Thanks for explaining the FMS Sean, I now have a better understanding of it. Watching these videos are the best and I appreciate the content that you and John bring to us.
Great explanation on how the FMS operates. What a priceless piece of equipment to have on board today with the complexity of modern aviation. Loved your presentation which was explicit and concise. Look forward to your next video! The G-IV must be the ultimate flying experience for a pilot!
Great explanation! Really enjoyed the technical information. Ive dream everyday of being a pilot but a rich man's hobby. So thank you for letting me dream through you guys!
As I fly on a regular basis, I forget how many people fly very little or never at all...it truly is an amazing experience. I highly recommend giving it a go!
...I've been plowing through H/W FMZ POM for NZ5.3 trying to get ahead on EMB-145 equipment I hope to end up on. I'm no stranger to, and well read on GA Garmin Glass with 500 hrs. teaching it, but new is new and reading is fundamental as they say. Thanks for putting this rare good stuff out there. It really augments the static pages of a 500 page manual to watch fingers move and pages change with a good narrative to boot.
Any more walk-throughs on trick H/W FMZ series FMS stuff wold be great. Like re-routes, Dir-TO recovery, manual leg sequencing on a vector to join, advisory VNAV to enroute constraints and CANPA RNAV IAP's, holding, PT's, P/B/D/A, P//D, PROG3 Lateral Off-Sets, Scratch Pad Edit Mode,... 🤣I know, somebody get this Tourettes guy off me.🤣 I bet there's small communities of H/W drivers out that would come to your youtube and make you the Vblog version of James Albright.
I really enjoy All of your videos, but I find learning the systems basics from you super fascinating! Love the tech stuff and watching you put it to use in flight makes everything look so simple and easy, even IFR flying, you make it look so easy in your jet its easy to get the impression "I could do that" and I know its not easy so God Help anyone ever on a plane when the stewardess comes into the cabin screaming anyone know how to fly this jet! Our pilots both passed out from food poisoning " I'll raise my hand and say OH HECK YES can fly her, I watch Shaun and Jon (sp?) on Corperate Pilot Life! Don't worry folks, I can fly us all the way to the crash site! LoL Love your videos!
I've just started working for Honeywell Aerospace as a technician. I'm doing the FMC systems, but primarily for the heavy iron stuff. I'm still trying to learn the FMS and MCDUs, so this video is helpful to me. I just started following your channel. I follow CaptMoonbeam, but his corporate flying and yours is slightly different. I also follow a lot of GA pilot vloggers, too. I just wish I had the money to get back into aviation, as well as the ability to get my medical back.
you all prolly dont care at all but does someone know of a trick to log back into an instagram account..? I was dumb lost my password. I would appreciate any assistance you can give me!
@Jeremias Alexzander thanks for your reply. I found the site thru google and Im in the hacking process atm. Looks like it's gonna take quite some time so I will get back to you later when my account password hopefully is recovered.
Hey guys, fantastic footage of the GIV. Request--can you offer a detailed explanation of the monochromatic displays next to the MCP in the glareshield ? i think they are more than checklists ? A detailed view of the MCP would be great too see how it compares the the airliners.
I'm a new subscriber and am greatly enjoying your videos--both the flying and now the tech ones. This one on the FMS answers many questions I've had, but here's an extra, somewhat trivial one for you. Early on in the vid at about 1:00 you point out the active and inactive nav data base dates. It appears from the dates displayed the data base updates monthly, and it must be huge data file given all the data it must contain. How is the new data base loaded and who does it, you or maintenance? How about if you are off on a long trip that goes past the current data base's expiration date (31 Jan 18 in this video)? Great job guys, keep it up--you are a very professional crew with a great rapport and you are making some of the best aviation enthusiast videos on YT!
Our maintenance generally updates the FMS and charts. If we are on the road and get into a pinch, we can do it ourselves. It's done with a USB drive. We just download the files to it from any computer, then plug it into the data loader in the plane. It takes about an hour to do all of the updates, so we just have to leave plenty of time to get it done
Would be interesting to see the TOGA element to setting up the plane, as I believe there is no FADEC. As mentioned elsewhere I'm flying the GIVSP in X-Plane 11, so it would be nice to see as I'm finding the performance at takeoff being extreme. I don't use more than 75% throttle, or I'm at 350knots before I can blink and the flaps break.
55 disabled construction worker love looking at the world with you my dream to be a pilot fascinated with aircraft my whole life watch all the time people flying all over the world you give a great view and my dreams
Great vid! Can you consider commenting on incidents like the Gulfstream crashed on takeoff with the gust lock engaged...they departed the runway at high speed unable to rotate (of course). Also, another incident of a Gulfstream veering off the runway during an attempted takeoff. The only thing I remember was pilots "swapping" aircraft and something to do with the tiller wheel disconnect? I believe the aircraft was owned by cosmetic maker LOREAL. I think you Don't hear as many accidents happening with Gulfstreams due to several factors... Crew training/quality Aircraft equipment and quality Length of trips Quality of life issues 2 person crew Hours experience I'm just guessing that Gulfstreams typically have higher stage lengths...Less t/o and lndgs. I love the technical parts of hearing you guys speak of. Either of you guys with prior military experience or both civilian training only. You two look very young to have a primo job in corporate aviation flying the Rolls Royce of corporate jets! That is great though...it means you did well before you got your dream job! "650" in your future? Thank You! Steve
That's a great suggestion! Perhaps I can do a future tech video on past accidents...there have been a few in the past 5 or 6 years to talk about, but you are correct that Gulfstream has a great safety record. Neither of us have military backgrounds. We are both young with great jobs...I would love to fly that G650 someday. Who knows what the future holds! Thanks again!
You probably already know but I'll say it here. It's fairly hard to find good videos like this for anyone wanting to bone up big time on H/W FMS outside of formal training, or off-property preparation. I "know" 😬 that an initial class can be a fire hose / cram course (indoc, systems, CBT,...) can do a melt-down on even a seasoned transition pilot to new type, avionics, and FMC. Doing the math, there can't possibly be enough training or sim hours to flesh out a deep dive through the FMS before the line so there's probably a lot of OJT pain particularly on FMS. I've been plowing through H/W FMZ POM for NZ5.3 trying to get ahead on EMB-145 equipment I hope to end up on. I'm no stranger to, and well read on GA Garmin Glass with 500 hrs. teaching it, but new is new and reading is fundamental as they say. Thanks for putting this rare good stuff out there. It really augments the static pages of a 500 page manual to watch fingers move and pages change with a good narrative to boot.
great video as usual, slightly off topic sean, when you flew to french guiana did you have to get clearance to fly over cuba or you had to go around,( dumb question) lol
Not a dumb question at all...on that trip, we flew around the Cuban airspace. We do fly over Cuba quite often when going to places like Jamaica or the Cayman Islands. It just depends on the best routing. A specific overfly permit is required when doing so. We have actually landed in Cuba a few times as well...you can find one of our videos showing the landing in Guantanamo Bay.
Do you always fly N269WR and is that why your call sign is always Presidential 69 (from the vids I've seen so far)? Great channel, looking forward to more, thanks for sharing.
I don't believe there is a listed maximum rate of climb or descent. The most we generally see on a cold day with a light load is about 5000 feet per minute climb. We don't typically descend at anything more than about 3000 feet per minute. Normal descent is about 1500 to 2000 feet per minute.
...the Vblog version of James Albright. (sorry, looks like youtube trunks the end off my comments). P.S. know were I can get training video's on H/W NZ5.2 w/o being a training department manager?😜 Good stuff. Thanks again
Do you get stressed when or if you need to change data in the FMS in a Bravo controlled airspace in rush hours. Ex. change of rwy. stuff like that. I guess changing last minute data could be kind of challenging. It woud require lots of practice. Good vid thanks!
You got it exactly...it takes practice. Once you become intimately familiar with the FMS, changes become no problem. Early in my flying career, it was very stressful to get changes like that. Now its no big deal.
I am new to your site and absolutely lovin it. How long did it take you to be able to zero in and understand the the fast pace of commands given by atc. In listening it seems to be overwhelming most of the time....
That's one of the first big hurdles in basic flight training. It does take some time to get used to...most people pick it up in a few months of training.
Sean: What are the Gulfstream acronyms for the VFS and VSE speeds? Is flaps 39degrees your normal 2 engine flap landing setting? What flap setting do you use for a single engine approach speed? On a single engine missed approach, what is your initial flap setting after applying go around power and retracting the gear upon achieving a positive rate of climb?
VFS is the flap retraction safety speed. VSE is the single engine climb speed. Flap 39 is the normal setting for all landings in the G-IV, but we have the option to use flaps 20 for single engine landings. All go missed approaches (single engine and 2 engine) are flown at flaps 20.
Very Nice! That looks nearly exactly as the Embraer 170-195 FMC, very similiar in fact! How much FLEX do you guys normally use during takeoff? It all depends I guess, but I guess since it is a Gulfstream, with huge engine power, I guess it is around 40-50 degrees FLEX? Even the Airbus, MD11, MD80 is using FLEX takeoff, and the B737 is using Assumed Temperature, and I guess thats the same ;) Looking forward to the next one!!
Based on temp, I have no idea. We do everything on EPR. Normal EPR for takeoff is about 1.70. We can flex as low as 1.59, but it's usually around 1.63 or so.
What does the PZ mode stands for? Do you happen to have the CDU Push button as part of FMS 6.1 Modification. If so, when do you use them. Thank you in advance Capt.
Hello Sean John and Francine Love You video hey Sean you need to change your intro from a propeller sound to a jet engine sound I think that's more appropriate thank you
Sean, does Presidential have it's own dispatch office or do you guys program all your own flight plans in the FMS? I imagine you have quite a few stored in there.
Each month, we have to load the new database into the FMS to keep everything current. That's the date range we are looking for on the "Nav Ident" page of the FMS. If it's green, then it is current. Once we go out of currency, it turns orange. It takes about an hour to update the database, and it's just a flash drive that we use...sometimes our maintenance personnel takes care of it...sometimes I do it.
Thanks for the reply, one other question,are you able to use flight planning software on a laptop to generate flight plans then import them to the FMS?Your video's are great,I enjoy them very much. Sometimes I will fly your flights on a flight simulator using a Gulfstream IV. THANKS
That's awesome! I've never thought about doing that on a flight simulator! We use Arinc Direct for our flight planning. Once we file our flight plan online, we are given a recall number and use that to download the flight plan directly to the FMS via satellite. This not only saves us the time of typing in the entire trip, but it also brings winds and temps for each point. I decided for the video to just show the old fashioned method...I'm glad you're enjoying the videos!
Just a quick couple questions. How old is your golf stream? Reason I am asking. The FMS display looks a little dated. I guess that’s not part of the glass cockpit? Safe Flying. Ralph from Colorado.
Ralph Woodard this is a 1999 model G-IV, but keep in mind that these planes were originally developed in the early 80’s and have had little upgrades to the FMS.
What is the highest altitude you have flown in that particular aircraft? The highest I have ever flown is 43.0 from MSP TO LAS in a 757-300. Way up there!
Just curious if you skipped it for the video or do you not input the destination arrival information, such as ARR used, Runway, Weather, etc. I am sure you do that and skipped it for the video, just wondering.
If an arrival is filed on our flight plan, we will input that. Many times there is no published arrival though. The weather and runway will often change multiple times while flying to the destination, so that doesn't get input until we are on the descent to the airport.
EPR is the pressure of the air exiting the engine divided by the air pressure entering the engine. It's how older jet airplanes set the power. Takeoff EPR is around 1.70. Newer airplanes set power based on the speed of the N1 compressor.
That's the gulfstream term for a weight on wheel switch. I have a video showing it here: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-KvIBmSmh9OA.html
@@CorporatePilotLife Do you check the weight and balance book to verify what is entered is correct? I'm asking because there's always the possibility it might not be. For example, after Nav Computer (GIV) or IAC (GV) battery change it changes to a default weight included in the aircraft database loaded. If it is not re-entered manually in the FMS from the official weight and balance book it will not be the correct BOW... :-)
Yes indeed. I only fly a few aircraft, so I know what the weight should be in the FMS, so it makes it easy. If I fly an unfamiliar aircraft, then I will absolutely verify that.
Corporate Pilot Life well hopefully they will realize a pilot values his life as much as the passengers. A computer does only what it's told.. till it breaks lol
Hi. On Flight Plan page; Line Select Key 2.... we've got 346 hdg....for 0.9 of a mile; with an 'inverse' F...highlighted there: what does that mean? Done a lot of sim time with both the Smiths CDU, PMDG 737....and a nice Eaglesoft CitX Honeywell CDU....and used to know what that was....but, it's been a while. Lol!...... and i've forgotten. Thanks!
