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D EPR - Cowl 0.00 0.01 0.01 0.01 0.02 0.02 0.01 0.01 0.01 0.01
D 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
13 September 2000 GIV-SP
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
GIV-SP 13 September 2000
THIS PAGE INTENTIONALLY LEFT BLANK.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
FLEX EPR
SPECIAL PERFORMANCE
APPENDIX A
FAA APPROVED A-1
30 May 2002 GIV-SP
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, for some airport
pressure altitudes, 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 at these
pressure altitudes, if a tailwind or downhill slope is present, 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
FLEX EPR
SPECIAL PERFORMANCE
APPENDIX A
A-2 FAA APPROVED
GIV-SP 30 May 2002
4. The Ground Spoilers must be operative for takeoff when using 10° flaps.
5. All full-thrust takeoff limitations must be observed.
6. To ensure that at least 75% of full rated takeoff thrust is used, the FLEX EPR reduction must
not exceed 0.15 relative to MIN EPR.
7. To ensure that takeoff configuration warnings are not inhibited, FLEX power settings must not
reduce EPR below 1.56.
8. Both engines must be capable of developing minimum takeoff thrust (MIN EPR). To check for a
deteriorated engine, at least one MIN EPR takeoff is required every 100 flights or 100 flight
hours, whichever occurs first.
SECTION 2: NORMAL PROCEDURES
TAXI / BEFORE TAKEOFF
Use FLEX EPR and associated takeoff speeds presented herein instead of full thrust (MIN EPR) data.
　
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