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10. Utility Pump......................................................................................................................... ON
Left Engine:
1. Increase available bleed air using right engine (If Required).
CAUTION: Use only one source of air, either APU air only or crossbleed air only, to start
engine.
2. HP RPM......................................16 to 22% ................................MAX available
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
E-48 FAA APPROVED
31 May 2001
3. Airstart Ignition ..................................................................................................................... ON
For SN 1144 and subs. and earlier airplanes with ASC 151 installed.
4. HP Fuel Cock ....................................................................................................................OPEN
5. TGT...........................................................................................................................MONITOR
After Engine Stabilizes at Idle,
6. Airstart Ignition ....................................................................................................................OFF
7. Right Engine......................................................................................................... Reduce to Idle
8. Utility Pump ...............................................................................................................NORMAL
TAXI
Ground idles may be lower than required to keep the alternators on line. It is recommended that
the APU remain running with the APU Alternator ON for all ground operations.
CAUTION: Use only one source of air, either APU air only or engine bleed air only, while
taxiing to prevent possible damage to APU.
TAKEOFF
1. Certain high elevation airports have preferential runways for takeoff and landing, i.e.,
upslope for landing and downslope for takeoff. Slope and headwind/tailwind conditions
should be given due consideration.
2. Stabilize engine power at 1.5 EPR and perform a rolling takeoff, runway length permitting.
With tailwind conditions, monitor LP RPM limits when setting final takeoff power, during
takeoff run, and during climb out. The pilot-not-flying should be briefed to monitor LP
RPM during takeoff and be ready to adjust power as necessary to avoid exceedances. The
pilot-flying should be aware that a red ENGINE EXCEEDANCE CAS message may occur
during takeoff if LP RPM exceeds 95.5%. DO NOT BE SPRING LOADED TO ABORT
THE TAKEOFF IF THIS MESSAGE OCCURS. This is especially true when using the
autothrottle.
3. If COWL and/or WING ANTI-ICE is used for takeoff, select a minimum of 1.2 EPR or
higher before selecting ANTI-ICE ON.
4. Expect slower than normal acceleration to 60 knots.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
FAA APPROVED E-49
31 May 2001
DESCENT, APPROACH AND LANDING
1. It may be necessary to increase cabin altitude for landing.
2. If landing field elevation approaches 9,000 ft. MSL, or higher, be prepared for a CABIN
PRESS LOW Message.
3. If the landing field elevation approaches 13,000 ft. MSL, automatic deployment of passenger
oxygen masks is possible. The passenger masks may be dropped manually or portable
oxygen bottles may be made available to the passengers to enhance passenger comfort.
4. Cockpit flight crew shall utilize oxygen any time the cabin altitude is 10,000 ft. MSL or
higher.
5. On approach, start the APU and select the APU Alternator ON.
6. On approach, landing and roll out, be aware of True Airspeed and Ground Speed. A 145
KCAS approach speed can translate to 175 KTAS. Ground speed affected by tailwind
conditions could exceed tire speed on landing.
7. Expect slower than normal thrust reverser spool-up times.
8. Apply brakes at slower ground speeds, if runway length permits, to avoid excessive brake
energy absorption.
WIND SHEAR/MICROBURSTS
Low-level wind shear, microburst, or downburst may develop within an unstable air mass, during
frontal passage, and in the vicinity of thunderstorms. These conditions can create rapidly
changing wind directions and velocities. An even more dangerous condition can result from high
velocity down flows that can force the airplane into ground impact unless very prompt and
drastic actions are taken.
Severe microbursts may occur with greater frequency than originally believed. However, they
are of short duration, two (2) to five (5) minutes, about two (2) miles in diameter, and can have a
downflow in center of as much as 6,000 to 7,000 feet per minute.
　
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