Sit Back, Relax—It’s a Gulfstream

By Graeme Mollison.

In December 2006, Gulfstream’s demonstration crew were in Auckland once again, this time with the company’s G200 demonstrator. Smaller than the G450, which visited in December 2005, the G200 is in the “super-midsize” business jet category. Graeme Mollison cast admiring eyes over the visiting jet and found out a little bit more about it from Gulfstream’s representatives and Air National’s Richard Bagnall.

From the turboprop Gulfstream 1 of 1958 to the ultra long-range, state-of-the-art G550, Gulfstreams have retained a distinctive appearance that is…well…Gulfstream! Observers watching the G200 taxiing into Auckland’s SkyCare facility could be forgiven, then, for not immediately recognising it as coming from Gulfstream’s stable. However, despite its distinctive nose-low attitude on the ground and admittedly “un-Gulfstream-like” looks, the G200 still oozes style—albeit a slightly different style from its bigger brothers. Or perhaps that should be its brothers-in-law, as the G200 didn’t start life in the Gulfstream workshop, but in the IAI (Israel Aircraft Industries) workshop as the IAI 1126 Galaxy.

Known also for its Westwind and Astra jets, IAI produced the Galaxy—the design of which began in the early 1990s—as its first “super-midsized” business jet. The prototype first flew on 25 December 1997, and Israeli CAA and US FAA certification was achieved a year later in December 1998. The first customer delivery of a Galaxy was in January 2000.

It was the 2001 acquisition of Galaxy Aerospace—a joint Israeli–US business jet company—by Gulfstream’s parent, General Dynamics that brought the IAI types under the Gulfstream umbrella. The mid-sized Astra became the Gulfstream G100, which has since been superseded by the G150, and the Galaxy, which became the G200.

The G200 was visiting New Zealand and Australia on a two-week demonstration tour, which had a rather “adventurous” start when the aircraft came into contact with a large flock of birds on takeoff from its home base in the US. The engines ingested several birds and had to be removed from the aircraft; it is a testament to the robustness of the aircraft, the Pratt and Whitney 306As strapped to each side of the rear fuselage, and the skill and training of the Gulfstream crew that the event incurred little drama.

Accompanying the aircraft on its New Zealand visit was the company’s Singapore-based Asia–Pacific Regional Vice President, Jason Akovenko. He was meeting with local interested parties, but made time available to talk to Pacific Wings about the G200.

“The acquisition of the IAI Galaxy programme was in response to Gulfstream’s desire to enter the midsize business jet market,” explained Akovenko. “This is a large market and one that Gulfstream had not been a part of. In the past, Gulfstream had been traditionally at the higher end of the market, getting their customers after they have had 2, 3 or even 4 airplanes, having started with lighter airplanes and moving up. If you want to have people [customers] grow with you, you could get in with a clean sheet design or do it by acquisition. One is clearly faster than the other.”

There was no doubt that IAI had designed and built a sound product; the fact that Gulfstream has changed little in the basic airframe design is a testament to that. In fact, the G200s are still produced in Tel Aviv and flown “green” to Gulfstream’s completion facility in the United States. Situated at Dallas Love Field, this facility is responsible for fitting the interiors, which are now produced “in-house” by Gulfstream, as they are for their large cabin aircraft models. The G200’s predecessor, the Galaxy, was fitted with kit interiors by Nordam.

Gulfstream believed it could make improvements to the Galaxy and instituted a “nose to tail” examination of the aircraft. The main goals were to reduce weight, improve quality, reduce cabin noise levels and also reduce the time it took to complete the aircraft. Favourable results were achieved in all areas in typical Gulfstream fashion. Firstly, some 300 kg was shed from the aircraft’s empty weight. This may not sound much, but with the G200 now weighing in empty at approximately 9,000 kg (depending on configuration), 300 kg constitutes a significant percentage saving which has a flow-on effect to the operating capabilities and economics of the aircraft.

This weight saving came about through changes to many fittings and finishing processes including such things as new cabinetry, the application of Gulfstream paint standards and the incorporation of G450–G550 sound proofing technology and materials—the latter also resulting in 3–5 dB reduction in cabin noise! Completion times have also been significantly reduced and are currently running at around 10 weeks.

Maintenance programming was another issue addressed by the team at Gulfstream. Under previous maintenance programmes, the aircraft was required to undergo a service check every 300 flight hours. However, using the new MSG-3 programme, this can be extended out to 500 hours between each “A” Check, and every 12 months for a “C” Check. For a heavy user of the aircraft (1,000 hours per year), the benefits are particularly significant, with required maintenance tasks in the first 4 years of operation being reduced from 2,161 to just 464.

As with all Gulfstreams, the G200 is backed up by a product support package, which is free during the aircraft’s 5-year warranty. Gulfstream even operates a dedicated G100 Airborne Product Support (APS) aircraft and four dedicated flight crews, based at the company’s facility in Savannah, Georgia, whose purpose is to deliver parts and/or technicians to an AOG aircraft (an aircraft classified as “aircraft on ground,” i.e. it cannot be flown until repairs are made). This service is also free of charge when the aircraft is under warranty, but the range of the G100 generally limits this service to North America. Since its inception, over 1,200 trips have been made in support of AOG. To cover the international nature of operations of the Gulfstream fleet, the company has invested US$375 million in spares that are pre-positioned around the world. Customers can phone one number, no matter where they are in the world, to arrange to have parts or technicians despatched immediately.

There are now over 130 G200s in service worldwide and the despatch reliability for the type is over 99%.

Showing no signs of its recent wildlife encounter, the highly polished G200 demonstrator positively gleamed on what was an otherwise gloomy Auckland afternoon. It sits lower to the ground than its “in-laws”. The wing is distinctive in that it has an initial 34.5 degree sweep inboard, reducing to 25 degrees outboard, which provides excellent low speed handling characteristics whilst still retaining respectable cruise speed capabilities. Maximum Operating Mach Number (Mmo) is M0.85. The wings, which are similar to the G100 (with the addition of Kruger flaps), were designed by IAI and have two spars running the entire length with a third that runs part way, providing exceptional strength whilst remaining flexible, a reason Gulfstream stuck with the design.

With its two Pratt and Whitney Canada 306A engines, each rated at 6,040 lb (26.9 kN) for takeoff, the G200 likes the runway—requiring a takeoff distance of 1,854 m at its maximum takeoff weight (MTOW) of 16,080 kg (ISA at sea level). This is more than the 41,277 kg G550 and also more than its closest competitors, the Hawker 4000 and Challenger 300. Once airborne, the G200 can climb initially to 39,000 feet, 6,000 feet short of its maximum cruising altitude of 45,000 feet, where the pressurisation system maintains an 8,000 ft cabin altitude. Completely fresh air is pumped into the cabin, not a mixture of fresh and recycled, as is the case on modern commercial airliners.

As is the case with most business aircraft, range and payload are compromise considerations for the G200. Maximum payload is around 1,837 kg, depending on configuration. However, if the fuel tanks are filled to the maximum of 6,804 kg, payload is reduced to just 295 kg. With a compromise of four passengers and two crew, the G200 should happily achieve 3,400 nm (6,301 km) with IFR reserves at its long-range cruise speed of M0.75 (430 KTAS). This puts places like Perth, Darwin, Port Moresby or Tahiti within easy non-stop reach of Auckland.

For passengers and crew who will spend seven hours or more confined in an aircraft, some effort needs to be put in to comfort and functionality. As with all its aircraft, Gulfstream have not disappointed in the G200.

It is an easy climb up the airstair to the roomy cabin, effectively via the galley, which is fully equipped to serve both hot and cold meals. Gulfstream china, crystal and cutlery can be supplied as an option, and all is discretely stored behind elegant doors and wood veneer panelling when not in use.

Forward of the galley is the flight deck, which is relatively roomy, given the aircraft’s size, with good visibility. It is not as highly “spec-ed” as the bigger Gulfstreams; their trademark “Planeview” and “Enhanced Vision System” are noticeably absent. Nonetheless, the aircraft is fitted with dual GPS and dual Collins FMSs (Flight Management Systems), EICAS (Engine Indicating, Crew Alerting System), an Enhanced Ground Proximity Warning System, Windshear Warning and TCAS. SATCOM communication equipment and an auto-throttle system are available as options. Interestingly, the flight crew piloting the aircraft on its tour rated the auto-throttle system fitted to the G200 as the smoothest of any Gulfstream model. The two-pilot flight deck is well laid out and functional, with the only non-EFIS instruments being the standby airspeed indicator, artificial horizon and altimeter, which are placed in the middle of the centre panel above the EICAS screen where they can be easily viewed by either pilot.

The aircraft has two hydraulic systems and two engine-driven generators to supply electrical power. The G200 also has an APU (auxiliary power unit) to provide electrical power and air-conditioning for the aircraft when on the ground. This unit is capable of being started in flight up to 35,000 feet, and can supply both air and electrical power up to 40,000 feet.
The G200 has CAT 2 landing capability, but few customers in the corporate world utilise this because of the flight crew currency/training required to maintain this qualification.
Moving aft through the galley/entranceway into the cabin, Gulfstream has done a great job of creating a spacious and airy feel. The demonstration aircraft was configured in Gulfstream’s “Universal 9” layout, which is its most popular. This has six seats in a “club” type arrangement with folding tables and a side-facing three-place divan that can be converted into a bed. LCD monitors (capable of displaying passenger flight information with a moving map display, or playing DVDs) were mounted on the forward and aft cabin bulkheads in this demonstration aircraft. The forward monitor is standard, while the aft monitor is an option; both can be upgraded from 15” to 17” screens.

One can always measure the standard of a hotel room by its bathroom—and business jets are no different! I am not suggesting that a decision on the US$22 million purchase of the G200 should be made on its bathroom. However, it is well equipped with a small washbasin, a place for soaps and toiletries and, best of all—especially considering the size of the aircraft—you don’t have to be a circus performer to manoeuvre yourself in and out of there.

“At 7 ft 2 in (2.18m) wide and 6 ft 3 in (1.91 m) high, the cabin is the largest in its class and the aircraft has the longest range in its class. Not always by much, but it is on the right side of the equation,” commented Jason Akovenko from the comfort of the G200’s couch.

To find out just how much it costs to own and operate a business jet such as the G200, I asked Richard Bagnall, Auckland based Marketing Manager for Air National Corporate, to supply some figures calculated for a “hypothetical” New Zealand-based aircraft operating 300 hours a year.

The direct operating cost, which takes into account such items as fuel (at US$2.20 a gallon) and maintenance, is around US$1,300 an hour. Fixed costs, which include such items as salaries, insurance, training etc, are approximately US$1,500 an hour, bringing the total cost of operation to around US$2,800 an hour.

A new G200 has been sold to a New Zealand customer and is expected to arrive in the country in July 2007—maybe these figures aren’t quite so hypothetical after all?
Gulfstream is renowned for always paying attention to detail, as Richard Bagnall was quick to point out. “Gulfstream is the benchmark,” he said. “Not only do they provide a quality product, but they also provide the most reliable product, backed up by an after-sales service and product support that is second to none.” While Air National Corporate might be Gulfstream’s New Zealand agent and that might sound like a salesman talking, a good look at the G200 makes it a difficult statement to refute.