Beachcraft 1900D/Gulfstream IV
L. Jones
The Beachcraft 1900D and the Gulfstream IV:
Characteristics and Utility
Whenever one examines the features, capabilities, and functions of a particular aircraft, be it designed for commercial or private use, it is important to consider several factors. Of course, high among those are the particular “specs” of the aircraft or aircrafts in question, the performance and capability characteristics of the craft, as well as the foreseeable utility of the plane — again, in the commercial or private world. Given these requirements, a useful examination of the two models at hand — the Beachcraft 1900D and the Gulfstream IV, can be gained by examining the characteristics of each regarding takeoff, climb and cruise performance, descent performance as well as landing performance and runway requirements (one good indication of its market value, and/or likely position within the market).
Although it is important to note that any examination of two individual aircraft “side by side” often can lead one to “value-based” conclusions regarding the superiority of one of the crafts over the other, it is important to note here that in this case the examination of the Beachcraft and the Gulfstream is not intended as a “comparison.” This is simply due to the fact that the 1900D and the IV are designed for two very different markets and uses. Instead, the intention here is to determine the market each plane is produced for (or best suited for), as well as the breadth of use the individual models are likely to enjoy based on airport/runway compatibility.
Beachcraft 1900D:
The Beachcraft 1900D is an extremely versatile airplane in the commercial sense. Specifically this is the case due to its positioning as a “medium” weight airplane, capable of targeting the commuter, developing market, short flight (i.e. tourist areas), as well as low budget (relatively) start-up airlines (particularly abroad).
Specifically the 1900D is legally classified (according to FAR 23-34 (FAA, 2004) as a commuter plane. This means that it has significant commercial value over a broad range of markets both internationally as well as at home. Further, as a commercial “commuter” plane, it is designed with the comfort and safety of a typical airline customer in mind. For example, the 1900D is of course pressurized (which, of course, the airline customer expects and demands), and is designed with unique “fail-safe” features — aimed, of course toward high safety standards as well as to promote the high levels of performance reliability that any commercial craft demands.
Although not a jet (often the “gold standard” of a serious commercial plane), its turboprop twin engines pack a powerful punch. Further, although not large by commercial airline standards, it features a cabin high enough to allow for standing, (an important comfort and psychological factor for many fliers, with enough seating to accommodate up to nineteen passengers at full capacity.
One of the keys to the 1900D’s great performance is its wing design. Unlike many, the Beachcraft’s wings are produced as a single piece. Of course, this is significant in that this characteristic allows for significant reduction in drag as well as a great deal of responsiveness and control during takeoff and landings. Further, an extremely important and valuable safety feature is located here in the wing flaps, which are protected against accidental (and potentially disastrous) asymmetric actuation.
In the cockpit, the 1900D also demonstrates itself as a “cut above” in terms of performance. This is because, although much of the controls are pretty much standard, the craft is virtually alone in its class by meeting stringent FAA turbine engine rotor burst requirements (Mesa, 2002), providing significant and comforting protection against catastrophic failure.
When considering the important external components of the landing gear as well as the engine characteristics, again the 1900D is well suited for commercial commuter use. This is because the craft allows for the installation of and Electro-hydraulic anti-skid feature (which may be extremely useful in some locals and/or conditions) (Mesa). Of course, the hydraulic function of the landing gear (as well as the breaks) can be overridden by manual operation. Further, its engines (designed and manufactured by Pratt and Whitney), are designed specifically (through their flat-rating at 1,279 shp), to function longer (without serious breakdown), conserve power, as well as allow for “high altitude/hot day performance (Mesa), again, placing it of high value in many particular geographic areas and markets.
Of course, the 1900D features operation panels for both a pilot as well as a co-pilot (again placing it solidly in the commercial realm, especially domestically, and incorporates state of the art EFIS and Flight Directors, designed to “optimize safety, efficiency and comfort (Mesa).”
In addition to the above features, the 1900D also has other details that one might expect in all commercial airplanes, including a relatively large fuel capacity (665 U.S. gallons or 4,458 lbs. total, allowing the acceptance of JP-4, JP-5, JP-8, Jet a, Jet a-1, and Jet B (Mesa), as well as the characteristic “drop down” oxygen systems should the cabin lose pressure during flight. Further, the 1900D is fully protected from cold weather and ice conditions (again opening up several potential markets), through electric anti-ice functions on the props, windshield, and stall warning vanes, pneumatic function (wings, horizontal stabilizers, etc., and inertial separation and engine exhaust (intakes).
Of course, from a pilot point-of-view (and from a passenger point-of-view, for that matter), stall protection is of paramount importance — especially given the fact that smaller commuter planes/carriers often employ less experienced cockpit crew. Toward this end, the Beachcraft 1900D uses “stabilons, delta fins, vortex generators and tailets” to “provide stable handling and directional stability (Mesa).” Further, should a stall threaten, an audible cockpit warning sounds, alerting the crew of the problem in time for action to be taken.
Forecast Utility and Breadth of Use:
Of course, given the above characteristics the Beachcraft 1900D is ideally suited for commercial commuter use. However, other characteristics also make it an ideal choice for several providers both nationally, as well as in the international market. Specifically, its relatively long-range (approximately 1000 nautical miles), high flight ceiling of 33,000 feet, 2600 climb rate, and cruising speed of 278, makes it well suited over a broad range of conditions and uses (Vatsim, 2004). Additionally, its runway length of 1200 not only makes it extremely versatile in that it can land in large airports as well as medium to small, allows the craft to access a wide variety of locations and markets. Additionally, in terms of takeoff (with a minimum clean speed of 180km), climb rate (2600) which seems to sit solidly mid-range in its class, final approach speed (130km), and landing runway length of 850m (at the low range of the spectrum for class), its versatility as far a pilot operation is concerned is a definite plus as well.
Current examples of the Beachcraft 1900D in action include North American, Canadian, South American, Middle Eastern (most notably in Saudi Arabia), as well in many African nations (where its cargo version is often utilized). Again, its versatility allows the Beachcraft 1900D to mold itself quite nicely to most flight conditions and climates, as well as flight time, and airport access.
Gulfstream IV
Whereas the Beachcraft 1900D is, for all intents and purposes, a pilot-friendly commuter plane extraordinaire, the Gulfstream IV falls into another category altogether. Designed primarily for “corporate transport,” the craft is primarily marketed as a “private jet” for business and personal (albeit, luxury) use (although, like the Beachcraft, it can also be modified for rapid cargo transport). Designed to operate utilizing Rolls-Royce turbofans, the craft features a solid “whomp” of power coupled with forward-thinking simplified wing structure (much like the Beachcraft, fabricated with an eye that fewer parts are better) a decent fuel capacity as well as a state of the art EFIS avionics system.
Again, designed predominantly as a personal or company airplane, the craft allows for a two person flight crew, and seating for 14-19 in addition to the flight attendant. Although this capacity is close to what the Beachcraft accepts, it is important to note the difference in configuration in the typical model Gulfstream IV that allows the interior to appear more as a flying board room, rather than tightly spaced seating typical of the commuter class planes.
In performance terms, the Gulfstream IV has a cruising speed of 850km/h (max speed of 943), an initial climb rate of 4000ft/minute, a service ceiling of 44948ft (higher than the Beachcraft) and an approximate range fully loaded (fuel and payload), of 7815km (Airliners, 2004). Further, the aircraft requires a landing speed of 200km/h, a landing distance of 972m, and a take off distance of 1661m (both at sea level and fully loaded with fuel and payload) (Flug, 2001).
Finally, the instrumentation in the cockpit is, much like the Beachcraft, high on redundant systems (designed for maximum safety, as well as reduction in the possibility of pilot error). However, although it is designed for maximum safety and ease of flight for the pilot, it should be noted that its small size does translate into cramped quarters in the cockpit, which can in the long run severely affect levels of crew fatigue.
Forecast of Utility and Breadth of Use:
Although one might imagine that the Beachcraft might me more suited to widespread use (and in the commuter market it definitely is), the actual fact is the Gulfstream seems to be more versatile for many applications including governmental, scientific, and corporate uses. Indeed, its amazing range and speed (it actually beat a Boeing 747 jumbo jet in January 1988 in an eastbound around-the-world trip — clocking in at under 37 hours (8.5 hours faster than the Boeing) (Roger Guillemette, 2004).
The simple fact is, the Gulfstream IV is currently utilized by more than 158 government and military customers in addition to the more often associated business/corporate/individual customers. In fact, according to a leading pilot publication, “Gulfstream aircraft are in service with 34 nations in a variety of roles including photo reconnaissance, maritime surveillance, medical evacuation, weather research and astronaut training (Pilotfriend, 2004).” In fact, its high cruise altitude (especially for its size and class) combined with its fuel efficiency, and maneuverability (again, largely due to its size), allows it to be of particular use in scientific (especially weather and hurricane tracking) and military recognizance applications. Additionally, especially from a pilot point-of-view, the amazingly strident and efficient short-field takeoff characteristics of the craft as well as its peppy climbing capabilities open it up to a broad range of airport/airstrips and conditions that other crafts (including the Beachcraft) may not find as hospitable. Take, for example, the commentary of one “new” pilot (switching from a Jumbo after reaching mandatory retirement at 60):
While the G-IV is not the “hottest” corporate/charter aircraft around, it’s no slouch. At first, I found acceleration shockingly quick at sea level, full thrust, cool day, and a light airplane! It took several dozen takeoffs before I was fully up to speed with the airplane; it’s a real rocket. it’s now routine, of course, but there are a lot of things going on, several calls to make, and it’s easy to get behind. At high-elevation airports, heavy, on a hot day, the takeoff is more “stately.” If you hear a Gulfstream pilot whine about poor performance when high, hot, and heavy, please understand, he’s whining about less than 1,000 feet per minute on one engine. I sometimes feel like slapping a chokehold on, and dragging one of these guys out to the old C-46, loaded, on a hot day, and make him do an engine failure on takeoff, where he’d be lucky to get 50 feet per minute. 500 fpm up is pure LUXURY! it’s all in the perspective, I guess (Deaken, 2003).
Of course, although many like to point out the widespread acceptance of the Gulfstream for governmental and military use worldwide as an indicator of its solid place in the worldwide aviation market, it still remains one of the mainstays of corporate America (as well as globally). In fact, it is estimated that approximately half of the Fortune 500 companies utilize the Gulfstream IV for their business needs (MAYA, 2004).
Conclusions:
As previously stated, when examining the Beachcraft 1900D and the Gulfstream IV side by side, it may be tempting to rate them against each other. Of course this would be a huge mistake. The simple fact is, from an application point-of-view (as well as an operational point-of-view), the two aircraft are literally “two different birds.” However, in examining them, it is possible to get a good handle on just what each craft is suited for in capabilities as well as use.
Again, the Beachcraft 1900D is first and foremost a commercial commuter aircraft. Although it can be (and is in many locations worldwide) fitted for other use, including military as well as cargo applications, its “claim to fame” is its ability to perform well in a commuter (that is short flight) setting.
With a runway requirement of 4500 feet, the Beachcraft can access smaller airports that larger airliners simply cannot land in. Additionally, its relatively quick climbing capability as well as responsiveness to adverse weather conditions allows it to access “tight” airports (ringed by mountains or other obstructions), as well as those prone to extreme weather fluctuations. Further, its high level of safety-minded system redundancy allows for ease of operation and low incidence of operational problems.
Although there is much in common between the Beachcraft and the Gulfstream discussed here, (especially with regard to size), the Gulfstream is hardly a commuter craft. Instead, as previously noted, the Gulfstream IV is first and foremost designated for high performance, long distance, and quick access to airports around the globe big and incredibly small. Indeed, it is perhaps this very quality that makes this craft so popular worldwide for both corporate as well as governmental applications.
Like the Beachcraft, the Gulfstream is incredibly agile in its takeoff, climb, and landing requirements. It is neither sluggish nor hampered by the need for long (or even particularly developed) runways. Further, like the Beachcraft, it can climb with a responsiveness that makes careful accent/decent planning of far less importance than might be the case with another aircraft. In addition, its long-range (approximately 4800 statute miles), and speed makes it the responsive and agile craft that is of particular importance to time sensitive business and/or governmental, military and scientific applications.
The simple fact is that on one hand, both of the aircraft discussed here are quite similar in many of the specifications and performance level — however, one simply would not compare them based on their appropriateness for a single use. After all, the corporate/government/military wishing to acquire a craft based on agility, responsiveness, and adaptability simply would never choose a Beachcraft 1900D over a Gulfstream IV. So, too, an airline or government would hardly choose a Gulfstream to accomplish its commuter passenger service goals. However, there is no question that in each of their different applications, both the Beachcraft 1900D as well as the Gulfstream IV share some of the same characteristics that make them such popular aircraft worldwide.
In short, in many cases size does matter. Not only does the smaller yet powerful and agile aspects of both aircraft lend themselves to a wide breadth of use, but it also is far more accessible to smaller airlines, companies, and governments due to their cost and relative profitability (especially in the commuter Beachcraft). Further, because both airplanes focus so much on simplicity of design, reduction of parts, as well as an emphasis on redundant systems, the ease of operation from a pilot perspective is extremely high. Because of these characteristics, it is very likely that both the 1900D as well as the Gulfstream IV (or derivatives of them) will continue to enjoy a wide acceptance in both the aviation marketplace, as well as among the pilots trained to operate them.
Works Cited
Deaken, John. (2004). Gulfstream IV. Pelican’s Perch Newsletter. No. 69-29 May, 2003.
FAA. (2004). “Federal Aviation Regulations Database.” Retrieved from Web site on November 9, 2004, from, http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgFAR.nsf/MainFrame-OpenFrameSet
Flug. Flug Review (staff) (2001). Gulfstream Aerospace GIV-SP. Retrieved from Web site on November 9, 2004, from, http://www.flug-revue.rotor.com/FRTypen/FRGIVSP.htm
Mesa. Mesa Air Group. (2002). “The Beech 1900D Airliner.” Retrieved from Web site on November 9, 2004, from, http://www.mesa-air.com/fleet/beech1900.asp
Pilotfriend (staff). 2003). “Gulfstream Performance.” Retrieved from Web site on November 9, 2004, from, http://www.pilotfriend.com/aircraft%20performance/Gulfstream/history.htm
MAYA. Maya Metrix. (2004). “The Gulfstream.” Retrieved from Web site on November 9, 2004, from, http://www.mayametrix.com/gulfstream
Rockwell Collins. (2004). “Air Transport Products.” Retrieved from Web site on November 9, 2004, from, http://www.rockwellcollins.com/ecat/richcontent.asp?ct=e-Catalog&q1=EFIS
Roger Guillemette. (2004). “Consumer Guides.” Retrieved from Web site on November 9, 2004, from, http://www.consumer-guides.info/private_jets/business_aircraft.html
Vatsim. Virtual Air Traffic Simulation Network-UK. “Aircraft Performance.” Retrieved from Web site on November 9, 2004, from, http://www.vatsim-uk.org/useful/aircraft.asp
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