Gulfstream IV Performance Data & Range Map

AbOvo

Well-known member
Joined
Jan 29, 2003
Posts
135
Total Time
9000
I have been searching all over the net to find info but I figured someone on here would be able to help.

What is the max fuel load a GIVSP can take out of KSUN (5300' PA, 5C, TORA 7150 TODA 7550) with 5 pax on board? The range is listed at 4350 according to several websites with full fuel.

Where can I find or make a range map to put into an aircraft proposal?
 

AbOvo

Well-known member
Joined
Jan 29, 2003
Posts
135
Total Time
9000
Thank you, I'll do it.

edit: Ah well his mailbox is full....
 
Last edited:

semperfido

Keep Humpin
Joined
Dec 5, 2004
Posts
1,873
Total Time
11K+
Ballpark: With those conditions it looks like you can put on approx 22K of fuel. Tab data for 6000" elev is 7380' runway req'd. BOW of 49K + 1,000lb payload + 22K fuel = 72K TO weight. 22K fuel will take you about 6 hrs with a 3-4K reserve. So the answer to your question is range would be approx 2500 nm with no wind from that airport.

I could sell you a QRH for cheap?
 
Last edited:

K.V.

Well-known member
Joined
Mar 14, 2003
Posts
240
Total Time
a lot
If you're looking for a range map, try http://gc.kls2.com/

It's not aircraft specific but you can enter whatever parameters you like.
 

AbOvo

Well-known member
Joined
Jan 29, 2003
Posts
135
Total Time
9000
Thanks for the website link. That is a pretty cool map program!

Semperfido thank you for the hard data as well. I'll see how this progresses and if it becomes something more than a paper airplane.
 

K.V.

Well-known member
Joined
Mar 14, 2003
Posts
240
Total Time
a lot
Hey Fido, I think maybe you have your IV and your V BOW numbers mixed up
 

G4G5

Well-known member
Joined
Sep 20, 2002
Posts
1,800
Total Time
8500+
We use to do KSUN-KLGA all the time. Which makes me believe that KSUN to anywhere in the US non-stop is doable.
 

semperfido

Keep Humpin
Joined
Dec 5, 2004
Posts
1,873
Total Time
11K+
Hey Fido, I think maybe you have your IV and your V BOW numbers mixed up
Thanks KV, you are right. Bow should be more like 43-44. Soooo, you could put on about 27k fuel, which would take you a lot further. More like 7.5 hrs. So sorry. Open mouth, insert foot.
 
Last edited:

Hugh Johnson

Well-known member
Joined
Apr 28, 2004
Posts
684
Total Time
Yep
My question is why don't you have access to the GIV performance charts, software, etc? Are you one of those gamers?
 

AbOvo

Well-known member
Joined
Jan 29, 2003
Posts
135
Total Time
9000
Yes I sit around in my tighty whiteys planning flights with 5 pax out of SUN, it's awesome and chicks dig it.

fido & G4G5 thank you for the information. It looks like the airplane can do out of SUN what the Challenger can only do out of a sea level airport. The drastically reduced time to climb is also a nice thing to have. Gulfstream likes to talk about their pressurization flow through system being more "healthy". Can you tell any difference in fatigue between flying a Gulfstream vs. say a Challenger? Pax seem to like the bigger windows.
 

G4G5

Well-known member
Joined
Sep 20, 2002
Posts
1,800
Total Time
8500+
No sure about the pressurizaton differences between the Challenger and the Gulfstream. The only time I have ever noticed the pressurization difference is when I have to commute on an airliner vs a corporate jet.
 

AbOvo

Well-known member
Joined
Jan 29, 2003
Posts
135
Total Time
9000
Well according to the documentation from Gulfstream the air from the packs enters the rear of the cabin and exits through the outflow valve on the right front side of the fuselage. The Challenger has the outflow valves at the back of the cabin and recirculates air. Recirculating the air is more efficient from a systems stand point but flowing the air through the cabin apparently means fresher air.

I'm just wondering if that is a dog and pony show or if you actually feel less fatigued after flying 9 hours in an aircraft designed that way.
 

semperfido

Keep Humpin
Joined
Dec 5, 2004
Posts
1,873
Total Time
11K+
I would say the plane's ability to climb directly to fl410 is something that is very nice. The pressurization on the Gulfsteam is very nice as well. The fatigue thing is a kinda iffy argument in my opinion. Too many other variables impacting a persons level of fatigue. Dispatch reliability is awesome. Support from Gulfstream is super. Overall pax comfort and confidence is great. Aircraft serviceability on the road is great. Really, what is not to like about a Gulfstream? Oh, they do love those picture windows!
 

g4800xp

Well-known member
Joined
Dec 31, 2004
Posts
154
Total Time
7000
6000' cabin altitude in the G4 at 430 and 7800" cabin in the Challenger 300.
 

ProFracPilot

What's it doing now?
Joined
May 1, 2003
Posts
701
Total Time
8000
The fatigue thing is a kinda iffy argument in my opinion. Too many other variables impacting a persons level of fatigue.
I respectfully disagree, Fido. The "fatigue thing" is NOT an iffy argument. When we went from a GII (430 airplane and 8000' cabin) to a GIV 10 years ago, the reduction in fatigue on legs as short as 3 hours was imediately noticeable by both the crew and the principal. That 6000' cabin is wonderful (and just one more of the many wonderful attributes of the GIV).
 

semperfido

Keep Humpin
Joined
Dec 5, 2004
Posts
1,873
Total Time
11K+
Roger that, I suppose it could be more meaningful to some. My thought was the differintial between current model pressurization would be minor regarding fatigue.
 
Top