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FLEX EPR
PERFORMANCE
APPENDIX A
A-2 FAA APPROVED
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.
SECTION 3: ABNORMAL PROCEDURES
No Change
SECTION 4: EMERGENCY PROCEDURES
ENGINE FAILURE DURING TAKEOFF ABOVE V1 SPEED
Add the following before Step 1:
NOTE: FLEX Takeoff Thrust will assure required takeoff climb gradient without adding thrust on the
operating engine. However, it is recommended that go-around thrust be applied smoothly to
the operating engine.
SECTION 5: SYSTEMS
No change
SECTION 6: PERFORMANCE
TAKEOFF PLANNING CHARTS
The data presented provide EPR settings and V-speeds for varying conditions of takeoff weight, ambient
temperature, and airport pressure altitude. Cowl anti-icing is assumed to be ON anytime the ambient
temperature is below +10°C. The tables have been prepared taking into account all of the takeoff and
climb limitations affecting operations, exclusive of obstacle clearance considerations.
Complying with the procedures outlined in this Appendix will ensure that the following conditions are
met:
1. Maximum certified temperatures are not exceeded.
2. FAA takeoff field length requirements are not exceeded.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
FLEX EPR
PERFORMANCE
APPENDIX A
FAA APPROVED A-3
30 May 2002
3. Maximum allowable takeoff weight permitted by takeoff climb requirements, maximum brake
energy and tire speed limits are not exceeded.
Interpolation for intermediate conditions of takeoff weight, ambient temperature, airport pressure
altitude, or field length is not recommended due to the non-linearity of the performance and the
possibility of error. To ensure conservatism in airplane performance for takeoff conditions which fall
between the given values, use the next HIGHER weight, HIGHER ambient temperature, HIGHER airport
pressure altitude and the next SHORTER field length.
NOTE: Field lengths computed from these charts will yield takeoff performance for Balanced Field
Length only. To compute field lengths for other V1/VR, the graphical AFM charts should be
used.
TAKEOFF PLANNING CHART USAGE
The procedure for using the Takeoff Planning Charts to plan either a full-thrust or FLEX-thrust takeoff is
presented below:
1. For the desired takeoff flap setting (10° or 20° flaps), select the table for the airport pressure
altitude.
2. Using the NOTES at the bottom of the selected table, determine the "adjusted field length"
considering the runway slope, wind component, and ground spoiler operating condition. This is
done by making appropriate additions or subtractions to the available field length. This adjusted
field length will be used when making a full-thrust (MIN EPR) takeoff or to determine the
assumed temperature (FLEX Takeoff Thrust) column in subsequent steps.
3. Select the column for the ambient temperature. If the ambient temperature is below +10°C, cowl
anti-icing may be selected ON during takeoff. (The information in the tables is based upon cowl
anti-icing being ON at ambient temperatures below +10°C and all anti-icing off at temperatures
at and above +10°C). The MIN EPR value in this column is the EPR setting for a full-thrust
takeoff.
4. Select the row for the airplane takeoff weight. Under this weight are located the final takeoff
climb speed (VFS; defined by single engine, flaps up), the enroute climb speed (VSE; defined by
single engine, flaps up) and the reference speed for landing distance (VREF; defined by twin
engine, 39° flaps). These speeds are independent of temperature and takeoff EPR. The
maximum allowable temperature shown (MAX TEMP) represents the highest allowable
temperature for compliance with the limits of takeoff climb, maximum brake energy, tire speed,
and maximum certified temperature limits.
5. For a full-thrust takeoff, the adjusted field length and takeoff V-speeds (V1, VR, and V2) are
　
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