The $24 million Gulfstream G250 is the spiritual successor to the Gulfstream II, even though the airframe is built by in Tel Aviv. Slated for certification this year, the G250 retains the G200’s basic fuselage tube created for the Astra IV, thus it has the widest and highest cabin cross section in the super-midsize class. The usable cabin length is one-third longer than the G200 because the aft fuselage fuel tank has been eliminated. The increased cabin length also makes room for two additional cabin windows on each side of the aircraft. In addition, without the aft aux tank, passengers also have inflight access to the aft baggage compartment.
True to the high-performance legacy of Savannah-built Gulfstream aircraft, the G250 has a large, 495-sq.-ft. wing that incorporates G550 transonic airfoil aerodynamics, a T-tail and powerfulHTF7250G turbofans, rated at 7,445 lb thrust for takeoff. It has the sportiest thrust-to-weight ratio in the super-midsize class, the longest range, the highest maximum mach cruising speed and the best fuel efficiency at Mach 0.80. It can fly eight passengers 3,200 nm while cruising at Mach 0.80, thus becoming the class leader in range/payload performance. That’s impressive because the G250 actually has less fuel capacity than the G200 and it has a 3,950 lb higher empty weight. But it climbs quicker, cruises higher and faster, plus it squeezes more miles out of each pound of fuel because of its superior wing aerodynamics and more-efficient engines.
The G250 promises to offer the shortest takeoff field lengths on equal length missions of any super-midsize class aircraft, including the Challenger 300. The G250 owes its strong runway performance to a classic Gulfstream blend of relatively low wing loading and high thrust-to-weight ratio.
Aircraft systems have been upgraded. Similar to the Challenger 300, the G250 has relatively small, manually actuated ailerons to provide natural aerodynamic feedback, as well as jammed flight control disconnect protection. The ailerons are complemented by comparatively large, fly-by-wire spoilerons to provide robust roll control authority. The rudder has dual fly-by-wire digital control systems and the elevator has dual hydraulic actuators with jammed flight control disconnect protection. Similar to the G650, the tail has a fully trimmable stabilizer.
Up front, pilots will find Gulfstream’s signature PlaneView250 avionics suite, based upon Collins Pro Line Fusion and featuring three, landscape-configuration, 15-in. displays along with dual Honeywell Laseref IV IRS units. Autothrottles and JeppView electronic charts are standard. An optional second file server will make possible paperless chart operations. Portable PlaneBook computer tablets will host electronic AFM, QRH, weight-and-balance and operating manuals.
Synthetic vision and Gulfstream’s second-generation HUD and enhanced vision systems will be optional, as will be XM radio weather, predictive wind-shear weather radar and electronic en route charts. Similar to other super-midsize aircraft, the G250 will feature brake-by-wire. But it also will have an auto-braking system.
Gulfstream long has been known for its cabin completions expertise and the G250 will benefit from advancements developed for its Savannah-built aircraft. The cabin will feature Gulfstream’s Cabin Essential architecture that provides avionics-like fail-active, dual-channel redundancy for lighting, temperature control, entertainment, water and waste systems.