The fact is the G150 is better than even Gulfstream expected. The company targeted a standard day maximum weight takeoff runway requirement of 5,830 feet, but the finished airplane can do it in 5,000 feet. Same for landing where the promise was a runway requirement of 3,450 feet, but Gulfstream delivered 2,880 feet. And the range goal was 2,700 nm in still air, but the actual airplane can do 2,950 nm, all with NBAA IFR reserves, of course. The G150 beat all of its goals thanks to obsessive attention to seemingly small details. One of the biggest drag reductions, and thus range extenders, was the design of the engine-mounting pylon. The pylon has three distinct shape changes from front to rear, oddly twisting up at the end. It is not intuitive, but it works, and its contribution can be measured. Another improvement was at the wing to winglet juncture where flow visualization testing revealed a dead spot where air was actually moving forward. A series of small triangular vortex generators solved the problem. Airflow visualization testing also revealed that air was leaking from under the wing to the top. New seals of all gaps solved that problem. The careful shaping of the nose and cockpit also cut drag dramatically, but so does use of thicker metal in some areas to remove ripples. Over five or six hours of flying, small drag improvements add up, and Gulfstream is the master of dealing with drag details. For the return trip we decided to set a record from Aspen back to Westchester County. Aspen, with its 7,800-foot elevation and 7,000-foot runway, is one of the most challenging in the country. For a midsize jet to haul five passengers out of Aspen all the way back to the East Coast, particularly at maximum cruise speed, is remarkable. It was cold in Aspen in January, of course, so that mitigated the impact of the high airport elevation somewhat. However, with our five passengers and 7,100 pounds of fuel we could have made the trip even if it was 70º F at Aspen. If you want to slow down to long-range cruise you could make the trip leaving on an 86º F day at Aspen, so our winter trip wasn't a sidestep on temperature. Plus, winter is what Aspen is all about. With a takeoff weight of 23,000 pounds we needed only 5,820 feet of Aspen's runway. If an engine had quit, our second segment climb gradient with the engine out would have been 6.7 percent. The engines kept running, as usual, and we climbed directly to 41,000 feet where air temperature was still 8º C above standard, holding cruise Mach back to about .79 for a true airspeed of 455 knots. At least the wind, though not as strong, was on the tail and we covered the 1,584 nm from Aspen to Westchester County in three hours and eight minutes using 4,590 pounds of fuel. Average ground speed was 503 knots and air temperatures stayed above standard for the entire trip. The G150 is a very complete and capable airplane with a standard auxiliary power unit (APU) that warms and cools the cabin on the ground, and which can be started in the air up to 20,000 feet and run up to 35,000 feet to supply a third source of electrical generating power. The airplane has no stick shaker or pusher because when you approach a stall the wing leading edge slats deploy automatically, and the airplane stalls straight ahead under full control like a light airplane. The ailerons have hydraulic boost with manual reversion, but other flight controls are manual. Ground spoilers deploy automatically on touchdown and the yaw damper automatically turns itself off. The airplane systems are a combination of automation to minimize pilot workload, but also are mechanically basic and robust to increase reliability. The G150 is designed to airline maintenance standards that use testing and analysis to predict wear instead of only flying hours or calendar time. Already the "A" inspection interval has been increased from 250 to 500 hours. Gulfstream expects the A inspection to take less than two days to complete and no other routine maintenance is required until the annual check. And, Gulfstream's network of maintenance facilities is global and frequently named the best in all of corporate aviation. I am pretty sure that Gulfstream won't build a jet smaller than the midsize G150, but the company has only one standard of quality and performance and it has brought the G150 to that level. Even though it is the smallest Gulfstream, the G150 delivers at the highest level in cabin comfort and performance, even when the winds and temperatures conspire against you. Gulfstream customers don't deal well with excuses, and with the G150, there won't be any.