Cj3
12-22-2017, 01:46 PM
#1
Gets Weekends Off
Thread Starter
Joined APC: Nov 2015
Position: Metal brackets
Posts: 190
Cj3
Hey Guys long time member first time poster here , I’m about to start training on the cj3 any tips on what to do and what not to do when flying the airplane ? How’s the performance ? Is the proline 21 hard to understand ?
12-22-2017, 01:55 PM
#2
All is fine at .79
Joined APC: Sep 2016
Position: Paahlot
Posts: 4,082
Well that all depends on where you’re coming from.
I had a bunch of G1000 time before I got on a CJ2 which is the same type rating by the way.
Proline is pretty good and easy stuff.
I’ve only flown the 2 and never the 3 but we did about 8 out of 10 legs at 450.
ATC will consider you a rolling roadblock in the climb and take you off the SID if you go out of busy places.
At altitude those little engines just sip fuel. You’re talking 700lbs/hr.
If memory serves me right you need like 75-80% N1 for the wing anti ice to get hot enough so you can’t do a chop and drop with wing anti ice ON. Watch out with the window heat bleed air as on HIGH it will melt the windshield on the ground.
Turn window de fog on at TOD if you go into any southern state.
A 40-50F EGT split can indicate a busted bleed air precooler.
If you go to CAE Morristown they’ll show you pictures of what happens when a precooler ruptures.
Other then that it’s a delight to fly.
I had a bunch of G1000 time before I got on a CJ2 which is the same type rating by the way.
Proline is pretty good and easy stuff.
I’ve only flown the 2 and never the 3 but we did about 8 out of 10 legs at 450.
ATC will consider you a rolling roadblock in the climb and take you off the SID if you go out of busy places.
At altitude those little engines just sip fuel. You’re talking 700lbs/hr.
If memory serves me right you need like 75-80% N1 for the wing anti ice to get hot enough so you can’t do a chop and drop with wing anti ice ON. Watch out with the window heat bleed air as on HIGH it will melt the windshield on the ground.
Turn window de fog on at TOD if you go into any southern state.
A 40-50F EGT split can indicate a busted bleed air precooler.
If you go to CAE Morristown they’ll show you pictures of what happens when a precooler ruptures.
Other then that it’s a delight to fly.
12-22-2017, 06:55 PM
#3
Gets Weekends Off
Thread Starter
Joined APC: Nov 2015
Position: Metal brackets
Posts: 190
Originally Posted by TiredSoul
Well that all depends on where you’re coming from.
I had a bunch of G1000 time before I got on a CJ2 which is the same type rating by the way.
Proline is pretty good and easy stuff.
I’ve only flown the 2 and never the 3 but we did about 8 out of 10 legs at 450.
ATC will consider you a rolling roadblock in the climb and take you off the SID if you go out of busy places.
At altitude those little engines just sip fuel. You’re talking 700lbs/hr.
If memory serves me right you need like 75-80% N1 for the wing anti ice to get hot enough so you can’t do a chop and drop with wing anti ice ON. Watch out with the window heat bleed air as on HIGH it will melt the windshield on the ground.
Turn window de fog on at TOD if you go into any southern state.
A 40-50F EGT split can indicate a busted bleed air precooler.
If you go to CAE Morristown they’ll show you pictures of what happens when a precooler ruptures.
Other then that it’s a delight to fly.
I had a bunch of G1000 time before I got on a CJ2 which is the same type rating by the way.
Proline is pretty good and easy stuff.
I’ve only flown the 2 and never the 3 but we did about 8 out of 10 legs at 450.
ATC will consider you a rolling roadblock in the climb and take you off the SID if you go out of busy places.
At altitude those little engines just sip fuel. You’re talking 700lbs/hr.
If memory serves me right you need like 75-80% N1 for the wing anti ice to get hot enough so you can’t do a chop and drop with wing anti ice ON. Watch out with the window heat bleed air as on HIGH it will melt the windshield on the ground.
Turn window de fog on at TOD if you go into any southern state.
A 40-50F EGT split can indicate a busted bleed air precooler.
If you go to CAE Morristown they’ll show you pictures of what happens when a precooler ruptures.
Other then that it’s a delight to fly.
12-22-2017, 07:00 PM
#4
Gets Weekends Off
Joined APC: May 2017
Position: 175 CA
Posts: 1,285
Originally Posted by TiredSoul
Well that all depends on where you’re coming from.
I had a bunch of G1000 time before I got on a CJ2 which is the same type rating by the way.
Proline is pretty good and easy stuff.
I’ve only flown the 2 and never the 3 but we did about 8 out of 10 legs at 450.
ATC will consider you a rolling roadblock in the climb and take you off the SID if you go out of busy places.
At altitude those little engines just sip fuel. You’re talking 700lbs/hr.
If memory serves me right you need like 75-80% N1 for the wing anti ice to get hot enough so you can’t do a chop and drop with wing anti ice ON. Watch out with the window heat bleed air as on HIGH it will melt the windshield on the ground.
Turn window de fog on at TOD if you go into any southern state.
A 40-50F EGT split can indicate a busted bleed air precooler.
If you go to CAE Morristown they’ll show you pictures of what happens when a precooler ruptures.
Other then that it’s a delight to fly.
I had a bunch of G1000 time before I got on a CJ2 which is the same type rating by the way.
Proline is pretty good and easy stuff.
I’ve only flown the 2 and never the 3 but we did about 8 out of 10 legs at 450.
ATC will consider you a rolling roadblock in the climb and take you off the SID if you go out of busy places.
At altitude those little engines just sip fuel. You’re talking 700lbs/hr.
If memory serves me right you need like 75-80% N1 for the wing anti ice to get hot enough so you can’t do a chop and drop with wing anti ice ON. Watch out with the window heat bleed air as on HIGH it will melt the windshield on the ground.
Turn window de fog on at TOD if you go into any southern state.
A 40-50F EGT split can indicate a busted bleed air precooler.
If you go to CAE Morristown they’ll show you pictures of what happens when a precooler ruptures.
Other then that it’s a delight to fly.
It's a very easy airplane to fly. It lands like a cessna as opposed to a big jet. (chop the power over the numbers, fly it into the flare).
12-22-2017, 07:08 PM
#5
The NeverEnding Story
Joined APC: Sep 2005
Posts: 7,505
CJ2+ climbs like a CJ3, <25min from sea level MTOW to FL450, where within 5 minutes you have to pull thrust levers out of cruise detent because you are bumping the .737 MMo.
278 VMo does get you booted off of SIDs/STARs, though...
Easy airframe to fly, forgiving, reliable.
278 VMo does get you booted off of SIDs/STARs, though...
Easy airframe to fly, forgiving, reliable.
12-22-2017, 07:15 PM
#6
Gets Weekends Off
Thread Starter
Joined APC: Nov 2015
Position: Metal brackets
Posts: 190
Originally Posted by TiredSoul
Well that all depends on where you’re coming from.
I had a bunch of G1000 time before I got on a CJ2 which is the same type rating by the way.
Proline is pretty good and easy stuff.
I’ve only flown the 2 and never the 3 but we did about 8 out of 10 legs at 450.
ATC will consider you a rolling roadblock in the climb and take you off the SID if you go out of busy places.
At altitude those little engines just sip fuel. You’re talking 700lbs/hr.
If memory serves me right you need like 75-80% N1 for the wing anti ice to get hot enough so you can’t do a chop and drop with wing anti ice ON. Watch out with the window heat bleed air as on HIGH it will melt the windshield on the ground.
Turn window de fog on at TOD if you go into any southern state.
A 40-50F EGT split can indicate a busted bleed air precooler.
If you go to CAE Morristown they’ll show you pictures of what happens when a precooler ruptures.
Other then that it’s a delight to fly.
I had a bunch of G1000 time before I got on a CJ2 which is the same type rating by the way.
Proline is pretty good and easy stuff.
I’ve only flown the 2 and never the 3 but we did about 8 out of 10 legs at 450.
ATC will consider you a rolling roadblock in the climb and take you off the SID if you go out of busy places.
At altitude those little engines just sip fuel. You’re talking 700lbs/hr.
If memory serves me right you need like 75-80% N1 for the wing anti ice to get hot enough so you can’t do a chop and drop with wing anti ice ON. Watch out with the window heat bleed air as on HIGH it will melt the windshield on the ground.
Turn window de fog on at TOD if you go into any southern state.
A 40-50F EGT split can indicate a busted bleed air precooler.
If you go to CAE Morristown they’ll show you pictures of what happens when a precooler ruptures.
Other then that it’s a delight to fly.
Originally Posted by BoilerUP
CJ2+ climbs like a CJ3, <25min from sea level MTOW to FL450, where within 5 minutes you have to pull thrust levers out of cruise detent because you are bumping the .737 MMo.
278 VMo does get you booted off of SIDs/STARs, though...
Easy airframe to fly, forgiving, reliable.
278 VMo does get you booted off of SIDs/STARs, though...
Easy airframe to fly, forgiving, reliable.
Thanks guys greatly appreciate the prompt responses
12-22-2017, 08:08 PM
#8
Line Holder
Joined APC: Jul 2016
Posts: 73
The 3 will climb so definitely watch out for altitudes.
All of our CJs have proline 21 but they all have different boxes which makes it interesting to see how the fms can change your perspective on the avionics.
Luckily our 3 has a collins box and makes everything super easy. There definitely is a learning curve to these avionics although its much smaller if you have any glass experience in the past.
Once you get the hang of how it is organized it really becomes like most avionics and fms you have used in the past (if you have).
Good Luck!
All of our CJs have proline 21 but they all have different boxes which makes it interesting to see how the fms can change your perspective on the avionics.
Luckily our 3 has a collins box and makes everything super easy. There definitely is a learning curve to these avionics although its much smaller if you have any glass experience in the past.
Once you get the hang of how it is organized it really becomes like most avionics and fms you have used in the past (if you have).
Good Luck!
12-23-2017, 09:12 AM
#10
Gets Weekends Off
Joined APC: Oct 2006
Posts: 945
I came from a Navy / Grumman steam gauge beast. CJ3 was my first FMS type rating, single pilot. If I can do it...
I've trained at FSI in ICT and at ProFlight at CRQ, both we excellent. CAE DFW for recurrent not so great. With the pilot shortage, I'm wondering if the same quality level of IP exists at those places?
ProLine is set up logically. Once you get the basics, it starts to make sense. FADECs are great, and the Williams engines are simple and reliable (at least from this operator's perspective).
The performance is impressive. Powerful engines, and at lighter weights it will press you back in the seat on T/O. As others have indicated, it will climb like mad and a low level off (1500 feet coming out of TEB comes to mind) will be easy to blow through if you're not ready. Runway perf is excellent for T/O and landing, and the range at FL450 is impressive. Biggest issue on long legs single pilot is no relief tube up front.
If you're flying it single pilot, it can get busy but I found I enjoyed the challenge once attaining a certain level of comfort with the airplane / systems.
Good luck - I think you'll like the CJ3.
I've trained at FSI in ICT and at ProFlight at CRQ, both we excellent. CAE DFW for recurrent not so great. With the pilot shortage, I'm wondering if the same quality level of IP exists at those places?
ProLine is set up logically. Once you get the basics, it starts to make sense. FADECs are great, and the Williams engines are simple and reliable (at least from this operator's perspective).
The performance is impressive. Powerful engines, and at lighter weights it will press you back in the seat on T/O. As others have indicated, it will climb like mad and a low level off (1500 feet coming out of TEB comes to mind) will be easy to blow through if you're not ready. Runway perf is excellent for T/O and landing, and the range at FL450 is impressive. Biggest issue on long legs single pilot is no relief tube up front.
If you're flying it single pilot, it can get busy but I found I enjoyed the challenge once attaining a certain level of comfort with the airplane / systems.
Good luck - I think you'll like the CJ3.
Thread
Thread Starter
Forum
Replies
Last Post
