VistaJet
07-19-2019, 04:48 AM
#41
Gets Weekends Off
Joined APC: Jan 2015
Posts: 1,063
And the performance program you used allows a Global 6000 to take off 14R at BFI, on a 24 degree day with no headwind, at max structural weight. Go ahead and run the numbers.
I looked for the "take off opposite direction VFR, stay in the pattern below SEA arrivals, pick up international clearance from tower" option but those numbers are not published.
I looked for the "take off opposite direction VFR, stay in the pattern below SEA arrivals, pick up international clearance from tower" option but those numbers are not published.
07-19-2019, 05:22 AM
#42
Gets Weekends Off
Joined APC: Mar 2011
Position: Bizjet Captain
Posts: 251
Originally Posted by Flyfalcons
And the performance program you used allows a Global 6000 to take off 14R at BFI, on a 24 degree day with no headwind, at max structural weight. Go ahead and run the numbers.
I looked for the "take off opposite direction VFR, stay in the pattern below SEA arrivals, pick up international clearance from tower" option but those numbers are not published.
I looked for the "take off opposite direction VFR, stay in the pattern below SEA arrivals, pick up international clearance from tower" option but those numbers are not published.
Quotes:
Strange, I've just run it through APG using the current metar (2100z) and its obstacle limited off both runways, with 32L giving you 2000lbs more than 14R. So it's quite reasonable that to get to a "comfortable" fuel level they wanted 32.
https://www.pprune.org/showthread.php?p=10518618
and:
I have had a look with GURU now and the departure off 14 is limited by a 171 foot high obstacle 15761 feet from the runway head. It is not possible as a normal performance take off but my company allow a bleeds off departure (some dont) and that would allow a departure off 14. That said, the prevailing weather and temperature may not have allowed it - its pretty marginal. Someone in this thread said something about see and avoid - surely no company allows that kind of thing any more!
https://www.pprune.org/showthread.php?p=10519004
I don't know if the obstacle clearance requirements in EASA land are the same as the FAA rules. Would have to look that up. The operator has a EU AOC so is bound by the EU rules.
07-19-2019, 06:12 AM
#44
Gets Weekends Off
Joined APC: Jun 2007
Position: Retired for now
Posts: 233
Originally Posted by Flyfalcons
And the performance program you used allows a Global 6000 to take off 14R at BFI, on a 24 degree day with no headwind, at max structural weight. Go ahead and run the numbers.
I looked for the "take off opposite direction VFR, stay in the pattern below SEA arrivals, pick up international clearance from tower" option but those numbers are not published.
I looked for the "take off opposite direction VFR, stay in the pattern below SEA arrivals, pick up international clearance from tower" option but those numbers are not published.
07-19-2019, 05:03 PM
#46
Gets Weekends Off
Joined APC: Feb 2006
Position: B-737NG preferably in first class with a glass of champagne and caviar
Posts: 5,902
Originally Posted by MysteriousMrX
Maybe both are at fault?
Why would the BFI tower think for more than a nanosecond that a global express would want to take a lap around the pattern??
Why would the BFI tower think for more than a nanosecond that a global express would want to take a lap around the pattern??
On another note... anyone have any info what transpired between the flight crew and BFI Clearance Delivery?
07-19-2019, 11:54 PM
#47
Gets Weekends Off
Joined APC: Mar 2011
Position: Bizjet Captain
Posts: 251
As suspected there are some slight difference in take off performance requirements between the various rules and regulations (FAA vs. EASA, TERPS vs. ICAO etc.)
It's explained and shown here:
https://aviationweek.com/site-files/...lbrightBCA.jpg
So don't assume that just because one performance calculator gives you one set of numbers that other operators operating under a different jurisdiction will get the same numbers.
https://aviationweek.com/business-av...ture-obstacles
It's explained and shown here:
https://aviationweek.com/site-files/...lbrightBCA.jpg
So don't assume that just because one performance calculator gives you one set of numbers that other operators operating under a different jurisdiction will get the same numbers.
https://aviationweek.com/business-av...ture-obstacles
11-07-2019, 08:26 PM
#48
Line Holder
Joined APC: Feb 2018
Posts: 60
It’s been quiet in here for a while so...
Anything new with vistajet?
Did they add more Globals to the 1 they had on the US certificate?
Is it competitive to get into a Global?
Has the culture changed with the XOJet merger at all?
What is attrition like?
If it matters; I’m about to be upgrade eligible at my regional and don’t think I’m mainline material (one failed checkride and no degree) and it looks like the 135 world has a shorter path to a six figure income than my current airline. I’m also 35 so I don’t really have time on my side. I don’t have a wife or family and don’t mind being on the road.
Thanks for any positive or negative feedback/advice.
Anything new with vistajet?
Did they add more Globals to the 1 they had on the US certificate?
Is it competitive to get into a Global?
Has the culture changed with the XOJet merger at all?
What is attrition like?
If it matters; I’m about to be upgrade eligible at my regional and don’t think I’m mainline material (one failed checkride and no degree) and it looks like the 135 world has a shorter path to a six figure income than my current airline. I’m also 35 so I don’t really have time on my side. I don’t have a wife or family and don’t mind being on the road.
Thanks for any positive or negative feedback/advice.
11-08-2019, 10:32 AM
#49
Gets Weekends Off
Joined APC: Jun 2019
Position: Poolside
Posts: 534
,
I didn’t realize VJ had any Globals on the “US certificate”, although FlightAware would indicate that there are at least two Challenger 350s operating under the XOJ call sign. Others are much more knowledgeable about this than me.
Half of those who interviewed with me on Oct 16th we’re interviewing for VJ. They all had more than a modicum of experience. One was a current FlexJet FO, one had significant international experience, etc.
I think both VJ and XO are making slow changes as they synthesize the operations...hopefully taking the best from both sides. I guess time will ultimately tell how the cultures end up.
I didn’t realize VJ had any Globals on the “US certificate”, although FlightAware would indicate that there are at least two Challenger 350s operating under the XOJ call sign. Others are much more knowledgeable about this than me.
Half of those who interviewed with me on Oct 16th we’re interviewing for VJ. They all had more than a modicum of experience. One was a current FlexJet FO, one had significant international experience, etc.
I think both VJ and XO are making slow changes as they synthesize the operations...hopefully taking the best from both sides. I guess time will ultimately tell how the cultures end up.
11-08-2019, 01:25 PM
#50
Line Holder
Joined APC: Feb 2018
Posts: 60
Originally Posted by Peabody17
,
I didn’t realize VJ had any Globals on the “US certificate”, although FlightAware would indicate that there are at least two Challenger 350s operating under the XOJ call sign. Others are much more knowledgeable about this than me.
Half of those who interviewed with me on Oct 16th we’re interviewing for VJ. They all had more than a modicum of experience. One was a current FlexJet FO, one had significant international experience, etc.
I think both VJ and XO are making slow changes as they synthesize the operations...hopefully taking the best from both sides. I guess time will ultimately tell how the cultures end up.
I didn’t realize VJ had any Globals on the “US certificate”, although FlightAware would indicate that there are at least two Challenger 350s operating under the XOJ call sign. Others are much more knowledgeable about this than me.
Half of those who interviewed with me on Oct 16th we’re interviewing for VJ. They all had more than a modicum of experience. One was a current FlexJet FO, one had significant international experience, etc.
I think both VJ and XO are making slow changes as they synthesize the operations...hopefully taking the best from both sides. I guess time will ultimately tell how the cultures end up.
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