Home' Asian Aviation : AAV February 2016 Contents AsianAviation | FEBRUARY 2016 77
Shanghai takes just under two hours to get there and
just over two to get back. And Kunming, which is in
the west, takes just under two hours of flight time.
Every city in China is very reachable ... All those
places in China are bread and butter for the G200,”
Capt. Maasdorp says.
“A typical flight for us is normally from Hong Kong
into the heart of China, or into Japan, or anywhere in
Indochina. But we can reach the whole of Indonesia
and Malaysia with no problem too so while all the
flights are international, it’s still all-regional,” he adds.
Capt. Maasdorp says the G200s regularly fly
down as far south as Bali, (which is a four hour flight
from Hong Kong) and are also required, more often
than not, to fly to Kuala Lumpur and Singapore (both
approximately three and a half hour flights from Hong
Kong). However, some of the other regular non-stop
sectors include Hong Kong to Dhaka and Chittagong
in Bangladesh and even India is in reach. Flights to
these destinations can range anywhere from four to
five hours in duration, the variance dependent on
Regardless, the G200 is not afraid to do its share
of heavy lifting for the company and its specifications
reflect its solid build. The aircraft’s pointy end houses
a Rockwell Collins Pro Line 4 avionics suite, which
comes as expected with all the modern flight control
systems and navigation aids required for negotiating
the busy airspace of the South East Asian region,
and beyond. Five Collins CRT displays form the
advanced system’s heart and present all vital flight
information clearly to the pilots.
Two Pratt & Whitney Canada PW306A turbofans,
each capable of whipping up 6,040lbs of thrust, are
mounted at the opposite end of the jet, and can push
it along at a decent speed of Mach 0.80. Depending
on payload/atmospheric conditions though the
G200 can fly even faster at Mach 0.82, should a
client need to get from point A to point B sooner.
The jet’s optimum cruising altitude ranges from 37-
39,000ft. However, it can also climb up to, and coast
along at, 42,000ft if required.
“I can fly at the same speed as any of the commercial
airliners; it takes three and a half hours to get to Tokyo
from HK, so it’s exactly the same as a [Boeing] 777
or a 747. It’s got two big engines out the back there
that makes the aircraft go high - it’s got a lot of grunt.
And we can hold our own with just about any other jet,
be it an Airbus or a Boeing, and if anyone else or any
other bizjet surpassed it, you’re talking minutes over a
five hour flight,” Capt. Maasdorp says.
The G200’s ability to carry a respectable number
of passengers in comfort across relatively large
distances is testimony to its solid design credentials.
The aircraft was initially called the Astra Galaxy and
was produced by Galaxy Aerospace, a subsidiary of
Israel Aircraft Industries (IAI) during the 1990s, before
its name was changed to its current G200 moniker
after Gulfstream acquired the company in 2001.
Despite the fact the aircraft underwent a name
change, plus a number of systems, interior and
engines upgrades along the way, its consistent
feature is its relatively small Astra SPX wing (in terms
of wing area and consequent high wing loading).
The G200’s wing was borrowed from its older and
smaller super light jet sibling, the G100 - formerly
called the Astra SPX prior to it too being snatched
up by Gulfstream in 2001. But the G200’s wing was
strengthened and incorporated Krueger flaps on the
inboard sections of its leading edges to improve field
performance. The jet’s small wing, relatively fulsome
body and downward sloping nose conferred upon it
a slightly beastly appearance.
Consequently, the Gulfstream G200 is something
of an oddity in terms of its overall appearance, despite
its external dimensions being relatively consistent
with bizjets in the super midsize category; that is, its
length is 62’ 3”, its height 21’ 5”, and its wingspan
is 58’ 1”. But the G200’s appeal lies not only with its
large passenger cabin, but also its solid and reliable
performance, low operating costs and safety.
Capt. Maasdorp explains that in ideal conditions
the G200 can get airborne after a take-off roll
of 3,500ft (at MTOW), and come to a stop after
a landing roll of 3,000ft. The G200’s “ballpark”
MTOW and empty-weight figures are 36,000lb and
21,000lb, respectively. But technical details aside,
the G200 gets the stamp of approval from Capt.
“The G200 is a very nice aircraft to fly. It’s a
great bizjet to operate, it’s got a reasonable range,
its dispatch reliability is very good, and it really is a
good performer,” Capt. Maasdorp says. “It’s just a
very nice performing aircraft.”
In the world of business aviation, that’s what
surely counts. ✈
“The G200’s got a fabulous cabin and
it’s good to see tall passengers walk
in it without touching their heads on
the ceiling. The cabin dimensions allow
passengers to move around freely and
the chairs are very comfortable, being
upholstered with the finest material
and manufactured to the highest
specifications for safety and comfort.”
Captain, Asia Jet
An Asia Jet G200 on the tarmac.
8/02/2016 12:09:19 PM
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