Questions for G550 drivers?

[1900heavy]

Just out of curiosity, do you guys ever single engine taxi?
I know you're boss is filthy rich, but still...I am with 121 Major and we
do it all the time.

One more question, how many pilots do you guys have per airplane?

Thanks.

 

[SpeedRestricted]

Filthy rich owners does not mean they are not cheap. The number of pilots varies greatly between operators and the types of operations being conducted. 91, 135, how many hours per year, do you need the plane available 24/7 or are most trips scheduled, is the owner cheap? etc etc...On longer international trips you often need relief crews to combat fatigue and comply with rest requirements. I've seen 91 operators with 1 crew for the plane and just fill in with contract pilots when needed. 135 operators and fortune 500 corp. tend to need multiple crews in order to maintain the availability of the plane.

 

[TransMach]

G550 Questions

In the GIV / GV / G550 world there's hardly anybody with more than two pilots per airplane. Every "Third Guy" I know is out of work.

As for the GIV / GV / G550 "contractors" I know, hardly anybody is working at all.

Now for single engine taxi ... never seen it done in a "G-String".

TransMach

 

[Gulfstream 200]

I know of no bizjet operators who taxi on one engine. The only time I ever did was in a Lear 25 at KTEB. Obvious reasons.

Most of the time bizjets don't operate out of the same busy, 37 inline for takeoff airports that airliners do. Also bear in mind we take lots of extra fuel, 2 hrs reserve is not unusual. Our pax dont want to hear "after 2 circles in holding we have to go to XYZ"

We currently have 3 pilots on the plane I fly, previous job averaged 4 per airplane. Jobs with just 2 can be tough jobs, unless there is no issue using contractors. Three fully qualified Captains on a long range A/C really is a minimum IMO. Anything less than that QOL becomes an issue.

Then again....these days guys are complaining less about working more.

A few years ago you were a chump if you only had 2 guys on your G550/Global and made less than 175K.....that today would often be considered a pretty good job.

Go figure.

 

[landlover]

The only time I ever did was in a Lear 25 at KTEB. Obvious reasons.

"as soon as we level off declare min fuel and get direct destination!"

 

[GVFlyer]

We do not taxi single-engine. We man at 1.5 pilots per seat.

 

[freighthumper]

We taxi single engine when operations permit. Mostly taxi in, but sometimes taxiing out in busy places where an extended taxi or hold is expected. Even the filthy rich(and cheap charter) have to be smart about cutting down fuel expenses if they are to remain competitive these days. That said, the GIV isnt the best plane to taxi out single engine as many of the preflight checks are done with both engines running in the blocks. It takes a different procedure to get things up and ready for flight, but it is possible. Most times its more effective to just shut one down while you wait though.

 

[semperfido]

no single engine taxi. 3.33 per plane.

 

[jaxpilot]

no single engine taxi. only 2 pilots on our airplane.

 

[BoilerUP]

I'll try to shut one down if we're pulling onto a crowded ramp and an airplane next to us is boarding...but otherwise no SE taxi.

2.5 pilots per plane

 

[ditch]

no s.e. taxi- four pilots plus a f.e.
cheers

 

[91er]

We do not single engine taxi. 4 pilots per airplane.

 

[2EASYPilot]

We will on occasion taxi with one engine shutdown on the 900. Four pilots per aircraft but then again we do 900 hours per aircraft a year.

 

[1900heavy]

Thanx, guys. Appreciated.

 

[AA717driver]

Having gone from a very efficient 121 operation to the G550, my instructors and sim partner were VERY patient as I started one and taxied out, having my sim partner start the other one.

Same with checking the rudders on the taxi out (reeeellll smoooth...). The Gulfstream is designed for both engines to be started on the ramp and the flight controls checked prior to taxi.

Just go with the program, Tim...

TC

 

[gear_guy]

In the GIV you really are not saving anything by taxing single engine. This is mainly due to the excess thrust required to taxi especially at higher weights. If you have a long delay (more than 30 min.), it may be ok to shut them both down in the holding area. I have found that it is about 400# however you slice it.

 

[gulfstreameric]

no s.e. taxi- four pilots plus a f.e.
cheers

 

[falcondrivr]

i fly with a pic in the g4 that s/e taxis all the time. there is a checklist in the afm for doing it. (basically just taxi on left engine) not my practice, but i have to defer.... he says that they calculated that in 300hrs/yr, they save $30k in fuel/yr. dont know if i believe it, but thats the story.

 

[AA717driver]

he says that they calculated that in 300hrs/yr, they save $30k in fuel/yr. dont know if i believe it, but thats the story.

You based in EWR?

Yeah, you'll save some gas but you're running the APU at the same time and jacking the operative engine to get moving.

I'd be surprised if you saved $30k/yr. in airline ops by s.e. taxi.

JMO.

TC

 

[K.V.]

i fly with a pic in the g4 that s/e taxis all the time. there is a checklist in the afm for doing it. (basically just taxi on left engine) not my practice, but i have to defer.... he says that they calculated that in 300hrs/yr, they save $30k in fuel/yr. dont know if i believe it, but thats the story.

...then how does your friend ever functionally check the PTU and the single rudder limiter??

 

[caseyd]

You based in EWR?

Yeah, you'll save some gas but you're running the APU at the same time and jacking the operative engine to get moving.

I'd be surprised if you saved $30k/yr. in airline ops by s.e. taxi.

JMO.

TC

TC and all,

I wonder:

1) You jack both engines to get it rolling in some conditions and if you don't them I'd ask how much of a bump do you really need to get it rolling on one. Patience is helpful.

2) Even if you need a big push to get it rolling most of the time spent waiting to depart is spent stationary. If so, then that time creates a big savings opportunity.

3) Most APU equipped a/c have a cross bleed start capability. Depending upon the ability of one pack to maintain cabin comfort and the true need for a second electric source on the ground, I wonder if one even needs the APU while taxiing.

4) ....

caseyd

 

[gulfstream2345]

There are a lot of reasons not to taxi a Gulfstream on one engine. It certainly can be done but is not a great idea. This is from me, a former Gulfstream Test Pilot.

 

[AA717driver]

S/E taxiing in the Gulfstream just never seemed comfortable. Some airplanes are "happy" in that configuration but not the GLF, IMO.

TC

 

[Beechjetr]

I've seen some G-V's taxi by with one T/R deployed...

 

[semperfido]

I've seen some G-V's taxi by with one T/R deployed...

I use TRs for braking while taxiing quite a lot. Thant is why you saw that.

 

[Beechjetr]

I use TRs for braking while taxiing quite a lot. Thant is why you saw that.

Ya, I do too. I hate riding the brakes, but this seemed excessive, like 4000' of twy in PTK.

Do they have that much idle thrust?

 

[semperfido]

Yes, they do. You can build up quite a lot of speed. The TRs are also smoother than the grabby brakes. Popping one TR is usually enough to keep things from getting out of hand.

 

[G4G5]

Yes, they do. You can build up quite a lot of speed. The TRs are also smoother than the grabby brakes. Popping one TR is usually enough to keep things from getting out of hand.

I would highly recommend the new brake valve mod, we had ours done in April and it's a night and day improvement

 

[gutshotdraw]

I would highly recommend the new brake valve mod, we had ours done in April and it's a night and day improvement

Hope we can talk our management into an upgrade, especially on the "Classic" V. Hadn't flown one for a while until last tour....man those brakes are brutal. The 450 ain't much better. The 550 isn't too bad but I think the IV is the easiest to taxi.

As for the thread starter, SE taxi has been repeatedly evaluated for our operation and rejected every time. And since we operate more than 50 of them, theoretically we would stand to benefit more than most operations. For what that is worth.

 

[TransMach]

Dual Brake Metering Valve

Mates,

I strongly suggest you take your Classic GVs and earlier G500/G550s into a service center and incorporate ASC181A for GV or ASC74A for the G500/550. It makes a WORLD of difference .... Makes a GV taxi like a GIV-SP with HMAB ...

Best yet, our MX guy tells me these are "NO CHARGE" ASC's ... now that's UNHEARD OF!

TransMach