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affected panel and avoid flight into
known icing conditions. With a
crack in either the main structural
windshield ply, a reduction of
cabin pressure differential to 7.5
psi is recommended for the
remainder of the flight. If flight
conditions permit descend to
35,000 feet or below and maintain
a cabin altitude of 8000 feet or less
at the reduced differential pressure
of 7.5 psi. It is recommend that the
pilot adjacent to the cracked area
wear an eye protection device such
as smoke goggles.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
CONFIGURATION
DEVIATION LIST
APPENDIX B
B-8 FAA APPROVED
31 May 2001
ATA SYSTEM OR UNIT NO.
INST
NO
REQD
REQUIREMENTS FOR FLIGHT
57 - Wings
57 -1 Wing Vortex Generators 100 0 With any Vortex Generators
missing the maximum
recommended speed is Mach 0.80.
At speeds above Mach 0.80 some
aileron buffet may be felt but is
considered normal.
57 -2 Winglets 2 0 One or both may be missing.
Increase VR to V2 speed. Increase
takeoff distance by 1,000 feet.
Cruise performance must be
reduced by: 3.7% with one
missing; 7.5 % with both missing.
Maximum recommended airspeed
is M.80.
Increase VREF by 5 knots. Increase
landing distance by 1,000 feet.
Ferry permit is required.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
CONFIGURATION
DEVIATION LIST
APPENDIX B
FAA APPROVED B-9
31 May 2001
ATA SYSTEM OR UNIT NO.
INST
NO.
REQD
REQUIREMENTS FOR FLIGHT
78 – Engine Exhaust
78 -1 Door Flap Seals 2 0 One or both may be missing for a
period not to exceed 90 days.
78 -2 Sugar Scoop Flap Seals 2 0 One or both may be missing for a
period not to exceed 90 days.
78 -3 Boot Seals 2 0 One or both may be missing for a
period not to exceed 90 days.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
CONFIGURATION
DEVIATION LIST
APPENDIX B
B-10 FAA APPROVED
31 May 2001
THIS PAGE INTENTIONALLY LEFT BLANK.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
BRAKE KINETIC ENERGY &
CARBON BRAKE COOLING
APPENDIX C
FAA APPROVED C-1
31 May 2001
BRAKE KINETIC ENERGY (BKE) AND CARBON BRAKE COOLING
BRAKE-BY-WIRE NON ASC 190 / NON ASC 266
INTRODUCTION
To stop an airplane in motion, the brakes along with other drag forces, must be capable of
dissipating the airplane’s kinetic energy. The energy dissipated by the brakes accounts for most
of this energy and generates heat, which is absorbed by the brakes and surrounding equipment.
High levels of heat will cause the fusible plugs in the wheels to release tire pressure to avoid
equipment failure. Excessive heat can result in fire and equipment damage.
This section contains a discussion of how to estimate Brake Kinetic Energy (BKE) and how to
determine brake cooling times required for safe operations. The purpose of this discussion is to
make the operator aware of the energy absorbed during braking operations and how much
cooling time is required between a landing and subsequent braking operation.
BRAKE KINETIC ENERGY (BKE) MAXIMUM CAPACITY
The maximum BKE capacity of the GIV carbon brake system was demonstrated during Rejected
Takeoff (RTO) flight testing to be 76 million foot-pounds (MFP). During this testing, 3 tire
fuseplugs did release. While this level of BKE absorption is appropriate for an emergency
operation such as a RTO, brake usage during normal landing operations should be restricted to
BKE levels where there is little or no possibility of fuseplug release.
BKE DETERMINATION DURING LANDING OR RTO OPERATIONS
The energy dissipated by the brakes during a stop is determined by the airplane gross weight and
velocity at brake application in conjunction with the cooling conditions being experienced during
airplane operation. The BKE Cooling chart may be used to determine the expected operational
brake energy requirements.
Brake Kinetic Energy presented in the BKE Cooling chart is based on the total kinetic energy
(0.5WV2/g) at the speed (V) of brake application. As may be seen in this equation, BKE is a
direct function of the airplane weight, W, and the speed squared, V2. This determination of
brake energy is considered conservative, as no credit is taken for aerodynamic braking or reserve
thrust.
To determine BKE for just-completed braking operations, it is necessary to note the speed at the
point of brake application. If the brake application speed is noted from the airspeed indicator,
this calibrated airspeed must first be adjusted by the wind velocity runway component (add for
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