Page 13 - March 2015 Volume 19 Number 3

and by FL400 we were still showing 1,600 fpm at 160 knots.
We reached FL430 in 19:40 minutes, well under book predictions for our weight, which computed to be 12,439 pounds at TOC. The day’s conditions at altitude were ISA +7 degrees, which Reimer actually prefers operationally over straight- ISA because the cruise power setting doesn’t have to be brought back to stay under the overspeed limit. Cruise N1 of 96.8% didn’t reduce materially from climb power; in due course, we settled in at a TAS of 420 knots, drawing 840 PPH through the pipes. The handbook chart showed an expected cruise speed of 396 knots in our configuration; Reimer says he typically exceeds the chart’s numbers significantly. Long range cruise setting would have reduced cruise speed by about 50 knots but fuel flow would have gone down to just over 600 pph.
Cleared to begin descent as we rounded the corner for home, the
overspeed klaxon came on with a slight lowering of the nose, so it was back to a clean idle for a 3,000 fpm letdown. The G3000 system features an incapacitation mode that automatically descends the aircraft to 15,000 feet if cabin altitude goes above 14,500 feet. With 8.9 psi differential on duty, we experienced no such problem.
We set up for the ILS 19L at ICT, toggled into place, G1000 style, by the touch screen controllers above the power pedestal. Pilots familiar with Garmin panels in their earlier rides will find the G3000 architecture easy to follow, with short menus and logical icons. Vref was computed as a low 106 knots; Reimer ordered me to stand on the anti-skid brakes as hard as I could after touchdown. Maneuvering level at 160 knots took about 55% N1, and we deployed 15-degree flaps, allowed below 200 knots. Additional flaps go out below 161 knots. Gear-
down at the FAF, the CJ3+ rode along the glideslope on rails with little power change. I crossed the threshold at 110 knots and found plenty of float in the broad wings, feeling for the CJ’s low flare height. Touchdown was softened by the articulated gear and I did my best to accommodate Reimer’s braking request as he lifted the flap lever into ground mode. Even on my first try, we made the 3,000-foot turnoff, and when I did more traffic pattern work I was getting comfortable with his target of the 2,000-foot first- turnoff. In truth, hand-flying the big CJ3+ is about like flying a C206 in the pattern.
For a single-pilot operator, the CJ3+ is a very low-workload, but very capable, airplane. It does its job without surprises, using a formula that Cessna has had 40 years to perfect. This latest CJ is going to be a strong seller for Textron
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SMARTech Industries, LLC
15935 Assembly Loop, Suite D, Jupiter, FL 33478 P 734.277.5759 • F 561.624.2900
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www.SMARTug.com
MARCH 2015
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