OEM Statement of Compliance Gulfstream GVII-G500 Airplane Flight Manual Extracts from Sections: 01-03-10 01-34-30

SOC-1

OEM Statement of Compliance

Gulfstream GVII-G500 Airplane Flight Manual Extracts from Sections: 01-03-10 01-34-30 AIRPLANE FLIGHT MANUAL

Performance

01-03-10: Types of Airplane Operations Permitted

1. Transport category - Land. 2. Day and Night, Visual and Instrument Flight Rules. 3. Category 1 approach operations. 4. Flight into known icing. 5. Extended over water flight. 6. Polar navigation. 7. ADS-B Out, Version 2 (DO-260B) The installed ADS-B Out system complies with 14 CFR 91.225 and 91.227, AC 20-165B, and EASA Approved Means of Compliance (AMC) 20-24. a. The extended squitter transmission system does not take into account the system’s uncompensated latency into its transmitted horizontal quality indicator value b. The extended squitter transmission system does not base the transmitted horizontal quality indicator solely on the integrity information from the horizontal position source c. The installed ADS-B out system complies with EASA CS ACNS Subpart D section 4 (ADS-B out). ADS-B operations require capability to communicate via VHF radio or CPDLC, and an operable SBAS-enabled GPS receiver. 8. ADS-B In. 9. Data Link Recording a. The Cockpit Voice Recorder (CVR) and Flight Data Recorder (FDR) are in compliance with 14 CFR Part 91.609(j) and 135.151(h). b. The data link communications are recorded on the CVR and in compliance with 14 CFR Part 91.609(j). 10. Reduced Vertical Separation Minimum (RVSM) Airspace Operations

Limitations and exceptions defined in 01-34-90, RVSM. 11. Data Link Communication (see Table 1. Data Link Communication) a. The FAA has approved the aircraft data link system to the criteria contained in AC 20-140C for the following data link capabilities. This design approval does not constitute operational authorization. b. CPDLC, in conjunction with ADS-C, enables the use of FANS 1/A+ over oceanic airspace. FANS 1/A+ uses the Airport Facilities Notification (AFN) protocol over existing ACARS network via VHF and SATCOM. CPDLC

FAA APPROVED Performance REVISION 4 AUGUST 29, 2019 01-03-00 Page 1 AIRPLANE FLIGHT MANUAL

provides route uplink push-to-load functionality (e.g., UM79, UM80, UM83 uplink messages) and meets the requirements of AC 90-117. 12. Navigation Operational Capabilities (see Table 2. Navigation Operational Capabilities) a. Airplane complies with RNP RNAV as defined in RTCA / DO-236( ) and

DO-283( ), with the limitations and exceptions defined in 01-34-30, Flight Management System. b. The navigation equipment as installed has been found to comply with the requirements established for the following navigation specifications:

Table 1. Data Link Communication

Data Link Type Aircraft Allocated Sub-Networks Performance

ATN B1 PM-CPDLC at Initial VDL M2 Continental Performance using ->

FANS 1/A(+) CPDLC at RCP 240 VDL M0/A/2 using -> SATCOM (Inmarsat) ADS-C at RSP 180 using -> CPDLC-DCL using ->

REVISION 4 Performance FAA APPROVED Page 2 01-03-00 AUGUST 29, 2019 AIRPLANE FLIGHT MANUAL

Navigation

01-34-10: Inertial Reference System

1. Honeywell IRS equipment has been certified for alignment to 78° Latitudes. For alignment between 70° and 78° Latitude, 15 minute alignment time is required.

01-34-20: Airborne Weather RADAR

1. Operation During Refueling a. Weather Radar operation is prohibited during refueling or when within 50 feet (15.3 meters) of other refueling operations. 2. Operation At All Other Times a. Weather Radar Operation is prohibited within 11 feet (3.4 meters) of ground personnel.

01-34-30: Flight Management System

1. General a. Verify that the database is current. If the database is out of date, flight can be continued providing the latitude / longitude of each waypoint is verified by the crew. A current database is required in order to fly any approach procedure using the FMS. 2. Polar Operations Special Considerations a. True Heading navigation region, TRU Region, exists above 82°N, except between 80° - 170°W where it is above 73°N. In the southern hemisphere the TRU region exists south of 82°S, except between 120° - 160°E where it is south of 60°S (1) AHRS 1-2 DG Mode (caution) may be displayed when operating in the vicinity of the TRU region. (2) FCC-PFD 1-2 Mon Unavail (advisory) will be displayed when operating in the vicinity of the TRU region. (3) Synthetic Vision not available above 82°N or 82°S. b. Polar region defined as above 89°N or 89°S (1) FMS blends out the multi-sensor solution in polar region and transitions to on-side IRS only solution. (2) L-R SFD heading (caution) may post when operating in close proximity to 90°N. (3) AP 1-2 Fail (caution) may post when operating in close proximity to 90°N.

FAA APPROVED Navigation REVISION 3 JULY 16, 2019 01-34-00 Page 1 AIRPLANE FLIGHT MANUAL

(4) A/T 1-2 Fail (advisory) may post when operating in close proximity to 90°N. 3. Step Climb The step climb function of FMS performance initialization is not approved for use. During performance initialization, the Step data entry field should contain a 0 to prevent incorrect step climb information presentation during flight. 4. Approaches Permitted FMS is approved for conducting instrument approaches, including lateral and vertical Flight Director / Autopilot coupled approaches, under the following conditions: a. Conditions for Approval (1) One of the following published approach procedures is used: (a) RNAV (GPS) (b) VOR (c) VOR / DME (d) VOR / DME RNAV (e) NDB (f) GPS (2) RNAV (GPS) approaches can be executed to LPV minima. When loading a RNAV (GPS) approach with LPV minima into the FMS, either graphically or using the TSC, the FMS defaults to LPV minima. Change minima type in the FMS in order to perform the approach using LNAV or LNAV / VNAV minima. With the LPV mode captured, if the LPV Unavailable (caution) CAS message illuminates, it is recommended that transition to LNAV minima or a go-around be performed. EGPWS Mode 6 must be operable and the associated audio callouts not inhibited, when performing RNAV (GPS) approaches to LPV minima. (3) DR or DEGRADE annunciators are not displayed. (4) APPROACH annunciator displays prior to passing final approach fix. To prevent FMS Flight Plan anomalies, do not modify the active Flight Plan while the FMS is transitioned to APPROACH mode. (5) Disable GPS updating for operations when operating in countries whose national airspace are not referenced to WGS-84 reference datum in accordance with the criteria of AC 20-138C, unless other appropriate procedures are used. When performing a non-precision approach using FMS navigation and GPS updating is disabled, monitoring of the applicable NAVAID facility azimuth / bearing information is required. Because the GPSs have been deselected, the

REVISION 3 Navigation FAA APPROVED Page 2 01-34-00 JULY 16, 2019 AIRPLANE FLIGHT MANUAL

amber DEGRADE annunciation appears on the PFD when the FMS transitions to Approach mode. If the EPU value exceeds the RNP, the LDI / CDI symbols and the EPU annunciations change to amber. If the EPU exceeds the RNP, discontinue use of the FMS as the navigation source and perform the approach with reference to the applicable NAVAIDs. 5. Aircraft is approved for RNP RNAV Operations as defined in RTCA / DO-236B and DO-283, having been demonstrated with the following limitations and exceptions: a. The FMS RNP demonstration does not constitute an operational approval. b. RNP flight operations are subject to GPS satellite availability and/or NAVAID coverage for the selected route. Crews should deselect (NOTAM) ground NAVAIDs that are not to be used for navigation. c. Navigation Infrastructure (1) The FMS assumes the availability of a navigation infrastructure consistent with the assumptions provided in DO-236B / DO-283 Appendix C. d. The FMS assumes all waypoint and facility location data is in WGS-84 reference datum whereby the waypoints and facilities accuracy is maintained in accordance with DO-201 specifications. e. Alarm Limits (1) The RNP implementation for the FMS is consistent with the industry guidance provided in DO-236B and DO-283. Implementation of RNP requirements resulted in certain differences from the TSO-C129a requirements as follows: (2) The FMS provides a containment integrity limit as defined in DO-236B. The RNP containment limit is defined as two times the RNP value, and the default RNP values are defined as 0.3 for Approach, 1.0 for Terminal Area, 2.0 for Enroute, and 10.0 for Oceanic/Remote. The resulting alarm limits differ from the C129a specified alarm limits as listed in Table 1 Alarm Limits. f. For the FMS database defined GPS approach procedure, the FMS limits the alarm limit to 0.3 for consistency with TSO-C129a. However, for other approach procedures, the DO-236B alarm limit applies. g. Runway Initialization (1) If GPS position is not available at take-off and RNP operations are required, update the FMS position prior to take-off for improved navigation accuracy. The FMS position shall only be updated to the runway coordinates when the airplane is located on the runway threshold.

FAA APPROVED Navigation REVISION 3 JULY 16, 2019 01-34-00 Page 3 AIRPLANE FLIGHT MANUAL

h. Time to Alarm (1) The FMS provides a time to alarm based on phase of flight, consistent with the default RNP values and expected RNP usage defined in DO-283. See Table 2 Time to Alarm Limits. i. Database Integrity (1) The RNP RNAV airworthiness approval has accounted for database accuracy or compatibility. Refer to the operator’s manual for the procedures for database accuracy/compatibility compliance. j. Containment Integrity Exposure Period (1) The containment integrity requirement defined in DO-236B is that the probability of total system error exceeding the cross-track containment limit without annunciation be <10-5 per flight hour. This integrity requirement is divided equally between faulted and fault free performance. The probability of faulted performance has been shown to be <5x10-6 per flight hour. For fault free performance, the instantaneous probability of exceeding the integrity limit has been shown to be <5x10-6, however the exposure period has not been considered in the fault free case. k. Along-track Accuracy (1) Containment alerting is based on cross-track navigation performance; however navigation accuracy is required in both the cross-track and along-track dimensions. Because of the unique NAVAID geometries involved in the DME/DME and VOR/DME updating modes, navigation performance is optimized in the cross-track dimension. As a result, along-track accuracy has not been demonstrated to meet the RNP requirement for these modes. For DME / DME, the worst-case along- track uncertainty is 0.47 NM on a 95% basis wherever a signal can be received. For VOR / DME, the worst-case along-track position uncertainty occurs when the VOR is abeam the airplane at the maximum permissible distance based on the figure of merit (service volume) of the facility. l. Minimum RNP (1) The minimum demonstrated RNP capability is 0.1 nm for RNAV (RNP) approaches and 0.3 nm for RNAV (GPS) approaches. The aircraft meets the required navigational accuracy for RNAV (RNP) and RNAV (GPS) approaches with autopilot coupled and with the pilot following Flight Director commands. 6. Complies with the interoperability requirements of RTCA D0-258A for CPDLC, AFN and ADS-C operations.

REVISION 3 Navigation FAA APPROVED Page 4 01-34-00 JULY 16, 2019 AIRPLANE FLIGHT MANUAL

a. Interoperability requirements for ATS applications using ARINC 622 Data Communications (FANS 1/A Interoperability Standard) comply with RTCA DO-258A. b. AFN, ADS-C and CPDLC are approved for oceanic and remote operation within the NAT and in areas outside of the NAT. The proper datalink capability must be noted on the filed ICAO flight plan: - block 10 should include “J” and “/D” and block 18 should include “DAT / SV”. c. For operations using the NAT Strategic Lateral Offset Procedures (SLOP), the entry of a right 1 or 2 NM offset has a negligible effect on the FMS predictions at the next and next +1 waypoint. For larger than 2 NM offset, e.g. for a weather deviation, the FMS prediction assumes that the airplane will return to the original flight plan prior to the next waypoint. If this is not the case, the crew should advise ATC that the FMS predictions are to the original path and not to the offset path.

01-34-40: Takeoff and Landing Data 1. Use of autothrottle is prohibited for takeoff, if FLEX is the selected Thrust Mode

NOTE The FLEX Thrust Mode is annotated by a magenta “FLEX” displayed above the N1 indication on the primary engine display.

2. If the FMS TOLD database is not installed, takeoff and landing performance calculations shall be accomplished by reference to performance data in AFM Chapter 5.

3. TOLD calculations shall be checked for reasonableness against performance data in AFM Chapter 5.

4. An airplane equipped with ASC 001 (TOLD) is prohibited from using TOLD if ASC 022 (EEC 5.4.2.4) is installed.

01-34-50: Traffic Alert and Collision Avoidance System

1. Single Engine Inoperative and TCAS a. The use of TA/RA mode is prohibited with a single engine inoperative. Select TA Only as operating mode.

FAA APPROVED Navigation REVISION 3 JULY 16, 2019 01-34-00 Page 5 SOC-2

Subnetworks supported

Gulfstream GVII-G500 Airplane Flight Manual Extracts from Section 01-03-10 AIRPLANE FLIGHT MANUAL

Performance

01-03-10: Types of Airplane Operations Permitted

FAA APPROVED Performance REVISION 4 AUGUST 29, 2019 01-03-00 Page 1 AIRPLANE FLIGHT MANUAL

Table 1. Data Link Communication

Data Link Type Aircraft Allocated Sub-Networks Performance

ATN B1 PM-CPDLC at Initial VDL M2 Continental Performance using ->

FANS 1/A(+) CPDLC at RCP 240 VDL M0/A/2 using -> SATCOM (Inmarsat) ADS-C at RSP 180 using -> CPDLC-DCL using ->

REVISION 4 Performance FAA APPROVED Page 2 01-03-00 AUGUST 29, 2019 SOC-3

RCP/RSP

Gulfstream GVII-G500 Airplane Flight Manual Extracts from Section 01-03-10 AIRPLANE FLIGHT MANUAL

Performance

01-03-10: Types of Airplane Operations Permitted

FAA APPROVED Performance REVISION 4 AUGUST 29, 2019 01-03-00 Page 1 AIRPLANE FLIGHT MANUAL

Table 1. Data Link Communication

Data Link Type Aircraft Allocated Sub-Networks Performance

ATN B1 PM-CPDLC at Initial VDL M2 Continental Performance using ->

FANS 1/A(+) CPDLC at RCP 240 VDL M0/A/2 using -> SATCOM (Inmarsat) ADS-C at RSP 180 using -> CPDLC-DCL using ->

REVISION 4 Performance FAA APPROVED Page 2 01-03-00 AUGUST 29, 2019 EQP-1

CVR/FDR Installation

Gulfstream GVII-G500 Airplane Flight Manual Extracts from Section 01-03-10 AIRPLANE FLIGHT MANUAL

Performance

01-03-10: Types of Airplane Operations Permitted

FAA APPROVED Performance REVISION 4 AUGUST 29, 2019 01-03-00 Page 1 AIRPLANE FLIGHT MANUAL

Table 1. Data Link Communication

Data Link Type Aircraft Allocated Sub-Networks Performance

ATN B1 PM-CPDLC at Initial VDL M2 Continental Performance using ->

FANS 1/A(+) CPDLC at RCP 240 VDL M0/A/2 using -> SATCOM (Inmarsat) ADS-C at RSP 180 using -> CPDLC-DCL using ->

REVISION 4 Performance FAA APPROVED Page 2 01-03-00 AUGUST 29, 2019 EQP-2

VDL M2

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Transmittal Information Publication Number D201802000051 Summary This revision is a FULL replacement. This revision includes the changes that follow: • Added NZ-2010 Equipped Aircraft: Dassault F900B, Embraer EMB135/145, Legacy 600/650, Gulfstream GIV, and Other NZ2010 Equipped Aircraft in Table 2 and Table 3. • Added PN PS7027709-00310 (Load 25.6) and PN PS7027709-00305 (Load 25.7) for Embraer E-1 170/175/190/195 Lineage 1000 (Load 25.X) to Table 2. • Added PN PS60003259-0308 (Load 27.2) and FMS Software Version NG27.2 for Embraer E-1 170/175/190/195, Lineage 1000 (Load 27.X) to Table 2. • Added aircraft Embraer E-2 175/195 in Table 2. • Added aircraft Gulfstream G500/G600 in Table 2. • Added PN EB7038683-00106 (ASC902A) in Table 2. • Added Aircraft Type Gulfstream G500/G600 and Embraer E-2 170/175/190/195 to Table 3. • Changed to VDL Mode 2 in “Complies with Subnetwork Req.” column in Table 3. • Changed Dassault F900C/EX (Primus 2000) footnote 1 to footnote 7 Table 3. • Changed footnote 1 to latest testing requirements in Table 3. • Changed footnote 3 in Table 3. • Changed footnote 4 in Table 3 • Added footnote 6 and 7 in Table 3. • Deleted Paragraph 1.E.(a). Renumbered remaining steps. • Changed the content and format to agree with Honeywell processes in effect at the time of the release of this revision. Revision History This service information letter has had two revision as shown in Table 1. Table 1. Revision History Revision Number Revision Date 0 23 Feb 2018 1 10 Apr 2018 2 19 Jul 2018

23 Feb 2018 Revision 2, 19 Jul 2018 Page 5 Publication Number D201802000051 © Honeywell International Inc. Do not copy without express permission of Honeywell. SERVICE INFORMATION LETTER

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23 Feb 2018 Revision 2, 19 Jul 2018 Page 6 Publication Number D201802000051 © Honeywell International Inc. Do not copy without express permission of Honeywell. SERVICE INFORMATION LETTER

1. General Information

A. Effectivity (1) This service information letter is applicable to the aircraft/certifications identified in Table 2. Table 2. Applicable Units FMS FMS Software Type Model Version PN NZ-2010 Equipped Aircraft: NZ-2010 NZ6.1 7018879-03042/03044 Dassault F900B Embraer EMB135/145, Legacy 600/650 Gulfstream GIV Other NZ2010 Equipped Aircraft Bombardier Global IC-810 NZ6.1 7017300-61010 (Batch 3) Express/XRS/Global 5000 7017300-61013 (Batch 3.3) Dassault F900C/EX (Primus 2000) IC-810 NZ6.1 7017300-4XX25/4XX26/4XX27 Dassault F900DX/EX/LX (EASy II) EPIC NZ7.1.2 EB7036889-00114 (Load 24.2, EASy II) EB7036889-00117 (Load 26, EASy II) EB7036889-00118 (Load 26.2, EASy II) EB7036889-00122 (Load 26.4, EASy II) EB7036889-00120 (Load 28.2, EASy II) EB7036889-00121 (Load 28.4, EASy II) Dassault F2000DX/EX/LX/S EPIC NZ7.1.2 EB7036889-00207 (Load 16, EASy II) (EASy II) EB7036889-00208 (Load 16.2, EASy II) EB7036889-00209 (Load 18, EASy II) EB7036889-00212 (Load 18.2, EASy II) EB7036889-00210 (Load 16.4, EASy II) Dassault F7X (EASy II) EPIC NZ7.1.2 EB7034843-00104 (Load 12, EASy II) EB7034843-00107 (Load 12.2, EASy II) EB7034843-00110 (Load 12.4, EASy II) EB7034843-00108 (Load 14.2, EASy II) Dassault F8X (EASy III) NG NG EB60001546-00109 (Load 16.2, EASy III) Dornier 328-100 Turboprop NZ NZ6.2 7017300-11200 Embraer E-1 170/175/190/195, EPIC NZ7.1.2 PS7027709-00305 (Load 25.4) Lineage 1000 (Load 25.X) PS7027709-00309 (Load 25.5.0.1) PS7027709-00310 (Load 25.6) PS7027709-00305 (Load 25.7) Embraer E-1 170/175/190/195, NG NG27.1 PS60002067-0306 (Load 27.1) Lineage 1000 (Load 27.X) NG27.2 PS60003259-0308 (Load 27.2)

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Table 2. Applicable Units (Cont) FMS FMS Software Type Model Version PN Embraer E-2 175/195 NG NG 1.0 EB60003155-0103 (Load 5.0.1) PS60003155-0104 (Load 5.7) Gulfstream GV IC-810 NZ6.1 7017300-56026/-56027 7018879-11024/-11025 Gulfstream G450 EPIC NZ 7.1.2 EB7031236-00417 (ASC 910) EB7031236-00420 (ASC 911) EB7031236-00421 (ASC 912) Gulfstream G500/G600 NG NG EB60001034-00102 Gulfstream G550 EPIC NZ 7.1.2 EB7031236-00321 (ASC 910) NZ 7.1.2 EB7031236-00323 (ASC 911) NZ 7.1.2 EB7031236-00325 (ASC 912) Gulfstream G650/G650ER NG G650 EB7038683-00103 (ASC 901) EB7038683-00104 (ASC 902) EB7038683-00106 (ASC902A)

B. Reason (1) This service information letter assists operators and aircraft manufacturers with the capabilities of the Honeywell avionics as installed in the applicable aircraft listed in Table 2. The intent is to clarify those parts that require additional information and not provide a complete compliance guide. C. References (1) FAA Advisory Circular AC 90-117. (2) FAA Policy N 8900.446, OpSpec/MSpec/LOA A056, Data Link Communications. (3) FAA Data Link Communications Compliance Guide: (https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afx/afs/afs400/ afs470/datacomm/media/A056_Compliance_Guide.pdf) (4) NAT OPS Bulletin 2018_001; all NAT OPS Bulletins can be found at: (https://www.icao.int/eurnat/pages/eur-and-nat-document.aspx?RootFolder =%2FEURNAT%2FEUR%20and%20NAT%20Documents%2FNAT%20Documents% 2FNAT%20OPS%20Bulletins&FolderCTID=0x012000DAF95319EADD9946B510C5 D7B595637D00AA5EB47B299B9A4BAD1968B24E18655C&View =%7B2666E7DD%2D5F4E%2D4E64%2DB16A%2DCF142A1E5BC9%7D ) D. Summary (1) Advisory Circular AC 90-117 provides guidance to operators conducting datalink operations in the United States, in oceanic and remote continental airspace, and in foreign countries.

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(2) AC90-117 requires operators to complete LOA (Letter of Authorization) A056 to utilize datalink. (3) A compliance matrix for three requirements of AC90-117 for the aircraft listed in Table 2 is shown in Table 3. Table 3. Aircraft to LOA Capabilities Complies With Complies With Push to Load Complies With Latency Timer Requirement Subnetwork Requirement Requirement Aircraft Type (EQP-3) 5 (SOC-2) 4 (EQP-6) NZ-2010 Equipped Aircraft: Yes VDL Mode 2 No 3 Dassault F900B TSO-C160/Equivalent 7 Yes VDL Mode 2 No 3 Embraer EMB135/145, Legacy TSO-C160/Equivalent 7 600/650 6 Yes No 3 Gulfstream GIV 6 Yes No 3 Other NZ2010 Equipped Aircraft Bombardier Global Express/XRS/Global Yes VDL Mode 0/A No 3 5000 Dassault F900C/EX (Primus 2000) Yes VDL Mode 2 No 3 TSO-C160/Equivalent 7 2 Dassault F900DX/EX/LX (EASy II) VDL Mode 2 TSO-C160a No 3 or Equivalent 1 2 Dassault F2000DX/EX/LX/S (EASyII) VDL Mode 2 TSO-C160a No 3 or Equivalent 1 2 Dassault F7X (EASy II) VDL Mode 2 TSO-C160a No 3 or Equivalent 1 Dassault F8X (EASyIII) Yes VDL Mode 2 TSO-C160a Yes or Equivalent 1 Dornier 328-100 Turboprop Yes VDL Mode 2 TSO-C160a No 3 or Equivalent 1 Embraer E-1 170/175/190/195, Lineage Yes VDL Mode 2 TSO-C160a No 3 1000 (Load 25.X) or Equivalent 1 Embraer E-1 170/175/190/195, Lineage Yes VDL Mode 2 TSO-C160a Yes 1000 (Load 27.X) or Equivalent 1 Embraer E-2 170/175/190/195 Yes VDL Mode 2 TSO-C160a Yes or Equivalent 1 6 Gulfstream GV Yes No 3 Gulfstream G450 Yes VDL Mode 2 TSO-C160a No 3 or Equivalent 1

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Table 3. Aircraft to LOA Capabilities (Cont) Complies With Complies With Push to Load Complies With Latency Timer Requirement Subnetwork Requirement Requirement Aircraft Type (EQP-3) 5 (SOC-2) 4 (EQP-6) Gulfstream G500/G600 Yes VDL Mode 2 TSO-C160a Yes or Equivalent 1 Gulfstream G550 Yes VDL Mode 2 TSO-C160a No 3 or Equivalent 1 Gulfstream G650/G650ER Yes VDL Mode 2 TSO-C160a Yes or Equivalent 1 NOTES: 1. The radio (PN 7026201-803/814/815 or PN 7026203-813/814) and CMU (MKII+ PN 965-0758-005/006; CMU Function is included as part of the listed EPIC load) have been tested and meet the requirements specified in TSO-C160 and TSO-C160A. 2. Please contact the aircraft OEM for an alternate means of compliance as these aircraft certifications do not have push to load capability; yes is selected only if an AMOC is used. 3. The listed aircraft do not meet the latency timer requirements for FANS1/A+. As of the release date of this service information letter, the impact will be that operators will not be allowed to operate on the new PBCS (RLatSM) tracks in the North Atlantic Datalink Mandate Airspace (NAT DLM), and may not be able to use FANS in certain European Flight Information Regions (FIRS). North Atlantic non-PBCS tracks are still available and random routing will still be available in the NAT DLM. See the recent NAT OPS Bulletin 2018_001 (link to the NAT OPS Bulletins is in the Reference section of this document) which provides additional operational guidance. Honeywell is working on a solution for all impacted aircraft listed in Table 3 and this service information letter will be updated when the solution is available. As a result, PBCS approval by the FAA will not be granted. The A056 Compliance Guide EQP-6 block should NOT be selected; RCP and RSP values should be selected to N/A, and PBCS Prohibited should be stated in the Limitations section. 4. Only the radio/CMU portion of SOC-2 is addressed in this table due to the variation in communication equipment installed on each aircraft. Select the appropriate SATCOM service/subscription as applicable for the subject aircraft. 5. Push to Load is the ability of the navigation system to insert a change into the FMS whenever a loadable uplink message (UM; i.e. UM79, UM80, UM83) is received. 6. These aircraft types either utilize a non-Honeywell radio or the radio configuration is unknown. The MKIII CMU (PN 7519200-901/920/921) has been tested and meets the requirements specified in TSO-C160, but the aircraft OEM or STC holder must confirm if the radio installed is Mode 0/A orMode2. 7. The radio (PN 7026201-803/814/815) and CMU (MKIII CMU PN 7519200-901/920/921) have been tested and meet the requirements specified in TSO-C160.

E. Action

(1) This service information letter will be updated as new information is available. (a) The solution for the latency timer monitor issue is in work, and this service information letter will be updated when a solution is available.

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F. Contact Information

(1) The Honeywell Aerospace Technical Support (ATS) team can be contacted for additional information on this service information letter. Honeywell Aerospace Technical Support Telephone: 855-808-6500 (Toll Free U.S.A./Canada) Telephone: 602-365-6500 (International Direct) Option 1 for Avionics or Option 2 for Mechanical. E-mail: [email protected]

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Push to Load

Website: www.myaerospace.com

SERVICE INFORMATION LETTER

Honeywell Avionic Capabilities for AC90-117 (LOA A056)

Legal Notice

Export Control

Proprietary Information

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Honeywell is a registered trademark of Honeywell International Inc. All other marks are owned by their respective companies.

THIS IS THE SB FOSI - DATE: 20170130

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Blank Page

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1. General Information

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E. Action

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F. Contact Information

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CVR / FDR

Gulfstream GVII-G500 Airplane Flight Manual Extracts from Section 01-03-10 AIRPLANE FLIGHT MANUAL

Performance

01-03-10: Types of Airplane Operations Permitted

FAA APPROVED Performance REVISION 4 AUGUST 29, 2019 01-03-00 Page 1 AIRPLANE FLIGHT MANUAL

Table 1. Data Link Communication

Data Link Type Aircraft Allocated Sub-Networks Performance

ATN B1 PM-CPDLC at Initial VDL M2 Continental Performance using ->

FANS 1/A(+) CPDLC at RCP 240 VDL M0/A/2 using -> SATCOM (Inmarsat) ADS-C at RSP 180 using -> CPDLC-DCL using ->

REVISION 4 Performance FAA APPROVED Page 2 01-03-00 AUGUST 29, 2019 EQP-5

Current Configuration Avionics Software Load

GVII-G500 Latest TCDS (Provided by Gulfstream) DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION

T00021AT Revision 2

Gulfstream GVII-G500

September 21, 2018

TYPE CERTIFICATE DATA SHEET NO. T00021AT

This data sheet, which is part of Type Certificate No. T00021AT, prescribes conditions and limitations under which the product for which the type certificate was issued meets the airworthiness requirements of the Federal Aviation Regulations.

Type Certificate Holder: Gulfstream Aerospace Corporation 500 Gulfstream Road Savannah, Georgia 31408

I. - GVII-G500 (Transport Category), Approved July 20, 2018

Engines Two - Pratt & Whitney Canada Corp. Turbofan Engine Model: PW814GA (Engine Type Certificate No. E00093EN)

Fuel Fuel shall conform to the specification as listed. See the approved GVII-G500 Airplane Flight Manual (AFM) or GVII-G500 Aircraft Maintenance Manual (AMM) for additional information.

Kerosene Type American British Canadian ASTM D 1655, Jet A DEF. STAN. 91-91 CAN/CGSB-3.23 ASTM D 1655 Jet A-1 DEF. STAN. 91-87 MIL-T-83133 (JP-8)

French CIS Chinese

JP-5 Type American British Canadian MIL-DTL-5624 DEF STAN 91-86 CAN/GCSB -3.24 French DCSEA 144B

For required use of anti-icing additives and emergency use of alternate fuel types, refer to the FAA-approved Airplane Flight Manual. Page No. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Rev No. 2 0 0 1 2 0 0 0 0 1 2 0 1 1

T00021AT Page 2

Engine Limits See the approved GVII-G500 Airplane Flight Manual for engine ratings.

Auxiliary Power Unit (APU) Honeywell HGT400[G] See the approved GVII-G500 Airplane Flight Manual for APU ratings.

Airspeed Limits (CAS) VMO/MMO = 340 KCAS / 0.925 Mach For other airspeed limits, see the approved GVII-G500 Airplane Flight Manual

C.G. Range: See the approved Airplane Flight Manual.

Empty Weight C.G. Range: None.

M.A.C. 161 in. (L.E. of M.A.C. = Fuselage Station 582.5)

Datum: For weight and balance purposes, the zero datum is 100 inches forward of the tip of the radome.

Leveling Means: Longitudinal: Lugs at left nose wheel well door longeron STA 163.0 & 174.0. Lateral: Lugs on rear face of bulkhead STA 148.5 in nose wheel well. See GVII-G500 Aircraft Maintenance Manual for leveling procedure

Weight limits (lb) Configuration Max. Zero Max. Max. Max. Fuel Ramp Take-Off Landing TC Configuration 52,100 80,000 79,600 64,350

Minimum Crew 2 (Pilot and Co-Pilot)

Maximum Passengers 19 With approved cabin interior (See Note 4). Maximum passenger capacity is limited by emergency exit door requirements of 14 CFR §25.807(c).

0 For aircraft without an approved cabin interior (i.e., “green” aircraft as defined by Gulfstream drawing 72P0000000-001, GVII-G500 Aircraft Level Configuration Control Document, revision C or later FAA-approved revision).

Maximum Occupants 22 With approved cabin interior (See Note 4). Total reflects the maximum aircraft capacity of 19 passengers plus 3 crewmembers.

3 For aircraft without an approved cabin interior (i.e., “green” aircraft as defined by Gulfstream drawing 72P0000000-001, GVII-G500 Aircraft Level Configuration Control Document, revision C or later FAA-approved revision). Total represents 3 crewmembers and 0 passengers. Page 3 T00021AT

Fuel Capacity See GVII-G500 Aircraft Flight Manual

Oil Capacity See GVII-G500 Aircraft Flight Manual

Maximum Operating Altitude 51,000 feet

Control Surface Movements To ensure proper operation of the airplane, the movement of the various control surfaces must be controlled by proper rigging of the flight control system. The airplane must be rigged according to the following FAA-approved data in the following GVII-G500 Aircraft Maintenance Manual sections:

FCS System FAA-Approved Gulfstream Document Aileron Control GAC500-A-27-10-03-00A-340A-A Rudder Control GAC500-A-27-20-02-00A-340A-A Elevator Control GAC500-A-27-30-02-00A-340A-A Horizontal GAC500-A-27-40-01-00A-340A-A Stabilizer Actuation System Flap Control GAC500-A-27-50-01-00A-273A-A GAC500-A-27-50-02-00A-340A-A Spoiler Control GAC500-A-27-60-01-00A-273A-A GAC500-A-27-60-02-00A-340A-A

Conditions: System mode of operation On Ground Stationary = True Flap Position = 0° (unless otherwise specified) Pitch Trim = 0° Roll Trim = 0° Yaw Trim = 0°

Maximum control surface travel: Maximum Maximum Control Surface TEU/TEL (Deg.) TED/TER (Deg.) Aileron -19.7 to -21.70 +12.20 to +14.20 Rudder +25.70 to +27.70 -25.70 to -27.70 Elevator -25.80 to -27.80 +13.90 to +15.90 +10.5 to +10.8 -0.5 to -0.8 Horizontal Stabilizer (Acft Nose Up) (Acft Nose Down) 10.0 ± 1.0° Flaps 0° 20.0 ± 1.0° 39.0 ± 1.0° Outboard Spoilers +54.00 to +56.00 -1.00 to +1.00 (w/flaps @ 10°) Midboard Spoilers +54.00 to +56.00 N/A (w/flaps @ 10°) Inboard Spoilers +54.00 to +56.00 N/A T00021AT Page 4

(w/flaps @ 10°) TEU = Trailing Edge Up TED = Trailing Edge Down TEL = Trailing Edge Left TER = Trailing Edge Right

Serial No. Eligible S/N 72001 and subsequent

Other Operating Limitations The aircraft must be operated in accordance with the latest FAA approved revision to the GVII-G500 Airplane Flight Manual, GAC-AC-GVII-G500-OPS-0001.

Certification Basis 14 CFR Part 25, Airworthiness Standards: Transport Category Airplanes, effective February 1, 1965 including Amendments 25-1 through 25-137, 25-143 for §25.975(a)(7) only, and 25-144 for §25.773(e) only.

Amendment 25-118 was not published and therefore has no applicability.

14 CFR Part 34, Fuel Venting and Exhaust Emission Requirements for Turbine Engine Powered Airplanes, effective September 10, 1990, including Amendments 34-1 through 34-5A.

14 CFR Part 36, Noise Standards: Aircraft Type Certification and Airworthiness Certification, effective December 1, 1969, including Amendments 36-1 through 36-31, Stage 5.

Compliance with Section 44715(e) of Title 49 U.S.C. (Noise Control Act of 1972).

The following optional design regulations have been complied with:

Ditching The Model GVII-G500 has been shown to comply with the requirements for ditching: §§ 25.801, 25.563, 25.807(e), and 25.1585(a). When the operating rules require emergency ditching equipment, compliance with §§ 25.1411 and 25.1415 must be shown. Gulfstream Report GVII-GER-0187, entitled “Ditching Equipment System Requirements Document” provides an acceptable means for showing compliance with §§ 25.1411 and 25.1415.

Ice Protection 14 CFR § 25.1419

The following special conditions in accordance with 14 CFR part 21 apply to the Model GVII-G500:

SC No. Subject 25-585-SC Limit Pilot Forces for Side Stick Controls 25-592-SC Electronic Flight Control System: Control Surface Position Awareness Page 5 T00021AT

25-598-SC Limit Engine Torque Loads for Sudden Engine Stoppage 25-600-SC Automatic Speed Protection for Design Dive Speed 25-601-SC Side-Stick Controllers; Controllability and Maneuverability 25-613-SC Airplane Electronic System Security Protection from Unauthorized External Access 25-614-SC Pilot Compartment View Requirements with an Enhanced Flight Vision System 25-617-SC Design Roll Maneuver Requirement 25-618-SC Technical Criteria for Approving Side-Facing Seats 25-619-SC Isolation or Protection of Airplane Electrical- System Security from Unauthorized Internal Access 25-628-SC Interaction of Systems and Structures Through a Three-Axis Fly-by-Wire System 25-641-SC Electronic Flight Control System Mode Annunciation 25-662-SC Non-Rechargeable Lithium Battery Installations 25-691-SC Airbag Systems on Multiple-Place and Single- Place Side-Facing Seats 25-715-SC Operation Without Normal Electrical Power 25-732-SC Flight Envelope Protection - High Incidence Protection System

Exemptions from 14 CFR part 25 in accordance with 14 CFR part 11:

a) Exemption No. 13504, § 25.809(a), Overwing Viewing Means b) Exemption No. 11610, § 25.813(e), Forward Vestibule and MED Acoustic Door c) Exemption No. 17045, § 25.813(e), Mid-Cabin Pocket Doors d) Partial Exemption No. 17636A, § 25.981(a)(3), Fuel Tank Ignition Prevention - Requirements for Structural Design Features and Fuel Tank Systems Lightning Protection e) Partial Exemption No. 13582, § 25.1447(c)(1), High Landing Field Elevation f) Exemption No. 17434, § 25.1711(a), EWIS Component Marking (Limited to 4 specific aircraft) g) Time-Limited Exemption No. 17825, § 25.1309(b), Non- Rechargeable Lithium Battery Installations in Life Raft ELTs, granted through May 8, 2020 h) Time-Limited Partial Exemption No. 17907, § 25.1191(b)(1), Inlet and Thrust Reverser Fastener Cap Sealant, granted through July 20, 2019 i) Time-Limited Partial Exemption No. 17965, § 25.1309(b), Non-Rechargeable Lithium Battery Installations in Seat Airbag Systems, granted through August 31, 2019

Equivalent Safety Findings according to the provisions of 14 CFR part 21.21(b)(1) for the following subjects: T00021AT Page 6

TC-01-2010-0024-F-1 § 25.255 Electronic Flight Control System: Out- of-Trim Characteristics

TC-01-2010-0024-A-5- § 25.331 Checked Pitch GVI Maneuver

TC-01-2010-0024-A-6- § 25.341(b) Continuous Gust GVI Design Criteria

TC-01-2010-0024-A-8- § 25.415 Ground Gust GVI

TC-01-2010-0024-A-5 §§ 25.561, 25.721, Structural Integrity of 25.963(d), and Fuel Tanks for 25.994 Emergency Landing Conditions and Landing Gear

ST-05-2014-0004-C-7 § 25.562, Side-Facing Seat SC 25-618-SC ATD Placement to Prevent Recline Position

ST-05-2014-0004-C-8 § 25.562, Side-Facing Seat SC 25-618-SC, ATD Submarining Item 2(g)

TC-01-2010-0024-A-6 § 25.629(d)(9) Failure Criteria Considered Under the Aeroelastic Stability Requirements of § 25.629

TC-01-2010-0024-S- § 25.671 Flight Control 17-GVI System Failure Criteria

TC-01-2010-0024-A-9 § 25.683 Operation Test Compliance for Fly- by-Wire Flight Control Systems

TC-01-2010-0024-S-29 § 25.783(c)(1) Electrical Main Entry Door Pressurization Prevention Means

Page 7 T00021AT

TC-01-2010-0024-C-1- § 25.807(a)(3), Emergency Exits GVI (g)(1)(2)(3), (i)(1)(2)

TC-01-2010-0024-C-1- §§ 25.811(d) and Emergency Exit GIV-X 25.812 (b) Marker, Locator and Bulkhead/Divider Signs

TC-01-2010-0024-C-7- § 25.813(c)(2)(ii) Seat/Furnishing GVI Encroachment into Overwing Emergency Exit Openings

TC-01-2010-0024-S-14 § 25.831(g) Acceptable High Temperature Physiological Environment During Failure Conditions

TC-01-2010-0024-S-11 § 25.841(a), (b)(6) Cabin Pressurization - High Field Elevation Takeoff and Landing Operations

TC-01-2010-0024-S-27 §§ 25.841(b)(1) Combined Aircraft and 25.843(b)(1) Pressurization Outflow and Positive Pressure Differential Relief Valves

TC-01-2010-0024-C-10 §§ 25.853(a) and Use of Reduced 25.855(d) Vertical Bunsen Burner Flammability Requirements for Interior Materials

TC-01-2010-0024-P-09 § 25.901(c)(d) APU Certification Requirements

TC-01-2010-0024-P-1- § 25.933(a)(1)(ii) Flight Critical Thrust GIV-X Reverser

TC-01-2010-0024-P-07 § 25.1145(a) Ignition Switches

TC-01-2010-0024-P-1 § 25.1155 Reverse Thrust Control and Indication

T00021AT Page 8

TC-01-2010-0024-P-15 § 25.1193(e)(3) Engine and APU Fire Protection

TC-01-2010-0024-P-03 § 25.1203(a) Turbine Engine Tailpipe Fire Detection

TC-01-2010-0024-S-1 §§ 25.1301(a)(4) Equipment, and 25.1309 Systems, and Installation Requirements: Use of ARAC Recommendations

TC-01-2010-0024-S-20 §§ 25.1303(a)(3), Use of an Electric- 25.1327 and Only Direction 25.1547 Indicator for Standby Instrumentation

TC-01-2010-0024-S- § 25.1325(c)(1) Pitot-Static System 38-GVI Moisture Control

TC-01-2010-0024-F-2- § 25.1517 Rough Air Speed GVI Criteria

TC-01-2010-0024-S-26 § 25.1459(a)(2) Use of Inertial Reference System for Flight Data Recorder Vertical Acceleration Sensor Data

TC-01-2010-024-P-12 § 25.1549(a)(b)(c) Digital-Only Display of Engine Parameters

ADDITIONAL DESIGN REQUIREMENTS AND CONDITIONS:

The following design details or information must be maintained to ensure that an unsafe design condition is not present:

Fire Extinguishing Plumbing and Wiring Connections The engine and APU fire extinguishing plumbing and electrical connections must be constructed, arranged and installed such that cross-connection is not possible during normal maintenance actions such as changing the fire extinguishing bottles or troubleshooting the system.

In-flight Engine Restart The following design details or information must be maintained to ensure that an unsafe design condition is not present: Page 9 T00021AT

In-Flight All-Engines Restart: 1. A minimum restart capability after an all-engines-out scenario must be established under the following conditions using procedures provided in the airplane flight manual (AFM): a. During the take-off and initial climb-out portion of the flight, the airplane should have the capability for the flightcrew to restore engine power immediately following an all-engine-out scenario and when the fuel source to the engine is interrupted. b. During the high altitude portion of the flight at cruise speed and maximum altitude, the airplane should have the capability for the flightcrew to restart engines from a stabilized windmill speed prior to descending below an altitude of 15,000 feet, by showing either or both: 1) All but one engine should be restarted and accelerated to produce maximum thrust/power, or 2) The engine(s) should be restarted, and the necessary thrust/power achieved, to enable the airplane to maintain level flight. c. During flight at speeds greater than the minimum flaps-up “holding speed” and at altitudes below 20,000 feet, the airplane should have the capability for the flightcrew to restart engines from a stabilized windmill speed prior to descending 5000 feet from the initiation of the restart procedure and prior to exceeding an airspeed of 300 knots, by showing either or both: 1) All but one engine should be restarted and accelerated to produce maximum continuous thrust/power, or 2) The engine(s) should be restarted, and the necessary thrust/power achieved, to enable the airplane to maintain level flight.

Fuel Feed System Icing Threats The aircraft/engine fuel feed system has been designed to prevent an accumulation of ice anywhere within the fuel tank and feed system from being released into the engine fuel system, and has been designed such that no loss of engine thrust occurs due to the release of any ice accumulation, anywhere within the airplane/engine operating envelope. Any change to the aircraft/engine fuel feed system must be assessed against the same criteria.

Engine Damage from Wing Ice Caused by Cold Soaked Fuel The potential hazards associated with ice that may form on the wings due to cold soaked fuel have been addressed through an analysis of the basic aircraft design, plus an airplane flight manual (AFM) procedure specific to this concern. Any change to maximum landing weight, minimum zero fuel gross weight, or T00021AT Page 10

maximum fuel load at landing will require a new analysis to show that the cold soaked fuel cannot come in contact with the upper wing surface at maximum landing weight and thereby cause an undetected ice accumulation. Additionally, the AFM pre-flight inspection procedure (with inspection criteria based on fuel temperature and observed ambient weather conditions) must be retained such that any ice accumulation on the upper wing surface after refueling will be detected and addressed.

Engine Nacelle Damage Caused by Burst Bleed Duct The GVII-G500 engine nacelles have been designed and tested to demonstrate structural integrity/capability to withstand the effects of heat impingement from a leaking bleed air duct. A crew alert has been implemented to warn of slow, insidious leakage and procedures are prescribed for the flightcrew to take action in the event of a detected leak, to prevent the damage to and loss of the nacelle components, and potential damage to critical surfaces of the airplane. Changes to the engine nacelle or to the flightcrew alert related to bleed duct leakage must be substantiated against the same criteria.

Yaw Oscillations Service experience has shown that an unsafe rudder system design feature may contribute to a yaw related aircraft-pilot coupling (APC) event that could potentially lead to a structural failure of the vertical stabilizer. If this feature exists, excessive rudder pedal inputs may drive loads beyond the ultimate design. The following criteria for rudder performance must be demonstrated to ensure a safe rudder control system design per §§ 25.143(a), 25.143(b) and 25.671(a), and that it does not have the unsafe characteristics described above: 1. The rudder control system design characteristics, including pedal sensitivity, breakout forces, lateral accelerations as a function of pedal force, the ability to adequately modulate rudder control throughout the flight envelope, and displacement and harmony with other flight controls provide safe handling qualities throughout the flight envelope. 2. The airplane is adequately protected from the adverse effects of inappropriate rudder inputs, including the potential for loss of control, APC / PIO, or exceeding the airplane’s structural design envelope.

Type Certificate Information Application for the type certificate was first dated October 28, 2010, followed by reapplication on June 30, 2013 and an extension made on April 25, 2018 changing the effective application date to September 30, 2013. Type Certificate T00021AT was obtained under delegation of the Gulfstream Organization Designation Authorization (ODA).

Production Basis Production Certificate No. 7SO, issued September 1, 1978, see Note 16.

Page 11 T00021AT

Equipment The basic required equipment as prescribed in the applicable airworthiness regulations (see Certification Basis) must be installed in the aircraft for certification. See the Illustrated Parts Catalog (IPC) for an approved equipment listing. In addition, the following items of equipment are required: (a) FAA Approved Airplane Flight Manual.

T00021AT Page 12

NOTES:

NOTE 1. Weight and Balance:

A current weight and balance report, including a list of equipment included in certificated empty weight, and loading instructions when necessary, must be provided for each aircraft at the time of original certification. The certificated basic empty weight and corresponding center of gravity location must include that total engine oil, hydraulic fluid and unusable fuel. Loading of the aircraft must be accomplished in a manner that always maintains the center of gravity within the specified limits considering crew and occupant movements as well as fuel consumption and transfer.

NOTE 2. Placards:

Airplane operation must be in accordance with the approved Airplane Flight Manual. All placards required in the AFM must be installed in the appropriate locations.

NOTE 3. Instructions for Continued Airworthiness:

The Instructions for Continued Airworthiness are contained in the Aircraft Maintenance Manual, which includes the associated Maintenance Review Board Report. This document meets the requirements of 14 CFR §§ 25.1529, and part 25 Appendix H (Sections H25.2, H25.3 and H25.4 only), including information on description, operation, maintenance (troubleshooting, removal/replacement, cleaning, inspection, etc.), and scheduling, as well as an Airworthiness Limitations Section (ALS).

Component maintenance manuals (CMMs) for the following items manufactured by Zodiac Fuel & Inerting Systems (ZFIS) have not yet been released/approved, therefore only new components can be delivered to customers for removal and replacement:

Component Part No. Single Motor Actuator D97C00-669 or D97C00-687 Single Motor Actuator with Manual Override D97L00-617 Pressure Fueling Solenoid SOV L94-51-603 Fuel Boost Pump P92C31-603

See Note 11 for additional information regarding airworthiness limitations.

NOTE 4. Aircraft Interior Configurations:

Type Certificate T00021AT is for a “green” aircraft configuration only, as defined by Gulfstream drawing 72P0000000.001, GVII-G500 Aircraft Level Configuration Control Document, Revision D, or later FAA Approved revision. Cabin interior installations (including passenger seating configurations) must receive separate FAA approval, and are required prior to any operation with passengers. See Note 10 for additional information regarding interior certification requirements. Page 13 T00021AT

T00021AT Page 14

NOTE 5. Aircraft Service Changes:

None applicable at time of initial Type Certification.

NOTE 6. Cockpit Field of View:

The cockpit front windshield dimensions for the GVII model airplanes are critical for forward field of view certification requirements; therefore, no equipment should be installed on top of the glare shield without coordination with the FAA Certificate Management Aircraft Certification Office (CMACO) for the Gulfstream GVII-G500.

NOTE 7. Cockpit Video Display:

The avionics architecture of the Gulfstream Model GVII-G500 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 CMACO for the GVII-G500.

NOTE 8. Cockpit Modifications:

Any modification or changes in cockpit configuration which may affect aircrew workload, cockpit noise level or day/night lighting must be evaluated in coordination with the FAA CMACO for the GVII-G500.

NOTE 9. Systems Modifications:

The GVII model airplanes incorporate integrated avionics and Flight Control systems using software-based line replaceable units (LRU) that share a digital signal transmission bus. The avionics configuration of the GVII as delivered from production is critical to the proper operation of the cockpit instrumentation system. Modification to the LRU software supplied with the GVII, 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 changes to the integrated avionics system should be made without coordination with the FAA CMACO for the GVII-G500.

NOTE 10. Information to Modifiers:

Information to modifiers on limitations which impact original certification requirements on the Gulfstream GVII-G500 are contained in Gulfstream report GVII-GER-0149, GVII-G500 Interior Certification Requirements Document. As agreed by Gulfstream and the FAA, a preliminary version of this document has been used for aircraft outfitting prior to issuance of the TC, with a final version to be FAA approved and adopted for use no more than 90 days after TC issuance. Once approved by the FAA, any changes to, or deviations from GVII-GER-0149 must be coordinated with the FAA Certification Management Office for the GVII- G500 TC. GVII-GER-0149 provides guidance on design limitations and regulatory requirements for a GVII-G500 aircraft interior installation, but does Page 15 T00021AT

not authorize any such installation. A separate FAA approval such as a supplemental type certificate (STC) or amended type certificate (ATC) is required to approve the design and installation of a GVII-G500 interior.

Exterior emergency exit lighting during low light ambient conditions – the level of illumination exhibited during certification ground testing exceeds the requirements of § 25.812(g). Any changes to the exterior emergency exit lighting require coordination with the FAA Certificate Management Office for the GVII-G500 TC, and separate compliance activities will be necessary per Exemption No. 13504 for § 25.809(a).

NOTE 11. GVII-G500 Airworthiness Limitations:

The replacement times, inspection intervals, related inspection procedures, and design configuration control limitations required by 14 CFR §§ 25.571, 25.981, 25.1529 and Appendix H.25.4 are contained in the “Airworthiness Limitation Section” (ALS) located in the Gulfstream Aircraft Maintenance Manual, Chapter 5, Section 05-10-10. The “Limit of Validity” required by 14 CFR § 25.571(a)(3), Amdt. 25-132 is also included in the ALS. The times and procedures listed in the ALS cannot be altered without FAA Engineering approval. Unless an Airworthiness Directive is issued, the appropriate ALS revision level is determined based on the issuance of the standard airworthiness certificate, predicated on this TC, and the applicable operating and maintenance regulations, such as 14 CFR §§ 91.403 or 43.16.

NOTE 12. RVSM:

Per the approved Type Design, the Gulfstream Model GVII-G500 S/N 72001 and subsequent has been approved to operate in “Reduced Vertical Separation Minimum” (RVSM) airspace. Continued airworthiness and operational approval aspects of RVSM must be constructed according to Advisory Circular (AC) 91- 85 “Authorization of Aircraft and Operators for Flight in Reduced Vertical Separation Minimum Airspace.”

NOTE 13. Personal Electronic Devices (PEDs):

The GVII-G500 is a PED tolerant aircraft and compliance with PS-ANM-25-13 and sections 5.2 and 5.3 of DO-307A has been demonstrated; however, operators must establish compliance with 14 CFR 91.21, 121.306, 135.144 requirements. Any changes to aircraft doors, windows and other apertures, interior furnishings, or antenna/receiver locations can affect the spurious emissions tolerance and must be assessed per section 8.34 of the GVII-G500 Interior Certification Requirements Document (GVII-GER-0149).

NOTE 14. Forward Observer Seat (Jump Seat):

The forward observer seat (jump seat) is approved for taxi, takeoff, and landing on the GVII-G500 as part of Type Design.

NOTE 15. Direction Indicator Requirements:

T00021AT Page 16

The Gulfstream Model GVII-G500 meets 14 CFR §25.1303(a)(3) requirements for a direction indicator (non-stabilized magnetic compass) by installation of two independent standby instruments through the following means:

The GVII-G500 independent standby instruments are driven by magnetometers and micro-electro mechanical system gyros.

Any change to the standby instruments or related equipment will require coordination with the FAA CMACO for the GVII-G500 and a separate equivalent safety finding for §§ 25.1303(a)(3), 25.1327 and 25.1547.

NOTE 16. Production Basis:

The Production Limitation Record (PLR) for Production Certificate 7SO was revised on July 20, 2018, to include the GVII-G500. Gulfstream is authorized to issue airworthiness certificates under the Organization Designation Authorization (ODA) Procedures of 14 CFR part 183, subpart D, and FAA Order 8100.15. All airplanes were produced under the Production Certificate.

EQP-6

Message Latency Timer Monitoring

Website: www.myaerospace.com

SERVICE INFORMATION LETTER

Honeywell Avionic Capabilities for AC90-117 (LOA A056)

Legal Notice

Export Control

Proprietary Information

23 Feb 2018 Revision 2, 19 Jul 2018 Page 1 of 11 Publication Number D201802000051 © Honeywell International Inc. Do not copy without express permission of Honeywell. SERVICE INFORMATION LETTER

23 Feb 2018 Revision 2, 19 Jul 2018 Page 2 Publication Number D201802000051 © Honeywell International Inc. Do not copy without express permission of Honeywell. SERVICE INFORMATION LETTER

23 Feb 2018 Revision 2, 19 Jul 2018 Page 3 Publication Number D201802000051 © Honeywell International Inc. Do not copy without express permission of Honeywell. SERVICE INFORMATION LETTER

Honeywell is a registered trademark of Honeywell International Inc. All other marks are owned by their respective companies.

THIS IS THE SB FOSI - DATE: 20170130

23 Feb 2018 Revision 2, 19 Jul 2018 Page 4 Publication Number D201802000051 © Honeywell International Inc. Do not copy without express permission of Honeywell. SERVICE INFORMATION LETTER

23 Feb 2018 Revision 2, 19 Jul 2018 Page 5 Publication Number D201802000051 © Honeywell International Inc. Do not copy without express permission of Honeywell. SERVICE INFORMATION LETTER

Blank Page

23 Feb 2018 Revision 2, 19 Jul 2018 Page 6 Publication Number D201802000051 © Honeywell International Inc. Do not copy without express permission of Honeywell. SERVICE INFORMATION LETTER

1. General Information

23 Feb 2018 Revision 2, 19 Jul 2018 Page 7 Publication Number D201802000051 © Honeywell International Inc. Do not copy without express permission of Honeywell. SERVICE INFORMATION LETTER

23 Feb 2018 Revision 2, 19 Jul 2018 Page 8 Publication Number D201802000051 © Honeywell International Inc. Do not copy without express permission of Honeywell. SERVICE INFORMATION LETTER

23 Feb 2018 Revision 2, 19 Jul 2018 Page 9 Publication Number D201802000051 © Honeywell International Inc. Do not copy without express permission of Honeywell. SERVICE INFORMATION LETTER

E. Action

23 Feb 2018 Revision 2, 19 Jul 2018 Page 10 Publication Number D201802000051 © Honeywell International Inc. Do not copy without express permission of Honeywell. SERVICE INFORMATION LETTER

F. Contact Information

23 Feb 2018 Revision 2, 19 Jul 2018 Page 11 Publication Number D201802000051 © Honeywell International Inc. Do not copy without express permission of Honeywell. OPS-1

Data Link Procedures

FlightSafety International G500-G600 CPDLC App Screen Grabs*

*Gulfstream procedures are not yet written into the AOM, the company refers pilots to the FSI App.

OPS-2

Latency Timer Setting

Gulfstream GVII-G500 Latency Timer Message Instruction G500/G600 | CPDLC Uplink Message Latency Monitor Function

• The NG FMS does NOT perform an automatic transaction reply to an ATC “SET MAX UPLINK DELAY VALUE TO [xxx] SECONDS” uplink

Flight Crew Action: Upon receipt of the uplink CPDLC message “SET MAX UPLINK DELAY VALUE TO [xxx] SECONDS”

Send a positive response to ATC as 1 prompted by the FMS (ACCEPT/ROGER)

Enter the time given in the ATC 2 message (seconds) into the Max Uplink Delay field on the DATALINK page to insert into the latency timer

10 OPS-3

Voice communications and SELCAL

Generic LLC International Operations Manual Extract Sections 2.3.5, 2.3.6 OPS-4

Normal and emergency data link procedures

Generic LLC International Operations Manual Extract Appendix C Appendix D EFB-1

EFB Updates

Not Applicable CSP-1

Charter membership documentation

CSP (ARINC Direct) Charter Membership, dated October 19, 2017 Generic LLC Charter Membership, “screen grab” Generic LLC Charter Confirmation CSP-1 Charter Membership for CSP (Provided by ARINCDirect)

Performance-Based Communication and Surveillance (PBCS) Global Charter Charter Document Version October 19, 2017

1. Charter Purpose and Applicability

1.1. This PBCS Charter facilitates co-operation among all PBCS stakeholders to achieve the objectives of PBCS. Each Charter stakeholder agrees to take the actions herein for which the required communication performance (RCP) and required surveillance performance (RSP) specifications have been prescribed. The entities eligible to become a PBCS Charter stakeholder include: . ANSPs using PBCS to support ATM operations in their airspace. . Aircraft operators participating in PBCS operations. . Communication service providers (CSPs). . Satellite service providers (SSPs). . Aircraft manufacturers. . Aircraft equipment suppliers. 1.2 This Charter may be used to show ANSP and operator stakeholder compliance to PBCS Manual guidance specifying contract/service agreements with the CSP. This commitment to compliance is shown when the ANSP or operator PBCS stakeholder has become a charter stakeholder through signing this charter and the CSP(s) they use have also signed the charter. Should an ANSP or operator PBCS stakeholder subsequently withdraw their charter signature or any of their contracted CSPs withdraw their charter signature, the ANSP and/or operator must notify their state authority since such withdrawal will affect their PBCS operational authorization.

2. References

2.1. ICAO Doc 9869, Performance-Based Communication and Surveillance (PBCS) Manual. 2.2. ICAO Doc 10037, Global Operational Data Link (GOLD) Manual.

3. Term

3.1. The Charter remains in effect until such time the majority of Charter stakeholders agree to terminate the Charter.

4. Confidentiality

4.1. Except as provided elsewhere in this Charter any information provided as a result of this Charter by any Charter stakeholder shall not be disclosed for any purpose without authorization of such Charter Stakeholder, provided, however, that signatory status to the charter shall not be deemed confidential information.

5. No Basis for Claims

5.1. No Charter stakeholder may rely upon or apply the terms of this Charter as a basis of or support for a claim or action of any kind against another Charter stakeholder.

6. Support of PBCS by Stakeholders

6.1. All Stakeholders 6.1.1. Provide and maintain Charter stakeholder contact information. 6.1.2. Submit problem reports of any operational problem as expeditiously as possible to the appropriate Central Reporting Agency(ies) CRA(‘s) 6.1.3. Support problem investigations upon CRA request. 6.1.4. Provide best efforts to follow the PBCS Manual guidance. 6.1.5. Provide best efforts to meet the PBCS Manual RCP 240/D and RSP 180/D allocations for the applicable domain(s). However, in the event that there is something in a charter stakeholder domain that is contributing to a PBCS performance metric not being met, investigate the issue and, if feasible, take corrective action. If corrective action is not feasible, support regional level discussions to determine an appropriate mitigation. 6.1.6. Support capacity planning to mitigate the risk of underperformance due to sudden unplanned increases in communication traffic demand. 6.1.7. Provide a single e-mail address, which will serve as the point-of-contact for Charter correspondence.

6.2. Additional PBCS Support by the ANSP 6.2.1. When the ANSP-observed performance of a PBCS qualified aircraft deteriorates below the RCP240/D or RSP180/D acceptable performance level, raise a problem report to the appropriate CRA(‘s) for investigation. 6.2.2. Note: The PBCS Manual allows flexibility in determining the acceptable performance level. Some regions are currently using 99.0% as an acceptable performance level. 6.2.3. In addition, when the ANSP-observed performance of a PBCS qualified aircraft deteriorates below the RCP240/D or RSP180/D 95% performance level, notify the appropriate regional monitoring agency(ies). 6.2.4. Provide monitored PBCS performance data to state(s), aircraft manufacturer(s), and aircraft operator(s) upon request. 6.2.5. Promulgate PBCS performance monitoring results to stakeholders, as regionally agreed, to assist in identifying issues that may affect other ANSPs’ airspace and to facilitate adequate performance monitoring by the aircraft operator and regulators. 6.2.6. Authorize CSPs to provide any flight log data that may contain ANSP messages to CRA(‘s) through agreeing to this Charter. 6.2.7. Provide a single e-mail address to which CSPs are to send planned maintenance and unplanned service impairment notifications.

6.3. Additional CSP Support 6.3.1. Provide flight logs upon CRA request. 6.3.2. Maintain flight log data for a given flight for a minimum of 30 days after the flight. 6.3.3. Send planned maintenance and unplanned service impairment notifications to the single e- mail address that each ANSP and aircraft operator provides.

6.4. Additional Aircraft Operator Support 6.4.1. By agreeing to this Charter authorize CSPs to provide any flight log data containing aircraft operator messages to CRA (‘s) upon CRA request. CRA will copy the aircraft operator on any request. 6.4.2. By agreeing to this Charter authorize ANSPs to promulgate PBCS performance for the aircraft operators aircraft to Charter stakeholders. 6.4.3. Provide aircraft-specific recordings upon CRA request. 6.4.4. Make best effort to implement all aircraft equipment software updates as recommended by CRA that may resolve FANS1/A performance issues.

6.5. Additional Aircraft Manufacturer Support 6.5.1. Assist aircraft operators to implement upgrades that resolve FANS1/A performance issues.

7. Administration of Charter

7.1. The Charter will be administered by Airways Corporation of New Zealand Limited or such other entity as selected by the majority of the Charter Stakeholders. The administrator shall take reasonable steps to administer the Charter and provide an informational system for access by the Charter Stakeholders. 7.2. The Charter administrator shall provide a system by which all Charter Stakeholders may be advised of the signatory status of all other Charter Stakeholders. 7.3. Any Charter Stakeholder may withdraw from the Charter upon notice to the Charter administrator. 7.4. The Charter may be amended by majority vote of the Charter Stakeholders and notice to all Charter Stakeholders. 7.5. Charter Stakeholders shall be subject to applicable law, regulation and orders of judicial and regulatory bodies of applicable jurisdiction, which all shall take precedence over this Charter.

FLP-1

Sample flight plan

Generic LLC Sample Flight Plan and Master Document

NOTE: The Block 10 codes may be hard to read and the Adobe Form would not accept the total number of needed characters, so are duplicated here: SBDE2E3FGHIJ1J4J5J7M1M3P2RWXYZ/LB2D1G1 Approved OMB No. 2120-0026 Exp. 7/31/2020

U S Department of Transportation Federal Aviation Administration International Flight Plan PRIORITY ADDRESSEE(S) <=FF <= FILING TIME ORIGINATOR <= SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND / OR ORIGINATOR

3 MESSAGE TYPE 7 AIRCRAFT IDENTIFICATION 8 FLIGHT RULES TYPE OF FLIGHT <=(FPL <= 9 NUMBER TYPE OF AIRCRAFT WAKE TURBULENCE CAT. 10 EQUIPMENT / / <= 13 DEPARTURE AERODROME TIME <= 15 CRUISING SPEED LEVEL ROUTE

<= TOTAL EET 16 DESTINATION AERODROME HR MIN ALTN AERODROME 2ND ALTN AERODROME <= 18 OTHER INFORMATION

<= SUPPLEMENTARY INFORMATION (NOT TO BE TRANSMITTED IN FPL MESSAGES) 19 ENDURANCE EMERGENCY RADIO HR MIN PERSONS ON BOARD UHF VHF ELT E/ P/ R/ U V E SURVIVAL EQUIPMENT JACKETS POLAR DESERT MARITIME JUNGLE LIGHT FLUORES UHF VHF / P D M J / L F U V DINGHIES NUMBER CAPACITY COVER COLOR D / C <= AIRCRAFT COLOR AND MARKINGS A/ REMARKS N / <= PILOT-IN-COMMAND C/ )<= FILED BY ACCEPTED BY ADDITIONAL INFORMATION

FAA Form 7233-4 (7/15) K3214 KBED→LFPB

Attention: This route has not yet been filed and is subject to change. Please confirm routing with ARINCDirect or ATC prior to flight.

FLIGHTPLAN KBED TO LFPB GA5C M90 /F IFR 26MAR20 FORMAT 77 COMPUTED 1923Z FOR ETD 1800Z PROGS 251200Z

ORIG: KBED LAURENCE G HANSCOM FIELD ETD: 1800Z /26 DEST: LFPB PARIS LE BOURGET ETA: 2351Z ALTN: EBBR BRUSSELS ETA: 0021Z

FUEL TIME DIST NAM WEIGHT IN LBS MAX TAXI 000400 BOW 47193 DEST LFPB 020846 05:51 3081 2944 PAYLOAD 600 CONT 001042 00:18 ZFW 47793 52100 ALTN EBBR 001364 00:30 TAKEOFF 74639 79600 HOLD 001047 00:30 LANDING 53793 64350 ADDL 000000 00:00 REQD 024299 07:09 XTRA 002547 00:45 UPLOADED: IN ON RAMP KBED 027246 07:54 SUPPLIER: OUT OFF ACTUAL FOB: BLK FLT F/U REM

KBED ELEV: 00132FT QNH ALT1 ALT2 ALT3 ALT4 DEP ATIS -

FILED - KBED DCT LBSTA ENE Q822 ALLEX SCOTS ACADN N203B NICSO 4950N 5140N 5130N 5020N ATSUR RATKA N502 PIKOD UN502 JSY UN160 IXINI PEXIR PEXI7W LFPB

FLIGHT LEVELS:370 WIND: 245/029 026 TWC MAXSHR 05/ SCOTS CLIMB SCHED:320/M87 CRUISE SCHED:M90 DESCENT SCHED:M90/320

CLEARANCE -

OCEANIC CLEARANCE -

ARR ATIS -

LFPB ELEV: 00220FT QNH ALT1 ALT2 ALT3 ALT4

======FIX ETA FL TMP WIND TAS MH DST ETE FU TTR FF/E ATA TRO TDV W/C GS MCS CDST CT CFU FR TFF LAT/LONG MSA AWY SHR TCS DSTR ACT AFU AFR ======

LBSTA CLB ------342 071 0036 00:06 0667 05:45 3224 CLB ------347 071 0036 00:06 1067 26179 6448 N42 48.0W070 36.8 2700 DCT 02 056 3045

117.1 KENNEBUNK ENE CLB ------465 016 0037 00:05 0539 05:40 3224 CLB ------448 016 0073 00:11 1606 25640 6448 N43 25.5W070 36.8 2700 DCT 02 000 3008

MET / ALT1 ALT2 ALT3 ALT4

TOC 370 -52 287/036 507 083 0044 00:05 0530 05:35 3224 360 +01 P27 534 084 0117 00:16 2136 25110 6448 N43 42.2W069 41.0 2600 Q822 02 068 2964

POS FL M EST NXT

MET / ALT1 ALT2 ALT3 ALT4

AJJAY 370 -52 275/034 521 083 0004 00:01 0026 05:34 1857 360 +05 P30 551 084 0121 00:17 2161 25085 3714 N43 43.7W069 36.1 2600 Q822 02 068 2960

POS FL M EST NXT

CZQM MONCTON MET / ALT1 ALT2 ALT3 ALT4

ALLEX 370 -54 236/029 520 086 0120 00:13 0807 05:21 1846 360 +03 P29 548 085 0241 00:30 2968 24278 3693 N44 25.0W067 00.0 2000 Q822 02 070 2840

POS FL M EST NXT

MET / ALT1 ALT2 ALT3 ALT4

SCOTS 370 -58 198/049 517 105 0129 00:14 0884 05:07 1823 360 +01 P15 532 104 0370 00:44 3853 23393 3646 N44 30.0W064 00.0 2500 DCT 04 088 2711

POS FL M EST NXT

======FIX ETA FL TMP WIND TAS MH DST ETE FU TTR FF/E ATA TRO TDV W/C GS MCS CDST CT CFU FR TFF LAT/LONG MSA AWY SHR TCS DSTR ACT AFU AFR ======

MET / ALT1 ALT2 ALT3 ALT4

ACADN 370 -58 191/071 515 018 0010 00:01 0062 05:06 1811 360 -01 P70 584 018 0380 00:45 3915 23331 3622 N44 40.0W064 00.0 2400 DCT 05 000 2701

POS FL M EST NXT

CZQX GANDER MET / ALT1 ALT2 ALT3 ALT4

NICSO 370 -62 224/079 511 086 0528 00:55 3250 04:11 1783 360 -04 P69 580 085 0908 01:40 7165 20081 3567 N47 30.0W052 00.0 2000 N203B 05 071 2173

POS FL M EST NXT

CZQX GANDER MET / ALT1 ALT2 ALT3 ALT4

4950N 370 -62 264/091 510 060 0121 00:13 0742 03:58 1767 390 -05 P64 574 059 1029 01:53 7907 19339 3534 N49 00.0W050 00.0 1000 DCT 02 042 2052

POS FL M EST NXT

MET / ALT1 ALT2 ALT3 ALT4

5140N 370 -50 287/075 515 088 0405 00:42 2503 03:16 1779 370 -00 P60 575 088 1434 02:35 10410 16836 3558 N51 00.0W040 00.0 1000 DCT 02 073 1647

POS FL M EST NXT

EGGX SHANWICK MET / ALT1 ALT2 ALT3 ALT4

5130N 370 -56 241/022 522 102 0379 00:42 2525 02:34 1803 490 +05 P19 541 104 1813 03:17 12935 14311 3606 N51 00.0W030 00.0 1000 DCT 03 090 1268

POS FL M EST NXT

======FIX ETA FL TMP WIND TAS MH DST ETE FU TTR FF/E ATA TRO TDV W/C GS MCS CDST CT CFU FR TFF LAT/LONG MSA AWY SHR TCS DSTR ACT AFU AFR ======

MET / ALT1 ALT2 ALT3 ALT4

5020N 370 -61 222/023 513 107 0387 00:44 2573 01:50 1742 350 -03 P12 525 108 2200 04:01 15508 11738 3484 N50 00.0W020 00.0 1000 DCT 04 099 0881

POS FL M EST NXT

MET / ALT1 ALT2 ALT3 ALT4

ATSUR 370 -59 334/002 513 096 0232 00:27 1567 01:23 1733 390 -03 P01 514 096 2432 04:28 17075 10171 3466 N50 00.0W014 00.0 1000 DCT 02 090 0649

POS FL M EST NXT

EGTT LONDON MET / ALT1 ALT2 ALT3 ALT4

RATKA 370 -60 179/015 512 101 0235 00:28 1589 00:55 1720 360 -03 M02 510 100 2668 04:56 18663 8583 3440 N49 30.0W008 00.0 1000 DCT 05 097 0413

POS FL M EST NXT

MET / ALT1 ALT2 ALT3 ALT4

PHILI 370 -60 064/004 512 096 0038 00:04 0258 00:51 1714 390 -03 M04 508 095 2706 05:00 18922 8324 3428 N49 28.5W007 01.3 1200 N502 01 092 0375

POS FL M EST NXT

MET / ALT1 ALT2 ALT3 ALT4

PEMAK 370 -60 038/012 512 096 0032 00:04 0214 00:47 1714 390 -03 M07 505 095 2738 05:04 19135 8111 3428 N49 26.9W006 13.1 1400 N502 01 093 0343

POS FL M EST NXT

======FIX ETA FL TMP WIND TAS MH DST ETE FU TTR FF/E ATA TRO TDV W/C GS MCS CDST CT CFU FR TFF LAT/LONG MSA AWY SHR TCS DSTR ACT AFU AFR ======

MET / ALT1 ALT2 ALT3 ALT4

SUPAP 370 -59 035/017 512 097 0016 00:02 0106 00:45 1714 390 -03 M09 503 096 2753 05:06 19241 8005 3428 N49 26.0W005 49.4 1400 N502 01 093 0328

POS FL M EST NXT

LFRR BREST MET / ALT1 ALT2 ALT3 ALT4

PIKOD 370 -59 036/022 513 097 0022 00:03 0149 00:42 1714 390 -03 M12 501 096 2775 05:09 19390 7856 3429 N49 24.6W005 16.0 1400 N502 01 093 0306

POS FL M EST NXT

LFFF PARIS MET / ALT1 ALT2 ALT3 ALT4

GANTO 370 -59 036/025 513 098 0011 00:01 0077 00:41 1715 390 -02 M14 499 099 2786 05:10 19467 7779 3430 N49 23.8W004 58.9 1000 UN502 02 095 0295

POS FL M EST NXT

MET / ALT1 ALT2 ALT3 ALT4

MUREL 370 -57 038/032 514 097 0056 00:07 0390 00:34 1717 360 -02 M18 496 096 2842 05:17 19857 7389 3435 N49 19.3W003 33.0 1000 UN502 02 095 0239

POS FL M EST NXT

MET / ALT1 ALT2 ALT3 ALT4

GOBUR 370 -57 040/037 515 098 0019 00:02 0130 00:32 1722 360 -00 M21 494 097 2861 05:19 19988 7258 3444 N49 17.5W003 04.5 1500 UN502 04 096 0220

POS FL M EST NXT

======FIX ETA FL TMP WIND TAS MH DST ETE FU TTR FF/E ATA TRO TDV W/C GS MCS CDST CT CFU FR TFF LAT/LONG MSA AWY SHR TCS DSTR ACT AFU AFR ======

MET / ALT1 ALT2 ALT3 ALT4 112.2 JERSEY JSY 370 -55 043/036 517 098 0041 00:05 0284 00:27 1728 360 +01 M22 494 099 2902 05:24 20271 6975 3455 N49 13.3W002 02.8 2200 UN502 04 096 0179

POS FL M EST NXT

MET / ALT1 ALT2 ALT3 ALT4 114.45 CAEN CARPIQUET CAN 370 -54 047/031 518 094 0063 00:07 0438 00:20 1734 360 +02 M22 496 094 2964 05:31 20709 6537 3469 N49 10.4W000 27.3 2200 UN160 03 093 0117

POS FL M EST NXT

LFFF PARIS MET / ALT1 ALT2 ALT3 ALT4

IXINI 370 -54 048/028 519 114 0009 00:02 0060 00:18 1736 360 +02 M13 506 113 2973 05:33 20769 6477 3472 N49 07.0W000 15.0 2200 UN160 01 113 0108

POS FL M EST NXT

MET / ALT1 ALT2 ALT3 ALT4

TOD 370 -54 055/025 519 082 0017 00:02 0121 00:16 1738 360 +03 M23 496 082 2990 05:35 20890 6356 3476 N49 09.7E000 11.0 2000 DCT 01 081 0091

POS FL M EST NXT

PEXIR DSC ------354 082 0017 00:03 0068 00:13 651 DSC ------327 082 3007 05:38 20959 6287 1303 N49 12.2E000 36.8 2000 DCT 01 081 0074

PARIS LE BOURGET LFPB DSC ------354 101 0074 00:13 0288 00:00 651 DSC ------333 101 3081 05:51 21246 6000 1303 N48 58.2E002 26.5 0 PEXI7W 01 101 0000

MEL-1

MEL data link

GVII-G500 Minimum Equipment List Data Link Extract Page 23-12 MON-1

Data link monitoring

Generic LLC International Operations Manual Extract Appendix C, paragraph C1.13.0 MON-2

Data link failure reporting

Generic LLC International Operations Manual Extract Appendix C, paragraph C1.13.1 MON-3

Performance results

No Data (Compliance based on SOC) TNG-1

Part 91K, 121, 125 and/or 135 operators

Not Applicable TNG-2

Data Link Training Records