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natural tendency to use reverse thrust when braking action is poor. However, areas which have
been cleaned with snow removal equipment usually have chunks of snow and ice remaining.
These conditions are especially conducive to FOD. Exercise extreme caution.
If taxi route is through slush or standing water in low temperature, taxi with flaps up. Taxiing
with flaps extended will subject the flaps and flap drives to snow and slush accumulations from
the main gear tires.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
FAA APPROVED E-11
13 September 2000 GIV-SP
The Pre-Takeoff final inspection should be conducted within five (5) minutes of takeoff. If the
inspection is conducted from inside the airplane, indication of loss of effectiveness of deicing/
anti-icing fluid or contamination on airplane surfaces includes progressive surface freezing
or snow accumulation, random snow accumulation or dulling of surface reflectivity (loss of
gloss) caused by the gradual deterioration of the de-icing/anti-icing fluid to slush. Additionally,
the PIC may also check the windshield wipers for snow/ice accumulation. IF IN DOUBT, THE
PIC MUST CONDUCT A HANDS-ON INSPECTION OR DE-ICE AGAIN PRIOR TO
TAKEOFF.
BEFORE TAKEOFF
Extend the flaps to the takeoff setting if they have been retracted for taxi.
CAUTION: WHEN OPERATING THE WING FLAPS DURING LOW TEMPERATURES,
THE FLAP/STAB POSITION INDICATOR SHOULD BE MONITORED
CLOSELY FOR POSITIVE MOVEMENT. IF THE FLAPS/STAB SHOULD
STOP, THE FLAP CONTROL LEVER SHOULD BE PLACED IMMEDIATELY
IN THE SAME POSITION AS INDICATED.
To assure the airplane is configured for takeoff, complete the BEFORE TAKEOFF checklist.
TAKEOFF
For Advisory Data only (not FAA Approved), see GIV/OIS-2 for Takeoff and Landing from
Precipitation Covered Runways.
DO NOT use Reduced (FLEX) Thrust.
Do accomplish an engine run-up to as high thrust as possible and check for STABLE engine
operation BEFORE brake release.
Takeoff and accelerate-stop distances and V1 speeds are based on smooth, dry, hard surface
runways with no credit for reverse thrust. The stopping distance increases on slippery runways.
The minimum allowable V1 speed should be used.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
E-12 FAA APPROVED
GIV-SP 13 September 2000
Caution should be used for takeoffs on slippery runways with high crosswinds or when slush or
wet snow is present. During takeoff in slush, a slush and water bow wave forms in front of the
landing gear wheels, growing in size with increasing speed. The acceleration rate during the low
speed portion of the takeoff roll is about normal, but may deteriorate during the high speed
portion. Slush and/or water can accumulate on the leading edge and then freeze during climb.
Conditions permitting, the wing anti-ice should be turned on for takeoff. In addition, it is
possible to sustain damage on the lower fuselage and wing area from the slush thrown up from
the wheels.
When ready for takeoff, apply brakes and advance engine power levers. If the airplane starts to
slide on ice or snow during engine power check, release brakes and begin takeoff roll. During
takeoffs on icy runways, the lag in nose wheel steering must be realized and corrections must be
anticipated. A light, forward pressure on the control column will increase nose wheel steering
effectiveness.
Air Start Ignition selected ON for takeoff on runways with standing water, slush or snow.
After setting rated takeoff EPR, verify LP rpm and other engine indications are normal by 60 kts.
If the decision is made to reject the takeoff and the runway is slick, deploy ground spoilers, use
maximum reverse thrust and maximum anti-skid braking. Resist the temptation to release brakes
during anti-skid braking even if the ride is very rough. For directional control, use the rudder
primarily down to 50 Knots. The anti-skid system will provide the minimum stopping distance
for the existing condition of the runway.
If a loss of directional control develops, reduce reverse thrust to idle reverse. If sufficient runway
remains, return engines to forward thrust at low power, if necessary, to return to the runway
centerline. Use rudder pedal steering, if possible, for directional control. The nose steering
wheel, rudder and differential braking may also be used as necessary for directional control.
Rotate to normal takeoff attitude at VR - NOT BEFORE.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
　
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