TYPE: Business jet.

PROGRAMME: Initiated as IAI 1126 derivative of Astra SP; design (then called Astra IV) finalised late 1992 in anticipation of 1993 launch; co-production with Yakovlev of Russia discussed during early part of 1993; formal announcement of launch as Galaxy, with minor design changes, announced 20 September 1993 just before NBAA Convention in Atlanta, Georgia, USA, followed next day by news that Yakovlev to be risk-sharing partner; other partners to be Rockwell Collins (avionics supplier) and eventual engine manufacturer (P&WC since selected). Replacement for Yakovlev sought in 1995, and Sogerma (France) contracted August 1996 to build production aircraft fuselages and tail units, but latter contract terminated mid-2001. Four prototypes (003 and 004 flying plus 001 static and 002 fatigue test); first flight rescheduled for fourth quarter 1996 (later changed to second quarter 1997 and later still to fourth quarter 1997); 003 rolled out 4 September 1997 and made first flight (4X-IGA) 25 December 1997. Static testing of 001 completed September 1998. Second flight test aircraft (4X-IGO, c/n 004) made first flight 21 May 1998; 005 (company demonstrator 4X-IGB/N505GA) first flew on 23 September 1998; combined total of 750 hours in 260 flights by three aircraft by December 1998. Israeli CAA and US FAA certification to FAR Pt 25 Amendment 25 and FAR Pts 34 and 36 awarded 16 December 1998; European JAA certification process started mid-1999. First customer delivery, to TTI of Fort Worth, Texas, made in January 2000. Production rate two per month in mid-2000. Type certificate acquired by Gulfstream Aerospace in June 2001, aircraft renamed Gulfstream 200 and formally unveiled as such at Paris on 17 June 2001; name Gulfstream G200 adopted in September 2002 although Type Certificate had been amended with new designation on 16 January 2002. G200 applies to c/n 057 and subsequent aircraft, although retrospective redesignation is permissible under US rules. Civil Aviation Administration of China certification achieved 10 September 2002.

CURRENT VERSIONS: Seen as four/eight-passenger business/executive (standard model), with option of alternative interior seating up to 18 passengers for regional transport operation.

CUSTOMERS: Between 45 and 50 commitments by October 1999, of which about 35 per cent from non-US operators in Canada, Europe, Israel, Mexico and South America. First bulk order, for seven, plus option on 15 more, placed mid-1999 by charter operator ILI Aviation of Zurich, Switzerland. IAI estimates break even at 100 sales and potential market for 200. Totals of one delivered in 1999, six in 2000, 24 in 2001, and 12 in the first six months of 2002. Orders by September 2002 included 50 firm and 50 options by Executive Jet Inc, three by Hainan Airlines of Beijing, China, and one by MetroJet of Hong Kong. Total 82 (including protoypes) supplied to completion centres or customers by July 2003.

COSTS: Approximately US$18 million flyaway (July 2000); total development programme cost forecast at approximately US$152 million (1993).

Detailed description applies to Gulfstream G200 from c/n 40 onwards.

DESIGN FEATURES: Designed for transatlantic range (non-stop Paris to New York). Essentially same wing as Gulfstream 100, except for 34° 30' inboard leading-edge sweep and addition of Krueger flaps; new wide-body fuselage is longer and has more headroom.

FLYING CONTROLS: All-hydraulic dual actuation except for rudder (manual); aileron movement 10° up/15° down, elevators 27° up/20° down, rudder 20° left/right; tailplane and rudder tab have electric trim. Wings fitted with outboard leading-edge slats (25° fully out), inboard Krueger leading-edge flaps (110°), four-segment upper surface airbrakes/lift dumpers (45° fully up) and Fowler single-slotted inboard and outboard trailing-edge flaps (settings 0, 12, 20 and 40°). Ailerons and elevators can be operated manually in event of hydraulic failure.

STRUCTURE: Generally similar to that described for G100. Sogerma (France) produced tail units, doors, access panels, tailcones and wing/fuselage fairings for prototypes. Flight Environments cabin flame protection and sound attenuation system.

LANDING GEAR: Hydraulically retractable tricycle type; twin wheels and oleo-pneumatic shock-absorbers on each unit. Nose unit has electrohydraulic steering (± 60°) and retracts forward. Trailing-link mainwheel units retract inward and are equipped with Honeywell multidisc anti-skid carbon brakes.

POWER PLANT: Two FADEC-equipped Pratt & Whitney Canada PW306A turbofans, each flat rated at 26.9 kN (6,040 lb st), pylon-mounted on sides of rear fuselage. Nordam nacelles and thrust reversers. Fuel in seven tanks: right and left wing, each 1,334 litres (352.5 US gallon; 293-5 Imp gallons); right and left feed, each 102 litres (26.9 US gallons; 22.4 Imp gallons); centre 1,533 litres (405 US gallons; 337 Imp gallons); forward 1,011 litres (267 US gallons; 222 Imp gallons); and fuselage 3,115 litres (823 US gallons; 685 Imp gallons). Total fuel 8,532 litres (2,254 US gallons; 1,877 Imp gallons), of which 8,479 litres (2,240 US gallons 1,865 Imp gallons) are usable.

ACCOMMODATION: One or two pilots; provision for jump-seat for third crew member. Standard club-type seating for four to eight persons in business/executive version; legroom between facing seats allows enough space for full reclining and berthing; large galley with room for refrigerator, microwave oven, coffee maker and storage. Alternative 10-passenger layout has four club seats at front, with a four-place conference group and two on a divan to the rear, plus optional lavatory and additional baggage space aft. Three-abreast seating for up to 18 passengers, with single aisle, can be provided in corporate shuttle configuration. Generous baggage compartment in rear fuselage, accessed by external airstair door, can accommodate baggage for all 18 passengers. Entire accommodation, including baggage compartment, is pressurised. Airshow in-flight cabin entertainment system optional.

SYSTEMS: Dual hydraulic systems, each 207 bar (3,000 lb/sq in). Electrical system comprises three (including one on APU) Lucas Aerospace 28 V 400 Ah engine-driven starter/generators, two 24 V 43 Ah Ni/Cd batteries and a Honeywell GTCP36-150 APU. Third (24 V 27 Ah) battery for back-up powering of essential flight instruments and emergency systems. Pneumatic system for emergency extension of landing gear, actuation of wheel brakes and thrust reversers, and de-icing of wing leading-edges. Cabin pressurisation and air conditioning system, differential 0.61 bar (8.8 lb/sq in). One (optionally two) oxygen bottles.

AVIONICS: Rockwell Collins Pro Line 4 suite standard
Comms: Dual VHF-422C radios, RTU-4220 radio tuners, TDR-94D transponders, Bendix/King KHF 950HF and Baker B1045-F512 audio systems; triple Magnastar Flightphones; single Avtech Selcal, Artex ELT and Universal CVR-30B CVR.
Radar: TWR-850 colour weather radar with turbulence detection and WXP-4220 control panel.
Flight: Dual Universal UNS-1C FMS with embedded GPS, Rockwell Collins FCC-4005 autopilots, AHS-3000 AHRS, ADC-850C air data systems, VIR-432 VOR/ILS/GS/markers and DME-442; single ADF-462, ALT-4000 radio altimeter, TCAS-4000, Honeywell Laseref IV IRS, EGPWS Mk V and FDR.
Instrumentation: Rockwell Collins EFD-4077 EFIS displays all flight and EICAS information on five 18.4 cm (7 ¹/₄ in) screens; dual Davtron M850A digital clocks; Flight Line 8047-10 standby altimeter, 8059-2B standby ASI, Jet AI-804CE standby AI, Precision PAI-700-04 standby compass and Hobbs 15007 hour meter.