Gulfstream II

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The Gulfstream II has an intercontinental range capability and a maximum cruising speed of 588 miles per hour, or Mach number of 0.85, at an altitude of 25 000 feet. The aircraft, frequently referred to as the G-II, was developed as a jet-powered successor to the highly successful turboprop-powered Gulfstream I. First flight of the G-II took place in October 1966, and a total of 256 units were manufactured before production ended in 1979. The more advanced Gulfstrearn III became available in late 1980.

The Gulfstream II is a low-wing configuration incorporating a Ttall and a wing of aspect ratio 6.0, 25 sweepback, and airfoil sections varying in thickness ratio from 12 to 8.5 percent. Power is supplied by two Rolls-Royce Spey MK 511-8 turbofan engines of 11 400 pounds thrust each. These engines are equipped with a five-stage fan and have a bypass ratio of 0.64; target-type thrust reversers are employed. The high-lift system consists of single-slotted trailing-edge flaps. Lateral control is provided by a combination of ailerons and spoilers. The spoilers may also be deployed symmetrically to increase drag and reduce lift. Elevators are used for longitudinal control, and trim is accomplished with a variable incidence stabilizer. All controls are hydraulically actuated.

The passenger cabin of the Gulfstream II is usually configured for 10 to 14 passengers (maximum capacity of' 19 passengers). The range-payload data indicate a range of 3881 miles with maximum fuel. Takeoff and landing distances are in the same class as those of the Lockheed JetStar.

As compared with the Gulfstream II, the Gulfstream III is slightly larger and heavier and has a greater range. The appearance of the new aircraft, however, differs little from that of the Gulfstream II. Winglets similar to those employed on the Gates Learjet 55 provide the primary identification feature of the Gulfstream III.

Collectively the most successful members of the Gulfstream corporate aircraft family, the Gulfstream II and Gulfstream III are Spey powered developments of the original turboprop powered Gulfstream I.

The Rolls-Royce Dart turboprop powered Grumman Gulfstream I proved to be quite successful as a large long range corporate transport, while the availability of an faster and more powerful turbojet powered model, the Rolls-Royce Spey meant that a jet powered successor was a logical development. Grumman launched such an aircraft, named the Gulfstream II or G-II, in May 1965.

While based on the original Gulfstream I - the G-II shares the same forward fuselage and cross section - there are more differences than similarities. The most obvious difference is the two rear mounted Spey axial flow turbojet engines, others include a new swept wing and tail. A similar size fuselage to the G-I seats 10 in a typical executive configuration.

No prototype G-II was built, instead the first to fly was a production standard aircraft, which first flew on October 2 1966. Certification and first production deliveries occurred in October and December 1967 respectively.

The improved Gulfstream III followed Gulfstream American's purchase of Grumman's GA lines in 1978. The Gulfstream III first flew on December 2 1979. Changes compared with the G-II include a revised wing of greater span and area with drag reducing winglets, more fuel tankage and thus range, reprofiled nose and a 97cm (3ft 2in) fuselage stretch. Gulfstream IIBs are G-IIs retrofitted with the G-III's wing.

Production deliveries of G-IIIs began in late 1980 and continued until 1986 when production ceased in favor of the Gulfstream IV, a somewhat larger model with two new, quieter, more powerful and fuel efficient Rolls-Royce Tay turbofans.

Length: 79.11 ft (24.1 m)
Height: 24.6 ft (7.5 m)
Wing span: 77.1 ft (23.5 m)
Crew: 2
Passenger: 19 maximum, 12 normal
Speed: 459 mph
Ceiling: 45,000 ft
Cruise altitude: 39,000 ft
Rate of climb: 4,350 ft/min
Max weight: 65,000 lb (29,545 kg)
Max payload: 5,456 lb (2,480 kg)
Engine: Two Rolls-Royce Spey 511-8 @ 11,400 lb (5181 kg) each

Information gathered from various internet sources. Reasonable attempts have been made to ensure accuracy and veracity of sources. However, this information should not be used for flight planning or official purposes.

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