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drop associated with the reduction in pressure between that of the air mass and the pressure at the
first stages of the compressor. As air is drawn into the engine, moisture condenses into droplets.
These droplets, due to their inertia, cannot follow the air around the fan blades and guide vanes.
Instead, they strike the metal parts and freeze. This can happen in clear air if the temperature is
near or below freezing and the relative humidity is near saturation. The APU is also affected.
In icing conditions vibration levels may rise and fall as spontaneous shedding occurs.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
E-16 FAA APPROVED
31 May 2001
To assist in shedding ice, should operational circumstances permit, one thrust lever at a time may
be quickly retarded to idle, held there for 5 seconds and then pushed momentarily to 85 per cent
LP. This will reduce the vibration indication and the thrust lever may be returned to its original
position.
WARNING: UNDER NO CIRCUMSTANCES WILL FLIGHTS BE PLANNED
THROUGH FORECAST OR KNOWN SEVERE ICING CONDITIONS. IF
FLIGHT THROUGH ICING CONDITIONS IS NECESSARY, THE
ENGINE AND WING ANTI-ICING SYSTEMS SHOULD BE TURNED ON
BEFORE ENTERING THE CONDITION. THESE ARE ANTI-ICING
SYSTEMS, AND THEY MUST BE USED BEFORE ICE BUILDUP
OCCURS. FLIGHT IN FREEZING RAIN OR FREEZING DRIZZLE
SHOULD BE AVOIDED.
Ice buildup on the cowling leading edge or nose cowl will have little effect on engine
performance unless more than 1/2 inch of ice is allowed to accumulate. These ice buildups
present a potential hazard as engine stall will occur and compressor damage may result when the
ice is ingested into the engine.
CAUTION: USE AIRSTART IGNITION WHILE ACTIVATING ENGINE ANTI-ICE
SWITCHES ONE AT A TIME SINCE ICE INGESTION MAY CAUSE
COMPRESSOR STALLS OR FLAMEOUT. TURN ON THE SECOND ENGINE
ANTI-ICE SWITCH ONLY AFTER ENGINE EPR, RPM, AND TGT HAVE
STABILIZED.
Pitot Icing
The airplane is equipped with a probe heating element for each pitot system. This system is
adequate to prevent pitot icing in moderate and severe icing conditions.
If any heating element malfunctions in the pilot’s, copilot’s or standby systems, immediate action
should be taken, when practical, to get out of icing conditions. All pitot-static instruments,
DADCs and flight data recorders will be affected by pitot icing. Failure of the pitot heat will be
evident to the crew by huge errors in the airspeed and altimeter indications.
NOTE: If DADC failure occurs due to pitot system icing, turn the stall barrier system off.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
FAA APPROVED E-17
31 May 2001
AOA Probe Icing
The airplane is equipped with probe heaters for both AOA probes. The system is adequate to
prevent AOA icing in moderate and severe icing conditions. If any heater malfunctions, the stall
barrier protection systems will be affected. Select the Stall Barrier OFF and maintain minimum
maneuvering speeds or faster for the remainder of flight.
Windshield
The ON position of the windshield heat switches will provide satisfactory anti-icing and
defogging of the windshield.
Radome
Since the radome is not de-iced, flight in icing conditions will allow ice to build up on the
radome. If this occurs, the radar picture will deteriorate.
Wing Anti-Icing
The wing anti-icing system is a hot leading edge system wherein hot air is distributed to the
leading edge of the wing to maintain the skin temperature sufficiently hot to prevent ice
formation. The system utilizes hot compressed air from the bleed air manifold. The system is
preset to maintain approximately 130°F in the wing plenum. The wing anti-icing system places
the highest demand on the bleed air manifold; therefore, it is imperative that the system be
selected off before ground starting either engine.
CAUTION: DO NOT ATTEMPT TO USE APU AIR FOR WING ANTI-ICING BECAUSE
THE APU IS BLEED AIR VOLUME-LIMITED. DAMAGE TO THE APU WILL
OCCUR.
APPROACH
Cowl/Wing anti-icing must be ON during flight operations when icing conditions exist or are
anticipated.
For airplanes SN 1320 and subs and previous airplanes with ASC 381 installed when the "wing
anti-ice" is ON, the warm exhaust air from the wing anti-ice system is directed aft through the
wheel well, across the wheels and then vents overboard. Wheel and brake assemblies that were
subjected to adverse weather conditions prior to takeoff may benefit from the warm wheel well
environment prior to gear extension.
　
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