Limitations 1.docx

Limitations 01-00-10: Conditions of Operation THE CERTIFICATE AND THE OPERATIONAL LIMITATIONS ARE PART OFTHE CONDITIONS OF THE TYPE AND AIRWORTHINESS CERTIFICATE, AND MUST BE COMPLIEDWITH AT ALL TIMES, IRRESPECTIVE OF THE TYPE OF OPERATION BEING CONDUCTED. THE PERFORMANCE LIMITATIONS AND INFORMAT...

Limitations 01-00-10: Conditions of Operation THE CERTIFICATE AND THE OPERATIONAL LIMITATIONS ARE PART OFTHE CONDITIONS OF THE TYPE AND AIRWORTHINESS CERTIFICATE, AND MUST BE COMPLIEDWITH AT ALL TIMES, IRRESPECTIVE OF THE TYPE OF OPERATION BEING CONDUCTED. THE PERFORMANCE LIMITATIONS AND INFORMATION PRESENTED INTHE AIRPLANE FLIGHT MANUAL SHOW COMPLIANCE VVITH FEDERAL AVIATION REGULATIONS PARTS 21 AND 25. THIS AIRPLANE IS TO BEOPERATED INACCORDANCE WITH THE LOADING SCHEDULE PROVIDED IN THE SEPARATE AIRPLANE WEIGHTAND BALANCE MANUAL This page intentionally left blank Aircrew and Occupants 01-01-10: Minimum Flight Crew The minimum flight crew required is pilot and copilot. 01-01-20: Maximum Number of Occupants Total number of occupants for an airplane without an approved cabin interior shall not exceed 3. Passengers are prohibited. Total number of occupants for an airplane with an approved cabin interior shall not exceed 22. The number of passengers shall not exceed 19 (as determined by emergency exit requirements), and shall also not exceed the number of seating accommodations approved for takeoff and landing. This page intentionally left blank Departure J Arrival Airport 01-02-10: Runway, Slope and Wind Conditions 1. Runway Conditions: A runway is wet when morethan 25 percent of the runway surface area (within the reported length and the width being used) is covered by any visible dampness or water that is 1/8 inch (3 mm) or less in depth.A damp runway that meets this definition is considered wet, regardless of whether or not the surface appears reflective. A runway is considered contaminated when more than 25 percent of the runway surface area (within the reported length and the width being used) is covered by any frost, ice, snow, slush, or greater than 1/8 inch (3 mm) of standing water. Slopes: Maximum slopes approved for takeoff and landing operations are +2% (uphill) and -2% (downhill). Wind Conditions: Maximum tailwind component approved for takeoff and landing is 10 knots. VVhen airport field elevation is 10,000 ft or above, maximum crosswind component approved for takeoff and landing is 25 knots. VVhen operating in a flight control law mode other than Normal (i.e., Alternate, Direct, or Backup), maximum crosswind component for landing is 10 knots. 4. Surface Type: Smooth and/or grooved, hard-surfaced runways are approved. 01-02-20: High Elevation Airport Operations Maximum approved airport pressure altitude for takeoff and landing is: 14,500 feet (Airplane serial numbers 6003 through 6019) 15,000 feet (Airplane serial numbers 6001, and 6020 and subsequent) See Altitude I Mach Flight Envelope chart in Section 01-03-40: Airspeed Limitations. This page intentionally left blank Performance 01-03-10: Types Of Airplane Operations Pennitted This airplane is certificated in the transport category and is eligible for the following kinds of operations when the appropriate instruments and equipment required by the airworthiness and operating requirements are installed, approved, and in operable condition. Transport Category - Land Day and Night Visual Flight Rules Instrument Flight Rules Enhanced Flight Vision System Operations \/Vit.h the limitations and exceptions defined in 01-34-70: Enhanced Flight Vision System (EFVS) Landing System. Category 1Approach Operations FlightInto Known Icing Extended Overwater Flight 8. Polar Navigation Reduced Vertical Separation Minimums (RVSM) Airspace Operations \/Vit.h the limitations and exceptions defined in Section 01-34-110: RVSM. Steep Approach Operations Final approaches up to 4.4 degrees are approved. Steep Approach approvals are required at or above 4.5 degrees. Refer to AFMS No. G650ER-2017-01 for detailed guidance. ADS-B Out, Version 1 (D0-260A) Installation is in accordance with the criteria for ADS-8 Out operations outside of U.S. designated airspace (i.e., FAA OPSPEC/MSPEC/LOA A353 or A153, EASAApproved Means of Compliance (AMC) 20-24, and Australian Advisory Circular (AC) 21-45) and is not sufficient for compliance with 14 CFR 91.225 and 91.227, or EASA NPA 2012-19. The ADS-8 Out system has the following permissible deviations: The extended squitter transmission system does nottake into account the system's uncompensated latency into its transmitted horizontal quality indicator value The extended squitter transmission system does not base the transmitted horizontal quality indicator solely on the integrity information from the horizontal position source ADS-8 operations require capability to communicate via VHF radio or CPDLC, and an operable SSAS-enabled GPS receiver. Note Appropriate operational approval may be required prior to using ADS-8 capability. FAA authorization is required for all U.S. aircraft operators seeking access to foreign ADS-B airspace where State of Registry operational approval is required. Operational guidance is found in AC 90-114A. ADS-B Out, Version 2 (D0-260B), for airplanes S N 6216 and sub, and for airplanes SIN 6001thru 6215 equipped with ASC 036 The installed ADS-B Out system complies with 14 CFR 91.225 and 91.227, AC 20-165A, and EASA Approved Means of Compliance (AMC) 20-24. Theextended squitter transmission system does nottake intoaccount the system's uncompensated latency into its transmitted horizontal quality indicator value The extended squitter transmission system does not base the transmitted horizontal quality indicator solely on the integrity information from the horizontal position source ADS-B operations require capability to communicatevia VHF radio orCPDLC, and an operable SBAS-enabled GPS receiver. Note Appropriate operational approval may be required prior to using ADS-B capability. FAA authorization is required for all U.S. aircraft operators seeking access to foreign ADS-B airspace where State of Registry operational approval is required. Operational guidance is found in AC 90-114A. Data Link Communications The airplane datalink system is approved to the criteria contained in AC 20-140C for the following datalink capabilities.This design approval does not constitute operational authorization. The installed Data Link Communication system complies with EASA CS-ACNS Subpart B, Section 2. lnterop Designators: FANS 1/A+ (with automation) ATN 81 C1l Subnetworks: VOL MO/A/2 SATCOM (lnmarsat) Aircraft-Allocated Performance: CPDLC: RCP 240 ADS-C: RSP 180 <1l For airplanes equipped with ASC 039, Protected Mode - Controller Pilot Data Link Communication (PM-CPDLC) 14. Navigation Operational Capabilities Airplane complies with RNP RNAV as defined in RTCA I D0-236() and D0-283( ), with the limitations and exceptions defined in 01-34-30:Flight Management System (FMS). The navigation equipment as installed has been found to comply with the requirements established for the following navigation specifications: Navigation Speelfleltlon Op11ratlon• Requlrvmenta I Authortzltlons Requlrvd Equipment Refervnc:e Guidance Oceanic and Remote Areas of Operation (formerly ClllA II Navigation). DualGNSS Notime llmtt using GNSS asthe primary navigation 11C1n110r. GNSS FOE availability mullt be verified prior ta flight. Maximum predided FOE unavailabilityis 51 minutes. Are•speclflc requirements may be more restrtdlve. If the FDE unavailability exceeds the acceptable duration onthe specific route of flight, the flight mustbecanceled, delayed, or rerouted as required for the specific area of operation and associated regulations. Slngla GNSS and SlnglaIRS Notimelimlt using GNSS uthe primary navigation sensor. GNSS FOE availability mullt be vertned prior ta ftlght. Maximum predlded FOE unavallabllttyIs 51 minutes. DuallRSOnly Navigation system meats the aircrall qualification criteria for flights up ta 8.2 hoursInduration without present position updating.The determination of flight durationstarts when the lon11-range navigation 1yatem reverbl ta and remains solely in theinertial navigation (IRS) mode. Two FMSs are operating and receiving usable navigation information from eed1of the dual GNSS sensors (or one FMS and one GNSS sensor for thoae routes requiring only one long range navigation sen110r). Meets the applicable requirements of AC20-138D, AC90-100A, AC90-105A, AC91-70B. This does not constttute an operational approval. High LevelAlrspace (HLA) (formerly Minimum Navigation Performance Specifications (MNPS)). DualGNSS Notime llmtt using GNSS asthe primary navigation 11C1n110r. GNSS FOE availability mullt be verified prior ta flight. Maximum predided FOE unavailabilityis 51 minutes. Slngla GNSS and SlnglaIRS Notime limlt using GNSS asthe primary navigation 11C1n110r. GNSS FOE availability must be verified prior ta flight. Maximum predlded FOE unavallabllttyIs 51 minutes. Dual RSOnly Navigation ayatem meats the aircrall qualification criteria for flights up ta 8.2 hoursinduration without present posttlon updating.Tlle determination of ftlght durationstarts when the lon11-range navigation system reverbl ta and remains BOlely in theinertial navigation (IRS) mode. Two operating FMSs, each receiving usable navigation information from an independent and serviceable long-range navigation sensor, Global Navigation Satellite System (GNSSJ, orInertial Reference Syatam (IRS). Meets the applicable requirements of AC20-138D, AC91-70B, AC12D-33. This does not constitute an operational approval. FAA APPROVEO Performance Revision 13 2023-03-23 01-03-00: 3 of 14 NllVlgllllon Speemellllon Opentlana Requirements I Authartzatlana Required Equipment Refenmc:e Guidance RNA\L10 RNP.10 Oceanic and Remate ConUnental Operations DualGNSS No time limlt using GNSS asthe primary navigation sensor. GNSS FOE avallablllty rrAISI be verified pria-toftight MaxirrAlm predictad FDE unavailability is 34 minute•. Slngl•GNSS and Slngle IRS No time llmlt using GNSS asthe primary navigation sensor. GNSS FOE availability rrAISI be verified pria-toftight MaxirrAlm pradictad FOE unavailability is 34 minutes. Dual IRS Only Navigation system meets the alraall qualllleatlon crtterta fer ftlghts upto 6.2 hours in duration without present po1ition updating. Th•d.termination of ftight duration slarll when the loni>-range navigation system rev.ts to and remains solely In theInertial navigation {IRS) mode. Two apeming FMSa, eaeh reeeiving usable navigatian infonnatian from an Independent and serviceablelon9"f'11nge navigation 1111nsa-, Global Navigation Satellite System (GNSS),or Inertial Reference System {IRS). Meets the applieable requirements of AC2G-138D, AC9G-105A, AC91-70B. This does not constitute an operational approval. B-RNAV I RNAV-5 RNP.5 EPU doea not exeeed RNP. Atleast one FMS is reeeiving usable navigation infonnation from one or more of the fcllowlng sensors: Multiple DME11, a- GNSS sensa-. Meets the applieable raquiramants of AC2G-138D, AC9G-96A, AC9G-10DA, EASA AMC 20-4. RNP-4 Oeeanic and Remots Aree Operations GNSS FOE availabi ity rrAlst baverified prior to ftight. Maximum predlded FOE unavallablllty Is 25 minutes. EPU does not exeeed RNP. Notime limit using GNSS 1111 th• primary navigation sensor. Two operating FMSs, eaeh reeeiving usable navigation lnfcnnatlon from an Independent and serviceablelon9"f'11nge navigation 1111naor, Global Navigation Satellite System (GNSS),or Inertia! Reference System (IRS). At Illas!one of the FMSs must be using GNSS u the primary navigation Hnsor. Meets the applieabla raquiraments of AC2G-138D, AC9G-105A, AC91-70B. This does not constitute an operational approval. RNA\L2 RNA\L1 (DPs and STARs) P-RNAV Q-Route1 T-Routes (Domastic only; for Oceanic: Q-Routes, see Oceanic requirements) GNSS RAIM avallablllty rrAISI be eonftrmed prior to ftylng procedures that require GNSS. EPU doe1 not exeaed RNP. Atleast one FMS Is receiving usable navigation infcnnation from one or moni of th• following sensors: Multiple DMEs (Pilot must enter NOTAM'ed NAVAIDs on NOTAMS page of FMS) OR GNSS sensa- raquirad for: DPs designated as "GNSS required'. Q and T routes deaignated u'GNSS required'. Meets the applicable requirements of AC2G-138D, AC9G-96A, AC9G-10DA, AC9G-105A, JAA TGL 10. This does not constitute an operational approval. Navigation Speclflcll'llon OperaUon• Requirement. I Authorlzll'llona Requlrvd Equipment Reference Guidance RNP-2 (Domntic and Offshore Operations) EPU does not axcaed RNP. At least one FMS ia receiving usable navigation Information from a GNSS 9ellsor. Meats the applicable requirements of AC20-138D,AC90- 96A,AC90-100A, AC90-105A, JAA TGL 10. This does not constitute an operational approval. RNP-2 (Oe11anic, and Remote Continental Operations) GNSS FOE avai abi itymust be verified prior to flight for DPs that require GNSS. EPU does not axcaad RNP. Two FMSs are operating and receiving u.able navigation information from each of the dual GNSS sensors. RNP-1 (Terminal operations) GNSS RAIMavailability must be oonlirmed prior to flying procedures that require GNSS. EPU does not axcaed RNP. At least one FMS is receiving usable navigation information from a GNSS smisor. Meats the applicable requirements of AC20-138D, AC90-105A. This does not constitute an operational approval. RNPAPCH [!Hlad RNAV (GPS) or RNAV (GNSS)] -including RNP procedures to a minimum value of RNP-0.3 (LNAV, LNAVNNAV, LPV, and LP (ASC 903) minimums). All instrument approach procedures that are ratriavad from the navigation system database are authorized. GNSSIs required to Initiate RNAV (GPS) approach procedures. For RNAV(GPS) approach procedures, a miNed approach is required if both GNSS unsors beoome unavai able. EPU does not axcaed RNP (axcapt during a missed approach procedure followlng loss of GNSS navigation). Maximum predicted RAIMoutageis 5 minute•. For ILS, LOC, LOC-BC, LOA, and SDF approach procedures, the active navigation source must be LOC or BC ('green data') prior to crossing the nnal approach fix. At 11111111 one FMS is receiving usable navigation information from a GNSS 9ellsor (required for RNAV (GPS) approach procedures). Meats the applicable requirements of AC20-138D, AC90-105A, AC90-107, EASA AMC 20-27. This does not constitute an operational approval. RNPARAPCH [tilled RNAV (RNP)l - including RNPAR approach and missed approach procedures to a minimum value RNP 0.1 All instrument approach procedures that are ratriaved from the navigation system database are authorized. Refer to Operating Manual 07-00-120: RNPAR Approach Procaduras. Two FMS are operating and receiving usable navigation information from each of the dual GNSS sensors at the initiation of the appf'Q8dl. Meats the applicable requirements of AC20-138D, AC90-101A. This does not constitute an operational approval. Nhlgatlon Specfflcatlon Operations Requirements J Authorizations Required Equipment Reference Guidance Advanced RNP (A-RNP) Enroule, Thrmlnal, and Approach Operations -including A-RNP functions for: Scalability,Radius to Fix (RF), Parallel otrset, RNAV/RNP Holding, Fixed Radius Transition (FRT). NOTE: Does not Include Time of Antval Control (TOAC). EPU d09' not exceed RNP. Atlealll one FMS i• receiving usable navigation information from a GNSS sensor. MaatsIha applicabla requirements of AC2G-138D, AC9G-105A. This does not conlllitlJle an operational approval. Enroute, Terminal and Approach Vertical Navigation (VNAV) Uee of \ililrtit:al Glidepath {VGPJ guidance to a published DA is approved. The selected navigation sylllemis receiving usableinformation for a baro-VNAV (or SBAS, If appllt:able) sokltlon. VNAV operations using QFE altimeter settings are prohibillld. Meets the applicable requirements of AC2G-138D, AC9G-1DDA, AC9G-105A, EASA AMC 2G-27. 01-03-20: Minimum I Maximum Operating Temperature Minimum and maximum temperatures approved for operation are shown in Figure 1. Altitude I Temperature Operating Envelope. 1. Minimum temperature for ground operations following prolonged cold soak is -40°C (-40°F). Minimuminflight operating temperature is -54°C Total Air Temperature (TAT). Table 1. Minimum Mach to Maintain -54°C TAT provides the minimum Mach with respect to Static Air Temperature (SAT). Figure 1. Altitude I Temperature Operating Envelope 60000 50000 Ii:: Cl> "'C < 40000 30000 e 20000 ""e'' n_ 10000 I 0 -10000 -90 -80 -70 -60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 Static Air Temperature -·c Altitude vs Temperature Envelope ·c Altitude Min ISA Max -2000 -50.0 19.0 55.0 0 -50.0 15.0 55.0 5000 -34.8 5.1 45.1 5000 -34.8 5.1 40.1 10000 -34.8 -4.8 30.2 10000 -34.8 -4.8 25.2 15000 -42.0 -14.8 15.3 20000 -49.2 -24.7 5.3 25000 -58.8 -34.6 -4.6 30000 -68.3 -44.5 -14.5 35000 -77.9 -54.4 -24.4 36089 -80.0 -56.5 -26.5 40000 -80.0 -56.5 -26.5 45000 -80.0 -56.5 -26.5 50000 -80.0 -56.5 -26.5 51000 -80.0 -56.5 -26.5 TIL-013313 Table 1. Minimum Mach to Maintain -54°C TAT SAT °C Minimum Mach -66 0.58 -68 0.62 -70 0.67 -72 0.71 -74 0.76 -76 0.80 -78 0.84 -80 0.87 01-03-30: Maximum Operating Altitudes Maximum Operating Altitude: Maximum operating altitude is 51,000 ft. Single Air Conditioning Pack Operating: Maximum operating altitude with a single air conditioning pack operating is 48,000 ft. Landing Gear Extension I Operation: Maximum operating altitude for extending landing gear or flying with landing gear extended is 20,000 ft. Flaps Extended: Maximum operatingaltitude for extending landingflaps (39° I DOWN) or flying with landing flaps extended is 20,000 ft. Maximum operating altitude for extending flaps to 10° or 20°, or flying with flaps extended to 10° or 20° is 25,000 ft. Internal Baggage Door: For airplanes not equipped with ASC 903, the internal baggage door shall remain closed above 40,000 feet. For FAA registered airplanes equipped with ASC 903, the internal baggage door shall remain closed above 45,000 feet. 01-03-40: Airspeed Limitations Minimum Control Speeds: Minimum Control Speed,Flaps 20, Air <VMcAl:101.5 KCAS Minimum Control Speed,Flaps 10, Air <VMcAl= 105.0 KCAS Minimum Control Speed,Landing <VMcd: 100.5 KCAS Minimum Control Speed,Ground <VMcG): 105.0 KCAS at Sea Level and ISA conditions 85.0 KCAS at 15,000 ft and ISA conditions Maneuvering Speed (VA): FAAAPPROVED Perfonnanc:e Revision 13 20233-23 01-03-00: B of 14 Maximum deflection of flight controls, as well as maneuvers that involve angles of attack near the stall AOA, should be confined to speeds below 206 KCAS. Note Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll or yaw (e.g., large sideslip angles), as they may result in structural failures at any speed, induding below VA· Maximum Flaps Extended Speeds (VFE): Takeoff (10°): 250 KCAS T/O APP (20°): 220 KCAS c. DOWN (39°): 190 KCAS Maximum Landing Gear Extended Speed (VLE): Maximum Landing Gear Extended Speed (VLE) is the maximum speed at which the airplane can be safely flown with the landing gear extended. Do not exceed 250 KCAS with landing gear extended (gear doors open or dosed). Maximum Landing Gear Operating Speed (VL0): Maximum Landing Gear Operating Speed CVLO) is the maximum speed at which it is safe to extend or retract the landing gear. Nonnal Operation: Do not lower or raise landing gear at speeds in excess of 225 KCAS. Alternate Operation: Do not lower landing gear utilizing alternate system at speeds in excess of 175 KCAS. Maximum Operating Limit Speed (VMO I MMO): Maximum operating limit speed shall not be deliberately exceeded in any regime of flight (dimb, cruise, or descent). SeeFigure 2. Altitude I Mach Flight Envelope. Yaw DamperInoperative Speed: The maximum speed when operating with the yaw damper inoperative is 285 KCAS I 0.90M. Turbulence Penetration Speed: Altitude 10,000 Ft Or Above: 270 KCAS I 0.85 Mr. whichever is less. Below 10,000 Ft: 240 KCAS Maximum Tire Speed: Maximum tire ground speed is 195 kts. Degraded Flight ControlLaw Mode: When operating in aflight control law mode other than Normal (i.e., Alternate, Direct, or Backup), do not exceed 285 KCAS I 0.90M. Flight Control Surface Failure: If any primary flight control surface or speedbrake panel is failed, caused by either a component malfunction(s) ora hydraulicsystem failure, do not exceed 285 KCAS I 0.90M. ":1:1: ". ' ....... Q..a. I "Tl "Tl "Tl "Tl ;g jij' jij' I o )> 'ti )> 'ti en < = Ul = UI Q m .... C: • • 0 "U !! 60000 (j) ce· ce· m ;:t 55000 51000 ft, Mach 0.925 =!=!=1=1 c o c 1 d g d 2 50000 45000 !! m ==!ilm a S:: )> S:: I- 40000 N . ::g . n U;- 35000 35000 ft, Mach 0.925 3 ':-:' 3 n CD r "D c: c: 3 3 !. 30000 29380 ft, Mach 0.875 a )z> CaD- -1 -1 CiiDJ ·:5 25000 . ..1.ct-'b CD m ;o .. Ill Ill - .... ?"ll'I s:: 11 - ij @ @ (5' I!! 20000 T k ff & L d' ,.Y::. 111 [ !!!. :::i o o ::::i a eo an mg o G'l g :;l =: =: Ill 15000 :::r I -i ;;.; ce· ce· a.. 10000 Takeoff & Landing...J.....J.....p., ;::?; :S:: ;::?; ;::?; 5000 :t_v m )> • • • • S::.,...: NOTE: ::::J Z "' 0 ..'.... 0 nJS • Airplane SIN• 6003 through 6019 = 14500 < C 'i"> r+ r+ airport pressure altitude m,. )> !'> l\l -5000 airport prenure altitude 'ti c.:i O • CD Ci) OI :::! -10000 Ci) 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 ' wm )> Mach Number a ""'" 3. Flaps DOWN (39°): For All Weights Up To Maximum Landing Weight: 0 to 2.0 G For All Weights Above Maximum Landing Weight: 0 to 1.5 G 01-03-60: Weight Maximum Zero Fuel Weight Maximum Ramp Weight Maximum Takeoff Welght t11 Maximum Landing Welghtl2J 60,500 lb {27,442 kg) 104,000 lb {47,174 kg) 103,600 lb {46,992 kg) 83,500 lb {37,874 kg) l1l Maximum takeoff weight, unless restrided by climb performance, brake energy, or tirespeedfor approved altitudes and ambienttemperature or by field length. <2l Maximum landing weight, unless restricted by climb requirements. Minimum airplane weight for flight operations is 55,000 lb (24,948 kg). 01-03-70: Center of Gravity The allowable Center Of Gravity (CG) range isa fundion of gross weight as shown in Figure 3. Zero Fuel Gross Weight Center Of Gravity Envelope. Zero fuel gross weight CG must be within the allowable Zero Fuel Gross Weight CG Envelope. The fueled airplane CG will then bewithin limits for all fuel loads during taxi, take-off and landing, and all in-flight operations. Figure 3. Zero Fuel Gross Weight Center Of Gravity Envelope \ \ \ \ \ 1 \ \ TIL-013750 01-03-80: Maximum Fuel Imbalance Maximum fuel Imbalance for takeoff is 1000 lb (453.6 kg). Maximum fuel imbalance in flight is 2000 lb (907.2 kg). 3. Fuel Load Balancing: Proceed with fuel load balancing before the imbalance exceeds 1000lb {453.6 kg). Fuel balancing may be accomplished by usingthe crossflow valve or intertank valve. To balance fuel in flight, see 02-08-180: Fuel Balancing In Flight. When balancing fuel through use of the crossflow valve, ensure that boosted fuel pressure is always available to the engines. CAUTION THE ENGINE WILL ONLY RUN ON SUCTION FUEL FEED AT OR BELOW20,000 FT. ABOVE 20,000 FT,THE ENGINEWILL FAA APPROVED Performance Revision 13 2023-03-23 01-03-00: 13 of 14 RUN ERRATICALLY AND FLAME OUT IF THE CROSSFLOW VALVE IS NOT OPEN WITH AT LEAST ONE BOOST PUMP ON. 01-03-90: Eye-to-Wheel Height 1. Maximum Eye-to-Wheel Height with unloaded mainlanding gear in the landing attitude relative to the ground (6° Nose Up) is 17.3 feet (5.29 meters). During a 3° final approach with flaps 39° (2° Nose Up), eye-to-wheel height is 14.5 feet (4.42 meters). 01-03-100: Runway Overrun Awareness and Alerting System (ROAAS) (ASC 127) ROAAS must be inhibited inthe following situations: Runways not in ROAAS Database System failures that affect landing distance Touch-and-Go operations Steep approach to landing For Thrust Reverser failures or lockouts the TR predicted stopping point line will provide misleading information. To prevent misleading ROAAS information from being displayed,flight crew can either make an autobrake selection or inhibit ROAAS. Note A current listing of airports/runways that are in the ROAAS database can be found at https://ads.honeywelI.com/search/egpwsSearch . Select the RAAS option and enter the ICAO airport identifier to confirm the airport is in the database. Airplane Servicing 01-12-10: Hydraulic Fluid The following fire-resistant Type IV Class 1 hydraulic fluids are approved fur use: HyJet IV-A Plus Skydrol LD-4 The following fire-resistant Type V hydraulic fluids are approved for use: HyJet V Skydrol PE-5 01-12-20: APU Fuel Grades and Fuel Temperatures APU operation requires fuel at a viscosity of not more than 12 centistokes. The corresponding fuel temperatures are as follows: Fuel Grade: Minimum Fuel Temperature: ASTM D1655, Jet A -37°C MIL-T-5624, Grade JP-5 -37°C MIL-T-83133, JP-8 -30°C DEF STAN 91-91 -30°C AIR 3404 -30°C AIR 3405 -30°C CAN/CGSB-3.23 -30°C CAN/CGSB-3.24 -30°C ASTM D1655, Jet A-1 -30°C GB 6537-2006, No.3 -30°C DEF STAN 91-86 -40°C DEF STAN 91-87 -40°C GOST 10227,Am 1, TS-1 & RT -40°C CAN/CGSB-3.22 -40°c 01-12-30: Engine Fuel Grades 1. Kerosene Type: Fuel conforming to any of the following specifications is approved for use. Mixing of fuels is permissible. Tabla 1.Engine Fuel Grades (Kerosene) Kerosene fype (AVTUR, JP8) NATO Code F241F34/F35 American British canadian ASTM D1655, JetA DEF STAN 91-87 CAN/CGSB-3.23 ASTM D1655, JetA-1 MIL-T-83133, JP-8 MIL-DTL-83133,JP8 DEF STAN 91-91 Kerosene Type (AVTUR, JPl) NATO Code F241F341F35 French CIS Chin... DCSEA 134/A TS-1 & RT (GOST 10227, AM 1) GSTU 320.001149943.007-97 (RT Type) GSTU 320.001149943.011-99 (TS-1 Type) GB 6537-2006, No. 3 NOTE: The following fuel additives are limited to the concentrations stated in Annex A of GB 6537-2006: . Static Dissipater additive: S.tadis 450 Antioxidant: 2,6-ditertiary-butyl- 4.-methyl-phenol Icing Inhibitor: Ethylene Glycol Monomethyl Ether or Diethylene Glycol Monomethyl E.ther Metal Deactivator: N,N'-disalicylidene 1,2-propanediamin e NOTE: The following Chinese fuel additives are not approved for use on this Gulfstream aircraft model: . Static Dissipater additive . T1502 Antifriction additives T1601 and T1602 2. Wide Cut JP-4 Type Usingwide cut fuels is notapproved. Following are examples of wide cut fuels. Table 2. Engine Fuel Grades (Wide Cut) Wide Cut Type (AVTAG, JP-4) NATO Code F40 American British Canadian ASTM 06615, Jet B DEF STAN 91-88 CAN I CGSB-3.22 MIL-DTL-5624, JP-4 CIS GOST 10227-86 T-2 High Flash Point JP-6 Type Fuel conforming to any of the following specifications is approved for use. Mixing of fuels is permissible. Table 3. Engine Fuel Grades (High Flash Point) High Flash Point Type (AVCAT,JP&) NATO Code F44 American BrtUsh Canadian MIL-DTL-5624, JP-5 DEF STAN 91-86 3-GP-3.24 French DCSEA 144/A Sustainable Aviation Fuel (SAF) Aviation turbine fuel containing synthesized hydrocarbons, also commonly known as Sustainable Aviation Fuel (SAF), manufactured,certified, and released to all the requirements of Table 1of ASTM 07566 as well as the applicable Annexes therein, meetsthe requirements of ASTM D1655 andshall be regarded as Specification D1655 turbine fuel, fully fungible with all other D1655 turbine fuel. When ASTM D7566jet fuels are re-identified as ASTM D1655 fuel,they meet all the specification requirements of ASTM 01655 fuel and are approved for use. 01-12-40: Engine Fuel Additives The only approved additives that may be used in the approved fuels are listed below. Static Dissipator Additive: Octel America Stadis 450; 5mg/I maximum. Fuel System IcingInhibitor (FSll): High Flash Point type (Dl-EGME): At a maximum concentration of 0.15% by volume. Conforming to any of: Def. Stan.68-252 MIL-DTL-85470 S-1745 AL41 DCSEA 745 Or technical equivalents approved by Rolls-Royce Deutschland b. Russian Fuel System Icing Inhibitors: Russian fuel icing inhibitors Fluid I (conforming to GOST 8313) at a maximum concentration of 0.3% by vol. and Fluid 1-M (conforming to TUS-10-1458, a mixture of GOST 8313 and GOST 2222 in equal parts by weight) at a maximum concentration of 0.3% by volume. Corrosion Inhibitor I Lubricity Aids: All additives must meet the requirements of: MIL-PRF-25017 Def. Stan.68-251 The followingproprietary products meet these requirements and are approved for use: Minimum Effective Concentration(grams per cubic meter): Maximum Acceptable Concentration(grams per cubic meter): APOLLO PRl-19 18.0 23.0 HITEC 580 15.0 23.0 OCTEL DCl-4A 9.0 23.0 NALCO I EXXON 5403 12.0 23.0 OCTEL DCl-6A 9.0 9.0 UNICOR J 9.0 23.0 MOBILAD F800 12.0 23.0 NALCO I EXXON 5405 11.0 11.0 SPEC-AID 8Q22 9.0 24.0 TOLAD 4410 9.0 23.0 TOLAD 4445 19.0 23.0 TOLAD 351 9.0 24.0 CHAMPION RPS-613 9.0 23.0 Note The minimum effective concentration ensures that sufficient additive is available when it is required to act as a lubricity aid. Anti-Microbiological Additive: a. Biobor JF: Note There are a number of Biobor produds. Only Biobor JF is approved for use. Bieber JF may be used on an intermittent or non-continuous basis at a concentration level not exceeding 270 parts per million (total Boron not to exceed 20 parts per million). It is permitted to bum off the treated fuel provided the concentration does not exceed 270 parts per million and the fuel is not contaminated by microbiological debris. For those operators who wish to apply preventative treatment by continuous usage of Bieber JF, this is permitted provided that the concentration does not exceed 135 parts per miIlionandthat itis achieved by pre-mixing it in storage and not by directly adding it to the airplane tanks. Note Fuel low pressure and I or fuel filter differential pressure warnings should be carefully monitored during flight operations following the use of these additives. Depending on filter performance, filter life may needto be reestablished by operator experience. Such precautions are particularly important when these additives are used on an intermittent basis to cure confirmed cases of microbiological contamination. I5. Leak Tracing Additive: Tracer Research Corporation Tracer A (LDTA-A),the concentration of Tracer A shall not exceed 1.0 mg/Kg. 6. Chinese Fuel Additives: The following fuel additives are limited to the concentrations stated in Annex A of GB 6537-2006: Static Dissipater additive: Stadis 450 Antioxidant: 2,6-ditertiary-butyl-4-methyl-phenol Icing Inhibitor: Ethylene Glycol Monomethyl Ether or Diethylene Glycol Monomethyl Ether Metal Deactivator: N,N'-Disalicylidene-1,2-propanediamine The following Chinese fuel additives are not approved for use: Static Dissipater additive: T1502 Antifriction additives: T1601 and T1602 01-12-50: Engine and APU Oil Grades WARNING LUBRICATING OIL IS TOXIC TO SKIN, EYES AND RESPIRATORY TRACT. SKINAND EYE PROTECTION IS REQUIRED.AVOID REPEATED OR PROLONGED CONTACT. USE IN A WELL VENTILATEDAREA. CAUTION USE ONLY BRAND NAMES SPECIFICALLY AUTHORIZED. USE OF ANY UNAPPROVED OIL REQUIRES AUTHORIZATION OF EQUIPMENT MANUFACTURER. Note Under normal circumstances, use one brand of oil. However, when necessary for operation, approved brands may be mixed. Any change from one approved oilto another should be made gradually, using approved servicing procedures. Complete drainage of one oiland replacement with a different brand is not considered mixing of oils. Oilof the brands listed in Table 4. Common Lubricating Oils. Common Lubricating Oils, when reclaimed to approved BMW I Rolls-Royce standards for appropriate viscosity grade, are approved for use in the BR 725 engine. Oils listed in Table 4. Common Lubricating Oils are approved for common usage in the BR n5 engine and APU. Table 4. Common Lubricating Oils 6 Centistoke Oils Manufacturer I 011 Eastman Turbo Oil 2197 Eastman Turbo Oil 2380 MobilJet OilII Note See the Aircraft Maintenance Manual (AMM) for oils approved for specific usage in the engine, starter and APU. This page intentionally left blank