Gulfstream introduces G650ER
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Gulfstream introduces G650ER
Gulfstream slapped down a new gauntlet on Monday with the introduction of the 7,500-nm range G650ER, claimed by the firm to be the world’s longest-range business jet. Just as impressively, Savannah’s new über-jet will be able to fly 6,400 nm at Mach 0.90.
Gulfstream announces G650ER
CP
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"The Global 8000 offers a maximum range of 7,900nm at M0.85"
Bombardier starts building ultra long-range Global 7000 and 8000 - 5/14/2014 - Flight Global
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"The Global 8000 offers a maximum range of 7,900nm at M0.85"
Bombardier starts building ultra long-range Global 7000 and 8000 - 5/14/2014 - Flight Global
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I agree with you FlyingMechanic!! A crew rest area should be a mandatory item on ALL long range jets!
I never understood how the factory lets the customer get away with this, or why the authorities let these awesome birds fly 13 hours with no rest area...
FR
I never understood how the factory lets the customer get away with this, or why the authorities let these awesome birds fly 13 hours with no rest area...
FR
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...and then Dassault announced the Falcon 8X...
Ebace - Dassault launches Falcon 8x its largest longest range
CP
Ebace - Dassault launches Falcon 8x its largest longest range
The 8X will be pitched against Gulfstream’s G550, G650 and Bombardier’s in-development Global 7000 and 8000. With a range of 6,450nm (11,950 km) – 500nm more than the 7X – it will offer a more extensive list of one-leg missions than its stablemate, such as Beijing to New York, Hong Kong to Seattle, Paris to Singapore and Sao Paulo to Moscow.
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Crew rest area is an available interior configuration on the G-650's. Ours is configured this way. Most of the 650's I've seen also are configured for crew rest. GS can't make it mandatory as there are obvious missions where there isn't a need for a crew rest area.
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Really lucky???
I'm sorry, but tell me a mission for a 6,700+ NM aircraft where it doesn't need a crew rest area...
Have you flown for 13 hours sitting in the jump seat? Maybe laying on the floor whilst the flight attendant trips over you???
FR
I'm sorry, but tell me a mission for a 6,700+ NM aircraft where it doesn't need a crew rest area...
Have you flown for 13 hours sitting in the jump seat? Maybe laying on the floor whilst the flight attendant trips over you???
FR
I think New York - Hong Kong is a bit ambitious even with this range improvement with the usual routings and even polar you will be fighting headwinds.
Its basically 7000NM great circle, 7500 still air range leaves little margin.
Eastbound, no problem, awesome machine but I think they need to match the 8000 NM range of the Global Express to be able to cover this route reliably.
They probably have that up their sleeve.
Its basically 7000NM great circle, 7500 still air range leaves little margin.
Eastbound, no problem, awesome machine but I think they need to match the 8000 NM range of the Global Express to be able to cover this route reliably.
They probably have that up their sleeve.
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FrankR,
Are you kidding, you should know better? There are so many operators that don't use these planes to their capabilities. For example I was just in recurrent with 2 guys who's normal leg on their G550 is 25 mins. Smart.... NO..... But does it happen..... More than you think. Just look at Gulfstream's published average leg lengths on the 450/550/650.
These are the type of Operators Lucky8888 was referring too. Do you think they need a crew rest?
I do agree they all need a crew rest for resale value.. But thats about all!!!
My pennies
J
Are you kidding, you should know better? There are so many operators that don't use these planes to their capabilities. For example I was just in recurrent with 2 guys who's normal leg on their G550 is 25 mins. Smart.... NO..... But does it happen..... More than you think. Just look at Gulfstream's published average leg lengths on the 450/550/650.
These are the type of Operators Lucky8888 was referring too. Do you think they need a crew rest?
I do agree they all need a crew rest for resale value.. But thats about all!!!
My pennies
J
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I do agree they all need a crew rest for resale value.. But thats about all!!!
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It amazes me how efficient Gulfstream is able to get this plane relative to its competition. Just dividing fuel capacity by range of this G650ER vs the Dassault 5X and 8X, it only uses 18%-19% more fuel per mile even while it weighs ~40% more at BOW and MTOW and flies higher, faster and much farther. And its RR engines are like 20 years old vs the clean sheet engines on the 5X. Mindboggling.
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We all thought it was a bit strange during '650 initial training that the weight charts went up to 105,000lbs and the Fuel/CG charts went up to 48,000lbs. When we asked why, we were simply told that an "announcement would be forthcoming". Apparently there has always been room in the fuel tanks to hold plenty more fuel but perhaps to keep the aircraft within it's promised MTOW 6,000ft balanced field length this was withheld for later certification.
All existing G650's will be able to "Upgrade" to the ER specs for $2 million and a weeks downtime. All that is required is a software update for the plane view and FMS's (plus additional fuel sensors?), the required AFM, AOM, QRH and performance handbook updates plus "G650 ER branding" in the cabin (whatever that means) and a new data plate slapped on the tail.
I expect the ER versions will come with an ASC that allows operators to limit Max Ramp weight to 100,000lbs at their discretion to allow operations at TEB. The current 650 already comes with several such placards limiting max weights to 95,000lbs, 75,000lbs, etc, to allow operations at various weight/noise restricted airfields such as Sun Valley, etc.
The extra 4,000lb fuel capacity and MTOW increase really adds a lot of utility to the aircraft besides the added 500nm range, since we could now take a full payload on a 7,000nm trip vs being limited to 4 - 8 pax (depending on actual BOW) for this mission on the existing 650.
I'm already thoroughly enjoying the G650 as it is, I still haven't got tired of hearing other aircraft ask ATC,
"What type of aircraft was it that just passed over top of us?".
The ER improvement will make an already great aircraft even better.
All existing G650's will be able to "Upgrade" to the ER specs for $2 million and a weeks downtime. All that is required is a software update for the plane view and FMS's (plus additional fuel sensors?), the required AFM, AOM, QRH and performance handbook updates plus "G650 ER branding" in the cabin (whatever that means) and a new data plate slapped on the tail.
I expect the ER versions will come with an ASC that allows operators to limit Max Ramp weight to 100,000lbs at their discretion to allow operations at TEB. The current 650 already comes with several such placards limiting max weights to 95,000lbs, 75,000lbs, etc, to allow operations at various weight/noise restricted airfields such as Sun Valley, etc.
The extra 4,000lb fuel capacity and MTOW increase really adds a lot of utility to the aircraft besides the added 500nm range, since we could now take a full payload on a 7,000nm trip vs being limited to 4 - 8 pax (depending on actual BOW) for this mission on the existing 650.
I'm already thoroughly enjoying the G650 as it is, I still haven't got tired of hearing other aircraft ask ATC,
"What type of aircraft was it that just passed over top of us?".
The ER improvement will make an already great aircraft even better.
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The Global 8000 is planned to do 7900nm with 8 pax at 225lbs each, the Global 7000 is planned to do 7300nm with 10 pax at 225lbs each and offer an additional 10ft of cabin space......
