Attention heavy-iron enthusiasts: The wait finally is over. Monday
morning, Pres Henne, Gulfstream Aerospace's senior VP engineering,
programs and test, officially announced development of the G450,
the next-generation GIV featuring upgraded Rolls-Royce Tay 611-8C
turbofans, Primus Epic PlaneView avionics, standard HUD with EVS
and a 12-inch fuselage stretch.
The G-1159C family, including GIV, GIV-SP, G300 and G400, has
been a best seller for Gulfstream, with more than 500 deliveries
since its introduction 1987. In recent years, though, the world
economic downturn, coupled with competition from Bombardier and
Dassault, has softened demand for the G-1159C (indeed, Gulfstream
recently dropped the price of a G400 from $32.5 million to $31 million).
In response, Gulfstream launched design studies for the G450,
formerly known as GIV-X, immediately after the firm built its first
G550 prototype in 2001. "This is the first time we've executed
a parallel development program with two models," Henne said.
Serial Number 4001, the first of four G450 development aircraft,
started flight tests on April 30, 2003. S/n 4002 flew on June 21,
s/n 4003 soared on June 22 and s/n 4004, on static display at Orlando
Executive, first flew on September 18. FAA certification is slated
for third quarter 2004. EASA approval is scheduled for fourth quarter
2004 and the first customer deliveries should occur in mid-2005,
according to the current plan.
Priced at $33 million, the newest Gulfstream will be able to fly
eight passengers 4,350 nmi at Mach 0.80 and land with NBAA IFR reserves,
taking square aim at Dassault's $34.35 million Falcon Jet 900EX.
The G450 also will be able to fly eight passengers 3,300 nmi at
Mach 0.85. "Everybody wants to go fast," Henne explained.
Notably, the G450 will weigh 800 to 900 pounds less than the G400
and with a 73,900 pound MTOW will have 200 pounds more tanks-full
payload. Less weight will enable the G450 to climb directly to FL
410 in 23 minutes, plus it will offer improved hot-and-high airport
performance. The G450, for example, will have a 7,890-ft TOFL when
departing from B/CA's 5,000-ft elevation, ISA+20°C airport,
Henne predicted. That's five percent less than a G400 departing
under the same conditions. The newest Gulfstream, though, will have
the same 5,450 ft TOFL at sea-level/ISA as a G400 due to more stringent
FAR Part 25 certification requirements.
The 250 nmi range increase compared to the G400 primarily is the
result of fitting the aircraft with 13,850 pounds thrust Tay 611-8C
engines, featuring larger, more efficient fans borrowed from Tay
650, improved hot section parts and FADECs. The 8C also has
two percent better specific fuel consumption, in part due to a redesigned
deep-fluted mixer nozzle. The engines are housed inside G550-style
composite nacelles fitted with single-pivot thrust reversers. Numerous
small drag reduction improvements also help boost maximum range.
Operators can plan on 6,000-hour HSI intervals and 12,000-hour TBOs,
a 50% increase over the original 8 engines.
Up front, the G450 will sport the G550's entire nose section,
including its PlaneView avionics suite. The cabin door is moved
three feet aft to provide the crew with almost one-third more cockpit
volume, for 12 in more legroom and storage space. This was immediately
apparent when Show News toured the G450 on Sunday afternoon with
Randy Gaston, Gulfstream's chief pilot.
PlaneView not only improves flight situational awareness, it also
occupies two feet less cabin length. As a result, a more compact,
left side equipment rack now is located forward of the door, eliminating
the congestion in the entryway to the cabin.
The G450 actually shares more in common with the G550 than the
G400. "We asked (G300/400) customers to tell us about their
top ten reliability concerns. Changes on the G450 address nine of
those ten issues," Henne said. Gone are the late model GIII/GIV
wild-frequency AC generators and Bendix AC/DC power converters.
The G450 will be fitted with more conventional and highly reliable
integrated drive generators, plus the rest of the G550's electrical
system, including its no-break power transfer feature. A new Honeywell
36-150GIV APU, fitted with a 40 Kva generator, will replace the
36-100G that has a 30 Kva generator. The -150GIV can be started
and run up to FL 370 and it puts out 44% more bleed air for better
engine starting and air conditioning. Noise sensitive airport neighbors
will appreciate the -150GIV's greatly reduced EPNdB noise levels.
The G450 will be fitted with higher output G550 air-conditioning
packs, dual digital pressurization system, three-zone cabin temperature
control and a 6,000 foot maximum cabin altitude-500 feet lower than
that of G400. The cabin altitude at FL 410 will be 5,000 feet. The
new aircraft will be fitted with G550's heated cabin windows. New
ABS wheels and brakes, including a digital anti-skid system will
be fitted to G450. The newest Gulfstream also has G550's passive
cabin door seal and most of its advanced Honeywell Primus Epic maintenance
diagnostic functions. Pilots will appreciate the G450's greater
aileron boost ratio that reduces roll control effort to G500/550
levels. As a result of all these changes, pilots will need GV/G550
type ratings to fly it, not the GIV endorsement on their certificates.
-Fred George
The G450's Primus Epic PlaneView avionics suite has four
14-inch LCDs with 35% more viewing area than the G400's six
DU880 CRTs, plus full triplex synchronous FMSes, triple MCDUs
in the console and ergonomically designed, left- and right-side
armrests with integrated cursor control devices (CCDs) and
push-to-talk switches. The large format LCDs feature wall-to-wall
sky/earth attitude indicators, I-NAV plan view charts and
fully integrated systems synoptic diagrams. The CCDs aren't
required for dispatch, but when convenient they can be used
for graphical flight planning, radio tuning and I-NAV control.
Gulfstream's Visual Guidance System, with its standard infrared
Enhanced Vision System sensor, enables pilots to see images
of terrain and runway lights well beyond natural vision range
in conditions of fog or darkness. The FAA recently issued
a Notice of Proposed Rule Making with the intention of affording
operational credit for use of EVS in low visibility conditions.
Honeywell LASEREF V IRS units, Modular Radio Units, and Modular
Avionics Units reduce by 16 the number of remote boxes. The
PlaneView should provide 32% better reliability than SPZ8000
series avionics, while reducing weight, volume and power consumption.
