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of aerodynamic controls only with maximum available takeoff thrust on operative engine.
VMCA, MINIMUM CONTROL SPEED, AIR (104 knots) - Lowest speed at which airplane
can have sudden engine failure and maintain directional control in air with maximum
available takeoff thrust on operative engine.
VEF, CRITICAL ENGINE FAILURE SPEED - Engine failure speed that corresponds to
engine failure recognition at V1. Acceleration from VEF to V1 is based on one second
engine failure recognition time.
V1, TAKEOFF DECISION SPEED - Speed from which decision to continue takeoff results
in takeoff distance that will not exceed available accelerate-go distance, or from which
decision to bring airplane to full stop will not exceed accelerate-stop distance available.
VR, ROTATION SPEED - Speed at which rotation to takeoff attitude is initiated.
V1 / VR, TAKEOFF DECISION SPEED RATIO - Ratio of takeoff decision speed, V1, to
rotation speed, VR.
V1MCG, MINIMUM V1 FOR CONTROL ON GROUND - Minimum takeoff decision speed
V1, corresponding to engine failure at VMCG.
V2, TAKEOFF SAFETY SPEED - Target speed to be attained at 35 foot height, assuming
recognition of engine failure after V1. If engine failure should occur after passing V2 on
takeoff, it is recommended that speed at time of engine failure (up to V2 + 10 knots) be
maintained. Speed of V2 + 10 knots in single-engine takeoff configuration will produce
maximum climb gradient available.
VFS, FINAL TAKEOFF CLIMB SPEED - Recommended airspeed for single-engine climb
in enroute (clean) configuration below 1500 feet AGL. (Performance in this section is based
on maintaining V2 and flaps 10° or 20° to 1500 feet.)
VSE, ENROUTE CLIMB SPEED - Recommended airspeed for single-engine climb in
enroute (clean) configuration.
VMBE, MAXIMUM V1 FOR BRAKE ENERGY LIMITS - Maximum takeoff decision
speed, V1, permitted by brake energy limitations.
VBI, REFUSAL SPEED FOR BRAKE INSPECTION - the speed from which an emergency
stop will require brake inspection.
VREF, REFERENCE SPEED - Speed derived from APPROACH SPEED FOR LANDING
DISTANCE chart for current configuration and atmospheric conditions.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 5
PERFORMANCE
5.1- FAA APPROVED
31 May 2001
4
TAKEOFF PATH
ACCELERATE-GO DISTANCE - (Takeoff Distance to 35 foot point) required distance to
accelerate with both engines operating to critical engine failure speed, lose engine, and
continue takeoff to height of 35 feet.
CLEARWAY - Obstacle-free area beyond actual runway length which can be used as part of
accelerate-go distance available.
REFERENCE ACCELERATE-GO DISTANCE - Available distance obtained by correcting
actual runway length for effects of clearway, slope, wind, and anti-icing.
ACCELERATE-STOP DISTANCE - Required distance to accelerate with both engines
operating to critical engine failure speed, lose engine, and come to complete stop.
STOPWAY - Area beyond actual runway length capable of supporting airplane in aborted
takeoff which can be used as part of available accelerate-stop distance.
ACCELERATE-STOP DISTANCE AVAILABLE - Available stopping distance consisting
of sum of actual runway length and available stopway.
REFERENCE ACCELERATE-STOP DISTANCE - Distance obtained by correcting
accelerate-stop distance available for effects of slope, wind, anti-icing, and anti-skid
operation.
EFFECTIVE RUNWAY LENGTH
Takeoff: The runway length used to obtain field length limited takeoff gross weight,
resulting from the tradeoff between reference accelerate-go distance, reference
accelerate-stop distance, and takeoff decision speed ratio V1 / VR.
Landing: The runway length used to determine landing gross weight limited by field length.
This is obtained by subtracting glidepath distance which occurs over runway from
runway length. Glidepath distance is calculated by multiplying glideslope ratio
(20/1 for 3 degree glideslope) by obstacle height. Portion of glidepath over
runway is found by subtracting distance from the obstacle to end of runway from
glidepath distance.
CLIMB GRADIENT - Ratio, expressed as percentage, of change in geometric height divided
by horizontal distance traveled. Gross gradient is calculated performance of airplane under
specific conditions; net gradient is gross gradient reduced by gradient of 0.8 percent as
specified by FAR 25.
REFERENCE ZERO - Point on runway or clearway plane at end of accelerate-go distance.
This is reference point for obstacle clearance analysis.
REFERENCE
ZERO
BRAKE
RELEASE V V V
35 FT
EF
V2
1 R
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
　
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