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6. Engine Inlet
7. All Cockpit Windows
8. Antennas
9. Fuselage
10. Angle-of-Attack Probes, SAT-TAS Probe, Pitot Tubes and Static Ports
11. Fuel Tank Vents
12. Cooling, APU Air Intakes, Inlets and Exhausts
13. Landing Gear
Once the Preflight Inspection is complete, the airplane is clean and adequately protected, the
airplane should depart as soon as possible. This is especially important in conditions of
precipitation or high relative humidity (small temperature/dew point spread).
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
FAA APPROVED E-37
13 September 2000 GIV-SP
UNDERWING FROST
Underwing frost may form between the forward and aft wing spars following extended high
altitude flight. This frost may also occur at low altitude and during ground operation. This wing
frosting can occur at ambient temperature well above freezing and may be the forerunner of clear
ice formation on the upper wing. Frost in this area can be melted by refueling with warmer fuel.
Gulfstream recommends removal of underwing frost in excess of 1/8th inch (3.2 mm) thickness
and all frost on the leading edges and upper surfaces. Depending on atmospheric conditions, it is
recommended that the wings be de-iced prior to departure.
CAR WASH DE-ICING PROCESS
Some domestic and international airports have a final de-icing check point that employs either a
"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
GIV-SP 13 September 2000
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
　
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