Flight International - November 10, 2015

ightglobal.com 10-16 November 2015 | Flight International | 35

BUSINESS AVIATION

G500 TECHNICAL DESCRIPTION

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ble with the way the aircraft are spaced. There
are key differences in range and cabin size,” he
says. Prices are fairly evenly spaced too, with
the $50 million G550 coming between the
$45.5 million G500 and the $55.5 million
G600, and the G450 at $34 million, giving cus-
tomers more entry points to the brand.

INCREASED OFFER
While the G450 will remain strong in the do-
mestic market, particularly for coast-to-coast
missions, the G550 offers that additional range
that the G600 cannot. G500 and G600 custom-
ers, however, will be swayed by the additional
cabin size, advanced flight deck and speed for
international trips, he says. His boss, chief ex-
ecutive Mark Burns, endorses this view. “We
are now spread very effectively from the G650
down to the G450,” he maintains. “The G650
speaks for itself and the G500 and G600 play
off the strengths of the G650. We have three fu-
selage sizes to offer, with the aircraft offering
different performances. We feel good about the
way we’ve segmented it.”
However, it seems likely that, at some
point, despite its price advantage, the G550
may become squeezed out by the G600. If
Gulfstream offers a range extension – as it
often does with new types following entry
into service – the range advantage of the G550
will become eroded, especially given the
higher speed of the G600, not to mention its
more advanced cockpit technology and long-
er, wider, higher cabin. That said, the G600’s
entry into service of 2019 gives the G550 a
head start. The G450, on the other hand, looks
less threatened by the G500, given its $11 mil-
lion price advantage and very distinct niche
in the market as a US domestic workhorse.
Among a spate of new departures for the
G500 and G600, two perhaps stand out – what

the pilots will experience is markedly different

to any other Gulfstream thanks to a new Sym-

metry cockpit. And, for the first time, a mod-

ern, large Gulfstream will not be powered by

Rolls-Royce. Neal says the decision to opt for

the 15,100lb-thrust (67.2kN) PW814 for the

G500, and the 15,700lb-thrust PW815 for the

G600 was made after a rigorous competition.

“We get asked all the time about why we went

for a different engine supplier, and when we

explain it our customers are very comfortable

with it,” says Neal. “Rolls-Royce will continue

to be a very valuable supplier.”

The 10,000-20,000lb-thrust class PW800

was launched in 2008 after Cessna chose it for

the Citation Columbus. After that programme

was cancelled in 2009, P&WC continued to

test and demonstrate the engine – which is de-

rived from the PurePower PW1000G geared

turbofan for airliners, and competes with GE

Aviation’s Passport 20 and Snecma’s Silver-

crest, as well as R-R’s BR725 in business avia-

tion. Unlike the Mitsubishi Regional Jet’s

PW1200G, which it most resembles, the

PW800, with redesigned low-pressure spool,

is optimised for high-altitude cruise rather

than the frequent take-offs, lower altitudes and

lower speeds of regional jets, says P&WC.

However, it is in entering the cockpit of the

G500 or G600 that the most visible change

from existing large Gulfstreams is evident. Al-

though the G650 is fly-by-wire, the new aircraft

are the first business jets with active-control

sidesticks, a technology that allows each pilot

to feel the inputs of the other and greatly im-

proves situational awareness in the cockpit,

enhancing safety, says Mike Cuson, director of

entry into service for the G500 and G600 pro-

grammes. Former military pilots may feel at

home. The sidesticks were developed by BAE

Systems for the Lockheed Martin F-35, and are

also present on the Embraer KC-390 transport.

Introducing the sidesticks recreates the me-

chanical link that pilots experience when

they use traditional control columns, says

Mark Kohler, vice-president of advanced air-

craft programmes. “With fly-by-wire you no

longer have a direct link to the flight controls.

On the G650, even though you have a central

control, it still ends up as wire,” he says. Gulf-

steam, therefore, decided to take it one step

further with active sidesticks. “Sidesticks

open up the space [in the cockpit],” he says.

“But they are also more efficient, and by mak-

ing them active you reintroduce that mechan-

ical connection. The complexity goes up, of

course, so picking a supplier like BAE was

important to us.”

The new Honeywell-provided Symmetry

flightdeck also introduces several changes,

with 10 touchscreens replacing most of the

“We are now spread very

effectively from the G650

down to the G450”

MARK BURNS

Chief executive, Gulfstream

The G500 flies faster than the G550

The G500 is due to enter service in 2018

The flightdeck will seem new, but familiar

Gulfstream

Gulfstream

Gulfstream