Gulfstream 650
Above are Gulfstream 650 exterior rendings by one of the IAS design team. The IAS team of “World Class” designers can help you with your Gulfstream 650. We also have the operational expertise to help with selecting the options and negotiate the contract. Prior to meeting your friendly Gulfstream sales person contact IAS ,we can be on your side throughout the process, to act in your best interest.
We are getting excited about the first Gulfstream 650 deliveries in the near future . The Gulfstream 650 promises to be the ultimate business jet with it’s wide body and 7000 nm range at speeds up to .92 mach. It’s the first new fuselage cross section from Gulfstream in about 35 years and that is exciting!!! You can actually stand-up and spread your arms in this wide body aircraft. The Flight deck resembles the Starship “Enterprise” featuring state of the art avionics.
Passenger accommodations have not been forgotten in addition to the room there is actually a comfortable seat in this aircraft. None of the bells and whistles have been forgotten in the cabin as well; WIFI, Direct TV etc… . We are looking forward to working with our clients and Gulfstream on many 650 projects in the future.
The Gulfstream 650 airframe ,combined with the legendary Gulfstream customer service, is going to be a combination ,that’s hard to beat !!
G650 Specifications:
Performance
Long Range Cruise Mach 0.85
Mmo Mach 0.925
Normal Cruise Mach 0.90
Range at LRC 7,000 nm / 12,964 km
Range at Normal Cruise 5,000 nm / 9,260 km
Takeoff Distance (MTOW, SL, ISA) 6,000 ft / 1,829 m
Weights
Basic Operating 54,000 lbs / 24,494 kg
Maximum Fuel 44,200 lbs / 20,049 kg
Maximum Landing 83,500 lbs / 37,876 kg
Maximum Payload 6,500 lbs / 2,948 kg
Maximum Payload/Full fuel 1,800 lbs / 816 kg
Maximum Ramp 100,000 lbs / 45,360 kg
Maximum Takeoff 99,600 lbs / 45,179 kg
Maximum Zero Fuel 60,500 lbs / 27,443 kg
Design Standards
Engine Type BR725A1-12
Thrust Rating 16,100 lbs / 71.61 kN (each)
Typical Passenger Payload 8 passengers
Interior
Total Interior Length 53 ft 7 in / 16.33 m
Cabin Length 46 ft 10 in / 14.27 m
Height 6 ft 5 in / 1.95 m
Width 8 ft 6 in / 2.59 m
Cabin Volume 2,138 cu ft / 60.51 cu m
Baggage Volume (Gross) 195 cu ft / 5.52 cu m
Exterior
Height 25 ft, 8 in / 7.82 m
Length 99 ft, 9 in / 30.40 m
Overall Span 99 ft, 7 in / 30.35 m
Wingspan 93 ft, 8 in / 28.55 m
Ivan Klugman www.inavsol.com
The 1.3 million dollar Gulfstream III ??
I recently had a causal inquiry in regard to a Gulfstream III. I personally have no issues with those wishing to preserve capital and purchase an older airframe. In many cases in fact this can make economic sense. During the course of my first conversation with this prospect, I learned he once soloed and now considers himself capable of going on Controller.com and selecting his own aircraft. He had selected the least expensive G-III on the market. I discussed his needs and discovered he wanted to fly from the Denver area to India on a regular basis(two stops). I glanced at the spec sheet of the aircraft he desired and noticed it was coming up on engine overhauls and major inspections within the next year. I’m sure that this was just the tip of the iceberg. I advised him that this aircraft was most probably not the right choice for him. In fact, if I spent the time to do a cost life-cycle analysis over a few years, I’m pretty sure it would have made sense for him to purchase a more modern airframe (G-IV or Challenger) or at least a G-III that had better times and was Stage III. When I mentioned Stage II vs Stage III to this gentleman, he thought I was speaking a foreign language. This is to be expected of a novice but not someone selecting his own aircraft. I advised him not to buy the aircraft he desired. There were much better choices available. He then advised me that I had no idea what I was speaking about and he could buy and fly this airframe for 20 years. He of course would not hear otherwise. This G-III will probably spend more time in the shop than in the air this year and will cost about 4 million in maintenance. I guess the 1.3 million dollar G-III wasn’t such a bargain after all. I thought it was amazing that this otherwise intelligent man could possibly make such a monumental mistake in regard to an aircraft that will effect his safety and the safety of his family.
What I have described above is one of the classic mistakes in aviation where one’s “EGO EXCEEDS their ABILITY”.
Let’s discuss the G-III: The G-III is a fine old aircraft, that being said, if you can find a well maintained and modernized one it may be suitable for certain operations. Expect a suitable aircraft to cost approximately 5-6 million dollars. You can buy one that is ready to fly or pay less for one that needs modernization. Either way the end result is going to be around the 5-6 million dollar mark for a functional and safe aircraft.
There are many issues of concern when purchasing an older airframe. Please seek out professional advise and take it. It will save you money and hassle in the long run.
Ivan Klugman
wwww.privatejetconsultants.com
Gulfstream IV
Gulfstream introduced the GIV in 1986 a re-engined, slightly larger, longer range and quieter Big Bother to the GIII. The GIV instantly assumed the flagship position for Gulfstream and the owners who purchased one. The Gulfstream has the well deserved reputation of the Rolls Royce of business Jets. Speaking of RR the GIV is powered by the RR Tay engine. In 1993 the GIV SP version rolled out increasing some weight limitations allowing the aircraft to carry more passengers with a full load of fuel. The Gulfstream stood unchallenged as the King of the corporate fleet until 1999 when Bombardier introduced the Global Express.
There have been about 500 GIV ’s produced of which about 80 on the market today with a prices starting at 12 million. The GIV is one of the best values in an intercontinental jet.
For those of you who like numbers here are a few approximate ones please verify these for the exact serial number aircraft you are interested in. Cabin ht:6.2ft, wth:7.3 ft, lgth: 45 ft. Range 4200mn
IAS comments: the GIV is a fine aircraft that will meet the needs of many with intercontinental range, long cabin, great product support, reasonable acquisition cost and high residual value. With proper due diligence it’s hard to go wrong with a GIV even if you decide 6 months after your purchase you want something else you will most likely be able to market it for a gain.
Ivan Klugman
Cabin Volume Comparison: Corporate v Bizliners
Cabin Volume Comparison
“ Click “on chart it will get larger for those of us over 45.
Thought some of you might find this interesting. As always not responsible for accuracy of this cart for reference only.
Happy New Year to All !!!
From Ivan Klugman and the staff of IAS www.inavsol.com