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Grumman Gulfstream II
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Gulfstream II

G-1159 Gulfstream II of the Government

of Mauritania at Basle in 1987
Role
National
origin

Business jet
United States

Manufactur Grumman/Gulfstream
er
Aerospace
First flight 2 October 1966

Produced
Number
built

1967- Late 70s

258

Developed
Grumman Gulfstream I
from
Variants

Gulfstream III

A highly modified GII used to flight test systems hardware for the Broad Area
Maritime Surveillance (BAMS) UAV contract bid, seen here taxiing at Mojave

The Gulfstream II (G-II) is an American twin engine business jet designed and built by
Grumman and then in succession, Grumman American and finally Gulfstream American. Its
Grumman model number is G-1159 and its US military designation is C-11 Gulfstream II. It
has been succeeded by the Gulfstream III. The first Gulfstream II flew on October 2, 1966.[1]
Contents

1 Design

2 Variants

3 Special mission variants

4 Operators
o

4.1 Military operators

4.2 Civil Operators

5 Accidents and incidents

6 Aircraft on display

7 Specifications

8 See also

9 References

10 External links

Design

The Gulfstream II is a twin-jet swept wing corporate transport 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 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 wingbody 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 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 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.[2]
The high angle of attack investigations on 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 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
was found.[2]
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.[2]
During installation of 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.[3]
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 II's 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 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.
Variants
Gulfstream II
Twin-engined executive, corporate transport aircraft, with accommodation
for up to 14 passengers, powered by two Rolls-Royce Spey RB.168 Mk 5118 turbofan engines.[1] Received FAA Type Certificate A12EA on October 19,
1967.[4]
Gulfstream II TT
Modified version with tip tanks. FAA certified May 13, 1977.
Gulfstream IIB
Modified version, the wingleted wings of the Gulfstream III were fitted to
the body of the Gulfstream II. FAA certified on September 17, 1981.
Gulfstream II SP
Aircraft modified by the addition of Aviation Partners winglets. FAA
certified under STC ST00080SE on April 22, 1994. [3]
VC-11A
VIP transport version for the US Coast Guard. One built.
Special mission variants

Gulfstream IIs have been popular as special mission aircraft, particularly when used aircraft
became available for less than $1 million.[5]
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 N944NA, cn 144; N945NA, cn 118; N946NA, cn 146 and N947NA, cn 147.
[6]

NASA contracted Lockheed-Georgia to modify one G-II as the Propfan Test Assessment
aircraft (N650PF, cn 118). The aircraft had a nacelle added to the left wing, containing an
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 the aircraft and the aircraft became a Shuttle
Training Aircraft (STA).[7][8]

One G-II (N82CR, cn 80)was modified for use by Northrop Grumman as a demonstrator for
the Broad Area Maritime Surveillance (BAMS) contract.[9]
One G-IIB (N74A, cn 36) was modified by Aeromet of Tulsa, Oklahoma for use as the
HALO I aircraft for the US Missile Defense Agency.[10]
A second G-IIB (N178B, cn 125) was modified by the addition of a large dorsal fairing
housing a telescope by Aeromet as the HALO II aircraft for the Missile Defense Agency.[11]
A G-IISP (N950NA, cn 185) was modified by the addition of a wing tip pod and a ventral
radome as the HALO III aircraft for the Missile Defense Agency. This aircraft serves as a
target for the Boeing YAL-1 Airborne Laser Testbed.[12]
Another G-IIB (N779LC, cn 88) has been modified with the same large dorsal fairing as
N178B, as the HALO IV aircraft for the Missile Defense Agency.[13]
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 is now owned by Earthdata Aviation.[14]
A G-II (N105TB, cn 31) had underwing pylons and various fuselage appendages added to
enable it to operate as a sensor testbed for MIT Lincoln Labs.[15]
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.[16]
A G-II (JA8431, cn 141) 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.[17]
A G-IISP (N510AG, cn 159) is operated by the Orion Air Group in support Northrop
Grummans development of the multi-role, tactical-command data link (MR-TCDL). The
aircraft was modified with 19-inch and nine-inch, satcom dish-antennas, as well as additional
radomes on the top and bottom.[18][19]
A G-III (N186PA, cn 317) has been modified by the addition of a Raytheon SeaVueTM
coastal and sea surveillance radar in a belly radome and is operated by the Phoenix Air Group
in support of Raytheon Ktech.[20] The aircraft provides airborne maritime range surveillance
for the Missile Defense Agency (MDA) and other Department of Defense range facilities.[21]
Operators
Military operators
Gabon

Military of Gabon

Libya

Libyan Air Force

Morocco

Royal Moroccan Air Force

Nigeria

Nigerian Air Force

Oman
Panama
Venezuela
United States

NASA

United States Army

United States Coast Guard

Civil Operators

The aircraft is operated by private individuals, companies, non-government organizations and

executive charter operators. A number of companies also use the aircraft as part of fractional
ownership programs.
Accidents and incidents

May 3, 1982 - A Gulfstream II from the Algerian government was shot

down by a fighter jet in the border area of Iraq, Iran and Turkey. All 15
people on board, including the Algerian foreign minister Mohammed
Seddik Ben Yahia were killed.

In April 1983, Mallow racecourse, in Ireland, became an emergency airfield

when a Mexican Gulfstream II business jet made a precautionary landing.
A temporary tarmacadam runway of almost 3,000 feet in length was laid
to enable the aircraft to leave five weeks later in May. A movie, 'The
Runway', was loosely based on the incident. [22]

In January 19 of 1990, an accident occurred at Little Rock municipal

airport, Arkansas when a Gulfstream II struck guidance lights and crashed
short of the runway while attempting to land in stormy weather. It was
carrying employees of an Eastman Kodak Co. subsidiary when the flight
was diverted to Little Rock due to unfavorable weather. All 7 on board
including 2 pilots were killed.[23]

Aircraft on display
United States

Gulfstream II Serial #001 was donated to the Carolinas Aviation Museum

in Charlotte, North Carolina. It is intact but in storage awaiting the
development of another addition to the Museum.

Gulfstream II Serial #146 N946NA made its final flight on September 21,
2011 when it landed at the Rick Husband Amarillo International Airport in
Amarillo, Texas and became a permanent exhibit at the Texas Air & Space
Museum.[citation needed]

Specifications
Data from Jane's Aircraft Upgrades 2008-2009, 2008, Jane's Information Group Limited, Page 420421

General characteristics

Crew: 2

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

Performance

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)

See also
Related development

Grumman Gulfstream I

Gulfstream III

Shuttle Training Aircraft

References
1.
Taylor, John W.R., Jane's All the World's Aircraft 1984-85, Jane's Publishing
Company, 1984.
Waaland, I.T. and Curtis, E.J., "Gulfstream II Aerodynamic Design", SAE
paper 670242.
FAA Supplemental Type Certificate ST00080SE Retrieved 31 July 2011.
'FAA Type Certificate Data Sheet A12EA' Retrieved 28 June 2011.
'Gulfstream II For Sale' Retrieved 28 June 2011.
'NASA's Space Shuttle Training Plane? A Fabulous 1970s Business Jet'
Retrieved 28 June 2011.
'Propfan Test Assessment (PTA)' NASA-CR-185138. Retrieved 28 June 2011
'Propfan Test Assessment (PTA): Flight Test Report' NASA-CR-182278.
Retrieved 28 June 2011.
Plomitzer, Gerhard. "Grumman American G-1159 Gulfstream II-SP aircraft."
airliners.net, January 4, 2009. Retrieved: June 28, 2011.
'Gulfstream HALO I' Retrieved 28 June 2011.
Fritsche, Danny. "Grumman American G-1159B Gulfstream II-B aircraft."
airliners.net, June 6, 2005. Retrieved 28 June 2011.
Duenas, Ralph. "Grumman American G-1159 Gulfstream II-SP aircraft."
airliners.net, May 15, 2009. Retrieved: June 28, 2011.
Snyder, Jeff. "Grumman American G-1159B Gulfstream II-B aircraft."
airliners.net, November 26, 2013. Retrieved 17 August 2014.
'GeoSAR: Geographic Synthetic Aperture Radar' Retrieved 28 June 2011.
Duenas, Ralph. "Grumman G-1159 Gulfstream II aircraft." airliners.net, July
18, 2005. Retrieved: June 28, 2011.
'High Ice Water Content Project' Retrieved 28 June 2011.
'Observation Flight' Retrieved 20 July 2011.

 'Orion Air Group Breaks Cover To Describe Special Mission Work' Retrieved
31 July 2011.
'Picture of the Grumman American G-1159 Gulfstream II-SP aircraft'
Retrieved 31 July 2011.
'Airborne Test and Evaluation' Retrieved 31 July 2011.
'Military Ops Range Clearing' Retrieved 31 July 2011.
The Corkman. "Pilot's girl touches down".
1990. "PLANE CRASHES IN STORM, 7 KILLED".

1.

External links

Media related to Grumman Gulfstream II at Wikimedia Commons

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Grumman and Northrop Grumman aircraft

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Gulfstream aircraft
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United States military transport aircraft designations,

Army/Air Force and Tri-Service systems
Categories:

Gulfstream aircraft

United States business aircraft 19601969

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