Very cool. Just retired from 34 yrs of airline flying. The similarities in loading "the box" are many but these days we no longer enter the route. It's automatically downlinked directly from dispatch to the jet. There are too many opportunities for error when flying from one side of the globe to the other. So all routes load automatically. Of course, there are rare times when ATC tosses you a last-minute curve and you have to load it manually. But we have procedures for that to eliminate errors. Of course, we have to ensure position, database, performance data, etc in addition to verifying the route. There is a slightly higher level of automation when bringing everything up in the box. This is really NICE when you're flying 80+ hours plus per month. Takes a lot of the BS and errors out and makes setting things up a snap. And when you're behind schedule, it really helps. I'm thinking of doing some Citation flying in a 500SP. Have not touched a GA bird in 30 years. Thanks for the excellent video and your "style". Not too serious, yet not too lax. Just perfect in my mind. It's been my experience that guys on both extremes are a pain in the ass to work with.
Interesting to read your post, I am a software engineer and I was thinking that there are way too many opportunities for human error as I was watching this video.
When I first started flying the X, I was looking for exactly this sort of video. I thought I should "solve that problem" now that I'm flying it regularly. I love the airplane! It can be a little "truck like" in its handling. But I really like the plane and it's performance.
@@jetboy1891 I have my first day in a X as SIC in another day (first real jet job even!) , this is exactly what I was looking for on how to operate the flight computer. Thank you!
@@jessemcclintock7162 Thanks very much Jesse! This is what I hoped for. When I first started flying the X about 4 years ago I was looking for exactly this kind of tutorial. I couldn't find it. So when I got comfortable flying the plane I thought "I can fix that!". Hence this video series :) I've got a bunch of T.O. and landing video I need to edit and will put up next. Congrats on the new job and enjoy!
You can get one for $3MM (used of course), $3k per hour to operate plus $400k per year in "fixed expenses". Depending on your priorities could be somewhere between that Ferrari and a third vacation home ;-) Ping me when you get that lottery jackpot and I'll help you locate one and set it up. (It's an awesome machine!)
Thanks! When I first got typed in the X I was looking for videos on how to operate the FMS's, and could find very little and was disappointed. After I'd been flying the airplane a year or two I realized "I can fix that!"
Cool! That’s exactly why I did these videos. When I first started preparing for my initial in the X, I looked all over for videos on the FMS, and generally how to navigate around the cockpit airplane and what was out there at the time was pretty thin. So after I had been flying the airplane for a year or two I thought “I can fix that problem!“. Thx for the feedback
@@jetboy1891 you definitely fixed it! You’re still the only one with clear and direct videos. They’re great man. I’m an SiC in the Falcon 2000 at flight safety Teterboro…the transition into this plane is almost backwards because I’m going from the EAZy point and click avionics to a scratchpad FMC. This is helping a lot
@@RyOnDrums cool 😎 - the good news about learning these older scratchpad FMS’s is that the logic/architecture on these is common to so very many FMSs. You will feel right at home with many different airplanes that are set up the same/similar to this one. Fly fast!
@jetboy Thank you for this start-up POV in 770CJ. The Citation X(+) has such a large fan base, and yet with the high level of privacy most enjoy there just aren't any other start-ups like this. Such a treat. Any chance you might be able to do a series with comms, take off and landings? #hinthint
Thanks! And I'm working on exactly that (a series of FMS programming, then will work on several of actually flying the airplane). Just put up one on plugging in a flight plan. If you subscribe to my channel you'll get notified each time I put a new one up
@@jetboy1891 Done. Thanks for pointing to startup concerns for those of us not familiar with your checklist! Would love an explanation of your Honeywell panel and how it was decided over the G5000 or (my fav) Collins Pro Line Fusion (if that is/was even an option). Will the 750K +/-wingtip upgrade for 'CJ' be in the future for the company? Or is the ROI too small to consider? Thanx again!
@@iNSANEcOOkieMONstEr There were not “platform” options when you bought a Citation X. So all the “legacy” X’s have the Primus 2000 platform (options within the platform for sure such as IRS’s, MLS, HF radios, etc., but all on the Primus 2000 platform). When they went to the Citation X+ they changed over the the Garmin platform (among other changes to the airframe and engines). So all of the legacy X’s look very similar in the cockpit as do the X+’s. Separately, unfortunately this airplane is not likely to get the winglets (much to my disappointment).
W O W Jetboy!!!!! Very nice video. Thank you for not only showing us how to step by step close up start this plane, but also for explaining things as you do them with the close up of the camera. This has been the best how to video i've seen as of yet showing how to get this Jet going. I hope you make more hands on learning videos like this on more jets or of this one. Great job.....
Thanks so much Emo Jim! Yeah, I wanted to make it pretty clear how to go through the steps (and not try to prove how “fast I could whip through everything”). I do plan on making more. I’ve got a couple posted on programming the FMS flight plans and perhaps one on the performance calculations. I hope to get around to posting some on “flying” the plane (Takeoff’s, Landings, and some approaches into interesting places - “interesting” as in “challenging” or “unusual”), but I feel like I need to figure out how to take those with two simultaneous GoPro cameras so you have a view of inside the cockpit and what’s outside the windscreen at the same time. Hopefully soon...
@@jetboy1891 ua-cam.com/users/BaronPilot Pretty cool guy.. Ask him also about how to monetize and have manufacturers sponsor and pay for you efforts. it will give you a boost and help to build multitudes of followers.
I once built a box for my 3 year old son from an old desktop computer that was just full of buttons, switches, lights, and knobs to twist - for exactly the same reason you list ;-)
Funny, it seems so simple to me. I think repetition makes it so so familiar. (And, as has been pointed out, newer technology can load much of this data automatically. This airplane is 20 years old) When I was ~11 years old and got up in the cockpit of a Boeing 727 and my eyes were as wide as saucers. I said "How do you know what everything is and does?!?" The wise old captain (my age now ;-) ) said "well, when you first start to learn you only have 3 or 4 dials and a couple switches. You learn that, and then after a while add another dial, and maybe another switch. And keep on adding a dial and a switch from there until you have this (sweeping his hand across the cockpit). And this seems pretty easy now". Made total sense to me. (I tell that story to every kid I bring up into the cockpit that is wide eyed with amazement.)
Dude you were right, this is about the coolest thing in the world lol. I’m on it right now, they even have WiFi.. and you were just about right on the estimate, the pilot said 3 hours 8 minutes from wheels up to wheels down. Awesome jet! 😎
I try not to sugar coat my passenger briefings (like is often done by wishful pilots). If my flight planning (with realistic performance numbers) says 3:42 enroute I will tell the passengers "just under 4 hours, probably about 3 hours and 50 minutes". All of our expectations are set realistically (and the ground transportation is not frustrated because we are "20 minutes late"). You're already going really really fast. Why not make it real(istic)?
Yeah, that makes sense. His was right though lol. It was a windy af landing as well, I think the aircraft did a pretty good job with it though. Thanks! 😎
Clock, Map, Ground, that's what I was taught, mind you, it was in a helicopter. It's interesting to see modern avionics, and we have to take our hats off to the pioneers of aviation and the bomber crews of WW2, and how they did things, while being shot at, at night, needs must I suppose.
Thank you for sharing the Citation X startup, it is very instructive and interesting, could you share the complete checklist in the normal procedures section to know the step by step startup and other procedures?. Very good video keep it up and looking forward to more videos like this for learning.
Thank you very much !!! Great C750 demonstration. I like she so much !!! May be a little bit old plane, but from my POV is the best and much better than Longitude/Latitude with their Garmins. Primus avionics is still the best. As I can see you operate one of first models with single electrical system without X-Tie switch ?
Correct, this is serial number 78 so not the split bus, nor re-geared ailerons, nor engine upgrade to -C2. All of which were improvements, but I would classify each of them as “small” improvements (IMHO).
@@jetboy1891 That is very nice. Yes, this Global Virus Problem and people flying to other cities and countries spreading the problem is o e if the biggest things I continue to hope it will be solved and handled better.
If you disconect the batteries wont the computer forget all the savings from your headings and preferences and such? Or is it a built in battery in the avionics?
thanks! followed your instructions and i was able to turn on the plane. now can you give me a DIY tutorial on how to defend against these felony charges on attempting to steal a plane?
Lots of bragging rights ;-) I regularly see Mach .92 in the decent. And often .90 in cruise. I'm also regularly faster AND higher than most airplanes (some newer Gulfstreams, big Falcons, and big Global Express can go this fast - but there just aren't many of them yet) spending most of my time between Mach .85 and .90 and 43,000 to 47,000 feet.
I got two questions I noticed when you shut off everything after programming everything did the system lose everything you put into it and then you have to do it all over again or does it have a built-in memory system to wear when you shut the system down it still maintains flight data and flight plan? Second why is your flight plan flight level 45,000 usually just like yours would fly in the 30s I remember his story and it’s on UA-cam about a jet like yours flying at 45,000 feet two pilots then wind up losing control and crashing because they were so high up even the ground control asked why are they so high usually they don’t fly that high they said.
Two answers: 1) Yes, once you shut everything down the system "dumps" everything you loaded and you have to start over from scratch if you power back up. For the Primus 2 it doesn't store anything and is completely wiped out when you shut down. 2) This airplane is designed to fly high (and fast). I spend 90% of my trips between 43,000' and 47,000' quite comfortably. It's not uncommon for me to end up at 49,000'. And two weeks ago I took it to 51,000' (I was quite light with no passengers at the end of a trip having burned off most fuel, and most importantly the temperature was ISA -12 degrees, so like -69 deg celsius). That whole thing about "losing control at altitude" is mostly pilot BS/old wives tales. But, kind of like taking a Ford F-150 pick-up truck up to 170 MPH, if you were able to get an old Jetstar dash 8 to 45,000' you would surely be asking for trouble with control (you can imagine it would be incredibly difficult to get either of those machines to those speeds/altitudes) btw - most airliners spend almost all of their time in the mid 30's (like 37,000'). (They are not Citation X's.)
@@jetboy1891 that must suck do you have to enter all of that data again it’s too bad they don’t have aircraft to where you could use like a USB drive plug it in and it has all the flight parameters already programmed into it and just transferred into the aircraft computer it would be so easier to do it that way
The first time ATC asked me what our Mach number was, I looked at the display and had never said a number that high. After a pause, I said "Nine-one." Then ATC asked a SWA 737 what their M number was, the pilot goes, "Uh, nine-one?" Everyone was laughing.
There are definitely some bragging rights that come with this airplane - most of which I'm still in awe of. And yes, it's cool when you get some pilots or ATC that give you that fun interaction ("you can have whatever altitude you want - I don't have anyone near you, tonight or this year": when I asked a controller if I could have a block altitude from 47,000' to 51,000') ;)
It's just a mnemonic. "FEE" reminds you to put the first MFD (second screen from the left) on the "Fuel & Hydraulics" page, the center screen on the "Engine" page, and the right MFD (4th screen from the left) on the "Electrical" page. This way you can monitor the hydraulics are pressurizing and transferring pressure from the right to the left (via the PTU) with the right engine start, start pressure, and the generators are working properly and balanced.
Honeywell "Primus 2000" avionics. All of these "legacy Citation X's" have the Primus 2000 avionics so they are all very similar in the cockpit. ("Citation X +" of which 24 were built from 2014 though 2018 have the Garmin G5000 avionics (plus several other upgrades)).
Nope, you didn't miss anything. The pressurization is pretty much automatic. The PACs (Pressurization and Air Conditioning) stay on all the time (they sequence off during start automatically), and the field elevation is already set correctly from when you landed (and often doesn't change much unless you are flying to high altitude airports). Good question/catch though!
If ALL the glass displays fail you have three instruments that are completely mechanical that you can fly the airplane with. If you look starting at the 6:25 time mark in the video you will see the three next to the back up engine instrument (that has N1, ITT, and N2). The three back up instruments are a combined airspeed/altimeter, attitude indicator, and directional gyro. (Once I was in the simulator and we were way ahead of the syllabus and I did several approaches with only those three back-up mechanical instruments with all of the glass "failed" - just for fun ;) ). Also, if any of the glass displays fails you can push the data it displays to another glass display. Know that a fundamental design philosophy with aircraft design is "redundancy, redundancy, redundancy..." Good question!
You definitely get a little smug about being able to go higher and faster than almost anyone else up there (at least in the civilian world anyway). You even get used to it... ;-)
Hi Nick, Yes, for the Primus 2000 (installed in the legacy C-750's) when you go straight to "Nav" on the IRS's they automatically sequence through "Align" and then once aligned they automatically sequence to "Nav". So by going straight to "Align" you save a step and also get's the IRS's on line a little faster (since they immediately sequence to "Nav" after they "Align"). (It's also perfectly legit to select Align, and then once aligned, select Nav). (Cool trivia: I'm currently at 47,000' over the Rockies headed to Los Angeles as I write this in a C750 :) ) Blue skies!
Yeah, there is some debate on this technique. The pros to bringing up the EICAS first include that you have a little more information during APU start. The pros to leaving the EICAS off include that you have a little more battery power for the APU start (slightly cooler start). I've seen and done it both ways.
@@jetboy1891 Bring up EICAS so one gets the “APU FIRE” warning and press APU FIRE TEST. With a good test, one can turn off the EICAS And then start APU. Would be a shame to get an APU FIRE Warning and find out APU Fire Bottle is flat. Pros don’t rely on luck
@@capt744 Fortunately on the X you have the APU fire test, warning and extinguishing capability outside of the EICAS (it's the separate "old fashioned" displays on the APU subpanel and top right of the co-pilot's panel). You get fire warning, test, and extinguish capability without the EICAS, so as an "efficiency" tool (saves about 1 minute not waiting for the EICAS to come up and self test) and also way of making the APU start faster/cooler (because you don't have the ~20 amp draw of the EICAS) you can get the airplane up and running safely and spend more time making sure all other systems are tested/navigation put in and double checked/and company communications are done while the pax are buckling in and wondering why their 500 knot jet is not getting them closer to their destination. :-) I've seen it done both ways. I think this is the safer way (and happens to be faster).
It's because the switches/buttons are grouped by their function outside of "starting". Other than the "start" and "disconnect" 3 buttons the other switches have other functions. Your question is a good one however. And airplanes have become significantly more "logical" over the past few decades, and continue to become more automated. For instance, the start sequence in this airplane is simply "start button", and then "fuel lever out of idle cut-off". In jets of old, you would manually control the starter (on AND off), fuel, ignition, and boost pump. We're getting better - just slowly.
It's a good question. They need to "align" their gyroscopes (spool up and stabilize). Fundamentally the IRS's (Inertial Reference System) and the GPS's (Global Positioning System) are both independent and completely different in how they work. The cool thing about IRS (similarly INS = Inertial Navigation System) is that it measures exactly where you are by summing up all of the accelerations (and consequent velocities) in every direction (forward/backward, left/right, and up/down). If you know those exactly you can know exactly where you have traveled compared to where you started. Hence the "GPS position" align/initiation when turning on the IRS's. You have to know exactly where you start from for the IRS to know where it is now (and ends up at). IRS is cool. If I lose GPS reception, I can still navigate very accurately. Look up Robert Goddard and also MIT's "Draper Labs" for more on developing this technology in the 40's and 50's - btw I had lunch with Charles Stark Draper at a lunch the glider club put on at MIT in the mid 80's (when I asked him "how often do you fly?" he responded with "every chance I get")
@@jetboy1891 Yes we get that but you have not answered the question. Why did you go straight to Nav on the IRS instead of Aligning first?! You explained what it all does which we already know but you didn't answer the question. You have to Align first until it says aligned and/or a specified amount of time, sometimes 8 minutes on the A320, if you bring it out of Nav on the ground. I could explain why but you already seem to know, I just wondered why you didn't bother to do this very important task?! Thank you for a start up and shutdown video. It was great!😎 Is that why you did not bother to Align because you were just demonstrating a start up and shutdown perhaps? You know already that should you revert to IRS instead of GPS then the accuracy of the position of each IRS will be debatable if you have not aligned the system for the prerequisite amount of time and will be in gross error if you also come out of Nav, which you would not do in flight, giving you only heading and attitude (but not nav) thereinafter. GPS although a different system, GPS position especially in RAIMS can be copied into your IRS during Alignment - and then press align after inserting and confirming your GPS position. RAIMS will give you 3 satt position (your position from minimum 3 satts, not satt positions themselves) plus one (minimum) sat giving you vertical position (height) which is the equivalent of RAIMS) and could be used for great GPS navigation and some approaches, this is all fine and dandy but you must Align the IRSs if you expect accurate integration of the IRS with RNAV, RAD, and GPS in the FMGS or your runway might be some place over there...........😎 Also if you insert your position using coordinates say LONDON UK and you are in Memphis Tenn USA then the system will take you to London first, which is unfortunate if you were headed to Dallas FW. Hence the necessity of Aligning before going into NAV. But clearly you knew that already, but I had nothing else to do...
You can just see the cabin pressurization and bleed air controls just in front of the APU panel at about the 1:10 mark on the video (but there is only a couple seconds of it)
Generally the original ("old school" as you say) X's are called "Legacy X's" and the newer ones since 2014 called "X Plus". Of the almost 340 total Citation X's produced there were about 314 "Legacy" X's produced through 2013 and and about 25 Citation X plus's produced from 2014 through 2018 (the last 4 years they were built).
There is a split switch under your left thumb on the control yoke. Push both switches forward with your thumb for nose down, and back for nose up. Normally you takeoff with the STAB trim about -6.0 degrees which is nose up trim (there is a range based on your Center of Gravity). The same split switch is also on the co-pilot yoke under his right thumb. There is a back up emergency trim if there is a problem with the primary trim.
@@Plydrms yep, their is a chart that you use to set the stab trim. It varies from -8.0 at 15% MAC CG to -3.5% at 35% MAC CG for flaps 15 deg takeoff (another line for flaps 5 deg takeoff).
Plain old kerosene. You could pretty much put anything that burns through that engine and it would work. In days of old (before Jet fuel was commonplace) there were provisions for burning other fuels. The main concern was the lack of lubricity for other fuels (kerosene is pretty "oily" and lubricates a lot of components before it is "burned" in the engine).
Good question. EICAS is actually two systems. The first (EI = Engine Indication) is what on any old car would be the tachometer, oil pressure, oil temp, water temp, etc. It is things like the engine speed (both for N1 and N2), Turbine Inlet Temperature (a limiter for turbine engines), oil pressure and temperature, electrical output from the generators, etc.. The second is "CAS" or "Crew Alert System". It is things like trim location out of limits for takeoff, systems failures notifications, and normal things like "fuel crossfeed", or "left auxiliary fuel pump on". Also it's where the crew is notified when they are trying to be contacted by radio when operating on long distance overwater flights using HF (High Frequency) communication. Sooo.... EICAS = Engine Indication & Crew Alert System. It's all about the engine and systems monitoring and notification to the crew.
Yep! But The reason the engines are/look ginormous is because they are really high bypass ratio engines (5:1) so that front fan is especially big. That coupled with the fuselage being a little bit smaller diameter than other airplanes of the same weight make the engines look especially big! 13,000 pounds of thrust at takeoff on a 36,000 pound airplane. Still, that airplane kicks ass, and I love flying it 🙂 Check out the video of the airplane taking off from APA
@@jetboy1891 thank you so much for incredibly interesting and informative information! I truly appreciate and acknowledge your enthusiasm and passion for aviation, esp in educating your fans! Will def check that vid out!😊
Turns out I did start engine number 2 (the right side) since it is important to check that it can power the hydraulics of engine number 1 (it does in the video as you see the B side hydraulics powering up the A side - it is one of the key things we check for). Kind of funny nomenclature - the captain/left side is #1 and you start counting down to the right (if you have 4 engines the far left is #1, the next on the left side by the fuselage is #2, and so on until you get to the far right engine which is #4). For 2 engine airplanes the one on the left is "number 1" and the one on the right is "number 2". Stay tuned Ray S and you'll see both of them running many times :-)
Hi Jetboy, are they any women assigned to flying the Citation X? just received my multi engine rating in April, it's all I wanna do but I need my atp first.
Hi Leila, As you know, in general, women are under represented in the pilot seats (but that is changing, fortunately - but not fast enough). A Commercial license with multi-engine and instrument ratings is all that is required for the SIC role. That's a great way to learn the airplane and build time. Do you have a commercial license with multi and instrument?
@@jetboy1891 hi jetboy, just a ppl at the moment, building hours loving every moment of it. I'll get there, nothing will get in the way. that X is a sweet machine, thank you very much for the look ahead. so looking forward to your next video. stay safe and be blessed
@@jetboy1891 hi jetboy, question for you with regards to the FMZ 2000. I found a direct route from MIA to TXKF. FOLZZ1 FOLZZ ZFP BAAGR CNNOR M328 TASNI M328 EMAKO M328 ANTIG POPOP1. when loading the flight plan, would the M328 have to be entered as published 3x as: cnnr.m328.tasni.m328.emako.m328.antig or is there a more effective method? So looking forward to hearing from you. Leila
@@leilanurena Hey Leila! A shorter way for sure. Just the entry waypoint (CNNOR) and then the AIRWAY.EXIT(so M328.ANTIG). So it would look like: FOLZZ ZFP BAAGR CNNOR M328.ANTIG. Very cool that you are flying to Bermuda! :)
@@jetboy1891 yes. my bestie from FSU is getting married a week from Sunday. Minden invited me down for the blessed event. I've never been there, booked out of MIA. no direct flights from MCO. Thank you for your help, jetboy. I've never seen the same airway published more than once, live and learn as the saying goes. Happy Thanksgiving! Leila
Yep, if you look at some of the other videos on my channel you'll see an overview of the FMS interface and architecture, and then sections on flight planning, performance planning, etc. The video above is a combination of each section you go through as you are getting ready for a flight. Cheers!
Supposed to be studying for my A320 type rating but here I am. Nice study break at least haha. Great video!
You're such an airplane geek! Taking a break from studying airplane systems to watch a video on airplane systems... ;-)
Finish your IOE yet?
@@TomCook1993 Have just over 500 hours in the 320 now
@@SkyWayMan90 how ya doing now man?
How’s the bus treating ya?
Very cool. Just retired from 34 yrs of airline flying. The similarities in loading "the box" are many but these days we no longer enter the route. It's automatically downlinked directly from dispatch to the jet. There are too many opportunities for error when flying from one side of the globe to the other. So all routes load automatically. Of course, there are rare times when ATC tosses you a last-minute curve and you have to load it manually. But we have procedures for that to eliminate errors. Of course, we have to ensure position, database, performance data, etc in addition to verifying the route. There is a slightly higher level of automation when bringing everything up in the box. This is really NICE when you're flying 80+ hours plus per month. Takes a lot of the BS and errors out and makes setting things up a snap. And when you're behind schedule, it really helps.
I'm thinking of doing some Citation flying in a 500SP. Have not touched a GA bird in 30 years. Thanks for the excellent video and your "style". Not too serious, yet not too lax. Just perfect in my mind. It's been my experience that guys on both extremes are a pain in the ass to work with.
What jet?
Just retired from the airlines after 36 years. Have a chance to fly the 10.
Yes, but not always, sometimes route is inputted to FMS by hand, not company datalink
Lol 80 hours a month
Interesting to read your post, I am a software engineer and I was thinking that there are way too many opportunities for human error as I was watching this video.
Thank you for taking the time to show us very enjoyable. My fave plane ever.
When I first started flying the X, I was looking for exactly this sort of video. I thought I should "solve that problem" now that I'm flying it regularly.
I love the airplane! It can be a little "truck like" in its handling. But I really like the plane and it's performance.
@@jetboy1891 I have my first day in a X as SIC in another day (first real jet job even!) , this is exactly what I was looking for on how to operate the flight computer. Thank you!
@@jessemcclintock7162 Thanks very much Jesse! This is what I hoped for. When I first started flying the X about 4 years ago I was looking for exactly this kind of tutorial. I couldn't find it. So when I got comfortable flying the plane I thought "I can fix that!". Hence this video series :) I've got a bunch of T.O. and landing video I need to edit and will put up next. Congrats on the new job and enjoy!
Never ridden one before but just the fact that it is possibly the fastest private jet available makes it my favorite also!
All time favorite Bird. Thanks a bunch for sharing your “Road Runner”. Merry Christmas!!
Thanks Ben! The X is an awesome bird for sure! Right up there as cool as a Lear 24, Beech 18, or MU-2. Simply wonderful machines!
Very nice. Thank you so much for sharing. Some of us who dreamed of being a pilot however sometime life takes us in another direction. Awesome!
Thank you for the beautiful start sequence. Stay safe.
Thanks!
One of the best aircraft today still
As somebody who fully expects to hit the huge lottery jackpot, this is good information to know.
You can get one for $3MM (used of course), $3k per hour to operate plus $400k per year in "fixed expenses". Depending on your priorities could be somewhere between that Ferrari and a third vacation home ;-) Ping me when you get that lottery jackpot and I'll help you locate one and set it up. (It's an awesome machine!)
Hahahaha that made my day 😁😁😁
THANK YOU! From a Citation X SIM gut.
Thanks so much very informative,I'll star my X Indoc in a few days I love this plane.
I do miss flying the X! Thanks for the video!
It is an awesome machine! (but then again, most airplanes are awesome machines - it's just a level of relative "awesomeness")
love it, awesome video 👏🏻💪🏻
Thanks!
Good video
Thanks! When I first got typed in the X I was looking for videos on how to operate the FMS's, and could find very little and was disappointed. After I'd been flying the airplane a year or two I realized "I can fix that!"
Very cool! 👍
X-plane 12 did a good jobs
Fr
About to start initial in Orlando for the citation x….these vids are helping as a I prep on X-Plane 12 before hand. Thanks!
Cool! That’s exactly why I did these videos. When I first started preparing for my initial in the X, I looked all over for videos on the FMS, and generally how to navigate around the cockpit airplane and what was out there at the time was pretty thin. So after I had been flying the airplane for a year or two I thought “I can fix that problem!“. Thx for the feedback
@@jetboy1891 you definitely fixed it! You’re still the only one with clear and direct videos. They’re great man. I’m an SiC in the Falcon 2000 at flight safety Teterboro…the transition into this plane is almost backwards because I’m going from the EAZy point and click avionics to a scratchpad FMC. This is helping a lot
@@RyOnDrums cool 😎 - the good news about learning these older scratchpad FMS’s is that the logic/architecture on these is common to so very many FMSs. You will feel right at home with many different airplanes that are set up the same/similar to this one. Fly fast!
Love this jet
@jetboy Thank you for this start-up POV in 770CJ. The Citation X(+) has such a large fan base, and yet with the high level of privacy most enjoy there just aren't any other start-ups like this. Such a treat. Any chance you might be able to do a series with comms, take off and landings? #hinthint
Thanks! And I'm working on exactly that (a series of FMS programming, then will work on several of actually flying the airplane). Just put up one on plugging in a flight plan. If you subscribe to my channel you'll get notified each time I put a new one up
@@jetboy1891 Done. Thanks for pointing to startup concerns for those of us not familiar with your checklist! Would love an explanation of your Honeywell panel and how it was decided over the G5000 or (my fav) Collins Pro Line Fusion (if that is/was even an option). Will the 750K +/-wingtip upgrade for 'CJ' be in the future for the company? Or is the ROI too small to consider? Thanx again!
@@iNSANEcOOkieMONstEr There were not “platform” options when you bought a Citation X. So all the “legacy” X’s have the Primus 2000 platform (options within the platform for sure such as IRS’s, MLS, HF radios, etc., but all on the Primus 2000 platform). When they went to the Citation X+ they changed over the the Garmin platform (among other changes to the airframe and engines). So all of the legacy X’s look very similar in the cockpit as do the X+’s. Separately, unfortunately this airplane is not likely to get the winglets (much to my disappointment).
Sweet, now I know how to steal a Citation, thanks!
^.^
With this much knowledge you can get just about to the scene of the accident ;-)
W O W Jetboy!!!!! Very nice video. Thank you for not only showing us how to step by step close up start this plane, but also for explaining things as you do them with the close up of the camera. This has been the best how to video i've seen as of yet showing how to get this Jet going. I hope you make more hands on learning videos like this on more jets or of this one. Great job.....
Thanks so much Emo Jim! Yeah, I wanted to make it pretty clear how to go through the steps (and not try to prove how “fast I could whip through everything”). I do plan on making more. I’ve got a couple posted on programming the FMS flight plans and perhaps one on the performance calculations. I hope to get around to posting some on “flying” the plane (Takeoff’s, Landings, and some approaches into interesting places - “interesting” as in “challenging” or “unusual”), but I feel like I need to figure out how to take those with two simultaneous GoPro cameras so you have a view of inside the cockpit and what’s outside the windscreen at the same time. Hopefully soon...
@@jetboy1891 Write to @Baronpilot for intel on editing multiple cams/vids together
@@jetboy1891 ua-cam.com/users/BaronPilot
Pretty cool guy.. Ask him also about how to monetize and have manufacturers sponsor and pay for you efforts. it will give you a boost and help to build multitudes of followers.
Beautiful 👍🏻☕️
Thanks. It's a privilege I try not to take for granted.
Nice 👍
i’ll be using this video for X-Plane 12 lol
I just love aircraft buttons ❤❤❤❤❤❤
I once built a box for my 3 year old son from an old desktop computer that was just full of buttons, switches, lights, and knobs to twist - for exactly the same reason you list ;-)
And now you know how to boost a Citation X. Seriously though, great video.
Watching this makes me appreciate flying the E175. Holy it looks so complicated
Funny, it seems so simple to me. I think repetition makes it so so familiar. (And, as has been pointed out, newer technology can load much of this data automatically. This airplane is 20 years old)
When I was ~11 years old and got up in the cockpit of a Boeing 727 and my eyes were as wide as saucers. I said "How do you know what everything is and does?!?" The wise old captain (my age now ;-) ) said "well, when you first start to learn you only have 3 or 4 dials and a couple switches. You learn that, and then after a while add another dial, and maybe another switch. And keep on adding a dial and a switch from there until you have this (sweeping his hand across the cockpit). And this seems pretty easy now". Made total sense to me. (I tell that story to every kid I bring up into the cockpit that is wide eyed with amazement.)
Dude you were right, this is about the coolest thing in the world lol. I’m on it right now, they even have WiFi.. and you were just about right on the estimate, the pilot said 3 hours 8 minutes from wheels up to wheels down. Awesome jet! 😎
I try not to sugar coat my passenger briefings (like is often done by wishful pilots). If my flight planning (with realistic performance numbers) says 3:42 enroute I will tell the passengers "just under 4 hours, probably about 3 hours and 50 minutes". All of our expectations are set realistically (and the ground transportation is not frustrated because we are "20 minutes late"). You're already going really really fast. Why not make it real(istic)?
Yeah, that makes sense. His was right though lol. It was a windy af landing as well, I think the aircraft did a pretty good job with it though. Thanks! 😎
Clock, Map, Ground, that's what I was taught, mind you, it was in a helicopter. It's interesting to see modern avionics, and we have to take our hats off to the pioneers of aviation and the bomber crews of WW2, and how they did things, while being shot at, at night, needs must I suppose.
Thank you for sharing the Citation X startup, it is very instructive and interesting, could you share the complete checklist in the normal procedures section to know the step by step startup and other procedures?.
Very good video keep it up and looking forward to more videos like this for learning.
Let me see if I can incorporate the normals checklist in my next video
Thank you very much !!! Great C750 demonstration. I like she so much !!! May be a little bit old plane, but from my POV is the best and much better than Longitude/Latitude with their Garmins. Primus avionics is still the best. As I can see you operate one of first models with single electrical system without X-Tie switch ?
Correct, this is serial number 78 so not the split bus, nor re-geared ailerons, nor engine upgrade to -C2. All of which were improvements, but I would classify each of them as “small” improvements (IMHO).
@@jetboy1891 Agree with you. From my POV it is better than their new Citation X+ model.
thank you:)
So nice.. Fly safe always.
Thanks! And so far (40 years) I have been flying safe enough to still be writing this ;-)
@@jetboy1891 That is very nice. Yes, this Global Virus Problem and people flying to other cities and countries spreading the problem is o e if the biggest things I continue to hope it will be solved and handled better.
Crazy how Plane 12 looks the exact same and sounds the exact same way😳
They must have modeled it after the real thing!
If you disconect the batteries wont the computer forget all the savings from your headings and preferences and such? Or is it a built in battery in the avionics?
Yeah, the avionics re-boot from scratch every time. But that is normal.
thanks! followed your instructions and i was able to turn on the plane.
now can you give me a DIY tutorial on how to defend against these felony charges on attempting to steal a plane?
Those things are fast! Almost mach 1!
Lots of bragging rights ;-) I regularly see Mach .92 in the decent. And often .90 in cruise. I'm also regularly faster AND higher than most airplanes (some newer Gulfstreams, big Falcons, and big Global Express can go this fast - but there just aren't many of them yet) spending most of my time between Mach .85 and .90 and 43,000 to 47,000 feet.
I got two questions I noticed when you shut off everything after programming everything did the system lose everything you put into it and then you have to do it all over again or does it have a built-in memory system to wear when you shut the system down it still maintains flight data and flight plan? Second why is your flight plan flight level 45,000 usually just like yours would fly in the 30s I remember his story and it’s on UA-cam about a jet like yours flying at 45,000 feet two pilots then wind up losing control and crashing because they were so high up even the ground control asked why are they so high usually they don’t fly that high they said.
Two answers:
1) Yes, once you shut everything down the system "dumps" everything you loaded and you have to start over from scratch if you power back up. For the Primus 2 it doesn't store anything and is completely wiped out when you shut down.
2) This airplane is designed to fly high (and fast). I spend 90% of my trips between 43,000' and 47,000' quite comfortably. It's not uncommon for me to end up at 49,000'. And two weeks ago I took it to 51,000' (I was quite light with no passengers at the end of a trip having burned off most fuel, and most importantly the temperature was ISA -12 degrees, so like -69 deg celsius). That whole thing about "losing control at altitude" is mostly pilot BS/old wives tales. But, kind of like taking a Ford F-150 pick-up truck up to 170 MPH, if you were able to get an old Jetstar dash 8 to 45,000' you would surely be asking for trouble with control (you can imagine it would be incredibly difficult to get either of those machines to those speeds/altitudes)
btw - most airliners spend almost all of their time in the mid 30's (like 37,000'). (They are not Citation X's.)
@@jetboy1891 that must suck do you have to enter all of that data again it’s too bad they don’t have aircraft to where you could use like a USB drive plug it in and it has all the flight parameters already programmed into it and just transferred into the aircraft computer it would be so easier to do it that way
Cool video! I’m about to take one from here in Denver to Fort Lauderdale on the 18th.
Nice! Should take you an even 3:00 hours wheels up to wheels down
Damn, for real?
Cool aircraft!
My 1978 Range Rover starts with one key and still has a starter handle.
I think Cessna is trying to weed out Range Rover drivers apparently :)
I use to think you had to shut down each avionic each transponder sceen ect but its done in only like 3 turn offs lol.
🛩
The first time ATC asked me what our Mach number was, I looked at the display and had never said a number that high. After a pause, I said "Nine-one." Then ATC asked a SWA 737 what their M number was, the pilot goes, "Uh, nine-one?" Everyone was laughing.
There are definitely some bragging rights that come with this airplane - most of which I'm still in awe of. And yes, it's cool when you get some pilots or ATC that give you that fun interaction ("you can have whatever altitude you want - I don't have anyone near you, tonight or this year": when I asked a controller if I could have a block altitude from 47,000' to 51,000') ;)
Sir you mentioned they charge you for using these things. What are you referencing to?
It's just a mnemonic. "FEE" reminds you to put the first MFD (second screen from the left) on the "Fuel & Hydraulics" page, the center screen on the "Engine" page, and the right MFD (4th screen from the left) on the "Electrical" page. This way you can monitor the hydraulics are pressurizing and transferring pressure from the right to the left (via the PTU) with the right engine start, start pressure, and the generators are working properly and balanced.
Great video. Is the avionic a Collin?
Honeywell "Primus 2000" avionics. All of these "legacy Citation X's" have the Primus 2000 avionics so they are all very similar in the cockpit. ("Citation X +" of which 24 were built from 2014 though 2018 have the Garmin G5000 avionics (plus several other upgrades)).
Did I miss the part for cabin pressurization settings? I took a nap in X-Plane 12 at 30,000ft because I didn't set something right.
Nope, you didn't miss anything. The pressurization is pretty much automatic. The PACs (Pressurization and Air Conditioning) stay on all the time (they sequence off during start automatically), and the field elevation is already set correctly from when you landed (and often doesn't change much unless you are flying to high altitude airports). Good question/catch though!
Dumb question; what happens, if for some odd reason, all those glass displays fail?
If ALL the glass displays fail you have three instruments that are completely mechanical that you can fly the airplane with. If you look starting at the 6:25 time mark in the video you will see the three next to the back up engine instrument (that has N1, ITT, and N2). The three back up instruments are a combined airspeed/altimeter, attitude indicator, and directional gyro. (Once I was in the simulator and we were way ahead of the syllabus and I did several approaches with only those three back-up mechanical instruments with all of the glass "failed" - just for fun ;) ). Also, if any of the glass displays fails you can push the data it displays to another glass display. Know that a fundamental design philosophy with aircraft design is "redundancy, redundancy, redundancy..." Good question!
Bad Ass Bird........
You definitely get a little smug about being able to go higher and faster than almost anyone else up there (at least in the civilian world anyway). You even get used to it... ;-)
Why did you switch IRSs to Nav without doing the Align?
Hi Nick, Yes, for the Primus 2000 (installed in the legacy C-750's) when you go straight to "Nav" on the IRS's they automatically sequence through "Align" and then once aligned they automatically sequence to "Nav". So by going straight to "Align" you save a step and also get's the IRS's on line a little faster (since they immediately sequence to "Nav" after they "Align"). (It's also perfectly legit to select Align, and then once aligned, select Nav). (Cool trivia: I'm currently at 47,000' over the Rockies headed to Los Angeles as I write this in a C750 :) ) Blue skies!
It would probably be a good idea to bring the EICAS up when you test and start the APU.
Yeah, there is some debate on this technique. The pros to bringing up the EICAS first include that you have a little more information during APU start. The pros to leaving the EICAS off include that you have a little more battery power for the APU start (slightly cooler start). I've seen and done it both ways.
@@jetboy1891 Bring up EICAS so one gets the “APU FIRE” warning and press APU FIRE TEST. With a good test, one can turn off the EICAS And then start APU. Would be a shame to get an APU FIRE Warning and find out APU Fire Bottle is flat. Pros don’t rely on luck
@@capt744 Fortunately on the X you have the APU fire test, warning and extinguishing capability outside of the EICAS (it's the separate "old fashioned" displays on the APU subpanel and top right of the co-pilot's panel). You get fire warning, test, and extinguish capability without the EICAS, so as an "efficiency" tool (saves about 1 minute not waiting for the EICAS to come up and self test) and also way of making the APU start faster/cooler (because you don't have the ~20 amp draw of the EICAS) you can get the airplane up and running safely and spend more time making sure all other systems are tested/navigation put in and double checked/and company communications are done while the pax are buckling in and wondering why their 500 knot jet is not getting them closer to their destination. :-) I've seen it done both ways. I think this is the safer way (and happens to be faster).
The Universal interface is so much better than Honeywell.
Why don't they put all the start up buttons next to each other in sequence?
It's because the switches/buttons are grouped by their function outside of "starting". Other than the "start" and "disconnect" 3 buttons the other switches have other functions. Your question is a good one however. And airplanes have become significantly more "logical" over the past few decades, and continue to become more automated. For instance, the start sequence in this airplane is simply "start button", and then "fuel lever out of idle cut-off". In jets of old, you would manually control the starter (on AND off), fuel, ignition, and boost pump. We're getting better - just slowly.
Cockpit needs a good cleaning...
Infact it looks like the Citation need a upgrade.
That'll teach 'em to leave the door open...
Why do you not need to first put the IRS's in align first? Your GPS locations were all loaded right away, is that normal?
It's a good question. They need to "align" their gyroscopes (spool up and stabilize). Fundamentally the IRS's (Inertial Reference System) and the GPS's (Global Positioning System) are both independent and completely different in how they work. The cool thing about IRS (similarly INS = Inertial Navigation System) is that it measures exactly where you are by summing up all of the accelerations (and consequent velocities) in every direction (forward/backward, left/right, and up/down). If you know those exactly you can know exactly where you have traveled compared to where you started. Hence the "GPS position" align/initiation when turning on the IRS's. You have to know exactly where you start from for the IRS to know where it is now (and ends up at). IRS is cool. If I lose GPS reception, I can still navigate very accurately. Look up Robert Goddard and also MIT's "Draper Labs" for more on developing this technology in the 40's and 50's - btw I had lunch with Charles Stark Draper at a lunch the glider club put on at MIT in the mid 80's (when I asked him "how often do you fly?" he responded with "every chance I get")
@@jetboy1891 Thank you for the explaination! I'm starting in a few weeks on the X as SIC, looking forward to it.
@@jetboy1891 Yes we get that but you have not answered the question. Why did you go straight to Nav on the IRS instead of Aligning first?!
You explained what it all does which we already know but you didn't answer the question.
You have to Align first until it says aligned and/or a specified amount of time, sometimes 8 minutes on the A320, if you bring it out of Nav on the ground.
I could explain why but you already seem to know, I just wondered why you didn't bother to do this very important task?!
Thank you for a start up and shutdown video. It was great!😎 Is that why you did not bother to Align because you were just demonstrating a start up and shutdown perhaps?
You know already that should you revert to IRS instead of GPS then the accuracy of the position of each IRS will be debatable if you have not aligned the system for the prerequisite amount of time and will be in gross error if you also come out of Nav, which you would not do in flight, giving you only heading and attitude (but not nav) thereinafter.
GPS although a different system, GPS position especially in RAIMS can be copied into your IRS during Alignment - and then press align after inserting and confirming your GPS position. RAIMS will give you 3 satt position (your position from minimum 3 satts, not satt positions themselves) plus one (minimum) sat giving you vertical position (height) which is the equivalent of RAIMS) and could be used for great GPS navigation and some approaches, this is all fine and dandy but you must Align the IRSs if you expect accurate integration of the IRS with RNAV, RAD, and GPS in the FMGS or your runway might be some place over there...........😎
Also if you insert your position using coordinates say LONDON UK and you are in Memphis Tenn USA then the system will take you to London first, which is unfortunate if you were headed to Dallas FW. Hence the necessity of Aligning before going into NAV. But clearly you knew that already, but I had nothing else to do...
Could you show as the bleed air and cabin altitude setup
You can just see the cabin pressurization and bleed air controls just in front of the APU panel at about the 1:10 mark on the video (but there is only a couple seconds of it)
Sure do wish Xplane 12 coded their Citation Max like this. The left out the nav dials and the FMS is coded different or unfinished
If it would be helpful to post specific pictures or FMS sequences let me know and I can (I've also posted a handful of FMS sequences on my channel)
@@jetboy1891 ua-cam.com/video/DCU8fFl_gCI/v-deo.html
old school X
Generally the original ("old school" as you say) X's are called "Legacy X's" and the newer ones since 2014 called "X Plus". Of the almost 340 total Citation X's produced there were about 314 "Legacy" X's produced through 2013 and and about 25 Citation X plus's produced from 2014 through 2018 (the last 4 years they were built).
If you’re ever at KYIP let me know!
Will do! I used to go into YIP a lot when I was flying freight Lear 24's - a lot less these days....
@@jetboy1891 oh wow you must’ve had a blast with the Learjet 24s, always wanted to go in oneB
Where do you train?
I've trained at both CAE Simuflite and at FlightSafety for the Citation X
Nice! How do you get the correct STAB trim setting?..thanks
There is a split switch under your left thumb on the control yoke. Push both switches forward with your thumb for nose down, and back for nose up. Normally you takeoff with the STAB trim about -6.0 degrees which is nose up trim (there is a range based on your Center of Gravity). The same split switch is also on the co-pilot yoke under his right thumb. There is a back up emergency trim if there is a problem with the primary trim.
@@jetboy1891 Oh, ok, thanks. I was wondering if you have to figure the setting, like on a 737. You just kind of ballpark it in the CX?
@@Plydrms yep, their is a chart that you use to set the stab trim. It varies from -8.0 at 15% MAC CG to -3.5% at 35% MAC CG for flaps 15 deg takeoff (another line for flaps 5 deg takeoff).
@@jetboy1891 Thanks, thought it might be in the FMS on the real plane.
All that technology runs on kerosene
Plain old kerosene. You could pretty much put anything that burns through that engine and it would work. In days of old (before Jet fuel was commonplace) there were provisions for burning other fuels. The main concern was the lack of lubricity for other fuels (kerosene is pretty "oily" and lubricates a lot of components before it is "burned" in the engine).
What does ECAST switch stand for?
Good question. EICAS is actually two systems. The first (EI = Engine Indication) is what on any old car would be the tachometer, oil pressure, oil temp, water temp, etc. It is things like the engine speed (both for N1 and N2), Turbine Inlet Temperature (a limiter for turbine engines), oil pressure and temperature, electrical output from the generators, etc.. The second is "CAS" or "Crew Alert System". It is things like trim location out of limits for takeoff, systems failures notifications, and normal things like "fuel crossfeed", or "left auxiliary fuel pump on". Also it's where the crew is notified when they are trying to be contacted by radio when operating on long distance overwater flights using HF (High Frequency) communication. Sooo.... EICAS = Engine Indication & Crew Alert System. It's all about the engine and systems monitoring and notification to the crew.
@@jetboy1891 so basically it tells you if the engine is trying to tear itself apart and ATC is trying to talk to you
why am i seeing this, i also fly a citation, i know the procedure ahah, well, always good to see some cit action
🛫🛫🔝🔝🚀🛫🛫🇧🇷
🇧🇷🇧🇷🔝🛫🛫
And you should replace all those old CRT screens with Garmin touch
Yes the upgrade to the "Epic" avionics (and screens) is indeed nice! It's also expensive ($6.5 mil for an upgraded aircraft called an "Elite").
@@jetboy1891 oh, so you cant just buy stuff on your own and custom fit it?
Is this the one with the ginormous engines?
Yep! But The reason the engines are/look ginormous is because they are really high bypass ratio engines (5:1) so that front fan is especially big. That coupled with the fuselage being a little bit smaller diameter than other airplanes of the same weight make the engines look especially big! 13,000 pounds of thrust at takeoff on a 36,000 pound airplane. Still, that airplane kicks ass, and I love flying it 🙂
Check out the video of the airplane taking off from APA
@@jetboy1891 thank you so much for incredibly interesting and informative information! I truly appreciate and acknowledge your enthusiasm and passion for aviation, esp in educating your fans! Will def check that vid out!😊
I wish you started engine 2 in the video :(
Turns out I did start engine number 2 (the right side) since it is important to check that it can power the hydraulics of engine number 1 (it does in the video as you see the B side hydraulics powering up the A side - it is one of the key things we check for). Kind of funny nomenclature - the captain/left side is #1 and you start counting down to the right (if you have 4 engines the far left is #1, the next on the left side by the fuselage is #2, and so on until you get to the far right engine which is #4). For 2 engine airplanes the one on the left is "number 1" and the one on the right is "number 2". Stay tuned Ray S and you'll see both of them running many times :-)
Hi Jetboy, are they any women assigned to flying the Citation X? just received my multi engine rating in April, it's all I wanna do but I need my atp first.
Hi Leila, As you know, in general, women are under represented in the pilot seats (but that is changing, fortunately - but not fast enough). A Commercial license with multi-engine and instrument ratings is all that is required for the SIC role. That's a great way to learn the airplane and build time. Do you have a commercial license with multi and instrument?
@@jetboy1891 hi jetboy, just a ppl at the moment, building hours loving every moment of it. I'll get there, nothing will get in the way. that X is a sweet machine, thank you very much for the look ahead. so looking forward to your next video. stay safe and be blessed
@@jetboy1891 hi jetboy, question for you with regards to the FMZ 2000. I found a direct route from MIA to TXKF. FOLZZ1 FOLZZ ZFP BAAGR CNNOR M328 TASNI M328 EMAKO M328 ANTIG POPOP1. when loading the flight plan, would the M328 have to be entered as published 3x as: cnnr.m328.tasni.m328.emako.m328.antig or is there a more effective method? So looking forward to hearing from you.
Leila
@@leilanurena Hey Leila! A shorter way for sure. Just the entry waypoint (CNNOR) and then the AIRWAY.EXIT(so M328.ANTIG). So it would look like: FOLZZ ZFP BAAGR CNNOR M328.ANTIG. Very cool that you are flying to Bermuda! :)
@@jetboy1891 yes. my bestie from FSU is getting married a week from Sunday. Minden invited me down for the blessed event.
I've never been there, booked out of MIA. no direct flights from MCO. Thank you for your help, jetboy. I've never seen the same airway published more than once, live and learn as the saying goes. Happy Thanksgiving!
Leila
Aircraft is Good
I m literally learning to fly this plane in Xplane 12 from a video in the real plane.
Now you can see how the video version compares to the real thing! 😀
@@jetboy1891 exactly 😄
Am I now type-rated on the Citation X? Asking for a friend.
In the eyes of jetboy, you are now type rated on the X!
Next lesson: actually flying the thing...
@@jetboy1891 I am looking forward to it💪😂
Just wish I could understand what you are saying.
Because of the language, or because of the "jargon", or because of the audio technical quality (not loud enough or clear enough)?
Nicebut no money
Give an overview first.
Sections of activity sets.
Then, section by section.
Yep, if you look at some of the other videos on my channel you'll see an overview of the FMS interface and architecture, and then sections on flight planning, performance planning, etc. The video above is a combination of each section you go through as you are getting ready for a flight. Cheers!
Turning OFF the engine? How depressing!
After a 14 hour long day, I can promise you shutting the airplane down and heading to the hotel and a beer is a welcome event ;-)
Might do that
Oh, it's a PLANE. I thought it was a mixing board...
Where’s the coffee machine 🥴
Right behind the co-pilot's seat (within arm's reach) - this pilot can't go far without coffee... ;-)