All posts tagged 'Gulfstream G650'

The Need for Speed

Article by: Kirby J. Harrison

In an ever-shrinking world of instant gratification in which going fast is good, then going faster must be even better.

Honeywell didn’t come right out and say it, but the company’s 2012 market forecast introduced a new category devoted to the concept of farther and faster. The forecast calls it the “very high speed/ultra-long range” category and notes the first use of that category in 2010 with the Gulfstream G650.
B/E Aerospace will open a new 38,000-sq-ft ecosystems assembly facilityWhen Gulfstream launched its G650, the airplane was advertised as the industry’s fastest, displacing Cessna’s Citation X. Now the two are locked in a heat, with manufacturers now highlighting range.

The G650 was originally projected to have a range of 5,000 nautical miles at Mach 0.90, but here at NBAA’12 Gulfstream announced the airplane has exceeded expectations and will now fly 6,000 nautical miles at that speed.

While there has been talk about which airplane will be the fastest business jet–Cessna’s revamped Citation X or Gulfstream’s G650, both with an mmo in the 0.93 range–the discussion is now moot from Gulfstream’s perspective. The company notes that while the Citation X is a pretty fast machine with a high-speed cruise of about Mach 0.90, the G650 will fly three times farther at the same speed, with more passengers, in a larger cabin. Enter a new competitor for the faster and further crown.

At NBAA 2010, with the G650 certification program well under way, Bombardier revealed it would build two new members of the Global series–the Global 7000 and the Global 8000.

They will be big. The larger Global 7000 cabin will be 59.6 feet long by 6.92 feet wide and providing 6.25 feet of headroom. By contrast, the G650 cabin is 46 feet 10 inches long and 8 feet 6 inches wide, with 6 feet 5 inches of headroom. The Global 7000 has the edge in cabin volume with 2,637 cubic feet, compared with 2,138 cubic feet in the G650.

Powered by new GE Passport turbofans, the Global 7000 and Global 8000 will fly approximately 4,850 nautical miles and 5,400 nautical miles, respectively, at Mach 0.90–less than the Rolls-Royce BR725-powered G650. Both the Global 7000 and Gulfstream G650 are priced in the $65 million range “typically equipped.”

So as we head for the mid-point of the decade, competition heats up in the VHS/ULR category with closely matched rivals. Some sources were speculating that Gulfstream would announce a stretched G650 (dubbed the G750) here at NBAA’12 to address the Global 7000, but that had not happened as this issue went to press yesterday.

The competition is likely to be lively, recalling those heady days in the mid-1990s when Bombardier and Gulfstream went head to head with the Global Express and GV, running full-page ads in The Wall Street Journal, each not only promoting its own product but also taking any opportunity to point out perceived flaws in its competitor’s aircraft.

Is there a market? Honeywell thinks so. Its forecast estimates that market segment will be the fastest-growing in business aviation in the coming decade, based on its survey of operator purchase plans. The Gulfstream order book is a pretty good indicator: the greater part of the company’s hefty $16 billion backlog relates to orders for the G650.

Observers might be forgiven if the competition conjures visions of Maverick and Goose as they passed by a line of F-14 Tomcats in the movie Top Gun, announcing “I feel the need–the need for speed!”

Cessna-Gulfstream Speed Duel Could Hit Mach 0.95 Limit

Article By: Chad Trautvetter

The transonic speed spat between Cessna’s Citation Ten and Gulfstream’s G650 is likely to hit the stops at Mach 0.95 when it encounters not “the sound barrier” but required safety margins. With the Ten’s top speed now pegged at Mach 0.935, Gulfstream’s G650 could thus leapfrog the Ten only slightly, if the Savannah-based aircraft manufacturer even chooses to do so.

According to the FAA, “FAR 25.335(b)(2) requires at least Mach 0.07 [40 knots at 40,000 feet] difference between the design cruise Mach and the dive Mach,” where the design cruise Mach is effectively the Mmo. This provides a safety margin for upsets and gusts, the FAA said, though it can be reduced “to as little as Mach 0.05, if supported by analysis.” In practice, some applicants have been able to reduce the difference to about Mach 0.06 (34.4 knots), an FAA spokeswoman said.

The Ten’s predecessor, the Citation X, exceeded Mach 1.0 in dive testing, a knowledgeable source told AIN, so it would be possible for the Ten’s Mmo to reach Mach 0.95 if Cessna can get the maximum margin reduction. Meanwhile, the G650 reached a reported dive speed of Mach 0.995, so its maximum permissible limit (without further dive testing) would be Mach 0.945.

But the sub-Mach 1.0 speed crown might be a moot point–the Ten can fly a 2,500-nm trip at high-speed cruise in 5 hours 10 minutes, while under the same conditions the G650 can do it nine minutes more quickly, according to data from the respective manufacturers.

Gulfstream G280 Earns Its Wings

Article By: Chad Trautvetter

The super-midsize Gulfstream G280, a joint project between Gulfstream and Israel Aerospace Industries (IAI), obtained full FAA and Israeli type certification today. This was an on-time arrival for Gulfstream, which had promised such approval in the third quarter. The aircraft received provisional type certification from Israel’s CAAI on December 29 and from the FAA on March 1.

“Gulfstream is excited to bring this aircraft to its customers, especially since we’re able to provide an airplane that does more than we originally announced,” said Gulfstream president Larry Flynn. The G280 has a range of 3,600 nm at Mach 0.80, a 200-nm increase over original projections. “It’s the only midsize aircraft that can reliably fly nonstop between London and New York,” he added.

The approvals clear the way for customer deliveries of the new twinjet. Gulfstream says it will deliver the first G280 before year-end to a “U.S.-based manufacturer with a worldwide presence spanning 190 countries.”

According to Gulfstream, the principal remaining item required before the FAA and CAAI issued full type certificates was an update to the software for the twinjet’s Rockwell Collins Pro Line Fusion avionics. This hurdle was cleared today, when Rockwell Collins announced that the avionics system achieved FAA certification on the Gulfstream PlaneView280 flight deck.

Meanwhile, full FAA certification of the wide-cabin Gulfstream G650 is expected by the end of this month. The G650 received provisional FAA certification in November.

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