MSFS 2020 | TUTORIAL: How to fly the Working Title Cessna Citation CJ4 | Complete Lesson

[Music] hello and welcome to filbertflies and this first ever live lesson in the working title cessna citation cj4 now i'm joined today by matt one of the devs on the working title project uh who's very kindly given up a little bit of time to teach me how to fly the thing properly so hello matt and welcome hello thank you thank you for having me on ah thank you for being here so just before we get going and start setting up the aircraft would you mind telling us a little bit about the working title project and how you got involved with it yeah you know it's a it's a funny story so um i have been simming for many many many years i think my first flight sim was flight sim 4 uh way back in the day on my uh my 46 right and um yeah yeah and uh so um as msfs was uh was kind of starting to come out um i was doing some ab sim posting as as one does and um one of uh one of an old friend of mine sort of got in touch with me and said hey you know are you the same are you the same man that i that i remember from uh you know a few years back we have a a a shared friend and i said yeah yeah yeah yeah he goes hey i know you do a little bit of programming right do you want to you know the cj4 in the game is it's a it's a little bit it's a little bit sketchy it's not fantastic right um so uh you know he said are you interested in maybe modding that a little bit and at first i went oh gosh it's you know it's one of these folks that uh they're they're gonna they're gonna want kind of programmer time for free you know it's you get a lot of those requests in the in the mod community and i've been involved in a few game communities and sim communities in the past and you get a lot of that but the collaboration was fantastic and so we started working on it um i think i think it was october november just a little bit after the sim launched yeah and um it just really grew from there and uh we we ended up getting hooked up with a former pilot of the cj4 he now flies the e175 um another uh another simmer um from germany also works with us he he has sort of pioneered a lot of the dev experience the debugging side of things um early on that just it wasn't available any other way and so he pioneered a lot of that decided to join up with us too and we've got another another person who's actually lives relatively close to where i am so it's an interesting crew it's it's it's very cool and we've got you know we probably have easily a thousand plus hours in the cj4 and and probably a good three or four hundred in the garmin at this point so it's been definitely a labor of love but uh we're we're very proud of where we've gotten with it and rightly so and rightly so it flies well thank you probably the best of the modded aircraft in the sim i would say certainly the most full-featured and uh yeah it's great fun to fly so so what's your role within the team what aspects of it have you worked on um a lot of different things actually so um i i'm a programmer by trade um i've been in the it business for a long time um you know right now i do kind of financial programming um big big systems i'm on the architecture side at this point uh kind of having moved up from the development side so i'm used to having to really get in the guts of things and and reverse engineer them and you know make them work a little bit better and so some of the big pieces that i've worked on are like the custom flight manager yes um was a big piece that um that i probably most it was probably mostly mostly myself um on that at the beginning and then as it started to get integrated people started to get uh kind of cycle back in um but there's yeah there's a good couple of thousand lines of code just in the just in the flight plan manager itself right and so i'm pretty proud of that one there's the cool thing about that is we've done a lot of firsts you know paywear or freeware on the cj4 missed approaches holds intercept turns there's a bunch of legs data that the stock game just drops and then as well you know all the all the weird issues that you have with the stock flight plan system like not being able to go direct to um to approach fixes not being able to yeah just all that kind of weird stuff we just didn't want that so um we figured out how it was working and we decided we're just gonna we're going to do it outside of the you know just outside of the stock fly plan system we'll just make an entire flight plan system on the javascript typescript end so right so that's what we did so that's that's one of the big things that i've worked on uh and some of the other stuff you know we've it's interesting we have a it's not a custom autopilot you know we're we're very careful about saying that yeah we're still using the stock autopilot under the hood yeah but we do drive it sort of in a in a i would say in a unique way in sort of a clever way so that's the bit of your work that the fly-by-wire guys are looking at adapting for the a320 isn't it yeah yeah so we've had a couple meetings with them um and uh kind of given them the keys so to speak it's all when i designed the flight plan manager the standalone version um the idea behind it was to make it modular enough and you know composable enough that other projects could just kind of grab it and drop it into their own project so um it's not perfectly there there are a little there you know are a few rough edges here and there but more or less you could take it and you could put it in in something else so i know that they're working on that right now and and we hope that they can uh that they can get it integrated successfully yeah absolutely well it's very interesting i knew very little about how you all got together and what your various roles were but i've certainly been flying and enjoying this aircraft for a little while but for the purposes of this lesson i'm going to basically let you instruct me on everything so every step of the way you can tell me exactly how it should be done because i'm sure i've got some bad habits and there are certain things i just don't know so i think that'll make the most useful video and tutorial hopefully sure sure happy too thank you right so let's uh let's get on board and today we're going to be flying from london luton to inverness we're going to be doing an ils approach into inverness and it's just a little flight which should show you a lot of the features that you need to fly the aircraft from a to b we're not going to be able to cover everything it can do but that's not really the aim of this lesson it's to get you up and running so the first thing i suppose we should talk about is flight planning right yeah i think that's uh that's a good first topic uh so my understanding is that you can import a simbri flight plan into this aircraft and that's what i usually do can you also use the world map screen and plan a flight that way you can yeah we um it's somewhat of a i wouldn't say a new feature but um originally we just had the sim brief import we did add the um the main menu import as well because we got a as we got more and more and further and further away from the stock flight plan system um we had more requests for being able to do that so you can do that now yes right okay great uh well for the purposes of this i have planned a flight on sim brief and i've done a little tutorial on how you do that uh which i'll link to above for those of you who are new to simrief but i suppose now we've got the flight plan we should switch the aircraft on so so how do we do that what's the first thing we do yeah so the first thing that we'll do is um if we go to the sort of lower left panel to the left of the pfd there yeah you'll see the big red switch we've got a battery switch and we can just switch that to on okay battery on perfect and next and it looks like we may already be in partially a correct position but if you just make sure um down in the lower right there just switch uh the avionics switch to dispatch which is the down position okay fantastic we'll get a little bit of a warning for battery amps and we can just cancel that okay and so press the master caution for that right correct okay and now we should have the mfd up and the fmc up yes we do so this is the mfd and this is the fmc down here right perfect yep okay what's next all right so uh the very first thing we want to do is uh tell the fmc where we are so if you go to the pause init that's the line select key on the left side and right side of the fmc you've got the line select keys right and they are um usually labeled lsk and so you have lsk one right lsk one left etc etc so this one would be lsk uh i guess that would be six right six right yeah okay so we'll click on that and you'll see you've got set pause to gnss uh what that means gnss is the um the gps guidance system and so if you uh click the lsk next to that um that should put that in your scratch pad and the scratch pad is just that little uh in the proline 21 which is the uh the unit that the cj4 uses it's that spot right there yeah okay and then you can drop that same information in the set pause area where the boxes are okay so we'll plonk that in there perfect and now your warning has gone away it has so we've got no flight plan showed down there is that is that the next thing we do uh that would be the next thing we do although since this may be you know we're kind of in tutorial mode here so to speak um we may decide to use ground power so we don't run the battery down okay good idea how do we turn that on so if you go to idx yeah on the second page and you can go to the next page with the preview and next buttons yeah there's the mod set and if you press the button for that yeah we can turn ground power unit to on okie dokie so the ground power unit's on if we didn't have a ground power unit do you have any idea sort of roughly how long we might be able to stay on battery power about 10 minutes 10 to 15 minutes okay cool the battery is not ex especially robust in the cj4 and um there's not so it it's something interesting uh that our pilot told us um which is the ground power is actually not used very often uh on the cj4 just because you're often flying into shorter strips smaller strips that don't necessarily have carts available and also carts are expensive it's you know it can be 100 or 150 dollars for a usage sometimes the fuel that you would burn by just turning your engines on would cost you less than using the you know calling um for a ground power unit so um from a realism perspective most likely we would just switch an engine on um and get things rolling because it usually only takes 10 to 15 minutes to put a plan in and get everybody on board but for the purposes of this i think it makes the most sense to just use the ground power sure so you could potentially start an engine before the passengers get on board just to provide power could you you could exactly okay cool right so now we've done that we if we want to import our flight plan uh we need to have put in our some brief pilot id right correct so that's that's a step that you only need to do once and once it's set there it should uh keep it there forever so this is not something you need to worry about every time but okay good so we're on ground power what's next all right so um if we want to do the sim brief import we can go back to idx idx yep and on page two once again yeah you'll see a route menu yeah press that and we should have flight plan recall sb sb is for sim brief yes and while we're here this flight plan recall game would import the flight plan from the world map screen right that is correct um but for now we'll uh we'll click this button to uh import the sim brief flight plan okay so this is asking us to choose between two waypoints right correct and what we've done here which is uh you know as it is in the real unit they should be sorted by distance from you um so the one that's closest will be at the top um you always want to double check the chart but i think we're fairly sure that since then right exactly okay so we'll choose that one and uh this one i guess will also be the top one looks that way as will this yep okay perfect so the floor plan should be in there um before we hit exec which will kind of make the flight plan active right now we're on a temporary flight plan which is the way all modifications happen to the flight plan right um so if we go to the legs page let's just double check and make sure that it looks the way we want it to look okay so you could of course compare this with your actual printed ofp so we're going to be taking it from runway07 olney well in a cooper timpo elvos tnt and you know what i am going to actually compare this with my flight plan rather than pretending i am perfect uh right so timpo elvis trent paul hill nelsa yes rebel ergab and shap tala foil there's a lot of way points aren't there i was expecting fuel questions short domestic flight uh sun invest lag d yes that's correct gussy ins and then to inverness that is correct and of course it hasn't imported our sid has it no so um when doing the sim brief import um because of the way the uh the i guess i would say because of the way the nav data works in the sim um there's not always an easy way of comparing what sim brief calls a particular procedure with what the sim calls a particular procedure and you'll note that on actual charts too there are dif slight differences in the way the procedures are named between uh navigraft charts and between jefferson charts and nav blue charts and all those kinds of things so um it's up to the user to just look at what they've been provided on the chart and then pick that particular procedure okay all right cool um so so yes so we've checked the flight plan what's next so we can hit exec and that's just the exact button um and the white exec should go away and that's telling you that now the flight plan is is the active one you also see it went from mod to act up in the upper left corner the title area yeah okay and so now we can pick our departure so if we go to dep r button that will take us to the page and on this page we have our departures yes and i think it was the only two charlie departure that we wanted so i'll choose that here perfect it looks like there are no transitions for that so we can just hit execute right off the bat yeah and we do want to go back to the legs page and just give it a quick double check make sure it inserted okay okay so direct to 1025 let's bring up the chart while uh while we do this so here you can see the chart in navigraph and i suppose it's generally a good idea to actually have the chart open when you're going through this right yeah definitely just want to make sure and this would be standard procedure um you know in the real thing as well you always want to brief your um your procedures and just make sure that the fmc data is right there are times in real life when the fmc data is actually not right and so you may have to make adjustments sure okay so we're going to be taking off in this direction on the chart and we've got two port distance 2.6 from iltn which is this uh low dme here what's this initial wave point what's the 1025 uh so 1025 in parentheses is a um is a heading to altitude uh waypoint so basically what that is saying is um the waypoint is such in the nav data that it wants you to fly the runway heading until you hit uh you know 1025 feet okay okay that makes sense um and then we've got 26 ilt which is here this is again well this isn't in parentheses what's this one here d3150 so that is going to be um on the 315 uh radial you'll see we've got uh bpk on the 315 radial yes um the d indicates that it is a a radial based fix um and then the o actually is the distance from the fix so they start at a a would be one nautical mile b would be two nautical miles etcetera so three one five oh oh boy whatever o is yeah i'd have to count that 15 could be yeah yeah that sounds about right yeah it is so that is the d15 bpk that we have here i never knew that that's very interesting thank you um and then this next one you will be presumably d21 from brookman's park because use the 21st letter yeah yeah exactly okay and then if we go to the next page we then get to oldney which is the end of acid and i notice it's here twice does that matter um yeah so what we'll want to do in this case and this happens sometimes um with a sim brief import or even if you're doing it yourself um you'll have the transition in your enroute plan already and so you'll end up putting that also in the departure and you don't need them both so we can just actually clear um the second one out which will leave the first one which has our altitude restriction in it okay so we'll just get rid of that one and then we can execute that execute again so we've got rid of olney uh we've executed what uh what do we do next yeah so um one of the things that i like to do is i like to just just do a quick double check of the departure on the lower mfd there so if we hit the lower menu button kind of actually this should be fine it has them both in view okay lower menu um the way that it works is the data knob there that you see the outside of the data knob scrolls the menu and the inside knob will activate a particular selection so if you scroll down to plan mode which is one of the map modes and then just press the inner knob that should get you to the plan mode there okay yes all right so um we can see there we have uh 26 ilt and that turn that intercept turn looks uh basically like the chart um as mentioned before on the proline 21 you won't always see those large intercept turns rendered usually it's straight lines um but in this case uh that looks pretty good and we see d3150 and the rest of them there so i think this uh i think this looks good okay great what's next um and actually one more trick to the lower mfd the plan mode yeah if you go to mfd adv on your fmc there yeah that stands for mfd advance you can scroll through those waypoints by hitting the preview waypoint and next waypoint um line select keys okay so that can give you a view of the plan as you go or as you make changes if you're further along the flight plan which is which is very convenient oh that's handy so yeah we can see the whole thing laid out before us okay great uh one thing to note about the plan map and we get a lot of questions about this is there is no way to center it back on the plane um in the proline 21 the plan map does actually not it actually doesn't center on the plane at all um the only plane centered map mode is present position the ppos mode so okay is that what you normally fly with this mfd set to yeah so um i will fly with the mfd set to present position and usually have the needles um so the arc mode uh on the pfd yeah okay that's what i've been doing so i'm glad that's a sense forwarding so should we switch to ppos now yeah let's do it now okay there we are and this is now showing our heading isn't it as opposed to north up i suppose that's the other difference between this and the plan mode that is the other difference yeah there is no north or there is no yeah there is no north up mode um that follows the plane in the proline 21 right okie dokie so let's see what should we do next we've got our legs in there um and for this for this plan there's no is there an arrival i can't recall there is no star uh no we go straight to the ils and i believe that the final point of our flight plan is our initial approach fix okay perfect and do we have we have an expected um approach today don't we we do yes we do we're going to be doing the ils approach to runway zero five at inverness perfect so if we wanna load that in um we certainly can do that right now if we like yeah let's do it all right so if you go back to the dep r the departure arrival page yeah you should be able to switch to the arrivals by hitting departure arrival index that's that guy right there oh yeah and then back to arrival yeah and now we can pick our our approach okay so we'll go for ils05 and then it gives us a choice of transitions i believe we had the ins transition we were going to try and do yes i believe we did so i'll select that now well remembered i'd forgotten that uh there we are and then exec again is it uh yeah and before before i execute whenever i load an approach i just go to double check the legs page again okay so let's go to legs and it should be at the end there okay so we've got a discontinuity there between ins and this next waypoint correct so there's a reason for that uh in the prolon 21 it doesn't want you to fly into an approach that you haven't sequenced so even though ins is the end of our enroute and it is the start of our approach it just wants to make sure that you've um that you've sequenced it yourself there are times where you might be close to close to the approach and you select a different approach than you had originally thought you were going to do and so you don't want the plane to just start flying you towards that approach you want to make sure that you're getting to the approach in the way that you want and because of the discontinuity there that gives you that time to do that because it's not going to really fly you towards the next fix if there's a discontinuity so okay we're already on the ground uh so we can just clear that right now okay how do we do that uh if we just hit the clear delete button clear delete that gives you the delete and you should be able to hit the line select key next to the discontinuity now oh yes i didn't know that either i've just been clicking the next waypoint and moving it up like you do on boeings so there you go that works as well yeah yeah but it's good to have that option um and then exec again is it uh exec again okay so a quick note on discontinuities the only time that that does not work is if it's a discontinuity following a vector's leg and the reason for that is that a vector's leg by definition is where atc is going to be vectoring you around and so as such the fmc really doesn't know how you're going to get from one fix to the next so you can't delete the discontinuity after a vector's leg but you can get rid of the vector's leg which will also clear the discontinuity so it's just a slightly different procedure for those okay that's worth knowing thank you uh okay so that's our that's our route done is it oh yeah yeah okay and what comes next so let's do um let's load in the performance uh parameters for the plan if you do that you just hit the perf button okay and go to perf and it's yeah and uh what we'll want to do here is we'll want to make sure that this matches um what we have actually loaded in the plane i mean i'm not sure you know if you selected something in simbri for are using the default but we're going to want to reference this in brief and just make sure that our weights are are the same and that they also imagine in the sim as well okay and this this is actually quite useful uh it's set to pounds at the moment but obviously we're flying in europe and my flight plan is in kilograms how do we change over between the units well perfect yeah if we go to idx go to index yeah you should be able to go to mod set again which is on page two uh mod set yep and just switch it to mac oh yes there it is awesome thank you and what's that alarm about i'm not sure oh we got some more uh since it resets some parts of the uh displays you might get those alarms again so you should be able to clear those shut them up okay good right so we switched to metric units so let's go back then to uh perf and perf init and now we're in kilograms okay so i need to look at my flight plan now do i uh yes yep okay right so our zero fuel weight was supposed to be five two zero three kilograms so i really need to do this in the sim weight and balance page i presume joy yeah that would be the first stop okay let's do that now so of course there isn't a zero fuel weight option is there so what i normally do in the a320 is adjust the fuel and then adjust the payload to match the takeoff weight is that what you do yeah that would be what we would do here too okay so we want 1180 block fuel or as close as we can get better too much than too little i'd say so we'll leave it at 1202 and take off we want six three two nine so actually a little heavy and a little bit unders no problem so right so we've done that now so i'll close this window all right so you can actually put your zero your zero fuel weight directly into the fmc there's a couple of ways of doing this um you could put in the number of passengers you have you could add the cargo um but if you don't have those and a lot of times you know uh when you're flying in real life you don't have those exact numbers but you you have been weighed and so you know what your zero fuel weight is you can just drop the exact weight into that zero fuel weight box okay so 5203 and you'll notice that it will get rid of the you know the passenger and cargo options completely you can put those back in um but it's kind of telling you hey you've you've entered this in a different way so don't worry about that stuff yeah sure yeah no i'm happy with that and the only thing we need to do on this page is just uh put in our cruise altitude okay and our plan cruise altitude i think was four three zero yes it was then we're good that's there yeah perfect i think this looks great so the next step is going to be the take off performance and we can go to take off there yeah and so the thing i like to do at this point and this is just this is just my own personal operations yes is i like to switch the avionics completely on now and get out of dispatch mode and the reason i like to do that is because we're going to be putting the v-speeds onto the pfd and i like to make sure that they actually arrive yes okay so because we're connected to external power we don't need to worry about doing that now uh so i'll turn the avionics to on but if we were on battery power is this something you would tend to leave until after you've started the engines or yeah if we were on battery power still i would i would start the engines and then do the takeoff ref because it doesn't take very long okay sure and i suppose we need our uh well our meta don't we however we do we're not using live weather today because it was blooming miserable so uh let's have a look at what i've set um okay so we're going to be doing uh zero five six at four knots and to get the temperature we just go to settings and it's 15 degrees so we'll put that in there qnh is one zero one three which is the default for all of the presets i think okay what next matt um yeah if we're gonna head to the next page here okay and you'll see now we do have the speeds indicated oh yeah um and one of the interesting things about the uh the proline 21 is um you'll notice on the previous page the oat boxes there are kind of those square boxes yes and anytime you see those those are mandatory um inputs and so if we hadn't put those in you would not have seen the vspeeds yet on this page but we do have them and so they've been calculated and we can send those to the pfd awesome so we just click the send button here yep and it's complete perfect so if we look over the pfd we should see them now oh yes there they are so 81 86 and 102. and uh you'll notice that we are in hectopascals down here but if we wanted to change two inches of mercury how would we go about doing that yeah so in the uh the dcp the control panel above the pfd there yeah you could hit the pfd menu pfd menu yeah and uh if you scroll down to config yes and hit the center button you can change it there by rotating that inner knob and it'll switch you between uh you know the two modes oh yes okay and just escape to get out of it again right okay that's good to know so uh what's the next step well i think uh i think it's time to get the uh get the engine started yeah sounds good perfect so we can close out of this lower menu now we don't need that anymore okay get rid of the layer menu and uh what about uh how about let's go through the checklist for the engine start that sounds like a fine plan cool perfect so checklist button is here yeah and so going through the checklist is a lot like the uh the other menus you've got the outer knob there or the the outer ring of the knob the menu advance that you see with data and that will get you through that menu yep and then pressing the knob uh will have uh give you that selection okay cool so uh before starting engines checklist i guess perfect right let's uh whiz through this so battery switch is on emergency light switch is armed uh that's in op at the moment i think uh standby flight display switch is on yep avionics switch uh it says dispatch but we've actually gone the whole hog and turned it fully on i'm sure that's fine um parking brake should be set that's down here and it is set works good wheel chocks removed cabin door we can assume that's closed i think somebody did it for us uh passenger briefing now we haven't done that have we we haven't but we could if you like yeah let's do it let's do it so this that's this button here presumably oh yeah yep and i noticed there's a long and a short version of the takeoff briefing what's the difference between those other than the length that that is the primary difference actually uh but the long one is very long and the short one is uh quite a bit abbreviated so um a dealer's choice okay all right well let's when would you use each one in the real world um probably if you have people who have never flown on the plane before you might use the long one to get people um you know sort of acclimated um otherwise you know just a short one would be fine okay let's do the short one for now and uh so while that's playing i assume we can tick it off on our checklist we can indeed scroll um let's see i think we we also had the uh seat belts oh that's for the pilot okay perfect so yeah exterior lights as required um as and as we're starting to turn the engines on we would want to uh indicate as such by throwing some of those lights on there okay so we'll turn on the nav i guess and the beacon and the logo for good measure and yes but you were mentioning seat belts uh it's a fair point we skipped that one um but these are for the flight crew should we be turning on the seat belt sign here now or do we leave that until a bit later for the passengers yeah i think everybody's loaded up so that seemed like a good good good thing to do okay all right i'll bung those on good uh exterior lights yes so we've done that and uh icass everything looks good though yeah uh fms has been checked and set quite nicely i would say indeed climate control selector uh so that is on the left hand side there you'll see it's by the pilot fan and uh currently it is already off so we're good there okay cool checklist complete okay so now on to the starting engines checklist throttles are idle very good engine starter button yeah so that is actually going to be behind the throttles there you'll see the uh the left and right starter button okay and um you'd normally sort of cycle back and forth which one you start first uh we'll just do the left today okay so press that and then engine run stop button yeah you just release the guard there on the run stop button and then you can hit run at any time okay ah so you don't have to wait for a particular indication up here you just uh go ahead and press it yeah so the interesting thing um with these williams engines is with the fedex the the fedex will actually figure out when to start injecting fuel for you so you are allowed to hit that run button uh basically anytime after you hit the ignition on and it will manage the startup for you and then in that way you don't get hung starts and hot starts and all that kind of stuff oh right that is uh fancy excellent so we've got an increase in n2 and n1 yep should settle about uh 24 25-ish okay and we do have to start these separately i presume or can we start them together um yeah you would want to start them separately together it's too much drain on the battery so uh once you have at least one engine going you've got one generator kicking in and now you can start the other right okay so same procedure start and run and we can also close those guards now that we're done with those ah yes good point good so i don't want to spill our coffee under those buttons no absolutely so we can tick these off the checklist itt check for rise it's rising uh it's risen in fact i cast still green still looks good yeah uh opposite engine we're doing external power we no longer need so if i remember right that's under index uh page two mod set ground power unit off yep exactly perfect good electrical system that's uh hidden behind this checklist isn't it i think it is at the moment um but i assume everything is going well there we don't have any warnings no good right that's uh that one complete and we're on to before taxi already it's gone very very quickly um good so avionics switch is on because we turned it on a while back let me turn that on to get that pfd going for us yeah climate control selector we checked that was off but now we can turn it to normal you know one of the cool things about uh about that in specific uh is our pilot also recorded the fan sound from the real cj4 for the climate controls so that's that's right from the plane itself that's incredible and it sounds it does sound as if you're there i've always been impressed by that fan sound good passenger light safety button well that's on because we just turned it on uh trims oh yeah look so it looks like you can see we're a little bit out of the green area uh there in the elevator trim and the green area is where you're going to want to be for takeoff right and it's not it's not exactly precise so we're a little bit low today so we're going to want to be at the sort of nose down area of the green there and if you're a bit heavier you'd have that closer to the nose up area um and so there's no it's not an exact science the the proline avionics and the cj4 they don't calculate cg automatically so this green band does not move like it does on other aircraft right um so you just kind of have to set it uh by feeling how you know your your load is okay so for takeoff anywhere in the green band is all right but if you're a bit lighter then have the pointer higher and feel a bit heavier have it lower yep exactly okay cool uh so we'll take that one off flight controls i think we can assume that they are fine in the sim and if not we've got problems yeah uh if not we'll just reboot the computer and start again it'll be fine there we go speed brakes and ground spoilers just give this a little cycle i guess indeed and flaps yeah so um if you go back to uh the perf page there yeah and head to take off again yeah give it one more page forward uh you notice we've got takeoff flaps set to 15. um and that's basically the only take off flap setting that you would use there are indications in the pilot's handbook for using flap zero it's really only used in special situations if you're particularly sort of heavy or hot or high and you need a little bit more speed before you get off the ground so in almost every situation we would just use flaps 15 and that's what we'll do here okay that's easy to remember so we'd better set them then before clearing that so there's faps 15 up here very good hydraulic pressure well looks okay uh engine only anti-ice we i think temperatures look okay so probably none of that today yeah uh take off data that's these v speeds i presume is it it is yep yeah okay so we set those uh avionics i think everything looks okay i don't see any warnings uh the displays all look good uh autopilot engage slash disconnect yeah so we'll just cycle the autopilot make sure that uh it's functioning okay ap oh yeah we see roland pitch default modes there so that's good ap is on excellent and turn it off so we still have roland pitch there and a yd up here yeah so the interesting thing um is that on the cj4 the uh the autopilot itself um the yacht damper is always on when the autopilot is on and when you turn the autopilot off the yaw damper does not come off automatically so you really only need to worry about the yaw damper when the autopilot is off uh and so you know as we cycled it now we can just turn it off at this point i didn't know that you see i've been pressing your damper and autopilot on takeoff but actually just the ap button will do both for setting them up yep okay yeah yeah so we can select that altimeter well that's set to one zero one three so we can be happy with that and uh pressurization that's not modeled is it uh it is not modeled as up yet correct okay uh icas still looking good still looking good and f divided doors i'll just yell down the galley somebody will take care of it yeah so that's that one dan and the next normal checklist is the taxi checklist yeah yeah so exterior lights uh we've got most of them sorted i presume we just turn the taxi light on now do we you know i think just taxi light will be uh we'll be fine okay uh brakes apply slash hold yeah we're about to release the parking brakes so they want you to get some pressure on those brakes so you don't end up rolling forward a bit okay i will squeeze the trigger um parking brake that's down here so we can release that yeah uh brakes check that's just really a pressure check there make sure that they feel okay okay i mean the trigger feels much like it always does so i'm happy with that uh nose wheel steering i'm sure will be fine uh we'll see when we start flight instruments um let's see we've got everything up uh the secondary instruments are up too and i think that's fine okay cool checklist complete and the next one is the before takeoff checklist so i presume we're ready to start moving that's correct yeah we can get taxiing now okay let's go looks like we've got some motion here yeah now the fun really begins yeah so the interesting thing about the cj4 um is it's got a very sharp caster wheel angle i think it's something like 60 degrees so you won't normally have to push back yeah um every once in a while um i'm sure you'll get into a situation where you do but usually you can swing it around pretty easily hmm cool and as far as you know kind of taxi procedure goes uh with throttle and such um it does like to roll you know there's a lot of thrust but as long as you kind of give it a little nudge and then dial it back to idle you can usually keep the speeds um very reasonable okay great yeah i'm on idle throttle at the moment and uh seems to be bimbling along quite comfortably yeah that looks good so i'm not familiar with this uh with this airport is this a is this an add-on scenery it is yeah this is uh uk 2000's version of luton oh it looks nice it is nice yeah i did a review of it a fair a little while back there are some issues where there are some uh lumps and bumps in the taxiways a few terrain issues and some of the textures aren't the best but uh i've got a soft spot for luton airport because it's the first place i ever flew from without my parents when i was a sort of adolescent so it was exciting oh cool yeah yeah there's one of those lumps and bumps i was talking about yeah you know it seems like they haven't quite sorted out how to best keep you know some elevation of the taxiways but uh but you know kind of keep them free from various potholes and stuff so yeah i have noticed yeah you will you will get those uh those random potholes every now and then yes so we're now at the hold short point for runway five um what else do we need to do yeah so let's uh let's start taking a look at the um at the that next checklist the before takeoff checklist there okay so ice protection systems we've decided we don't need haven't we correct yep uh rudder buyer system i don't know what that is um i don't know what that is either actually good i feel better now seats seats are up right and outboard flaps are set at 15 speed brakes let's have a quick glance they are at zero percent as they should be trims set for takeoff we've already done that although interestingly this is now slightly above the green band so i'll just i'll just readjust it pretty sure it may have been the uh the autopilot may have uh played with that for a little bit while we had that set there oh yeah that would explain it let me explain it so it's good that that's there yeah uh crew briefing completely weird yeah tcas so tcas is not yet modeled so we can just skip through that okay radar um this is pretty flat area i don't think we need to have our terrain radar on unless you do no i don't think so what about weather radar would we put that on now or not um if we felt we needed to okay but it's not a standard thing like uh on an airliner correct yeah ga button all right so this is this is a bit of an interesting thing so um the cj4 has both a take off and go around mode it depends on where you are in the flight which one of those you get where we are right now we're still on the ground we're going to get take off mode the actual button is located on the side of the throttle however that's basically impossible to get to in the sims so we have that modeled um as being underneath the uh left fire bottle button so that big spot that doesn't really do anything right now all right hit that and that'll put you in uh take off mode okay oh yes and we've got takeoff indications here right so all takeoff mode does is it keeps your current heading reference when you lift off and it gives you a 10 degree pitch up reference it doesn't do anything to your throttle unlike a uh you know unlike most alar airliners excuse me yeah where it's going to adjust your throttle for you so um in the cj4 the throttle is always a pilot's pilot's discretion okay battery amps verify 20 or less they're going to be hidden under here aren't they yeah they are but uh the battery system is a little wonky at the moment so um we'll just assume that that's okay okay uh ice protection systems again they're very keen that we check these aren't they yeah yeah uh pito speedo static heat buttons we are actually now in a position to turn those on so um in the actual aircraft you get about five minutes of those being on the ground before they totally burn out yeah you're not supposed to turn those on until just before you're about to take off and we're right in that position so this is perfect timing interesting okay thank you exterior lights this is where we set uh landing is it uh yes landing at this point yep and stripe strobe is good okay and we're going to assume that the eye cast is okay aren't we i think yep i don't see any reds or yellows right and the next technique checklist is takeoff yeah so normally you're not obviously uh you know um doing this as you're taking off uh it's a little it's a little bit busy so um you know this tells you what you'll need to do and then we'll check those things off uh once we get stabilized in our climb okay fine so shall i close this checklist menu for now uh yep we can do that okay right so talk us through what happens next do we need to be doing anything with the autopilot before we go or so we do have takeoff uh takeoff mode set um if we change any other modes we're gonna lose our takeoff mode okay um you have you have options here uh different pilots will do different things um some pods will set their heading reference some pilots will put in a speed reference and then go to kind of put flc on so that when they hit autopilot it will automatically go to flc right we're going to do it we're going to just use takeoff mode today but what we do want to do once we get lined up on the runways we will want to set our heading reference to the runway heading just in case we need to go to heading mode okay sounds good so shall i line up yeah let's do it suppose we may as well use the full length yeah shouldn't need much but uh the full length will be great a couple of dodgy air lights plunked in the middle of the turning pad [Laughter] they're procedural they are really whizzed around that corner there i can't imagine the passengers would have enjoyed that very much but anyway oh there's marmot decks for that yeah but we'll need them in the cruise i'm pretty sure you haven't seen my flying yet okay so here we are all right so we've got the brakes applied yep all right so things are going to happen very fast so i'm going to talk us through it before it happens did you say first of all heading mode we should set the heading yeah so if you just press the heading knob that'll get us to uh that'll set the reference to our current heading okay yeah there it is yeah perfect there's not really anything else we need to do um with the autopilot at the moment although what we should probably do is set our um our pre our altitude pre-selector um to wherever we first want to level off or wherever we would be cleared to first okay so in this case we probably have a first restriction if we go look down to the legs page we can see what our restrictions are on this procedure right so a thousand or above 3500 or above and then 6 000 so i would say um we're definitely going to be above a thousand by that first point yeah um and we're most certainly going to be above 3 500 by that second so let's set it to 6 000 and kind of match that at restriction okay because we don't want to blow that uh restriction there until we pass that spot no and is this somewhere where you might use uh v nav if your v-net is interesting uh in the climb so um in with the proline 21 avionics system there is no sort of v-nav climb path all that does for you uh in the climb is it levels you off at restrictions so in this case we could set a vertical mode like flc and we could set vnav and then it will um it will level you off at 6000 um but it's not used very often uh so we'll we'll just go with the kind of standard setup for right now okay cool thank you all right so we've got our uh we've got our altitude dialed in um we've got our heading dialed in so i think we're i think we're close to getting ready to go here okay um so the procedure is basically going to be uh we'll push the throttles uh full forward that'll put us in uh the take-off position um it's actually a detent all the way at the end okay um let's have a look at that yep so you've got takeoff here yep um and what will happen at that point we'll want to wait for that to stabilize then we can release the brakes um it is also possible you know with this aircraft it has so much thrust you can very well do just a rolling uh takeoff as well you don't have to have the brakes on and then let it stabilize um but since we're already stopped we can do that and i'll shorten our roll just slightly okay and at that point it's uh it's all the same as uh as everything else we're gonna just look at our v speeds and we'll uh we'll rotate when uh when we hit the correct speed okay sounds good so uh let's do it i guess yeah let's do it alright so um yeah let's uh let's push the throttle up and we're going to be ready um to go into flc and heading after we get uh get kind of stabilized a little bit in the climb so we'll just expect those things but let's get the throttle up and then we'll get going okay so i'm holding the brakes there's the engine stabilized perfect speed is alive yeah v1 rotate and just keep it on that on that 10 degrees there yeah a little bit high there am i not a problem and at this point we can knock it back into the climb detent okay so i've listened for the click and we can go gear up and flaps up gear up and flaps up now i'm still getting that nose a little high there should be sticking at 10 shouldn't i yeah and you'll notice that you'll basically immediately need to go um a decent amount of nose down probably 40 to 50 percent nose down trim yes so what point oh sorry no go on go on i was gonna say once we get to 200 we can uh engage flc and we probably also want to go to heading mode at this point so um we're close enough to both of those so let's hit flc and heading flc and heading and we can turn the autopilot on and turn the auto pilot on and now let's just dial flc up to 240 flc up to 240 and then we can swing a heading mode to the left to kind of follow our course here okay yeah it is it is very much like flying a rocket isn't it you compare it yeah when you when you compare it to any airliner i see our altitude flashing already so we're going to be quickly approaching yes or uh our level off yeah and i need to reduce the throttles don't i um or not yes you will need to reduce the throttles yep yeah we did capture already so uh flight level changes is no longer in play here yeah so what we'll do here um you know we we took that turn and if you look at the charts you know they want you to take that turn to intercept the next leg yes um so you'll probably need to get a little bit more heading in there but then we can arm nav mode at this point it's not going to capture yet because we're not close enough but if you hit it you'll see we get lnv1 yeah and then and then that will go and once we're close enough nav will become armed or sorry now will become active from armed okay so it's a bit like capturing a localizer in that sense yeah exactly yeah okay so um speeds under 8000 are uh 260. um and you'll see we we got very nearly that but uh we we dialed back so that's good yeah and so according to the chart here and i see on the legs page we're at 6000 for a little while yes but we could assume that uh atc have cleared us for higher at any point really if you want to totally up to you sure let's uh let's stick with this until the next waypoint and then maybe we can do some climbing oh and it seems to be intercepting the uh path now perfect yep uh looks like nav became uh active yes and that's and you know that because it changed from white under here to green which shows it's active right correct yeah the armed modes are on the bottom and they're all in white and the active modes are up top in green okay i'm getting a nice intercept here yeah nice and smooth yeah i think i really do need to do some uh practice with my takeoffs i always end up with with too high an attitude every time it's really tricky um even uh we we had some feedback from another cj4 pilot who had the same um he had the same feedback which was nose down trim comes in really fast and it's one of the things that actually didn't like about flying it in real life sometimes is um just the climb schedule is very strange you're not in most airliners you would not be dialing in that much nose down trim uh that early or maybe even at all depending on the weight configuration so um it is kind of a unique setup um just because of the the shape of the wings and the amount of thrust that you have behind you you get in that situation very quickly yeah and you can see that the uh autopilot's dialed in a huge amount of nose down trim here now can't you yeah and uh if you watch there's a there's a few people who have some cj4 videos uh up on youtube yeah and if you watch those you'll see the exact same thing you know it's it's right in that um that mid space between the green band and the top of nose down yeah yeah and is that because of the way it's it's laid out with you know the physical model that you've got that the engines and the tail plane at the back which which just bring the tail down yeah it has it has a lot to do with that has a lot to do with um kind of the the pretty straight wing uh where the cg is um is mostly uh what that's about it's kind of a slightly stretched version of the of the earlier smaller planes so um all that combined you do get kind of a you know nose up um tendency with it yeah i have to have to give a shout out to uh to our flight model designer um who is uh the same flight model designer actually doing the aerosoft crj at the moment so he's done he's done a fantastic job with this um you know there's there are little things here and there obviously that we're continuing to continuing to dial in but uh it flies very nicely now yeah yeah yes i should say it's it's very much the skill of the pilot that led to us being a little bit all over the place on takeoff rather than the aircraft itself i do the same thing so good i feel a bit better now all right so i'm not sure where our 6 000 restriction ends i think it's this this next waypoint here if okay rightly oh you know it's not it it's only yeah so it's here i would say we could just put it up to our uh to our cruise altitude then yes let's get up to 43. and i've said this in some of my streams because i believe it to be true but i want to double check that you know these business jets these like businesses do typically cruise at altitudes of 430 and above right yeah actually um you know the the feedback that we got was um you will almost always be above 40 000. if you are anywhere beyond say even just a 400 nautical mile trip you're gonna be 40 000 and above right okay right so i've dialed in uh 43 000 and what how are we going to get up there yeah so let's uh let's do flight level change again okay that should capture the current speed which is uh let's see we've got 249. just dial that back to 240. 239.9 okay for you i think that's fine yeah good um and then we can uh we can put it back into the climb detent ah yes all right so i guess it's probably time to talk a little bit about uh how the fedex works uh in the cj4 yeah sure so the fedex is interesting it's not an auto throttle the cj4 doesn't actually have any kind of auto throttle mode at all um however the so take off mode is effectively maximum engine power as much as it will as much as it will deliver right and that's flat rated to 26 celsius so when we talk about flat rating flat rating is where the engine can produce more thrust at colder temperatures or lower altitudes but the fedex actually limits that so engines that are flat rated have an excess of thrust available and the reason that they have that is so that the takeoff performance is consistent at a varying number of altitudes and pressures okay and so we actually do model that in our fedex we do model the flat rating so you'll notice that up to about four thousand or five thousand feet to take off performance is basically the same right so uh the takeoff mode is that it's the flat rated um maximum available power and what climb mode really is for these williams engines is maximum sustainable power without damaging the engines and that tends to increase in n1 as you get higher because the air gets colder and your temperatures of the components and such get lower as well so you'll notice that the n1 will steadily increase in the climb detent because we are able to um increase the rotations because we don't have as much hot air going into it yes yeah i've noticed that first time i've even looked at it very interesting and the the other interesting thing about that is it tends to even out the thrust that you get so um you get a more consistent climb performance as you as you go up um so it's it's pretty cool but again it isn't an auto throttle so you don't have that it's not that exact same concept no okay i'm just going to point out two things i did as we were climbing in case people saw me pushing things and didn't know why so i just set standard pressure above the transition altitude of 6000 feet which makes no difference because we were on one zero one three anyway and i just turned the landing lights off passing through ten thousand down here perfect i'm a bad pilot and i always forget to do those things i always forget something i don't think i've been i've been flight swimming for 20 odd years now and uh you'd have thought i'd at least have the basics down pat by now but no every flight there's something i forget uh-huh yep just the norm all right so um the other thing you'll notice here on the um the flight guidance system display which is uh the set of modes on the top of the pfd okay yep we've got alt s as a armed mode so alt s indicates to us that we are going to eventually capture our selected altitude um if it was a v nav selected altitude that would be alt-b and we'll probably see that uh during the descent we'll probably use v-net during the descent to kind of demonstrate that but that's the difference between those two modes so it's telling you um the next mode coming up is going to be this altitude capture mode we have a little while until we get there but this thing climbs fast it's uh i think about 27 minutes to the 45 000 so very quick right right and this is something that's come up on on my streams actually people have said gosh you're climbing very fast what about the passengers ears popping and comfort and all of that and and i've always just said well i i think this is realistic i think this you know light business jets will climb at these kind of rates you know 4 000 feet a minute sometimes is that is that true yeah that is true um you know we've uh in speaking with our pilot um if you you know if you do something crazy like climate v y uh that thing will get up to eight or ten thousand feet per second right off the ground i mean just just crazy climb rates it is indeed a rocket um and so this climb rate actually matches uh we did a lot of testing especially when we were building out the fedex um these climb rates are extremely close to the books um so yeah this is exactly spot on cool i suppose we could turn the seat belt sign off as well actually now can we it's quite smooth and the safety light does that come off i suppose it does yeah i think it's safe to turn that off now cool and the one thing that we didn't go through when we were setting up is the is the passenger briefings uh which you can use i suppose if you wish to um but you were saying uh off air that these were actually recorded as well from a real aircraft weren't you yeah on all of these briefings uh were recorded from from an actual cj4 yeah it's it's it's funny because people always uh they think that you know we we recorded them ourselves or it's a sort of a fake um you know kind of flight attendant briefing but the plane will actually say these things if you press these buttons in real life so yeah which is kind of funny because the long one is in fact quite long they're not kidding about it yes i've heard it yeah yeah goes through pretty much everything yep yep so i can't remember where at what point we did these briefings we may have already we may have recorded them in a in a clip already but i thought i'd do it again just in case because now we're climbing and we're climbing up to cruise level i can chop bits out of this and it should all be okay i think yeah sounds good is there anything else you want to talk about during the climb um no not a whole lot i think the only thing i was going to point out was um the the waypoints flashing on the pfd and mfd that happens sometimes that you notice i can't say i ever had but yeah dude do point that out if it happens yeah actually we are we are coming up to um our fix right here and you'll notice in probably just a few uh a few more tenths of a nautical mile the fixes themselves on the pfd and mfd will start flashing okay and the reason for that is it's to indicate yep there we go to indicate to the pilot that the fms is about to sequence to the next waypoint so um that will happen roughly four to five seconds before it's gonna sequence for you okay and then as you notice when that happens the next leg turns magenta and the previous leg kind of disappears from the map yes one other thing to note with uh with fixes and turns and such is um as in the real jet uh turn anticipation does take care of most overshoot and we're still dialing in some some overshoot scenarios uh in our kind of custom over-the-top autopilot implementation um but uh if you get above 90 degrees 100 degrees 110 degrees you will see some overshoot and and the real plane does overshoot in those scenarios as well so it does have kind of a maximum of how much turn anticipation it will apply which i believe is seven nautical miles uh when you're under 325 knots of ground speed and then 10 nautical miles above that i may be misremembering the exact um the exact speed break point um but it is it does switch between those two limits okay so just just to clarify this in my mind i'm sure everyone who's watching probably has already got the hang of this but when you're talking about turn anticipation you're talking about particularly you know a certain angle between between two legs are you yeah so um at the end of the leg you know you got the fix and let's say that that uh the next leg was you know 90 degrees to the right yeah your current leg um the turn anticipation set basically says um i will need five nautical miles in order to complete this turn successfully let's say we're sort of cruising at a high rate of speed okay i mean it will sequence to the next waypoint when it when it determines that its turn radius sort of meets that next leg so you notice sometimes when you're very high and very fast you've got a fairly decent amount of angle between two legs that that that waypoint alert or the flashing will come up relatively early and then it will switch the next leg and that's to get you the best possible um turn to intercept into the next leg without with the lowest amount of overshoot right i'm with you i'm with you now i noticed as we're climbing that we're no longer maintaining um 240 knots we're now maintaining mach 0.64 and that's standard is it it is yeah um so the the crossover point um where those two speeds match up where 240 becomes mach 0.64 is where it will automatically switch you over into mock mode it's around it's funny there's a very specific altitude 28 744 actually um that's where they define the transition altitude i know it's very odd yeah um and that's that's around there is normally where it will switch um but it is where they intersect and the the msfs mock calculation is not super precise um so it's not always exactly at that altitude where we flip it over but the red tape the overspeed tape does switch to mach 0.77 um at that crazy altitude that 28 744 okay so we just had our altitude call out there as we're approaching 3000 feet i think it does it a thousand feet before right uh that's correct yep and uh does anything in particular need to happen when we level off no it should uh we should see alt s uh become the active mode um and we can actually leave it at climb power until we kind of reach cruise speed um and with these cruise speed is as fast as you want to go um you know there's there's rich people in the back and they want to get to their golf tournament so uh it's close to the red line as as you can get is where we're going to be right okay you're on i guess we've got alt s cap up here now perfect that means it's in the capture phase and we should probably see the cap drop off as we get closer oh yes there it is there we go another thing you'll notice is uh we've seen a lot of those modes flashing um up there and uh people often ask you know why is there so much flashing yeah well uh for these modes every time the mode changes it actually flashes to alert you that it has changed and the reason for that is they don't want the pilots to miss a mode change um it's very important that the pilots know if the autopilot has changed the mode um sort of from underneath you and so you'll always see those things flashing when the mode changes yeah it makes a lot of sense and it looks like we're creeping up slowly on the red line here and climb power yeah so really for the rest of the cruise the the key is just adjusting your throttles to maintain something that's as close to the red line as you dare get yeah you know people ask uh is it do i need to be adjusting all the time you know how do i really set the cruise power so that i can you know go grab a sandwich and stuff like that and the idea there is to just make small adjustments and let it settle um and we don't have to you know we don't have to be within a hairs breath of the red line if we want a little bit more um you know a little bit more buffer there for us if winds change or if weather changes obviously in this case weather's not really going to change uh but uh it's it's you know it's one of those things that you just want to do small adjustments let it settle out and see where your where your speed ends up yeah yeah all right so we're we're about 215 that gives us a good five knot buffer i think we can pull back ever so slightly on the throttle here out of the out of the climb detent okay i'll do that now a little bit more that looks pretty good maybe a touch less yeah i think what we want to see there is is the speed tape slightly just slightly going downward okay there we go that looks pretty good it should settle out at a reasonable cruise speed okay so yeah this is something else i've been doing differently you know i have been trying to get it right on that red line and making tiny adjustments all the time to keep it there but of course if you just reduce the power a little bit yeah you're gonna fly a tiny bit slower but it should at least settle down i guess yeah you should find that uh it you know you you get real close and you just back it off just a touch and you should find a speed where it kind of balances itself out how do we zoom out on this map so that is the inner knob the rightmost uh knob on the dcp there and the dcp is that control panel above the pfd stands for the display control panel display and that knob is a little weird so it says toggle auto tilt for rather weather radar antenna yeah and the reason for that is it's it's actually three concentric knobs and for some reason the click spot for one of those shows uh when it shouldn't and we haven't seen yes yeah i haven't quite figured out how to get that not to show um right but that will zoom you in and out and the rotation is a bit backwards from what you expect but that is the correct rotation per the real unit as well okay so it's right to zoom out then correct yep yeah okay and the reason for that is you're increasing the range so if you think about it that way as opposed to increasing the zoom yes that's one way to sort of wrap your brain around it it doesn't work for me i turn it the wrong way every time but you know that's that's what i keep telling myself is if you just think of it that way it'll work yeah it does make sense when you put it like that yeah is there anything else we should be doing during the cruise other than keeping an eye on the airspeed not really um you know i i like to keep the legs page up and just you know double check that um you know there are no weird restrictions coming up although that's really going to be taken care of by vnav right but everything looks good sure so matt tell me about the uh the cockpit lighting i've been trying to think of a way of segueing into that and there really isn't a way so yeah talk us through that if you wouldn't mind sure um yeah so all the or the majority i guess i should say of the of the cockpit lighting is all down sort of by the throttle area you've got three uh three knobs there oh yes yeah okay um so you've got the the pfd and mfd knobs that will change the brightness for those right let's have a go at that oh yes i can see that making a change up there yep and that's just changing the inner pfd correct that's the yeah the mfd there sorry yeah mfd i should say yeah um and the outside should control the pfd if i recall oh okay ah yes yes i genuinely never noticed that there were two separate controls there that's good thank you yeah it took me a while to get that one myself yeah and then presumably this other one does the same for the uh right seat that is correct yep okay and it gives you that i don't know why it gives you that you know you can't turn this thing um you know the little icon there i think it's when it gets to the stops but i've also noticed it when it hasn't so um just kind of fiddle with it and it it should work eventually yes okay oh yeah i see what you mean very old okay so that's that's the uh yeah the center one is just your you know sort of your actual backlight um brightness for the uh labels and such oh yes okay cool and then if you want to change the brightness of the fmc there is a bright dim uh button there bright obviously makes it brighter dim makes it dimmer you can just hold those down and they will uh they'll eventually do their do their thing okay oh yes it's very gradual isn't it yeah it is yep you could easily click that and think oh it's not doing anything so it's a good tip right thank you that's very useful yeah yeah all right so i guess while we're up here um can talk a little bit about uh some of the interesting uh idiosyncrasies of the that lower pfd display right there yeah so we want to zoom on that a little bit and kind of keep that that dcp in view as well so we'll sort of reference that okay all right so um the pfd is interesting it's uh normally this is the way that you'd have it set up to fly you'd have the left with uh with your needles up your course needles um and the right with the map up right and the reason for that is uh if you have your needles um in any other uh nav source selection other than the fms you actually cannot select a map mode on the pfd oh right interesting so if you're uh if your nav mode was say vor1 or vr2 it's not going to let you go into present position mode so um given that oftentimes you are switching nav sources and we probably will only do that once we get to the ils here but you know sometimes you'll pick up a vor and that kind of thing yeah um you know in the course of a flight um that's why i leave uh present position ppos mode up on the mfd because um because normally using the needles on the on the left side okay makes sense so that's one interesting thing the other thing to note here is the you see preset vor1 yes um that's kind of like a comms preset in a way um it works the same way so what this is telling you is it's saying when you hit that nav button um and this is not the not the nav button in the middle of the flight guidance panel um this is the now button that you see in the dcp here above the pfd yes this will swap sources for you and so the preset is telling you what the next nav source is okay um so if you were to hit that and you shouldn't right now because we don't have anything tuned um and then it will not fly uh fms anymore right if you hit that it's gonna swap to to vr1 and then it will drop the current uh nav source into the preset so you would see fms1 as the preset there okay okay that's interesting and can you change the nav source that's preset you can so if you uh rotate the um the inner center knob which is the data knob uh you can change what is preset oh yes okay and for our ils i i genuinely can't remember this but uh that counts as vor for the purposes of this preset does it it does that will if a localizer is tuned that indication will change to lock one instead of ur one okay and as we'll see when we get closer we'll start to hit a procedure called nav to nav transfer where it kind of seamlessly transfers you from fms into the localizer as your nav source and so that's a little bit of a different procedure but the system handles it for you and we'll kind of see that as we get to that point okay right uh the only other interesting thing here is um you see t-e-r-r and w-x that just indicates uh if the terrain mode or the weather mode is on um if terrain uh the terrain mode is up um t-e-r-r will be blue and will be slightly bigger um yeah exactly like that and uh one thing that we added um uh in the latest version in the 0.10 series uh is relative terrain radar so now the terrain radar actually is relative to your current altitude and so you won't see a bunch of green like you would see in a garment unit it will be uh it will just be black and then you'll see sort of greens transitioning to oranges and reds as uh as those uh terrain heights get above you it's really just there to warn you if you're gonna hit something it's not there to sort of give you a a nice display of what the ground looks like yeah absolutely that's a good uh good advancement i'd say yeah yeah it was a it was it was a fun thing to uh fun thing to build um and then the uh the weather information that you see when you hit the wx um i can explain a little bit about oh yes um so uh the the wx under the wx tells you that you're actually just in the standard weather radar mode there's a couple other modes in the real airplane um that uh and it depends on the equipment that's actually installed um there are a couple other modes there's a lightning mode um there's a a turbulence mode if you have that equipment okay but this is just straight weather radar only so it just says wx and underneath that it's telling you that the the tilt angle of the radar is negative 1.5 degrees and it's an automatic tilt uh that will show all the time right now we don't actually simulate that because the sim doesn't really do radar tilt you can't set it you can only set the cone of it um which uh is you know kind of fixed in our case so yes um yeah that's that's what all that means right great thank you okay so we are sort of getting close to our top of descent now it's probably about i don't know 30 odd miles away would you say something like that yeah that looks about right talk us through it yeah so what we want to do first um is we want to uh set our pre or altitude pre-selector down in vnav the altitude pre-selector is always respected um so even if you're going to bust the restriction because your altitude pre-selector is set to high it will always always always respect that so um if we look ahead on the legs page a little bit we have a little bit of time here let's just see what our next restriction is on the approach oh wow all the way down to 2700 yeah yeah so let's just set that in the altitude pre-selector for now and we'll just assume that we've been cleared down to that altitude okay and you'll notice the mode switch from alt-s to out and that indicates that we are no longer we're not tracking the selected altitude we're just uh tracking our current barometric altitude um uh okay right so that yeah that's why that mode changes there right um but all that's left to do now we've got the altitude dialed in all we need to do is hit the v nav button okay and you'll see it switch to v out um yes so if you have is is not its own mode specifically um it's a combination of vnav and the other vertical modes in a sense you can be in uh vs and also be in vnav you can be an flc and also be in vnav i mean the v in front of those modes indicates that vnav is active right okay you'll notice right here that we've got path indicated yes which is telling us that uh path mode is armed the path mode is the default for uh for vnav and it's going to fly you with the calculated vnab descent path okay and so the fact that we have path mode which has just popped up does that mean that it has finished calculating our uh v nav path it means that you're within um there's a specific distance i forget exactly how far but um it becomes armed when you're close enough to the tod okay and it says okay now i can i know that i'm for sure going to do this and and we're going to go down the v-nav path right okay so let's say that uh atc cleared us down to 5000 feet or you know any lower altitude now before we got to the top of descent how would we how would we deal with that there's a couple of different ways um because that would be above the restriction that we have um there's something called a a vertical direct we could do if they said now you're cleared direct to you know to 2700 just from here you can do a vertical direct we have that model that would be on the direct page but since that's a little bit higher probably what we would do is we would use vs mode and go down about probably about 2 000 i would say 2000 feet per minute downward okay just leave it in uh in vs mode with uh vnab on basically and so you'd see vbs and you would see a minus 2000 um and it would not um you'd sort of descend through the path um so you would be that would be my approach to it but it's not the only approach no okay so sorry go ahead okay so two thousand feet per minute is sort of a fairly typical uh descent rate if you're going to use uh vs mode i think so you know it depends on where you are um obviously that that might be a little bit higher if you were a larger airliner and you're flying a little bit slower but we're flying relatively quickly and so that that feels like a reasonable uh range i think yeah and so you see here we've got the v nav snowflake coming in that gives you your vertical deviation from the calculated path um and we've got a tod indication on the pfd and it's now flashing indicating that we are approaching within 10 seconds of the tod the path went from armed to active and we're now on the path to sending via vnav right we will want to decrease our throttle at this point though yes i'm on it um and just just this little uh i don't even know what it's called the magenta circle here that was sort of increasing our decreasing i should say our vertical speed um up until we intercepted what what does that tell us uh colloquially known as the pink donut pink donut right um so that tells you the vertical speed that you would need in order to meet the next restriction so no matter from where you are as soon as your sort of v-nav data pops up and you start seeing that it's telling you if you were to descend now right this very second that would be the vertical speed you would need in order to hit the next uh the next um restriction okay right uh and so one other thing i think i can probably pretty quickly demonstrate here is um you'll see it says alt s again because the next uh the next altitude selection is the pre-selector altitude however um if we were to go down low enough if we were to take that altitude pre-selector and let's just zero it out for example okay and if we zoom in on that we see it's changed now to alt v and that means that the next uh the next level off is actually at a v nav selected altitude um and not your selected altitude so that lets the pilot know that um vnav is going to it's going to level off before you have it selected too okay okay that makes sense and and there's a general rule in the real world even if you're following a star which perhaps has multiple altitude restrictions would you still use the altitude selector to match those restrictions or would you just set it to the lowest one and let the aircraft fly itself down in in v path that is really up to the pilot um i would say probably the most common procedure i've heard is you would set the pre-selector to whatever atc has cleared you to next and then continue to descend um via vnav and usually usually you'll be much higher than that you know atc is kind of ahead of you yeah so you usually be slowing it down before you get to that point or before you get to capture so um that would be my recommendation i guess sure and i think i think final question we were talking about atc clearances sure and let's just say for the sake of argument that atc had cleared us down to 2000 feet which seems very unlikely this far out but let's just say they had you said that that you might end up going through the v path um if you're using vs mode does that mean that you would from that point on just continue to descend at 2000 feet per minute or what have you and ignore the v path or would you at some point try and intercept it so if you were still in v nav mode um and you hit the v path if you intercepted the v path sort of cross through it yeah it's going to bounce you out of your current vertical mode and it's going to switch to path okay if you didn't want to do that you could just turn vnab off and then just descend you know via vs um and then when you get to your level off you could turn vnav back on and sort of re-intercept the path if you wanted to do that but if you're in vs in vnav and you got within the capture range of the path you're going to go back into path mode okay okay and would that be the typical way of doing it would you would you start a gradual descent and then intercept the v path and let that take you down to your cleared altitude uh i think it would depend on what those restrictions are um you know sometimes uh sometimes those can get particularly shallow depending on the situation and if atc wants you to get down faster that may not be enough um so it's a little bit situational yeah sure that makes sense i mean one thing you can check is if you go to the legs page there yeah um you'll notice there's a bunch of angles listed these are all three degrees yeah which means that uh it's just going to be a three degree flight path angle the fpa to the next restriction however the proline 21 does what's called v-net path smoothing right and v-net pass smoothing will fly you the smoothest possible path through the restrictions at any angle between one and six degrees if it's less than one degree you're gonna get a level off and then your next descent segment will start again at three degrees until you hit the next restriction but it kind of builds a number of segments in there uh depending on how many restrictions exist and tries and flies you through the through the best path basically okay that's cool and that's that's something that i think we yeah that was a 0.10 series edition right i have noticed a difference actually i couldn't put my finger on what uh but that must be it i think that the sensor seems smoother it's a lot uh it's a lot smoother yeah i mean you know obviously it's a little bit in the name right being a path smoothing but we did a bunch of other work uh there as well to uh to make the bean ave experience a little bit better yeah one other question speed speed during descent i've just sort of whacked the throttles down and taken my eye off the speed as we were discussing other things but should you again be trying to keep it as close to the red line as possible yeah so um you know a lot of folks that sort of come from airliners they they assume that v nav is performance-based vnav and that it has calculated sort of an idle descent path for you but the plane is really too small for that the reason that idle descent works in larger planes is because you have all this inertia and you can kind of do this big parabolic uh descent in idle yeah but an idle descent in um you know in the cj4 with such a small light plane is really really fast yes and so therefore the the v nav is not really performance based so my recommendation is always you know keep the speed up and then once you start getting close to uh you know kind of that 10 000 restriction um then you you know kind of pull it back sure okay and under uh you know actually we're coming up on it now um let's see we're gonna want to keep it under 305 um at 28 or 27 8 44 whatever that magic number is it's going to switch out of mock uh and the red speed tape so that's the other thing to keep in mind okay yeah so is there anything else we should be doing to set up for the approach or not not really at the moment um we can sort of you know brief it and just make sure we're we're on the same page and we know exactly what uh what approach we're doing and that would be you know that would be the normal procedure yeah you're doing it for real always go over and grab the chart and go okay we're doing this approach and we're coming from this direction and we've gotten the wins and all that kind of stuff talking of which since i had to restart my computer so suddenly i don't have the charts up at all so i'm glad we had this chat [Laughter] so i'll bring the uh i'll bring the chart up on the screen for you to have a little look at so that you can see what our plans are so we're going to be following this ils approach we're going to be beginning at uh inverness going to be heading out away from inverness on heading 254 and then coming back on ourselves to intercept the inbound radial of zero five four that's obviously the uh the final approach course that we'll be following on the localizer perfect all right so um one thing we might want to do um is let's go to plan mode on the lower the mfd there okay and if we go to mfd advance on the fmc and uh we kind of zoom in here on the mfd a little bit and just make sure um oh we may need to actually yeah take our scale down as well yes which was this one wasn't it yeah there we are a bit more yeah a bit more and let's just go through the end of the the approach here and just make sure that things look uh look kosher okay um it will sometimes scroll through things that are behind you so if you just keep on going forward you'll you'll get to your your point there's probably quite a few that are behind us at this point yeah here we are so we're approaching lagav and misty gussie and then inverness all right so yeah it looks like it's pulling us out there and then we've got that kind of sharp right turn to see uh is that cc105 uh ci5 i think yeah so we're gonna be turning left along this one and then left and left again from the looks of it all right so probably what we want to do that's those are very sharp um and if you notice on the chart uh it kind of gives you more of a large arc to turn which may be it's going to be smarter so um i think the way that we'll want to do this is we will we'll fly out to um to let's see is that uh ins12 yes and and then we'll go into heading mode along that same heading and kind of give ourselves a little a little bit of space to intercept the uh cio5 to fio5 leg and get us situated for a good ils okay sounds good and uh do we need to tune in the ils frequency we do it we don't once we get within um 31 nautical miles of uh of the runway there we'll enter the terminal area um which is again defined as 31 nautical miles from the threshold and our sensitivity on the cdi will go from two nautical miles to one nautical mile um and that's that will kind of start to set us up for the approach remind me what the cdi is again uh that is the um the deviation indicator uh in the middle of the needles there so cdi is course deviation indicator okay are that scrolls left okay right i'm with you um so you'll notice actually we did just enter the terminal area you'll see term there on the pfd oh yes yeah and we have a uh nfmc message messages popped up and you see at the bottom of the fmc it says lokes will be tuned oh yes czech lake tuning i've never seen that before is this a recent addition it is yeah so um we've got the whole nav to nav transfer going here so this is something that happens with with add-on airports the ios does not come out of the database um so what has happened here is the fmc said we're in terminal area it's time to tune the uh time tune the radios however it's unable to look it up and so it's telling you to check the location okay so we'll just want to go to the tune page and put in the localizer on our own right okay and i'll just have a check of what it was 108.5 and we just put that into another one do we yep yep perfect okay and we've got it uh coming up here in i don't know what you call this color turquoise teal something like that yes i am yes i am right here okay uh so that that needle there is uh colloquial no colloquially known as the ghost needle right um and that tells you where your localizer is in reference to uh you sort of right now and you'll notice that we are armed for the uh this is where the nabtonab transfer comes in we're armed for the nab to nav transfer which will take us from fms needles into the localizer needles right and you notice that we know that because preset has now changed on the pfd to lock one and you'll see the it's got the tuning information for you there yeah just to give the pilot a heads up right okay just keeping an eye on my airspeed i suppose we should start thinking about slowing down yeah we may we may want to be pretty slow by the time we hit ins because that is a rather sharp turn there yeah it's probably going to overshoot a little bit um but we'll recapture the leg uh to ins 12 and then get sorted with heading mode okay sounds good um i suppose do we want to go back to uh ppos yeah let's do it a lower menu all right good you can just see the uh final approach course there yep uh the other thing is um let's see you'll notice the cyan uh diamonds have come up in the lateral and vertical deviation indicators yes yes and those are your ils as well right ghost diamonds by chance ghost diamonds yeah good getting my hang around the jargon my head around the jargon yeah i think the official name for the ghost needle and the the ghost sort of localizer information is the um the pre-select navigation source okay right uh which is somewhat annoying because you know the other thing is just the preset navigation source and so saying both of those things uh makes it sound like they're nearly identical so yeah the manuals are a bit confusing when it comes to that but uh that's the that's the official name for what it's worth right so how much did you know about the cj4 before you started working on it were you completely new to the aircraft or yeah nothing i knew nothing happened when i started well you've done a good job of getting up to speed oh thank you i appreciate it suppose you have to if you're uh if you're developing it yeah we've gotten we've gotten way deeper into the systems than i ever expected to but it's become sort of a personal challenge to to to sort of bring it to that high quality you know what you would normally expect from a pay where level yeah yeah for sure all right passing ten thousand so i'll bung the uh landing lights on probably do the uh the old seat belt sign at this point i was just wondering that oh yeah looks great doesn't it oh it does it does i'm supposed to be concentrating but i've just got to have a little look out the window oh yeah um should we play the landing briefing yeah let's do that because we haven't really demonstrated well we may or may not have demonstrated a briefing i can't remember what with all the takes but let's have another one if we had you notice it's chopped off a little bit of a v-nav path there so yes catching back up yes i've got the throttles are idle at the moment i don't know if that seems sensible i think so yeah okay and what about our landing speeds when do we deal with them actually right now would be a great time yeah okay talk me through it yeah if you go to the fmc yeah um you should be able to uh go to uh perf yeah and go to approach and uh they didn't like the other one yeah exactly and i've forgotten everything we did last time so i remember the temperature is 15. we know q h is going to be one zero one three yep the wind is zero five six and four and that's it isn't it that's it then we just go next and we can send those to the pfd i say it's exactly the same as when you're setting up for the takeoff yep complete awesome yeah the other thing you'll notice is as we passed over the um the ils there since we're sort of going over the airfield yes ins uh you got that check lock tuning message again because yes lost localizer tuning in that cone of confusion there for just a second right okay but it's happy it's still tuned in and everything is it yeah just like it yeah so the uh the ghost needle the pre-select nav source there is up that looks good yeah yeah that's probably what we'll want to do here um is uh let's set heading to our current heading let's just go into heading mode okay so we push that in right to sync it yeah that's correct yep and heading and we'll just leave it there for a minute okay i think everything else looks pretty good we're on v-nav path which is good yeah speed's alright or should we be slowing down a bit more i think probably by the time we swing this around and get to a ci-05 we'll maybe knock it back to about 180 but it looks like we're slowly trending in that direction so i think we're good okay and so this is the reason why switches to to uh to heading mode there and vnav is gonna is gonna try and catch up but you'll see the angle is a bit acute so yeah just gonna give you kind of a very inside turn yes um so we wanted to avoid that and give ourselves the best chance to get established on this localizer which is probably what atc would be doing for you in this at this point yes okay yeah i imagine this is one of these uh approaches which is very rarely uh flown in full that's probably true yeah um so i can show us uh kind of a fun thing to do here yeah come on go to the legs page yeah um so right now we've got our current leg is this ins 12 to ci05 yes and what we can do is we can switch our leg this is kind of the intercept leg feature we can switch our leg ahead one so if you uh if you hit the lsk next to cio5 yeah now you can drop that onto the ins12 the cyan there which is your from and that's going to make that leg active instead of the one that we're on and you'll be able to more easily intercept that course okay and then execute yep okay if you notice the the pfd the needles have switched in that direction which now coincides uh you know obviously with the ils yes so we can uh we can start moving that way okay so we're still going to use heading mode yeah let's let's start turning it around and we'll we'll start intercepting a course to that cio 5. okay so all the way around basically to some sort of intercept heading yep okay and since that's pretty short we could probably intercept you can imagine that there's a line that extends out from fio5 through cio5 yes we can probably um come at cio5 the kind of imaginary line that goes backwards it's at uh you know a reasonable angle that's not super steep but it gets us to where we need to go so so that sort of thing yeah i think that looks good okay oh it's disappeared oh i see i guess the uh the dotted line does disappear once you stop moving it does it uh the dotted line will disappear when it's within the arc so outside the arc you have the dotted line inside the arc it will disappear a couple seconds after you stop moving right okay so carry on maintaining about 180 did you say something like that yeah i think 180 sounds good okay just want to make sure that this uh this turn doesn't end up too aggressive and we don't overshoot too much there yeah sure all right so i noticed that um we are underneath the glide slope which is exactly where we want to be yes which is perfect yeah and so at this point we're established on an intercept course of the ils and to our fms course yes um i think uh and we're established you know we've got the uh the altitude is captured which is fantastic we're we're looking perfect yeah i think what we can do here is we're ready to arm approach mode okay so we just do that by hitting the approach button right and that's now showing up as white yep approach lock one is white which is perfect that's exactly what we want and once the ghost needle starts to move yes if we're in approach mode um that will automatically switch us over the nav source will we'll switch over to green needles and uh and we'll start flying the localizer instead of the fms great that's that's that nav to nav transfer i was referring to yeah that's a that's a great feature because in the last incarnation of this aircraft i could never quite get the switch over right so i'm glad glad it happens automatically now yeah it's kind of a cool feature of the pro line system uh the other thing that should happen is we should see terminal uh that sort of term indicator go to approach okay oh there it goes well we're starting to see things that's perfect glide slope is armed that's good we can probably start to lower flaps now okay collapse one uh yep collapse one it's a beautiful approach this that's gorgeous and what should i be doing uh throttle and speed wise here i was just about to say i think we can still keep it at about uh about 180 or so that's going to be that should be good still and what's this oh that's your flap extension speed is it the f35 that is correct yep right okay and so at 2700 we should hit the final approach fix almost exactly when the glide slope indicator comes into that zero range there and as you'll see we did enter the approach area which is uh i believe is two nautical miles from the final approach fix and when you have approach mode armed and that changes your needles um to 0.3 nautical miles of sensitivity instead of one gosh however in this case we're on ils so that doesn't exactly apply but if you're flying a you know rnav fms-based approach yes you add sensitivity yeah nice sweaty palm times things look good so far yeah yeah i did a slightly dodgy landing into las vegas last night and that threw my confidence a little bit it's uh it's it's always a little bit tricky yeah the trick uh the trick to land this is to is to do a sort of very minimal flare you can do a little bit of a flare but uh it likes to it likes to float the real one will also float if you flare too much it the way to get it to go to the runway is just basically hold that attitude and it will kind of it will kind of bring itself down okay and we'll go back power to idle as we you know as we fly over the threshold as well sure and when should we start um reducing to our uh approach speed yeah i was going to say um i think we can start slowing up now we'll get uh we'll get those gear down and get down to uh flaps too and uh okay kind of do both of those so gear down now yep and flaps two as it passes the f35 indication i guess right yeah exactly okay you notice the drag gets pretty significantly higher um so you you do end up sort of getting caught off at least i do a lot caught off guard by that yeah yeah it's not doesn't take too long to suddenly be stalling does it in this keep an eye on it so we're going to be maintaining around about this somewhere now yeah that looks perfect and before we land we have to disengage the autopilot and the your damper is that right that is correct yep okay and uh you know whenever whenever you would like to disengage we got a great visual here it's totally up to you i'd like to do it now get a little feel for the thing autopilot sure and you have to disengage the autopilot first from the looks of things correct this does feel like more than five knots of wind doesn't it it does doesn't it and i've been flying the a320 too much because i always forget to trim oh yeah i think we're gonna have to get down a little bit there yeah and then right about now i'd go power idle okay that's idle and just hold it off just a little bit and there you go great excellent normally you go spoiler deploy but uh it's a little bit hard to manage that without a control surface for it so i always forget to do it i did press the uh the um slash key so hopefully we've got them out but anyway we've got loads of runway yeah for sure it doesn't it doesn't take much to land it no oh fantastic thank you so i think we need to spin it around here i think i don't know maybe that's the taxiway on the left i can't really remember a taxiway or a roadway that's a roadway we won't go down there uh like a golf cart track could be give the passengers their money's worth with a nice fast spin again just when they thought it was all over it's not i suppose we should retract the flaps it's like one of those carnival rides the ones that pin you to the wall yes and retract the spoilers yeah so it looks like we're all cleaned up here that's good yeah i think really i just i need to fly some circuits in this thing just to get used to the takeoffs and landings yeah they are a little bit tricky for sure i feel like it still you know still does float a little bit more than it should possibly but yeah it's it's so hard to tell you know it always just depends on how people have their control surfaces and stuff yeah yeah i've actually wondered if if i should have different sensitivity settings for different aircraft i think i probably should um it's just a question of if i can be bothered to set them up and remember which is which and you know and i like the i like the profile system of msfs but uh changing in and out of them is still a little bit cumbersome yeah it is we've got a cat cockpit incursion which isn't helping i think mine is still asleep on the bed good yeah they've been they've been asleep all afternoon but they've decided now it's uh dinner time nice important time of course yeah turn the old strobes off bunny in here shall we yeah that works perfect no one needs to watch me taxi around the airport looking for the very best spot [Laughter] tell you what isn't the very best spot though inside another jet oh you know it'll buff out right set the parking brake have a little look outside at my marvelous parking remember i haven't turned the landing lights off and do that and yes what now the shutdown procedure is pretty straightforward so we have our uh you know we've got our brakes on that's perfect it looks like we're we're already cleaned up so really nothing to do there yeah um at this point we can really uh we can shut the engines down okay and normally we would run through the you know the post landing checklist and all that stuff but uh yeah it's basically the post landing checklist is turn all the things off effectively so we can basically just do that yes yeah okay so uh stop and stop yep and turn all the things off yeah you get some warnings you clear those you can turn the climate control back to off i'm just gonna keep on popping it's like whack-a-mole isn't it yeah okay climate controls off there turn the avionics off now avionics off close the stupid logbook thing uh and then battery goes off right and that's it that's it well matt that has been incredibly helpful thank you very much indeed oh it's my pleasure is there anything else you want to uh tell us about before we call this a day you know nothing that immediately comes to mind you know obviously there are it's it's not a bug-free product at the moment we we know that there are definitely uh little things here and there that people are still running into and we've got it sort of in this open beta phase but if you run into things you know drop a line on our github or come on to our discord and and bother us and we're always we're always happy to teach people we're always happy to take questions um we we love the community feedback and the uh you know just interacting with the community one thing that i especially hate a lot of times is you get you get a lot of developers that kind of get a ivory tower mentality and that's really not us we we just love that people are enjoying it and that that keeps us going for sure so um yeah i'm super super happy and thrilled to to be able to you know to do this and uh hopefully it was hopefully you learned something and and i wasn't blabbing too much no definitely not you definitely weren't blabbing too much i learned an awful lot um despite having flown this for a fair old while and thinking i knew what i was doing i certainly didn't so it's been very very helpful and uh thanks again i'll put a list a link to the discord server and the github page for working title in the video description and as matt says if you have any questions or feedback go and check those links out so i think we'll call it a day here uh thanks again matt and thank you all for watching and i hope to see you again soon here on filbertflies bye-bye

Channel: FilbertFlies

Views: 110,965

Keywords: MSFS, CJ4, Citation, tutorial, lesson, how to fly the CJ4, Cessna Citation CJ4, Working Title, Working Title mod, FS2020, Microsoft Flight Simulator 2020, business jet, corporate jet, how to, flying lesson, live lesson, how to fly, learn to fly, learn, developer, dev

Id: N5Hs04u1JA4

Length: 127min 35sec (7655 seconds)

Published: Tue Feb 09 2021