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Video; test flying the Gulfstream G650 . . .

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Video; test flying the Gulfstream G650 . . .

Old 22nd Mar 2013, 17:41
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Video; test flying the Gulfstream G650 . . .

Aviation Week's chief aircraft evaluation editor, Fred George, put the G650 through its paces in Savannah, Ga

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Old 22nd Mar 2013, 18:55
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Thanks!

I am, obviously, no pilot, but thought that was quite interesting... At least I understood some of what he was talking about...
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Old 23rd Mar 2013, 04:41
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Good stuff. Thanks for that.
K.
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Old 23rd Mar 2013, 06:49
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Did the word 'The' cease to exist as some point


And whats with the ridiculous 'sound track ?'



No question it's a great Aircraft though
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Old 23rd Mar 2013, 09:43
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FBW: where is the the side stick ?
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Old 23rd Mar 2013, 19:19
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Nevermind the side stick, where is the auto brake and why doesnt the auto throttle work single engine?
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Old 24th Mar 2013, 10:27
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I want one.



No I don't, I want to fly one..........please, anyone.
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Old 24th Mar 2013, 11:28
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Thanks for the link
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Old 26th Mar 2013, 09:19
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The auto throttle does work on single engine - your just not allowed to use for landing.. Auto brakes would be "nice" to have - agree - however to my knowledge you don't get any performance benefit from having them - so not really a big deal, if you ask me.

I like the 650 - bring it on!
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Old 26th Mar 2013, 16:31
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Couldn't watch it even if I wanted to.

Comes up as "This video is Private".....genius!
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Old 26th Mar 2013, 17:33
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Me too.
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Old 28th Mar 2013, 11:16
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Try this, I think its the same?

Pilot Report: Gulfstream G650 - YouTube
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Old 28th Mar 2013, 19:52
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The auto throttle does work on single engine - your just not allowed to use for landing
Thats sort of the time you need it.

Having only done auto-lands with auto throttle and auto brake, how does Gulfstream manage it? Cant be much fun braking, particularly single engine, with no vis!
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Old 29th Mar 2013, 01:54
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juliet: The Gulfstream series aircraft do not have autoland/Cat III, so the need for autobraking etc is not warranted. This should answer your core question.

The autothrottle works fine during most phases of single engine flight, but it is not certified for use on approach after the FAF. Best explanation I have heard, is that the autothrottle lacks 'finesse', so it tends to induce relatively rapid changes in rudder trim during speed and configuration changes on approach. That, plus the rudder is not directly controlled by the autopilot*. It is therefore best that the flying pilot manually changes power and trim to avoid control problems. If anyone else has heard a better explanation, please share!

Having an awareness of throttle position and engine response when single engine is also important in the landing phase: without a certified autoland function, the flare and touchdown must be hand-flown. Nice to know how the aircraft is behaving.

* Technically, yaw damper is an autopilot function that uses the rudder, but this is used for the control of dutch roll in normal flight conditions.
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Old 29th Mar 2013, 03:03
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Thanks for explaining that envoy.

With the G650 being FBW though, do you have any idea why Gulfstream haven't sorted out the control issues you mentioned? I would have thought it would be fairly easy to sort out.

Im quite surprised that there is no autoland capability. The flight deck looks pretty capable, so Im guessing its a conscious decision revolving around perceived need? Compared to an airliner perhaps a business jet operation can afford to wait a couple of hours?
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Old 12th Aug 2013, 20:59
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I just have to question his landing technique...both hands on the yolk...hmmm low energy go around anyone...?
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Old 13th Aug 2013, 04:49
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yes....

I just have to question his landing technique...both hands on the yolk...hmmm low energy go around anyone...?
does the same here on the video about the Falcon 2000S...also a pilot report...

scary..but then again, most journalists are no pros on the subjects they write about...but, yes it is horrible & frightening to see such bad airmanship...

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Old 14th Aug 2013, 00:34
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most journalists are no pros on the subjects they write about
He has flown more than 150 individual aircraft types, ranging from the Piper J-3 Cub through Boeing and Airbus single-aisle jetliners, logging more than 5,700 hours of flight time. He has earned an Airline Transport Pilot certificate and four jet aircraft type ratings, and he remains an active pilot. Fred also specializes in avionics, aircraft systems and pilot technique reports. Prior to joining Aviation Week, he was an FAA designated pilot examiner [CE-500], instrument flight instructor and jet charter pilot. He also is former U.S. Naval Aviator who made three cruises to the western Pacific while flying the McDonnell-Douglas F-4J Phantom II.
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Old 14th Aug 2013, 01:03
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Brian, thank you

Thank you again. The invective against "journos" is so all-consuming on this site that it
is an extraordinary breath of fresh air to hear actual rational thought. (And I'm not one of those feared journos,either - I just respect a great deal of their work.)
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Old 14th Aug 2013, 01:04
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Surprised to hear that the autothrottles cannot be used in the OEI case beyond the FAF. The Global 6000 Vision ATS can do the approach and go-around with autothrottles coupled.

GF
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