Gulfstream GVII

Eddie sez:

There are a lot of published limitations but most of them apply more to getting the airplane certified, authorized, or maintained. Quite a few apply to us pilots. The thing is you have to know which are important to you and which are not. I've made my choice, you can see them (and study them if you like) here: G500 Flashcards.

Everything here is from the references shown below, with a few comments in an alternate color.


Photo: "The limit" sketch
Click photo for a larger image

Here are the limits as given in §1 of the AFM, in the section number order.

Note: These are the limits we as pilots care about. The G500 AFM also includes information about hydraulic fluids (§01-12-10), APU fuel grades and temperatures (§01-12-20), engine fuel grades (§01-12-30), engine fuel additives (§01-12-40), engine and apu oil grades (§01-12-50),

Last revision:


Runway, Slope and Wind Conditions

Runway Conditions
  1. A runway is wet when more than 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 ⅛ 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.
  2. 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 3mm of standing water.
  3. A runway is wet when more than 1/4 of it is damp or has up to 1/8" water, but it is contaminated when there is more than 1/8". Maximum slope is 2% up or down. Max tailwind is 10 knots unless landing with 0° or 10° flaps, in which case it is zero. Max crosswind is 30 knots unless not in normal flight control law mode, in which case is it 10 knots.

    [G500 AFM, §01-02-10]

Maximum Slopes Approved for Takeoff and Landing Operations
  1. +2% (uphill)
  2. -2% (downhill)
Wind Conditions
  1. Maximum tailwind component approved for takeoff and landing: 10 knots
  2. When operating in a flight control law mode other than normal (i.e., alternate, direct or backup), maximum crosswind component for landing: 10 knots
  3. Maximum tailwind component for landing with flaps 10° or less is zero knots.
Takeoff Croswwind Limits:
  1. Static Takeoff - 30 knots.
  2. NOTE

    For crosswinds above 30 knots, refer to 02-08-130, High Crosswind Takeoff Procedure

    This procedure has you apply brakes, set 57% N1 maximum, release the brakes slowly, and set throttles to MTO once you have at least 20 knots of groundspeed. This procedure adds 500 feet to the required field length. Note that the maximum demonstrated crosswind for takeoff and landing for FAA certification was 33 knots.

High Elevation Airport Operations

[G500 AFM, §01-02-20]

Maximum approved airport pressure altitude for takeoff or landing: 15,000 feet.

Types of Airplane Operations Permitted

[G500 AFM, §01-03-10]

  1. Transport category - Land.
  2. Day and Night, Visual and Instrument Flight Rules.
  3. Category 1 approach operations.
  4. Flight into known icing.
  5. /I and /G special FMS procedures operations.
  6. Extended over water flight.
  7. Polar navigation.
  8. ADS-B Out, Version 2 (DO-260B)
  9. The installed ADS-B Out system complies with 14 CFR 91.225 and 91.227, AC 20-165B, and EASA Approved Means of Compliance (AMC) 20-24.

    1. The extended squitter transmission system does not take into account the system’s uncompensated latency into its transmitted horizontal quality indicator value
    2. The extended squitter transmission system does not base the transmitted horizontal quality indicator solely on the integrity information from the horizontal position source
    3. The installed ADS-B out system complies with EASA CS ACNS Subpart D section 4 (ADS-B out).

    ADS-B operations require capability to communicate via VHF radio or CPDLC, and an operable SBAS-enabled GPS receiver.

  10. ADS-B In.
  11. Data Link Recording
  12. Reduced Vertical Separation Minimum (RVSM) Airspace Operations Limitations and exceptions defined in 01-34-90, RVSM.
  13. Data Link Communication (see Table 1. Data Link Communication)
    1. The FAA has approved the aircraft data link system to the criteria contained in AC 20-140C for the following data link capabilities. This design approval does not constitute operational authorization.
    2. CPDLC, in conjunction with ADS-C, enables the use of FANS 1/A+ over oceanic airspace. FANS 1/A+ uses the Airport Facilities Notification (AFN) protocol over existing ACARS network via VHF and SATCOM. CPDLC provides route uplink push-to-load functionality (e.g., UM79, UM80, UM83 uplink messages) and meets the requirements of AC 90-117.
  14. Navigation Operational Capabilities (see Table 2. Navigation Operational Capabilities)
    1. Airplane complies with RNP RNAV as defined in RTCA / DO-236( ) and DO-283( ), with the limitations and exceptions defined in 01-34-30, Flight Management System.
    2. The navigation equipment as installed has been found to comply with the requirements established for the following navigation specifications:

    Photo: Data Link Communication Limitations, G500 AFM, §01-03-00, Table 1
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    Photo: Navigation Operational Capabilities, G500 AFM, §01-03-00, Table 2, p. 2
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    Photo: Navigation Operational Capabilities, G500 AFM, §01-03-00, Table 2, p. 3
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    Photo: Navigation Operational Capabilities, G500 AFM, §01-03-00, Table 2, p. 4
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    Photo: Navigation Operational Capabilities, G500 AFM, §01-03-00, Table 2, p. 5
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    Photo: Navigation Operational Capabilities, G500 AFM, §01-03-00, Table 2, p. 6
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    Photo: Navigation Operational Capabilities, G500 AFM, §01-03-00, Table 2, p. 7
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    Photo: Navigation Operational Capabilities, G500 AFM, §01-03-00, Table 2, p. 8
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    Photo: Navigation Operational Capabilities, G500 AFM, §01-03-00, Table 2, p. 9
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    Photo: Navigation Operational Capabilities, G500 AFM, §01-03-00, Table 2, p. 10
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    Photo: Navigation Operational Capabilities, G500 AFM, §01-03-00, Table 2, p. 11
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Operating Temperature Envelope

[G500 AFM, §01-03-10]

  1. Engine start below an ambient temperature of -20°C is prohibited.
  2. Operating Temperature Envelope is displayed in Figure 1. GVII Temperature Operating Envelope.

Photo: GVII Temperature operating envelope, G500 AFM, §01-03-00, Figure 1
Click photo for a larger image

Maximum Operating Altitudes

[G500 AFM, §01-03-30]

  1. Maximum Operating Altitude — 51,000 feet
  2. Maximum Operating Altitude with a Single Air Conditioning Pack Operating — 48,000 feet
  3. Maximum Operating Altitude with Interior Baggage Compartment Door Open — 40,000 feet
  4. Maximum Operating Altitude with Jammed Rudder, Rudder Failure, or Yaw Damper Failure — 35,000 feet
  5. Maximum Operating Altitude For Extension/Flight with Flaps 10° or 20° — 25,000 feet
  6. Maximum Operating Altitude for For Extension/Flight Landing Gear Extended — 20,000 feet
  7. Maximum Operating Altitude For Extension/Flight with Flaps 39° — 20,000 feet

Airspeed Limitations

[G500 AFM, §01-03-30]

  1. Minimum Control Speed Air (VMCA)
    1. Flaps 10° – 120 KCAS
    2. Flaps 20° – 112 KCAS
    3. VMCL – 109 KCAS
  2. Minimum Control Speed Ground (VMCG)
    1. 111 KCAS
  3. Maneuvering Speed (VA)
    1. Full application of pitch, roll or yaw controls should be confined to speeds below 206 KCAS.
    2. NOTE: Rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw, and full control inputs in more than one axis at the same time, should be avoided as they may result in structural failures at any speed, including below the maneuvering speed.

  4. Flaps Extended Speed (VFE)
    1. 10° – 250 KCAS
    2. 20° – 220 KCAS
    3. 39° – 180 KCAS
  5. Maximum Landing Gear Extended Speed (VLE)
    1. Maximum Landing Gear Extended Speed (VLE) is the maximum speed at which the airplane can be safely flown with the landing gear extended.
    2. Do not exceed 250 KCAS with landing gear extended.
  6. Maximum Landing Gear Operation Speeds (VLO)
    1. Maximum Landing Gear Operating Speed (VLO) is the maximum speed at which it is safe to extend or retract the landing gear.
    2. Do not extend or retract the landing gear above 225 KCAS.
  7. Emergency Landing Gear Extension
    1. Emergency Landing Gear Extension utilizes alternate means to extend to the landing gear. Do not lower landing gear using the alternate system above 175 KCAS.
    2. With the landing gear extended utilizing the alternate system, do not exceed 225 KCAS.
  8. Maximum Operating Limit Speed (VMO / MMO)
    1. Maximum operating limit speed shall not be deliberately exceeded in any regime of flight (climb, cruise or descent). See Figure 2. Altitude/Mach Flight Envelope.

    Photo: GVII Altitude/Mach Flight Envelope, G500 AFM, §01-03-00, Figure 2
    Click photo for a larger image

  9. Maximum Airspeed with Yaw Damper Failure
    1. 285 KCAS / 0.90M
  10. Turbulence Penetration Speed
    1. At or above 10,000 feet: 270 KCAS / 0.85M, whichever is less.
    2. Less than 10,000 feet: 240 KCAS.
  11. Maximum Tire Groundspeed:
    1. 195 knots
  12. Degraded Flight Control Law Mode
    1. When operating in a flight control law mode other than normal (i.e., alternate, direct or backup), do not exceed 285 KCAS / 0.90M maximum.
  13. Flight Control Surface Failure or Jammed Condition
    1. If any primary flight control surface or spoiler panel is failed, caused by either a component malfunction(s) or a hydraulic system failure, do not exceed 285 KCAS / 0.90M maximum.
  14. The Guidance Panel SPEED selector must be set to IAS mode (not Mach) with the flaps or landing gear extended.

Flight Load Acceleration

[G500 AFM, §01-03-50]

  1. Flaps Up: -1 – 2.5 G
  2. Flaps 10° and Flaps 20°: 0 – 2.0 G
  3. Flaps 39°:
    1. Below Maximum Landing Weight: 0 – 2.0 G
    2. Above Maximum Landing Weight: 0 – 1.5 G


[G500 AFM, §01-03-56]

  • Maximum Zero Fuel Weight: 52,100 lb
  • Maximum Ramp Weight: 80,000 lb
  • Maximum Takeoff Weight: 79,600 lb
  • Maximum Landing Weight: 64,350 lb
  • Minimum Flight Weight: 48.300 lb
  • Maximum approved weight in baggage compartment: 2,250 lb

Center of Gravity


Photo: Zero Fuel Weight CG Envelope, G500 AFM, §01-03-00, Figure 3
Click photo for a larger image

Maximum Fuel Imbalance

[G500 AFM, §01-03-80]

  1. The Maximum Fuel Imbalance Limits
    1. Takeoff: 1,000 lb (453 kg)
    2. In Flight: 2,000 lb (907 kg)

[G500 AFMS 2019-05, §01-28-40] Fuel Balancing is prohibited in flight unless the displayed fuel imbalance is greater than 1,000 lbs and a Fuel Imbalance CAS message is displayed.

The reason for this is given in Maintenance and Operations Letter G500-MOL-19-003:

Recently, Gulfstream discovered a condition where a failure in the Fuel Quantity Measuring/Indicating System (FQMS) was not reported to the flight crew with an expected “FQMS Degrade” Crew Alerting System (CAS) message. It was determined that when a particular failure mode of a fuel probe or harness exists, the FQMS can miscalculate fuel quantity and an erroneous fuel quantity will be displayed to the crew. This may result in either a false “Fuel Imbalance” CAS message or conversely the absence of the “Fuel Imbalance” CAS message when a true imbalance condition may exist. In these situations, a cyan or amber FQMS Degrade CAS message should display, but it does not. If this failure condition is present, the following may occur:

  • Ground refueling may be inaccurate by up to 3,200 lbs.
  • Fuel quantity indications may be incorrect in flight by up to 5,400 lbs.
  • Aircrew may induce an actual fuel imbalance based on erroneous fuel imbalance indications.

The MOL gives interim procedures to verify all fuel quantity indications, specifically between the OHPTS and TSC Ground Services tab. After refueling the actual uplift should be compared to FQMS indications. When the AFMS was issued, these procedures were not specified but are understood to be a "good idea." Other restrictions were implemented, such as having to remove all electrical power and then restoring it prior to refueling, but these were deleted in the latest revision to AFMS 209-05.

Takeoff / Landing Distance

[G500 AFM, §01-03-90]

  1. Takeoff
    1. Takeoff performance calculations may be conducted in either 05-02-10, Takeoff Performance, Appendix A, or Appendix E (ASC 022).
  2. Landing
    1. A minimum operational safety factor of 1.15 must be applied to thew unfactored landing distance calculated in 05-11-30, Landing Distance.
    2. NOTE

      The 1.15 minimum landing distance operational safety factor is consistent with FAA guidance contained in SAFO 19001 and AC 91-79A. AFM chapter 05-11-30, Landing Distance, Section 1.3 provides information for operational landing distance factors to be applied for dispatch planning.

Cabin Pressure Control

[G500 AFM, §01-21-10]

    1. Landing Field Elevation (LFE)
      1. Limited to less than 10,000 MSL with the CPCS in Semi Mode except during an emergency.
    2. Maximum Cabin Differential Pressures
      1. In Flight: 10.69 PSI
      2. Taxi, Takeoff, Landing: 0.3 PSI
      3. This allows the cabin doors to open for a ground evacuation.

    3. ECS Duct Temperatures
      1. Duct temperatures above 200°F (93°C) are prohibited during manual zone control.
    4. ECS Pack Operation
      1. During ground operations with SAT greater than 98°F (37°C), a minimum of one ECS pack must be operating with APU or Engines operating.
    5. Single Pack Operation
      1. Must comply with 03-01-10, Pack Failure - Single.


[G500 AFM, §01-22-10]

  1. Use of the Autothrottle is prohibited during:
    1. Single engine approaches.
    2. Approach and landing with flaps 10° or flaps 0°.


[G500 AFM, §01-22-20]

  1. Single Engine autopilot coupled go-around is prohibited.
  2. Minimum Autopilot Engage Height
    1. 200 feet AGL
  3. Minimum Autopilot Disengage Height from an ILS or LPV Approach
    1. Flaps 39: 90 feet AGL
    2. Flaps 0/10/20: 130 feet AGL
    3. We are told that you can go lower with Flaps 39° because you will be at approach idle and not flight idle. I'm not so sure, according to the PAS, pp. 14-16 to 17, flight idle occurs with the gear up and flaps <22° while approach idle requires the gear down or flaps >22°. More about this: GVII Powerplant.

  4. Minimum Autopilot Disengage Height AGL for All Other Operations
    1. 200 feet AGL
  5. Maximum Demonstrated Altitude Loss for Coupled Go-Around
    1. 50 feet

    NOTE: The takeoff vertical mode (TO) only provides flap overspeed speed protection when autopilot is engaged.

VHF and HF Communications

[G500 AFM, §01-23-10] The Honeywell VHF radios comply with the 8.33 kHz spacing requirements and all applicable standards of relevant FAA Technical Standard Orders, Radio Technical Commission for Aeronautics and International Civil Aviation Organization Annex 10 specifications for Frequency Modulation Immunity.

[G500 AFM, §01-23-20] Avoid HF transmission when utilizing ADF for navigation.

Ram Air Turbine

[G500 AFM, §01-24-10]

  1. Deployment of the Ram Air Turbine (RAT) is prohibited when normal ac power is available except during emergency conditions and as directed by abnormal or emergency procedure checklists.
  2. Minimum airspeed for effective RAT operation is 200 KCAS.

Control Laws

[G500 AFM, §01-27-10]

  1. Continued flight at or below stick shaker activation speed is prohibited.
  2. Speed brake extension with flaps Down or with landing gear extended is prohibited.

[G500 AFM, §01-27-20]

  1. Flight into known icing conditions is prohibited when operating in a flight control law mode other than normal (Alternate, Direct or Backup). If the flight control law mode degrades from normal while in icing conditions, exit icing conditions as soon as possible.
  2. NOTE: The AOA limiting / stall protection system is only available in the normal flight control mode. Stick shaker/stall warning is provided in Alternate mode at 0.85 AOA .

  3. Intentional degradation from normal mode or disabling of any flight control system is prohibited.
  4. Takeoff is prohibited when operating in a flight control law mode other than Normal (Alternate, Direct, or Backup).


[G500 AFM, §01-28-10] Usable Fuel Capacities

  • When gravity fueling, the total usable fuel capacity for this airplane is approximately 22,500 lb (10,206 KG).
  • If either fuel tank quantity exceeds 15,125 lb (6,861 KG), the fuel quantity digital readout on the engine instruments and synoptics displayed on the DUs will have white dashes on the affected side(s) and the total fuel quantities.
  • When pressure refueling, the usable fuel capacities for this airplane are:
    • Right Tank: 15,125 LB / 2257 GAL
    • Left Tank: 15,125 LB / 2257 GAL
    • Total: 30.250 LB / 4515 GAL

[G500 AFM, §01-28-20] Fuel Pumps

  • Operable fuel pumps must be ON for all phases of flight unless fuel balancing is in progress.

[G500 AFMS 2019-05, §01-28-40] Fuel Balancing is prohibited in flight unless the displayed fuel imbalance is greater than 1,000 lbs and a Fuel Imbalance CAS message is displayed.

[G500 AFM, §01-28-50] Fuel Tank Temperature

  • Maximum: The maximum allowable fuel temp supplied to the engine is 55°C (131°F) up to 40,000 feet decreasing linearly to 34°C (93°F) at 51,000 feet.
  • Minimum
    • -37°C (-35°F) with greater than 5000 lbs (2268 KG) total fuel.
    • -30°C (-22°F) with less than 5000 lbs (2268 KG) total fuel.
  • When fuel tank temperature is less than or equal to -30°C in flight with less than 5000 lbs (2268 kg.) of total fuel remaining, the aircraft shall be descended to an altitude where SAT is greater than or equal to -60°C. Maintain a minimum speed of 0.80M.


[G500 AFM, §01-29-10] Hydraulic Servicing

  • Full Reservoir Quantities
    • Left Hydraulic System: 2.4 gallons
    • Right Hydraulic System: 2.3 gallons
  • Left and Right Hydraulic System Accumulator Pre-charge: 1200 PSI at 70°F / 21°C, ±25

[G500 AFM, §01-29-20] Flight Time Limitation Hydraulic Failure

  • Land within 4 hours of a hydraulic system failure if the failure occurred within 2 hours of takeoff.
  • NOTE: If a hydraulic system failure occurs after 2 hours after takeoff, the hydraulic fluid temperature has stabilized and there are no flight time restrictions.

    I am told that this is because the hydraulic fluid gets hot during takeoff and takes four hours to cool. If it has less than that and is just sitting stagnant in the lines, it is apt to rupture a seam or fitting and leak.


[G500 AFM, §01-30-10] Icing General

  1. Icing conditions exist on the ground when SAT is between 10°C (50°F) and -40°C (-40°F) with visible moisture present. Icing conditions exist in flight when TAT is below 10°C (50°F) and SAT is above -40°C (-40°F) with visible moisture present. Visible moisture is defined as clouds, rain, snow, sleet, ice crystals, or fog with visibility of 1 mile or less.
  2. 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.
  3. Icing conditions 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, standing water or slush can be ingested by the engines or freeze on the engines or nacelles. Icing conditions may also exist after landing with fuel cold-soaked from prolonged flights at high altitudes, even if ambient temperatures are significantly above freezing. Loading additional fuel can bring the cold mixture in contact with the upper wing surface, permitting formation of frost or ice.
  4. Engine Operations - On Ground
    1. Ground operations in icing conditions require periodic engine accelerations be performed to shed ice from the fan blades. The engine accelerations must be conducted to a minimum of 60% N1 for a two second dwell and should be performed at 10 minute intervals during all ground operations. The first engine acceleration should be done as soon as practical during taxi, but not more than 10 minutes after engine start.
    2. Ground operations, in freezing fog are permitted provided Cowl Anti-Ice is ON and the following limits are observed:
    3. (1) Maximum of 60 minutes of engine operation down to -9°C

      (2) Maximum of 30 minutes of engine operation below -9°C



  5. Engine Operations - In Flight
    1. During in-flight operations in icing conditions, the engine(s) may experience vibration levels and elevated EVM indications which can result in transients that rise and fall as a result of ice accumulation and periodic ice shedding, which is considered normal. This periodic ice shedding is automatic and the associated engine vibration EVM levels typically remain below a steady-state threshold of 2.0 EVMs, however transients above 3.0 might be expected during ice shedding events dependent upon power setting. Manual ice shedding may result in transient vibration levels greater than those observed during automatic shedding. Automatic ice shedding is the recommended technique.
    2. Engine Ice shedding may be accompanied by a momentary, odor typically lasting only a few seconds. If odor persists or is accompanied by smoke, don oxygen masks and refer to 04-10-60, Airplane Interior Fire / Smoke / Fumes.
    3. The airframe may vibrate when the fan blades shed ice asymmetrically. This vibration is expected, and can be felt in the rudder pedals. If the vibrations are objectionable, they may be reduced by continuing the descent into warmer air, or by climbing above icing conditions.
  6. Takeoff is prohibited with frost, ice, snow, or slush adhering to the wings, control surfaces, engine inlets, or other critical surfaces.
  7. A visual and tactile (hand on surface) check of the wing leading edge and the wing upper surface must be performed to ensure the wing is free from frost, ice, snow or slush when the outside air temperature is less than 10°C (50°F), or it cannot be ascertained that the wing fuel temperature is above 0°C (32°F); and.
    1. There is visible moisture (rain, drizzle, sleet, snow, fog, etc.) present; or
    2. Water is present on the wing; or
    3. The difference between the dew point and the outside air temperature is less than or equal to 3°C (5°F); or
    4. The atmospheric conditions have been conducive to frost formation.
  8. Automatic anti-ice is provided as a backup to the crew for activation of the anti-icing systems. The automatic anti-ice features are inhibited below 400 feet AGL and above 35,000 feet.
  9. Operation in forecast or reported severe icing is prohibited. If severe icing is inadvertently encountered, verify wing anti-ice and cowl anti-ice operation and exit icing conditions as soon as possible.
    1. Visual cues of severe icing conditions include ice accretion on the cockpit side windows or accumulation of ice aft of the protected wing leading edge with all De-Ice / Anti-Ice systems operating normally.

[G500 AFM, §01-30-20] Wing Anti-Ice

  1. General
    1. Wing anti-ice operation in-flight, with TAT less than -7°C (0°C with ASC 022), will result in automatic higher engine idle settings (~47% N1) with an associated increase in thrust. Flight crew should anticipate the possible use of speed brakes and higher airspeeds in order to achieve desired profiles throughout the descent and arrival phase of flight. Normal engine idle settings will be restored with TAT greater than -5°C or landing gear down. Normal engine idle settings will be available with landing gear down.
    2. The minimum airspeed with wing anti-ice operational in the flaps up configuration is 200 KCAS.
  2. Takeoff
    1. Wing anti-ice shall be selected on at least 4 minutes prior to setting takeoff power.
    2. Normal system operation, wing temperature stabilized at 130°F ± 10°F, must verified prior to takeoff.
  3. Single Bleed Air System Operating
  4. NOTE

    With autothrottles engaged during single bleed wing anti-ice operations, the throttle with the operating bleed system will be set at a higher power setting due to wing anti-ice bleed air requirements.

    1. Wing anti-ice operation with a single bleed air source is restricted to single ECS pack operations.
    2. The maximum altitude for wing anti-ice operations with a single bleed air source is 32,000 feet.
    3. Wing anti-ice operation in the automatic mode is prohibited with a single bleed air source.
    4. Wing anti-ice operation with a single bleed air source requires system activation and wing temperature greater than 100°F prior to entry into icing conditions.
  5. Approach and Landing
    1. Flight with flaps or landing gear extended in icing conditions is restricted to takeoff, approach and landing only.
    2. NOTE

      The use of speed brakes is approved in icing conditions and will assist energy management during descents, especially during ambient conditions resulting in elevated engine idle.

    3. If icing conditions exist or may exist during approach and landing, wing anti-ice must be selected on and confirmed to be operating in the normal temperature range prior to flap extension.
    4. Extended operations in icing conditions is limited to the flaps up configuration.
    5. If flight in icing conditions with flaps extended has occurred for more than 10 minutes during takeoff or approach and landing, do not retract flaps below 10 degrees until it is verified that the flap leading edge is clear of ice by one of the following means:
    6. (1) Visual inspection of the flap on the ground after landing.

      (2) Visual inspection of the winglet leading edges while in flight.


    Large ice build-up on the flap leading edge may interfere with flap retraction and cause damage to the systems and structure. If the winglets are visually clear of ice, it can be expected that the flap leading edge is also clear.

[G500 AFM, §01-30-30] Cowl Anti-Ice

  1. 1. Cowl anti-ice is required for taxi and takeoff when SAT is 10°C (50°F) or below and visible moisture, precipitation, or wet runway are present.
  2. NOTE

    Cowl anti-ice operation is automatically inhibited in flight if TAT is above 15°C. During ground operations above 15°C, cowl anti-ice operation is inhibited with an engine operating above 72% N1

Deicing Fluids

[AFM, §01-30-50] Deicing Fluids

  1. Approved Deicing Fluids
    1. Type I. The use of other fluid tuypes is prohibited.

Weather Radar

[AFM, §01-34-20]

  1. Weather Radar operation is prohibited during refueling or when within 50 feet (15.3 meters) of other refueling operations.

  2. Weather Radar Operation is prohibited within 11 feet (3.4 meters) of ground personnel.

Flight Management System

[AFM, §01-34-30]

  1. General
    1. Verify that the database is current. If the database is out of date, flight can 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.
  1. Approaches Permitted
  2. FMS is approved for conducting instrument approaches, including lateral and vertical Flight Director / Autopilot coupled approaches, under the following conditions:

    1. Conditions for Approval
    2. (1) One of the following published approach procedures is used:

      (a) RNAV (GPS)

      (b) VOR

      (c) VOR / DME

      (d) VOR / DME RNAV

      (e) NDB

      (f) GPS

      (2) RNAV (GPS) approaches can be executed to LPV minima. When loading a RNAV (GPS) approach with LPV minima into the FMS, either graphically or using the TSC, the FMS defaults to LPV minima. Change minima type in the FMS in order to perform the approach using LNAV or LNAV / VNAV minima. With the LPV mode captured, if the LPV Unavailable (caution) CAS message illuminates, it is recommended that transition to LNAV minima or a go-around be performed. EGPWS Mode 6 must be operable and the associated audio callouts not inhibited, when performing RNAV (GPS) approaches to LPV minima.

      (3) DR or DEGRADE annunciators are not displayed.

      (4) APPROACH annunciator displays prior to passing final approach fix. To prevent FMS Flight Plan anomalies, do not modify the active Flight Plan while the FMS is transitioned to APPROACH mode.

      (5) Disable GPS updating for operations when operating in countries whose national airspace are not referenced to WGS-84 reference datum in accordance with the criteria of AC 20-138C, unless other appropriate procedures are used. When performing a non-precision approach using FMS navigation and GPS updating is disabled, monitoring of the applicable NAVAID facility azimuth / bearing information is required. Because the GPSs have been deselected, the amber DEGRADE annunciation appears on the PFD when the FMS transitions to Approach mode. If the EPU value exceeds the RNP, the LDI / CDI symbols and the EPU annunciations change to amber. If the EPU exceeds the RNP, discontinue use of the FMS as the navigation source and perform the approach with reference to the applicable NAVAIDs.

  3. Aircraft is approved for RNP RNAV Operations as defined in RTCA / DO-236B and DO-283, having been demonstrated with the following limitations and exceptions:
    1. Minimum RNP (1) The minimum demonstrated RNP capability is 0.1 nm for RNAV (RNP) approaches and 0.3 nm for RNAV (GPS) approaches. The aircraft meets the required navigational accuracy for RNAV (RNP) and RNAV (GPS) approaches with autopilot coupled and with the pilot following Flight Director commands.
  4. Complies with the interoperability requirements of RTCA D0-258A for CPDLC, AFN and ADS-C operations
    1. Interoperability requirements for ATS applications using ARINC 622 Data Communications (FANS 1/A Interoperability Standard) comply with RTCA DO-258A.
    2. AFN, ADS-C and CPDLC are 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”.
    3. For operations using the NAT Strategic Lateral Offset Procedures (SLOP), the entry of a right 1 or 2 NM offset has a negligible effect on the FMS predictions at the next and next +1 waypoint. For larger than 2 NM offset, e.g. for a weather 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.

Traffic Alert and Collision Avoidance System

[AFM, §01-34-30] Single Engine Inoperative and TCAS. The use of TA/RA mode is prohibited with a single engine inoperative. Select TA Only as operating mode.

Enhanced Flight Vision System

[AFM, §01-34-60]

  1. EFVS General
    1. The demonstrated performance of the installed EFVS Approach System meets the criteria of AC 20-167A for EFVS operations conducted in accordance with 14 CFR 91.176 (a) and 91.176 (b).
    2. For EFVS operations to 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).
  2. Qualifications for Use
    1. EFVS can be used only by qualified pilots who have been trained and maintain currency in accordance with requirements listed in the FAA GVII Flight Standardization Board (FSB) report and 14 CFR 61.66. Appropriate operational approval in accordance with AC 90-106a, Enhanced Flight Vision Systems, is required prior to performing EFVS operations to touchdown and rollout.
  3. Requirements for EFVS Operations to 100 Feet Above Touchdown Zone Elevation
    1. Flight director or autopilot with vertical guidance is required.
    2. Straight-in approaches to an MDA (using FMS vertical path) or DA/DH are authorized.
    3. At 100 feet HAT, visual cues must be seen without the aid of EVS to continue descent to landing.
  4. Requirements for EFVS Operations to Touchdown and Rollout
    1. Rad Alt and Flare Cue.
    2. Flight Director or autopilot with vertical guidance from an ILS or LPV approach is required.
    3. Approved for operations down to 1000 feet RVR. If touchdown zone RVR is not available, approved for operations down to ¼ sm (400m) visibility.
    4. The maximum final approach offset angle is 3°.
    5. Descending below 100 feet above touchdown zone elevation requires the 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.


[AFM, §01-34-70]

  1. Category I HUD operations are approved.

  2. The HUD does not provide a NDB approach capability. NDB approaches can be set up and flown through the FMS, using the HUD for guidance.

  3. The use of Caged FPV is prohibited above 1500 ft AAL.

  4. I am told this is because the TCAS RA display is unable to provide a proper "fly into" display if the HUD FPV is caged.


[AFM, §01-34-70]

  1. The aircraft is authorized for RVSM operations as defined in 14 CFR Part 91, Appendix G.
  2. Maximum RVSM airspeed is 0.925M.
  3. The following minimum equipment must be operational to comply with RVSM limitations:
    1. A single Flight Guidance Computer (FGC) with operable altitude hold function.
    2. A single transponder with altitude reporting (ATC).
    3. Altitude Alerting System.
    4. Three valid Air Data Systems (ADS).
    5. Voted Altitude selected.
  4. If operating with one ADS failure or Voted Altitude deselected, maximum RVSM airspeed is 0.91M.


[AFM, §01-34-150]

  1. Monitor the Flight Director VOR lateral navigation Over Station (OS) mode for 30 seconds following station passage to ensure that the lateral navigation mode automatically returns to Enroute (VOR). If the automatic transition does not occur, maneuver the airplane to recapture the appropriate lateral navigation mode.
  2. Use of VOR Approach (VORAP) mode is prohibited if VOR station overflight is required during any portion of the intermediate


[AFM, §01-34-170]

  1. The use of the SFD declutter mode is prohibited.
  2. They say this is because the declutter mode locks the intensity and if the lighting decreases the SFD display can become difficult to see.

Oxygen Systems

[AFM, §01-35-20]



  1. Crew Masks
    1. Above Flight Level 250, crew masks must be in the quick-donning position which allows donning within 5 seconds.
  2. Maximum Cabin Altitude for Use
    1. Crew and passenger oxygen masks are not approved for use at greater than 40,000 feet cabin altitude.
    2. The passenger oxygen system shall not be used for periods exceeding 15 minutes above 25,000 feet cabin altitudes.


[AFM, §01-36-10]

  1. Single Bleed Air System Operating
    1. Takeoff with a single bleed air source requires isolation valve closed until 1500 feet AGL or until clear of takeoff obstacles (whichever is higher).
    2. Wing anti-ice operation with a single bleed air source is restricted to single ECS pack operations.
    3. The maximum altitude for wing anti-ice operations with a single bleed air source is 32,000 feet.

Warning Inhibit

[AFM, §01-45-60]

  1. Selection of the Warning Inhibit button during takeoff, approach, and landing is prohibited.
  2. I am told that the only reason we have the Warn Inhibit button is that the CAS filtering logic wasn't completed in time for initial certification. In other words, the plan was for that button to not exist so there shouldn't be a reason to press it.


[AFM, §01-49-10]

  1. General
    1. Maximum guaranteed APU start altitude is 37,000 feet.
    2. Maximum Operating Altitude for APU is 45,000 feet.
    3. Maximum Altitude for an APU assisted engine airstart is 30,000 feet.
    4. Maximum TAT, for inflight operation is 47°C.
    5. The APU cannot be used to supply pressurization airflow in flight.
    6. Takeoff with the APU operating is prohibited with OAT above 45°C.
  2. Use of an external DC power source to start the APU is prohibited.
  3. Maximum Permissible EGT
    1. Start: 1050°C
    2. Running: 732°C
  4. APU Starting Limits
    1. The APU is limited to a maximum of three consecutive start attempts with a 1 minute cool down period between attempts. After three start attempts, observe a 1-hour cool down period before subsequent starts are attempted.
    2. The minimum ambient temperature for ground start is -40°C. FAA APPROVED


[AFM, §01-52-10]

  1. The Main Entry Acoustic Door, Vestibule Pocket Door (if installed), and Mid- Cabin Pocket Door (if installed) must remain fully open during taxi, takeoff, and landing.
  2. NOTE

    Only mid-cabin pocket door(s) within the passenger seating area located between passenger seats and an emergency exit are required to be open.

  3. Internal Baggage Door: FAA Aircraft - Internal Baggage Door must remain closed at altitudes greater than 40,000 feet.
  4. The forward ground service panel access door and Main Door emergency open button must remain unlocked during all ground and flight operations, allowing ground crews the ability to open the Main Door during an emergency.

Engine Operation

[AFM, §01-71-10]

  1. Acceleration Limits: Engine operation below zero G is limited to 7 seconds.
  2. Alternate Mode Operation
    1. Takeoff in alternate control mode is prohibited.
    2. Operation in icing conditions in alternate control mode is prohibited.

Airstart Envelope

[AFM, §01-71-30]

  1. Assisted airstart envelope: 30,000 feet maximum, VREF to VMO
  2. Windmill: 16,5000 feet maximum, 250 KCAS to VMO, 9% N2 minimum

Thrust Reversers

[AFM, §01-78-10]

  1. Cancellation of reverse thrust should be initiated to reach the reverse idle position by 60 KCAS.
  2. The thrust reversers shall be deployed and stowed at least once every 100 hours.
  3. If in an emergency, reverse thrust is used to bring the airplane to a halt, record and report such an operation for maintenance action.
  4. Use of thrust reversers for backing the airplane is not approved.
  5. The use of both thrust reversers simultaneously is prohibited below 10 KGS.

Starter Duty

[AFM, §01-80-10]

  1. Three start attempts of up to 3 minutes, with 15 seconds between start cycles, followed by a 10 minute cooling period.
  2. One start attempt of up to 5 minutes, followed by a 10 minute cooling period.
  3. NOTE

    A 10 minute cooling period is required if a start attempt exceeds 3 minutes.

See Also:

Gulfstream GVII-G500 Airplane Flight Manual, Revision 4, August 29, 2019

Gulfstream GVII-G500 Airplane Flight Manual Supplement No. GVII-G500-2019-05, Fuel Quantity Measuring System, Revision 2, Oct 1, 2019

Gulfstream GVII-G500 Production Aircraft Systems, Revision 3, July 15, 2019