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43-440: The Gulfstream II is a twin-jet swept wing corporate transport powered by two Rolls-Royce Spey turbofan engines and designed to provide high speed and long range capability without sacrificing the airport performance, reliability, and other operational advantages of its predecessor, the turboprop Gulfstream I . Preliminary design of the wing was influenced by both cruise and low speed considerations. The aft-mounted engine location

86-643: A completion centre to fit the bespoke interior and avionics as required by the customer. The company built a new production plant in Savannah, Georgia to build the Gulfstream II which opened in 1967. The first Savannah-built aircraft flew in December 1967 and production continued at Bethpage until they had completed 40 aircraft. To increase the range of the aircraft tip-tanks were certified in March 1976 and added as standard on

129-598: A sensor testbed for MIT Lincoln Labs. A G-IIB (N74A, cn 36) was modified by Aeromet of Tulsa, Oklahoma for use as the HALO1 aircraft for the US Missile Defense Agency . A G-IISP (N82CR, cn 80) was modified for use by Northrop Grumman as a demonstrator for the Broad Area Maritime Surveillance (BAMS) contract. A G-IIB (N178B, cn 125) was modified by the addition of a large dorsal fairing housing

172-475: A smaller fan delivering bypass ratios of about 0.64:1. Designed by a team under Frederick Morley, the first versions of what had become the 'Spey' entered service in 1964, powering both the 1-11 and Trident. Several versions with higher power ratings were delivered through the 1960s, but development was ended nearing the 1970s due to the introduction of engines with much higher bypass ratios, and thus better fuel economy. In 1980, Turbomecanica Bucharest acquired

215-475: A smaller fan delivering bypass ratios of about 0.64:1. Designed by a team under Frederick Morley, the first versions of what had become the 'Spey' entered service in 1964, powering both the 1-11 and Trident. Several versions with higher power ratings were delivered through the 1960s, but development was ended nearing the 1970s due to the introduction of engines with much higher bypass ratios, and thus better fuel economy. In 1980, Turbomecanica Bucharest acquired

258-523: A strike aircraft which would fly at very high speed at very low level. The winning design was the Blackburn Buccaneer . The first version of the Buccaneer, the S.1 powered by the de Havilland Gyron Junior , was underpowered in certain scenarios, although not in maximum speed, and the engine was unreliable. The Spey was chosen in 1960 as a re-engining option to give more thrust for a Buccaneer Mk.2. It

301-410: A strike aircraft which would fly at very high speed at very low level. The winning design was the Blackburn Buccaneer . The first version of the Buccaneer, the S.1 powered by the de Havilland Gyron Junior , was underpowered in certain scenarios, although not in maximum speed, and the engine was unreliable. The Spey was chosen in 1960 as a re-engining option to give more thrust for a Buccaneer Mk.2. It

344-608: A telescope by Aeromet as the HALO2 aircraft for the Missile Defense Agency. A G-II (N10123, cn 107) had tip tanks added containing ground mapping radar, along with fairings on the wing undersurface and a centerline pod. This aircraft operated as the Calgis Geosar and formerly owned by Earthdata Aviation, Fugro, and sold 2017. The aircraft is still in service as of April, 2018. NASA contracted Lockheed-Georgia to modify one G-II as

387-498: Is operated by Diamond Air Service in various configurations to support missions involving environmental measurements. In one configuration, it can carry two 3D X/L band PI SAR (Parametric Interpherometric Synthetic Aperture Radar) pods under the forward fuselage. A G-IISP (N510AG, cn 159) is operated by the Orion Air Group in support Northrop Grumman's development of the multi-role, tactical-command data link (MR-TCDL). The aircraft

430-597: The AMX International AMX attack aircraft. Examples of the Rolls-Royce Spey are on public display at the: Data from Related development Comparable engines Related lists Rolls-Royce Spey The Rolls-Royce Spey (company designations RB.163 and RB.168 and RB.183 ) is a low-bypass turbofan engine originally designed and manufactured by Rolls-Royce that has been in widespread service for over 40 years. A co-development version of

473-911: The Aviation Partners Inc. winglets (as the G-IISP), the vortex generators and midspan fence were removed and replaced with six leading edge vortilons similar to those found on the Gulfstream IV . In 2013, the FAA modified 14 CFR part 91 rules to prohibit the operation of jets weighing 75,000 pounds or less that are not stage 3 noise compliant after December 31, 2015. The Gulfstream II is listed explicitly in Federal Register 78 FR 39576 . Any Gulfstream IIs that have not been modified by installing Stage 3 noise compliant engines or have not had "hushkits" installed for non-compliant engines will not be permitted to fly in

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516-623: The North American Sabreliner . The new generation of business jets didn't match the range and comfort of the Gulfstream I and customers were demanding a jet powered variant of the Gulfstream I. When the Rolls-Royce Spey second-generation turbofan became available the program became a reality and a full-scale mock up was created. With 30 firm orders, the company launched production go-ahead on 5 May 1965. The first prototype flew from

559-553: The Sud Caravelle , BAC One-Eleven or Hawker Siddeley Trident which were then under design. Rolls-Royce then started work on a smaller engine otherwise identical in design derived from the larger RB.140/141 Medway - which itself had been cancelled after British European Airways (BEA) had demanded the downsizing of the Trident, the RB.163 , using the same two-spool compressor arrangement and

602-404: The Sud Caravelle , BAC One-Eleven or Hawker Siddeley Trident which were then under design. Rolls-Royce then started work on a smaller engine otherwise identical in design derived from the larger RB.140/141 Medway - which itself had been cancelled after British European Airways (BEA) had demanded the downsizing of the Trident, the RB.163 , using the same two-spool compressor arrangement and

645-416: The 16,000 lb wet thrust J79 turbojets with a pair of 20,515 lb wet thrust Spey 201 turbofans. These provided extra thrust for operation from smaller British aircraft carriers, and provided additional bleed air for the boundary layer control system for slower landing speeds. The air intake area was increased by twenty per cent, while the aft fuselage under the engines had to be redesigned. Compared to

688-416: The 16,000 lb wet thrust J79 turbojets with a pair of 20,515 lb wet thrust Spey 201 turbofans. These provided extra thrust for operation from smaller British aircraft carriers, and provided additional bleed air for the boundary layer control system for slower landing speeds. The air intake area was increased by twenty per cent, while the aft fuselage under the engines had to be redesigned. Compared to

731-545: The Bethpage facility on 2 October 1966 for a 52-minute maiden flight. Four aircraft were used in the certification program and the FAA Type Certificate was awarded on 19 October 1967. Although the aircraft would not be economic to fly as an airliner, it was certified to meet public transport standards. The Gulfstream I was sold through a number of dealerships. The Gulfstream IIs were produced as green aircraft and delivered to

774-459: The Gulfstream II high angle of attack characteristics and the absence of a deep stall influence on configuration sizing and arrangement was attributed to the mitigating influence of the nacelle-wing overlap on nacelle contribution. Configuration buildup studies revealed the adverse nacelle influence on tail pitching moment contribution above 30 degrees angle of attack was not unduly severe and no appreciable effect on elevator or stabilizer effectiveness

817-419: The Gulfstream II indicated that stable trim conditions existed up to 45 degrees angle of attack. The elevator deflection required to trim to the primary stall at most forward center of gravity was sufficient to trim a deep stall at the aft center of gravity, but recovery from deep stall was immediate upon forward stick motion, and more than adequate nose-down elevator control was available. The acceptability of

860-607: The Propfan Test Assessment aircraft (N650PF, cn 118). The aircraft had a nacelle added to the left wing, containing a 6000 hp Allison 570 turboprop engine (derived from the XT701 turboshaft developed for the Boeing Vertol XCH-62 program), powering a 9-foot diameter Hamilton Standard SR-7 propfan . The aircraft, so configured, first flew in March 1987. After an extensive test program, the modifications were removed from

903-625: The Spey between Rolls-Royce and Allison in the 1960s is the Allison TF41 . Intended for the smaller civilian jet airliner market when it was being designed in the late 1950s, the Spey concept was also used in various military engines, and later as a turboshaft engine for ships known as the Marine Spey , and even as the basis for a new civilian line, the Rolls-Royce RB.183 Tay . Aviation versions of

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946-415: The Spey between Rolls-Royce and Allison in the 1960s is the Allison TF41 . Intended for the smaller civilian jet airliner market when it was being designed in the late 1950s, the Spey concept was also used in various military engines, and later as a turboshaft engine for ships known as the Marine Spey , and even as the basis for a new civilian line, the Rolls-Royce RB.183 Tay . Aviation versions of

989-625: The aircraft and the aircraft became a Shuttle Training Aircraft (STA). A modified version of the G-II, called the Shuttle Training Aircraft (STA), mimics the cockpit configuration and flight characteristics of the Space Shuttle and is used by NASA as a training airplane for practice shuttle approaches (referred to as "dives"). Four G-IIs were used for this purpose N945NA, cn 118; N944NA, cn 144; N946NA, cn 146, and N947NA, cn 147 (cn 118 above

1032-522: The aircraft as part of fractional ownership programs. Nelson Rockefeller , Gerald Ford's Vice President and scion of the Rockefeller family, personally owned a Gulfstream II (N100WK, cn 77) which he preferred to fly in over the Convair C-131 Samaritan , then being used as Air Force Two for domestic flights. As such it has the distinction of having used the " Executive Two " callsign while he

1075-519: The base model Spey have accumulated over 50 million hours of flight time. In keeping with Rolls-Royce naming practices, the engine is named after the River Spey . In 1954 Rolls-Royce introduced the first commercial bypass engine, the Rolls-Royce Conway , with 17,500 lbf (78 kN) of thrust aimed at what was then the "large end" of the market. This was far too large for smaller aircraft such as

1118-407: The base model Spey have accumulated over 50 million hours of flight time. In keeping with Rolls-Royce naming practices, the engine is named after the River Spey . In 1954 Rolls-Royce introduced the first commercial bypass engine, the Rolls-Royce Conway , with 17,500 lbf (78 kN) of thrust aimed at what was then the "large end" of the market. This was far too large for smaller aircraft such as

1161-444: The contiguous 48 states after December 31, 2015. 14 CFR §91.883 Special flight authorizations for jet airplanes weighing 75,000 pounds or less – lists special flight authorizations that may be granted for operation after December 31, 2015. Grumman had delivered over 150 turboprop Gulfstream Is by the start of 1965 but were gaining competition from the jet powered Lockheed Jetstar , Hawker Siddeley HS.125 , Dassault Falcon 20 and

1204-540: The leading edge radius to preclude leading edge separation. The high lift configuration, consists of a one piece, single-slotted Fowler flap of 30% chord. Stall initiation on the basic wing was found to occur at midspan but spread rapidly to the tip, particularly at large flap deflections. The addition of an upper surface fence at about midspan provided a strong pitch down at the stall, without sacrificing maximum lift, and also afforded an adequate margin between initial and tip stall. The high angle of attack investigations on

1247-748: The license for the Spey 512-14 DW version, which propelled the Romanian built BAC One-Eleven aircraft (Rombac One-Eleven). Spey-powered airliners remained in widespread service until the 1980s, when noise limitations in European airports forced them out of service. In the late 1950s the Soviet Union started the development of the Sverdlov-class cruisers that would put the Royal Navy at serious risk. The Naval Air Warfare Division decided to counter this threat with

1290-484: The license for the Spey 512-14 DW version, which propelled the Romanian built BAC One-Eleven aircraft (Rombac One-Eleven). Spey-powered airliners remained in widespread service until the 1980s, when noise limitations in European airports forced them out of service. In the late 1950s the Soviet Union started the development of the Sverdlov-class cruisers that would put the Royal Navy at serious risk. The Naval Air Warfare Division decided to counter this threat with

1333-465: The major reasons it remained in service even when newer designs were available. With the need for a 10,000 to 15,000 lbf (44 to 67 kN) thrust class engine, with better specific fuel consumption and lower noise and emission levels, Rolls-Royce used Spey turbomachinery with a much larger fan to produce the Rolls-Royce Tay . A fully updated version of the military RB.168 was also built to power

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1376-408: The major reasons it remained in service even when newer designs were available. With the need for a 10,000 to 15,000 lbf (44 to 67 kN) thrust class engine, with better specific fuel consumption and lower noise and emission levels, Rolls-Royce used Spey turbomachinery with a much larger fan to produce the Rolls-Royce Tay . A fully updated version of the military RB.168 was also built to power

1419-472: The original turbojets, the afterburning turbofans produced a ten and fifteen per cent improvement in combat radius and ferry range, respectively, and improved take-off, initial climb, and acceleration, but at the cost of a reduction in top speed because compressor outlet temperatures would be exceeded in an essentially subsonic civil design. During its lifetime the Spey has achieved an impressive safety record. Its relatively low maintenance costs provide one of

1462-472: The original turbojets, the afterburning turbofans produced a ten and fifteen per cent improvement in combat radius and ferry range, respectively, and improved take-off, initial climb, and acceleration, but at the cost of a reduction in top speed because compressor outlet temperatures would be exceeded in an essentially subsonic civil design. During its lifetime the Spey has achieved an impressive safety record. Its relatively low maintenance costs provide one of

1505-556: The production line from aircraft #183, although the customer could opt not to fit them. Production of the Gulfstream II ended at Savannah in December 1979. Between 1981 and 1987 43 aircraft were converted to Gulfstream IIB standard with new wings and advanced avionics based on the newer Gulfstream III. Gulfstream IIs have been popular as special mission aircraft, particularly when used aircraft became available for less than $ 1 million. A G-II (N105TB, cn 31) had underwing pylons and various fuselage appendages added to enable it to operate as

1548-524: The wing are similar to those of the Grumman A-6 Intruder aircraft and utilize NACA 6-series thickness distributions combined with an in-house mean line. A buffet boundary commensurate with the M=.85 speed capability was attained by incorporating a row of co-rotating vortex generators on the outer wing panel. In developing the wing contours, attention was paid to the aircraft's low speed requirements by tailoring

1591-744: Was also predicted to increase range by 80%. The engine was a militarized version of the BAC 1-11 Spey, and called the RB.168-1 . The Buccaneer S.2 served into the 1990s. A Spey derivative, designed and developed jointly by Rolls-Royce and Allison for the LTV A-7 Corsair II , was produced under licence in the United States as the TF41 . The British versions of the McDonnell Douglas F-4 Phantom II (designated Phantom FG.Mk.1 and FGR.Mk.2) replaced

1634-462: Was also predicted to increase range by 80%. The engine was a militarized version of the BAC 1-11 Spey, and called the RB.168-1 . The Buccaneer S.2 served into the 1990s. A Spey derivative, designed and developed jointly by Rolls-Royce and Allison for the LTV A-7 Corsair II , was produced under licence in the United States as the TF41 . The British versions of the McDonnell Douglas F-4 Phantom II (designated Phantom FG.Mk.1 and FGR.Mk.2) replaced

1677-421: Was found. It was found in flight testing that the stall characteristics were satisfactory but did not preclude stall penetrations to the point of secondary stall pitchup. Rather than pursue a lengthy flight test research effort, and in view of the excellent primary stall behavior, it was decided to mechanically limit the extent of stall penetration with a stick shaker and stick pusher . During installation of

1720-559: Was in office. Data from Jane's All the World's Aircraft 1984-85 General characteristics Performance Related development [REDACTED] Media related to Grumman Gulfstream II at Wikimedia Commons Rolls-Royce Spey The Rolls-Royce Spey (company designations RB.163 and RB.168 and RB.183 ) is a low-bypass turbofan engine originally designed and manufactured by Rolls-Royce that has been in widespread service for over 40 years. A co-development version of

1763-517: Was modified with 19-inch and nine-inch, satcom dish-antennas, as well as additional radomes on the top and bottom. A G-II TT (N81RR, cn 246) is being modified for NASA, by the addition of fuselage appendages and underwing pylons, to serve as the High Ice Water Content (HIWC) sampling aircraft. The aircraft is operated by private individuals, companies, non-government organizations and executive charter operators. A number of companies also use

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1806-615: Was reconfigured for this purpose). A G-IISP (N950NA, cn 185) was modified by the addition of a wing tip pod and a ventral radome as the HALO3 aircraft for the Missile Defense Agency. This aircraft serves as a target for the Boeing YAL-1 Airborne Laser Testbed. A G-IIB (N779LC, cn 88) has been modified with the same large dorsal fairing as N178B (HALO2), as the HALO4 aircraft for the Missile Defense Agency. A G-II (JA8431, cn 141)

1849-409: Was selected after extensive analysis and design iterations considering aerodynamic, structural, and ground clearance requirements. Airfoil geometry was developed to maximum sweep benefit from the selected planform. The interference problem at the wing-body juncture was treated by modification of the airfoil shape and thickness over the inner third of the wing span. The basic airfoils for the main area of

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