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FAA APPROVED E-13
13 September 2000 GIV-SP
AFTER TAKEOFF
Delay gear retraction if practical. This allows water, slush, and snow to be slung off as wheels
spin down.
If possible, cycling the gear once or twice may further reduce accumulations and will reduce the
possibility of gear door or brake freeze up.
Cowl/Wing anti-icing must be ON during flight operations when icing conditions exist or are
anticipated. When ASC 381 is installed and 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 after gear retraction.
ICE AND ICING
It is recommended while flying in conditions that could cause icing, the autopilot be periodically
disengaged and the pilot hand fly the airplane to check airplane trim and flying qualities. When
flying in icing conditions, precise airspeed control is important. The recommended minimum
maneuvering speeds by flap settings are:
Flaps 0° - 200 KIAS Flaps 20° - 160 KIAS
Flaps 10° - 180 KIAS Flaps 39° - VREF +10 Kts
Large glaze ice formations which may develop on the empennage during takeoff or departure
may be shed by accelerating the airplane at low altitude to raise the airplane skin temperature
several degrees above freezing. A 15°F temperature rise may be affected by a 100 KCAS
increase coincident with the corresponding rise in Total Air Temperature. The ability to affect
this temperature rise below 10,000 ft MSL is limited by the 250 kt speed limit. Also, if the OAT
is extremely cold, this procedure will not work.
Trace, light, moderate, and severe describe the intensity of icing that will vary among airplanes
for the same cloud depending on airplane size, speed, and altitude.
Extent of ice accretion, shape, roughness, and height are the most important factors in the effect
on an airfoil. Unfortunately, operational descriptors of rime, clear, or mixed ice are not adequate
to accurately convey shades of color of the icing environment and the hazards of Supercooled
Large Droplets (SLD). Ice forming aft of the anti-ice devices may be white, milky, or clear.
Non-hazardous ice may also be described using the same terms. In the same cloud, one airplane
may accrete rime while another—at a higher speed—accretes mixed ice.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
E-14 FAA APPROVED
GIV-SP 13 September 2000
Where Does Ice Accrete?
Where ice builds up on a given airfoil depends on the AOA, airspeed, and icing variables. Ice
tends to accrete more on the upper surface at low angle-of-attack associated with higher speeds
or flap extension or during descent. Ice tends to accrete more on the lower surface at higher
angle-of-attack (slower airspeed or heavier weight).
Normal Icing Cues
Visual or tactile icing cues signal the potential for ice to form, the presence of ice accretion, or
icing severity. Cues may vary somewhat among airplane types, but typically include:
• temperature below freezing combined with visible moisture,
• ice on the windshield wiper arm, winglets, wing leading edges
or
• ice detector (if installed) annunciation.
Tactile cues such as vibration, buffet, or changes in handling characteristics normally trigger a
mental warning that ice has already accreted to a perceptible, and perhaps, detrimental level.
Typically, as ice increases in thickness, cues become more prominent.
Ice can contribute to partial or total wing stall followed by roll, aileron, snatch, or reduced aileron
effectiveness.
Wing stall is not an uncommon consequence of ice accretion. Ice from freezing drizzle can form
sharp edged roughness elements approximately 5 to 10 mm high over a large chordwise expanse
of the wings lower surface (perhaps covering 30 to 50%) and fuselage, increasing drag
dramatically and thereby reducing speed. Proper airspeed control will minimize the potential for
wing stall. Correcting for ice accumulation demands increased power, increased AOA, or both to
maintain altitude. If actual stall is encountered (identified by wing roll-off), lower the nose
(decrease AOA), accept any altitude loss required to recover from the stall, then increase power
after recovery and return to previously assigned altitude.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
FAA APPROVED E-15
13 September 2000 GIV-SP
　
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