G200, those were just general #s I published as an example. Not specific to any particular aircraft. Also, reading my previous posts, you'll see that any aircraft I mentioned did not have a Leading edge device. Slats make it a whole other ballgame. The GLEX has a wing the size of Tokyo and a full slat, so yes, it's going to have some inpressive #s. I'd fly a global in and out of there down to mins day after day. Why? Because it has the performance to do it with much reserve. A GIV, GIII, Hawker, Lear, etc does not have a a slat, so it can't get the speed down like a GLEX, but even then, SPrint ran a GLEX off the runway at EGE back in '02 or '03 by being cowboys and coming in too fast and high.
MY original point once again was not about landing, it was about departing and something going wrong.
What about EGE or ASE. If you have a engine failure loaded up are you going to just go do some climbing steep turns down in the valley like all these other guys say they are going to do? You might do 1, but lets call a spade a spade, that good engine is not going to do anything but take you to the scene of the crash.
Get that G200 book out and Riddle me this Batman: Runway 6 IFR min climb out of Carlsbad is 260feet/NM up to 2100 feet. Assuming V2 is between 130 and 160 (I have no idea what it is), can that G200 maintain 564-694 FPM climb up to 2100 feet on 1 Engine? It has P&Ws on it, so I would guess it could, but I am curious to know loaded up what it can do and if you would depart at MATOW with a 200 foot ceiling?
Look, I am not trying to get sideways with you.I was just merely pointing out that not enough consideration is given to departing as should be. Most are worried about getting in and stopping and give little to no thought to the departure until it's time to plan it. In my opinion, not smart at all.
MY original point once again was not about landing, it was about departing and something going wrong.
What about EGE or ASE. If you have a engine failure loaded up are you going to just go do some climbing steep turns down in the valley like all these other guys say they are going to do? You might do 1, but lets call a spade a spade, that good engine is not going to do anything but take you to the scene of the crash.
Get that G200 book out and Riddle me this Batman: Runway 6 IFR min climb out of Carlsbad is 260feet/NM up to 2100 feet. Assuming V2 is between 130 and 160 (I have no idea what it is), can that G200 maintain 564-694 FPM climb up to 2100 feet on 1 Engine? It has P&Ws on it, so I would guess it could, but I am curious to know loaded up what it can do and if you would depart at MATOW with a 200 foot ceiling?
Look, I am not trying to get sideways with you.I was just merely pointing out that not enough consideration is given to departing as should be. Most are worried about getting in and stopping and give little to no thought to the departure until it's time to plan it. In my opinion, not smart at all.
Gulfstream 200 said:why would you be running off the runway at 110kts?
at 60,000 lbs your landing Ref might be 105? landing distance about 2500ft?
at 85,000 lbs takeoff V1 might be 107?
add TRs and autobrakes to the landing and you might cut that 2500ft in half
cant say that for a 4000lb dutchess!
who is talking about test pilots and outperforming the numbers? I dont know anyone who breaks the numbers.
but whatever...just an opinion. I will consider myself confused! (I know...again)
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