Do GIVs have right side tillers?

If it would have settled a bit more and rested on the right wing... That would have gotten VERY expensive....:yikes:
 
N801BH said:
If it would have settled a bit more and rested on the right wing... That would have gotten VERY expensive....:yikes:
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You would imagine the gear door took damage. I have a photo of it from ground level about 20 feet away but too much shadow to tell
 
NJP_MAN said:
You would imagine the gear door took damage. I have a photo of it from ground level about 20 feet away but too much shadow to tell
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I am pretty sure the gear door would have sustained damage... If the right wing had hit the ground with all that weight.... the chance of a bent spar is VERY high....:hairraise:
 
It would suck to explain that to the boss.
 
So much for believing that if the nose gear is on the centerline, you'll have plenty of clearance.
 
Hawker800 said:
So much for believing that if the nose gear is on the centerline, you'll have plenty of clearance.
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My CFI for CFI initial made sure I was aware that the yellow stripe made no guarantees
 
Ouch. One of our crews did that at Langley with an E-3. Except it happened during the 180 to backtaxi to an exit. I think they got 30 days on the ground on top of the no flying during the investigation.
 
Norman said:
He had the nose wheel on the taxiway center line. :mad2:
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I noticed that as well. Don't fly anything nearly that size, but are there published taxiway clearance criteria for larger aircraft? I know I have seen weight capacity.

I always put the nose on the center even in a 172 or mooney. Good habit. Learned my lesson long ago when I misinterpreted some lights and almost put a plane in the ditch at night.
 
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dell30rb said:
I noticed that as well. Don't fly anything nearly that size, but are there published taxiway clearance criteria for larger aircraft? I know I have seen weight capacity.
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Usually something in the flight manual, at least for Air Force it is. We map out the airfield before we go there and mark up an airfield diagram with the places on the airfield we can't go. Taxiing is where I am the most nervous. When the nosewheel is 25 ft. behind you and the mains are 100 ft. behind you, you really have to look at it from a 3rd person viewpoint. Kinda crazy waiting to make a 90 degree turn until your butt is over the grass.:D
 
So, for larger aircraft, is the guidance to keep the nosewheel on the "outside" of the yellow line (or as close to the pavement on the far side) when making a turn?


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dans2992 said:
So, for larger aircraft, is the guidance to keep the nosewheel on the "outside" of the yellow line (or as close to the pavement on the far side) when making a turn?


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"Yes"

Hello
I can speak for the G5 and G550's when taxing on tight taxiways. If making a right/left 90degree turn, DO NOT keep the nose wheel on the yellow line wile in a turn. If so the left or right main will cut the corner. Taxi straight till the 90 degree yellow line is out your Left or right window. " meaning if you would turn your head 90 degrees,you would be looking straight down the taxi line you want to be on. This is when you apply full left or right tiller command, this will then pivot the L or R main gear on it self. After rolling out of the turn your mains will be centered on the line. It does take a wile for it to feel right " seems unnatural"
the first few times. I'm thinking he was some what new to the airplane.

And no the GIV's do not have a tiller on the right side.
 
dans2992 said:
So, for larger aircraft, is the guidance to keep the nosewheel on the "outside" of the yellow line (or as close to the pavement on the far side) when making a turn?
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Pretty much the idea is to keep the mains as close to centerline as possible. We have a bunch of references in the cockpit to help us out and references for making turns of varying degrees.
 
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