G650 Drivers
11-16-2014 | 02:05 PM
#31
Gets Weekends Off
Joined: May 2013
Posts: 193
Likes: 0
From: CEO
That's one way of looking at it. But $2M on top of a $75M or so expenditure is nothing for operators that need/want the extra range.
11-16-2014 | 02:19 PM
#33
Gets Weekends Off
Joined: May 2010
Posts: 5,244
Likes: 2
From: Baja Vermont
Handling fees get pretty steep for BBJs. An operator told me they always called posing as their DA 900, then asked about a BBJ--2-3 times the price. Maintenance is cheaper than the Global/G550 but that's offset by greater fuel burns. Resale tends to be the decider--depreciation on BBJs is steep and finding a buyer can bad troublesome.
GF
GF
11-16-2014 | 03:18 PM
#34
Thread Starter
Gets Weekends Off
Joined: Mar 2011
Posts: 1,884
Likes: 0
From: Left seat on a kite
11-16-2014 | 06:30 PM
#35
New Hire
Joined: Nov 2014
Posts: 2
Likes: 0
From: Capt G650 LR45
The boss is set to trade in for a G650 soon. At least that what he says. We will believe it when we pick it up! But any who....
Looking for info from guys currently on the airframe for their pros and cons. I have spoken to guys on the road and they have mixed feelings about the aircraft.
Pros:
- FAST
- Huge wing will save you on a shuttle approach
- Trailing link gear
- Bigger paycheck
Cons
- annoying and time-consuming preflight checks
- less automation (coming from a previous Global crew who said he likes the Global better)
- 14 hr endurance
Any other operational thoughts are appreciated.
Looking for info from guys currently on the airframe for their pros and cons. I have spoken to guys on the road and they have mixed feelings about the aircraft.
Pros:
- FAST
- Huge wing will save you on a shuttle approach
- Trailing link gear
- Bigger paycheck
Cons
- annoying and time-consuming preflight checks
- less automation (coming from a previous Global crew who said he likes the Global better)
- 14 hr endurance
Any other operational thoughts are appreciated.
Everything you said and then some - the <5000' cabin altitudes are a noticed difference.
Cons-
Still tweaking the interior issues - lots of flex in the somewhat oval cross section.
We don't have a crew rest so the leg length isn't a factor.
As far as time consumption in the pre-flight- it isn't unduly long and the flows make sense.
11-16-2014 | 08:13 PM
#36
Thread Starter
Gets Weekends Off
Joined: Mar 2011
Posts: 1,884
Likes: 0
From: Left seat on a kite
Pros-
Everything you said and then some - the <5000' cabin altitudes are a noticed difference.
Cons-
Still tweaking the interior issues - lots of flex in the somewhat oval cross section.
We don't have a crew rest so the leg length isn't a factor.
As far as time consumption in the pre-flight- it isn't unduly long and the flows make sense.
Everything you said and then some - the <5000' cabin altitudes are a noticed difference.
Cons-
Still tweaking the interior issues - lots of flex in the somewhat oval cross section.
We don't have a crew rest so the leg length isn't a factor.
As far as time consumption in the pre-flight- it isn't unduly long and the flows make sense.
Welcome to APF!
What type of interior issues have you experienced?
How has Gulfstream been in repairing these issues?
Has the airplane met the performance expectations stated by Gulfstream?
Thanks
11-17-2014 | 09:40 AM
#39
Line Holder
Joined: Sep 2011
Posts: 80
Likes: 0
I think BBJs are excluded from a few of the popular corporate airports (kteb and aspen as I recall). Ramp space maybe a problem. Also just on weight alone your PCN's will be higher and limit you. Not even sure if Boeing really evn produces a BBJ per se anymore completion-wise. It may sell a 737, recommend an interior company, and send a bbj sticker a little later.
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