Primary Flight Control GULFSTREAM G280

DETAILED DESCRIPTION

N855A, // SN 2044, Two U.S. Owner Pedigree Since New, Maintained by Gulfstream Services Center, Engines & APU on MSP GOLD, ATG-5000 Wi-Fi, ADS-B | CPDLC | FANS-1/A | TCAS 2000 with change 7.1, HUD II | EVS (Heads Up Display | Enhanced Vision System). Total Time since New 1,755 Hours since New, Total Cycles since New 1,218 Cycles since New Manufacturer Date 2014, Home Base: Tulsa, OK, Maintenance Tracking, G-CMP, Current Regulation, Operated Under FAA Part 135, Program Coverage, CASP.

Although the G280 traces its heritage to North American Rockwell, Galaxy Aerospace and Israel Aerospace Industries (which manufactures the airframe), the super-midsize jet is all Gulfstream, from the design of the wing to the elegantly equipped cabin and the outstanding performance that pilots have come to expect from the Savannah, Georgia, manufacturer. More visit website; https://www.primaryflightcontrol.com/aircraft-listing/id/1340

Ultimately, the G280 doesn’t share much with the G200/Galaxy except the size and shape of the fuselage. The engines, wing, empennage, avionics, and systems are all new and improved, and thus the G280 required its own new type certificate.

It’s not surprising that Gulfstream chose to model aspects of the G280 after its larger airplanes. The company’s wing designs are famously clean, with no leading-edge devices, flow fences, or flap track canoes to add complexity and hamper efficiency. The G280 wing, which is swept more than the G200’s and has newly engineered winglets, was designed nearly in parallel with the G650’s, according to G280 vice president, mid-cabin programs Rick Truss, and it features a high-profile aerodynamic design and efficient airfoil, he said, “with performance born out of the GV/G550.”

The other big difference compared to the G200 is the T-tail, which is more efficient than the G200’s cruciform-style empennage and also makes the G280 slightly longer. “We wanted it to look more like a Gulfstream,” he said.

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The G280’s spoilers are fly-by-wire-controlled, and this allows for automatic spoiler deployment, which facilitates steep-approach capability and the G280’s certification for London City Airport. The rudder is also fly-by-wire controlled.

The G280 is Gulf Stream’s first design certified with an auto braking system, which is a natural addition to the jet’s brake-by-wire system. (The G650 also has auto brakes, but that was certified later, as follow-on.) Auto brakes help improve runway performance, shortening balanced field length, and adding to overall safety and comfort. “The avionics and performance of this aircraft allowed us to take advantage of this technology,” Truss said. “They’ve been really well received.”

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What buyers get with the $24.5 million G280 is a cabin nearly as wide as the classic Gulfstream fuselage, but obviously not as long. The G280 cabin measures 25 feet 10 inches in length and is typically outfitted for 10 passengers. The G450 (no longer in production) is about 15 feet longer. At 7 feet 4 inches, the G450/G550 cabin is just two inches wider than the G280’s.

When comparing height between the classic large-cabin Gulfstream fuselage and the G280, the smaller jet is one inch taller, but that’s because it retains the drop aisle from the G200, not the flat-floor found in the larger jets. Truss explained that a flat floor wouldn’t work in the G280. “[The drop aisle] allows for a much larger volume,” he said. “The airplane feels more spacious for its cabin width. Having that slight step-down allows for the [taller] height in the center. And we were also able to put the seats into better proximity to the windows at the wider part of the fuselage. The seats align well with the outside view.”

The G280’s 19 cabin windows (four more than the G200) are larger than the G200’s, although not the same size or configuration as those in the large-cabin Gulfstream. “We would have had to redesign the fuselage,” he said. “They align well with the cabin interior,” and due to the large number of windows, add lots of natural lighting. The lavatory has its own window, too.

ENGINE TECHNOLOGY

The G280’s engines are Honeywell’s HTF7250G, each delivering 7,624 pounds of thrust, flat-rated to ISA +15 degrees C. The engines are built with dual-channel Fades, nacelles, and thrust reversers all in an integrated propulsion package.

With a wide-chord damper less fan measuring 34.2 inches (86.9 cm) in diameter, the HTF7000 series has a 4.4 bypass ratio. The engine’s compressor airfoils were designed using straight-line-element technology, a design technique that delivers more consistent performance for machined airfoils. The combustor is a low-emission, effusion-cooled design, and high-pressure turbine blades are transpiration-cooled.

One of Honeywell’s goals for the HTF7000 series was ease of maintenance, which helps keep costs down and improves reliability. According to the company, “Individual LRUs can be replaced on average in 20 minutes or less with no shimming, rigging, or adjusting, using standard hand tools with nothing more than an idle-power leak check.” The engine is fitted with 39 “strategically placed bore scope ports for 360-degree visibility” when inspecting gas path components.

Flying in a G280 vs. G200

If you park a G200 next to a G280 you can see that they are two very different aircraft. The most obvious change is the tail. The G280 has a capital T – which is common with Gulf Stream’s largest aircraft. But the most significant difference is the wing.

The new wing allows it to climb faster and fly further. G280s can climb faster than any other Gulfstream aircraft as well as being exhilarating for passengers it also allows pilots to quickly climb above bad weather and opens up shorter runways for the G280.

Most crucially the wing and engines enable the G280 to fly 200 nautical miles further at a higher speed. Izzard says: “3,600 nautical is the sweet spot for a super mid-cabin aircraft, it makes crossing the Atlantic easily doable with margin.” (G200s have crossed without re-fuelling but it is not possible in all wind conditions.”