香港 · Chek Lap Kok International Airport → 纽约 · Teterboro Airport
Of 12 aircraft compared, 0 have a preliminary nonstop plan and 12 have a stop itinerary.
Stop itineraries are planned separately for each aircraft. Compare legs, airborne time, fuel burn and indicative fuel costs below. The 85% limit is a site screening assumption; actual routing, wind, payload, alternates, reserves and airport acceptance remain with the operator.
Compare flight time, stopovers and indicative fuel use for the same journey. Select an aircraft to inspect each leg and its airport considerations. These are planning options, not live aircraft availability.
| Aircraft | Airborne / itinerary | Range fit | Fuel burn / cost | Explore itinerary |
|---|---|---|---|---|
| Global 8000Up to 19 passengers | 16:10–17:301 stop(s) · Ted Stevens Anchorage International Airport | 58.5%Longest leg / published range8,000 NM · Site screening cap per leg 85% | 16,460–37,010 kg$23,890 – $53,703Fuel only · USDAverage-rate fuel reference | |
| Global 7500Up to 19 passengers | 16:10–17:301 stop(s) · Ted Stevens Anchorage International Airport | 60.7%Longest leg / published range7,700 NM · Site screening cap per leg 85% | 20,320–38,060 kg$29,484 – $55,216Fuel only · USD | |
| Gulfstream G650ERUp to 19 passengers | 16:10–17:301 stop(s) · Ted Stevens Anchorage International Airport | 62.4%Longest leg / published range7,500 NM · Site screening cap per leg 85% | 21,090–34,880 kg$30,603 – $50,610Fuel only · USD | |
| Gulfstream G550Up to 19 passengers | 17:00–18:201 stop(s) · Ted Stevens Anchorage International Airport | 69.3%Longest leg / published range6,750 NM · Site screening cap per leg 85% | 20,230–33,750 kg$29,352 – $48,964Fuel only · USD | |
| Gulfstream G650Up to 19 passengers | 16:10–17:301 stop(s) · Ted Stevens Anchorage International Airport | 66.8%Longest leg / published range7,000 NM · Site screening cap per leg 85% | 21,090–34,880 kg$30,603 – $50,610Fuel only · USD | |
| Global 6500Up to 17 passengers | 17:00–18:201 stop(s) · Ted Stevens Anchorage International Airport | 70.9%Longest leg / published range6,600 NM · Site screening cap per leg 85% | 17,330–39,280 kg$25,140 – $56,993Fuel only · USDAverage-rate fuel reference | |
| Falcon 8XUp to 16 passengers | 17:05–18:251 stop(s) · Ted Stevens Anchorage International Airport | 72.5%Longest leg / published range6,450 NM · Site screening cap per leg 85% | 15,780–27,400 kg$22,903 – $39,751Fuel only · USD | |
| Global 6000Up to 17 passengers | 17:00–18:201 stop(s) · Ted Stevens Anchorage International Airport | 77.9%Longest leg / published range6,000 NM · Site screening cap per leg 85% | 18,050–31,300 kg$26,193 – $45,410Fuel only · USD | |
| Falcon 7XUp to 16 passengers | 17:05–18:251 stop(s) · Ted Stevens Anchorage International Airport | 78.6%Longest leg / published range5,950 NM · Site screening cap per leg 85% | 15,110–26,260 kg$21,915 – $38,105Fuel only · USD | |
| Falcon 900Up to 14 passengers | 19:00–20:452 stop(s) · Incheon International Airport → Ted Stevens Anchorage International Airport | 74.9%Longest leg / published range4,750 NM · Site screening cap per leg 85% | 13,890–24,350 kg$20,139 – $35,341Fuel only · USD | |
| Gulfstream G450Up to 16 passengers | 18:10–19:552 stop(s) · Incheon International Airport → Ted Stevens Anchorage International Airport | 81.8%Longest leg / published range4,350 NM · Site screening cap per leg 85% | 18,050–29,430 kg$26,193 – $42,712Fuel only · USD | |
| Challenger 3500Up to 10 passengers | 18:55–21:053 stop(s) · New Chitose Airport → Ted Stevens Anchorage International Airport → Toronto Pearson International Airport | 83.5%Longest leg / published range3,400 NM · Site screening cap per leg 85% | 14,380–24,950 kg$20,862 – $36,197Fuel only · USD |
Times are hours:minutes, excluding ground stops. Amounts are indicative fuel-consumption costs only, excluding airport handling and all other costs—not total flight costs or charter quotations.
Fuel benchmark: 4.416 USD/USG · EIA U.S. Gulf Coast jet fuel spot · Data date 2026-10-02
Fuel burn is totalled per leg. Global 6500/8000 use published average-hourly rates with a local ±30% sensitivity allowance, not a validated error margin; other models use phase-based engineering estimates. This is not manufacturer-validated mission burn, dispatch fuel or an uplift instruction. Spot prices can differ materially from airport uplift prices.
The longest leg uses the upper estimated routing distance. Each stopover leg is screened against 85% of published range. This is this site’s planning rule—not a regulatory minimum, fuel reserve or performance guarantee. No live winds aloft are included. Operators must confirm airport acceptance, permits, entry and fuel arrangements.
Maximum seats and maximum range are not one combined payload condition; confirm the exact variant and cabin. Global 7000 was renamed Global 7500. Falcon 7X / 8X are the formal model names. Falcon 900 is a family reference; 4,750 nm applies to 900LX, not every 900 variant.
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New York has several airports. The exact reference is named above; changing it affects stops, transfers and acceptance. Entry services and advance arrangements for a cross-border flight need case-specific confirmation.
The reverse leg has the same great-circle distance, but winds, actual routing, airport time windows and aircraft position may differ. A return quotation cannot be obtained by doubling one-way fuel cost; waiting, positioning and crew arrangements need separate review.
It explains preliminary range fit, stop itineraries, per-leg airborne time and fuel consumption by aircraft. Fuel cost uses the source, date and units shown in the assessment; you can replace the reference price in the planner.
A charter quotation also depends on actual aircraft position, positioning, crew, maintenance, insurance, permits, handling, taxes and commercial terms. Indicative fuel cost is not the total journey price or operational clearance.
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