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Garmin Aviation has unveiled their latest innovation, the G3000 Prime avionics, and in this episode, we dive deep into its features and functionalities. Citation Max and I traveled to Garmin's headquarters to experience this cutting-edge technology firsthand. We discuss the significant advancements that make the G3000 Prime a game-changer for pilots, including enhanced touchscreen interfaces and intuitive safety features like auto land and underspeed protection. Our time in the simulator brought both excitement and a few humorous moments, showcasing how the new system operates in real-time. Join us as we explore the future of aviation technology and share our insights from this incredible experience at Garmin.
Aviation enthusiasts and pilots alike will find this episode an exciting exploration into the world of advanced avionics with the introduction of Garmin's G3000 Prime. The hosts, Justin and Max, recount their recent visit to Garmin's headquarters in Olathe, Kansas, where they had the opportunity to experience the newest innovations firsthand. The G3000 Prime represents a significant evolution in flight deck technology, boasting enhanced connectivity, customization, and safety features designed to streamline the flying experience. Justin shares his initial impressions of the avionics during a simulator session, humorously admitting the challenges he faced in taking off due to the system's sensitivity. Max elaborates on the technical advancements, emphasizing the intuitive design that makes it accessible for pilots transitioning from older models. Key topics discussed include the seamless integration of features that enhance situational awareness and safety, such as automatic flight plan loading from the Garmin Pilot app and advanced autopilot functionalities that support pilots during critical phases of flight.
Listeners are treated to insights about the differences between various aircraft models, particularly the transition from single-pilot operations to flying larger jets with co-pilots. Max recounts his journey from flying a CJ3 to the sophisticated Longitude, detailing the learning curve involved in handling more complex avionics systems. The episode highlights the importance of continual education and adaptation for pilots as they navigate new technologies and aircraft, making it clear that the aviation field is ever-evolving. Throughout the discussion, there is a palpable excitement about the future of flying, underscored by the groundbreaking features of the G3000 Prime that promise to enhance safety and ease for pilots everywhere.
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Pilot to Pilot is the podcast for anyone who flies — or dreams about it. Host Justin Siems sits down with airline captains, bush pilots, CFIs, and everyone in between for honest conversations about the path to the cockpit, the grind of the career, and the love of flying that keeps us coming back. Whether you're a student pilot chasing your first solo or a captain with 20,000 hours, there's a seat for you here. New episodes weekly.
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What is going on?
And welcome back to the pilot
the pilot podcast.
My name is Justin seems and I
am your host.
Today's episode is an exciting one.
A few weeks ago, you might
remember that Garmin flew Max and
myself out to Olathe, Kansas
to go to the headquarters.
Well, guess what?
It was for something pretty cool.
And what is it, you might ask?
Well, today they have
announced the G 3000 prime.
It is the most connected,
customizable, automated, and safety
enhancing Garmin flight deck
to date, and is now FAA TSO certified.
We got to play around with it.
It was crazy.
It was absolutely unbelievable.
And last time I flew out
there, I might have mentioned that
I need an airplane so I can
put Garmin avionics in, but now I
specifically need an airplane
so I can put the G 3000 prime in.
And you know who agreed?
Max and Kyle and everyone there.
It was pretty sweet.
I really hope you enjoy this podcast.
The video podcast is also up
on YouTube, so check that out as
well.
It's gonna be a good one.
But aviation, I don't wanna
keep you any longer from the G 3000
prime because it's pretty cool.
So without any further ado.
Here's a Garmin episode with citation.
Max.
Max, what's going on, man?
Welcome back to the pilot to
Pilot podcast.
Justin, thanks for having me
do this.
It's awesome.
It's a little bit different
than the last time, you know, last
time, I don't think we did
video or anything.
It was just audio.
I was probably in my house
with my hoodie up and just, like,
no one can see me, so I was
just chilling.
But now we gotta look
presentable, you know?
You had to fix your hair a
little bit before we.
I know.
That was a new one.
I was like, it's kind of.
Kind of different.
Yeah, right.
The lights.
It's a legit setup now, you know?
And when we come to Garmin,
they take care of us and make sure
we're looking good.
That is an understatement.
Yeah, this is.
This is a true, like, I really
feel like I'm, like, filming a real,
like, podcast.
Yeah, I think I joke that.
I don't think ever feel like I
have a real podcast until, like,
I'm here.
So I need to figure out a way
to hire everyone and make sure that
they can make my room look
like this.
And, heck, we can even just
call it the Garmin podcast.
There we go.
Yeah.
Ron and JJ Reddick have got to
run for their money right now with
us.
I mean, I didn't want to say
it, but I think so, too.
I'm like, dude, I don't want
to call anyone out.
I don't want to.
I don't want to say that, but,
you know, I think we got something
here.
Yeah, I agree.
So we're going to talk
basketball the whole time today,
and that's it.
No, we are, as everyone can
say, we can.
We are at the Garmin headquarters.
Last time I was here, I was
talking with Josh.
Josh and I, we were able to
fly the baron.
We're able to see some really
cool stuff in the baron.
He also flew me up in the 172,
which he claims he filmed a video
for which.
Have you seen a video?
I haven't seen the video.
I have not seen the video.
So I don't know if he lost the
footage or what his plan is, but
put some pressure on Josh, you
know, aviation 101.
Go in his DM's, say, hey,
Josh, where's the video, man?
Where's the video?
We need it.
Everything I've heard about
this video is, dude, I can't wait
to watch it.
It's going to be.
We'll find out.
Yeah, yeah.
But, yeah, we are here today.
It's been a while, man.
I wasn't able to go to
Oshkosh, so it's at least been over
a year since we've even seen
each other.
What's new, man?
What's going on, man?
One.
That's crazy.
It's been over a year.
That's why I think the last
one was on the golf cart at Oshkosh,
which is.
Or Pete's.
Or Pete's.
That's true.
Shout out Pete's.
But, yeah, this year has been.
I mean, I don't even know
where to start.
So was flying the CJ three,
then longitude came.
I mean, just a whole different
way of flying.
Now we're starting to fly to Europe.
We're flying transcons and
other pilots and having to manage
basically our own little
flight department.
Just build an fom work on a gom.
It's learned so much this
year, one just from a flying perspective
and getting new type ratings
and kind of learning how the real
two crew environment really
operates with a big airplane, but
also just with how to really
structure a little flight department
at the highest possible
standard and doing it all correctly.
So it's been a great learning experience.
Learned a lot of.
And, uh.
Yeah, just.
Just loving it.
Loving it.
How does one go from a CJ
three to a longitude?
Like, I mean, naturally, you
can see from the outside, like, just
two different airplanes, but
you don't understand, really, uh,
the mindset of, like you said,
setting up a very professional flight
department where it doesn't
just seem like, um, just flying your
dad around.
Right.
Like, it seems like everything from.
From a.
All the way to z is exactly
how you'd see netJets or Flexjet
or ge set up their.
Their own flight department.
So, I guess one talk about the
transition to the actual longitude
itself and then also just kind
of maybe the more boring side of
doing the chief pilot work or
the just getting everything set up.
Yeah.
So, from a flying perspective,
you know, it's honestly going through
type.
We went, it was about a three
and a half week type in Tampa at
flight safety, and it was my
real first true two crew type rating.
And, man, I can tell you right
now, it is so much easier flying
with a second pilot than just
flying single pilot.
You have an engine fire.
Hey, can I get the engine fire
checklist, please?
And you sit there and you fly
the airplane, but he or she runs
all the checklists for you.
It's, like, amazing.
So I think that was kind of an
eye opening experience because one,
the plane's more complex, it's
more complicated, there's more systems,
and it's just a big airplane.
Right.
There's just different things
to think about.
I mean, as, you know, flying
latitude, right?
There's just more stuff going
on than a little CJ two.
But when you actually get into
the nitty gritty of it actually flying,
it's honestly super nice to be
able to have a second pilot there.
One from an operational point
of view, safety point of view, but
also just, dude, five hour flight.
It's nice to talk to someone, too.
Sometimes, depending on who
you're fine with.
And we're very lucky to have.
To have a great copilot.
But.
So, yeah, type was a great process.
I mean, it was a long three
and a half weeks, but it was really
good.
And then, you know, we.
Delivery kind of got delayed
about four and a half months.
Oh, dang.
So we kind of got out of type
and then kind of was like, oh, man,
we're not going to fly the
airplane for five months.
So we had to go back into training.
We went back in, did about two
days of sim training, got current,
did a couple approaches, did
emergency procedures, kind of got
refreshed.
So by the time the airplane
came, we were just, like, dying to
fly this airplane.
So get into the airplane and
it's very different than the sim.
You know, it's just
fundamentally, the airplane feels
different, flies different,
and I think flight safety do an amazing
job.
I mean, you know, doing the
best they can to simulate what it
actually feels like.
But shooting approaches at
Memphis, you know, it's.
It's just different.
Right.
So that was a really kind of
cool experience.
One, going through the
training, the two crew, but then
flying the airplane, I mean,
you have 31 degrees of sweep.
The airplane just
aerodynamically just flies very different.
It's nice to actually be able
to use the speed brakes and not have
the whole plane just rattle in
the three plus.
So that's been cool.
But planning, descent planning.
You have wingspan clearances on.
On ramps.
Like, the three plus wing is
half the span of a longitude wing.
So it's like all the things
that you didn't think about for years.
It's like, now you really have
to think about that.
Right.
Um, so it's been a cool
transition kind of learning.
You know, I think as pilots,
like, we always want to keep learning.
Right.
Different airplanes, different
type ratings, you know, getting your
CFI if you want to do that.
Right.
Like, I think it's complacency
is when we get ourselves into trouble.
And I think when we continue
to learn new type ratings, all that
stuff, like, it makes us a
better pilot.
Um, so I, I really enjoyed the
type rating.
It was super cool process.
Um, but yeah, fundamentally, I
mean, the airplane is, it's a beast.
I mean, we're doing, you know,
0.830.845 thousandft, you know, and
it's funny, like, you don't
think landing 20 knots faster feels
different.
Dude, I feel like I'm flying a Concorde.
Like 20 knots.
20 knots.
And I feel like I have like
afterburners coming on behind me.
Um, so, like, that's been kind
of a cool thing to see too.
And, yeah, like, I mean, I can
get super nerdy about all the little
details of the airplane, but
that's been a really kind of cool
process of just all the
systems, tillers and trs and apus
and all that stuff which I
never had real experience with beforehand.
And going through the oceanic
course at flight safety, going, you
know, learning how to, you
know, do all that stuff is, you know,
slops and all sorts of stuff,
you know, crossing the ocean.
Like, I had no idea about that.
Right.
Etop stuff.
So, you know, I'm a nerd for
this stuff.
Like, I mean, I could sit and
watch flight safety videos crossing
the ocean any day of the week.
So, like, that was super cool.
And, yeah, it's been.
The airplane itself has been
really a good experience from a flight
department point of view.
You know, it's a family airplane.
My dad uses it 93% for his
business, his travel.
My mom obviously uses the
airplane for her animal sanctuary
she has in Jackson Hole.
She also, we do a lot of
rescue missions and stuff, so it's
been one.
The dogs love the airplane.
Yeah, I would too if I was a dog.
Leon and Goose just jump right
on, right onto the.
They're like living their best life.
But, you know, regarding the
operational control, like, you know,
building an FM full sms program.
Right.
Like having to learn how to,
you know, make a full safabinder,
like all those things, and
making sure, you know, we're traveling
internationally now.
Everything is different.
Right.
So how are you, you know, make
sure that your operation is at the.
The top.
At the top.
Even if it's only one
airplane, it doesn't matter.
Building an Fom, building an
SMS program, all those things.
Hiring a full time mechanic on
the airplane, it's obviously brand
new airplane.
So Textron is a part of the
whole process.
But having a dom of sorts has
been incredibly valuable.
Having a full time pilot, a co pilot.
So all those things we didn't
really, you know, have beforehand
when my dad was flying, always
had a contract pilot on the CJ's,
right.
It was.
My dad has to schedule six
months in advance.
So it was super easy to be
like, hey, we need a contract pilot
on these, and these, these days.
But this is a whole different,
you know, kind of level of flying
and having a full time pilot
and schedules and, you know, all
that sort of stuff.
And big airplanes break and there's.
The systems are much more
complicated and it's, you know, having
the great relationship with text.
John has been cool to be able
to be like, hey, like, we have a
list of things.
Like, we need these addressed
because we have a trip in four days.
Um, and it's been a good process.
Just kind of learning about
that and just making sure everything
is kind of where it needs to be.
But, uh, yeah, learned a lot
and, uh, continue to learn every
day.
Yeah.
Well, I thought was really
interesting was when you were talking
about going 20 knots faster
landing in the longitude versus what
you were flying.
Uh, I just did my 737 type
rating, and the very first landing,
we were going on like 150 knots.
And I was like, I'm going too fast.
I can't do this.
Like, something in my brain
was like, something's wrong.
Just like I look away,
something's not right.
It felt so uncomfortable.
But on the flip side of that
flying, the latitude, if you get
someone coming in from the 737
going the latitude, like, they'd
feel super uncomfortable.
How slow you're going.
Like, no, big airplane.
Big airplane should fly that slow.
It's like when you got rev
speeds of 105.
It's crazy.
Well, it's even we were
talking about earlier, you know,
I flew a 172 for the first time.
Right.
I'm like, we're rotating at 55
knots in the cirrus.
You know, it's mid seventies.
Yeah.
That 20 knots, like, people
don't think 20 knots makes a difference.
It makes a huge difference.
And so, yeah, it's.
Congrats on the 737 type.
Appreciate it.
Big airplane.
That's, that's a big airplane.
It is a big airplane, for sure.
Figuring how to land that
thing was a little bit.
The sight picture was
definitely different than latitude.
So I finally got it figured out.
At least I think I do.
But, yeah, so it's been,
that's kind of what I've been up
to and just, you know,
managing that and.
Yeah, we have Europe trips
coming up.
Yeah, it's been, been good.
Yeah.
What would you say is your
favorite part about the longitude?
The apu?
Yeah.
I mean, dude, having the APU
is just one for the passengers, but
also just for the pilots on a
hot day, not having to have the GPU
and have to worry about that,
keeping everything cool.
I mean, that's super cool.
I mean, I can go on.
You know me.
I'm a nerd for this stuff.
The tiller is super cool.
Yeah, Tiller's cool.
I remember the first time
taxiing out, and we hadn't flown
the airplane in a while.
Right?
Only in the sim.
And we're taxing out of
Wichita, and, like, we're turning
on the taxiway, and I feel
like using the rudder pedals to turn.
Oh, crap.
Nope.
Whoopsie.
There's the tiller.
There's.
Yeah, so it's like, the tiller
is super cool.
The trs are really interesting
in the airplane because they auto
modulate themselves.
So we come in and we.
We can go max reverse on the
thrust reversers, but at 65 knots,
they automatically come back
to idle.
So it's cool stuff like that
where the technology is becoming
so advanced now, where on
older jets is, you have to go idle
by certain speed, because
otherwise you can bring fod into
the engine and stuff.
But now it's like, man, that's cool.
You don't have to worry about that.
So just a lot of technology
and stuff.
I think one other cool feature
about the longitude is there's a
auto self taxi test.
So, basically, you'll taxi out
of the ramp, and next thing you know,
the speed brakes are going up
and down.
It's testing.
It's testing all the anti ice,
the probes, the heaters, everything
automatically, the hydraulic system.
So it's cool to fly an
airplane that's so, you know, advanced
from that point of view.
And.
Yeah, and also, just, like,
you're screaming down at 300 knots,
you're like, man, this thing
won't slow down.
Like, you have to really plan.
And I enjoy that.
Like, I think that's pretty cool.
Yeah, no, yeah.
Latitude was not as fast, so
you don't have to plan as much.
You can pretty much get that
plane wherever need it to go, whenever
you want it to go.
But I did hear that about the longitude.
It's a little bit more slippery.
You gotta kind of plan things
out a little bit.
Um, and then I think the
biggest difference, and this is probably
the last to talk about it.
Cause we're getting into the
weeds here.
But, uh, the ride itself, the
latitude is not a forgiving ride
at all.
The longitude, from what I've
heard, is a much better ride.
Can you confirm?
I can confirm it is smooth.
It is smooth.
Yes.
I can confirm that.
Yeah.
Because the latitude, man, you
hit something that was like light
chop for someone else.
It's like moderate turbulence
where you're just, like, getting
shaken around.
Yeah.
No, it's a great airplane.
Yeah.
Oh, and the auto.
Doesn't have an auto door that
closes or that opens.
Is it when you go from flaps
two to three, does it open automatically?
Yes.
Yeah, it does.
The cabin divider.
Yeah.
Has that.
Yeah, it's cool.
It's a good airplane citation.
Dad is happy, and that's the
most important thing.
So it's been good so far.
A lot of work, but really,
I've learned a lot, so I'm happy
about that.
What else do you find these days?
You find anything else?
Yeah.
So flying SR 22 G seven.
So that's been a lot of fun.
Obviously, the new avionics
shout out Garmin.
So, yeah, that's been really
kind of cool to.
I did a lot of experience in
the G 1000.
Right.
I feel like a lot of people
learn on one hundred seventy two
s, g one thousand cirrus,
whatever it might be.
So now with kind of the G
2000, the Garmin perspective plus
and those avionics, like,
it's, you know, it's a difference.
And it's been cool to learn
that and kind of see some of the
new features and technology
that, you know, starting to become,
you know, in most general
aviation airplanes.
Like, I mean, it's more advanced.
I know airline buddies and,
you know, you probably in the seven
three, like, in an SR 22, the
technology is more advanced than
in a 737.
You know, which is.
Which is pretty crazy.
Not entirely wrong.
Yeah.
I mean, not even SR 22.
You can go down to an
experimental airplane where you have
the capability.
You can do on some avionics.
Some garmin.
Avionics is crazy.
There's no direct button on a 737.
It's like, you gotta go line
select, you gotta bring it up to
the top and you gotta execute,
or you can't just go direct enter.
Yeah, that's crazy.
Yeah.
That was kind of.
It took me a while to figure
that out, but.
But it's kind of cool, though.
Yeah.
Yeah.
A lot of line grabbing.
Yeah.
Slashes from, like, flight sim.
Dude.
Like, when I fly the seven
three, like, I'm like, this is cool.
Like the slash and all this stuff.
Yeah, it was different.
Like, the scratch pad.
All that was a little.
Was wild.
For me to get used to.
But as someone who has
essentially flown.
You've flown what?
The 1000, the 3000, the 5000?
Yep.
What's crazy to me, and I
haven't, I don't have too much experience
in the 1000, but my experience
with the 430 and the 530, I've always
felt comfortable in each plane
that I've gone in with the avionics
to where I felt like I could
operate them at a place that I could
operate the plane safely
without crazy amount of training
or feeling uncomfortable
because it all just kind of feels
like it builds off each other.
Would you agree?
Oh, totally.
Especially with the Garmin avionics.
They all kind of continue to
integrate and lead to the next platform,
which I think is super cool.
But.
Yeah, no, I agree.
I mean, I was telling someone
today that the G 3000, you have two
Garmin touch controllers.
And on the 5000, like on
latitude, you have four right, one
on each side and then two in
the middle.
And I still, every time I'm in
the right seat working the radios,
I always go down to the middle
GT's and forget that they have one
on the right side.
Cause from flying the three
plus for so long, I'm so used to.
I hear tu Romeo Foxtrot
straight down to the middle console
and I'm like, damn.
I keep forgetting I have a
whole GTC on the right side.
Yeah, you gotta move a little
bit where this one.
You can still be lounging.
I'm not used to lounging, dude.
Yeah, yeah, yeah.
We had a.
Yeah, it took me like, there's
nothing on my right side anymore
for this.
So it's all I have to move and
it's like, ah, man, I'm so comfortable
right now.
I don't wanna have to move.
So I totally get that.
Yeah, yeah.
But it's pretty cool.
And what we've been able to
see just flying and what the g seven
looks like.
I've only seen pictures, but
it looks fantastic.
Your experience using it, how
has it been?
Oh, it's been fascinating
because it's a whole new platform
for Cirrus in general, for
most Ga Cirrus pilots.
I mean, you have some of the
new features, like the taxi routing
stuff, which has been really cool.
All the integration.
You have synoptic pages now.
Honestly, like, I really, I
went through the Cirrus kind of course
online and like, there's a lot
of new stuff there.
But I was like, wow, that's a
really cool feature.
Like, that's amazing that it's
in this sort of airplane now.
So I mean, yeah, I mean I
think it's a amazing airplane for
the category that's in and
yeah, I think the avionics are just
on a different level.
Yeah, yeah.
What do you plan to use that
Sears for?
For citation Max?
Yeah, so a lot of our stuff,
you know, I do a lot of angel flights
so since I'm now kind of on
the west coast quite a bit more.
So we do a lot of angel
flights out on the west coast.
A lot of kind of, it's like
our basically a little hopper around.
So my mom kind of hey if we're
going to go rescue ten dogs, you
know, we'll take that.
And you know for me if I need
to go and you know, do a little hop
around, you know, 20 or 30
minutes flights, it's very economical
to operate and it's just the
perfect I think Ga airplane.
So just kind of our little
kind of commuter in this summertime
we go out to Jackson Hole, use
it out there quite a bit.
Bit.
So yeah, it's just, it's a
great, it's a great airplane.
How's it do up with those
mountains up in Jackson with the
Tetons?
Amazing.
Yeah.
Because the one that we have
is a turbo.
I mean this summer I was taken
off 10,000 foot density altitude,
climbing at a thousand feet
per minute just straight up and it's
just like whoa.
Like it's, it's eye opening.
Like I would not fly a
normally aspirated airplane in the
mountains in the summertime.
It's just for me the risk
reward just isn't there.
Yeah.
Where the turbo, I mean
there's so much residual power, it's
like it's not even.
Obviously you think about it
and obviously you have to look at
the charts and make sure that
you obviously have the clearance
and stuff.
But I mean it's never been an issue.
And Jackson Hole gets hot and
I fly around in the afternoon and
it is.
I never see less than
1000ft/minute in the climb.
Would you feel comfortable
taking that plane?
Pretty much any airport?
Like would you take it?
A telluride, would you take it Aspen?
Would you take it?
Any other kind of airports
that have kind of the, the stigma
of maybe it's not the best to
bring a small plane into.
Oh, a thousand percent.
I flew it into Aspen this summer.
Yeah, I was, I mean that was
probably one of the coolest flights
I've ever been on because I
literally was coming in VFR and I
tuned into tower like 10 miles out.
Yeah, they're like typical
aspen, right?
We're too busy.
Go direct snow mass village.
Hold over snowmass.
I'm like, okay.
So I go to snowmass, I'm
holding over snow mass and they're
like, hey, I think we can take
you in now.
Like, great, thank you.
See you soon.
They're like, overfly the
airport and are right down for three
three.
Oh, and I had never landed
three three before.
You're like unable.
Yeah, I was like, this is cool.
So I go over, fly to the
airport and they're like, hey, we're
too busy now.
Can you go direct downtown Aspen?
Hold over downtown Aspen.
So I'm just holding over
downtown Aspen at like, you know,
4000ft agl.
So I'm just like having this
beautiful view and they're like,
yeah, we have 15 airplanes
coming in for one, five like expected
20 minutes hold.
So I'm like, okay.
So I'm just doing 5000 agl
over downtown Aspen and then they're
like, hey, can you start
descending and can you.
A 1 mile right base three three?
I'm like, sure.
And next thing you know, I see
a CRJ on like a six mile final for
one five.
I'm entering this 1 mile right
base three three.
I'm like, dude, this is pretty cool.
But taking off from there, no
issues like telluride, no problem.
Like, obviously I wouldn't
take it in gusty winds and all that,
but like, with the conditions
are right, I think it's totally.
I have no problem doing that.
Yeah, I think I've been in a
cirrus twice and I was surprised
at how well it handles turbulence.
Yeah.
I was like, this is better
than latitude, honestly.
Really?
Maybe not, but it felt.
I felt very comfortable in it.
It was tighter than I thought.
Like, I thought I'd have more room.
Like I was up against the door
more than I thought I was.
I thought it was a little bit
bigger on the inside.
Yeah.
I mean, it wasn't like too small.
Like all smaller.
All those airplanes are going
to be a little bit tight when you're,
when you're nothing.
Not five eight or five nine.
We're big dudes.
Yeah, right.
It's funny.
I have more room in the SR 22
than I did in the left seat in the
three plus.
That's crazy.
Yeah.
Yeah.
Which is pretty wild.
How about the CJ two today?
Did you feel pretty cramped up there?
Took you a while to get up there.
It wasn't pretty.
Yeah.
Yeah, it wasn't pretty.
Thank God that wasn't on video.
Out of respect.
I did not video getting into
the airplane out of respect.
Thank you.
I should have.
And I should have blackmailed.
Yeah, it was definitely tight
getting in, but once you're in the
seat, the same thing in three.
Plus, it's not that big of a deal.
It's just getting in is not
the prettiest.
So I recommend if you're in
the left seat and you're a big dude,
get in first and.
Cause it's not such a pretty image.
Yeah.
What's crazy is they got it
right in the latitude and longitude.
Cause you feel like.
I feel like I have a ton of
room up there.
Like, left and right.
Like, I mean, you got, like.
You don't have a, like,
there's probably eight inches, maybe.
I'd say, from a right arm to
the wall.
And then between the two
pilots, there's you never touching
shoulders or elbows or anything.
Like, there's so much room up there.
It's crazy.
Totally agree.
Yeah.
And in the longitude, we have
electric rudder pedals.
Oh, my gosh.
We did a transcon.
My dad had some business stuff
out in the west coast, out in Norcal,
and it was like a six hour
flight from New York.
And we got to cruise.
We're like.
And the rudder pedals go all
the way to the aft.
So you're putting your feet
all the way out.
And I'm six four.
Yeah, six three and a half.
Six four and a good.
Yeah.
Okay.
Six three and a half.
And, like, literally, like, it
was just, like, leaning back and
I was like.
My legs were fully spread out
and it was great.
The worst thing about the
latitude was I could never get my
seat where I wanted to go.
And it was usually I needed it
to go one.
Like, you have stoppers, right?
And you needed to go in
between the stops.
Like.
So I kept going.
I could be like, a thousand feet.
I'd go forward.
I'd be like, oh, crap.
900ft.
Go back.
Yeah.
Feet go forward.
So, like, I just, like, keep
playing the game and eventually,
like, all right, I gotta land.
That's funny.
But I feel like if I had the
electric pedals, I could just put
the pedals where I needed to.
Yes.
I believe it would have made
life so much easier.
I need electric pedals.
Come on, texture.
Electric pedals.
In the latitude, it won't do
anything for me anymore.
Do it for someone else.
Yeah, do it for Max.
If he buys a latitude.
That's not gonna happen.
But it's a great airplane.
Yeah, no, it's.
Yeah, dude, that's all I can't
believe you got a longitude.
I love him, so I'm one.
I'm jealous, because that
plane looks sick.
It's got some ramp appeal.
Yeah, the swooplits.
We love the swooplits.
The swooplits are cool.
It's cool when you look out
the left window or right window and
you just see this giant, like, swoop.
It's kind of cool.
But, yeah, I mean, my dad's
mission changed, so obviously, I
love flying single pilot.
I think it's the coolest
thing, I think, for any pilot who
really just loves to fly and
kind of flies a jet at the top of
their game, I think if you can
fly a three plus or a CJ four or
whatever other single pilot
airplane, you've kind of, kind of.
You got to a point of like,
okay, like, I got this.
This is like, I'm a proficient
instrument, you know, current and
jet pilot.
And I think, you know, that's
kind of been a learning process now,
getting into the two crew
environment, because you have, as,
you know, like, the PF has his
role as the pilot flying and the
pilot monitoring as his or her role.
So I think it's cool to.
I said to Steven, our co
captain, I was like, it's like an
art form.
It's like, you do your thing,
I do my thing, and then it all kind
of merges in the middle, and
it kind of paints this picture of,
like, of safety and kind of
roles and duties, and it just kind
of works when it works, and
the extra eyes are great.
Like, having someone else be
like, you're going a little slow,
dude.
Let's.
Yeah, let's not do that.
Oh, wow.
Thanks.
Appreciate that.
Yeah, 100%.
So that's been, you know, cool.
But it's been, you know, my
dad's happy, and obviously, you know,
that's the most important thing.
It's not my airplane.
It's his airplane.
And, you know, I think him
enjoying it and now being able to
go to London and, you know, we
might have some other really interesting
trips coming up, some pretty
long legs.
Like, that's obviously the
most important thing.
So, yeah, I'm happy to see
that he's enjoying it because it
was a big jump for him.
You know, he, you know, he's
almost, you know, 80 years old, and
he needed, you know, to be
able to have a mission that.
An airplane that could fit his
mission better.
So, yeah, very comfortable one
to do that.
Yeah.
So, yeah, now it's like, Max,
can I get an espresso?
I'm like, I'm like, the pilot
and the flight attendant.
Now I'm filling all the roles.
Is it Steve for the espresso?
Apparently, I make a better
nespresso than Steve.
But now Steve's like, you
know, I kind of want to make your
dad an espresso because I got
to, like, you know, get, you know,
I'm like, dude, go for it.
Like, where do you get your
dad on pilot's coffee, man?
I know that's true.
I know I could try it.
Get dad.
I'm pilot's coffee citation.
Dad on pilot's coffee.
He went through, like, three
nexpressos a couple flights ago.
Did he really?
I'm like, whoa, easily.
I'm like, let's settle down
here a little bit.
Yeah, that's funny.
Let's take a break from
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And now back to today's episode.
I know something else changed
that we haven't talked about.
You got your CFI since last
time we talked.
Yeah.
Which a lot of people actually
don't know.
So here we go.
Now everyone knows this is
hot, hot news on the pilot to pilot
podcast.
Yeah.
So my dad was in.
He was traveling on Asia and
Australia for about seven weeks,
and obviously, my mom didn't
have a lot of flying going on, and
I always liked to learn and be
busy and flying and doing something.
So I decided I'd always wanted
to get my CFI for a long time.
It was something that had
always been on the back of my mind
to do, and I was very
fortunate that I didn't have to do
that during my flight training
process, that I did angel flights
and did all these different
missions and other things to build
flight time.
But people had always told me,
getting your CFI, getting your CFI
is kind of like your masters
of aviation.
And, like, you know, I think,
do pilots have egos?
A little bit.
And, you know, it always kind
of was, like, one thing that I would
love to get.
So he was away and I said, you
know, this is a great opportunity
to, you know, get back into
the real deep into the Ga saddle
and, you know, flying jets for
six, seven, eight years.
Like, you know, you don't
know, all.
The little tomato flames is
kind of out of my brain.
Yeah, like, you forget some of
that stuff that you don't use, you
know, on a day to day basis.
So.
So I did, yeah, three written
exams in two weeks.
Shout out, Shepard air.
Oh, shout out Shepard air.
And that was, that was a lot.
I literally just like, I
locked myself in my room and just
like banged out all three and
then started, yes, CFI.
CF double.
I did it all out of New York
in the cirrus.
And it was, you know, I didn't
think, well, one, if I would have
known how much work it was,
I'm not sure I would have started
it because it was, I mean, my
CFI initial study binder is 450 pages.
Holy smokes.
With lesson plans.
And just, yeah, it was, you
know, and I, you know, when I do
something, like, I do it to the.
Max, like, no pun intended.
No pun intended.
But it was, it was a great experience.
Like, I learned a lot.
I think I'm a much better
pilot today than I was six months
ago before I had it.
So I'm very thankful that I
did do it.
But, you know, I had a very
fair and great examiner.
But it's, you know, you need
to know the ACs and the PTS topics
and, you know, be able to
teach it to a level which I thought
was interesting, that it's not
just being able to understand the
knowledge, but it's like
understanding it, being able to teach
it to someone who has no idea
what an airplane is, what an airplane's
like to fly aerodynamics.
And that for me, was the part
that was the most interesting because
it's like we can talk about a
latitude hydraulic system to a flight
safety examiner any day of the
week, but to be able to understand
something and to be able to
teach it to someone who knows nothing
about airplanes, I think
that's a real skill.
And I am by far not an expert
at all because I obviously haven't
really taught at all.
But just going through the
process of checkride prep and then
having to teach the examiner
on the checkride, like it made me
in a sense, want to teach
because I think it was such a.
I really enjoyed it.
Like, I really fundamentally
enjoyed that process.
So, um, yeah, so CFI.
And then literally went
straight into CFI and three and a
half weeks later, had my CF
double eye.
So it was, it was a lot of
flight training, a lot of studying.
Like, it was, yeah, it was, it
was pretty full on, but super happy
I did it.
And, you know, something I've
been wanting to do for a long, long
time and just glad I was able
to get it done.
I'm glad you enjoyed it
because I.
So when I was doing all my
training, I naturally you get, you
do your commercial and you're
like, sweet, I'm going to be an airline
pilot now.
And you're like, all right,
well, actually need your multi engine
commercial and you need 1500 hours.
Like, dang it.
Thought I was going to make
money now and no, but.
So I was like, all right, I'm
going to get my CFI.
Cause everyone's getting their CFI.
But in the back of my brain I
knew I didn't want to be a CFI.
So I kind of half heartedly
went through it and I was applying
for any job I could find.
Eventually I got a job as NRO
survey and I peaced out.
But I had a couple of CFI
lessons where my instructor was like,
hey, we got this other student.
I want you to try to teach him this.
And I was like, what?
How do I teach a brand new
person to understand something that
I only have like 100 or like
258, 300 hours?
Like, I don't know this stuff
that well.
You know, I think I know it,
but I don't know it enough to explain
to it in a way that he gets it.
Like, how are you going to
explain it in the way I get it?
But if they don't immediately
understand how I understand something,
it's like we just stare at
each other.
So you don't get it.
Okay, I'll say it again, you
don't get it.
Well, it's also, for me, it's
like you go to talking to, you go
for your commercial checkride, right?
And you know the information,
but you're talking to an examiner
and he expects you to know it,
but you're not teaching him how to
fly an airplane, right?
He's asking you a question or
you're going through a nav log or
something, and then it's like,
as long as you check off those boxes,
then you move on to the next topic.
But when they're staring at
you and they're like, wait, what?
And you're like.
And everyone learns differently.
So it's like, okay, that way
didn't work.
Let's try this avenue.
And, you know, it was cool.
Also, for me, on a personal
note, because my CFI, who did my
private instrument commercial,
which, obviously, not to sound old,
but I am getting old, was a
long time ago.
You argued.
You're older than I thought.
I'm not going to blast your age.
But you did.
I did tell you.
And you're like, wait, what?
Yeah.
I was like, dang.
Yeah.
I was like, damn, dude, that
hurts a little bit.
Sorry, sorry.
You look younger.
That's what I was like.
Thank you, thank you, thank you.
And it was so the cool thing
was, like, we hadn't flight trained
in a long time together, and
it was cool to kind of go back to,
like, the roots of, like, our
flight training from years ago and
do it with him.
Shout out, Kevin, and do it together.
And he's fantastic instructor,
and I think I kind of doing with
him was a really cool
experience for me as well.
Yeah.
What's he doing now?
Is he still instructing or is
he fine?
Flies gulf streams and not a
bad job.
Latitudes and.
Yeah, does a kind of.
Does everyone fly latitude now?
Dude.
I know, I know, I know.
It's crazy.
So that was.
That was kind of cool, too.
And, like, it was fun to,
like, be his instructor, I bet.
And, like, full circle right there.
Yeah.
And I was like, he's probably
tough on you, too.
He probably didn't let you.
He was the worst student.
He was the worst student.
And it was like, in a sense,
having, I think, someone who knows
you that can kind of push it a
little bit, I think will make, if
I ever do instruct, will make
me a better instructor.
But it was funny.
Yeah, it was a funny process
doing it with him, but it was great.
So you're glad you did it?
You mentioned that.
Looking back on it, you're not
sure if you knew how much work it
was going to be.
You said it was, what, a seven
hour oral?
Yeah.
So my check write.
Yeah, seven hour oral.
And then the second day was a
flight of two plus hours.
I mean, it was all the
maneuvers, not just eight lazy eights,
all that stuff.
Chandels and all that.
Stalls and all that good stuff.
So the flying portion, we all
do that in the sim.
We do stalls, but it's different.
Ga stalls are way different
than jet stalls.
Fundamentally, they're the
same, but they just do things differently.
Right.
Like, you don't slice the
horizon, you know, recovering from
a stall in a.
In a GA airplane.
You just.
You know what I mean?
So it's like, differences like
that, but it was a seven hour oral
and then flight, and then the
instrument, you know, was the add
on was, you know, three and a
half hour oral and, you know, whatever
the flight was.
But very happy I did it.
Super happy.
I think it was a great
accomplishment, but learned a lot.
And, yeah, it was a lot of work.
But you know what?
Sometimes things in life that
are rewarding.
It's a lot of work, as you
know, it's like going through, I'm
sure, your american airlines
stuff, like stressful moments, and
you're super experienced, and
it doesn't matter how much experience
you have, you push yourself to
learn new things and new experiences
and stuff like that.
Like, I think that's what we
all should do as pilots as we get
older, to keep kind of
learning new things.
So when.
When Emmett, my kid, when he
turns, we'll say, 1516, I'm going
to ship him off to Jackson
Hole, Wyoming, or white plains, or
wherever you are in LA.
Yeah.
And you're going to train him.
I would love that.
Emmett, you better get ready.
Emmett, I'm ready.
Yeah, I love it.
No joking around.
He's going to pay for your
training, though.
Not me.
I'm just kidding.
And anyways, we're speaking of
new things.
One of the reasons why we are
here in general is for some pretty
cool stuff that was coming out
that we got to see today.
We get to fly simulator, and
then we also got to fly CJ two, which
is really cool.
I've never been in a CJ two.
I've always sat in a latitude,
looking like, who sits in those?
Who goes and flies in those?
And I got to be the person
that got to find it today.
Well, I was getting flown around.
I was essentially citation
Justin today.
So I'm officially a part of
the citation family, and I expect
to be in the rotation with
citation mom, citation dad.
I think you have citation dog
and citation Leon.
Citation goose the dog.
It's natural.
It's like.
It's part of the rhymes.
It kind of flows.
I agree.
Let me know if your dad needs
anyone to go with him on some trips.
Make me.
And I'll be like, max, make me
an espresso man.
All right, let's do it.
But we were here to see some
new things.
Specifically, some really
exciting avionics that are going
to be in some of the turbo and
turbine powered aircraft and jet
aircraft with the G 3000 prime.
We got to see it today.
We got to play with it.
But first off, we gotta get
the elephant out of the room.
My first takeoff in the sim
was probably the worst takeoff.
I'm sure my kid, as a two year
old could have took off.
It was sensitive.
All right, that's what I'm
gonna go with.
The trees were coming up fast.
All right.
It was very sensitive.
It's not real life.
You only took out, like, four trees.
Yeah, it's not that bad.
We didn't red screen, so
clearly everything's fine.
No, we're good, but let's talk
about it.
The G 3000 prime.
In your first experience, one,
when you saw it, and then two, just
the functionality of using it.
Yeah, I think the first time I
walked in the room, and I saw it
this morning, one, I saw you,
and I was like, I got to say hi to
my boy Justin.
But then I was like, sorry, dude.
Like, I got to check this out.
You pushed me aside, and
you're like, is that.
It was a love bump.
You know, it's just, you know.
But it was super cool.
I think the first thing was
the clarity of the screens.
Them, you know, they're
obviously the same size, but they've
been able to remove the side
kind of paneling along the screensh,
which makes them look so much bigger.
And, yeah, it's just the
graphics, the kind of.
The layout's different now
with you have how the screens are
done, and obviously, just
seeing it, let alone even sitting
in the sim, working it with
you, it just looks so modern.
But it also, for me, feels
like you're flying a bigger jet.
It's something that would be
in a more complex jet than a part
23, whatever it might be.
Well, I mean, my first thought
process was like, oh, and my first
thought process.
Same thing with the screens,
like, how clear they were, how.
How sharp everything looked.
The controllers just looked bigger.
They are bigger.
And they looked just so clear.
Yeah, but I thought the same thing.
I thought, like this.
All the stuff that you can do
is the same stuff that you can do
in an airliner.
It's like how everything's
displayed, how everything's worded.
It's just, I feel like I'm in
a 737, and being able to do that
in a plane, like, whatever
they decide to put it in is incredible.
And just the safety features
and, I mean, Garmin just does so
well with situational awareness.
Like, that's one thing I miss
so much about the 737, is having
all my screens, and just like,
all right.
All four of my screens confirm
where I am.
It's like I know exactly where
I am wherever.
I mean, you know where you are
in that, too.
But seeing it visually, like
you can on a G 5000, G 3000 or 3000
prime, it just makes it feel
so much better.
Yeah.
And I also think looking at
all the platforms like we talked
about earlier, where you go
from the G 3000 to the G 3000 prime
to the G 5000, they all do
things differently.
And I think the G 3000 prime
just continues to build on the evolution
of what Garmin had been
building for such a long time, of
next gen innovation and just
making things just that much better.
But also still, the G 2000 is
still an amazing system.
The G 5000 still an amazing
system in part.
25 airplanes, they're all different.
But I think when I saw that
today, it was just, I was blown away.
It just was like, whoa.
Like the touchscreen.
And we get into the details of
what, you know, when we did our flight
to, where did we go to Boston.
Right, Morris, Boston, after I
crashed the sim.
Then we got, it was a smooth takeoff.
That was beautiful.
It was a beautiful.
Once I got used to the
sensitivity, smooth it out, autopilot
came on.
It was great.
500Ft autopilot every time.
But yeah, I think, I mean,
just how quick everything is.
Like, I mean, we, you were
doing something on your screen, I
was doing something on my
screen, then we were both doing something
on the same screen on the MFD.
And it was just like lightning fast.
And I did enjoy stealing your PFD.
Yeah, you were controlling.
It was crazy.
But just that functionality of
like, you're, like, you're really
busy doing something and you
could be like, hey, Max, can you
put this chart up on my PFD
for me?
1 second.
It's done, it's right there.
And just the functionality of
everything was super cool.
And just, I mean, going
through all the secondary flight
plan stuff, it was just,
there's so much information.
But the cool thing was you
don't have to go to 13 different
places to get that information.
And I think that was something
that, especially flying these airplanes
single pilot.
Like, if I need to get
something, I need it in two steps
or in one step, nothing, you
know, eight steps.
And I think seeing how easy it
was to access the information on
the G 3000 prime was eye opening.
Because it's all literally on
your fingertip.
Yeah.
I mean, it's cliche to say,
but it's really, it's true.
It's like we did one button,
we hit the screen, then one more
thing and we got exactly what
we needed.
And I think that was super cool.
Yeah, I mean, I haven't.
So I left my last job in April
and it's been almost six months since
I've been in interaction with
a Garmin FM's, and I felt extremely
comfortable and something
that's essentially brand new.
It's like, just the fact that
I had any knowledge, even if I was
just coming from a 1000 or 430
or 530, I was just intuitive.
And I was just like, boom,
boom, boom.
In fact, I can't remember his
name now.
Sorry.
Super nice guy, though.
Yeah, he was great.
Amazing.
But he was like, all right,
you guys are going to, like, quit
touching buttons.
Like, you're moving too far
ahead right now.
Like, we gotta.
He's like, all right, let's
get the plane loads.
Like, oh, you got it loaded already?
Okay.
I said, what other cliff?
Take off that, too.
He's like, all right, let's go
back so we can explain that so everyone
else can understand.
It's like, oh, sorry.
I said on my hands.
I'm sorry.
I can't help it.
And even though some of the
emblems are different, it still had
such a, I think, intuitive way
about it.
Like the active perf stuff.
Like, even though it looks
different, the layout, it was like,
oh, it's right there.
And perfect.
Boom.
That's done.
It's just everything was so, I
think, intuitive.
I keep saying that word, but it's.
That's what keeps popping in
my brain because it's like, man,
it just all worked so
seamlessly, and I think that was
pretty unique.
Yep.
And then the safety features,
obviously, you know, we had the big
auto land.
You have the emergency return
that's built in there, and the FM's
as well, where you just hit
the button and it automatically sequences
to what you put in for the
Runway and the approach you want
to go, which is just.
Just second to none.
You know what?
The fumble.
You already got so much going
on and so much you're thinking about.
The last thing you need to be
doing is confirming an airport, confirming
an approach.
It's like, just fly the plane.
It's already set up.
You hit that, you already get
your numbers, you're coming in your
lane, it's over.
It's the next day, you got
your maintenance done, and you're
good.
That's it.
And I also think having safe
return in a jet, how can you beat
that?
That?
Just from a safety point of
view, the emergency return is super
cool.
And I think that saves.
I mean, talk about saving
steps, right?
We've seen it in other platforms.
Like, it's.
It takes a couple things to
get, you know, if you need to go
somewhere else and move stuff around.
It was literally.
We hit one button.
Yeah.
And it was.
That was done.
But I think the.
The safe return and, like,
that, for me, is just huge.
Like, I think if you're taking
your family in the airplane or friends,
loved ones, whatever, like, having.
Being able to just know that's there.
I mean, that's the biggest
luxury in the world.
Well, it just takes a lot of
the guesswork out, and it's already
done.
All right, cool.
Let's go back.
Yeah.
Let's land.
Yeah.
100%.
Yeah.
Also today, what we got to do,
like we said earlier, I got to go
in the CJ two for the first
time and be citation Justin, which
was fun, but you and Jessica
had some fun.
You guys were.
I was trying to sleep, and I
just kept on getting Joel.
It was bumpy.
It was pretty bumpy below the clouds.
I was just like, whoa.
Okay, I need a.
Need a bag back here.
It wasn't that bad, but we
took off.
What do we take off?
Three six, or when I took off
one eight.
Yeah, we took off one eight,
and then you guys were going up and
testing out some features.
What was I kind of under sack,
and I have a headset, but from what
I gathered, it was under speed protection.
She showed you some of the
radar, right?
We're showing the auto radar.
And then were you testing if
you banked too far and it would come
over?
Because I could feel the plane.
Like, I could feel something
kick in.
Yes.
It was cool.
So, we had that.
That specific thing was a bank limiter.
So, basically, you would go
past it, have these green little
bars, and you banked that.
And if you kept going past
that bank limiter, whatever, it would
be on the turn coordinator, it
would go amber.
Then if you would hold it
there for, I think it was 10 seconds
or whatever it was, then
eventually, the autopilot would kick
on, go wings level, and bring
you back to straight and level flight.
That wasn't you going straight
and level?
That was the.
No, that was autopilot.
Like, literally, you just
release the controls.
Autopilot takes over, levels
the wings.
Does autopilot stay on and
keep flying.
Or is it keeps flying?
Cool.
So, that was super cool.
The underspeed protection,
seeing that and how smart the autopilot
is, too.
Like, it will keep pitching
down to kind of get back there speed,
and then it will level off,
and just stuff like that, which you
don't think about if you keep
the throttles.
Let's say you're shooting a
non precision approach.
Right.
And you're busy.
You're trying to find the
Runway, and you're looking outside,
and you have of 15 things
going on, but you forgot to put power
in.
It will give you this mode,
this underspeed protection mode.
Stuff like that is just
really, really cool, I think, and
just added safety features for
the whole process.
That was cool.
Then we did a couple go arounds.
Seeing the airplane literally
on autopilot, going down on this
approach, on an lpv approach,
and then just hitting toga, I.
Was surprised by the go around.
I thought, we're coming on a land.
Did you really?
I didn't know what was going on.
I thought we were land, like
in a film.
I was filming Max's landing.
I was like, this is cool.
Looks a little different, but
this is cool.
Yeah.
And then all of a sudden, oh,
okay, we're going around.
Max messed it up.
We're unstable.
And it was literally three steps.
It was toga, full power, going
around, and then, you know, positive
rate, gear up, flaps up, hit nav.
Everything else done.
So.
So in a CJ two, that some of
these older airplanes have older
avionics, that you can then
put this new TXi stuff in the Garmin.
All this new brand new Garmin
equipment, and be able to have all
these safety features, be able
to have all these protections.
It was a cool experience.
It was really, really cool.
Yeah.
I will say that.
I'm glad.
So my grandpa was a pilot, my
dad was a pilot.
I'm glad I'm a pilot in this generation.
I'm sure my grandpa be looking
at me, he's like, you have way too
many avionics.
I flew over the himalayas, the
Chinese Burma hump, and I had, like,
a magnetic compass, and I
looked at the stars, and that's how
I navigate around Mount Everest.
And I'm like, I need six
screens that bright.
The brightest capacity to get b.
I need touch screens.
It's like I can't function
unless I got my screens, man.
Yeah.
I mean, even when I did my
ppo, I wasn't.
There was no foreflight.
There was no iPads.
It was paper charts.
That wasn't.
Yeah, I mean, I'm old, but not
that old.
Like, that wasn't that long ago.
And like, dude, like, without
foreflight, without Garmin pilot.
Without Garmin pilot, sorry,
no one needs foreflight.
That's true.
Without Garmin pilot.
Like, you know, all these new
technologies that give you more situational
awareness.
It's a different world.
Absolutely.
And when you.
When you brought up Garmin pilot.
It made me think of one of the
features that I think is really cool
on the 3000 prime is that the
fact when you go, you can touch an
airport.
Everything's touchscreen, even
the mfds.
Everything you touch it.
It brings up the rotary wheel
from Garmin pilot which I've always
liked, I've always been a fan of.
But having that usage I never
really thought about it being on
avionics itself and how much
easier it is to get to the weather
to get to a direct to do so much.
It's just right there.
Rotary wheel.
Boom.
Hit it.
All right, you got it.
It's like, wow.
Nice.
It's funny you mentioned the
Garmin pilot because when we took
delivery of the cirrus they
gave me a year free of Gorman pilot.
And I was like, it was not
about the money.
But I was like, oh, this is
like right in front of me.
You're cheap, huh?
Yeah.
No, but it was just like I
never had.
I'd used it a long time ago.
I forgot why I stopped using it.
But there's obviously been
huge improvements and they've done
a huge amount of work on it.
And I know people rave about
Garmin pilot now.
I started kind of messing
around with it and it's honestly
super cool.
And now using the G 2000 prime
it kind of is just like that perfect
step up from kind of going
Garmin pilot, having the G 2000 prime.
All the emblems kind of look
the same and that rotary wheel, it
was cool.
Yeah.
I always told people it's like
having a G 5000 in my pocket.
That's what I just.
Everything looks the same.
It's like, just works out perfectly.
But now I'll save a G 3000
prime in my pocket.
What?
Even today on the CJ two
flight, we had a flight plan in and
Jessica on her iPad straight
into the TXi GTN.
Seven hundred fifty s one button.
We hit messages, except.
And it was within 0.2 seconds
it was in there.
That was super cool.
Straight from Garmin Pilot.
Did you ever fly 430 or 530?
No.
So you never had to, like, I
like the wheels.
You know, like the little knobs.
Like you had to get you to put
each an individual fix in.
So if you had, like the Vor,
you had the radio, you to put every
single fix in for the whole
flight plan.
I've done it in the sim, but
I've never.
And it's like.
It's tedious.
Yeah.
Yeah.
That's when you're going out
to fly and like .3 is on the ground,
because you're just.
But now you just.
You just put it all in, like.
A .6 for me.
Yeah.
Right?
Oh, yeah.
Some things take a little
longer for.
I'm just kidding.
But CJ two has been a while
since you flown to CJ two.
I've never flown a CJ two.
Oh, really?
Yeah.
CJ three.
So I'd flown a CJ four.
Obviously has different avionics.
Too many CJ's, man.
Yeah.
I'd flown.
I've been in a CJ three once
in the right seat.
A guy, a friend of mine, he
had one, and he took me up, and it
was very different.
But I think the biggest thing
for me, which I kind of was talking
to Jessica about on the
flight, is there's, like, five screens
that do everything right.
They take so many of the
buttons and switches and the complexity
of it and make it just
literally, it was like two seven
hundred fifty s.
A GFC 600 autopilot.
You know, a really good
looking MFD.
I think it's the 600 500, but,
like, it was just so seamless and
clean.
And I think on other airplanes
that I've flown that didn't have
this, it was like.
There was a lot going on.
Right.
On non Garmin airplanes.
So it was cool to see it.
Just.
Just very single pilot friendly.
It was cool.
Yeah, no, it was cool.
And in the back, it was cool, too.
You know, you're laning.
I gave you a five out of ten
to the first, but I'll give you.
Give you a seven.
Seven.
Yeah.
I think that's actually being
really nice.
It was.
Yeah.
Were you nervous?
Did you know that I was gonna
be back there judging you?
Or you're like, oh, my gosh,
Justin's gonna judge me.
He's probably taking a video
right now.
It was funny, when I was
coming in, I was like, man, like,
this.
Sight picture is like, I went
from the longitude.
Oh, it's so different.
And I was like.
But it kind of brought back
good memories of flying the CJ three
plus.
But it was like, okay, where
do I flare?
Cause I'm sharing 50, 40, 30, 20.
And, like, there.
I could have done it for you.
The back 50.
4013.
I know.
But no, it was cool.
I think seeing today the TXi,
the new fly with Garmin, all the
new stuff, but also seeing the
G 2000 prime of how they.
The two different platforms,
where there's similarities, but differences,
but also, I can go from a G
2000 prime to the new TXI and all
that stuff.
And it's not like you're like,
wait, what is this?
Everything kind of just works, right?
So you could see someone going
from a CJ, two of this to a CJ, whatever
it's going to be or whatever
it might be with the primes cockpit.
So that was kind of cool to
see, too.
But, yeah, I'm just blown away
from that prime.
I mean, it was just like, whoa.
Yeah, it left me walking away.
The last time I came here with
Josh, I was like, all right, I need
to figure out how a way to buy
a 182 to get avionics in my plane.
And I'm like, all right, now I
need to find out.
I need to find out how to buy
a bigger airplane so I can put this
in my plane.
Yeah.
So if you want to sponsor a
podcast, hit me up, because I got
bigger goals and bigger
ambitions now.
Yeah, no, it was just a great,
great experience and just, I mean,
just the future of what's coming.
Right?
Like, this is just like, I
mean, you feel like you're in like,
2045.
Like, it just feels very like,
you know, next gen.
I know that's not what it's
called per se, but it just feels
very like the future.
Right?
Like there's just a lot of
features and functionality and just
technology that you're just
like, blown away.
Yeah.
At least I was.
I mean, I think you were heads down.
I was heads down.
We were just kind of trying to.
Figure out, I mean, there's no
auto throttles of speed.
Just shooting through the roof.
Let me touch this.
Let me touch this.
At least I felt like this.
Like a kid in a candy store.
Yeah, I agree.
Cause there's just so many new
features and it was.
It was just a very cool, cool experience.
What else is cool is you flew
to MCI for the first time.
MKC.
Sorry, downtown.
Yeah, my apologies.
Flew to MKC, which is one of
my favorite airports to fly into,
whether it was in latitude or
if we used to fly freight into there
quite a bit.
What are your thoughts?
Super cool.
Yeah, it was a really unique airport.
I've seen like a huge antennae.
Where was that landing?
North or south?
If you're landing north, it's
right off to your right.
Okay.
Because we landed south.
Okay.
So, yeah, you'll see it, though.
Okay.
Because I'd always seen, like,
you know, in, like, in different
magazines stuff.
They always have, like, those
pictures with, like that downtown
with an airplane right in
front, like at dusk.
Yeah.
I was like, what airport is that?
There it is.
And I said, yeah.
And then it was that airport.
It was a really cool airport.
Like, I love airports like
Cleveland, you know, Burke Lake front.
And you know, airports like
right on the kind of like a lake
river where it's short Runway,
but it has like a downtown kind of
city right in front.
Like, it reminded me a bit of that.
So yeah, it was really, really cool.
And then you also mentioned
you got barbecue.
So to end this podcast, what
is your favorite Kansas City barbecue?
I have only been to one Kansas
City barbecue place, and it was last
night.
Only one.
I've only ever.
Last time I was here, I didn't.
Have barbecue chiefs game or something.
Something.
I know.
Do you know there's a Mahomes
three arrival?
No.
I'm not surprised though.
I was, I was coming yes, yesterday.
And we were like, wait, did
they just say descend via the Mahomes
three?
That's funny.
And I was just like.
And then Steven was like,
yeah, there's like, like, it was
pretty cool.
There's gonna be a swift
arrival here.
So I went to Joe's.
Casey Joe's last night.
Casey Joe's good.
Yeah.
All right, we got, we got
thumbs up over there.
So Casey, you made a good choice.
What'd you get, though?
I'm gonna judge you on your
order, dude.
I got a lot of food.
Don't tell me you just got salad.
No, dude, what kind of guy did
I am?
I don't know.
It's in a gas station too.
Okay.
So that was kind of like, it
added to like the whole, like, vibes.
Yeah, you know, dude, I got
turkey, brisket, pulled pork sandwich,
Mac and cheese.
Dang, dude.
Coleslaw.
No wonder you didn't eat
anything today, dude.
Yeah, I was.
I was like, dude, when?
In Kansas City?
Yeah, go big.
And we went big last night.
Love it.
Yeah, so it was good, but yeah.
Well, Max, thanks for coming
on podcast, man.
Wow, thanks for coming on the
podcast again, man.
Is.
It's always great having you on.
This is technically we said,
what, the third time?
Because I interviewed those a
long time ago that interviewed you
and then you and Stevie when I.
When we had our.
Not when we had our kid, but
when my wife and I.
When are we gonna have a kid, Justin?
Never.
I don't see enough.
But you interviewed Stevie,
which is a great episode.
If you haven't listened to it,
you should go listen to it.
And then now we got it here.
It took coming to Garmin to
make it happen, but we'll do another
one sometime soon.
I would love to.
Thank you for having me on the podcast.
I appreciate it.
I appreciate it.
Cool.
Avia Nation, thank you so much
for listening to today's episode.
I really appreciate you taking
the time.
The g 3000 prime was great.
Going to Garmin was amazing.
Just the whole experience in
general, working with Garmin has
been a dream come true.
So I really, really appreciate
them flying me out there to fly in
the CJ, to fly in the
simulator and to I don't know how
much they're gonna put in the
videos, but I'm gonna put this at
the end of the episode because
I don't want anyone to hear it.
Hopefully no one listen to
this, but I could not take off out
of that simulator.
It was so touchy.
So it's in there.
I hope it is.
Maybe we're gonna laugh at how
bad I was at the simulator.
So, aviation, that's all I
have for you today.
And as always, happy flying.
Pilot.
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