Gulfstream II for sale
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Information about Gulfstream II
The success of Grumman G.159 Gulfstream liners and the growing number of corporate jets forced the company to explore the prospects of Gulfstream with a turbojet engine.
In preliminary consultations with potential customers, there was a need for a high-speed aircraft with a transoceanic flight range, a large comfortable cabin, good flight data and the ability to operate from short runways. These properties and gained a version of Model G. 1159.
For it, we chose the Rolls-Royce SpeyMk 511-8 medium thrust turbofan engines installed in the rear fuselage, which, although it retained the cabin of the turboprop aircraft, but received a new low-wing wing with a 25елов sweep and T-shaped tail.
Grumman began taking orders for G. 1159, soon named Gulfstream II, in mid-1965. By the time of the first take-off on October 2, 1966, over 30 orders were received for this car. She received type certification on October 19, 1967. In the trials involved four aircraft.
The first cars were set to the flight departments of the companies National Distillers & Chemical, Coca-Cola, Dow Jones, New Oil and Pulitzer Publishing.
In May 1968, the N100P (serial No.005) from National Distiller became the first corporate jet to fly across the Atlantic without landing in both directions. The wholesale department of the firm “Grumman” received airplanes without painting and with basic avionics. Then they were modified according to the wishes of the customer. The plane, priced at $ 4 million (in 1967 prices), with interior refinement, painting, and installation required by the airborne launch vehicle could go up by another 500 thousand. Later, the firm “Grumman” abandoned its network of suppliers, giving Gulfstream to HACA customers to choose the places for fine-tuning their aircraft.
The main milestone in the development program of business aircraft firm “Grumman” was the construction of a new aircraft factory in Savannah, Georgia. The fortieth Gulfstreamll was the last to be assembled in Betpage, and on December 17, 1967, a plant in Savannah began producing products. On January 2, 1973, the company “Grumman Aerospace” formed the corporation “Grumman American Aviation”. In September 1978, it sold 80% of its shares to American Jet Industries, and the company in Savannah was named Gulfstream American.
During the serial release of Gulfstreamll, improvements were constantly made to it. The adoption in May 1975 of the 25th and 36th parts of the FAP (Federal Air Regulations) rules forced to reduce the noise of Spey engines (from aircraft No. 166). By car No. 173 tanks appeared at the wing tips for the first time, increasing the range by 555 km. Aircraft with tanks called Gulfstream II TT. GII machines of the later series have received improved avionics.
HACA, the US National Aeronautics and Space Administration (NASA), employs six Gulfstream. Four Gulfstream GII (below) serve as simulators to simulate the flight characteristics of the Space Shuttle spacecraft. They are equipped with powerful lateral force generators, flight thrust reversers, centrifugal brakes and straight lifting flaps. Cabins are divided into two sections. The Shuttle cabin is simulated on the right and the standard GII controls on the left. The first such aircraft, code N946NA, took off on September 29, 1975, after a rework at the plant in Betpage. The second (N947NA) entered the Johnson Space Center at an Air Force base in Ellington, Texas, in September 1976. Another aircraft (N944NA) was converted into a simulator in 1983, the last (N945NA) was acquired in 1990. Previously, the N945NA aircraft participated in the Hamilton Standard screw-driver propulsion test program with an eight-blade propeller (top). Shuttle landings were simulated at the White Sands, New Mexico missile range and at Edward, California, air base.
The standard version of GII (N948NA) is used as a transporter in the Johnson Space Center.
In connection with the launch of the GIII model series, the production of the Gulfstream II was completed in December 1979, after a 13-year serial production and assembly of 256 aircraft. As a side effect of the Gulfstream III program, GII owners of the later series were offered to install a WIII winglet from GIII. Thus, the flight range was increased, fuel was saved and the operating cost was reduced. Also could be installed navigation system Sperry SP-50. From 1981 to January 1987, 43 cars were redesigned, called the Gulfstream IIB.
In the early 90s, another modification of the Gulfstream IISP (Special Performance) aircraft was released. During the development of the aircraft, the designers managed to achieve an improvement in the flight characteristics without increasing the weight characteristics of the aircraft. The aircraft completely replaced the Gulfstream II model on the conveyor line of the company.
One GII was ordered under the designation VC-11A as a VIP transport for the command of the US Coast Guard.
Gulfstream II modifications:
- Gulfstream II
- Gulfstream II (G-1159)
- Gulfstream II TT
- Gulfstream IIB (G-1159B)
- Gulfstream II SP
Capacity: 19 (maximum certified)
Length: 79 ft 11 in (24.36 m)
Wingspan: 68 ft 10 in (20.98 m)
Height: 24 ft 6 in (7.47 m)
Wing area: 809.6 ft2 (75.21 m2)
Empty weight: 36,544 lb (16.576 kg)
Gross weight: 65,500 lb (29,711 kg)
Powerplant: 2 × Rolls-Royce Spey 511-8 turbofan, 11,400 lbf (51 kN) each
Maximum speed: 581 mph (936 km/h)
Maximum speed: Mach 0.85
Cruise speed: 483 mph (778 km/h)
Range: 4,123 miles (6,635 km)
Service ceiling: 45,000 ft (13,715 m)
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