NZFF

Well here are the Wellington pics that I took - once again there are a lot but I hope you enjoy them, interesting movement was Peter Jacksons ZK-KFB

[url=http://''http://postimg.org/image/cfetif3fp/full/][/url]

Another supreme selection ... Peter .. Peter .. over here , I hear you calling , me, and me camera - you said .. bloody snob in his Supped up jet - had lunch at Nelsons Airport Dinnery I heard .. Lucky it did not have a KFC rego

So the G7 G650 used it's reversers to slow down from a high speed taxi from the West apron? Or did it land, turn around and takeoff?

Great pics

NZ255 wrote:

QUOTE (NZ255 @ Aug 17 2014,7:20 PM) <{POST_SNAPBACK}>

So the G7 used it's reversers to slow down from a high speed taxi from the West apron? Or did it land, turn around and takeoff?

Great pics

Yeah it used its reversers to slow its taxi - never seen an aircraft do that before, it was silent as well

Probably didn't want to overheat the brakes after a quick backtrack?

NZ255 wrote:

QUOTE (NZ255 @ Aug 17 2014,7:20 PM) <{POST_SNAPBACK}>

So the G7 used it's reversers to slow down from a high speed taxi from the West apron? Or did it land, turn around and takeoff?

Great pics

Well spotted Nick, I missed that and had to go back and take another look after reading your comment.

Not sure if it's procedure on the G650, but some bizjets such as the Citation III require a reverser functional test before flight - maybe something similar?

Its pretty common to pop the buckets on Gulfstream's. Normally just one on a G4/5 series, there is no limitation on idle reverse but must be over 60 knots to power it up. Carbon brakes don't like to be ridden so its normal procedure to use idle reverse to keep the speed down, surprisingly effective.

The 650 has so much residual thrust at idle that if you don't touch the brakes it will accelerate to about 40 knots quite quickly. Normal taxi speed is around 20 - 25 on a long straight taxi so the reversers help to keep the speed stable. We normally taxi out with bleeds on, which boosts the idle a few percents to provide enough air for the packs but on taxi in we often go to APU bleed to reduce thrust a little when the brakes are warmed up from the landing. There is not currently a bleeds off takeoff procedure for the 650 but it may arrive in the AFM at some stage. To be honest she is so powerful that no one is that bothered!

nzav8tor wrote:

QUOTE (nzav8tor @ Aug 18 2014,11:49 AM) <{POST_SNAPBACK}>

Its pretty common to pop the buckets on Gulfstream's. Normally just one on a G4/5 series, there is no limitation on idle reverse but must be over 60 knots to power it up. Carbon brakes don't like to be ridden so its normal procedure to use idle reverse to keep the speed down, surprisingly effective.

The 650 has so much residual thrust at idle that if you don't touch the brakes it will accelerate to about 40 knots quite quickly. Normal taxi speed is around 20 - 25 on a long straight taxi so the reversers help to keep the speed stable. We normally taxi out with bleeds on, which boosts the idle a few percents to provide enough air for the packs but on taxi in we often go to APU bleed to reduce thrust a little when the brakes are warmed up from the landing. There is not currently a bleeds off takeoff procedure for the 650 but it may arrive in the AFM at some stage. To be honest she is so powerful that no one is that bothered!

If anyone I know is going to make a Gulfstream , I'm putting your hat in the door for system checks and beta testing.

Ian Warren wrote:

QUOTE (Ian Warren @ Aug 18 2014,12:04 PM) <{POST_SNAPBACK}>

If anyone I know is going to make a Gulfstream , I'm putting your hat in the door for system checks and beta testing.

Unfortunately Grumman have made it pretty clear that no one can make a Gulfstream without getting sued

NZ255 wrote:

QUOTE (NZ255 @ Aug 18 2014,1:20 PM) <{POST_SNAPBACK}>

Unfortunately Grumman have made it pretty clear that no one can make a Gulfstream without getting sued

Crikey .. Maybe they should have brought the Microsoft FlightSim Franchise .

Lindstrim wrote:

QUOTE (Lindstrim @ Aug 17 2014,8:22 PM) <{POST_SNAPBACK}>

Probably didn't want to overheat the brakes after a quick backtrack?

Common technique used when taxing the PAC750 also.
EDIT: Beta mode

ardypilot wrote:

QUOTE (ardypilot @ Aug 18 2014,12:30 PM) <{POST_SNAPBACK}>

Common technique used when taxing the PAC750 also.

Doubt it. Ground fine/Beta and Reverse aren't the same thing. In the B1900D we're not allowed to use reverse below 40kt, but ground fine is used almost constantly to keep taxi speed under control. I would assume the PAC is the same if it has the same type of engine.

victor_alpha_charlie wrote:

QUOTE (victor_alpha_charlie @ Aug 18 2014,5:15 PM) <{POST_SNAPBACK}>

Ground fine/Beta and Reverse aren't the same thing. In the B1900D we're not allowed to use reverse below 40kt, but ground fine is used almost constantly to keep taxi speed under control. I would assume the PAC is the same if it has the same type of engine.

That is damn interesting , this is where us armchair pilots love having the real McCoy's going through procedure , I also learn t a fair bit in shared PC cockpit with Blake , One off the biggest things he pointed out was the J41 pilots were extremely skilled in throttle and engine op's .. now that was PC Pilot fun !

victor_alpha_charlie wrote:

QUOTE (victor_alpha_charlie @ Aug 18 2014,4:15 PM) <{POST_SNAPBACK}>

Doubt it. Ground fine/Beta and Reverse aren't the same thing. In the B1900D we're not allowed to use reverse below 40kt, but ground fine is used almost constantly to keep taxi speed under control. I would assume the PAC is the same if it has the same type of engine.

+1 for that. Same with us