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setting is recommended (IDLE is preferred) with Airstart Ignition OFF.
Volcanic ash may be difficult to detect; however, flight crews have reported the following
indications:
1. Smoke and dust with acrid odor, similar to electrical smoke, appearing in cockpit.
2. Engine malfunction, e.g. a surge condition with increasing TGT and flameout.
3. At night, St. Elmo’s fire/static discharge may be seen around the windshield.
4. If static discharge is observed, select Windshield Heat OFF.
If one or both engines flameout, an immediate relight is not recommended until clear of ash
cloud.
If both engines flameout and as RPM is decreasing, perform the following procedures
IMMEDIATELY:
1. Reverse course to clear ash cloud ......................Inform ATC of encounter and course change.
2. Altitude/Airspeed................................................................Descend at VMO/MMO to 25,000 ft.
then slow to 210 KCAS.
NOTE: Use of Speed brakes is not recommended. Use of the Standby Electrical System
(ABEX) Generator is not possible with a windmilling engine.
CAUTION: MANEUVERS SHOULD BE LIMITED TO MINIMUM BANK AND PITCH
ANGLES NECESSARY SINCE HYDRAULIC BOOST WILL BE LOST AS
ENGINE RPM DECAYS.
CAUTION: ENGINE DAMAGE MAY RESULT IF RPM IS NOT ALLOWED TO
STABILIZE AT IDLE BEFORE ADVANCING POWER LEVERS.
Continue descent to the Airstart Envelope and to clear ash cloud.
Refer to Dual Engine Flameout Procedure, EMERGENCY PROCEDURES, Section 4.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
E-56 FAA APPROVED
11 October 2002
HEAVY RAIN/HAIL ENCOUNTER
The Tay engine is tolerant of water ingestion rates normally encountered in flight. During flight
through heavy rain or hail, it is possible that there may be fluctuations in engine parameters, in
particular, a noticeable drop in indicated TGT. If heavy rain or hail is encountered, rapid power
adjustments should be avoided. Airstart Ignition should be ON and Autothrottle OFF. Engine
parameters should return to normal immediately on leaving the area of heavy rain.
Maintaining as high a power setting as possible is recommended. If both engines flameout,
immediate relight is recommended.
As RPM is decreasing, perform the following procedures IMMEDIATELY:
1. Power Levers..................................................................................................................... IDLE
2. Airstart Ignition.................................................................................................................... ON
3. Altitude/Airspeed................................................................Descend at VMO/MMO to 25,000 ft.
then slow to 210 KCAS.
NOTE: Use of Speed brakes is not recommended. Use of the Standby Electrical System
(ABEX) Generator is not possible with a windmilling engine.
CAUTION: MANEUVERS SHOULD BE LIMITED TO MINIMUM BANK AND PITCH
ANGLES NECESSARY SINCE HYDRAULIC BOOST WILL BE LOST AS
ENGINE RPM DECAYS.
CAUTION: 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.
CAUTION: ENGINE DAMAGE MAY RESULT IF RPM IS NOT ALLOWED TO
STABILIZE AT IDLE BEFORE ADVANCING POWER LEVERS.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
FAA APPROVED E-57
31 May 2001
If engine(s) DO NOT relight, continue descent to the Airstart envelope (Sea Level to 25,000 ft.
and 200 KCAS to 324 KCAS). Proceed to the nearest suitable landing site.
Refer to Dual Engine Flameout Procedure, EMERGENCY PROCEDURES, Section 4.
TURBULENCE PENETRATION/SEVERE GUST ENCOUNTER
Turbulence penetration procedures apply to flying at altitude, and should not be confused with
the low altitude wind shear precautions recommended for the traffic pattern and landing approach
phase of the mission.
If possible, flight through turbulence should be avoided. Flying the recommended speeds at
reduced altitudes produces greater buffet margins for the same intensity of turbulence.
Continued use of the autopilot will reduce pilot workload. However, use of the Flight Director
vertical modes is not advised in severe turbulence. The basic pitch attitude and heading hold
autopilot modes will reduce excessive control surface motion and attitude changes in severe
　
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