Greensboro to Wilmington NC in the CJ3+! Lets talk Rudder Bias and the Garmin G3000 Avionics! 

That's kinda funny! lol

I appreciate you watching! I would think you'd be able to pick up somewhere teaching, or even find someone that has a plane they want to learn in. If you're not already in it, on Facebook there is a group called "Carolina Aviators Network." There is always people on there looking for instructors in the Charlotte area!

I appreciate the comments, and I love trying to teach items, especially with the Avionics that can be quite cumbersome sometimes. It's funny, I think you might be right that I've never mentioned my name! It is sometimes visible on the nametag I wear, but I wasn't intentionally hiding it. My name is Walter, but I've always gone by Wally. My father was Walter also. Thank you for watching!

I'll have a video out flying to the Bahamas in the next few weeks... hopefully!

As always, Thank you very much! I appreciate you watching.

@@AccidentalAviatorCould you please share the 2 “errors” and pin the reply? Thanks

@@gregdildine99 Done! Thanks again for watching!

I appreciate you watching!

I appreciate you watching as always! I never thought that I'd be regularly flying a jet either. It's just kind of worked out that way! Enjoy your flying!

Awesome! Thank you! We'll get there eventually! I've been approached by a few companies about giving me things to wear or use, but I've so far resisted. I'm enjoying just making the content for now. I appreciate you watching!

I appreciate you watching as always!

@@AccidentalAviator Always looking forward to a new clip; congrats on 3.3K.

Much appreciated! Thank you for watching!

Yes, the Longitude I believe has the G5000 avionics, which is just a more robust version of what we're flying (G3000). I learned a ton through flight simulators and I'm sure that I'll get back into it at some point! Thank you for watching!

@@AccidentalAviator You're correct, it has the G5000.

I'll have to look into it, although me having a full time job and flying leaves very little other flying time. What sort of stuff does CAP do?

If you watch any of my videos on flying into Fort Lauderdale, I fly the CAPTN2 Arrival into KFXE and it's a descend via! I'll try to remember to demonstrate an offset track on one of my upcoming videos. I appreciate you watching!

Glad you enjoyed it!

Thanks for watching!

I wish it was my Jet. I just fly it for the owner :-)

Thanks! I love it too. Flying is relaxing to me!

I didn't even know there was a Garmin G2000. That's pretty cool that it's in the TTX. The Eclipse Jet looks like it'd be a lot of fun to fly!

Wonderful! Is he working Wilmington Approach or Tower? If you don't mind me asking, what's his first name?

I really appreciate the awesome controllers in the Wilmington Area! They are always getting us home safe!

I was working approach. Names Adam, some of us watch your vids and I learn alot about the other side of the mic.

@@adamcregg2520 That's great! Years ago I thought about being a controller and I've learned a lot over the years about your side, but it still fascinates me! I appreciate all of the great work you all do! Someone asked me 2 weeks ago if I was filming (on our way back from Lauderdale). Was that you?

@@AccidentalAviator no i believe that was a different guy, he also flies out of Aero

I edited out about 10 minutes of me sitting there.

... and possibly a few rude comments. 🤣

I went back and forth whether to add that. I cut out over 10 minutes of waiting for that jet to pass, and I thought it'd be a silly filler. I actually added it last minute! I appreciate the comments though! The pressurization in the CJ3+ is all automatic, based on your departure and destination airports in your flight plan in conjunction with your current altitude. As far as how the system itself works, I plan on doing videos that discuss the systems eventually. I'm just trying to get some things ok'd / worked out. I have some footage of a local training flight that I did a few months back where I filmed the whole walk around and my flight planning for it. I think I'm going to do a 3 video series on that which will include a full walk-around.

@@AccidentalAviator Thanks for the reply. The "system" and Series idea sounds GREAT. I love learning how things work, it also helps in "trusting" the plane. Peace

At 22:25 in the video I checked in with Wilmington and gave them the ATIS. I just pinned the 2 items that I missed! Thanks for watching!

Yes, this system is not in the CJ2+. There are about 10-15 things different between the 2+/M2 and that is one of the biggest things. I went through recurrent in the M2 this year, and it takes a LOT more rudder force to maintain directional control.

I appreciate you watching! My other videos had a (little) closer look at the instrumentation. I'm still trying to figure out what the best way is to display everything. If you're watching on a phone or tablet it's kind of small, but comes across well on a Television!

I'm sure someone will. I've been surprised at what viewers keen eyes catch on my videos.

You're flying the 3+ now too, correct?

@@AccidentalAviator yes, I am. Love it!

@@ProPilotPete It's a great airplane. I'm loving every minute of it too.

Thank you for your service! Unfortunately this is not my plane. I simply fly it for the owners, and I'm usually in Greensboro for maintenance only and wont carry passengers coming out of maintenance. Have you tried contacting local flight schools in Greensboro or Winston-Salem about taking you on a discovery flight? Almost every flight school will do this. For a few hundred dollars they will take you up and let you fly the plane a bit. The flights are usually 30 minutes to an hour long. Could this be an option?

I appreciate you watching. If I can answer any questions, don't hesitate to ask! Two of my first videos I put up I talked about my background. You can see those at: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-7hp9sx4gxA8.html and ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-Q2CKbBqoFZY.html As far as a side stick goes, I've never actually flown a plane with a side stick (like a Cirrus). It's all been just yoke mounted airplanes! As you'll see from watching those 2 videos above, I'm not actually a pilot for a living, although I have close to 3,000 hours flying now.

Thanks for the reply! @@AccidentalAviator

Someone got the bigger of the 2. On landing, I forgot to run the "Before Landing" checklist (it was still quite visible on the MFD). The other item nobody has pointed out, and it was quite minor. It happened shortly after takeoff.

That's a great question! Are you talking about avionics breaking or the GPS system going out? I was fortunate enough to earn my IFR rating on an aircraft that didn't have a GPS.

@@AccidentalAviatorActually both scenarios. Some examples, what happens if for some reason you cannot access an approach plate on the avionics and the iPAD battery is completely dead? If the glass panels go out, are the backup flight instruments sufficient for flight in IMC conditions, can you shoot an approach using them? Etc. etc. The vast majority of GA videos I have seen, are, of course, extolling the virtues of the plane, its avionics, etc. The videos talking about actual failures focus usually either on relatively minor squawks or catastrophic engine failures. As a software engineer, I look at all the automation and cannot help but think it is all one bad line of code in some driver or a kernel panic waiting to happen.

@@baron1405You and I think alike with all of the coming automation. The nice thing about the CJ3+ is that it is NOT fly-by-wire. It's all cable / pully driven, so I don't have computers overriding what I do. The only system that can automatically do something is on catastrophic decompression. It'll turn the plane 90 degrees to the left and set the autopilot to FLC and 15,000 feet. The only problem with this is that if you don't get the throttles back, you're probably not coming down. As far as iPads, those are great questions and maybe I can think how to do a video on that. IN the CJ3+, you have 3 pitot-static systems and 3 data computers. Basically 3 of everything. One on pilots side, one on copilot side, and one on the emergency attitude indicator. The chances of you having a complete avionics failure are almost non-existent. Then, the chances of that happening while you're in IFR and your iPad isn't working is even more non existent. I've been flying with an iPad or eReader for the better part of 20 years and I've never had a failure. If a battery runs out, that's kind of your fault, but I do carry charging cables on the aircraft and we have powered USB ports in the cockpit. I'll show those on a subsequent video. Your standby/backup attitude indicator is just an indicator and you can't shoot an approach with it. But, the chances of losing both the pilot and copilot sides (which are swappable through the avionics) is almost impossible. These are great questions!

Also, most (but not all) training for recurrent is done at night. That's basically so they can sign you off for night currency and it makes things a little more difficult. We do partial panel approaches and over 2 days probably shoot 6 or 7 different types of approaches with both 1 or 2 engines. It's mostly emergency procedures. Every year I go back, the instructors are great at showing you scenarios that you'll probably never see, but it's nice to see and deduce (I've had governor failures, compressor stalls, stuck trim, stuck stabilizer in the Piaggio). I enjoy recurrent in the simulator because you can do a lot there that you can't in the real plane. We also do a fair amount of partial panel stuff. Fail the pilots main screen and fly using the center screen, or fail some of the data computers. The nice thing is the plane (usually) detects data computer failures and automatically fails over to the good one.

@@AccidentalAviator I really appreciate your insights! Thanks for the thoughtful replies and I am looking forward to upcoming videos.

We have a 5 minute limitation on coming back to climb, and I usually do it shortly after bringing the flaps up (around 1,000) feet. More power for a greater amount of time. You can actually see me move them back to climb here as I'm calling departure. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-S-9e6Yr5dpo.htmlsi=bTaGcP_jCQY0ZeVA&t=505 Someone caught one of the things I missed, the other one that nobody has mentioned (that I've seen) was really minor.

I did all of those and they were edited out for times sake. If I left all of that in, the video would be an hour long. If you don't see something on video, you can assume I did it. I left the 2 items I'm talking about in the video.

Sometimes I have friends come pick me up, but most of the time I just drive. It's only a 3 hour trip and I don't mind it at all.

This is what I've used for my last 2 iPads: www.amazon.com/gp/product/B08N9DFXJ6/ref=ppx_yo_dt_b_search_asin_title?ie=UTF8&th=1

I know it's NOT on the M2 because I did my recurrent training in that, and I don't know about the CJ4. Maybe someone else can answer that one. I think it's on a few different types of aircraft though because I was reading about the collision between the Hawker and Mustang in Houston and it looks like the Hawker may have a similar system. It's pretty ingenious though, isn't it? and SIMPLE. I can tell you from doing checkrides in both the M2 and the CJ3+ (without and with), it helps a lot!

@@AccidentalAviator I talked to a CJ3+ pilot that came in today and said its definitely not on the earlier CJs but maybe on the original CJ3, he didn't seem to like it all that much, said all it's good for is identifying the failed engine but it doesn't add enough rudder to compensate fully for it. from my perspective it does seem like a really neat and somewhat simple system, we have an original CJ3 here so I'm def gonna ask if he has it and what he thinks about it

@@Fynnley525 I'm not sure why he'd say it makes it easier. It helps you maintain directional control. You don't have to push as hard on the rudder to counteract the yaw. I would think that makes it more difficult, wouldn't it? I've flown both the M2 and the CJ3+ for checkrides, and I can definitely say that it helps a lot more on the CJ3+.

@@AccidentalAviator I definitely agree, was kind of surprised by his answer tbh

Cabin pressure in the CJ3+ is automatically handled by the computers based on your takeoff altitude, current altitude and landing altitude (taken from your flight plan), and you don't have to do anything with it. It was a pretty clear day, so I didn't need an alternate!

I appreciate you watching and taking a guess though!

Yeah, they haven't had a good track record so far.

Well on any takeoff (in any airplane), your objective is always to gain as much altitude as you can immediately (in case anything goes wrong). It is the most critical phase of flight. The CJ3+ has FADEC (Full authority digital engine controls), so you just put the throttles an the takeoff detents and the FADEC system computes what the optimal power setting is for the engine based on weight and temperature.

@@AccidentalAviator wow that's amazing. Assume it weights itself

@@DaleSteelNot quite. It knows the weight of the fuel based on the level, but I have to punch in crew, passenger and baggage weights to get takeoff performance numbers. I should have a video out soon showing me doing this.

When we brief our passengers, we always let them know that we might use the speedbrakes in the air. There is a distinct rumbling, and it allows you to reduce speed quickly. You might have caught that I used them briefly in the air to get under 200 knots on approach (so I can put in 15 degrees of flaps). If you're referring to their use on landing, they are used to spoil the airflow over the wing (so you don't bounce) and to put more weight on the wheels (for more effective braking). What you don't see when those get deployed on the ground is the flaps going from 35 degrees to 55 degrees, and they are somewhat effective in helping you slow down.

@@AccidentalAviator oh do the flaps extend when you deploy speed brakes? Like a dual purpose?

@@DaleSteel Other way around when landing. We have 4 flaps settings. 0 (up), 15 (approach), 35 (landing), then 55 on the ground. You see me just after touchdown move the flap lever all the way down. That deploys the flaps to 55 degrees and automatically deploys the speedbrakes.

You may not have those- I am used to the 560XL.

No reversers on the 525 series.

I'm probably the last person to ask as I took a completely backwards route into flying a jet, but if you're just starting out, I'd say to spend as much time as you can around the airport and network with others already doing what you'd like to know. Who you know goes a long way in this industry. I just always stayed in aviation and luckily went to work for a company that had a bunch of pilots working there and they helped me get several of my ratings, and it just progressed from there.

@@AccidentalAviator Thanks for that. The networking thing seems to be a common theme from videos I am watching. I just don't know how I would just go to an airport, and ask where the pilots hang out? I am assuming they are just there an hour before their flight and too busy doing checks to want to bother with questions? This will be a third change of career for me. I am 52. Appreciate your time thank you.

@@powshredder3716 I would suggest getting a job as a lineman at your local FBO or possibly get in with a charter company doing line or paperwork. If you were a line guy, you would have gotten to know all of the local pilots, and those pilots love to talk aviation. If/when you got your all of your licenses, you'd already have a foot in the door networking wise. Pilots that know you are more apt to use/hire you too! Just my 2 cents.

@@AccidentalAviator Good tips, I will look into it ! thanks so much for the reply.

@@powshredder3716 If I can answer anything else for you, please let me know!

I have 5 cameras running and they are all GoPro 11's

The quality is great. Thanks for the reply!

@@easternairlines727 I wish I could take credit for it, but stock GoPro it is! The only problem I've ever had is overheating sometimes, but I've got some remedies for that.

Nope, on the flight... I change the title and don't know why it hasn't updated.

@@AccidentalAviator will have to watch the entire flight then. No time now but sure looks like a speed brake panel was extended during climb out.

@@freds5619 Definitely didn't deploy speedbrakes on climb. One is completely minor and the other was a little more than minor. I'm sure you'll eventually find.

@@AccidentalAviator will watch entire video tonight or tomorrow. I have been out of the saddle for 5 years now so I might miss them.

and I think the other was the approach freq not being preprogrammed but I wouldnt call that a miss per se.

ok so after watching again I think the aircraft “caught up” with you when the controller gave you a clearance that was a little unusual plus the plane on the runway brining in the possibility of a go around really knocked you off your plan. you didnt finish the pre landing and didnt prep the autopilot for a go around by putting the go around altitude into the window. great video on why staying ahead even in a visual close to an ifr approach

Not running the landing checklist was the larger of the two misses. The other one was rather minor, but great catch! You're exactly right that I wasn't expecting that clearance and didn't run the checklist, although I did complete everything on it and double-checked the gear at 500 feet!

@@AccidentalAviator Love your content esp since I live in wilmington. next time you are over mayfaire maybe on the downwind to 24 give me a little wing wag

@@floatinflyinandfishingI'll try to remember that!