Limitations 2.docx

Air Conditioning and Bleed Air 01-21-10: Cabin Pressurization Control Maximum Cabin Pressure Differential Permitted: 10.69 psi Maximum Cabin Pressure Differential Permitted For Taxi, Takeoff Or Landing: 0.3 psi This page intentionally left blank Auto Flight 01-22-10: Coupled Go-Around Sin...

Air Conditioning and Bleed Air 01-21-10: Cabin Pressurization Control Maximum Cabin Pressure Differential Permitted: 10.69 psi Maximum Cabin Pressure Differential Permitted For Taxi, Takeoff Or Landing: 0.3 psi This page intentionally left blank Auto Flight 01-22-10: Coupled Go-Around Single engine autopilot coupled go-around is not approved. 01-22-20: Autopilot Minimum engage height is 200 feet AGL. Minimum disengage height is 80 feet AGL from an ILS or LPV Approach. Minimum disengage height for all other operations is 200 feet AGL. Maximum demonstrated altitude loss for coupled go-around is 50 feet. 01-22-30: Use of Autothrottle During Single Engine Approaches Use of autothrottle during single engine approaches is prohibited. This page intentionally left blank Communications 01-23-10: 8.33 kHz Spacing The Honeywell VHF Radios comply with the 8.33 kHz spacing requirements and all applicable standards of relevant FAA TSOs, RTCA andICAO Annex 10 specifications for FM Immunity. 01-23-20: Satellite Communications Systems The aircraft SATCOM systems do not meet the requirements of AC 20-1508 and therefore are not approved as Satellite Voice (SATVOICE) equipment supporting air traffic service (ATS) communications. FAA APPROVED Communledon• Revision 10 2020-07-27 01-23.00: 1of 2 This page intentionally left blank Electrical Power 01-24-10: Ram Air Turbine (RAT) Operative Items: The Ram Air Turbine Generator provides electrical power to equipment connected to the Left Essential DC, Right Essential DC and Emergency AC buses. Use When Normal Electrical Power Is Available: Except during emergency conditions and as directed by abnormal or emergency procedure checklists, deployment of the Ram Air Turbine is prohibited when normal AC power is available. 01-24-20: Transformer Rectifier Units (TRUs) During ground operations, limit TRU loads to the following: Left Main, Left Essential, Right Main, Right Essential - 80% Auxiliary - 40% This page intentionally left blank Flight Controls 01-27-10: Stall Protection System Stall Protection System is operable only in the Normal Flight Control mode. 01-27-20: Speed Brakes Speed brakes are not approved for extension with flaps at 39° (DOWN) or with landing gear extended in flight. 01-27-30: Automatic Ground Spoilers If a touch-and-go landing is to be performed, the GND SPLR switch must be OFF and manual spoiler landing distances must be taken into account. VVith automatic ground spoilers inoperative, takeoff is permitted on dry and wet runways (less than 3mm of standing water) provided 20° flaps are used. 01-27-40: Environmental Conditions with Degraded Flight Control Law Mode Flight into known icing conditions is prohibited when operating in a flight control law mode other than Normal (i.e.,Alternate, Direct, or Backup). If the flight control law mode degrades from Normal while in icing conditions, exit icing conditions. 01-27-60: Flight with Inoperative Inboard Spoiler Panel (Airplanes 6441or earlier WITHOUT ASC 136) Takeoff is prohibited with an inoperative inboard spoiler panel. 01-27-60: Takeoff with Degraded Flight Control Law Mode Takeoff is prohibited when operating in a flight control law mode other than Normal (i.e.,Alternate, Direct, or Backup). Fllght Control• This page intentionally left blank Fuel 01-28-10: Usable Fuel Capacities 1. Pressure Refueling Capacities: VVhen pressure refueling, the usable fuel capacities are: Right Tank 24,100 lb (10,931 kg) 3,597 gal (13,616 lit) Left Tank 24,100 lb (10,931 kg) 3,597 gal {13,616 lit) Total 48,200 lb (21,863 kg) 7,194 gal {27 ,233 lit) Note It may be possible to upload fuel in excess of 48,200 lb (21,863 kg). This is pennitted aslong as the maximum ramp weight and I orthe maximum takeoff weight is notexceeded, and the loaded airplane center of gravity is within limits. 2. Gravity Refueling Capacities: VVhen gravity fueling, the maximum total usable fuel capacity is 43,650 lb (19,799 kg) / 6,515 gal (24,661 lit). 01-28-20: Boost Pumps All operable boost pumps must be selected ON for all phases of flight unless fuel balancing is in progress. 01-28-30: Fuel Tank Temperature Maximum: Fuel temperatures of +54°C or greater cause a Fuel Tank Temperatu (warning) message to be displayed on the Crew Alerting System (CAS). Minimum: Caution Range: Fuel temperatures of -34.5°C to -37°C cause a Fuel Tank Temperature (caution) message to be displayed on CAS. b. Warning Range: Fuel temperatures less than -37°C cause a (warning) message to be displayed on CAS. Fuel Tank Temperatu In-flight Fuel Tank Temperature at or Below -30°C With Less Than 5000 lb {2268 kg) Total Remaining: VVhen fuel tank temperature is at or below -30°C in flight with less than 5000 lb (2268 kg) of total fuel remaining, the airplane shall be descended to an altitude where Static Air Temperature (SAT) is -60°C or warmer. Maintain a minimum speed of Mach 0.80. Fuel This page intentionally left blank Hydraulics 01-29-10: Hydraulic Servicing Maximum Reservoir Quantities (Pressurized) asIndicated on the Hydraulics Synoptic Page: Left Hydraulic System: 4.55 gallons Right Hydraulic System: 2.77 gallons Refer to the placard in the tailcompartment. Left and Right Hydraulic System Accumulator Pre-charge: 1200 psi at 70°F/ 21°C, ±25 psi for each 10°F / 5°C difference in temperature from 70°F / 21°C. 01-29-20: Flight Time Limitation after Hydraulic Failure If a hydraulic failure occurs withinone (1) hour after takeoff: Altitude not to exceed 27,000 ft Land within 1.5 hours after hydraulic failure If a hydraulic failure occurs when more than one hour after takeoff: Land within nine (9) hours after hydraulic failure Hydraullc:e This page intentionally left blank 01-30-10: General Ice and Rain Protection VVhen operating in conditions requiring application of anti-ice fluids prior to takeoff, Type 11, 111, andIV anti-ice fluids provide protection for the time duration provided in the appropriate holdover table. The wing anti-ice system does not affect the allowable holdover time; however, compliance with time restrictions described in 01-30-50: Anti-Ice and De-Ice Fluids is required. VVhen anti-ice fluids have been applied, it is recommended for the wing anti-ice system to remain off until approximately two (2) minutes prior to takeoff in order to satisfy the limitation describedlater in this section. Icing conditions exist when the Static Air Temperature (SAT) on the ground and in flight is between 10°C (50°F) and -40°C (-40°F), and visible moisture in any form is present (such as douds, fog with visibli ity of one mli e or less, rain, snow, sleet and ice crystals). The wing and cowl anti-ice systems must be selected ON when entry into icing conditions is imminent, or immediately upon detection of ice formation on wings, winglets or windshield edges. Icing conditions also exist when the SAT on the ground and for takeoff is 10°C (50°F) or below when operating on ramps, taxiways or runways where surface snow, ice, standingwater or slush may be ingested by the engines or freeze onthe engines or nacelles.Takeoff is prohibited with frost, ice, snow, or slush adheringto the wings, control surfaces, engine inlets, or other critical surfaces. A visual and tactile (hand on surface) check of the wingleading edge and the wing upper surface must be performed to ensure the wing is free from frost, ice, snow, or slush when the outside airtemperature is less than 6°C (42°F), or if it cannot be ascertained that the wing fuel temperature is above o•c (32°F); and There is visible moisture (rain, drizzle, sleet, snow, fog, etc.) present; or Water is present on the wing; or The difference between the dew point and the outside air temperature is 3°C (5°F) or less; or The atmospheric conditions have been conducive to frost formation. The wing and cowl anti-ice systems must be selected ON, if required, at least two (2) minutes prior to setting takeoff thrust. Automatic anti-ice is provided as a backup to the crew for activation ofthe anti-icing systems. The automatic anti-ice feature is inhibited above 35,000 ft. CAUTION ACTIVATION OF WING ANTI-ICE AT HIGHER ALTITUDES AND HIGH THRUST SETTINGS MAY CAUSE ENGINE TGT TO EXCEED THE MCT LIMIT. RETARD THROTTLE(S) AS NECESSARY TO MAINTAIN ENGINE TGT WITHIN NORMAL OPERATING LIMITS. 01-30-20: Wing Anti-Icing If wing anti-icing is activated above an altitude of 41,000 ft, the airspeed must be maintained at or above 0.85M in order to prevent air conditioning pack over-temperature conditions. The maximum altitude for wing anti-icing is 41,000 ft when operatingwith a single bleed air system or a single, L or R wing anti-ice system. 01-30-30: Engine Operation In Icing Conditions When encountering icing conditions on ground or in flight, refer to 03-07-20: Engine Ice Shedding Procedure. Cowl anti-icing is required for taxi and takeoff when Static Air Temperature (SAT) is 1o•c (50°F) or below and visible moisture, precipitation, or wet runway are present. When taxiing or holding on the ground at low power in temperatures less than 1°C (34°F) and in visible moisture: At intervals of not more than sixty (60) minutes,slowly accelerate engine to 40% LP, pause for ten (10) seconds, then resume idle operation. When accelerating enginefor takeoff, slowly accelerate the engine to 40% LP, pause for two (2) seconds to check for normal operation, then select takeoff thrust. Note If ice accretion is suspected and LP vibration exceeds the advisory level, slowly accelerate the engine to 40 percent LP, pause for 10seconds,then resume idle operation. If LPvibration still exceeds the advisory level,slowly accelerate the engine to 70 percent LP, pause for 10 seconds, then resume idle operation. Ground operations infreezingfog attemperaturesof -4°C (25°F) and less, to -10°C (14°F): At intervals of not more than sixty (60) minutes,slowly accelerate engine to 40% LP, pause for two (2) seconds to check for normal operation,accelerate to takeoff thrust, pause for five (5) seconds, then resume idle operation. When accelerating enginefor takeoff, slowly accelerate the engine to 40% LP, pause for two (2) seconds to check for normal operation, then select takeoff thrust. Ground operations in freezingfog attemperatures less than-1o•c (14°F),to-20°C (-4"F): At a maximum of thirty (30) minutes after engine start, slowly accelerate engineto 70% LP, pause for one (1) minute, then either resume idle operation or accelerate to takeoff thrust. If idle operation is resumed, takeoff must be performed within a maximum of ten (10) minutes. When accelerating engine for takeoff, slowly accelerate the FAAAPPROVED lc:e and Rain Protection Revision 13 2023-03-23 01-30.00: 2 of 4 engine to 40% LP, pause for two (2) seconds to check for nonnal operation, then select takeoff thrust. Takeoff is prohibited if it cannot be perfonned within ten (minutes) after resumption of idle operation.Engines should be shut down as soon as practicable. Ensure all ice acaeted on enginecomponents is removed priorto a subsequent flight attempt. Ground operations in freezing fog below -20°C (-4°F) is prohibited. Note In flight, the enginefan should shed any accumulated ice during normal operation. If engine LP vibration increases with suspected ice accumulation, refer to 03-07-20: Engine Ice Shedding Procedure. 01-30-40: Use Of Flaps Use Of Flaps InIcing Conditions: The use of flaps in icing conditions is restricted to takeoff, approach and landing only. Prior to extending flaps for approach andlanding, ensure wing anti-icing is activated and functional. Holding InIcing Conditions: Holding in icing conditions islimited to 0° (UP) flaps only. Additionally, a minimum speed of 180 KCAS must be maintained when holding in icing conditions. 01-30-50: Anti-Ice and De-Ice Fluids Approved SAE Type Fluids: Type IGlycol Based Fluids (AMS1424) Type INon-Glycol Based Fluids (AMS1424) c. Type II, Ill, and IV Glycol Based Fluids (AMS1428) Use of the approved fluid types is prohibited at ambient temperatures below the Lowest Operational Use Temperature (LOUT) specified for the fluid.The LOUT data are available in Gulfstream Cold Weather Operations Manual. VVing Anti-ice shall be selected on for takeoff when operating with Type II, Type Ill, or Type IV fluids applied. Prior to takeoff, do not exceed cumulative time of 20 minutes with Wing Anti-Ice on and Type 11, Type 111, or Type IV fluids applied.If time restriction is exceeded, residual anti-ice fluid must be removed from wing leading edges and fluid re-applied. This page intentionally left blank Indicating I Recording 01-31-10: Electronic Checklist Use the AFM if a conflict in procedure occurs. 01-31-20: Advanced Graphics Module (AGM) Reversion The DISPLAY SYSTEM CONTROL switches are operative only with the airplane onthe ground. With the airplane inflight, the display units will not respond to switch selection. Do not change DISPLAY SYSTEM CONTROL switch selections while in flight. 01-31-30: Video Function The display of any video unrelated to the operation of the airplane is prohibited. This would include any video feed from the cabinentertainment system. 01-31-40: Data Recording The cockpit voice recorder (CVR) and flight data recorder (FDR) are in compliance with 14 CFR Part 91.609(j) and 135.151(h). The data linkcommunications are recorded on the CVR and in compliance with 14 CFR Part 91.609(j). This page intentionally left blank 01-32-10: Tire Pressure Landing Gear Recommended tire pressure for all takeoff gross weights is 216 psi, measured when tires have been stationary for at least two (2) hours. Airplane operations below 186 psi may requiretire(s) to be replaced. Refer to the airplane maintenance manual for tire serviceability. 01-32-20: Autobrakes Use of autobrakes Low and Medium landing modes on contaminated runway surfaces is not authorized. This page intentionally left blank 01-33-10: Landing Lights Lights Ground operation of landing lights is limited to ten (10) minutes. This page intentionally left blank Navigation 01-34-10: Inertial Reference System (IRS) There is no provision for IRS "Down Mode Align•. Note Honeywell LaserefVI IRS equipment installed inthe Gulfstream G650ER has been certified for alignment to 78° Latitudes. For alignment between 70° and 78° Latitude, fifteen (15) minute alignment time is required. For flight 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 in air automatic alignment - Align In Motion (AIM). However, the AIMtime may be less than ten (10) minutes or more than twenty (20) minutes if any of the followingconditions are present either alone or in combination: 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 near1y 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 near the poles). 01-34-20: Airborne Weather Radar Operation During Refueling: Do NOT operate radar during refueling of the airplane or when within 50 ft (15.3 meters) of other refueling operations. Operation At other Times: Do NOT operate radar within 11 ft (3.4 meters) of ground personnel. Simultaneous display of weather radar info on the Map and onside HSI: Forairplanes SN 6001through TBD not equippedwith ASC 903, simultaneous selection of weather radar on the onside Map and HSI is prohibited. Note For airplanes SN 6001 thruough TBD not equipped with ASC 903,HSIweather radar returns may appear atan incorrect range when weather radar data are selected for display on both the Map and HSI. 01-34-30: Flight Management System (FMS) General: Verify that the database is current. If the database is out of date, flight may be performed 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 FMS. Polar Operations: Polar Operations are defined as operating at 89° latitude or above. GPS/SBAS TSO-C145C Class 3: The installed equipment complies with AC 20-138D for navigation using GPS and GPS/SBAS (within the coverage of a satellite-based augmentation system complyingwith ICAO Annex 10) for enroute, terminal area, non-precision approach, and approach procedures with vertical guidance operations. Non-precision approach operations include those based on conventional navigation aids with or GPS" in the title, and those with "GPS", "GNSS", "RNAV', or "RNP" in the title to "LNAV" and/or "LP" minimums (ASC 903). Approach procedures with vertical guidance includes those with "GPS", "GNSS", "RNAV", or "RNP" in the title to "LNAVNNAV' and/or "LPV" minimums. To aid with the GNSS RAIM/RNP Prediction Service (GRPS) selection process, the follCJ1Ning information may be used: RAIM Receiver Type: SBAS TSO-C145/146 RAIM Report Type:FDE Baro aided:Yes Service Availability: SA Aware (off) Recommended Mask Angle: 5 degrees Non-WGS-84 Airspace I Countries Partially Compliant with WGS-84: When operating in non-WGS-84 airspace or in countries where the airspace ispartially compliantwithWGS-84, the FMSwith GPS position updating meets the required navigation accuracy and may be used for SIDS, STARS, and en-route navigation. \l\lhen flying ILS, VOR or ADF approaches, and missed approach proceduresin these two situations, the GPSupdating 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 FMS with GPS position updating provided the approach chart is annotated with "PAN OPS". Approaches Pennitted: FMS is approved for conducting instrument approaches, induding lateral and vertical Flight Director I Autopilot coupled approaches, under the following conditions: Conditions for Approval: One of the following published approach procedures is used: RNAV (GPS) or RNAV (GNSS) or RNP APCH RNAV (RNP) or RNP AR APCH GPS or GNSS VOR I DME RNAV VOR / DME* VOR* TACAN* NDB* * Refer to the host country's Aeronautical Information Publication (AIP) to confirm that the civilaviation authority has approved the use of FMS guidance to perform these approaches. RNAV (GPS) I RNAV (GNSS) I RNP APCH approaches can be executed to LPV or LP (with ASC 903) minima. VVhen loading a RNAV (GPS) approach with LPV or LP minima into the FMS, either graphically or using the MCDU, the FMS will default to the LPV or LP (ASC 903) criteria. Removing the LPV or LP criteria from the FMS in order to perform the approach using LNAV or LNAV I VNAV minima can be done only usingthe MCDU. If LPV or LP mode was active at the time of a failure, perform a go-around unless the approach can be completed under visual conditions. Note EGPWS must beoperableandthe associated audio callouts not inhibited, when performing RNAV (GPS) approaches to LPV minima. Prior to conducting RNAV (RNP) approaches with Authorization Required (AR), also designated as RNP AR APCH, 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 90-101A, and in the Gulfstream GVI RNP AR APCH Procedures Operational Information Supplement, G650-0IS-02 (basic issue or later approved revision). DR or DEGRADE annunciators are not displayed. APPROACH annunciator displays prior to passingfinal approach fix. GPS updating must be disabled for approaches when operating in countries whose national airspace are not referenced to WGS-84 or NAD-83 reference datum in accordance with the criteria of AC 20-1380, unless other appropriate procedures are used (refer to 4. Non-WGS-84 Airspace I Countries Partially Compliant with WGS-84 at the beginning of this procedure). Note When performing a non-precision approach using FMS navigation and GPS updating is disabled, monitoring of the applicable NAVAID facility azimuth I bearing information is required. Because the GPS(s) have been deselected, the amber DEGRADE annunciation will appear on the PFD when the FMS transitions to Approach mode. In the event the EPU value exceeds the RNP, the LOI I CDI symbols and the RNP and EPU annunciations will change to amber. Ifthe EPU exceeds the RNP, discontinue use of the FMS as the navigation source and perform the approach with reference to the applicable NAVAID(s). Airplane complies with RNP RNAV Operations as defined in RTCA I D0-236C and D0-283, have been demonstrated with the following limitations and exceptions: Note The FMS RNPdemonstration does not constitute an operational approval. RNP flight operations are subject to GPS satellite availability and/or NAVAID coverage for the selected route. Crews should deselect NOTAM'ed ground NAVAID(S) that are not to be used for navigation. Note The SBAS receivers comply with TSO-C 145c requirements. Navigation Infrastructure: The FMS assumes the availability of a navigation infrastructure consistent with the assumptions provided in D0-236C I D0-283 Appendix 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 D0-201 specifications. Scope of D0-236C Compliance: The FMS provides Time of Arrival Control (TOAC) function for Cruise mode only and therefore does not meet the TOAC performance standards defined in D0-236C. Alarm Limits: The RNP implementation for the FMS is consistent with the industry guidance provided in D0-236C and D0-283. Implementation of RNP requirements resulted in certain differences from the TSO-C129a requirements as follows: The FMS provides a containment integrity limit as defined in D0-236C. The RNP containmentlimit 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 Enroute, and 4.0 for Oceanic/Remote. The resulting alarm limits differ from the C129a specified alarm limits as follows: Default RNP D0-236C Containment Limit (2 x RNP) {1) TSO.C129 Alann Limit Oceanic I Remote 4 8 2 Enroute 2 4 2 Terminal 1 2 1 Approach 0.3 0.6 0.3 <11 Manual RNP selection alarm limit is 2 x RNP. (f) For the FMS database defined GPS approach procedure, the FMS limits the alarm limit to 0.3 for consistency with TSO-C129a. However, for other approach procedures, the D0-236C alarm limit applies. Runway Initialization: If GPS position is not available at take-off and RNP operations are required, the FMS position must be updated prior to take-off for improved navigation accuracy. The FMS position shall only be updated to the runway coordinates when the airplane is located on the runway threshold. 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 D0-283. Phase of Flight (PFD indication and default RNPvalue) Time To Alann Description Approach RNP S0.3 6 sec Active flight plan leg is within 2 NM of the FAF. Terminal RNP 1.0 6 sec Airplane is within 30NM or origin or destination, or the active flight plan leg is part of a departure, arrival (prior to Approach) or missed approach procedure. Phase of Flight (PFD indication and default RNP value) Time To Alann Description Enroute <1> RNP 2.0 24 sec Not in approach or terminal area. Remote (1J RNP 4.0 54 sec C2J Enroute and more than 200 NM from nearest navaid. <1l Not displayed. <2l For oceanic/remote operations, the 60-second alarm limit defined in D0-283 differs from the 30-second limit defined in TSO-C129. (i) Database Integrity: The RNP RNAV airworthiness approval has accounted for database accuracy or compatibility. Refer to the operator's manual for the procedures for database accuracy/compati bility compliance. (j) Containment Integrity Exposure Period: The containment integrity requirement defined in D0-236C is that the probability of total system error exceeding the cross-track containment limit without annunciation be less than 10-6 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 5x1o-e per flight hour. For fault free performance, the instantaneous probability of exceeding the integrity limit has been shown to be less than 5x1o-e, however the exposure period has not been considered in the fault free case. 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 a signal 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. 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 Mlnlmum RNP Aaumed FTE LNAV with Autopilot 0.10 0.07 LNAV without Autopilot 0.30 0.08 Complies with the interoperability requirements ofRTCA D0-258A for AFN and ADS-C operations. Additionally, complies with RTCA D0-258A for CPDLC operations. Interoperability requirements for ATS applications usingARINC 622 Data Communications (FANS 1/A+ Interoperability Standard) comply with RTCA D0-258A. AFN, ADS-C and CPDLC are also approved for oceanic and remote operation within the NAT and in areas outside of the NAT. AFN, ADS-C, and CPDLC are also approved for oceanic and remote operation within the NAT and in areas outside the of the NAT. For operations using the NAT Strategic Lateral Offset Procedures (SLOP), the entry of a right one or two NM offset will have negligible effect on the FMS predictions at the next and next +1 waypoint. For larger than 2 NM offset, e.g.for aweather deviation, the FMS prediction assumes that the airplane will return to the original flight plan prior to the next waypoint. If this is not the case, the crew should advise ATC that the FMS predictions are to the original path and not to the offset path. Note This constitutes engineering approval only. Operational approval must be obtained from the local authority (FSDO) prior to using ADS-C and/or CPDLC-FANS 1/A+ capability. Requirements and operational guidance are found in AC 90-117. 01-34-40: Takeoff and Landing Data (TOLD) Use of the FMS TOLD Software for takeoff and landing field performance data is permitted. TOLD calculations shall be checked for reasonableness. The AFM Chapter 05 - Performance shall be available for cross reference as necessary. Because of the computation techniques used by FMS TOLD, when takeoff is performed atvery highelevation airports there is a possibility the TOLD takeoff data will exceed the allowabletolerances with respect to AFM data. The AFM takeoff performance data must be usedwhen takeoff is performed at or above 11,000 ft pressure altitude. The FMS TOLD landing performance calculations for flap settings other than 39° do not include consideration of maximum tirespeed and brake kinetic energy.If landingwith an abnormal flap configuration, the maximum allowable gross weight permitted by tirespeed and brake kinetic energy limits are provided in AFM Chapter 05 - Performance. Duringtakeoff performance initialization, entering multiple obstades or a SID gradient with one or more obstacles in FMS Takeoff lnit Obstacles/SID (page 3/5) is prohibited. CAUTION ENTRY OF MORE THAN ONE OBSTACLE, OR A SID GRADIENT WITH ONE OR MORE OBSTACLES MAY RESULT IN THE DISPLAY OF INCORRECT TAKEOFF DATA. 01-34-50: Traffic Alert And CollisionAvoidance System (TCAS) 1. Software Level: TCAS IIVersion 7.1 software is installed which is equivalentto ACAS II. 2. TCAS Operating Constraints: All RA and TA aural messages are inhibited at a radio altitudeless than 500 ft ±100 ft climbing and descending. Clearance: The pilot is authorized to deviate from ATC cleared altitude to the extent necessary to comply with a Resolution Advisory (RA). Traffic Advisories: The pilot must notinitiate 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. Resolution Advisories: Compliance with TCAS Resolution Advisories (RA)is required unless the pilot considers it unsafe to do so. Maneuvers that are inthe opposite direction of an RAare extremely hazardous and are prohibited unless itis visually determined to be the only means to assure safe separation. Clear Of Conflict: Prompt return to the ATC cleared altitude must be accomplished when "CLEAR OF CONFLICr is announced. Single Engine Inoperative and TCAS: With a single engine inoperative, select "TA Only" as the TCAS operating mode. ADS-B: FAAAPPROVED Navigation Revision 13 20233-23 01-34-00: B of 14 If ADS-8 is required, it must be enabled (turned ON) during all phases of flight operation, including airport surface movement operations. The transponder must be selected ON to transmit the ADS-B signal. Ensure FLT-ID on FMS TCAS page is the same as the Aircraft Identification on the filed flight plan. AP TCAS {ASC 128): To comply with a RA, the pilot must disconnect the autopilot and maneuver using prompt, positive control inputs. 01-34-60: Enhanced Ground Proximity Warning System (EGPWS) Clearance: Pilots are authorized to deviate from their current Air Traffic Control (ATC) dearance to the extent necessary to comply with an EGPWS warning. Navigation: Navigation is not to be predicated upon the use of the Terrain Display. Database: The EGPWS database, displays andalerting algorithms currently accounts for man-made obstructions. Terrain Display: The terrain awareness display feature is intended to serve as a situational awareness tool only, and may notprovide the accuracy and/or fidelityonwhich to solely base terrain avoidance maneuvering. Note Obstades that are less than 1000feet AGL are not displayed as obstacle icons on the MAP display. These obstacles are included 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 the departure or destination airport when the airport is not contained in the EGPWS terrain database. Searching for an airport within the EPIC EGPWS terrain database, or downloading the entire EPIC EGPWS terrain database, can be performed at the following Honeywell web site: https://ads.honeywell.com/search/egpwsSearch 01-34-70: Enhanced Flight Vision System (EFVS) Landing System Flight Manual Limitations: Pilot's Manuals: Using the EFVS requires the Head Up Display (HUD) II System and Enhanced Vision System (EVS) II System Descriptions, both located in Chapter 2A-34-00 of the G650ER Operating Manual, to be immediately available to the flight crew. b. Presence of Visual Cues: For EFVS operations to 100 feet above the TDZE, at 100 feet HAT visual cues must be seen without the aid of EVS to continue descent to landing. For EFVS operationsto touchdown and rollout, descending below DA/DH requires that visual references be distinctly visible and identifiable to the pilot using an EFVS. Visual references are specified in 14 CFR Part 91.176(a)(3). c. Qualifications For Use: An EFVS Landing System may be used only by qualified pilotswho have been trained in accordance with requirements listed in the FAA GVI Flight Standardization Board (FSB) Report. Appropriate operational approval in accordance with AC 90-106, Enhanced Flight Vision Systems, is required prior to performing EFVS operations to touchdown and rollout. d. Vertical Guidance Requirements forIMC EFVS Approaches to 100 Feet Above The Touchdown Zone Elevation: Flight Director or autopilot with vertical guidance, either ILS or FMS vertical path, is required for all IMC EFVS approaches. e. EFVS Performance Capability: The demonstrated performance of the installed EFVS Landing System meets the criteria of AC 20-167A for EFVS operations conducted in accordance with 14 CFR 91.176(a) in visibility conditions sufficient to safely complete the rollout without EFVS function. The demonstrated performance of the installed EFVS also meets the criteria of AC 20-167A for EFVS operations to 100 feet above the TDZE conducted in accordance with 14 CFR 91.176(b). f. Requirements for IMC EFVS To Touchdown and Rollout: Flight Director or autopilot with vertical guidance, either ILS or FMS vertical path, is required for all IMC EFVS Landing System approaches. Straight-in approaches to an MDA (using FMS vertical path) are authorized for EFVS operations to touchdown and rollout for operators who have been issued OpSpec C073, MSpec MC073, or LOA C073, Vertical Navigation (VNAV) Instrument Approach Procedures (IAP) Using Minimum Descent Altitude (MDA) as a Decision Altitude (DA)/Decision Height (DH). Straight-in approaches with an offset angle of greater than 3 degrees are prohibited. Rad Alt and Flare Cue are required. Approved for operations down to 1000 feet RVR. If touchdown zone RVR is not available, approved for operations down to % sm (400m) visibility. Descending below 100 feet above touchdown zone elevation requiresthe EFVS image to be sufficient for the visual references, specified in 14 CFR Part 91.176(a)(3), to be distinctly visible and identifiable to the pilot. During EFVS operations to touchdown and rollout, the Pilot Monitoring (PM) shall monitor the EVS sensor imagery using the head-down display of the EVS image. 01-34-80: Head-Up Display (HUD) Category 1HUD Operations: Category IHUD operations are approved. Non-Directional Beacon 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. 01-34-90: TAWS The production EGPWS installation meets the requirements for Class A TAWS as defined in Advisory Circular AC 25-23. 01-34-100: FM Immunity All Honeywell navigation receiver installations comply with all applicable standards of relevant FAA TSOs, Radio Technical Commission for Aeronautics (RTCA). and ICAO Annex 10 specifications for FM immunity. 01-34-110: RVSM The GVI is authorized for full RVSM flight envelope operations, as defined in 14 CFR Part 91, Appendix G, except limited to the following maximum operating airspeeds: Maximum RVSM OperatingAirspeed I Mach when usingADS 1and ADS 2 is VMo / 0.90M. Maximum RVSM Operating Airspeed I Mach when using ADS 3 in combination with either ADS 1 or ADS 2 is VMo I 0.88M. In accordance with FAA AC 91-85, Appendix 4, prior to takeoff the aircraft altimeters shall be set to the local altimeter atmospheric pressure at nautical height (QNH) setting and the displayed altitude must be within ±75 feet of a known elevation (e.g.,field elevation). Additionally, the two primary altimeters must display an altitude within ±75 feet of each other. In order to satisfy the performance standards set forth in FAA AC 91-85, the following equipment and instruments must be installed and operative prior to dispatch into RVSM airspace: ATA Equipment Number Installed Number Required For RVSM Operations 22.-7 Flight Guidance Computers 2 1 34-8 ATC Transponder and AutomaticAltitude Reporting Systems 2 1 (1) 34-23 AltitudeAlerting System 1 1 34-33 Air Data System 4 2 (2) <11 One transponder may be inoperative provided that both altitude reporting systems are operative on the remaining transponder. <21 The operating Air Data Systems must be two of the following: 1, 2, 3. Note Refer to the MEL for other basic dispatch capability. 01-34-120: Electronic Charts The PlaneView Charts function is FAA certified as part of the airplane's type design. It is functionally equivalent to a Class 3 Electronic Flight Bag (EFB) with Type C software applications. The charts effectivity dates shall be checked prior to the first flight of the day. Ifthe chart dates review reveals the chart information has expired or if the amber "May Contain Outdated Datan 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 Jeppesen as soon as possible after the discrepancy has been noted. Jeppesen can be contacted via emailat 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 with situational awareness during all phases of flight including taxi. 01-34-130: Enhanced Surveillance Flight Identification 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 following table: