Long Range Choice - advise sought!
Join Date: Jan 2004
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F2TH/DA90/7X share the same cockpit, slight advantage to the 7X since no yoke in the middle. But 13 hours in there with 2 meters to fold....aouch....
Roomiest cockpit besides BBJ is the Global...
Roomiest cockpit besides BBJ is the Global...
Last edited by CL300; 2nd Sep 2008 at 05:49.
Join Date: Oct 2007
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Do you think the G650 competitor will be born from the new CSeries? or a new airframe?
FullySpooled: If this new Canadian bird is based on the CSeries, it may be worth your consideration.
FullySpooled: If this new Canadian bird is based on the CSeries, it may be worth your consideration.
Join Date: May 2002
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Maybe the C-series fuselage but can you hang a wing on it that will give it the speed and range to compete with the 650?
On topic: If you can find a delivery position on a G550 in two years for $53M, take it and immediately sell the plane for $7M profit and buy a F900.
From what my previous employer says, a two year wait is doubtful unless someone gives up a slot.
Re: G550 brakes. They're a pain but not unmanageable. If you had a fix to make them smooth as butter all the time, do it. If it's a modest improvement, live with them.
Having come from an airline background, the G550 always felt like I was in one of those WWII submarines--constantly ducking into the crew rest to allow someone to pass. TC
On topic: If you can find a delivery position on a G550 in two years for $53M, take it and immediately sell the plane for $7M profit and buy a F900.
From what my previous employer says, a two year wait is doubtful unless someone gives up a slot.Re: G550 brakes. They're a pain but not unmanageable. If you had a fix to make them smooth as butter all the time, do it. If it's a modest improvement, live with them.
Having come from an airline background, the G550 always felt like I was in one of those WWII submarines--constantly ducking into the crew rest to allow someone to pass. TC
Join Date: Jul 2002
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Yup, 717, that's exactly what I meant with 'user-friendly'. Those GLEX's that have the curved work-surface in the galley really give you space, invaluable when your world is reduced to the crew-rest, galley, front bog and cockpit for 13 hours, sometimes with up to 3 pilots and two dames.
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Let's talk reliability, ability to get the plane worked on anywhere, non stop anywhere? Speed, let's assume .85 or better..don't want to be limited to 41 and below? .and how about cost? Let's say $15 mil vs 50 mil for new....as far as I am concerned, you really can't beat a used GIV for the money and what it does. Guaranteed you put me in one of those..no one is going to beat me anywhere, no one can get a better ride, or a better landing, no one is going to bitch about the cabin size or the fuel burn.
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*coughs* sorry, pardon the brief flight of fancy there...
If half of what one hears on the road is true your average Gulfstream does seem to be more reliable than the older GLEX. I am currently on an old one and it certainly keeps us on our toes. The newer ones are much improved and probably on a par with Gulfstream, however the back-up provided by Bombardier is not always the best and I suspect that that's one of the issues referred to in the above pro-G4 post. Have to concur there.
I do know of an owner who turned down a Gulfstream for a GLEX, purely for the bigger cabin!
An ACJ, now I'm sure that's comfort!
If half of what one hears on the road is true your average Gulfstream does seem to be more reliable than the older GLEX. I am currently on an old one and it certainly keeps us on our toes. The newer ones are much improved and probably on a par with Gulfstream, however the back-up provided by Bombardier is not always the best and I suspect that that's one of the issues referred to in the above pro-G4 post. Have to concur there.
I do know of an owner who turned down a Gulfstream for a GLEX, purely for the bigger cabin!
An ACJ, now I'm sure that's comfort!
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An ACJ, now I'm sure that's comfort!
C series business jet... yeah, no doubt inserting VIP interior and extra fuel tanks is trivially feasible. Just as it is on BAC 1-11, DC-9, MD-80, Boeing 717, Fokker 28, 70 or 100, or Superjet 100 or ARJ21, or Boeing 737-200 or 727-100.
But while this gives better range than the baseline regional jet, the range remains worse than that of dedicated longhaul business jet.
Compare Fokker 100 against Bombardier Global Express. MTOW is 43,4 t for F100, 44,5 t for Global Express. Both have wingspans slightly over 28 m. The range of Global Express, however, is much longer: F100EJ can achieve just 3200 nm, which is more than the airliner range of 1700 nm, but less than the 6300 nm of Global Express.
The reasons are that F100 must haul much bigger fuselage with its drag and weight. The same fuselage, however, offers extra comfort and accommodation space.
Boeing Business Jet and ACJ offer roughly the same range, in their VIP versions, as do GLEX and GV, and much more accommodation volume - but at higher drag and fuel cost.
If the GV/GLEX range is not enough then what you need will be a widebody like B767 or A330, or bigger. Or conceivably VIP 757 or Tu-204 or DC-8.
