When I have a few spare min. I will usually fly out of KBJC or KBDU and if I can build enough altitude head west.
I will have to hop up to one of those airstrips and give it a try up there.
The float version is also really amazing, it handles really great.
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Density altitude is the real deal. It’ll get easier when it’s not as warm, but then you’ve got ice and snow to contend with.
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This was my fun. Heavy cross winds, and landing a little too hard at KAPA. I think I laughed my rear off for at least 5 min. after that. I was not expecting that level of damage.
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No idea but here is the owners manual…
There is none, from what I can determine. But then it is a pretty simple plane.
The original CAS J3 Owners Manual is helpful, I think. Here is the pertinent information:
First Steps: Upon entering the Piper J3C-65 Cub in a cold and dark state, it is essential to verify that the configuration of the aircraft aligns with your expectations. The current state of the CAS J3 will reflect how it was left after your last flight. Typically, this involves confirming the following settings: • Magneto Switch: OFF • Fuel Cutoff Lever: ON • Carb Heat: OFF • Avionics: OFF • Fuel Cap: ON • Throttle: CLOSED • Chocks: SET Once the aircraft state is satisfactory, the walkaround inspection can commence.
Walkaround The CAS J3 features a monolithic model, so the walkaround can take place in the cockpit view, enabling interactions. • Bolts: All in good condition and properly fastened. • Oil: check there is sufficient oil ~4.5qt • Flight controls: Check all move freely with no unusual resistance or binding. • Leading Edges/Canvas: Check for dents, tears or damage from rocks. • Tailbrace Wires: Ensure they are tight and secure. • Jackscrew: Check for excessive play or slop. • Brakes: Look for any signs of leaks. • Tires: Check for signs of cracking of excessive wear. • Exhaust Leaks: Inspect carefully for any signs of leaks. • Fluid Leaks: Check for any leaking fluids around the engine. • Propeller: Inspect for any cracks or dents.
Engine Start: Priming: In colder conditions, it is necessary to use use the primer to introduce fuel directly into the cylinders. Typically: • Above 59F/15C, no primer strokes required • Below 59°F/15°C, 1 stroke • Below 41°F/5°C, 2 strokes • Below 32°F/0°C, 3 strokes The exact number of strokes may vary depending upon engine condition. Once correctly primed, check the magnetos are in the ‘OFF’ position. Open the throttle 1.5" and turn the propeller through 6 blades to evenly distribute the fuel and pre-oil the cylinders. Refer to the tablet engine page for guidance on the number of blades/primer strokes and general engine status. Start: When ready: • Switch the magnetos to ‘BOTH’ • Ensure the chocks are firmly in place • Check the throttle is open 1.5" Hold onto the door or forward strut, when ready, pull down on the propeller firmly. The engine should start after a few pulls. If it does not start, refer to the ‘Flooded’ section.
Once the engine has started, quickly bring the throttle back to ~650 rpm. If cold, do not close the throttle completely as the engine will sputter and stall easily when not up to temperature. Allow the engine to warm before raising the rpm. Raising the rpm with cold oil can cause premature wear. Flooded: If you are unable to start the cub after correct priming and a few strokes, the engine is likely to be flooded. This means there is excessive fuel in the engine’s cylinders, making the air-fuel mixture too rich for combustion.
To un-flood the engine: • Set the magnetos ‘OFF’'. • Set throttle fully open (full power). • Rotate the propeller counterclockwise through 10 blades. Once the flood has been cleared, prime the engine again from the start and try again.
Carburettor Heat: The carburettor heat is located forward of the door in the CAS J3. Carburettor heat redirects hot air from around the exhaust manifold into the carburettor intake. This helps to warm the air entering the carburettor, preventing the formation of ice that could disrupt the engine’s operation. Excessive ice buildup will cause the engine to quit. In the J3, carb heat is applied whenever the rpm is brought below ~1900 or periodically in poor conditions. The air being drawn in by carb heat is unfiltered, so it is not recommended to enable it on the ground or in dusty conditions.
Fuel Cutoff: The fuel cutoff valve, located left of the passenger seat, is rarely used in the J3. The engine should be shut off by setting the magnetos to ‘OFF’. Shutting the engine off with the fuel cutoff will empty the carburettor bowl, making restarting the engine challenging. Additionally, it can be difficult to fully open the valve once shutoff without manually aligning the cable.
Magnetos: Under rare circumstances, it is possible for a magneto to produce a spark even in the ‘OFF’ position due to impulse couplings engaging.
Avionics: Many cubs do not feature any modern avionics, the CAS J3 offers the ability to remove the avionics box from the rear of the passenger seat within the tablet aircraft options page.
The avionics box features 3 switches, from left to right: 1. Master Switch. 2. Radio Master Switch. 3. Transponder Master Switch. Both transponder and radio both also have independent mechanisms to switch themselves on. Radio Notes on radio operation: • Hold MEM to adjust display brightness. • Press MEM to open the memory page, once open, hold MEM again to store the active frequency. • Press MON to receive on both active and secondary frequencies. • Press outer knob once to switch between 8.33k and 25k. Transponder Notes on transponder operation: • Press VFR to switch to stored VFR frequency. • Press FN to switch to options, in options, rotate knob to change stored VFR frequency. • Press FN twice to change display brightness.
Tablet: The tablet is the go-to place for any options, configuration, or status checks
Weights Page: Change aircraft payload/fuel. Toggle passenger and pilot visibility.
Engine Page: View engine status, set start, set cold/dark. Fix engine.
Aircraft Options: Change aircraft configuration and options. Options marked by white squares. Settings: Adjust vibration effects, passenger mode, persistence, etc. Passenger: The CAS J3 cub includes a custom passenger avatar. This avatar is built into the airplane and responds to the forces acting upon the airplane. When visible in the cockpit, you can move the avatar by clicking the bottom of their back and dragging. Within the settings page, there are options ‘MSFS Passenger Avitar’ and ‘MSFS Pilot Avitar’ which revert the model to the MSFS presets. To show or hide whichever is selected, click on the greyed out image in the Weights Page
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Please break this up. A wall of text is very hard to read.
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Ok, is this easier?
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Thank you Maki152 and TallestParsley2 for the replies.
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The 10 Commandments at the end of the “Cub Owners Manual” are pretty good, too! 
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I have a general question.
I use a yoke and no rudder pedals. Do those of you with rudder pedals see the tail wheel turn on the ground in sync with rudder pedals?
It should not. IRL the tail wheel is free castering. Steering on the ground is done only by rudder input and differential braking.
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According to the Cub Owners Manual submitted above, it has a steerable tail wheel. Further research indicates that it is spring loaded such that it is basically “free castering’“ when there is sufficient air flow past the rudder to overcome the spring tension, thus preventing it from being turned by rudder pedal inputs, essentially acting much like a locked tail wheel during take-offs/landings. But for slow ground operations it’s steerable with the rudder pedals.
My question is: Is this steerable tail wheel animated in this add-on, like say the CAP 4, for those of you who have rudder pedals?
Updated:
Please disregard. I just answered my own question. Had an old joystick that I hooked up and verified that the tail wheel is properly animated and coordinated with rudder movement. This movement does not occur when “Auto-rudder” is turned on in “Assistances” for both the CAS J3 Cub and the LHC Pacer series. This appears to just be the developer’s choice as to how they program it.
I have just encountered another possible issue in the MSFS 2024 CAS J3 Cub version.
I’ve never flown a real Cub, so I can’t compare to IRL.
However, when compared to the CAS J3 in MSFS 2020, the aileron response seems to me to be extremely twitchy or overly sensitive.
I tried tweaking the control sensitivity with no joy.
Has anyone else noticed this?
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Not at all.