Hi .I had tried to acquire the Instructor ratings primarily with the view to offer IFR ME training.I noticed that I was disadvantaged as my training under part 91 took me on a shopping spree across the midwest where I conducted the different phases in different places.After gaining my experience and while out of work I considered to gain the CFII+MEI on the strength of my total experience and ME hrs in particular.Schools in USA were not kind enough to admit me when I enquired to gain instructional experience with them on the basis that I had acquired my CPL elsewhere, although they offered me much flattery mabo jambo by way of my  qualifications to lick my ego with.

Is it possible as an advanced CFI aplicant(after gaining CFII MEI) to expect to train on multis (my total multi time is at least 250 and PIC 350) or at least SE instrument flight bypassing PPL and CPL maneuvres instruction?Is it worththe investment at my level of experience approx 600Hrs ?

Thanks

interesting...so might we be led to assume that the  C150(foxy) is more nimble and sticks out from the crowded traffic of other hounds.and who are the real dogs..the pilots or controllers....who does the barking?

Back in 1990(non-fiction) at Meacham Field FortWorth I sat as an observer in a C172 prior to commencing my training behind a pre-PPL at the controls and an Instructor (low timer) claiming to have a 737rating (and all too proud to display his credentials on his laurels for the whole aviation world!).
 
On short finals and some20 knots faster than vref the student saw it fit to deploy the last stage of flaps...at 200 feet.Clearly he showed confidence in his actions and was in control.Landing clearance had been givenThen came a THUMP! On the back of the student from the Instructor!(tHE instructor did not quite agree with his student's corrective actions.He strongly resented the idea obviously).And it was SHOW TIME!!!!!The normaly subservient student-yielding to all sort of funny 4 lettered names from the bullying Ben  for the most trivial of erors in his flying, decided it was time to (...oh yeah..!)THUMP BACK!...There was a rapid exchange of blows..which at first I thought was horseplay.I WAS UNASSERTIVELY CONFUSED.....
 
HEY I decided to react to the pilots incapacitation...I DUCKED MY NECK UNDER THE VOLLEYS OF THUGGERY and saw from their faces..it was no kidding...And for our progress???(A  C172 is not GPWS equipped and so no "whoop whoopp pull up message WAS TO BE EXPECTED) Approaching the fence meanwhile! I was too polite to issue a 4 lettered morse code, but did shout OUT SOME DIRE REMARK to "either GO AROUND or TAKE YOUR BOXING MATCH OUT OF THE COCKPIT YOU ROOSTERS!" I leapt my hands at both the yokes to hold them staedy and suffered a few scuffles on my mediating skull mind you before I got them to come to their senses.

Funny.there was no debrief on that one !!!!I gues they were both knocked out!.As the self imposed referee...I counted them out!
 

Alarming.should I laugh or  ?  I am sure the PILOT IN charge, especially the Cabin Crew, and particularly the passenger seated next to that rogue engine weren't having such a blast!

The Gulfstream 159 HAD A HILLARIOUS AIR BRAKE MECHANISM MUST HAVE BEEN ALARMING TO THE PASENGERS..and was as alarming to the handling pilot (an manual mode) if he did not anticipate to retrim the plane..due to the balooning effect of the cowling doors housing the mains under the engine when they unfolded !

A beauty bimbo stew was on her first flight out of FRA on SABENA(Such A Bad Experience Never Again)...in a B707 5 STUDDED COCKPIT...Navigator and RADIO officer included. as she was inducted into the cockpit by the Chief Madame minding First Class...mind you, there was no GPS at the time to guide her in the labyrith spaces  in that steamy cockpit filled with vacuum tube equipment.A radio call burst in from the RHINE CONTROLLER..."Zabena Oh- Vor- Zex Report yor Heading and Altitude!".....with a lightning speed came the response from the dashing and worked up Co-Pilot(viewing his colleagues having a ball whilst he has to do the donkey work!).."COCKPIT IS REALLY HIGH AND  HEADING FOR SHANGRILLAH.IN AN UNCOMPROMISING POSITION SIR...REQUEST RADAR VECTORS TO REPOSITION ..REQUEST EMERGENCY DESCENT, ALL OUR VACUUM TUBES ARE JAMMED AND WE ARE DANCING IN THE HOT SOUP...SABENA OH FOR ZEX"

Hillariousy simple to fly..a dog can xecute it! At least it comes with an idiot's checklist...to guarante even an idiot can fly!

  Apparently it had a super guppy goose strike mate! Question is...Did it swallow the goose or did the goose swallow it?

By the by ..has the drug admin lately examined the A380 or the 777 FOR STEROIDS in their systems..seems to me the 777 is a 767 on steroids and the A380 is a bad drug habit evolving from the days it used to be known as the Belluga(the A300 cargo -airplane carrier!).Super guppy was a turbo prop balloon fuselage..almost resembling the boeing Stratocruiser.And did you see Howard Hughes  Spruce Goose? That dame had a serious performance drugs issue.it wasa money at that time..tax payer's dollars!!

Did you read my article on replying sticky landings on howinvaluable Microsoft Flight Sim is? you can add further value by buying more realistic aircraft add ons that will provide you a more realistic cockpit andscenery interaction.You will save on any form of flight training(instrument or otherwise) by far!.Be sure to invest on accessories(control yoke and power console, rudder pedals to improve its realism rather than just tapping on the key board which removes you from thereality loop).Force feed back sticks or yokes are ideal..andtry to hook it up to a powerful sound system and create a make shift sim canopy to fully immerse you in the experience..then tell me all about it!YOU WILL BE BOILING WITH CONFIDENCE MAN! ;)Last piece of advice..when you turn that battery switch on...dont think like it as a game.FEEL IT ..LIKE THE REAL THING!You gain proportionately to how seriously you want to take it.Better still have a pilot next to you ,charts and checklist and all..to monitor and provide critique.

Thanks again Brian,

I was considering training on them rather than solo rental.I have at least 10 hrs on the 310 and 1 hr on PA31.I recollect during my CPL days at Fortworth/Sycamore(TX) seeing quite a lot of them.When I was last in USA in 1996 I had flown the B,N,and Q series at San Jose and they rented out at $180then.Perhaps i should reconsider going there.I had also flown the PA31 there and had a joy ride on the 402. May be another good source is the Aviation Yellow pages.unfortunately I am unable to access that magazine here.May be you could find what you want there or in FL if they still confiscate D-runs aircraft.I found the Q model a marvel.Perhaps you can find a good A&P to salvage you one at a fraction of the price.but might have to wait.The R model was popular in Nairobi(5500ft ASL) due to its hi performance capability.south Africa is another good value for money source and might give you the adventure of your life time to ferry it across/or ship it to Europe and fly it from there!A good retirement project I might add!

Keep in touch if anything interesting crops up.Especially in the AZ area as I have a brother I m over due to visit!

Kind regards ol chap!

Thanks Brian.

I normally use JEPPESSEN/Local AIP approach charts and airway charts but have only limited copies.Thanks for the tips.Will go to Airnav and will consult Google Landscape.Wonderful advice.

By the way, any idea where inexpensive airline simulator rentals are available to practice airline interviews.I want to prepare for a possible 777/330 Job next year.

What do you fly? scheduled operations?
Take care.

P.S. Have you read the books on "Air Disasters" by one australian author(I think they are three parts).Excellently documented with fabulous illustrations.Sorry cant remember the author or publisher.In had the books shipped away.When I get hold of them will advise you if interested.

WHERE AM i likely to get the least expensive rental rates on

C310(Prefereably R series), C402,PA 31(Navajo/CHIEFTAIN).Preferably HSI and RMI equipped.

Thanks

REX

What a great question for hangar flying young chap! It certainly deserves a great answer as Landing is the most critical accident proned phase of flight next to take off!

Conquer your fear son! Dont let the runway rushing at you intimidate you by any means.By all means it should startle you if you are sinking faster than you should(even big boys on Boeings,Airbus,Antonvs or others need be reminded so by ground proximity warning systems.SINK RATE!!! whoop whoop...pull up!!!..and when those DJs come on they their voices are quite ALARMING but all that is immaterial if you learn to fly STABILIZED APPROACHES with frequent division of attention between outside and cross checking your instruments that  you are on slope and on track(in that order of importance!) and most importantly...carrying the right quantity and direction of energy(Power,Attitude+correct Trim) on your aircraft(Energy Transfer Management!)  .THINK LIKE A HORSE JOCKEY..only that you may be handling hundreds of them simultaneously !

When I started training, I KIND OF JUMPED THE GUN BY READING TOO MUCH ADVANCED INSTRUMENT FLYING AND JET HANDLING CHARACTERISTICS.I was labeled as having too much fixation on numbers by instructors who were less advanced than myself but in fact I CAME OUT THE VICTOR EVENTUALLY.I learnt tremendously (having amassed a few thousand hours) on Microsoft PC Flight Sim..which I highy recommend any aspiring PILOT .It not only allowed me to apply theory into practice ECONOMICALLY AND WITHOUT ANY ELEMENT OF FEAR IN PLACE, it also taught me to be my own flight instructor by way of constant self critique(like a video game challenge per se); it undoubtedly built in me the kind of framework required in aviation thinking whilst jockeying any plane about in the sky-virtually the"seat of the pants flying " talent.It bred the right kind of confidence, and swiftness in instrument interpretion and control as well as acclimatization in the differences between night flying and daytime, and between VMC and IMC flight.No fears by the time I CONDUCTED MY FIRST LESSON.it was at the peak operation time at sunset traversing ito night at the busy airfield Meacham Field FORTWORTH Texas in crosswinds that even challenged my Airline PILOT(727) Instructor.MY CIRCUIT PATTERNS WERE A LITTLE UNTIDY AT FIRST(DUE TO TOO MUCH HEADS DOWN TIME ON INSTRUMENTS) but my landings -I SHOULD SAY FLARES TO LANDINGS WERE CONSISTENTLY SMOOTH AND TOUCH DOWN WAS WITHIN THE TOUCH DOWN ZONE FOR LIGHT AIRCRAFT.This did not come without some mental foresight and anticipation which I PRACTICED MUCH IN THE FLIGHT SIM PRIOR TO ENGAGING ON MY FIRST FLIGHT(This by the way saved me much training time and needless to mention ...MONEY!).

Your base leg BY THE WAY... also has to be pre planned.When do you commence turn from downwind?How close are you abeam the ruway downwind?There are rules of thumb your instructor may enlighten you with for different type of airplanes and runway dimensions.More care needs to be taken when circuits are from runways that are small and narrow, especially at night!
For approaches to standard non instrument runways(learn the difference with Instrument runways please) you keep a certain wing tip distance to the runway edge and when threshold area is 45 degrees from the tip(behind you) get ready to commence the turn(after ATC clears you and no conflicting traffic is on long final or approaching from the opposite direction on the base leg(uncontrolled fields).Expect a descending turn(no more than 700fpm)-remember Power,Attitude,Trim(REMEBER ON  DESCENT WHEN REMOVING POWER the nose will tend to turn opposite to that during climb-less p factor,etc) and descend to plan to establish just before turning final(3-4 nm) at 500ft AGL(which means you should have had a current QFE/QNH to ref to your Pressure Altimeter-unless you carry a radio atimeter!).During turns at base and Final(where most spins/stall occur).please.have your hand on the throttle..ready to juice in some power during the turns as stall speed increases during the turns and PLEASE limit your bank angles and turn rates TO STANDARD RATE of turns...USE THE bank/turn indicator.it assumes primary importance during this phase of flight guys!


If you know the speeds to plan for your approach before hand(ref the POH) and add + 15 or +10 for the base leg(depending on head/tail wind components) but plan to turn final at not less than 3 nm with VASI/PAPI showing "red over white-you are alright"(vasis) or 2red-2white(papi) to assure you on the slope.Aproach slope indicators may not be reliable outside 4nm especialy if local topography is very uneven!) .USE THE ILS GLIDESLOPE IF AVAILABLE AND LlOCALISER(even if VMC or a pre-PPL).JUST PRIOR TO TURNING FINAL SET  LANDING Flaps with power ready to compensate(check ASI during turn(if full stop andings without gustywind or approach flaps if touch and go) .The extra flap will not only slow you down(FROM OVER SHOOTING the runway CENTRELINE, it will add insurance to a lower stall speed.Just be sure to trim down as you select, or you are likely to balloon over the glide path required.Extra flap during that phase also will offer you a better perspective of te glide path.Quickly crosscheck that your approach power is approximately where it should be for light non complex singles about 17-1900rpm(for those with constant speed prop and landing gear..i recommend you take care of the prop and gear on base, to have you less rushed on final and for the landing lights to annunciate your position  to traffic(including birds) before turning finals.If you have a DME use it(even if it is your first lesson).MAKE SURE YOU ARE WITHIN THE PRESCRIBED TRACK DISTANCES so that you dont have to be tidying the pattern whilst attemting to make a good approach or you will cause the runway to RUSH AT YOU!

The final approach phase should be easy sailing once you have the right power and trim for the right descent rate(remember///speed multiplied by 5 should give you the right glide path, so for 100kt approach speed you should see 500FPM on the VSI.Expect for C172 and less to be more like 300fpm.If you see the VSI needle approaching the 500fpm mark.it spells trouble..so boost some touch of power and trim slightly up..gently,or simply trim slightly up if in excess of speed(rapidly)...then....Check the windsock(or ask the instructor to check the wind and announce or ask the controller!)...hands on the throttle and be prepared to GO AROUND ANY TIME FROM NOW....! THis phase, however if the numbers are in order and the wind is not too excited should have you breathing easy once you hear or have announced your landing clearance.Just let the plane "sail"(with the appropriate power ofcourse and correct trim) and it should land itsef with minimum input from you apart from ensuring a fair concern for closer centreline alignment once you have crossed the fence.No rush to get rid of the power if you arrive with vref+5-10 kts on final.Just g..r...adualy.butter off that throttle whilst rounding out the  pitch to not more than 5 degrees(look past that AI), looking out at the far end for alignment and sink cues.Remember, you might have to use that rudder as you bring the power off suddenly- de-P factor I call it! If the plane floats..it means your ground speed was higher than planned, and if you are not landing on a severely short runway.LET IT FLOAT(PROVIDED YOU DID NOT COMMENCE YOUR FLARE TOO HIGH BECAUSE YU WERE SCARED OF THE GOUND RUSH AT YOU!If sinking rapidly..maintain the 5 degre pitch attitude but with a few hundred rpm increase in power and rapidly remove it once sink is arrested and close to the ground.

Flare should commence on a count of about 5 seconds on small light singles like C172 ON STANDARD RUNWAYS.which should happen at about 20-10 feet in gradual transition.SUDDEN FLARING WILL JUST BALLOON YOU AND CAUSE YOU TO BOUNCE..WHICH IS WHERE YOUR INSTRUCTIR SHOULD HAVE THE FORESIGHT TO SIMPLY TAKE OVER PRIOR TO the bounce taking place.HE SHOULD ANNOUNCE TAKING OVER(AND YOU ARE EXPECTED TO PROMPTLY RELINQUISH CONTROL AND CALL OUT..HANDING OVER).instructor SHOULD NOT BE CRITICAL  AND JUST  FOCUS ON CONTROLLING THE LANDING(MD-11 have ben destroyed due to misjudged and unstabilzed flare!) AND TO OFFER TO DE BRIEF YOU OVER A COSY CHAT LATER!YOU on the other hand should relax..and pay attention to theinstruments and outside cues to see what is taking place.You wont have many opportunities to learn at that stage of flight in that manner! Otherwise... assuming a contrtolled and stabilised  flare, you will feel little sink and should if you can see a VSI point close to the 100-200fpm mark(did you check for reference zero before you commenced your flight to compensate for any instrument errors?).Once you have touched down (dont be too obsessed with smoothies...they may have you lick the other end of the runway one day!!!) hopefully first with the mains or one mains upwind if on a cross wind,you should concentrate on aligning airplane  maintaining ailerons against cross wind and  rather g  e  n tly... let the sweet bird flatter you to a kiss of the nose wheel(your most sensitive gear in any aircraft) on that tarmac or what ever surface(the rougher the surface the longer the hold-off).Soon after you are safe and aligned..expect a turnoff clearance to exit runway.Be sure to expedite if on a busy field..always dsiplaying consideration for others.Than conduct your post landing checklist(you do use the checklist and have memorised aspects of it to do the items and tick them off as you read them later for post landing and some emergency procedure memo items???).Proceed vigilantly to the gate.Dont lose your guard till you have safely stopped at the gate and engine stopped.That is where the fligt terminates.tHEN BE SURE TO OFFER A POST FLIGHT CHECK..ESPECIALLY AFTERR THAT BOUNCY LANDING!!

I recomend you read about STABILISED LANDINGS.I ALSO STRONGLY RECOMMEND MICROSOFT FLIGHT SIM WITH SOME SERIOUS AIRCRAFT ADD ONS TO BOOST YOUR CONFIDENCE IN SITUATIONAL AWARENESS AND FLYING APTITUDE AND INTEREST IN GENERAL.

Enjoy your training and let me know if any of this came to your aid during your training.THEN PASS IT ON TO SOME ONE ELSE WHO NEEDS THIS KIND OF ADVICE.

All the best pal!

Halo Jaideep.I am replying  from UAE.Where is your location?

My background is both Airline Commercial Planning and Flight Operations.FROM YOUR QUESTION i suspect that you are from a commercial background studying fleet evaluation and fleet planning(rather than Flight Palnning!)


I had met the term Stage Length whilst practicing Aircraft Economics(COMPARING AIRCRAFT PERFORMANCE FOR THE PURPOSES OF EVALUATION).I recommend that you search google on Aircraft Economics for a more comprehensive explanation where diagrams shall reinforce your understanding of the matter.STAGE LENGTH my friend is defined as the comprehensive distance from Taxi-out to taxi in, including all the standard STAGES of FLIGHT(Taxi out, take off, climb, cruise, step climb, descent, hold, aproach, land, and taxi -in).In IATA  standards it is a Great CIRCLE TRACK DISTANCE(which by definition is the shortest distance across the earth between any selected points).This is for approximation purposes as the actual distance between city pairs may be(and most likely is) longer due to airways structure and the need to intercept best seasonal prevailing winds in the name of fuel conservation planning- where flight planing comes in to play old boy!These GC track distances are documented in a certain IATA (not ICAO!)document which for now escapes my mind but you can consult with in IATA's website.

To answer you the second question:Endurance,WHICH IS IN THE HEART OF FLIGHT(Fuel Planning in fact) for Search and rescue purposes should you exhaust your fuel supply;the search and rescue party as per your flight plan endurance declaration-shall know the furthest that you could have traversed under the prevailing atmospheric conditions! IT SHOULD-BUT DOESNT, ACCOUNT FOR YOUR LIFE SUPPORT SUPPLIES FOR ENSURING SURVIVAL IN TERMS OF NUMBER OF DAYS OF COURSE, RIGHT??  )

ENDURANCE is a fuel planning problem where consideration for your still air fuel consumption rate should be compounded with the prevailing wind velocity across your selected track.The formulawhich I had read- prescribed to you by some of our colleagues does apply to general aviation light category aircraft but fuel weight burn-off tables from your transport category performance charts will have to be consulted if dealing with airline equipment.The wind velocity might have to be updated if over a long track over uninhabited regions say across Atlantic, Deserts, Polar areas via remote stations including ships.

I hope that you have gained some useful insights here.It certainly has been my pleasure to respond to your important questions.I guess your next question might be..."what is payload-range?" If I guessed correctly that you are studying aircraft performance for comercial purposes.Well , that calls for a longer response with appropriate diagrams altogether!

cherio old chap! 

Hi Brian,(AND TO ALL THOSE WHO HAVE READ MY ARTICLE) thanks for reading this topic and responding in the way that you did.It was reassuring of my thinking as I see my thoughts aligned with the more experienced piots like yourself who have had the priviledge of operating in beautiful Lexington .I didnt even know where Lexington was before the crash(I come from Kenya)!This unfortunate tragedy was not only an opportunity to learn and reinforce my current knowledge, it also provided me an opportunity to tour the beautiful country in my flight simulator  .With the understandable constraints such as RTOW you quoted as wel as what I guessed to be a day time runway,I am querying the degree of realism in my simulator now, as I managed to conduct 3 consecutive safe flights in IMC 500 FT cloud base in rain departing from RWY 26 and arriving on 22 on a VOR/NDB approach I mentally constructed(as I had no access to approach plates).It still required a significant amount of tight low level maneuvering and strict vigilance when visual..on a DC9-30!

I suspect the navaids should be relocated to provide a closer alignment to the runway, considering the threat that the local topography presents.I also feel the greenery close to the clear-way of rw 26 should be cleared further afield.Whatever happened to the fate of the poor Co-Pilot? What protection from the media and interrogation exists in the industryfor the surving crew after an accident in USA?

You might notice that in all my commentry I had not passed judgement on Human factors.It would however be impertinent not to shed some light on this matter.

1. From Pilots' perspective:

 A)  Any entrance on a runway, upon alignment(whether taxying forward or backtrack, crossing a runway intersection,or if aligned and  cleared for take off) to take the opportunity, when on a steady unaccelerated pace, to cross check the compass readings (#1,#2,stand-by compass, and sensible readings from the RMDIs).

 B) As you had mentioned: for the taxi phase of flight, the primary charts to be used are the TAXYIING charts-and the
   accountable officer being the Pilot Monitoring additional to calling out the taxi junctions and turning reference  points as they
   are reached(as the taxyiing pilot is busy maneuvering)as well as offering guidance support and traffic clearance and any obstacle annunciation.Importantly, there ought to be more formality in accepting and verifying taxyiing clearances visually reference to the valid and NOTAM referenced taxyiing charts(especialy at complex aprons-no matter how small the aerodrome).

2. From an ATC perspective

  A) Prior to clearing an aircraft for take off, after all standard procedures have been adhered to), ensure that:
    the runway is scanned for traffic,debri,or any other incursions(people,animals,birds...as often was often the case when I flew
    in bushy East Africa!)-those binoculars and flash beams are part of the pre-take off clearance check list arent they??

 B)ATC should have it in conscience that they are clearing an aircraft(with people and cargo) for Take off(the most critical
   phase in flight by accident  statistics) and that THEY are in control of the flight too...and should be their primary concern using
  all resources within their means until flight is out of sight AND radio frequency handover is assigned.ATC are the Pilots' official
  extra pair of eyes and it is THEY who may be able to intervene a take off decision to abort in case of abnormalities beyond the
  pilots' peripheral vision and awareness...smokes, fires, component fall outs,panel blow outs,.to name but a few...

 May I emphasise that CRM is not limited to within cockpit resorces and ATC(the macroscopic CRM),ramp staff, cabin crew, and 
 passenger comments during any phase of flight can also be seriosly reckoned with.

A final point that I think is noteworthy particularly in scheduled operations (where time keeping sometimes out of obsession), challenges or supercedes safety.Once cleared for take off..it should not be rush RUSH RUSH!!!! I had been inolved in a situation where my commander's over confident(if not arrogant nature) created the start of a chain of events that could have breached safety if compounded by more carelessness from my part(was only a fresh FO at the tail end of my training and therefore not expected to be assertive if I was interested in checking out!)..where after unnnecessary long winded critique whilst taxying out, already running late, and a long winded apologetic PA from my Capt. he made me pause the pre take off checklist (whilst he was oratoring)and ended up rushed on to the runway on a rolling take off whilst attempting to clear the remaining items in the checklist(he was Pilot flying!).Talking about CRM mis-coordination!Somehow when that happens, do you notice how things accelerate faster than you would like them to?it is this sort of event occurrence that could lead to disocating you out of the 'state of mind envelope' required for take off.I BELIEVE THAT EVERY PHASEOF FLIGHT REQUIRES A DIFFERENT STATE OF MIND , MENTAL PREPARATION AND LEVEL OF AGGRESSION TO STAY IN CONTROL WITH THE AIRCRAFT AND THE FLYING ENVIRONMENT IN GENERAL.Please correct meif I am wrong on the matter.

It would interest me to gain feed back on this article from NTSB and hope that we can learn a little more.I am based in UAE presently and had previously flown in Kenya.I hope to relocate to CANADA to taste the crisp cool sky up there.If you have any experiences that you wish to share over ATC or flying culture in Canada, I would be delighted if you could enlighten me.

Have great flights and ..stay out of trouble mate!

Rex

 

What do youthink of that Comair crash?It was frighteningly easy to reproduce on my PC Microsoft flight sim.I utilised a Lear Jet.There too many trees close to the clear way! A V1,Vr of 115-120 kt(PROVIDED BRAKES ARE NOT RELEASED TILL TAKE OFF THRUST IS SET-TO ALLOW ADEQUATE ACELLERATION) should lift off clean into the second segment but the rate of rotation should be an expedited 10 degrees or it is easy to hit those trees especialy at those heavy weights.I NOTICED DUE TO THE TOPOGRAPHY IT IS A PARTICULARLY DIFFICULT FIELD TO MANEUVRE INTO IN INCLEMENT WEATHER EVEN ON A LESS HEAVY PLANE LIKE LEAR JET OR KING AIR.I think that short runway should be utilized only in VMC conditions by day time.

Opinions from heavy turboprops pilots who have opearted fom Lexington's  runway 26 (especialy at nighty/in IMC) would be highly appreciated

REX