G550flyer

In the US, IFR SUP has it. Tells you the pattern type and altitude. It's a DOD FLIP, but you can find it online. When popping into fields for transition and IFR/VFR pattern work, we would pull it up to get that info.

Greetings all, I wanted to report back that I found the issue. As someone stated above, it was the navigraph EFB's moving map. Hopefully this helps someone in the future. Thanks for all of the help!

Yep, I've done plenty of these when hoping around Africa, South America and into austere island destinations. They clear you to the IAF and off you go. Really fun when it's an NDB in the weather. Was really fun flying heavies and doing NDB approaches while making those "The tail will rise and the head will fall" comments. Now days with proper avionics, you fly it all by FMS with the ADF dialed up. Ya got to love it.

I never have it up, but I will check it out.

I tried watching process lasso and didn't see anything aligning with the pulsing. I will give latencymon a try too.

Exactly! You don't notice it much in the air, it's always at the landing location. I have had at a small airport too. I even turned PG and other things to see, but no joy.

Greetings all, has anyone seen this issue I have linked in the videos before? I have had this on and off and I have my settings set to medium. I have a 5070TI with a 7800x3d with 32G memory on this computer. But I will also see this on my other computer with a 5080, 9950x3d and 64G of memory. It's not always present. One thing I noticed is it only happens now when I taxi or I am in movement. If I hold the brakes, it stops. Just wanted to check and see if any of you experts have seen this. https://drive.google.com/file/d/1rOIkCRk_RVNwSLwjaHHsdYx6_ji7gBs7/view?usp=drive_link https://drive.google.com/file/d/1X94jZ4sBJGvsjMcdkWMh4XfBjtty_0XX/view?usp=drive_link

For the most part you do, but it's mostly wags and techniques. Here are some common ones I use every flight. Mach for miles per minute: Let's say you are doing Mach 0.70. That's 7 miles a minute. This technique helps you cross verify crossing restrictions and if you can make it. Scenario, ATC says, descend and maintain 10,000, cross 20 miles South of VUZ at 15,000. We are currently at FL340 80 miles from VUZ. That puts you 60 miles from the restriction and 19,000 to lose. So, 7 miles a minute takes you about 8.5 minutes to get there. 19,000 feet requires about 2200 feet per minute. So roughly 2500 feet per minute should be doable. Knowing what your aircraft can do will tell you if you are good for the restriction or not. Most can get away with 2500 feet per minute from that altitude with no problem. 4 times your altitude to lose: Say you are looking at the final approach fix and it's at 2000 feet. Again, you are at FL340. That's 32,000 to lose. 4 x 32 is 128 miles to get down. You want to put that descent request in no later than 135 miles from that FAF. Notice I use 4 instead of the standard 3. I use 4 to account for slowing to 250 before going below 10,000. 12 at 12 or 13 at 13: This is a good rule of thumb for slowing to 250 by 10,000 feet. 12 at 12 = 1200 feet per minute at 12,000 feet and 13 at 13 = 1300 feet per minute at 13,000 feet. It can be plus or minus depending on weight, but usually gets me right at 250 at 10,000. Works great for any aircraft, to include the slippery G550. I picked it up while flying DC10s. These work pretty well for me and I use them each flight. Yes, the FMS/FMC does this for you, but it's also good to know to back it up or in case it fails. You can actually do a vertical direct to altitude and it will tell you what VVI is needed at that point. But hey, old habits die hard.

I haven't found a perfect ATC add-on yet, outside of talking to a real person.

Thanks, it's a good mix of military, cargo, airline and corporate aviation. That's one cool thing about military aviation, you can get into a good variety of things that give you a good base to transition to civil aviation.

C-141B, DC-10-30, GIII, GV and G550.

I am ashamed to say that in that plane, I was passed up by everything, to include 737s on the tracks. I was only faster than those C-130s beneath me🤣. We would be doing .74 and step climbing to get up to cruise altitude. I once got a selcal and was told to speed up or descend. I couldn't speed up because of fuel, so I had to descend so that 737 behind me could pass me up😑🤣. I did get revenge once I made it to the DC10, I could do morale speed in that jet.

That's how we did it on coast in.

A lot of folks don't realize the reality of this. I remember when I flew the C-141B, they bought some handheld GPSs that we would stick in the window. That jet had two INS systems and what was interesting, when you crossed the pond, they both would have a lot of drift. The airliners would be lined up and you would be either left of them or right of them. You would set the INS that was closest to the airline line as primary for navigation. You definitely had to update the INS position on a 8 hour or more flight. Gross navigation error checks were a must! Those had held GPS unit brought some comfort because you always feared that call from ATC that you are off course. Now I have so much information that it's impossible to get lost🤣. The DC10s I flew had a nice kalman filter setup in the INS system. If for some reason the GPSs were down and your NAV solution was INS only, after 30 minutes in NAV, the system would estimate position based on the drift rate of each INS in the triple INS system. It then could keep an accurate position when only using INS data.

Also, this coincides with checking NOTAMs, knowing your aircraft's taxi limitations and bringing it all together during your taxi planning with the charts.