FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1983
1983 - 0429.PDF
BUSINESS AVIATION Gulfstream IV is launched with Tay LONDON Gulfstream Aerospace has become the launch customer for Rolls-Royce's Tay engine. It has ordered 200 Tays for its latest business jet, Gulfstream IV, in a contract worth $300 million, including spares, as predicted in Flight last week. The new aircraft will be a successor to Gulfstream III, a top-of-the-line business jet with intercontinental range. Tay will burn 15 per cent less fuel than the Spey on Gulf stream III, giving the IV a range of 4,000 n.m. with NBAA IFR reserves. This range can be achieved with eight passengers and three crew while cruising at the comparatively high speed of Mach 0-8—many business jets cruise between Mach 0-68-0-74. Tay will easily meet FAR Part 36 Stage 3 noise requirements, effective in 1985, and comply with emission standards. In addition, Gulfstream IV will have a 2ft longer fuselage, giving extra comfort rather than more seats. All-digital avionics will be standard, including six cathode ray tube (CRT) displays. Sperry is likely to supply the CRTs, which will replace the tradi tional electro-mechanical ADI and HSI. Category III autoland is standard. Electrical generators with solid-state electronics are another feature, claimed by Gulfstream to be the first such application on a commercial aircraft. Throw in use of improved aluminium-alloys and com posites, and Gulfstream's claim of having "the most advanced business aircraft in its timeframe" is under standable. Gulfstream IV will cost about $13 • 5 million at today's prices. After marketing the aircraft for just ten days, Gulfstream had 16 letters of committment—equivalent to orders in the company's experience. Allen Paulson, chairman of Gulfstream Aerospace, be lieves there is a market for about 300 Gulfstream IVs in the next decade. He says that Gulfstream IV will cost about $50 million to develop. Current plans call for aircraft certification in the last Above Gulfstream IV features Tay engines and a fuselage that is 2ft longer than that of Gulfstream HI. It retains the G-IIIairframe, including its advanced technology wing. Below Tay's HP compressor, turbine, and combustor are taken from the Spey. The fan, LP compressor and turbine, and by-pass duct use RB.211 expertise JL, j T]^p^&==^^nrarnrx ~W\ ^ m Fjrlr^^^^^kwnwtfi 1 /i TAY v SPEY T.K.' Thrust (lb| Overall Pressure-ratio Bypass ratio Turbine entry temperature (K) Overall length (in) • 3 550 :5 5 1 3 1 1 300 101 44 Spev 3 300 15 4 1 1 1 1.300 96 7 32 fc Notes jal Values are for r.K3 level and ISA (bj Spey hyures *re 'of the r>55 lrjP which powers the '**;•>:; .F,.Z8... •'. quarter of 1986, with deliv eries beginning at about the same time. After a transition phase, production of Gulf stream III will end. Paulson foresees a market for retrofitting Tays to Gulf stream lis and Ills. He points out that retrofit of the G-IIFs advanced wing to G-IIs is already established. Why has Gulfstream launched its G-IV now? A good order backlog on the G- III is one reason, according to Paulson, and impending noise legislation is another. Gulf stream III already meets the noise rules, but in some parts of the USA and Europe, there are financial inducements and less of a curfew on those that do better. Did Gulfstream have an alternative engine choice for G-IV? "Well, no" is Paulson's frank reply. Indeed, much of the credit for getting Tay launched belongs to Gulf stream, which has been talk ing to Rolls-Royce about an improved engine for a year or two. For Rolls-Royce, Tay provides a good opportunity to retain the market slot created by Spey. Rolls-Royce commercial director Ralph Robbins anticipates a market of 1,000-1,500 Tays, of which G-IV is the most important element. Other possible appli cations include Fokker's F.28 and the One-Eleven. A military application is absent so far. Rolls-Royce expects to spend £50-£60 million in developing Tay, finding the money without recourse to the British Government. The engine will be made in the same facilities now used for Spey, and will help to make good a shortfall in use of production capacity. Tay's high-pressure (HP) core is more or less the same as that of the RB.183 Spey Mk555-15P, which powers the latest version of the F.28. The fan features wide-chord blades and is scaled directly from that of the RB.211-535E4. Low pressure compressor and bypass duct also draw on RB.211-535 experience. First engine run is due in August 1984, according to Rolls-Royce. In its Gulfstream IV appli cation, Tay will be flat-rated to 12,4501b at 95°F. Production of the Gulf- stream's initial order for 200 engines is expected to occupy Rolls-Royce for three years. FLIGHT International, 12 March 1983 645
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
