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resulting from the tradeoff between reference accelerate-go distance, reference
accelerate-stop distance, and takeoff decision speed ratio V1 / VR.
Landing: The runway length used to determine landing gross weight limited by field length.
This is obtained by subtracting glidepath distance which occurs over runway from
runway length. Glidepath distance is calculated by multiplying glideslope ratio
(20/1 for 3 degree glideslope) by obstacle height. Portion of glidepath over
runway is found by subtracting distance from the obstacle to end of runway from
glidepath distance.
CLIMB GRADIENT - Ratio, expressed as percentage, of change in geometric height divided
by horizontal distance traveled. Gross gradient is calculated performance of airplane under
specific conditions; net gradient is gross gradient reduced by gradient of 0.8 percent as
specified by FAR 25.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 5
SPECIAL
PERFORMANCE
FAA APPROVED 5.1-
31 May 2000 GIV-SP
5
REFERENCE ZERO - Point on runway or clearway plane at end of accelerate-go distance.
This is reference point for obstacle clearance analysis.
REFERENCE
ZERO
BRAKE
RELEASE V V V
35 FT
EF
V2
1 R
FLAP POSITIONS
Takeoff 10° or 20°
Approach 20°
Landing 39°
Enroute 0°
DEMONSTRATED CROSSWIND
The maximum demonstrated 90° crosswind component for takeoff and landing is 24 knots.
WET RUNWAY CONDITIONS
Slush, snow, or standing water will significantly reduce airplane acceleration and braking
performance resulting in considerably longer accelerate-go and accelerate-stop distances than
shown in this flight manual.
Takeoff through standing water more than 1.0 inch (2.54 cm) deep is not recommended due to
possible engine flameout resulting from excessive water ingestion.
It is recommended that Air Start ignition be selected ON for takeoff and landing on runway with
standing water, slush or snow.
NOISE STANDARDS
The noise levels are in compliance with requirements of FAR Part 36 Stage 3 which are equal to
the requirements of ICAO Annex 16 Chapter 3. Noise levels established in compliance with
FAR 36 are:
FAR 36 REQUIREMENTS ACTUAL
Sideline 94 86.6
Take-off 89 77.5
Approach 98 92.0
No determination has been made by the Federal Aviation Administration that the noise levels of
this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any
airport.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 5
SPECIAL
PERFORMANCE
5.1- FAA APPROVED
GIV-SP 31 May 2000
6
TAKEOFF WEIGHT DETERMINATION PROCEDURE
The charts in this and the following sections allow determination of maximum takeoff gross
weight permitted by FAR 25 and the associated speeds and flight paths for stated conditions.
The airplane may be limited in takeoff gross weight by field length, climb gradient, tire speed,
obstacle clearance, or brake energy. The following flow chart illustrates the steps to be followed
in determining the maximum allowable takeoff gross weight.
Airplane Conditions
Airport Conditions
Atmosphere Conditions
Field Length
Limited
Performance
SECTION 5.2
Climb Limited Obstacle
Clearance
SECTION 5.6
Structural
Operational
Weight Limits
SECTION 1
Compare and Select
Lowest Weight
Takeoff Speeds
SECTION 5.5
Reduce and
Optimize
T.O. Weight
Does V1
Satisfy
Brake
Energy?
SECTION 5.5
Finished
Yes No
Tire Speed
Limits
SECTION 5.4
Performance
SECTION 5.3
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 5
SPECIAL
PERFORMANCE
FAA APPROVED 5.1-
31 May 2000 GIV-SP
7
Takeoff performance charts are presented for flaps 10° and 20°. Takeoff with flaps 20° results in
a shorter takeoff distance for a given weight, or higher takeoff weight for a given field length. It
is also less restricted by brake energy or tire speed limits. Takeoff with flaps 10° results in
higher climb gradients, and will permit higher takeoff weights when climb limited or obstacle
clearance limited. If the takeoff weight determination procedure with flaps 20° shows that the
weight is restricted by climb performance (Section 5.3) or obstacle clearance requirements
(Section 5.6), the procedure should be repeated for takeoff with flaps 10°. This could allow a
higher takeoff weight.
CONVERSION CHARTS
Charts are provided for the following functions:
　
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