There’s an old saying about fuel: unless you’re on fire, you can never have enough. I wonder, is the same thing true of an aircraft’s range?
With a 7,000 nautical mile reach, Gulfstream’s G650 was already an ultra-long range business jet before the ‘ER’ edition tacked on an additional 500 nm of capability. The G-series flagship recently set two records while flying around the world with a single fuel stop.
To be fair, Steve Wynn’s G650 flew eastbound from New York to Beijing and continued east to Savannah, Georgia for a total distance of 13,511 nautical miles. While that may satisfy the practical definition of the phrase, it doesn’t come close to the actual 21,600 nm equatorial circumference of the planet. Lest you think I’m picking nits, consider that you could fly “around the world” near the north pole with a Cessna 172 and do it on a single tank of gas. Get close enough to the pole and you could walk around the world in a few seconds. Doing so wouldn’t necessarily make you Superman.
Clearly, some kind of definition would be helpful. For the purposes of aeronautical records, a circumnavigation is considered by the Fédération Aéronautique Internationale to be a flight which a) covers a distance no less than the length of the Tropic of Cancer, b) crosses all meridians, and c) begins and ends at the same airport. In other words, the FAI’s criteria requires a minimum flight of 19,853 nautical miles, or 6,342 further than Wynn’s G650 traveled.
This is not to denigrate the G650’s achievement. They flew a long way, and did it at a high rate of speed — Mach 0.87. The city pair records it set on this trip will probably stand for a long time. But I can’t help but wonder, how much further could a person want to go? How much range is “far enough”? Since the globe is 21,600 nautical miles in circumference, one might be tempted to assume the answer is 10,800 nm. If airplanes were used to travel between random geographic points, that might make sense, but they’re using to travel between airports. Usually the ones near major cities.
One of the longest city pairs is Rio de Janeiro to Tokyo, about 10,000 nautical miles. Auckland to London is about the same. If that was the typical mission, the G650ER’s 7,500 nm range could still be improved upon by a longer-range airplane. But for the vast majority of pairings on our little blue marble, the ER can already do it on a single tank.
It seems to me that eking out those final miles may come at a steep price. Beyond the monetary cost, it would involve heavier weights, longer wings, the requirement for additional crewmembers, and so on. Even if the only thing needed was greater efficiency via winglets, incremental engine improvements, aerodynamic cleanup, and so on, it would still require vital resources like time and money — limitations every bit as real as the ones we face with smaller aircraft.
So should we expect to see longer range airplanes being developed, or will future emphasis be placed on speed and comfort? As always, the market will dictate the answer. Nobody develops a $60 million conveyance without extensive consultation with their client base. It’s worth noting that the G650 is such an exceptional product because it made significant strides in speed, range, and comfort simultaneously. That’s rare. By contrast, the upcoming G500 and G600 don’t break new ground in terms of speed or range, but do provide improved technology and most of the 650’s hallmark capabilities at a lower price point.
I’ve gone on record as predicting that the next big jump will be an increase in cruise speed — namely, a supersonic business jet. At the end of the day, that’s the ultimate goal: compressing time. Eliminating fuel stops is certainly one way to do it, but that only takes you so far. What comes next when the need to refuel is gone? Once the sound barrier is broken, the race will really be on. You’ll see officially recognized circumnavigations occurring on a much faster and more frequent basis, and business aviation’s value will rise exponentially.