AIRPLANE FLIGHT MANUAL
There is no provision for IRS “Down Mode Align”.
NOTE:
Honeywell HG2100AB and HG2100BB Series IRS equipment installed in the Gulfstream G450 has been certified for alignment to 78° Latitudes. For alignment between 70° and 78° Latitude, a fifteen (15) minute alignment time is required. For flights above 73° N and
60° S Latitude, Electronic Flight Information System
(EFIS) heading information must be switched from magnetic (MAG) to TRUE due to loss of valid MAG heading from the IRS.
There are no restrictions for an in air automatic alignment (Align in Motion
- AIM) and the AIM time could take less than ten (10) minutes. The AIM time could take more than twenty (20) minutes if any one or combination of the following conditions are present:
• No change in heading during alignment
•
No changes in acceleration during alignment
• An east to west flight trajectory such that the IRUs sensed rotational rates in inertial space is nearly equal to zero (0).
NOTE:
Airplane maneuvers involving changes in heading reduces alignment time. Alignment time increases with latitude - i.e., minimum time is at the equator and maximum time is at the poles.
1. Operation During Refueling:
Do NOT operate radar during refueling of the airplane or when within
300 ft (92 meters) of other refueling operations.
2. Operation At Other Times:
Do NOT operate radar within 49 ft (15 meters) of ground personnel with 24 ″ antenna installed.
1. Software:
Verify that the navigation computer software version is NZ7.X or later approved version. Verify that the database is current. If the database is out of date, flight may be continued providing the latitude / longitude of each waypoint is verified by the crew. A current database is required in order to fly any approach procedure using the FMS.
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2. High Latitude Navigation:
FMS Navigation above 89° North or South Latitude is approved.
3. Approaches:
A. Approved Procedures
• RNAV (GPS) or RNAV (GNSS)
• RNAV (RNP)
•
GPS
• VOR / DME RNAV
• VOR*
• VOR / DME*
•
TACAN
• NDB*
*Approaches above, suffixed with an asterisk, may be flown with FMS guidance provided the appropriate civil aviation authority has approved such operations. See that country’s
Aeronautical Information Publication, or AIP, to confirm approval. In the US, AC 90- 108 advises that RNAV systems cannot be used as a substitute for the navaid lateral guidance during the final approach segment.
B. Limitations and Exceptions:
(1) The final segment of the approach must be flown with the
FMS in the Approach Mode.
DR or DEGRADE annunciators cancel the Approach Mode.
(2) For airplanes having ASC 059B (or later approved revision), RNAV (GPS) or RNAV (GNSS) approaches can be executed to LPV minima. When loading an approach with LPV minima into the FMS, either graphically or using the MCDU, the FMS will default to the LPV criteria.
Removing the LPV criteria from the FMS in order to perform the approach using LNAV or LNAV / VNAV minima can be done only using the MCDU. With the LPV mode captured, it is recommended that transition to
LNAV minima or a go-around be performed if the LPV
Unavailable caution CAS message displays.
NOTE:
EGPWS Mode 6 must be operable and the associated audio callouts not inhibited, when performing RNAV
(GPS) approaches to LPV minima.
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(3) Prior to conducting RNAV (RNP) approaches with
Authorization Required (AR), appropriate operational approval (i.e., Operations Specifications (OpsSpecs),
Letter of Authorization (LOA), or Management
Specifications (Mspecs)) must be obtained.
Requirements and operational guidance are found in AC
90-101, and in the Gulfstream RNP AR Operations
Manual, GAC-OIS-02 or GAC-OIS-07 (basic issue or later approved revision).
(4) For airplanes having ASC 059B or (later approved revision) with SBAS receivers), SBAS-enabled GPS navigators are in compliance with TSO-145c/146c.
4. Non-WGS-84 Airspace / Countries Partially Compliant with
WGS-84:
When operating in non-WGS-84 airspace or in countries where the airspace is partially compliant with WGS- 84, the FMS with GPS position updating meets the required navigation accuracy and may be used for SIDS, STARS and en route navigation. When flying ILS,
VOR or ADF approaches and missed approach procedures in these two situations, the GPS updating does not need to be inhibited or deselected provided the appropriate raw data is used throughout the approach and missed approach as the primary navigation reference.
For countries that are partially WGS-84 compliant, when RNAV
(GNSS) approaches are offered, these approaches may be flown using the FMS with GPS position updating provided the approach chart is annotated with “PANS OPS”.
5. RNP Operations:
Aircraft complies with RNP RNAV Operations as defined in RTCA /
DO-236B and DO-283, have been demonstrated with the following limitations and exceptions:
NOTE:
The FMS RNP demonstration does not constitute an operational approval.
A. RNP flight operations are subject to GPS satellite availability and / or navaid coverage for the selected route.
Crews should deselect (NOTAM) ground navaid(s) that are not to be used for navigation.
B. Navigation Infrastructure:
The FMS assumes the availability of a navigation infrastructure consistent with the assumptions provided in DO-236B /
DO-283 Appendix C.
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C. The FMS assumes all waypoint and facility location data is in WGS-84 reference datum whereby the waypoints and facilities accuracy is maintained in accordance with
DO-201 specifications.
D. Scope of DO-236B Compliance:
The FMS does not provide the Time of Arrival Control (TOAC), fixed radius transitions, or RNP holding functions described in
DO-236B.
E. Alarm Limits:
The RNP implementation for the FMS is consistent with the industry guidance provided in DO-236B and DO-283.
Implementation of RNP requirements resulted in certain differences from the TSO C129a requirements. The FMS provides a containment integrity limit as defined in DO-236B.
The RNP containment limit is defined as two times the RNP value, and the default RNP values are defined as 0.3 for
Approach, 1.0 for Terminal Area, 2.0 for En Route, and 10.0 for
Oceanic / Remote. These different alarm limits are summarized in the following table:
Default
RNP
DO-236B
Containment Limit
(2 x RNP)
(1)
Oceanic /
Remote
Enroute
Terminal
10
2
1
Approach 0.3
(1) Manual RNP selection alarm limit is 2 x RNP.
20
4
2
0.6
TSO-C129a
Alarm Limit
2
2
1
0.3
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F. For the FMS database defined GPS approach procedure, the FMS limits the alarm limit to 0.3 for consistency with
TSOC129a. However, for other approach procedures, the
DO-236B alarm limit applies. For airplanes having ASC
059B (or later approved revision), the FMS alarm limit for
RNP AR approaches less than 0.3 RNP is 1.5 (one and onehalf) times the RNP value.
G. For airplanes having ASC 059B (or later approved revision), and operators having RNP AR approval, the RNP values for RNAV (RNP) approaches are retrieved from the navigation database.
When loading a RNAV (RNP) approach with multiple RNP value minima into the FMS, either graphically or using the MCDU, the FMS will default to the lowest RNP value minima. Changing the RNP value minima can only be done using the MCDU.
H. The FMS does not provide the capability to retrieve a
RNAV RNP value from the navigation database, except as described in item (G) above. Default RNP values are defined by flight phase, as shown above. Operation in airspace with defined RNP values, different from the default values, requires operator entry of the appropriate value.
I. Runway Initialization:
If GPS position is not available at take-off and RNP operations are required, the FMS position must be updated prior to takeoff for improved navigation accuracy. The FMS position shall only be updated to the runway coordinates when the airplane is located on the runway threshold.
J. Time to Alarm:
The FMS provides a time to alarm based on phase of flight, consistent with the default RNP values and expected RNP usage defined in DO-283.
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Phase of Flight (PFD indication and default
RNP value)
Time To Alarm Description
Approach
RNP
≤
0.3
Terminal
RNP 1.0
Enroute
(1)
RNP 2.0
Remote
(1)
RNP 10.0
6 sec
6 sec
24 sec
54 sec (2)
Active flight plan leg is within 2 NM of the
FAF.
Airplane is within 30
NM of origin or destination, or the active flight plan leg is part of a departure, arrival (prior to
Approach) or missed approach procedure.
Not in approach or terminal area.
Enroute and more than 200 NM from nearest navaid.
(1) Not displayed.
(2)
For oceanic/remote operations the 60 second alarm limit defined in DO-283 differs from the
30 second limit defined in TSO-C129a.
K. Database Integrity:
The RNP RNAV airworthiness approval has accounted for database accuracy or compatibility. Refer to the Operators
Manual for the procedures for database accuracy / compatibility compliance.
L. Containment Integrity Exposure Period:
The containment integrity requirement defined in DO-236B is that the probability of total system error exceeding the crosstrack containment limit without annunciation be less than 10 -5 per flight hour. This integrity requirement is divided equally between faulted and fault-free performance. The probability of faulted performance has been shown to be less than 5x10 -6 per flight hour. For fault-free performance, the instantaneous probability of exceeding the integrity limit has been shown to be less than 5x10 -6 , however the exposure period has not been considered in the fault-free case.
M. Along-track Accuracy:
Containment alerting is based on cross-track navigation performance; however navigation accuracy is required in both the cross-track and along-track dimensions. Because of the unique NAVAID geometries involved in the DME / DME and
VOR / DME updating modes, navigation performance is optimized in the cross-track dimension. As a result, along-track accuracy has not been demonstrated to meet the RNP requirement for these modes. For DME / DME, the worst-case along-track uncertainty is 0.47 NM on a 95% basis wherever signals can be received. For VOR / DME, the worst-case along-track position uncertainty will occur when the VOR is abeam the airplane at the maximum permissible distance based on the figure of merit (service volume) of the facility.
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N. Minimum RNP:
The minimum demonstrated RNP capabilities are defined as follows, based on demonstrated navigation capability and assumed Flight Technical Error (FTE).
Assumed Guidance Mode
LNAV with Autopilot
LNAV with Flight Director
Minimum RNP
GPS
≤ 0.30
0.30
Radio
0.30
0.32
Assumed
FTE
0.125
0.25
6. AFN, ADS-C, and CPDLC Operations:
Airplanes having the latest approved version of the Honeywell
PRIMUS EPIC system, comply with the interoperability requirements of RTCA D0-258A for AFN and ADS-C operations. Additionally, airplanes equipped with ASC 059B (or later approved revisions) demonstrate compliance with RTCA DO-258A for CPDLC operations.
A. Interoperability requirements for ATS applications using
ARINC 622 Data Communications (FANS 1/A
Interoperability Standard) comply with RTCA DO-258A.
B. AFN, ADS-C, and CPDLC are also approved for oceanic and remote operation within the NAT and in areas outside of the NAT. The proper datalink capability must be noted on the filed ICAO flight plan: block 10 should include “J” and “/D”, and block 18 should include “DAT/SV”.
NOTE:
This constitutes engineering approval only. Operational approval must be obtained from the local authority
(FSDO) prior to using ADS-C and / or CPDLC capability.
Requirements and operational guidance are found in AC
120-70x.
7. Position Sensors:
The selected sensor for the FMS position is chosen by comparing the EPU values of all available sensors that have not been deselected by the pilot, and choosing the sensor with the lowest value. Sensor accuracy is the produced Figure of Merit (FOM) for
GPS and Hybrid IRU, and the computed EPU for IRS drift and radio position. Once a sensor is selected, that sensor remains selected unless the EPU of another sensor is at least 5% lower than the EPU of the selected sensor. For an instrument approach selected from the
NAV database, the selected sensor functions in one of two ways:
When the database record indicates that the chosen approach has a required sensor (e.g., GPS required), then that sensor is locked as the selected sensor at three miles from the FAF and remains the selected sensor throughout the approach. When the database record does not indicate that the chosen approach has a required sensor, the sensor with the best accuracy when the aircraft is three miles from the FAF is locked as the selected sensor for the remainder of
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MINIMUM NAVIGATION
EQUIPMENT
FMS Modes
RNAV and
RNP
Operations
Approaches
With Required
Position
Sensors
Enroute
Terminal
Approach
MNPS
AC 91-70x
AC 120-33
RNP
(General) AC
90-105
RNP 10
FAA Order
8400.12x
B-RNAV
EASA AMC
20-4 AC
90-96A
RNP 4
FAA Order
8400.33x
RNP 2
AC 90-105
RNAV 2
AC 90-100A
RNP 1
AC 90-105
RNAV 1
AC 90-100A
P-RNAV
AC 90-96A/
JAA TGL-10
RNAV-WAAS
LPV
AC 90-107
RNAV-BARO
AC 90-105
RNP AR
AC 90-101
1
2
1
1
1
2
1
2
1
1
1
1
1
1
1
2
FMS
1
1
2
GPS DME/
DME
1 1
POSITION
SENSORS
VOR/
DME
1
1
1
1
1
IRS
1
1
2
1
1
1
2
1
1
1
1
1
1
1
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
A, B
A, B, D
A
A, C
A
A
NOTE
A, B
A, B
A, B, F
A, C
A, B
A, B, E
A, B
A, B, E
A, B, F
A
NOTE:
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A. When more than one position sensor is available, the FMS will select the one with the lowest EPU.
B. The FMS may use any one of the indicated position sensors.
(1) Aircraft may be flown on routes requiring two Long Range
Navigation (LRN) systems provided that two FMS’s, two
GPS position sensors or two Inertial Reference System
(IRS) position sensors are operational or one GPS and one IRS sensor are operational.
(2) Aircraft may be flown on routes requiring one LRN system provided that one FMS, one GPS sensor, or one
IRS position sensor is operational.
C. Limited to 5.0 hours of IRS-only navigation after the last
GPS, DME/DME, or VOR/DME update.
D. When DME/DME position sensor is used, one IRS position sensor must be available to bridge gaps in DME infrastructure. This is referred to on charts as DME/DME/
IRU.
E. P-RNAV does not require IRS support for the DME/DME position sensor.
F. VOR, VOR/DME, TACAN or VOR/DME RNAV approaches.
Use of the TOLD Software ID V1.0 for takeoff and landing field performance is permitted. TOLD calculations shall be checked for reasonableness. The G450 AFM Section 5, Performance, shall be available for cross reference as necessary.
1. Software Level
For airplane S/N 4001 thru 4247, TCAS II Version 7.0 software is installed which is equivalent to ACAS II. For airplane S/N 4248 and subsequent or airplanes 4001–4247 with ASC 077, TCAS II Version
7.1 software is installed which is equivalent to ACAS II.
2. TCAS Operating Constraints:
All Resolution Advisory (RA) and Traffic Advisory (TA) aural messages are inhibited at a radio altitude less than 500 ft ± 100 ft climbing and descending.
3. Clearance:
The pilot is authorized to deviate from ATC to the extent necessary to comply with a Resolution Advisory (RA).
4. Traffic Advisories:
The pilot must not initiate evasive maneuvers based solely on information from a Traffic Advisory (TA). Traffic Advisory information should be used only as an aid to visual acquisition of traffic.
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5. Resolution Advisories:
Compliance with TCAS Resolution Advisories (RA) is required unless the pilot considers it unsafe to do so. Maneuvers that are in the opposite direction of an RA are extremely hazardous and are prohibited unless it is visually determined to be the only means to assure safe separation.
6. Clear Of Conflict:
Prompt return to the ATC cleared altitude must be accomplished when “CLEAR OF CONFLICT” is announced.
7. Single Engine Inoperative and TCAS:
With one engine inoperative (single engine), select TA only as the
TCAS operating mode.
1. Clearance:
Pilots are authorized to deviate from their current Air Traffic Control
(ATC) clearance to the extent necessary to comply with an EGPWS warning.
2. Navigation:
Navigation is not to be predicated upon the use of the Terrain
Display.
3. Database:
The EGPWS database, displays and alerting algorithms currently accounts for man-made obstructions.
4. Terrain Display:
The terrain awareness display feature is intended to serve as a situational awareness tool and may not provide the accuracy or fidelity to solely execute terrain avoidance maneuvering.
NOTE:
Obstacles that are less than 1,000 feet AGL are not displayed as obstacle icons on the MAP display. These obstacles are shown as part of the terrain display.
The terrain awareness display feature shall be selected OFF
(TERRAIN INHIBIT switch selected ON) when within 15 NM of landing at an airport when:
• The airport has no published instrument approach procedure.
•
The longest runway is less than 3,500 ft in length.
• The airport is not in the database.
• QFE altimeter settings are used for approach and landing, and for a subsequent takeoff without the availability of geometric altitude.
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The production EGPWS system installation meets the requirements for
Class A TAWS as defined in Advisory Circular AC-25-23.
1. Flight Manual Limitations:
A. Pilot’s Manuals:
The HUD section of the G450 Operating Manual (Chapter 2B:
PlaneView System, Basic Issue or later approved revision) must be immediately available to the flight crew whenever use of the EVS system is contemplated.
B. Presence of Visual Cues:
At 100 feet HAT, visual cues must be seen without the aid of
EVS to continue descent to landing.
C. Qualifications For Use:
EVS may be used only by qualified pilots who have been trained in accordance with requirements listed in the FAA G450
Flight Standardization Board (FSB).
D. Vertical Guidance Requirements For IMC EVS
Approaches:
Flight Director or autopilot with vertical guidance is permitted for all IMC EVS approaches.
E. Requirements:
EVS as installed meets the requirements of EFVS (Enhanced
Flight Vision System) as defined in FAR 91.175.
F. Vertical Guidance Requirements for IMC EVS Approaches:
Flight Director or autopilot with vertical guidance, either ILS or
FMS vertical path, is required for all IMC EVS approaches.
With respect to an FMS vertical path, only approaches with a published Decision Altitude (DA) and those approaches that overlay a precision approach with the same vertical path angle provide an assured obstacle-free vertical path.
1. Flight Manual Limitations:
A. Category I HUD Operations:
Category I HUD operations are approved.
B. Category II HUD Operations:
Category II HUD operations are approved.
C. NDB Approaches:
The HUD does not provide a Non-Directional Beacon (NDB) approach capability. NDB approaches may be set up and flown through the FMS, using the HUD for guidance. Raw data bearing information shall be selected for display and monitored by the PM (Pilot Monitoring) on the head-down navigation displays.
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(See Figure 1 for the RVSM Envelope.)
In order to satisfy the performance standards set forth in FAA AC
91-RVSM, the following equipment and instruments must be installed and operative prior to dispatch into RVSM airspace:
22-7
34-8
ATA Equipment
Flight Guidance Computers
ATC Transponder and
Automatic Altitude Reporting
Systems
Number
Installed
2
2
Number Required For
RVSM Operations
1
1
(1)
34-23
34–33
Altitude Alerting System
Air Data Computers /
Systems (See Chart)
1
3
1
2
(1)
One transponder may be inoperative provided that both the altitude reporting systems are operative on the remaining transponder.
NOTE:
Refer to the MEL for other basic dispatch capability.
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Figure 1. RVSM Envelope
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On airplanes having ASC 059B (or later approved revision), the PlaneView
Charts function is FAA certified as part of the aircraft’s type design as a
Class 3 Electronic Flight Bag (EFB) with Type C software applications.
For airplanes not having ASC 059B (or later approved revision), the
PlaneView Charts function is FAA certified as part of the aircraft’s type design. It is functionally equivalent to a Class 3 Electronic Flight Bag (EFB) with Type C software applications. The PlaneView Charts Function may fail if a DMU, LAN or data transfer card fails, so either current paper charts or a Class 1 or Class 2 EFB that is accepted by the FAA and contains current
Airport Diagrams, Departure, Arrival and Approach Charts must be readily available to the flight crew.
The charts effectivity dates shall be checked prior to the first flight of the day. If the chart dates review reveals the chart information has expired or if the amber “May Contain Outdated Data” statement is present on the
Charts master page, the crew shall check the NOTAMS for the airports prior to dispatch. Alternately, the crew may elect to update the database prior to dispatch or use current paper charts for the trip.
The crew shall report all noted discrepancies concerning charts to either
Gulfstream, Jeppesen or Honeywell as soon as possible after the discrepancy has been noted. Jeppesen can be contacted via email at www.jeppesen.com. Select “Feedback” under Jeppesen Quick Links.
The airplane symbol on the Chart Display must not be used for navigation of the airplane. However, it can assist situational awareness during all phases of flight including taxi.
All Honeywell navigation receiver installations comply with all applicable standards of relevant FAA TSOs and Radio Technical Commission for
Aeronautics (RTCA) specifications for FM immunity.
The installed Mode S system satisfies the data requirements of ICAO
Document 7030/4, Regional Supplementary Procedures for SSR Mode S
Enhanced Surveillance in designated European Airspace. The capability to transmit data parameters is shown in column 2 of the table below.
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Parameter
Magnetic Heading
Indicated Airspeed
Mach No.
Vertical Rate
Roll Angle
Track Angle Rate
True Track Angle
Groundspeed
Selected Altitude
Barometric Pressure Setting
Available / Not Available
Available
Available
Available
Available
Available
Available
Available
Available
Available
Available
Applicable to airplanes having ASC 037 or ASC 037A (or later approved revision).
SV-PFD synthetic terrain must be deselected when in non-WGS 84 areas.
WGS 84 regions of the world are available from the Jeppesen website under Online Publications, then select IFR Pilot Information.
http://www.jeppesen.com/company/publications/wgs-84.jsp
For airplanes not having ASC 037A (or later approved revision)
One pilot must have a 2/3 PFD displayed when SV-PFD is being displayed.
The SV-PFD synthetic terrain display may not be used for navigation, terrain or obstacle avoidance. The EGPWS cautions and warnings are the most accurate indications of impending terrain clearance and must be followed fully until they cease.
If the EGPWS and AGM databases are not the latest versions, then
SV-PFD synthetic terrain can be displayed only if the crew checks the
NOTAMS for the route of flight for any changes in runways, major obstacles and terrain. If NOTAMS cannot be checked then SV-PFD synthetic terrain must be selected off.
When using the VGP (VNAV Glide Path) mode, the crew must use the
“Vectors” approach transition to final feature when being vectored by ATC, or initiate the approach via a published IAF (Initial Approach Fix).
For airplanes having ASC 059B (or later approved revision) , VGP mode cannot be used during circling approaches.
NOTE:
VGP mode cannot be armed when Preview mode is active.
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