GV or Global Express

[JIZZA]

Can anyone help with some opinions and facts on the pros and cons, ie purchase costs, leasing costs, operating costs, dispatch reliability, pilot opinions etc, of a G500 vs Global express.

[Squawk7777]

from a pilot's point of view it means that you make it anywhere around the world with one fuel stop.

Both planes are rather new... Which GV are you talking about? The G500 or 550?

[wondering]

imho, the global´s larger diameter offers a much nicer feeling inside than the bottleneck GV. Why not let your potential customers sit in each airplane and let them decide?

[FLEXJET]

Pilot point of view: GV (defenitely more world records)
Passenger point of view: GX (cabin width)
Operating costs are about the same but Bombardier had to sell early GXs for the price of a GIV-SP...
You can't promise a wider cabin with same or better performance!

If you consider a new aircraft (GV), try Colin Clark in Farnborough, a very nice guy!

FLEXJET

[JIZZA]

If you were in a position to be advising your company on the purchase of a G500 or Global Express, what would you go for and why? Has anyone out there in corporate land flown both? Let's hear some thoughts.

[high-flyer]

Well, what a nice position to be in! The G500 or the GX. Well, i can speak intelligently about the GX. Having spent the last few years working for one of Bombardier's main system integrators as a project manager, i have had the pleasure of travelling on many of them, flown one of them, and have done my fair share of flight test work on the GX and the new G5000.

Interior on the GX is better than the G500, much better, shame Bombardier couldn't put those lovely Gulfstream windows in! The view from them is fantastic. That's the comment i've heard several times from a few of the worlds real high flyers.

I imagine with the current problems Bombardier are having and with the imminent release of the G5000 that some good offers will be going around for the GXs.

Good luck with the decision.

[fokkerjet]

Take a look at used aircraft prices. I haven't found any GEX pricing, but a new GVSP is running about $43.5 million, while a used, early serial numbered GV is at $30.5 million. If I had $30.5 million :D to purchase an used GV, I might gamble that the market will turn around in a few years and that GV will be worth a lot more money than it is today.

From the piloting side of the fence, I'd do a "fly-off" between the two so I could compare for myself which one I think is better.

[JIZZA]

Could anyone post from experience, direct operating costs of a GV/Global X in USD. (Ballpark figure- are they fairly similar?)

[international hog driver]

Both aircraft do essentially the same job.

If you are a driver all you have to do is sit in the front of a GX and realise that the space there is more than a GV and that what you are going to want for the 10+ hr that the boss wants to fly.

Take the GX and you wont be dissapointed. If you want one yesterday and ready to go speak to BHP-B in SA their one is not doing much.

With regard DOC's a few years ago a boss of mine said ''take the book value and double it'' he also said that ''if your worried about DOC's then you cant afford to own it''.

Wise old fella that one.:cool:

[mutt]

For that sort of money i would go for a BBJ1............

Mutt.

[sailor]

BBJ - Big on volume , small on modern technology; noise halfway down the cabin rather than at the back.
Done the course, learnt the biz, the GX is a VG aeroplane.

[JIZZA]

Is the Global X and the pending G550 certified for ETOPS operations?

[Mad (Flt) Scientist]

Strictly ETOPS is an operational issue; I don't know if any of the operators have applied for, or got it.

In terms of the aircraft, and system redundancy etc., the GX should be capable of the necessary criteria. The GV might be less well off (fewer systems back-ups, I understand).

[xsbank]

The Global is certified for ETOPS; 'tis a regulatory thing, doncha know?

If you are interested in a Global, send me your email and I will put you in touch with a salesman. Last I heard there was a good spot in the line, and maybe even a 'whitetail'. My understanding is that if you are a legitimate prospect, the sales guys will take you for a demo...

The Global can do everything that a GV can do, many things better, plus it has enough room to wander about while you are zooming over the Pacific Ocean @ FL510.

[wondering]

Try AIG. The December issue of Prof.Pilot has a story about their flight department. They have a GLEX and a GV. According to them the GLEX is used mainly for long haul because of the space it offers and the GV for shorter legs.

[high-flyer]

The Global Express is certified for ETOPS and some operators have already certified themselves as such. Others are going through the regulatory processes now. It has great systems redundancy, so is not normally an issue.

Bombardier have some white tails in completion in Montreal if you're looking for one.

Hope this is of some help.

[bob375]

Re the Pro Pilot article on AIG and their operating both a G5 and a GLEX, that's actually inaccurate. The G5 is operated by Los Angeles based International Lease Finance, a division of AIG, while the GLEX is operated by AIG Headquarters in NYC, based at Teterboro, and operated for the Chairman and other corporate honchos.

From an operational standpoint, I can give you some good insights, as the company I previously worked for (managing Flight Ops) operated both G5's and a GLEX. One of the G5's was dumped after the chairman got screwed twice on two different G5's while in the Far East within 3 days due to hydraulic pump failures. After the second incident, his words were "get rid of these pieces of s...!!" So we sold one of them right away and "hid" the second one on the west coast, where it still operates. A GLEX was ordered and delivered within 12 months. From a passenger and pilot standpoint the GLEX is by far the superior machine; from a maintenence standpoint the G5 goes to the top of the list. Can't give u $ figures, but both are pretty equal in costs. Used G5 prices are same as a new G4 right now, so one can definitely get a great bargain. Some of the earlier GLEX's are also available fo a song, it's definitely a buyers market right now. For my money, I prefer the GLEX, as it's the one that's going to make the boss the happiest!

[GV Guru]

Also in this equation you have to look at the companies. Bombardier actually had to stop making the GX because of lack of demand/sluggish economy. Rumor has it they have up to 16 white tail aircraft hidden in Arizona. While Gulfstream has slowed down production they still have a substantial backlog. (mabye people out there know something?)
Also in the area of customer service, Bombardier is a much larger company with many more aircraft models. When times get tough, the focus of the company may shift towards more profitable areas such as airline models in the CRJ. The risk is being "put on the backburner".
Gulfstream, however, is strictly focused on business aircraft. This is their whole reason for existance and they know it. Simply put, if they do not take the lead in design, take care of the customer and never be satisfied, they cease to exist. I cannot count the number of times customers have commented on the unique way Gulfstream takes care of the customer "cradle to grave".
Buying an aircraft approaching 50 million dollars it is a must to have a company who will focus on you. These aircraft are so similar the descion may come down to things other than the aircraft itself.
Isn't it great though living in a time we can experience these two awesome aircraft!