hammer2
Well-known member
- Joined
- Jul 7, 2005
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Equal opportunity Voice of Doom![]()
Hey Gunfyter, first a Spurs championship and now Gulfstreams. What a year!!
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Equal opportunity Voice of Doom![]()
Hey Gunfyter, first a Spurs championship and now Gulfstreams. What a year!!![]()
Because the passenger can go SFO to Hamburg (in keeping with the aforementioned example) at .90-.92 in a 650. That's why.
And, as some people like to claim, size isn't everything....![]()
Hmmm no Gulfstream for me though ... LOL
Challenger 605 with my name on it someday I guess....
I can't for the life of me understand why we ordered the 605. I think the 350 was a good buy but the 605? I guess that's why I'm just a line pilot. As others have said, I too wouldn't be surprised if Harry cancels this and points at NJASAP.
I can't for the life of me understand why we ordered the 605. I think the 350 was a good buy but the 605? I guess that's why I'm just a line pilot. As others have said, I too wouldn't be surprised if Harry cancels this and points at NJASAP.
Will it actually do it at that speed? I saw where the G400/500 takes a huge penalty on range at that speed. What does a Global cruise at?
Maybe a deal sweetener...you have become Bombardier's new Flexjet.
The 650 will do over 5000 nm at .92 and 7000 nm at .85. Easily.
Fuel specifics on the new Gulfstreams are not available yet since certification is just getting underway. Gulfstreams have always met or exceeded pre-production performance guarantees. The Global? Not so much.
The numbers Gulfstream talks about now are 7000nm at M.85 and 6000 at M.90. Both of those should be achievable or even exceeded with a little effort. However, I'm a bit skeptical about 5000nm at M.92. This plane has a preverbal wall between .90 and .91. Even if it is possible, 1000nm is already a huge range penalty for .02 mach.
We cruise the G650 at M.90 almost everywhere we go. We used to cruise the Global at M.85 all the time. If you need to really stretch the range, it's .85 in the 650 and .83-.82 in the Global. We are doing the G650ER mod not because we'll ever fly 7500nm, but because we should be able to go 6400nm at M.90.
All good info. The 650 ER mod presents an interesting conundrum that I can't answer. Will the increase in Max TOGW to 104K lbs. exclude you from Teterboro? Or will the airplane be "grandfathered" via the originally certified weight being under 100K? I'm also told there is room in the wing for even MORE fuel but they are still analyzing the structural consequences.
And meanwhile, now that you have flown both for a while, what are your thoughts on reliability, handling, and performance of the 650 vs. the Global?
Heard from a buddy that flew ricci the other day. Supposedly Ricci was bragging that the Gulf streams were going to Flex but will be flown by flops pilots that will go over to flex. All furloughed are being called back to replace the ones that head to flex. Had reference to something about 70 pilots is what they want to head over.
I, too, am fearful that FLOPs transfers, upon being hired, will go straight to the Gulfstreams. That's how Flex has always hired people.
As long as you operate below 100K, TEB has no problem with the higher certification weight. I confirmed that with both Gulfstream and TEB. However, the ER will have a reversible placard to allow both max operating weights. It's still unclear to me whether a mechanic will have to make a logbook entry to change between weights or not. Similarly, ASC-026 restricts the G650 to 74,900 lbs should an operator need that flexibility.
I'll be as kind as I possibly can and say the G650's reliability has been poor. We've canceled far more trips in the past 6 months than I had previously in 15 years flying business jets. My boss has been stranded and had to charter on at least 6 occasions because we were AOG. Several other trips have been delayed, and the plane has constantly lived in service centers. I'm pretty sure we've never flown a leg that didn't result in multiple squawks. In contrast, during the entire 4 1/2 years in the Global, we missed one trip because of a mechanical problem. That said, Gulfstream is now making a serious effort to help us get this thing settled down. The support is very impressive, and I have no doubt someday this will be a great plane. Sadly, that day is not today.
In my opinion, the Global's interior is far superior in almost every way. It's roomier, it doesn't waste space with huge, loud and hot avionics cabinets, and the fit and finish and overall quality is much better. To be fair, I'd probably like it quite a bit better if things would stop failing every flight. In the cockpit, I hate all of the old school unnecessary button pushing and ridiculously long checklists. You might disagree, since I understand much of it pays homage to Gulfstream's going all the way back to the III. The Global's cockpit is much simpler and it is very quiet. We always took our headsets off in cruise in the Global; we pretty much have to keep the headsets on the entire flight in the 650. You may have heard there is an insane amount of airflow in the 650 cockpits that makes long legs pretty uncomfortable. I know one operator flies with one pack turned off to reduce the hurricane force winds in the cockpit.
There are plenty of good things about the G650 too. The trailing link gear and huge wings make for very soft landings. The performance is simply stunning in just about every way. We climb like a rocket ship at 320 transitioning to M.90. It goes fast and far, and it does it comfortably and efficiently. The cockpit seats are more comfortable on long legs than the old Global seats, (I've heard the new Global seats are good too) and the Planeview II is a huge step up from the old Primus 2000. (I imagine the Vision cockpit is good too) It's a cool plane with a great presence. I sincerely hope the boss doesn't give up on it before we have a chance to work out the kinks.
I went to recurrent last month, and I was a little surprised to hear we are not at all unique though we are definitely having more problems than most.
Heard from a buddy that flew ricci the other day. Supposedly Ricci was bragging that the Gulf streams were going to Flex but will be flown by flops pilots that will go over to flex. All furloughed are being called back to replace the ones that head to flex. Had reference to something about 70 pilots is what they want to head over.
Interesting info. I hope it's just teething pains of a new airframe. Took a little while to iron out the bugs in the 550 and 450 when they first started up (Global as well, for that matter).
Hadn't heard about the cockpit noise issues. A good friend just finished 650 school and I'm anxious to hear his thoughts one he gets a little time in the airplane. I'm half deaf already since I spend all my time around airplanes or guns so I'd be using the Bose/Ufly setup even if I were flying a glider.
And look at the bright side: You don't have to go to Aspen OR Santa Monica....