Houston G3 crash info

[English]

Embraer Legacy, aka Whistling $hitcan of Death....

Refer to the Legacy Bashfest for more information.

 

[GV-Ace]

This has got to be flame bate!

I would say ask your friends flying the GV if they would rather stay domestically, flying 15 days a month, home every night, with the same pay and benefits that a heavy pilot jet has. Or would they rather fly 12 hour legs being gone 20 days at a time, having to deal with all the “fun” that comes with flying into international, just so they can fly a GV. But with an ego like yours I doubt you have many friends.

The reality is that heavy jets usually pay better and that all adds into the equation of what you want out of your life. However, for everything in aviation there certainly are exceptions, like those 600 hour GIV drivers for certain VNY based charter operation that PFT and are making $28K a year, are they the “cream of the crop”, they're flying Gulfstreams?

For me flying is no where near the top of the list, I want to be the best dad, the best husband, and mostly being happy. Hell, pay me enough, with all the QOL issues and I’ll even happily fly a WSCoD!

I realized this back in 1999, when I had the opportunity to become the CP for a C604 operation. This Challenger has since become a Global and I have absolutely no regrets turning them down.

It obviously helps that my base salary is based at on the 95% of the NBAA Heavy Jet Captain, even though I only fly a lowly light jet.

I don’t know, I guess for me the flying aspect of corporate aviation has simply never been exciting enough to “rise to the top.” If I want to have fun flying I’ll hop into an Extra 300 or Blanik.

I will say this, in a very general rule, you are correct. A very experienced guy flying a Lear 25 on charter, may very well have “issues”. Some may even have what I call it Avbugism (very experienced, but can’t interact with people).

No argument there, there are many crews that would rather sit at home and make $150K per year, than fly an international GV. I’m not one of them. But, get your facts straight, or, until you actually fly one, listen to someone who does. Gulfstream tracks the average leg-length flown by each of its aircraft models. The GV fleet averages lest than 2 hours to each landing. Yes, once in a while we push the range, but mostly we’re flying a nice mix of domestic and international trips. I fly about 12 days per month. It’s the Lear charter guys that are gone all the time (I’ve heard them say that if they get home after their kids are asleep, they might as well have been overnight).



As I’ve said before, there are bad operators who have under qualified pilots in big planes, no doubt. I’ll I’m saying is that if you’re gonna be a lawyer, being a Partner may not be for everyone, but it is absolutely the top of that field. Flying the most expensive private jet (and hopefully making one of the biggest paychecks), is the top of being a corporate pilot. Period.



PS, I don’t see any BBJ, Gulfstream or Global pilots arguing that last paragraph.

 

[flyguy75000]

Probably because they arent such egotistical pr*cks like yourself, ACEhole.

 

[GV-Ace]

Probably because they arent such egotistical pr*cks like yourself, ACEhole.

Nice. All that education really paid off.

So, what you are saying is that the other heavy jet pilots wouldn't argue my point about 'top of industry' because they don't have egos. You would have to have a big ego to say my point is wrong? Therefore, you are saying that people like youself, who DO argue that point, are, how did you put it, "egotistical pr*cks".

Brilliant!

 

[PC12Cowboy]

Hmmm...instead of playing bash the other guy....Focus needs to remain on ONE subject!!!!!!!!!!!!!!!!!!

The loss of TWO pilots and ONE flight attendant...and the CAUSE and REASONS behind SUCH TRAGEDY......
So that we as PILOTS can learn and AVOID such circumstances.....
So put away your cocks stow your egos and please remember WE ARE responsible for many other lives both on the ground and in the air

FLY SAFE and TUNE,VERIFY,IDENTIFY
A humble pilot who loves to fly
COWBOY

 

[gern_blanston]

I took a bunch of grief from the sim instructor last year at FSI recurrent because I ID'd the navs prior to a single-engine ILS. "You guys are way too busy to be f#(king around with that $h!t. You don't need to do that in this day of FMS's. The airplane knows where it is." Seriously.
We had a quite a discussion at the debrief. It's part of our SOP to ID the doggone things. It doesn't cost a cent, and you can do it in 10 seconds. Saved us from embarassment (or worse) going in to Toronto one night a couple years ago after 3 runway swaps with approach control. The nav freq's only got changed twice, and Captain Bob ID'd 'em 10 miles out and said, "Hey, something's wrong here."
Good cheap insurance!

 

[GV-Ace]

I took a bunch of grief from the sim instructor last year at FSI recurrent because I ID'd the navs prior to a single-engine ILS. "You guys are way too busy to be f#(king around with that $h!t. You don't need to do that in this day of FMS's. The airplane knows where it is." Seriously.
We had a quite a discussion at the debrief. It's part of our SOP to ID the doggone things. It doesn't cost a cent, and you can do it in 10 seconds. Saved us from embarassment (or worse) going in to Toronto one night a couple years ago after 3 runway swaps with approach control. The nav freq's only got changed twice, and Captain Bob ID'd 'em 10 miles out and said, "Hey, something's wrong here."
Good cheap insurance!

Most modern jets will ID the station for you without having to listen to it. The GV does, and I would imagine the F200 would for you too if you look into it.

 

[gern_blanston]

The NZ-equipped F2TH does not auto-tune or ID the navs.

 

[some_dude]

Are you saying it doesn't display the ident somewhere on the EFIS, if the facility is DME-equipped? I find that very hard to believe. Even the lame first generation EFIS units that I've been using recently do that.

Hell, some non-EFIS DME units will do that.

The NZ-equipped F2TH does not auto-tune or ID the navs.

 

[gern_blanston]

OK, my bad. What I meant was that our EFIS does not necessarily give you the currently tuned VHF nav ID, while the Morse-Code identifier always does. Our EFIS shows the ID of the VHF nav that the DME is locked on to. It sometimes locks onto a neighboring localizer with the same freq until you're in close, and, of course, if you've got 'DME hold' engaged, it displays the the 'held' ID. In this situation, a crew could be looking at something different from what they think they're seeing, especially at the end of a long day. For example an airport where you hold the VOR DME to get distance fixes on the approach. So what the EFIS is showing varies from approach to approach. This is just one of the little things that our SOP's take into account. If the localizer doesn't have DME, we discuss holding the dme if approriate. Otherwise, the call is 'FMS distance', and we always ID the navs.