G-II performance numbers needed

[satpak77]

Could someone please post "real world" performance for a Gulfstream-II (two) with G-III radome and Aviation Partners winglets.

I am looking for

Range -
Runway Length required -
Max Weight possible (how much weight can be transported) with full fuel -
Endurance -
etc

Thank You

 

[gutshotdraw]

Could someone please post "real world" performance for a Gulfstream-II (two) with G-III radome and Aviation Partners winglets.

I am looking for

Range -

Relative term that I always hated. Run a flight plan against current winds and worry about endurance. Anything under 6 hours and your good to go. 6:00-6:30 you want a good alternate. 6:30 + is pretty much perfect day VFR with more than one runway available.

Runway Length required -

Never had a problem departing SBA with a full bag of gas for Hawaii. Memory is a bit spottier on higher and hotter takeoffs but did ASE-MDW in July with no worries.

Max Weight possible (how much weight can be transported) with full fuel -

Depends on how heavy your interior completion is but I could do 5 or 6 pax with the full 23,500 lbs fuel in my airplane.

Endurance -

Fly 250 to .75 and cruise at .75 for routine long range trips. You want to be landing by about 6:30. If you really dig in the Cruise Control manual that Aviation Partners gives you and keep whittling the Mach number back after reaching FL 450, you could keep it in the air for a bit over 7 and land with 3000-ish pounds. I don't recommend that. Damn South Pacific controllers...

etc

Took off from Gander once at max t/o weight and reached FL 410 in 13 minutes and 132 miles downrange to get on top of the old RVSM airspace. At ISA +9. Great machine.

Thank You

My favorite airplane.

 

[satpak77]

good info thanks. So I am taking from this the comforable IFR range is around 2600 NM (5.8 HRS at 450 KNOTS)

(give or take some)

 

[bizjet800]

good info thanks. So I am taking from this the comforable IFR range is around 2600 NM (5.8 HRS at 450 KNOTS)

(give or take some)

2600 NM is really pushing it, unless you have a good tailwind. I use .26 AOA for LRC. I've found that's the most effective speed to use, but that's not 450 kts., more like 410kts/.71 Mach give or take.

 

[satpak77]

ok cool, thanks everybody

 

[BoilerUP]

How does the G-III's performance compare to the G-II? I'm sure its "better" but just curious how.

 

[johnsonrod]

How do the addition of winglets improve the range given an average load and winds (range)? I guess we are talking about a GIISP.

 

[gutshotdraw]

How does the G-III's performance compare to the G-II? I'm sure its "better" but just curious how.

The extra 5000 pounds of gas is....nice.

 

[BoilerUP]

The extra 5000 pounds of gas is....nice.

That's worth what, another 1.5-2hrs cruise endurance?

 

[gutshotdraw]

Sounds about right. I have flown the III but never maxed out the range like I have in the IISP.

 

[ProFracPilot]

2600 NM is really pushing it, unless you have a good tailwind. I use .26 AOA for LRC. I've found that's the most effective speed to use, but that's not 450 kts., more like 410kts/.71 Mach give or take.

If you get into the CC Manual, you'll find that LRC is a moving Mach, starting out near M.80 and slowing as you get lighter. This is problematic when operating in non-radar (NAT-MNPS or CEPAC) as you are required to maintain a constant Mach in cruise. If you're transiting the U.S. in radar coverage, the .26 AOA for LRC can be a good reference - assuming it is calibrated properly . YMMV.

The (straight pipe - yeaahhh ) GII I flew for many years didn't like to do much less than M.74. I never could figure out why. If you tried to slow much more the Mach would quickly roll back below M.68. Hawaii off the west coast was iffy certain times of the year.

You can stay up high late and come downhill at 360+ KIAS. You can accommodate most any ATC speed request, including maintaining a fairly high speed until on short final (ala the 727). Unlike the -IV which will float, the -II (without winglets) is draggy so it will bleed speed quickly and predictably in the flare.

I sure miss that 'ol girl. A wonderful airplane to fly.

 

[gutshotdraw]

I hear you Pro. After flying the SP exclusively, I did a contract trip in a straight-pipe, straight wing II. When I brought up the power, WHAT THE H IS THAT NOISE? Had a tendency to "stop flying" a whole lot sooner than the SP as well.

 

[ProFracPilot]

When I brought up the power, WHAT THE H IS THAT NOISE?

As you now know GSD, THAT was the sweet sound of RB511-8 Speys accelerating to 11,400 lbs of thrust each at Min EPR. The groan those things made as the bleed straps closed was nothing short of spine tingling the first time I heard it. Nothing roars like straight-pipe Spey, especially if you are launching on a nice cool morning with low ceilings

 

[gutshotdraw]

I LOVE that. Piss off the noise whiners AND the global warmers all at the same time...

 

[CDogg]

GIIB.... great ride.