GV crosswind technique

[hogdriver00]

don't forget

Not to be confused with a "Shwoopen-housen"

 

[AA717driver]

A "whifferdill" is any maneuver used in an attempt to salvage an approach which, to the normal obsever, would appear to be unsalvagable.

Or..."S-turns" all the way to the ground. Or...On the ground, any time you can see all the upper surface of the horizontal stabilizer on a T-tailed aircraft which is inside the outer marker(even better if they are inside the middle marker! ).

Or...

Most approaches by SWA aircraft! TC

 

[GVFlyer]

GV--I tried to send this as a private message but your box was full. So, I'll throw it out to you and everyone else here...

I was having a discussion with another guy in my department last night and he was criticizing another individual who "makes crosswind landings in the G550 the way he would in a Cessna 152". That is, near the runway, wing down into the wind and using rudder to track the centerline.

He contends you are risking a wing-strike using that method. I didn't want to debate him at his party but that is the way I've made crosswind landings in everything from light planes to 767's.

I know on some airplanes there is a max bank angle near the runway in landing configuration. I don't have my G550 manual handy but I don't remember a specific angle of bank limit in that configuration.

Do you have a different technique for crosswind landings in the G550 and is there a bank angle limitation?

Thanks in advance and Happy New Year! TC.

I can't add anything to the OIS; it was written by Flight Test. The Big G saw a 35 knot crosswind up at NASA Wallops during certification, but it only counts if a test pilot from the FAA's servicing ACO is at the controls and one wasn't. A 28 knot crosswind was what the FAA saw.

Banging the wingtips is more likely with a wing with a pronounced sweep. The Global drug a wingtip during cetification. Although it would be difficult to predict at what combination of pitch and bank angle you would strike a wingtip in the GV/G550, it is hard to imagine a situation where that would occur as tip strikes rarely happen. The last one I remember was commited by the Navy.

I know this doesn't apply to the GV, but it provides a point of reference. About 15 years ago, the Air Force wanted a better crosswind limitation for their G-III's and paid Gulfstrteam to do the work. The OIS for the military jet says that up to 8 degrees of bank and 4 degrees of crab can be used at touchdown.

GV

 

[bigD]

Although it would be difficult to predict at what combination of pitch and bank angle you would strike a wingtip in the GV/G550,

Why is this? Are the dimensions of the fuselage, wings, etc...hard to come by?

 

[semperfido]

About 15 years ago, the Air Force wanted a better crosswind limitation for their G-III's and paid Gulfstrteam to do the work.

GV

seems like a waste of my tax dollars

 

[Ty Webb]

filejw--I don't know how he does it--he's an excellent pilot but I'll ask him what he's talking about.

Thanks for all the input.TC

The only other method that I am aware of is to let the aircraft weathervane into the wind so that the track is aligned with the runway. Just prior to touchdown, you "kick in" enough rudder to align the aircraft axis with the runway, and a little aileron to check the drift.

Either way works, but the method I described above takes a little more finesse to pull off smoothly and without side-loading.

 

[AA717driver]

Today in PBI, I used my tried and true method. The aircraft survived intact. I think I'll stick with it. Thanks all.TC

P.S.--Any G550 people out there watch out. Our APU siezed in La Romanna, D.R. and even the Gulfstream service guys couldn't free it. Honeywell is rebuilding the APU's free. We almost got stranded. Ran the R engine for an hour and 10 min. as an APU. It's been a problem with a few 550's lately. We ran ours on Monday and had no problems. They say corosion is causing the turbine to bind up.

 

[Ace-of-the-Base]

Today in PBI, I used my tried and true method. The aircraft survived intact. I think I'll stick with it. Thanks all.TC

P.S.--Any G550 people out there watch out. Our APU siezed in La Romanna, D.R. and even the Gulfstream service guys couldn't free it. Honeywell is rebuilding the APU's free. We almost got stranded. Ran the R engine for an hour and 10 min. as an APU. It's been a problem with a few 550's lately. We ran ours on Monday and had no problems. They say corosion is causing the turbine to bind up.

Keep us posted. Anything on breakfast minutes about this problem?

Ace

 

[AA717driver]

Ace--I haven't looked at the bminutes(its on my laptop). It may be too new. The way it's been happening, there's nothing you can do anyway. You can run the APU every day for a week and the next day it's siezed up.

The service guys actually broke a tool (keep your mind out of the gutter!) trying to free the turbine!

This took me back to my airline days--flying around with no APU, hoping the huffer that has been collecting dust for 10 months would fire up... Finding one that works (especially in a thrid world country) is a scavenger hunt.TC

 

[G4G5]

I have a buddy of mine in LGB as we speak getting his APU replaced for the exact samething.

I wonder if garret/honeywell is having the same problem with their APU on other applications? Does the Global have the same dash# APU?

 

[Ace-of-the-Base]

Ace--I haven't looked at the bminutes(its on my laptop). It may be too new. The way it's been happening, there's nothing you can do anyway. You can run the APU every day for a week and the next day it's siezed up.

The service guys actually broke a tool (keep your mind out of the gutter!) trying to free the turbine!

This took me back to my airline days--flying around with no APU, hoping the huffer that has been collecting dust for 10 months would fire up... Finding one that works (especially in a thrid world country) is a scavenger hunt.TC

I've had this happen on the old 36-6 and -100s, but not ever in a V. We do a lot of remote international stuff and this story particularly concerns me.

Ace

 

[AA717driver]

Ace--I believe it's not a problem with the V's--only the 550's. They got a different APU and it's the problem child.TC

 

[GVFlyer]

Ace--I believe it's not a problem with the V's--only the 550's. They got a different APU and it's the problem child.TC

The Honeywell RE220 APU is the same dash number on the GV, and the G500 / G550. Other applications for the APU include the Global Express and the Dornier 728Jet.

There's presently no MOL or other alert out on the APU; you guys just must not be living right, you recently had a fan disk issue, too.

GV

 

[puddlejumper]

Interesting G4 Photos

I came across this cool photo gallery of a GIV pilot the other day. I thought you Gulfstream guys would be interested.

http://www.jeff-betty.com/GIV-TEB/index.htm

This link is specifically for the UK GIV accident at TEB a while back.

-PJ

 

[Ace-of-the-Base]

The Honeywell RE220 APU is the same dash number on the GV, and the G500 / G550. Other applications for the APU include the Global Express and the Dornier 728Jet.

There's presently no MOL or other alert out on the APU; you guys just must not be living right, you recently had a fan disk issue, too.

GV

That's what I thought. I'd sure like to know if there are more problems like these. I've run over 2,000 hours in our Vs and that APU seems to be overbuilt and bullet-proof.

Ace