Not having flown either despite asking Santa for a type rating every Christmas but in conversation with someone who has flown both (currently flying a GLEX), his comment was that the GLF was better to fly but the GLEX was more comfortable. :ok:

@Marcus

I can absolutely /sign your experiences - unfortunately i´m no owner but a pilot, and i only had the pleasure to join a "friend" of mine on his demo flights on both G550 and GLEX.

First of all i can say that i adore the Gulfstream interior design - i really was disappointed by the GLEX cabin. No real chance to compare it, especially the natural light is far better inside the Gulfstream thanks to the beautiful windows.
Second i prefer the Gulfstream avionics - in my opinion they seems to work more effective and i felt much faster quite comfortable in the cockpit.

Also the Gulf demo team seemed far more motivated to sell an aircraft, but maybe the Bombardier guy simply had a really bad day.

After all, if i get the chance to fly on one of both aircrafts in the future or if i should suggest the "better" one, i would choose the Gulf, although i also really respect the GLEX as a great aircraft...

I believe the info about the 650 type being just differences from the 550 is inaccurate. Originally that was the plan, but according to people that are involved in the program that will not be the case.. It will require a new type.

The info that I got from a Gulfstream Test Pilot is that it will be a new type rating for the 650 regardless of previous G550 type, however if you are typed on the 550 the ground school and sims will be about one week instead of the usual three plus. Along the lines of a recurrent but still requiring a type check ride.

Doesn't popular thinking go along the lines of:

Pilots love the Falcons

Owners/Pax love the Globals

Engineers love the Gulfstreams

Never flown any of them, so can't comment from personal experience, but I've heard this stated a number of times.

With reference to the Falcons: a Falcon pilot I met asked me if I knew why the Falcons had three engines. I replied, "No, not really."

His answer: "Because they couldn't find room for a fourth one."

Why? if the B747-8i can be flown with a B744 rating, why can't Gulfstream put some effort into getting common type ratings?

Mutt

From what I understand, the G650 is fly by wire whereas the 550 is conventional. The FAA decided that was a big enough difference to warrant a new type rating. Gulfstream would have been delighted with a common rating as it would have been a sales point. The fact that the holder of an existing 550 rating can do a truncated course is in no small part down to lobbying by the good folks from Savannah.

The 747-8i/F is simply a rehash of the 747 400 with a slightly different wing and different engines. The flight deck instruments have also been updated.
I have just done the 747-8 differences course. The biggest difference is the electronic flight bag and electronic checklist and that's not a big deal.

Same situation as the 737 300/400/500 and the 737NG which can be flown on the same rating. The differences in the flight deck displays, as well as the performance of the NG were much more marked than the 747 which is just a bit heavier and with more poke in the engines. The other major differences are a RAT and some clever automatic stuff with the hydraulics not requiring any pilot input, and which makes no difference to flying the thing.

A FBW system is a lot more complex and requires a significant change to the checklists and QRH. Hence, new TR.

The Falcon 900 and 7x look much the same but have a different type rating for the same reason.

If you want a 4-engine-business-jet, buy a 747-XXX.....

The Falcon´s are just fine with three.....

Pilots love them, Owners love them because of operational costs....

Comparing a ( for example ) 7X with a GLEX or a 550 is comparing apples with oranges....all beautiful aircraft, but all different....so please no Falcon/GLEX/550 bashing:=

http://i.planepictures.net/73/67/1210009950.jpg

Good point Lady Grey. I am sure that for many people the GLEX or the Falcon is the optimal solution for their needs. For us, the G550 was the perfect fit for what our family sought in transportation. It is comfortable, meets all our range/performance needs, and is awesomely supported by Gulfstream.

For others, the Falcon or the GLEX may be the perfect solution. For us they were not.

Want a four-engined biz jet, buy a Jetstar II. The interior od a Challenger 300, less range, 33% more fuel burn, miserable to maintain, but cheap to buy.

GF

Plus they look really really cool.

Here's my take on GLEX vs. Gulfstream:

We looked at G450 and Global5000, among others. Coming from a CL 604 the boss' first impression of the G450 was the too-narrow cabin. We wanted a forward galley which Gulfstream was not willing to do. This was the deal breaker.

We now have 900+ hours on a new Global5000 and apart from a few teething problems the plane has been very dependable. Cabin systems have been the biggest issue/disappointment for Global owners. The new cabin Collins CES (Cabin Entertainment System) is reliable.

Only gripe: Global relies heavily on computers so many BITE tests as things are booted up. She requires a gentle touch and a patient pilot until things are up and running properly. After that...all good.

Ksjc

As I say, "Globals reward patience and discipline"

GF

Gulfstream will put a forward galley on any large cabin aircraft they make. The Global 5000 has had an interesting accident history.

Global - Gulfstream
I am lucky to have some experience on both platforms now.... - 6 years on Global Classic and Vision and now on the G650 since this year.
Well -- to complain about one of the manufacturers is like moaning on a high level, but there are some differences though:

I have accompanied the delivery of several globals out of the Montreal delivery centre and the delivery of our G650 now from Long Beach and SAV. Besides the shiny delivery centre, the BBD delivery team seems to put much more effort in producing happy customers. Adressed faults during delivery (if any) are handled very professional.
I had very different experiences now in LGB--- here the customer seems to be some disturbing factor..-- we adressed a couple of problems, but most of them were just sort of tested and no fault found --- well we still have some of those after EIS...

Flying the machine itself: The Global Vison avionics are well advanced to the Plane View of Gulfstream (sorry to say Gulfstream guys...) - it´s much more simple and efficient to operate a Vision than the GVI... (besides that Honeywell has not yet fixed some problems since ages... (wind upload vanishing, lost approaches on flyby) - but just offeres walkarounds..
Both planes have likely the same enginges -- just compare starting the Glex to starting the 650...
For the 650 it seems, like there is a switch from each previous Gulfstream in memorial.....-- they did it, like they always did it before....

Space in the flightdeck is a big minus for the 650...-- the cockpit is just much more narrow than on the Glex

The Wing and FlyByWire of the 650 are really great - i enjoy handflying and landing this platform -- it´a big pro-point for the gulfstream!

Cabin: The huge windows of the 650 speak for themselves...--- but both Cabin Managment Systems produce errrors and problems...
Loading the Gulfstream is not that easy like on the Glex...-- higher and smaller door..

I will fly my boss on whatever plane pays the bill - but at the moment the Global is still my favourite.
just my two cents
welle

I am not a pilot, but preparing to purchase a GXRS, G6000 or G550. I read through the comments and noticed the someone stated that the 6000 had a shorter takeoff that the 550. I would assume due to the slats and other differences. But, on paper the XRS and 6000 are 200ft more than the 550.

My Question:
Due to my need to fly into some airports in the 5500ft Range. With a crew of 3 (average) and 4 Pax (average) and reduced fuel load, what is the shortest, good and safe runway take off length? For both if possible.

I really like the 7X and the short field performance and quality, but I want a crew rest area like the Global and G550. Also need the 6000+ NM range.
So it is either the XRS, 6000 or 550. Just need the one with the true best short field performance.

So what are the true numbers as asked above? Thank you for your input!!

JOSS 66, I had a long response types out, but there's enough agro in the world. Only one of your listed aircraft will do over 6,000 nm (in the real world) but it won't do it off a 5,000' runway. Free answers available via google. Detailed, guaranteed answers, available from me for just 2% of your final purchase price. Small investment for a $20 million purchase.

Good luck.