Could someone out there tell me about the type program at simuflight or flightsafety? Is it 24-7 study and do they prepare you well for the checkride. Is there any gouge out there that one could get their hands on before training that will help prepare for day 1??? Thanks for all the info...
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Gulfstream IV Type Rating?
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justApilot
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I don't know about the Gwiz, but training on the cl600, iajet, lrjet (all FSI) was just as good as I received at my current employer. Same type syllabus. Instructors were excellent and were willing to stay after class if you had questions. There were always sims that you could get into to go through checklist flows and manipulate the systems. While sitting in an unscheduled sim after ground school a buddy of mine and I were approached by a new sim instructor, he needed to practice his bag of tricks. We flew around for a few hours while he did his thing. If you wish, you can get your manuals sent to you weeks in advance of your training date. They also offer enrichment courses on things like weather, radar, icing/deicing and what not. Good stuff. Have fun.
Gulfstream 200
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All FSI courses are set-up to get you through as if you never have seen the airplane before..
You can show up cold, but of course that makes it MUCH harder on you.
Best bet is to get ahold of the FSI or Simuflite systems manual, checklist, and manuevers guides (stalls, steep turns). Know the emergencies and how to run the abnormals efficiently. Know the cockpit setup and systems checks. This will make the sims go MUCH smoother.
Most centers run 5-6 days a week. Some go 7 days. First week or so will be all classroom (8-4) then you will have a 4-5 hr sim block for the rest of the time.
Its not hard, Its not that "drinking from a firehose" BS people say, Systems knowledge is no longer that stupid "draw me the hydrauic system" $hit of the past. General knowledge only......but... It IS a lot to know and it IS a long 3+ weeks. Stay in a quiet, comfy hotel and be sure to set aside some time to relax a bit.
I bet you will find it much more laid back than airline training, you are now a big paying customer and they are nicer to you...heck, you may even find yourself bored after a bit.....
Good Luck and Have Fun!
PS - FSI Savannah does employ some pretty old stuffy folks who think they are gods gift to aviation for flying that outdated Dinosaur...
You can show up cold, but of course that makes it MUCH harder on you.
Best bet is to get ahold of the FSI or Simuflite systems manual, checklist, and manuevers guides (stalls, steep turns). Know the emergencies and how to run the abnormals efficiently. Know the cockpit setup and systems checks. This will make the sims go MUCH smoother.
Most centers run 5-6 days a week. Some go 7 days. First week or so will be all classroom (8-4) then you will have a 4-5 hr sim block for the rest of the time.
Its not hard, Its not that "drinking from a firehose" BS people say, Systems knowledge is no longer that stupid "draw me the hydrauic system" $hit of the past. General knowledge only......but... It IS a lot to know and it IS a long 3+ weeks. Stay in a quiet, comfy hotel and be sure to set aside some time to relax a bit.
I bet you will find it much more laid back than airline training, you are now a big paying customer and they are nicer to you...heck, you may even find yourself bored after a bit.....
Good Luck and Have Fun!
PS - FSI Savannah does employ some pretty old stuffy folks who think they are gods gift to aviation for flying that outdated Dinosaur...
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banned username 2
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bigD
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No no no...let's really pull GVFlyer out of the woodwork!
Why the hell is anyone flying the GIV or GV anymore? The thing is a flying phallus. One big overpriced overcompensation for the small penis pilots flying it. Chrome plated throttle quadrant? JEEEZUS! Feeling a bit inadequate? Just lift up and back on the chome plated levers for the reversers, and feel the plane shake as the movie star hopped up on heroin slams into the forward bulkhead since he forgot to fasten his seatbelt when you began to drag this flying monstrocity down to the airport. That'll make you feel better! Holy crap, I'd rather fly traffic watch in a puke smelling 172 than taint my logbook with the N-number of a god-forsaken Gulfstream IV or V. D@mn!!!!
Why the hell is anyone flying the GIV or GV anymore? The thing is a flying phallus. One big overpriced overcompensation for the small penis pilots flying it. Chrome plated throttle quadrant? JEEEZUS! Feeling a bit inadequate? Just lift up and back on the chome plated levers for the reversers, and feel the plane shake as the movie star hopped up on heroin slams into the forward bulkhead since he forgot to fasten his seatbelt when you began to drag this flying monstrocity down to the airport. That'll make you feel better! Holy crap, I'd rather fly traffic watch in a puke smelling 172 than taint my logbook with the N-number of a god-forsaken Gulfstream IV or V. D@mn!!!!
F
fokkerjet
Gulfstream 200 said:
PS - FSI Savannah does employ some pretty old stuffy folks who think they are gods gift to aviation for flying that outdated Dinosaur...
When I went to GV initial about 3 years ago, I thought it was probably the best run program that FlightSafety has ever put on. I went to GIV recurrent a year later (after being out of the airplane for several years) and found that program being at parr with the GV program.
FlightSafety Savannah has really cleaned up their programs since they moved into the new training school several years ago........dare I say that Savannah is the standard that all other FlightSafety centers need to strive towards
cl65@350,
There used to be some notes floating around authored by a guy from Jet Aviation, I believe. I don't have mine anymore, maybe someone else can help. It may even be on the web?
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Thanks everyone...you are a ton of help! I am posting another topic if anyone cares to help out on this one too...flying the GIV SP...how is the navigational capability flying into some of the 3rd world countries with little navaids...is it all GPS stuff and how comfortable is that...having never used it myself?? What about that Aspen accident a few years ago...what happened there???
Thanks
Thanks
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GVFlyer
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Falcon Capt said:Well if THAT doesn't pull GVFlyer out of the carpet fibers I don't know what will!
I'm still here. This reminds me of a time when I recommended that we place an ad in one of the aviation trades that was simply two blank pages facing each other - the one on the left would simply be labled "Promises Bombardier has kept", the one one the right, "Promises Gulfstream has broken." I was told that Gulfstream doesn't dignify the existence of the "Challengers" to the throne by acknowledging their existence.
Please note that the most advanced transport category jet on the planet, the G550, gained full-up type certification last Tuesday. The G450 with the G550 cockpit, drag enhancements, and Fadec Tay engines will be next.
GV
.
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2000flyer
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While I haven't dealt with Savannah, I have done both FSI and Simuflite. Personally, I perfer FSI. With a couple of exceptions the schools are smaller and more personalized. They are also more willing to do special training when requested. Simuflite tends to promise you the moon ( the marketing department, aka reps) and then the certification office saids NO right when you are in the middle of training. At Simuflite, I also felt like I was a small number to them.
But like I said, that is my personal opinion.
But like I said, that is my personal opinion.
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GVFlyer
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Falcon Capt said:
Nope, the target is the "advertised" range for the Falcon 900EX - 4500nm. The range for the G-IV has actually decreased over time. The addition of AFIS antennas, "Sugar Scoop" APU doors, SATCOM Antennas, TCAS antennas and the wide-nozzle Tays has actually increased total drag by a couple of drag counts and decreased the range from 4220nm to about 4120nm.
The advantages of the G-IV/G450 are a mature design offering extremely high dispatch reliability and a competitive price when compared to the Falcon 900EX. Take-off weight is projected to remain the same at 74,600 lbs as is fuel quantity at 29,500 lbs.
GV
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Gulfstream 200
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CLCAP said:
The G450 is designed to decrease Falcon 900EX market share and is priced accordingly at 34 million.
The G500 is aimed at the Bombardier Global 5000 and the Falcon 7X. A comparison follows:
Falcon 7x
Range @ .85 Mach - 5,100nm
Range @ .80 Mach - 5,700nm
T/O Dist. - 5,200
Ldg. Dist. - N/A
Max T/O wt. - 63,700
Price - 37 million
Global 5000
Range @.85 Mach - 4,800nm
Range @.80 Mach - 5,100nm
T/O Dist. - 5,000
Ldg. Dist. - 2,670
Max T/O Wt. - 87,700
Price - 35 million
G500
Range @ .85 Mach - 5,100nm
Range @ .80 Mach - 5,800nm
T/O Dist. - 5,150
Ldg. Dist. - 2,770
Max T/O Wt. -85,100
Price - 37 million
The G500 is not a developmental item and is available now.
GV
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So why guy a G450 when for only $3 Million more you can have a G500?
Not trying to be a "Richard", just asking a serious question... The G-500 will give a LOT more range than the G450 for only a little more money... Seems like Gulfstream is grouping things too close together... Might as well buy a G400... It is only 380 miles less range.
Not trying to be a "Richard", just asking a serious question... The G-500 will give a LOT more range than the G450 for only a little more money... Seems like Gulfstream is grouping things too close together... Might as well buy a G400... It is only 380 miles less range.
F
fokkerjet
GIV/ G450
A couple of questions for ya.......
What kind of fuel burn improvements are the TAY's running (or expecting) with FADEC's on the G450 verses the GIVSP?
Also, is Gulfstream going to raise the ceiling on the G450.........maybe up to FL510?
And........are you going to need a "evacuation crewmember" on the G450 and G500 as you do on the G550?
A couple of questions for ya.......
What kind of fuel burn improvements are the TAY's running (or expecting) with FADEC's on the G450 verses the GIVSP?
Also, is Gulfstream going to raise the ceiling on the G450.........maybe up to FL510?
And........are you going to need a "evacuation crewmember" on the G450 and G500 as you do on the G550?
The Falcon 2000 or the Global Express.
You can get plenty of work with a G4 rating but the rates have been coming down to around the same rates for the F2000 ($450-$650 a day). With the excess of pilots and the overall number of G4's (coming up on 500 aircraft) out there, it's competitive to say the least. Most of the people I know have no problem finding a qualified G4 pilot. The only pilots I know that are flying with no experience are the ones that just purchased their types and they are working for far less then scale rates. The F2000 rating costs less and will get you the same amount of work as a G4 rating.
The G5 rating will get you work and a much better day rate but the big difference between the G5($800-$1000) and the Global, is NetJets.
Netjet pilots are on a 2 week on 2 week off cycle. The Netjet pilot who wants to work during his 2 weeks off, has no problem doing so. I know of one pilot in particular who works an additional 3-4 days a month(during one of his 2 week off cycles). That's an additional $36-48k on top of his G5 NetJets salery. He still winds up with 10-11 days off at home.
Their are no Global's at NetJets and subsequently their are fewer pilots available and the day rates are higher ($1000-$1200). The big BUT is, their are fewer Globals out their.
The type rating costs the same as a G5 but before you spend the $35k I would line up some potential clients (that goes for for any type that you purchase).
Most folks hire a temp pilot as a relief pilot on long haul international or because someone is out on vac or ill. They want an intl qualified pilot because they have a long haul aircraft. If you are not an intl guy, go with the F2000, it doesn't require the intl experience. It's not something they can hold against you. Besides it's a great aircraft to fly.
You can get plenty of work with a G4 rating but the rates have been coming down to around the same rates for the F2000 ($450-$650 a day). With the excess of pilots and the overall number of G4's (coming up on 500 aircraft) out there, it's competitive to say the least. Most of the people I know have no problem finding a qualified G4 pilot. The only pilots I know that are flying with no experience are the ones that just purchased their types and they are working for far less then scale rates. The F2000 rating costs less and will get you the same amount of work as a G4 rating.
The G5 rating will get you work and a much better day rate but the big difference between the G5($800-$1000) and the Global, is NetJets.
Netjet pilots are on a 2 week on 2 week off cycle. The Netjet pilot who wants to work during his 2 weeks off, has no problem doing so. I know of one pilot in particular who works an additional 3-4 days a month(during one of his 2 week off cycles). That's an additional $36-48k on top of his G5 NetJets salery. He still winds up with 10-11 days off at home.
Their are no Global's at NetJets and subsequently their are fewer pilots available and the day rates are higher ($1000-$1200). The big BUT is, their are fewer Globals out their.
The type rating costs the same as a G5 but before you spend the $35k I would line up some potential clients (that goes for for any type that you purchase).
Most folks hire a temp pilot as a relief pilot on long haul international or because someone is out on vac or ill. They want an intl qualified pilot because they have a long haul aircraft. If you are not an intl guy, go with the F2000, it doesn't require the intl experience. It's not something they can hold against you. Besides it's a great aircraft to fly.
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Falcon Capt said:
Sorry, about not getting back to you sooner, I've been on the road. The delta should should actually be about 3.2 million, but I know that's in the statistical "noise". The G450 is designed to be a very luxurious aircraft with every option included in the basic price to include 5 years maintenance and training. The G500 while not a "stripper" is a more basic model.
GV
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Re: GIV/ G450
Won't know for sure until Gulfstream conducts the drag polars that Falcon Captain is so fond of, but maximum fuel for the G450 will remain at 29,500 lbs (nominal) and range will be increased by 400nm. This is, however, the result of a drag reduction program in addition to making more efficient Tay's.
No. Service ceiling is normally derived by negotiating a hole in the fuselage that will occur at a frequency no greater than 10 to the 7th power with the FAA ACO, then demonstrating that you can make an emergency decent from the proposed altitude with that size hole in the pressure vessel without putting anybody in the back to sleep. New maximum altitude testing is not currently planned for the G450.
Not so far on the G450, but that was a pretty elegant solution, don't you think, as opposed to punching another hole in the pressure vessel?
GV
fokkerjet said:
Won't know for sure until Gulfstream conducts the drag polars that Falcon Captain is so fond of, but maximum fuel for the G450 will remain at 29,500 lbs (nominal) and range will be increased by 400nm. This is, however, the result of a drag reduction program in addition to making more efficient Tay's.
No. Service ceiling is normally derived by negotiating a hole in the fuselage that will occur at a frequency no greater than 10 to the 7th power with the FAA ACO, then demonstrating that you can make an emergency decent from the proposed altitude with that size hole in the pressure vessel without putting anybody in the back to sleep. New maximum altitude testing is not currently planned for the G450.
Not so far on the G450, but that was a pretty elegant solution, don't you think, as opposed to punching another hole in the pressure vessel?
GV
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F
fokkerjet
Re: Re: GIV/ G450
I have to agree with you on that. What caused the Fed's to look into the design of the window exits in the first place? I know the cabin door was repositioned more forward in the fuselage, does that open the "can of worms" for the rest of the fuselage? It doesn't seem right that you need the crewmember on the G550, but the other models get a free ride. If so, I can see why Gulfstream doesn't want to mess with the G450
I'll deny this if ever challeged, but I'm starting to miss the GV a little bit.............getting tired of rebooting the Falcon
all the time!
GVFlyer said:
I have to agree with you on that. What caused the Fed's to look into the design of the window exits in the first place? I know the cabin door was repositioned more forward in the fuselage, does that open the "can of worms" for the rest of the fuselage? It doesn't seem right that you need the crewmember on the G550, but the other models get a free ride. If so, I can see why Gulfstream doesn't want to mess with the G450
I'll deny this if ever challeged, but I'm starting to miss the GV a little bit.............getting tired of rebooting the Falcon
all the time!
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