INTERTECH OVERLOAD, INC. FAA Exhibit List FAA 2010 - 0194 

n Description 

1 Application for Repair Sta Cert 20030918 - 4 pp 

2 Op Specs - 20070514 - 7 pp 

3 Type Cert Data Sheet No. A12EA - 57 pp 

4 Publications Revision Status - 3 pp 

5 Maint records - 26 pp 

6 Ltr dtd 200801023 - R to FAA apology - 1 pp 

7 Application for Repair Sta Cert 20071129 - 2 pp 

8 2150.3A 

9 2153 B 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20 

21 

22 

23 

24 

25 

26 

27 

28 

29 

^'"-^ P 3:50 

ID 

X 

X 

X 

X 

X 

X 

X 

X 

X 

IN 

X 

X 

X 

X 

X 

X 

X 

JN 

JN 
If ada'itvns.' space is r&Qisired for any ite/n, aitsch a ^n'Onal sheets oipsper. 0M8 Apprjved_2120f e;£^ 

f; U.S. Department of Transportation 

Applicstlon fcr 

Reoajr Station Certificate and/or Rating ,< 0 o:^^ 

u.^"^^ 

; 1. Rspair Statson Name, Numbsr, Location and Address 2. Reasons for Submission 

a. Official Name erf Station 

INTERTECH OVERLOAD INC. 

Number 

b. locatson where business conducted 

7366 Hayvenhurst Avenue 

VariNuys, CA91406 

13 Original Application for Certificate and Rating 

[ j Change in Rating 

O Change in Location or Housing and FaciilSiss 

n Change in Owisrship 

n Other ^Spsafy; 

c. Official Mailing Address of Repair Station (Number, Street, City, State & ZIP} 

7358 Hayvenhurst Avenue 

Van Nuys, CA 91406 

i d. Doing Business As: 

\ 3- Ratings Apptted for: 

0 Airframe 

j n Class 1 

5 D Class 2 • 

1 D Class 3 

I n C!ass4 

O Accessories 

; D Class 1 

\ C I Class 2 

I n Class 3 

Q Powsrpiant 

n Class 1 

D Class 2 

n Class 3 

^ LImlteci 

^ AtrfrarPie 

D Engine 

n Propeller 

i i Instrument 

n Propeller 

D Class 1 

n Class 2 

n Radio 

D Class 1 

D Class 2 

Class 3 

Q insfe^msnt 

D Class 1 

D Class 2 

D Class 3 

n Class <« 

n Accessories 

I I Landing Gear 

n Floats 

n Radio 

Q Rotor Blades 

i~~l Fabric 

• Emergency Equip. 

• Non-Dest. Test 

D Specialized Services (specify) 

\ 4. List of Maintenance Functions Corstracted to Outside Agencies: 

\ Non-Destructive Testing - X-Ray 7 Ultra-sound, and Eddy Current 

• Heat Treating and CAD plating 

\ Power Plant - Heavy Maintenance 

^^1// 'y.^. 

' % 0 

.^. 

• % , o 

13. Applicant's CerUfication 

•1 

Name of Owner (Include name(s} of individual owner, all partners, or corpotatiort name giving state and date of Incotporstion) 

Dean R. Cambe 

I ! hereby certify that! have been authorized by the repair station identified in Item 1 afcwve to make this application 

;. and that statements and attachments hereto are true and correct to the best of my knowledge. \ / ^ 

jDste 

! 9/18/2003 

Authorized Signature ^ 

' ti^^i^'^'mtt^ 

Printed Name of Authorasd Signer 

Timothy J. Kenan 

Titia 

Inspector 

; Agency Display of Estimated Burdem^ria FAA esfimates that the average burden for this report form is 15 minutes per response. You may submit 

I any comments regarding the accuracy of ihis burden estimate or any suggestions for reducing tfie burden to the Offsce of Management and Budget. 

~^ou may also send comments to the Federal Aviation Administration, Aircraft Maintenance Division, AFS-300, 800 Indepopdenca Avenue, SW, Washington, 

20591, Attention: 0MB number 2120-0010, 

Nnm 8310- 3 (6-M) Stipereeslss Previous KSWon NSN: 0052-00-686-1002 

N\' 

. \ -^ 

C~\ 
J-or FAA Us3 Only 

Rscord o7 Ao':io:i 

Repair Siatlon !nsp$oJlcn iiu j" ! V .'ji- ..A -"• 1 i *^ ^^ f ( '?^ ' 1 I" 

• 6. Remarks (idnnli'^y b'/itsm numbs,': tncl'Ja^dsfldsndss found, raiings dsnisd.) 

7. Findings - Reocmmantiatlcfis 8. Date of inspection 

0 AA. . Station was found to comply with requirements of FAR 145. 

L J B. SJation was found to compiy with requirements of FAR 145 except for deficiencies listed in Item S. 

j in C, R5cr,n~er,d csrtrficats v/nn rating applied for on a.spiicaticn be issued. 

L J D. Recommend Certrficate with rating applied for on appilcation (EXCEPTtriose listed in tern g; be tssued. 

/ - /¥ -c^ / 

Office /p SJsnstursfs) of !nspector{s} Prfnisd l\3anie(s} of lTispa<AcTis} 

t'%ffjy>o )!^7^^'H'^iL^ljr/jC/^f^^^ /^^?Cin,<^j X y<^/^//uc}/^^cMMB^O /fid^Jjki-JJF l^cT/t V --^hen^r, ^C 

U 

j 1G. Siipssvlsfcg or Assigned lnspactor /7 

ACnOM TAKEN 

;ji ^ APPROVED 

: as shown or. certificate 

i issiied on date shovm. 

i L ] DISAPPROVED 

Ce.*?7iF!CATC ISSUED 

Number 

Inspector's Signature 

Date 

i . 

A/y-^t;^ / 

^^^z^^^ f I/M^^^^'^'^^~^ ' f^^ I 

ifispectcr's Printed Nartie/ ritia 

r.^ji FoTn 331J-3 (6-3Sl Supa-sesJes Pravicus Ediiion KSN:CO52-00-885-1002 

7-' ^ ^ 

r-^ 
^iijiiik 0\/S.=?;--Crv&,53; 

7J66 Hawtnhufst Avenue - Van Nuw, CA 91-106 

AIECRA?T LISTING 

TYPE 

BOMBA.RDIER AEROSPACE 

CESSNA A..IRCRA1'T CO. 

GULFSTREAM AEROSPACE 

RAYTHEON AIRCRAFT 

GENERAL DYNAMICS 

LOCKHEED AIRCRAFT CO. 

DASSAULT AVIATION 

SABERLINER 

MAKE 

CHALLENGER 600 / 601 SERIES 

LEAR JET - 24/25/35/36/55/60 SERIES 

CITATION MODEL 500 / 600 SERIES 

GULFSTREAM G-l 159, G-1159A, G-IV 

HAWKER 125, 400, 600,700, 800, 1000 SERIES 

BEECH.IET - 400/400A 

MITSUBISHI - MU-300 Diamond WI 

WESTWIND I & II (1124 & 1124 A) 

ASTRA 1125, 1125 SP & 1125 SPX 

LOCKHEED JET STAR 

FALCON 10,20,50, 900 

SABERLINER NA 265-40/60/70/80 

•^ <t\ 
:M' Ha>\v;risii.;;s: Avcivjc - Vail Nuvs, CA 'JM06 

AIRCRA,FT- I:ISTIN€ 

TYPE 

BOMB.ARDIER AEROSPACE V 

CESSNA AIRCRAFT CO. 

GL^LFSTRFAM AEROSPACE 

ILWTIIEON AIRCILAFT 

ISREALE AIRCRAFT iNDUST. 

LOCKHEED AIRCRAFT CO. 

DASSAULT AVIATION 

^cr 

-~.. . .\ , --• • 

/ 

/ 

"MAKE / 

'CHALLENGER 600/601 SERIES *^ 

LEAR JET - 24/25/35/36/55/60 SERIES ^'-

CITATION MODEL 500 / 600 SERIES 

GULFSTREAM G-l 159, G-1159A, G-IV <^-

HAWKER "125/5)^, 40(5'. 600, TpCC 800. 1000 SERIES -i--^ 0\r^^. 

BEECHJET-400./400A s^^ 

WESTWIND i & II (1124 & 1124 A) •>-

ASTRA ! 125,1125 SP & 1125 SPX ^^ 

LOCKHEED JET STAR c\ ^ "" '-^ 

FALCON 10. 20. 50,900 

iVy 

1. f 

\ 

^ A 
\ 

U.S. Department 

of Transportation 

Federal Aviation 

Administration 

Operations Specifications 

1 

2 

3 

4 

5 

7 

25 

60 

101 

449 

TABLE OF CONTENTS 

PART A - General 

Issuance and Applicability 

Definitions and Abbreviations 

Ratings and Limitations 

Summary of Special Authorizations and Limitations 

Exemptions 

Designated Persons 

Electronic/Digital Recordkeeping System, 

Electronic/Digital Signature, and Electronic Media 

European Aviation Safety Authority Ratings for 

Repair Stations Located Outside the United States 

Additional Fixed Locations 

Antidrug and Alcohol Misuse Prevention Program 

HQ CONTROL 

DATE 

11/16/04 

11/16/04 

01/30/04 

09/23/98 

02/20/98 

01/30/04 

04/04/03 

11/16/04 

11/16/04 

01/22/04 

EFFECTIVE 

DATE 

11/08/06 

11/08/06 

05/14/07 

11/08/06 

(Not used) 

11/08/06 

03/23/04 

(Not used) 

(Not used) 

11/08/06 

AMENDMENT 

NUMBER 

3 

2 

8 

6 

4 

0 

I CERTIFY THAT THIS IS A 

TRUEJCQPY OF THE ORIGINAL 

FAA VNYFSD( 

i' ,v 

v.. 

\ \ 

Print Date: 05/14/2007 Certificate No.: IOQR689X 

Intertech Overload, Inc. 

•;|-

^ - 2 
U.S. Department 

of Transportation 

Federal Aviation 

Administration 

Operations Specifications 

A003. Ratings and Limitations HQ Control: 

HQ Revision: 

01/30/04 

010 

The Certificate Holder is authorized the following Ratings and/or Limitations: 

Class Ratings 

None Authorized 

Limited Ratings 

Rating 

Airframe 

Manufacturer 

BOMBARDIER, INC. 

Make / Model 

CL-600-1A11 (CL-600) SERIES 

CL-600-2A12 (CL-601) SERIES 

LEARJET INC. 24/25/31/35/36/55/60 

SERIES 

CESSNA AIRCRAFT CO. MODEL 500 (CITATION) 

SERIES 

MODEL 650 (CITATION) 

GULFSTREAM 

AEROSPACE 

CORPORATION 

G-l I59/G-1159A/G-IV 

Limitations 

Accomplish maintenance, 

inspections, repairs, 

modifications, daily servicing 

and troubleshooting in 

accordance with the 

manufacturer's maintenance / 

overhaul manuals, customer's 

specifications and/or FAA 

approved data. 

Accomplish maintenance, 

inspections, repairs, 

modifications, daily servicing 

and troubleshooting in 

accordance with the 

manufacturer's maintenance / 

overhaul manuals, customer's 

specifications and/or FAA 

approved data. 

Accomplish maintenance, 

inspections, repairs, 

modifications, daily servicing 

and troubleshooting in 

accordance with the 

manufacturer's maintenance / 

overhaul manuals, customer's 

specifications and/or FAA 

approved data. 

Accomplish maintenance, 

inspections, repairs, 

modifications, daily servicing 

and troubleshooting in 

accordance with the 

ma&iufacturer's maintenance / 

overhaul manuals, customer's 

specifications and/or FAA 

approved data. 

-yV,. 

^^' ^ 

Print Date: 5/14/2007 A003-I 

Intertech Overload, Inc. 

Certificate No.: IOQR689X 
U.S. Department 

of Transportation 

Federal Aviation 

Administration 

Operations Specifications 

Limited Ratings 

Min g Manufacturer 

RAYTHEON AIRCRAFT 

CO. 

Make/Model 

BS/HS 125 SERIES 400/600/700 

BAe 125 SERIES 800/1000 

BEECHJET4Q0/400A 

MU-300-10 (DIAMOND II) 

GULFSTREAM 

AEROSPACE LP. 

1125 WESTWIND ASTRA 

ASTRA SPX 

LOCKHEED MARTIN 

CORPORATION 

LOCKHEED 1329-23 

(JETSTAR) SERIES 

A VIONS MARCEL FALCON 10 

DASSAULT-BREGUET 

AVLVnON (AMD/BA) 

DASSAULT AVIATION MYSTERE FALCON 20 / 50 / 

900 

ICERTIFYTHATTHISISA 

TRUECQPY OF THE ORIGINAL 

. ^>^H^ ^ ' 

FAA VNY FSDO 

Limitations 

Accomplish maintenance, 

inspections, repairs, 

modifications, daily servicing 

and troublesliooting in 

accordance with the 

manufacturer's maintenance / 

overhaul manuals, customer's 

specifications and/or FAA 

approved data. 

Accomplish maintenance, 

inspections, repairs, 

modifications, daily servicing 

and troubleshooting in ' 

accordance with the 

manufacturer's maintenance / 

overhaul manuals, customer's 

specifications and/or FAA 

approved data 

Accomplish maintenance, 

inspections, repairs, 

modifications, daily servicing 

and troubleshooting in 

accordance with the 

manufacturer's maintenance / 

overhaul manuals, customer's 

specifications and/or FAA 

approved data. 

Accomplish maintenance, 

inspections, repairs, 

modifications, daily servicing 

and troubleshooting in 

accordance with the 

manufacturer's maintenance / 

overhaul manuals, customer's 

specifications and/or FAA 

approved data. 

Accomplish maintenance, 

mspections, repairs, 

modifications, daily servicing 

and troubleshooting in 

accordance with the 

manufacturer's maintenance / 

overhaul manuals, customer's 

specifications and/or FAA 

approved data. 

Print Date: 5/14/2007 

V. 

A003-2 

Intertech Overload, Inc. 

Certificate No.: IOQR689X 

1 

''/ 
U.S. Department 

of Transportation 

Federal Aviation 

Administration 

Operations Specifications 

Limited Ratings 

Rating Manufacturer 

SABRELINER 

CORPORATION 

Make/Model 

NA265-40/60/70/SO 

EMBREAR EMB 145/135 (LEGACY) 

SERIES 

Powerplant 

AVCO Lycoming Models ALF 502L and ALF 

502L-2 

Honeywell International Inc. Models TFE 731 (Series) 

(Allied Signal, Garrett) 

General Electric Aircraft 

Engines (GE) 

ModelCF34-lA 

General Electric Company • 

Aircraft Engine Group 

Models CJ610-4,CJ610-6, 

CJ610-8,CJ610-8A,and 

CF700-2D-2 

Limitations 

Accomplish maintenance, 

inspections, repairs, 

modifications, daily servicing 

and troubleshooting in 

accordance with the 

manufacturer's maintenance / 

overhaul manuals, customer's 

specifications and/or FAA 

approved data. 

Accomplish maintenance, 

inspections, repairs, 

modifications, daily servicing 

and troubleshooting in 

accordance with the 

manufacturer's maintenance / 

overhaul manuals, customer's 

specifications and/or FAA 

approved data. 

Perform maintenance and 

inspection checks. Removal and 

installation of powerplant 

components external to the 

powerplant core in accordance 

with manufacturers' maintenance 

manuals and/or other FAA 

approved data. 

Perform maintenance and 

inspection checks. Removal and 

installation of powerplant 

components external to the 

powerplant core in accordance 

with manufacturers' maintenance 

manuals and/or other FAA 

approved data. 

Perform maintenance and 

inspection checks. Removal and 

installation of powerplant 

components external to the 

powerplant core in accordance 

with manufacturers' maintenance 

manuals and/or other FAA 

approved data. 

Perform maintenance and 

inspection checks. Removal and 

installation of powerplant 

components external to the 

powerplant core in accordance 

with manufacturers' maintenance 

manuals and/or other FAA 

approved data. . . ^ 

W X^ 

Print Date: 5/14/2007 A003-3 

Intertech Overload, Inc. 

Certificate No.: IOQR689X 
U.S. Department 

of Transportation 

Federal Aviation 

Administration 

Operations Specifications 

Limited Ratings 

Rating Manufacturer Make / Model Limitations 

Pratt & Whitney Division • 

United Technologies 

Corporation 

Models JTl 2A-6, JTl 2A-6A, 

JT12A-8 

Pratt & Whitney Canada, 

Inc. 

Models JTl 5D, JT15D-1, JT15DIA,m5D-lB, JT15D-4B, 

Tri5D-5A, 

Pratt & Whitney Canada 

Corp. 

Models PW305A. PW305B 

Rolls-Royce Deutschland 

Ltd & Co KG 

Models Spey 511-8, Tay 611-8 

<e> 

(fiCC 

^=:U° J 

h^u-J ss^ 

»->- ' 

tor 

1-^ -

DCUJA, 

UJ^NA' 

O LC ^ 

Rolls-Royce Corporation 

(Indiana) 

Model AE 3007A (Series) 

Rolls-Royce Limited -

Bristol Engines Division 

Models Viper MK 522, Viper 

MK 601-22 

L£-

Perform maintenance and 

inspection checks. Removal and 

installation of powerplant 

components extemal to the 

powerplant core in accordance 

with manufacturers' maintenance 

manuals and/or other FAA 

approved data. 

Perform maintenance and 

inspection checks. Removal and 

installation of powerplant 

components extemal to the 

powerplant core in accordance 

with manufacturers' maintenance 

manuals and/or other FAA 

approved data. 

Perform maintenance and 

inspection checks. Removal and 

installation of powerplant 

components extemal to the -

powerplant core in accordance 

with manu&cturers' maintenance 

manuals and/or other FAA 

approved data. 

Perfonn maintenance and 

inspection checks. Removal and 

installation of powerplant 

components extemal to the 

powerplant core in accordance 

with manufacturers' maintenance 

manuals and/or other FAA 

approved data. 

Perform maintenance and 

inspection checks. Removal and 

installation of powerplant 

components extemal to the 

powerplant core in accordance 

with manufacturers' maintenance 

manuals and/or other FAA 

approved data. 

Perform maintenance and 

inspection checks. Removal and 

installation of powerplant 

components extemal to the 

pov^eiplant core in accordance 

with manufacturers' maintenance 

manuals and/or other FAA 

approved data. 

«.. 

Print Date: 5/14/2007 A003-4 

Intertech Overload, Inc. 

Certificate No.: IOQR689X 

s 
U.S. Department 

of Transportation 

Federal Aviation 

Administration 

Operations Specifications 

Limited Ratings 

Rating 

Instruments -

Altimetery and 

Pitot/Static Systems 

Manufacturer 

All Makes 

Make / Model 

All Models 

Instruments 

(Installation) 

All Makes All Models 

Accessories Honeywell International Inc. 

(Allied Signal, Garrett) 

APU Models GTCP36 (Series) 

Radio 

(Installation) 

All Makes All Models 

I CERTIFY THAT THIS IS A 

TRUE COPYOFTHE ORIGINAL 

FAA VNY FSDO 

Limitations 

Limited to the removal, 

replacement, installation, test, 

and inspection of altimeters, 

static systems, pitot systems, 

automatic altitude reporting 

system equipment, in accordance 

with Appendices E and F of Title 

14 Code Of Federal Regulations 

(14CFR).Part43. 

Limited to the removal, 

replacement, installation, and inaircraft testing of certificated 

various components and their 

related systems components (VG, 

DG, Attitude Indicator, HSI, 

ADI, RMI, Moving Map, 

Compass Systems, and Attitude 

Systems, Flight Director, and 

Autopilot equipment/systems). 

Perform maintenance and 

inspection checks. Removal and 

installation of powerplant 

components external to the 

powerplant core in accordance 

with manufacturers' maintenance 

manuals and/or other FAA 

approved data. 

Limited to the removal, 

replacement, installation, and inaircrait testing of certificated 

components of HF/VHF/UHF 

Communication, Navigation, 

Thunderstorm Detection, 

Weather Rader, Traffic Advisory, 

and TAWS Systems. As well as 

test and inspect for compliance 

with Title 14 Code of Federal 

Regulations Part 91. 171, and 

91.207. 

Limited to the removal, 

replacement, test and inspection 

of transponders, (Mode S And 

ATCRBS), in accordance with 

Appendices E and F if title 14 

Code of Federal Regulations. (14 

CFR) Part 43. 

Limited Ratings - Specialized Services 

Rating Specifieations 

None Authorized. 

Limitations 

Print Date: 5/14/2007 A003-5 

Intertech Overload, Inc. 

Certificate No.: IOQR689X 

r/A 

\c 
U.S. Department 

of Transportation 

Federal Aviation 

Administration 

Operations Specifications 

All work shall be accomplished in accordance with the customer's specification, manufacture's 

maintenance / overhaul manuals, and/or FAA Approved Data. 

1. Issued by the Federal Aviation Administration. 

2. Support information reference: 

3. These Operations Specifications are approved by direction of the Administrator. 

Dees, Jeny N Principal Avionics Inspector 

4. Date Approval is effective: 5/14/07 

5. I hereby accept ajdj^ceive the Operations Specifications in this paragraph. 

[MBE, DEAN R Agent for Service 

WPOl 

Amendment Number: 8 

Date: 5/14/07 

I CERTIFY THAT THIS fS A 

TRUE^Y^THE^ORfGINAL 

^AmF^O" ^ 

Print Date: 5/14/2007 

\ 

'K r 

A003-6 

Intertech Overload, Inc. 

Certificate No.: IOQR689X 
DEPARTIVIENT OF TRANSPORTATION 

FEDERAL AVIATION ADMINISTRATION 

A12EA 

Revision 35 

Gulfstream 

G-l159 

G-1159A 

G-11598 

G-IV 

GV 

GV-SP 

GIV-X 

April 15,2010 

TYPE CERTIFICATE DATA SHEET NO. A12EA 

This data stieet which is part of Type Certificate No. A12EA prescribes conditions and limitations under which the product for 

which the type certificate was issued meets the airworthiness requirements of the Civil Air Regulations and Federal Aviation 

Regulations. 

Type Certificate Holder: Gulfstream Aerospace Corporation 

P.O. Box 2206 

Savannah, Georgia 31402-2206 

I. - Model G-1159. Gulfstream II (Transport Category). Approved October 19.1967. 

Engines 

Fuel 

2 Rolls Royce Spey RB (163) 511-8 (Type Certificate E2EU) 

American 

British 

Kerosene 

ASTMD 1655-78 Jet A 

ASIA D 1655-78 Jet A-1 

I.A.T.A. 1988: Kerosene type 

MIL-T-83133 Grade JP-8 

D Eng. R.D. 2453 Issue 5 (2) 

D Eng. R.D. 2494 Issue 10 

Canadian 

CIS 

French 

Romanian 

American 

British 

Canadian 

CIS 

French 

German 

CAN/CGCB 3.23-M86 

T-1, TS-I & RT (COST 10227-86) 

T-7, (GOST 12308-66) 

AIR3405/C 

(3754/73 CS-3)) 

STAS 5639 

JP-4 Wide Cut Tvoe (See NOTE 5) 

ASTMD 1655-89 Jet B 

MIL-T-5624N Grade JP-4 

I.A.T.A. 1987: JP.4 type 

D Eng. R.D. 2454 Issue 4 (2) 

D Eng. R.D. 2486 Issue 9 

CAN/CGSB 3.22 M86 

T-2 (GOST 10027-86) 

AIR 3407/B 

TL 9130-006 Issue 6 

Page No. 

Rev No. 

Page No. 

Rev. No. 

Page No. 

Rev. No. 

I 

31 

21 

17 

41 

23 

2 

30 

22 

19 

42 

29 

3 

16 

23 

26 

43 

27 

4 

16 

24 

26 

44 

30 

5 

13 

25 

26 

45 

25 

6 

30 

26 

26 

46 

34 

7 

15 

27 

26 

47 

34 

8 

16 

28 

30 

48 

28 

9 

13 

29 

26 

49 

34 

10 

30 

30 

29 

50 

29 

11 

19 

31 

22 

51 

29 

12 

19 

32 

21 

52 

35 

13 

16 

33 

30 

53 

30 

14 

30 

34 

26 

54 

29 

15 

19 

35 

27 

5 \ 

30^-

16 

16 

36 

•26 

56 

35 

17 

16 

37 

30 

57 

33 

18 

30 

38 

28 

19 

30 

39 

29 

20 

29 

40 

28 
A12EA Page 2 ff' 1 ^'Y 

Fuel (con't) 

American 

British 

Canadian 

French 

German 

JP-5 High Flash-Point Tvoe 

MIL-T-5624N Grade JP-5 

D Eng. R.D. 2452 Issue 2 (3) 

D Eng. R.D. 2498 Issue 7 

3-GP-24Ma 

AIR 3404/C 

TL 9130-007 Issue 4 

Oil 

Fuel shall conform to the specification as listed or to subsequent revisions found 

in the latest approved Airplane Flight Manual. 

Castrol 3C and 325 

Aeroshell Turbo Oil 390 and 500 

Esso/Exxon 2380 

Mobil Jet Oil 11 

Chevron Jet Engine Oil 5 

Caltex RPM Jet Engine Oil 5 

Texaco S.A.T.O. 7730 

Engine Limits 

NOTE: Mixing of oils is not recommended for APU, 

Oil shall conform to the specification as listed or to subsequent revisions found in the 

latest approved Airplane Flight Manual. 

Static Thrust (std. dav) S.L. 

Takeoff (5 min.) 11,4001b. 

Maximum continuous 10,940 lb. 

Maximum permissible engine rotor operating speeds: 

Nl (low compressor) (106.6%) 8,950 n^m 

N2 (high compressor) (100.1%) 12,500 rpm 

Maximum permissible temperamres: 

Turbine outlet gas (Trimmer Resistors, Inc.) 

Takeoff (5 min.) 

Maximum continuous 

Momentary maximum during starts and relights 

Maximum with reverse thrust (30 second limit) 

Maximum over-temperature (20 second limit) 

585°C 

540°C 

570°C 

490°C 

610°C 

Engines with S.B. Sp 77-43 

(20 second limit) 

(120 second limit) 

Oil inlet 

Oil inlet (15 min. limit) 

Fuel inlet temperature to engine high pressure pump 

Fuel inlet temperature (15 min. limit) 

Maximum Air Bleed Extraction 

(Percent of no bleed mass flow) 

Maximum engine high pressure bleed 

Maximum engine low pressure bleed 

2.45% 

3.65% 

615°C 

595°C 

100°C 

120°C 

9a°C 

110°C 

Auxiliary Power Unit (APU) AirResearch GTCP-36-6: S/N 1 thru 248 and 775 

Maximum permissible exhaust gas temperature ' 700°C 

Maximum rotor speed - all conditions 110% 

APU alternator load rating 20Kva 

APU rated output shaft power 1 Ohp 

(with 50 lb. per min. bleed air and ambient 

temperate of 113°F) ^ 
Page 3 %S± A12EA 

APU (con't) AirResearch GTCP-36-100G: S/N 250 thru 299, except 252 

Maximum permissible exhaust gas temperature -

- Up to 60% rpm during start 988°C 

60% -100% during start 821C° to 732°C 

(linear decrease) 

- Running 

Maximum rotor speed - all conditions 

APU alternator load rating 

(with 46.6 lb. per min. bleed air and 

ambient temperature of 103°F) 

732°C 

110% 

20Kva 

50hp 

Airspeed Limits (CAS) V 

^mo 

Mmo = 

Va 

Vsh 

M,sb = 

Vfe 

Vlo 

Vie 

V 

Vl ^mca l 

(Maximum operating) 

Sea level to 24,100 ft. 

.85® 24,100 ft and above 

(Maneuvering) 

(Speed brake) 

Sea level to 28,100 ft. 

.85® 28,100 ft. and above 

(Flaps dovra to 39°) 

(Flaps down to 20°) 

(Flaps down to 10°) 

(Landing gear operation) 

(Landing gear extended) 

(Minimum control air) 

(Landing light operation) 

423 mph 

245 mph 

389 mph 

196 mph 

253 mph 

288 mph 

259 mph 

288 mph 

117 mph 

288 mph 

367 knots 

213 knots 

338 knots 

170 knots 

220 knots 

250 knots 

225 knots 

250 knots 

102 knots 

250 knots 

Maximum Operating Altitude 43,000 feet (airplanes modified by Aircraft Service Change 299 are approved to 

45,000 feet.) 

Maximum Weight (lb.) Aircraft S/N 

1 thru 82 & 775 

1 thru 82 & 775 

83 tliru 100 

1 thru 100 & 775 

101 thru 216 

1 thru 216 and 775 

217 thru 299, 

except 249, 252 & 

775 

With ASC* 

10A&41 

81 

--

256 

233 

Max. Zero 

Fuel 

38,000 

39,000 

39,000 

42,000 

42,000 

42,000 

42,000 

Max. Ramp 

58,000 

60,000 

60,000 

62,500 

62,500 

65,300 

65,300 

Max. 

Take-Off 

57,500 

59,500 

59,500 

62,000 

62,000 

64,800 

64,800 

Max. 

Landing 

51,430 

55,000 

55,000 

58,500 

58,500 

58,500 

58,500 

*See NOTE 6 

Datum 

M.4.C. 

Fuel Capacity 

Station 0 is 45 inches forward of the jig point at the centerline of the airplane in the 

nose wheel well, 

147,28 in. (L,E. of M.A.C. = Fuselage Station 404.13) 

S/N 1 thru 82 & 775: 

Gravity or Pressure Fueling: Total 22,620 lb. 

Usable 22,500 lb, 

Ann* -1-433.0 

S/N 1 thru 82 & 775 with ASC 41 & ASC lOA, and S/N 83 thru 216: 

Gravity or Pressure Fueling: Total 23,40l) lb. 

Usable 23,300 lb. 

Arm* 435.9 

Fuel weights based upon fuel density of 6.75 lb. per gal. 

See NOTE 1 for system fiiel and unusable fuel. 
A12EA Page 4 is^ 

Oil Capacity 

Serial No. Eligible 

*Ami based on ground static attitude (-1.5° FRL) 

Engine Oil 13.7 lb./14.6 U.S. pints-left engine (Ann = +564.0) 

14.6 lb./15.6 U.S. pints-right engine (Arm = +564.0) 

APU Oil 5.1 lb./5.4 U.S. pints (Arm = +620.0) 

Oil weights based upon oil density of 7.5 lb. per gal. 

See NOTE 1 for system oil. 

Capacities shown are for engine oil tankage only. 

Total engine oil is an additional 14 lb. per engine. 

S/N 1 thru 216, including 775; & S/N 217 thru 299 with Aircraft Service Change 233, 

except S/N 249 and 252. 

V, A 
Page 5 rT A12EA 

oCfEFSTREAM G-l 159 WEIGHT AND CENTER OF GRAVITY 

ENVELOPE AT GROUND STATIC ATTITUDE 

GULFSTREAM AEROSPACE 

011 59 (INCLUDING TIP TANK AIRPLANE) WEIGHT AND BALANCE DATA 

ALLOWABLE ZERO FUEL GROSS WEIGHT 

CG ENVELOPE 

IF THE ZFGW IS WITHIN THE ENVELOPE, THE FUELED AIRCRAFT WILL 

BE WITHIN FAA APPROVED LIMITS FOR ALL FUEL LOADINGS. 

42,000 

41,000 

40,000 

39,000 

38,000 

37,000 

36,000 

35,000 

34,000 

33 000 

\ 

N 

/ 

\ 

\ 

\ 

c -

L> 

1 ' 

\ 

A— \ 

j 

i 

- ^ 

\ 

vP 

A 

\ 

\ ^ k 

' ; ^ 

i i 

1 \ 1 

I i 1 : 1 

A 1 i 

1 1 \ 

1 1 

— 

1 

— "' 

i 

.__ 

: 

\ N 

V 

^ 

^ > 

\ 

\ 

k 

\ 

: 

30 32 34 36 38 40 42 

CENTER OF GRAVITY - % MAC 

AIRPLANE SEFJAL NO. 

1 t THRU 82 AND 775 

1 THRU 82 AND 775 

83 THRU 100 

1 THRU 100 AND 775 

100 AND SUB EXCLUDING 775 

10AAND41 I 
A12EA Page 6 ^fS^ 

IL Model G-1159. Gulfstream H-(Transoort Category). Increased Range Airplane (Tin Tanks), Approved 

May 13.1977. 

Engines 

Fuel 

2 Rolls Royce Spey RB (163-25) 511-8 (Type Certificate E2EU) 

American 

British 

Canadian 

CIS 

French 

Romanian 

Kerosene 

ASTMD 1655-78 Jet A 

ASTAD 1655-78 Jet A-1 

I.A.T.A. 1988: Kerosene type 

MIL-T-83133 Grade JP-8 

D Eng. R.D. 2453 Issue 5 (2) 

DEng. R.D. 2494 Issue 10 

CAN/CGCB 3.23-M86 

T-1, TS-1 & RT(GOST 10227-86) 

T-7, (GOST 12308-66) 

AIR 3405/C 

(3754/73 CS-3)) 

STAS 5639 

JP-4 Wide Cut Type (See NOTE 5) 

American 

British 

ASTMD 1655-89 Jet B 

MIL-T-5624N Grade JP-4 

I.A.T.A. 1987: JP,4 type 

D Eng. R,D. 2454 Issue 4 (2) 

D Eng, R,D. 2486 Issue 9 

Canadian 

CIS 

French 

German 

American 

British 

Canadian 

French 

German 

CAN/CGSB 3,22 M86 

T-2 (GOST 10027-86) 

AIR 3407/B 

TL 9130-006 Issue 6 

JP-5 High Flash-Point Type 

MIL-T-5624N Grade JP-5 

D Eng. R.D. 2452 Issue 2 (3) 

D Eng. R.D. 2498 Issue 7 

3-GP-24Ma 

AIR 3404/C 

TL 9130-007 Issue 4 

Oil 

Fuel shall conform to the specifications as listed or to subsequent revisions found in 

the latest approved Airplane Flight Manual. 

Castrol 3C and 325 

Aeroshell Turbo Oil 390 and 500 

Esso/Bxxon 2380 

Mobil Jet Oil 11 

Chevron Jet Engine Oil 5 

Caltex RPM Jet Engine Oil 5 

Texaco SATO 7730 

Engine Limits 

NOTE: Mixingof oils is not recommended for APU. 

Oil shall conform to the specifications as listed or to subsequent revisions found in the 

latest approved Airplane Flight Manual. 

Static Thrust (std. day) S.L. 

Takeoff (5 min.) 

Maximum continuous 

11,4001b. 

10,9401b, 

Maximum permissible engine rotor operating speeds: 

Nl (low compressor) (106,6%) 8,950 rpm 

N2 (high compressor) (100.1%) 12,500 rpm 
Page 7 A12EA 

Engine Limits (con't) Maximum permissible temperatures: 

Turbine outlet gas (Trimmer Resistors, Inc.) 

Takeoff (5 min.) 

Maximum continuous 

Momentary maximum during starts and relights 

Maximum with reverse tlirust (30 second limit) 

Maximum over-temperature (20 second limit) 

Engines with S.B. Sp 77-43 (20 second limit) 

(120 second limit) 

585°C 

540°C 

570°C 

490°C 

610°C 

615°C 

595°C 

Oil inlet 

Oil inlet (15 min. limit) 

100°C 

120°C 

Auxiliary Power Unit (APU) 

Fuel inlet temperature to engine high pressure pump 

Fuel inlet temperature (15 min. limit) 

Maximum Air Bleed Extraction 

(Percent of no bleed mass flow) 

Maximum engine high pressure bleed 

Maximum engine low pressure bleed 

AirResearch GTCP-36-6: S/N 1 thru 248 and 775 

Maximum permissible exhaust gas temperature 

Maximum rotor speed - all conditions 

APU alternator load rating 

APU rated output shaft power 

(with 50 lb. per min. bleed air and ambient 

temperature of 113°F) 

90°C 

110°C 

2.45% 

3.65% 

700°C 

110% 

20Kya 

lOhp 

AirResearch GTCP-36-100G: S/N 250 thru 299, except 252 

Maximum permissible exhaust gas temperature -

- Up to 60% rpm during start 988°C 

60% - 100% during start 821 °C to 732°C 

(linear decrease) 

Airspeed Limits (CAS) 

-Running 

Maximum rotor speed - all conditions 

APU alternator load rating 

APU rated output shaft power 

(with 46.6 lb. per min. bleed air and ambient 

temperature of 103°F) 

732°C 

110% 

20Kya 

50hp 

V 

*^mo 

Mnio = 

Va 

Vsh 

Msh = 

Vfe 

Vlo 

Vl. 

Vmca 

Vll 

(Maximum operating) 

345 mph (300 knots) at S.L. 

.85 @ 28,100 ft and above 

(Maneuvering) 

(Speed brake) 

Sea level to 33,500 ft. 

.85 @ 33,500 ft. and above 

(Flaps down to 39°) 

(Flaps down to 20°) 

(Flaps down to 10°) 

(Landing gear operation) 

(Landing gear extended) 

(Minimum control air) 

(Landing light operation) 

to 389 mph (338 knots) 

184 mph 

345 mph 

196 mph 

253 mph 

288 mph 

259 mph 

288 mph 

117 mph • 

288 mph 

at 28,100 ft. 

160 knots 

300 knots 

170 knots 

220 knots 

250 knots 

225 knots 

250 knots 

102 knots 

250 knots 
A12EA ' ^ ^ 

Maximum Operating Altitude 43,000 feet (airplanes modified by Aircraft Service Change 299 are approved to 

45,000 feet.) 

Maximum Weight (lb.) 

Datum 

M.A.C. 

Fuel Capacity 

Oil Capacity 

Serial No. Eligible 

Aircraft S/N 

1 thru 216 & 775 

217 thru 299, 

except 249 & 

252 

With ASC* 

200 

" 

Max. Zero 

Fuel 

42,000 

42,000 

Max. Ramp 

66,000 

66,000 

Max. 

Take-Oft" 

65,500 

65,500 

Max. 

Landing 

58,500 

58,500 

*See NOTE 6 and "Serial No. Eligible." 

Station 0 is 45 inches forward of the jig point at the centerline of the airplane in the 

nose wheel well. 

147.28 in. (L.E. of M.A.C. = Fuselage Station 404.13) 

Gravity or Pressure Fueling: Total 26,936 lb. 

Usable 26,800 lb. 

Ann* +445.2 

Fuel weights based upon fuel density of 6.75 lb. per gal. 

See NOTE 1 for system fuel and unusable fuel. 

*Arm based on ground static attitude (-1.5°FRL) 

Engine Oil 

APU Oil 

13.71b./14.6 U.S. pints-left engine (Arm = +564.0) 

14.6 lb./15.6 U.S. pints-right engine (Ann = +564.0) 

5.1 lb./5.4 U.S. pints (Ann = +620.0) 

Oil weights based upon oil density of 7.5 lb. per gal. 

See NOTE 1 for system oil. 

Capacities shown are for engine oil tankage only. 

Total engine oil is an additional 14 lb, per engine, 

S/N 1 thru 216 and 775 with Aircraft Service Change 200; and S/N 217 thru 299, 

except 249 and 252. 

v.. 
Page 9 ^ A12EA 

GULFSTREAM G-l 159 WEIGHT AND CENTER OF GRAVITY 

ENVELOPE AT GROUND STATIC ATTITUDE 

(WITH TIP TANKS) 

GULFSTREAM AEROSPACE 

G11 59 (INCLUDING TIP TANK AIRPLANE) WEIGHT AND BALANCE DATA 

ALLOWABLE ZERO FUEL GROSS WEIGHT 

CG ENVELOPE 

IF THE ZFGW IS WITHIN THE ENVELOPE, THE FUELED AIRCRAFT WILL 

BE WITHIN FAA APPROVED LIMITS FOR ALL FUEL LOADINGS. 

42,000 

41,000 

40,000 

39,000 

38,000 — 

37,000 

36,000 

35,000 

34,000 

33,000 

— 

— 

— 

— 

- • 

— 

\ 

\ 

1 

1 

' 

i s 

\ 

7 

\ 

- " ••' " 

1 

1 

\ 

C 

n ...•• 

\ 

\ 

\ 

\ 

*^ 

\ 

JV • ^v V 

\ 

• 

\ 

\ 

^ " "1 

...j . 

— -i . . 

1 

vi \ ' 

\ k-

_ N 

\ 

V 

\ A 

- - t "• 

1 

1 

. ; . 

' 

i 

— 

30 32 34 36 38 40 42 

CENTER OF GRAVITY - % MAC 

AIRPLANE SERIAL NO. 

1 THRU 82 AND 775 

1 THRU B2 AND 775 

83 THRU 100 

1 THRU 100 AND 775 

100 AND SUB EXCLUDING 775 

WITH ASC 

10AAND41 

81 OR 200 

ENVELOPE 

A 

B 

B 

C 

C 
A12EA Page 10 fV S"i 

III. - Model G-1159A. Gulfstream-lU (Transport Category). Approved September 22.1980. 

The G-l 159A is the same as the G-l 159 except for the following differences: 

(a) Wing: Span is increased 6 feet, chord increased forward of original 

front beam, contour changed forward of mid-chord, and 5-foot winglets added. 

(b) Fuselage: Addition of a 2-foot section aft of main door, radome extended 

and contour modified, and new curved windshield and support structure. 

(c) Maximum takeoff weight increased to 68,200 lb./69,700 lb. 

(d) Various changes to autopilot, flight instruments, and engine instruments. 

Engines 2 Rolls Royce Spey RB (163-25) 511-8 (Type Certificate E2EU) 

Fuel 

American 

British 

Canadian 

CIS 

French 

Romanian 

Kerosene 

ASTMD 1655-78 Jet A 

ASTAD 1655-78 Jet A-1 

I.A.T.A. 1988: Kerosene type 

MIL-T-83133 Grade JP-8 

D Eng. R.D. 2453 Issue 5 (2) 

DEng. R.D. 2494 Issue 10 

CAN/CGCB 3.23-M86 

T-1, TS-1 & RT (GOST 10227-86) 

T-7, (GOST 12308-66) 

AIR 3405/C 

(3754/73 CS-3)) 

STAS 5639 

JP-4 Wide Cut Type (See NOTE 5) 

American 

British 

ASTMD 1655-89 Jet B 

MIL-T-5624N Grade JP-4 

I.A.T.A. 1987: JP.4 type 

D Eng. R.D. 2454 Issue 4 (2) 

D Eng. R.D. 2486 Issue 9 

Canadian 

CIS 

French 

German 

American 

British 

Canadian 

French 

German 

CAN/CGSB 3.22 M86 

T-2 (GOST 10027-86) 

AIR 3407/B 

TL 9130-006 Issue 6 

JP-5 High Flash-Point Type 

M1L-T-5624N Grade JP-5 

D Eng. R.D. 2452 Issue 2 (3) 

D Eng. R.D. 2498 Issue 7 

3-GP-24Ma 

AIR 3404/C 

TL 9130-007 Issue 4 

Fuel shall conform to the specifications as listed or to subsequent revisions found in 

the latest approved Airplane Flight Manual. 

V. 
Page 11 ^'^^ ^ A12EA 

Oil Castrol 3C and 325 

Aeroshell Turbo Oil 390 and 500 

Esso/Exxon 2380 

Mobil Jet Oil II 

Chevron Jet Engine Oil 5 

Caltex RPM Jet Engine Oil 5 

Texaco SATO 7730 

Engine Limits 

NOTE: Mixing of oils is not recommended for APU. 

Oil shall confonn to the specifications as listed or to subsequent revisions found in 

the latest approved Airplane Flight Manual. 

Static Thrust (std. day) S.L. 

Takeoff (5 min.) 

Maximum continuous 

11,4001b. 

10,9401b. 

Maximum permissible engine rotor operating speeds: 

Nl (low compressor) (106.6%) 8,950 rpm 

N2 (high compressor) (100.1%) 12,500 rpm 

Maximum permissible temperatures: 

Turbine outlet gas (Trimmer Resistors, Inc.) 

Takeoff (5 min.) 

Maximum continuous 

Momentary maximum during starts and relights 

Maximum with reverse thrust (30 second limit) 

Maximum over-temperature (20 second limit) 

Engines with S.B. Sp 77-43 (20 second limit) 

(120 second limit) 

585°C 

540°C 

570°C 

490°C 

610°C 

615°C 

595°C 

Auxiliary Power Unit (APU) 

Oil inlet 100°C 

Oil inlet (15 min. limit) 120°C 

Fuel inlet temperature to engine high pressure pump 90°C 

Fuel inlet temperature (15 min. limit) 110°C 

Maximum Air Bleed Extraction 

(Percent of no bleed mass flow) 

Maximum engine high pressure bleed 2.45% 

Maximum engine low pressure bleed 3.65% 

AirResearch GTCP-36-100G 

Maximum permissible exhaust gas temperature -

- Up to 60% rpm during start 

60%-100% during start 

-Running 

Maximum rotor speed - all conditions 

APU alternator load rating 

APU rated output shaft power 

(with 46.6 Ib.^er min. bleed air and ambient 

temperature of 103°F) 

988°C 

82I°Cto732°C 

(linear decrease) 

732°C 

110% 

20Kva 

50hp 

V,. 
A12EA Page 12 f^'^ 

Airspeed Limits (CAS) 

Maximum Operating Altitude 

Maximum Weight (lb.) 

M„ 

^sb 

M.K = "sb 

^fe 

'lo 

'meg 

(Maximum operating) 

Sea level to 28,000 ft. 

.85 @ 28,000 ft and above 

(Maneuvering) 

(Speed brake) 

Sea level to 28,000 ft. 

.85 @ 28,000 ft. and above 

(Flaps down to 39°) 

(Flaps down to 20°) 

(Flaps down to 10°) 

(Landing gear operation) 

(Landing gear extended) 

(Minimum control air) 

(Minimum control ground) 

392 mph 

237 mph 

392 mph 

195 mph 

253 mph 

288 mph 

259 mph 

288 mph 

117 mph 

103 mph 

340 knots 

206 knots 

340 knots 

170 knots 

220 knots 

250 knots 

225 knots 

250 knots 

102 knots 

89 knots 

45,000 feet 

Datum 

M.A.C. 

Fuel Capacity 

Aircraft S/N 

249, 252, 300 thru 

426, and 875 

249, 252, 300 thru 

426, and 875 

427 & Sub 

With ASC * 

--

70 

--

Max. Zero 

Fuel 

42,000 

44,000 

44,000 

Max. Ramp 

68,700 

70,200 

70,200 

Max. 

Take-Ofi^ 

68,200 

69,700 

69,700 

Max. 

Landing 

58,500 

58,500 

58,500 

* See NOTE 6. 

The zero datum is 21 inches forward of the jig point at the centerline of the 

aiiplane in the nose wheel well or 193 inches forward of Fuselage Station 193B. 

165.4 in. (L.E. of M.A.C. = Fuselage Station 387.8) 

S/N 249, 252, 300 thru 371, and 875: 

Gravity or Pressure Fueling: Total 28,0141b. 

Usable 27,900 lb. 

Ann* 430.4 

Oil Capacity 

S/N 372 and subsequent and S/N 875, 249, 252, and 300 thru 371 with ASC 30: 

Gravity or Pressure Fueling: Total 28,444 lb. 

_ Usable 28,3001b. 

Ann* +423.3 

Fuel weights based upon fuel density of 6.75 lb. per gal. 

*Arm based on ground static attitude (-1.5° FRL) 

Engine Oil 

APU Oil 

13.7 lb./14.6 U.S. pints-left engine (Arm = +564.0) 

14.6 lb./15.6 U.S. pints-right engine (Arm = +564.0) 

4.75 lb./5.4 U.S. pints (Arm = +620.0) 

Oil weights based upon oil density of 7.5 lb. per gal. 

See NOTE 1 for system oil. 

Capacities shown are for engine oil tankage only. 

Total engine oil is an additional 14 lb. per engine. 

Serial No. Eligible S/N 249, 252, 300 and subsequent, including S/N 875. 
Page 13 (^\£' \ A12EA 

GULFSTREAM G-l 159A WEIGHT AND CENTER OF GRAVITY 

ENVELOPE AT GROUND STATIC ATTITUDE 

i 

i 

GULFSTREAM AEROSPACE 

G1159A WEIGHT AND BALANCE DATA 

ALLOWABLE ZERO FUEL GROSS WEIGHT 

CG ENVELOPE 

IF THE ZFGW IS WITHIN THE ENVELOPE, THE FUELED AIRCRAFT WILL 

BE WITHIN FAA APPROVED LIMITS FOR ALL FUEL LOADINGS. 

35h 

44 000i -'' 

' 1 

43,000-

42,000i 

'• 

41 ooo: 

40,000:--

i 

39 000! 

36.6. b( 

' \ 

JOjUUU ' 

i 

37,000| -

i 

36,000|^ 

1 .-

35.000; -

-

1 

\ 

I 

* 

* 

\ 

— 

-B 

-A 

\ 

\ 

V 

\ s. 

\ 

r 

\ \ 

k 

1 

-40 . 

•MAX 

^ 

42.8 

- -

— 

1 

ifiTOM 

\ , 

s 

— 

— 

ZER 

r -

\ , 

Y 

: FUEL 

ASC 

MAXI 

GF 

-43.7 

GRO 

OSS\ 

41,3; 

iSTVl 

ZERO 

MBGh 

3 

IGHT' 

FUEL 

T 

34 36 38 40 42 44 46 

CENTER OF GRAVITY - % MAC 

48 

AIRPLANE SERIAL NO. 

249 . 252 . 30 0 THRU 42 8 INCLUDING 875 

249 . 252 . 30 0 THRU 426 INCLUDINQ 875 

249 . 252 . 30 0 THRU 426 INCLUDING 875 

4 2 7 AND SUBS 

WITH ASC 

-

70 PT 1 

70 PT II 

1 ENVELOPE 

! A 

B 

C 

i C 

v.. 
A12EA Page 14 ^ r-h 

IV. Model G-1159B. Gulfstream-e--irB (Transport Category). Approved September 17.1981. 

The G-l 159B is the same as the G-l 159 except for the following differences: 

(a) Wing: Span is increased 6 feet, chord increased forward of original 

front beam, contour changed forward of mid-chord, and 5-foot winglets added. 

Fuselage: Addition of optional extended modified contour radome. 

Maximum takeoff weight increased to 68,200 lb./69,700 lb. 

Various changes to autopilot, flight instruments, and fuel quantity instruments. 

NOTE: Model G-1159, all serial numbers, are eligible for identification as Model G-1159B when modified in 

accordance with GAC Aircraft Service Change (ASC) 300. 

(c) 

(d) 

Engines 

Fuel 

2 Rolls Royce Spey RB (163-25) 511-8 (Type Certificate E2EU) 

American 

British 

Canadian 

CIS 

French 

Romanian 

Kerosene 

ASTMD 1655-78 Jet A 

ASTAD 1655-78 Jet A-1 

I.A.T.A. 1988: Kerosene type 

MIL-T-83133 Grade JP-8 

D Eng. R.D. 2453 Issue 5 (2) 

D Eng. R.D. 2494 Issue 10 

3-GP-23-M86 

T-1, TS-1 & RT (GOST 10227-86) 

T-7 (GOST 12308-66) 

AIR 3405/C 

(3754/73 (CS-3)) 

STAS 5639 

American 

British 

JP-4 Wide Cut Type (See NOTE 5) 

ASTMD 1655-89 Jet B 

MIL-T-5624N Grade JP-4 

I.A.T.A. 1987 JP.4 type 

D Eng. R.D. 2486 Issue 9 

D Eng. R.D. 2454 Issue 4 (2) 

Canadian 

CIS 

French 

German 

American 

British 

Canadian 

French 

German 

CAN/CGSB 3.22 M86 grade 

T-2 (GOST 10027-86) 

AIR 3407/B 

TL 9130-006 Issue 6 

JP-5 High Flash-Point Type 

Mn.-T-5624N Grade JP-5 

D Eng. R.D. 2452 Issue 2 (3) 

D Eng. R.D. 2498 Issue 7 

3-GP-24Ma 

AIR 3404/C 

TL 9130-007 Issue 4 

Fuel shall conform to the specifications as listed or to subsequent revisions found in 

the latest approved Airplane Flight Manual. 

Oil Castrol 3C and 325 

Aeroshell Turbo Oil 390 and 500 

Esso/Exxon 2380 

Mobil Jet Oil II 

Chevron Jet Engine Oil 5 

Caltex RPM Jet Engine Oil 5 

NOTE: Mixing of oils is not recommended for APU. 

Oil shall conform to the specifications as listed or to subsequent revisions found in 

the latest approved Airplane Flight Manual. 

v. 
Page 15 c\bi'' ^ A12EA 

Engine Limits Static Thrust (std. day) S.L. 

Takeoff (5 min.) 

Maximum continuous 

11,400 lb. 

10,940 lb. 

Maximum permissible engine rotor operating speeds: 

Nl (low compressor) (106.6%) 8,950 rpm 

N2 Oiigh compressor) (100,1%) 12,500 rpm 

Maximum permissible temperatures: 

Turbine outlet gas (Trimmer Resistors, Inc) 

Takeoff (5 min,) 585°C 

Maximum continuous 540°C 

Momentary maximum during starts and relights 570°C 

Maximum with reverse thrust (30 second limit) 490°C 

Maximum over-temperature (20 second limit) 610°C 

Engines with S.B, Sp 77-43 ( 20 second limit) 615°C 

(120 second limit) 595°C 

Oil inlet 100°C 

Oil inlet (15 min, limit) 120°C 

Auxiliary Power Unit (APU) 

Fuel inlet temperature to engine high pressure pump 

Fuel inlet temperamre (15 min. limit) 

Maximum Air Bleed Extraction 

(Percent of no bleed mass flow) 

Maximum engine high pressure bleed 

Maximum engine low pressure bleed 

90°C 

110°C 

2.45% 

3.65% 

AirResearch GTCP-36-100G 

Maximum permissible exhaust gas temperature -

- Up to 60% rpm during start 

60% - 100% during start 

-Running 

Maximum rotor speed - all conditions 

APU alternator load rating 

APU rated output shaft power 

(with 46.6 lb. per min. bleed air and ambient 

temperature of 103°F) 

AiResearch GTCP-36-6 

Maximum permissible exhaust gas temperature 

Maximum rotor speed - all conditions 

APU Alternator load rating 

APU rated output shaft power 

(with 50 lb. per min. bleed air and ambient 

temperature of 113°F) 

988°C 

821°Cto732°C 

(linear decrease) 

732°C 

110% 

20Kva 

50hp 

700°C 

110% 

20Kva 

lOhp 

V. 
A12EA Page 16 ^=t 

Airspeed Limits (CAS) 'mo 

M„ 

^'sb 

M, 

V, 

sb" 

fe 

"lo 

^le 

'meg 

(Maximum operating) 

Sea level to 28,000 ft, 

.85 ® 28,000 ft and above 

(Maneuvering) 

(Speed brake) 

Sea level to 28,000 ft, 

,85 @ 28,000 ft, and above 

(Flaps down to 39°) 

(Flaps down to 20°) 

(Flaps down to 10°) 

(Landing gear operation) 

(Landing gear extended) 

(Minimum control air) 

(Minimum control ground) 

392 mph 

237 mph 

392 mph 

195 mph 

253 mph 

288 mph 

259 mph 

288 mph 

115 mph 

103 mph 

340 knots 

206 knots 

340 knots 

170 knots 

220 knots 

250 knots 

225 knots 

250 knots 

100 knots 

89 knots 

Maximum Operating Altitude 

Maximum Weight (lb,) 

45,000 feet 

Aircraft 

Mod, No. 

1 & Sub, 

1 & Sub, 

With ASC * 

275 

Max, Zero 

Fuel 

42,000 

44,000 

Max, Ramp 

68,700 

70,200 

Max, 

Take-Off 

68,200 

69,700 

Max, 

Landing 

58,500 

58,500 

Datum 

M.A.C. 

Fuel Capacity 

Oil Capacity 

Serial No. Eligible 

* See NOTE 6. 

Station 0 is 45 inches forward of the jig point at the centerline of the airplane in the 

nose wheel well. 

165.39 in. (L.E. of M.A.C. = Fuselage Station 387.81) 

Modification Nos. 1 thru 8 

Gravity or Pressure Fueling: 

Modification Nos. 9 and Subsequent. 

Gravity or Pressure Fueling: 

Total 

Usable 

Arm* 

Total 

Usable 

Arm* 

28,014 lb. 

27,900 lb. 

+430.4 

28,444 lb. 

28,300 lb. 

+423.3 

Fuel weights based upon fuel density of 6.75 lb. per gal 

*Arm based on ground static attitude (-1.5° FRL) 

Engine Oil 

APU Oil 

13.7 lb./14.6 U.S. pints-left engine (Ami = +564.0) 

14.6 lb./15.6 U.S. pints-right engine (Arm = +564.0) 

4.75 lb./5.4 U.S. pints (Arm = +620.0) 

Oil weights based upon oil density of 7.5 lb. per gal. 

See NOTE 1 for system oil. 

Capacities shown are for engine oil tankage only. 

Total engine oil is an additional 14 lb. per engine. 

G-l 159; S/N 1 thru 299, including 775, excluding 249 & 252, when modified by 

Aircraft Service Change 300. 

V,. 
Page 17 -r A12EA 

Q 

GULFSTREAM AEROSPACE 

G11 59B WEIGHT AND BALANCE DATA 

ALLOWABLE ZERO FUEL GROSS WEIGHT 

CG ENVELOPE 

IF THE ZFGW IS WITHIN THE ENVELOPE, THE FUELED AIRCRAFT WILL 

BE WITHIN FAA APPROVED LIMITS FOR ALL FUEL LOADINGS. 

44,000 

43,000 

42,000 

41,000 

40,000 

39,000 

38,000 

37,000 

36,000 

35,000 

— 

— 

— _ 

36.6. 

\ 

*H—B 

1 

T ^^ • 

i ^k 

L ., 

! 

\ 

^ 

^ 

s. 

\ 

-40 . 

•MAX 

SL 

\ 

1 

IMUM 

-

— 

ZB =iC 

/ 

^ r 

— 

-— -

FUEL 

ASC 

MAXI 

GR 

-43.7 

• 

GRO 

>75 

l^UM 

OSS\ 

41,3: 

: ' . 

!S WE 

ZERO 

i/BGH 

3 

IGHT 

FUEL 

T 

34 36 38 40 42 44 46 

CENTER OF GRAVITY - % MAC 

48 

MODIFICATION NO. 

1 AND SUBS 

1 AND SUBS 
A12EA Page 18 /f\ h 7 ^ 

V. - Model G-IV (Transport Category). Approved April 22.1987 

Engines 

Fuel 

Oil 

Engine Limits 

2 Rolls Royce Tay Mark 611-8 (FAA Type Certificate No. E25NE) 

(LBA/EASA Type Certificate No. 6327) 

American 

British 

Canadian 

Chinese 

CIS 

French 

American 

British 

Canadian 

American 

British 

Canadian 

French 

Kerosene 

ASTMD 1655, Jet A 

ASTMD 1655, Jet A-1 

MIL-T-83133, Grade JP8 

MIL-DTL-83133 

Def Stan. 91-87 

Def Stan. 91-91 

CAN/CGSB-3.23 

GB 6537-94 No. 3 

GOST 10227-86, T-1, TS-1 & RT 

DCSEA 134 

JP-4 Wide Cut Type (See NOTE 5) 

ASTMD 1655, Jet B 

ASTMD6615 

Mn.-DTL-5624, Grade JP4 

MIL-PRF-5624 Grade JP4 

DEF. STAN. 91-88 

CAN/CGSB-3.22 

JP-5 High Flash - Point Type 

MIL-DTL-5624, Grade JP5 

MrL-PRF-5624 Grade JP5 

Def Stan. 91-86 

3-GP-3.24 

DCSEA 144 

Fuel shall conform to the specification as listed or to subsequent revisions 

found in the latest approved Airplane Flight Manual. 

The following oils are approved for use in the engine and APU: 

3 Centistoke 

Aeroshell Turbo Oil 390 

Castrol 3C Turbine Oil 

Castrol 325 Engine Oil 

ESSO/Exxon Turbo 2389 

5 Centistoke 

Esso/Exxon Turbo Oil 2380 

Mobil Jet Oil II 

Mobil Jet Oil 254 

Castrol 5000 Gas Turbine Oil 

Aeroshell Turbine Oil ATO 500 

NOTE: Mixing of oils is not recommended for APU. 

NOTE: Mixing of oils is not recommended but brands may be mixed if 

operationally essential. Oils of the above brands, when reclaimed to the 

approved Rolls-Royce standard for viscosity and grade, are approved for use. 

Oil shall conform to the specification as listed or to subsequent revisions in the 

latest approved Airplane Flight Manual. 

Static Thrust (std. day) S.L. 

Rated Takeoff (See Note 14) 

Rated Maximum continuous 

13,850 lb. 

12,4201b. 
Page 19 r^ Y ^ ••t A12EA 

Engine Limits (con't) Maximum permissible continuous rotor operating speeds: 

Nl (low compressor) (95.5%) 8,015 rpm 

N2 (high compressor) (97.5%) 12,172 rpm 

Maximum permissible temperatures (°C): 

Turbine gas temp measured at nozzle guide vanes ahead of first low stage 

pressure turbine: 

Takeoff (See Note 14) 

Maximum continuous 

Momentary maximum during giound starts 

Momentary maximum during airstarts (rehghts) 

Maximum over-temperature (20 second limit) 

Oil temp (minimum for starU'ng) 

Oil temp (maximum) 

Oil temp (15 minute limit) 

Fuel inlet temp to engine high pressure pump 

Fuel inlet temperature (15 min. limit) 

Maximum Permissible Air Bleed Extraction 

7th Stage HPC Bleed 

12th Stage HPC Bleed (max continuous and below) 

Fan Bleed 

800° 

715° 

700° 

780° 

820° 

-40° 

105° 

120° 

90° 

120° 

7.0 lb./sec 

10.01b./sec 

10.5 lb./sec 

Auxiliary Power Unit (APU) AirResearch GTCP-36-100G 

Maximum permissible exhaust gas temperature -

Up to 60% rpm during start 988°C 

60% -100% during start 821 °C to 732°C 

(linear decrease) 

Running 732°C 

Maximum rotor speed - all conditions 110% 

APU alternator load rating 30Kva 

APU rated output shaft power 50hp 

(with 46.6 lb. per min. bleed air and ambient temp of 103°F) 

Honeywell 36-150fG) fS/N 1000 -1535 by ASC 465) 

Maximum permissible exhaust gas temperatureUp to 50% rpm during start 1785°F 

51% - 87% during start 1785°F to 1350°F 

(linear decrease) 

87% - 100% during start 1350°F 

Running 1230°F 

Maximum rotor speed - all conditions: 110.70% 

APU alternator load rating 30Kva 

APU rated output shaft power 47.3hp 

(with 66.8 lb. per min. bleed air) 

Airspeed Limits (CAS) Vmo^^mo (Maximum operating) 

See Altitude/Mach Flight Operating Envelope 

Vfe 

Vlo 

Vie 

V, 

meg 

raca 

(Maneuvering) 

(Flaps down to 39°) 

(Flaps down to 20°) 

(Flaps down to 10°) 

(Landing gear operation) 

(Landing gear extended) 

(Minimum control ground) 

(Minimum control air) 

195 mph 

235 mph (1) 

196 mph 

206 mph (1) 

253 mph'" 

288 mph 

259 mph 

288 mph 

128 mph 

120 mph ^ 

V. 

170 knots 

206 knots (1) 

170 knots 

180 knots (1) 

220 knots 

250 knots 

225 knots 

250 knots 

111 knots 

104 knots 
A12EA Page 20 C' ^SfMaximum Operating Altitude 

Maximum Weight (lb,) 

(1) Aircraft S/N 1000 thru 1213with n59SB41190, S/N 1214 and subsequent 

45,000 feet 

Aircraft S/N 

1000 thru 1213 

1000 thru 1213 with 

ASC 61 

1000 thru 1213 with 

ASC 261 

1000 thni 1213 with 

ASC 190 

1214 & Sub 

1500 & Subs with 

ASC 440 (G400) 

1500 & Subs with 

ASC 436 (G300) 

Max. Zero 

Fuel 

46,500 

49,000 

49,000 

49,000 

49,000 

49,000 

49,000 

Max. Ramp 

73,600 

73,600 

73,600 

75,000 

75,000 

75,000 

72,400 

Max. 

Take-Off 

73,200 

73,200 

73,200 

74,600 

74,600 

74,600 

72,000 

Max. 

Landing 

58,500 

58,500 

58.500 

66,000 

66,000 

66,000 

66,000 

Datum 

M.A.C, 

Fuel Capacity 

Oil Capacity 

GIV/GIV(G400) 

Total 29,605 lb 

Usable 29,500 lb. 

Arm* +430.4 

GIV(G300) 

27,005 lb 

26,900 lb 

+426.5 

Serial No. Eligible 

For weight and balance purposes, the zero datum is 15 inches aft of the jig point 

at the centerline of the airplane in the nose wheel well or 206 inches forward of 

Fuselage Station 206. 

166.22 in. (L.E. of M.A.C. = Fuselage Station 387.7) 

Gravity or Pressure Fueling: 

Fuel weights based upon fuel density of 6.75 lb. per gal. 

* Arm based on ground static altitude (-1.5° FRL) 

Total engine oil capacity 14.0 lb./14.4 U.S. pints (each engine) 

Usable engine oil capacity 10.1 Ib./lO.S U.S. pints (each engine) 

(Arm = +582,00) 

Oil weights based upon oil density of 7.5 lb. per gal. 

See NOTE 1 for system oil. 

Capacities shown are for engine oil tankage only. 

Total engine oil is an additional 16.8 lb. per engine. 

APU oil 4.75 lb./5.0 U.S. Pints 

(Arm = +620.0) 

S/N 1000 through 1535 (1500-1535 are G300/G400). 

AIRSPEED LIMITS (MAXIMUM OPERATING) 
Page 21 i - ^ =t A12EA 

ALTITUDE / MACH FLIGHT ENVELOPE 

(S/N 1000 AND SUBSEQUENT) 

o 

o 

o 

tn 

a. 

O U " " 

t%f\~ M 

Af\ - _ 

1 

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0.1 0.2 0.3 0.4 0.5 0.6 

MACH NUMBER 

0.7 0.8 0.9 
A12EA Page 22 !«'{ ij t 

ALTITUDE / MACH FLIGHT ENVELOPE 

(S/N 1000-1213 WITH ASC 61) 

LZL-L'"! tbb _ p ' r Lfi: r[:rr r • rr[:~~ ~l t !145,000 FT_ub b 

P P PP p PPhhk k' h' P^^-h hh \-\-\- PPP-P 43.500 FT L-P PL' PP 

1 • 1 rrr ~ rrr r ' r r^rrrr ' r r rrrr i r r h Macn-oo~ o'ri r\~r 

o t t rrrrrrrtttb-ttrbttbbt""bbbup ' PLL L tt t 

o tL^LlLtttttttL r rrrarrrrr L t t ttttL^tLLL L g, tt t 

o pp Cpptttupttrcrrrrrrrbt p ttt : tt^tt^tttt t i t PPt 

^ up Lrrrrrr/ r i r Mach .aar _ r rrrr r 

a It ^ rrrrr rrrrr rorrr 11' r ~rrrrrr ri-''''-' '•••i-.t-3rprrrr 

"< •• LL[L'l_"r rpprri rrr"[ 'i ' i^ijrr'n'^t l ' \ \r i pf^rr ' r nrr ' r PrriP L 1 L r ' Lnn IL Lr L r l_L i r L 

y% ttZLlLL' lZ[ZLtZLl[Z3LttlttLLL'tL ' ttlL ' ' t ' ' LLLi'^[ZL^Ll[ZLL[lLl[ZLZL t/i ILLlLLl'riilrJlf' ' 'ifrllllf t 

IJJ Lr"[lLr'iri i r* ! i f i riirrr t i \ ''' r '•Hi'r'ir'r" ' ; [ i f I f ' 1 9^ on. tttu t t-LLL uLLiL^L LLCEL LLL-LL LiLLL. LLl V- LLLL L LL-,- L LLuLL 

11" tzLiirT Lu L-JL". ri 1 r L_LL.L.ILLL r^S'^ii LtLLr L ["L t t L t tz tz c t L Lp r ' 1 ' 1 ' rnii i i \ ' r"r~ir"ir~r~rl 1 1 1 1 1 L.^ irrl' l 1 1 1 t 1 nl F i iir r 

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0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 

MACH NUMBER 

V,, 
Page 23 ^ A12EA 

Aircraft Zero Fuel Gross Weight Envelope 

For SN 1000-1213 | 

Zero Fuel 

46.500 

Maximum Weigiit (lbs 

Landing 

58,500 

Ramp 

73,600 

Takeoff 

73,200 

If the ZFGW is within the envelope, the fueled aircraft will be within FAA 

approved limits for all fuel loadings. 

H I ~ 

AR 

4 D 

45 -

A A 

4 4 " 

S" A'X 

o ^"^ 

7» 

JO A O -i s : H/L ^ 

O 

uN. A^ - 4^ 

AC\ 

39 

38 

37 -

\ 

\ 

\ 

-

• 

^ ^ 

" ^ " ^ 

W X ^ 

\ ^ 

V, >s^ 

\ 

36 37 38 39 40 41 42 43 44 45 46 

Center of Gravity (% MAC) 

\ t 
A12EA Page 24 cfS= \ } 

Aircraft Zero Fuel Gross Weight Envelope 

Fa SN 1000-1213 with ASC 61 

Maximum Weiqht (lbs) 

Zero Fuel 

49,000 

Landing 

58,500 

Ramp 

73,600 

Takeoff 

73,200 

50 

49 

48 

47 

46 

§ 4 5 

o 

•Q 4 4 — HH 

£ 4 3 

N 

42 

41 

40 

39 

If the ZFGW 

• 

/ Y 

\ 

\ 

/ 

/ 

\ 

\ V, 

' is within the envelope, the fueled aircraft will be within FAA 

approved limits for all fuel loadings. 

, ^ ^ 

^ 

36 37 38 39 40 41 42 43 44 45 

Center of Gravity (% MAC) 

46 

v.. 
Page 25 Ck\ \^ > 

\ 

A12EA 

Aircraft Zero Fuel Gross Weight Envelope 

For SN 1000-1213 with ASC 261 

Maximum Weiaht (lbs) 

Zero Fuel 

49,000 

Landing 

58,500 

Ramp Takeoff 1 

73,600 73,200 | 

If the ZFGW is within the envelope, the fueled aircraft will be within FAA 

approved limits for all fuel loadings. 

35 36 37 38 39 40 41 42 ' 43 

Center of Gravity (% MAC) 

44 45 46 
A12EA Page 26 ^\^' ^ 

Aircraft Zero Fuel Gross Weight Envelope 

For SN 1214 and Subs, aid SN 1000-1213 with 

ASCI 90 and SN 1500 aid Subs, with ASC 440 

Maximum Weiqht (lbs) 

Zero Fuel 

49,000 

Landing 

66,000 

Ramp Takeoff 1 

75,000 74,600 | 

If the ZFGW is within the envelope, the fueled aircraft will be within FAA 

approved limits for all fuel loadings. 

>JL» 

49 

48 

47 

4R 

S^45 

o 

o 

^ 44 

f 43 j 

u. 

N 42 

41 

40 

39 

38 

37 -

-

V 

\ 

\ 

\ 

\ 

V 

\ 

\ 

' 

s 

• — . 

X > 

\l 

^ 

""" ^ 

X 

\ 

\ 

X 

^ 

35 36 37 38 39 40 41 42 ;43 44 

Center of Gravity (% MAC) 

45 46 

V,. 
Page 27 iV ^ A12EA 

Aircraft Zero Fuel Gross Weight Envelope 

For SN 1500 and Subs, with ASC 436 

Maximum Weight (lbs) 

Zero Fuel 

49,000 

Landing 

66,000 

Ramp 

72,400 

Takeoff 1 

72,000 1 

50 

49 

48 

47 

46 

- 4 5 

o 

^ 44 

§ 4 3 

O 

u. N 42 

41 

40 

39 

38 

37 

If the ZFGW is within the envelope, the fueled aircraft will be within FAA 

approved limits for all fuel loadings. 

\ 

\ 

\ 

^ V 

\ 

\ 

1 

— 

\l 

X 

. 

\ 

> 

*'** ^ 

\ 

\ 

\ 

...... ^ 

35 36 37 38 39 40 41 42 ' 43 44 45 46 

Center of Gravity (% MAC) 

\;. 
AI2EA Page 28 4 n 

VI. - Model GV (Transport Catc-gorv). Approved April 11.1997 

The Gulfstream GV is the same as tlie Gulfstream G-IV except for the following differences: 

• approximately 15% increase in maximum takeoff and landing weights 

• maximum operating altitude increase from 45,000 ft to 51,000 ft 

• engine change from Rolls Royce Tay to Rolls Royce Deutschland BR700-710A1-10 (increased tlimst and higher bypass 

ratio) 

• addition of Full Authority Digital Engine Controls (FADEC) 

• wing span increased from 74.6 ft to 93,5 ft 

• additions to the fuselage of a 5 foot section forward of the main entry door, and a 2 foot section aft of the wing 

•approximately 30% increase in horizontal tail area 

• addition of composite material flight control siufaces and thrust reversers 

Engines 2 BMW - Rolls Royce Deutschland BR700-710A1-10 (FAA Type Certificate No, 

E00057EN) (EASA Type Certificate No. E.018) 

Fuel 

American 

British 

Canadian 

Chinese 

CIS 

French 

American 

British 

Canadian 

CIS 

American 

British 

Canadian 

French 

Kerosene 

ASTM D 1655-92, Jet A 

ASTMD 1655-92, Jet A-1 

MrL-DTL-83133, Grade JP-8 

GSTU 320.00149943,007-97 

GSTU 320,00149943.011-99 

Def Stan,91-87 

Def Stan, 91-91 

CAN/CGSB-3,23 

GB 6537-94 No, 3 

GOST 10227-86, T- 1, TS-1 & RT 

DCSEA 134/A 

JP-4 Wide Cut Type (See NOTE 5) 

ASTMD6615 

MIL-DTL-5624 (JP4 Grade) 

Def Stan,91-88 

CAN/CGSB-3,22-2001 

GOST 10277-86 

JP-5 High Flash-Point Tvoe 

MIL-DTL-5624 JP5 Grade 

Def Stan, 91-86 

3-GP-3,24 

DCSEA 144/A 

Fuel shall conform to the specification as listed or to subsequent revisions 

found in the latest approved Airplane Flight Manual (AFM), 

See AFM for information on high flash point fuels. 

Oil The following oils are approved for use in the engine and APU: 

3 Centistoke Type Oils: 

5 Centistoke Type Oils: 

Aeroshell Turbine Oil 390 

Aeroshell Turbine Oil 500 

Cas&ol Aero 5000 

Exxon Turbo Oil 2380 

Mobil Jet Oil II 

Mobil Jet Oil 254 

NOTE: Mixing of oils is not recommended for APU. 

NOTE: Mixing of oils is not recommended but brands may be mixed if 

operationally essential. Oils of the above brands, when reclaimed to the 

approved standard for viscosity and grade, are approved for use. 

Oil shall conform to the specification as listed or to subsequent revisions in the 

latest approved Airplane Flight Manual. ^ 
Page 29 f l^i. 

A12EA 

Engine Limits Static Thrust (std. day) S.L. 

Takeoff (5 min.) 

Maximum continuous 

14,750 lb. 

14,450 lb. 

Maximum permissible engine rotor operating speeds: 

Nl (low pressure compressor) 

Maximum Takeoff (see Note 14) (101.1%) 

Maximum Continuous (101.0%) 

Maximum Overspeed (20 seconds) (101.5%) 

Reverse Thrust (30 seconds) ( 70%) 

N2 (high pressure compressor) 

Maximum Takeoff (see Note 14) ( 99.6%) 

Maximum Continuous (98.9%) 

Maximum Overspeed (20 seconds) ( 99.8%) 

100%N1 equals 7,431 rpm 

100% N2 equals 15,898 rpm 

Power Range 

Idle to 1.06 EPR 

1.06 to 1.3 EPR 

Above 1.3 EPR 

Au^ciliary Power Unit (APU) 

7,513 rpm 

7,505 rpm 

7,542 rpm 

5,201 rpm 

15,834 rpm 

15,723 rpm 

15,866 rpm 

Maximum permissible temperatures (°C): 

Turbine gas temperature measured at nozzle guide vanes ahead of first low stage 

pressure turbine; 

Takeoff (see Note 14) 900° 

Maximum continuous 860° 

Maximum prior to start 150° 

Maximum overtemperature (20 seconds limit) 905° 

Momentary maximum during ground starts 700° 

Momentary maximum during inflight restarts 850° 

Oil temp (minimum before accelerating for T/O) +20° 

Oil temp (minimum for starting) -30° 

Oil temp (maximum) 160° 

Fuel inlet temperature to low pressure pump at S.L. 54° 

Fuel outlet temperature from engine high 

pressure pump (unresbicted maximum) 158° 

Fuel outlet temperature (15 min. limit) 165° 

Fuel inlet temperature (minimum) -40° 

Bleed Extraction 

EPR = P50/P2: Tlie amounts of bleed extraction from stages 5 and 8, respectively, 

are related to the core enby mass flow, W26. The amount of fan bleed extraction is 

related to the fan entry mass flow, Wl A. 

Normal Flow (%) 

Stage 5 

***** 

4.4 

4.3 

Stages 

7.8 

4.2 

***** 

Fan 

***** 

0.2 

0.4 

Maximum Flow (%) 

Stage 5 

3.0 

8.3 

8.5 

Stage 8 

12.1 

7.9 

***** 

Fan 

0.6 

1.6 

1.8 

Allied Signal - Model RE220 {GV} 

Rated Output Shaft Power 62 hp (continuous) 

70 hp (5 minutes) 

101 hp (5 seconds) 

Maximum Generator Output Shaft Speed 12,000 rpm 

Maximum Exhaust Gas Temp (EGT) at Rated Output 1241 °F (Tj = 140 °F) 

Maximum Allowable Rotor Speed ^ 48,320 rpm (T2< 115 °F) 

Maximum Allowable EGT * Starting: 1922 °F (1050 °C) 

[for Tj < -20 °F (-29 °C), P2 > 6.75 psia] 

Operating: 1350 °F (732 °C) 

[for T2=140 °F (60 °C)] 
A12EA Page 30 's> 

Airspeed Limits (CAS) 

Maximum Operating Altitude 

Vmo^mo (Maximum operating) 

Va 

Vfe 

Vlo 

Vie 

V, meg 

(mph) 

See AFM for Altitude/Mach Flight Operating Envelope 

(Maneuvering) 

(Flaps down to 39°) 

(Flaps down to 39° with ASC19A 

or 73A incorporated) 

(Flaps down to 20°) 

(Landing gear operation) 

(Landing gear extended) 

(Minimum control ground) 

(Minimum control air) 

(KCAS) 

237 mph 

190 mph 

196 mph 

253 mph 

259 mph 

288 mph 

118 mph 

129 mph 

206 knots 

165 knots 

170 knots 

220 knots 

225 knots 

250 knots 

103 knots 

112 knots 

51,000 feet 

Maximum Weight (lb.) Aircraft S/N 

501 & Subs 

Max. Zero 

Fuel 

54,500 

Max. Ramp 

90,900 

Max. 

Take-Off 

90,500 

Max. 

Landing 

75,300 

Datum 

M.A.C. 

Fuel Capacity 

For weight and balance purposes, the zero datum is 45 inches forward of the jig point 

at the centerline of the airplane in the nose wheel well. 

171.19 in. (L.E. of M.A.C. = Fuselage Station 524.74) 

Gravity or Pressure Fueling: 

Total 

Usable 

Arm* 

S/N 501 thra 548 

Without ASC 50 

41,5061b. 

41,0261b. 

+558.0 

S/N 549 and subs, and 501 

thru 548 with ASC 50 

41,4891b. 

41,3001b. 

+ 558.5 

Oil Capacity 

Serial No. Eligible 

C. G. Envelope 

Fuel weights based upon fuel density of 6.75 lb. per gal. 

* Arm based on ground static attitude (-1.5° FRL) 

16.9 lb./18 U.S. pints 

22.0 lb./24.4 U.S. pints 

Total engine oil capacity (each engine): 

Lucas-Western Gearbox 

APT Gearbox 

(Artn = +785.00) 

Oil weights based upon oil density of 7.5 lb. per gal. 

See NOTE 1 for system oil. 

Capacities shown are for engine oil tankage only. 

Total engine oil is an additional 9.5 lb. per engine. 

APU oil 9.00 lb./9.6 U.S. Pints 

(Arm = +782.5) 

S/N 501 through 693, plus 699 (s/n 666 changed to 699). 

See Figure 1-3 for GV Zero Fuel Gross Weight vs. Center of Gravity 

(S/N 501 through 569 without ASC 73/73A) ; 

See Figure 1-3A for GV Zero Fuel Gross Weight vs. Center of Gravity 

(S/N 570 and subs, and S/N 501 through 569 with ASC 73/73A) 
Page 31 iil A12EA 

Figure 1-3: Zero Fuel Gross Weight Center of Gravity Envelope 

(For Airplanes Without ASC 73/73A) 

56 

55 

54 

53 

52 -

-. 51 

o 

o 

o 

§ 50 

I > 49 

1 ^^ 

O 

•3 47 

46 

45 

44 

43 

42 

( 

1 

31— 

4J 

r 

i 

' \ 

1 

V 

[ij 

f i 

[51 

N 

— 

N 

— 1 — 

s. 

X 

\ 

^ 

" ^ 

< 

PtNo . 

1 

2 

3 

4 

5 

6 

7 

N 

^ 

CG 

35.50 

34.50 

34.50 

34.80 

37.30 

43.00 

43.00 

V 

> 

^ 

@ 

7 

Weight 

45700 

48250 

54000 

54500 

54500 

50850 

44350 

i 

33 34 35 36 37 38 39 40 41 42 43 44 45 46 

CG (% MAC) 
A12EA Page 32 "jS 

o 

o 

o 

56 

55 

54 

53 

52 

51 

§. 50 

0) 

49 

B 

O 

I 48 

u. 

« 

47 

46 

45 

44 

43 

42 

Figure 1-3A: Zero Fuel Gross Weight Center of Gravity Envelope 

(For Airplanes With ASC 73/73A) 

r 

r~i 

3] 

2 

4 

f 

\ 

\ 

1 

— 1 — 

V 

[1j 

r"~i B 

\ 

.^ 

— 1 — 

\ 

> . 

— 1 — 

, 

\ 

""^ ^ 

w 

PtNo. 

1 

2 

3 

4 

5 

6 

7 

N 

^ 

CG 

35.50 

34.50 

34.50 

34.80 

37.30 

45.00 

45.00 

X ^ 

^ 

— 1 

N 

..• ^ 

— 1 — 

Weight 

45700 

48250 

54000 

54500 

54500 

49600 

44000 

V 

X 

1 

6| 

-7| 

33 34 35 36 37 38 39 40 41 42 43 44 45 46 

CG (% MAC) 

\,. 
Page 33 ^ A12EA 

VII - Model GV-SP (Transport Category). Approved August 14. 2003 

The Gulfstream GV-SP is the same as the Gulfstream GV except for the following differences: 

• A Honeywell Advanced Flight Deck Display Suite to improve flight crew situational awareness and operational 

capabilifies, 

• Airframe aerodynamic improvements, engine improvements, and operational changes for increased performance, 

range and economics, 

• Cabin main entry door relocated forward and seventh cabin window pair added. 

• Cabin improvements for increased baggage space, extemal visibility and comfort. 

• Minor system changes for reliability and space utilization. 

NOTE: There are two variants of the GV-SP (See Note 8): (1) The G550, which is identical to tlte GV-SP, and (2) the G500, 

which has a reduced fuel capacity. 

Engines 2 BMW - Rolls Royce Deutschland BR700-710C4-11 (FAA Type Certificate No. 

E00057EN) (EASA Type Certificate No. E.018) 

Fuel Kerosene 

American 

British 

Canadian 

Chinese 

CIS 

French 

American 

British, 

Canadian 

CIS 

American 

British 

Canadian 

French 

ASTMD 1655-92, Jet A 

ASTMD 1655-92, Jet A-1 

MIL-DTL-83133, Grade JP-8 

GSTU 320.00149943.007-97 (RT Type) 

GSTU 320.00149943.011-99 (TS-1 Type) 

DEF. STAN. 91-87 

DEF. STAN. 91-91) 

CAN/CGSB-3.23 

GB 6537-94 No. 3 

GOST 10227-86, TS-1 &RT 

DCSEA 134/A 

JP-4 Wide Cut Type (See NOTE 5) 

ASTMD6615 

MIL-DTL-5624 (JP4 Grade) 

Def Stan. 91-88 

CAN/CGSB-3.22-2001 

GOST 10277-86 (Grade T-2) 

JP-5 High Flash-Point Type 

MnL-DTL-5624 (JP5 Grade) 

Def Stan. 91-88 

3-GP-3 

DCSEA 144/A 

Fuel shall conform to the specification as listed or to subsequent revisions 

found in the latest approved Airplane Flight Manual (AFM). 

Oil. 

See AFM for information on high flash point fuels. 

The following oils are approved for use in the engine and APU: 

5 Centistoke Type Oils: Aeroshell Turbine Oil 500 

Aeroshell Turbine Oil 560 

BP Turbo Oil 2197 

Castrol Aero 5000 

Exxon Turbo Oil 2197 

Exxon Turbo Oil ^380 

Mobil Jet Oil II ' 

Mobil Jet Oil 254 

Mobil Jet Oil 291 

TurboNycoil 600 

Royco 500 

Royco 560 ^ 
A12EA Page 34 ^Jh T" 

Oil (con't) 

Engine Limits 

'— -NOTE: Mixingof oils is not recommended for APU. 

NOTE: Mixing of oils is not recommended but brands may be mixed if 

operationally essential. Oils of the above brands, when reclaimed to the 

approved standard for viscosity and grade, are approved for use. 

Oil shall confomi to the specification as listed or to subsequent revisions in the 

latest approved Airplane Flight Manual. 

Static Thrust (std. day) S.L. 

Takeoff (5 minutes) 

Maximum continuous 

Maximum permissible engine rotor operating! 

Nl (low pressure compressor) 

Maximum Takeoff (see Note 14) 

Maximum Continuous 

Maximum Overspeed (20 seconds) 

Reverse Thrust (30 seconds) 

N2 (high pressure compressor) 

Maximum Takeoff (see Note 14) 

Maximum Continuous 

Maximum Overspeed (20 seconds) 

100%N1 equals 7,431 rpm 

100% N2 equals 15,898 rpm 

15,3851b. 

14,450 lb. 

peeds: 

(101.1%) 

(101.0%) 

(101.5%) 

( 70%) 

( 99.6%) 

(98.9%) 

( 99.8%) 

7,513 rpm 

7,505 rpm 

7,542 rpm 

5,201 rpm 

15,834 rpm 

15,723 rpm 

15,866 rpm 

Maximum permissible temperatures (°C): 

Turbine gas temperature measured at nozzle guide vanes ahead of first low stage 

pressure turbine: 

Takeoff (see Note 14) 900° 

Maximum continuous 860° 

Maximum prior to start 150° 

Maximum overtemperature (20 seconds limit) 905° 

Momentary maximum during ground starts 700° 

Momentary maximum during inflight restarts 850° 

Oil temp (minimum before accelerating for T/O) +20° 

Oil temp (minimum for starting) -30° 

Oil temp (maximum) 160° 

Fuel inlet temperature to low pressure pump at S.L. 54° 

Fuel outlet temperature from engine high 

pressure pump (unrestricted maximum) 158° 

Fuel outlet temperature, HP pump maximum (15 min. limit) 165° 

Fuel inlet temperature (minimum) -40° 

Bleed Extraction 

EPR = P50/P2: The amounts of bleed extraction from stages 5 and 8, respectively, 

are related to the core entry mass flow, W26. The amount of fan bleed extraction is 

related to the fan enfry mass flow, WIA. 

Power Range 

Idle to 1.06 EPR 

1.06 to 1.3 EPR 

Above 1.3 EPR 

Auxiliary Power Unit (APU) 

Normal Flow (%) 

Stage 5 

***** 

4.3 

4.2 

Stage 8 

7.7 

4.1 

***** 

Fan 

***** 

0.2 

0.4 

Maximum Flow (%) 

Stage 5 

3.0 

8.2 

8.3 

Stage 8 

12.0 

7.8 

***** 

Fan 

0.6 

1.6 

1.8 

Allied Signal - Model RE220 {GV} 

Rated Output Shaft Power 62 hp (continuous) 

70 hp (5 minutes) 

101 hp (5 seconds) 
Page 35 (X^' T ¥2 A12EA 

APU (con't) 

Airspeed Limits (CAS) 

Maximum Operating Altitude 

Maximum Weight (lb.) 

Maximum Generator Output Shaft Speed 12,000 rpm 

Maximum Exhaust Gas Temp (EGT) at Rated Output 1241 °F (Tj = 140 °F) 

Maximum Allowable Rotor Speed 48,320 rpm (T2< 115°F) 

Maximum Allowable EGT Starting: 1922 °F (1050-°C) 

[for T, < -20 °F (-29 °C), Pj > 6.75 psia] 

Operating: 1350 °F (732 °C) 

[forT2=140°F(60°C)] 

Vmo^mo (Maximum operaring) 

"a 

Vfe 

V, 

''lo 

1e 

'meg 

(mph) 

See AFM for Altitude/Mach Flight Operating Envelope 

(Maneuvering) 

(Flaps down to 39°) 

(Flaps down to 20°) 

(Flaps down to 10°) 

(Landing gear operation) 

(Landing gear extended) 

(Minimum control ground) 

(Minimum control air) 

(KCAS) 

237 mph 

196 mph 

253 mph 

288 mph 

259 mph 

288 mph 

123 mph 

129 mph 

206 knots 

170 knots 

220 knots 

250 knots 

225 knots 

250 knots 

107 knots 

112 knots 

51,000 feet 

Aircraft S/N 

5001 & Subs 

(also G550) 

5001 & Subs with 

ASC10(G500) 

Max. Zero 

Fuel 

54,500 

54,500 

Max. Ramp 

91,400 

85,500 

Max. 

Take-Off 

91,000 

85,100 

Max. 

Landing 

75,300 

75,300 

Datum 

M.A.C. 

Fuel Capacity 

Oil Capacity 

Serial No. Eligible 

C. G. Envelope 

For weight and balance purposes, the zero datum is 45 inches forward of the jig point 

at the centerline of the airplane in the nose wheel well. 

171.19 in. (L.E. of M.A.C. = Fuselage Station 524.74) 

Gravity or Pressure Fueling: 

Total 

Usable 

Arm* 

GV-SP (G550) 

41,4891b. 

41,3001b. 

+ 558.5 

GV-SP (G500) 

35,389 lb. 

35,200 lb. 

+ 551.9 

Fuel weights based upon fiiel density of 6.75 lb. per gal. 

*Arm based on ground static attitude (-1.5° FRL) 

25.7 lb./27.4 U.S. pints 

10.4 lb./l 1.0 U.S. pints 

Total engine oil capacity (each engine): 

Hispano-Suiza Gearbox 

Usable Oil 

(Arm = +785.00) 

Oil weights based upon oil density of 7,5 lb. per gal. 

See NOTE 1 for system oil. 

Capacities shown are for engine oil tankage only. 

Total engine oil is an additional 9,5 lb, per engine. 

APU oil 9.00 lb./9.6 U.S. Pints 

(Ann = +782.5) 

S/N 5001 and subsequent. 

See figure on next page for GV-SP Zero Fuel Gross Weigh'^vs, Center of Gravity 

(S/N 5001 and subsequem). 
A12EA Page 36 ^j-i>T f 

GV-SP Zero Fuel Gross Weight Center of Gravity Envelope 

(For S/N 5001 and Subsequent) 

56 

55 

54 

53 

52 

§ 51 

o 

rso 

.c 

'a> 

5 49 

(0 

(A 

O 

§48 

0) 

3 

11. 

§ 47 

N 

46 

45 

44 

43 

42 

r 

— 1 — 

,-i 

3I 

2-

4 

/ " 

1 

\ 

— 1 — 

\ 

[1 v ^ 

! • 1 

b 

" ^ S N 

1 , 

V 

> 

1 

N 

-** ^ 

— 1 — 

V 

RNo. 

1 

2 

3 

4 

5 

6 

7 

\ 

^ 

1 

CG 

35.50 

34.50 

34.50 

34.80 

37.30 

45.00 

45.00 

\ 

X N 

— \ — 

Weight 

45700 

48250 

54000 

54500 

54500 

49600 

44000 

V 

\ 

1 

H 

(7-

— i — 

333 4 35 36 37 38394 0 41424344454 6 

CG(%MAC) 
Page 37 6i5"f A12EA 

VIII - Model GIV-X (Transport Category). Approved August 12, 2004 

The Gulfstream GIV-X is the same as the Gulfstream GIV except for the following differences: 

• A Honeywell advanced flight deck display suite (common with the GV-SP) to improve flight crew situational 

awareness and operational capabilities 

Airframe nose common with the GV-SP 

Airframe aerodynamic improvements and engine improvements for increased range and payload 

Cabin main entry door relocated aft and fuselage 12 inch extension incorporated 

Tay 611 engine replaced with derivative Tay 611-8C. Added engine FADEC 

Redesigned thrust reverser, nacelle and pylon 

System improvements 

Electrical power generation (common with GV-SP) 

Dual digital cabin temperature control and pressurization (common with GV-SP) 

Nose landing gear (common with GV-SP) 

Replaced APU with Honeywell 36-150 APU 

Redesigned flap/stab actuation system with digital control 

Redesigned main landing gear wheels and brakes 

Added flight control system hard-over protection system 

NOTE: There are two variants of the GIV-X (see Note 8): (1) The G450, which is identical to the GIV-X, and (2) the G350, 

which has a reduced fiiel capacity. 

Engines 2 Rolls Royce Tay Mark 611-8C (FAA Type Certificate No. E25NE) 

(EASA/LBA Type Certificate No. 6327) 

Fuel 

American 

British 

Canadian 

Chinese 

CIS 

French 

Kerosene 

ASTMD 1655, Jet A 

ASTMD 1655, Jet A-1 

MIL-T-83133, Grade JP8* 

MIL-DTL-83133, Grade JP8 

DEF STAN 91-87 

DEF STAN 91-91 

CAN/CGSB-3.23 

GB 6537-94 No. 3 

GOST 10227-86, T-1, TS-1 & RT 

DCSEA 134 

JP-4 Wide Cut Type (See NOTE 5) 

American ASTM D 1655, Jet B 

ASTMD6615 

MIL-PFR-5624, Grade JP4* 

MIL-DTL-5624 Grade JP4 

British 

Canadian 

American 

British 

Canadian 

French 

DEF STAN 91-86 

CAN/CGSB-3.22 

JP-5 High Flash - Point Type 

MIL-DTL-5624, Grade JP5 

MIL-PRF-5624 Grade JP5 

DEF.STAN.91-88 

CAN 3-GP-3.24 • 

DCSEA 144 

Fuel shall conform to the specification as listed or to subsequent revisions 

found in the latest approved Airplane Flight Manual. 

*With fuel system icing inhibitor (FSII). Maximum concentration 0.15% by volume. 

DERD 2451 Issue 2 and 3 MIL-I-27686E. or any exact equivalent 

V,. 
A12EA 

Oil 

Page 38 f. n" 

The following oils are approved for use in the engine and APU: 

3 Centistoke (Type I) 

Aeroshell Turbo Oil 390 

Casfrol 325 Engine Oil 

ESSO/Exxon Turbo 2389 

Engine Limits 

5 Centistoke (Type II) 

Esso/Exxon Turbo Oil 2380 

Mobil Jet Oil II 

Mobil Jet Oil 254 

Castrol Aero 5000 

Aeroshell Turbine Oil 500 

Royco Turbine Oil 500 

NOTE: Mixing of oils is not recommended for APU. 

NOTE: Mixing of oils is not recommended but brands may be mixed if 

operationally essential. Oils of the above brands, when reclaimed to the 

approved Rolls-Royce standard for viscosity and grade, are approved for use. 

Oil shall conform to the specification as listed or to subsequent revisions in the 

latest approved Airplane Flight Manual. 

Static Thrust (std. day) S.L. 

Rated Takeoff (See Note 14) 

Rated Maximum continuous 

13,8501b. 

12,4201b. 

Maximum permissible continuous rotor operating speeds: 

Nl (low compressor) (95.5%) 8,015 rpm 

N2 (high compressor) (97.5%) 12,172 rpm 

Maximum permissible temperatures (°C): 

Turbine gas temp measured at nozzle guide vanes ahead of first low stage 

pressure turbine: 

Takeoff (See Note 14) 

Maximum continuous 

Momentary maximum during ground starts 

Momentary maximum during airstarts (relights) 

Maxiinum over-temperature (20 second limit) 

Oil temp (minimum for starting) 

Oil temp (maximum) 

Oil temp (15 minute limit) 

Fuel inlet temp to engine high pressure pump 

Fuel inlet temperature (15 min. limit) 

Maximum Permissible Air Bleed Extraction 

7th Stage HPC Bleed 

12th Stage HPC Bleed (max continuous and below) 

HPC Bleed Total (max continuous and below) 

Fan Bleed 

800° 

715° 

700° 

780° 

820° 

-40° 

105° 

120° 

95° 

130° 

7.0 lb./sec 

6.9 lb./sec 

10.01b./sec 

10.5 lb./sec 

Auxiliary Power Unit (APU) Honeywell 36-150 

Maximum permissible exhaust gas temperature -

Up to 60% rpm during start . 985°C 

60%-100% during start ' 985°Cto757°C 

(linear decrease) 

Running 757°C 

Maximum rotor speed - all conditions 107% 

APU altemator load rating 40Kya 

APU rated output shaft power « 61 hp 

(with 62.4 lb. per min. bleed air and ambient temp of 103°F)^-
Page 39 A. S 1 A12EA 

Airspeed Limits (CAS) 

Maximum Operating Altitude 

Maximum Weight (lb.) 

Vjjjg/MffiQ (Maximum operating) 

See AFM for Altitude/Mach Flight Operating Envelope 

Vj (Maneuvering) 

Vfg (Flaps down to 39°) 

(Flaps down to 20°) 

(Flaps down to 10°) 

(Landing gear operation) 

(Landing gear extended) 

(Minimum control ground) 

(Minimum confrol air, takeoff) 

(Minimum control air, landing) 

V, 

^lo 

le 

V Vmcg 

mca 

Vmcl 

235 mph 

196 mph 

253 mph 

288 mph 

259 mph 

288 mph 

125 mph 

122 mph 

114 mph 

206 knots 

170 knots 

220 knots 

250 knots 

225 knots 

250 knots 

109 knots 

106 knots 

99 knots 

45,000 feet 

Aircraft S/N 

4001 and subs 

4001 and subs with 

ASC 004 (G350) 

4001 and subs with 

ASC 016 (G450 only) 

Max. Zero 

Fuel 

49,000 

49,000 

49,000 

Max. Ramp 

74,300 

71,300 

75,000 

Max. 

Take-Off 

73,900 

70,900 

74,600 

Max. 

Landing 

66,000 

66,000 

66,000 

Datum 

M.A.C. 

Fuel Capacity 

For weight and balance purposes, the zero datum is 27 inches aft of the jig point 

at the centerline of the airplane in the nose wheel well or 206 inches forward of 

Fuselage Station 206. 

166.22 in. (L.E. of M.A.C. = Fuselage Station 387.7) 

Gravity or Pressure Fueling: Total 

Usable 

Arm* 

GIV-X (G450) 

29,605 lb 

29,500 lb. 

+430.4 

Oil Capacity 

Serial No. Eligible 

CG Envelope 

Fuel weights based upon fuel density of 6.75 lb. per gal. 

*Arm based on ground static attitude (-1.5° FRL) 

Total engine oil tank capacity 13.5 lb./14.4 U.S. pints (each engine) 

Usable engine oil tank capacity 10.1 lb./10.8 U.S. pints (each engine) 

(Arm = +582.00) 

Oil weights based upon oil density of 7.5 lb. per gal. 

Capacities shown above are for engine oil tankage only. 

Total engine oil is 27 lb/28.8 US pints per engine 

See NOTE 1 for system oil. 

Usable APU oil 5.7 lb./6.0 U.S. Pints 

(Arm = +620.0) 

S/N 4001 and subsequent. 

See figure on next page for the GlV-X Zero Fuel Gross Weight vs. Center of Gravity 

envelope (S/N 4001 and subsequent). 
A12EA Page 40 

GIV-X Zero Fuel Gross Weight Center of Gravity Envelope 

(For S/N 4001 and Subsequent) 
Page 41 ^\-.~\ A12EA 

Data Pertinent to All Models Except as Indicated 

Leveling Means 

Minimum Crew 

Maximum Passengers 

Baggage or Cargo Limitations 

Longitudinal: Lugs at right nose well door longeron STA 61.5 & 72.5 

Lateral: Lugs on rear face of bulkhead STA 44.5 in nose wheel well. 

2 (Pilot and Co-Pilot) 

19 - hmited by emergency exit requirements 

Cabin Floor 

Aircraft S/N 1 thru 299 and 316 and subsequent, including 775, except 249 & 252: 

Main cabin floor fuselage station 193 to 321.5. Dead weight cargo loading maximum 

uniform load over entire width of floor shall be 49 lb. per square foot. Maximum 

uniform load with a 20-inch clear aisle down the middle shall be 98 lb. per square ft. 

Maximum dead weight, cargo load on one isolated square foot, at least 30 inches from 

another load, shall be 260 lb., except in the middle aisle where it shall be 184 lb. 

Aircraft S/N 249. 252, 300 thru 315: 

Main cabin floor fuselage station 193 to 213. Dead weight cargo loading maximum 

uniform load over entire width of floor shall be 20 lb. per square foot. Maximum 

uniform load with a 20-inch clear aisle dowm the middle shall be 40 lb. per square foot. 

Maximum dead weight, cargo load on one isolated square, at least 30 inches from 

another load, shall be 260 lb., except in the middle aisle where it shall be 184 lb. 

Main cabin floor fuselage station 213 to 321.5. Dead weight cargo loading maximum 

uniform load over entire width of floor shall be 49 lb. per square foot. Maximum 

uniform load with a 20-inch clear aisle down the middle shall be 98 lb. per square 

foot. Maximum dead weight, cargo load on one isolated square foot, at least 30 inches 

from another load, shall be 260 lb., except in the middle aisle where it shall be 184 lb. 

All Aircraft. S/N 1 and subsequent: 

Main cabin floor fuselage station 321.5 to 498. Dead weight cargo loading maximum 

uniform loading shall be 100 lb. per square fcxjt. 

Main cabin floor fuselage station 498 to 539.75. Maximum uniform loading 

shall be 65 lb. per square foot. 

Maximum Baggage (all models excluding GV. GV-SP): 

Compartment aft of fuselage station 539.75 to bulkhead or pressure dome. 

Capacity - 2,000 lb. less any weight added in equipment bay 

Maximum floor loading - 65 Ib./sq. ft. 

CG. - STA 565 for 2000 lb. If further aft, corresponding reduction in capacity 

required. 

Main cabin floor loading limitations. GV S/N 501 and subsequent: 

Main cabin floor fuselage station 229 to 426: Dead weight cargo loading maximum 

Uniform load over entire width of floor shall be 49 Ib/ft^. Maximum unifomi load with a 

20 inch clear aisle down the middle shall be 98 lb/ft". Maximum dead weight cargo load 

on one isolated square foot, at least 30 inches from another load, shall be 200 lb., except 

in the middle aisle where it shall be 187 lb. 

Main cabin floor fuselage station 426 to 632: Dead weight cargo loading maximum 

uniform loading shall be 100 Ib/ft^. 

Main cabin floor fuselage station 632 to 684: Max uniform loading shall be 65 Ib/ft^. 

Maximum Baggage. GV S/N 501 and subsequent: 

Compartment aft of fuselage station 684.00 to pressure bulkhead: 

Capacity - 2500 lb. less any weight added in equipment bay 

Maximum floor loading - 65 Ib/ft^ 

Approved smoke detection system required. 
A12EA Page 42 n b' ^ 

Main cabin floor loading limitations. GV-SP S/N 5001 and subsequent: 

Main cabin floor fuselage station 205 to 426: Dead weight cargo loading maximum 

uniform load over entire width of floor shall be 49 lb/ft". Maximum uniform load with a 

20 inch clear aisle down the middle shall be 98 lb/ft". Maximum dead weight cargo load 

on one isolated square foot, at least 30 inches from another load, shall be 200 lb., except 

in the middle aisle where it shall be 187 lb. 

Main cabin floor fiiselage station 426 to 632: Dead weight cargo loading maximum 

uniform loading shall be 100 Ib/ft^ 

Main cabin floor fiiselage station 632 to 684: Maximum uniform loading shall be 65 

Ib/ft^ 

Maximum baggage. GV-SP S/N 5001 and subsequent: 

Compartment aft of fuselage station 684.00 to pressure bulkhead: 

Capacity - 2500 lb., less any weight added in equipment bay 

Maximum floor loading - 65 Ib/ft^ 

Approved smoke detection system required. 

Main cabin floor loading limitations. GIV-X S/N 4001 and subsequent: 

Main cabin floor forward of the overwing pressure floor (Fuselage station 145 to 321.5): 

Dead weight cargo loading maximum uniform load over entire width of floor is 49 

pounds per square foot. Maximum uniform load with a 20-inch clear aisle down the 

middle is 93 pounds per square foot. Maximum dead weight load on one isolated square 

foot, at least 30 inches from another load, is 260 pounds except in the center aisle where 

it is 184 pounds. Overwing pressure floor (Fuselage station 321.5 to 498): Deadweight 

cargo maximum uniform loading is 100 pounds per square foot. Main cabin floor 

sfructure aft of the overwing pressure floor (Fuselage station 498 to 539.75): Dead 

weight cargo maximum uiuform loading is 65 pounds per square foot. 

Maximum baggage. GIV-X S/N 4001 and subsequent: 

Compartment aft of fuselage station 539.75 to 596 (flat pressure bulkliead). 

Capacity - 2,000 lb. less any weight added in equipment bay 

Maximum floor loading - 65 Ib./sq. ft. 

CG. - STA 565 for 2000 lb. If further aft, corresponding reduction in capacity 

required. 

Other Operating Limitations The aircraft must be operated in accordance with the latest FAA approved revision to the 

Airplane Flight Manual. 

The Model GV-SP Airplane Flight Manual is GAC-AC-G550-OPS-0001. 

The Model GV-SP (G550) Airplane Flight Manual is GAC-AC-G550-OPS-000I. 

The Model GV-SP (G500) Airplane Flight Manual is GAC-AC-G500-OPS-0001. 

The Model GIV-X Airplane Flight Manual is GAC-AC-G450-OPS-0001. 

The Model GFV-X (G450) Airplane Flight Manual is GAC-AC-G450-OPS-0001. 

The Model GIV-X (G350) Airplane Flight Manual is GAC-AC-G350-OPS-0001. 
Page 43 <r A12EA 

Control Surface Movements Models G-l 159. G-l 159A and G-l 159B 

Elevators 

Elevator trim tab 

Rudder 

Rudder trim 

Ailerons 

Aileron frim 

Flaps 

Speed brakes: 

Up 24° (+1/2°,-1/2°) 

Up 10°(+l°,-r) 

Right 22° to 22.5° 

Right 7.5°(+l°,-l°) 

Up 10°(+1°,-1°) 

Up 15° (+4°, -4°) 

Airplanes with four panel speed brakes 

Airplanes with six 

Ground spoiler 

(all spoilers) 

Right 43° (+3°, -3°) 

panel speed brakes 

Right 26° (+2°, -2°) 

Up 55° (+3°, -3°) 

Down 

Down 

Left 

Left 

Down 

Down 

Down 

Left 

Left 

13°(+0°,-l°) 

20°(+l°,-l°) 

22° to 22.5° 

7.5°(+l°,-l°) 

10°(+r,-l°) 

15° (+4°,-4°) 

39° (+0°, -1 1/2°) 

43° (+3°, -3°) 

26° (+2°, -2°) 

Horizontal stabilizer travel range - Leading edge down: 

G-1159; S/N 1 thm 100, including 775, without ASC No. 81: 

G-l 159; S/N 1 thru 100 with ASC No. 81, and S/N 101 thru 299 

G-l 159A; S/N 300 and subsequent, including S/N 249 and 252: 

G-1159B: 

Model G-IV: 

Elevators 

Elevator trim tab 

Rudder 

Rudder frim 

Ailerons 

Aileron trim 

Flaps 

Speed brakes 

Ground spoiler 

(all spoilers) 

Up 

Up 

Right 

Right 

Up 

Up 

Right 

Up 

24° (+1/2°,-1/2°) 

8°(+l°,-1°) 

22° to 22.5° 

7.5°(+l°,-1°) 

10°(+1°,-1°) 

15° (+4°,-4°) 

26° (+2°, -2°) 

55° (+4°, -3°) 

Down 

Down 

Left 

Left 

Down 

Down 

Down 

Left 

(0° to -4.5°) 

(0° to -5°) 

(-l°to-6°) 

(-l°to-6°) 

13°(+0°,-r) 

22°(+l°,-1°) 

22° to 22.5° 

7.5°(+l°,-l°) 

10°(+1°,-1°) 

15° (+4°, -4°) 

39°(+0°,-1 1/2°) 

26° (+ 2°, -2°) 

Horizontal stabilizer travel range - Leading edge down: -1° (+1/4°, -1/4°) 

to-4.6° (+1/4°,-1/4°) 

Models GV and GV-SP: 

Elevators 

Elevator trim tab 

Rudder 

Rudder trim 

Up 

Up 

Right 

Right 

24° (+1/2°,-1/2°) 

8°(+l°,-1°) 

22° to 25° 

7.5°(+l°,-l°) 

Down 

Down 

Left 

Left 

13°(+0°,-1°) 

22°(+r,-1°) 

22° to 25° 

7.5°(+r,-1°) 

Note: Rudder trim may be offset (+3°, -3°) maximum as required for directional 

trim with the cockpit trim knob and rudder pedals re-referenced to zero. See PCS 

Rigging Procedures Report GV-MS-51. 

Ailerons Up ir(+l°,-2° ) Down 11°(+1°,-2°) 

Aileron trim Up ] 5° (-^4°,-4°) Down 15° (+4°,-4°) 

Flaps Dovra 39° (+1°,-!°) 

Speed brakes (Right & Left) 

4 Outb'd Panels (Flight Spoilers) Up 30° (+2°, -8°) 

2 Inb'd Panels (Ground Spoilers) ' Up 30° (+2°, -5°) 

Ground spoilers (all) Up 55° (+4' 

Horizontal stabilizer fravel range - Leading Edge Travel: 

Normal Operation -1.5° (+1/4°, -1/4°) to -4.6° (+1/4°, 

Emerg. Stab. Mode -1.25° (+1/4°, -1/4°) to'-4.6° (+1/4° 

v.. 

-5°) 

1/4°) 

-1/4°) 
A12EA Page 44 f^-YModel GIV-X: 

Elevators Up 

Elevator trim tab Up 

Rudder Right 

Rudder trim Right 

Ailerons Up 

Aileron trim Up 

Flaps 

Speed brakes (Right & Left) 

4 Outb'd Panels (Flight Sp) 

2 Inb'd Panels (Ground Sp) 

Ground spoilers (all) 

24° (+1/2°, • 

8°(+r,-1 

22° to 25.0° 

1/2°) 

') 

7.5' 

10° 

15° 

'(+1' 

(+1° 

(+4° 

,-1°) 

-1°) 

-4°) 

Down 

Down 

Left 

Left 

Down 

Dowm 

Down 

i3°(+o°,-r) 

22°(+l°,-1°) 

22° to 25.0° 

7.5°(+l°,-1°) 

10° (+r,-r) 

15° (+4°,-4°) 

39°(+0°,-1 1/2°) 

Up 26° (+2° -5°) 

Up 26° (+2° -2°) 

Up 55° (+4°, -3°) 

Horizontal stabilizer fravel range - Leading edge down: ' (+1/4°, -1/4°) 

to-4.6° (+1/4°,-1/4°) 

Certification Basis Model G-l 159; S/N 1 thru 299. and 775: 

CAR 4b dated December 31, 1953, including Amendments 4b-l thru 4b-14, Special Regulations 

SR422B and SR450A, and Special Conditions in Attachment A of FAA letter to Grumman dated 

September 27, 1965, plus FAR 25.1325 (effective February 1, 1965); 25.175 (effective Mar. 1, 

1965) in lieu of 4b. 155(b), and exemption: No. 695A, CAR 4b.437, "Fuel Jettisoning System," 

FAR Part 36 par. 36.1(c)(2) for airplane S/N 1 thru 165 and 775 approved for a 62,000 lb. takeofl' 

weight and FAR Part 36 Appendix C for airplane S/N 166 thru 299 except 249, 252, and 775. 

Type Certificate A12EA issued October 19, 1967. Date of application for Type Certificate was 

June 24, 1964. 

Compliance with the following optional requirements has been established: 

Data covering ditching requirements of 4b.361, including 4b.362(d) and 4b.742(e) (but excluding 

4b.645 and 4b.636) are approved. When the operating rules require emergency ditching 

equipment compliance with 4b.645 and 4b.646 must be demonstrated. Gulfstream Report 1159-

GER-7 entitled "Outfitting Requirements for FAA Certification for Ditching" provides an 

acceptable means for showing compliance with 4b.645 and 4b.646. Airplane Flight Manual 

Revision 13 must be incorporated. 

Equivalent Safety Findings: 

(1) CAR 4b.l60 and FAR 25.201, Stall Demonstration 

(2) CAR 4b.362(b)(4) and FAR 25.807(a)(4) Emergency Exits 

Model G-1159A; S/N 249. 252.300 and subsequent: 

Part 25 of the FAR eft'ective Febraary 1, 1965, and Amendments 25-2 through 25-8, 25-10, 25-12, 

25-16 through 25-22, 25-24, 25-26, 25-27, 25-29 through 25-34, 25-37, 25-40 (as applicable to a 

new APU installation); FAR 25.1309 of Amendment 25-41 and FAR 25.1329 of Part 25 dated 

February 1, 1965 (as applied to a new autopilot installation); FAR 25.994 (crashworthiness fuel 

system components); and FAR 25.581 (lightaing protection) of Amendment 25-23;Special FAR 27 

through Amendment 2 (fiiel venting emission); FAR 36 through Amendment 8 (noise 

, requirements). 

The special conditions contained in the FAA's letter to Grumman dated September 27, 1965, 

applicable to the Gulfstream Model G-l 159 airplane, are also applicable to the Gulfstream Model 

G-l 159A airplane, except that reference to "4b.450" in the "Cooling Systems" special conditions 

is replaced by "FAR 25.1043 contained in Part 25 of the FAR effective February 1, 1965." In 

addition, special conditions pertaining to dynamic gust loads contained in the enclosure to FAA 

AEA-212 letter dated July 22,1980. 

Compliance with the following Optional Requirements has been established: 

Data covering ditching requirements of 25.801, including 25.807(d) and 25.1585(a) (but excluding 

25.1411) are approved. When the operating rules require emergency ditching equipment, 

compliance with 25.1411 and 25.1415 must be demonstrated. Gulfsfream Report 1159-GER-7 

entitled "Outfitting Requirements for FAA Certification for Ditching" provides an acceptable 

means for showing compliance with 25.1411 and 25.1415. \. 
Page 45 ^T A12EA 

Equivalent Safety Findings: 

(1) CAR 4b.l60 and FAR 25.201, Stall Demonstration 

(2) CAR 4b.362(b)(4) and FAR 25.807(a)(4) Emergency Exits 

(3) FAR 25.773(b) (2), Direct Vision Window 

Model G-l 159B; S/N 1 through 299. including 775: 

Fuselage, Empennage, Autopilot and Noise: 

Car 4b, dated December 31, 1953, including Amendments 4b-l thru 4b-14, Special Regulation 

SR450A, and Special Conditions in Attachment A of FAA letter to Grumman dated September 27, 

1965, plus FAR 25.1325 (effective Febniary 1,1965); FAR 25.175 (effective March I, 1965) in 

lieu of CAR 4b. 155(b); FAR 36.7(d)(3)(ii); CAR 4b.450, Cooling Systems. 

Wing Assembly, Landing Gear, Fuselage and Empennage Modifications: 

FAR 25, effective February 1,1965, Amendments 25-2 thru 25-8, 25-10, 25-12, 

25-16 thru 25-22, 25-24, 25-26, except FAR 25.1203(b)(3), 25-27, 25-29 thra 25-31, 

25-34, 25-37, 25-40 (as applicable to a new APU installation); FAR 25.1309 of 

Amendment 25-41 and FAR 25.1329 of FAR 25 dated February 1, 1965; FAR 25.994 

(Crashworthiness Fuel System Components); and FAR 25.581 (Lightning 

Protection) of Amendment 25-23; Special Federal Aviation Regulation 27 through 

Amendment 2 (Fuel Venting Emissions). 

The special conditions contained in the FAA's letter to Grumman dated 

September 27, 1965, applicable to Gulfstream Model G-1159 airplane, are also 

applicable to the Gulfsfream Model G-l 159B airplane. In addition, the special 

condition pertaining to dynamic gust loads, contained in the enclosure to FAA 

letter AEA-212, dated July 22, 1980, is applicable to the Model G-l 159B airplane. 

Compliance with the following Optional Requirements has been established: Data 

covering ditching requirements of 4b,361, including 4b,362(d) and 4b,742(e) (but 

excluding 4b,645 and 4b.646) are approved. When operating rules require emergency 

ditching equipment, compliance with 4b,645 and 4b,646 must be demonstrated. 

Gulfstream Report 1159-GER-7 entitled "Outfitting Requirements for FAA Certification 

for Ditching" provides an acceptable means for showing compliance with 4b,645 and 4b.646. 

Equivalent Safety Findings: 

(1) CAR 4b.l60 and FAR 25.201, Stall Demonsfration 

(2) CAR 4b,362(b)(4) and FAR 25,807(a)(4) Emergency Exits 

Models G-1159. G1159A. and G-1159B: 

FAR 25,771, Amendment 4. A lockable door is not required between the pilot and passenger 

compartments. 

Model G-fV; S/N 1000 and subsequent: 

FAR Part 25, effective February 1, 1965, including Amendments 25-1 through 25-56, 

except for the following sections which are limited to showing compliance with the 

amendments indicated: 

Section 

25.109 

25.571 

25.671 

25.807(c)(2) 

25.813 

Amendment 

FAR 25, dated February 1, 1965 

25-22 (as applies to fuselage and empennage) 

FAR 25, dated February 1, 1965 

25-15 

FAR 25, dated February 1, 1965 

FAR 36, including Amendments 36-1 through 36-12. 

SFAR 27, including Amendments 27-1 through 27-5. 

Compliance with the following Optional Ditching Requirements has been established: 

Data covering ditching requirements of 25.801, including 25.563, 25.%)7(d) and 

25.1585(a) (but excluding 25.1411) are approved. When the operating rules 
A12EA Page 46 1 s> 

require emergency ditching equipment, compliance with 25.1411 and 25.1415 

must be demonstrated. Gulfstream Report 1159-GER-7 entitled "Outfitting 

Requirements for FAA Certification for Ditching" provides an acceptable 

means for showing compliance with 25.1411 and 25.1415. 

Equivalent Safety Findings: 

(1) FAR 25.201, Stall Demonsfration 

(2) FAR 25.729(e)(2), Landing Gear Warning Horn 

(3) FAR 25.773(b)(2), Direct Vision Window 

(4) FAR 25.807(a)(4), effective February 1, 1965, Oval Emergency exit Windows with 

Horizontal Major Axis 

(5) FAR 25.811(d) and 25.812(b), Emergency Exit Marker, Locator, and Bulkhead/Divider Signs 

Model GV: S/N 501 and subsequent: 

FAR Part 25, effective February 1,1965, including Amendments 25-1 through 25-81, 

except for the following sections which are limited to showing compliance with the 

amendments indicated: 

Section 

25.109 

25.807(c)(2) 

25.813 

Amendment 

FAR 25, dated February 1, 1965 

25-15 

FAR 25, dated February 1, 1965 

FAR 34, including Amendments 34-1. 

FAR 36, including Amendments 36-1 through 36-20 

Shoulder harness on all seats will be in lieu of demonsfrated compliance to the test 

requirements of FAR 25.562(c)(5) and (c)(6) per Amendment 25-64. Compliance with the 

requirements of FAR 25.785 in reference to FAR 25.562 (c)(5) and (c)(6) need not be 

demonstrated due to this concession. 

Note: The certification basis of the GV regarding 25.562 was established based on FAA 

understanding that this model will not operate in part 121 service. Therefore, installation 

of shoulder hamesses in lieu of demonstrated compliance to 25.562(c)(5) and (c)(6) 

applies only to aircraft not engaged in part 121 passenger carrying service. If the aircraft 

is operated in part 121, fiill compliance to the requirements of 25.562 (including 

paragraphs (c)(5) and (c)(6)) and 25.785 must be shown. 

Compliance with the Optional Ditching Requirements has been established as follows: Data 

covering the ditching requirements of FAR25;801, including 25.563, 25.807(e), and 25.1585(a), 

but excluding 25.1411, are approved. When the operating rules require emergency ditching 

equipment, compliance with 25.1411 and 25.1415 must be demonstrated. Gulfstream Report 1159-

GER-7, entitled "Outfitting Requirements for FAA Certification for Ditching" provides an 

acceptable means for showing compliance with 25.1411 and 25.1415. 

Special Conditions: 

HIRF (High hitensity Radiated Fields) No. 25-NM-105, effective September 28, 1995. 

High Altitude Operations No. 25-ANM-108, effective November 16, 1995. 

NOTE: The high altitude special condition includes pressurization system requirements, as 

well as damage tolerance requirements on the pressure vessel. Therefore, any changes to the 

pressurization system or modifications or repairs to the pressure vessel must be approved in 

accordance with the requirements defined in the special condition. 

The damage tolerance requirements in the special condition are specified in terms of cabin 

altitude time history, which is a function of the cabin leak rate. The specified cabin altitude 

time history requirement can be met with a pressure vessel opening of 7.2 square inches 

effective area (which considers the appropriate discharge coefficient assuming an emergency 

descent). The determination of an equivalent crack length will depend upon the particular 

location of the crack, the pressure vessel configiiration in that locatiog, the direction of the 

crack, etc. The approval of modifications and/or repairs must tak^ into account the 

requirements of the special condition and how they apply to the p^ticular location and 
Page 49 4<i A12EA 

* These systems have no changes from the basic GIV model; therefore tlie paragraphs remain at 

the original GIV certification basis and the later amendment was not adopted. Amendment 

25-0 is the original published version of Part 25, Februaiy 1, 1965. 

** Unmodified structure remains in compliance with the earlier amendment listed. New or 

modified structure is in compliance with the later amendment level listed. 

Part 34, Amendment 34-3 

Part 36, Amendment 36-24 

Shoulder harness on all seats will be in lieu of demonstrated compliance to the test requirements of 

§25.562(c)(5) and (c)(6) per Amendment 25-64. Compliance to the test requirements of §25.785 in 

reference to §25.562(c)(5) and (c)(6) need not be demonstrated due to this concession. These 

provisions are acceptable for single or multiple occupant seating systems which are forward, aft, or 

side facing. 

Note: The certification basis of the GFV-X regarding 25.562 was established based on 

FAA understanding that this model will not operate in part 121 service. Therefore, 

installation of shoulder hamesses in lieu of demonsfrated compliance to 25.562(c)(5) and 

(c)(6) applies only to aircraft not engaged in part 121 passenger carrying service. If the 

aircraft is operated in part 121, full compliance to the requirements of 25.562 (including 

paragraphs (c)(5) and (c)(6)) and 25.785 must be shown. 

Compliance with the Optional Ditching Requirements has been established as follows: Data 

covering the ditching requirements of 14 CFR Part 25.801, including 25.563, 25.807 and 

25.1585(a), but excluding 25.1411, are approved. When the operating rules require emergency 

ditching equipment, compliance with Parts 25.1411 and 25.1415 must be demonstrated. 

Gulfsfream Report no. 1159-GER-7, entitled "Outfitting Requirements for FAA Certification for 

Ditching", provides an acceptable means for showing compliance with Parts 25.1411 and 25.1415. 

FAR 25.813(e) at Amendment 25-46 is not included in the certification basis. 

Special Conditions: 

No. 25-262-SC, HIRF (High Intensity Radiated Fields). 

No. 25-180-SC, Enhanced Vision System (EVS). 

No. 25-258-SC Interaction of Systems and Structure. 

Exemptions: 

No. 8142 [FAR 25.901(c)], Uncontrolled High Thrust Failure Condition. 

NOTE: The FAA has concluded that the occurrence of any unconfrollable high thrust failure 

condition, or any of the associated causal failures listed in Section 05-50-00 of tlie applicable 

airplane Maintenance Manual "may endanger the safe operation of an airplane" and hence are 

reportable under FAR 121.703, 125.409, and 135.415. 

Equivalent Safety Findings: 

(1) FAR 25.807, Elliptical Overwing Emergency Exits with a Horizontal Major Axis, TAD ELOS 

Memo No. AT5080AT-T-A-2 

(2) FAR 25.811(d) and 25.812(b), Emergency Exit Marker, Locator, and Bulkhead Divider Signs, 

TAD ELOS Memo. No. AT5177AT-T-C-1 

(3) FAR 25.841(b)(6), Cabin Pressurization - High Altitude Takeoff and Landing Field 

Elevations, TAD ELOS Memo No. AT5177AT-T-S-29 

(4) FAR 25.853 and 25.869, Flammability Substantiation for Electrical Equipment, TAD ELOS 

Memo No. AT5177AT-T-A-9 

(5) FAR 25.933, Flight Critical Thrust Reverser, TAD ELOS Memo No. AT5080AT-T-P-1 

Production Basis Models G-l 159. G-l 159A. G-l 159B, G-IV. GV-SP and GIV-X: 

Production Certificate No. 23, issued June 11, 1968; 

Production Certificate No. 507, issued July 17, 1968; 

Production Certificate No. 7S0, issued September 1,1978; reissued September 22, 1980; 

November 19, 1982; August 31, 1987; June 11,1997, and August 14, 2003, and November 16, 

2004, except Model 1159B. 

See NOTE 7 and NOTE 8. '^^ 
A12EA Page 50 ^ i 

•^• * 

Equipment The%asic required equipment as prescribed in the applicable airworthiness 

regulations (see Certification Basis) must be installed in the aircraft for 

certification. Approved equipment is shown in Grumman G-l 159 Type Design 

Equipment List, 1159-GER-l, or Gulfstream 111 G-l 159A Type Design 

Equipment List, 1159A-GER-37, latest FAA approved revision. For the Models G-IV, GV, GVSP and GIV-X, see the Illustrated Parts Catalog (IPC) for an approved equipment listing. In 

addition, the following items of equipment are required: 

(a) When an airplane is outfitted to carry passengers, an FAA approved passenger oxygen 

system must be installed. 

(b) FAA Approved Airplane Flight Manual. 

NOTE Weight and Balance 

(a) Current weight and balance report, including list of equipment included in certificated empty weight, 

and loading instructions when necessary, must be provided for each airplane at the time of original 

certification. Tlie weight and balance report shall include as part of the empty weight, system fuel, 

total oil and hydraulic fluid. 

(b) System fuel: The weight of all fiiel required to fill all lines and tanks up to zero/readable fuel point 

on the fuel gages in the most critical flight attitude. 

1. G-l 159 airplanes (CAR 4b.416): 

(i) S/N 1 through 299 without tip tanks: 

Unusable fuel - 120 lb. total 

Fuel lines - 44 lb. total 

System fuel - 164 lb. Total 

(ii) S/N 1 through 299 having tip tanks installed (ASC 200): 

Unusable- 1361b. total 

Fuel lines - 50 lb. total 

System fuel - 186 lb. Total 

2. G-l 159A and G-l 159B airplanes (FAR 25.959): 

(i) All serial numbers: 

Unusable fuel* - 114 lb. total 

Fuel lines - 44 lb. total 

System fuel-1581b. total 

* Includes 26 lb. undrainable. 

3. G-IV airplanes (FAR 25.959): 

(i) All serial numbers: 

Unusable fuel* - 105 lb. total 

Fuel lines - 45 lb. total 

System fuel- 1501b. total 

* Includes 13 lb. undrainable 

4. GV airplanes (FAR 25.959): 

(i) S/N 5t)I through 549 without ASC 50: 

Unusable fuel* - 480 lb. 

Fuel lines - 30 lb. 

System fuel-510 lb. 

(ii) S/N 550 & subs, and S/N 501 through 549 with ASC 50: 

Unusable fuel* - 1891b. 

Fuel lines - 30 lb. 

System fuel-219 lb. 

•Includes 32 lb. undrainable 

5. GV-SP airplanes (FAR 25.959): 

(i) S/N 5001 and subsequent 

Unusable fuel*-189 lb. 

Fuel lines - 30 lb. 

System fuel-219 lb. 

•Includes 32 lb. undrainable 

6. GFV-X airplanes (FAR 25.959) 

(i) S/N 4001 and subsequent 

Unusable fuel* - 1051b. 

Fuel lines - 45 lb. 

System fuel- 1501b. 

*Includes 13 lb. undrainable 

^_ 

(c) System oil: The weight of oil remaining in the engine lines and tanks after ^tracting the oil 
Page 47 A ^ •T A12EA 

configuration being modified or required. The resulting inspection program must also 

consider other applicable structural criteria. 

Exemptions: 25.571(e)(1) Bird impact Speed 

Equivalent Safety Findings: 

(1) FAR 25.103, Stall Speeds defined by Vslg in lieu of Vmin 

(2) FAR 25.341, JAR Discrete Tuned Gust in lieu of Static Gust 

(3) FAR 25.807(a)(4), effective February 1, 1965, Oval Emergency Windows with 

Horizontal Major Axis 

(4) FAR 25.811(d) and 25.812(b), Emergency Exit Marker, Locator, and Bulkhead/Divider Signs 

(5) FAR 25.933, Prevention of Inadvertent Inflight Thrust Reverser Deployment 

Model GV-SP: S/N 5001 and subsequent 

FAR Part 25, effective February 1, 1965, including Amendments 25-1 through 25-98, 

with the following exceptions: 

• Shoulder hamesses on all seats will be provided in lieu of demonstrated compliance 

to the test requirements of FAR 25.562(c)(5) and (c)(6) of Amendment 25-64. 

(Itompliance with the requirements of FAR 25.785 in reference to FAR 25.562(c)(5) 

and (c)(6) are not demonstrated due to this concession. 

Note: The certification basis of the GV-SP regarding 25.562 was established based on 

FAA understanding that this model will not operate in part 121 service. Therefore, 

installation of shoulder harnesses in lieu of demonstrated compliance to 25.562(c)(5) and 

(c)(6) applies only to aircraft not engaged in part 121 passenger carrying service. If the 

aircraft is operated in part 121, fiill compliance to the requirements of 25.562 (including 

paragraphs (c)(5) and (c)(6)) and 25.785 must be shown. 

• The requirements of FAR 25.571 at Amdt 25-98 are limited to the fuselage and fuselage 

changes only. The remainder of the aircraft sfructure is certified to the requirements of 

25.571 at Amdt 25-81. 

FAR Part 34, including Amendments 34-1 through 34-3. 

FAR Part 36, including Amendments 36-1 through 36-22, 

Compliance with the Optional Ditching Requirements has been established as follows: Data 

covering the ditching requirements of FAR 25,801, including 25,563, 25,807(e), and 25.1585(a), 

but excluding 25.1411, are approved. When the operating rules require emergency ditching 

equipment, compliance with 25.1411 and 25.1415 must be demonstrated. Gulfsfream Report 

1159-GBR-7, entifled "Outfitting Requirements for FAA Certification for Ditching" provides 

an acceptable means for showing compliance with 25.1411 and 25,1415. 

Special Conditions: 

No. 25-180-SC, Enhanced Vision Systems. 

No. 25-262-SC, HIRF (High Intensity Radiated Fields). 

Exemptions: 

No. 7946 [FAR 25.813(e)], Mid-Cabin Doors Between Passenger Compartments. 

No. 8004, 8142 [FAR 25,901 (c)], Uncontrollable High Thrust Failure Conditions. 

NOTE: The FAA has concluded that the occurrence of any uncontrollable high thrust failure 

condition, or any of the associated causal failures listed in Section 05-50-00 of the applicable 

airplane Maintenance Manual "may endanger the safe operation of an airplane" and hence are 

reportable under FAR 121.703, 125.409 and 135.415. 

Equivalent Safety Findings: ; 

(1) FAR 25.807(g)(2), Gulfstream Overwing Emergency Exit Windows, TAD ELOS Memo No. 

AT5177AT-T-A-2 

A crewmember trained in evacuation is an additional required crewmember on all flights of 10 

to 19 passengers. The required pilot and co-pilot caimot serve this function. The additional 

crewmember must be trained in the optimum method for evacuating\hrough the Gulfsfream 

elliptical exits and in procedures for directing passenger flow to {vevent someone who does 

not fit through an elliptical exit from blocking it so that others cannot use it. Each operator 
A12EA Page 48 i' s^f 

(2) 

(3) 

(4) 

•must establish and maintain a training program for this additional crewmember (to include an 

initial and recurrent curriculum) in accordance with Gulfstream Document G500-OMS-1, 

Revision 1 (for G500 operations) or G550-OMS-1, Revision 1 (for G550 operations), and 

must keep a record of that training available for inspection by the FAA. 

A pre-flight briefing on the configuration specific egress procedures and exits of the airplane 

must be provided to all passengers before each flight. This briefing must include a detailed 

explanation of the optimum method for evacuating tlirough the overwing Gulfstream elliptical 

exits, which is dependant upon the interior configuration inboard of the exit. 

FAR 25.811(d) and 25.812(b), Emergency Exit Marker, Locator and Bulkhead/Divider Signs, 

TAD ELOS Memo No. AT5177AT-T-C-1 

FAR 25.841(b)(6), Cabin Pressurization - High Altitude Takeoff and Landing Operations, 

TAD ELOS Memo No. AT5177AT-T-S-29 

FAR 25.853, 25.869, Flammability Substantiation of Electronic Equipment, TAD ELOS 

Memo No. AT5177AT-T-A-9 

Model GIV-X: S/N 4001 and subsequent 

14 CFR Part 25, effective February 1, 1965, including Amendments 25-1 through 25-101 with the 

exceptions listed below: 

Section 

25.21(e) 

25.305 

25.321 

25.333 

25.335(b) 

25.341 

25.343 

25.365 

25.373 

25.391 

25.427 

25.445 

25.459 

25.491 

25.561 

25.571 

25.671 

25.677(c) 

25.693 

25.695 

25.807 

Title 

Proof of compliance. 

Strength and deformation. 

Flight loads - General. 

Flight maneuvering envelope. 

Design airspeeds (speed margin). 

Gust and turbulence loads. 

Design fuel and oil loads. 

Pressurized compartment loads. 

Speed control devices. 

Confrol surface loads - General. 

Unsymmetrical loads. 

Auxiliary aerodynamic surfaces. 

Special devices. 

Takeoff run 

Emergency landing conditions 

Damage tolerance and fatigue 

evaluation of structure. 

Control systems-General. 

Trim systems 

Joints 

Power-boost and poweroperated control system 

Emergency exits 

25.807(c)(2),(d)(4) Emergency exits 

25.813(a),(b),(c),(d),(0 Emergency exit access 

25.841 

25.857 

25.858 

25.963 

25.973 

25.1013 

25.1447 

25.1517 

25.1557 

Pressurized cabins 

Amendment 

25-7 

25-54, 25-86** 

25-23, 25-86** 

25-0, 25-86** 

25-23 

25-0, 25-86** 

25-18,25-86** 

25-54, 25-87** 

25-0, 25-86** 

25-0, 25-86** 

25-0, 25-86** 

25-0, 25-86** 

25-0* 

25-0,25-91** 

25-23, 25-64 (seats), 

25-91 (new sfructure)** 

25-54 (wing and empennage) 

25-96 (fuselage changes)** 

25-,0 

25-0 

25-0* 

25-0 

25-55* 

25-15* 

25-46* 

25-38, 25-87** 

Cargo compartment classification 25-32* 

Cargo or baggage compartinent 

smoke or fire detection systems. 

Fuel Tanks 

Fuel tank filler connection 

Oil tanks 

Equipment standards for oxygen 

dispensing units 

Rough air speed, VRA 

Miscellaneous markings and 

pounds 

25-54* 

25-40* 

25-40* 

25-36* 

25-41,25-87** 

I 

25-86 (new paragraph-NA)* 

25-38* 
Page 51 \^r A12EA 

in the tanks which is above the "zero gage" levels. 

(d) The above "unusable" fuel is that amount of fuel in the tanks, including tank trapped fuel as 

defined in CAR 4b.416 or FAR 25.959, which is unavailable to the engines under critical flight 

conditions. The usable fuel capacity is given under section entitled "Fuel Capacity" for each 

airplane model. The "unusable" fuel is included in the system fuel as indicated in (a) above 

and need not be accounted for separately. See FAA approved Airplane Flight Manual for infonnation 

conceming the following: 

(1) Maximum fuel unbalance between left and right tanks for take-off and in-flight operations. 

(2) Recommended airplane ground attitude to obtain equal fuel quantities during servicing. 

(3) Fuel additives. 

NOTE 2. Placards: 

NOTE 3. 

The required placards for Models G-1159, G-1159A, and G-1159B are listed in the appropriate Airplane 

Flight Manual. The required placards for Models G-IV, GV, GV-SP and GFV-X are listed in Chapter 11 of 

the appropriate Airplane Maintenance Manual. 

Retirement Times: 

NOTE 4. 

NOTE 5. 

The retirement times of fatigue critical life limited components are listed in Section IV, Chapter 5 of 

the appropriate Gulfsfream Aerospace Model G-l 159 (Gil), G-l 159A (GUI), G-l 159B (GIIB), or G-IV. 

Retirement times for the GV, GV-SP and GFV-X are listed in Section 05-10-00 of the applicable Airplane 

Maintenance Manual. The retirement times of these life limited components cannot be altered without FAA 

Engineering approval. 

For airplanes having time (landings) in more than one configuration, contact Gulfsfream Aerospace 

Engineering for remaining life limitations. 

Use of CASC Regulators: 

In the event the CASC 146 regulators are used, the aircraft is limited to 18,000 ft. altitude, unless 

Gulfsfream American G-l 159 Aircraft Service Change 17 or Drawing No. 1159RDF163D is 

incorporated. When tlie CASC 174 fuel flow regulator is installed. Aircraft Service Change 52 must 

also be incorporated. 

Use of JP^ Fuel: 

NOTE 6. 

The use of JP-4 fuel (wide cut) as agreed to by the operator, Rolls-Royce, and the appropriate 

airworthiness authority may result in a reduction of HP fuel pump life. 

Aircraft Service Clhanges: 

The following are the most significant Aircraft Service Changes (ASC's) for the respective model aircraft, 

dealing primarily with changes to weight and fuel capabilities. This is not the complete list of ASC's for any 

of these models. 

Model G-l 159 (Gil): 

Aircraft Service Change (ASC) lOA, "Wing-Fuel Balance Lines - Modification of" 

Applicable to S/N 1 through 82 and S/N 775. 

Aircraft Service Change (ASC) 41, "Increased Gross Weight Wing Modifications." 

Applicable to S/N 1 through 82 and S/N 775. 

Aircraft Service Change (ASC) 81, "62,500 Pound Increased Gross Weight Modification." 

Applicable to S/N 1 through 100 and S/N 775. 

Aircraft Service Change (ASC) 175, "Exhaust (ATA No. 78) Noise Abatement Program Thrust 

Reverser Installation." 

Applicable to S/N 1 through 165 and S/N 775. 

Aircraft Service Change (ASC) 200, "Fuel Tip Tanks - Installation Of" 

V,. 
A12EA Page 52 ^ / ti -f~ P 

Applicabfrto S/N 1 through 216 and S/N 775. 

Aircraft Service Change (ASC) 226, "Drag Brace Penetration Prevention." 

Applicable to S/N I through 208 and S/N 775. 

Aircraft Service Change (ASC) 233, "Installation of Tip Cap." 

Applicable to S/N 1 through 216 and S/N 775 with ASC 200 and S/N 217 and subs, except S/N 775. 

Aircraft Service Change (ASC) 256, "hicreased Gross Weight (65,300 lb. without Tip Tanks)." 

Applicable to S/N 1 and subsequent. 

Aircraft Service Change (ASC) 299, "45,000 Foot Operating Altitude." 

Applicable to S/N 1 and subsequent. 

Model G-l 159A (GUI): 

Aircraft Service Change (ASC) 30, "Increased Fuel Capacity to 28, 300 lb., G-l 159A:" 

Applicable to all S/N 249, 252, 300 through 371, and 875. 

Aircraft Service Change (ASC) 70, "Increased Gross Weights, G-l 159A." 

Applicable to S/N 249, 252, 300 through 426, and 875. 

Model G-l 159BfGUB): 

Aircraft Service Change (ASC) 252, "Increased Fuel Capacity to 28,300 lb., G-l 159B." 

Applicable to all G-l 159B S/N. 

Aircraft Service Change (ASC) 275, "Increased Gross Weights, G-l 159B." 

Applicable to all G-l 159B S/N. 

Model OrV: 

Aircraft Service Change (ASC) 61, "49,000 lb. Zero Fuel Gross Weight fricrease (wifli Speed 

Reshiction), G-FV." 

Applicable to S/N 1000 through 1213. 

Aircraft Service Change (ASC) 190, "Increased Ramp, Landing and Zero Fuel Gross Weight, G-FV." 

Applicable to S/N 1000 through 1213. 

Aircraft Service Change (ASC) 261, "49,000 lb. Zero Fuel Gross Weight Increase, G-IV." 

Applicable to S/N 1000 through 1213. 

Aircraft Service Change (ASC) 436, "G300 Modification" will designate those aircraft as Model G-IV 

(G300). Those aircraft shall be operated imder Airplane Flight Manual GAC-AC-G300-OPS-0001. 

Applicable to S/N 1500 and subsequent. 

Aircraft Service Change (ASC) 440, "G400 Modification" will designate those aircraft as Model G-IV 

(G400). Those aircraft shall be operated under Airplane Flight Manual GAC-AC-G400-OPS-0001. 

Applicable to S/N 1500 and subsequent. 

Aircraft Service Change (ASC) 465 "Auxiliary Power Unit (APU) 36-150(G) Installation." 

Applicable to S/N 1000 to S/N 1535. 

Model GV: 

Aircraft Service Change (ASC) 50, "Aft Fuel Pickups-Location, GV. 

Applicable to S/N 501 through 548. 

Aircraft Service Change (ASC) 73A, "Honeywell Enhancement-Winter Certification, (includes 56021 lAC, 

45% CG Expansion, and Revised Stall Barrier Activation Schedule), GV". 

Applicable to S/N 501 through 569. 
Page 5 lii' ,r A12EA 

NOTE 7. 

Model GV-SP: 

Aircraft Service Change (ASC) 10, "G500 Modification" will designate those aircraft as Model GV-SP 

(G500). Those aircraft shall be operated under Airplane Fight Manual GAC-AC-G500-OPS-0001. 

Applicable to S/N 5001 and subsequent. 

Aircraft Service Change (ASC) 11, "G550 Modification" will designate tiiose aircraft as Model GV-SP 

(G550). Those aircraft shall be operated under Airplane Fight Manual GAC-AC-G550-OPS-0001. 

Applicable to S/N 5001 and subsequent. 

Aircraft Service Change (ASC) 035A, "European Aviation Safety Agency (EASA)/Joint Aviation 

Authorities (JAA) Certification Basic Requirements" converts aircraft to the configuration required by the 

EASA Type Certificate for the GV-SP (No. EASA.IM.A.070). Data supporting ASC 035A are FAA 

approved for GV-SP aircraft under Gulfstream confrol specifically being prepared for and prior to export to 

an EASA member country, or to a country that requires the EASA Type Design configm-ation. Following 

transfer to the foreign registry, if the aircraft is returned to U.S. regisfration and an application for Standard 

Airworthiness is submitted, then this ASC must be removed and the aircraft returned to its U.S. Type Design 

configuration. Aircraft fitted with ASC 035 A shall be operated under the latest approved version of Airplane 

Fight Manual, GAC-AC-G500-OPS-0001 (for aircraft with ASC 10) or GAC-AC-G550-OPS-0001 (for 

aircraft vnth ASC 11), plus Airplane Flight Manual Supplement No. G550-2008-02 (applicable to both the 

G500 and G550 variants). 

Applicable to S/N 5001 and subsequent. 

Model GIV-X: 

Aircraft Service Change (ASC) 002A, "European Aviation Safety Agency (EASA)/Joint Aviation 

Authorities (JAA) Certification Basic Requirements" converts aircraft to the configuration required by the 

EASA Type Certificate for the GIV-X (No. EASA.IM.A.070). Data supporting ASC 002A are FAA 

approved for GIV-X aircraft under Gulfstream confrol specifically being prepared for and prior to export to 

an EASA member country, or to a counhy that requires the EASA Type Design configuration. Following 

transfer to the foreign registry, if the aircraft is returned to U.S. regisfration and an application for Standard 

Airworthiness is 

submitted, then this ASC must be removed and the aircraft returned to its U,S. Type Design configuration. 

Aircraft fitted with ASC 002A shall be operated under the latest approved version of Airplane Fight Manual 

GAC-AC-G350-OPS-0001 (for aircraft witii ASC 004) or GAC-AC-G450-OPS-0001 (for aircraft with ASC 

005), plus Airplane Flight Manual Supplement No. G450-2008-01 (applicable to botii the G350 and G450 

variants). 

Applicable to S/N 4001 and subsequent. 

Aircraft Service Change (ASC) 004, "G350 Modification" will designate those aircraft as Model GIV-X 

(G350). Those aircraft shall be operated under Airplane Fight Manual GAC-AC-G350-OPS-0001. 

Applicable to S/N 400T and subsequent. 

Aircraft Service Change (ASC) 005, "G450 Modification" will designate those aircraft as Model GIV-X 

(G450). Those aircraft shall be operated under Airplane Fight Manual GAC-AC-G450-OPS-0001. 

Applicable to S/N 4001 and subsequent. 

Aircraft Service Change (ASC) 016, "G450 Maximum Takeoff Gross Weight Increase." 

Applicable to S/N 4001 and subsequent. 

Production Basis: 

Airplanes produced at Bethpage. New York: 

(a) Model G-l 159 (G-II): Type Certificate A12EA (issued October 19, 1967), S/N 1 tiuough 7, 9, 11, 12, 13, 

15, 16, 17,18, and 22. Production Certificate No. 23 (issued June 11, 1968), S/N 23, 25,26, 28, 30, 34, 35, 

37, and 40. ^ 

Aunlanes produced at Savannah. Georgia: 

(a) Model G-l 159 (G-II): Type Certificate A12EA (issued October 19, 1967), S/N^8,10, 14, 19, 20, and 21. 

Production Certificate No. 507 (issued July 18, 1968), and 7S0 (issued Septeniber 1,1978 and reissued 

November 19, 1982); S/N 24, 27, 29, 31, 32, 33, 36, 38, 39,41 through 256 (exiOjiding 249 and 252) and 775. 
A12EA Page 54 ' j ^1~ ~ 

(b) Model G-rr59A (G-lII): Production Certificate No. 7SO (issued September 1, 1978 and reissued 

September 22, 1980); S/N 249, 252, 300 through 495, and 875. 

(c) Model G-l 159B (G-IIB), none. Modified Model G-l 159 airplane. 

(d) Model G-IV (G-IV): Production Certificate No. 7S0 (issued September 1, 1978 and reissued August 31, 

1987), S/N 1000 and subsequent. 

(e) Model GV (GV): Production Certificate No. 7SO (issued September 1, 1978 and reissued June 11, 

1997), S/N 501 and subsequent. 

(0 Model GV-SP (GV-SP): Production Certificate No. 7SO (issued September 1, 1978 and reissued 

August 14, 2003), S/N 5001 and subsequent. 

(g) Model GFV-X (GIV-X): Production Certificate No. 7S0 (issued September 1, 1978 and reissued 

November 16, 2004), S/N 4001 and subsequent. 

NOTE 8. Alternate Aircraft Identifications: 

The following provides approved altemate aircraft identification information assuming incorporation of the 

associated (listed) ASC: 

Model G-IV, serial number 1500 & Subs, are eligible for identification as Model G-IV (G300) when 

modified in accordance vvith GAC Aircraft Service (Thange (ASC) 436. 

Model G-rV, serial number 1500 & Subs, are eligible for identification as Model G-fV (G400) when 

modified in accordance with GAC Aircraft Service Change (ASC) 440. 

Model GV-SP, serial number 5001 and subsequent are eligible for identification as Model GV-SP (G550) 

when modified in accordance with GAC Aircraft Sei-vice Change (ASC) 11. 

Model GV-SP, serial number 5001 and subsequent are eligible for identification as Model GV-SP (G500) 

when modified in accordance with GAC Aircraft Service Change (ASC) 10. 

Model GIV-X, serial number 4001 and subsequent are eligible for identification as Model GIV-X (G450) 

when modified in accordance with GAC Aircraft Service Change (ASC) 005. 

Model GIV-X, serial number 4001 and subsequent are eligible for identification as Model GIV-X (G350) 

when modified in accordance with GAC Aircraft Service Change (ASC) 004. 

NOTE 9. Cockpit Field of View: 

The cockpit front windshield dimensions for the Models G-l 159, G-l 159A, G-l 159B, G-IV, G-V, 

GV-SP, and GFV-X airplanes are critical for forward field of view certification requirements; therefore, no 

equipment should be installed on top of the glare shield without prior coordination with an FAA Aircraft 

Certification Office. 

NOTE 10. Model G-l 159A. S/N 249. 313 and 330: 

The equipment listed in Gulfsfream American Report No. 1159A-GER-78, "Royal Danish Air 

Force Gulfsfream III Log Book Entry," dated April 8,1982, must be FAA approved, removed, or 

rendered inoperative prior to issuance of a standard airworthiness certificate on Model G-l 159A, 

S/N249, 313, and330. 

NOTE 11. Systems Modifications: 

The G-IV, GV, GV-SP and GIV-X models incorporate integrated avionics systems using software-based 

line replaceable units (LRU's) which share a digital signal transmission bus. The avionics configuration of 

the 

G-IV, GV, GV-SP and GIV-X as delivered from production, is critical to the proper operation of the cockpit 

instrumentation system. Modification to tiie LRU software supplied with the G-IV, GV, GV-SP or GIV-X, 

replacement of an LRU with a different LRU, addition of new LRU, or alteration of an LRU interface could 

adversely affect the airworthiness of the certified product. Accordingly, no chafes to the integrated 
Page 55 4 ST A12EA 

avionics system should be made without coordination with the Aircraft Certification Office having 

jurisdiction over the modifier. 

NOTE 12. Cockpit Modifications: 

Any modification or changes in cockpit configuration which may affect aircrew workload, cockpit 

noise level or day/night lighting must be evaluated by an FAA Aircraft Certification Flight Test 

Pilot or Flight Standards Operation Inspector. 

NOTE 13. Deleted (January 13,1997) 

NOTE 14. Use of Takeoff Tlirust: 

For Models G-FV, GV, GV-SP and GIV-X, use of takeoff thrust for more than five (5) minutes [not to exceed 

ten (10) minutes] is approved for use only in the event of an inoperative engine due to shutdown or failure. 

NOTE 15. Information to Modifiers: 

Information to modifiers on limitations which impact original certification requirements of the Gulfstream 

GV are contained in Gulfsfream Report GV-GER-1242, Gulfsfream V Interior Certification Requirements 

Document. Information to modifiers on limitations which impact original certification requirements of the 

Gulfsfream GV-SP are contained in Gulfsfream Report GVSP-GER-6044, Gulfstream GV-SP Interior 

Certification Requirements Document. Information to modifiers on limitations which impact original 

certification requirements of the Gulfsfream GFV-X are contained in Gulfsfream Report GIVX-GER-1619, 

GIV-X Interior Certification Requirements Document. 

NOTE 16. G-Il Aging Aircraft Program 

As part of the G-II Aging Aircraft Program, an Airworthiness Limitations Section (ALS) is being added to 

the current G-II Maintenance Manual. In addition, a Supplemental Structural Inspection Document (SSID) is 

being developed in order to provide the corresponding inspection procedures and methods. The ALS and 

SSID are being developed to FAR 25.571 at Amendment 25-54, based on the damage tolerance requirements 

of AC91-56A. Through the damage tolerance requirements, the ALS and SSID will remove certain life 

limitations on previous safe life certified components. With the incorporation of the ALS and SSID, the G-II 

airframe Extended Service Goal (ESG) will be 40,000 flight hours and 36,000 flights. 

NOTE 17. GIV Airworthiness Limitations: 

As part of the MSG3 Program, an Airworthiness Limitations Section (ALS) has been added to the GIV 

Maintenance Manual for aircraft serial number 1400 and subsequent, and for all other GIV aircraft having 

incorporated ASC 416. This ALS has been developed to FAR 25.571 at Amendment 25-54, based on the 

damage tolerance requirements of AC91-56A. It is cbrifrolled by the FAA and can notTDB changed by the 

aircraft operator. Through the damage tolerance requirements, the ALS removes certain life limitations on 

previous safe life certified components. 

NOTE 18. Deleted (August 14,2003) 

NOTE 19. RVSM: 

Per the approved Type Design, GV-SP S/N 5001 and subsequent (i.e., G550 and G500 model aircraft) are 

considered to be compliant with the Reduced Vertical Separation Minima (RVSM) technical requirements 

contained in FAA Document 91-RVSM; however, operational approval to fly in RVSM airspace must still be 

granted by the cognizant Flight Standards organization. 

Per the approved Type Design, GIV-X S/N 4001 and subsequent (i.e., G450 and G350 model aircraft) are 

considered to be compliant with the Reduced Vertical Separation Minima (RVSM) technical requirements 

contained in FAA Document 91-RVSM; however, operational approval to fly in RVSM airspace must still be 

granted by the cognizant Flight Standards organization. 

NOTE 20. Cockpit Video EHsplay: 
A12EA Page 56 if ^ ^ 

The avionics STChttecture of the GV-SP and GIV-X models includes a capability to display multiple, assorted 

video inputs on the cockpit display units positioned directly in front of the pilots. Because these displays 

affect crew workload, changes to the approved video input sources (including the addition of new video 

sources or capabilities) will require a specific FAA approval, including specific acknowledgement and 

concurrence from an FAA Aircraft Certification Office. 

NOTE 21. Direction Indicator Requirements: 

Gulfstream Models G-IV, GV, GV-SP, and GIV-X meet 14 CFR part 25.1303(a)(3) requirements for a 

direction indicator (non-stabilized magnetic compass) by installation of Standby Digital Reading Magnetic 

Indictor Systems through the following means: 

G-IV Standby Digital and Bearing Distance Indicator (DBDI) system driven by flux valve 

GV Standby Radio Magnetic Indicator (RMI) system driven by flux valve 

GV-SP/GIV-X Integrated Standby Insfrument System (ISIS) and Elecfronic Bearing Distance Indicator 

(EBDl) system driven by magnetometer 

NOTE 22. Forward Observer's Seat (Jump Seat) 

The Forward Observer's Seat (Jump Seat) is approved for taxi, takeoff, and landing on the GV, GV-SP, and 

GIV-X models as part of Type Design. The Forward Observer's Seat (Jump Seat) is approved for taxi, 

takeoff, and landing on the Gil, GIU, and GIV if verified by the installing STC or other FAA approved data. 

In flight use of the jump seat in any Gulfsfream model also requires that related articles, specifically an FAA 

approved shoulder harness and Oxygen system, are installed. In addition, Gn S/N Ithrough 208 and S/N 775 

require ASC 226 be installed for jump seat approval. 

NOTE 23. APU Limitations 

For GIV-X series (G450/G350) airplane serial numbers 4147,4151, and S/N 4153 through 4171, the 

Gulfsfream Airplane Flight Manual Supplements noted below must be attached to the G450 AFM dated 12 

August 2004, or the G350 AFM dated 28 October 2004: 

S/N AFMS# S/N AFMS# 

4147 G450-2009-04-4147 4162 G450-2009-04-4162 

4 51 G450-2009-04-4151 4163 G450-2009-04-4163 

4:53 G450-2009-02 or G450-2009-04-4153 4164 G450-2009-04-4164 

4 54 G450-2009-02 or G450-2009-04-4154 4165 G450-2009-04-4165 

4 55 G450-2009-02 or G450-2009-04-4155 4166 0450-2009-04^166 

4 56 G450-2009-02 or G450-2009-04-4156 4167 G450-2009-04-4167 

4: 57 G450-2009-02 or G450-2009-04-4157 4168 G450-2009-04-4168 

4 58 G450-2009-04-4158 4169 G450-2009-04-4169 

4 59 G450-2009-04-4159 4170 0450-2009-04^170 

4 60 G450-2009-02 or G450-2009-04-4160 4171 G450-2009-04-4171 

4l61 G450-2009-04-4161 

For GV-SP series (G550/G500) airplane serial numbers 5205, 5218, S/N 5220 dwough 5224, and S/N 5226 

through 5249, the Gulfsfream Airplane Flight Manual Supplements noted beldw must be attached to the 

G550 AFM dated 14 August 2003, or the G500 AFM dated 05 December 2003: 
Page 57 ^ t A12EA 

S/N 

5205 

5218 

5220 

5221 

5222 

5223 

5224 

5226 

5227 

5228 

5229 

5230 

5231 

5232 

5233 

5234 

AFMS# 

G550-2009-02 or G550-2009-05-5205 

•G550-2009-05-5218 

G550-2009-02 or G550-2009-05-5220 

G550-2009-02 orG550-2009-05-5221 

G550-2009-02 or G550-2009-05-5222 

G550-2009-02 or G550-2009-05-5223 

G550-2009-05-5224 

G550-2009-02 or G550-2009-05-5226 

G550-2009-02 or G550-2009-05-5227 

G550-2009-02 or G550-2009-05-5228 

G550-2009-02 or G550-2009-05-5229 

G550-2009-02 or G550-2009-05-5230 

G550-2009-05-5231 

G550-2009-05-5232 

G550-2009-05-5233 

G550-2009-05-5234 

S/N 

5235 

5236 

5237 

5238 

5239 

5240 

5241 

5242 

5243 

5244 

5245 

5246 

5247 

5248 

5249 

AJFMS# 

G550-2009-05-5235 

G550-2009-05-5236 

G550-2009-05-5237 

G550-2009-05-5238 

G550-2009-05-5239 

G550-2009-05-5240 

G550-2009-05-5241 

G550-2009-05-5242 

G550-2009-05-5243 

G550-2009-05-5244 

G550-2009-05-5245 

G550-2009-05-5246 

G550-2009-05-5247 

G550-2009-05-5248 

G550-2009-05-5249 

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Aircraft Effectivity 101-258, Excluding 249 & 252 

Rev. 39 

Rev. 33 

28Mey-2(}iQ- 7July201Q 

31 December 2010 

31 December 2010 

27 January 2011 

27 January 2011 

V K^ 

C~1 
iJiiiiiii C 3 "VES^LOwOkO 

7701 WootJIey Ave. Van Nuys, CA. 91406 

818.904.1955 Phone 818.904.1988 Fax 

Repair Station No. I0QR689X 

MAKE/MODEL 

GULFSTREAM 

1159B 

REG. No. 

N477GG 

SERIAL No. 

155 

TIME 

12393.5 

CYCLE 

7255 

DATE 

JAN.06,«©(»r 

COMPUED WITH THE FOLLOWING CMP: 

1. 211516 - Cooling Turbine Unit Oil Level Check. 

2. 211535 - Water Separator Bag - Service / Disas.'icmbly / Clean / Replace. 

3. 212510-Emergency Pressurization Valve-Operational Test. 

4. 232078 - Cockpit Voice Recorder ULB Switch Cleaning. 

5. 232103 - Cockpit Voice Rc-corder ULB - Functional Test. 

6. 232106 - CVR Under Water Locator Beacon Switch Clean (DKI20). 

7. 234565 - Wick, Check I /ill Horizontal SlabUizer Static {Cilinj 

8. 234570-Wick, Check Right Horizontal Stabilizer Static (OIIB) 

9. 234580 - Wick, Check Verticals Stabilizer Static (GIIB). 

10. 240025 - Master Warning / Auxiliary Master Warning Power CU Light Complete Check. 

11. 245010 - Left DC Generator Brush - Inspection. 

12. 245015 - Right DC Generator Brush - Inspection. 

13. 257530 - Lavatory Companmenl (Above Floor) - Inspection. 

14. 997407 - AD74-8-9R2 MOD Lavatories. 

15. 261758 - Portable Halon Fire Extinguisher (Aft Lavatory) - Inspection. 

16. 261760 - Foitable Halon Fire Extinguisher ^Cockpit No. 1} - Inspection. ^ 

17. 270145-^Take Off Alarm System Operational Test " '^. i 

18. 999005-•AD90-2-5 T/O Alarm 0/Test ' 

19. 270626.-Right Wing nap Traveling Nut-Lnbiicatioa - .- .- -

20. 270621'-'left Wing Hap Traveling Nut-Lubrication. J~"' - - • 

21. 270629-TStall Barrier Actuator-Lubrication.-r^ "^"I . I 

22. 270635-^Confrol Surface/Hinge Joints Lube. " ^ '' -

2.3. 270730^SpoilerLoad Relief Bungee (Left)-KblMicadon. "!'"' ' ' ^ 

24. 270731-JSpoilerlxad Relief Bungee (Right)-Lrfsricaiion. • 

25. 270735 - Aileron Load Relief Bungee (Left) - Lubrication. 

26. 270736 - Aileron Load Relief Bungee (Right) - Labiication. 

27. 271025 - Elevator Load Relief Bungee - Lubtfcaiion. 

28. 301016 - Windshield Wiper Motor OscUlating Shaft (Left) - Service. 

29. 301017-.Windshield Wiper Motor OscUlating Shaft (Right)-Service. 

30. 320610 - Main Landing Gear (Left) - LubricaUoa 

31. 320620 - Main Landing Gear Right) - Lubrication. 

32. 320630 - Nose Gear - Lubrication. 

3.3. 515020 - 24 Month Honeycomb - Inspection / Bond Test. 

34. 521530- Entrance Door Inflauble Seal - Removal / Installation. P/N on 159SCB420-15. 

35. 522510-Main Entrance Door-Operational Test. 

36. 522520 - Entrance Door Inflatable Seal System - Operational TesL 

37. 522545 - Entrance IXior Inspection. 

38. 522555 - Entrance Door Hinge Pins Inspectioa 

39. 531510 - Inspect Torsion Box. 

40. 531535 - Inspect Shear Clips Aft Fuselage. 

41. 533500 - Inspect Uniiance. Comp. Behind Panel. 

42. 533510 - Inspect Fuilrance Comp (ABV FLR). 

43. 534010 - Inspect Entrance. Comp (BLW FLR). 

44. 536010 -Baggage Companmenl Above Hoor - Inspection. 

45. ^37010 -Tail Coinpannvent Ahiwe Hoor- Inspection. 

46. 80I5.V)-Engine .Starter-Oil Level Check (Engine Pos. 2) 

MAINTENANCE RELEASE 

The aiicrali. airlranie. aia-raft engine, appliance identified afx)ve was repaired and inspected in accordance with Manufacturer's 

maiiiienancc manual and current niainteiiaiice rules of the I'cderal Aviation Regulation and is approved lor return to senice with 

respect ill the work perliirnwd. Pcnineiil details of work porliirmed arc on tile at this Repair Station under work order No. 2278. 

0(JMU SK;NI:I)_ 

.Sved LM-Hasan l-'or Intertech Overload. Inc. 

V. 

C - S 
ICERTIFYTHATTHISISA 

TRUEMPXOF THE ORIGINAL 

FAA VNY FSDO 

-t-A^ p 
INTE^^TECH 

7701 Wooc' Ave. Van Nuys, CA 406 

818.904.19bo Phone 818.904.1988 Fax 

Repair Station No. I0QR689X 

Make / Model 

GULFSTREAM IIB 

REG.# 

N477GG 

Serial 

155 

TIME 

12404.7 

CYCLE 

7259 

Date 

JAN.19, 2007 

COMPUED niT H THE FOLLOWING CMP(s): 

1. 270630 Rudder Torque Tube Bearing - Lubrication. 

2. 271321 Rudder Bungee - Lubrication. 

3. 280610 Fuel Pump Auto Change Operational Test. 

4. 301020 Wing Anti-ice (Left) - Operational Test. 

5. 301025 Wing Anti-ice (Right) - Operational Test. 

6. 7610l5Engine Controls - Operational Test (Engine Position I). 

7. 762015 Engine Controls - Operational Test (Erigine Position 2). 

8. 348051 UDATE NDB2 NAV DATA BANK. 

9. 344038 Very High Frequency Omni Range (VORr-Instrument Flight Rules(IFR )Check (FAR 91.171).. 

COMPLIED mT H THE FOLLOmNG MAINTENANCE: 

10. 326835 Main Wheel and Tire (Left Inboard No.2) - Removal / Installation. P/N 5004899-5, S/N MAY85-I398, TIRE P/N 

348F83-2. S/N OFF 12831294. S/N on 62I2I2I0. See Aviall Wheel and Brake Services FAA Form 8130-3. 

11. 713025 Left Engine Lower Cowl Removal/Installation, P/N II59P20328-1, S/N ofr310, S/N on 2665 (LOAN ER). See 

Aeroshear Aviation Services. Inc. FAA Form 8130-3. • • ; 

12. 714.'!25Right.EngineLowerCowl Removal/Installation, P/N 1159P20328-1, S/N off3IJ,S/Non46l(LO.\NER). See ^ 

Aeroshear Aviatipn Services. Inc, FAA Form 813(>-3 i i ~ I V ~ j 

1.;.=: - MAINTENANCE RELEASE ' l^^i^-. : l~ i 

The aircraft. airfTanie,'aircraft engine, appliance identified above was repaired and inspected in accordance with Manufacturer's f-' ' 

maintenance maniul, current maintenance rules of theTedieral Aviation Regulation and is improved for return to service with 1 

respect to the work peribnhed. Pertinent details of work perl^rmid are on file at this Repair StationjAtfer work order No. 2280. _ ^ 

.r~ .r t~ • ^ • 

SIGNE

Rodney

D 

 Bryan 3^t for Intertec g h Overload Inc. 

\SI 
ICERTIFYTHATTHISISA 

TRUE^^ ^ OF THEjpmGINAL 

FAA VNY FSDO 

^ 

%\Q 
INTE;:^TEC: H 

7701 WOOD,., Ave. Van Nuys, CA 406 

818.904.1955 Phone 818.904.1988 Fax 

Repair Station No. I0QR689X 

v 

Make/Model 

GULFSTREAM IIB 

REG.# 

N477GG 

Serial 

155 

TIME 

12437.5 

CYCLE 

7275 

Date 

JULY 14, 2007 

WORK ORDER 2434 

COMPLIED WITH THE FOLLOWING: 

I. INSTALLED A KGS 60 HERTZ POWER C0NVERTF:R IA W THF. KOS FRIiQUENCY CONVERTER INSTALLATION 

ON Gil AIRCRAFT MANUAL (NO. AAS-R7I REVISION 7/6/07. AND ALSO IN.S'fALLED THE 60 HERTZ 

CONVERTER IAW IFR WIRE DRAWING NO. 41551-001. OPERATIONAL CHECK SATISFACTORY. WEIGHT AND 

BALANCE AND EQUIPMENT LLST WERE AMMENDED AND MADE PART OF THE AIRCRAFT'S PERMANENT 

RECORDS P/N OF CONVERTER HSI2fl. 

2. INSTALLED A NEW VORTEX GENERATOR IAW G2B MM 57-00-OO.P/N ON IS 11.S9W20n2-I3. 

MAINTENANCE RELEASE 

The aircraft, airframe, aircraft engine, appliance identified above was repaired and inspected In accordance with Manufacturer's 

maintenance manual, current maintenance rules of the Federal Aviation Regulation and is approved for return to service with 

respect to the work perfomicd. Pertinent details of work performed are on file at this Repair Station underwork order No. 2434 

SIGNED •jgS::::^^^^-'- " 

Rodney Bryant, for Intertech Overload Inc. 

-^ 3 V 
ICERTIFYTHATTHISISA 

TRU^O^YiJF^THE ORIGINAL 

FAA VNY FSDO 

ii 

v.. I.V' 
riiiiiiiii 

7701 Woodley Ave, Van Nuys, CA. 91406 

818.904.1955 Phone 818.904.1988 Fax 

Repair Station No. 

WORK ORDERS: 2314.234.'! & 2365 

MAKE/MODEL 

GULFSTREAM 

1159B 

REG. No. 

N477GG 

1 

SERIAL No, 

155 

TIME 

12437.5 

CYCLE 

7275 

DATE 

JULY 15, 2007 

WORK ORDERS: 2314.2345 & 2365 

COMPLIED WITH THE FOLLOWING CMP CODES: 

1. C/W CMP 341013 - PILOT PITOT LEAK CHECK. 

2. C/W CMP 341017 - CO-PILOT PITOT LEAK CHECK. 

3. C/W CMP 212015 - CABIN PRESSURE CONTROLLER (MANUAL MODE) OPS. TEST. 

<t. C/W CMP 216027 - PRESSURIZATION SAFTEY VALVE INSPECTION & FUNCTIONAL TEST. 

5. C/W CMP217646 -BATTERY FAN CIRCULATOR OPS. TEST. 

6 CAV CMP 241023 - PI LOT INERTIA REEL OPS TEST. 

7. C/W CMP 254010 - FIRST AID KIT INSPECTION-INSTALLED NEW FIRST AID KIT P/iN 70002-00. 

8. C/W CMP 380111 - POTABLE H20 SYSTEM - FLUSH AND SANITIZE. 

9. C/W CMP 261015 - FIRE T HANDLE OPS CHECK. 

10. C/WCMP26I025-R1GHTENGINEFIREEXT. SYS. FUNCTIONAL TEST. 

11. C/W CMP 26I5I0 - LEFT ENGINE FIRE STL WEIGHT CHECK. 

12. C/WCMP26I5I5-RIGHTENG1NEFIREBTLWEIGHTCHECK. 

13. C/W CMP 261758 - INSPECTION OF AFT LAV. HALON FIRE EXTINGUISHER. 

M. C/W CMP 261760-INSPECTION OF COCKPITS I HALON FIRE EXTINGUISHER. 

15. C/W CMP 270105 - FLT. CONT. MANUAL SOV OPS. TEST. 

16. C/W CMP 270150 - GROUND SPOILER OPS TEST (6 PANEL) GIIB. 

17. C/WCMP270310-RUDDERCONT. SYS. OPSTEST(SP-50) 

18. C/W CMP 2706l>-LUBE LEFTI/B FLAP ACT. BUSHING. .-- ' 

19. CAVCMP2706I9-LUBELEFTO/B FLAP ACT. BUSHING. 

20. C/W CMP 270622-LUBE RIGHT I/B FLAP ACT. BUSHING. 

21. C/W CMP 271022-ELEV. ACTUATOR DAMPER SHAFT INSPECTION. 

22. C/W CMP 272018-.AILERON ACT. DAMPER SHAFT (LEFT) INSPECTION. - • r 

23. C/W CMP 272019 -;AILERON ACT DAMPER SHAFT (RIGHT) INSPECTION. 7 .. . 

24. C/W CMP 274011 -JNPSECT LEFT O/B FLAP ACT. YOKE..- • -• -

25. C/W CMP 274012-.INSPECT LEFT I/B FLAP ACT. YOKE. • 

26. C/W CMP 274311-INSPECT RIGHT O/B FLAP ACT. YOKE. 

27. C/W CMP 274312 - INSPECT RIGHT I/B FLPA ACT. YOKE. 

28. C/WCMP2805I5-APUFUELWINGS.O.V-FUNCT1ONALTEST 

29. c m CMP 321026 - CORROSION PREVENTION NLG AXLE ASSY. 

.30; C/W CMP 323918 - REMOVAL/INSTALLATION OF LEFT SIDE BRACE ACTUATOR. 

.11. C/W CMP 32401'2 - INSPECTION LEFT MAIN GEAR STRIKER ARM. 

.-(2. C/W CMP .325025-INSPECTION RIGHT MAIN GEAR STRIKER ARM. 

33. C/W CMP 330210 - EMERGENCY EXIT LIGHT OPS TEST 

.14 C/W CMP.33I5I0- REPLACE EMERGENCY EXIT LIGHT BATTERY. P/N OFF MNI300, P/N ON D2013. 

.35 CAVCMP34l5l7-ATTrrUDEIND. #1 BATTERY OPS TEST-PS835. 

36. CAV CMP .347067 - EMERGENCY ATTITUDE GYRO POWER SUPPLY REMOVAL/ INSTALLATION. 

37. C/W CMP .344038 - VOR SYSTEM CHECK (FAR 91.171) 

J8. C/W CMP 380101 - FRESH WATER SYSTEM FILTER ELEMENT REPLACEMENT. P/N ALI10-G. 

39. C/W CMP 491005- APU ENCLOSURE INSPECTION (36-6). 

40. C/W CMP 491510-APU OIL CHANGF7FILTER CHECK. 

41. C/W CMP 49I5I2-LUBE APU ALTERNATOR SPLINE (.36-6). 

42. C/W CMP 522525-TAIL DOOR WARNING OPS TEST. 

43. C/W CMP 523010- LUBE ENTRANCE DOOR. 

44. C/WCMP53I010-NOSE RADOME INTERIOR INSP. 

45. C/W CMP 531020 - INSPECTION OF FUSELAGE EXTERIOR. 

46. C/W CMP 531540 - INSPECTION OF TAILCONE INTERIOR. 

47. C/W CMP 533520 - INSPECTION OF COMPARTMENT ENTRANCE (SHELF). 

48. CW CMP 534510 - INSPECTION OF CABIN COMPARTMENT (ABOVE FLOOR). 

49. C/W CMP 5.39020-INSPECTION OF RIGHT MLG INSTALLATION. 

50. C/W CMP 54iq20-INSPECTION OF LEFT PYLON INTERIOR. ? 

51. C/W CMP 551025 - INSPECTION OF RUDDER EXTERNAL. -J 

53. C/W CMP 551026-RUDDER BALLAST WEIGHT INSPECTION (LEADONLY). 

53. C/W CMP 575002-RIGHT WINGLET ATTACHMENT HARDWARE INSPECTION. 

54. C/W CMP 575003 - LEFT WINGLET ATTACHMENT HARDWARE INSPECTION. 

55. C/W CMP 711020 - POWERPLANT INTERNAL INSPECTION- NO. I ENGINE. 

56. CW CMP 711520-roWERPLANT INTERNAL INSPECTION-NO. 2 ENGINE. 

57. C/W CMP 782017 - LUBE LEFT THRUST REVERSER AFT PIVOT. (ASC384). 

58. C/W CMP 78.1017 - LUBE RIGHT THRU.ST REVERSER AFT PIVOT (ASC.1S4). 

59. CAV CMP 261527-WEIGHTCHECK OF COCKPIT PORTABLE FIRE EXT. (NO. I) 

60. C/WCMP2hl5.15-WEIGHT CHECK OF ENTRANCE PORTABLE FIRE EXT. 

61. C/W CMP 261537 - WEIGHTCHECK OF LAV. PORTABLE FIRE EXT 

62. C/W CMP 5.38010 - INSPECTION OF NOSE WHEEL WELL AND GEAR. 

63. C/W CMP 5.18510 MI.O WHEEL WELL COMPARTMENT INPSECTION. 

64. CAV CMP 539010 - INSPl-CTION OF LEFT MLG INSTALLATION. 

65. C/W CMP 541520 - RIGHT PYLON INTERIOR INSPECTION. 

66. C'W CMP 71.1011 - I.KIT ENGINE NOSE COWL INSPECTION 

67. C.WCMP7I45II - RIUIH ENGINE NOSE COWL INSPECTION \ 

f.8 C.AV CMP 491010-,M'UGrCP.16-6 OPS TEST. 

69 CW CMP4940.10 . AI'U OTCI'.16-6 EGT TIIERMO.STAT Rr:MOVAI..INSTALl.ATION. 

70 CW CMI" 492510 - APU GTCP,16-6 REMOVAL/INSTAl,l.A tlON 

71 CW CMP 925360 INSPECTION OF BAGGAGi; DOOR CRACK 5-99 NEXT DIE 'S' 12487.5 IIRS. 

COMPLIKD nilI I rut : IVU.OniSOM.USTF.S.ISCE: 

7^ RI:M0VH D AND Rfil'I.ACED APU OTCP36-6 EGT 11 IliRMOSTAT IV.\ OFF 107996-4-1 S/N 511: P/N O.N I29S5.52-I-1 S/N 1101. 

73. CW CMP 351610 - IIVDROSTATIC TE.ST OF NO.I (12 DOirii;. D.VTE OF ll \ DRO: W W 22"", 2007. 

ir 

\ 

\} 
__^^QFTH£0?,G/A,4 L 

He 3^ 
74. C/W CMP 351620 - HYDROSTATIC TEST OF N0.3 02 BOTTLE. DATE OF HYDRO: MAY 22"", 2007 

75 C/W CMP 351622 - HYDROSTATIC TEST OF N0.5 02 BOTTLE. DATE OF HYDRO: M.AY 23*°, 2007. 

76. C/W CMP 351615 - HYDROSTATIC TEST OF NO 2 02 BOTTLE. DATE OF HYDRO: .MAY 22TM, 2007 

77. CW CMP 351621 - HYDROSTATIC TEST OF N0.4 02 BOTTLE. D.\TE OF HYDRO: MAY 23"", 2007, 

78. C/W CMP 351513 - REMOVAL/INSTALL 0F_N0..4 02 BOTTLE P/N OFF 90O-7OO-O3.S-034 S/N OFF. P/N' ON 900-700-03.^-034 .S/N ON 

F20fl26l. D.O..VL NOVE.MBER 1998. 

79. C/W CMP CODES 346510 AND 346515 - REMOVED AND RE-INSTALLED REPAIRED PILOTS AND CO-PILOTS AIRSPEED INDICATORS. 

SEE GLOBAL TECH FORM(S) 8I30-3.NO. S86I3 * .S8614. 

80. C/W CMP CODES .347020 AND .347025 - REMOVED AND REPLACED PILOTS AND CO-PILOTS COURSE INDICATORS AFTER REPAIR 

SEE GLOBAL TECM FAA FOR.VI 8130-3 (2). 

SI. C/W CMP CODE 774525 - REMOVED LEFT ENGINE TACHOMETER INDICATOR AND REPLACED IT WITH A REPAIRED UNIT. P/N 

OFFH90I-245S/NOFF346D, P/N ON H901-24.SS/N ON 2S1E. 

82. C/W CMP 737525 - REMOVED RIGHT ENGINE FUEL FLOW INDICATOR AND REPLACED IT WITH A FUNCTIONALLY TESTED UNIT. 

P/N OFF H930-6 S/N OFF I03C, P/N ON H930-7 S/N ON I iSB. 

83. C/W CMP .147010 - REMOVED NO. I FLIGHT DIRECTOR INDICATOR AND SENT OUT FOR REPAIR AND REINSTALLED.OPS CHECK 

GOOD. P/N 792-6357-007 S/N 40.SI. 

84. C/W CMP 222010 - REMOVED AUTOPILOT CONTROLLER AND REPLACED IT WITH A REPAIRED UNIT. OPS CHECK GOO. P/N OFF 

2.^86689-903 S/N OFF 09771837, P/N ON 22.^86689-903 S/N ON O.'i80762. 

85. C/W CMP 221015 - REMOVED ROLL AXIS COMPUTER AND REPLACED IT WITH A REPAIRED UNIT P/N OFF 4049729-901 S/N OFF 

1091121, PN/ON 4049728-901 S/N ON 035I62I. 

86. REPLACED RIGHT WING ROOT LIGHT BULB. OPS CHECKED GOOD. P/N 4559. 

87. C/W CMP 332035 - L/H WING BEAM STROBE LIGHT REMOVAL INSTALLATION. P/N OFF 30-1467-11 S/N OFF 8168, P/N ON 30-1467-11 

S/N GN 8780. 

88. INSTALLED NEW NOSE GEAR DOOR SEAL P/N GASI3AN-I-4I. 

89. INSTALLED NEW DOOR SEALS ON L/H AND R/H MAIN LDG. GEAR DOORS. P/N GAS UAN-MI. 

90. REPLACED DESICANT FOR VERTICAL GYRO. P/N MILD37I6. 

91. REPLACED RIGHT 1/B FLAP SEAL. P/N 1IS9W20I24-42. 

92. REPLACED LEFT I/B FLAP SEAL. P/N 1159W20224-42. 

93. CAV CMP CODE 7I302S - REMOVAL AND INSTALLATION OF L/H LOWER COWL AFTER REPAIR: P/N OFF I l.';9P20328-l S/N OFF 

266.S(LOANER), P/N ON I I.S9P20328-1 S/N ON 310. SEE AEROSHEAR FAA FORiVI 8130-3. 

94. C/W CMP CODE 714525 - REMOVAL AND INSTALLATION OF R/H LOWER COWL AFTER REPAIR: P/N OFF I I.S9P20329-I S/N OFF 

46l(LOANER), P/N ON II.S9P20329-1 S/N ON 111. SEE AEROSHEAR FAA FORM 813(W. 

9.'!. CAV CMP J42010 - PILOT PITOT HEAD REMOVAL &. INSTALLATION. P/N OFF 8.SIAK S/N OFF 2.^603. P/N ON 851AK S/N ON 1S7037. 

SEE FAA FORM 8130-3. 

96. CAV CMP 342015 - CO-PILOT PITOT HEAD REMOVAL & INSTALLATION, P/N OFF «5IAK S/N OFF 2.S602, P/N ON 8.S1AK S/N ON 

217370. SEE FAA FORM 8130-3 -r".. - --r"-.-. ---.. _ 

97. C/W CMP 247635 - BATTERY FAILURE MONITOR /AMPLIFIER. P/N OFF II59AV213I2-3 S/N OFF 313C, P/N ON 1 l.'i9AV2I312-3 S/N ON 

I83C. SEE FAA FORM 8(30-3. ' • ' • " ' . 

98. REMOVED^UDIO CONTROL CENTER #1 AND R^pLXCED IT WITH A REPAIRED UNIT:. ^ OFF 522-3763-002 S/N OFF 4983, PIH ON 

522-37634)02 S/N O M 633. ; ; 

99. REMOVED AUDIO CONTROL CENTER #2 AND REPLACED IT WITH A REPAIRED UNIT: P/N OFF 522-3763-002 S/N OFF 4982, P/N ON 

522-3763-002 SflN ON 1943. 

100. REMOVED KLN-900 AND SENT FOR REPAIR OPS CHECK GOOD. P/N O66-O4034-OIOI S/N 1780. 

MAINTENANCE RELEASE 

Tlie aircraft, airframe, aircraft engine, appliance identified above was repaired and Inspected in accordance with Manufacturer's 

maintenance manual and current maintenance rules of the Federal Aviation Regulation and is approved for return to service with 

respect to the work performed. Pertinent details of work performed are on file at tliis Repair Station under work order NO's. 2314, 

2345 & 2365. ..-

SIGNED 

RoSneySryant, Fonntertech Overload, Inc. 

^- ^ \p. 

^ \ -
I CERTIFY THAT THIS IS A 

TRUEpm OF THE ORIGINAL 

FAA VNY FSDO J^^^ ^ 

\i^X^ 

h 
|NTE;=JTEf. ^ i 

/ /,. vwuue- \v c vdi i >uya,'.-</\ '•••j'o 

818.904.19-30 Hhone 818.904.1. Fax 

Repair Station No. I0QR689X 

Make/ Model 

GULFSTREAM IIB 

REG.# 

N477GG 

Serial 

155 

TIME 

124.34.0 

CYCLE 

7286 

Date 

AUG. 23, 2007 

HORK ORDER 2.1115 

COMPLIED WITH THE FOLLOWING M.MNTEN.4NCE: 

1. C/W CMP 362010 - REMOVED A DEFECTIVE LEI'f IIP VALVE AND REPLACED IT Will i A TESTED HP 

PRESSURE VALVE. REl ERENCE FAA FORM 8130-3 UNDER Wi.'RK ORDER AR00I02OI. IAW G2 MM ClIAPT 

36-OI-OO.C/W CMP362510. P/N OFF/0.\ 392724-1-7 S/N OFF P-7.S0 .S/'N' ON P-188. 

2. REMOVED DEFECTIVE RIXiULAlOR AND REPL.\CED IT WITH A OVERl lAULED REGULATOR VALVE. IAW 

G2 MM ClIAPT 35-00-00, REFERENCE FA,\ FORM 8130 3 INDLR WORK ORDER R0012486. VIS OFF/ON FR141-A2 .S/N OFF 702317 &?< ON »0S462. 

3. REMOVED DEFECflVE OXYGEN FILLER VALVE AND REPLACED IT 'AITH A NEW IlLLER VALVE. ALL 

WORK WAS DONE IAW THE OIIB MM CIIAPTER 35-00-00. P/N MS2203.S-I. 

4. COMPLIED WITH CMP 737525 - INDICATOR, RIGHT ENGINE I UEL FLOW - REMOVAL/INSTALLATION. 

REMOVED DEFECTIVE RIGHT ENGINE FUEL FLOW INDICAirjR AND INSTALLED NEW FUEL FLOW 

INDICATOR. REFERENCE MANIJFACTUER HOWELL INSTRIIMIJNTS CERTIFICATE OF CONFORMANCE 

DATED 6-1-2007. P/N OFF: H93»-6 P/N ON: II9J00-7 S/N OFF: 115B S/N ON: 101. 

5. COMPLIED WITH CMP 345015 BRIl E TUBE INDICATOR CONSOLE - REMOVAL / INSTALLATION. REMOVED 

Lf)ANER RADAR INDICATOR AND INSTALLED OVERHAULED RADAR INDICATOR, REFERENCE DUNCAN 

AVIAHON CRS# JOVRI94F FAA l-ORM 8130-3 UNDER WORK ORDER V2WSA DATED 7-21-2007. P/N 0KI70N: 

006-3086-30 S/N OFFrX3464 S/N O.N: 3327. f^ *" 

-r^T -^-T , .MAINTENANCE RELEASE —i ; 

.-.41w aircraft, airrrame, aircraft engine, appliance i<lentified above was tepaired and inspected in accordance with Manufacturer's 

'^"maintenance manual, current maintenance rules of the Federal .\viutiotfRegulatior, and is approved for retUFrTtb service with 

5. respect lo the work pcrt<)rincd. Pertinent details oTworfc performed are on llle at this Repair Stition under-work order No. 2505 

SIONED \:i\~}' 

Rodney BryaiiL for Intertech Overload Inc. 
ICERTIFYTHATTHISISA 

TRUE COaY45F THE ORIGINAL 

FAA VNY FSDO 

t,- K^ 2 i 
iJiiiiiit OVE;RI_O.A. D 

7701 Wood " \ve. Van Nuys, CA. .406 

818.904.195c) Phone 818.904.1988 Fax 

Repair Station No. I0QR689X 

Make / Model 

GULFSTREAM IIB 

REG.# 

N477GG 

Serial 

155 

TIME 

12434 

CYCLE 

7286 

Date 

AUGUST 27, 2007 

WORK ORDER 2464 

COMPLIED WITH THE FOUOWIWG MAINTENANCE: 

1. SERVICED OXYGEN SYSTEM. 

2. SERVICED EMERGENCY GEAR BOTTLE WITH NITROGEN. 

3. SERVICED POTABLE WATER SYSTEM. 

4. INSTALLED A CIRCUIT BREAKER FOR THE 60 HERTZ FREQUENCY CONVERTER PER IFR DRAWING* 

41551-001. 

5. REMOVED RIGHT ENGINE HP RPM INDICATOR AND SENT OUT FOR REPAIR, REINSTALLED REPAIRED HP 

RPM INDICATOR. REFERENCE GLOBAL TECH INSTRUMENTS INC. CRS# G3OR208 FAA FORM 8130-3 

UNDER WORK ORDER 58884 DATED 8-2-2007. P/N OFF/ON 11901-244 S/N OFF/ON 2.52E. 

6. 

7. UPDATED NAV DATA BASE. NEXT UPDATE DUE SEPTEMBER 27TM, 2007. 

MAINTENANCE RELEASE 

The aircraft, airframe, aircraft engine, appliance identified above was repaired and inspected in accordance with Manufacturer's 

maintenance manual, cunent maintenance rules of the Federal Aviation Regulation and is approved fitir return to service with 

respect to the work perfoimed. Pertinent details of work performed are on file at this Repair Station unda^^% order No, 2464 

• :»-"* .4." * "•* Rodney Bt^ant. for Intertech Overload Inc. 

^^ .0 rL 
ICERTIFYTHATTHISISA 

TRUE QOgiOF THE ppiGINAL 

FAA VNY FSDO 

i-^ih-^ 

w i^^ 
iJiiiii'ii 

7701 WoodI 'e. Van Nuys, CA. 9140S 

818.904.195i, , ..one 818 90^ 1938 Fax 

Repair Station No. 10QR689X 

Make/ Model 

GULFSTREAM IIB 

REG,# 

N477GG 

"" Serial 

155 

TIME 

12452.1 

CYCLE 

7294 

Date 

SEPT 25, 2007 

WORK ORDER 2.124 

COMPLIED WITH THE FOLLOWING CMP: 

1. C/W CMP927100-1J:IT AND RIGHT ENGINE LOWER FIXI;DCOWL VISUAL INSPECTION 

2. C/WCMP3Sfll01 - POTAHl.E WATER SYS1 EM FILT|;R EI.EMlrNT R|:M0VAL/1NS I AI.I.ATION. 

3. C/W CMP3S0111 - POIABI.E WATER SY.STEM FLUSH. 

4. C/W CMP - NO,l I:M1:RGENCV ATTITUDE INDICATOR HA TTIR Y OI'S TE,ST, 

5. C/W CMP.331510 - EMERGENCY EXIT LIGl IT BATTERY REPLACEMENT. 

6. C/W CMP26n60 - PORfABLE HALON FIRI- EXTINGUISHER INSPECTION( CCX^KPIf) 

7. C/W CMP 261758 - PORTABLE HALON FIRE EXTINGUISI lER (AIT LAVATORY) INSPECTION, 

8. C/W CMP 2.';2020 LIFE VESTS - INSPI:CTION RECERTIl-CAJ ION, 

9. C/W CMP 323010 - NOSE GEAR WHEEL AND TIRE (LETT) REMOVAI7IN,SI"AI.LATION, I'/N WHEEL ,'\SSV 

OFF/ON 9.5433*7 S-TM OFF NO\80-7675 S/ON OCT8I-833. P/N TIRE OI F/ON 217K22-I STX OFF .53420306 S/N 

ON 30-580676. REFERENCE AERO 'NVHEEI, AN BR.VKE FAA FORM 813C-3. UNDER W/O 33665 D,\l ED 8/6/03. 

10. C/W CMP CODE 984540 CB 454 - INSPECTION OF RUDDER STOP BOLT S. 

11. CMP CODE 984520 - C/W CB 452 - REPLACEMENT OF AILERON/ELEVATOR LOAD RELIEF BUNOt ES 

12. CMP CODE 252031 - NO.I LIFE VEST REMOVAL/INSTALL, INSPECTION NF.XT DUE 9/12/09. 

13. CMP CODE 252032 -NO.2 LIFE VEST REMOVAL/INSTALL, INSPECTION NEXT DUE 4/18/2017. 

14. CMP CODE 252033 - N0.3 LIFE VEST REMOVAL/INSTALL INSPECTION NEXT DUE 4/18/2017. 

15. CMP CODE 252034-N0.4 LIFE VEST REMOVAL/INSTALL. INSPECTION NEXT DUE 4/18/2017. 

16. CMP CODE 252035 - N0.5 LIFE VEST REMOVAL/INSTALL, INSPECTION NEXT DUE 3/07/2010. 

17. CMP CODE; 252036- N0.6 LIFE VEST REMOVAL/INSTALL. INSPECTION NE.XT DUE 3/07/2010. 

I g. CMP CODE 252037J:;;NO.7 LIFE VFIST REMOVAL/INSTALL, INSPECTION NEXT DUE 3/07/2010. 

-# -• 

•^AQer I o(^ ^ 
ICERTIFYTHATTHISISA 

TRUECOp^^THE ORIGINAL 

FAA VNY FSDO 

y ^ fc 
19. CMPCi L>2038-NO.8Lll"EVE,Sl , ..AIOVAI./1NSTAL1.. I'\ .flON NEXT DUE 3/07/2C 

20. CMP CODE 252039- N0.9 LIFE VEST REMOVAL/INSTALL, INSPECTION NEXT DliE 3/07/2010. 

21. CMP CODE 252040-NO. 10 LIFE VEST REMOVAL/INSTALL. INSPECTION NEXT DUE 4/lg,'2017. 

22. CMP CODE 2.^2041 - NO.I I LIFE VEST REM0VA171NSTAI.1,, INSPECTION NEXT OLE 3/07/2010, 

23. CMP CODE 252042- N0.I2 LllT-l VEST REMOVAI./lNSTAl.L. INSPECTION NEXT D( !E 9/12/2009. 

24. CMP C0DI-; 2.12043 - NO.13 LIFE VEST REMOVAL/INSTALL INSPECTION NEX f DUl- 4/18/2017. 

25. CMP CODi;252044 - Nf).l4 LIFE Vi:.S 1 REMOVAL/INSTALL INSPECTION NEXT Dl'i; 3/07/2010. 

26. CMP CODE 252057 - PILOTS LIFE Vi:ST REMOVAL/INSTALL. IN.S1'ECTK)N NEXT DUE 4/IS/20I7. 

27. CMP CODE 252058-CO-PILOTS LIFE VEST REMOVAL'INSTALL, INSPECTION NEXT DUE 4/18/2017 

28. C/W CMP 240310 - DC DISTRBUTION SYSTEM OPER.ATIONAI. CHECK. 

29. C/W CMP 247590- AC DI.STRIBUTION OPERATIONAL CHECK. 

30. C/W CMP270610-RUDDERPEDALCONTROLS-LUBRICATION 

31. C/W CMP 311515 - TONE GENERATOR SPEAKER REMOVAL/INSTALLATION. P/N OEF .5.57-4-000, P/N ON 

105145, SA OFF 265, S/N ON N/A. 

32. C/W CMP 773015 - R/H ENGINE TGT'INDICATO R REMOVAL/INSTALLATION. REMOVED AND REPLACED 

FOR TROUBLESIKXJTING PURPOSES. OPS CHECK GOOD. 

33. C/W CMP344038 - VOI^IFR CHECK PER FAR 91.171. 

C:OMPLIED WITH THE FOLLOWING MAINTENANCE: 

1. REMOVED PYLON BAGGAGE LIGHT BULB AND INSTALLED NEW LIGHT BULB IAW CHAPTER 33 OF THE 

-^GlIBMM . P/NCE307. .tr. .t^. . ' t r . 

•. .•:*- • .-i i - •- •.:i i - - } -

2. - REMOVED AND REPLACED UPPER TAIL NAVIGATION LIGF. T BULB IAW CHAPTER 33 OF THE GIIB MM. P/N 

^6i a ^ t = i '•^^- '• ^~^ ' '• 

3. -^REMOVED AND REPLACED ICELIGHT BULB WITH NEW LIGHT'-BULB IAW CHAPTER 33 OF THEXiUB MM. 

P/NA7079B-24. " « t; ^ -U, 

4. INSTALLED NEW 02 BLOWOUT DISC AND SNAP RING IAW THE GIIB MM, CIlAPTER 35. P/N P28070- DISK. 

MSI6625I062-SNAP RING. '• -: • " 

5. REMOVED FLOORBOARDS. CLEANED AND REMOVED CORROSION ON FLOORBOARDS AND STRUCTURE 

PER SRM 51-13-20, REPLACED ONE FLOORBOARD AND TWO NUTPLATES, FLOORBOARD P/N II59BH2I006-

3. REINS'VALLED FLOORBOARDS. REFERENCE AEROSHEAR WORK ORDER C07-I0572 DATED 9/18/2007 IAW 

THE DRAWING NUMBER I I59BH40022REV.E. -

REMOVED SPLIT WATER DRAIN LINE, CLEANED UP ElMTIiAPPPED WATER AND SURROUNDING AREA, 

REMOVED CORROSION PER SRM 51-13-20, PROTECTED AREA WITH AV30. INSTALLED NEW WATER DRAIN 

LINE. P/N I24001-8CR04SO. OPS CHECK GOOD. 

REMOVED CONTACTOR IN APU JUNCTION BOX AND IN.STAI.LED NEW CONTACIOR, CONTACTOR OPS 

CHECKED GOOD, IAW THE GIIB MM. CHAPTER 24-01-00. P/N OFF/ON DII-25B.V .S/N OFF C-8I929 S/N ON CP8813.5. 

REMOVED DIMMIMG RHEOSTAT FOR THE RADAR ALTIMETER AND INSTALLED A NEW RHEOSTAT P/N 

KV6NA VSI)50I.A. IAW THE GIIB WDM. CHAPTER 24, 

MAINTENAN<:E REI.E.ASE 

T he aircmn. airframe, aircraft engine, appliance identified above was repaired and inspccled in ac.;ordance with Manufacturer's 

mainlenanee manual, current maintenance rules of the Fedenil Aviation Regulation and is approved fur return to service with 

respect to the work performed. Pertinent details of work perfomied arc on file at this Repnir Slaticii under work jtrder-No.-2524 

siGNED';7^:<rrr^- —-

Rodney Hrjant, Tor Intertech Oierload Inc. 
ICERTIFYTHATTHISISA 

TRUE Ci>PyX)F THE ORIGINAL 

FAA VNY FSDO 

6^ 

a •b 
lNTE.?5lTE<rH 

0\^E?:il_OA. D 

7701 Woodley Van Nuys, CA. 91406 

818.904,19551 .? 818.904.1988 Fax 

Repair Station No. 10QRS89X 

Make/Model 

GULFSTREAM IIB 

REG.# 

N477GG 

Serial 

155 

TIME 

12482.1 

CYCLE 

7307 

Date 

OCT 25, 2007 

WORK ORDER 2552 

COMPUED IHn i Till: FOI.I.(nHS(iM.UNTENASCE: 

I r.-W rX'Pi+10.18-VOR/IFK CHECK lAW FAR 01 171 

2. CW CMP :.'!2IV.O . KIT SERVICE/FUNCTIONAL f Hr;CK IAW FAR 91 207 BATTERY EXPIRrS OCT 20OX 

I. fVW C MP 2617.i!|l - I'ORTABLF. HALON FIRC EXTINGUISHER (AFT LAV) INPSPECTION 

4 CW (MP 2617.50 - TORTADI.E HALON FIRE E,\TINGi;iSHER ((OfKPI D INSPECTION 

.< C/W CMP j;i2IO - LI-.FT ANTISKID VALVE FILTER INSPECTION 

6 C/WCMP32i:i5-RlGHTANTISKIDVALVE FILTER INSPECTION 

7. CAV CMP 261830 -e\GINfc/APU FIRE BOTTLE (APU, SERVICE LIFE) CARTRIDGE REPLACEMENT. 

t. C W CMP 3.^1010 - 0 1 SYSTEM (PILOT) OPERATIONAL TEST 

9. C/W CMP .151015 - 02 SYSTEM (COPILOT) OPERATIONAL TEST. 

10. CW CMP .163UI2 - APU/E.iCTERNAL AIR CHECK VALVE - OPERATIONAL TEST. 

II. C/W CMP MSOSl-UPDATE OF NDB2 NAV DATA BANK 

12. C/WCMP32I8IS- BR-'KEdtlGHD-BLEEDINGPROCEDURES. 

13. C/WCMP32I3I5 • ANTISKID CONTROL SYSTEM FIWCTIONAL TEST. 

M. C/Vi' CMP 321 im - WHEEL BRAKIS - FtWCTlONAL TEST. 

1.1. C/W CMP .121810 -DRAKE (LEFT) BLEEDING PROCEDURrS. 

16. C/W CMP 27S81 .< - ANGLE OF ATTACK TRANSDUCER (NO 2) REMOVAL/INSTALLATION. 

P/N OFF/ON SLZi)t>92 SiT* OFF LHI173B S/N ON LH1325C. 

17:' fERVICEDHYDRAULICSYSTEMS IAW TFIE on e MM. CHAPTER II-OWIO. ^" ; '~ ' 

l> {•/W'CMP2705l6-ANGLEOrATTACKSYSTE6PSTEST. * " *•" 

W." _ tVW CMP 30irr,0 - PROBE HEAT (ANGLE OF ATTACK)-OPS TEST. 

20."'.~r/W CMP 231525 • .Nl). VT-IF TRANSCEIVER'--REM0VAL/INSTALLATI0N . P/N OFF 622-IJ34r002 STU OFF 'M6 P/N ON 622-1879-001 S/N ON 20279. 

2U—X/WCMP.141010-PPITOTSTATICSYSTEMLEAKCHECK. Z IL- _ 

12. E0V;>RRFLlGimNSPnt-nON IAW THE OllDSERlAl.NUMBER 155 AIRPLANE FLIGHT MANUAL. ; ; , 

- * " •» • -.* — - • ^» _ . . ,.* _ -

> ; MA1NT£NA.MCE RELKASE 

The liiciaft, liiframu. aircfall vnylre, ipplitnce identifitfil above was repnircd anil inspeLted in icuonlarse \%ith Manufacturer's mainten^^ manual, current maintenance . 

rultis ofthe Federal A--ii(inn Regulation and is appiDved for let.ini lu scrv'cu wilt: respect to the wjrt; perromied. Pertinent detaits of wot k ^rhyme d are on file at this Rxrpai 

.Station under wrirk ordei No. 2552 

SIONEE 

Rodney Bryant, for Intertech Overload Inc. 

<. \ ^ 
^S",^KJTS.SINAL 

FAA VNY FSDO 

^ ^ r/ 
iiiiiiii!=-

INTEP^TECH 

CDvEP5LOAi 3 

7701 Woodley •^•. Van Nuys, CA, 91406 

818,904,1955 le 818.904.1983 Fax 

Repair Station No. 10QR689X 

Make/ Model 

GULFSTREAM IIB 

REG.# 

N477GG 

Serial 

155 

TIME 

12502.0 

CYCLE 

7311 

Date 

NOV. 15, 2007 

WORK ORDER 2597 

COMPLIED WITH THE FOLLOWING CMP: 

1. C/W CMP351530 REPLACED OXYGEN FILLER VALVE WITH NEW VALVE. NO FURTHER DEFECTS NOTED. 

P/N OF VALVE MS22035-1. 

COMPLIED WITH THE FOLLOmNG MAINTENANCE: 

2. SERVICED LEFT HAND ENGINE OIL IAW THE GIIB MM. CHAPTER 12-01-06. 

3. SERVICED RIGHT HAND ENGINE OIL IAW THE GIIB MM, CHAPTER 12-01-06. 

4. SERVICED APU OIL IAW THE GIIB MM, CHAPTER 12-01-06. 

5. C/W PREFLIGHT INSPECTION IAW THE GIIB SERIAL NUMBER 155 AIRPLANE FLIGHT MANUAL 

MAINTENANCE RELEASE 

The aircraft airframe, aircraft engine, appliance identified above was repaired and inspected in accordance with Manufacturer's 

maintenance manual, current maintenance rules of the Federal Aviation Regulation and is approved foilFetum to service with 

. respect to the work performed. Pertinent details of work performed are on file at this Repair Station underwofe order No. 2597 

• ^ -.- ? V SIGNEE _ ^ _ 

* ' *" Shane Hunt, foiTnfcrtech Uverlbid Inc. 

^ \ ' ^ 

/ > 
SSS?p*s»«* 

FAAVNYFSDO^ 

r ^ P 
INTERTECH 

Ox/'E^^I-OU&O 

7701 Woodle^ \ Van Nuys. CA. 91406 

818.904.1955. .ne 818.904.1988 Fax 

Repair Station No. I0QR689X 

Make/ Model 

GULFSTREAM IIB 

REG.# 

N477GG 

Serial 

155 

TIME 

12525.5 

CYCLE 

7319 

Date 

N0V.30, 2007 

WORK ORDER 2628 

COMPUED WITH THE FOLLOWING CMP: 

I. C/W CMP 348051 - PERFORMED SATISFACTORY FMS NAV DATA UPDATE IAW UNIVERSAL UNS-I TECH 

MANUAL. EXPIRES I2J^0/07. 

C/W CMP 322005 - LANDING GEAR HANDLE REMOVAL/INSTALLATION. P/N OFF A486-5 P/N ON A486-1I, S/N 

OFF 13, S/N ON 46. REFERENCE EATON AEROSPACE FAA FORM 8130-3 UNDER W/O 2006940, DATED 

3/20/06. 

C/W CMP 561520 SIDE WINDOW PANEL (LEFT) REMOVAL/INSTALLATION. REFERENCE GULFSTREAM FAA 

FORM 8130-3 UNDER W/O AOOl I03S60I, DATED 9/10/01. P/N OFF/ON 159B10002-S115, S/N OFF 6H-5-3-105, S/N 

ON 010.58H2028. 

C/W CMP 301010 - WINDSHIELD HEATING SYSTEM OPS TEST. 

C/W CMP 320306 - LANDING GEAR CYCLING OPS TEST. 

CAV CMP 320310- NORMAL LANDING GEAR FUNCTIONAL TEST. 

C/W CMP 2901 lO-flYDRAULIC SYSTEM RESERVOIR. — 

*- i - •-• i -

C/W CMP 321315 - ANTISKID CONTROL SYSTEM FUNCTIONAL TEST. 

C/W CMP 326830-MAIN GEAR WHEEL AND TIRE'(LEFT O/B NO.I) REMOVAL/INSTALL. REFERNCE AERO 

WHEEL AND BRAKE FAA FORM 8130-3 UNDER-W/O 44898, DATED 11/30/07. JiVHEEL ASSEMBLY - P/N 

OFF/ON 1159SCL20»3, S/N OFF/ON FEB83-741/AUG83-920. TIRE - P/N OFF/ON 348r83-2 S/N OFF 60241289 

S/NON7I0H16L*-* - -.r^^ - -,r*--=^-

» f i 

10. C/W CMP 320710 MAIN LANDING GEAR WHEEL BEARINGS INSP/PACK. ' " 

11. CAV CMP326814rWHEEL BRAKE ASSY. INSPECTION. 

12. CAV CMP 326816-BRAKE PISTON CLEARANCE CHECK. 

13. C/W CMP 326840 - MAIN GEAR WHEEL AND TIRE (RIGHT I/B N0.3) REMOVAL/INSTALL.REFERNCE AERO 

WHEEL AND BRAKE FAA FORM 8130-3 UNDER W/O 44897. DATED 11/30/07. WHEEL ASSEMBLY - P/N 

OFF/ON 1159SCL2IU-33, S/N OFF/ON MAR82-44L TIRE - P/N OFF/ON 348F83-2 S/N OFF 60181679 SIS ON 

70970177. 

1 

v.. 
ICERTIFYTHATTHISISA 

TRUE C^Y OF THEORIGINAL 

FAA VNY FSDO 
14. C/W CMP 320725 MAIN LANDING GEAR WHEEL BEARINGS INSP/PACK. 

15. C/W CMP 327324 - WHEEL BRAKE ASSY. INSPECTION. 

16. C/W CMP 327336- BRAKE PISTONCLEARANCE CHECK. 

17. CAV CMP 326845 - MAIN GEAR WHEEL AND TIRE (RIGHT O/B N0.4)REM0VAL'INSTALL.REFERNCE AERO 

WHEEL AND BRAKE FAA FORM 8130-3 UNDER W/O 44896, DATED 11/30/07. WHEEL ASSEMBLY - P/\ 

OFF/ON 1I59SCL203-3I, S/N OFF/ON NOV79-I5E. TIRE - P/.N OFF/ON 348F83-2 S/N OFF 60181687, S/N ON 

71211163. 

18. C/W CMP 320720 - MAIN LANDING GEAR WHEEL BEARINGS INSP/PACK. 

19. C/W CMP 327314 - WHEEL BRAKE ASSY. INSPECTION. 

20. CAV CMP 327316- BRAKE PISTON CLEARANCE CHECK 

21. CAV CMP 321305 - WHEEL BRAKES FUNCTIONAL TEST. 

22. CAV CMP 232510 - AUDIO AMPLIFIER- REMOVAL/INSTALLATION. REFERENCE AIRS FAA FORM 8130-3 

UNDER W/O 14513. DATED 1/28/1999. P/N OFF/ON 522-3763-002 S/N OFF 1943, S/N ON 1936. 

23. CAV CMP 321825 - CHECK WHEEL BRAKE WEAR. 

COMPLIED WITH THE FOLLOWING MAINTENANCE: 

I. FABRICATED AIRCRAFT DATA PLATE USING 0.032 301 .25 HARD STAINLESS STEEL SHEET METAL AND 

ATTACHED USING CR3213-4-3 RIVETS (4 EACH). ALL WORK WAS DONE IAW FAR 45.13 AND 

GULFSTREAM AEROSPACE ENGINEERING DRAWING II59SB40042. 

\L4INTENANCE RELEASE 

The aircraft, airfiame, aircraft engine, appliance identified above was repaired and inspected in accordance with Manufacturer's 

maintenance manual^ current maintenance rules of the Federal Aviation Regulation and is approved for return to service with' ' -, 

respect to the work performed. Pertinent details of work perfoimed are on file at this Repair Station under work order No. 2628 *' 

\£'~'' ~ f^i- i SIGNED^ A^r:^^^^^^ ^ ^• : 

"I.. —j ; Shane Hunt, for Intertech Overload Inc.'-, 

% ^ [W\i V 
ICERTIFYTHATTHISISA 

TRUE CO^y OF THE ORIGINAL 

FAA VNY FSDO 

^ ^ \ ^i^ 
I ertech Overload, I 

77D1 Woodley Avenue » van Nuys. CA 9140 6 » phone B1B.904. 1955 » fax 818.904.1988 

Maintenance • Avionics • Management • Parts Sales • Aircraft Sales • 24/ 7 Emergency Support 

January 23,2008 

Mr. Arvie McOumis 

Principal Maintenance Inspector - Airworthiness 

Federal Aviation Administration 

Van Nuys FSD6 . 

1650ijSiLerman,)jV:ay, Suite 330 

Van Nuys, CA 91406 

Dear fiispector McGiimis: 

I am writing to you regarding the overlook that occurred with respect to the absence of our rating to perform 

maintenance on .all G-1159B Aircraft Hiis was simply an overlook on our behalf and we apologize for any 

inconvenience that this has caused you. 

AH maintenance records with discrepant entries have been corrected by replacing the Repair Station number 

. with the appropnigite Certificate Number of the individual who signed tiie maintenance release. All amended 

entries were reviewed by Intertech Overload and Van Nuys FSDO. 

To ensure that this never happens again prior to any work being performed by Intertech Overload personnel I 

will personally teiference our Operations Specifications and verify that we are properly rated to perform the 

required maintenance. 

Shane Hunt 

Quality Manager. 

FAA C.R.S Noi IOQR689X 

RECEIVED 

. JAN 23 i m 

v.. 

VAN NUYS FSDO 
__ ]1. . _lf additional space is required for any item, attacf. cnalstieels of paper Sr^ -srvDMB Ap3rove»e¥eg-0010 

Q 

U.S. Department of Transportation 

Federal Aviation Administration 

Application for j^joy 2 9 200? 

Repair Station Ceitificate and/or Rating 

VANM Mf iv n rr . NU rtrr «ee1. Repair Station Name, Number, Location and Address 

a. Official Name of Station 

INTERTECH OVERLOAD INC. 

Number 

IOQR689X 

b. Location where business conducted 

7701 WOODLEY AVENUE 

VAN NUYS, CA 91406 

_L 

2. Reasons for Submission 

c. Official Mailing Address of Repair Station (Number, Street, City, State & ZIP) 

7701 WOODLEY AVENUE 

VAN NUYS, CA 91406 

d. Doing Business As: 

FAA CERTIFIED REPAIR STATION 

I 1 Original/Application for CJertificate and Rating 

r~l Change in Rating 

r~l Change in Location or Housing and Facilities 

n Change in Ownership 

S Other (Specify) 

ADD LEAR 40 SERIES TO RATING 

ADD LEAR 45 SERIES TO RATING 

ADD GULF. 1159B TO RATING 

3. Ratings Applied for 

[ D Airframe 

D Class 1 

n Class 2 

• Class 3 

n Class 4 

| G Accessories 

n Class 1 

Q Class 2 

n Class 3 

• Powerpiant 

n Class 1 

n Class 2 

Q Class 3 

n Propeller 

D Class 1 

n Class 2 

n Radio 

D Class 1 

n Class 2 

O Class 3 

• Instrument 

n Class 1 

D aass2 

O Class 3 

D Class 4 

I Limited 

[^ Airirame 

n Engine 

n l^ropeller 

D Instrument 

f l Accessories 

n Landing Gear 

n Floats 

n Radio 

O Rotor Blades 

D Fabric 

r~l Emeigency Equip. 

[ J Non-Dest Test 

Q Specialized Servk:es (spec^; 

14. List of Maintenance Functions Contracted to Outside Agencies: 

S. Applicant's Certification 

Name of Owner (Induda mmefs) of indiwdual owner, all partners, w corporation name p/Wng sfafe and date cf irxxtrporatian) 

DEAN R. CAMBE INTERTECH OVERLOAD INC. CALIFORNIA 01/14/2004 

I hereby certify that I have been authorized by the repair station identified in Item 1 abovfe to make this application 

and that statements and attachments hereto are true and corved to the best of my knowledge. 

Date 

11/27/2007 

Authorized SignaturdL \^ . Printed Name of Authorized Signer 

EANR. CAMBE 

"ntle 

CEO 

Agenq^ Display of ^fimated Burden: TTie FAA estimates that the average burden for (his repott fbmfi is 15 minutes pei^sponse. You may submit 

any comments regarding the accuracy of this burden estimate or any suggestions for reducing the bunJen to the OfRce of Management and Budget 

You may also send comments to the Federal Aviation Administration, Aircraft Maintenance Division, AFS-300.800 Independence Avenue. SW, Washington, 

DC 20591. Attention; 0MB number 2120-0010. 

y 

F A A Form 8310-3 (8-95) supersedes Previous Edition NSN: 0052-00-686-1002 \ X 

c -> 

• \ . 
For FAA Use Only 

Record of Action 

Repair Station Inspection For FAA Use Only 

6. Remarks (Identify by item number. Include deficiencies found, ratings denied.) 

ICERTIFYTHATTHISISA 

TRUE COPY: OF THE ORIGINAL 

FAA VNY FSDO 

7. Findings - Recommendations 8. Date of Inspection 

I I A Station was found to comply with requirements of FAR 145. 

I I B. Station was found to comply with requirements of FAR 145 except for deficiencies listed In Item 6. 

\ I C. Recommend certificate with rating applied for on application be issued. 

L i D- Recommend Certificate with rating applied for on applteatlon (EXCEPT ttiose listed in item 6) be Issued. 

9. Office 

— 

SlgnaturB(s) of lnspector(s) 

- — -

Printed Name(s) of lnspector(s) 

1 1 

10. Supervising or Assigned Inspector | 

ACnOM TAKEN 

iCH APPROVED 

as shown on certilicate 

issued on date showa 

|f~ ] DISAPPROVED 

I CERTIFICATE ISSUED 

I Number 

Inspector's Signature 

Date Inspector's Printed Name Trtle 

F AA Form 8310-3 (S-aS) supersedes Previous Edition MSN: 0052-00-686-1002 ? A -2^ 
ORDtR 

2 cban<3es 

a:^uM(^ ^ 

ppOGFJ^ 

mP^. 

It.' 

< ^ 

mOeceHbei^ 14' 

1988 

ORUllO** 

DIP •M^Hisij;^" * 

ftotR^»• 

MlMlOH 

b> 

' h^^ 

V > 

. ^ 
2150.3A 

Appendix 4 

APPENDIX 4 ENPORCEWENT SANCTION GUIDANCE TABLE 

IbfTROPUCTION: This ^^pendix provides guidance to assure greater national 

consistency in enforcing the Federal Aviation Regulations. Since the Sanction 

Guidance Table is only intended to provide general guidance for the exercise 

of the agency's prosecutorial discretion, it is sufficiently broad and 

flexible to permit full consideration of all mitigating and aggravating 

factors. 

EMPHASIS APPROACH TO ENFORCEMENT; An increase in instances of nonconpliance 

with a particular regulation, as well as other circumstances, may require 

analysis of the sufficiencj.' of sanctions previously inposed for violations of 

that regulation. For example, the number of TCA violations or violations 

involving flying under the influence of alcohol or drugs may increase, and 

give rise to a concomitant increase in the number of accidents or incidents. 

Analysis of sanctions and other informaticai available to FAA regarding such 

violations may result in an agency determination that the current sanction 

policy has not provided an effective deterrent. Under these circumstances, 

safety in air commerce and air transportation and the public interest may 

require a change in sanction policy and an increase in the severity of 

sanctictts in order to pronote vigilance and deter such violations. 

Notificaticsi to field and regional personnel of enforcement activities/areas 

requiring an emi^asis approach will be accomplished through the issuance of 

(jompliance/Qiforcement Bulletins. (Order 2150.3A, paragraph' 106). 

GENERAL GUIDELINES; The Sanction Guidance Table is intended to be used only 

as internal guidance in selecting an appropriate sanction. Its purpose is to 

assist, not replace, the exercise of prosecutorial judgment. Determinations 

as to whether certificate action or civil penalty action is appropriate should 

be made in accordance with paragraph 206 of the Conqpliance and Enforcanent 

Program, FAA Order 2150.3A. The Table represents the normal range of sanction 

for a single violation of a particular regulation. Alleged violations will 

fall within the normal range only when the violator has no prior violations 

and the actual or potential danger involved is not greater than the maximum 

degree of danger necessarily inherent in any such violation. Sanctions above 

or below the normal range may be sought based on other ccmsiderations, such as 

factors of aggravation or mitigation or if necessary to further the 

Administrator's policy. 

PL 100-223, effective December 30, 1987, increased tJie maximum civil penalty 

for violations canmitted by air carriers from $1,000 to $10,000 per 

violaticxi. The increased civil penalty maximum will serve as an effective 

deterrent and will decrease the likelihood that low numbers of violatiais may 

be acceptable to an qperator as a "cost of doing business." Experience has 

demonstrated that multiple violations of a single regulation often result in a 

sufficiently deterrent civil penalty, even under the $1,000 iriaximum. Although 

the new civil penalty maximum will ordinarily result in a larger civil penalty 

than was sought under the old maximum, the computation of penalty for multiple 

violations should not be done simply by multiplying the range of. sancticxi for 

a single violation of a particular regulation by the number ofn flights. 

Rather, judgment should be exercised in-determining the seriouJhess of the 

Page 1 
2150.3A 

Appendix 4 ~" " 

violations and applying a sanction that will serve to deter future violaticxis 

by the violator or others similarly situated; i.e., the totality of the 

circumstances surrounding the case should be ccwisidered, including past 

violations. 

With respect to certificate actions, multiple violations (i.e., multiple 

violations of a single regulation, a single violation of multiple regulations, 

or multiple violations of multiple regulations) may result in a sanction 

greater than the sum of sanction ranges for the particular violations cited. 

Where a certificate action for multiple violations does not involve 

qualificaticMis, but rather is solely disciplinary or punitive, a suspension 

for a fixed period of days should be irnposed to prevent or deter the violator 

and other persons similarly situated from canmitting similar violations in the 

future. Whenever multiple violations demcHistrate a lack of qualifications or 

reason to believe that the certificate holder may lack qualifications, a 

remedial sanction such as revocation or suspension pending demonstraticai of 

qualifications is appropriate. 

In selecting an afpropriate sanction outside the normal range, various 

aggravating and mitigating factors and circumstances should be considered. 

These include the factors listed in FAA Order 1000.9D and FAA Order 2150.3. 

With respect to individuals, the following should also be considered. 

1. Significance in degree of hazard to the safety of other aircraft, 

persons or property in the aircraft or on the ground, created by the 

alleged violation; 

2. Nature of the violation - inadvertent or deliberate; 

3. Past violation history (since past compliance should be the norm, 

this factor is considered only to assess the need for a greater than 

normal sancticxi); 

4. Alleged violator's level of experience; 

5. Attitude of alleged violator; 

6. Nature of activity involved - private, public or conmercial; 

7. Ability of alleged violator to absorb the sanction; and 

8. Demonstrated lack of qualificaticMis. 

NOTE; Whenever a proposed sanction is outside the normal rknge of penalties 

indicated in this Table, i t should be coordinated with AGC-200 (Attn; 

AQC-260) prior to the issuance of t±e initia l enforcement action document. 

The EIR file should ccxitain a notation of the basis for such departure. 

V,. 
2150.3A 

Appendix 4 

The Sanction Guidance'^Table describes civil penalties as minimum, moderate or 

maximum for a single violation of a particular regulation. These terms are 

defined as follows: 

(1) Violations Canmitted by Air Carriers (CMI or after 12/31/87). 

Max imum $7,500-$10,000 

Moderate $4,000-$7,499 

Minimum $l,000-$3,999 

(2) Violations Committed By Airport Operators. 

Max imum $900-$l,000 

Moderate $750-$899 

Minimum i500-$749 

(3) Violations Ccxrenitted By Air Carrier Personnel. 

Maximum $750-$l,000 

Moderate $550-$749' 

Minimum $500-$549 

(4) Violations Committed By Part 125 Operators. 

Maximum $750-$l,000 

Moderate $550-$749 

Minimum $400-$549 

(5) Violations Committed By Part 125 Personnel. 

Maximum $750-$l,000 

Moderate $550-$749 

Minimum $500-$549 

(6) Violations Committed By General Aviation Owners, 

Operators, Mechanics, Agencies, and Ncxi-Certificated 

Persons. 

Maximum $750-$l,000 

Moderate $550-$749 

Minimum $500-$549 

(7) Violations of Section 901(d) of the FAAct, Conimitted by Persca-is Intending 

to Board a Flight, Are Subject to a Maximum Civil Penalty of $10,000. 

(8) Violations Committed By Repair Stations 

and Other Institutions. 

Maximum $750-$l,000 

Moderate $550-$749 

Minimum $400-$549 \, 

Page 3 
2150.3A 

Appendix 4 

0. Denial of Authorized Ehtry to 

Flight Deck. 

P. Flight and Duty Time Limit:ations> 

Q. OperaticHi Without Required 

Certificate or Rating. 

1. Medical certificate. 

2. Lack of type rating. 

3. Missed proficiency check. 

4. Lack of current experience. 

5. Failure to have current 

certificate in possession. 

SANCTION PER VIOLATION 

30 to 60 day sus. 

15 to 90 day sus. 

15 to 60 day sus. 

180 day sus. to rev. 

30 to 90 day sus. 

30 to 90 day sus. 

Mod. c.p. t o 1 day sus. 

R. Operation with Known Physical 

Disability. 

III. Individuals and General Aviaticgi - (Xmers, 

Pilots; Repair Stations, Maintenance Personnel. 

A. Owners and Operators Other 

Than Required Crewmembers. 

1.Failure to comply with 

airworthiness directives. 

2. Failure to perform or 

improper performance of 

maintenance, including 

required maintenance. 

3. Failure to make proper 

entries in aircraft logs. 

4. Operaticxi of aircraft beyond 

annual, 100-hour or progressive 

inspection. 

Rev. 

Mod. to max. c.p. 

Mod. to max. c.p. 

Min. to mod. c.p. 

Min. to mod. c.p. 

Page 11 
2150.3A 

Appendix 4 

5. Operation of unairworthy 

aircraft. 

6. FalsificaticHi of any record. 

B. Repair Stations. 

1, Failure to provide adequately 

for proper servicing, maintenance 

repairs, and inspection. 

2. Failure to provide adequate 

perscxinel who can perform, 

supervise and inspect work 

for which the st:atic« is rated. 

SANCTICN PER VIOLATION 

Mod, to max. c.p. 

Rev. 

Mod. to max. c.p. 

Max. c.p. to 7 day 

sus. and thereafter 

until adequate personnel 

are provided. 

3. Failure to have enough qualified 

personnel to keep up witJi the 

volume of work. 

4. Failure to maintain records of 

supervisory and inspection personnel. 

5. Failure to maintain performance 

records and reports. 

6. Failure to insure correct calibration 

of eill inspection and test equlpnent 

is accon5>lished at prescribed intervals. 

7. Failure to set forth adequate 

description of work performed. 

d.Failure of mechanic to make log 

entries, records or reports. 

9. Failure to sign or ooinplete 

maintenance release. 

10. Inspecticxi of work performed 

and approval for return to service 

by oUier Uian a qualified Inspector. 

Max. c.p. to 7 day sus. 

and thereafter until 

certificate holder has 

enough qualified 

personnel. 

Mod. to max. c.p. 

Mod. to max. c.p. 

Min. to max, c.p. 

Min, to mod. c.p. 

Mod. to max. c.p. 

Min. to mod. c.p. 

Max. c.p. to 30 day sus. 

Page 12 , 
2150.3A 

Appendix 4 

SANCTION PER VIOLATION 

11. Failure to have an adequate 

inspection system that produces 

satisfactory quality control. 

12. Maintaining or altering an article 

for which it is rated, without using 

required technical data, equijwent 

or facilities. 

13. Failure to perform or properly 

perform maintenance, repairs, alterations, 

and required inspections. 

14. Maintaining or altering an airframe, 

powerplant, propeller, instrument, radio 

or accessory for which it is not rated. 

15. Failure to report defects or 

unairworthy ccMiditions to FAA in 

a timely manner. 

16. Failure to satisfy housing and 

facility requirements. 

17. Change of locatic»i, housing or 

facilities without advance written 

approval. 

18. Gyrating as a certificated repair 

statical without a repair station 

certificate. 

19. Failure to permit FAA to inspect. 

C. General Aviation Maintenance Personnel. 

1. Failure to revise aircraft data 

after major repairs or alterations. 

Mod. c.p. to 30 day sus. 

and thereafter unitl an 

adequate inspection 

system is attained. 

Max. c.p. to 30 day sus. 

Mod. c.p. to 30 day sus. 

Max. c.p. to rev. 

Mod. to max. c.p. 

Mod. C.p. to sus. until 

housing and facility 

requireraent:s are 

satisfied. 

Mod. c.p. to sus. until 

approval is given. 

Max. c.p. 

Max. c.p. to sus. until 

FAA is permitted tx> 

inspect. 

30 to 60 day sus. 

Page 13 
< U.S. DEPARTIVIENT OF TRANSPORTATION 

FEDERAL AVIATION ADMINISTRATION 

National Policy 

SUBJ: FAA Compliance and Enforcement Program 

ORDER 

2150.3B 

Effective Date: 

10/01/07 

This order contains policies, procedures, and guidelines for the Federal Aviation Administration's 

compliance and enforcement program. The order also articulates the FAA's philosophy for using 

various remedies, including education, corrective action, informal action, remedial training, 

administrative action, and legal enforcement action, to address noncompliance with statutory and 

regulatory requirements enforced by the FAA. It provides for the public a written statement of the 

Administrator's policy guidance for imposing sanctions for violations of such requirements. 

The order is used at all levels by agency persormel who are engaged in the investigation, reporting, 

and processing of enforcement actions. It applies to all offices with regulatory responsibilities. 

This revision ofthe order comprehensively updates policies, procedures, guidance, and assignments of 

responsibility. It reorganizes the order in a manner more usefiil for agency personnel and is available 

electronically to agency personnel and the public. The revision amends agency sanction guidance to 

confonn to statutory changes resulting fi-om Vision lOOCentury of Aviation Reauthorization Act and 

incorporates guidance into the agency's compliance and enforcement program order on policies and, v. 

programs that have developed since the last comprehensive order revision in 1988;-Those fiiclude * 

policies relating to the FAA's exercise of its authority to administratively assess civil penalties and 

guidance on the agency's voluntary safety programs. 

A workgroup of agency personnel from the field and headquarters with extensive experience in 

statutory and regulatory enforcement reviewed the agency's policies and programs in this area to 

produce this comprehensive revision ofthe agency order on its compliance and enforcement program. 

/£ 

Robert A, Sturgi 

Acting Admi 

Distribution: A-W-1;A-W (AT/PS/SM)-2;A-W (PP/AM/SF/ 

GCIFS/rAA'S)-3;A-XYZ (A T/AF/CS>2;Z-X (AS/AM/GC/FS)-3; 

A-Y (AM/ARlGC)-3,-A-Z (AM/AN/GC)-3;A-FAC/FACIFCS-0; 

A-F AF/FA T/FIA-OCL TD);2FS-325 

;Initiated By: AGC-300 

> 

V 

6 - ^ 
10/01/07 2150.3B 

Chapter 7. Sanction Guidance Policies 

1. Purpose. This chapter provides the FAA's policies for determining an appropriate sanction 

once FAA enfoicement personnel decide that legal enforcement action is appropriate. This chapter 

contains the general policy the FAA intends to apply in selecting the types of sanctions, ranges of 

sanctions within those types, and specific sanction amounts to impose in legal enforcement actions 

for typical violations ofthe FAA's statute and regulations. This guidance covers the parameters 

both for selecting sanctions and for modiiying sanctions during the informal procedures. The 

guidance in this chapter is applied in adjudications under 49 U.S.C. §§ 44106,44709,44710, 

44726,44924,46111,46301, and 70115. Hazardous materials sanction guidance and policies are 

addressed in Appendix C. 

2. General Guidelines. 

a. CertiJGcate Suspension Action and Civil Penalty Action: Sanctions for Punitive and 

Deterrent Purposes. 

(1) General. If a certificate holder improperly exercises the privileges of a certificate, a 

natural consequence of that act is to lose the privileges for a period of time commensurate with 

the -violation. Balanced against this principle, however, the FAA considers the adverse impact 

that a certificate suspension could have on the public. Thus, the agency generally suspends the 

certificates of individual certificate holders for violations. However, the FAA usually takes civil 

penalty action against air carriers and airports because such actions do not disrupt service, which 

may adversely affect the public. Nevertheless, when the FAA determines that safety 

considerations warrant it, the agency will suspend the certificate of any type of certificate holder. 

In no case will the FAA take civil penalty action alone when remedial legal action is necessary 

or appropriate. 

(2) Use of both ptmitive certificate action and ci^vil penalty action for the same 

violations. The FAA generally does not take civil penalty action and punitive certificate action 

(that is, certificate suspension for a fixed period of time) against a certificate holder for the same 

conduct. If imusual circumstances warrant deviation firom this practice, legal counsel consult 

with the Assistant Chief Counsel for Enforcement (AGC-300) before initiating the actions. 

(3) Change in type of proposed sanction. The initial enforcement action reflects the 

agency's best assessment ofthe appropriate sanction for the violations alleged. After initiating 

the action, legal counsel ordinarily does not change the type of sanction unless additional facts or 

circumstances are presented to the FAA that warrant a change. If the action was coordinated 

imder chapter 6, paragraph 3, with AGC-300 before initiation, then legal counsel coordinates any 

change in the type of sanction with AGC-300 before making the change. 

b. Legal Sanctions for Remedial Purposes. 

(1) Indefinite certificate suspension pending compliance or demonstration of 

qualification. Suspension action is appropriate where there is a need temporarily to 

7-1 
10/01/07 2150.3B 

suspend the privileges ofthe certificate or rating pending demonstration of qualification or 

compliance with statutory oTregulatory requirements. FAA generally uses remedial suspension 

when an individual does not voluntarily surrender his or her certificate pending reexamination. 

See chapter 5. 

(2) Certificate revocation - general. The FAA revokes a certificate when a certificate 

holder lacks the qualifications to hold the certificate. The certificate holder's continued exercise 

ofthe privileges ofthe certificate in such circumstances would be contrary to safety in air 

commerce or air transportation and the public interest. Revocation is appropriate whenever a 

certificate holder's conduct demonstrates a lack ofthe technical proficiency or a lack ofthe 

degree of care, judgment, or responsibility, required ofthe holder of such a certificate. Orders of 

revocation are issued on an emergency basis when the certificate holder lacks qualification and is 

reasonably able as a practical matter to exercise the privileges ofthe certificate. Legal counsel 

does not allege a lack of qualifications to avoid dismissal of charges imder 49 C.F.R. § 821.33, 

the NTSB's stale complaint rule. 

(3) Certificate revocation - individuals. The FAA generally revokes an individual's 

certificate or rating whenever he or she demonstrates a lack of willingness or ability to comply 

consistently with statutory or regulatory requirements. A lack of willingness or ability to comply 

may be demonstrated by such things as repeated or deliberate violations or by violations that 

involve grossly careless or reckless conduct. Even a single violation may be sufficient to warrant 

a conclusion an individual lacks qualifications. The FAA ordinarily revokes all certificates of a 

person who commits a violation involving intentional falsification. 

(4) Certificate revocation - entities. Revocation is normally appropriate when a 

certificate-holding entity deliberately or flagrantly violates the statute or regulations or falsifies 

records. Revocation also is generally appropriate when the certificate holder has committed the 

same or similar violations in the recent past demonstrating a lack of qualification, or when the 

certificate holder no longer has, and does not obtain in a reasonable time, the persoimel or 

equipment to conduct its operation in full compliance with statutory and regulatory requirements. 

(5) Mandatory certificate revocation. Under 49 U.S.C. § 44710, the FAA is required to 

revoke the certificates of any airman who has been con-^^cted of violating certain federal or state 

statutes relating to a controlled substance when an airplane was used in the commission ofthe 

offense and the airman served as an airman, or was aboard the aircraft, in connection with 

commission ofthe offense or the facilitation ofthe commission ofthe offense. Even when there 

has been no conviction, revocation is required when an airman has knowingly carried out an 

activity pimishable under these criminal statutes. The Administrator may waive the revocation if 

a law enforcement officer requests the waiver and the Administrator decides the waiver vnW 

facilitate law enforcement purposes. See 49 U.S.C. § 44710(f). Under 49 U.S.C. § 44106, the 

FAA also must revoke the registration certificate of any airplane used in the commission of such 

an offense when the use was permitted by the owner ofthe aircraft with knowledge that it would 

be used for such purpose. Under 49 U.S.C. § 44726, the FAA must revoke the certificates of any 

certificate holder or an individual who has a controlling or ownership interest in the holder who 

was convicted of a violation of federal law relating to the installation, production, repair, or sale 

of a counterfeit or fraudulently-represented aviation part or material or knoviing|y, and with the 

v.. 

7-2 
10/01/07 2150.3B 

intent to defraud, carried out or facilitated an activity punishable under such a law. The 

Administrator may waive that sanction to facilitate law enforcement purposes or amend, rather 

than revoke, a certificate under certain circumstances. See 49 U.S.C. §§ 44726(f) and (g). 

(6} Mandatory certificate action for security concerns. Under 49 U.S.C. § 46111, the 

Administrator is required to issue an order amending, modifying, suspending, or revoking any 

FAA-issued certificate if the Administrator is notified by the Under Secretary of Border and 

Transportation Security (BTS) ofthe Department of Homeland Security (DHS) that the 

certificate holder poses, or is suspected of posing, a risk of air piracy or terrorism or a threat to 

airline or passenger safety. Under 49 U.S.C. § 44924, the Administrator is required, at the 

request ofthe Under Secretary of BTS, to suspend or revoke foreign repair station certificates in 

connection with security audits. 

3. Applicability and Exclusions. The sanction guidance table (table) in Appendix B provides 

types of sanctions and general ranges of sanction amoimts for violations of 49 U.S.C. subtitle VII 

and 14 C.F.R. parts 1-199 and 49 U.S.C. subtitle IX, chapter 701 and 14 C.F.R. chapter III. 

Once the agency has determined that legal enforcement action is warranted for a violation, FAA 

enforcement personnel use the table and paragraph 4 of this chapter, as well as any other 

sanction guidance in this order, to determine a proposed sanction. The matters described in 

chapter 7, subparagraphs 3a.-d, are some types of agency action that fall outside the scope of 

paragraph 3 and the table. 

a. Decisions to Take Administrative Action (Warning Notices or Letters of 

Correction). An administrative action does not constitute either a formal adjudication ofthe 

incident or a finding of'violation. For that reason, FAA investigative persormel do not propose a 

sanction using the table. 

b. The FAA's Exercise of Prosecutorial Discretion. The decision whether to prosecute a 

particular case is based on a review ofthe evidence and relevant policy and litigation 

considerations. The agency exercises broad discretion in both the initial decision to bring a legal 

enforcement action, and in any later determination to compromise or settie a case based on 

various considerations. The FAA's discretion in these areas is absolute and presumed to be 

immune fidm review. Heckler v. Cheney, 470 U.S. 821, 831 (1985). 

c. Hazardous Materials Violations. Actions involving violations ofthe federal ha2ardous 

materials transportation law, 49 U.S.C. chapter 51, or the Department of Transportation's 

Ha2ardous Materials Regulations, 49 C.F.R. parts 106 through 185. Enforcement sanction 

guidance for these violations is found in Appendix C. 

d. Violations by Members ofthe U.S. Armed Forces. The FAA is required to forward 

reports of these violations to the Secretary ofthe department concerned under 49 U.S.C. 

§ 46101 (b), whenever the violator is acting in the performance of official duties. The FAA, 

however, takes remedial action in addition to referring a report when the violator, whether or not 

V,. 

7-3 
10/01/07 2150.3B 

acting in the performance of official military duties, holds an FAA certificate, and the violator's 

qualifications are at issue. The FAA may take punitive action against a member ofthe U.S. 

Armed Forces for a violation conimitted when the member is not performing official duties. 

4. Mitigating or Aggravating Factors and Elements. The factors in chapter 7, subparagraphs 

4.a. through m. have been developed over years of policy making and case adjudication. They 

have proven useful and appropriate for determining the seriousness of a violation and for 

selecting an appropriate sanction. Elements for evaluating and weighing each factor are also 

described. These factors and elements provide a framework for determining sanctions for 

violations specifically listed in the table as well as those not specifically listed. All the factors 

and elements, however, may not apply to each violation. Only those factors and elements that 

are relevant to a violation are considered in determining a sanction for the violation. This list of 

factors and elements is not intended to be exhaustive; other factors may be relevant as well. 

a. Nature ofthe Violation. Three elements define the nature of a violation: first, whether 

the violation was operational or non-operational; second, whether the violation involved careless 

or reckless conduct; and third, whether the violation involved any special aggravating or 

mitigating factors. 

(1) Individuals. When an individual who holds a certificate improperly exercises the 

privileges of that certificate, the natural consequence of that act should be loss of privileges for a 

period of time commensurate with the violation. The FAA, therefore, primarily uses certificate 

actions to enforce operational regulations against individuals who hold certificates. The 

potential adverse impact that certificate action may have on an individual's livelihood does not 

alter this principle. Non-operational violations may warrant a different type of sanction. 

(2) Entities. The FAA ordinarily takes civil penalty action against a certificate-holding 

entity (for example, an air carrier) when it determines there would be a substantial adverse 

impact on the public interest fi:om disrupted service by that certificate holder and the impact is 

not outweighed by safety considerations. Even when a substantial adverse impact would occur, 

when there is a need to prevent continuing violations or other egregious conduct by any 

certificate holder, when any certificate holder lacks qualification, or there is a reasonable basis to 

question the qualifications of any certificate holder, tiie FAA takes remedial action, for example, 

revocation or indefinite suspension, as necessary. 

(3) Careless or reckless conduct. Violations that involve careless or reckless conduct in 

violation of 14 C.F.R. § 91.13 may warrant more severe sanctions. Carelessness connotes 

conduct that falls below the standard of care or prudence expected of a reasonable person, or 

holder ofthe relevant certificate, acting tmder the same or similar circumstances. Recklessness 

connotes conduct that demonstrates a gross, or even callous or flagrant, disregard for safety. 

Aircraft operations that do not othenvise result in a violation of a specific regulation should be 

evaluated in light of these standards to determine whether they constitute careless or reckless 

operations in violation of 14 C.F.R. §91.13. When a person operates an aircraft in violation of a 

specific regulation other than 14 C.F.R. §91.13, however, that violation constitutes a careless or 

reckless operation in and of itself In these cases, the misconduct may also result in a violation 

of 14 C.F.R. § 91.13 if it actually or potentially endangers the lives or property qfo'thers. 

7-4 
10/01/07 2150.38 

When calculating the amount of sanction based on this factor, a distinction generally is drawn 

between instances where-14 C.F.R. § 91.13 is an independent violation and those where it is 

residual to another violation. When a 14 C.F.R. § 91.13 violation is residual only, a higher 

sanction generally is not warranted unless the conduct is also reckless. 

b. Whether the Violation was Inadvertent and Not Deliberate. If a violation is 

deliberate or not inadvertent, a sanction at the upper end ofthe range or exceeding the range for 

that type of violation generally is appropriate. A deliberate violation generally warrants a 

sanction that is more severe than one that is just not inadvertent. 

(1) Not deliberate. This element means a lack ofthe degree of deliberation found in 

intentional misconduct. Deliberate or intentional misconduct is an aggravating circiunstance and 

includes deliberate conduct that leads to a violation as well as circumstances indicating intent to 

commit a violation. 

(2) Inadvertence. An act is inadvertent when it is the result of both inattention and lack 

of purposeful choice. For example, an inadvertent act occurs when a pilot flies at an incorrect 

altitude because he or she misread the aircraft's instruments; however, it is not an inadvertent act 

when a pilot flies at an incorrect altitude as a result of choosing not to consult the aircraft's 

instruments or choosing not to use other available means to verify altitude. The test to be applied 

is whether the conduct, not the factual or legal consequences, is inadvertent and unintended. 

Ferguson v. National Transportation Safety Board. 678 F.2d 821, 828-829 (9tii Or. 1982). 

c. Certificate Holder's Level of Experience. 

(1) Level of experience refers primarily to the type of certificate and ratings held (for 

example, student, private, commercial, airline transport pilot, or certified flight instructor), and 

the number of hours flown, by the certificate holder. Certificate holders with greater levels of 

experience may be held to a higher standard. Thus, for example, commercial pilots may be held 

to a higher standard than private pilots and airline tiansport pilots may be held to an even higher 

standard than commercial pilots. 

(2) In determining an appropriate sanction, the FAA may consider the extent to which 

the certificate holder's action deviated fi-om the degree of care and diligence normally expected 

of a person -with the certificate holder's level of experience. A significant de-viation fi-om the 

degree of care and diligence expected ofthe holder of that certificate may warrant a more 

aggravated sanction. 

d. Attitude of the Violator. 

(1) A good compliance attitude is the norm and does not warrant a reduction in sanction. 

A prior violation history may suggest that a person has a poor compliance disposition, which is 

an aggravating factor. Furthermore, a person who commits an act or omission contrary to 

statutory or regulatory requirements after receiving notice through a prior administrative action 

or coimseling that such conduct is in violation of those requirements might well be regarded as 

having a poor compliance disposition. In evaluating compliance disposition,^the FAA does not 

V ,. 

7-5 
10/01/07 2150.38 

view an alleged violator as having a poor attitude because the alleged violator fails to respond to 

a letter of investigation, cheeses to be represented by counsel, or contests the violation. 

(2) In assessing the attitude of an alleged violator, the FAA may consider the declaration 

of an emergency to air traffic control. When an emergency is genuine and not ofthe person's 

own making, the emergency is exculpatory under 14 C.F.R. § 91.3(b). However, this situation is 

distinct fiom the situation where a declaration of emergency is not exculpatory but is a factor that 

might be appropriate to consider in determining sanction. In emergency situations, the FAA 

views declaring an emergency to air traffic control as a sign of good judgment and a constructive 

attitude. When an emergency is of a person's own making, that person's declaration of an 

emergency may be considered mitigating in determirung the sanction to be imposed for any 

violations committed, in much the same way it is considered mitigating if a person voluntarily 

reports a violation. 

e. Degree of Hazard. 

(1) The degree of hazard may be increased as a result ofthe interplay ofthe operational 

environment (for example, weather conditions, congested vs. sparsely populated areas) and the 

nature of the threat to safety (to the life or property of another, including those in the aircraft 

beirig operated, to other aircraft, or to persons or property on the surface) that the misconduct 

presents. TTie safety threat is based on the reasonably foreseeable consequences ofthe 

misconduct. For example, operating 500 feet below the minimum altitude poses a greater hazard 

than operating 100 feet below. Similarly, if an aircraft operator fails to comply -with an 

airworthiness directive by operating 10 hours past a required inspection, the degree of hazard is 

probably not as great as when the aircraft is operated 100 hours beyond the required. And it is 

not mitigating when a violation does not result in actual harm; that is simply fortuitous. 

(2) The sanction ranges reflect the degree of danger normally inherent in an average 

violation of a regulation, without aggravating circumstances. As discussed in chapter 7, 

subparagraph 5.b., an increase in the degree of hazard may form the basis for exceeding the 

sanction ranges. For example, the range for an unauthorized low flight does not assume extreme 

departures fi-om required altitudes, for example, flying an airplane over a crowded assembly of 

persons at 50 feet 

f. Action Taken by Employer or Other Authority. This factor ordinarily involves the 

following elements: whether the alleged violator's employer has taken disciplinary action and 

whether criminal prosecution is involved. 

(1) Employment discipline. Where the violation would normally call for a certain type 

of enforcement action, the FAA takes that action regardless of any action taken by the violator's 

employer. Generally, the FAA does not credit an employer's disciplinary action toward a period 

of suspension the FAA imposes against the violator's certificate because of the. different 

purposes of government-ordered, as contiasted with employer-ordered, actions! 

(2) Criminal prosecution. When arising out ofthe same conduct, local, state, or federal 

prosecution does not preclude the FAA from taking appropriate remedial enforcement action; nor 

7-6 
10/01/07 2150.38 

does it preclude the FAA from taking appropriate punitive enforcement action. For cases where 

federal, state, or local authorities prosecute criminally, the FAA generally does take remedial 

enforcement action if that is warranted despite the criminal prosecution. However, the FAA does 

not generally take punitive legal enforcement action for the same conduct, unless it believes the 

criminal sanctions are not sufficient to provide an adequate deterrent for future violations by the 

violator and others similarly situated, or when the FAA wants to establish a violation history 

record. If the FAA decides to proceed with a punitive civil enforcement action in addition to the 

criminal prosecution, it generally considers the criminal penalties incurred in those proceedings 

in determining the appropriate amount of sanction to be sought in the FAA's punitive 

enforcement action. 

g. Use of a Certificate. This factor relates to the nature or kind of activity or operation 

involved at the time the violation was committed. Whether the certificate holder was engaged in 

student, private, commercial, or airline activity bears on the severity ofthe sanction. Air carriers 

are held to the highest standard of care. Likewise, persoimel engaged in air transportation are 

held to the highest safety standard. 

h. Violation History. 

(1) A violation-fi-ee history is the expected norm, not the exception and, therefore, is not 

a mitigating factor. Sanction ranges in the table generally represent the normal range of sanction 

for a single, first-time, inadvertent violation. Given the expected norm, a prior violation record 

can be evidence of a poor compliance disposition or of a pattern of disregard for the FAA's 

regulations, which are aggravating factors. As a result, a violation history can justify imposing a 

sanction at the higher end ofthe normal range or a sanction beyond the normal range. It might 

also justify revocation rather than suspension if the pattern of violation reflects a lack of 

qualification. In addition, a -violation history might justify a certificate suspension if previously 

issued civil penalties have not produced the desired deterrent effect. In deciding whether a 

violation history justifies aggravating the sanction or changing the usual type of sanction, the 

FAA considers the length of time that has elapsed between violations, whether the violations 

involved the same or similar regulations, and whether the violations are factually similar. 

(2) The following actions constitute violation history when they involve regulatory 

violations and become final: orders of amendment, modification, suspension, or revocation of an 

FAA certificate; orders assessing a ci-vil penalty; findings of violation contained in a consent 

order, order of compliance or denial; and findings of violation made by a federal court. In 

addition, a party may agree as part of a settlement that the FAA may consider alleged violations 

as findings of-vaolation for future sanction determinations. 

i. Decisional Law. Decisions ofthe FAA decisioimiaker represent the FAA 

Admiiustrator's position on issues arising in civil penalty assessment actions, including issues 

regarding sanctions. The policy in this order also represents the Administrator's position on 

sanctions in legal enforcement actions. To the extent that this document conflicts with FAA 

decisioimiaker decisions published before this document's issuance, the sanction guidance policy 

in this order supersedes those decisions. However, FAA decisiormiaker decisions published after 

V. 

7-7 
10/01/07 2150.38 

the issuance of this document that conflict with the policy in this order supersede this document 

and are controlling. *— 

j . Ability to Absorb Sanction. Sanctions should be deterrent. While punitive sanctions 

should not be unduly harsh, they should be substantial enough to prevent violators from profiting 

from their violations, that is, the sanction should be high enough to remove any profit incentive 

for violations. Penalties should never be permitted to be a cost of doing business. Air carriers, 

in particular, are required by law to have'the financial wherewithal to operate according to 

established safety standards. While the FAA does not allow financial circumstances to excuse 

any violation, it does consider a carrier's size and financial strength in choosing the appropriate 

sanction amount. The difference in the penalties fixed in the law for large and small business 

concerns recognizes this fact. A civil penalty that may be a mere cost of doing business to a 

major air carrier might compel a small air carrier to go out of business. Therefore, the FAA uses 

air carrier size as one means of ensuring a relatively equivalent deterrent effect on each air 

carrier that violates the same FAA regulation. The resulting classification of air carriers by size 

and ranges of ci'vil penalties are set forth in part one ofthe table. For all entities and individuals, 

the FAA considers ability to pay a civil penalty and the effect a civil penalty will have on a 

person's ability to continue in business to the extent it knows such infonnation. 

k. Consistency of Sanction. One ofthe agency's goals is to achieve relative consistency in 

imposing similar sanctions for similar violations. The FAA pursues this objective to assure 

fairness and so the sanction's impact has an equivalent degree of deterrent or disciplinary value 

to others similarly situated. This goal may not always be achieved, however, because ofthe 

inherentiy subjective nature ofthe exercise of judgment in setting sanctions. 

1. Whether the Violation was Reported Voluntarily. 

(1) The FAA has programs that allow persons to report voluntarily apparent violations 

and receive lesser enforcement action pro-vided certain criteria are met. These programs include 

the aviation safety reporting program, the voluntary disclosure reporting program, and the 

aviation safety action program. Besides these programs, the FAA may grant special enforcement 

consideration under certain circumstances to a person who, incident to his or her report of 

another's violations, voltmtarily discloses his or her own participation in the same or related 

violations. This special enforcement consideration may range from mitigating the sanction to 

determining that no enforcement action is required. 

(2) Jf a person is not covered under one of these programs but nonetheless voltmtarily 

reports an apparent violation to the FAA before the FAA discovers it, takes immediate action to 

correct the noncompliance, and works with the FAA on steps to preclude recmrence ofthe 

apparent violation, the FAA may consider such actions in mitigating the sanction for the 

violation. 

m. Corrective Action. The FAA considers corrective action a mitigating factor in 

determining sanction pro-vided the corrective action exceeds the minimum regulatory or statutory 

requirements. The amount of credit given in setting a sanction depends on the extent and timing 

ofthe corrective action, that is, how extensive was the corrective action and how c}uickly was it 

taken. Implementing new procedures that are above those required under the FAA's regulations 

7-8 
10/01/07 2150.38 

Minimum $100-$299 

(2) VIOLATION COMMITTED BY PART 129 OPERATOR 

Maximum $18,750-$25,000 

Moderate $10,000-$ 18,749 

Minimum $2,000-$9,999 

(3) VIOLATION COMMITTED BY PART 125 OPERATOR. 

Large Business Concern: 

Maximum $16,250-$25,000 

Moderate $8,750-516,249 

Minimum $l,850-$8,749 

Small Business Concern (for violations covered imder 49 U.S.C. § 46301(a)(5)(A)): 

Maximum $8,250-Sn,000 

Moderate $3,850-58,249 

Minimum $935-$3,849 

Small Business Concern (for violations covered imder 49 U.S.C. § 46301(a)(1)(A) or (B) but 

not under 49 U.S.C. § 46301(a)(5)(A)): 

Maximum $750-$ 1,100 

Moderate $450-$749 

Minimum $250 $449 

(4) VIOLATION COMMITTED BY AIR AGENCY (INCLUDING REPAIR STATION). 

Large Business Concern: 

Maximum $I6,250-$25,000 

Moderate $8,750-$ 16,249 

Mfnimum $l,850-$8,749 

Small Business Concern (for violations covered under 49 U.S.C. § 46301(a)(5)(A)): 

Maximum $7,150-$ 11,000 

Moderate $3,850-$7,149 

Minimum $935-$3,849 \. 

B-5 
10/01/07 2150.38 

Fig. B-2-e. Other provisions applicable to individual | Civil Penalty 

certificate holders cont. • 

Certificate 

Action 

(b) Lack of type rating 180-day 

Suspension 

to 

Revocation 

(c) Missed proficiency check or line check 30- to 90-day 

Suspension 

(d) Lack of current experience 30- to 90-day 

Suspension 

(e) Failure to have current airman or medical 

certificate in possession 

Minimum to Moderate 

(f) Lack of initial or recurrent training 30-to 90-day 

Suspension 

(g) Operation with known disqualifying disability Revocation 

(i) Operating without valid medical certificate when not 

medically qualified or application for medical certificate 

deferred 

Revocation 

Fig. B-2-f. Other Air Carrier Personnel Civil Penalty Certificate 

Action 

(1) Failure to keep manual current Minimum 30-to 90-day 

Suspension 

3. INDIVIDUALS AND GENERAL AVIATION - OWNERS. PILOTS. REPAIR STATIONS. 

PILOT SCHOOLS. MAINTENANCE PERSONNEL. 

Fig. B-3-a. Owners and Operators Other Than Required ( Civil Penalty 

Crewmembers 

Certificate 

Action 

(1) Failure to comply -with airworthiness directive Moderate to Maximum 

(2) Failure to perform or improper performance of 

maintenance, including required maintenance 

Moderate to Maximmn 

(3) Failure to make proper entry in aircraft log Minimum to Moderate 

(4) Operation of aircraft beyond annual, 100-hour, or 

progressive inspection 

Minimum to Moderate 

(5) Operation of unairworthy aircraft Moderate to Maximum 

(6) Intentionally false or fi-audulent entry, reproduction, or 

alteration in any record or report 

Maximum Revocation 

Fig. B-3-b. Repair Stations Civil Penalty Certificate 

Action 

(1) Failure to provide required facilities for proper servicing, 

maintenance, repair, or inspection 

Moderate to Maximum Indefinite 

Suspension 

until 

compliance 

to 

Revocation 

8-20 
10/01/07 2150.38 

Fig. B-3-b. Repair Stations cont. Civil Penalty Certificate J 

Action 

(2) Failure to provide qualified personnel who can perfonn, 

supervise, and inspect work for which the station is rated 

Maximum Indefinite 

Suspension 

until 

compliance 

to 

Revocation 

(3) Failure to maintain record of supervisory or inspection 

personnel 

Moderate to Maximum 

(4) Failure to maintaJQ record Moderate to Maximum 

(5) Failure to ensure that correct calibration of all inspection 

and test equipment is accomplished at prescribed intervals 

Minimum to Maximum 

(6) Failure to adequately describe work performed Minimum to Moderate 

(7) Failure of mechanic to make log entry, record, or report 

(8) Failure to sign or complete maintenance release 

Moderate to Maximum 

Minimum to Moderate 

(9) Inspection of work performed, or approval for return to 

service, by other than a qualified inspector 

Maximum Up to 30-day 

Suspension 

(10) Failure to have an adequate inspection system that 

produces satisfactory quality control 

Moderate to Maximum 

(11) Maintaining or altering an article for which it is rated, 

without using required technical data, equipment or facilities 

Up to 30-day 

Suspension 

Maximum Up to 3 0-day 

Suspension 

(12) Failure to perfonn or properly perfonn maintenance, 

repair, alteration, or required inspection for an air carrier or 

commercial operator 

Moderate to Maximum Up to 30-day 

Suspension 

(13) Maintaining or altering an airfi-ame, powerplant, 

propeller, instrument, radio, or accessory for which the repair 

station is not rated 

Maximum Suspension 

or 

Revocation 

(14) Failure to report defect or unairworthy condition to 

FAA in a timely manner 

Moderate to Maximum 

(15) Failure to satis^ housing and facility requirement 

(16) Change of location, housing or facilities without written 

approval 

Moderate 

Moderate 

(17) Operating as a certificated repair station without a repair 

station certificate 

Maximum 

(18) Failure to permit FAA to inspect Maximum Indefinite 

Suspension 

until 

Compliance 

(19) Failiuie to perform inspection properly on part 125 

aircraft 

Moderate 

(20) Failure to comply with SFAR 36 - Second offense Maximum 

(21) Failure to maintain and carry out BTS-required security 

measures under 49 U.S.C. § 44924(c)(1) 

Mandatory 

Suspension 

pending BTS 

finding of 

compliance 

^. 

8-21