Brown Cow

Question about long legs in the corporate world. Just flew HNL-HKG in 12 hours +/-. Nothing to see but water and of course Guam and Wake Island. We obviously were a 3 crew jet (UPS MD-11) so bunk time was about 3.5 hours each. Now what happens to the guys in a G550 flying the same distance or longer? Are you hanging in the straps the whole time? What is the max you can fly?

GlasssPilot

Buy a GulfStream if you want, but they have dead people buried in the runway at Savannah. Really, dead people (2 of 'em)...towards the approach end of 9 about a quarter of the way down on the left side.

That kind of bad karma can't be good for an aircraft manufacturer OR a flight school.

...not that I'm superstitious though.

Fred Flintstone

The Gulfstreams come two ways, with or without crew rest facilities. If flown 135 they have rest requirements similar to 121. If flown 91 I'd prefer to work for an owner that values his/her safety! I would also suspect the insurance companies have weighed in on this subject but don't really know first hand.

Fred Flintstone

True! Always gave me the heebie jeebies landing on the graves there.

From Wikipedia:

Some 3,680 feet (1,120 m) from the west end of Runway 10 (the main east-west runway) are two concrete grave markers. A runway extension project placed the runway through a small family plot and the graves of the airport property's two original owners. Because the family did not want to remove and relocate the graves, the markers were placed in the asphalt runway.
Runway 10 is thought to be the only airport runway in the United States with marked gravestones in it. Federal law generally prohibits the moving of a grave without the permission of the next of kin. In this case, two graves of the Dotson Family, the earliest grave dating backed to 1857, were encountered during the construction of the runway. Since the next of kin could not be located, the graves were left undisturbed. Two additional graves are located off the runway surface.

Climbto450

Unlike FSI CAE is very willing to negotiate training costs. The better more flexible negotiator you are the better price you will get. I was once quoted 17k for a GV type rating meanwhile everyone was being quoted and paying 22k. If you are really serious about getting this type you have to talk to Randy Phelps he loves to give the farm away. CAE will make you a great last minute deal. For example, if they have someone drop out at the last minute and they need to fill a seat they would rather get paid less to have you there then pay a right seater to be there. That kind of thinking is unheard of at FSI.

UCLAbruins

last week friend of mine did Finland to South Africa in a G-V... I believe the flight was 13.6... 4 pilots, crew rest area, curtain in the middle.. they split the cabin in half to give the pilots a bit more room. Capitan makes the decision as to when they switch and all that stuff.. not much room to move around

edznaz

Did 13 and change coming back from Africa in the GIII in Dec. Two pilots, one stop in Azores. After 28 days on the road, I was just happy to get home.

mmaviator

How did you manage that without sleeping? Do part 91 flight depart. typically fly this amount in a given time(day)?

forgot to bid

I will say this, I've heard FSI SAV is top notch on the Gulfstreams. However, I've been to LAL, HOU, LGB and ICT for Cessna (the worst) for stuff and will only say I was happy with LGB. You are right to say they are different entities, one corporate aircraft I flew was purchased used but we were given training slots at FSI but it turns out it was only at LAL and we couldn't go just anywhere in the FSI system. I would have far preferred to go to Beechcraft ICT and be near the manufacturer or ATL but they're seperate entities and you can't transfer them.

When it came to the actual level D simulators, I've always thought the ones built by CAE were better. I flew about 6 different ones at FSI HOU and they didn't seem to match the real airplane as well as the CAE ones.

When I say commutable I mean this, if you're going to make a 6-month 1 day event into 5 days then make it so that it doesn't become 7 when you add in travel. The funny thing was I was a customer treated like a client because I couldn't go elsewhere because FSI was required thanks to flying Part 135 for EJM.

My other thought is it would help if there weren't lectures because there is just way too much hangar talk in class and that is not productive. I think Delta air lines determined that in an 8 hour instructional day there was only 3 hours of actual instruction and thus we and nearly all mainline carriers do initial and recurrent systems for every fleet on cd. Sounds nuts until you try it because it works great. You get the CD weeks before you show up and you basically arrive for your oral whether initial or recurrent. There isn't any review unless you have questions. Thus recurrents are 2-day 2-event in length or in the case of regionals usually 1-day 1-event.

The end result is lower costs, better QC over what was taught and less time in class. Given FSI's high quality computer productions, interactive programs and of course those wonderful well done big big big books I think FSI could do this as well. I'd prefer it and would prefer that training with say maybe 1 day of class/warm up sim and then a sim check and done.

And is that 5 manuals for the GV for the pilots? Why not just 2 (operation and system)?

BoilerUP

What didn't you like about FSI ICT?

Air Wisconsin (when I was there at least) had a 2-day recurrent ground school, which was usually preceded or followed by a 1-day simulator PC check.

Besides, if FSI sent you a single CBT CD and their initials were 3-8 days long, how would they justify their outrageous cost?