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"Car-Wash" spray gantry or ground crews on "snorkel" trucks to apply de-icing fluid just prior to
takeoff. Gulfstream recommends that the APU be shutdown with the inlet door closed, that the
bleed air valves be closed, and that the air conditioning system be shutdown prior to employing
this type of de-icing procedure. Additionally, ground crews should be cautioned to avoid
spraying de-icing fluids directly into the engine inlets. The engines should be at minimum power
(idle) during these operations.
Exterior De-icing With Engines or APU Operating
Power Levers........................................................................................................................... IDLE
Operate engines at idle during de-icing to reduce chances of injury to personnel at inlet or
exhaust areas.
Cowl Anti-ice Switches..............................................................................................................OFF
Bleed Air Switches.....................................................................................................................OFF
APU Air Switch .........................................................................................................................OFF
Outflow Valve ....................................................................................................................CLOSED
Extreme care should be taken to ensure de-icing fluid does not enter the main engine or APU
inlet.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
E-38 FAA APPROVED
31 May 2001
WEATHER AND TIRE CONDITIONS
On dry runway surfaces the coefficient of friction is unaffected by tire wear. High ambient
temperatures combined with smooth asphalt or newly resealed/resurfaced runways may produce
a phenomenon similar to hydroplaning. A locked wheel may aggravate or initiate this condition.
Smooth tires may hydroplane with 0.1 inch of water. Ribbed tires will release hydrodynamic
pressure and will not hydroplane until water depth is 0.2 to 0.3 inches. Higher tire pressures will
reduce the possibility of hydroplaning. The minimum total hydroplaning speed in knots, for tires
operating in fluid deeper than their tread depth, is approximately equal to nine times the square
root of the tire inflation pressure.
WET RUNWAY CONDITIONS
Slush or snow will significantly reduce airplane acceleration and braking performance resulting
in considerably longer accelerate - go and accelerate - stop distance than shown under normal
conditions in the performance manual. It is recommended that Air Start ignition be selected ON
for takeoff and landing on runways with standing water, slush or snow.
RUNWAY SURFACE FACTORS
The risk of hydroplaning decreases if the runway surface is crowned, grooved and textured.
Rubber and contaminates embedded in the runway touchdown zone in combination with
moisture increase the probability of viscous hydroplaning. When slush is present on a crowned
runway, drainage is reduced increasing the likelihood of dynamic hydroplaning. Runway surface
texture has little effect on the alleviation of reverted rubber hydroplaning.
HYDROPLANING
Without measured runway water depths, on runways with standing water, use the following
information to determine the possibility of hydroplaning.
Rain reported as light - Dynamic hydroplaning unlikely, viscous and reverted hydroplaning are
possible.
Rain reported as moderate - All types of hydroplaning are possible. Smooth tires will likely
hydroplane.
Rain reported as heavy - Hydroplaning will occur.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
FAA APPROVED E-39
31 May 2001
Hydroplaning occurs when the coefficient of friction between the tires and runway is reduced by
some form of fluid. The major factors in determining when an airplane will hydroplane are
ground speed, tire pressure and surface water depth. To a lesser degree the runway surface
texture, type of tire, and tread depth influence the tire hydroplaning speed. Hydroplaning falls
into three classifications: Dynamic, Viscous, and Reverted Rubber.
Hydroplaning reduces the effectiveness of nose wheel steering and consequently the ability of the
pilot to cope with crosswinds.
DYNAMIC HYDROPLANING
Dynamic hydroplaning occurs gradually as a wedge of water builds up pressure between the tires
and the pavement. Under conditions of total dynamic hydroplaning, the tires lose contact with the
runway. A non-rotating tire during landing may not spin up at touchdown or the rolling
(unbraked) tire on the runway may slow in rotation and actually come to a stop. Under these
　
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