Cabin width: 8ft 2in (2.49m)
Cabin height: 6ft 3in (1.91m)
Cabin length: 56ft 11in (17.35m),
Seats: 2 crew + 19 passengers
Range: 7,500 nautical miles (13,890km)
at Mach 0.85
Maximum speed: Mach 0.925
Maximum altitude: 51,000ft
Price: US$76m (2023)
The mock-up showcased the Ultragalley.
Available equipment includes a microwave,
a steam/convection oven, an espresso maker,
a coffee maker and a kettle. There is a trash
container with a separate section for recyclables;
deep ice drawers; and a 6.3ft3 (0.18m3) refrigerator
– also available with a freezer option.
Gulfstream has taken great care to ensure that
the space never feels cluttered. The taps even fold
away when not in use, and an insert goes over the
sink to provide continuous counter space. “We have
thought about every way to make this a productive
and efficient environment for users,” explains Aziz.
Next up in the mock-up is a belted crew rest suitable
for taxi, take-off and landing. “It’s such a big area that
you can have a single seat with an ottoman for a Part 135
certified crew rest,” says Aziz. “Alternatively you can have
two seats and make the closet smaller, and we’re also
working on developing a bunk bed option.”
In the lounge area of the mock-up, manual VIP seats were
showcased, although the aircraft will come with two electric
seats as standard. Aziz emphasises that Gulfstream has
invested a lot of time and effort into ergonomics, comfort
and offering a range of styles. Features include track and swivel
control, and side pockets where passengers can store and charge
their iPads or laptops. In keeping with research on the impact
of light on passengers, the light that illuminates the power outlet
on the seat will dim when passengers dim the cabin lights.
“We paid a lot of attention to ergonomics and passenger use
and if you have somebody sleeping you don’t want that light to
shine in their eyes,” says Aziz.
Testing at Gulfstream’s facilities in
Savannah, Georgia, has focussed on
finding the potential faults in user
interactions before passengers do.
“This starts in our labs with bench
testing, and then we also have a fully
operational interior to take everything
through its paces,” says Aziz.
The process of fault finding will
continue in flight testing from the
end of 2019. “We will implement our
improvements on the first customer
aircraft, which will be a really mature
product,” says Aziz. “We put a lot of
effort into making sure all the issues
are found ahead of service entry.”
For example, Gulfstream conducted
night flights as part of the G500/G600
flight test programme and intends to
do the same for the G700. “We had
people trying to sleep to determine
any light nuisances,” says Aziz.
“You can become fixated on a tiny
light on a switch and then you can’t
go to sleep; those are the kind of
things we want to fix. The user
will not have to think about it;
if you turn off the light all the
surrounding area will comply.
The biggest innovation on this
aircraft is that it knows what
you want it to do.”