Limitations 3.docx

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...

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 Ifthe chart dates review reveals the chart information has expired or if the amber "May Contain Outdated Datan statement is present on the Charts master page, the crew shall check the NOTAMS for the airports prior to dispatch.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: Parameter Avallable I Not Avallable Magnetic Heading Available Indicated Airspeed Available Mach Number Available Vertical Rate Available Roll Angle Available Track Angle Rate Available True Track.Angle Available Groundspeed Available Selected Altitude Available Barometric Pressure Setting Available 01-34-140: Use of the VGP Mode VVhen using the VGP CVNAV 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 publishedIAF (Initial Approach Fix).VGP mode cannot be used during cirding approaches. Note VGP mode cannot be armed if Preview mode is active. 01-34-150: Synthetic Vision-Primary Flight Display (SV-PFD) The SV-PFD synthetic terrain display must not be used for navigation, or terrain and obstacle avoidance. 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, the pilot must deselect the terrain display from the SV-PFD to remove potentially errant symbology. In regions where state-supplied instrument approach procedure (IAP) data is either not WGS-84 compliant or only partially compliant with WGS-84, the symbols for airports, runways, and obstacles may not appear in the correct location on the SV-PFD when compared with the instrument approach chart or as viewed outside the windscreen. The synthetic terrain will however be correctly displayed, just like EGPWS terrain data, as it is always referenced to WGS-84 and not part of the IAP data set. The status of a country's compliance with the ICAO WGS-84 Standard can be found on the Jeppesen website: https://ww2.jeppesen .com/wgs-84-status/ . VVhen operating in regions that are not WGS-84 compliant or only partially compliant with WGS-84, the pilot must not use the airport, runway, and obstacle symbols to provide an awareness of the surrounding environment without first confirmingthe location of the symbols by another means such as radio navigation Navigation aids or visually. If the presentation of the symbols cannot be confirmed by other means, the pilot must deselect the terrain display from the SV-PFD to remove potentially errant symbology. In all areas of operation, regardless of WGS-84 compliance status, EGPWS cautions and warnings continue to be the most accurate indications of impending terrain dearance issues and must be followed fully until they cease. For airplaneswith ASC 121,Honeywell possesses a Type 11 LOA supporting 2D/3D Airport Moving Map (AMM) functions which meets the requirement of AC 20-1538. 01-34-160: Automatic Direction Finder (ADF) The use of ADF for navigation is prohibited when the airplane altitude is greater than 2500 feet above the NDB station elevation. When the airplane is above that altitude, overstation passage indication (i.e.,bearing pointer reversal) is delayed excessively. 01-34-170: Distance Measuring Equipment (DME) VORTAC navigational aids that transmit the DME output on the "Y" Channel may cause erroneous navigation station identification on the PFD; however, the displayed distance will be correct. There are three Y-Channel VORTAC DME ground stations in the United States: Savannah (SAV), Kansas City (MCI), and Grissom (GUS). There is one Y-ChannelVORTAC DME ground station outside of the United States: Sarajevo (SAR).The tuned VORTAC must be confirmed by audio reception of the morse code identifier. NAV 3 DME is not available. Note 01-34-180: Very High Frequency, Omnidirectional Range (VOR) The Flight Director VOR lateral navigation Overstation ("OSj mode must be monitored for thirty (30) seconds following station passage to ensure that the lateral navigation mode automatically returns to Enroute ('VOR"). Ifthe automatic transition does not occur, the pilot must maneuver the airplane to recapture the appropriate lateral navigation mode. Use of VOR Approach ('VORAP") mode is prohibited if VOR station overflight is required during any portion of the intermediate or final approach segments, excluding the missed approach point. Note If practicable, it is recommended to perform VOR approaches using FMS Navigation, with the limitations and exceptions defined in 01-34-30: Flight Management System (FMS). Oxygen System 01-36-10: Oxygen Departure Pressures The quantity of oxygen requiredvaries withthe flight profile. Use Figure 1. Oxygen Duration- Crew of 3 with Masks set to NORMAL to determinethe requiredoxygen quantity for each flight with the Oxygen masks set to NORMAL. Figure 2. Oxygen Duration - Crew of 3 with Masks set to 100% is provided in the event the crew selects 100% on the Oxygen masks. Refer to GC61468M001,Airplane Interior AFM Supplement, Appendix 0, to compute oxygen departure pressures for flights including passengers. Oxygen Syatem Figure 1.Oxygen Duration -Crew of 3 with Masks set to NORMAL N CelnO M ..:-- 0 I ...J I- FM APPROVED Oxygen System Revision 5 2017-11-15 01-35-00: 2 of 4 Figure 2.Oxygen Duration -Crew of 3with Masks set to 100% 0 O'> O'> ('I) 0 I ...I 01-35-20:Oxygen Systems 1. General: The foll01Ning airplane certification requirements are in addition to the requirements of applicable operating rules. The most restrictive requirements (certification or operating) must be obseNed. FM APPROVED Oxygen System Revision 5 2017-11-15 01-35-00:3 of 4 Additional Certification Requirements: Availability Of Crew Masks: Above Flight Level 250, crew masks must be in the quick-donning position which allows donningwithin five seconds. Use Of Crew Masks: On airplanes equipped with EROS MLD 20 Series Full Face Mask with detachable goggles, hats and "earmuff" type headsets must be removed prior to donning crew oxygen masks. Note Headsets and eyeglasses worn by crewmembers may interfere with quick-donning capabilities. Maximum CabinAltitude For Use: Crew and passenger oxygen masks are not approved for use above 40,000 ft cabin altitude. WARNING PASSENGER MASKS ARE INTENDED FOR USE DURING AN EMERGENCY DESCENT TO AN ALTITUDE NOT REQUIRING SUPPLEMENTAL OXYGEN. WARNING PASSENGER MASKS WILL NOT PROVIDE SUFFICIENT OXYGEN FOR PROLONGED OPERATION ABOVE 34,000 FT CABIN ALTITUDE. PROLONGED OPERATION ABOVE 25,000 FT CABINALTITUDE WITH PASSENGERS ABOARD IS NOT RECOMMENDED. FAAAPPROVED Oxygen System Revision 5 2017-11-15 01-35-00: 4 of 4 EngineInstruments and Crew Alerting System (EICAS) 01-46-10: General EICAS Range Markings Colors Nonnal Range Values: Green or VVhite Caution Range Values: Amber Warning Range Values: Red 01-46-20: Powerplant EICAS Indications Engine Pressure Ratio (EPR): No limitation markings 0.85 to 1.80: Pilot Selectable Command Marker TGT °C: 900°C and above: Red Arc 885°C to 900°C: Amber Arc O to 885°C: VVhite Arc % LP RPM (LP): 102.8% and above: Red Arc 0 to 102.8%: White Arc % HP RPM (HP): 100% and above: Red Arc 98.7% to 100.0%: Amber Arc 0 to 98.7%: VVhite Arc Fuel Flow (FF): No limitation markings. Oil Temperature (OILTEMP): 160°C and above: Red Digits +20°C to 160°C: VVhite Digits -40°C to +19"C: Amber Digits -41°C and below: Red Digits Oil Pressure (OIL PRESS): 35 psi and above: VVhite Digits 26 to 34 psi:Amber Digits O to 25 psi: Red Digits EVM (LP and HP): 0.80 IPS and above: Amber Digits Engine Anti-Ice Pressure: 33 psi and above: Amber Digits 01-45-30: Fuel EICAS Indications 1. FUEL TANK TEMP indications: +54°C and above: Red Digits -34°C to +53°C: White Digits -35°C to -36°C: Amber Digits -37°C and below: Red Digits 01-45-40: APU EICAS Indications APU Exhaust Gas Temperature (EGn: No limitations markings. APU RPM: 106% and above: Red Digits 104% to 105%:Amber Digits 0 to 103%:White Digits 01-45-50: Topic Deleted ICAS Messages removed from AFM in Revision 13. Enginelnetniments and Crew Alertlng Syelem (EICAS) FAAAPPROVED Revision 13 2023-03-23 01-45-00: 2 of 2 Auxiliary Power Unit (APU) 01-49-10: APU Operation General: The APU can be operated on the ground, during takeoff, in flight and during landing.In flight it is an optional source of electrical power via the APU GEN instead of one or both engine-driven generators.The APU cannot be used to supply pressurization airflow in flight. The APU may be used for starter-assisted mainengine starts atand below 30,000 ft if required. TheAPU operating envelope is 45,000 ft and below. Maximum Permissible EGT: Start: 1050°C Running: 732°C Maximum Rotor Spead: The maximum rotor speed for all conditions is 106%. APU Starting Limits: Continuous operation of theAPU starter, when powered by airplane batteries, is limited to a maximum of three consecutive start attempts. A one-hour cool down period must be observed before the next full starter cyde is commenced. Note Successful consecutive starts are limited to six (6) at ten (10) minute intervals between starts. CAUTION USE OF AN EXTERNAL DC POVVER SOURCE TO START THE APU IS PROHIBITED. Note See 02-08-120: Cold Weather Start and Operation for guidance on startingthe APU following an overnight cold soak of -15°C or colder. APU Alternator Elacbical Load: The APU alternator can deliver 100% (40 kVA) electrical power on the ground or in flight from sea level to 45,000 ft. 01-49-20: APU Airstart Envelope For airplanes S/N 6360 and previous not equipped with ASC 123: For APU airstart limitations, see Figure 1.APU Airstart Envelope (Airplanes S/N 6360 and Previous not Equipped with ASC 123):The APU is guaranteed to start at or below 30,000 ft. APU starts are possiblefrom 30,000 to 39,000 ft. If startingAPU inconjunction with a dual generator failure, initiate start attempt at or below 30,000 ft. For airplanes S/N 6361 and sub, and for airplanes SIN 6001thru 6360 equipped with ASC 123: For APU airstart limitations, see Figure 2. APU Airstart Envelope (Airplanes S/N 6361 and sub, and Airplanes SIN 6001 thru 6360 Equipped with ASC 123):The APU is guaranteed to start at or below 37,000 ft. APU starts are possible from 37,000 to 39,000 ft. If starting APU in conjunction with a dual generator failure, initiate start attempt at or below 37,000 ft. FAAAPPROVED Auxlllary Power Unit (APU) Revision 10 20207-27 01-49-00: 2 of 4 Figure 1.APU Airstart Envelope (Airplanes SIN 6360 and Previous not Equipped with ASC 123) 55000 50000 45000 40000 I I I OPERATION LIMIT --- --- --- - POSSIBLE START ENVELOPE !:. 35000 '\. \ - GUARANTEED :!! 30000 :.:.:.>. 25000 < Iii! 20000 \ ECS LIMIT \ I\ 'i\ START ENVELOPE :c::o> fa 15000 a: a. \ \ ' \\ 10000 5000 NOTE: APU AIR FOR " ENGINE START NOT AVAILABLE ABOVE 30,000 FT 0 -5000 I I I -100 -80 -60 -40 -20 20 40 60 STATIC TEMPERATURE (°C) TIL-025519A FAA APPROVED Auxlllary Power Unit (APU) Revision 10 2020.01.21 01-49..00: 3 of 4 G650ER AIRPLANE FLIGHT MANUAL Figure 2. APU Airstart Envelope (Airplanes S/N 6361 and sub, and Airplanes S/N 6001 thru 6360 Equipped with ASC 123) 55000 50000 45000 40000 i=' 35000 !:!::. => I- ct =en> 30000 25000 20000 !3 15000 a: Cl. 10000 5000 0 -5000 -100 -80 -60 -40 -20 0 20 40 60 STATIC TEMPERATURE (°C) TIL-043612 FAA APPROVED Auxiliary Power Unit (APU) Revision 1o 2020.{)7 -27 01-49-00: 4 of 4 Doors 01-62-10: Main Entry Acoustic Door The mainentry acoustic door must be fully open during taxi,takeoff and landing operations. Intended operation of the door is for it to be manually opened and stowed, with the automatic opening feature as a backup in the event it is not feasible to manually open the door. 01-62-20: Internal Baggage Door For airplanes not equipped with ASC 903, the internal baggage door shall remain dosed above 40,000 feet. For FMregistered airplanes equipped with ASC 903, the internal baggage door shall remain closed above 45,000 feet. 01-62-30: Main Entrance Door The Security I Ground Service Panel Door and the Main Entrance Door Emergency Switch Access Door must be unlocked during all ground and flight operations to ensure accessibility to the MAIN DOOR switches, allowing ground crews to open the Main Entrance Door in the event of an emergency. CAUTION TO PREVENT DAMAGE TO THE DOOR MECHANISM, DO NOT APPLY ANY WEIGHT ONTHE MAIN ENTRANCE DOOR UNTIL IT HAS STOPPED MOVEMENT AND IS FULLY DEPLOYED. This page intentionally left blank Powerplant 01-71-10: Engine Operation For the BMW/Rolls Royce BR700-725A 1-12 engines: Condition MAX LP (%) MAX HP (%) MAX TGT Time Limit Ground Start c1i - - 100°c Momentary Airstart (Relight) - - 55o·c Momentary Takeoff (2) 102.8 100.0 goo•c 5 Minutes Maximum Continuous 102.8 98.7 885°C Unrestricted Maximum Overspeed 104.3 101.3 - 20 Seconds Maximum Overtemperature - - 92o·c 20 Seconds Reverse Thrust (3) (<4) 78.1 - - 30 Seconds <1> Maximum TGT prior to ground start is 150°C. <2l The useof takeoff rating islimited to five minutes all engines operating or ten minutes in the event of an engine failure. !3l Static operation of thrust reversers is limited to 30% LP maximum. !-4l Maximum reverse thrust must be selected only at airplane speeds above 60 knots. 01-71-20: Engine Ground Start Maximum Crosswind Component: The maximum crosswind component for engine ground start is 30 knots. Maximum Tailwind Component: The maximum tailwind component for engine ground start is 20 knots. 01-71-30: Engine Airstart The preferred method of engine airstart is an automatic airstart. Manual starter assisted and manual windmill airstarts are also permitted. The airstart envelope is shown in Figure 1.Airstart Envelope. Figure 1. Airstart Envelope 0 0 0 T'"" >< u. w c :::> I- I- ...J <C 0 0.2 0.4 0.6 0.8 MACH NUMBER TIL-00688!: 01-71-40: Takeoff Power 1. Minimum Takeoff Power: Minimum acceptable power for takeoff is shown in Airplane Flight Manual Chapter 05: Normal Takeoff Planning. FMAPPROVED Powerplant Revision 5 2017-11-15 01-71-00: 2 of 4 2. Alternate ControlMode: Takeoff in the Alternate Control (LP) mode is prohibited. 01-71-50: Static Ground Run Static operation above idle is limited to a crosswind component of less than 25 knots and/or a tailwind component of less than 20 knots. This page intentionally left blank Engine Fuel And Control Systems 01-73-10: Engine Fuel Temperature Minimum: -40°C Maximum Unrestricted: +140°C Maximum (15 Minute) Transient: +165°C 01-73-20: Maximum Fuel Tank Temperature The maximum allowable fuel tank temperature is +54°C. This page intentionally left blank EngineIgnition Systems 01-74-10: Continuous (Airstart)Ignition There is no duty cycle time limitation for continuous (airstart) ignition. This page intentionally left blank Engine Exhaust 01-78-10: Thrust Reversers The following limitations apply with respect to use of the thrust reversers: Cancellation of reverse thrust should be initiated to reach the reverse idle position by 60 KCAS. Use of idle reverse thrust is available for taxi purposes without time limit. The thrust reversers shall be deployed and stowed at least once every 100 hours. If in an emergency, reverse thrust is usedto bringthe airplane to a halt, record and report such an operation for maintenance action. Use of thrust reverser(s) for power back is not approved. This page intentionally left blank Engine Oil 01-79-10: OilInlet Temperature Minimum For Starting: -40"C Minimum For Takeoff Power: +20°C 3. Maximum Temperature: +160"C Note External heating will be requiredto raise oil temperature to -40"C for cold weather starting.At oiltemperatures above -40"C to +20°C, only thrust required for taxi operations shall be used. 01-79-20: Oil Pressure 1. Shutdown Oil Pressure: The engine must be shut down when oil pressure drops below 25 psi. 2. Minimum Engine Oil Pressure: Power Setting: For Takeoff: To Complete Flight: Below 72.3% HP 35 psi 25 psi Above 90.0% HP 45 psi 35 psi This page intentionally left blank 01-80-10: Starter Duty Engine Starting 1. Duty Cycle: The starter duty cycle is three (3) start cydes with a maximum of three (3) minutes per start cyde. Delay fifteen (15) seconds between start cycles. After three (3) start cycles, delay use of the starter for at least fifteen (15) minutes. 2. Starter Re-engagement: The starter may be reengaged at HP RPM speeds upto starter cut out of 42% HP RPM.