A Sample Feature From Aviation News

Bizjet From Bavaria

by Walter Harris

To most young pilots training in the UK for military service, GROB is a very familiar name. In Vigilants and Vikings manufactured by this German company they have gained their first flying experience and in the civilian-registered Tutor an initial powered course finally sorts out the capable from the not-so-capable. Less well-known is that GROB is one of the world’s leading precision automotive machine tool manufacturers, being founded in 1926, and it is this that provides much of the finance for the aerospace side of the business which was established by Dr Burkhart Grob in 1971, first building gliders followed by powered deigns.

The company’s strength lies in its work with composites and it is with pride that it claims to be the world’s largest and most experienced producer of this type of aircraft construction. It was the company’s experience in composites that resulted in its latest and most surprising enterprise, the G180 SPn utility jet. Unveiled to the surprise of most visitors to this year’s Paris Air Show in June, the SPn is a joint venture between GROB and the Swiss-based business aircraft operator, ExecuJet Aviation Group.

Above: July 20, 2005, and the prototype GROB G180 SPn prepares to make its initial flight from Memmingham. (Photo, GROB).

Origins of the programme

Credit for the basic idea for a new eight-seat business jet should be given to ExecuJet CEO, Niall Olver. Recognising that a gap existed among the many aircraft in this area, Olver sketched out the basic specification and looked around for a likely manufacturer who could handle such an enterprise. He approached GROB and liked their ‘can do’ culture and recognised their successful track record developing and introducing their aircraft to the market. So a joint venture was agreed between the German company (50%) and a group of investors led by Olver (50%). The project started in January 2004 and engineering designs were completed eight months later. The first composite fuselage shell for the SPn appeared in October and static tests were successfully completed in February 2005. Final assembly of the prototype began in March and was ready for transfer by road to Paris in time for its public unveiling at the Show in June. Appearing with the modified prototype G160 Ranger, the first SPn and a cabin mock-up received much favourable comment and extensive coverage. At the end of the seven-day event, the aircraft were roaded back to Germany to prepare for the first flight of the new bizjet.

Unsure if the runway at GROB’s base at Mindelheim would be long enough for testing the SPn, GROB decided to initiate test flying from the nearby former military airfield of Memmingham. The experienced French Chief Test Pilot Gerard Guillaumaud and Norwegian co-pilot Tore Reimers made only two of the planned six runs along the runway before making the first flight on July 20, 2005. As Guillaumaud recounted, ‘There were no surprises. The aircraft was easy to handle and was a pleasure to fly’ on the 66min flight, the aircraft behaving much as expected. Basic performance figures included rotation at 95kt with lift-off at 105kt at a weight of 12,000lb. Test manoeuvres were undertaken at 9,500ft and on return, the approach speed was a comfortable 105kt, with touch-down at 90kt. Since then, 24 flights had been made up to September 14, totalling some 23hr flying. The aircraft had flown at 230kt, reached 25,000ft and had undertaken manoeuvres up to 7g. After only four hours flying, confidence in the SPn was such that the trials team flew the aircraft to the Grob airfield where the test programme continued.

Above: The interior of the SPn has been designed to make the best use of available space. In the fully-fitted mock-up a compact toilet area can be closed off in flight, while an eight-seat cabin appears roomy with a height advantage over other similar bizjets.

Below: Strakes at the rear assist air flow around the aft fuselage and tufting covers the port wing uppersurface for high and low speed stall measurements. (Photos, Av News).

By the end of 2005, the prototype aircraft (initially D-ISPN, later changed to D-CSPN) is due to have undertaken high and low speed stall development, engine-out trials, single engine climbs, stability and control flights with simulated ice shapes on the wings and tail, and weight and CG envelope expansion. ‘Papa November’ will also be used for flight characteristics certification, cockpit display configuration and precision performance measurement using GPS and INS. In March 2006, the second prototype will fly, furnished and assigned initially to systems development. JAA Certification is expected in the first quarter of 2007, followed by FAA Certification with first deliveries in the second quarter of 2007.

Production will be undertaken at GROB’s headquarters plant with 15 aircraft expected in the first year, ramping up to a production peak of 40 per year. Neither partners would be drawn on where the first aircraft will go, but Olver expects the first example(s) to go to ExecuJet as sole distributor for demonstration purposes followed by customer deliveries. Current cost of a fully-equipped SPn is $7.1m.

For the rest of this feature please see the November 2005 issue.