Random Gulfstream photo #34

Have just received some lovely old scans of Gulfstream 1s from Frank de Koster at Rotterdam. These and more will appear on the Zenfolio photo site in the next few days. I came across them on his website www.douglasdc8.com which is a bit of a treasure trove. The first pic shows G-BMSR (128) which was operated by Peregrine Air Services. It still retains the scheme of the previous operator Bethlehem Steel. The lower pic shows OE-BAZ (023) which was an airways calibration aircraft based at Vienna.

Canadian Gulfstreams - Part 1

Subsequent to WWII, the largest aircraft operated by Canadian companies were the Douglas DC-3, the Lockheed 18 Lodestar and the Grumman G-73 Mallard. These large cabin aircraft were loud and flew low and slow. With the arrival of turbine power, corporations desired faster and more comfortable airplanes. When Grumman introduced its G-159 Gulfstream in June 1957, Canadian flight departments took note of the pressurized turboprop. Gulfstream c/n 7 first flew on July 23, 1959 and was delivered in mid-January 1960 as CF-LOO to Home Oil in Calgary, Alberta. During the following three years, new G-159s were delivered to George W. Crothers (31 / CF-JFC), Massey-Ferguson (54 / CF-MUR), Imperial Oil (60 / CF-IOM), Westcoast Transmission (72 / CF-NOC) and Algoma Steel (115 / CF-ASC). Brand loyalty played a role, as Crothers, Imperial Oil  and Algoma Steel had previously owned Mallards.

As time passed, the type became more affordable in the secondary market and numerous corporations and commercial operators added G-159s to their fleets. Besides its initial role as an executive transport, the Gulfstream provided logistical support for natural resource development in remote regions of the nation, was used as a regional airliner with a 24-seat interior, acted as a platform for geophysical surveys, and performed nocturnal missions as freighters.

Between 1958 and 1969, 200 G-159s were built by Grumman at Bethpage, New York. Of those, 25 wore a Canadian registration. Today fewer than a dozen airframes remain airworthy around the world. The sole example on the CCAR is C-FAWE (188). Currently withdrawn from service at Rouyn-Noranda, Quebec, it would be wonderful to hear its R-R Darts spool up and to see it airborne once again.

CF-MUR (054) taken in 1964 at Toronto. With permission from George Trussell

C-FCOL (064) and C-FAWG (106) courtesy of Caz Caswell

Gulfstream in Uniform : Part I

Gulfstream I

The US Navy were the largest user of the Gulfstream I in military service. The type entered service in early 1968 as the TC-4C Academe. The main role in a joint US Navy / US Marine Corps was to train A-6 Intruder bombardiers and navigators. These G159s had been produced with the A-6 Intuder's bulbous nose (see pic below) giving them a very unique look. Unsurprisingly, the retirement of the TC-4C coincided with that of the Intruder in 1995. Most of the nine frames ordered ended their careers at AMARG Davis Monthan, Arizona. Only one TC-4C remains on public view, this at the NAS Pensacola museum, Florida. A picture from last March can be seen here (link)

One Gulfstream I was operated by the US Army but carried a civilian registration and scheme (c/n 002 N40CE). The final US service to operate the G159 were the two US Coast Guard VC-4As which were used for VIP transport and as in the civilian world, these were replaced by a Gulfstream II.

Only one other Gulfstream I saw military service and that was with the Greek Air Force as a VIP transport. Currently preserved at Tatoi airbase, P9 (c/n 120) flew with the Greeks between 1964 - 1995.

via Wikipedia

60th Anniversary

60 years ago today, 14th August 1958, the first Gulfstream took to the air. At the time, I was just a little lad and was totally oblivious of this event which would ultimately have such an effect on my life and a few others I suspect. N701G took off from Bethpage NY (east of New York city) where this and all 200 G1s were built. Designed to have a lifespan of 25 years, it's incredible that maybe 10 of these are still airworthy 60 years later.
The G-159 Gulfstream was the first aircraft to be built specifically as a corporate transport. Previously, airliners or military transports were converted to meet this role. The Rolls Royce Dart was chosen as the power plant (as used on the Vickers Viscount and Avro 748) and RR have supplied engines for Gulfstreams until only recently.
A number of G1s were stretched (by 10 foot 7 inches) and re-designated G1Cs. The first conversion was frame 116 in 1979. See pic below. Other conversions were 027, 083, 088 and 123 (5 in total). Many of the original customers are still flying later models today which is a testament to the quality and reliability of Gulfstream's products.
A big thank you to Frederick K Larkin and Scott Morris for their help and inspiration. Much appreciated.

An appropriately registered G1 at Boston in September 1981



Flight Safety Gulfstream Update

Following my post at the end of last year, I have received some more pics from "Eric the Pilot" suggesting that the fuselage at Savannah is a G1 rather than a G2 as previously thought. An email to and from the expert Scott confirms that it is in fact the former N167PA (117). Thanks to both for helping solve this query.

Pics taken at SAV in January 2018



Round-up 9/1

As expected, very quiet over the holidays so 2 weeks between my reports. G280 N137GA (2137) was ferried Tel Aviv to Stansted on the 1st. Gulfstream Savannah had to close for a couple of days as heavy snow hit the area. See AIN report Changes to the G1 fleet are few and far between as it's believed there are no more than 10 still in service. N164PA (054) has N170PA reserved on the US register suggesting there may still be some life in this one. Very sad to see reports of a G150 (OE-GKA 300) captain being killed when he went to open the door of his aircraft in Kittilä, Finland.
See ASN.  Reports are suggesting aircraft was pressurised but am sure the full details will be revealed eventually. The current G650 demonstrator (N650GA 6275) has N675GS reserved which was it's original test reg. As it's their only demo machine, it's understood that it will be leased back to Gulfstream for about 2 months pending the arrival of N650ER (6306). The last N650GD (6252) went to Canada in November but was seen just prior to that at Farnborough by Westleigh Bushell.



Round-up 15/8

G650 N312ZW (6256) delivered Savannah-Prague on the 9th. Continued on to Changsha in China the following day. G280 greenie N226GA (2126) arrived at Stansted on the 10th from Tel Aviv. Continued on to Halifax the following day en route to Dallas. Yesterday (14th) was the 59th anniversary of the first flight of the Gulfstream 1 in 1958. The plane that started it all.

The Gulfstream photo site passed a milestone recently with more than 4000 pictures now on show.

End of an era at Palm Beach

The regular sight of a G-159 Gulfstream turboprop landing at Palm Beach in Florida is now no more.

Phoenix Air, who operate the aircraft, have lost the contract and flights ceased at the end of July. Trackers show that N164PA (seen above and my last shot of her) positioned to Cartersville on the 31st. The G1C N195PA which returned to service at the end of April positioned there the following day.

PBI G1 update

Further to my post at about this time last year, things have changed with the G1s at Palm Beach. The G1C N195PA was thought to be ending it's days due to corrosion but close inspection reveals it may be back in the air after a major overhaul, The reserve G1 N196PA is away on an 18 month inspection so the gap is being filled by G1 N164PA (054). These details via Scott Morris.

N164PA arriving at PBI on 4th February



Gee One visit

Have recently returned from Florida and had the pleasure of meeting Scott Morris (G1 captain and author of  www.g159hrm.com) and visiting both the G1s based at Palm Beach. They operate 2 rotations most days for AUTEC (Atlantic Undersea Test and Evaluation Centre) using a Greybird callsign. The G1C (N195PA con 088) is usually used as the stretched version carries more passengers. G1 N196PA (con 139) is the reserve aircraft. Only 15 G1s remain active out of 200 originally built.

Pics 1 and 2 are N195PA, pics 3 and 4 are N196PA. Pic 5 shows Scott proudly at the door of 195 while the final shot shows 195 arriving several days later.