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Aviation History
2004
2004-09 - 2458.PDF
Flight test: Gulfstream G450 Gulfstream-signature oval windows pro vided a bright cabin. In response to complaints about window fogging in the GIV/G400, the G450 has the same heated cabin windows as the G550. The G450 also has the G550's quieter envi ronmental control system, and its three- zone digital temperature control system. The G450 has a large wing, which at maximum take-off weight has a loading of just 380kg/m2, lower than the larger G550's. While still level at FL410, a series of 60° angle-of-bank steep turns at M0.8 produced no buffet, the nose tracking smoothly across the horizon. Like the G550, the G450 autopilot has an emer gency descent mode (EDM). If the aircraft is above FL400 with the autopilot engaged, a rise in cabin altitude to 8,000ft will trig ger the EDM, the autopilot initiating a 90° left turn and starting a descent at MMO/NMO (M0.88/340kt calibrated). The autothrottle will engage and retard the throttles to idle for a rapid descent. The speedbrakes must be deployed by the pilot. Howard manually raised the cabin alti tude to 8,000ft to trigger the EDM. As advertised, the throttles were retarded to idle and a left-hand turn initiated. At M0.88 I extended the speedbrakes, and a descent rate of over 6,000ft/min was attained. Howard then restored normal cabin pressurisation and disengaged the autopilot for a descent to 15,000ft. Level at 15,000ft, three stalls were per formed. In the clean configuration, with 3,992kg of fuel, the aircraft was slowed at lkt/s in idle power. At an angle-of-attack (AoA) indication of 0.7, a pitch limit indica tor appeared on the PFD and HUD. At 0.75 AoA the airspeed tape turned amber to sig nify the slow-speed condition. At 127kt indicated and 0.85 AoA, the stick shaker activated. Pulling through the shaker slowed the G450 to 117kt, where the stick pusher fired at 1.0 AoA. No airframe buffet EVS camera window is visible under the nose Priced to compete with the Falcon 900EX and Global 5000r the G450 is a major advance over the GIV/G400 WHAT'S HOT: 1. Enhanced vision system is standard. 2. Longer range than GIV-SP/G400. 3. Common type rating from G350 to G550. WHAT'S NOT: 1. Bank into good engine needed when engine out. 2. It's not a G550. preceded either the shaker or pusher, the wings remaining level throughout the stall. Normal flight was regained by relaxing yoke backpressure and advancing the throttles. Reality block The flaps were set to 20° for a take-off con figuration stall. In a 20° angle-of-bank turn the aircraft was again slowed at lkt/s. The shaker triggered at 113kt, with the pusher firing at 105kt. Ailerons and rudder were used to roll wings level as recovery to nor mal flight was again attained by relaxing yoke backpressure and advancing the throt tles. The third and final stall was in the landing configuration, gear down and flaps set to 39°. In wings-level flight the shaker activated at 109kt, with the pusher firing at lOOkt. Again no airframe buffet preceded the shaker or pusher. A descent was initi ated, and gear and flaps retracted as the air craft was accelerated out of the stall. Area work complete, ATC issued vectors to Brunswick, Georgia's Golden Isles airport. The autopilot and autothrottle were engag ed and the I-Nav display used to access the approach charts for the airport. Using the CCD I was easily able to select and activate the instrument landing system (ILS) approach to runway 7. At 2,000ft, and on an intercept heading for the ILS localiser, I armed the approach mode of the autopilot. Flaps were extended to 10°, the autothrottle slowed the aircraft to and held 180kt calibrated. Further extending the flaps to 20° slowed the aircraft to 160kt. With the localiser captured, and just before ILS glides- lope capture, the gear was extended. As the flaps were extended to 39°, the autothrottle was set to hold the 22,345kg aircraft at a tar get speed of 131kt (V^ + 5kt) on final approach. The autopilot did an admirable job of tracking both localiser and glideslope. At 200ft radar altitude (RA) I disengaged the autopilot and flew the rest of the approach visually. At 50ft the autothrottle slowly retarded the engines to idle for the flare manoeuvre. Passing 25ft light aft yoke pressure was required to start the flare. After initially rounding out a few feet high I was able to milk the aircraft down to the runway, where the flaps were set to 20° for a touch and go. After advancing the throt tles, Howard called "Rotate" at 125kt indi cated. Once airborne with the aircraft cleaned up, a climb to 2,000ft positioned us for another approach to runway 7. The I-Nav display and CCD were again used to select the GPS approach to runway 7. With the autopilot engaged I lowered the www.flightinternational.com FLIGHT INTERNATIONAL 23-29 NOVEMBER 2004 45
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