Gulfstream V Ops Survey

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Gulfstream Product Support:Best in Class, Priced AccordinglyOperators praised Gulfstream for superb product support. “On three different occasions,we needed them here now,” reported Greg Kesel, who flies a GV for RochesterAviation. “And they were here now.” For folks within two or three hours of Savannah,Gulfstream dispatches its dedicated G100 with parts for critical AOG situations.A premium price tag accompanies such top-notch support, operators said. WhileGulfstream reduced prices on 2,700 items in April 2002 and 7,000 more parts in October2004, operators still wince when they look at invoices.pack inlet valves and new pressure controllersthat will be available as a no-chargeupgrade by June.The fuel quantity management systemreceived a few gripes. Lockheed’s Tedesco,for instance, said he’s had problems withfuel quantity probes and connectors, plusthe selectable quantity refill system.The GV is designed with three-zone climatecontrol, divided into cockpit, forwardcabin and aft cabin sections. Some operatorssaid temperature and air flow controlin the cockpit needs improvement. Gulfstreamnow has identified the problem anda completely redesigned air duct system isbeing installed in production aircraft. Thefirm is evaluating an optional retrofit kit forolder aircraft.Early GV aircraft had high hydraulicpump failure rates. Each engine was fittedwith a pair of Vickers pumps for redundancy.This configuration proved unreliable,so Gulfstream retrofitted thefleet with single-side Abex pumps. Operatorsreported no pump failures after themodification.The hydraulic system of the aircraft, similarto earlier Gulfstreams, also has an auxiliarysubsection incorporated in theleft-side hydraulic system. The aux systemhas an electric pump enabling it to powerthe flaps, landing gear and main gear doors,main entry door actuators and wheel brakeswhen the engine-driven pumps are not operating.Unlike the GIV’s, the aux system,rather than the main left-side system, alsopowers the nosewheel steering. This meansthat a leak in the nosewheel steering (NWS)system can completely deplete all fluid inthe left-side system, including the two-gallonreserve in the aux reservoir, if the auxpump is turned on continuously. Operatorscaution that a few GV aircraft have sufferedcomplete loss of all left-side hydraulic functionswhen the NWS system developed aserious leak and the pilots turned on the auxpump. Gulfstream subsequently developedmore-robust NWS components to preventpossible leaks.The overall grade for the wheel brakeswas a basic “B.” However, operators praisedthe system for having strong stoppingpower and long life. Gulfstream is continuingdevelopment of smoother braking actionfor the GV.Exterior paint and interior completionsrated “B” as well. Operators said that thenew paint shop at Gulfstream Long Beachcenter had initial quality control problems,but a few operators also said the problemwas more widespread. Most of the shortcomingsseem to have resulted from thetransition to low volatility paints in the earlyto mid-1990s, coatings that are more difficultto apply than well-proven, linearpolyurethane paints.Some operators also said they’ve haveproblems with wood veneers delaminatingfrom cabinet structures and cracking inhigh-gloss wood finishes. Most of theproblems were resolved under warranty.Gulfstream officials said that the rootcauses of such deficiencies have been identifiedand eliminated. The Long Beach facility’squality control now is on a par withGulfstream’s best completion centers, accordingto the manufacturer.FlightSafety International and CAESimuFlite now provide initial and recurrentsimulator training services, a choice laudedby operators. Grades for the two firms wereclosely matched, with FSI earning a slightedge. Operators said the competitioncaused FSI to improve its offerings considerably,but SimuFlite beats its rival on price.SimuFlite lost a few points to FSI for thequality of its classroom instruction, accordingto operators.Product support from Gulfstream, Rolls-Royce and Honeywell received good tomarks from operators.Long-Term Loyalty,But Temptation LurksMost operators are so enamored with theGV’s reliability and Gulfstream’s productsupport that it would take serious temptationto make them consider another brandof long-range aircraft.“Each [ultra-long-range] aircraft has itsshining moments,” commented MarathonOil’s Radkey. “The GV does everything farbetter than we had hoped, and some competitorshave had teething problems. Thisis the best of the three offerings and it sailedthrough delivery with no problems,” he saidExterior paint and interior completions rated “B.”The overall grade for the wheel brakes was a basic “B.” However, operators praised the system forhaving strong stopping power and long life.www.AviationNow.com/BCABusiness & Commercial Aviation ■ March 2005 39
Operators SurveyHoneywell SPZ-8500 Avionics:Proven and Reliable, but SlowWhen Honeywell’s SPZ-8000 made its debut in the mid-1980s, it set new standardsfor performance, capabilities and display technology. In keeping with the GV’s evolutionarydesign, Gulfstream chose a low-risk derivative of the GIV-SP’s SPZ-8400 forthe cockpit of its newest long-range business jet. The race was on to beat the GlobalExpress to the market and Gulfstream wanted no unexpected twists en route to thewinner’s circle.Since the GV entered service in the mid-1990s, though, avionics technology hasleaped forward at a record pace, raising operators’ expectations regarding avionicssystem performance. By today’s standards, the SPZ-8500 just seems too slow, accordingto some GV operators. The NZ-2000, in particular, was criticized for being tooslow to handle its complex 3-D navigation tasks, including step climbs and verticalnavigation waypoint/altitude crossing restrictions. Honeywell officials say the FMS’sPentium CPU has plenty of reserve power, but 3-D performance computations arecomplex.As for performance computation enhancements inside the NZ-2000, a Honeywellrepresentative said, “I don’t see much change.”But Honeywell is working on reducing data transfer cross-loading delays betweenFMSes. If triple FMSes are installed, though, more time is required to cross-load databetween systems. Honeywell is working on a reduced message set that will speed upthe cross-loading function.John O’Meara, Gulfstream’s flight test director, said it’s also important to load flightplan changes into the master FMS rather than the slave unit. And the most FMS-proficientpilot in the cockpit should program the system. He says he has not experiencedundue delays when using the NZ-2000 and SPZ-8500 avionics package, but he’s alsoone of the world’s most experienced GV pilots.Operators also complained about poor reliability of the infrared EVS camera. Gulfstreamand Kollsman made improvements to the IR camera, boosting average reliabilityin G550s to 3,000 hours. As IR cameras are returned for service, they’re fittedwith upgraded sensors. This should boost MTBF to 10,000 hours, Gulfstream officialsclaim. Gulfstream officials also say that even when it’s working perfectly, EVSwon’t see through wet clouds, and warm inversion layers cause some backgroundblooming.Passengers also have had problems with the satellite TV system. Honeywellofficials say it’s mainly the result of making the transition from one satellite to another.This requires tracking of a new satellite and frequently a channel change. Honeywellis working on a software upgrade that will make better transitions between TVsatellites.40 Business & Commercial Aviation ■ March 2005while comparing the GV with the GlobalExpress and Falcon 900EX.“It’s proven, rock-solid technology; it’s anevolution from [Grumman] Bethpage,” saidTAG Aviation’s Saul. “Gulfstream Aerospaceis financially sound, and there arelarge numbers of GV aircraft in the fleet,resulting in a broad field of expertise, andgood logistics and technical support.” Notably,Bombardier’s delayed entry into the6,000-plus-nm range business aircraft marketenabled Gulfstream to deliver 50 percentmore GVs than Global Express aircraftinto service up until 2002.“Gulfstream’s customer support is far superior.The GV’s overall performance is impressive,and it has better resale value,” saidCountrywide’s Johnson. Indeed, GVs appearto retain a higher percentage of originalpurchase price in the resale market.The GV, however, needs a wider cabin forultra-long-range missions, operators such asTAG’s Saul, Radical Ventures’ Taylor and aNorthwest U.S. operator, among others,said. One large fleet operator who operatesa GV and a Global Express said his chairmanalways takes the Global unless he needsthe extra range offered by the GV. And withdeliveries of the longer range Global ExpressXRS now pending, the temptation tochange brands will become greater.But Gulfstream’s product support was theturning point in many sales competitions.“Global Express just didn’t have the reputationfor customer support,” said Kesel ofRochester Aviation. It’s considerably improvednow, but GV customers still sayBombardier has a long way to go to catchup with Gulfstream.For now, the GV and its successors theG500 and G550 retain the lead in this marketsegment. The later models entice GVoperators to upgrade with promises of moreavailable cabin room, the PlaneView cockpit,250 miles more range and improvedrunway performance.Balance is the bottom line for the GV.“I’ve been flying Gulfstreams since 1980.The Gulfstream is the one to be on whetherin front or in back,” said TAG’s Saul.“It has reliability, capability and flexibilityso you can fly when and where you need.You’ll have to send no regrets to your chairman,”said SCI’s Wilson. “It’s a helluva lotof fun to fly. It’s the epitome of what you’dlove to fly all the way to retirement,” saidRochester Aviation’s Kesel.“This is what it boils down to: Ithas range, reliability, performance andproduct support,” attested Lockheed-Martin’sTedesco. GV operators savor thisoverall mix of qualities. “It’s just a greatblend,” said Starbucks’ Jim Bennett. Commentslike those smell sweet to the folksin Savannah. B&CAwww.AviationNow.com/BCA
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