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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.

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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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