GV Longest routes?

[KnightwhosaysNi]

Any GV pilots--Just curious as to what some of the longest routes people have flown nonstop in the GV. Also, how do you enjoy flying it?

Thanks

 

[Gulfstream 200]

enjoy flying it??

c'mon...thats a serious ride there, anyone would enjoy it!

Its a little cramped compared to others but thats another post for sure...

 

[T-Gates]

Noooooo! I see another Global Express vs. GV war!

Why!!!! Ohh the humanity....

Now...cue a post by GVFlyer....

 

[GVFlyer]

GV Longest Routes

I've flown it:

Hawaii to Singapore

New York to Tokyo

Tokyo to New York

Buenos Aires to Vienna

Miami to Windhoek

Sydney to San Francisco

Moscow to Darwin

Brisbane to Los Angeles

Beijing to Memphis

The G550 will go 250 nautical miles farther or 6750nm. The GV/G350/G450/G500/G550 cockpits are much larger than the GIV cockpit.

Our flight department follows the Flight Safety Foundation guidelines. When we are scheduled for a leg greater than 12 hours we carry a third pilot. We rotate a pilot into the crew rest area every two hours giving us a 4 on - 2 off schedule which is safely maintainable for extended flights.

GV

 

[KnightwhosaysNi]

Thank you for the info--that sounds like a lot of fun. How are the crew rest areas on the GV? Is it just a seat in the back with the pax or is it actually a little room. I know they are probably all different.

 

[mobie]

Re: GV Longest Routes

Originally posted by GVFlyer GV I have had marriages that did not last as long as some of those legs. Mobie
I've flown it:

Hawaii to Singapore

New York to Tokyo

Tokyo to New York

Buenos Aires to Vienna

Miami to Windhoek

Sydney to San Francisco

Moscow to Darwin

Brisbane to Los Angeles

Beijing to Memphis

The G550 will go 250 nautical miles farther or 6750nm. The GV/G350/G450/G500/G550 cockpits are much larger than the GIV cockpit.

Our flight department follows the Flight Safety Foundation guidelines. When we are scheduled for a leg greater than 12 hours we carry a third pilot. We rotate a pilot into the crew rest area every two hours giving us a 4 on - 2 off schedule which is safely maintainable for extended flights.

GV

 

[G4G5]

Tokyo to NY was my furtherst. When I looked down and saw 14:45 on the FMS, I just wanted to cry. Thats way too long for my butt.

 

[Computer Geek]

that is way t00 long if you guys could do it at .85 like the global it's only 11-12 hours....

(sorry I just couldn't resist)

CG

 

[G4G5]

Anyone see the beige Global Express at HPN late week.

They could not get the flaps up so they decided to ferry it to Hartford for repair. On takeoff they hit a goose, that took out the right engine. They declared the emergency and returned to HPN.

As of last Monday the aircraft was in Avitat's hanger with no #2 engine and the flaps still down.

Could not resist.

 

[StaticWick]

Noooooo! I see another Global Express vs. GV war!

Why!!!! Ohh the humanity....

Now...cue a post by GVFlyer....

Wow! Your good!...is that called telepathy?

 

[CatYaaak]

They could not get the flaps up so they decided to ferry it to Hartford for repair. On takeoff they hit a goose, that took out the right engine. They declared the emergency and returned to HPN.

Well if it was a Canadian goose then they've got no reason to compain.

 

[AA717driver]

The company I just got hired at regularly does SBA-BKK in a GV. They are getting their new G550 in Apr. (Yes, I know how lucky I am--I tell myself that every hour of the day!)

The crew rest seat on the V and 550 are separated in a small compartment aft of the crew closet/across from the crew galley. I've heard it gets cold in there. The first 550 we're getting has a crew rest area. The second one doesn't--the owner says he won't be flying any longer than 10 hours so we don't need one. Right.

Anyone going to SAV in April? Look me up at school if you'll be there. I'll be the one at happy hour wearing shorts and a AA t-shirt with a red circle and line through the AA logo... I'll even buy the first round. (Sorry Falcon Capt. not trying to make you look bad. ) TC

 

[Rez O. Lewshun]

I posted this query on a NJA/NJI thread....

I've discussed with others that this is why Gulfstream doesn't want organized labor flying thier aircraft. It will force changes in operation and design on the aircraft....

This thread touches on it.....

True? Rumor? or just plain trash talkin'??

 

[GVFlyer]

???

Why would it change aircraft design or operation? Many trans-Pacific airline flights use ferry crews to meet Part 121 requirements. These aircraft usually don't even have a dedicated crew rest area; the take-off and landing crews just go to the back of the airliner and bag it in a regular seat. The crew rest area on the GV/G550 is certificated by the FAA's Northwest region which has proponency for transport category aircraft.

GV

 

[fokkerjet]

The GV's that we operated had placards stating that the "crew rest area" did not meet Part 135 requirements for a "rest area". I'm sure you would agree that it's up to the operator/owner to provide their crew with a proper rest area. With the forward galleys in ours, the rest area was located directly next to the galley, and directly below a storage compartment.......try getting rest during food service. 2 of the GV's had rear galleys, but I don't remember gaining any more room..........but it was nice not having the F/A around making noise.

Again, this may be because of the forward galley, but you needed to be about 5 ft tall inorder to have any legroom at all in that little "phonebooth". By comparision, the GEX that I saw, had about twice the room as any of our GV's.........but again, the operator specs out that space.

 

[redeye69]

G4G5, are you the guy that I call once in a while from accross the pond where the cheese stinks and the wine is cheap?

 

[KnightwhosaysNi]

Does the GV have autothrottles and autoland capability? The G 550? Thanks

 

[G4G5]

Yes I am, Hello my friend. How are things progressing?
-----------------------------------------

All Gulfstreams from the G4 on, have autothrottles.

None are autoland equiped, primarly because none have autobrakes.

From what I gater (and maybe someone can fill me in) to get Cat3c autoland certified from the FAA, autobrakes are required.

 

[GVFlyer]

The autothrottles on the G350/G450/G500/G550 work from take-off to landing as they did on the GV. The feature set on the GV/G550 was determined to a large extent by the Customer Advisory Board. While Autoland/Autobraking are reasonably low tech (as compared to say, EVS) and easy to apply to the jet, the customers didn't want them. As a matter of fact most customers didn't want to do the extra training and maintenance required to maintain CAT II standards.

GV

 

[mobie]

CAT 111 and AUTO LAND

After having been trained for CAT 111B for a number of years I have only used it once and could have waited 15 more min. and could have done a CAT 1. The cost of training and mx is not worth it. This was flying into airports shuch as London and Paris where you would have thought CAT 111 would help. Auto brakes will increase brake wear as brakes may be used at higher speeds and if rev. is not used down to 80 kts. or so. Mobie

 

[750driver]

Re: CAT 111 and AUTO LAND

Auto brakes will increase brake wear as brakes may be used at higher speeds and if rev. is not used down to 80 kts. or so. Mobie

Mobie, it sure was nice having the autobrake system when taking the B737 into places like SNA (5,700'), but overall, we kept the usage limited to shorter fields.

 

[FL510GV]

I thought this was about longest legs...

Some longest legs... (Great Circle Distances)
Tel Aviv ... Wash DC (5800)
San Fran ... Brussels (5400)
Wash DC ... Accra, Ghana (5300)
Brussels ... St. Andrews, Scottland (450nm for lunch and a round of golf)

All are two pilot trips. Uncle Sam has no crew rest area and the com equipment adds about 2k lbs, so the range is stunted...

Of course, I just flew Wash DC to Tokyo westbound in another jet (19.7 hours enroute!), but this is about the GV.

 

[GVFlyer]

Re: I thought this was about longest legs...

Of course, I just flew Wash DC to Tokyo westbound in another jet (19.7 hours enroute!), but this is about the GV.

GV's can't hit the tanker. At Andrews AFB, we lost GIII trips to C-141's with palletized VIP compartments for that reason.

GV

 

[fokkerjet]

-----------------------------------------
None are autoland equiped, primarly because none have autobrakes.

From what I gater (and maybe someone can fill me in) to get Cat3c autoland certified from the FAA, autobrakes are required.

I just flew a F100 that was approved for Cat IIIa with it's former owner, and it's certified for autoland w/o autobrakes.

Looking through the regs, I don't see any requirements for autobrakes inorder to get the Cat IIIc authorization.

And just curious, anyone want to confess what their payload was at the time, and landing fuel onboard at destination, when you made some of these 12 to 14+45 hour flights in the GV?

 

[GVFlyer]

The first flight I listed was from Lihue to Singapore against 75 knot winds with six passengers (including AIN's Matt Thurber), about a million pounds of brochures and collateral material and a crew of 4 . We took off with 38,600 lbs of wide-cut Jet B and landed with NBAA reserves.

GV

 

[banned username 2]

We took off with 38,600 lbs of wide-cut Jet B and landed with NBAA reserves.

What is NBAA reserves (in pounds) in the G-V? Whats the difference in burn between wide-cut Jet B vs. standard Jet-A?

 

[GVFlyer]

NBAA Reserve fuel for the GV is 2,860 pounds. The engines burn pounds per hour not gallons per hour. Thus, the more dense the fuel, the greater the range. Fuel density varies greatly, but is generally becoming less dense as environmental concerns cause refineries to remove sulphur from fuel. The most dense fuel can be found on the eastern side of the Pacific Rim - LAX, SFO, and SEA. These fuels average around 6.8 pounds per gallon for Jet A which is a more dense fuel than Jet B. The least dense fuels are found on the Western side of the Pacific Rim.

Jet B tends to average around 6.3 pounds per gallon, Jet A was not available, that's why I took off with 38,600 pounds instead of 41,300 pounds which is what the GV will hold if fuel density is 6.75 pounds per gallon and temperature is within around one Sigma of ISA.

GV

 

[banned username 2]

NBAA Reserve fuel for the GV is 2,860 pounds. The engines burn pounds per hour not gallons per hour. Thus, the more dense the fuel, the greater the range. Fuel density varies greatly, but is generally becoming less dense as environmental concerns cause refineries to remove sulphur from fuel. The most dense fuel can be found on the eastern side of the Pacific Rim - LAX, SFO, and SEA. These fuels average around 6.8 pounds per gallon for Jet A which is a more dense fuel than Jet B. The least dense fuels are found on the Western side of the Pacific Rim.

Jet B tends to average around 6.3 pounds per gallon, Jet A was not available, that's why I took off with 38,600 pounds instead of 41,300 pounds which is what the GV will hold if fuel density is 6.75 pounds per gallon and temperature is within around one Sigma of ISA.

GV

Yikes... 2,860 sounds light on the reserve, but I understand the G-V is more efficient than the G-IV...

So 38,600 was full fuel in the G-V when using Jet B? That is a huge difference from the 41,300...

Interesting, thanks for the answer...

 

[GVFlyer]

Falcon Captain

Yes, fuel density as it relates to range is an interesting subject. Density varies as the fuel comes from the refinery (6.45 to 7.00ppg) and again as a function of temperature. Fuel density is always quoted at 60 degrees F. Typical fuel density variance as a product of temperature is .53 lbs/gal.

Thus, maximum fuel using Jet A in the GV varies from 43,859 pounds with dense fuel at -20 C to 38,796 pounds at 30 C with minimum density fuel.

An airplane operates on BTUs. There is relationship between density and heat content. When density decreases, the heat content per pound goes up but the heat content per gallon declines much faster.

As the hydrogen content of fuel increases and sulphur content decreases, the density of fuel decreases. This is the trend for the future.

As a result of fuel property changes, many aircraft are becoming fuel volume limited on some long range routes.

GV

 

[fokkerjet]

Way to much information...................