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GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 5
SPECIAL
PERFORMANCE
FAA APPROVED 5.1-
31 May 2000 GIV-SP
27
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 5
SPECIAL
PERFORMANCE
5.1- FAA APPROVED
GIV-SP 31 May 2000
28
STALL SPEEDS - IDLE POWER
The variation of stalling speed with weight, altitude, and flap position is shown. The effect of
full extension of the speed brakes is noted on each chart.
EXAMPLE:
Flaps ......................................................................................................................................20°
Pressure Altitude .............................................................................................................5000 ft.
Gross Weight....................................................................................60,000 Pounds (27,216 kg)
Stalling Speed..........................................................................................................113.5 KCAS
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 5
SPECIAL
PERFORMANCE
FAA APPROVED 5.1-
31 May 2000 GIV-SP
29
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 5
SPECIAL
PERFORMANCE
5.1- FAA APPROVED
GIV-SP 31 May 2000
30
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 5
SPECIAL
PERFORMANCE
FAA APPROVED 5.1-
31 May 2000 GIV-SP
31
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 5
SPECIAL
PERFORMANCE
5.1- FAA APPROVED
GIV-SP 31 May 2000
32
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 5
SPECIAL
PERFORMANCE
FAA APPROVED 5.2-1
31 May 2000 GIV-SP
SECTION 5.2 FIELD LENGTH LIMITED PERFORMANCE
Takeoff gross weight is limited when field length required is greater than the field length
available. The field length required is greater of the accelerate-go or accelerate-stop distances.
By selecting the V1 speed such that accelerate-go and the accelerate-stop distances are equal to
respective distances available, the resulting takeoff gross weight is maximized for particular
runway situation. This ideal condition is not always possible due to limits on V1 .
1. The takeoff procedures associated with the field length limitations are for information only.
These procedures were used in determining the performance shown in this Airplane Flight
Manual.
A. PROCEDURE I, NON-ROLLING TAKEOFF CONDITIONS
NOTE: Non-Rolling takeoffs should not be attempted below 50,000 pounds (22,680 kg)
gross weight because airplane will slide locked wheels at takeoff power.
1) Line up on runway
2) Brakes on, ground spoilers armed, and flaps at 10° or 20°
3) Advance power to takeoff EPR as required by ambient conditions
4) Release brakes
5) Check for takeoff EPR when airspeed is 60 KCAS and adjust if required
B. PROCEDURE II, ROLLING TAKEOFF CONDITIONS
1) Line up on runway
2) Brakes on, ground spoilers armed, and flaps at 10° or 20°
3) Advance power to an EPR of 1.5
4) Release brakes and promptly apply takeoff power as airplane accelerates
5) Check for takeoff EPR when airspeed is 60 KCAS and adjust if required
NOTE: During takeoff roll above 60 KCAS, an EPR drop as much as 0.03 is considered
normal.
WARNING: PRIOR TO PERFORMING FULL ANTI-ICE BLEED TAKEOFFS
AT AIRPORTS WITH PRESSURE ALTITUDES IN EXCESS OF
9,000 FT, IT IS NECESSARY TO DE-SELECT COWL AND WING
ANTI-ICE BLEEDS, ADVANCE BOTH ENGINES TO MINIMUM
OF 1.2 EPR, RE-SELECT COWL AND WING ANTI-ICE BLEEDS,
AND PROCEED WITH ROLLING TAKEOFF PROCEDURE.
FAILURE TO DO SO MAY RESULT IN EXCESSIVELY LONG
ENGINE SPOOL-UP TIMES FROM LOW POWER CONDITIONS
WITH ANTI-ICE BLEEDS BEING USED.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 5
SPECIAL
PERFORMANCE
5.2-2 FAA APPROVED
GIV-SP 31 May 2000
CAUTION: ALL TAKEOFFS AT AIRPORTS IN EXCESS OF 9,000 FT. PRESSURE
ALTITUDE SHOULD BE PERFORMED USING ROLLING TAKEOFF
PROCEDURE. STATIC TAKEOFFS SHOULD NOT BE PERFORMED
AT THESE HIGH ALTITUDE AIRPORTS DUE TO DIFFICULTIES
ENCOUNTERED IN ATTEMPTING TO SET RATED POWER
STATICALLY WITH POSSIBILITY OF EXCEEDING THE FAN SPEED
(N1) LIMIT DURING CLIMBOUT.
Conditions:
(1) Distances are based on a dry hard-surfaced runway
(2) See appropriate figures for V1, VR and V2 speeds
In both of the above procedures airplane is accelerated to V1 speed, at which time engine failure
is recognized.
At this point the airplane can be either:
A. Accelerated to VR speed at which time rotation is initiated and acceleration continued
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