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-40.0 -40.0 1.81 1.80 1.79 1.77 1.76 1.74 1.71 1.67
-49.0 -45.0 1.82 1.81 1.80 1.79 1.78 1.76 1.74 1.70
-58.0 -50.0 1.83 1.82 1.81 1.80 1.79 1.78 1.76 1.73
-67.0 -55.0 1.84 1.83 1.82 1.81 1.81 1.79 1.78 1.76
-76.0 -60.0 1.84 1.83 1.83 1.82 1.81 1.80 1.78 1.77
-112.0 -80.0 1.84 1.83 1.83 1.82 1.81 1.80 1.78 1.77
45,000 FEET ALTITUDE
Ambient Temp Mach Number
(°F) (°C) 0.20 0.30 0.40 0.50 0.60 0.70 0.80 0.90
-49.0 -45.0 1.81 1.80 1.79 1.78 1.77 1.75 1.72 1.69
-58.0 -50.0 1.83 1.82 1.81 1.80 1.79 1.77 1.75 1.72
-67.0 -55.0 1.84 1.83 1.82 1.81 1.80 1.79 1.77 1.75
-76.0 -60.0 1.84 1.83 1.82 1.81 1.81 1.80 1.78 1.76
-112.0 -80.0 1.84 1.83 1.82 1.81 1.81 1.80 1.78 1.76
NOTE: Do not exceed rated EPR value by more than 0.01.
For Anti-ice ON subtract EPR adjustment below from anti-ice OFF value.
Altitude SL 5000 10000 15000 20000 25000 30000 35000 40000 45000
Δ EPR - Cowl 0.00 0.01 0.01 0.01 0.02 0.02 0.01 0.01 0.01 0.01
Δ EPR - Cowl & Wing 0.00 0.05 0.05 0.06 0.07 0.08 0.08 0.09 0.09 0.09
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 0
PREFACE
FAA APPROVED 0-i
31 May 2001
TABLE OF CONTENTS
APPENDIX A FLEX EPR PERFORMANCE................................................................................. A-1
APPENDIX B CONFIGURATION DEVIATION LIST ................................................................ B-1
APPENDIX C BRAKE KINETIC ENERGY (BKE) AND CARBON BRAKE COOLING.......... C-1
APPENDIX D NOISE CERTIFICATE ........................................................................................... D-1
APPENDIX E ADVERSE WEATHER / ABNORMAL ATMOSPHERIC CONDITIONS ...........E-1
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 0
PREFACE
0-ii FAA APPROVED
31 May 2001
THIS PAGE INTENTIONALLY LEFT BLANK.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
FLEX EPR
PERFORMANCE
APPENDIX A
FAA APPROVED A-1
30 May 2002
APPENDIX A
REDUCED THRUST (FLEX) TAKEOFF
SECTION 0: PREFACE
The Reduced Takeoff Thrust (FLEX) technique is presented to allow the use of less than full thrust when
airplane weight and runway conditions are such that full takeoff thrust is not required.
The use of FLEX Thrust reduces engine wear and maintenance and prolongs engine life by reducing the
high turbine gas temperatures that occur during the use of full (MIN EPR) takeoff thrust. Since the
primary saving on engine wear occurs if the peak takeoff temperatures can be reduced even slightly, it is
not necessarily how much thrust reduction can be made, but rather that some thrust reduction be made
whenever possible.
A second, important benefit is the reduction of sideline noise during the takeoff profile.
The use of FLEX as presented herein complies with FAA requirements for Reduced Thrust Takeoffs for
Turbojet Powered Transports in that:
1. Application of reduced takeoff thrust in service is always at the discretion of the pilot.
2. When conducting a takeoff using FLEX thrust, takeoff thrust (MIN EPR) may be selected at any
time during the takeoff operation.
3. The reduced thrust and retarded power lever position do not result in the loss of any systems,
functions, engine failure warnings or takeoff configuration warnings that would normally be
present with full takeoff thrust settings.
4. The reduced thrust and resultant airplane performance is based on approved engine takeoff
ratings for which airplane performance data are provided.
5. No airplane controllability or engine response difficulties are introduced if rated thrust is
applied at any point in the takeoff path.
6. At least 75% of full rated takeoff thrust is used on all takeoffs.
7. The reduced thrust information has been determined using the assumed temperature method.
The assumed temperature method is described as takeoff planning based on assuming a higher
than ambient temperature such that takeoff thrust is reduced from the maximum available thrust.
It is emphasized that the assumed temperature method will always give performance equal to or better
than performance at the assumed temperature.
SECTION 1: LIMITATIONS
FLEX TAKEOFF THRUST
1. FLEX Takeoff Thrust may be used on dry, hard-surfaced runways, only. Also, takeoff
performance computed in this appendix is limited to takeoffs for nil or uphill runway slopes and
no wind or headwind conditions, only. (For takeoffs with tailwind or downhill slope, the PZ-800
must be used to properly compute FLEX takeoff performance.)
2. Use of Wing Anti-Icing is not approved.
3. The Anti-Skid Brake System must be ON and operating.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
　
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