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Aviation History
1967
1967 - 0055.PDF
The Gulfstream 2 is claimed to be capable of carrying ten passengers, three crew and 4901b of baggage over stages of nearly 3,500 miles, cruising at 500 mp.h. and 40,000ft. Maximum cruising speed is guoronteed to exceed Mach 0.83 (565 m.p.h.). The spacious interior jth 6ft I'm aisle headroom and unusually large windows, will accommodate up to 19 passengers in a corporate layout or 30 for airline use GULFSTREAM 2 ON TEST rE PROTOTYPE Grumman Gulfstream 2, powered by twoll,4001b-thrust Rolls-Royce RB 163-25 Speys, first flewlast October 2 and is now well advanced in development and certification trials. FAA certification under Part 4b and SR-422B is expected next May with deliveries to customers starting soon afterwards. Although the Gulfstream 2 has all the systems and design features of a large airliner, development and certification are scheduled for the incredibly short period of seven months. The powered flying-control system with manual reversion is usually considered a complicating factor for development, but Grumman hopes to clear the optional Sperry SP-50G auto- pilot for coupled approaches down to Category 2 minima at the same time that the aircraft itself is certified. AiResearch and Atlantic, the two main sales agents for Grumman, have placed orders for a combined total of over 60 Gulfstream 2s, and a delivery rate to the market of two per month by next August is expected. The basic price of the aircraft is $2.3 million (£822,000); there is a wide choice of interior seating—from 19 seats in a spacious layout to a 30-seat airline configuration. Above, the instrumented flight deck of the prototype Gulfstream 2, showing the special control-wheel for measuring stick forces. The Sperry SP-50G is the tailored optional autopilot. Other planned optional equipment includes an AiResearch GTCP36-6 APU, weather radar and inertia! navigation platform. Below, the Spey powerplant pods, by Rohr, have clamshell reverse-thrust doors for use on the ground run only oye, single-piece Fowler flaps of large span complement the good thrust/weight ratio to give a sprightly airfield performance (under-4,500ft runways are adequate). Right, the extra-long pitot-static on the nose is for test flying only. The maximum weight for take-off is 36,0001b
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