This blog and others like it represent the updates I’ve been sending to my teammates as I go through the training required to get a type rating in the Gulfstream G280 corporate jet. These are intended to help them understand how the training is structured, and be even more prepared than I was.
Class starts at 8 am and you check in at the north entrance. You’ll get a walking tour that lasts 20 minutes, and then you’ll be able to figure out where to park when you have a sim (sim#1 is downstairs on north end; #2 is upstairs on the south). Your classes and GFS are both on the 2nd floor, north.
8:00 Class starts promptly, but it’s all casual stuff on the first day. We had 12 clients in class (including me) and took time to let everyone tell their story. He gave them five minutes apiece I’d guess, and didn’t rush them. That’s longer than I’ve done in my classes.
We had the usual first day interruptions for dignitaries, iPad distribution, paperwork, and so forth.
9:40: The welcome slides start. Same stuff we’ve all seen and done, so it was a chance for me to review how someone else does it. I’m not very good at discussing SMS safety programs, but my instructor today didn’t do it any better than I do. Harold C. is my instructor this week.
You will need IACRA and a FlightBag account, as well as PlaneBook. No surprises there.
Harold talked about the surveys and asked everyone to please let him know of any issues. He’d like the chance to fix things before he gets a bad rating from a client. Personally, I don’t do it his way.
FSI has a ground flight simulator (GFS). It is an interactive avionics procedures trainer that is useful for learning this adaptive system. There are only two of them, though, and it’s first come, first serve, on the honor system. I know the stuff is expensive, but I think we could do better there. IMO. Then again, it may be that they know more than I do about it, and increasing the number wouldn’t lead to a rise in usage. I avoided the entire debate and went in very early in the morning to practice flows.
My class is the smallest in awhile – 12 people. That has to be due to the fact that it is 1200 degrees down here. Honestly, the weather makes no difference since my day is spent in air conditioning anyway.
The instructor for the first week has a few quirks. He says the word ‘Effectively’ in every single sentence he utters, and the phrase ‘Some form or fashion’ at least once every other one. He is a better facilitator than I am, though, and did well enough to get us through systems. One method he uses to get the class to participate was getting everyone to say what makes a good pilot. He has his own answer ready at the end, and nobody is wrong regardless of what they say. Then he has clients read the various bullets on slides with several of them. Good technique.
Harold does check-rides, and has only been in this program for 11 months. He will tell you what you need to know, and it seems to be far less detail than anything we have done in the Westwind and/or Astra. It appears that the depth of your system’s knowledge can stop at the button pushing and your ability to find out what to do about an issue from your iPad. That is an initial impression from the first day.
11:15 Overview begins. Harold talks about the FSB – Flight Standardization Board. He suggests we download and read the ACS, right after telling us not to read allot at night and fry our brains.
Areas of emphasis that FSI agreed to train for the FAA
– W&B Performance Plan
– DSP/DCP/CCD operation. Display Select Panel and Display Control Panel are both part of the SMS. The CCD is the FMS, and so begin the acronym wars. It won’t be hard to get used to.
– Flap settings for various conditions (and limits)
– Flight Control Modes
– ADM Auto Descent Mode details and operation
– Thrust Control Module.
He wasn’t clear on the Issue #1/#2 thing. I had been told to focus on Issue #2 numbers, and that is what I’ll do. S/N #113 and beyond are Issue #2, but he wasn’t sure of himself there.
L/R cruise is 0.80 mach; Normal is 0.82; and max oper is 0.85
You can lock the baggage door from the outside, but if you do, you cannot open it from the inside. I think he called this a class #2 exit. Make sure it is unlocked before flight (unusual).
You need to know only the basics about the engine or APU for an oral. It is a turbofan engine; 7240# of thrust; engines and APU are Honeywell. He de-emphasized knowing it is an HTF7250G.
The airplane has geared tabs, but Harold couldn’t describe them. Could be servo or anti-servo, but he wasn’t sure.
There is a nose-wheel horn warning of exceeding towing limits. It is served from the left hot battery bus.
You cannot takeoff with an red or yellow CAS messages (unless you are being shot at).
SIT 05/06 is in the sim. Rest of the SITs are in class or the GFS.
Ate an expensive salad in the Cantina / cafeteria. It is crowded and the service is slow, but the food is good.
14:05 Reviewed Planebook. Which documents to use and how to arrange them on your screen. Put the QRH first, then the AFM, then the OM, then the MMEL. Those documents must be key to this training. The CDL is found in the AFM. *** I follow up with detailed instructions on navigating planebook.
QRH: Talked about what (C) and > denotes for CAS messages. You get 3 chimes for red; 2 for yellow; 1 for cyan; and zero fo status. Certain CAS messages are disabled until 400′ agl.
Know the definition of land as soon as practical, etc. See AFM Emergency section, page II-2 (he sent me to the wrong place). In the front of this section it also talks about warnings and so forth, and the 400′ limit. I’m going to read this more thoroughly. I just found it as I write this.
15:17 Abbreviated FlightBag review. Running late on Electric, so it is clear to me that the level of detail we’ll get into will be brief.
15:30 Electric starts, leaving us 1.5 hours to get through it.
Beacon automatically comes on when the batteries are discharging. Note that the switches also show ‘ON’ for batteries when discharging, and go dark when being charged.
He stomps his foot and says ‘in some form or fashion’ for the 30 billionth time. There are 12 DC busses and 1 AC bus. Total 13 busses.
Instructor note: Stomping your foot to get people to write stuff down is lame. Don’t be like Harold. It annoys me every time.
CB Panel – red for emergency; black for distribution, main for green. Know where the standby bus is (red) – lower right.
APU gen comes on 95% and 4 seconds. Bleeds 90 seconds
Harold said some things about electric that made my brain hurt. He doesn’t know certain things, gives a few answers that are not correct but won’t hurt anyone, and I resist the temptation to speak up and add detail. The detail won’t help anyone – so I let it go.
He spent some time on smoke in the baggage area…..
My plan had been to study each night, but it’s been a long day. I exercised and read a good book, but didn’t study. Today will be the full firehose effect, so I’ll let you know if that was a mistake.
ok – that’s enough.