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2. If landing field elevation approaches 9,000 ft. MSL, or higher, be prepared for a CABIN
PRESS LOW Message.
3. If the landing field elevation approaches 13,000 ft. MSL, automatic deployment of passenger
oxygen masks is possible. The passenger masks may be dropped manually or portable
oxygen bottles may be made available to the passengers to enhance passenger comfort.
4. Cockpit flight crew shall utilize oxygen any time the cabin altitude is 10,000 ft. MSL or
higher.
5. On approach, start the APU and select the APU Alternator ON.
6. On approach, landing and roll out, be aware of True Airspeed and Ground Speed. A 145
KCAS approach speed can translate to 175 KTAS. Ground speed affected by tailwind
conditions could exceed tire speed on landing.
7. Expect slower than normal thrust reverser spool-up times.
8. Apply brakes at slower ground speeds, if runway length permits, to avoid excessive brake
energy absorption.
WIND SHEAR/MICROBURSTS
Low-level wind shear, microburst, or downburst may develop within an unstable air mass, during
frontal passage, and in the vicinity of thunderstorms. These conditions can create rapidly
changing wind directions and velocities. An even more dangerous condition can result from high
velocity down flows that can force the airplane into ground impact unless very prompt and
drastic actions are taken.
Severe microbursts may occur with greater frequency than originally believed. However, they
are of short duration, two (2) to five (5) minutes, about two (2) miles in diameter, and can have a
downflow in center of as much as 6,000 to 7,000 feet per minute.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
E-50 FAA APPROVED
GIV-SP 13 September 2000
When conditions exist where low-level windshear, microburst, or downburst may be present, the
pilot should consider diversion to an alternate airport or delay takeoff or landing until the risk of
an encounter is minimized. If the condition is unavoidable or unexpectedly encountered, you
may expect a rapid decay in airspeed and/or an increase in sink rate.
When the visual WS ALERT annunciator illuminates during takeoff, or the crew recognizes the
signs of increasing performance conditions, the following procedures should be followed:
1. The alert occurs during increasing performance conditions (i.e. increasing head
wind/decreasing tail wind and/or updraft.) The flight crew should be alerted to the
possibility of subsequent decreasing performance (i.e. significant airspeed loss and down
draft conditions.)
2. Throttles should be advanced to achieve maximum rated thrust and takeoff/go-around target
pitch attitude should be maintained until safe climb-out is assured, disengaging
autopilot/autothrottle if necessary.
When the visual WS ALERT annunciator illuminates during final approach, or the crew
recognizes the signs of increasing performance conditions, the following procedures should be
followed:
1. The alert occurs during increasing performance conditions (i.e. increasing head
wind/decreasing tail wind and/or updraft.) The flight crew should be alerted to the
possibility of subsequent significant airspeed loss and down draft conditions.
2. Wind and gust allowances should be added to the approach speed, increasing thrust if
necessary. It may be necessary to disengage autopilot/autothrottle.
3. Avoid sinking below the approach glidepath or letting the throttles remain at flight idle for
extended periods of time.
4. Coupled with other weather factors, the alert should be considered in determining the
advisability of performing a go-around.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
ADVERSE WEATHER/ABNORMAL
ATMOSPHERIC CONDITIONS
APPENDIX E
FAA APPROVED E-51
13 September 2000 GIV-SP
When the siren and "WIND SHEAR--WIND SHEAR--WIND SHEAR" WARNING occurs and
the WS WARN annunciator is illuminated, or an obvious windshear condition is encountered,
the following procedures should be followed:
1. Disconnect the Autopilot and apply Go-Around Power.
2. Rotate at 3-4 degrees per seconds to increase pitch attitude to the highest possible value. (A
pitch attitude of 25 degrees has been demonstrated on the GIV at maximum landing weight
with flaps at 39 degrees.)
3. When stick shaker is encountered, or as VREF is approached, reduce pitch rate/angle of
attack to intercept VREF -20 KCAS.
4. Engine overboost should be avoided unless the airplane continues to descend and airplane
safety is in doubt. When airplane safety has been assured, adjust thrust to maintain engine
parameters within approved limits.
　
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