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Gulfstream G650 Charter - N650FJ

Aircraft overview.

With its record-breaking speed and range, the legendary Gulfstream G650ER™ is the ultimate long-range large cabin charter aircraft.

• Worldwide Wi-Fi
• Satellite TV
• Forward Galley with Oven, Microwave and Coffee Machines
• Forward Crew Lavatory & Rest Area
• The Gulfstream Cabin Management System (GCMS)

Large cabin in the Gulfstream G650

Gulfstream G650ER cabin details

Gulfstream G650 interior

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Use the virtual tool above to take a tour of the Gulfstream G650ER - N650FJ.

Move about the 3D cabin in 360 degrees, explore the aircraft amenities, and review the top-down floorplan in detail. 

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Gulfstream G650

Qatar Executive Gulfstream G650ER 7

Gulfstream Introduces Two All-New Business Jets

SAVANNAH, Ga., Oct. 4, 2021 /PRNewswire/ -- Gulfstream Aerospace Corp., a wholly owned subsidiary of General Dynamics (NYSE: GD), introduced two all-new aircraft, further expanding its ultramodern, high-technology family of aircraft: the Gulfstream G800, the longest-range aircraft in Gulfstream history, and the Gulfstream G400, the first new entrant to the large-cabin class in more than a decade.

Gulfstream announced the new aircraft before a live audience at its Savannah headquarters along with a global virtual broadcast via its website, Facebook and YouTube. The exclusive event featured a virtual tour of the new G400 and a live reveal of the first G800.

"For more than six decades, Gulfstream has led the business aviation industry with our commitment to continuous improvement and by consistently setting new standards for safety, performance, innovation and comfort," said Mark Burns, president, Gulfstream. "Today marks a major milestone and investment in our company's future with the introduction of the G800, our fastest longest-range aircraft yet, and the G400, the industry's first new large-cabin aircraft in more than a decade."

Gulfstream's Longest-Range Aircraft The G800 offers customers the longest range in the Gulfstream fleet with its 8,000-nautical-mile/14,816-kilometer range at Mach 0.85 and 7,000-nm/12,964-km range at Mach 0.90. Powered by high-thrust Rolls-Royce Pearl 700 engines and the Gulfstream-designed wing and winglet introduced on the Gulfstream G700, the G800 also features enhanced fuel-efficiency and more city-pair capabilities.

"We designed the ultralong-range G800 to extend our customers' reach to more people and places around the world," said Burns. "The G800 redefines what it means to go farther faster in a Gulfstream and offers even more time savings with its impressive range at high speed."

The G800 is designed to seat up to 19 passengers and offers up to four living areas or three living areas with crew compartment. It also features the signature Gulfstream Cabin Experience with 100% fresh, never recirculated air, whisper-quiet noise levels, industry-leading low cabin altitude and 16 Gulfstream panoramic oval windows.

A New Large-Cabin Leader The all-new G400 offers a combination of long-range, high-speed performance; cabin comfort; and environmental efficiency unrivaled in its class. 

The G400 ramps up environmental performance by reducing fuel consumption, emissions and noise through its use of Gulfstream's aerodynamic clean-wing design and advanced Pratt & Whitney PW812GA engines. The aircraft will fly 4,200 nm/7,778 km at its long-range cruise speed of Mach 0.85. Three floorplans are offered, with options for seating up to nine, 11 or 12 passengers, and the G400 provides the signature Gulfstream Cabin Experience and 10 Gulfstream panoramic oval windows.

"The G400 was conceived and designed with direct customer input. It features revolutionary reliability and safety features we pioneered with our award-winning Symmetry Flight Deck and the largest cabin in its class, making it an outstanding addition to our next-generation fleet," said Burns. "The aircraft re-envisions this market segment with its maximum operational flexibility and enhanced cabin comfort."

Next-Generation Technology Both the G800 and G400 are equipped with the Gulfstream Symmetry Flight Deck featuring electronically linked active control sidesticks — an industry first — and the industry's most extensive use of touch-screen technology with 10 touch-screen displays.

Additional health and safety enhancements include 100% fresh, never-recirculated and never-refiltered air; the lowest cabin altitude in their respective classes; a plasma-ionizing clean air system neutralizing 99.9% of airborne bacteria, spores and odors; and the company's award-winning Predictive Landing Performance System (PLPS), providing pilots advanced warning of potential runway excursions so they can adjust approaches or go around.

Dual head-up displays in the G800 feature Gulfstream's new Combined Vision System (CVS) that unites the Enhanced Flight Vision System (EFVS) and Synthetic Vision System (SVS) into a single image, increasing pilot situational awareness and access to more airports worldwide.

G800 customer deliveries are anticipated to begin in 2023 and G400 deliveries are anticipated to begin in 2025.

NOTE TO EDITORS

Inspired by the belief that aviation could fuel business growth, Gulfstream Aerospace Corp. invented the first purpose-built business aircraft, the Gulfstream I, which first flew in 1958. Today, more than 2,900 aircraft are in service around the world. Together with parent company General Dynamics, Gulfstream consistently invests in the future, dedicating resources to researching and developing innovative new aircraft, technologies and services. Gulfstream's fleet includes the super-midsize Gulfstream G280, the award-winning Gulfstream G650, the high-performing Gulfstream G650ER and an all-new aircraft family, the clean-sheet Gulfstream G400, Gulfstream G500, Gulfstream G600, industry flagship Gulfstream G700 and the all-new Gulfstream G800. All are backed by Gulfstream's Customer Support network and its worldwide team. Visit our website at www.gulfstream.com .

Headquartered in Reston, Virginia, General Dynamics is a global aerospace and defense company that offers a broad portfolio of products and services in business aviation; ship construction and repair; land combat vehicles, weapons systems and munitions; and technology products and services. General Dynamics employs more than 100,000 people worldwide and generated $37.9 billion in revenue in 2020. More information is available at www.gd.com .

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G650: As good as it gets?

By John Croft 2008-09-29T00:00:00+01:00

When Gulfstream begins assembling the first of its next-generation executive jets in October, the milestone will mark the realisation of the first clean-sheet aircraft design and type certificate for the company since the start of the Gulfstream II in the early 1960s.

t will also be the acid test of a new-build philosophy designed to halve part counts and build time down from the 14 weeks it takes to construct a "green" G550 , today's flagship.

The result promises to be well worth the wait. Tomorrow's line leader, the G650, set for a first flight in 2009, certification in 2011 and service entry in 2012, will be "the longest-range, highest-speed, largest aircraft Gulfstream has ever built", says Nick Chabraja, chief executive of General Dynamics.

Chabraja made the comments at a March unveiling ceremony of the programme at Gulfstream's headquarters in Savannah, home of the new $100 million 28,400m 2 (306,000ft 2 ) assembly plant for the G650.

The largest and most spacious aircraft in Gulfstream's portfolio, the G650 has already received an immense amount of engineering and windtunnel attention to assure it will display exemplary handling characteristics and be the fastest business jet in anyone's hangar.

"The data confirms we'll get to M0.925," says Pres Henne, senior vice-president for programmes, engineering and test at Gulfstream.

The "5" digit is key, as it makes the G650's top speed one-half of 1% greater than today's fastest business jet, the M0.92 maximum mach number Cessna Citation X .

Gulfstream's confidence is the result of more than 1,400h of windtunnel tests at seven locations, including the European Transonic Wind Tunnel where the company tested for the first time in its history a semi-span 9%-scale model at full-scale Reynolds numbers, providing the most accurate real-world lift and drag results.

"Not being able to test to full scale has been the bugaboo on previous aircraft," says Henne. Gulfstream also tested its windtunnel model out to M1.0 to validate the computational fluid dynamics (CFD) model at the aircraft's design dive speed of M0.99. "We sometimes flight test beyond M1.0," Henne adds.

Much more than speed fuelled the internal launch decision for the $1 billion development programme in 2005, however. Gulfstream several years before reached out to its advanced technology customer advisory team (ATCAT), which is comprised of a cross-section of owners from the 70 countries that have purchased Gulfstream aircraft.

"The ATCAT gave us the confidence that this aircraft will be a market leader," says Henne. The 75 customers, working in four committees including flight operations and maintenance, had been meeting twice a year for three days at a time in Savannah, crafting a "design list".

Included in the "desirements" was an aircraft with more width and speed than the G550, more range being a secondary consideration. "If you can go further, great," Henne recalls of the list.

Gulfstream then translated the design list into direct and indirect design requirements. In the performance realm, the aircraft's range would be more than 12,965km (7,000nm) at a cruise speed of M0.85 (the G550 can fly 12,490km at its cruise speed of M0.80) or more than 9,260km at M0.90 (the G550 can fly 11,110km at its high speed cruise of M0.85).

Maximum take-off weight would have to come in at less than 45,360kg (100,000lb), allowing the aircraft to use weight-capped key business aviation hubs like Teterboro near New York.

Take-off distance would be similar to the G550, less than 1,830m (6,000ft), landing distance would be 915m or less and maximum operating altitude would be 51,000ft, the same as for the G550.

LARGER WINDOWS

For passengers, the aircraft would have a wider and taller cabin - 7.6cm (3in) taller and 35.6cm wider than the G550 - putting it on par with the Bombardier Global Express cabin, but with larger windows.

The G650's new trademark oval windows are 71cm wide and 133cm apart with eight windows on each side. Gulfstream also rotated the windows upward 8.6cm to make for more comfortable viewing of the ground.

The G550 has 14 windows, each at 66cm wide and 124cm apart, in total yielding 16% less window area than the G650. By comparison, the Bombardier Global 5000 has nine more windows, but each measures only 27.9 x 40.6cm.

An enhanced cabin environment includes an industry-leading pressurisation that will yield a 4,850ft cabin at FL510 or a 2,800ft cabin at FL410, the lowest available. The cabin will also have lower sound levels and fully renewed air volume every 90s.

Although conceived as a replacement for the G550, in service since 1993 with more than 200-plus aircraft fielded, Gulfstream later decided to build the new aircraft and continue G550 and G450 production, spawning the need for a new manufacturing facility where it could take full advantage of 3D design tools being used to develop the aircraft concurrently.

Implicit in the requirements for manufacturing of the new aircraft were increased use of composites, standardised parts and significantly fewer of them, lean manufacturing and precision assembly, elements that combined would make for the faster production and help secure the ultimate goal of an aircraft that is for all practical purposes, always ready to fly - 99.75% or greater reliability and 90% or more availability.

With larger, more powerful Rolls-Royce BR725 engines and new wing design, featuring composite winglets, 13% more wing area, 1.83m additional span and 6° more sweep than the G550, the aircraft has a higher cruise speed that will cut nearly 1h from the time it takes to fly an existing ultra-long-range business jet for a 17,315km trip (Geneva to Sydney, for example).

For a 5,555km trip, Gulfstream estimates the G650 will burn 7,257kg (16,000lb) of fuel at M0.85, almost 910kg less fuel than the G550 for the same trip and about 1,360kg less than the Bombardier Global Express XRS, a savings that translates to more than 4t less CO2 generated.

A variant of the G550's BR710 engine, the BR725 features a 1.27m-diameter fan (up 5cm from the BR710 fan) and a 24-blade swept-design fan with a solid titanium case.

The core has a two-stage shrouded high-pressure turbine and new three-stage low-pressure turbine, up one stage from the BR710. As the a whole, the engine features 4.6% higher bypass ratio (4.1:1 compared with 3.84:1) and provides 16,100lb (71.8kN) of take-off thrust, flat rated to IAS 15°C (59°F), up 4.6% from the BR710, and an additional 12.6% thrust for climb.

Thrust to weight for the engine is 3% improved at take-off and 11% in climb, and specific fuel consumption is 4% better in cruise, down to 0.657 at M0.85.

From an environmental view, the BR725 will be 33% quieter, generate 5% less NOx and 10% less smoke than the BR710, coming in at 16dB below Stage 4 noise limits.

R-R has four of the eventual five engineering test engines up and running and is on schedule to deliver the first of four flight-test engine sets to Gulfstream early next year to support first flight of the G650 in the second half of the year.

A superior performer, the engine is not designed to be retrofitted to earlier Gulfstream jets in part because the attach mounts are 7.62cm wider for the new engine and the nacelles are different.

The composite nacelles, built by Spirit Aero­Systems, also the manufacturer of the G650 wing, include a new high-efficiency thrust reverser that generates higher flow rates, hence increased reverse thrust for more stopping power.

Although it has the same maximum diameter of the BR710 nacelle, built by Vought, the BR725 nacelle has a new inlet cowl for the larger-diameter fan of the new engine. Along with the nacelles, Vought also builds the wings for the G550 and other Gulfstream aircraft.

FIRST COMPOSITES

The G650 will also have a Fokker-built composite horizontal stabiliser and elevator combination, the first application of composites for flight critical structures for the company.

Other composite structures include the wing-body fairing and main landing gear doors, built by Nordam, floor boards and rudder, also built by Fokker, and radome, built by Saint-Gobain.

More than elegant, the G650's new longer, wider Spirit-built metal wing, featuring 33° sweep at the quarter-chord point for reduced shock strength, are key to its performance prowess.

Wingspan is 30.35m, just 5cm shorter than the 30.4m fuselage length. Although the planform and aerofoils are new, the basic wing is similar to the G550's in that there are no leading edge devices or drag-producing flap-tracks and associated fairings. Wing area is increased 8% to 119m 2 for more lift, with an additional 0.9m span per side for improved span loading and decreased induced drag.

Winglets are canted outboard from the vertical more so than for the G550 to boost performance. Henne says the wing is 8% more efficient than the G550 wing due as its maximum lift over drag point occurs at Mach 0.055 faster.

"We got the peak efficiency out to M0.855," Pres said earlier this year, "and this aircraft will be used in the M0.90 range a lot."

Wing leading and trailing edge design as well as a continuously varying aerofoil work together to reduce the effects of drag-producing shock waves at high speeds. As a result of the higher wing sweep, engineers increased the sweep and throw of the ailerons to boost roll authority.

All 20,050kg of jet fuel will be held in the G650's wet wings. Like the G550, the G650 uses a heated fuel return system to ensure fuel flow during high-altitude, long-duration flights at low temperatures.

New for the G650 is the fuel quantity monitoring system (FQMS), built by Zodiac subsidiary, Intertechnique. The system uses a distributed architecture that prevents a single failure from masking fuel quantity.

Gulfstream says the FQMS sensor arrangement - a combination of low-level, high-level, temperature and fuel characteristic sensors - will eliminate fuel stratification issues, and testing is under way to prove out the design using a one-third scale wing mock-up developed by Intertechnique.

Other G650 fuel features include larger diameter fuel tubing and electronically controlled refuelling that result in a maximum imbalance of 90kg, while the tanks can be filled in as little as 26min under 3.44bar (50lb/in 2 ) pump pressure, down a factor of two from the 45min needed to completely fill the G550.

Fuel removal will also be quicker by a factor of two, down to 2h from 4h for the G550 assuming a pump pressure of -0.55bar.

Not to be outdone by the wings, the fuselage too will have new-found graceful curves. "It's almost unreal looking," says Henne of the first completed nose article, so smooth it did not require sanding before being painted.

Behind the perfect skin is a new bonding process developed by risk-sharing partner Stork Fokker, supplier of the empennage and metal fuselage panels.

The process results in a 60% reduction in fasteners, which went a long way toward reducing the overall part number and part count by half. The nose article is now being used in a test facility.

LEAN MANUFACTURING

As part of an overall lean manufacturing process in the new plant, the panels are built up by first bonding stringers and doublers to the skin, after which panels are mounted into integrated panel assembly cells for automated riveting to the machined frames.

Precision carts are used to move the fuselage sections, built with harnesses, hydraulic, oxygen and fuel lines as well as avionics components, actuators and controls installed, through the workstations, a method that maintains reference points and eliminates the need to hoist the barrels.

Wire harnesses are modular, minimising wire-to-connector pinning during assembly and saving installation time. Gulfstream initially plans to build 35-45 aircraft a year. The plant has the capacity to construct 90.

Gulfstream proved its design philosophy on a full-scale fuselage section, bending and twisting the article to as much as 265% of its limit load (limit load is the maximum load the section is expected to see at least once in its design life) with the structure in each case returning to its original shape and no disbonding.

The barrel was also pressure tested to 1.26bar to validate the new window box structure designed for the larger windows. The G650's fuselage no longer has a round cross-section, but rather an oval that is wider at the bottom to increase roominess and height while decreasing drag.

Gulfstream used the load-bearing capability of the composite cabin floor to minimise the weight penalty brought on by the more complex shape. Henne says the aircraft was designed around the cabin, with the ultimate choice in width a compromise between Gulfstream and its parent company, General Dynamics.

Development aids for the project include Catia V5 and Enovia 3d, model-based 3D design packages that give engineers the ability to simulate systems and structures and avoid interference issues.

Engineering and manufacturing elements of the programme were completed in parallel, with Delmia software used to develop and simulate an ergonomically efficient manufacturing process.

The company also brought in the Georgia Institute of Technology, and the Savannah College of Art and Design to help with cabin interior design, work that resulted in a 3D virtual cabin computer model and ultimately, a full-scale cabin mock-up.

Gulfstream had earlier built an advanced flight control "iron bird" test rig to gain confidence in its choice of fly-by-wire for the G650, the first FBW control system application in the company's history. Dassault was the first to introduce FBW on a business jet with the Falcon 7X, which was certificated in April 2007.

While the G650 cockpit from the pilot's perspective will look much like the G550, so much so that Gulfstream hopes to offer a common type rating for the two aircraft, the innards of the control system are radically different.

Gone are the mechanical connections from the control column and rudder pedals to the flight-control surfaces. Instead the FBW system will collect electrical inputs from the cockpit controls, process the information through Thales-built redundant flight control computers, which will also impose flight envelope checks, and send control signals to Parker Aerospace-built dual electro-hydrostatic actuators at the control surfaces and spoilers.

The envelope protection will eliminate the need for a stick pusher by providing stall protection at low airspeeds and buffet margin at high airspeeds.

QUADRUPLE REDUNDANCY

Safety is paramount in the system. The two computers driving the three-axis primary flight control system each have two dissimilar channels and each channel can command every control surface, for quadruple redundancy.

Each actuator is powered by redundant hydraulic pumps that feature 50% more flow than in the G550 and internal hard-over protection. If there are issues with both primary flight control systems, the G650 has a completely independent safe mode that includes a three-axis back-up flight-control unit that is designed for "get home" purposes. 

In the hydraulic system, the last lines of defence are self-contained electric backup hydrostatic actuators (EBHA) with independent power sources.

Back-up systems notwithstanding, continuous electrical power is virtually assured on the G650 with two 40kV engine-driven generators, one 40kV APU driven generator and one 15kV deployable ram air turbine.

Additional get-home power is provided by two new lithium-ion dedicated batteries for back-up of the flight-control system, one battery for the actuator controller and flight-control computers, the other for uninterruptible power to the EBHAs. There are also two dedicated batteries for emergency cabin and over-wing lighting.

New efficiency and weight savings in the electrical system will be realised with the G650's solid state power distribution system, which will be used for non-flight-critical electrical loads including water, taxi lights, pulse lights, landing lights, cockpit window heat and cabin window heat.

The system eliminates 400 circuit breakers by using solid state power controllers instead, cuts weight by 135kg compared with previous systems and removes the need for more than 5km of wiring, says Gulfstream.

Pilots will be treated to the zenith in avionics systems with the Planeview II package, an evolution of the Honeywell Primus Epic-based Planeview I integrated avionics suite in other Gulfstream aircraft.

The cockpit features four 14in adaptive LCD screens as in the G550, but with a new 5in display called the standby multifunction controller, a screen that provides back-up flight displays in an emergency but is nominally available for refuel control, cabin pressure control, weather radar control, hydraulic and oil level display, tyre pressure and post-shutdown oil quantity capture. The system automatically reverts to its back-up flight display mode when power is lost.

Planeview II features synthetic vision, EVS II and a Rockwell Collins HGS-6000 head-up display as standard equipment, the combination being a foundation for qualifying for Category 1 approaches down to 100ft above the runway.

Along with being RNP 0.1 capable, the cockpit will be equipped for FANS-1, controller-pilot datalink, WAAS GPS, LPV approaches, Honeywell INAV flight planning and automatic emergency descent for pressurisation emergencies.

NO SIDESTICKS

Gulfstream opted to keep the interconnected control columns, built by Rockwell Collins, for the new aircraft rather than using sidestick controllers, in part so that pilots would be aware of control inputs being made by the autopilot.

Henne says technology for active sidestick controllers is not yet mature. A full-motion simulator and maintenance trainer for the G650 will be ready for pilot training in 2011 at FlightSafety's Savannah facility, says Gulfstream.

Pilots will also have brake-by-wire control with electrically commanded and controlled and hydraulically actuated brakes. Along with a brake temperature monitoring system, the G650 will have a new tyre pressure monitoring system as well as a new parking brake system featuring an ergonomic control handle.

A landing gear control and indication system will replace the complex interplay of linkages, bungees and timer valves previously used to sequence gear and doors.

Confidence in the cockpit and cabin will be the realm of the G650 integration test facility (ITF), which includes a fully functional flightdeck and cabin electronic mock-ups that simulate the complete aircraft in terms of systems, including the network architecture and wiring.

The ITF will remain intact throughout the programme as a tool to evaluate flightdeck software or hardware upgrades, troubleshoot issues with cabin functions or investigate proposed upgrades or changes.

Gulfstream has similar testbeds for the G550 and G450, although not to the fidelity of the G650 ITF, which includes a transparent floor that allows engineers to view the flow of fluids through piping under the floor.

Gulfstream is targeting 99% availability for the G650 due to planned maintenance, including airworthiness directives and alerts. In the areas of scheduled maintenance under the MSG-3 programme, however, the company is targeting an availability of 97%, up four points from the G550.

For unscheduled maintenance, the goal is an availability of 95%, up three points from the G550. To make that happen, G650 line replaceable units are being designed to be removed and replaced in 30min, more built-in-test equipment is being incorporated into equipment and Gulfstream is asking vendors for improved mean time before failure and health and trend monitoring on key components.

In operation, Gulfstream's PlaneConnect option will automatically email an operator about maintenance status while an aircraft is in flight.

In keeping with its focus on the cabin, Gulfstream has designed the G650 so that no single-point failure will result in a loss of cabin functionality.

This means a toilet will always flush, water will always be available and will drain, voice communications cabin to ground will always be available, there will never be a complete loss of cabin lighting and at least one entertainment source will always available.

The cabin also features Gulfstream's largest main entry door, more than 1.83m tall at the entry area and equipped with a handrail extended to the end of the stairs for support all the way to the ground.

The G650 will have 5.52m 3 (195ft3) usable volume in the baggage compartment, up 11% from G550, with 2.93m 2 floor area, up 9% from G550.

There is a 109 x 90.7cm exterior door that is 8% larger than the G550's and is 10cm lower to the ground for easier bag loading. The pressurised heated area is also accessible in flight to FL510. Gulfstream is building five aircraft for the 18-month, 1,800h Part 25 flight-test campaign, two of which will represent production aircraft.

PARTS FLOWING

As of late September, Henne says roughly 92% of the 3D models needed to build the aircraft had been released, parts were "flowing" and the ITF had been powered up.

First panels are to be completed in October. General Dynamics in July had reported that 100 of the 500 letters of interest from potential customers had been converted to firm orders, and the company planned to convert most of the remaining 400 by year's end. Gulfstream would not comment on the current order status.

G650 could be zero/zero candidate

Gulfstream is leading an industry effort to develop a combined synthetic and enhanced vision system that pilots could use in the near future to fly an aircraft to the ground in virtual visual flight rules conditions regardless of the actual weather, with few or no ground aids.

Referred to as equivalent visual operations (EVO) by the US Federal Aviation Administration, the operation is a natural next step for most of the equipment that will be standard on the G650, namely the SV-PFD synthetic vision and EVS II enhanced vision system. It is conceivable that an EVO system could be realisable by the time the G650 goes into service in 2012.

Gulfstream will not provide details on its approach, just that engineers and pilots are evaluating an EVO system. Industry consensus however points to "fused" system that will combine a computer-generated synthetic view (SV) of the terrain derived from an on-board terrain and obstacle database with a sensor-based infrared view ahead of the aircraft, similar to the output of today's enhanced vision systems.

Appropriately equipped and trained crews in the USA and Europe today can use an EVS view through a head-up display in place of their natural vision descent to 100ft (30.5m above the ground for a Category 1 instrument approach, which normally has a 200ft minimum descent altitude. One missing link for descending lower at the moment is a sensor that can validate the terrain and obstacle data in real time, independent of weather effects that can "blind" an EVS, such as dense fog. Candidate technologies for the missing link include millimetre wave radar or possibly modified weather radar.

REGULATORY CHANGES

Just as important as the technical solutions are the regulatory changes that will be required. A joint US and European working group under the auspices of RTCA and Eurocae WG-79 is meeting this week in Bordeaux, France to, among other tasks, plot out the potential future for enhanced flight vision systems and EVO by crafting a consensus-based advanced vision system concept of operations (conops).

Rather than jumping straight into a plan for a "zero/zero" system that would let pilots land with zero forward or down visibility, representatives will first develop conops for vision technologies that will extend today's EVS-aided minimums.

The group, consisting of government and industry volunteers, could later begin developing technology-agnostic minimum aviation system performance standards (MASPS) for EVO, a first step to developing new rules and consistent standards that would allow manufacturers to build certificatable equipment to perform the procedures. The primary purpose of the meeting in Bordeaux is to approve MASPS for the EVS systems that have already been approved on a case-by-case basis.

Gulfstream has two representatives on the RTCA committee (SC 213), highlighting the importance the company is placing on EVO. Pilots of Gulfstream aircraft with both synthetic and enhanced vision (not fused) today are already seeing benefits of merging the two technologies. In one example, pilots are using the extending runway centreline feature of SV-PFD to point their eyes in the right direction to acquire runway lights when it comes time to transition to natural vision from the EVS.

ROLLS-ROYCE BR725 SUCCESS IS A FAMILY AFFAIR

The bedrock principle of Rolls-Royce's approach to creating a new turbofan engine for the Gulfstream G650 was low risk: upgrade the proven BR710-family engine platform and incorporate latest technologies from its "toolbox" of other engine programmes.

What has emerged from R-R laboratories after much fine tuning, however, is a "Formula 1 engine for the corporate market", says Rainer Hönig, director of the BR725 and future corporate and regional engine programmes at R-R.

Hönig says the development of the BR725 has been innovative due to the compressed schedule, with first engine test runs taking place in late April, just over one month after the programme was unveiled by Gulfstream. The first engine incorporated more than 1,600 measurement points in the low-pressure system (fan and low pressure turbine), transmitting information wirelessly to the test group. The second engine was used for a 150h endurance test that simulates an entire lifetime of operations by running at redline conditions.

"It exceeded our expectations," says Hönig of the test. "We're very confident the rest of the programme will go just as smoothly."

That confidence in part comes from transferring technologies from other successful R-R programmes, including the swept fan blade design from the Trent 800 for the Boeing 777 and the combustor design for the BR715, which powers the Boeing 717. For the high-pressure turbine, R-R is for the first time on a corporate aircraft actively controlling the tip clearance on both stages of the high-pressure turbine, a feature also used on Trent engines. By controlling the distance between the shroud and turbine blade tips by cooling the turbine casing, the manufacturer is able to reduce losses over the tips and optimise the turbine performance to improve cruise fuel burn.

Overall, specific fuel consumption for the BR725 is 4% lower than for the BR710, the engine for the Gulfstream G550 and other corporate aircraft. The BR710 has shrouded blades on the first HPT stage and no shrouds on the second. R-R also improved the HPT efficiency through 3D computational fluid dynamics (CFD) modelling of various core components and moving to elliptical leading edges on the HPC blades.

For the LPT, a third stage was added to account for the larger fan diameter - 127cm (50in) compared with 122cm for the BR710 - and used three-dimensional modelling to reduce the parts count for the section. The company took weight out of the compressor where possible using 3D CFD modelling, part of a larger push to increase the thrust-to-weight ratio of the engine up 3.6% from the BR710.

Thrust-to-weight was also increased by moving to a new accessory gearbox and modular architecture electronic engine control unit brought over from the Trent 1000 development programme for the Boeing 787. R-R also moved to composites to reduce weight where possible, including fan outlet guide vanes and front spinner.

Testing of various engine components is under way at four sites around the globe, with delivery of the first two test engines to Gulfstream in Savannah expected by early 2009. Future key tests include crosswind, bird strike and fan blade-off tests, says Hönig.

Source: Flight International

• Business Jets

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Tour The Gulfstream G650, The Best Private Jet $65 Million Can Buy

At $65 million, the Gulfstream G650 is the biggest, fastest, and overall best private jet money can buy.

It also takes a lot of  patience to ge t your hands on one. If you want one, you'll have to wait years for delivery after you place an order.

But once you're on board, you can fly around the planet faster and higher than on any commercial jet, in a cabin flooded with natural light and filled with air that is actually richer than what you breathe in cheaper planes.

With the G650, Gulfstream "established a new market segment for the whole industry," communications head Steve Cass said in an interview at the 2013 Paris Air Show. And there won't be any real competitors until 2016/2017, when Bombardier's Global 7000/8000 is scheduled to go into service.

Until then,the G650 will remain the gold standard, and it's easy to see why.

[An earlier version of this post was written by Alex Davies.]

The G650 is the largest purpose-built private jet on the market, and has the tallest, longest, and widest cabin in its class.

At its maximum takeoff weight, it can climb to 41,000 feet (above bad weather and crowded commercial jet routes) in just 22 minutes.

Its range is more than 8,000 miles. Flying from London at near its top speed, it can reach New York and Beijing. At a slower, more fuel-efficient rate, it can get to Buenos Aires and Los Angeles.

With two Rolls-Royce engines, the plane has a top speed of Mach .925 — nearly the speed of sound, and much faster than commercial jets.

Big windows in the cockpit allow the pilots to see the tips of the plane's wings, helpful for navigating on the ground.

A camera under the plane's nose helps them see what's below the plane.

The plane's Enhanced Vision System can project an infrared image of what its cameras see onto the pilot's Head-Up Display.

Pilots also have the Synthetic Vision-Primary Flight Display, which uses terrain data to create a digital view of the plane's surroundings, for use in low visibility conditions.

G650 pilots get the standard sheep skin cover for their seats — it's not only comfortable, it's great for absorbing sweat.

For $65 million, you get more than a well-equipped cockpit. The G650's cabin is totally luxurious.

There's room on board for eight passengers and a crew of four.

There's a separate compartment so a crew member can give passengers privacy and still be comfortable.

Buyers choose from 12 different floor plans, and can customize the look of their plane.

Naturally, there are several big television screens.

'Les Miserables' was playing when we checked out the plane. It looked pretty good.

An iPhone app can be used to control the screens, as well as things like lighting and opening the shades.

The seats are a lot bigger than the ones travelers get to enjoy in economy class.

They also swivel and have foot rests.

And lie flat for those who want a good night's sleep.

During the day, the huge windows (16% bigger than those on the Gulfstream G550) let in lots of light.

The galley is equipped with a water sterilization system, as well as china, crystal, and flatware for serving excellent meals.

And the bathroom looks nicer than what you find in many New York City apartments.

On top of the luxury amenities, the G650's structure and engines are designed so the cabin can be pressurized to a higher level than normal.

The result is that passengers feel like they're breathing at an altitude of 3,000 to 4,000 feet, not about 8,000, like on commercial jets. That makes flying less tiring and even more comfortable.

Have $65 million to spare? You'll still have to wait a few years to get a G650 — and there's no way to cut the line.

Now take a look at a much bigger ride.

DON'T MISS: We Went To France To Find Out How Airbus Builds The World's Biggest Passenger Jet >

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360 / VR Immersive Virtual Tour of the Gulfstream G450

Take a complete 360 immersive walk through virtual tour of the gulfstream g450., info about gulfstream g450, who created this virtual tour, what is the best virtual tour software to use, to see more 360 vr virtual tours visit:, subscribe to vrcloud social:.

Other 360 VR from Gulfstream Aerospace

» see all gulfstream aerospace.

EXPAND YOUR REACH

(6,667 km) Maximum Range 4

Living Areas

Maximum Mach

Created to reimagine super-midsize performance, the G280 excels at blazing difficult trails. Certified for steep-approach operations, it makes nimble work of short runways, high-altitude airports and low-visibility conditions.

SUPERIOR ACCESS TO AIRPORTS AROUND THE WORLD

Seize every moment with a smooth, optimized ride. Paired with high-thrust engines, standard autothrottle and autobrake systems deliver tranquility in flight.

See how far you can fly in the G280 and compare its range to other Gulfstream aircraft.

1 NBAA IFR theoretical range at Mach 0.85 with 8 passengers, 4 crew and NBAA IFR reserves. Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors. All G800 performance is based on preliminary data and subject to change. 2 NBAA IFR theoretical range at Mach 0.85 with 8 passengers, 3 crew and NBAA IFR reserves. Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors. 3 NBAA IFR theoretical range at Mach 0.85 with 8 passengers, 3 crew and NBAA IFR reserves. Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors. All performance is based on preliminary data and subject to change. 4 NBAA IFR theoretical range at Mach 0.80 with 4 passengers, 2 crew and NBAA IFR reserves. Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors. 5 NBAA IFR theoretical range at Mach 0.90 with 8 passengers, 4 crew and NBAA IFR reserves. Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors. All G800 performance is based on preliminary data and subject to change. 6 NBAA IFR theoretical range at Mach 0.90 with 8 passengers, 3 crew and NBAA IFR reserves. Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors. 7 NBAA IFR theoretical range at Mach 0.88 with 8 passengers, 3 crew and NBAA IFR reserves. Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors. All performance is based on preliminary data and subject to change. 8 NBAA IFR theoretical range at Mach 0.84 with 4 passengers, 2 crew and NBAA IFR reserves. Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors.

Our skilled artisans create your bespoke interior with premium furniture and accessories, designing your ideal space in the sky. Each configuration supports a fully equipped galley, a generous baggage compartment and an airy lavatory featuring two windows and a full-size closet.

With whisper-quiet engines and sleeping accommodations for up to five passengers, restorative rest is a given.

Arrive refreshed thanks to 100% fresh air, natural light from 19 large oval windows and the lowest cabin altitude in the class.

Convene and establish your agenda in style, comfortably seating up to 10 passengers in your choice of cabin configurations.

ELEGANTLY APPOINTED

10-Passenger Seating

10-Passenger Seating with Divan

9-Passenger Seating

8-Passenger Seating

UP TO 10 UP TO 10 UP TO 9 UP TO 8

Up to 5 up to 5 up to 4 up to 4.

With its highly efficient engines and clean aerodynamic profile, the G280 delivers prime fuel-economy while reducing your operating costs. Gulfstream leads the industry in sustainability innovation, from new aircraft technology to environmentally responsible practices. Learn More

The G280 features the PlaneView280™ flight deck. This industry-leading technology is designed to augment situational awareness, reduce workload and boost pilot efficiency.

CONSIDER EVERY ROUTE POSSIBLE

Our Enhanced Flight Vision System (EFVS) allows authorized pilots to land without natural vision in low-visibility conditions, increasing access to airports and reducing go-arounds. A Synthetic Vision-Primary Flight Display, featuring 3D graphics of terrain and runways, further boosts pilots’ situational awareness.

Technical Specifications

Performance, maximum range 1.

6,667 km 3,600 nm

High-Speed Cruise

Long-range cruise, maximum operating mach number (mmo), takeoff distance (sl, isa, mtow).

1,448 m 4,750 ft

Initial Cruise Altitude

13,106 m 43,000 ft

Maximum Cruise Altitude

13,716 m 45,000 ft

1 NBAA IFR theoretical range at Mach 0.80 with 4 passengers, 2 crew and NBAA IFR reserves. Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors.

Maximum Takeoff

17,962 kg 39,600 lb

Maximum Landing

14,832 kg 32,700 lb

Maximum Zero Fuel

12,791 kg 28,200 lb

Basic Operating (including 2 crew) 2

10,954 kg 24,150 lb

Maximum Payload 2

1,837 kg 4,050 lb

Maximum Payload/Full Fuel 2

454 kg 1,000 lb

Maximum Fuel

6,622 kg 14,600 lb

2 Stated weights are based on theoretical standard outfitting configurations. Actual weights will be affected by outfitting options and other factors.

Gulfstream PlaneView280™

Two Honeywell HTF7250G

Rated Takeoff Thrust (each)

33.90 kN 7,624 lb

Measurements

Finished cabin height.

1.85 m 6 ft 1 in

Finished Cabin Width

2.11 m 6 ft 11 in

Cabin Length (excluding baggage)

7.87 m 25 ft 10 in

Total Interior Length

9.83 m 32 ft 3 in

Cabin Volume

26.48 cu m 935 cu ft

Baggage Compartment Volume

3.40 cu m 120 cu ft

Exterior Height

6.50 m 21 ft 4 in

Exterior Length

20.37 m 66 ft 10 in

Overall Wingspan

19.20 m 63 ft

request more information about the G280

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Tour the World’s Most Expensive Luxury Private Jets

Posted: May 5, 2024 | Last updated: May 5, 2024

Palaces in the sky

The world's most decadent private jets double up as winged hotels for an elite group of pampered billionaires, ensuring they fly in the height of luxury.

Whether heading to an overseas meeting or preparing for a five-star getaway, these seasoned travelers wouldn't dream of stepping foot in a first-class cabin on a commercial aircraft. Instead, they have their very own nine-figure jets at their fingertips.

Read on for a peek inside the most expensive private planes ever purchased, boasting everything from 24-carat gold décor to designer interiors.  All dollar amounts in US dollars.

Boeing 757 private jet: $100 million

No prizes for guessing who owns this flashy Boeing 757 private jet. 

Years before he became the president of the United States, Donald Trump purchased the second-hand aircraft that would later be dubbed "Trump Force One."

Naturally, he's spared no expense revamping the plane he bought from Microsoft co-founder Paul Allen in 2010 for $100 million.

The interior design of Trump's plane doesn't disappoint. The lounge area features cream leather seating paired with tasteful walnut tables and cabinets.

The bathroom is dripping in 24-carat gold finishes and premium marble. The headrests of the plane's 43 seats are embroidered with the Trump family crest, and there's even an extra-special VIP area. Other facilities include a guest suite, a dining room, and a lounge that boasts a complete cinema entertainment system.

Trump's plane stayed grounded during his presidency as it lacked many of the security features of the presidential jet Air Force One (which we'll see later). However, the 757 has been repainted and refurbished since he left office, and Trump is using his plane once more.

Gulfstream III private jet: $130 million

While media mogul Tyler Perry's private jet is smaller than some of the others on this list, its custom interiors make for an outsized price tag.

His Gulfstream III cost him $65 million, and he's thought to have spent the same amount again kitting it out as his very own flying entertainment hub.

The aircraft features an extra-large, high-definition LCD TV offering cinema-quality audio and visuals. The plane even has controllable mood windows that change color and opacity to enhance the viewing experience. 

In addition to the futuristic entertainment area, the private jet has a formal dining and lounge area, an ultra-modern kitchen, smart bathrooms, and a private bedroom.

And that's not the only aircraft that Perry owns. His collection includes a seaplane, which he used to deliver food to the Bahamas in September 2019 after the nation was devastated by Hurricane Dorian.

Boeing 767-33A ER private jet: $170 million

This sleek Boeing belongs to Russian oligarch and former owner of England's Chelsea soccer team, Roman Abramovich, who purchased it in 2004.

With capacity for around 30 people, it reportedly boasts its very own banquet hall for elegant mile-high dining.

Essentially a flying fortress, the aircraft is equipped with its own advanced missile warning system and radar-jamming technology.

It's got the requisite interior finishes that billionaire private jet owners seem to love: think highly polished wood, creamy upholstery, and gold accents, not to mention the plane's fine chestnut tables and designer furnishings... 

However, this wasn't quite enough for Abramovich. He upgraded to a new plane in December 2021, trading in the 767 for a 787. 

Boeing 767-400ER private jet: $250 million

Bahrain's King Hamad bin Isa al-Khalifa has several private planes at his disposal.

In 2009, the royal purchased a Boeing 767-400ER for a rumored $250 million. While one of these jets would typically accommodate around 245 passengers, the king flies with significantly fewer people, guaranteeing plenty of legroom for himself and his entourage.

The plane has been divided into two distinct zones. One area is for business and includes a meeting space, while the second is a more private space featuring a living room and bedrooms. There's also an operating room in case of a medical emergency.

The king's fleet of planes, and the 767 in particular, have recently come under scrutiny as Bahrain's economy faces long-term challenges.

Many have raised concerns about how the ruling family uses public money for personal projects.

Boeing 747-8 private jet: $284 million

Saudi Arabia's Crown Prince Sultan bin Abdulaziz Al-Saud purchased a Boeing 747-8 to use as his private jet, spending an estimated $284 million on the plane and its custom-designed luxury interiors.

Unfortunately, the heir apparent to the Saudi Crown passed away in 2011, just one year before the jet's scheduled 2012 delivery.

The prince's family own a number of private jets and had no interest in adding the custom 747 to their already extensive fleet.

The plane remained in storage at the Swiss airfield where its custom design work had been taking place and was left grounded for a decade, with a mere 40 hours of flying time on its record.

In April 2022, the jet finally took to the skies, destined for Marana, Arizona – and an airfield for decommissioned aircraft (pictured). Most Boeing 747 commercial planes fly for at least 100,000 hours before decommissioning.

Boeing 787-8 BBJ private jet: $300 million+

HNA Group, a Chinese conglomerate, bought a Boeing 787 to use as a private jet for an undisclosed amount.

The "mansion in the air" debuted at a 2016 business jet airshow and is estimated to cost $300-$400 million when all the lavish upgrades are factored in.

With its finances under intense scrutiny from Chinese officials, HNA put the jet up for sale in 2018 for $300 million, which industry experts estimated was likely two-thirds of its original price, at best. 

HNA went bankrupt in 2021, and it's unclear whether a buyer for the so-called "Dream Jet" was ever found.

In the two years before everything went sour, HNA promoted the 40-seat plane as having "luxuriously organic" interiors expertly overseen by the Pierre Jean Design Studio of Paris.

Details of note included hardwood floors, marble bathrooms, and hand-tufted carpets.

While the higher-ups at HNA Group were the most frequent users of the plane, a subsidiary company called Deer Jet also chartered it for an estimated $70,000 an hour.

Boeing 787-8 Dreamliner private jet: $350 million

Roman Abramovich's new 787-8 Dreamliner cost him more than double what he paid for his previously mentioned 767.

Built in 2015, it had been earmarked for an airline that went bankrupt before the jet could be delivered. 

After sitting in storage for several years, Abramovich's new jet received a $100 million cabin makeover before touching down in Moscow in December 2021.

Details on the plane's interiors have been kept quiet, but it can accommodate up to 50 people, including 20 staff.

Unfortunately for him, Abramovich's Dreamliner has had very little use so far. When Russia invaded Ukraine mere months after his jet upgrade, the American government declared it would seize Abramovich's Boeing 787 (as well as his Gulfstream G650 ER), saying he flew the planes into Russia in March 2022 and violated economic sanctions.

The Boeing 787 was grounded in Dubai, and any firm that provided refueling or other aircraft services for it would have been in instant violation of the sanctions imposed by the US and Europe. In addition, Boeing announced via a statement to CNN that it was "suspending parts, maintenance, and technical support services for Russian airlines." 

Boeing 747-8i private jet: $360 million+

Boeing's 747-8i is widely regarded as the world's largest private jet. The Qatar Amiri Flight airline, used by Qatar's royal family and most important government officials, currently has three of these models in its fleet.

These impressive planes typically cost around $360 million – and that's before  any luxury amenities and high-end design features are added to the bill. 

In 2018, Qatar put one of its 747-8i jets on the market, with hopes reportedly high for a $400-$500 million sale price.

Purchased in 2012, the plane had undergone two years of lavish interior design work and featured a decadent bedroom, staterooms, and even a special hospital facility.

When no buyers could be found, Qatar gifted it to Turkish president Recep Tayyip Erdoğan instead.

Boeing 747-8i VIP private jet: $367 million

Hong Kong real estate billionaire Joseph Lau owns a Boeing 747-8i VIP, which he ordered from Boeing in 2007 for $150 million.

He reportedly spent another $200 million to upgrade its interiors, with the jet's total value estimated to be flying high at around $367 million. 

Lau's private jet has a master bedroom suite and a guest cabin, several living room spaces, office facilities, and a dining room.

While there aren't photos of Lau's undoubtedly luxurious interiors, Boeing delivered the same plane to a private client in 2016 (pictured). This version was designed and fitted by Greenpoint Technologies. 

Boeing 747-430 private jet: $400 million+

As one of the richest royals in the world, it's little surprise that Hassanal Bolkiah, the Sultan of Brunei, owns an entire fleet of private jets – and he even counts a couple of helicopters within his collection too. 

Among his private planes is his Boeing 747-430, which he reportedly bought for around $400 million. He's said to have splashed out a further $120 million to give it a complete makeover.

The sultan's flagship aircraft is the definition of extravagance, with dazzling finishes at every turn throughout the cabin.

The royal bathroom in particular takes luxury to a whole new level, thanks to its solid 24-carat gold washbasin and sparkling Lalique crystal accents. 

Airbus A340-300 private jet: $450 million+

Alisher Usmanov, a Russian oligarch and one of the richest people in the world, is the owner of one of the most expensive private jets in history.

He paid $238 million in 2011 for the plane and reportedly spent a further $170 million on the interiors.

In March 2022, the US Treasury estimated that the plane was worth somewhere between $450 million and $500 million.

This Airbus model can carry hundreds of passengers when used for commercial services.

Aboard Usmanov's private version of the A340-300, however, there's significantly less space for passengers due to the cabin design.

While the exact interiors have not been revealed online, the billionaire's plane features king-size beds in the suites, a dining area, and supposedly even a nightclub-style lounge, possibly similar to the one pictured.  

Boeing 747-8 private jet: $500 million

Prince Al-Waleed bin Talal bin Abdulaziz al Saud travels in the utmost luxury.

He owns a Boeing 747-8 that's likely worth more than $500 million once its various amenities and upgrades have been factored in.

Along with a formal dining area that seats 14 and numerous lounge areas, this made-for-royalty jet even features a throne. 

The jet's interior esthetic reportedly centers around an elegant palette of cream and gold.

The calming combination seems to be the color pairing of choice for the private jets of ultra-high net-worth individuals, as demonstrated by the 747-8 master bedroom shown here. This luxurious space was designed and fitted by Greenpoint Technologies in 2016 for an anonymous buyer of a Boeing 747-8.

Boeing 747-200B private jet: $660 million

Air Force One is the name given to the two fully kitted-out and highly customized Boeing private jets used by the US president.

When flying with Air Force One, President Biden has three levels of facilities at his fingertips, including a large office and a conference room. There's also a medical space, complete with operating room, and a doctor is always on board should any type of emergency occur.

Separate areas can accommodate advisors or members of the press who are traveling with the president, and the plane’s double food preparation galleys can comfortably feed 100 people at a time.

While there's no doubt that flying on Air Force One is preferential to economy seats on commercial services, passengers shouldn't be expecting the lavish amenities of some of the other private jets listed here. The steep price of Air Force One planes is actually due to the expense of their high-tech features, which include the ability to refuel mid-air and protection against electromagnetic pulses.

The current Air Force One planes date back to 1990 and are slated for retirement following a 2018 deal brokered by then-President Donald Trump with Boeing to purchase two new aircraft for $3.9 billion. While Trump had hoped they'd be ready as early as 2021, the delivery date has been pushed back to at least 2027. 

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