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Aviation History
2004
2004-09 - 2455.PDF
Flight test: Gulfstream G450 HEIR APPARENT The G450, the latest in Gulfstream's family of business jets, enters service next year. Can it live up to its illustrious predecessors? We assess its performance MICHAEL GERZANICS / SAVANNAH If one aircraft cemented Gulfstream's success in the business jet market, it is the long-range, large-cabin GIV. Production of the GIV, improved GIV-SP and rebranded G400/G300 has totalled 537 aircraft - far more than any other Gulfstream - and it is not the end of the story. Production continues with the next-generation G450 and G350. Certificated in August, the G450 began life in 2001 as the GIV-X, the third genera tion of a business jet family that began with the original GIV, launched in 1985, and continued with introduction of the GIV-SP in 1993. In 2002, the GIV-SP was rebranded the G400 and last month pro duction transitioned to the new G450, with entry into service planned for the sec ond quarter of next year. Over that time, competition in the long- range segment has not stood still, with Dassault improving its Falcon 900 and Bombardier introducing the Global 5000 derivative of its ultra-long-range Global Ex press. The $33.5 million G450 carries eight passengers 8,060km (4,350nm) at Mach 0.8, 465km further than the G400. This com pares with 7,630km at M0.8 for the $34.65 million Falcon 900EX. At M0.85, the G450 flies 6,485km, almost 955km further than A cleaner wing and forward fuselage reduce drag the G400. This compares with 8,880km at M0.85 for the $33.5 million Global 5000, which enters service late next year. The G450 shares the 88.3m2 (950ft2) wing of the GIV/G400, but with several minor differences. About half of the vortex generators have been removed from the wing's upper surface and the actuator rod for the trim tab on the left aileron, previ ously exposed, is now covered in a canoe fairing. Flow visualisation tests led to removal of all vortex generators above the cockpit and the addition of stakes on the engine nacelles that measurably reduce compressibility drag. Big enhancements Some of the biggest enhancements the G450 offers will be appreciated by its pilots. One common complaint was the small size of the GIV/G400 cockpit. The fuselage has been extended 0.305m (1ft) and main entry door moved aft 0.914m, allowing a length ened cockpit. The extra length eases flight- deck entry and exit, and alleviates the feel ing of being shoehorned into the cockpit. The G450's cockpit and forward fuselage are essentially identical to the ultra-long- range G550's, with the same PlaneView integrated flightdeck, head-up display (HUD) and enhanced vision system (EVS) as standard equipment. PlaneView is based on Honeywell's Primus Epic avionics and features four 355mm (14in)-diagonal liq uid crystal displays in landscape format. The EVS displays images from Kollsman's undernose infrared camera on Honeywell's HUD, which has a 30° x 25° field of view. As with the GIV/G400, the motive power is two Rolls-Royce Tay turbofans. The G450's Tay 611-8Cs introduce full-authority digital engine control (FADEC) and feature a 20mm (0.8in)-wider fan than in the G400's 611-8s. The larger fan and turbine enhance ments reduce specific fuel consumption by about 2%. Thrust at sea level is unchanged at 13,8501b (61.6kN), but hot and high per formance is improved, with 5% more thrust at 5,000ft and ISA +20°C. Cruise thrust above 30,000ft is increased by 3-5%. FADEC and turbine material and cooling changes increase temperature margins and extend turbine life, with time between over- 42 23-29 NOVEMBER 2004 FLIGHT INTERNATIONAL www.flightinternational.com
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