Gulfstream G500 and G550

US military designation: C-37

TYPE: Long-range business jet.

PROGRAMME: Study announced at NBAA Convention, Houston, in October 1991. Go-ahead commitment and engine selection (BR710) announced at Farnborough Air Show in September 1992. Risk-sharing agreement with wing designers/manufacturers (Vought and ShinMaywa) announced at Paris Air Show in June 1993, and with tail (and later floor panel) manufacturer (Fokker) at NBAA Convention in September 1993. Initially named Gulfstream V.
Prototype (N501GV) rolled out 22 September 1995; first flight 28 November 1995; second aircraft, c/n 502 (N502GV) was structural test article before completion as company demonstrator; c/n 503 (N503GV), first flown 10 March 1996, used for systems testing; c/n 504 (N504GV), first flown May 1996, for engine, flight loads and environmental trials and JAA certification testing; c/n 505 (N505GV), first flown August 1996, outfitted in standard production configuration for operational testing and HIRF evaluation. Public debut (N502GV) at NBAA Convention at Orlando, Florida, in November 1996.

Provisional FAA certification achieved 16 December 1996 after more than 1,100 hours of flight testing in 550 sorties. Full FAA type certification (extension of Gulfstream II) granted on 11 April 1997, and FAA production certificate awarded on 11 June. First fully completed aircraft for a customer (c/n 507) delivered to Walter Annenberg, former US Ambassador to UK, on 1 July 1997. RVSM approval January 2000. JAA certification eventually granted on 31 October 2002.
From 2003, original versions discontinued and replaced by Gulfstream G500 and G550. Latter to full specification; former is baseline version with customer-specified additions only.
By 17 November 1997 company demonstrators had achieved 39 world records in time to climb and maximum altitude with payload, and city pair categories, including the first ever non-stop flights by a business jet between Los Angeles and London, London and Hong Kong, Tokyo and New York, and Washington, DC and Dubai; last-named 6,330 n mile (11,723 km; 7,284 mile) journey completed on 13 November 1997 in 12 hours 40 minutes 48 seconds with four crew and seven passengers On 19 February 1998, N502GV became first business jet to fly non-stop from New York to Hawaii. On 4 March 2002 a Gulfstream V broke a 44-year-old record for speed over a recognised course, flying from Tokyo to Washington, DC, in 11 hours 54 minutes covering the 5,543 n miles (10,845 km; 6,739 miles) at an average speed of 492 kt (911 km/h; 556 mph). This record was previously held by a USAF KC-135 Stratotanker, which flew Tokyo to Washington, DC, in 13 hours 46 minutes in April 1958. By March 2002, the Gulfstream V held 70 world and national records. By that time the in-service fleet of 140 aircraft had flown more than 120,000 hours, with 99 per cent despatch reliability.

CURRENT VERSIONS: Gulfstream V: As described.
Gulfstream V-SP: Announced on eve of NBAA Convention, 8 October 2000; larger cabin, enhanced performance and better range by reason of aerodynamic refinement of existing V. First flight of GV SP test article (N5SP; modified from 132nd GV) 31 August 2001, followed by first production GV-SP (c/n 5001, also N5SP) rolled out 19 June 2002 and first flown 18 July 2002, at which time the test article airframe had completed 100 flights totalling 185 hours. Redesigned as G550 (which see).
Gulfstream G500: Reduced-range version of Gulfstream V, announced on the eve of the NBAA Convention at Orlando, Florida, 8 September 2002; provisional type certificate granted by FAA 11 December 2002; followed by type certification 14 August 2003.
Gulfstream G550: New version of Gulfstream V-SP, announced on the eve of the NBAA Convention at Orlando, Florida, 8 September 2002; FAA certification 8 December 2003. First aircraft N702GA (c/n 5001); initial public appearance at EBACE, Geneva, 7 to 9 May 2003 by N812GA (c/n 5012). Flight deck uses Honeywell Primus Epic suite with Gulfstream Plane View cockpit, comprising four 360 mm (14 in) LCDs, including HUD and EVS, latter was certified in August 2001 and first became operational, on a USAF C-37A, on 15 May 2002. First customer is Executive Jets, which ordered 20 for delivery up to 2008, at cost of US$800 million; unit cost with most popular options US$24.9 million. Other customers include GATX Leasing (two).
Special Missions: Lockheed Martin, teamed with (then) GEC-Marconi Defence, Logica, Marshall Aerospace, MSI, Racal and CAE Electronics Montreal , chose the Gulfstream V as its platform for the UK's Airborne Stand-Off Radar (ASTOR) requirement, involving a Racal dual-mode, electronically scanned surveillance radar in a ventral fairing, with satcom antennas above and below the fuselage for real-time data transfer to ground stations, and provision for in-flight refuelling.
Additionally, when an upgraded version of the Joint STARS system was readmitted to the ASTOR competition in January 1998, the Gulfstream V was selected by Northrop Grumman as platform in preference to Boeing E-8 (707). Neither application was successful. Currently competing for NATO Ground Surveillance System programme.
Israeli Ministry of Defence ordered four G550s, plus two options, on 28 August for use as Compact Airborne early warning (CAEW) platforms, with deliveries beginning in 2005. Gulfstream will supply airframes with interior and exterior modifications for Elta Phalcon phased array radar and other mission equipment installation and system integration to be carried out by Israel Aircraft Industries.
C-37A: Military version; two (plus four options, one of which converted to firm order in 1998, another in April 1999 and a third subsequently, with fourth converted in 2001) ordered by USAF as part of VCX requirement to replace Boeing VC-137s of 89th Airlift Wing, Andrews AFB, Maryland. Announced 5 May 1997. First (97-0400) delivered 14 October 1998; second in January 1999 and third (for C-in-C USAF) 21 February 2000. US Army's Priority Air Transport Squadron operates one example. Five C-37As leased by US Air Force for delivery between August 2001 and September 2003, first aircraft handed over 28 August 2001. Further contract awarded 13 March 2002 for up to 20 for delivery between 2002 and 2012; first firm order under this contract is for one C-37A for the USAF. US Navy requires five VC-37As as replacements for VP-3A Orions; deliveries began 2002 and extend to 2009. In December 2000 US Coast Guard ordered a C-37A which was delivered m May 2002.
EC-37A: Proposed airborne combat support aircraft; Gulfstream announced at RIAT 2000, Cottesmore, UK, that it was looking for funding during late 2000 and partner to develop systems. Aimed at two roles: standoff electronic jammer and intelligence gathering, using interchangeable underwing and underfuselage pods and in-flight workstation reconfiguration.
RQ-37A: Designation ascribed to Gulfstream candidate as surrogate UAV in US Navy Broad Area Maritime Surveillance (BAMS) competition; Gulfstream V N916GA undergoing conversion as testbed in mid-2003 to be capable of remote control from ground, though carrying an onboard safety pilot.

CUSTOMERS: Three produced in 1996, 29 in 1997, 25 in 1998, 31 in 1999, 34 in 2000, 35 in 2001 and 16 in the first six months of 2002. Executive Jet International took options on two aircraft in January 1995, for delivery to its Gulfstream Shares fleet in 1998-99. Recent customers include Nigerian government; Kuwait Airways, (three, first aircraft delivered November 1999); Brunei government (one); Time Warner (two); Chrysler Corporation (two) and Executive Jet International (10, for delivery by 2004, plus 12 options); Saudi Arabian Ministry of Defence and Aviation (first of two in medevac role, handed over 15 May 2000), and the US National Center for Atmospheric Research, which ordered one in January 2002 for service entry in 2005 as a high-performance instrumented airborne platform for environmental research (HIAPER). Japanese coast guard ordered two Gulfstream Vs on 14 November 2001 at cost of approximately US$100 million.
Gulfstream delivered 100th aircraft in April 2000. Manufacture of Gulfstream V completed in 2003 with 193 aircraft (c/n 501 to 665, 667 to 693, and 699); G500/G550 followed immediately.

COSTS: US$29.5 million (fixed price) for first 24 aircraft, then US$30,5 million (fixed price) up to 39th aircraft; typically equipped price after outfitting, US$35 million; aircraft sold on Internet during December 1999 in deal valued at US$40 million. Cost of EVS system estimated at US$1 million.
Contract for one C-37A valued at US$43.4 million (2002).

DESIGN FEATURES: Gulfstream IV fuselage re-engineered to increase length by 2.13 m (7 ft 0 in); larger wing of same basic shape and interior structure, but 10 per cent more efficient than Gulfstream IV's; larger vertical and horizontal tail surfaces; flight deck volume increased by moving bulkhead 0.30 m (1 ft) aft to provide more space for pilots and to accommodate full-size jump seat; cockpit layout and instrumentation generally similar to Gulfstream IV-SP, but redesigned to incorporate human engineering changes in system control functions airstair door moved aft by 1.52 m (5 ft); avionics bay relocated. Computational fluid dynamics and CATIA design system used extensively in development.


LANDING GEAR: As G300/G400. Turning circle about wingtip 17.07 m (56 ft 0 in); about nosewheel 14.15 m (46 ft 5 in).

POWER PLANT: Two 68.4 kN (15,385 lb st) Rolls-Royce Deutschland BR710-48 turbofans with FADEC. Fuel capacity of G550 23,417 litres (6,186 US gallons; 5,151 Imp gallons) in integral wing tanks, of which 22,993 litres 6,074 US gallons; 5,058 Imp gallons) are usable. G500 capacity 19,957 litres (5,272 US gallons; 4,390 Imp gallons) usable.

ACCOMMODATION: Crew of two/three plus cabin attendant. Standard seating for 15 to 19 passengers in pressurised and air conditioned cabin. Rear windows, each side, are emergency exits. Customised interiors according to requirements.

SYSTEMS: Digitally controlled automatic cabin pressurisation system; maximum pressure differential 0.703 bar (10.2 lb/ sq in). Hamilton Sundstrand electrical power generating system profile integrated with the flight management system (FMS), and will maintain equivalent of 1,830 m (6,000 ft). Honeywell RE220 APU, designed specifically for Gulfstream V, provides engine-starting capability up to 13,110 m (43,000 ft), 40kVA of electrical power for ground and flight use up to 13,715 m (45,000 ft), and ground air conditioning, with almost twice the cooling airflow rate of the Gulfstream IV's APU.

AVIONICS: Honeywell SPZ-8500 as core system.
Flight: Three independent IRS integrated into FMS; GPS. Honeywell enhanced ground proximity warning system (EGPWS); TCAS; turbulence-detecting Doppler radar; Hamilton Sundstrand maintenance data acquisition unit; optional Northstar Technologies CT-1000 flight deck organiser system.
Instrumentation: Honeywell SPZ-8500 digital AFCS/ FMS with six 20.3 x 20.3 cm (8 x 8 in) colour LCD EFIS displays with EICAS; Honeywell/BAE Model 2020 HUD. Kollsman All Weather Window IR sensor flight testing began September 1999 to provide enhanced vision system (EVS) in conjunction with Honeywell 2020 HUD, facilitating operations in Cat. III weather on Cat. I runway, with decision height of 30 m (100 ft) and RVR of 220 m (722 ft). IR sensor flight is mounted beneath radome. Certification was due early 2001.
Mission: IBM satellite-based international communications system, including airborne voice, data, networking, fax and teleconferencing facilities, provides Gulfstream V with 'office in the sky' capability; optional Sanders AN/ALQ-204 Matador IRCM system.

Data applicable to both versions, except where stated.

Wing span: basic 27.69 m (90 ft 10 in)
Over winglets 28.50 m (93 ft 6 in)
Length overall 29.39 m (96 ft 5 in)
Height overall 7.87 m (25 ft 10 in)
Tailplane span 10.72 m (35 ft 2 in)
Wheel track (c/l shock-absorbers) 4.37 m (14 ft 4 in)
Wheelbase 13.72 m (45 ft 0 in)
Cabin: Length, aft of flight deck 15.57 m (50 ft 1 in)
Max width 2.24 m (7 ft 4 in)
Max height 1.88 m (6 ft 2 in)
Volume 47.3 m3 (1,669 cu ft)
Baggage compartment volume 6.4 m3 (226 cu ft)
Wings, gross 105.63 m2 (1,137.0 sq ft)
Weight empty, 'green' 17,917 kg (39,500 lb)
Operating weight empty, incl crew:
G500 21,682 kg (47,800 lb)
G550 21,909 kg (48,300 lb)
Allowance for outfitting 3,856 kg (8,500 lb)
Baggage capacity 1,134 kg (2,500 lb)
Payload: max: G500 3,039 kg (6,700 lb)
G550 2,812 kg (6,200 lb)
with max fuel: G500 1.134 kg (2,500 lb)
G550 816 kg (1,800 lb)
Fuel weight: max: G550 18,819 kg (41,489 lb)
usable: G500 15,966 kg (35,200 lb)
G550 18,733 kg (41,300 lb)
Payload with max fuel: G500 1,134 kg (2,500 lb)
G550 816 kg (1,800 lb)
Max T-O weight: G500 38,600 kg (85,100 lb)
G550 41,277 kg (91,000 lb)
Max landing weight 34,155 kg (75,300 lb)
Max wing loading: G500 365.4 kg/m2 (74.85 lb/sq ft)
G550 390.8 kg/m2 (80.04 lb/sq ft)
Max power loading: G500 282 kg/kN (2.77 lb/lb st)
G550 302 kg/kN (2.96 lb/lb st)
(at max T-O weight, except where indicated):
Max operating Mach No. (MMO) M0.885
Cruising speed: max 499 kt (924 km/h; 574 mph)
normal 488 kt (904 km/h; 562 mph) or M0.85
long-range 459 kt (850 km/h; 528 mph) or M0.80
Initial cruising altitude: G500 13,105 m (43,000 ft)
G550 12,500 m (41,000 ft)
Max certified altitude 15,545 m (51,000 ft)
T-0 run: G500 1,570 m (5,150 ft)
G550 1,801m (5,910 ft)
Landing run 844 m (2,770 ft)
T-0 balanced field length 1,862 m (6,110 ft)
Landing distance, S/L, max landing weight 841 m (2,760 ft)
Range, eight passengers and four crew,
M0.80, NBAA IFR reserves:
G500 5,800 n miles (10,741 km; 6,774 miles)
G550 6,750 n miles (12,501 km; 7,767 miles)

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