GULFSTREAM AEROSPACE

JAA GIV AIRPLANE FLIGHT MANUAL

SECTION 1
LIMITATIONS

TABLE OF CONTENTS
SUBJECT: SECTION: PAGE:

Limitations....................................................................................1-00-00...................1-1
Conditions of Operation ............................................................1-00-10...................1-1
Noise Standards.........................................................................1-00-20...................1-2

Aircrew and Occupants ...............................................................1-01-00...................1-3

Minimum Flight Crew...............................................................1-01-10...................1-3
Maximum Number of Occupants ..............................................1-01-20...................1-3

Departure/Arrival Airport ..........................................................1-02-00...................1-4

Runway Wind Conditions .........................................................1-02-10...................1-4
Airport Pressure Altitude – Takeoff/Landing ...........................1-02-20...................1-4

Performance .................................................................................1-03-00...................1-5
Types of Airplane Operations Permitted...................................1-03-10...................1-5
Ambient Temperature ...............................................................1-03-20...................1-7
Maximum Operating Altitude ...................................................1-03-30...................1-7
Maximum Landing Gear Extended Operating Altitude............1-03-40...................1-7
Figure 1-1: Altitude/Temperature Operating Envelope ................. .........................1-8
Maximum Landing Flaps Extended Operating Altitude ...........1-03-50...................1-9
Airspeed Limitations .................................................................1-03-60...................1-9
Figure 1-2: Altitude – Mach Flight Envelope (SN 1000
and subsequent) ............................................................................... ........................1-11
Figure 1-3: Altitude – Mach Flight Envelope (SN 1000 - 1214
With ASC 61).................................................................................. ........................1-12
Flight Load Acceleration Limits ...............................................1-03-70..................1-13
Weight Limitations....................................................................1-03-80..................1-13
Center Of Gravity Envelope......................................................1-03-90..................1-14
Figure 1-4: Center of Gravity versus Gross Weight Envelopes
(For SN 1000 – 1213)...................................................................... ........................1-15
Figure 1-5: Center of Gravity versus Gross Weight Envelopes
(For SN 1000 – 1213 with ASC 61)................................................ ........................1-16
Figure 1-6: Center of Gravity versus Gross Weight Envelopes
(For SN 1214 and Subs and SN 1000 – 1213with ASC 190) ......... ........................1-17

FAA APPROVED JAA GIV

9 Mar 2009 1-i
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JAA GIV AIRPLANE FLIGHT MANUAL

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TABLE OF CONTENTS

SUBJECT: SECTION: PAGE:

Airplane Servicing........................................................................1-12-00..................1-18
Hydraulic Fluid .........................................................................1-12-10..................1-18
APU Fuel Grades and Fuel Temperatures.................................1-12-20..................1-19
Engine Fuel Grades ...................................................................1-12-30..................1-20
Fuel Additives ...........................................................................1-12-40..................1-21
Oil Grades (Engine/Starter/APU)..............................................1-12-50..................1-23

Air Conditioning ..........................................................................1-21-00..................1-25

Cabin Pressurization Control System........................................1-21-10..................1-25
Bleed Air System ......................................................................1-21-20..................1-25

Auto Flight ....................................................................................1-22-00..................1-26

Mach Trim Compensation/Electric Elevator Trim....................1-22-10..................1-26
Autothrottle ...............................................................................1-22-20..................1-26
Autopilot....................................................................................1-22-30..................1-26

Communications...........................................................................1-23-00..................1-26
Headset ......................................................................................1-23-10..................1-26
8.33 kHz Comm Radios ............................................................1-23-20..................1-26

Electrical Power ...........................................................................1-24-00..................1-27

Standby Electrical System.........................................................1-24-10..................1-27

Flight Controls..............................................................................1-27-00..................1-28
Angle-Of-Attack Systems (AOA) .............................................1-27-10..................1-28
Stall Warning/Stall Barrier System ...........................................1-27-20..................1-28
Yaw Damper..............................................................................1-27-30..................1-28
Speed Brakes .............................................................................1-27-40..................1-29
Ground Spoilers.........................................................................1-27-50..................1-29
Use Of Flaps While Enroute .....................................................1-27-60..................1-29

Fuel.................................................................................................1-28-00..................1-30
Usable Fuel Capacities ..............................................................1-28-10..................1-30
Figure 1-7: Permissible Fuel Unbalance For All
Flight Operations............................................................................. ........................1-31
Boost Pumps..............................................................................1-28-20..................1-32
Fuel Tank Temperature .............................................................1-28-30..................1-32

JAA GIV FAA APPROVED

1-ii 3 May 2006
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TABLE OF CONTENTS

SUBJECT: SECTION: PAGE:

Ice and Rain Protection ...............................................................1-30-00..................1-33

General ......................................................................................1-30-10..................1-33
Wing Anti-Icing ........................................................................1-30-20..................1-33
Cowl Anti-Icing.........................................................................1-30-30..................1-34
Use Of Flaps..............................................................................1-30-40..................1-34
Figure 1-8: Temperature Range for Cowl Anti-Icing .................... ........................1-35

Indicating/Recording ...................................................................1-31-00..................1-36
Electronic Checklist ..................................................................1-31-10..................1-36
Landing Gear................................................................................1-32-00..................1-37
Brake System.............................................................................1-32-10..................1-37
Anti-Skid System ......................................................................1-32-20..................1-37
Landing Lights ..........................................................................1-32-40..................1-37
Navigation .....................................................................................1-34-00..................1-38
Airborne Weather Radar ...........................................................1-34-10..................1-38
Inertial Reference System (IRS) ...............................................1-34-20..................1-38
Pilot’s Manuals..........................................................................1-34-30..................1-39
Flight Management System (FMS) ...........................................1-34-40..................1-40
Performance Computer..............................................................1-34-50..................1-41
SPZ-8400 Flight Director..........................................................1-34-60..................1-41
Traffic Alert and Collision Avoidance System (TCAS) ...........1-34-70..................1-42
Enhanced Ground Proximity Warning System (EGPWS) ........1-34-80..................1-44
Lasertrak NDU ..........................................................................1-34-90..................1-45
Standby Flight Instruments ......................................................1-34-100.................1-45
FM Immunity ...........................................................................1-34-110.................1-45
Oxygen System .............................................................................1-35-00..................1-46
Oxygen Departure Pressures .....................................................1-35-10..................1-46
Figure 1-9: Oxygen Duration (SN 1000 thru 1289)................................................1-46
Figure 1-9A: Oxygen Duration (SN 1290 and subs)................................................1-47
Oxygen System .........................................................................1-35-20..................1-47
Engine Instruments and Crew Alerting
System (EICAS)............................................................................1-45-00..................1-48
General EICAS Range Markings Colors ..................................1-45-10..................1-48
Powerplant EICAS Indications .................................................1-45-20..................1-48
Fuel EICAS Indications ............................................................1-45-30..................1-49
APU EICAS Indications............................................................1-45-40..................1-50

FAA APPROVED JAA GIV

3 May 2006 1-iii
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SUBJECT: SECTION: PAGE:

Auxiliary Power Unit (APU) .......................................................1-49-00..................1-51

APU Operating Limits ...............................................................1-49-10..................1-51
APU Starting Limits..................................................................1-49-20..................1-52
APU Alternator Electrical Load................................................1-49-30..................1-53

Powerplant ....................................................................................1-71-00..................1-54
Engine Operating Limitations ...................................................1-71-10..................1-54
Takeoff Power ...........................................................................1-71-20..................1-54
Static Ground Run.....................................................................1-71-30..................1-54

Engine Fuel and Control Systems...............................................1-73-00..................1-55

Engine Fuel Temperature ..........................................................1-73-10..................1-55
Engine Synchronizer .................................................................1-73-20..................1-55

Engine Ignition Systems ..............................................................1-74-00..................1-56

Continuous (Airstart) Ignition...................................................1-74-10..................1-56

Engine Exhaust.............................................................................1-78-00..................1-57
Reverse Thrust...........................................................................1-78-10..................1-57

Engine Oil .....................................................................................1-79-00..................1-58

Oil Inlet Temperature ................................................................1-79-10..................1-58
Oil Pressure................................................................................1-79-20..................1-58

Engine Starting.............................................................................1-80-00..................1-59
Engine Starter Duty Limits .......................................................1-80-10..................1-59
Figure 1-10: Airstart Envelope....................................................... ........................1-60

JAA GIV FAA APPROVED

1-iv 22 June 2004
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1-00-00: LIMITATIONS

1-00-10: Conditions of Operation:

THE CERTIFICATE AND THE OPERATIONAL LIMITATIONS ARE PART OF THE

CONDITIONS OF THE TYPE AND AIRWORTHINESS CERTIFICATE, AND MUST BE
COMPLIED WITH AT ALL TIMES, IRRESPECTIVE OF THE TYPE OF OPERATION
BEING CONDUCTED.

THE PERFORMANCE LIMITATIONS AND INFORMATION PRESENTED IN THE

AIRPLANE FLIGHT MANUAL SHOW COMPLIANCE WITH JOINT AVIATION
REQUIREMENTS PART 25.

THIS AIRPLANE IS TO BE OPERATED IN ACCORDANCE WITH THE LOADING

SCHEDULE PROVIDED IN THE SEPARATE AIRPLANE WEIGHT AND BALANCE
MANUAL.

FAA APPROVED JAA GIV

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1-00-20: Noise Standards:

For GIV-SP only or GIV with ASC 190 incorporated

The Effective Perceived Noise Levels (EPLN) comply with the requirements of 14 CFR, Part 36,
which are essentially the same as the requirements of ICAO Annex 16, Volume 1, Chapter 3.
Noise levels established in compliance with 14 CFR, Part 36 are:

NOISE LIMITS
14 CFR, PART 36 ACTUAL
ICAO ANNEX 16 NOISE LEVELS
(EPNdB) (EPNdB)
Flyover (Flaps 20) 89 79.0
Lateral (Flaps 20) 94 87.6
Approach (Flaps 39) 98 93.3

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1-01-00: AIRCREW AND OCCUPANTS

1-01-10: Minimum Flight Crew:

Minimum flight crew required is pilot and copilot.

1-01-20: Maximum Number of Occupants:

Total number of occupants shall not exceed 22. Number of passengers shall not exceed 19 as
determined by emergency exit requirements, nor exceed the number for which seating
accommodations approved for takeoff and landing are provided.

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1-02-00: DEPARTURE/ARRIVAL AIRPORT

1-02-10: Runway Wind Conditions:

SLOPES:

Maximum slopes approved for takeoff and landing operations are +2% (uphill and –2%
(downhill).

WIND CONDITIONS:

Maximum tailwind component approved for takeoff and landing is 10 knots.

SURFACE TYPE:

Smooth and/or grooved hard surfaced runways are approved.

1-02-20: Airport Pressure Altitude - Takeoff/Landing

Maximum approved airport altitude for takeoff or landing is 15,000 ft. field elevation.

JAA GIV FAA APPROVED

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1-03-00: PERFORMANCE
1-03-10: Types of Airplane Operations Permitted:
A. TRANSPORT CATEGORY-LAND
B. INSTRUMENT AND NIGHT FLYING
C. FLIGHT INTO KNOWN ICING
D. CATEGORY II OPERATIONS WITH ASC 102 INCORPORATED
E. "/E" OPERATIONS WHEN INSTRUMENT APPROACHES CAN BE
AUTOMATICALLY SELECTED FROM THE NAVIGATION COMPUTER DATA BASE
IN U.S. NATIONAL AIRSPACE SYSTEM (NAS)
F. “/G” OPERATIONS WITH NZ4.1, NZ5.X, NZ6.X OR LATER APPROVED FMS
SOFTWARE INSTALLED WITH SINGLE OR DUAL GPS SENSORS IN U.S.
NATIONAL AIRSPACE SYSTEM (NAS)
G. EXTENDED OVER-WATER FLIGHT
H. NORTH ATLANTIC (NAT) MINIMUM NAVIGATION PERFORMANCE
SPECIFICATION (MNPS) AIRSPACE OPERATIONS WITH NZ900 SERIES OR NZ2000
SERIES FLIGHT MANAGEMENT SYSTEMS INSTALLED
I. REDUCED VERTICAL SEPARATION MINIMUMS (RVSM) AIRSPACE OPERATION
FOR AIRPLANES SN 1000 AND SUBSEQUENT WITH ASC 380 INCORPORATED
J. REQUIRED NAVIGATION PERFORMANCE (RNP-10) OPERATIONS:
 NZ2000 FMS Software Version 4.1 or later approved version
 FMS Navigation Mode GPS no time limit
 FMS Navigation Mode DME/DME - no time limit
 FMS Navigation Mode VOR/DME - no time limit
 FMS Navigation Mode IRS - 6.2 hours maximum flight time commencing upon
IRS being placed in Navigation Mode. If the FMS Navigation Mode transitions
from IRS to GPS, DME/DME or VOR/DME, the maximum flight time becomes
unlimited. If the FMS Navigation mode transitions from GPS, DME/DME or
VOR/DME to IRS, the maximum flight time is based upon the previous FMS
Navigation Mode. If the previous FMS Navigation mode was:
 GPS, maximum flight time in IRS Navigation Mode is 6.2 hours
 DME/DME, maximum flight time in IRS Navigation Mode is 5.9 hours
 VOR/DME, maximum flight time in IRS navigation Mode is 5.7 hours

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 NZ900 Series FMS

 FMS Navigation Mode DME/DME/GPS or DME/DME - no time limit
 FMS Navigation Mode VOR/DME/GPS or VOR/DME - no time limit
 FMS Navigation Mode IRS - 6.2 hours maximum flight time commencing upon IRS
being placed in Navigation Mode. If the FMS Navigation Mode transitions from IRS
to DME/DME/GPS, DME/DME, VOR/DME/GPS or VOR/DME to IRS, the
maximum flight time is based upon the previous FMS Navigation Mode. If the
previous FMS Navigation mode was:
 DME/DME/GPS or DME/DME, maximum flight time in IRS Navigation Mode is
5.9 hours
 VOR/DME/GPS or VOR/DME, maximum flight time in IRS Navigation Mode is
5.7 hours.
K. Basic RNAV (BRNAV or RNAV 5) Operations as long as the FMS Navigation Mode is
VOR/DME, DME/DME or GPS.
L. RNP 0.3 RNAV instrument approach procedures (in accordance with AC 20-129 and AC 20-
130A) must be flown using GPS only navigation mode. (Refer to Section 2-08-90: RNAV
Approach Procedures.) During the approach the flight director is required to be coupled to
the LNAV mode and, if VNAV minimums are used for the approach, the VNAV mode
(autopilot coupled or not coupled) must be used. FMS APRCH annunciator must be
illuminated during the approach.
M. Precision RNAV (P-RNAV or RNAV 1) Operations per EASA TGL-10 provided the FMS
navigation mode is GPS or DME / DME.
N. Required Navigation Performance 4 (RNP-4) Operations provided the FMS Navigation mode
is GPS, DME / DME, or VOR / DME.
O. Remote Oceanic Required Navigation Performance 4 (RNP-4) Operations provided the
FMS Navigation mode is GPS, DME / DME, or VOR / DME.
P. The VNAV system has been demonstrated capable of and has been shown to meet the
accuracy requirements of VFR / IFR enroute, terminal and approach VNAV operation in
accordance with the criteria of AC 20-129.
NOTE: VNAV operations using QFE altimeter settings are prohibited.

EASA GIV FAA APPROVED

1-6 5 May 2015
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1-03-20: Ambient Temperature:

Maximum and minimum temperatures approved for operation are shown in figure titled
ALTITUDE/TEMPERATURE OPERATING ENVELOPE.

NOTE: Inadvertent encounters with atmospheric conditions where the SAT is colder than -70°C
can occur. To not exceed structure and equipment design temperature limits, the
following minimum Mach schedule shall be maintained until the airplane can return to
operations within the envelope.

SAT - °C -70 -72 -74 -76 -78 -80

Min - M .67 .71 .76 .80 .84 .87

1-03-30: Maximum Operating Altitude:

Maximum Operating Altitude is 45,000 ft.

1-03-40: Maximum Landing Gear Extended Operating Altitude:

Maximum Operating Altitude for extending landing gear or flying with landing gear extended is
20,000 ft. MSL.

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Figure 1-1: Altitude/Temperature Operating Envelope

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1-03-50: Maximum Landing Flaps Extended Operating Altitude:

Maximum operating altitude for extending landing flaps (39°) or flying with landing flaps
extended is 20,000 ft. MSL.

1-03-60: Airspeed Limitations:

A. MAXIMUM OPERATING LIMIT SPEED (VMO/MMO)

Maximum Operating Limit Speed shall not be deliberately exceeded in any regime of flight
(climb, cruise, or descent). See figure titled ALTITUDE-MACH FLIGHT ENVELOPE.

B. MANEUVERING SPEED (VA)

Maximum deflection of flight controls, as well as maneuvers that involve angles of attack near
the stall, AOA, should be confined to speeds below 206 KCAS.
Avoid rapid and large alternating control inputs, especially in combination with large
changes in pitch, roll, or yaw (e.g., large sideslip angles), as they may result in structural
failures at any speed, including below VA.

C. TURBULENCE PENETRATION SPEED

Maximum Turbulence Penetration Speeds are 270 KCAS/0.75 MT.

D. MACH TRIM/ELECTRIC ELEVATOR TRIM INOPERATIVE

With both Mach Trim Compensators inoperative or electric elevator trim inoperative the
maximum operating limit speed is 0.75 MT.

E. YAW DAMPER INOPERATIVE

With Yaw Damper inoperative, maintain at least 220 KCAS above 18,000 ft.

F. FLAPS EXTENDED SPEED (VFE/MFE)

Takeoff 10° flaps - 250 KCAS/ 0.60 MT

Takeoff/approach 20° flaps - 220 KCAS/0.60 MT
Landing 39° flaps - 170 KCAS/0.60 MT
39° flaps - 180 KCAS/0.60 MT (for airplanes SN 1214 and
subs. and airplanes SN 1000 thru 1213 with ASC 190.)

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G. LANDING GEAR OPERATING SPEED (VLO/MLO)

Do not lower or raise landing gear at speeds in excess of 225 KCAS/0.70 MT. Do not lower
landing gear utilizing alternate system at speeds in excess of 175 KCAS.

H. LANDING GEAR EXTENDED SPEED (VLE/MLE)

Do not fly at speeds in excess of 250 KCAS/0.70 MT with landing gear extended (gear doors
open or closed).

I. MINIMUM CONTROL SPEED (VMC)

Minimum Control Speed, Air is 104 KCAS. Minimum Control Speed, Ground is 111 KCAS.

J. WINDSHIELD WIPER OPERATION SPEED

Do not operate windshield wipers at speeds in excess of 200 KCAS.

K. MAXIMUM TIRE SPEED

AIRPLANE CONFIGURATION NOSE MAIN OVERALL

SERIAL NUMBER LIMIT

1000 - 1213 W/O ASC 190/266 182 KTS/210 MPH 182 KTS/210 MPH 182 KTS/210 MPH

1000 - 1213 With ASC 266 182 KTS/210 MPH 195 KTS/225 MPH 182 KTS/210 MPH

1000 - 1213 With ASC 190 195 KTS/225 MPH 195 KTS/225 MPH 195 KTS/225 MPH

1214 - Sub Production 195 KTS/225 MPH 195 KTS/225 MPH 195 KTS/225 MPH

JAA GIV FAA APPROVED

1-10 22 May 2002
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Figure 1-2: Altitude - Mach Flight Envelope

(SN 1000 and subsequent)

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Figure 1-3: Altitude - Mach Flight Envelope

(SN 1000 - 1214 with ASC 61)

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1-03-70: Flight Load Acceleration Limits:

A. FLAPS UP -1.0 to 2.5 G for all weights up to maximum takeoff

B. FLAPS DOWN 0 to 2.0 G for all weights up to maximum landing

1-03-80: Weight Limitations:

AIRPLANE MAXIMUM MAXIMUM MAXIMUM MAXIMUM

SERIAL NUMBER ZERO FUEL RAMP TAKEOFF (1) LANDING (2)

1000 THRU 1213 46,500 lb 73,600 lb 73,200 lb 58,500 lb

(21,092 kg) (33,385 kg) (33,204 kg) (26,536 kg)
1000 THRU 1213 49,000 lb 73,600 lb 73,200 lb 58,500 lb
ASC 61 (22,226 kg) (33,385 kg) (33,204 kg) (26,536 kg)
1000 THRU 1213 49,000 lb 75,000 lb 74,600 lb 66,000 lb
ASC 190 (22,226 kg) (34,020 kg) (33,838 kg) (29,937 kg)
1214 AND SUBS 49,000 lb 75,000 lb 74,600 lb 66,000 lb
(22,226 kg) (34,020 kg) (33,838 kg) (29,937 kg)

NOTES: (1) Maximum takeoff weight, unless restricted by climb performance, brake energy,
or tire speed for approved altitudes and ambient temperature of by field length.
See Performance Section for WEIGHT LIMITATIONS.

(2) Maximum landing weight, unless restricted by climb requirements. See

Performance Section for WEIGHT LIMITATIONS.

FAA APPROVED JAA GIV

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1-03-90: Center of Gravity Envelope:

The allowable CENTER OF GRAVITY (CG) range is a function of gross weight as shown in the
figure titled CENTER OF GRAVITY vs. GROSS WEIGHT ENVELOPE. Zero fuel gross
weight CG must be within the allowable Zero Fuel Gross Weight CG Envelope. The fueled
airplane CG will then be within limits for all fuel loadings.

FIGURE 1-4 CENTER OF GRAVITY vs. GROSS WEIGHT ENVELOPES

(FOR SN 1000 -1213)

FIGURE 1-5 CENTER OF GRAVITY vs. GROSS WEIGHT ENVELOPES

(FOR SN 1000-1213 WITH ASC 61)

FIGURE 1-6 CENTER OF GRAVITY vs. GROSS WEIGHT ENVELOPES

(SN 1214 AND SUBS. AND SN 1000-1213 WITH ASC 190)

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Figure 1-4: Center of Gravity versus Gross Weight Envelopes

(SN 1000 – 1213)

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Figure 1-5: Center of Gravity versus Gross Weight Envelopes

(SN 1000 – 1213 with ASC 61)

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Figure 1-6: Center of Gravity versus Gross Weight Envelopes

(SN 1214 and Subs and SN 1000 – 1213 with ASC 190)

FAA APPROVED JAA GIV

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1-12-00: AIRPLANE SERVICING

1-12-10: Hydraulic Fluids:

Fire resistant Type 4 hydraulic fluids are approved for use.

Approved Type IV fluids:

HyJet IV

HyJet IV-A

Skydrol LD-4

Skydrol 500B-4

JAA GIV FAA APPROVED

1-18 22 May 2002
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1-12-20: APU Fuel Grades And Fuel Temperatures:

APU operation requires fuel at a viscosity of not more than 12 centistokes. The corresponding
fuel temperatures are as follows:

FUEL GRADE MINIMUM FUEL TEMPERATURE

ASTM D1655 Jet A -30°C
MIL-T-5624 Grade JP-5
MIL-T-83133 Grade JP-8
DEF STAN 91-86
DEF STAN 91-87

CAN 3-GP-24
ASTM D1655 Jet A-1 -40°C
ASTM D1655 Jet B
CAN 2.3.23
MIL-T-5624 Grade JP-4 -50°C
DEF STAN 91-88

DEF STAN 91-91

CAN 2.3.22

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1-12-30: Engine Fuel Grades:

Fuel conforming to any of the following specifications is approved for use. Fuels conforming to
ASTM Specification ES2-74 are also eligible. Mixing of fuels is permissible.

KEROSENE TYPE
AMERICAN BRITISH CANADIAN
ASTM D1655-89, Jet A DEF STAN 91-87 CAN/CGSB-3.23-M86
ASTM D1655-89, Jet A-1 DEF STAN 91-91
MIL-T-83133A, Grade (JP-8)
FRENCH USSR I.A.T.A.
AIR 3405/C T-1, TS-1, RT (GOST 10277- 1988 Kerosine Type
86)
T-7 (GOST 12308-66)
WIDE CUT JP-4 TYPE
AMERICAN BRITISH CANADIAN
ASTM D1655-89, Jet B DEF STAN 91-88 CAN/CGSB-3.22-M86
MIL-T-5624N, Grade JP-4
FRENCH I.A.T.A.
AIR 3407/B 1987 JP-4
HIGH FLASH POINT JP-5 TYPE
AMERICAN BRITISH CANADIAN
MIL-T-5624N, Grade JP-5 DEF STAN 91-86 CAN 3-GP-24Ma

FRENCH
AIR 3404/C

NOTE: The use of Wide Cut fuel as agreed to by the Operator, Rolls-Royce, and the
appropriate Airworthiness Authority may result in a reduction in HP Fuel Pump Life.

JAA GIV FAA APPROVED

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LIMITATIONS

1-12-40: Fuel Additives:

The following fuel additives (in addition to those included in DEF STAN Specifications) are
approved by Rolls-Royce, subject to limitations stated:

1. Corrosion Inhibitor/Lubricity Aids

Concentration Range - lb/42,035 gallons (US)/35,000 gallons (IMP)

ADDITIVE MINIMUM MAXIMUM
Hitec 515 4 (11 mg/1) 7.5 (21 mg/1)
Apollo PRI 19 3 (9 mg/1) 8 (23 mg/1)
Tolad 245 7.5 (21 mg/1) 12 (34 mg/1)
DuPont DCI-4A 3 (9 mg/1) 8 (23 mg/1)
Hitec 580 3 (9 mg/1) 8 (23 mg/1)

NOTE: Minimum requirement is to ensure that sufficient additive is available when it is

required to act as a lubricity aid.
2. Anti-Icing Additive
DEF STAN 68-252 or MIL-I-27686E, or any direct equivalent in concentrations not
exceeding 0.15 percent by volume.
3. Static Dissipator Additive
Shell A.S.A. 3 in concentrations of not more than 1.00 part per million.
Stadis 450 maximum concentration not more than 3.00 parts per million.

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4. Anti-Microbiological Additive
A. Methyl Cellosolve may be used. Refer to GIV Maintenance Manual, Chapter 28 for
additive application procedures.
B. Biobor JF may be used. Refer to GIV Maintenance Manual, Chapter 28 for additive
application procedures.
C. Kathon FP 1.5 may be used. Refer to GIV Maintenance Manual, Chapter 28 for additive
application procedures.

NOTE: Under certain conditions solid matter may be precipitated from fuel containing
Biobor JF or Kathon FP 1.5 during flight. The fuel differential pressure signals
should be carefully monitored in flight immediately following its use in the airplane
tanks. See Rolls Royce Tay Maintenance Manual M-TAY-1RR for recommended
procedures to be followed when using Biobor JF or Kathon FP 1.5.

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1-12-50: Oil Grades (Engine/Starter/APU):

WARNING: LUBRICATING OIL IS TOXIC TO SKIN, EYES, AND RESPIRATORY
TRACT. SKIN AND EYE PROTECTION IS REQUIRED. AVOID
REPEATED OR PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
CAUTION: USE ONLY BRAND NAMES SPECIFICALLY AUTHORIZED. USE OF ANY
UNAPPROVED OIL REQUIRES AUTHORIZATION OF EQUIPMENT
MANUFACTURER.
NOTE: Keep to one brand of oil but if necessary for operation, approved brands may be mixed.
Any change from one approved oil to another should be made slowly by the usual
procedure to fill the oil system during servicing.
Oil of the brands below, when reclaimed to approved Rolls-Royce standards for
appropriate viscosity grade, are approved for use in TAY engine.

FAA APPROVED JAA GIV

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The following oils are approved for common usage in the engine and APU.

Table 1
Common Lubricating Oils List
(3 centistoke oils)
Manufacturer/Oil
Aeroshell Turbine Oil 390
Castrol 3 C Gas Turbine Oil
Castrol 325 Gas Turbine Oil
Exxon 2389

Table 2
Common Lubricating Oils List
(5 centistoke oils)
Manufacturer/Oil
Royco/Aeroshell Turbine Oil 500
Aeroshell Turbine Oil 560
Exxon Turbo Oil 2380
Mobil Jet II
Mobil 254
Castrol 5000 Gas Turbine Oil

Refer to the following manuals for oils approved for specific usage in Engine, Starter, or APU:

ENGINE: U.K. CAA Approved Rolls-Royce Tay Operating Instructions (F-TAY-1RR) and
associated Service Bulletins.

STARTER: Garrett Starter Maintenance Manual 80-10-53.

APU: Garrett Maintenance Manual No. 49-21-89 for APU Model No. GTCP36-100(G)

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1-21-00: AIR CONDITIONING

1-21-10: Cabin Pressurization Control System:

Maximum cabin pressure differential permitted is 9.80 psi. Maximum cabin pressure differential
permitted for taxiing, takeoff or landing is 0.3 psi.

1-21-20: Bleed Air System:

Do not operate above 41,000 ft. without both engine bleeds ON and each engine being bled by
either the air conditioning system or engine cowl anti-ice. See Section 3, AIR CONDITIONING
SYSTEM SHUTDOWN OR INOPERATIVE Procedure.

FAA APPROVED JAA GIV

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1-22-00: AUTO FLIGHT

1-22-10: Mach Trim Compensation/Electric Elevator Trim:

Mach Trim Compensation must be ON during all flight operations except as provided for in
Section 3, MACH TRIM COMPENSATION FAILURE. If Mach Trim Compensation is
inoperative, MMO is reduced to 0.75 MT.

When failure of Mach Trim Compensation is coupled with Yaw Damper failure, observe speed
limitations for both failures and limit altitude to 41,000 ft.

1-22-20: Autothrottle:

Use of autothrottle is not permitted for takeoff or go-around when wing anti-ice is used.

Must be disengaged by 50 ft. (AGL) on approach.

1-22-30: Autopilot:

Do not engage below 200 ft. (AGL) on takeoff.

Must be disengaged on approach by 50 ft. (AGL).

1-23-00: COMMUNICATIONS

1-23-10: Headset:

The flight crew shall wear headsets with acoustical protection when operating the airplane in the
“green” configuration.

1-23-20: 8.33 kHz Comm Radios:

The Collins VHF Comm Radios comply with the 8.33 kHz spacing requirements and all
applicable standards of relevant FAA TSO’s, RTCA, and ICAO Annex 10 specifications for FM
Immunity at SN 1340 and subsequent.

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1-24-00: ELECTRICAL POWER

1-24-10: Standby Electrical System:

When standby electrical system is in operation, the following limitations apply:

• Minimum HP RPM is 67 percent.

• Speed Brakes may be used, however, operation should be slow (approximately five (5)
seconds for full range movement).

• Landing is approved provided auto ground spoilers and thrust reversers are not used for
landing. See Appendix C for appropriate checklist.

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1-27-00: FLIGHT CONTROLS

1-27-10: Angle Of Attack System (AOA):

Angle-of-Attack (AOA) may be used as reference, but does not replace airspeed as the primary
reference.

AOA indication must be within white band once forward airspeed is attained during takeoff roll.

AOA indication shall not be used as a speed reference for takeoff rotation.

1-27-20: Stall Warning/Stall Barrier System:

There are two Stall Warning / Stall Barrier Systems installed in the airplane. Dispatch with one
Stall Warning / Stall Barrier System inoperative is allowed with reference to the MEL.

Operative stall barrier systems must be ON during all flight operations except as noted in Section
4-15-40: Stall Barrier Malfunction. See GIV Operating Manual, STALL WARNING/STALL
BARRIER CHECKOUT PROCEDURE.

1-27-30: Yaw Damper:

If Yaw Damper fails prior to takeoff:

1. Maximum fuel quantity permitted for takeoff is 9,000 lb (4082 kg).

If Yaw Damper fails in-flight:

2. Above 18,000 ft. maintain airspeed at or above 220 KCAS.

3. Below 18,000 ft. maintain airspeed, as function of fuel quantity, at or above that shown
below until ready to configure for approach and landing.

Fuel Quantity - 1000 lb 8 10 12 14 16 18 20 22 24 26 28 30

Minimum Airspeed - KCAS 96 107 117 126 135 143 151 158 165 172 178 184

When Yaw Damper failure is coupled with failure of Mach Trim Compensation, observe speed
limitations for both failures and limit altitude to 41,000 ft.

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1-27-40: Speed Brakes:

Speed brakes are not approved for extension with flaps at 39° or with landing gear extended.

Do NOT pull FLIGHT POWER SHUTOFF handle with speed brakes extended.

1-27-50: Ground Spoilers:

Takeoff is permitted with Ground Spoilers inoperative, provided Anti-Skid is operative and 20°
flaps are used for takeoff.

1-27-60: Use Of Flaps While Enroute:

The use of flaps while “enroute” is prohibited. “Enroute includes holding in designated areas
outside the terminal area of the airport and flight with flaps extended from top of descent.”

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1-28-00: FUEL

1-28-10: Usable Fuel Capacities:

For maximum unbalanced fuel, see Figure 1-7: PERMISSIBLE FUEL UNBALANCE. Before
the imbalance exceeds that shown, proceed with Fuel Balancing.
Fuel balancing may be accomplished by using the crossflow valve or intertank valve.
When balancing fuel through use of the crossflow valve, ensure that boosted fuel pressure is
always available to the engines.
CAUTION: THE ENGINE WILL ONLY RUN ON SUCTION FUEL FEED AT OR BELOW
20,000 FT. ABOVE 20,000 FT, THE ENGINE WILL RUN ERRATICALLY
AND FLAME OUT IF THE CROSSFLOW IS NOT OPEN WITH AT LEAST
ONE BOOST PUMP ON.
Balancing fuel by using the intertank valve requires the airplane to be placed in a sideslip
condition. Adjusting the rudder trim in the direction of the “heavy” tank will create a wing down
condition and allow fuel to flow toward the “light” tank.

The usable fuel capacities are:

Right Tank 14,750 pounds ( 6,690 kg) 2,185 gallons ( 8,271 liters)

Left Tank 14,750 pounds ( 6,690 kg) 2,185 gallons ( 8,271 liters)

Total 29,500 pounds (13,380 kg) 4,370 gallons (16,542 liters)

NOTE: It is possible to upload fuel in excess of 29,500 pounds. This is permitted as long as the
maximum ramp weight and/or the maximum takeoff weight is not exceeded, and the
loaded airplane center of gravity is within limits.

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Figure 1-7: Permissible Fuel Unbalance For All Flight Operations

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1-28-20: Boost Pumps:

All operable boost pumps shall be selected ON for all phases of flight unless fuel balancing is in
progress.

See ENGINE FUEL GRADES, this Section.

CAUTION: THE ENGINE WILL ONLY RUN ON SUCTION FUEL FEED AT OR BELOW
20,000 FT. ABOVE 20,000 FT, THE ENGINE WILL RUN ERRATICALLY
AND FLAME OUT IF THE CROSSFLOW IS NOT OPEN WITH AT LEAST
ONE BOOST PUMP ON.

1-28-30: Fuel Tank Temperature:

MAXIMUM:

Fuel temperature of +54°C (129°F) or greater will cause red FUEL TANK TEMP digits to be
displayed on the Fuel Page.

MINIMUM:

Fuel temperatures less than -40°C will cause red FUEL TANK TEMP digits to be displayed
on the Fuel Page.

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1-30-00: ICE AND RAIN PROTECTION

1-30-10: General:
Icing conditions exist when Outside Air Temperature (OAT) on the ground and for takeoff, or
Static Air Temperature (SAT) in flight, is 10°C (50°F) or below, and visible moisture in any
form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and ice
crystals). Icing conditions also exist when the OAT on the ground and for takeoff is 10°C (50°F)
or below when operating on ramps, taxiways, or runways where surface snow, ice, standing
water, or slush may be ingested by the engines, or freeze on engines, nacelles, or engine sensor
probes.
Takeoff is prohibited with frost, ice, snow, or slush adhering to the wings, control surfaces,
engine inlets, or other critical surfaces.
A visual and tactile (hand on surface) check of the wing leading edge and the wing upper surface
must be performed to ensure the wing is free from frost, ice, snow, or slush when the outside air
temperature is less than 42ºF (6ºC), or if it cannot be ascertained that the wing fuel temperature
is above 32ºF (0ºC); and
● There is visible moisture (rain, drizzle, sleet, snow, fog, etc.) present; or
● Water is present on the wing; or
● The difference between the dew point and the outside air temperature is 5ºF (3ºC) or less;
or
● The atmospheric conditions have been conducive to frost formation.

1-30-20: Wing Anti-Icing:

Operation of Wing Anti-Icing System is required if icing conditions are imminent, or

immediately upon detection of ice formation on wings, winglets, or windshield edges.

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1-30-30: Cowl Anti-Icing:

Use of Cowl Anti-Icing is required for taxi and takeoff when Static Air Temperature (SAT) is
+8°C (48°F) or below, and visible moisture in any form is present (such as clouds, fog with
visibility of one mile or less, rain, snow, sleet, and ice crystals), and when operating on ramps,
taxiways, or runways where surface snow, ice, standing water, or slush may be ingested by the
engine, or freeze on engines, nacelles, or engine sensor probes.

When taxiing or holding on the ground at low power in temperatures less than 1°C (34°F),
engine operation of 85% LP for one (1) minute is recommended just prior to takeoff and at
intervals of not more than sixty (60) minutes under these temperature and moisture conditions.

Use of Cowl Anti-Icing System is required in flight as indicated in Figure 1-8. Temperature
Range for Cowl Anti-Icing, when visible moisture or precipitation is present or when signs of
icing are observed. Ice accretion may be observed on wings or windshield edges.

Increase in engine vibration levels may develop in icing. The fan should normally shed the ice
and vibration will return to normal. To assist in shedding ice, if high vibration occurs and
operational circumstances permit, one engine at a time may be quickly retarded to idle, held
there for five (5) seconds and then accelerated to 85% LP RPM. The power lever may then be
returned to its original position. Select cowl anti-ice off after one (1) minute in clear air.

1-30-40: Use Of Flaps:

Use of flaps in icing conditions is restricted to takeoff, approach and landing only.

Holding in icing conditions is limited to 0° flaps only.

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Figure 1-8: Temperature Range for Cowl Anti-Icing

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1-31-00: INDICATING/RECORDING

1-31-10: Electronic Checklist:

Electronic Checklist Document Number 1159AV41201-40 corresponds to this revision of
Airplane Flight Manual for SPZ 8000 equipped airplanes.
Electronic Checklist Document Number 1159AV41202-40 corresponds to this revision of
Airplane Flight Manual for SPZ 8400 equipped airplanes.
Electronic Checklist Document Number 1159AV41201-20 and 1159AV41202-20 are acceptable
for use until the checklist modules can be updated.

Checklist version can be verified by selecting TITLE PAGE of Electronic Checklist.

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1-32-00: LANDING GEAR

1-32-10: Brake System:

Takeoff is prohibited with BRAKE FAIL or BRAKE PEDAL message displayed.

1-32-20: Anti-Skid System:

Takeoff is permitted with Anti-Skid inoperative, provided Ground Spoilers are operative, 20°
flaps are used, and the cowl and wing anti-icing systems are not used.

Operations on contaminated and icy runways with the anti-skid inoperative is prohibited.

1-32-40: Landing Lights:

Ground operation of landing lights is limited to five (5) minutes.

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1-34-00: NAVIGATION

1-34-10: Airborne Weather Radar:

When operating weather radar on the ground, the following limitations apply:

Do NOT operate radar during refueling of the airplane nor when within 300 ft (92 meters) of
other refueling operations.

Do NOT operate radar within 49 ft (15 meters) of ground personnel with 24” antenna installed.

Do NOT operate radar within 33 ft (10 meters) of ground personnel with 18” antenna installed.

1-34-20: Inertial Reference System (IRS):

When operating in "ATT-REF" mode, do NOT use IRS heading information unless airplane
heading is manually entered via the ISDU or the appropriate IRS status page on the FMS CDU.

NOTE: For SPZ 8000 equipped airplanes, heading will appear as 000° when the IRS is selected
to "ATT-REF".

For SPZ 8400 equipped airplanes:

NOTE: HDG FAIL will appear on the HSI until a valid airplane heading is manually entered via
the ISDU or IRS status page on the FMS CDU.

Honeywell HG1075AE Series IRS equipment installed in Gulfstream IV has been certified for
alignment to 78° Latitudes. For alignment between 70° and 78° Latitude, fifteen (15) minute
alignment time is required. For flight above 73° N and 60° S Latitude, EFIS heading information
must be switched from MAG to TRUE due to loss of valid MAG heading from the IRS. Above
73° N and 60° S Latitude with TRUE heading information displayed, ILS, MLS, TCN, and VOR
navigation capability is unavailable unless special procedures in GIV Operating Manual are
followed.

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1-34-30: Pilot’s Manuals:

For SPZ-8000 equipped airplanes, the Honeywell SPZ-8000 Digital Integrated Flight Control
System (Phase II) Pilot’s Manual for the Gulfstream IV, Honeywell Publication Number A28-
1146-064, Revision 5, dated October 1999 (or later approved revision) is to be immediately
available to the flight crew.

For SPZ-8400 equipped airplanes, the Honeywell SPZ-8400 Digital Automatic Flight Control
System Pilot’s Manual for the Gulfstream IV, Honeywell Publication Number A28-1146-097,
Revision 2, dated October 1999 (or later approved revision) is to be immediately available to the
flight crew.

When FMS navigation is in use, the appropriate Pilot’s Manual listed below is to be available to
the flight crew:

• Flight Management System for the Gulfstream IV (Software Version 4.1), Honeywell
Publication Number A28-1146-115, Dated August 1996 (or later approved revision). This
publication is equivalent to Honeywell Publication Number A28-1146-081.

• FMZ Series Flight Management System for the Gulfstream IV, Honeywell Publication
Number A28-1146-126, dated August 1998 (or later approved revision).

• FMZ Flight Management System for the Gulfstream IV (Software Version 5.2), Honeywell
Publication Number A28-1146-135, dated May 1999 (or later approved revision).

• FMZ Flight Management System for the Gulfstream IV (Software Version 6.0), Honeywell
Publication Number A28-1146-141, dated February 2002 (or later approved revision).

• For airplanes SN 1470 and subs with the CD-820 FMS Control Display Unit installed, the
CD-820 Pilot’s Manual, Honeywell Publication Number A28-1146-149-01, Revision 1,
dated September 2001 (or later approved revision), is to be immediately available to the
flight crew.

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1-34-40: Flight Management System (FMS):

The Flight Management System (FMS) shall not be used for Navigation above 85° North or
South Latitude for airplanes with software version NZ-9001. FMS Navigation above 85° North
or South Latitude is approved for airplanes with software version NZ-9101, NZ-9111, NZ4.0,
NZ4.1, NZ5.X, or NZ6.X.
Verify that the database is current. If the database is out of date, flight may be continued
providing the latitude/longitude of each waypoint is verified by the crew. A current database is
required in order to fly GPS approaches.
Verify that the navigation computer software version is NZ-9001, NZ-9101, NZ-9111, NZ4.0,
NZ4.1, NZ5.X, or NZ6.X.
Verify that the performance computer software version is PZ-9003, A-PZ-9101, F-PZ-9101, A-
PZ-9302, F-PZ-9302, A-PZ-9401, A-PZ-9402, F-PZ-9401 or F-PZ-9402.
FMS navigation based solely on Global Positioning System (GPS) sensor data is not permitted
unless the navigation computer software version is NZ4.1, NZ5.X, NZ6.X or later approved
version.
FMS is approved for vertical and lateral Flight Director/Autopilot coupled IFR RNAV, VOR,
VOR/DME, ADF, GPS and TCN approaches under the following conditions:
1. FMS APPROACH annunciator is illuminated.
2. A published approach procedure is used.
• RNAV • VOR • VOR/DME
• ADF • GPS • TACAN
3. FMS navigation mode is one of the following:
• GPS • FPS/DME/DME
• DME/DME • VOR/DME
4. NAVAID for approach is operative and raw data of referenced NAVAID is monitored on
one pilot’s display, for non-GPS overlay approaches.
5. If NAVAID is inoperative, “GPS” must be referred to in the title of the approach to allow a
GPS overlay approach to be flown.
6. DR or DGRAD annunciators are not illuminated.
7. Minimum altitude for autopilot coupled IMC VNAV operations is 300 ft. AGL or 50 ft.
below Minimum Descent Altitude (MDA), whichever is higher.
NOTE: Additional information regarding FMS approach procedures can be found in GIV AFM
Supplement 2000-03 for airplanes with NZ4.1, NZ5.X, NZ6.X or later approved
version installed.

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1-34-50: Performance Computer:

Use of the Performance Computer for takeoff and landing field performance is permitted except
as noted below. The Performance Computer's calculations shall be checked for reasonableness.
The AFM Performance Section shall be available for cross-reference as necessary.

The use of the Performance Computer is prohibited for airplanes SN 1000 and subsequent for
takeoff operations utilizing 10° Flaps at Airport Field Elevations above 9,000 feet P.A. with PZ
Software Version PZ-9003, A-PZ-9101, or F-PZ-9101.

There are no operational limitations when using performance data contained in the Airplane
Flight Manual or PZ Software Version A-PZ-9302, F-PZ-9302, A-PZ-9401, A-PZ-9402, F-PZ-
9401 or F-PZ-9402.
NOTE: The onboard FMS TOLD (Takeoff and Landing) computer can only be used to
determine obstacle clearance when the obstacle height is less than or equal to 1500 ft
above the Reference Zero elevation. When the obstacle height is between 1000 ft and
1500 ft above the Reference Zero elevation, it may be necessary to employ a level-off
height if more than 1500 ft AGL. Section 5.6 of the AFM must be used to determine if
a level-off height in excess of 1500 ft AGL is required. If the obstacle height is greater
than 1500 ft above Reference Zero, the data in Section 5.6 must be used to determine
obstacle clearance.
For a non-standard temperature day, the pressure-based level-off altimeter increment above the
takeoff surface will differ from the geometric height. Table 5.6-1 must be used to determine the
pressure altitude increment and the correct level-off altimeter altitude.
TOLD performance data does not include performance benefits associated with extending the
engine-out usage of Takeoff Thrust from 5 to 10 minutes. Substantially improved takeoff climb
performance for some WAT (Weight, Altitude and Temperature) conditions may be realized by
using the AFM performance charts in Section 5.3 (Climb Limited Performance) and Section 5.6
(Obstacle Clearance Limited Performance).

1-34-60: SPZ-8400 Flight Director

Selection of the TO/GA mode at speeds greater than 60 knots on the ground is not permitted.
Selection of TO/GA at airspeeds above 60 KCAS and the airplane on the ground will result in
GA speed targets and pitch guidance.

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1-34-70: Traffic Alert And Collision Avoidance System (TCAS)

PILOT'S MANUALS

The Honeywell Traffic Alert and Collision Avoidance System (TCAS) Pilot's Guide, Publication
Number C28-3841-005-00, dated September 1999 (or later approved revision) shall be
immediately available to the pilots. The Honeywell SPZ-8400 Digital Automatic Flight Control
System Pilot’s Manual for the Gulfstream IV Document Number A28-1146-097, Revision 2,
dated October 1999 (or later approved revision) shall be immediately available to the pilots. This
applies to airplanes SN 1390 and subsequent.

With 7.1 software installed, ACSS Document Number 8008110-001 (TCAS II/TCAS 2000
(Change 7.1 Pilot’s Guide Supplement) dated 31 October 2009 (or later approved revision) shall
be immediately available to the pilots.

TCAS OPERATING CONSTRAINTS

With 7.0 software installed (SN 1434 and sub), all RA and TA aural messages are inhibited at a
radio altitude less than 500 ft 100 ft.

For airplanes SN 1000 and subsequent with ASC 480 Rev. A (or latest revision), TCAS II
version 7.1 is installed, which is equivalent to ACAS II.

With 7.1 software installed, the TCAS aural alert “ADJUST VERTICAL SPEED, ADJUST”
is replaced with the aural alert “LEVEL OFF, LEVEL OFF.”

CLEARANCE

The pilot is authorized to deviate from ATC to the extent necessary to comply with a Resolution
Advisory (RA).

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TRAFFIC ADVISORIES

The pilot must not initiate evasive maneuvers based solely on information from a Traffic
Advisory (TA). Traffic Advisory information should be used only as an aid to visual acquisition
of traffic.

RESOLUTION ADVISORIES

Compliance with TCAS Resolution Advisories (RA) is required unless the pilot considers it
unsafe to do so. Maneuvers which are in the opposite direction of an RA are extremely
hazardous and are prohibited unless it is visually determined to be the only means to assure safe
separation.

CLEAR OF CONFLICT

Prompt return to the ATC cleared altitude must be accomplished when "CLEAR OF
CONFLICT" is announced.

SINGLE ENGINE INOPERATIVE AND TCAS

With a single engine inoperative, select TA only as the TCAS operating mode.

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1-34-80: Enhanced Ground Proximity Warning System (EGPWS)

PILOT’S MANUALS

The Honeywell Enhanced Ground Proximity Warning System Pilot’s Guide, Publication Number
060-4241-000, Revision D, dated March 2000 (or later approved revision appropriate to the
software version below) must be immediately available to the pilots for -208 -208 (SN 1390 thru
1425) or -210 -210 (SN 1426 and subs).

CLEARANCE

Pilots are authorized to deviate from their current Air Traffic Control (ATC) clearance to the
extent necessary to comply with an EGPWS warning.

NAVIGATION

Navigation is not to be predicated upon the use of the Terrain Display.

DATA BASE

The EGPWS data base, displays, and alerting algorithms currently account for man-made
obstructions.

TERRAIN DISPLAY

The Terrain Display is intended to serve as a situational awareness tool only, and may not
provide the accuracy and/or fidelity on which to solely base terrain avoidance maneuvering.

Terrain Display shall be selected OFF when within 15 NM of landing at an airport when:

• The airport has no published instrument approach procedure (-104 -104 software version only).

• The longest runway is less than 3,500 ft in length.

• The airport is not in the EGPWS data base.

TAWS

The production EGPWS installation meets the requirements for Class A TAWS as defined in
Advisory Circular AC 25-23.

JAA GIV FAA APPROVED

1-44 22 May 2002
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SECTION 1
LIMITATIONS

1-34-90: Lasertrak NDU:

The Honeywell GC1230AC10, 11, 20, 21 Lasertrak Navigation Display Unit Pilot’s Manual,
number M28-2231-001-02 dated October 1999 (or later approved revision), is to be immediately
available to the crew whenever navigation is predicated on the use of the Honeywell Lasertrak
Navigation Display Unit.

The Honeywell SPZ-8000 Digital Automatic Flight Control System (Phase II) Pilot’s Manual for
the Gulfstream IV, number A28-1146-064, revision 5 dated October 1999 (or later approved
revision), or Honeywell SPZ-8400 Digital Automatic Flight Control System Pilot’s Manual for
the Gulfstream IV, number A28-1146-0097, revision 2 dated October 1999 (or later approved
revision), is to be immediately available to the crew whenever the Lasertrak NDU is used. It is
the crew’s responsibility to be familiar with the Pilot’s Manual.

Lasertrak can only be displayed on the PFD and on the ND in the compass mode; it cannot be
coupled to the flight guidance system.

1-34-100: Standby Flight Instruments:

When flight is predicated on the use of the Standby Flight Instruments, the flight crew shall
check the position error correction in Section 5 - Performance.

1-34-110: FM Immunity:

All Collins navigation receiver installations comply with all applicable standards of relevant
FAA TSOs and Radio Technical Commission for Aeronautics (RTCA) specifications for FM
immunity effective at SN 1330 and subsequent.

FAA APPROVED JAA GIV

3 May 2006 1-45
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SECTION 1
LIMITATIONS

1-35-00: OXYGEN SYSTEM

1-35-10: Oxygen Departure Pressures:

For SN 1000 thru 1289, the production-installed oxygen supply consists of one (1) 50 cubic ft.
(1415 1iter) cylinder located below the floor in the cabin. The minimum oxygen supply shall be
determined for each flight using Figure 1-9, Oxygen Duration, as a guide.
Figure 1-9: Oxygen Duration
(SN 1000 thru 1289)

8
W O
EL
ONE 50 CUBIC FOOT (1359 LITER) CYLINDER AT 70°F (21°C)

DB
AN

7
00 0

DURATION (FOR CREW ONLY) IN MAN HOURS

20,
E
OV

T
AB

NA

6
ND

IO
0

UT
A
,0 0

00

D IL
25

,0
AT

35
AT
N

5
IO

0%
T
00

LU

10
,0

DI
30
AT

4
% 0
10

00
,0
25
T
3

A
0%
00 10
,0
20
0 AT
,0 0 % 0
15 10
2

AT
0%
000 10
10,
AT
0 0%
1

1
0
0
2000

1500

1000

500

CYLINDER PRESSURE IN PSI

JAA GIV FAA APPROVED

1-46 22 June 2004
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JAA GIV AIRPLANE FLIGHT MANUAL

SECTION 1
LIMITATIONS

For SN 1290 and subsequent the quantity of oxygen required varies with the flight profile. Use
Figure 1-9A to determine required oxygen quantity for each flight.

Figure 1-9A: Oxygen Duration

(SN 1290 and subs)

1-35-20: Oxygen System:

The following airplane certification requirements are in addition to the requirements of

applicable operating rules. The most restrictive requirements (certification or operating) must be
observed.

Above Flight Level 250, crew masks must be in the quick-donning position, which allows
donning within five (5) seconds.

On airplanes with Scott ATO MC 10-15-157/-158 crew masks, hats and “earmuff” type headsets
must be removed prior to donning crew oxygen masks.

NOTE: Headsets and eyeglasses worn by crew members may interfere with quick-donning
capabilities.

WARNING: PASSENGER MASKS ARE INTENDED FOR USE DURING AN

EMERGENCY DESCENT TO AN ALTITUDE NOT REQUIRING
SUPPLEMENTAL OXYGEN.
PASSENGER MASKS WILL NOT PROVIDE SUFFICIENT OXYGEN
FOR PROLONGED OPERATION ABOVE 34,000 FT CABIN ALTITUDE.
PROLONGED OPERATION ABOVE 25,000 FT CABIN ALTITUDE
WITH PASSENGERS ON BOARD IS NOT RECOMMENDED.

FAA APPROVED JAA GIV

22 June 2004 1-47
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SECTION 1
LIMITATIONS

1-45-00: ENGINE INSTRUMENTS AND CREW ALERTING SYSTEM (EICAS)

1-45-10: General EICAS Range Markings Colors:

Maximum and Minimum Limitations: Red Arc

Takeoff and Caution Range: Amber Arc

Normal Operating Range: White Arc

1-45-20: Powerplant EICAS Indications:

ENGINE PRESSURE RATIO (EPR)
No Limitation Markings
0.85 to 2.0: Pilot Selectable Command Marker

TGT°C (TGT)

800°C and above: Red Arc

715°C to 800°C: Amber Arc
0°C to 715°C: White Arc

% RPM LP (LP)

95.5% to 110%: Red Arc

0% to 95.5%: White Arc

% RPM HP (HP)

99.7% to 110%: Red Arc

97.5% to 99.7%: Amber Arc
46.6% to 97.5%: White Arc
0% to 46.6%: Red Arc

FUEL FLOW (FF)

No Limitation Markings

JAA GIV FAA APPROVED

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SECTION 1
LIMITATIONS

OIL TEMPERATURE (OIL TEMP)

120°C and above: Red Digits

105°C to 120°C: Amber Digits
-30°C to 105°C: White Digits
-40°C to -30°C: Amber Digits
Less than -40°C: Red Digits

OIL PRESSURE (OIL PRESS)

30 psi and above: White Digits

16 psi to 30 psi: Amber Digits
0 psi to 16 psi: Red Digits

ENGINE FUEL TEMPERATURE (ENG FUEL TEMP)

120°C and above: Red Digits

90°C to 120°C: Amber Digits
-40°C to 90°C: White Digits
Less than -40°C: Red Digits

ENGINE ANTI-ICE PRESSURE (see Engine Anti-Ice Limits, Anti-Ice System this section)

60 psi: Red Light (on overhead panel)

1-45-30: Fuel EICAS Indications:

FUEL TANK TEMPERATURE (FUEL TANK TEMP)

54°C and above: Red Digits

-40°C to 54°C: White Digits
Less than -40°C: Red Digits

FAA APPROVED JAA GIV

22 May 2002 1-49
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SECTION 1
LIMITATIONS

1-45-40: APU EICAS Indications:

APU INSTRUMENT MARKINGS

EGT

732°C to 1000°C: Red Arc

680°C to 732°C: Amber Arc
0°C to 680°C: White Arc

RPM

110% to 120%: Red Arc

104% to 110%: Amber Arc
0% to 104%: White Arc

JAA GIV FAA APPROVED

1-50 22 May 2002
 GULFSTREAM AEROSPACE
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SECTION 1
LIMITATIONS

1-49-00: AUXILIARY POWER UNIT (APU)

1-49-10: APU Operating Limits:

The APU can be operated on the ground, during takeoff, in flight, and during landing. In flight it
is an optional source of electrical power via the AUX PWR switch in lieu of one or both engine
driven alternators. The APU cannot be used to supply pressurization airflow in flight.

Maximum Permissible Exhaust Gas Temperature:

Up to 60% RPM during Start: 988°C

60% to 100% during Start: 821°C to 732°C (Linear Decrease)

Running: 732°C

Maximum Permissible Exhaust Gas Temperature for airplanes with ASC 465 (36-150[G] APU):

Up to 50% RPM during Start: 973°C

51% to 87% during start: 973°C to 732°C (Linear Decrease)

87% to 100% during start: 732°C

Running: 732°C

Maximum Rotor Speed

All Conditions: 110%

FAA APPROVED JAA GIV

4 Jan 2007 1-51
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SECTION 1
LIMITATIONS

1-49-20: APU Starting Limits:

Continuous operation of the APU starter, when powered by airplane batteries is limited to thirty
(30) seconds per start with maximum of three (3) consecutive start attempts. Before attempting
another start, allow twenty (20) minutes for starter to cool down. Three (3) additional start
attempts may be made, after which a one (1) hour cool down period must be observed before the
next full starter cycle is commenced.

Continuous operation of the APU starter when powered by an External DC power source is
limited to fifteen (15) seconds per start with maximum of two (2) consecutive start attempts.
Before attempting another start, allow twenty (20) minutes for starter to cool down. Two (2)
additional start attempts may be made, and if unsuccessful, a one (1) hour cool down period must
be observed before the next full starter cycle is commenced.
Altitude/Airspeed Envelope: SN 1000 thru 1155 without APU Loadmeter:
Guaranteed Starting Guaranteed Running
Altitude 15,000 Feet and Below 30,000 Feet and Below
Airspeed 250 KCAS Maximum VMO/MMO

Altitude/Airspeed Envelope: SN 1000 thru 1155 with APU LOADMETER installed or

removed by ASC 420, SN 1156 and sub, SN 1430 and sub, airplanes having ASC 465 (36-
150[G] APU):
Guaranteed Starting Guaranteed Running
Altitude 15,000 Feet and Below 35,000 Feet and Below
Airspeed 250 KCAS Maximum VMO/MMO

NOTE: An inspection is required within ten (10) APU operating hours if the APU is operated
above 30,000 ft. for more than one (1) hour during a flight or if the APU is operated
above 35,000 ft. more than five times. Refer to the APU Maintenance Manual for
specific inspection requirements.

NOTE: Successful consecutive starts are limited to six (6) at ten (10) minute intervals per start.

NOTE: For APU Airstart Envelope see Section 3, figures 3-1 and 3-3.

JAA GIV FAA APPROVED

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SECTION 1
LIMITATIONS

1-49-30: APU Alternator Electrical Load:

The following limitation applies for GIV airplanes SN 1480 and subs, SN 1156 thru 1309 with
Loadmeter installed but with or without ASC 470, and for SN 1000 thru SN 1479 having either:

- ASC 390A (APU Enhancements) and also having either

• APU Loadmeter installed, or
• ASC 420 (APU Loadmeter Removal)

or:

- ASC 427 (APU Enclosure Sotting Mod) and also having either:
• APU Loadmeter installed, or
• ASC 420 (APU Loadmeter Removal)

The APU alternator can deliver 100% electrical power (30 kVA) on ground or in flight from sea
level to 25,000 ft. From 25,000 ft. to 30,000 ft., the limit load decreases linearly to 83% (25
kVA). From 30,000 ft. to 35,000 ft. the limit load decreases to 67% electrical power (20 kVA).
Load shedding may be required. See Section 3, APU ALTERNATOR ELECTRICAL LOAD
figure 3-4.

The following limitation applies for GIV SN 1000 through 1309 without APU Loadmeter and
with or without ASC 470:

The APU alternator can deliver 100% electrical power (30 kVA) on ground or in flight from sea
level to 22,000 ft. From 22,000 ft. to 30,000 ft. the limit load decreases linearly to 50%
electrical power (15 kVA). Load shedding may be required. See Section 3, APU
ALTERNATOR ELECTRICAL LOAD figure 3-2.

The following limitation applies for GIV airplanes with ASC 465 (36-150[G] APU):

The APU alternator can deliver 100% electrical power (30 kVA) on the ground or inflight from
sea level to 15,000 ft. (20,000 ft. if airspeed is maintained below 300 KIAS). From 15,000 ft. to
30,000 ft the limit load is 75% (22.5 kVA). From 30,000 ft. to 35,000 ft. the limit load is 50%
(15 kVA). Load shedding may be required. See Section 3, APU ALTERNATOR ELECTRICAL
LOAD figure 3-5.

FAA APPROVED JAA GIV

9 Mar 2009 1-53
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JAA GIV AIRPLANE FLIGHT MANUAL

SECTION 1
LIMITATIONS

1-71-00: POWERPLANT

1-71-10: Engine Operating Limitations:

TAY Mk611-8
LP HP TGT
CONDITION % RPM % RPM °C TIME LIMIT

MAXIMUM GROUND
STARTING TGT -- -- 700 MOMENTARY
MAXIMUM RELIGHTING
(AIRSTART) TGT -- -- 780 MOMENTARY
MAXIMUM TAKEOFF 95.5 99.7 716 - 800 5 MINUTES*
MAXIMUM GO-AROUND 95.5 99.7 716 - 800 5 MINUTES*
MAXIMUM CONTINUOUS ** 95.5 97.5 715 UNRESTRICTED
MINIMUM IDLE APPROACH -- 67.0 -- UNRESTRICTED
MINIMUM GROUND IDLE -- 46.6 -- UNRESTRICTED
MAXIMUM REVERSE -- 88.0 695 ***
MAXIMUM OVERSPEED 98.3 102.6 -- 20 SECONDS
MAXIMUM OVERTEMPERATURE -- -- 801 - 820 20 SECONDS

NOTE: * The use of takeoff on Go-Around rating is limited to five (5) minutes all engines
operating or ten (10) minutes in the event of an engine failure.

** Maximum continuous power is not recommended for normal flight operations.

Continued use of this power setting may result in reduced engine life.

*** For airplanes SN 1000 thru 1143 without ASC 166. Use of Thrust Reversers is
limited to one (1) minute every thirty (30) minutes.

1-71-20: Takeoff Power:

Minimum acceptable power for takeoff is shown in RATED EPR SETTINGS FOR TAKEOFF
THRUST charts, Performance Section. Takeoff EPR must not exceed rated value by more than
0.01.

1-71-30: Static Ground Run:

While the airplane is static on the ground with crosswinds greater than 15 knots, stabilized
engine operation in the band between 60% and 80% LP RPM (fan speed) is not permitted.

JAA GIV FAA APPROVED

1-54 22 June 2004
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SECTION 1
LIMITATIONS

1-73-00: ENGINE FUEL AND CONTROL SYSTEMS

1-73-10: Engine Fuel Temperature:

Maximum: 90°C (Fuel temperature up to 120°C for maximum of fifteen (15) minutes is
permissible.)

Minimum: -40°C

1-73-20: Engine Synchronizer:

Engine Synchronizer must be OFF for takeoff and landing.

FAA APPROVED JAA GIV

22 May 2002 1-55
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SECTION 1
LIMITATIONS

1-74-00: ENGINE IGNITION SYSTEMS

1-74-10: Continuous (Airstart) Ignition:

For airplanes SN 1000 thru 1249 without ASC 304:

The duty cycle time for continuous (airstart) ignition without ASC 304 is five (5) minutes ON
and thirty (30) minutes OFF for cooling. There is no limitation on the ignition when used in a
thirty (30) seconds ON, thirty (30) seconds OFF cycle.

For airplanes SN 1250 and subs and SN 1000 thru 1249 with ASC 304:

There is no duty cycle time limitation for continuous (airstart) ignition with ASC 304 installed.

JAA GIV FAA APPROVED

1-56 22 May 2002
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SECTION 1
LIMITATIONS

1-78-00: ENGINE EXHAUST

1-78-10: Reverse Thrust:

Cancellation of reverse thrust should be initiated by 70 KCAS so as to be at reverse idle by

normal taxi speed. Thrust reverser door extension at taxi speeds is permitted if ASC 166 is
incorporated and thrust levels are kept low.

For airplanes SN 1000 thru 1143 without ASC 166.

Use of Thrust Reversers is limited to one (1) minute every thirty (30) minutes.

Use of thrust reversers for power back is not approved.

Under adverse landing conditions or aborted takeoff, maximum reverse thrust may be selected
and operated as required. Record and report limit exceedance.

FAA APPROVED JAA GIV

22 June 2004 1-57
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SECTION 1
LIMITATIONS

1-79-00: ENGINE OIL

1-79-10: Oil Inlet Temperature:

Maximum: 105°C (Oil temperature up to 120°C for maximum of fifteen (15) minutes is
permissible.)

Minimum for starting: -40°C

Minimum for opening power lever: -30°C

NOTE: External heating will be required to raise oil temperature to -40°C for cold weather
starting. If oil temperature is less than -30°C, the engine should be idled until at least
-30°C temperature is reached.

1-79-20: Oil Pressure:

Oil Pressure:

Minimum at Idle: 16 PSI

Minimum acceptable for takeoff (at takeoff power): 30 PSI

Minimum to complete flight:

At maximum continuous (97.5% HP): 25 PSI

92% HP RPM: 22 PSI

84% HP RPM: 19 PSI

76% HP RPM or lower: 16 PSI

JAA GIV FAA APPROVED

1-58 22 May 2002
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JAA GIV AIRPLANE FLIGHT MANUAL

SECTION 1
LIMITATIONS

1-80-00: ENGINE STARTING

1-80-10: Engine Starter Duty Limits:

Continued use of the starter is limited to three (3) crank cycles, with maximum of thirty (30)
seconds per cycle. Delay three (3) minutes between start attempts. After three (3) cycles, delay
use of starter for at least fifteen (15) minutes.

FAA APPROVED JAA GIV

22 May 2002 1-59
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SECTION 1
LIMITATIONS

Figure 1-10: Airstart Envelope

JAA GIV FAA APPROVED

1-60 22 May 2002