Wer würde denn das wollen?
Geht ja nicht um das wollen, sondern um das können. Las Vegas im Hochsommer, dann nach Hawaii, wo es auch nicht grade kühl ist, und dann wieder zurück. Beide Legs mit Mach 0.90 und 8 Paxen ist echt nicht schlecht.....
Das bekommt die 550er fast nicht bei M 0.82 hin vom Global 6000 mal nicht zu reden. Bei den 7000ern und den 8000ern werden wir sehen, wenn die Dinger in die Luft kommen.....
Beim Rest gebe ich dir uneingeschränkt Recht!
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Prototyp Nummer 1 mit dem recovery chute am Heck......
Ein ganz schöner Brocken der Flieger.... 
Gulfstream G650 Completes First Transoceanic Flight
The Gulfstream G650 completed its first transoceanic flight Saturday, arriving at Geneva International Airport from Dulles International Airport outside of Washington, D.C., in just six hours and 55 minutes.
The green, unpainted aircraft, flying under an experimental certificate, flew at an altitude of 43,000 feet at speeds of Mach .90 to Mach .92, over a ground track of 7,000 km (3,780 nm). Gulfstream said it will apply for a city-pair speed record from the National Aeronautic Association
Quelle ist in der Überschrift für Text und Bild......
Sportlich, sportlich. Da gab es lange Gesichter in so manchem jumbo- Cockpit, wenn das TCAS- Taget von hinten ankommt und vorbei rauscht...... 
Insgesamt sind insgesamt jetzt 9 Maschinen schon bei den Kunden oder stehen kurz vor Ablieferung......
Und das seit 22.12.2012. Nicht schlecht das Auslieferungstempo. Scheint für problemlose Kabinenausbauten zu sprechen, bei denen alles funktionieren scheint.
GULFSTREAM G650 SETS FOUR CITY-PAIR RECORDS IN FIVE DAYS
SAVANNAH, Ga., February 25, 2013 — Gulfstream Aerospace Corp.’s new flagship aircraft, the ultra-large-cabin, ultra-long-range G650, recently established four city-pair speed records in five days, connecting cities in the U.S., Middle East and Russia.
“The G650, which entered service just over two months ago, is redefining what business jet operators can expect from their aircraft,” said Larry Flynn, president, Gulfstream. “Its combination of performance, range, speed and comfort is unparalleled in our industry. When you fly on a G650, you are in for an unforgettable experience.”
The G650’s most recent city-pair record came on Jan. 28. The aircraft departed Moscow Vnukovo Airport and landed at Savannah/Hilton Head International Airport 9 hours, 33 minutes later. The G650 cruised at Mach 0.90-0.91 for the 4,774-nautical-mile (8,841 km) journey, which resulted in an average speed of 574 mph (924 km/h).
The aircraft’s record-setting week began on Jan. 23, when it took off from Dulles International Airport outside of Washington, D.C., and landed at Doha International Airport in Qatar. The G650 flew 6,475 nm (11,992 km) at Mach 0.88 in 11 hours, 40 minutes, which resulted in an average speed of 603 mph (970 km/h).
On Jan. 25, the G650 traveled from Doha International Airport to New Jersey’s Teterboro Airport at Mach 0.87 in 13 hours, 3 minutes. The aircraft completed its trip of 6,102 nm (11,301 km) at an average speed of 537 mph (864 km/h).
On Jan. 26, the G650 was piloted from Teterboro Airport to Moscow Vnukovo at Mach 0.90. Covering a distance of 4,190 nm (7,760 km), it landed in Moscow 7 hours and 47 minutes later, a record time. The G650’s average speed was 619 mph (996 km/h).
Pending approval by the U.S. National Aeronautic Association, these four G650 city-pair records will be sent to the Federation Aeronautique Internationale in Switzerland for recognition as world records.The G650, which had three city-pair feats certified in 2012, earned its type certification from the U.S. Federal Aviation Administration on Sept. 7, 2012. The first aircraft was delivered to a customer on Dec. 20, 2012.
Wow.... 
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We recently strapped into the left seat of S/N 6013 for an evaluation flight. Jake Howard, G650 project chief test pilot, was in the right seat and Tom Horne, senior experimental test pilot, rode on the jump seat and recorded data for our test points.
The aircraft's empty weight was 54,372 lb., giving it a potential 1,428-lb. full-fuel payload. Thus, this aircraft can carry seven passengers with full fuel. Each additional passenger, however, only costs about 35 nm of range.
Fuel on board our flight was 15,600 lb., about 35% of maximum. Horne computed the ramp weight at 70,022 lb., or about 70% of maximum. With a field elevation of 50 ft. and outside air temperature at 25C, our computed takeoff speeds were 108 KIAS for V1, 109 KIAS for rotation and 126 for the V2 one engine inoperative takeoff safety speed. TOFL (takeoff fueled length) was 3,400 ft.
Engine start procedure involved switching on the boost pumps, turning on the start master and pressing a start button. Next, open the fuel cock and the Fadec (full authority digital engine control) handles the rest.
With a takeoff weight of about 69,600 lb. and 37,800 lb. of thrust, acceleration was sporty, even by Gulfstream standards. The aircraft left the runway in about 3,000 ft. Control response was crisp and the aircraft was well damped in pitch, no doubt due in large part to the 36.6-ft. span, 439-sq.-ft. horizontal stabilizer. But the high-level FBW control laws surely played a significant role as well in G650's well-mannered behavior.
The aircraft also had pleasant artificial roll control feel and good roll response with adequate control yoke centering, but very little on-center break-out force. Engineers with Gulfstream and Rockwell Collins, which supplied the control yokes and rudder pedals, worked together closely to fine-tune artificial feel and control response.
On the way up to initial cruise altitude, we had a couple of intermediate level-offs required by air traffic control (ATC) and comparatively sharp turns. Yet, using a 250 KIAS/260 KIAS/Mach 0.85 climb schedule in mostly ISA conditions, the aircraft leveled off at FL 470 in 23 min. At ISA-7C, it cruised at Mach 0.85 or 480 KTAS on 2,400 pph at a weight of 67,500 lb.
Then we pushed up the throttles because high-speed cruise is G650's forte. The 67,400-lb. aircraft smartly accelerated to Mach 0.90, resulting in 506 KTAS on 3,000 pph in ISA-7C conditions. Horne noted that the cabin altitude was 4,300 ft.
We checked Mach buffet margins with a wind-up turn, which indicated the aircraft has robust margins, albeit at a comparatively light weight. We didn't encounter buffet until about 1.4g at Mach 0.88 in a 45-deg. turn.
Descending to 15,000 ft. for airwork, we used idle thrust and air brakes. We noticed only mild buffeting and a slight pitch change when the air brakes were extended.
Once level at 15,000 ft., we flew a series of standard air work maneuvers. We especially wanted to evaluate stall behavior because G650 is the first large-cabin Gulstream that does not need a stick pusher to hasten stall recovery. We first attempted a stall in the clean configuration at a weight of 66,800 lb.; we trimmed the aircraft for a 156 KIAS Vref speed or 0.67 normalized AOA (angle of attack), reduced thrust and decelerated. “Normalized” means that 1.0 AOA is the maximum lift coefficient adjusted for high-lift configuration and local Mach number because of its influence on buffet and stall.
During the approach to clean stall, the stall warning stick shaker fired at 129 KIAS or 0.94 normalized AOA. At 0.97 AOA, the FBW system limited elevator and horizontal stabilizer pitch control authority to prevent untoward handling characteristics. Holding the control wheel fully aft, the nose gently pitched down and we initiated recovery.The dirty stall, with gear down and flaps extended to the full 39 deg., was equally non-dramatic. We trimmed for 122 KIAS or 0.67 AOA, began a normal glidepath-like descent and then leveled off without adding thrust, thus allowing the aircraft to decelerate. After the stick shaker fired, we continued to pull aft on the yoke until reaching the stops. At 0.98 normalized AOA, the nose gently dropped and we initiated recovery with only a slight loss of altitude.
Returning to Savannah, we prepared for a WAAS LPV (wide area augmentation system with vertical guidance approach procedures) to Runway 19. Horne computed Vref at 120 KIAS for a 65,500-lb. landing weight and a non-factored landing distance at 2,873 ft. based upon 13-kt. headwinds.
We bugged the target airspeed at 125 KIAS and let the auto-throttles maintain speed in gusting wind conditions.The HUD's azimuth and glidepath guidance cues, along with the FPV marker, made it easy to hand fly the approach.
The FBW system transitions from high-level control law to direct law for takeoff and landing, so G650's smooth handling behavior during final approach reflects its aerodynamic refinement. At 50 ft., we pulled back the thrust to idle and continued to use the HUD until touchdown. We deployed the thrust reversers, lightly touched the brakes and turned on to a taxiway after a touchdown roll of about 5,200 ft.Earlier we flew one engine inoperative (OEI) takeoff and landing in the G650 simulator at FlightSafety International's Savannah training center. Rudder pedal forces on the OEI takeoff were moderate and the aircraft was easy to control. For landing, though, we could not use the auto -throttle because the system only works if both engines are operating. Managing the asymmetric thrust, however, was not difficult.
Conclusions? G650 is the nicest flying large-cabin Gulfstream yet built. The FBW functionality is all but transparent unless probing the extremes of the flight envelope. Pilots might not know it's a FBW aircraft without being told. PlaneView II, the HUD and EVS, among advanced cockpit features provide unsurpassed situational awareness. The cabin environment, including increased volume, window size and pressurization, along with the redundancy and reliability of the cabin management system, make it Gulfstream's most commodious and functional business aircraft yet.
Being able to cruise at Mach 0.80 may have been the benchmark in the 20th century, but it seems slow by 21st-century standards. Even long-haul airliners now can cruise at Mach 0.85. Bombardier indeed routinely quotes Mach 0.82-0.85 as the normal cruise speed for its current production Global series business jets.The G650 now raises the standard with its Mach 0.90 high-speed cruise and 6,000 nm range. Slow it to Mach 0.85 and go another 1,000 nm. Among purpose-built business jets, G650 has the best fuel efficiency while cruising at Mach 0.85. So, Gulfstream's new flagship has a healthy lead in the ultra-long-range business aircraft class. But Bombardier's Global 7000, promising 7,300-nm range at Mach 0.85, is due to arrive in 2016 and its 7,900-nm Global 8000 enters service just one year later. Longer term, Dassault could challenge G650 with a growth version of its pending SMS.
But the G650 is here and it's delivering on its promises. The competition has still to prove their claims. And Gulfstream already is studying its next generation of top-line business aircraft because it believes that's the way to stay in front.
Quelle des vollständigen Reports ist aviationweek.com
Wow, Level 470 in 23 Minuten trotz ein paar Level-Offs seitens der ATC....Wahnsinn, wie der Vogel marschiert, auch wenn es lediglich 70 % des MTOWs waren.
Das ist Learjet- Territorium was die Steigleistung angeht.
Und im Alltag wird die Gulf auch schneller sien als die Citation X. Denn bis die auf die entsprechende Höhe kommt und endlich auf M 0.93 beschleunigen kann, ist die Gulf schon längst weg..... 
ganz ehrlich:
wenn ich mir u.a. dieses "Windows 3.11 EICAS" angucke, kriech ich die Pimpanellen. 
Das wirkt auf mich, als wäre der Programmierer noch nicht im 21. Jhdt angekommen. Gefällt mir überhaupt nicht.
Auch diese kleinen DIsplays auf dem MCP sind furchtbar. Das haben andere besser gelöst 
Vun außen sieht sie sehr schick aus !
Gibt es eigtl irgendeinen ordentliches kleinen Long-Range-GA-Aircraft neben der BBJ fürn FS? 
