Terms and Conditions

These terms and conditions apply to the Customer’s subscription of initial provisioning and revisions services and the licensing of
maintenance manuals, revisions, updates and other technical publications (the ″Publications″) distributed by Gulfstream Aerospace
Corporation (″Gulfstream″). ″Customer″ includes the legal entity seeking access to the Publications through this license and its
employees, but shall not include independent contractors, consultants, agents, licensees or other third parties, unless approved in
writing by Gulfstream.
1. Copyright; Proprietary Information. Customer 6. Termination; Suspension. Gulfstream reserves the right to
acknowledges that the Publications contain Gulfstream’s terminate or suspend a Customer’s subscription service and
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excluding any portions containing proprietary or copyrighted or any of its affiliates, has a past due account receivable with
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Agreement. No part of the Publications may be reproduced, shall survive termination of this Agreement.
used to create derivative works, stored in any retrieval
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whether electronic, photocopying, microfilm, microfiche, assign this Agreement, including without limitation the
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single computer controlled by Customer at any one time. Customer before expiration of the then-current Publications
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payment of other license fees. subscription for use towards the purchase of a new
Publications subscription and license that is purchased
2. License. Gulfstream grants Customer a non-exclusive, within thirty (30) days of aircraft title transfer.
revocable and non-transferable license to use the
Publications solely for the maintenance, repair and operation 8. Law and Dispute Resolution. Any controversy or claim
of Customer-owned Gulfstream aircraft by pilots, aircraft between Customer and Gulfstream arising out of or relating
repair stations (or foreign equivalents) with the applicable to these Publications, or breach thereof, including disputes
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is expressly prohibited from copying, distributing or creating will be settled by binding arbitration in Savannah, Georgia
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contained therein to any third party except as expressly years of service on the bench, ii) an individual with at least
authorized above. five (5) years of experience as an arbitrator, and iii) on the
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during which Customer maintains a revisions subscription conducted before a panel of three neutral arbitrators, the
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free from material errors and omissions in view of the state fifteen (15) days after the commencement of arbitration,
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conditioned upon Customer providing written notice of such fifteen (15) days of their appointment. The third neutral
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WARRANTIES COMPRISE GULFSTREAM’S ENTIRE representative action.
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RELATED TO THE PUBLICATIONS, TO THE EXCLUSION Publications without first complying with all applicable export
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OR IN CONTRACT. (″EAR″) and, if applicable, the U.S. Department of State
International Traffic in Arms Regulations (″ITAR″).
5. Limitations. NOTWITHSTANDING ANYTHING ELSE
HEREIN, GULFSTREAM SHALL NOT UNDER ANY 10. Merger; Amendment; Severability. This Agreement,
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NEGLIGENCE) BE LIABLE FOR ANY INCIDENTAL, constitutes the entire Agreement between the parties hereto
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DAMAGES ARISING FROM OR RELATED TO THIS understanding varying the terms and conditions hereof shall
AGREEMENT OR THE USE OF THE PUBLICATIONS. be binding upon either party hereto unless in writing
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WITHOUT LIMITATION, DAMAGES FOR LOSS OF USE, representatives of both parties. If any provision hereof is
LOSS OF MARKET VALUE, LOSS OF REVENUE OR found invalid or unenforceable by a court, the remainder of
PROFIT AND COSTS OF REPLACEMENT this Agreement shall remain valid and enforceable.
TRANSPORTATION, NOTWITHSTANDING ANY PRIOR
NOTICE OF THE POSSIBILITY OF SUCH DAMAGES.

©2021 Gulfstream Aerospace Corporation

 AIRPLANE FLIGHT MANUAL
Gulfstream Aerospace Document Number
GAC-AC-G-IV-OPS-0001

August 12, 2022

To: All Gulfstream G-IV FAA Operators
Subject: G-IV FAA AFM Revision 54, August 12, 2022
This Letter to Operators introduces the release of G-IV FAA Airplane Flight Manual
Revision 54, August 12, 2022.
Primary modifications of this revision are:
• 2-00-10 Introduction: Edited the first paragraph and added a second
paragraph to Introduction.
• 2-04-10 After Starting Engines: Edited note under Step 14.
• 4-00-10 General Guidance: Added an Airplane Controllability procedure prior
to approach and landing.
• 4-15-60 Jammed Spoilers: Added this new procedure to Flight Controls
System Section.

To incorporate this revision, use the List of Effective Pages to ensure the
inclusion of all sections.

If any missing pages are noted while incorporating this revision, please contact
Gulfstream at: [email protected].

If you discover errors (i.e., technical corrections, grammatical errors, etc.),

please submit a Publications Change Request (PCR) at:
surveys.gulfstream.com/s3/pcr-request.

If you are seeking better understanding of the content provided, please consult our
Flight Operations Waypoints website for potentially relevant information at:
www.MyGulfstream.com / Communications / Flight Ops Waypoints.

Otherwise, please direct your inquiry to: [email protected].

If you need a subscription or need to change your subscription, please contact the
Business Office at: [email protected], or at the address or phone number
provided below.

If you have a technical issue with the PlaneBook application, please direct your
inquiry to: [email protected].

(continued on next page)

Contact Information
Gulfstream Aerospace
P.O. Box 2206, M/S SW7
Savannah, GA 31402-2206
United States: (800) 810-4853, Option 3
International: +1 (912) 965-4178
 AIRPLANE FLIGHT MANUAL

RECORD OF REVISIONS

Revision No. Dated Inserted By Date

Basic Issue thru
May 31/00 Gulfstream May 31/00
Revision 24
Revision 25 Sept 13/00 Gulfstream Sept 13/00
Revision 26 May 31/01 Gulfstream May 31/01
Revision 27 Oct. 11/01 Gulfstream Oct. 11/01
Revision 28 Jan. 29/02 Gulfstream Jan. 29/02
Revision 29 May 30/02 Gulfstream May 30/02
Revision 30 Oct. 11/02 Gulfstream Oct. 11/02
Revision 31 Jan. 23/04 Gulfstream Jan. 23/04
Revision 32 Aug. 10/04 Gulfstream Aug. 10/04
Revision 33 June 3/05 Gulfstream June 3/05
Revision 34 Nov 16/05 Gulfstream Nov 16/05
Revision 35 Dec 8/05 Gulfstream Dec 8/05
Revision 36 June 1/06 Gulfstream June 1/06
Revision 37 July 13/06 Gulfstream July 13/06
Revision 38 Jan 16/07 Gulfstream Jan 16/07
Revision 39 Feb 1/07 Gulfstream Feb 1/07
Revision 40 May 22/07 Gulfstream May 22/07
Revision 41 July 26/07 Gulfstream July 26/07
Revision 42 Sept 18/07 Gulfstream Sept 18/07
Revision 43 Dec 11/07 Gulfstream Dec 11/07
Revision 44 May 13/08 Gulfstream May 13/08
Revision 45 Nov 20/08 Gulfstream Nov 20/08

Gulfstream Aerospace Document Number

GAC-AC-GIV-OPS-0001

REVISION 54 FAA APPROVED

12 Aug 2022 RECORD OF REVISIONS Page 1
 AIRPLANE FLIGHT MANUAL

RECORD OF REVISIONS

Revision No. Dated Inserted By Date

Revision 46 Mar 17/10 Gulfstream Mar 17/10
Revision 47 Jul 14/10 Gulfstream Jul 14/10
Revision 48 Oct 5/11 Gulfstream Oct 5/11
Revision 49 Dec 10/12 Gulfstream Dec 10/12
Revision 50 May 25/16 Gulfstream May 25/16
Revision 51 May 5/17 Gulfstream May 5/17
Revision 52 Oct 30/17 Gulfstream Oct 30/17
Revision 53 July 6/21 Gulfstream July 6/21
Revision 54 Aug 12/22

Gulfstream Aerospace Document Number

GAC-AC-GIV-OPS-0001

FAA APPROVED REVISION 54

Page 2 RECORD OF REVISIONS 12 Aug 2022
 AIRPLANE FLIGHT MANUAL

LOG OF REVISIONS

Revision Affected
Description of Revision
Number Pages

54 2-1 2-00-10 Introduction: Edited the first paragraph and

added a second paragraph to Introduction.

54 2-26 2-04-10 After Starting Engines: Edited note under

Step 14.

54 4-ii 4-15-60 Jammed Spoilers: Added this new

procedure to Section 4 Table of Contents.

54 4-1 4-00-10 General Guidance: Added an Airplane

Controllability procedure prior to approach and
landing.

54 4-47A 4-15-60 Jammed Spoilers: Added this new procedure

to Flight Controls System Section.

REVISION 54 FAA APPROVED

12 Aug 2022 LOG OF REVISIONS Page i
 AIRPLANE FLIGHT MANUAL

This page intentionally left blank.

FAA APPROVED REVISION 54

Page ii LOG OF REVISIONS 12 Aug 2022
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LIST OF EFFECTIVE PAGES
INSERT LATEST REVISED PAGES. DESTROY SUPERSEDED AND DELETED PAGES.
NOTE: The portion of the text affected by the current revision is indicated by a vertical bar in the
left margin of the page.
Section Page No. Date of Latest Revision Section Page No. Date of Latest Revision
0 0-i 6 July 2021 1 1-15 30 May 2002
0-ii 6 July 2021 1-16 31 May 2000
0-1 5 Oct 2011 1-17 31 May 2000
0-2 17 Mar 2010 1-18 31 May 2000
0-3 17 Mar 2010 1-19 5 Oct 2011
0-4 17 Mar 2010 1-20 31 May 2000
0-5 17 Mar 2010 1-21 16 Jan 2007
0-6 17 Mar 2010 1-22 31 May 2000
0-7 17 Mar 2010 1-23 23 Jan 2004
0-8 17 Mar 2010 1-24 6 July 2021
0-9 10 Dec 2012 1-25 31 May 2000
0-10 10 Dec 2012 1-26 1 February 2007
1-27 31 May 2000
1 1-i 31 May 2000 1-28 22 May 2007
1-ii 6 July 2021 1-29 31 May 2000
1-iii 20 Nov 2008 1-30 5 Oct 2011
1-iv 5 Oct 2011 1-31 17 Mar 2010
1-1 31 May 2000 1-32 20 Nov 2008
1-2 31 May 2000 1-33 26 July 2007
1-3 10 Aug 2004 1-34 31 May 2000
1-4 13 May 2008 1-35 30 May 2002
1-5 30 May 2002 1-36 30 May 2002
1-6 31 May 2000 1-37 20 Nov 2008
1-7 10 Aug 2004 1-38 16 Jan 2007
1-8 31 May 2000 1-39 10 Dec 2012
1-9 31 May 2000 1-40 31 May 2001
1-10 31 May 2000 1-41 11 October 2001
1-11 13 Sept 2000 1-42 10 Aug 2004
1-12 31 May 2000 1-43 23 Jan 2004
1-13 31 May 2000 1-44 23 Jan 2004
1-14 31 May 2000 1-45 13 Sept 2000

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NOTE: The portion of the text affected by the current revision is indicated by a vertical bar in the
left margin of the page.
Section Page No. Date of Latest Revision Section Page No. Date of Latest Revision
1 1-46 20 Nov 2008 2 2-16 10 Dec 2012
1-47 20 Nov 2008 2-17 10 Dec 2012
1-48 13 July 2006 2-18 10 Dec 2012
1-49 5 Oct 2011 2-19 10 Dec 2012
1-50 5 Oct 2011 2-20 10 Dec 2012
1-51 5 Oct 2011 2-21 31 May 2000
1-52 5 Oct 2011 2-22 10 Dec 2012
1-53 5 Oct 2011 2-23 23 Jan 2004
1-54 5 Oct 2011 2-24 17 Mar 2010
1-55 5 Oct 2011 2-25 10 Dec 2012
1-56 5 Oct 2011 2-26 12 Aug 2022
1-57 5 Oct 2011 2-27 16 Jan 2007
1-58 5 Oct 2011 2-28 10 Dec 2012
2-29 5 May 2017
2 2-i 17 Mar 2010 2-30 10 Dec 2012
2-ii 5 Oct 2011 2-31 5 May 2017
2-1 12 Aug 2022 2-32 5 May 2017
2-2 13 May 2008 2-33 30 Oct 2017
2-3 10 Dec 2012 2-34 23 Jan 2004
2-4 10 Dec 2012 2-35 31 May 2000
2-5 10 Dec 2012 2-36 23 Jan 2004
2-6 10 Dec 2012 2-37 10 Dec 2012
2-7 10 Dec 2012 2-38 10 Dec 2012
2-8 10 Dec 2012 2-39 25 May 2016
2-9 23 Jan 2004 2-40 25 May 2016
2-10 10 Dec 2012 2-41 1 June 2006
2-11 17 Mar 2010 2-42 30 Oct 2017
2-12 17 Mar 2010 2-43 30 Oct 2017
2-13 17 Mar 2010 2-44 30 Oct 2017
2-14 10 Dec 2012 2-45 23 Jan 2004
2-15 10 Dec 2012 2-46 23 Jan 2004

FAA APPROVED Revision 54

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NOTE: The portion of the text affected by the current revision is indicated by a vertical bar in the
left margin of the page.

Section Page No. Date of Latest Revision Section Page No. Date of Latest Revision
2 2-47 31 May 2000 3 3-6 23 Jan 2004
2-48 31 May 2000 3-7 23 Jan 2004
2-49 31 May 2000 3-8 23 Jan 2004
2-50 31 May 2000 3-9 23 Jan 2004
2-51 31 May 2000 3-10 23 Jan 2004
2-52 31 May 2000 3-11 23 Jan 2004
2-53 23 Jan 2004 3-12 23 Jan 2004
2-54 23 Jan 2004 3-13 23 Jan 2004
2-55 5 Oct 2011 3-14 23 Jan 2004
2-56 5 Oct 2011 3-15 23 Jan 2004
2-57 5 Oct 2011 3-16 23 Jan 2004
2-58 5 Oct 2011 3-17 23 Jan 2004
2-59 5 Oct 2011 3-18 23 Jan 2004
2-60 5 Oct 2011 3-19 23 Jan 2004
2-61 5 Oct 2011 3-20 5 Oct 2011
2-62 5 Oct 2011 3-21 5 Oct 2011
2-63 5 Oct 2011 3-22 5 Oct 2011
2-64 5 Oct 2011 3-23 17 Mar 2010
3-24 17 Mar 2010
3 3-i 17 Mar 2010 3-25 17 Mar 2010
3-ii 5 Oct 2011 3-26 17 Mar 2010
3-iii 5 Oct 2011 3-27 17 Mar 2010
3-iv 5 Oct 2011 3-28 17 Mar 2010
3-v 6 July 2021 3-29 17 Mar 2010
3-vi 23 Jan 2004 3-30 17 Mar 2010
3-1 23 Jan 2004 3-31 17 Mar 2010
3-2 23 Jan 2004 3-32 17 Mar 2010
3-3 16 Jan 2007 3-33 17 Mar 2010
3-4 23 Jan 2004 3-34 17 Mar 2010
3-5 23 Jan 2004 3-35 17 Mar 2010

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NOTE: The portion of the text affected by the current revision is indicated by a vertical bar in the
left margin of the page.
Section Page Date of Latest Revision Section Page Date of Latest Revision
No. No.
3 3-36 17 Mar 2010 3 3-67 5 Oct 2011
3-37 17 Mar 2010 3-68 5 Oct 2011
3-38 17 Mar 2010 3-69 5 Oct 2011
3-39 17 Mar 2010 3-70 5 Oct 2011
3-40 17 Mar 2010 3-71 5 Oct 2011
3-41 5 Oct 2011 3-72 5 Oct 2011
3-42 5 Oct 2011 3-73 6 July 2021
3-43 5 Oct 2011 3-74 6 July 2021
3-44 5 Oct 2011 3-75 6 July 2021
3-45 5 Oct 2011 3-76 30 Oct 2017
3-46 5 Oct 2011 3-77 5 Oct 2011
3-47 5 Oct 2011 3-78 5 Oct 2011
3-48 5 Oct 2011 3-79 5 Oct 2011
3-49 5 Oct 2011 3-80 5 Oct 2011
3-50 5 Oct 2011 3-81 5 Oct 2011
3-51 5 Oct 2011 3-82 5 Oct 2011
3-52 5 Oct 2011 3-83 5 Oct 2011
3-53 5 Oct 2011 3-84 5 Oct 2011
3-54 5 Oct 2011 3-85 5 Oct 2011
3-55 5 Oct 2011 3-86 5 Oct 2011
3-56 5 Oct 2011 3-87 5 Oct 2011
3-57 5 Oct 2011 3-88 5 Oct 2011
3-58 5 Oct 2011 3-89 5 Oct 2011
3-59 5 Oct 2011 3-90 5 Oct 2011
3-60 5 Oct 2011 3-91 5 Oct 2011
3-61 5 Oct 2011 3-92 5 Oct 2011
3-62 5 Oct 2011 3-93 5 Oct 2011
3-63 5 Oct 2011 3-94 5 Oct 2011
3-64 10 Dec 2012 3-95 5 Oct 2011
3-65 5 Oct 2011 3-96 5 Oct 2011
3-66 5 Oct 2011 3-97 5 Oct 2011

FAA APPROVED Revision 54

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NOTE: The portion of the text affected by the current revision is indicated by a vertical bar in the
left margin of the page.
Section Page No. Date of Latest Revision Section Page No. Date of Latest Revision
3 3-98 6 July 2021 3B 3B-4 17 Mar 2010
3-99 6 July 2021 3B-5 31 May 2001
3-100 6 July 2021 3B-6 23 Jan 2004
3-101 6 July 2021 3B-7 11 October 2001
3-102 6 July 2021 3B-8 11 October 2001
3B-9 31 May 2000
3A 3A-1 5 Oct 2011 3B-10 6 July 2021
3A-2 31 May 2001 3B-11 17 Mar 2010
3A-3 22 May 2007 3B-12 31 May 2000
3A-4 22 May 2007 3B-13 31 May 2000
3A-5 16 Jan 2007 3B-14 31 May 2000
3A-6 16 Jan 2007 3B-15 20 Nov 2008
3A-7 17 Mar 2010 3B-16 29 Jan 2002
3A-8 17 Mar 2010
3A-9 17 Mar 2010 4 4-i 25 May 2016
3A-10 17 Mar 2010 4-ii 12 Aug 2022
3A-11 31 May 2000 4-iii 25 May 2016
3A-12 17 Mar 2010 4-iv 23 Jan 2004
3A-13 31 May 2000 4-1 12 Aug 2022
3A-14 5 Oct 2011 4-2 23 Jan 2004
3A-15 20 Nov 2008 4-3 23 Jan 2004
3A-16 31 May 2000 4-4 25 May 2016
3A-17 20 Nov 2008 4-5 25 May 2016
3A-18 17 Mar 2010 4-6 23 Jan 2004
3A-19 31 May 2000 4-7 25 May 2016
3A-20 23 Jan 2004 4-8 25 May 2016
3A-21 20 Nov 2008 4-9 23 Jan 2004
3A-22 31 May 2000 4-10 23 Jan 2004
4-11 23 Jan 2004
3B 3B-1 31 May 2000 4-12 23 Jan 2004
3B-2 17 Mar 2010 4-13 23 Jan 2004
3B-3 17 Mar 2010 4-14 25 May 2016

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NOTE: The portion of the text affected by the current revision is indicated by a vertical bar in the
left margin of the page.
Section Page No. Date of Latest Revision Section Page No. Date of Latest Revision
4 4-15 25 May 2016 4 4-50 25 May 2016
4-16 25 May 2016 4-51 25 May 2016
4-17 25 May 2016 4-52 25 May 2016
4-18 25 May 2016 4-53 25 May 2016
4-19 25 May 2016 4-54 25 May 2016
4-20 25 May 2016 4-55 25 May 2016
4-21 25 May 2016 4-56 25 May 2016
4-22 25 May 2016 4-57 25 May 2016
4-23 25 May 2016 4-58 25 May 2016
4-24 25 May 2016 4-59 25 May 2016
4-25 25 May 2016 4-60 25 May 2016
4-26 25 May 2016 4-61 25 May 2016
4-27 25 May 2016 4-62 25 May 2016
4-28 25 May 2016 4-63 25 May 2016
4-29 25 May 2016 4-64 25 May 2016
4-30 25 May 2016 4-65 25 May 2016
4-31 25 May 2016 4-66 25 May 2016
4-32 25 May 2016 4-67 25 May 2016
4-33 25 May 2016 4-68 25 May 2016
4-34 25 May 2016 4-69 25 May 2016
4-35 25 May 2016 4-70 25 May 2016
4-36 25 May 2016 4-71 25 May 2016
4-37 25 May 2016 4-72 30 Oct 2017
4-38 25 May 2016 4-73 30 Oct 2017
4-39 25 May 2016 4-74 25 May 2016
4-40 25 May 2016 4-75 25 May 2016
4-41 25 May 2016 4-76 25 May 2016
4-42 25 May 2016 4-77 25 May 2016
4-43 25 May 2016 4-78 25 May 2016
4-44 25 May 2016 4-79 25 May 2016
4-45 25 May 2016 4-80 25 May 2016
4-46 25 May 2016 4-81 25 May 2016
4-47 25 May 2016 4-82 25 May 2016
4-47A 12 Aug 2022
4-47B 12 Aug 2022 4A 4A-1 5 Oct 2011
4-48 25 May 2016 4A-2 5 May 2017
4-49 25 May 2016 4A-3 5 Oct 2011
FAA APPROVED Revision 54
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NOTE: The portion of the text affected by the current revision is indicated by a vertical bar in the
left margin of the page.
Section Page Date of Latest Revision Section Page Date of Latest Revision
No. No.
4A 4A-4 5 Oct 2011
4A-5 5 Oct 2011
4A-6 5 Oct 2011
4A-7 5 Oct 2011
4A-8 5 Oct 2011
4A-9 5 Oct 2011
4A-10 5 Oct 2011

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left margin of the page.
Section Page No. Date of Latest Section Page No. Date of Latest Revision
Revision
5 SP 5-i 1 June 2006 5 SP 5.1-25 31 May 2000
5-ii 31 May 2000 5.1-26 31 May 2000
5-iii 31 May 2000 5.1-27 31 May 2000
5-iv 30 May 2002 5.1-28 31 May 2000
5-v 31 May 2000 5.1-29 31 May 2000
5-vi 31 May 2000 5.1-30 31 May 2000
5.1-31 31 May 2000
5 SP 5.0-1 31 May 2000 5.1-32 31 May 2000
5.0-2 31 May 2000
5 SP 5.2-1 1 June 2006
5 SP 5.1-1 1 June 2006 5.2-2 31 May 2000
5.1-2 1 June 2006 5.2-3 31 May 2000
5.1-3 31 May 2000 5.2-4 31 May 2000
5.1-4 31 May 2000 5.2-5 31 May 2000
5.1-5 23 Jan 2004 5.2-6 31 May 2000
5.1-6 31 May 2000 5.2-7 31 May 2000
5.1-7 31 May 2000 5.2-8 31 May 2000
5.1-8 31 May 2000 5.2-9 31 May 2000
5.1-9 31 May 2000 5.2-10 31 May 2000
5.1-10 31 May 2000 5.2-11 31 May 2000
5.1-11 31 May 2000 5.2-12 31 May 2000
5.1-12 31 May 2000 5.2-13 31 May 2000
5.1-13 31 May 2000 5.2-14 31 May 2000
5.1-14 31 May 2000
5.1-15 31 May 2000 5 SP 5.3-1 30 May 2002
5.1-16 16 Jan 2007 5.3-2 30 May 2002
5.1-17 31 May 2000 5.3-3 30 May 2002
5.1-18 31 May 2000 5.3-4 30 May 2002
5.1-19 31 May 2000 5.3-5 30 May 2002
5.1-20 31 May 2000 5.3-6 30 May 2002
5.1-21 31 May 2000 5.3-7 30 May 2002
5.1-22 31 May 2000 5.3-8 31 May 2000
5.1-23 31 May 2000
5.1-24 31 May 2000

FAA APPROVED Revision 54

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left margin of the page.
Section Page No. Date of Latest Revision Section Page No. Date of Latest Revision
5 SP 5.4-1 31 May 2000 5 SP 5.6-16 16 Jan 2007
5.4-2 31 May 2000 5.6-17 16 Jan 2007
5.4-3 31 May 2000 5.6-18 16 Jan 2007
5.4-4 31 May 2000 5.6-19 16 Jan 2007
5.6-20 16 Jan 2007
5 SP 5.5-1 31 May 2000 5.6-21 16 Jan 2007
5.5-2 31 May 2000 5.6-22 16 Jan 2007
5.5-3 31 May 2000
5.5-4 31 May 2000 5 SP 5.7-1 30 May 2002
5.5-5 31 May 2000 5.7-2 30 May 2002
5.5-6 31 May 2000 5.7-3 30 May 2002
5.5-7 31 May 2000 5.7-4 31 May 2000
5.5-8 31 May 2000
5.5-9 31 May 2000 5 SP 5.8-1 31 May 2000
5.5-10 31 May 2000 5.8-2 31 May 2000
5.5-11 31 May 2000
5.5-12 31 May 2000 5 SP 5.9-1 31 May 2000
5.5-13 31 May 2000 5.9-2 31 May 2000
5.5-14 31 May 2000 5.9-3 31 May 2000
5.9-4 31 May 2000
5 SP 5.6-1 16 Jan 2007
5.6-2 16 Jan 2007 5 SP 5.10-1 31 May 2000
5.6-3 16 Jan 2007 5.10-2 31 May 2000
5.6-4 16 Jan 2007 5.10-3 31 May 2000
5.6-5 16 Jan 2007 5.10-4 31 May 2000
5.6-6 16 Jan 2007
5.6-7 16 Jan 2007 5 SP 5.11-1 31 May 2000
5.6-8 16 Jan 2007 5.11-2 31 May 2000
5.6-9 16 Jan 2007 5.11-3 31 May 2000
5.6-10 16 Jan 2007 5.11-4 31 May 2000
5.6-11 16 Jan 2007 5.11-5 31 May 2000
5.6-12 16 Jan 2007 5.11-6 20 Nov 2008
5.6-13 16 Jan 2007 5.11-7 31 May 2000
5.6-14 16 Jan 2007 5.11-8 31 May 2000
5.6-15 16 Jan 2007 5.11-9 31 May 2000

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left margin of the page.

Section Page No. Date of Latest Revision Section Page No. Date of Latest Revision
5 SP 5.11-10 31 May 2000 APP A A-12 30 May 2002
5.11-11 31 May 2000 SP A-13 30 May 2002
5.11-12 31 May 2000 A-14 30 May 2002
5.11-13 31 May 2000 A-15 30 May 2002
5.11-14 31 May 2000 A-16 30 May 2002
5.11-15 23 Jan 2004 A-17 30 May 2002
5.11-16 31 May 2000 A-18 30 May 2002
5.11-17 31 May 2000 A-19 30 May 2002
5.11-18 31 May 2000 A-20 30 May 2002
A-21 30 May 2002
5 SP 5.12-1 31 May 2000 A-22 30 May 2002
5.12-2 31 May 2000 A-23 30 May 2002
5.12-3 31 May 2000 A-24 30 May 2002
5.12-4 31 May 2000 A-25 30 May 2002
5.12-5 31 May 2000 A-26 30 May 2002
5.12-6 31 May 2000 A-27 30 May 2002
5.12-7 31 May 2000 A-28 30 May 2002
5.12-8 31 May 2000 A-29 30 May 2002
5.12-9 31 May 2000 A-30 30 May 2002
5.12-10 31 May 2000 A-31 30 May 2002
A-32 30 May 2002
5 SP 0-i 6 July 2021 A-33 30 May 2002
APP 0-ii 6 July 2021 A-34 30 May 2002
A-35 30 May 2002
APP A A-1 30 May 2002 A-36 30 May 2002
SP A-2 30 May 2002 A-37 30 May 2002
A-3 30 May 2002 A-38 30 May 2002
A-4 30 May 2002 A-39 30 May 2002
A-5 30 May 2002 A-40 30 May 2002
A-6 23 Jan 2004 A-41 30 May 2002
A-7 30 May 2002 A-42 30 May 2002
A-8 30 May 2002 A-43 30 May 2002
A-9 30 May 2002 A-44 30 May 2002
A-10 30 May 2002 A-45 30 May 2002
A-11 30 May 2002 A-46 30 May 2002

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left margin of the page.
Section Page No. Date of Latest Revision Section Page No. Date of Latest Revision
APP B B-1 6 July 2021 E-17 6 July 2021
SP B-2 6 July 2021 E-18 6 July 2021
B-3 6 July 2021 E-19 6 July 2021
B-4 6 July 2021 E-20 6 July 2021
B-5 6 July 2021 E-21 6 July 2021
B-6 6 July 2021 E-22 6 July 2021
B-7 6 July 2021 E-23 6 July 2021
B-8 6 July 2021 E-24 6 July 2021
B-9 6 July 2021 E-25 6 July 2021
B-10 6 July 2021 E-26 6 July 2021
E-27 6 July 2021
APP C C-1 31 May 2000 E-28 6 July 2021
SP C-2 31 May 2000 E-29 6 July 2021
C-3 31 May 2000 E-30 6 July 2021
C-4 31 May 2000 E-31 6 July 2021
C-5 31 May 2000 E-32 6 July 2021
C-6 5 Oct 2011 E-33 6 July 2021
C-7 31 May 2000 E-34 6 July 2021
C-8 31 May 2000 E-35 6 July 2021
E-36 6 July 2021
APP E E-i 6 July 2021 E-37 6 July 2021
SP E-ii 6 July 2021 E-38 6 July 2021
E-39 6 July 2021
E-1 6 July 2021 E-40 6 July 2021
E-2 6 July 2021 E-41 6 July 2021
E-3 6 July 2021 E-42 6 July 2021
E-4 6 July 2021 E-43 6 July 2021
E-5 6 July 2021 E-44 6 July 2021
E-6 6 July 2021 E-45 6 July 2021
E-7 6 July 2021 E-46 6 July 2021
E-8 6 July 2021 E-47 6 July 2021
E-9 6 July 2021 E-48 6 July 2021
E-10 6 July 2021 E-49 6 July 2021
E-11 6 July 2021 E-50 6 July 2021
E-12 6 July 2021 E-51 6 July 2021
E-13 6 July 2021 E-52 6 July 2021
E-14 6 July 2021
E-15 6 July 2021
E-16 6 July 2021

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Section Page No. Date of Latest Revision Section Page No. Date of Latest Revision
5 5-i 1 June 2006 5 5.1-29 31 May 2001
Non-SP 5-ii 31 May 2001 Non-SP 5.1-30 31 May 2001
5-iii 31 May 2001 5.1-31 31 May 2001
5-iv 30 May 2002 5.1-32 31 May 2001
5-v 31 May 2001
5-vi 31 May 2001 5 5.2-1 1 June 2006
Non-SP 5.2-2 17 Mar 2010
5 5.1-1 1 June 2006 5.2-3 31 May 2001
Non-SP 5.1-2 1 June 2006 5.2-4 31 May 2001
5.1-3 31 May 2001 5.2-5 31 May 2001
5.1-4 31 May 2001 5.2-6 31 May 2001
5.1-5 23 Jan 2004 5.2-7 31 May 2001
5.1-6 31 May 2001 5.2-8 31 May 2001
5.1-7 31 May 2001 5.2-9 31 May 2001
5.1-8 31 May 2001 5.2-10 31 May 2001
5.1-9 31 May 2001 5.2-11 31 May 2001
5.1-10 31 May 2001 5.2-12 31 May 2001
5.1-11 31 May 2001 5.2-13 31 May 2001
5.1-12 31 May 2001 5.2-14 31 May 2001
5.1-13 31 May 2001
5.1-14 31 May 2001 5 5.3-1 30 May 2002
5.1-15 31 May 2001 Non-SP 5.3-2 30 May 2002
5.1-16 16 Jan 2007 5.3-3 30 May 2002
5.1-17 31 May 2001 5.3-4 30 May 2002
5.1-18 31 May 2001 5.3-5 30 May 2002
5.1-19 31 May 2001 5.3-6 30 May 2002
5.1-20 31 May 2001 5.3-7 30 May 2002
5.1-21 31 May 2001 5.3-8 31 May 2001
5.1-22 31 May 2001
5.1-23 31 May 2001 5 5.4-1 31 May 2001
5.1-24 31 May 2001 Non-SP 5.4-2 31 May 2001
5.1-25 31 May 2001 5.4-3 31 May 2001
5.1-26 31 May 2001 5.4-4 31 May 2001
5.1-27 31 May 2001
5.1-28 31 May 2001

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Section Page No. Date of Latest Revision Section Page No. Date of Latest Revision
5 5.5-1 31 May 2001 5 5.7-1 30 May 2002
Non-SP 5.5-2 31 May 2001 Non-SP 5.7-2 30 May 2002
5.5-3 31 May 2001 5.7-3 30 May 2002
5.5-4 31 May 2001 5.7-4 31 May 2001
5.5-5 31 May 2001
5.5-6 31 May 2001 5 5.8-1 31 May 2001
5.5-7 31 May 2001 Non-SP 5.8-2 31 May 2001
5.5-8 31 May 2001
5.5-9 31 May 2001 5 5.9-1 31 May 2001
5.5-10 31 May 2001 Non-SP 5.9-2 31 May 2001
5.5-11 31 May 2001 5.9-3 31 May 2001
5.5-12 31 May 2001 5.9-4 31 May 2001

5 5.6-1 16 Jan 2007 5 5.10-1 31 May 2001

Non-SP 5.6-2 16 Jan 2007 Non-SP 5.10-2 31 May 2001
5.6-3 16 Jan 2007 5.10-3 31 May 2001
5.6-4 16 Jan 2007 5.10-4 31 May 2001
5.6-5 16 Jan 2007
5.6-6 16 Jan 2007 5 5.11-1 31 May 2001
5.6-7 16 Jan 2007 Non-SP 5.11-2 31 May 2001
5.6-8 16 Jan 2007 5.11-3 31 May 2001
5.6-9 16 Jan 2007 5.11-4 31 May 2001
5.6-10 16 Jan 2007 5.11-5 31 May 2001
5.6-11 16 Jan 2007 5.11-6 20 Nov 2008
5.6-12 16 Jan 2007 5.11-7 31 May 2001
5.6-13 16 Jan 2007 5.11-8 31 May 2001
5.6-14 16 Jan 2007 5.11-9 31 May 2001
5.6-15 16 Jan 2007 5.11-10 31 May 2001
5.6-16 16 Jan 2007 5.11-11 31 May 2001
5.6-17 16 Jan 2007 5.11-12 31 May 2001
5.6-18 16 Jan 2007 5.11-13 31 May 2001
5.6-19 16 Jan 2007 5.11-14 31 May 2001
5.6-20 16 Jan 2007
5.6-21 16 Jan 2007
5.6-22 16 Jan 2007

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left margin of the page.
Section Page No. Date of Latest Revision Section Page No. Date of Latest Revision
5 5.12-1 31 May 2001 APP A A-22 30 May 2002
Non-SP 5.12-2 31 May 2001 Non-SP A-23 30 May 2002
5.12-3 31 May 2001 A-24 30 May 2002
5.12-4 31 May 2001 A-25 30 May 2002
5.12-5 31 May 2001 A-26 30 May 2002
5.12-6 31 May 2001 A-27 30 May 2002
5.12-7 31 May 2001 A-28 30 May 2002
5.12-8 31 May 2001 A-29 30 May 2002
5.12-9 31 May 2001 A-30 30 May 2002
5.12-10 31 May 2001 A-31 30 May 2002
A-32 30 May 2002
APP 0-i 6 July 2021 A-33 30 May 2002
Non-SP 0-ii 6 July 2021 A-34 30 May 2002
A-35 30 May 2002
APP A A-1 30 May 2002 A-36 30 May 2002
Non-SP A-2 30 May 2002 A-37 30 May 2002
A-3 30 May 2002 A-38 30 May 2002
A-4 30 May 2002 A-39 30 May 2002
A-5 30 May 2002 A-40 30 May 2002
A-6 23 Jan 2004 A-41 30 May 2002
A-7 30 May 2002 A-42 30 May 2002
A-8 30 May 2002 A-43 30 May 2002
A-9 30 May 2002 A-44 30 May 2002
A-10 30 May 2002 A-45 30 May 2002
A-11 30 May 2002 A-46 30 May 2002
A-12 30 May 2002
A-13 30 May 2002 APP B B-1 6 July 2021
A-14 30 May 2002 Non-SP B-2 6 July 2021
A-15 30 May 2002 B-3 6 July 2021
A-16 30 May 2002 B-4 6 July 2021
A-17 30 May 2002 B-5 6 July 2021
A-18 30 May 2002 B-6 6 July 2021
A-19 30 May 2002 B-7 6 July 2021
A-20 30 May 2002 B-8 6 July 2021
A-21 30 May 2002 B-9 6 July 2021
B-10 6 July 2021

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Section Page No. Date of Latest Revision Section Page No. Date of Latest Revision
APP C C-1 31 May 2001 E-24 6 July 2021
Non-SP C-2 31 May 2001 E-25 6 July 2021
C-3 31 May 2001 E-26 6 July 2021
C-4 31 May 2001 E-27 6 July 2021
C-5 31 May 2001 E-28 6 July 2021
C-6 5 Oct 2011 E-29 6 July 2021
C-7 31 May 2001 E-30 6 July 2021
C-8 31 May 2001 E-31 6 July 2021
E-32 6 July 2021
APP E E-i 6 July 2021 E-33 6 July 2021
Non-SP E-ii 6 July 2021 E-34 6 July 2021
E-35 6 July 2021
E-1 6 July 2021 E-36 6 July 2021
E-2 6 July 2021 E-37 6 July 2021
E-3 6 July 2021 E-38 6 July 2021
E-4 6 July 2021 E-39 6 July 2021
E-5 6 July 2021 E-40 6 July 2021
E-6 6 July 2021 E-41 6 July 2021
E-7 6 July 2021 E-42 6 July 2021
E-8 6 July 2021 E-43 6 July 2021
E-9 6 July 2021 E-44 6 July 2021
E-10 6 July 2021 E-45 6 July 2021
E-11 6 July 2021 E-46 6 July 2021
E-12 6 July 2021 E-47 6 July 2021
E-13 6 July 2021 E-48 6 July 2021
E-14 6 July 2021 E-49 6 July 2021
E-15 6 July 2021 E-50 6 July 2021
E-16 6 July 2021 E-51 6 July 2021
E-17 6 July 2021 E-52 6 July 2021
E-18 6 July 2021
E-19 6 July 2021
E-20 6 July 2021
E-21 6 July 2021
E-22 6 July 2021
E-23 6 July 2021

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 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 0
PREFACE
TABLE OF CONTENTS
SECTION
0 PREFACE .............................................................................................................................. 0-1

1 LIMITATIONS ...................................................................................................................... 1-1

2 NORMAL PROCEDURES ................................................................................................... 2-1

3 ABNORMAL PROCEDURES.............................................................................................. 3-1

4 EMERGENCY PROCEDURES............................................................................................ 4-1

PERFORMANCE
5 SPECIAL PERFORMANCE ............................................................................... 5.1-1 (GIV-SP)

5 PERFORMANCE ............................................................................................................... 5.1-1

GIV-SP APPENDIX
A Flex EPR Performance ........................................................................................... A-1 (GIV-SP)

B Configuration Deviation List ................................................................................. B-1 (GIV-SP)

C Brake Kinetic Energy (BKE) and Carbon Brake Cooling ..................................... C-1 (GIV-SP)

D For Noise Certificate, refer to AFM Section 5, Noise Standards.

E Adverse Weather / Abnormal Atmospheric Conditions ........................................ E-1 (GIV-SP)

Holdover times and application guidelines can be found in the latest revision of the
Gulfstream Large Cabin Cold Weather Operations Manual (CWOM).

GIV Non-SP APPENDIX

A Flex EPR Performance ........................................................................................... A-1 (Non-SP)

B Configuration Deviation List ................................................................................. B-1 (Non-SP)

C Brake Kinetic Energy (BKE) and Carbon Brake Cooling ..................................... C-1 (Non-SP)

D For Noise Certificate, refer to AFM Section 5, Noise Standards.

E Adverse Weather / Abnormal Atmospheric Conditions ......................................... E-1 (Non-SP)

Holdover times and application guidelines can be found in the latest revision of the
Gulfstream Large Cabin Cold Weather Operations Manual (CWOM).

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GIV AIRPLANE FLIGHT MANUAL

SECTION 0
PREFACE

PREFACE

I. Operation in compliance with the Limitations presented in Section 1 of this Airplane Flight
Manual is required by the Federal Air Regulations.

The operating procedures contained in Sections 2, 3 and 4 of this manual have been
developed and recommended by the manufacturer and approved by the FAA for use in the
operation of this airplane. These procedures are only for guidance in identifying
acceptable operating procedures and are not to be considered mandatory or in any way
construed as prohibiting an operator from developing his own equivalent procedures.

II. Throughout the Airplane Flight Manual, three methods are utilized to present or emphasize
certain modifying information or limitations peculiar to various airplane series or
conditions. This is through the use of NOTES, CAUTIONS and WARNINGS, usually
found on or directly adjacent to the data they modify or amplify.

In the interest of clarity and to emphasize the importance of the information contained in
these "special attention" items, the definitions for each are given here and in the manner in
which they would appear within the text.

WARNING: METHODS, PROCEDURES OR LIMITATIONS, WHICH IF NOT

FOLLOWED, MAY RESULT IN PERSONAL INJURY OR DEATH.

CAUTION: METHODS OR PROCEDURES WHICH, IF NOT FOLLOWED, MAY

RESULT IN DAMAGE TO EQUIPMENT OR COMPONENTS.

NOTE: Information which calls attention to special conditions or procedures.

III. There are no memory items within the AFM for the Gulfstream GIV airplane. Pilots flying
this airplane are expected to be able to respond to such events as a hot start, engine failure
on takeoff, engine fire, APU fire, thrust reverser unlocked, emergency descent, and left
engine failure with a right hydraulic system failure, all with initial action without
immediate reference to the checklist.

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GIV AIRPLANE FLIGHT MANUAL

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PREFACE

ACRONYMS AND ABBREVIATIONS

°C Degrees Celsius (or Centigrade) BCN Beacon

°F Degrees Fahrenheit BITE Built-In Test Equipment
A/P Autopilot BKUP Backup
A/T Autothrottle BLD Bleed
AC Alternating Current BOT Bottom
ACCUM Accumulator BPCU Bus Power Control Unit
ACFT Aircraft BRK Brake
ACM Air Cycle Machine BRT Bright
ADF Automatic Direction Finder BTL Bottle
ADI Attitude Display Indicato BTMS Brakes Temperature Monitoring
System
AFCS Automatic Flight Control System CAS Crew Alerting System
AFGCS Automatic Flight Guidance & Control CB(s) Circuit Breaker(s)
AFM Airplane Flight Manual CDL Configuration Deviation List
AGL Above Ground Level CDU Control Display Unit
AIL Aileron CG Center of Gravity
ALRT Alert CH Channel
ALT Alternate/Altitude CHGR Charger
AMP(s) Ampere(s) CHRG Charge
ANNUN Annunciator CHRGR Charger
AOA Angle of Attack CKPT Cockpit
AP Autopilot CLSD Closed
APP Approach CMD Command
APU Auxiliary Power Unit CNFIG Configuration
ARINC Aeronautical Radio Incorporated COMB Combined
ASCB Avionics Standard Communication COMM Communication(s)
Bus
ATC Air Traffic Control COMPT Compartment
ATIS Automatic Terminal Information CONFIG Configuration
Service
ATT-REF Attitude-Reference CONT Continuous
AUTO Automatic CONT Control
AUX Auxiliary CONV Converter
BATT Battery CPAM Cabin Pressure Acquisition Module
BATTS Batteries CPC Cabin Pressure Controller

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GIV AIRPLANE FLIGHT MANUAL

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PREFACE

CPCS Cabin Pressure Control System ECS Environmental Control System

CPI Cabin Pressure Indicator ECU Electronic Control Unit
CPL Couple(d) EFIS Electronic Flight Information System
CPLR Coupler EGT Exhaust Gas Temperature
CPOP Copilot's Overhead Circuit Breaker EI Engine Instrumentation
Panel
CPS Cabin Pressurization System EICAS Engine Instruments and Crew
Alerting System
CTL Control ELEV Elevator
CTLR Controller ELT Emergency Locator Transmitter
CTRL Control ELWS Electrical Load Warning System
CVR Cockpit Voice Recorder EMER Emergency
DA Decision Altitude ENG Engine(s)
DADC Digital Air Data Computer EPMP Electrical Power Management Panel
DAMP Damper EPR Engine Pressure Ratio
DAU(s) Data Acquisition Unit(s) EPS Electrical Power System
DC(s) Display Controller(s) EQ Equipment
DC Direct Current EQPT Equipment
DET Detection EQUIP Equipment
DETECT Detection ESS Essential
DFDR Digital Flight Data Recorder EVM Engine Vibration Monitor
DFRN Differential EXT External
DGRAD Degraded EXT Extinguisher
DH Decision Height FAA Federal Aviation Administration
DISABLD Disabled FAF Final Approach Fix
DISC Disconnect FALT Fault
DISCH Discharge FD Flight Director
DISENG Disengaged FF Fuel Flow
DISP Display FGC Flight Guidance computer
DL Data Loader FGS Flight Guidance System
DME Distance Measuring Equipment FLCH Flight Level Change
DN Down FLP Flap
DU(s) Display Unit(s) FLR Floor
E INV Emergency Inverter FLT Flight/Fault
E LTG Emergency Lighting FMS Flight Management System
ECM Electronic Control Mode FOD Foreign Object Damage

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GIV AIRPLANE FLIGHT MANUAL

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FP Flight Plan IDENT Identification

FPA Flight Path Angle IFR Instrument Flight rules
FPD Freeze Point Depressant IGN Ignition
FPM Feet Per Minute ILS Instrument Landing System
FREQ Frequency INBD Inboard
FT Foot or Feet INHIB Inhibit
FWC Fault Warning Computer(s) INOP Inoperative
FWD Forward INSP Inspection
G Units of Gravity INST Instrument
GAL Gallon(s) INT Internal
GDNC Guidance INV Inverter
GIV Gulfstream IV Aircraft IRS(s) Inertial Reference System(s)
GND Ground IRU(s) Inertial Reference Unit(s)
GPM Gallons Per Minute ISA International Standard Atmosphere
GPS Global Positioning System ISLN Isolation
GPWS Ground Proximity Warning System KCAS Calibrated Airspeed
GR Gear KG Kilogram(s)
GRD Ground KT(s) Knot(s)
GS Glideslope KTAS Knots True Airspeed
GS Groundspeed KVA Kilovolt Amperes
HAA Height Above Airfield LAT Latitude
HAT Height Above Threshold LAV Lavatory
HDG Heading LB(s) Pound(s)
HF High Frequency LDA Localizer Directional Aid
HI High LDG Landing
HMAB Hydromechanical Analog Brake LED(s) Light-Emitting Diode(s)
HP High Pressure Turbine LF Left Front
HPSOV High Pressure Shutoff Valve LFE Landing Field Elevation
HTR(s) Heater(s) LIT Liter
HYD Hydraulic LNAV Lateral Navigation
HZ Hertz (circles per second) LO Low
IAF Initial Approach Fix LP Low Pressure Turbine
IB Inboard LRU(s) Line-Replaceable Unit(s)
ICS Intercom System LT(s) Light(s)

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GIV AIRPLANE FLIGHT MANUAL

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LT Left NAV Navigation

LTR(s) Liter(s) NAVAID Navigation Aid
LV Lower Side Band Data NDU Navigation Display Unit
LVT Linear Variable Transducer NICAD Nickel Cadmium
LWR Lower NLG Nose Landing Gear
MMO Maximum Operating Limit Speed, NM Nautical Mile(s)
Mach
M Velocity (Mach) NOTAMS Notice To Airmen
MAC Mean Aerodynamic Chord NWS Nose Wheel Steering
MAG Magnetic OAT Outside Air Temperature
MAINT Maintenance OP Open
MAN Manual OPER Operation
MAP Missed Approach Point OPN Open
MAX Maximum OPS Operations
MDA Minimum Descent Altitude ORIDE Override
MEA(s) Minimum Enroute Altitude OTBD Outboard
MEM Memory OVERTEMP Overtemperature
MIC(s) Microphone(s) OVHD Overhead
MIL SPEC Military Specification OVHT Overheat
MIL Military OVLD Overload
MISCMP Miscomparison OVRD Override
MISCOMP Miscomparison OXY Oxygen
MLG Main Landing Gear PCMCIA Personal Computer Memory Card
International Association
MMEL Master Minimum Equipment List PDB Power Distribution Box
MN Main PED Pedestal
MON Monitor PERF Performance
MPH Miles Per Hour PF Pilot Flying
MSA Minimum Safe Altitude PFD(s) Primary Flight Display(s)
MSL Mean Sea Level PIC Pilot In Command
MSU Mode Select Unit PNF Pilot Not Flying
MX Maintenance PNL Panel
N North POP Pilot’s Overhead Circuit Breaker
Panel
N1 Low Pressure Turbine PRESS Pressure
N2 High Pressure Turbine PRI Primary
NAT North Atlantic Minimum PROB Probe
MNPS Performance Navigation
Specification

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GIV AIRPLANE FLIGHT MANUAL

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PREFACE

PROG Program RVDT Rotary Variable Differential

Transducer
PROT Protection RVSM Reduced Vertical Separation
Minimum
PSH Pusher S/O Shutoff
PSI Pounds Per Square Inch S South
PSID Pounds Per Square Inch Differential SAE Society of Automotive Engineers
PSIG Pounds Per Square Inch Gauge SAT Static Air Temperature
PSU Personal Service Unit SAV Starter Air Valve
PTT Push-To-Talk SB Service Bulletin
PWR Power SDD(s) Sensor Display Driver(s)
QTY Quantity SEC Secondary
R Right SEL CAL Selective Calling
RA Resolution Advisory SEL Select
RAC Right AC SEMI Semiautomatic
RAD ALT Radio Altimeter SEN Sensor
RAD Radar SERV Service
RC Rate of Climb SG(s) Symbol Generator(s)
RCDR Recorder SLD Supercooled Large Droplets
RCPT Receptacle SNGL Single
RDY Ready SOV(s) Shutoff Valve(s)
REF Reference SPD Speed
REL Release SPDBRK Speed Brake
REQD Required SPEC Specification
REV Reverse SPLR(s) Spoiler(s)
RF Right Front SRVC Service
RMI Radio Magnetic Indicator SSEC Static Source Error Correction
RNAV Area Navigation STB Stabilizer
RPM Revolutions Per Minute STBY Standby
RQD Required STCK Stick
RS Right Side STRG Steering
RSVR Reservoir SUB Subsequent
RT Receiver-Transmitter SVC Service
RTO Rejected Takeoff SVO Start Valve Open
RTU(s) Radio Tuning Unit(s) SVR Service
RUD Rudder SYM Symbol
RUDD Rudder SYNC Synchronization

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SYS System VFE Maximum Flaps Extended Speed

(Knots)
T/O Takeoff VFS Flight Safety Speed (Knots)
T/O APP Takeoff/Approach VLE Maximum Landing Gear Extended
(Knots)
T/R Thrust Reverser VLO Maximum Landing Gear Operation
Speed (Knots)
T/REV Thrust Reverser VMC Minimum Control Speed (Knots)
TA Traffic Advisory VMO Maximum Operating Limit Speed
(Knots)
TACAN Tactical Air Navigation VR Rotation Speed (Knots)
TAI Thermal Anti Ice VREF Reference Speed (Knots)
TAS True Airspeed VS Stall Speed (Knots)
TAT Total Air Temperature VT Velocity (Knots)
TBD To Be Determined VFR Visual Flight Rules
TCAS Traffic Alert and Collision VHF Very High Frequency
Avoidance
TCHDN Touchdown VIB Vibration
TCN Tactical Air Navigation VIGV Variable Inlet Guide Vane
TCS Touch Control Steering VLV Valve
TEMP(s) Temperature(s) VNAV Vertical Navigation
TGT Turbine Gas Temperature VOL Volume
THROT Throttle VOR Very High Frequency, Omni-Range
TMP Temperature VOX Voice-Operated Transmission
TO/GA Takeoff/Go-Around VRCU Voice Recorder Control Unit
TOGA Takeoff/Go-Around VSPEEDS Takeoff/Landing Speeds (Knots)
TOGW Takeoff Gross Weight VVI Vertical Velocity Indicator
TR(s) Thrust Reverser(s) WARN Warning
TRA Throttle RVDT Angle WHL Wheel
TRU(s) Transformer-Rectifier Unit(s) WOW Weight On Wheels
TURB Turbine WS Wind Shear
ULB Underwater Locating Beacon WSHLD Windshield
UNAVAIL Unavailable WX Weather
UNCMDED Uncommanded X FLOW Crossflow
UPR Upper XFR Transfer
USB Upper Side Band YD Yaw Damper
V Volt(s)
V1 Takeoff Decision Speed (Knots)
V2 Takeoff Safety Speed (Knots)
VA Maneuvering Speed (Knots)

FAA APPROVED 0-7

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0-8 FAA APPROVED

17 Mar 2010
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ASC’s – Aircraft Service Changes

ASC 46 APU ECU Replacement

ASC 54 Battery Charger and Control

ASC 61 49,000 Pounds Zero Fuel Gross Weight

ASC 69B Flap Asymmetry Indicator

ASC 92 SPZ 8000 Ground Maintenance Master Switch

ASC 102 Cat II Certification

ASC 118 “G” Meter System

ASC 151 Engine Ignition Ground Start on Single Plug

ASC 157 Smoke Evacuation Valve – Baggage Compartment

ASC 166 Thrust Reverser Secondary Lock and Wheel Spinup

ASC 167 Brake Temp Monitoring System

ASC 170 Cockpit/Cabin Temperature Power Source

ASC 176 Nosewheel Steering Failure

ASC 188 TCAS 7.1 Installation

ASC 190 75,000 Pounds Max Ramp Gross Weight

ASC 243 Nose Cowl Anti-Ice Pressure Warning Switch

ASC 266 Dunlop Wheel and Brake

ASC 268 Smoke Detector Installation – Right Radio Rack

ASC 285 Converter Fan Failed Indication Latch

ASC 298 Bleed Air Isolation Valve Relay – Power Source Modification

ASC 302A Nosewheel Steering Select Switch

FAA APPROVED 0-9

10 Dec 2012
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ASC 304 Continuous Ignition System

ASC 307 Hydromechanical Analog Brake Control System (HMAB)

ASC 346 Brake Temp Monitoring System (Aircraft having Dunlop brakes)

ASC 374 APU Door Hinge and Fastener and Door Switch Relocation

ASC 380 Reduced Vertical Separation Minimum (RVSM)

ASC 394 Top Temperature Control System – Removal

ASC 415 SPZ 8000/8400 System Upgrade

ASC 420 Removal of APU Loadmeter

ASC 422A Bleed Configuration Message

ASC 427 APU Enclosure – Cooling Duct Installation

ASC 465A 36-150[G] APU Installation

0-10 FAA APPROVED

10 Dec 2012
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TABLE OF CONTENTS
SUBJECT: SECTION: PAGE:

Limitations .................................................................................... 1-00-00 ................... 1-1

Conditions of Operation ............................................................ 1-00-10 ................... 1-1

Aircrew and Occupants ............................................................... 1-01-00 ................... 1-1

Minimum Flight Crew ............................................................... 1-01-10 ................... 1-1
Maximum Number of Occupants .............................................. 1-01-20 ................... 1-1

Departure/Arrival Airport .......................................................... 1-02-00 ................... 1-2

Runway Wind Conditions ......................................................... 1-02-10 ................... 1-2
Airport Pressure Altitude - Takeoff/Landing ............................ 1-02-20 ................... 1-2
Runway Slopes .......................................................................... 1-02-30 ................... 1-2

Performance.................................................................................. 1-03-00 ................... 1-3

Types of Airplane Operations Permitted ................................... 1-03-10 ................... 1-3
Ambient Temperature ............................................................... 1-03-20 ................... 1-5
Maximum Operating Altitude ................................................... 1-03-30 ................... 1-5
Maximum Landing Gear Extended Operating Altitude ............ 1-03-40 ................... 1-5
Figure 1-1: Altitude/Temperature Operating Envelope ........................................... 1-6
Maximum Landing Flaps Extended Operating Altitude ........... 1-03-50 ................... 1-7
Airspeed Limitations ................................................................. 1-03-60 ................... 1-7
Figure 1-2: Altitude – Mach Flight Envelope (SN 1000
and subsequent) ......................................................................................................... 1-9
Figure 1-3: Altitude – Mach Flight Envelope (SN 1000 - 1214
With ASC 61) ........................................................................................................... 1-10
Flight Load Acceleration Limits ............................................... 1-03-70 .................. 1-11
Weight Limitations .................................................................... 1-03-80 .................. 1-11
Center of Gravity Envelope....................................................... 1-03-90 .................. 1-12
Figure 1-4: Center of Gravity versus Gross Weight Envelopes
(For SN 1000 – 1213)............................................................................................... 1-13
Figure 1-5: Center of Gravity versus Gross Weight Envelopes
(For SN 1000 – 1213 with ASC 61) ......................................................................... 1-14
Figure 1-6: Center of Gravity versus Gross Weight Envelopes
(For SN 1214 and Subs and SN 1000 – 1213 with ASC 190) ................................. 1-15

FAA APPROVED 1-i

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SUBJECT: SECTION: PAGE:

Airplane Servicing........................................................................ 1-12-00 .................. 1-16

Hydraulic Fluid ......................................................................... 1-12-10 .................. 1-16
APU Fuel Grades and Fuel Temperatures ................................. 1-12-20 .................. 1-17
Engine Fuel Grades ................................................................... 1-12-30 .................. 1-18
Fuel Additives ........................................................................... 1-12-40 .................. 1-19
Oil Grades (Engine/Starter/APU).............................................. 1-12-50 .................. 1-21

Air Conditioning .......................................................................... 1-21-00 .................. 1-23

Cabin Pressurization Control System ........................................ 1-21-10 .................. 1-23
Bleed Air System ...................................................................... 1-21-20 .................. 1-23

Auto Flight .................................................................................... 1-22-00 .................. 1-24

Mach Trim Compensation/Electric Elevator Trim .................... 1-22-10 .................. 1-24
Autothrottle ............................................................................... 1-22-20 .................. 1-24
Autopilot.................................................................................... 1-22-30 .................. 1-24

Communications........................................................................... 1-23-00 .................. 1-24

8.33 kHz Comm Radios ............................................................ 1-23-20 .................. 1-24
Satellite Communications Systems ........................................... 1-23-30 .................. 1-24

Electrical Power ........................................................................... 1-24-00 .................. 1-25

Standby Electrical System ......................................................... 1-24-10 .................. 1-25

Flight Controls.............................................................................. 1-27-00 .................. 1-26

Angle-Of-Attack Systems (AOA) ............................................. 1-27-10 .................. 1-26
Stall Warning/Stall Barrier System ........................................... 1-27-20 .................. 1-26
Yaw Damper ............................................................................. 1-27-30 .................. 1-26
Speed Brakes ............................................................................. 1-27-40 .................. 1-27
Ground Spoilers......................................................................... 1-27-50 .................. 1-27

Fuel ................................................................................................. 1-28-00 .................. 1-28

Usable Fuel Capacities .............................................................. 1-28-10 .................. 1-28
Figure 1-7: Permissible Fuel Unbalance For All
Flight Operations ............................................................................. ........................ 1-29
Boost Pumps .............................................................................. 1-28-20 .................. 1-30
Fuel Tank Temperature ............................................................. 1-28-30 .................. 1-30

FAA APPROVED Revision 53

1-ii 6 July 2021
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SUBJECT: SECTION: PAGE:

Ice and Rain Protection ............................................................... 1-30-00 .................. 1-31

General ...................................................................................... 1-30-10 .................. 1-31
Wing Anti-Icing ........................................................................ 1-30-20 .................. 1-31
Cowl Anti-Icing......................................................................... 1-30-30 .................. 1-31
Figure 1-8: Temperature Range for Cowl Anti-Icing ............................................. 1-32

Indicating/Recording ................................................................... 1-31-00 .................. 1-33

Electronic Checklist .................................................................. 1-31-10 .................. 1-33

Landing Gear................................................................................ 1-32-00 .................. 1-34

Brake System............................................................................. 1-32-10 .................. 1-34
Anti-Skid System ...................................................................... 1-32-20 .................. 1-34
Landing Lights .......................................................................... 1-32-40 .................. 1-34

Navigation ..................................................................................... 1-34-00 .................. 1-35

Airborne Weather Radar ........................................................... 1-34-10 .................. 1-35
Inertial Reference System (IRS) ............................................... 1-34-20 .................. 1-35
Pilot’s Manuals .......................................................................... 1-34-30 .................. 1-36
Flight Management System (FMS) ........................................... 1-34-40 .................. 1-37
Performance Computer ............................................................. 1-34-50 .................. 1-38
SPZ-8400 Flight Director .......................................................... 1-34-60 .................. 1-38
Traffic Alert and Collision Avoidance System (TCAS) ........... 1-34-70 .................. 1-39
Enhanced Ground Proximity Warning System (EGPWS) ........ 1-34-80 .................. 1-41
Lasertrak NDU .......................................................................... 1-34-90 .................. 1-42
FM Immunity ........................................................................... 1-34-100 ................. 1-42
Oxygen System ............................................................................. 1-35-00 .................. 1-43
Oxygen Departure Pressures ..................................................... 1-35-10 .................. 1-43
Figure 1-9: Oxygen Duration (SN 1000 thru 1289) ................................................. 1-43
Figure 1-9A: Oxygen Duration (SN 1290 and subs)................................................ 1-44
Engine Instruments and Crew Alerting
System (EICAS)............................................................................ 1-45-00 .................. 1-45
General EICAS Range Markings Colors .................................. 1-45-10 .................. 1-45
Powerplant EICAS Indications ................................................. 1-45-20 .................. 1-45
Fuel EICAS Indications ............................................................ 1-45-30 .................. 1-47
APU EICAS Indications............................................................ 1-45-40 .................. 1-47

FAA APPROVED 1-iii

20 Nov 2008
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Auxiliary Power Unit (APU) ....................................................... 1-49-00 .................. 1-48

APU Operating Limits ............................................................... 1-49-10 .................. 1-48
APU Starting Limits .................................................................. 1-49-20 .................. 1-49
Figure 1-10: Altitude/Airspeed Envelope: (SN 1000 thru 1155)
GIV airplanes without APU Cooling / Venting Enhancements
(ASC 390A, ASC 427, or ASC 470) or 36-150[G] APU (ASC 465A) ................... 1-49
Figure 1-11: Altitude / Airspeed Envelope:
GIV airplanes with APU Cooling / Venting Enhancements
(ASC 390A, ASC 427, or ASC 470) or 36-150[G] APU (ASC 465A). .................. 1-50
APU Alternator Electrical Load ................................................ 1-49-30 .................. 1-51
Powerplant .................................................................................... 1-71-00 .................. 1-52
Engine Operating Limitations ................................................... 1-71-10 .................. 1-52
Takeoff Power ........................................................................... 1-71-20 .................. 1-52
Static Ground Run ..................................................................... 1-71-30 .................. 1-52

Engine Fuel and Control Systems............................................... 1-73-00 .................. 1-53

Engine Fuel Temperature .......................................................... 1-73-10 .................. 1-53
Engine Synchronizer ................................................................. 1-73-20 .................. 1-53

Engine Ignition Systems .............................................................. 1-74-00 .................. 1-54

Continuous (Airstart) Ignition ................................................... 1-74-10 .................. 1-54

Engine Exhaust ............................................................................. 1-78-00 .................. 1-55

Reverse Thrust ........................................................................... 1-78-10 .................. 1-55

Engine Oil ..................................................................................... 1-79-00 .................. 1-56

Oil Inlet Temperature ................................................................ 1-79-10 .................. 1-56
Oil Pressure ................................................................................ 1-79-20 .................. 1-56

Engine Starting ............................................................................. 1-80-00 .................. 1-57

Engine Starter Duty Limits ....................................................... 1-80-10 .................. 1-57
Figure 1-12: Airstart Envelope ............................................................................... 1-58

1-iv FAA APPROVED

5 Oct 2011
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1-00-00: LIMITATIONS

1-00-10: Conditions of Operation:

THE CERTIFICATE AND THE OPERATIONAL LIMITATIONS ARE PART OF THE

CONDITIONS OF THE TYPE AND AIRWORTHINESS CERTIFICATE, AND MUST BE
COMPLIED WITH AT ALL TIMES, IRRESPECTIVE OF THE TYPE OF OPERATION
BEING CONDUCTED.

THE PERFORMANCE LIMITATIONS AND INFORMATION PRESENTED IN THE

AIRPLANE FLIGHT MANUAL SHOW COMPLIANCE WITH FEDERAL AVIATION
REGULATIONS PART 25.

THIS AIRPLANE IS TO BE OPERATED IN ACCORDANCE WITH THE LOADING

SCHEDULE PROVIDED IN THE SEPARATE AIRPLANE WEIGHT AND BALANCE
MANUAL.

1-01-00: AIRCREW AND OCCUPANTS

1-01-10: Minimum Flight Crew:

Minimum flight crew required is pilot and copilot.

1-01-20: Maximum Number of Occupants:

Total number of occupants shall not exceed 22. Number of passengers shall not exceed 19 as
determined by emergency exit requirements, nor exceed the number for which seating
accommodations approved for takeoff and landing are provided.

FAA APPROVED 1-1

31 May 2000
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1-02-00: DEPARTURE/ARRIVAL AIRPORT

1-02-10: Runway Wind Conditions:

Maximum tailwind component approved for takeoff and landing is 10 knots.

1-02-20: Airport Pressure Altitude - Takeoff/Landing

Maximum approved airport altitude for takeoff or landing is 15,000 ft. field elevation.

1-02-30: Runway Slopes:

Maximum slopes approved for takeoff and landing operations are +2% (uphill) and -2%
(downhill).

1-2 FAA APPROVED

31 May 2000
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1-03-00: PERFORMANCE

1-03-10: Types of Airplane Operations Permitted:

A. TRANSPORT CATEGORY-LAND
B. INSTRUMENT AND NIGHT FLYING
C. FLIGHT INTO KNOWN ICING
D. CATEGORY II OPERATIONS WITH ASC 102 INCORPORATED
E. "/E" OPERATIONS WHEN INSTRUMENT APPROACHES CAN BE
AUTOMATICALLY SELECTED FROM THE NAVIGATION COMPUTER DATA BASE
F. “/G” OPERATIONS WITH NZ4.1, NZ5.X, NZ6.X OR LATER APPROVED FMS
SOFTWARE INSTALLED WITH SINGLE OR DUAL GPS SENSORS
G. EXTENDED OVER-WATER FLIGHT
H. NORTH ATLANTIC (NAT) MINIMUM NAVIGATION PERFORMANCE
SPECIFICATION (MNPS) AIRSPACE OPERATIONS WITH NZ900 SERIES OR NZ2000
SERIES FLIGHT MANAGEMENT SYSTEMS INSTALLED
I. REDUCED VERTICAL SEPARATION MINIMUMS (RVSM) AIRSPACE OPERATION
FOR AIRPLANES SN 1000 AND SUBSEQUENT WITH ASC 380 INCORPORATED
J. REQUIRED NAVIGATION PERFORMANCE (RNP-10) OPERATIONS:
• NZ2000 FMS Software Version 4.1 or later approved version
• FMS Navigation Mode GPS - no time limit
• FMS Navigation Mode DME/DME - no time limit
• FMS Navigation Mode VOR/DME - no time limit
• FMS Navigation Mode IRS - 6.2 hours maximum flight time commencing upon
IRS being placed in Navigation Mode. If the FMS Navigation Mode transitions
from IRS to GPS, DME/DME or VOR/DME, the maximum flight time becomes
unlimited. If the FMS Navigation mode transitions from GPS, DME/DME or
VOR/DME to IRS, the maximum flight time is based upon the previous FMS
Navigation Mode. If the previous FMS Navigation mode was:
• GPS, maximum flight time in IRS Navigation Mode is 6.2 hours
• DME/DME, maximum flight time in IRS Navigation Mode is 5.9 hours
• VOR/DME, maximum flight time in IRS navigation Mode is 5.7 hours

FAA APPROVED 1-3

10 August 2004
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• NZ900 Series FMS

• FMS Navigation Mode DME/DME/GPS or DME/DME - no time limit
• FMS Navigation Mode VOR/DME/GPS or VOR/DME - no time limit
• FMS Navigation Mode IRS - 6.2 hours maximum flight time commencing upon IRS
being placed in Navigation Mode. If the FMS Navigation Mode transitions from IRS
to DME/DME/GPS, DME/DME, VOR/DME/GPS or VOR/DME to IRS, the
maximum flight time is based upon the previous FMS Navigation Mode. If the
previous FMS Navigation mode was:
• DME/DME/GPS or DME/DME, maximum flight time in IRS Navigation Mode is
5.9 hours
• VOR/DME/GPS or VOR/DME, maximum flight time in IRS Navigation Mode is
5.7 hours.
K. Basic RNAV (BRNAV or RNAV 5) Operations as long as the FMS Navigation Mode is
VOR / DME, DME / DME or GPS.
L. RNP 0.3 RNAV instrument approach procedures (in accordance with AC 20-129 and AC
20-130A) must be flown using GPS only navigation mode. (Refer to Section 2-08-90:
RNAV Approach Procedures.) During the approach the flight director is required to be
coupled to the LNAV mode and, if VNAV minimums are used for the approach, the
VNAV mode (autopilot coupled or not coupled) must be used. FMS APRCH
annunciator must be illuminated during the approach.
M. Precision RNAV (P-RNAV or RNAV 1) Operations provided the FMS navigation mode
is GPS or DME / DME.
N. RNAV 2 / RNAV 1 Operations as defined in FAA Advisory Circular (AC) 90-100A
provided the FMS navigation mode is GPS or DME / DME.
O. Remote Oceanic Required Navigation Performance 4 (RNP-4) Operations provided the
FMS Navigation mode is GPS, DME / DME, or VOR / DME.
P. The VNAV system has been demonstrated capable of and has been shown to meet
the accuracy requirements of VFR / IFR en route, terminal and approach VNAV
operation in accordance with the criteria of AC 20-129.
NOTE: VNAV operations using QFE altimeter settings are prohibited.

1-4 FAA APPROVED

13 May 2008
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1-03-20: Ambient Temperature:

Maximum and minimum temperatures approved for operation are shown in figure titled
ALTITUDE / TEMPERATURE OPERATING ENVELOPE.

NOTE: Inadvertent encounters with atmospheric conditions where the SAT is colder than -
70°C can occur. To not exceed structure and equipment design temperature limits, the
following minimum Mach schedule shall be maintained until the airplane can return to
operations within the envelope.

SAT - °C -70 -72 -74 -76 -78 -80

Min - M .67 .71 .76 .80 .84 .87

1-03-30: Maximum Operating Altitude:

Maximum Operating Altitude is 45,000 ft.

1-03-40: Maximum Landing Gear Extended Operating Altitude:

Maximum Operating Altitude for extending landing gear or flying with landing gear extended is
20,000 ft. MSL.

FAA APPROVED 1-5

30 May 2002
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Figure 1-1: Altitude/Temperature Operating Envelope

1-6 FAA APPROVED

31 May 2000
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1-03-50: Maximum Landing Flaps Extended Operating Altitude:

Maximum operating altitude for extending landing flaps (39°) or flying with landing flaps
extended is 20,000 ft. MSL.

1-03-60: Airspeed Limitations:

A. MAXIMUM OPERATING LIMIT SPEED (VMO/MMO)

Maximum Operating Limit Speed shall not be deliberately exceeded in any regime of flight
(climb, cruise, or descent). See figure titled ALTITUDE-MACH FLIGHT ENVELOPE.

B. MANEUVERING SPEED (VA)

Maximum deflection of flight controls, as well as maneuvers that involve angles of attack near
the stall, AOA, should be confined to speeds below 206 KCAS.
Avoid rapid and large alternating control inputs, especially in combination with large
changes in pitch, roll, or yaw (e.g., large sideslip angles), as they may result in structural
failures at any speed, including below VA.

C. TURBULENCE PENETRATION SPEED

Maximum Turbulence Penetration Speeds are 270 KCAS/0.75 MT.

D. MACH TRIM/ELECTRIC ELEVATOR TRIM INOPERATIVE

With both Mach Trim Compensators inoperative or electric elevator trim inoperative the
maximum operating limit speed is 0.75 MT.

E. YAW DAMPER INOPERATIVE

With Yaw Damper inoperative, maintain at least 220 KCAS above 18,000 ft.

F. FLAPS EXTENDED SPEED (VFE/MFE)

Takeoff 10° flaps - 250 KCAS/ 0.60 MT

Takeoff/approach 20° flaps - 220 KCAS/0.60 MT
Landing 39° flaps - 170 KCAS/0.60 MT
39° flaps - 180 KCAS/0.60 MT (for airplanes SN 1214 and
subs. and airplanes SN 1000 thru 1213 with ASC 190.)

FAA APPROVED 1-7

10 August 2004
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G. LANDING GEAR OPERATING SPEED (VLO/MLO)

Do not lower or raise landing gear at speeds in excess of 225 KCAS/0.70 MT. Do not lower
landing gear utilizing alternate system at speeds in excess of 175 KCAS.

H. LANDING GEAR EXTENDED SPEED (VLE/MLE)

Do not fly at speeds in excess of 250 KCAS/0.70 MT with landing gear extended (gear doors
open or closed).

I. MINIMUM CONTROL SPEED (VMC)

Minimum Control Speed, Air is 104 KCAS. Minimum Control Speed, Ground is 111 KCAS.

J. WINDSHIELD WIPER OPERATION SPEED

Do not operate windshield wipers at speeds in excess of 200 KCAS.

K. MAXIMUM TIRE SPEED

AIRPLANE CONFIGURATION NOSE MAIN OVERALL

SERIAL NUMBER LIMIT

1000 - 1213 W/O ASC 190/266 182 KTS/210 MPH 182 KTS/210 MPH 182 KTS/210 MPH

1000 - 1213 With ASC 266 182 KTS/210 MPH 195 KTS/225 MPH 182 KTS/210 MPH

1000 - 1213 With ASC 190 195 KTS/225 MPH 195 KTS/225 MPH 195 KTS/225 MPH

1214 - Sub Production 195 KTS/225 MPH 195 KTS/225 MPH 195 KTS/225 MPH

1-8 FAA APPROVED

31 May 2000
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Figure 1-2: Altitude - Mach Flight Envelope

(SN 1000 and subsequent)

FAA APPROVED 1-9

31 May 2000
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Figure 1-3: Altitude - Mach Flight Envelope

(SN 1000 - 1214 with ASC 61)

1-10 FAA APPROVED

31 May 2000
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1-03-70: Flight Load Acceleration Limits:

A. FLAPS UP -1.0 to 2.5 G for all weights up to maximum takeoff

B. FLAPS DOWN 0 to 2.0 G for all weights up to maximum landing

1-03-80: Weight Limitations:

AIRPLANE MAXIMUM MAXIMUM MAXIMUM MAXIMUM

SERIAL NUMBER ZERO FUEL RAMP TAKEOFF (1) LANDING (2)

1000 THRU 1213 46,500 lb 73,600 lb 73,200 lb 58,500 lb

(21,092 kg) (33,385 kg) (33,204 kg) (26,536 kg)
1000 THRU 1213 49,000 lb 73,600 lb 73,200 lb 58,500 lb
ASC 61 (22,226 kg) (33,385 kg) (33,204 kg) (26,536 kg)
1000 THRU 1213 49,000 lb 75,000 lb 74,600 lb 66,000 lb
ASC 190 (22,226 kg) (34,020 kg) (33,838 kg) (29,937 kg)
1214 AND SUBS 49,000 lb 75,000 lb 74,600 lb 66,000 lb
(22,226 kg) (34,020 kg) (33,838 kg) (29,937 kg)

NOTES: (1) Maximum takeoff weight, unless restricted by climb performance, brake energy,
or tire speed for approved altitudes and ambient temperature of by field
length. See Performance Section for WEIGHT LIMITATIONS.

(2) Maximum landing weight, unless restricted by climb requirements. See

Performance Section for WEIGHT LIMITATIONS.

FAA APPROVED 1-11

13 September 2000
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1-03-90: Center of Gravity Envelope:

The allowable CENTER OF GRAVITY (CG) range is a function of gross weight as shown in the
figure titled CENTER OF GRAVITY vs. GROSS WEIGHT ENVELOPE. Zero fuel gross
weight CG must be within the allowable Zero Fuel Gross Weight CG Envelope. The fueled
airplane CG will then be within limits for all fuel loadings.

FIGURE 1-4 CENTER OF GRAVITY vs. GROSS WEIGHT ENVELOPES

(FOR SN 1000 -1213)

FIGURE 1-5 CENTER OF GRAVITY vs. GROSS WEIGHT ENVELOPES

(FOR SN 1000-1213 WITH ASC 61)

FIGURE 1-6 CENTER OF GRAVITY vs. GROSS WEIGHT ENVELOPES

(SN 1214 AND SUBS. AND SN 1000-1213 WITH ASC 190)

1-12 FAA APPROVED

31 May 2000
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Figure 1-4: Center of Gravity versus Gross Weight Envelopes

(SN 1000 – 1213)

FAA APPROVED 1-13

31 May 2000
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Figure 1-5: Center of Gravity versus Gross Weight Envelopes

(SN 1000 – 1213 with ASC 61)

1-14 FAA APPROVED

31 May 2000
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Figure 1-6: Center of Gravity versus Gross Weight Envelopes

(SN 1214 and Subs and SN 1000 – 1213 with ASC 190)

FAA APPROVED 1-15

30 May 2002
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1-12-00: AIRPLANE SERVICING

1-12-10: Hydraulic Fluids:

Fire resistant Type 4 hydraulic fluids are approved for use.

Approved Type IV fluids:

HyJet IV

HyJet IV-A

Skydrol LD-4

Skydrol 500B-4

1-16 FAA APPROVED

31 May 2000
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1-12-20: APU Fuel Grades And Fuel Temperatures:

APU operation requires fuel at a viscosity of not more than 12 centistokes. The corresponding
fuel temperatures are as follows:

FUEL GRADE MINIMUM FUEL TEMPERATURE

ASTM D1655 Jet A -30°C
MIL-T-5624 Grade JP-5
MIL-T-83133 Grade JP-8
DEF STAN 91-86
DEF STAN 91-87
CAN 3-GP-24
ASTM D1655 Jet A-1 -40°C
ASTM D1655 Jet B
CAN 2.3.23
MIL-T-5624 Grade JP-4 -50°C
DEF STAN 91-88
DEF STAN 91-91
CAN 2.3.22

FAA APPROVED 1-17

31 May 2000
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1-12-30: Engine Fuel Grades:

Fuel conforming to any of the following specifications is approved for use. Fuels conforming to
ASTM Specification ES2-74 are also eligible. Mixing of fuels is permissible.

KEROSENE TYPE
AMERICAN BRITISH CANADIAN
ASTM D1655-89, Jet A DEF STAN 91-87 CAN/CGSB-3.23-M86
ASTM D1655-89, Jet A-1 DEF STAN 91-91
MIL-T-83133A, Grade (JP-8)
FRENCH USSR I.A.T.A.
AIR 3405/C T-1, TS-1, RT (GOST 10277- 1988 Kerosine Type
86)
T-7 (GOST 12308-66)
WIDE CUT JP-4 TYPE
AMERICAN BRITISH CANADIAN
ASTM D1655-89, Jet B DEF STAN 91-88 CAN/CGSB-3.22-M86
MIL-T-5624N, Grade JP-4
FRENCH I.A.T.A.
AIR 3407/B 1987 JP-4
HIGH FLASH POINT JP-5 TYPE
AMERICAN BRITISH CANADIAN
MIL-T-5624N, Grade JP-5 DEF STAN 91-86 CAN 3-GP-24Ma

FRENCH
AIR 3404/C

NOTE: The use of Wide Cut fuel as agreed to by the Operator, Rolls-Royce, and the
appropriate Airworthiness Authority may result in a reduction in HP Fuel Pump Life.

1-18 FAA APPROVED

31 May 2000
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1-12-40: Fuel Additives:

The following fuel additives (in addition to those included in DEF STAN Specifications) are
approved by Rolls-Royce, subject to limitations stated:

1. Corrosion Inhibitor/Lubricity Aids

Concentration Range - lb/42,035 gallons (US)/35,000 gallons (IMP)

ADDITIVE MINIMUM MAXIMUM
Hitec 515 4 (11 mg/1) 7.5 (21 mg/1)
Apollo PRI 19 3 (9 mg/1) 8 (23 mg/1)
Tolad 245 7.5 (21 mg/1) 12 (34 mg/1)
DuPont DCI-4A 3 (9 mg/1) 8 (23 mg/1)
Hitec 580 3 (9 mg/1) 8 (23 mg/1)

NOTE: Minimum requirement is to ensure that sufficient additive is available when it is

required to act as a lubricity aid.
2. Anti-Icing Additive
DEF STAN 68-252, MIL-I-27686E, MIL-I-85470 or any direct equivalent in concentrations
not exceeding 0.15 percent by volume.
3. Static Dissipator Additive
Shell A.S.A. 3 in concentrations of not more than 1.00 part per million.
Stadis 450 maximum concentration not more than 3.00 parts per million.

FAA APPROVED 1-19

5 Oct 2011
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4. Anti-Microbiological Additive
A. Methyl Cellosolve may be used. Refer to GIV Maintenance Manual, Chapter 28 for
additive application procedures.
B. Biobor JF may be used. Refer to GIV Maintenance Manual, Chapter 28 for additive
application procedures.
C. Kathon FP 1.5 may be used. Refer to GIV Maintenance Manual, Chapter 28 for additive
application procedures.

NOTE: Under certain conditions solid matter may be precipitated from fuel containing
Biobor JF or Kathon FP 1.5 during flight. The fuel differential pressure signals
should be carefully monitored in flight immediately following its use in the airplane
tanks. See Rolls Royce Tay Maintenance Manual M-TAY-1RR for recommended
procedures to be followed when using Biobor JF or Kathon FP 1.5.

1-20 FAA APPROVED

31 May 2000
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1-12-50: Oil Grades (Engine/Starter/APU):

WARNING: LUBRICATING OIL IS TOXIC TO SKIN, EYES, AND RESPIRATORY
TRACT. SKIN AND EYE PROTECTION IS REQUIRED. AVOID
REPEATED OR PROLONGED CONTACT. USE IN A WELL
VENTILATED AREA.
CAUTION: USE ONLY BRAND NAMES SPECIFICALLY AUTHORIZED. USE OF ANY
UNAPPROVED OIL REQUIRES AUTHORIZATION OF EQUIPMENT
MANUFACTURER.
NOTE: Keep to one brand of oil but if necessary for operation, approved brands may be mixed.
Any change from one approved oil to another should be made slowly by the usual
procedure to fill the oil system during servicing.
Oil of the brands below, when reclaimed to approved Rolls-Royce standards for
appropriate viscosity grade, are approved for use in TAY engine.

FAA APPROVED 1-21

16 January 2007
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The following oils are approved for common usage in the engine and APU.

Table 1
Common Lubricating Oils List
(3 centistoke oils)
Manufacturer/Oil
Aeroshell Turbine Oil 390
Castrol 3 C Gas Turbine Oil
Castrol 325 Gas Turbine Oil
Exxon 2389

Table 2
Common Lubricating Oils List
(5 centistoke oils)
Manufacturer/Oil
Royco/Aeroshell Turbine Oil 500
Aeroshell Turbine Oil 560
Exxon Turbo Oil 2380
Mobil Jet II
Mobil 254
Castrol 5000 Gas Turbine Oil

Refer to the following manuals for oils approved for specific usage in Engine, Starter, or APU:

ENGINE: U.K. CAA Approved Rolls-Royce Tay Operating Instructions (F-TAY-1RR) and
associated Service Bulletins.

STARTER: Garrett Starter Maintenance Manual 80-10-53.

APU: Garrett Maintenance Manual No. 49-21-89 for APU Model No. GTCP36-100(G)

1-22 FAA APPROVED

31 May 2000
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1-21-00: AIR CONDITIONING

1-21-10: Cabin Pressurization Control System:

Maximum cabin pressure differential permitted is 9.80 psi. Maximum cabin pressure differential
permitted for taxiing, takeoff or landing is 0.3 psi.

1-21-20: Bleed Air System:

Do not operate above 41,000 ft. without both engine bleeds ON and each engine being bled by
either the air conditioning system or engine cowl anti-ice. See Section 3, AIR
CONDITIONING SYSTEM SHUTDOWN OR INOPERATIVE Procedure.

FAA APPROVED 1-23

23 January 2004
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1-22-00: AUTO FLIGHT

1-22-10: Mach Trim Compensation/Electric Elevator Trim:

Mach Trim Compensation must be ON during all flight operations except as provided for in
Section 3, MACH TRIM COMPENSATION FAILURE. If Mach Trim Compensation is
inoperative, MMO is reduced to 0.75 MT.

When failure of Mach Trim Compensation is coupled with Yaw Damper failure, observe speed
limitations for both failures and limit altitude to 41,000 ft.

1-22-20: Autothrottle:

Use of autothrottle is not permitted for takeoff or go-around when wing anti-ice is used.

Must be disengaged by 50 ft. (AGL) on approach.

1-22-30: Autopilot:

Do not engage below 200 ft. (AGL) on takeoff.

Must be disengaged on approach by 50 ft. (AGL).

1-23-00: COMMUNICATIONS

1-23-20: 8.33 kHz Comm Radios:

The Collins VHF Comm Radios comply with the 8.33 kHz spacing requirements and all
applicable standards of relevant FAA TSO’s, RTCA, and ICAO Annex 10 specifications for FM
Immunity at SN 1340 and subsequent.

1-23-30: Satellite Communications Systems

The aircraft SATCOM systems do not meet the requirements of AC 20-150B and therefore are
not approved as Satellite Voice (SATVOICE) equipment supporting air traffic service (ATS)
communications.

FAA APPROVED Revision 53

1-24 6 July 2021
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1-24-00: ELECTRICAL POWER

1-24-10: Standby Electrical System:

When standby electrical system is in operation, the following limitations apply:

• Minimum HP RPM is 67 percent.

• Speed Brakes may be used, however, operation should be slow (approximately five (5)
seconds for full range movement).

• Landing is approved provided auto ground spoilers and thrust reversers are not used for
landing. See Appendix C for appropriate checklist.

FAA APPROVED 1-25

31 May 2000
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1-27-00: FLIGHT CONTROLS

1-27-10: Angle Of Attack System (AOA):

Angle-of-Attack (AOA) may be used as reference, but does not replace airspeed as the primary
reference.

AOA indication must be within white band once forward airspeed is attained during takeoff roll.

AOA indication shall not be used as a speed reference for takeoff rotation.

1-27-20: Stall Warning/Stall Barrier System:

There are two Stall Warning / Stall Barrier Systems installed in the airplane. Dispatch with one
Stall Warning / Stall Barrier System inoperative is allowed with reference to the MEL.

Operative stall barrier systems must be ON during all flight operations except as noted in
Section 4-15-40: Stall Barrier Malfunction. See GIV Operating Manual, STALL
WARNING/STALL BARRIER CHECKOUT PROCEDURE.

1-27-30: Yaw Damper:

If Yaw Damper fails prior to takeoff:

1. Maximum fuel quantity permitted for takeoff is 9,000 lb (4082 kg).

If Yaw Damper fails in-flight:

2. Above 18,000 ft. maintain airspeed at or above 220 KCAS.

3. Below 18,000 ft. maintain airspeed, as function of fuel quantity, at or above that shown
below until ready to configure for approach and landing.

Fuel Quantity - 1000 lb 8 10 12 14 16 18 20 22 24 26 28 30

Minimum Airspeed - KCAS 96 107 117 126 135 143 151 158 165 172 178 184

When Yaw Damper failure is coupled with failure of Mach Trim Compensation, observe speed
limitations for both failures and limit altitude to 41,000 ft.

1-26 FAA APPROVED

1 February 2007
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1-27-40: Speed Brakes:

Speed brakes are not approved for extension with flaps at 39° or with landing gear extended.

Do NOT pull FLIGHT POWER SHUTOFF handle with speed brakes extended.

1-27-50: Ground Spoilers:

Takeoff is permitted with Ground Spoilers inoperative, provided Anti-Skid is operative and 20°
flaps are used for takeoff.

FAA APPROVED 1-27

31 May 2000
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1-28-00: FUEL

1-28-10: Usable Fuel Capacities:

For maximum unbalanced fuel, see Figure 1-7: PERMISSIBLE FUEL UNBALANCE. Before
the imbalance exceeds that shown, proceed with Fuel Balancing.
Fuel balancing may be accomplished by using the crossflow valve or intertank valve.
When balancing fuel through use of the crossflow valve, ensure that boosted fuel pressure is
always available to the engines.
CAUTION: THE ENGINE WILL ONLY RUN ON SUCTION FUEL FEED AT OR BELOW
20,000 FT. ABOVE 20,000 FT, THE ENGINE WILL RUN ERRATICALLY
AND FLAME OUT IF THE CROSSFLOW IS NOT OPEN WITH AT LEAST
ONE BOOST PUMP ON.
Balancing fuel by using the intertank valve requires the airplane to be placed in a sideslip
condition. Adjusting the rudder trim in the direction of the “heavy” tank will create a wing down
condition and allow fuel to flow toward the “light” tank.

The usable fuel capacities are:

Right Tank 14,750 pounds ( 6,690 kg) 2,185 gallons ( 8,271 liters)

Left Tank 14,750 pounds ( 6,690 kg) 2,185 gallons ( 8,271 liters)

Total 29,500 pounds (13,380 kg) 4,370 gallons (16,542 liters)

NOTE: It is possible to upload fuel in excess of 29,500 pounds. This is permitted as long as the
maximum ramp weight and/or the maximum takeoff weight is not exceeded, and the
loaded airplane center of gravity is within limits.

1-28 FAA APPROVED

22 May 2007
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Figure 1-7: Permissible Fuel Unbalance For All Flight Operations

FAA APPROVED 1-29

31 May 2000
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1-28-20: Boost Pumps:

All operable boost pumps shall be selected ON for all phases of flight unless fuel balancing is in
progress.

See ENGINE FUEL GRADES, this Section.

CAUTION: THE ENGINE WILL ONLY RUN ON SUCTION FUEL FEED AT OR BELOW
20,000 FT. ABOVE 20,000 FT, THE ENGINE WILL RUN ERRATICALLY
AND FLAME OUT IF THE CROSSFLOW IS NOT OPEN WITH AT LEAST
ONE BOOST PUMP ON.

1-28-30: Fuel Tank Temperature:

MAXIMUM:

Fuel temperatures of +54°C, or greater, will cause temperature digits to turn RED on Fuel
System Synoptic page. See Section 4A, Other Warning Annunciations and Procedures.

MINIMUM:

Fuel temperatures of -40°C, or lower, will cause temperature digits to turn RED on
Fuel System Synoptic page. See Section 4A, Other Warning Annunciations and Procedures.

1-30 FAA APPROVED

5 Oct 2011
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1-30-00: ICE AND RAIN PROTECTION

1-30-10: General
Takeoff is prohibited with frost, ice, snow, or slush adhering to the wings, control surfaces,
engine inlets, or other critical surfaces.
A visual and tactile (hand on surface) check of the wing leading edge and the wing upper surface
must be performed to ensure the wing is free from frost, ice, snow, or slush when the outside air
temperature is less than 42ºF (6ºC), or if it cannot be ascertained that the wing fuel temperature
is above 32ºF (0ºC); and
● There is visible moisture (rain, drizzle, sleet, snow, fog, etc.) present; or
● Water is present on the wing; or
● The difference between the dew point and the outside air temperature is 5ºF (3ºC) or less;
or
● The atmospheric conditions have been conducive to frost formation.

1-30-20: Wing Anti-Icing:

Operation of Wing Anti-Icing System is required if icing conditions are imminent, or

immediately upon detection of ice formation on wings, winglets, or windshield edges.

1-30-30: Cowl Anti-Icing:

Operation of Cowl Anti-icing System is required for taxi and takeoff when static air temperature
(SAT) is below +10° C (50º F) and visible moisture, precipitation, or wet runway is present.
Engine operation of 85% LP for one (1) minute is recommended just prior to takeoff and at
intervals of not more than sixty (60) minutes under these temperature and moisture conditions.

Depart icing conditions if COWL PRESSURE LOW message illuminates and Cowl Anti-Ice
Pressure cannot be maintained at or above 4 psi.

NOTE: The Cowl Pressure Low message illuminates at 4 psi SN 1190 and subs. and SN 1000
thru 1189 with ASC 243, and at 10 psi for SN 1000 thru 1189 without ASC 243. Cowl
anti-ice is effective at 4 psi or greater.

Use of Cowl Anti-Icing System is required in flight as indicated on TEMPERATURE RANGE

FOR COWL ANTI-ICING figure, when visible moisture or precipitation is present or when
signs of icing are observed. Ice accretion may be observed on wings or windshield edges.

See Appendix E - Adverse Weather, for additional pertinent information.

FAA APPROVED 1-31

17 Mar 2010
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Figure 1-8: Temperature Range for Cowl Anti-Icing

1-32 FAA APPROVED

20 Nov 2008
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1-31-00: INDICATING/RECORDING

1-31-10: Electronic Checklist:

Electronic Checklist Document Number 1159AV41201-40 corresponds to this revision of
Airplane Flight Manual for SPZ 8000 equipped airplanes.
Electronic Checklist Document Number 1159AV41202-40 corresponds to this revision of
Airplane Flight Manual for SPZ 8400 equipped airplanes.
Electronic Checklist Document Number 1159AV41201-20 and 1159AV41202-20 are acceptable
for use until the checklist modules can be updated.
Electronic Checklist Document Number 1159AV41201-8 and 1159AV41202-10 are acceptable
for use until the checklist modules can be updated.

Checklist version can be verified by selecting TITLE PAGE of Electronic Checklist.

FAA APPROVED 1-33

26 July 2007
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1-32-00: LANDING GEAR

1-32-10: Brake System:

Takeoff is prohibited with BRAKE FAIL or BRAKE PEDAL message displayed.

1-32-20: Anti-Skid System:

Takeoff is permitted with Anti-Skid inoperative, provided Ground Spoilers are operative, 20°
flaps are used, and the cowl and wing anti-icing systems are not used.

1-32-40: Landing Lights:

Ground operation of landing lights is limited to five (5) minutes.

1-34 FAA APPROVED

31 May 2000
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1-34-00: NAVIGATION

1-34-10: Airborne Weather Radar:

When operating weather radar on the ground, the following limitations apply:

Do NOT operate radar during refueling of the airplane nor when within 300 ft (92 meters) of
other refueling operations.

Do NOT operate radar within 49 ft (15 meters) of ground personnel with 24” antenna installed.

Do NOT operate radar within 33 ft (10 meters) of ground personnel with 18” antenna installed.

1-34-20: Inertial Reference System (IRS):

When operating in "ATT-REF" mode, do NOT use IRS heading information unless airplane
heading is manually entered via the ISDU or the appropriate IRS status page on the FMS CDU.

NOTE: For SPZ 8000 equipped airplanes, heading will appear as 000° when the IRS is selected
to "ATT-REF".

For SPZ 8400 equipped airplanes:

NOTE: HDG FAIL will appear on the HSI until a valid airplane heading is manually entered
via the ISDU or IRS status page on the FMS CDU.

Honeywell HG1075AE Series IRS equipment installed in Gulfstream IV has been certified for
alignment to 78° Latitudes. For alignment between 70° and 78° Latitude, fifteen (15) minute
alignment time is required. For flight above 73° N and 60° S Latitude, EFIS heading
information must be switched from MAG to TRUE due to loss of valid MAG heading from the
IRS. Above 73° N and 60° S Latitude with TRUE heading information displayed, ILS, MLS,
TCN, and VOR navigation capability is unavailable unless special procedures in GIV Operating
Manual are followed.

FAA APPROVED 1-35

30 May 2002
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1-34-30: Pilot’s Manuals:

For SPZ-8000 equipped airplanes, the Honeywell SPZ-8000 Digital Integrated Flight Control
System (Phase II) Pilot’s Manual for the Gulfstream IV, Honeywell Publication Number A28-
1146-064, Revision 5, dated October 1999 (or later approved revision) is to be immediately
available to the flight crew.

For SPZ-8400 equipped airplanes, the Honeywell SPZ-8400 Digital Automatic Flight Control
System Pilot’s Manual for the Gulfstream IV, Honeywell Publication Number A28-1146-097,
Revision 2, dated October 1999 (or later approved revision) is to be immediately available to the
flight crew.

When FMS navigation is in use, the appropriate Pilot’s Manual listed below is to be available to
the flight crew:

• Flight Management System for the Gulfstream IV (Software Version 4.1), Honeywell
Publication Number A28-1146-115, Dated August 1996 (or later approved revision). This
publication is equivalent to Honeywell Publication Number A28-1146-081.

• FMZ Series Flight Management System for the Gulfstream IV, Honeywell Publication
Number A28-1146-126, dated August 1998 (or later approved revision).

• FMZ Flight Management System for the Gulfstream IV (Software Version 5.2), Honeywell
Publication Number A28-1146-135, dated May 1999 (or later approved revision).

• FMZ Flight Management System for the Gulfstream IV (Software Version 6.0), Honeywell
Publication Number A28-1146-141, dated February 2002 (or later approved revision).

• For airplanes SN 1470 and subs with the CD-820 FMS Control Display Unit installed, the
CD-820 Pilot’s Manual, Honeywell Publication Number A28-1146-149-01, Revision 1,
dated September 2001 (or later approved revision), is to be immediately available to the
flight crew.

1-36 FAA APPROVED

30 May 2002
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1-34-40: Flight Management System (FMS):

The Flight Management System (FMS) shall not be used for Navigation above 85° North or
South Latitude for airplanes with software version NZ-9001. FMS Navigation above 85° North
or South Latitude is approved for airplanes with software version NZ-9101, NZ-9111, NZ4.0,
NZ4.1, NZ5.X or NZ6.X.
Verify that the database is current. If the database is out of date, flight may be continued
providing the latitude/longitude of each waypoint is verified by the crew. A current database is
required in order to fly GPS approaches.
Verify that the navigation computer software version is NZ-9001, NZ-9101, NZ-9111, NZ4.0,
NZ4.1, NZ5.X or NZ6.X.
Verify that the performance computer software version is PZ-9003, A-PZ-9101, F-PZ-9101,
A-PZ-9302, F-PZ-9302, A-PZ-9401, A-PZ-9402, F-PZ-9401 or F-PZ-9402.
FMS navigation based solely on Global Positioning System (GPS) sensor data is not permitted
unless the navigation computer software version is NZ4.1, NZ5.X, NZ6.X or later approved
version.
FMS is approved for vertical and lateral Flight Director/Autopilot coupled IFR RNAV, VOR,
VOR/DME, ADF, GPS and TCN approaches under the following conditions:
• FMS APPROACH annunciator is illuminated.
• A published approach procedure is used.
• RNAV • VOR • VOR/DME
• ADF • GPS • TACAN
• One pilot monitors raw data of referenced NAVAID for VOR, VOR/DME, ADF, GPS or
TACAN approach without NZ4.1, NZ5.X, NZ6.X or later approved version installed.
• FMS navigation mode is GPS, GPS/DME/DME, DME/DME or VOR/DME.
• DR or DGRAD annunciators are not illuminated.
• Minimum altitude for autopilot coupled IMC VNAV operations is 300 ft. AGL or 50 ft.
below Minimum Descent Altitude (MDA) whichever is higher.
NOTE: Additional information regarding FMS approach procedures can be found in GIV AFM
Supplement 2000-03 for airplanes with NZ4.1, NZ5.X, NZ6.X or later approved
version installed.
GPS updating must be disabled for operations when operating in countries whose national
airspace is not referenced to WGS-84 reference datum in accordance with the criteria of AC20-
130A, unless other appropriate procedures are used.

FAA APPROVED 1-37

20 Nov 2008
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1-34-50: Performance Computer:

Use of the Performance Computer for takeoff and landing field performance is permitted except
as noted below. The Performance Computer's calculations shall be checked for reasonableness.
The AFM Performance Section shall be available for cross-reference as necessary.

The use of the Performance Computer is prohibited for airplanes SN 1000 and subsequent for
takeoff operations utilizing 10° Flaps at Airport Field Elevations above 9,000 feet P.A. with PZ
Software Version PZ-9003, A-PZ-9101, or F-PZ-9101.

There are no operational limitations when using performance data contained in the Airplane
Flight Manual or PZ Software Version A-PZ-9302, F-PZ-9302, A-PZ-9401, A-PZ-9402, F-PZ-
9401 or F-PZ-9402.
NOTE: The onboard FMS TOLD (Takeoff and Landing) computer can only be used to
determine obstacle clearance when the obstacle height is less than or equal to 1500 ft
above the Reference Zero elevation. When the obstacle height is between 1000 ft and
1500 ft above the Reference Zero elevation, it may be necessary to employ a level-off
height if more than 1500 ft AGL. Section 5.6 of the AFM must be used to determine if
a level-off height in excess of 1500 ft AGL is required. If the obstacle height is greater
than 1500 ft above Reference Zero, the data in Section 5.6 must be used to determine
obstacle clearance.
For a non-standard temperature day, the pressure-based level-off altimeter increment above the
takeoff surface will differ from the geometric height. Table 5.6-1 must be used to determine the
pressure altitude increment and the correct level-off altimeter altitude.
TOLD performance data does not include performance benefits associated with extending the
engine-out usage of Takeoff Thrust from 5 to 10 minutes. Substantially improved takeoff climb
performance for some WAT (Weight, Altitude and Temperature) conditions may be realized by
using the AFM performance charts in Section 5.3 (Climb Limited Performance) and Section 5.6
(Obstacle Clearance Limited Performance).

1-34-60: SPZ-8400 Flight Director

Selection of the TO/GA mode at speeds greater than 60 knots on the ground is not permitted.
Selection of TO/GA at airspeeds above 60 KCAS and the airplane on the ground will result in
GA speed targets and pitch guidance.

1-38 FAA APPROVED

16 January 2007
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1-34-70: Traffic Alert And Collision Avoidance System (TCAS)

PILOT'S MANUALS

The Honeywell Traffic Alert and Collision Avoidance System (TCAS) Pilot's Guide, Publication
Number C28-3841-005-00, dated September 1999 (or later approved revision) shall be
immediately available to the pilots. The Honeywell SPZ-8400 Digital Automatic Flight Control
System Pilot’s Manual for the Gulfstream IV Document Number A28-1146-097 Revision 2,
dated October 1999 (or later approved revision) shall be immediately available to the pilots.
This applies to airplanes SN 1390 and subsequent.

With 7.1 software installed, ACSS Document Number 8008110-001 (TCAS II/TCAS 2000
(Change 7.1 Pilot’s Guide Supplement) dated 31 October 2009 (or later approved revision) shall
be immediately available to the pilots.

TCAS OPERATING CONSTRAINTS

With 6.04A software installed, all RA and TA aural messages are inhibited at a radio altitude
less then 1,100 ft climbing and 900 ft descending.

With 7.0 software installed (SN 1434 and sub), all RA and TA aural messages are inhibited at a
radio altitude less than 500 ft ±100 ft.

For airplanes SN 1000 and subsequent with ASC 188, TCAS II version 7.1 is installed, which is
equivalent to ACAS II.

With 7.1 software installed, the TCAS aural alert “ADJUST VERTICAL SPEED, ADJUST” is
replaced with the aural alert “LEVEL OFF, LEVEL OFF”.

CLEARANCE

The pilot is authorized to deviate from ATC to the extent necessary to comply with a Resolution
Advisory (RA).

FAA APPROVED 1-39

10 Dec 2012
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TRAFFIC ADVISORIES

The pilot must not initiate evasive maneuvers based solely on information from a Traffic
Advisory (TA). Traffic Advisory information should be used only as an aid to visual acquisition
of traffic.

RESOLUTION ADVISORIES

Compliance with TCAS Resolution Advisories (RA) is required unless the pilot considers it
unsafe to do so. Maneuvers which are in the opposite direction of an RA are extremely
hazardous and are prohibited unless it is visually determined to be the only means to assure safe
separation.

CLEAR OF CONFLICT

Prompt return to the ATC cleared altitude must be accomplished when "CLEAR OF
CONFLICT" is announced.

SINGLE ENGINE INOPERATIVE AND TCAS

With a single engine inoperative, select TA only as the TCAS operating mode.

1-40 FAA APPROVED

31 May 2001
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1-34-80: Enhanced Ground Proximity Warning System (EGPWS)

PILOT'S MANUALS

The Honeywell Enhanced Ground Proximity Warning System Pilot's Guide, Publication Number
060-4241-000, Revision D, dated March 2000 (or later approved revision appropriate to the
software version below) must be immediately available to the pilots for -208 -208 (SN 1390 thru
1425) or -210 -210 (SN 1426 and subs).

CLEARANCE

Pilots are authorized to deviate from their current Air Traffic Control (ATC) clearance to the
extent necessary to comply with an EGPWS warning.

NAVIGATION

Navigation is not to be predicated upon the use of the Terrain Display.

DATA BASE

The EGPWS data base, displays, and alerting algorithms currently account for man-made
obstructions.

TERRAIN DISPLAY

The Terrain Display is intended to serve as a situational awareness tool only, and may not
provide the accuracy and/or fidelity on which to solely base terrain avoidance maneuvering.

Terrain Display shall be selected OFF when within 15 NM of landing at an airport when:

• The airport has no published instrument approach procedure (-104 -104 software version only).

• The longest runway is less than 3,500 ft in length.

• The airport is not in the EGPWS data base.

TAWS

The production EGPWS installation meets the requirements for Class A TAWS as defined in
Advisory Circular AC 25-23.

FAA APPROVED 1-41

11 October 2001
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

1-34-90: Lasertrak NDU:

The Honeywell GC1230AC10, 11, 20, 21 Lasertrak Navigation Display Unit Pilot’s Manual,
number M28-2231-001-02 dated October 1999 (or later approved revision), is to be immediately
available to the crew whenever navigation is predicated on the use of the Honeywell Lasertrak
Navigation Display Unit.

The Honeywell SPZ-8000 Digital Automatic Flight Control System (Phase II) Pilot’s Manual for
the Gulfstream IV, number A28-1146-064, revision 5 dated October 1999 (or later approved
revision), or Honeywell SPZ-8400 Digital Automatic Flight Control System Pilot’s Manual for
the Gulfstream IV, number A28-1146-0097, revision 2 dated October 1999 (or later approved
revision), is to be immediately available to the crew whenever the Lasertrak NDU is used. It is
the crew’s responsibility to be familiar with the Pilot’s Manual.

Lasertrak can only be displayed on the PFD and on the ND in the compass mode; it cannot be
coupled to the flight guidance system.

1-34-100: FM Immunity:

All Collins navigation receiver installations comply with all applicable standards of relevant
FAA TSOs and Radio Technical Commission for Aeronautics (RTCA) specifications for FM
immunity effective at SN 1330 and subsequent.

1-42 FAA APPROVED

10 August 2004
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

1-35-00: OXYGEN SYSTEM

1-35-10: Oxygen Departure Pressures:

For SN 1000 thru 1289, the production-installed oxygen supply consists of one (1) 50 cubic ft.
(1415 1iter) cylinder located below the floor in the cabin. The minimum oxygen supply shall be
determined for each flight using Figure 1-9, Oxygen Duration, as a guide.
Figure 1-9: Oxygen Duration
(SN 1000 thru 1289)

8
W O
EL
ONE 50 CUBIC FOOT (1359 LITER) CYLINDER AT 70°F (21°C)

DB
AN

7
0
,0 0

DURATION (FOR CREW ONLY) IN MAN HOURS

E

20
OV

AT
AB

IO N

6
D N
0

UT
0A
,0 0

L
25

,0 0

D I
AT

35
AT
ON

5
TI

0%
00

LU
0
,0

1
DI
30
AT

4
0%
10

00
,0
25
T
A
3

0%
00 10
,0
20
0 AT
,0 0 0%
15 10
2

AT
0%
000 10
10, T
%A
100
1
0
0
2000

1500

1000

500

CYLINDER PRESSURE IN PSI

FAA APPROVED 1-43

23 January 2004
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

For SN 1290 and subsequent the quantity of oxygen required varies with the flight profile. Use
Figure 1-9A to determine required oxygen quantity for each flight.

Figure 1-9A: Oxygen Duration

(SN 1290 and subs)

1-44 FAA APPROVED

23 January 2004
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

1-45-00: ENGINE INSTRUMENTS AND CREW ALERTING SYSTEM (EICAS)

1-45-10: General EICAS Range Markings Colors:

Maximum and Minimum Limitations: Red Arc

Takeoff and Caution Range: Amber Arc

Normal Operating Range: White Arc

1-45-20: Powerplant EICAS Indications:

ENGINE PRESSURE RATIO (EPR)
No Limitation Markings
0.85 to 2.0: Pilot Selectable Command Marker

TGT°C (TGT)

800°C and above: Red Arc

715°C to 800°C: Amber Arc
0°C to 715°C: White Arc

% RPM LP (LP)

95.5% to 110%: Red Arc

0% to 95.5%: White Arc

% RPM HP (HP)

99.7% to 110%: Red Arc

97.5% to 99.7%: Amber Arc
46.6% to 97.5%: White Arc
0% to 46.6%: Red Arc

FUEL FLOW (FF)

No Limitation Markings

FAA APPROVED 1-45

13 September 2000
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

OIL TEMPERATURE (OIL TEMP)

120°C and above: Red Digits
105°C to 120°C: Amber Digits
-30°C to 105°C: White Digits
-40°C to -30°C: Amber Digits
Less than -40°C: Red Digits

OIL PRESSURE (OIL PRESS) SPZ-8000

30 psi and above: White Digits
16 psi to 30 psi: Amber Digits
0 psi to 16 psi: Red Digits

OIL PRESSURE (OIL PRESS) SPZ-8400

Condition A - Airplane on the ground or airborne less than 4 minutes after takeoff:
HP RPM 76% or less: 0 to 15 psi = Red Digits
16 psi and above = White Digits
HP RPM above 80%: 0 to 29 psi = Red Digits
30 psi and above = White Digits
Condition B – Airplane is airborne more than 4 minutes:
HP RPM 76% or less: 0 to 15 psi = Red Digits
16 psi and above = White Digits
HP RPM above 95.2%: 0 to 24 psi = Red Digits
25 psi and above = White Digits
NOTES: The red / white color transition varies linearly between the high and low HP RPM
values.
If engine power loss occurs after takeoff, condition B values apply.

ENGINE FUEL TEMPERATURE (ENG FUEL TEMP)

120°C and above: Red Digits
90°C to 120°C: Amber Digits
-40°C to 90°C: White Digits
Less than -40°C: Red Digits

ENGINE ANTI-ICE PRESSURE (see Engine Anti-Ice Limits, Anti-Ice System this section)
60 psi: Red Light (on overhead panel)

1-46 FAA APPROVED

20 Nov 2008
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

1-45-30: Fuel EICAS Indications:

FUEL TANK TEMPERATURE (FUEL TANK TEMP)

54°C and above: Red Digits

-40°C to 54°C: White Digits
Less than -40°C: Red Digits

1-45-40: APU EICAS Indications:

APU INSTRUMENT MARKINGS

EGT

732°C to 1000°C: Red Arc

680°C to 732°C: Amber Arc
0°C to 680°C: White Arc

RPM

110% to 120%: Red Arc

104% to 110%: Amber Arc
0% to 104%: White Arc

FAA APPROVED 1-47

20 Nov 2008
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

1-49-00: AUXILIARY POWER UNIT (APU)

1-49-10: APU Operating Limits:

The APU can be operated on the ground, during takeoff, in flight, and during landing. In flight it
is an optional source of electrical power via the AUX PWR switch in lieu of one or both engine
driven alternators. The APU cannot be used to supply pressurization airflow in flight.

Maximum Permissible Exhaust Gas Temperature:

Up to 60% RPM during Start: 988°C

60% to 100% during Start: 821°C to 732°C (Linear Decrease)

Running: 732°C

Maximum Permissible Exhaust Gas Temperature for airplanes with ASC 465 (36-150[G] APU):

Up to 50% RPM during Start: 973°C

51% to 87% during start: 973°C to 732°C (Linear Decrease)

87% to 100% during start: 732°C

Running: 732°C

Maximum Rotor Speed

All Conditions: 110%

1-48 FAA APPROVED

13 July 2006
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

1-49-20: APU Starting Limits:

Continuous operation of the APU starter, when powered by airplane batteries, is limited to thirty
(30) seconds per start with maximum of three (3) consecutive start attempts. Before attempting
another start, allow twenty (20) minutes for starter to cool down. Three (3) additional start
attempts may be made, after which a one (1) hour cool down period must be observed before the
next full starter cycle is commenced.
NOTE: Successful consecutive starts are limited to six (6) at ten (10) minute intervals per start.
Continuous operation of the APU starter when powered by an External DC power source is
limited to fifteen (15) seconds per start with maximum of two (2) consecutive start attempts.
Before attempting another start, allow twenty (20) minutes for starter to cool down. Two (2)
additional start attempts may be made, and if unsuccessful, a one (1) hour cool down period must
be observed before the next full starter cycle is commenced.
Figure 1-10:
Altitude/Airspeed Envelope: (SN 1000 thru 1155) GIV airplanes without APU Cooling /
Venting Enhancements (ASC 390A, ASC 427, or ASC 470) or 36-150[G] APU (ASC 465A)

Guaranteed Starting Guaranteed Running

ALTITUDE ALTITUDE
15,000 and below 30,000 and below

AIR SPEED AIR SPEED

250 KCAS Max VMO / MMO

FAA APPROVED 1-49

5 Oct 2011
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

Figure 1-11:
[ Applies to GIV airplanes with or without ELWS ]
Altitude/Airspeed Envelope: GIV airplanes with APU Cooling / Venting Enhancements
(ASC 390A, ASC 427, or ASC 470) or 36-150[G] APU (ASC 465A)

Guaranteed Starting Guaranteed Running

ALTITUDE ALTITUDE
15,000 and below 35,000 and below

AIR SPEED AIR SPEED

250 KCAS Max VMO / MMO

NOTE: On airplanes without ASC 465A, an inspection is required within ten (10) APU
operating hours if the APU is operated above 30,000 ft. for more than one (1) hour during a
flight or if the APU is operated above 35,000 ft. more than five times. Refer to the APU
Maintenance Manual for specific inspection requirements.

1-50 FAA APPROVED

5 Oct 2011
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

1-49-30: APU Alternator Electrical Load:

The following limitation applies to all GIV airplanes SN 1000 thru 1155 without APU Cooling /
Venting Enhancements (ASC 390A, ASC 427 or ASC 470) or 36-150[G] APU (ASC 465A):
The APU alternator can deliver 100% electrical power (30 kVA) on the ground or in flight from
sea level to 22,000 ft. From 22,000 ft. to 30,000 ft. the limit load decreases linearly to
50% electrical power (15 kVA). Load shedding may be required. See Section 3, APU Electrical
Load Envelope for SN 1000 thru 1155, Figure 3-1.

The following limitations applies to all GIV airplanes having APU Cooling / Venting
Enhancements (ASC 390A, ASC 427 or ASC 470) with or without ELWS: The APU alternator
can deliver 100% electrical power (30 kVA) on the ground or in flight from sea level to 25,000
ft. From 25,000 to 30,000 ft., the limit load decreases linearly to 83% (25 kVA). From 30,000 ft.
to 35,000 ft. the limit load decreases to 67% electrical power (20 kVA). Load shedding may be
required. See Section 3, APU Alternator Electrical Load Envelope, Figure 3-2.

The following limitations applies for GIV airplanes with 36-150[G] APU (ASC 465A): The
APU alternator can deliver 100% electrical power (30 kVA) on the ground or in flight from sea
level to 15,000 ft. (20,000 ft. if airspeed in maintained below 300 KIAS). From 15,000 to 30,000
ft. the limit load is 75% (22.5 kVA). From 30,000 ft. to 35,000 ft. the limit load is 50% (15
kVA). Load shedding may be required. See Section 3, ASC 465 APU Alternator Electrical
Load Envelope (ASC 465A), Figure 3-3.

FAA APPROVED 1-51

5 Oct 2011
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

1-71-00: POWERPLANT

1-71-10: Engine Operating Limitations:

TAY Mk611-8
LP HP TGT
CONDITION % RPM % RPM °C TIME LIMIT

MAXIMUM GROUND
STARTING TGT -- -- 700 MOMENTARY
MAXIMUM RELIGHTING
(AIRSTART) TGT -- -- 780 MOMENTARY
MAXIMUM TAKEOFF 95.5 99.7 716 - 800 5 MINUTES*
MAXIMUM GO-AROUND 95.5 99.7 716 - 800 5 MINUTES*
MAXIMUM CONTINUOUS ** 95.5 97.5 715 UNRESTRICTED
MINIMUM IDLE APPROACH -- 67.0 -- UNRESTRICTED
MINIMUM GROUND IDLE -- 46.6 -- UNRESTRICTED
MAXIMUM REVERSE -- 88.0 695 ***
MAXIMUM OVERSPEED 98.3 102.6 -- 20 SECONDS
MAXIMUM OVERTEMPERATURE -- -- 801 - 820 20 SECONDS

NOTE: * The use of takeoff on Go-Around rating is limited to five (5) minutes all engines
operating or ten (10) minutes in the event of an engine failure.

** Maximum continuous power is not recommended for normal flight operations.

Continued use of this power setting may result in reduced engine life.

*** For airplanes SN 1000 thru 1143 without ASC 166. Use of Thrust Reversers is
limited to one (1) minute every thirty (30) minutes.

1-71-20: Takeoff Power:

Minimum acceptable power for takeoff is shown in RATED EPR SETTINGS FOR TAKEOFF
THRUST charts, Performance Section. Takeoff EPR must not exceed rated value by more than
0.01.

1-71-30: Static Ground Run:

While the airplane is static on the ground with crosswinds greater than 15 knots, stabilized
engine operation in the band between 60% and 80% LP RPM (fan speed) is not permitted.

1-52 FAA APPROVED

5 Oct 2011
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

1-73-00: ENGINE FUEL AND CONTROL SYSTEMS

1-73-10: Engine Fuel Temperature:

Maximum: 90°C (Fuel temperature up to 120°C for maximum of fifteen (15) minutes is
permissible.)

Minimum: -40°C

1-73-20: Engine Synchronizer:

Engine Synchronizer must be OFF for takeoff and landing.

FAA APPROVED 1-53

5 Oct 2011
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

1-74-00: ENGINE IGNITION SYSTEMS

1-74-10: Continuous (Airstart) Ignition:

For airplanes SN 1000 thru 1249 without ASC 304:

The duty cycle time for continuous (airstart) ignition without ASC 304 is five (5) minutes ON
and thirty (30) minutes OFF for cooling. There is no limitation on the ignition when used in a
thirty (30) seconds ON, thirty (30) seconds OFF cycle.

For airplanes SN 1250 and subs and SN 1000 thru 1249 with ASC 304:

There is no duty cycle time limitation for continuous (airstart) ignition with ASC 304 installed.

1-54 FAA APPROVED

5 Oct 2011
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

1-78-00: ENGINE EXHAUST

1-78-10: Reverse Thrust:

Cancellation of reverse thrust should be initiated by 70 KCAS so as to be at reverse idle by

normal taxi speed. Thrust reverser door extension at taxi speeds is permitted if ASC 166 is
incorporated and thrust levels are kept low.

For airplanes SN 1000 thru 1143 without ASC 166.

Use of thrust reversers is limited to one (1) minute every thirty (30) minutes.

Use of thrust reversers for power back is not approved.

Under adverse landing conditions or aborted takeoff, maximum reverse thrust may be selected
and operated as required. Record and report limit exceedance.

FAA APPROVED 1-55

5 Oct 2011
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

1-79-00: ENGINE OIL

1-79-10: Oil Inlet Temperature:

Maximum: 105°C (Oil temperature up to 120°C for maximum of fifteen (15) minutes is
permissible.)

Minimum for starting: -40°C

Minimum for opening power lever: -30°C

NOTE: External heating will be required to raise oil temperature to -40°C for cold weather
starting. If oil temperature is less than -30°C, the engine should be idled until at least
-30°C temperature is reached.

1-79-20: Oil Pressure:

Oil Pressure:

Minimum at idle: 16 PSI

Minimum acceptable for takeoff (at takeoff power): 30 PSI

Minimum to complete flight:

At maximum continuous (97.5% HP): 25 PSI

92% HP RPM: 22 PSI

84% HP RPM: 19 PSI

76% HP RPM or lower: 16 PSI

1-56 FAA APPROVED

5 Oct 2011
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

1-80-00: ENGINE STARTING

1-80-10: Engine Starter Duty Limits:

Continued use of the starter is limited to three (3) crank cycles, with maximum of thirty (30)
seconds per cycle. Delay three (3) minutes between start attempts. After three (3) cycles, delay
use of starter for at least fifteen (15) minutes.

FAA APPROVED 1-57

5 Oct 2011
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 1
LIMITATIONS

Figure 1-12: Airstart Envelope

1-58 FAA APPROVED

5 Oct 2011
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

TABLE OF CONTENTS

SUBJECT: SECTION: PAGE:

Normal Procedures ......................................................................2-00-00...................2-1

Introduction ...............................................................................2-00-10...................2-1

Preflight Procedures ....................................................................2-01-00...................2-1

Cockpit Preflight Inspection......................................................2-01-10...................2-1
Exterior Preflight Inspection .....................................................2-01-20...................2-2
Interior Preflight Inspection ......................................................2-01-30...................2-9

APU Ground Operations.............................................................2-02-00..................2-10

APU Start ..................................................................................2-02-10..................2-10
APU Operation ..........................................................................2-02-20..................2-11
APU Shutdown..........................................................................2-02-30..................2-12
APU Starting Using External DC Power ..................................2-02-40..................2-12

Engine Starting Procedures ........................................................2-03-00..................2-14

Before Starting Engines ............................................................2-03-10..................2-14
Figure 2-1: Table of Recommended Pitch Trim Setting
for Takeoff................................................................................................................2-21
Before Engine Start - Thruflight ...............................................2-03-20..................2-22
Starting Engines ........................................................................2-03-30..................2-23

Before Takeoff Procedures..........................................................2-04-00..................2-25

After Starting Engines...............................................................2-04-10..................2-25
Taxi/Before Takeoff ..................................................................2-04-20..................2-27
Line Up......................................................................................2-04-30..................2-29

Inflight Procedures .......................................................................2-05-00..................2-30

Climb .........................................................................................2-05-10..................2-30
Cruise ........................................................................................2-05-20..................2-31
Descent ......................................................................................2-05-30..................2-31
Approach - In Range .................................................................2-05-40..................2-32
Before Landing..........................................................................2-05-50..................2-33
EGPWS Alerts...........................................................................2-05-60..................2-34
TCAS II Flight Procedures........................................................2-05-70..................2-35
All Engines Operating Go-Around Procedure ..........................2-05-80..................2-36

FAA APPROVED 2-i

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

TABLE OF CONTENTS

SUBJECT: SECTION: PAGE:

After Landing Procedures ...........................................................2-06-00..................2-37

After Landing ............................................................................2-06-10..................2-37
Shutdown...................................................................................2-06-20..................2-39
Postflight ...................................................................................2-06-30..................2-41

Traffic Pattern Procedures ..........................................................2-07-00..................2-42

Traffic Pattern ...........................................................................2-07-10..................2-42

Alternate Normal Procedures .....................................................2-08-00..................2-45

Cold Start...................................................................................2-08-10..................2-45
External Air Start ......................................................................2-08-20..................2-45
Crossbleed Start.........................................................................2-08-30..................2-45
Engine Cranking Cycle .............................................................2-08-40..................2-46
Engine Start - Battery Power Only............................................2-08-50..................2-47
Single Engine Taxi ....................................................................2-08-60..................2-50
Taxi Operations With APU Air On...........................................2-08-70..................2-52
GIV QFE Operations.................................................................2-08-80..................2-53
RNP 0.3 Approach Procedures (RNAV/VNAV Approach
to a VNAV Decision Altitude)..................................................2-08-90..................2-54
Cold Weather Altimeter Setting Procedures ............................2-08-100.................2-55
Use Of The Rudder In Flight....................................................2-08-110.................2-57
APU Inflight Operation............................................................2-08-120.................2-58
High Elevation Airport Operations ..........................................2-08-130.................2-69
P-RNAV (Precision RNAV) Procedures .................................2-08-140.................2-63

2-ii FAA APPROVED

5 Oct 2011
 GULFSTREAM AEROSPACE
G-IV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-00-00: NORMAL PROCEDURES

2-00-10: Introduction:

The procedure included in this section are the manufacturer’s recommended procedures for normal
operation of the Gulfstream GIV Airplane. These procedures are only for guidelines and are not
considered mandatory and do not prohibit an operator from developing procedures customized to
the operator’s requirements.

It is recommended that after the first flight of the day checks have been completed and maintenance
has been performed, all the first flight of the day checks should be repeated.

2-01-00: PREFLIGHT PROCEDURES

2-01-10: Cockpit Preflight Inspection:

WARNING: ENSURE WHEEL WELL AREAS ARE CLEAR OF PERSONNEL AND/OR

DOOR CONTROL SAFETY PINS ARE INSTALLED PRIOR TO
OPERATION OF THE AUX PUMP.

1. Circuit Breakers ...........................CHECK (Pilot's, Copilot's and Electronic Equipment Area)

2. Standby Attitude Indicator ......................................................................................................................................CAGED

3. Emergency Power (See GIV Operating Manual) ............................................... ARM/CHECK

4. Standby Engine Instrument and Warning Panel............................................................. AUTO

5. ESS AC and DC Bus Switches....................................................................................... AUTO

6. Battery 1 and 2 Switches .................................................................... ON (voltage 22 to 27V)

7. Emergency Power............................................................................................................... OFF

8. EPMP Power Monitor Switch ................................. ESS (voltage 115V, 400 CPS, 22 to 27V)

9. Standby Engine Instrument and Warning Panel........................................................... CHECK

10. Landing Gear Handle .................................................................................................... DOWN

11. Pressurization Controls.............................................................CHECK/Outflow Valve OPEN

NOTE: Check manual control of the outflow valve on the first flight of the day.

REVISION 54 FAA APPROVED

12 Aug 2022 2-1
 GULFSTREAM AEROSPACE
G-IV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES
12. Fuel Quantity ............................................................................................................................................................. CHECK

13. Flaps .............................................................................. SET (10° recommended for preflight)

14. Parking Brake ......................................................................................................................................................................ON

15. Brake Accumulator.....................................................................................CHECK (3000 PSI)

NOTE: The correct accumulator precharge pressure (1200 psi) will increase or decrease 25 psi
for each 10°F (5°C) above or below 70°F (21°C).

16. Brake ECU (Brake-By-Wire)/Skid Control Box (HMAB) .................... CLEAR OF FAULTS

17. Battery 1 and 2 Switches .................................................................................................... OFF

2-01-20: Exterior Preflight Inspection:

NOTE: If any items are missing on preflight inspection, refer to Configuration Deviation List
(CDL) - Appendix B.

1. Wheel Well Doors ........................................................................................................... OPEN

WARNING: WITH THE LANDING GEAR DOOR CONTROL VALVE SAFETY PINS
REMOVED, ANY MANUAL OR AUTOMATIC ACTIVATION OF THE
AUX PUMP MAY CAUSE THE WHEEL WELL DOORS TO
IMMEDIATELY CLOSE. ACTIVATION OF THE COMBINED
HYDRAULIC SYSTEM OR UTILITY PUMP WILL CAUSE THE WHEEL
WELL DOORS TO IMMEDIATELY CLOSE.
WARNING: DO NOT REMOVE NLG DOORS CONTROL VALVE PIN FROM INSIDE
NOSE WHEEL WELL.
CAUTION: THE DOOR CONTROL VALVE HANDLE SHOULD NOT BE ALLOWED TO
SNAP BACK UNDER SPRING PRESSURE. THIS WILL EVENTUALLY
AFFECT NORMAL FUNCTIONING OF THE VALVE.
2. Oxygen Quantity .............................................................................................................CHECKED/DOOR SECURE
(1800 PSI/1500 PSI min at 70°F (21°C) OAT)
3. Forward External Batt Switch/Access Door ..........................................................................................OFF/SECURE
(Airplanes SN 1156 and subs.)
4. Pitot Covers ...............................................................................................................REMOVE
5. Radome......................................................................................................................... CHECK

FAA APPROVED REVISION 44

2-2 13 May 2008
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

6. Hydraulic Lines ............................................................................................................ CHECK

7. Nosegear Uplock ............................................................................................................. OPEN

CAUTION: IF ANY LANDING GEAR UPLOCK IS NOT OPEN, THAT LANDING GEAR
WILL NOT LOCK AFTER RETRACTION.

8. Brake Accumulator....................................................................... CHECK (1200 PSI Preload)

9. Emergency Air Bottle...............................................CHECK (3000 PSI at 70°F (21°C) OAT)

10. Nosegear Ground Lock .............................................................................................REMOVE

11. Door Control Valve .......................FLIGHT POSITION/PIN REMOVED/COVER SECURE

WARNING: WITH THE LANDING GEAR DOOR CONTROL VALVE SAFETY PINS
REMOVED, ANY MANUAL OR AUTOMATIC ACTIVATION OF THE
AUX PUMP MAY CAUSE THE WHEEL WELL DOORS TO
IMMEDIATELY CLOSE. ACTIVATION OF THE COMBINED
HYDRAULIC SYSTEM OR UTILITY PUMP WILL CAUSE THE WHEEL
WELL DOORS TO IMMEDIATELY CLOSE.

WARNING: DO NOT REMOVE NLG DOOR CONTROL VALVE PIN FROM INSIDE
NOSE WHEEL WELL.

CAUTION: THE DOOR CONTROL VALVE HANDLE SHOULD NOT BE ALLOWED TO

SNAP BACK UNDER SPRING PRESSURE. THIS WILL EVENTUALLY
AFFECT NORMAL FUNCTIONING OF THE VALVE.

12. Nose Landing Gear (NLG) Wheel Well Area.............................................................. CHECK

Inspect all cannon plugs for condition and security.

13. Cannon Plugs Inside NLG Wheel Well........................................................................ CHECK

Inspect all cannon plugs for condition and security.

14. Nosewheel Strut/Fairing/Electrical Wires.................................................................... CHECK

15. Torquelink ...............................................................................................PINNED/SAFETIED

16. Taxi Lights/Tires .......................................................................................................... CHECK

17. TAT Probe ................................................................................... COVER REMOVE/CHECK

FAA APPROVED 2-3

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

18. Right Angle of Attack Probe .....................................................COVER REMOVED/CHECK

Check the probe cover is removed and check probe for damage. Verify that sensing ports are
oriented in the direction of flight.
19. Outflow Valve/Safety Valve/Static Ports..................................................................... CLEAR
20. External DC Power Door..............................................................................CHECK/SECURE
21. Right Static Ports.................................COVER REMOVE/CHECK – RVSM NO DAMAGE
22. Antennas ....................................................................................................................... CHECK
23. Right Ice Inspection/Emergency Lights ....................................................................... CHECK
24. Right Landing Light ..................................................................................................... CHECK
25. Window Emergency Releases/Windows.................................................................... SECURE
26. Right Engine Inlet/Cooling Inlets................................................ COVER REMOVE/CHECK
27. Right Wing Vent........................................................................................................... CLEAR
28. Pressure Fuel Panel ......................................................................................CHECK/SECURE
29. Wing Anti-Icing Vent................................................................................................... CLEAR
30. Right Sump Drains ................................................................ CHECK/NOT LEAKING FUEL
31. Anti-Collision Light ..................................................................................................... CHECK
32. Right Pressure Fueling Static Port................................................................................ CLEAR
33. Right Wing Leading Edge ............................................................................................ CHECK
34. Right Fuel Tank Vent/Plenum Drain and VG’s (installed by ASC 461) ..................... CHECK
35. Right Nav Light/Wing Tip ........................................................................................... CHECK
36. Right Winglet .............................................................................................................. CHECK
37. Right Static Wicks........................................................................................................ CHECK
38. Right Aileron/Flaps/Spoilers/Bungee .......................................................................... CHECK
Check surfaces for damage, security of attach points, condition of all actuators, aileron
bungee free play, plumbing, and cables forward of the flap. Check condition of flap rollers.
NOTE: To determine if the bungee is normal, move the aileron manually with one hand and,
while holding the bungee with the other hand, observe if there is any free play in the
bungee between the outer cylinder and the inner cartridge. A normally-operating
bungee will not exhibit any free play when the aileron is moved. Attached to the
bungee is what is referred to as a “slop link” (at the inboard connector to the aileron
actuator) which does have free play per design. Do not confuse that with free play in
the bungee.

2-4 FAA APPROVED

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES
39. Right Main Gear Strut/Fairing ..................................................................................... CHECK
40. Right Main Gear Tires/Brakes ..................................................................................... CHECK
41. Right Tire Flange Retaining Rings (Inboard/Outboard) .............................................. CHECK
42. Right Main Gear Ground Lock .................................................................................REMOVE
43. Right Main Gear Uplock ................................................................................................. OPEN
CAUTION: IF ANY LANDING GEAR UPLOCK IS NOT OPEN, THAT LANDING GEAR
WILL NOT LOCK AFTER RETRACTION.
44. Right Main Wheel Well Area....................................................................................... CHECK
45. Cannon Plugs Inside MLG Wheel Well....................................................................... CHECK
Inspect all cannon plugs for condition and security.
46. Main Fuel Shutoff Valve Position....................................................................VERIFY OPEN
Verify the main fuel shutoff valve is open by physically checking that the red valve position
indicator is at the “open” mechanical limit (approximately the seven o’clock position).
47. Fuel Boost Pumps.................................................................................... CHECK/NO LEAKS
Inspect the boost pumps for security and tightness of all accessible line fittings. Ensure no
fuel leakage is present.
48. Right Main Door Control Valve...................................FLIGHT POSITION/PIN REMOVED
WARNING: WITH THE LANDING GEAR DOOR CONTROL VALVE SAFETY PINS
REMOVED, ANY MANUAL OR AUTOMATIC ACTIVATION OF THE
AUX PUMP MAY CAUSE THE WHEEL WELL DOORS TO
IMMEDIATELY CLOSE. ACTIVATION OF THE COMBINED
HYDRAULIC SYSTEM OR UTILITY PUMP WILL CAUSE THE WHEEL
WELL DOORS TO IMMEDIATELY CLOSE.
CAUTION: THE DOOR CONTROL VALVE HANDLE SHOULD NOT BE ALLOWED TO
SNAP BACK UNDER SPRING PRESSURE. THIS WILL EVENTUALLY
AFFECT NORMAL FUNCTIONING OF THE VALVE.
49. Service Door............................................................................................................... SECURE
50. APU Exhaust ................................................................................................................ CLEAR
51. Right Engine Fire Extinguisher.................................................................................... CHECK
52. Right Pre-Cooler Exhaust............................................................................................. CLEAR
53. Right Heat Exchanger Exhaust..................................................................................... CLEAR
54. Right Engine Cowl/Vents.............................................................................CHECK/SECURE
55. Right Thrust Reverser ...........................................................CHECK/PROPERLY STOWED
NOTE: If the lower thrust reverser door leading edge is sagged out of normal contour, report
for maintenance action before next flight.

FAA APPROVED 2-5

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

56. Elevator/Rudder/Static Wicks ...................................................................................... CHECK

57. Tail Cone Navigation Light/Static Wick...................................................................... CHECK
58. Horizontal Stabilizer Position ...................................................................................... CHECK
59. Aft Compartment
a. AUX Power Relay Box Circuit Breakers............................................................... CHECK
b. Aft Emergency Battery Circuit Breakers ............................................................... CHECK
c. Converter Failed Fan Indicators ............................................................................. CHECK
d. APU Fault Indication Box ...................................................................................... CHECK
e. Hydraulic Filter Bypass Indicators (8) ................................................................... CHECK
f. Thrust Reverser Safety Pins .............................................................. CHECK/REMOVED

60. APU Fire Extinguisher ................................................................................................. CHECK

61. Aft Compartment Ladder/Door .................................................................................. SECURE
62. External AC Power Door..............................................................................CHECK/SECURE
63. Hydraulic Accumulator Pressures ..............................................................CHECK (1000 PSI)
64. Hydraulic Quantities.................................................................CHECK (DC Power Required)
65. Hydraulic Service Door.............................................................................................. SECURE
66. External Air Door .........................................................................................CHECK/SECURE
67. Left Heat Exchanger Exhaust....................................................................................... CLEAR
68. Aft External Batt Switch/Access Door ..............................................................OFF/SECURE
69. Battery Compartment ...................................................................................CHECK/SECURE
70. Left Engine Fire Extinguisher ...................................................................................... CHECK
71. Left Pre-Cooler Exhaust............................................................................................... CLEAR
72. Left Engine Cowl/Vents...............................................................................CHECK/SECURE
73. Left Thrust Reverser..............................................................CHECK/PROPERLY STOWED
NOTE: If the lower thrust reverser door leading edge is sagged out of normal contour, report
for maintenance action before next flight.
74. Baggage Door............................................................................................................. SECURE

2-6 FAA APPROVED

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES
75. Service Door............................................................................................................... SECURE
76. Left Main Wheel Well Area ......................................................................................... CHECK
77. Cannon Plugs Inside MLG Wheel Well....................................................................... CHECK
Inspect all cannon plugs for condition and security.
78. Main Fuel Shutoff Valve Position....................................................................VERIFY OPEN
Verify the main fuel shutoff valve is open by physically checking that the red valve position
indicator is at the “open” mechanical limit (approximately the seven o’clock position).
79. Fuel Boost Pumps.................................................................................... CHECK/NO LEAKS
Inspect the boost pumps for security and tightness of all accessible line fittings. Ensure no
fuel leakage is present.
80. Left Main Gear Uplock ................................................................................................... OPEN
CAUTION: IF ANY LANDING GEAR UPLOCK IS NOT OPEN, THAT LANDING GEAR
WILL NOT LOCK AFTER RETRACTION.
81. Left Main Gear Ground Lock....................................................................................REMOVE
82. Left Main Gear Strut/Fairing........................................................................................ CHECK
83. Left Main Gear Tires/Brakes........................................................................................ CHECK
84. Left Tire Flange Retaining Rings (Inboard/Outboard)................................................. CHECK
85. Left Main Door Control Valve .....................................FLIGHT POSITION/PIN REMOVED
WARNING: WITH THE LANDING GEAR DOOR CONTROL VALVE SAFETY PINS
REMOVED, ANY MANUAL OR AUTOMATIC ACTIVATION OF THE
AUX PUMP MAY CAUSE THE WHEEL WELL DOORS TO
IMMEDIATELY CLOSE. ACTIVATION OF THE COMBINED
HYDRAULIC SYSTEM OR UTILITY PUMP WILL CAUSE THE WHEEL
WELL DOORS TO IMMEDIATELY CLOSE.
CAUTION: THE DOOR CONTROL VALVE HANDLE SHOULD NOT BE ALLOWED TO
SNAP BACK UNDER SPRING PRESSURE. THIS WILL EVENTUALLY
AFFECT NORMAL FUNCTIONING OF THE VALVE.
86. Left Flaps/Spoilers/Aileron/Bungee............................................................................. CHECK
Check surfaces for damage, security of attach points, condition of all actuators, aileron
bungee free play, plumbing, and cables forward of the flap. Check condition of flap rollers.
NOTE: To determine if the bungee is normal, move the aileron manually with one hand and,
while holding the bungee with the other hand, observe if there is any free play in the
bungee between the outer cylinder and the inner cartridge. A normally-operating
bungee will not exhibit any free play when the aileron is moved. Attached to the
bungee is what is referred to as a “slop link” (at the inboard connector to the aileron
actuator) which does have free play per design. Do not confuse that with free play in
the bungee.

FAA APPROVED 2-7

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

87. Left Static Wicks .......................................................................................................... CHECK

88. Left Winglet.................................................................................................................. CHECK

89. Left Navigation Light/Wing Tip .................................................................................. CHECK

90. Left Fuel Tank Vent/Plenum Drain and VG’s (installed by ASC 461) ....................... CHECK

91. Left Wing Leading Edge .............................................................................................. CHECK

92. Left Pressure Fueling Static Port.................................................................................. CLEAR

93. Left Wing Vent............................................................................................................. CLEAR

94. Left Sump Drains .................................................................. CHECK/NOT LEAKING FUEL

95. Window Emergency Releases/Windows.................................................................... SECURE

96. Left Engine Inlet/Cooling Inlets.................................................. COVER REMOVE/CHECK

97. Left Landing Light ....................................................................................................... CHECK

98. Left Ice Inspection/Emergency Lights ......................................................................... CHECK

99. Left Static Ports ................................ COVER REMOVED/CHECK – RVSM NO DAMAGE

100. Air Stair Door/Seal....................................................................................................... CHECK

101. Standby Pitot Probe ..................................................................... COVER REMOVE/CHECK

102. Left Angle of Attack Probe .......................................................COVER REMOVED/CHECK

Check that probe cover is removed and check probe for damage. Verify that sensing ports
are oriented in the direction of flight.

103. Door Pins/Gear Pins/Pitot Covers ............................................................................. STOWED

104. Landing Gear Doors ................................................................................................... CLOSED

WARNING: IF ACCESS INSIDE THE LANDING GEAR WHEEL WELL(S) IS

REQUIRED, THE LANDING GEAR DOOR CONTROL VALVE SAFETY
PIN(S) FOR THAT WHEEL WELL MUST BE INSTALLED PRIOR TO
ENTRY. THE SAFETY PINS MUST BE LEFT INSTALLED AT ALL
TIMES AND REMOVED ONLY AFTER ALL PERSONNEL ARE CLEAR
OF THE WHEEL WELL AREA.

2-8 FAA APPROVED

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-01-30: Interior Preflight Inspection:

1. Baggage Compartment Door........................................................................CHECK/SECURE

2. Baggage Door Seal Control Valve Selector .....................................................NORMAL OPS

For airplanes SN 1156 and subs. and airplanes SN 1000 thru 1155 with ASC 157.

3. Windows..................................................................................................................... SECURE

4. Fuel Tank Caps........................................................................................................... SECURE

5. SPZ-8000/8400 Shutoff Switch (RH Radio Rack)............................................................. OFF

For airplanes SN 1156 and subs. and airplanes SN 1000 thru 1155 with ASC 92.

6. Wing Vortex Generators............................................................................................... CHECK

7. Cabin Area.................................................................................................................. SECURE

8. System Monitor/Test Panel .......................................................................................... CHECK

9. Passenger Briefing.................................................................................................. CONDUCT

A. Interior Doors Open for Takeoff and Landing

B. Use of Seat Belts/Shoulder Harness
C. Seat Table Position for Taxi, Takeoff, Landing and Turbulence Encounters
D. Location and Operation of Normal and Emergency Exits
E. Location and Operation of Survival Equipment
F. Use of Oxygen and PELS Smoke Hoods (if installed)
G. Smoking Policy
H. Storage of Loose Articles
I. Use of Portable Electronic Devices
J. Time Enroute and Any Known Delays
K. Enroute and Destination Weather

FAA APPROVED 2-9

23 January 2004
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-02-00: APU GROUND OPERATION

2-02-10: APU Start:

1. HP Fuel Cocks................................................................................................................. SHUT
2. Circuit Breakers............................................................................................................ CHECK
3. Standby Attitude Indicator ...........................................................................................CAGED
4. EPMP Bus Switches (6) ................................................................................................. AUTO
5. Battery 1 and 2 Switches ............................................................................ON (22V DC MIN)
6. Exterior Lights................................................................................................. AS REQUIRED
7. Electric Master Auxiliary Power........................................................................................ OFF
8. APU Fire Warning........................................................................................................ CHECK
9. APU Air.............................................................................................................................. OFF
10. APU Master Switch..............................................................................................................ON
11. APU Oil Pressure Low Light ......................................................................... ON (10 seconds)
For airplanes SN 1156 and subs. check the following on first start of the day:
a. APU Overspeed Test Switch ....................................................................................PRESS
b. Verify APU RPM indicator in overhead panel shows a momentary increase and the
overspeed LED momentarily illuminates. Verify APU oil pressure Light extinguishes.
NOTE: The overspeed LED will not illuminate and RPM will not momentarily increase in
airplanes with ASC 465 or SN 1310 and subs.
c. APU Oil Pressure Low Light ....................................................................................... OFF
d. APU Master Switch...................................................................................................... OFF
e. APU Master Switch........................................................................................................ON
f. APU Oil Pressure Low Light ...................................................................ON (10 Seconds)
NOTE: For airplanes with ASC 465, the APU Electronic Control Unit (ECU) performs a
12 second Built-In-Test (BIT) after the APU Low Oil Pressure light illuminates.
Expect a delay in starter activation if the APU Start switch is activated during the
APU ECU BIT.

2-10 FAA APPROVED

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

12. Left Main Fuel Boost Pump ....................................................................ON/MESSAGE OUT

13. APU Start Switch ...........................................................................................................PRESS
14. APU Start Light...................................................................................... OUT (BEFORE 60%)
15. APU Oil Pressure Low Light ............................................................ OUT (Before 95% RPM)
16. RPM..........................................................................................................................100% +3%
17. EGT ................................................................................................. 988°C Maximum (0-60%)
821°C to 732°C (60% to 100% during start (linear decrease)
732°C Maximum (Running)
For airplanes with ASC 465 (36-150[G] APU):

EGT ................................................................................................. 973°C Maximum (0-50%)

973°C to 732°C (51% to 87% during start (linear decrease)
732°C (87% to 100%)
732°C Maximum (Running)
CAUTION: IF APU FAILS TO COME UP TO SPEED OR START SWITCH LIGHT
REMAINS ILLUMINATED, DEPRESS OVERSPEED TEST SWITCH. IF APU
START SWITCH LIGHT STILL REMAINS ILLUMINATED, PLACE APU
MASTER SWITCH AND BATTERY SWITCHES 1 AND 2 OFF.
NOTE: For airplanes with ASC 465 (36-150[G] APU), it is acceptable for the APU EGT
synoptic indication to go into the amber or red range during start. The synoptic only
reflects running limitations.
2-02-20: APU Operation:
1. Electric Master Auxiliary Power........................................................................... ON/CHECK
2. Battery Charger FAIL Lights ............................................................................................ OUT
3. Battery Amps........................................................................................................ CHARGING
NOTE: If no charge is indicated on battery immediately after start, battery charger failure may
be indicated.
4. L/R ECS Pack Switches .......................................................................................................ON
5. APU Air............................................................................................ ON/CHECK PRESSURE
NOTE: Wait two (2) minutes for EGT to stabilize before selecting APU air ON. After six (6)
seconds, verify Isolation Valve is Open. Maximum APU EGT with air ON is 680°C.

FAA APPROVED 2-11

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES
2-02-30: APU Shutdown:
1. Electric Master Auxiliary Power........................................................................................ OFF
2. APU Overspeed Test Button ................................................................. PRESS (Momentarily)
Note Overspeed Indication
3. APU Air.............................................................................................................................. OFF
NOTE: APU Air Switch position should not be changed just prior to shutdown. After
shutdown, wait until RPM indicates less than 95% before changing APU Air Switch
position.
4. APU Master Switch.........................................................................OFF (RPM less than 10%)
NOTE: Airplanes with ASC 465 (36-150[G] APU) will not initiate an amber “APU MASTER
WARN” if the APU Master switch is inadvertently left ON after shutdown.
CAUTION: FOR AIRPLANES WITHOUT ASC 465 (36-150[G] APU), CYCLING THE APU
MASTER SWITCH DURING SHUTDOWN WHILE RPM REMAINS ABOVE
10 PERCENT WILL CAUSE PREMATURE ECU RESET AND LOW ENERGY
RESTART RESULTING IN HIGH EGT INDICATION AND TORCHING
FROM APU TAILPIPE.
5. Fuel Boost Pumps.......................................................................................... OFF/As Required
2-02-40: APU Starting Using External DC Power:
CAUTION: ENSURE AC EXTERNAL POWER IS DISCONNECTED.
1. Battery 1 and 2 Switches .................................................................................................... OFF
2. TRU Circuit Breaker (UNDER "AC RIGHT" ON PDB) ................................................PULL
3. DC External Power..................................................................................................CONNECT
4. Electric Master Auxiliary Power..........................................................................................ON
5. Battery Voltage...................................................................................CHECK (Above 4 volts)
CAUTION: FOR AIRPLANES WITHOUT ASC 54, THE BATTERIES MUST BE DEEP-
CYCLED PRIOR TO FLIGHT IF BATTERY VOLTAGE IS BELOW 4 VOLTS.
IF BATTERY VOLTAGE IS BETWEEN 4 AND 20 VOLTS PRIOR TO APU
START, BATTERIES MUST BE DEEP-CYCLED AT NEXT AVAILABLE
MAINTENANCE FACILITY.
CAUTION: FOR AIRPLANES WITH ASC 54 AND BATTERY VOLTAGE BELOW 4
VOLTS, THE BATTERIES MUST BE DEEP-CYCLED AT NEXT AVAILABLE
MAINTENANCE FACILITY AFTER USE OF THIS PROCEDURE.
6. External DC ON Indicator Light ........................................................................................... ON

2-12 FAA APPROVED

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

7. Battery Charger Circuit Breakers 1 and 2 .................................................................. CLOSED

8. HP Fuel Cocks................................................................................................................. SHUT
9. APU Fire Warning........................................................................................................ CHECK
10. APU Air.............................................................................................................................. OFF
11. APU Master Switch..............................................................................................................ON
12. APU Oil Pressure Low Light ....................................................................... ON (ten (10) sec.)
13. Left Main Fuel Boost Pump .................................................................................................ON
14. APU Start Button................................................................................... PRESS (Momentarily)
15. APU Oil Pressure Low Light ............................................................ OUT (Before 95% RPM)
16. RPM..........................................................................................................................100% ±3%
17. EGT ................................................................................................ 988° C Maximum (0-60%)
821° C to 732° C (60% to 100% during start (linear decrease)
732° C Maximum (Running)
For airplanes with ASC 465 (36-150[G] APU):
EGT ................................................................................................. 973°C Maximum (0-50%)
973°C to 732°C (51% to 87% during start (linear decrease)
732°C (87% to 100%)
732°C Maximum (Running)
CAUTION: IF APU FAILS TO COME UP TO SPEED OR START SWITCH LIGHT
REMAINS ILLUMINATED, DEPRESS OVERSPEED TEST SWITCH. IF APU
START SWITCH LIGHT STILL REMAINS ILLUMINATED, PLACE APU
MASTER SWITCH AND BATTERY SWITCHES 1 AND 2 OFF.
18. Battery 1 and 2 Switches ......................................................................................................ON
When battery voltage is above 17 volts:
19. TRU Circuit Breaker (UNDER "AC RIGHT" ON PDB) .............................................CLOSE
20. Battery Volts/Ammeters..........................................................................................MONITOR
CAUTION: DELAY TAKEOFF UNTIL BATTERY CHARGERS COMPLETE CHARGE
CYCLES.
NOTE: For airplanes with ASC 54 - If charge current is not indicated for Battery 1 or 2, turn
appropriate battery switch OFF and momentarily turn the battery override switch on.
NOTE: An undamaged, discharged battery will completely recharge within approximately
seventy-five (75) minutes.

FAA APPROVED 2-13

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

21. Appropriate Battery Switch..................................................................................................ON

22. Battery Volts/Ammeter ...........................................................................................MONITOR

23. APU AIR ......................................................................................................... AS REQUIRED

24. DC External Power........................................................................................... DISCONNECT

2-03-00: ENGINE STARTING PROCEDURES

2-03-10: Before Starting Engines:
1. Preflight Checklists .............................................................................................. COMPLETE
2. Circuit Breakers............................................................................................................ CHECK
3. EPMP Bus Switches (6) ................................................................................................. AUTO
4. EPMP L/R Pwr Switches.................................................................................................... OFF
5. Battery 1 and 2 Switches ......................................................................................................ON
6. Essential AC/DC Bus Volts ........................................ CHECK 115VAC/400HZ/22 - 27VDC
7. Standby Electrical Power .................................................................................................. OFF
8. HP Fuel Cocks................................................................................................................. SHUT
9. Electrical AUX Power/Air ...................... ON (See APU GROUND OPERATION Checklist)
10. EMERGENCY POWER .................................................................................................... OFF
11. Display Switches (3) ............................................................................................................ON
12. CABIN/GALLEY/RADIO MASTER Switches ..................................................................ON
13. Display Controllers (2).........................................................................................................ON
For airplanes SN 1156 and subs. and airplanes SN 1000 thru 1155 with ASC 92.
14. IRS's...................................................................................................................................NAV
15. FMS's.....................................................................................................................INITIALIZE
16. Display Switching/Symbol Generator Control......................................................... NORMAL
NOTE: Check First Flight of Month.
17. Engine Bleed Air/Temp Control .............................................................OFF/AS REQUIRED
NOTE: Selecting engine bleed air switches OFF will help extend life of the bleed air valves by
de-energizing the solenoids.

2-14 FAA APPROVED

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

18. Pressurization Control ..........................................................................................CHECK/SET

19. Outflow Valve ................................................................................................................. OPEN

20. Anti-Ice Switches (4).......................................................................................................... OFF

21. Fuel System .................................................................................................................. CHECK

22. Remote Fuel Shutoffs (2) ................................................................................................ OPEN

23. Engine Synchronizer. ......................................................................................................... OFF

24. Engine Temperature Controls (SN 1000 thru 1319) ............................................................ON

NOTE: Airplanes SN 1320 and subsequent and SN 1000 thru 1319 with ASC 394 have the
Engine Temperature Controls removed.

25. EVM ................................................................................................................................. TEST

NOTE: Test is valid only when engines are shut down.

26. Engine Start Switches......................................................................................................... OFF

27. Exterior Lights................................................................................................. AS REQUIRED

28. Engine Fire/Fault Test .......................................................................................... COMPLETE

29. Windshield Wipers ............................................................................................................. OFF

30. Anti-Ice Heater Switches................................................................................. AS REQUIRED

31. Utility Pump ................................................................................................................ ARMED

32. Auxiliary Hydraulic Pump/Brake System...............................................................CHECKED

FAA APPROVED 2-15

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

Side Panels

33. Radar Controls................................................................................................. AS REQUIRED

34. ICS Panels ....................................................................................................... AS REQUIRED

35. Oxygen Systems .................................................................................................... ON/CHECK

36. Oxygen Masks.................................................................................................................. TEST

37. Cockpit Lights ................................................................................................. AS REQUIRED

38. Warning Lights............................................................................................................. CHECK

39. RH Radio Rack Fan........................................................................................................ AUTO

40. Inertial System Display Unit (ISDU) ........................................................................... CHECK

41. Tone Generator................................................................................................................. TEST

NOTE: For SPZ 8400 equipped airplanes, the Tone Generator test is performed using the pilot's
Display Controller TEST menu. Selecting TONE results in the test tone, a Klaxon
(high-low - high-low) gear unsafe tone. While in the test mode, the pilot can adjust
tone generator volume. The test is completed by selecting the RETURN prompt to
return to the TEST main menu.

42. Landing Gear Emergency Reset........................................................................ IN/SAFETIED

43. Emergency Gear Handle ................................................................................... IN/SAFETIED

44. Cockpit Voice Recorder ............................................................................................... CHECK

45. Flight Data Recorder .......................................................................................................... SET

2-16 FAA APPROVED

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

46. Non Essential Static Control (if installed)......................................................... ON/NORMAL

47. Emergency Flap Handle ..........................................................................................NEUTRAL

48. Emergency Flap Switch........................................................................NORMAL/GUARDED

49. Smoke Detector ................................................................................................................ TEST

For airplanes SN 1000 thru 1155 with ASC 157 and/or airplanes SN 1000 and subs with
ASC 268.

50. RH R/R Fan Indicator..................................................................................................... AUTO

For airplanes SN 1156 and subs.

Instrument Panels

51. Clocks........................................................................................................................... CHECK

52. Display Controllers....................................................................................................... CHECK

53. EFIS.................................................................................................................................. TEST

54. EICAS .............................................................................................................................. TEST

55. IRS's........................................................................................................................ NAV/TEST

56. ELWS Loadmeter (if installed) ...............................................................................TEST/OFF

57. Standby Engine Instruments........................................................................................... AUTO

NOTE: Check static indications with EICAS indications on first flight of day.

58. Altimeters (s).....................................................................................SET/CROSS CHECKED

NOTE: In order to conduct operations in RVSM airspace, the pilot and copilot altimeters must
agree within seventy-five (75) feet of known field elevation and must also agree within
seventy-five (75) feet of each other.

FAA APPROVED 2-17

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

59. Flight Guidance Panel .................................................................................................. CHECK

60. Thrust Reverser Lights ................................................................................................. CHECK

a) REV ARM ......................................................................................................................ON

b) REV Unlock/Deploy ................................................................................................... OUT

NOTE: If either or both Unlock or Deploy lights are ON, maintenance is required before flight.

61. Standby Attitude Indicator ..................................................................................... UNCAGED

62. Standby Warning Lights Panel (SPZ 8000 only) ................................................AS DESIRED

63. Fuel Quantity (Normal and Standby) ............................................................................... TEST

64. DBDI's .............................................................................................................................. TEST

NOTE: DBDI will return to standby after TEST, unless the corresponding IRS is in NAV.

65. Cabin Pressurization Controller ......................................................................................... SET

66. Flap Indicator ............................................................................................................... CHECK

67. Handle ........................................................................................................................... DOWN

2-18 FAA APPROVED

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

Center Pedestal

68. Fire Handles .......................................................................................................................... IN

69. Power Levers.................................................................................................................... IDLE

70. Gust Lock ........................................................................................................ AS REQUIRED

71. Ground Spoiler Flap Override Switch................................................................................ OFF

72. Speed Brake Handle ................................................................................................ RETRACT

73. Elevator Trim .................CHECK/SET (See Table for Recommended Elevator Trim Setting)

74. Stall Barrier Switch ..............................................................................................................ON

75. Anti-Skid Switch ..................................................................................................................ON

76. Ground Spoiler Switch ....................................................................................................... OFF

77. T/REV EMER STOW Switch ............................................................................................ OFF

78. Nutcracker Test Switch .................................................................................. GUARD DOWN

CAUTION: DO NOT DEPRESS NUTCRACKER TEST SWITCH WHILE THE AIRPLANE

IS ON THE GROUND. DEPRESSING THE SWITCH SIMULATES THE IN-
FLIGHT CONDITION WHICH AFFECTS AIRPLANE SYSTEMS INCLUDING
MOMENTARY UNLOCKING OF THE LANDING GEAR HANDLE DOWN
LOCK SOLENOID.

79. Parking Brake .......................................................................................................................ON

80. Brake Accumulator Pressure .......................................................................................3000 PSI

81. Flight Power Shutoff Handle......................................................................................... DOWN

82. Radios................................................................................................................................. SET

FAA APPROVED 2-19

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

83. TCAS/TCAS MODE/SET UP .............................................................TEST/TA-RA/ABOVE

84. E/GPWS ........................................................................................................................... TEST

85. BTMS/Selector Switch............................................................................................ TEST/ALL

NOTE: For SPZ-8000 equipped airplanes SN 1156 and subs and SN 1000 through 1155 with
ASC 167. For SPZ-8400 equipped airplanes, BTMS is incorporated in the BRAKES
System page. No test required or selection available.

86. Rudder and Aileron Trim ............................................................................................. CHECK

87. EPR/V Speeds/AOA/Radio Altimeter................................................................................ SET

NOTE: The AOA indexer on the center post will operate only if an AOA value is set (boxed)
on the Display Controller.

2-20 FAA APPROVED

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

Figure 2-1: Table of Recommended Elevator Trim Tab Setting

FUEL
LOADING ELEVATOR TRIM TAB POSITION UNITS
POUNDS
29,000 11 10 9 8 7 6 5 4 3 2
28,000 11 10 9 8 7 6 5 4 3 2
27,000 11 10 9 8 7 7 6 5 4 3
26,000 12 11 10 9 8 7 6 5 4 3
25,000 12 11 10 9 8 7 6 5 4 3
24,000 12 11 10 9 8 7 6 5 4 3
23,000 12 11 10 9 8 7 6 5 4 3
22,000 12 11 10 9 8 7 6 5 4 3
21,000 12 11 10 9 8 7 6 5 4 3
20,000 12 11 10 9 8 7 6 5 4 3
19,000 12 11 10 9 8 7 6 5 4 3
18,000 12 11 10 9 8 7 6 5 4 3
17,000 12 11 10 9 8 7 6 5 3 3
16,000 12 11 10 9 8 7 6 4 3 2
15,000 12 11 10 9 8 6 5 4 3 2
14,000 12 11 10 8 7 6 5 4 3 1
13,000 12 10 9 8 7 6 5 4 2 1
12,000 11 10 9 8 7 5 4 3 2 1
11,000 11 10 9 7 6 5 4 3 1 0
10,000 11 9 8 7 6 5 3 2 1 -1
9,000 10 9 8 6 5 4 3 1 0 -2
8,000 10 8 7 6 5 3 2 1 -1 -3
7,000 9 8 7 5 4 3 1 0 -2 -4
6,000 9 7 6 5 3 2 0 -1 -2 -5
5,000 8 6 5 4 3 1 0 -2 -3 -5
4,000 7 6 5 3 2 0 -1 -3 -4 -6
3,000 7 5 4 2 1 -1 -2 -4 -5 -7
2,000 6 4 3 1 0 -2 -3 -5 -6 -8
1,000 5 3 2 0 -1 -3 -4 -6 -7 -8
36 37 38 39 40 41 42 43 44 45
ZERO FUEL CENTER OF GRAVITY - % MAC

NOTE: A minus sign (-) indicates nose down trim.

FAA APPROVED 2-21

31 May 2000
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-03-20: Before Engine Start – Thruflight:

1. Circuit Breakers .......................................................................................................... CHECK
2. Essential AC/DC Bus Volts ....................................CHECK 115 VAC/400 HZ/22 – 27 VDC
3. HP Fuel Cocks ............................................................................................................... SHUT
4. Electrical Power/Air ...........................................................................................................ON
5. EMERGENCY POWER................................................................................................... OFF
6. Display Switches (3) ...........................................................................................................ON
7. IRSs..................................................................................................................................NAV
8. FMSs ....................................................................................................................INITIALIZE
9. Engine Bleed Air/Temp Control............................................................OFF/AS REQUIRED
NOTE: Selecting engine bleed air switches OFF will help extend life of the bleed air valves by
de-energizing the solenoids.
10. Pressurization Control.........................................................................................CHECK/SET
11. Outflow Valve................................................................................................................ OPEN
12. Engine Synchronizer......................................................................................................... OFF
13. Exterior Lights ............................................................................................... AS REQUIRED
14. Utility Pump............................................................................................................... ARMED
15. AUX Pump/Brake System .....................................................................................CHECKED
16. Radar Controls ............................................................................................... AS REQUIRED
17. Clocks ......................................................................................................................... CHECK
18. Cabin Pressurization Controller........................................................................................ SET
19. Power Levers .................................................................................................................. IDLE
20. Elevator Trim ......................................................................................................CHECK/SET
21. Parking Brake .....................................................................................................................ON
22. Brake Accumulator Pressure .....................................................................................3000 PSI
23. EPR/V Speed/AOA/Radio Altimeter................................................................................ SET

2-22 FAA APPROVED

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-03-30: Starting Engines:

1. Start Page................................................................................................................SELECTED
NOTE: See cold start procedure when oil temperature is minus 10°C or less.
2. HP Fuel Cocks................................................................................................................. SHUT
3. Power Levers .................................................................................................................... IDLE
4. Gust Lock ........................................................................................................................... OFF
5. Beacon Switch ......................................................................................................................ON
6. APU Air/External Air...................................................... ON/PRESSURE 25 PSI MINIMUM

NOTE: Normal air pressure from APU can vary between 25 to 50 psi. During starting cycle,
APU air pressure drops, but should not fall below approximately 20 psi.
7. Fuel Boost Pumps (One Each Side) ........................................................ON/MESSAGE OUT
8. Electrical Power ......................................................................................CHECK (35% MAX)

NOTE: If using APU, limit APU alternator load (AC AUX PWR) to 35% during Main Engine
Starts. At high elevation airports and/or in high ambient temperature conditions, limit
AUX AC load to 30%.
9. Engine Start Master ..............................................................................................................ON
10. Engine Start Switch ........................................................................................................PRESS

CAUTION: CONTINUED USE OF THE STARTER IS LIMITED TO THREE (3) CRANK

CYCLES, WITH MAXIMUM OF THIRTY (30) SECONDS PER CYCLE.
DELAY THREE (3) MINUTES BETWEEN START ATTEMPTS. AFTER
THREE (3) CYCLES, DELAY USE OF STARTER FOR AT LEAST FIFTEEN
(15) MINUTES.
11. Start Valve and Ignition .......................................................................................................ON
CAUTION: IF THE SVO INDICATION DOES NOT ILLUMINATE DURING THE START,
DISCONTINUE THE START AND SEEK MAINTENANCE PRIOR
TO DISPATCH. SEE SECTION 3-11-20: START VALVE FAILURE.
NOTE: If IGN mnemonic is not displayed on EICAS, start may be salvaged by selecting AIR
START IGN-ON prior to opening HP Fuel Cock:
12. Positive LP RPM .......................................................................................................... CHECK

FAA APPROVED 2-23

23 January 2004
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES
13. HP Fuel Cock ................................................................................ OPEN (15% HP Minimum)
NOTE: In high tail wind conditions, direction of rotation of LP may initially be reversed and, if
so, the HP fuel cock should not be selected to OPEN until HP is stabilized. This
ensures that LP rotation is positive. Starts with tailwinds of up to 25 knots have been
demonstrated.
NOTE: Ignition should occur within ten (10) seconds after selecting HP Cock to OPEN. HP
RPM should increase to idling speed 40 seconds or less on an International Standard
Atmosphere (ISA) day or 60 seconds or less on a minus 40 degrees day.
14. Start Valve and Ignition ..................................................................................................... OFF
NOTE: Start valve should close by 44.5% HP RPM. For SPZ 8000 equipped airplanes the SVO
mnemonic changes from blue to amber above 42% (for SPZ 8400 equipped airplanes
44.5%) and starts flashing. Check at ground idle HP RPM, and if not closed (SVO still
illuminated); execute START VALVE FAILURE TO CLOSE abnormal checklist.
15. TGT .................................................................................................MONITOR (700°C MAX)
NOTE: During starting, TGT should not exceed 700°C. If there is any evidence of rapid rising
TGT and it is anticipated that 700°C will be exceeded, select HP Cock to SHUT
immediately. If TGT has not exceeded 700°C, second start may be attempted. If, under
normal starting conditions, TGT exceeds 650°C, this will indicate a fault in the engine
or starting systems. TGT may exceed 650°C when ambient conditions cause high
density altitudes.
16. Engine RPM .........................................................................CHECK (46.6% HP MINIMUM)
17. Oil Pressure and Temperature ...................................................................................... CHECK
18. EVM. ............................................................................................................................ CHECK
NOTE: The EVM system is designed to monitor engine vibrations at idle and above. During
start, the EVM system may occasionally display momentary EVM values above the
ALERT level (0.60) which in turn causes EVM digits to an amber display momentarily
on the CAS (for SPZ 8400 equipped airplanes). This normally occurs on the first start
of the day.
19. Single Rudder Limit Message ..............................................................................................ON
(right engine only running)
20. Hydraulic Pressure .......................................................................CHECKED (0/3000/3000/0)
21. Flight Data Recorder Fail Message .....................................................................CHECK OUT
22. Second Engine Start ............................................................................ Repeat Steps 10 thru 18
23. Single Rudder Limit Message ........................................................................................... OUT
24. Hydraulic Pressure .......................................................................CHECKED (3000/3000/0/0)

2-24 FAA APPROVED

17 Mar 2010
 GULFSTREAM AEROSPACE
G-IV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-04-00: BEFORE TAKEOFF PROCEDURES

2-04-10: After Starting Engines:

1. Start Master ........................................................................................................................ OFF

2. Electrical Master Left/Right Power Switches ...................................................................... ON

3. External Electrical Power/Air ......................................................... OFF/CARTS REMOVED

4. Auxiliary Electrical Power/Air/Engine Bleed Air...............................................AS DESIRED

NOTE: Only one source of Bleed Air, either APU or engines should be selected after engines
are started. This is to prevent thermal transients on the APU or possible damage to the
APU when the power levers are moved from idle. With engines as source of bleed air,
ensure ISOL VLV is CLOSED.

5. Battery Ammeters......................................................................................................... CHECK

6. ESS DC Bus Power Source ..........................................AUTO/LEFT MAIN ILLUMINATED

CAUTION: DO NOT DISPATCH WITH ESS DC POWERED BY BATTERIES.

7. Emergency Power........................................................................................................ ARMED

8. Doors ............................................................................................................................. CLOSE

NOTE: Check that the orange dot position indicators on each of the six locking pins is visible.

9. Anti-Ice Heat Switches ......................................................................................................... ON

For airplanes SN 1096 and subs. (5), and airplanes SN 1000 thru 1095 (4)

10. Cowl/Wing Anti-Ice Switches...........................................................CHECK/AS REQUIRED

NOTE: Check or select cowl/wing anti-ice ON using engine bleed air only to prevent excessive
APU EGT.

11. Pressurization Control ............................................................................. AUTO/FLIGHT/SET

12. Fuel Boost Pumps/Crossflow Valve.................................................................... ON/CLOSED

REVISION 49 FAA APPROVED

10 Dec 2012 2-25
 GULFSTREAM AEROSPACE
G-IV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

13. Nose Wheel Steering .......................................................................................................... OFF

14. Ground Spoilers ............................................................................................................ CHECK

NOTE: Check on first flight of the day or following spoiler related maintenance action performed
after the first flight of the day.

15. Stall Barrier ...................................................................................................................... TEST

NOTE: Check first flight of day. If flight time for the day exceeds 8 hours, a second stall barrier
check is required prior to the second flight of the day.

16. Flight Controls/Bungee/Rudder Torque Limiter .......................................................... CHECK

Check flight controls for freedom and correct movement over full range of motion while
observing marshaller.

NOTE: While performing the elevator check pull the yoke aft and then release. The yoke should
slowly fall forward until the elevator surface reaches its stop. A failed bungee has shown
that when the yoke reaches the forward stop, there is a slight hesitation and the yoke
cycles approximately one inch aft then forward. For a normal bungee, there should not
be any hesitation or aft movement after the yoke is released. Any windy conditions may
invalidate the yoke cycling test.

17. Yaw Damper......................................................................................................................... ON

18. Nose Wheel Steering ............................................................................................................ ON

19. Pedal Steering Disconnect Switch ............................................................... ON/LIGHTS OUT

20. Auxiliary Hydraulic Pump .......................................................................................... ARMED

21. Brake Test Switch (BITE)/Anti-Skid Test Switch ..........................PRESS, THEN RELEASE

FAA APPROVED REVISION 54

2-26 12 Aug 2022
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-04-20: Taxi/Before Takeoff:

1. Transponder ..................................................................................................... AS REQUIRED
2. Exterior Lights................................................................................................. AS REQUIRED
NOTE: Limit ground operation of landing lights to five (5) minutes.
3. Cowl/Wing Anti-ice ........................................................................................ AS REQUIRED
NOTE: Select cowl/wing anti-ice ON using engine bleed air only.
4. Brakes ........................................................................................................................... CHECK
5. Slip Indicators/Compasses/Flight Instruments ............................................................. CHECK
NOTE: (1) For SPZ 8400 equipped airplanes, the external slip indicator is removed from the
PFD and replaced by an electronic slip indication just below the roll pointer on
each PFD ADI.
(2) If flight instruments are inoperative, check AOA indicator. If a high angle-of-
attack is indicated, briefly pressing the respective AOA test button will slew the
AOA probe to lower angle-of-attack returning flight instruments to normal
operation.

NOTE: If taxi operations are conducted with engine bleed air as source for ECS pack during
warm weather operations it is recommended that one throttle be advanced above idle
with ISOL VLV OPEN and opposite engine bleed air OFF to provide cooling air flow
to the cabin.

6. Thrust Reverser Operational Check (first flight of the day)................................. COMPLETE

7. Thrust Reverser Lights ...........................................................................CHECK (every flight)

a) REV ARM ......................................................................................................................ON
b) REV Unlock/Deploy ................................................................................................... OUT

NOTE: If either or both Unlock or Deploy lights are ON, maintenance is required before
flight.

8. Fuel Temperature.......................................................................................................... CHECK

9. Crew Briefing/EPR/V Speeds ...................................................................................BRIEFED

10. Trim Settings (3)................................................................................................................. SET

FAA APPROVED 2-27

16 January 2007
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

11. BTMS/OVHT Message (if installed) ..................................................................CHECK/OUT

NOTE: For SPZ 8400 equipped airplanes, BTMS display is incorporated on the BRAKES
System page.

12. Flaps/Stabilizer ................................................................................................ SET TAKEOFF

13. Engine Instruments ....................................................................................................... CHECK

14. Hydraulic Pressure............................................................................ CHECK (3000-3000-0-0)

15. APU .....................................................................................................................AS DESIRED

16. Flight Guidance Panel ........................................................................................................ SET

17. Warn Inhibit..........................................................................................................................ON

2-28 FAA APPROVED

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-04-30: Line Up:

CAUTION: DO NOT ATTEMPT TAKEOFF WITH THE PARKING BRAKE ON
(PARKING BRAKE HANDLE NOT FULLY STOWED). TAKEOFF WITH
PARKING BRAKE PRESSURE APPLIED COULD RESULT IN TIRE
FAILURE AND OR OVERHEATED BRAKES.
1. Parking Brake ..................................................................OFF (HANDLE FULLY STOWED)
NOTE: In addition to the parking brake handle position, on SPZ-8400 equipped airplanes,
parking brake pressure (off) can be verified on the Brakes System Page.
2. Engine Bleed Air Switches...................................................................................................ON
3. APU AIR / ISOL VLV .....................................................................................OFF / CLOSED
4. Exterior Lights ................................................................................................. AS REQUIRED
5. Ground Spoilers ........................................................................................................... ARMED
NOTE: Advance power levers before arming spoilers. Avoid retarding power levers to idle to
prevent inadvertent ground spoiler deployment.
6. Flight Controls .......................................................................................CONFIRM FREE
NOTE: At sixty (60) knots, the pilot shall confirm that the elevators are free and the yoke has
reached the neutral position.
NOTE: If the Flight Power Shutoff Handle is pulled at rotation due to a flight control problem,
high pull forces will be required to achieve the takeoff attitude. There will be a delay in
airplane rotation and, once airborne, a push force will be necessary to maintain the
climb attitude. Application of forward trim will be required shortly after becoming
airborne. To avoid running out of forward trim, reduce speed as necessary.
7. Transponder/TCAS........................................................................................................ ON/ON
8. Crew Alerting System.......................................................................................................................................... CHECK
9. Air Start Ignition..................................................................................................................................... AS REQUIRED
NOTE: It is recommended that Air Start Ignition be selected ON for takeoff on a runway with
standing water, slush, or snow.
10. Autothrottle ............................................................................... ARM/ENGAGED (if desired)
NOTE: On SPZ 8000 equipped airplanes, the autothrottle will annunciate “HOLD” at
approximately 60 knots and will maintain power lever "HOLD" unless selected to
another mode after attaining 400 ft. AGL.
NOTE: On SPZ 8400 equipped airplanes, the autothrottle will maintain takeoff EPR above 400
ft. AGL unless selected to another mode after attaining 400 ft. AGL.
11. Departure Runway Alignment....................................................... BOTH PILOTS CONFIRM

FAA APPROVED 2-29

May 5, 2017
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-05-00: INFLIGHT PROCEDURES

2-05-10: Climb:

1. Landing Gear ........................................................................................................................ UP

2. Flaps...................................................................................................................................... UP
Limit bank angle to 15 degrees while the flaps are retracting until reaching a speed greater
than VREF on the speed tape.

3. Flight Guidance Panel ........................................................................................................ SET

4. Exterior Lights ................................................................................................. AS REQUIRED

5. Ignition................................................................................................................................ OFF

6. Ground Spoilers .................................................................................................................. OFF

7. BTMS/OVHT Message (if installed) ..................................................................CHECK/OUT

NOTE: For SPZ 8400 equipped airplanes, BTMS display is incorporated on the BRAKES
System page.

8. Pressurization................................................................................................................ CHECK

9. Engine Climb Power/Autothrottle .............................................................................................SET/AS REQUIRED

10. Engine Synchronizer........................................................................................ AS REQUIRED

11. Altimeters (3) .......................................... SET & CROSS-CHECKED (at Transition Altitude)

12. APU ....................................................................................... SHUTDOWN prior to 30,000 ft.

NOTE: Shutdown APU prior to 30,000 ft. if not required for electrical power.

2-30 FAA APPROVED

10 Dec 2012
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-05-20: Cruise:

1. Power .......................................................................................................... SET FOR CRUISE

2. Pressurization ............................................................................................................... CHECK

3. Panel Sweep ......................................................................................................... COMPLETE

NOTE: A panel sweep or a check for normal system operation and indication should be
accomplished at top-of-climb, top-of-descent, and at regular intervals between top-of-
climb and top-of-descent.

4. FMS Fuel Quantity ..................................................................................................... UPDATE

NOTE: The flight crew should perform hourly updates to the FMS fuel quantity using data
from the FQMS. On FMS PERF INIT Page 5/5, perform a delete to line select key
2L. If the difference between gauge fuel and computed fuel seems unreasonable,
consider a possible fuel leak. See Section 4-16-10: Fuel Leak In Flight.

2-05-30: Descent:

1. Crew Briefing (VREF/Go-Around Power) .................................................................. BRIEFED

2. FMS .................................................................................................................. ARRIVAL SET

3. Flight Instruments.................................................................................... SET/AS REQUIRED

A. NAV AIDS .................................................................... TUNED AND IDENTIFIED

B. Course Selection (using PREVIEW mode) .............................. INBOUND COURSE

C. DH/MDA .............................................................................................................. SET

D. Marker Beacons ........................................................................................SELECTED

4. Pilot / Copilot Seats and Pedals .............................................................. SET FOR LANDING

Confirm seat and rudder pedals are positioned to provide capability to apply both full rudder
deflection and full brake pedal actuation.

5. Cowl/Wing Anti-Ice ........................................................................................ AS REQUIRED

FAA APPROVED 2-31

May 5, 2017
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

6. Pressurization ..................................................................................................................... SET

CAUTION: IF ON MANUAL PRESSURE CONTROL, MONITOR CLOSELY TO ENSURE

LANDING UNPRESSURIZED WITH THE OUTFLOW VALVE FULLY OPEN.

7. Circuit Breakers..................................................................................................................................................... CHECK

8. Fuel Boost Pumps................................................................................................................................................ ALL ON

9. Nosewheel Steering ..............................................................................................................ON

10. Parking Brake/Accumulator ............................................................................... OFF/3000 PSI

2-05-40: Approach - In Range:

1. Altimeters (3) ............................................. SET & CROSS-CHECKED (at Transition Level)

2. Engine Synchronizer .......................................................................................................... OFF

3. Flaps ................................................................................................................ AS REQUIRED

4. VREF/Go-Around Power................................................................................................................................CHECKED

5. Hydraulic Pressure ....................................................................................................... CHECK

6. Exterior Lights ................................................................................................. AS REQUIRED

7. Auxiliary Hydraulic Pump................................................................................................................................. ARMED

2-32 FAA APPROVED

May 5, 2017
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-05-50: Before Landing:

1. Landing Gear ..............................................................................................DOWN / 3 GREEN

2. Nutcracker ........................................................................................................................ TEST

CAUTION: DO NOT ARM GROUND SPOILERS IF NUTCRACKER SWITCH

TEST IS UNSUCCESSFUL. REFER TO 3 -1 9 -8 0 : NUTCRACKER
SYSTEM FAILS TO SHIFT TO AIR MODE AT TAKEOFF.

3. Ground Spoilers ........................................................................................................... ARMED

NOTE: If touch and go landing is to be performed, GND SPLR should be OFF for this
maneuver. Manual spoiler landing distance should be taken into account.

4. Crew Alerting System .................................................................................................. CHECK

5. Flaps ....................................................................................................... SET FOR LANDING

CAUTION: DO NOT MOVE REVERSE THRUST LEVERS OUT OF THE

FORWARD THRUST POSITION PRIOR TO TOUCHDOWN.

NOTE: Maintain a minimum 67% HP RPM until landing.

6. WARN INHIBIT ..................................................................................................................ON

7. Air Start Ignition ............................................................................................................................... AS REQUIRED

NOTE: It is recommended that Air Start Ignition be selected ON for landing on a runway
with standing water, slush, or snow.

8. PF Feet Position on Rudder Pedals ........................................................................... HEELS OFF FLOOR

NOTE: The pilot flying must position their feet up on the rudder pedals (heels off the
floor) prior to touchdown to provide capability to immediately apply both full
rudder deflection and full brake pedal actuation.

NOTE: Recommended final approach speed is VREF plus 10 knots. If gusty wind
conditions exist, add 1/2 of the difference between the steady state wind and gust
(maximum of additional 10 knots of gust additive). VREF will still be target speed
at the threshold.

FAA APPROVED REVISION 52

30 Oct 2017 Page 2-33
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-05-60: EGPWS Alerts:

EGPWS CAUTION

When an EGPWS CAUTION occurs, adjust the airplane flight path until the CAUTION alert
ceases.

EGPWS WARNING

If an EGPWS WARNING occurs, follow the escape maneuver steps below until all alerts cease.
Unless operating in visual meteorological conditions (VMC) and/or the pilot determines based
on all available information, that turning in addition to the vertical escape maneuver is the safest
course of action, only the vertical escape maneuver is recommended.

CAUTION: THE TERRAIN DISPLAY IS INTENDED TO SERVE AS A SITUATIONAL

AWARENESS TOOL ONLY, AND MAY NOT PROVIDE THE ACCURACY
AND/OF FIDELITY ON WHICH TO SOLELY BASE TERAIN AVOIDANCE
MANEUVERING DECISIONS.

VERTICAL ESCAPE MANEUVER

1. Disconnect the autopilot and increase power to maximum thrust (Go Around Power).

2. Rotate to 3 to 4 degrees per seconds to increase pitch attitude to the highest possible value.
(A pitch attitude of 25 degrees has been demonstrated on the GIV at maximum landing
weight with flaps DOWN (39q).

3. When stick shaker is encountered, or as V2/VREF is approached, reduce pitch rate/angle of

attack to intercept V2/VREF -20 KCAS.

4. DO NOT retract flaps or landing gear until safe climb-out is assured.

REVISION 31 FAA APPROVED

Page 2-34 23 January 2004
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-05-70: TCAS II Flight Procedures:

1. Upon initiation of an RA, the pilot flying should focus attention on flying the commanded
maneuver. The aircraft should be smoothly maneuvered to comply with the TCAS
command and to promptly return to ATC clearance when the “CLEAR OF CONFLICT”
message is received.

2. Compliance with a TCAS II resolution advisory (RA) is necessary unless the pilot considers
it unsafe to do so, or unless the pilot has better information about the cause of the RA and
can maintain safe separation (e.g., visual acquisition of and safe separation from a nearby
aircraft, obvious TCAS system failure, etc.).

WARNING: NON-COMPLIANCE WITH A CROSSING RA BY ONE AIRPLANE

MAY RESULT IN REDUCED VERTICAL SEPARATION; THEREFORE,
SAFE HORIZONTAL SEPARATION MUST ALSO BE ASSURED BY
VISUAL MEANS.

CAUTION: ONCE A NON-CROSSING RA HAS BEEN ISSUED, SAFE OPERATION

COULD BE COMPROMISED IF CURRENT VERTICAL SPEED IS
CHANGED, EXCEPT AS NECESSARY TO COMPLY WITH THE RA. THIS
IS BECAUSE TCAS II-TO-TCAS II COORDINATION MAY BE IN
PROGRESS WITH THE INTRUDER AIRPLANE, AND ANY CHANGE IN
VERTICAL SPEED THAT DOES NOT COMPLY WITH THE RA MAY
NEGATE THE EFFECTIVENESS OF THE OTHER AIRPLANE’S
COMPLIANCE WITH ITS RA.

NOTE: The consequences of not following an RA may result in additional RAs in which aural
alert and visual annunciations may not agree with each other.

FAA APPROVED 2-35

31 May 2000
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-05-80: All Engines Operating Go Around Procedure:

In the event that an approach is discontinued, proceed as follows:

1. TO/GA Button ................................................................................................................PRESS

NOTE: The A/T system, if engaged, automatically advances to go-around thrust, and the
autopilot, if engaged, will disengage.

2. Airspeed.............................................................................................................VREF +10 knots

NOTE: Recommend final approach speed is VREF +10 knots. If winds are in excess of 10 knots,
or gust conditions are present, add ½ of the steady state wind above 10 knots plus the
full gust value to a maximum additive of 20 knots (VREF +20) e.g., if winds are reported
as “14 gusting to 20 knots” the total additive to VREF “+10 +2 +6 = 18”. VREF will still
be target speed at the threshold.

3. Power....................................................................................... Go Around Thrust (if required)

CAUTION: DO NOT ATTEMPT A GO AROUND WITH LESS THAN 600 LBS OF FUEL
INDICATED IN EITHER FUEL TANK.

NOTE: In the event a Go Around is performed because of a balked landing (after touchdown
on runway), select GND SPLR – OFF.

4. Flaps .......................................................... 20° (Once the Go Around Attitude is Established)

5. Landing Gear...................................... RETRACT (When Positive Rate of Climb is Attained)

6. Flaps .................. UP (When VREF +20 is Attained, Maintain speed for adequate stall margin)

7. Power..................................................................................................................... As Required

2-36 FAA APPROVED

23 January 2004
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 2
NORMAL
PROCEDURES

2-06-00: AFTER LANDING PROCEDURES

2-06-10: After Landing:

1. Ignition ............................................................................................................................... OFF

2. Transponder..................................................................................................... AS REQUIRED

3. Flaps ................................................................................................................ AS REQUIRED

4. Anti-Ice and Anti-Ice Heaters ............................................................................................ OFF

5. Fuel Boost Pumps...................................................................................... OFF (one each side)

6. Landing Lights ................................................................................................................... OFF

7. Ground Spoilers.................................................................................................................. OFF

8. BTMS/OVHT Light (if installed)........................................................................CHECK/OUT

NOTE: (1) For SPZ 8400 equipped airplanes, BTMS display is incorporated on the BRAKES
System page.

(2) If landing required hard braking, monitor temperatures to ensure brake

temperatures have peaked and are decreasing. Note peak temperature for use in
determining turn around time and brake cooling requirements. See Appendix C
for Brake Kinetic Energy and Brake Cooling Chart data.

FAA APPROVED 2-37

10 Dec 2012
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PROCEDURES

9. APU ................................................................................................................. AS REQUIRED

10. Auxiliary Power/APU Air/Engine Bleeds....................................................... AS REQUIRED

NOTE: 1. With APU Alternator selected ON and Yaw Damper selected OFF, RIGHT
Converter may be selected OFF and RIGHT engine may be shut down for
taxi operations. Refer to Section 2-08-60: Single Engine Taxi.

2. If APU air is selected ON after landing, select both Engine Bleed Air Switches
OFF. This will prevent thermal transients on the APU or possible damage to the
APU when the power levers are moved above idle.

11. Radar (BOTH) ................................................................................................................. STBY

2-38 FAA APPROVED

10 Dec 2012
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PROCEDURES

2-06-20: Shutdown:

1. Parking Brake / Pressure..................................................................................... ON / 3000 PSI

2. Transponder ............................................................................................................. STANDBY

3. Emergency Power Switch ................................................................................................... OFF

4. Radar .................................................................................................................................. OFF

5. Electrical Master Left and Right Power ............................................................................. OFF

6. HP Fuel Cocks ................................................................................................................. SHUT

NOTE: It is required to run the engine(s) at idle for one minute before shutting down (taxi time
may be credited).

7. TGT ......................................................................................................................... MONITOR

8. Radios ................................................................................................................................. OFF

9. BTMS / Brake OVHT (if installed) .............................................................................. CHECK

NOTE: For SPZ 8400 equipped airplanes, BTMS display is incorporated on the BRAKES
System page.

10. IRS's .................................................................................................................................... OFF

11. Exterior Lights ................................................................................................. AS REQUIRED

12. Fuel Boost Pumps ............................................................................................................... OFF

13. Cockpit Lights ................................................................................................. AS REQUIRED

14. Oxygen................................................................................................................................ OFF

15. Nose Wheel Steering .......................................................................................................... OFF

16. Display Units ...................................................................................................................... OFF

17. Cabin / Galley / Radio Master Switches ............................................................................. OFF

18. Electrical Master Auxiliary Power Switch ......................................................................... OFF

FAA APPROVED 2-39

25 May 2016
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PROCEDURES

19. APU ........................................................................................................ OVERSPEED / TEST

20. Standby Attitude Indicator.............................................................. CAGED / AS REQUIRED

21. Engine Bleed Air Switches (2) ........................................................................................... OFF

NOTE: Selecting engine bleed air switches OFF will help extend life of the bleed air valves by
de-energizing the solenoids.

22. APU Air .............................................................................................................................. OFF

NOTE: APU Air Switch position should not be changed just prior to shutdown. After
shutdown, wait until RPM indicates less than 95% before changing APU Air Switch
position.

23. APU Master Switch ................................................................ OFF (APU RPM less than 10%)

24. Utility Hydraulic Pump Switch ..................................................................... OFF / NOT ARM

25. Aux Hydraulic Pump Switch ......................................................................... OFF / NOT ARM

26. Battery 1 and 2 Switches .................................................................................................... OFF

27. Gust Lock ............................................................................................................................. ON

CAUTION: ENSURE HYDRAULIC PRESSURE IS DEPLETED PRIOR TO ENGAGING

GUST LOCK. IT IS NOT POSSIBLE TO READ HYDRAULIC PRESSURES
AS THE AIRPLANE IS POWERED DOWN. CYCLE THE CONTROLS WITH
THE CONTROL COLUMN, CONTROL YOKE AND RUDDER PEDALS TO
DEPLETE THE RESIDUAL PRESSURE. FAILURE TO ALLOW
HYDRAULIC PRESSURE TO DISSIPATE PRIOR TO ENGAGING THE
GUST LOCK MAY CAUSE DAMAGE TO AIRPLANE STRUCTURE.

28. Chocks ...................................................................................................................... IN PLACE

29. Parking Brake ..................................................................................................................... OFF

2-40 FAA APPROVED

25 May 2016
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PROCEDURES

2-06-30: Postflight:

1. Engine Oil .............................................................................................................................................................. CHECK

Check engine oil at the sight glass after the last flight of the day or at intervals not exceeding
eleven (11) hours cumulative flight time.

NOTE: For accurate readings, engine oil must be checked within 30 minutes after engine shutdown.

2. Brakes/Landing Gear ................................................................................................................................INSPECT/PIN

3. Thrust Reversers......................................................................................................CHECK/PROPERLY STOWED

NOTE: If the lower thrust reverser door leading edge is sagged out of normal contour, report
for maintenance action before next flight.

4. Exterior ................................................................................................................................................................ INSPECT

5. Forms and Records...................................................................................................................................... COMPLETE

6. Interior..................................................................................................................................................................... CHECK

7. Doors.....................................................................................................................................................................CLOSED

FAA APPROVED REVISION 36

1 June 2006 Page 2-41
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PROCEDURES

2-07-00: TRAFFIC PATTERN PROCEDURES

2-07-10: Traffic Pattern:

Takeoff

1. Gear ...................................................................................................................................... UP

2. Flaps...................................................................................................................................... UP

3. Guidance Panel ................................................................................................................... SET

4. Climb Power ....................................................................................................................... SET

5. GND SPLR ......................................................................................................................... OFF

Pattern

6. Approach Briefing ...................................................................................... ACCOMPLISHED

7. FMS .................................................................................................................. ARRIVAL SET

8. Flight Instruments .................................................................................... SET/AS REQUIRED

9. Flight Observer Seat Position ....................................................................................... CHECK

Landing

10. Gear ............................................................................................................DOWN / 3 GREEN

11. Nutcracker .......................................................................................................................... TEST

12. GND SPLR ................................................................................................................... ARMED

13. Crew Alerting System .................................................................................................... CHECK

14. Brakes / Hydraulics ...................................................................................................CHECKED

15. Flaps ......................................................................................................... SET FOR LANDING

16. WARN INHIBIT ................................................................................................................... ON

17. PF Feet Position on Rudder Pedals ........................................................... HEELS OFF FLOOR

REVISION 52 FAA APPROVED

Page 2-42 30 Oct 2017
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Taxi-Back

18. GND SPLR ......................................................................................................................... OFF

19. Flaps ........................................................................................................SET FOR TAKEOFF

20. LDG / STROBE Lights ...................................................................................................... OFF

21. Brake Temps ............................................................................................................CHECKED

22. Transponder ..................................................................................................... AS REQUIRED

23. GPWS / GND SPLR FLAP ORIDE ................................................................................... OFF

24. Trim Settings (3)................................................................................................................. SET

25. Takeoff Briefing ......................................................................................... ACCOMPLISHED

26. FMS .................................................................................................................................... SET

27. Flight Instruments ............................................................................................................... SET

28. Guidance Panel ................................................................................................................... SET

29. WARN INHIBIT ..................................................................................................................ON

30. Flight Observer Seat Position ....................................................................................... CHECK

FAA APPROVED REVISION 52

30 Oct 2017 Page 2-43
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Line Up

31. COWL ANTI ICE (2)/WING ANTI-ICE (2) .................................................. AS REQUIRED

32. Exterior Lights .................................................................................................................... SET

33. Transponder .......................................................................................................................... ON

34. Radar................................................................................................................ AS REQUIRED

35. GND SPLR .................................................................................................................. ARMED

36. Flight Controls ...............................................................................................CONFIRM FREE

37. V-Speeds................................................................................................... CHECKED/BOXED

38. EICAS...................................................................................................................... CHECKED

39. Departure Runway Alignment ....................................................... BOTH PILOTS CONFIRM

REVISION 52 FAA APPROVED

Page 2-44 30 Oct 2017
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2-08-00: ALTERNATE NORMAL PROCEDURES

2-08-10: Cold Start:

In cold ambient temperatures (when oil temperature is minus 10°C or less) refer to All
Weather Operations and Procedures in the Operating Manual.

CAUTION: IF DEICING SOLUTION IS INADVERTENTLY SPRAYED INTO THE

ENGINE/APU INLETS OR CONTACTS THE EXHAUST WHEN ENGINES OR
APU ARE OPERATING, POTENTIALLY UNSAFE CONDITIONS COULD
DEVELOP IN THE CABIN. ENGINE/APU BLEEDS SHOULD BE CLOSED
DURING DEICING OPERATIONS TO MINIMIZE THE RISK OF CABIN
ENVIRONMENT CONTAMINATION.

2-08-20: External Air Start:

1. External Air Source ........................................................................................... CONNECTED

2. Normal Engine Ground Start Procedure .................................................................PERFORM
Either engine, or both in turn, may be started from an External Air supply.
NOTE: Depending on the source of external air, the engine start cycle may take longer than
normal. See Section 1-80-10: Engine Starter Duty Limits.

2-08-30: Crossbleed Start:

AFTER STARTING ONE ENGINE FROM EITHER APU OR AN EXTERNAL AIR
SUPPLY:
1. ENGINE BLEED AIR (engine to be started) .................................................................... OFF
2. ENGINE BLEED AIR (operating engine) ...........................................................................ON
3. Running Engine Power Lever ........ ADVANCE TO 25 TO 30 PSI BLEED AIR PRESSURE
CAUTION: APPROXIMATELY 85% HP RPM IS REQUIRED FOR CROSSBLEED
STARTING. ENSURE AREA BEHIND AIRPLANE IS CLEAR BEFORE
ATTEMPTING THIS PROCEDURE.
4. Engine Not Running.............. START USING NORMAL ENGINE START PROCEDURES
AFTER STARTING OTHER ENGINE:
5. Power Levers.................................................................................................................... IDLE

FAA APPROVED 2-45

23 January 2004
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2-08-40: Engine Cranking Cycle:

CAUTION: CONTINUED USE OF THE STARTER IS LIMITED TO THREE (3) CRANK

CYCLES, WITH A MAXIMUM OF THIRTY (30) SECONDS PER CYCLE.
DELAY THREE (3) MINUTES BETWEEN START CYCLES. AFTER THREE
(3) START CYCLES, DELAY USE OF THE STARTER FOR AT LEAST
FIFTEEN (15) MINUTES.

1. HP Fuel Cock .................................................................................................................. SHUT

2. Power Lever ..................................................................................................................... IDLE

3. APU Air/Bleed Air...............................................................................................................ON

4. Boost Pump ..........................................................................................................................ON

5. Engine Crank Master............................................................................................................ON

6. Engine Start Switch ..............................................................................................................ON

7. Start Valve Message.............................................................................................................ON

8. Engine Rotation (LP, HP) ....................................................................................... CONFIRM

9. Oil Pressure ........................................................................................................ INDICATING

10. Engine Crank Master......................................................OFF (after thirty (30) seconds MAX)

2-46 FAA APPROVED

23 January 2004
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PROCEDURES

2-08-50: Engine Start - Battery Power Only:

Use this checklist in situations where the only electrical source available is the airplane's
batteries and an air source is available from either APU or External Air Cart.

The checklist calls for switches to be selected before selecting batteries ON. The intent is to
reduce drain on the batteries while performing normal checklist functions.

If the APU is the source of air for engine start, expedite steps between APU START and first
engine START. This reduces drain on batteries.

Complete all safety checks and as much of "Before Starting Engines" Checklist as possible.

1. Chocks ......................................................................................................................IN PLACE

2. HP Fuel Cocks................................................................................................................. SHUT

3. Circuit Breakers............................................................................................................ CHECK

4. EPMP Bus Switches....................................................................................................... AUTO

5. APU Air.............................................................................................................................. OFF

6. Beacon ..................................................................................................................................ON

7. Standby Engine Instruments..................................................................................... MANUAL

8. Standby Warning Lights Panel................................................................................. MANUAL

9. Left Main Boost Pump .........................................................................................................ON

FAA APPROVED 2-47

31 May 2000
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PROCEDURES

10. Fuel Crossflow ................................................................................................................ OPEN

11. Engine Temperature Controls ..............................................................................................ON

12. Engine Start Master ..............................................................................................................ON

13. Air Conditioning Packs ...................................................................................................... OFF

14. Electrical Power Master Switch ...................................................... ON (Engine to be Started)

15. Gust Lock ........................................................................................................................... OFF

16. Battery 1 and 2 Switches ......................................................................................................ON

17. Engine Fire Test ................................................................................................... COMPLETE

If APU is used for Engine Start, continue with Step 18. If External Air is used, proceed to Step
22.

18. APU Fire Warning............................................................................................................ TEST

19. APU Master Switch..............................................................................................................ON

20. APU Oil Pressure Low Light ...............................................................................................ON

21. APU ...............................................................................................................................START

After APU is stabilized one (1) minute:

22. APU AIR/External AIR..................................................................... ON (25 PSI MINIMUM)

23. Air Start Ignition for engine to be started ............................................................................ON

24. Engine Start Switch ........................................................................................................PRESS

2-48 FAA APPROVED

31 May 2000
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PROCEDURES

Using Standby Engine Instruments, at 15% HP RPM minimum with LP RPM indicating an RPM
value other than LO:

25. HP Fuel Cock .................................................................................................................. OPEN

26. TGT Monitor ..................................................................................... MONITOR (700° MAX)

As engine accelerates to Idle RPM, the Converter will be operative

27. Battery Ammeters......................................................................................................... CHECK

28. Air Start Ignition ................................................................................................................ OFF

29. DU's ......................................................................................................................................ON

30. EICAS ......................................................................................... CHECK SVO and IGN OUT

31. Complete remaining "Before Starting Engines" checklist items as appropriate before starting
second engine.

FAA APPROVED 2-49

31 May 2000
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NORMAL
PROCEDURES

2-08-60: Single Engine Taxi:

Single engine taxi is recommended utilizing the left engine for power and hydraulics.
Additionally, the APU should be running and selected ON for electrical power in the event of a
left Alternator/Converter failure.

TAXI-OUT

1. Left Engine .............................................................................................................. RUNNING

2. Left Converter ......................................................................................................................ON

3. APU ......................................................................................................................... RUNNING

4. AUX Power ..........................................................................................................................ON

5. Yaw Damper....................................................................................................................... OFF

BEFORE TAKEOFF

6. Right Engine..................................................................................................................START
(Allow one (1) minute for engine to stabilize before takeoff)

7. Right Converter ....................................................................................................................ON

8. APU Air.............................................................................................................................. OFF

9. APU................................................................................................................. AS REQUIRED

10. Yaw Damper.........................................................................................................................ON

2-50 FAA APPROVED

31 May 2000
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NORMAL
PROCEDURES

TAXI-IN

Allow one (1) minute for cool down at idle thrust on right engine prior to shut down.

1. APU ...............................................................................................................................START

2. AUX Power .........................................................................................................................ON

3. Right Converter .................................................................................................................. OFF

4. Yaw Damper ...................................................................................................................... OFF

5. Right Engine.......................................................................................................SHUT DOWN

FAA APPROVED 2-51

31 May 2000
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NORMAL
PROCEDURES

2-08-70: Taxi Operations with APU Air On:

To achieve better cabin cooling during ground operation, it is recommended that APU be used as
the air source for the air conditioning system.

To preclude APU temperature transients and cabin pressurization surges, the following
procedures are recommended.

BEFORE TAXI

1. APU Air Switch....................................................................................................................ON

2. Engine Bleed Air Switches................................................................................................. OFF

3. Taxi Operations ............................................................................................... AS REQUIRED

BEFORE TAKEOFF

1. Engine Bleed Air Switches...................................................................................................ON

2. APU Air Switch.................................................................................................................. OFF

3. APU ................................................................................................................. AS REQUIRED

2-52 FAA APPROVED

31 May 2000
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NORMAL
PROCEDURES

2-08-80: GIV QFE Operations:

TAKEOFF

1. Set pilot's and copilot's altimeter settings to QNH (if available). If QNH is not available, set
altimeter setting to achieve published field elevation.

2. Perform Takeoff Initialization and verify Takeoff Data to be correct for the ensuing takeoff.

3. On the Display Controller, manually "box" the takeoff V speeds.

4. Set desired Flight Level in the AIRPLANE/CABIN window along with the desired rate for
cabin rate of change in the RATE LIMIT window.

5. Set pilot's and copilot's altimeter setting to QFE for takeoff.

6. During the TAXI checklist, verify that the FLIGHT mode is selected and that the DFRN
PRESS does not exceed 0.30 PSID.

7. Select Terrain Inhibit ON if operating with EGPWS Software Version –104 –104.

CLIMB

1. When clear of the traffic pattern, select AUTO Vspeeds on the Display Controller.

2. At Transition Altitude, select appropriate altimeter setting.

3. Select Terrain Inhibit OFF if previously selected ON before takeoff.

APPROACH

1. Set QFE altimeter setting when directed by ATC.

2. Set QNH in the BARO CORR window of the CPSP (Cabin Pressure Selector Panel).

3. Set published Landing Field Elevation in the LANDING ELEV window.

4. Set desired RATE in the RATE LIMIT window.

5. Select Terrain Inhibit ON if operating with EGPWS Software Version –104 –104.

6. Verify CPCS is in LANDING mode. Verify DFRN PRESS less than 0.30 PSID prior to
landing.

FAA APPROVED 2-53

23 January 2004
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NORMAL
PROCEDURES

2-08-90: RNP 0.3 Approach Procedures (RNAV/VNAV Approach to a VNAV Decision

Altitude):

1. Review the published approach.

2. Select the approach from the database and activate it.

3. Ensure Receiver Autonomous Integrity Monitoring (RAIM) is available so approach

requirements can be met.

4. Set MDA or RAD ALT value to the published DA or reference radio altitude value.

5. When cleared for the approach, arm the LNAV mode (and VNAV mode if VNAV guidance
is desired for the approach) on the Guidance Panel and set the Altitude Preselector to the
Touchdown Zone Elevation to ensure continuous vertical guidance to the runway.

6. When within 2 miles of the FAF (Final Approach Fix), the FMS Approach light/FMS
Approach message will illuminate. This is clearance to continue the approach to the
published DA. If the FMS Approach light/FMS Approach message does not illuminate, the
approach shall be abandoned.

7. When runway is in sight, disconnect autopilot/autothrottle and land. If the runway is not in
sight at the DA or MDA (as appropriate), execute the published missed approach.

2-54 FAA APPROVED

23 January 2004
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PROCEDURES

2-08-100: Cold Weather Altimeter Setting Procedures:

1. EXTREME CAUTION SHOULD BE EXERCISED WHEN FLYING IN PROXIMITY TO

OBSTRUCTIONS OR TERRAIN IN LOW TEMPERATURES. This is especially true in
extremely cold temperatures that cause a large differential between the Standard Day
temperature and actual temperature. This circumstance can cause serious errors that result
in the airplane being significantly lower than the indicated altitude.

2. Temperature has an effect on the accuracy of altimeters and your altitude. The crucial
values to consider are standard temperature versus the ambient (at altitude) temperature. It
is this “difference” that causes the error in indicated altitude. When the air is warmer than
standard, you are higher than your altimeter indicates. Subsequently, when the air is colder
than standard you are lower than indicated. It is the magnitude of this “difference” that
determines the magnitude of the error. When flying into a cooler air mass while
maintaining a constant indicated altitude, you are losing true altitude. However, flying into
a cooler air mass does not necessarily mean you will be lower than indicated if the
difference is still on the plus side. For example, while flying at 10,000 feet (where
STANDARD temperature is –5 degrees Celsius (C)), the outside air temperature cools from
+5 degrees C to 0 degrees C, the temperature will nevertheless cause the airplane to be
HIGHER than indicated. It is the extreme “cold” difference that normally would be of
concern to the pilot. Also, when flying in cold conditions over mountainous country, the
pilot should exercise caution in flight planning both in regard to route and altitude to ensure
adequate enroute and terminal area terrain clearance.

3. The following table derived from ICAO formulas indicates how much error can exist when
the temperature is extremely cold. To use the table, find the reported temperature in the left
column, then read across the top row to locate the height above the airport/reporting station
(i.e., subtract the airport/reporting elevation from the intended flight altitude). The
intersection of the column and row is how much lower the airplane may actually be as a
result of the possible cold temperature induced error.

FAA APPROVED 2-55

5 Oct 2011
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PROCEDURES

ICAO COLD TEMPERATURE ERROR TABLE

Height Above Airport in Feet

R
E 200 300 400 500 600 700 800 900 1000 1500 2000 3000 4000 5000
P
O +10 10 10 10 10 20 20 20 20 20 30 40 60 80 90
R
T 0 20 20 30 30 40 40 50 50 60 90 120 170 230 280
E
D -10 20 30 40 50 60 70 80 90 100 150 200 290 390 490

T -20 30 50 60 70 90 100 120 130 140 210 280 420 570 710
E
M -30 40 60 80 100 120 130 150 170 190 280 380 570 760 950
P
-40 50 80 100 120 150 170 190 220 240 360 480 720 970 1210
°C
-50 60 90 120 150 180 210 240 270 300 450 590 890 1190 1500

4. The possible result of the above example should be obvious, particularly if operating at the
minimum altitude or when conducting an instrument approach. When operating in extreme
cold temperatures, pilots may wish to compensate for the reduction in terrain clearance by
adding a cold temperature correction.

2-56 FAA APPROVED

5 Oct 2011
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PROCEDURES

2-08-110: Use Of The Rudder In Flight:

Flight crews should use caution when operating the rudder in flight. The rudder limiter design
protects the vertical fin for prolonged maximum rudder inputs in a single direction only. If the
rudder is deflected to maximum deflection then suddenly reversed to the maximum deflection in
the opposite direction, the vertical fin can be overstressed. Additionally, the vertical fin can be
overstressed by a pilot “walking” the rudder either abruptly or in small increments in tune with
the yaw response. The issue is magnified at high speed.

There are three rules of thumb to follow when using the rudder in flight:

1. Maximum deflection of the rudder in a single direction may be used to control the airplane
when needed such as in the case of an engine failure at takeoff. Do not return the rudder
past neutral when completing the maneuver.

2. Do not walk the rudder in tune with the yaw response either with abrupt or smooth inputs.

3. If you follow the above two rules and continue to fly the airplane within the published
envelope using normal airmanship, you will not overstress the airplane.

NOTE: Small rudder doublets for the purposes of flight test of yaw damper effectiveness and
response are allowed.

FAA APPROVED 2-57

5 Oct 2011
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PROCEDURES

2-08-120: APU Inflight Operation:

NOTE: Maximum altitude for guaranteed APU start is 15,000 ft. The APU may start between
15,000 ft and 20,000 ft. Slow to a maximum airspeed of 250 KCAS.
1. Left/Right Batteries ..............................................................................................................ON
2. APU Fire Test..........................................................................................................PERFORM
3. APU Master ..........................................................................................................................ON
4. APU Oil Pressure light ................................................................................... ILLUMINATED
NOTE: For airplanes with ASC 465, the APU Electronic Control Unit (ECU) performs a 12
second Built-In-Test (BIT) after the APU Low Oil Pressure light illuminates. Expect a
delay in starter activation if the APU Start switch is activated during the APU ECU
BIT.
5. APU Start...................................................................................... PRESS (MOMENTARILY)
CAUTION: APU STARTER IS LIMITED TO THREE (3) CONSECUTIVE START
ATTEMPTS OF THIRTY (30) SECONDS EACH FOLLOWED BY A
TWENTY (20) MINUTE COOL DOWN. THREE (3) ADDITIONAL START
ATTEMPTS MAY BE MADE, AFTER WHICH A ONE (1) HOUR COOL
DOWN PERIOD MUST BE OBSERVED BEFORE THE NEXT FULL
STARTER CYCLE IS ATTEMPTED.
When APU reaches operating speed (100% RPM):
6. Electric Master Auxiliary Power..........................................................................................ON
7. Electrical Load ................................................................................................ AS REQUIRED

Inflight shutdown
1. Electric Master Auxiliary Power........................................................................................ OFF
2. APU STOP ............................................................................................................... DEPRESS
3. APU MASTER..................................................................................OFF (RPM less than 5%)

2-58 FAA APPROVED

5 Oct 2011
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PROCEDURES

2-08-130: High Elevation Airport Operations:

General:
This subsection presents the recommended procedures to assist in engine starting, taxi, takeoff
and landing operations at high elevation airports.
Flight Crew Considerations:
Use of oxygen by the flight crew while performing high-workload tasks at high elevation
airports or at field elevations for which the flight crew is not acclimated is highly recommended.
Engine Start:
The following topics contain recommended changes to the engine starting procedures to high
elevation airports. During use of these procedures, the flight crew shall be alert to higher-than-
normal TGT indications or the possibility of a hot start.
CAUTION: IF THE POWER LEVER IS NOT AT IDLE, THE START WILL CONTINUE
AND THE ENGINE WILL ACCELERATE TO THE THRUST SELECTED BY
THE POWER LEVER. THIS IS NOT RECOMMENDED. ALWAYS ENSURE
THAT POWER LEVERS ARE AT IDLE DURING STARTING.
CAUTION: CONTINUED USE OF THE STARTER IS LIMITED TO THREE (3) CRANK
CYCLES, WITH A MAXIMUM OF THIRTY (30) SECONDS PER CYCLE.
DELAY THREE (3) MINUTES BETWEEN START ATTEMPTS. AFTER
THREE (3) START CYCLES, DELAY USE OF THE STARTER FOR AT
LEAST FIFTEEN (15) MINUTES.

Right Engine Start:

CAUTION: WITH THE UTILITY PUMP OFF, ONLY THE PARKING BRAKE IS
AVAILABLE TO HOLD THE AIRCRAFT. THE USE OF CHOCKS IS
RECOMMENDED.
NOTE: Reduce electrical loads on APU alternator to allow APU to provide maximum airflow.
The flight crew shall be alert for higher-than-normal TGT indications or the possibility of a hot
start.
1. UTILITY PUMP OFF/ARM.............................................................................................. OFF
2. Fuel Boost Pumps ........................................................ONE ON, REMAINING THREE OFF
3. Crossflow Valve (X FLOW) ........................................................................................... OPEN
4. RAM AIR ......................................................................................................................... RAM

FAA APPROVED 2-59

5 Oct 2011
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PROCEDURES

5. R AIR START IGN (1144 & Subs., Airplanes With ASC 151).........................................ON
6. Maximum Motoring RPM (16-22% HP RPM) ................................................... ACHIEVED
At maximum motoring RPM:
7. R HP FUEL COCK........................................................................................................ OPEN
8. TGT........................................................................................................................MONITOR
After the engine is stabilized at idle:
9. R AIR START IGN (1144 & Subs., Airplanes With ASC 151) ...................................... OFF
10. Utility Pump........................................................................................................................ON
Left Engine Start:
CAUTION: USE ONLY ONE SOURCE OF BLEED AIR, EITHER APU BLEED AIR OR
CROSSBLEED AIR, TO START ENGINE.
Perform an alternate engine starting procedure as follows:
1. Available Bleed Air (Right Engine, If Required) ................................................. INCREASE
2. Maximum Motoring RPM (16-22% HP RPM) ................................................... ACHIEVED
3. L AIR START IGN (1144 & Subs., Airplanes With ASC 151).........................................ON
At maximum motoring RPM:
4. L HP FUEL COCK........................................................................................................ OPEN
5. TGT........................................................................................................................MONITOR
After the engine is stabilized at idle:
6. L AIR START IGN (1144 & Subs., Airplanes With ASC 151)....................................... OFF
7. Right Engine ................................................................................................................... IDLE
8. Utility Pump OFF/ARM ................................................................................................. ARM
9. RAM Air ........................................................................................................................... OFF

2-60 FAA APPROVED

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PROCEDURES
Taxi:
Ground idle speeds may be lower than those required to keep the alternators on line. It is
recommended that the APU be left running with the APU alternator on line for all ground
operations.
CAUTION: USE ONLY ONE SOURCE OF BLEED AIR, EITHER APU BLEED AIR OR
ENGINE BLEED AIR, WHILE TAXIING TO PREVENT POSSIBLE
DAMAGE TO THE APU.

Takeoff:
1. Certain high elevation airports have preferential runways for takeoff and landing, i.e.,
upslope for landing and downslope for takeoff. Slope, headwind and tailwind conditions
should be given due consideration.
2. Stabilize engine power at 1.5 EPR for 15 seconds and perform a rolling takeoff. With
tailwind conditions, monitor LP RPM limits when setting final takeoff power, during
takeoff run and during climb out. The Pilot Not Flying (PNF) should be briefed to monitor
LP RPM during takeoff and should be ready to adjust power as necessary to avoid
exceedances. The Pilot Flying (PF) should be aware that a red “ENGINE EXCEEDANCE”
warning CAS message may occur during takeoff if LP RPM exceeds 95.5%. DO NOT BE
COMPELLED TO ABORT THE TAKEOFF IF THIS MESSAGE OCCURS. This is
especially true when using the autothrottle.
3. If COWL ANTI ICE or WING ANTI ICE is used for takeoff, select a minimum of 1.2 EPR
or higher before selecting ANTI ICE to ON.
4. Expect slower-than-normal acceleration to 60 knots.
Descent, Approach and Landing:
1. It may be necessary to increase cabin altitude for landing.
2. If the Landing Field Elevation (LFE) approaches 9,000 ft MSL or higher, be prepared for a
red “CABIN PRESSURE LOW” warning message to be displayed on CAS.
3. If the LFE approaches 13,000 ft MSL, automatic deployment of passenger oxygen masks is
possible. The passenger masks may be deployed manually or portable oxygen bottles may
be made available to the passengers to enhance passenger comfort.
4. The cockpit flight crew shall utilize oxygen any time the cabin altitude is 10,000 ft MSL or
higher.

FAA APPROVED 2-61

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5. On approach, start the APU and select the APU alternator to ON.
6. On approach, landing and rollout, be aware of True Airspeed (TAS) and Ground Speed
(GS). A 145 KCAS approach speed can translate to 175 KTAS. Ground speed amplified by
tailwind conditions could exceed maximum tire speed on landing.
7. Expect slower than normal thrust reverser spool-up times.
8. Apply brakes at lower ground speeds (runway length permitting) to avoid excessive brake
energy absorption.

2-62 FAA APPROVED

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2-08-140: P-RNAV (Precision RNAV) Procedures:

NOTE: These procedures are based on a Dual FMS / RNAV capability with the standard
worldwide database installed in the airplane. If dispatching with a single FMS / RNAV
capability, verify that the P-RNAV procedure allows the procedure to be flown with a
single system.

PREFLIGHT

1. Verify database is current and is applicable to the region.

2. Verify RAIM availability for the procedure to be flown.

3. Confirm correct Initial Position has been entered in all FMS’s.

4. Check and verify active flight plan (CDU and Map display) to the available charts, SID, or
other applicable documents.

5. The addition of pilot entered waypoints to the P-RNAV procedure is prohibited. The
procedure may only be altered by radar vectors or “Direct-to” clearances.

DEPARTURE

1. Prior to takeoff, verify FMS RNAV is available and operating correctly.

2. Prior to takeoff, update FMS Runway Position. If departing from an intersection, perform a
manual Position Update to the current GPS position. If GPS is unavailable, depart using
conventional navigation until DME / DME updating is attained and FMS position is
updated. A transition to P-RNAV is then permitted.

3. After takeoff and where feasible, monitor flight progress with reference to conventional
NAVAIDs using the PFD and Map Display in conjunction with the CDU.

FAA APPROVED 2-63

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PROCEDURES

ARRIVAL

1. Prior to arrival, verify that the correct terminal procedure has been loaded.

2. Check and verity active flight plan (CDU and Map display) to the available charts, SID, or
other applicable documents.

3. The addition of pilot entered waypoints to the P-RNAV procedure is prohibited. The
procedure may only be altered by radar vectors or “Direct-to” clearances.

4. During the procedure, monitor flight progress with reference to conventional NAVAIDs
using the PFD and Map display in conjunction with the CDU.

CONTINGENCIES

In the event failure of the RNAV system components including the autopilot and / or flight
director, multiple system failures, navigation sensors failure, or extended coasting on the IRS
position, the flight crew shall notify ATC of degraded navigation capability.

In the event of lost communications, continue with the P-RNAV procedure in accordance with
the published lost communication procedure.

In the event of the complete loss of P-RNAV capability, notify ATC and continue navigation
using either the IRS navigation mode of the FMS or conventional VOR / DME NAVAIDs.

2-64 FAA APPROVED

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PROCEDURES

TABLE OF CONTENTS

SUBJECT: SECTION: PAGE:

Abnormal Procedures .................................................................. 3-00-00 ................... 3-1

General Guidance ...................................................................... 3-00-10 ................... 3-1

Air Conditioning System ............................................................. 3-01-00 ................... 3-2

Air Conditioning System Shut Down or Inoperative ................ 3-01-10 ................... 3-2
Air Conditioning System Airflow Hot or Uncontrollable ......... 3-01-20 ................... 3-3
Left or Right Cooling Turbine Hot ........................................... 3-01-30 ................... 3-4

Anti-Skid System .......................................................................... 3-02-00 ................... 3-6

Anti-Skid Failure (Brake-By-Wire) .......................................... 3-02-10 ................... 3-6
Anti-Skid Off Braking (Brake-By-Wire)
(SN 1000 Thru 1213 Without ASC 190/266) ........................... 3-02-20 ................... 3-8
Anti-Skid Off Braking (Brake-By-Wire)
(SN 1000 Thru 1213 With ASC 190/266) ................................ 3-02-30 .................. 3-10
Anti-Skid Failure (HMAB) ....................................................... 3-02-40 .................. 3-12
Anti-Skid Off Braking (HMAB) ............................................... 3-02-50 .................. 3-13

Auto Flight System ....................................................................... 3-03-00 .................. 3-15

Autopilot Malfunction ............................................................... 3-03-10 .................. 3-15
Autothrottle Malfunction........................................................... 3-03-20 .................. 3-16
AFGCS Failure .......................................................................... 3-03-30 .................. 3-17
Mach Trim Compensation Failure ............................................ 3-03-40 .................. 3-18
Yaw Damper Failure ................................................................. 3-03-50 .................. 3-19

Auxiliary Power System .............................................................. 3-04-00 .................. 3-20

APU Inflight Operation: Alternate Electrical Source .............. 3-04-20 .................. 3-20
APU Inflight Operation: Alternate Electrical
Source - ELWS (Loadmeter)/ASC 420 Procedure ................... 3-04-30 .................. 3-21
APU Alternator Failure ............................................................. 3-04-40 .................. 3-23

FAA APPROVED 3-i

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TABLE OF CONTENTS

SUBJECT: SECTION: PAGE:

Brakes System .............................................................................. 3-05-00 .................. 3-24
Wheel Brake Failure.................................................................. 3-05-30 .................. 3-24
Brake Confidence Check - Inflight (Brake-By-Wire) ............... 3-05-40 .................. 3-24
Uncommanded Applied Brake Pressure - Inflight
(Brake-By-Wire) ....................................................................... 3-05-50 .................. 3-25
Landing With Applied Brake Pressure Indicated
(Brake-By-Wire) ....................................................................... 3-05-60 .................. 3-26
Uncommanded Brake Pressure During Landing
Rollout (Brake-By-Wire) .......................................................... 3-05-70 .................. 3-27
Auxiliary Braking (HMAB) ...................................................... 3-05-80 .................. 3-28
Brakes System Messages ............................................................. 3-06-00 .................. 3-29
Brake Fail Message (Brake-By-Wire)....................................... 3-06-10 .................. 3-29
Brake Fail Message (HMAB) ................................................... 3-06-20 .................. 3-30
Brake Maintenance Required Message (HMAB) ..................... 3-06-30 .................. 3-32
Brake Pedal Message (Brake-By-Wire) .................................... 3-06-40 .................. 3-33
Multiple Brake Failure Message (Brake-By-Wire) ................... 3-06-50 .................. 3-34
BTMS OVHT Light On Or Brake OVHT Message ................. 3-06-60 .................. 3-36
Electrical Power System .............................................................. 3-07-00 .................. 3-39
Alternator/Converter Failure - Single ....................................... 3-07-40 .................. 3-39
Electrical Load Warning System (ELWS) ................................ 3-07-50 .................. 3-40
Flight With One Electrical System Inoperative ........................ 3-07-60 .................. 3-41
Figure 3-1: APU Alternator Electrical Load Envelope
GIV airplane (SNs 1000 thru 1155) without APU Cooling / Venting Enhancements
(ASC 390A, ASC 427, ASC 470) or 36-150[G] APU (ASC 465A) ....................... 3-42
Figure 3-2: APU Alternator Electrical Load Envelope
GIV airplane with APU Cooling / Venting Enhancement
(ASC 390A, ASC 427, or ASC 470) ............................................... ........................ 3-43
Figure 3-3: APU Alternator Electrical Load Envelope
GIV airplane SN 1000 and subs with 36-150[G] APU (ASC 456A)....................... 3-44
Bus Fault - AC Or DC Reset Light On ..................................... 3-07-70 .................. 3-45
Battery or Battery Charger Failure ............................................ 3-07-80 .................. 3-52
Essential DC Bus On Battery Power ......................................... 3-07-90 .................. 3-53

3-ii FAA APPROVED

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TABLE OF CONTENTS

SUBJECT: SECTION: PAGE:

Engine Control System ................................................................ 3-08-00 .................. 3-55

Engine Synchronizer Failure ..................................................... 3-08-10 .................. 3-55
Approach Idle System Failure ................................................... 3-08-20 .................. 3-56
Engine Vibration ....................................................................... 3-08-30 .................. 3-57
Ice Shedding Procedures ........................................................... 3-08-40 .................. 3-57

Engine Starting System ............................................................... 3-11-00 .................. 3-58

Engine Failure To Start ............................................................. 3-11-10 .................. 3-58
Start Valve Failure .................................................................... 3-11-20 .................. 3-59
Start Valve Open (SVO) Indication - Inflight ........................... 3-11-30 .................. 3-60
Hot Start .................................................................................... 3-11-40 .................. 3-60

Fire Detection System .................................................................. 3-13-00 .................. 3-61

Fire Detection System Fault ...................................................... 3-13-20 .................. 3-61

Flaps System ................................................................................. 3-14-00 .................. 3-62

Failure of Stabilizer/Flap Interconnect ...................................... 3-14-10 .................. 3-62
Flaps - Alternate Operation ....................................................... 3-14-20 .................. 3-62
Partial or Jammed Flaps Landing .............................................. 3-14-30 .................. 3-64
Uncommanded Flaps Movement .............................................. 3-14-40 .................. 3-65
Flaps Lock Up While Moving /Fail To Move........................... 3-14-50 .................. 3-65

Flight Controls System ................................................................ 3-15-00 .................. 3-66

Flight Controls Considerations.................................................. 3-15-10 .................. 3-66
Runway Electric Elevator Trim................................................. 3-15-60 .................. 3-67
Frozen Pitch Trim...................................................................... 3-15-70 .................. 3-68

Fuel System ................................................................................... 3-16-00 .................. 3-69

Fuel Boost Pump Failure ........................................................... 3-16-20 .................. 3-69
Failure of Two Boost Pumps on One Side ................................ 3-16-30 .................. 3-70

FAA APPROVED 3-iii

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TABLE OF CONTENTS

SUBJECT: SECTION: PAGE:

Hydraulic System ......................................................................... 3-17-00 .................. 3-71
Utility Hydraulic Pump ............................................................. 3-17-20 .................. 3-71
Combined Hydraulic System Failure – Loss of
Pressure and Fluid ..................................................................... 3-17-30 .................. 3-72
Combined Hydraulic System Failure – Loss of Pressure Only . 3-17-40 .................. 3-74
Flight Hydraulic System Failure – Loss of Pressure
and /or Fluid .............................................................................. 3-17-50 .................. 3-75
Landing With Standby Electrical Power System Operating ..... 3-17-60 .................. 3-76
Indicating/Recording System ...................................................... 3-18-00 .................. 3-77
Display Unit Failure .................................................................. 3-18-10 .................. 3-77
Symbol Generator Failure ......................................................... 3-18-20 .................. 3-80
Traffic and Collision Avoidance System (TCAS) Failure ........ 3-18-30 .................. 3-82
Enhanced Ground Proximity Warning System
(EGPWS) Failure ...................................................................... 3-18-40 .................. 3-82
DADC Failure ........................................................................... 3-18-50 .................. 3-82
Landing Gear/Landing Gear Systems ........................................ 3-19-00 .................. 3-84
Landing Gear Failure To Retract .............................................. 3-19-20 .................. 3-84
Landing Gear Failure To Extend ............................................... 3-19-30 .................. 3-85
Landing Gear Retraction Following Alternate Extension ......... 3-19-40 .................. 3-86
Nosewheel Steering Failure ...................................................... 3-19-50 .................. 3-87
Uncommanded Nose Wheel Steering ....................................... 3-19-60 .................. 3-88
Nutcracker System Fails To Shift To Ground
Mode At Touchdown ................................................................ 3-19-70 .................. 3-89
Nutcracker System Fails To Shift To Air
Mode At Takeoff ....................................................................... 3-19-80 .................. 3-90
Landing, Stopping and Evacuation ............................................ 3-20-00 .................. 3-91
Planned Airplane Evacuation .................................................... 3-20-50 .................. 3-91
Overheat/Hot Conditions ............................................................ 3-21-00 .................. 3-92
Under Floor Overheat ................................................................ 3-21-60 .................. 3-92
Pressurization/Bleed Air Systems ............................................... 3-22-00 .................. 3-93
Loss of Automatic Pressurization Control ................................ 3-22-30 .................. 3-93
Pressurization System - Rate Limiting ...................................... 3-22-40 .................. 3-94
Bleed Air System Failure .......................................................... 3-22-50 .................. 3-95
Unpressurized Flight ................................................................. 3-22-60 .................. 3-97

3-iv FAA APPROVED

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TABLE OF CONTENTS

SUBJECT: SECTION: PAGE:

Thrust Reverser System .............................................................. 3-24-00 .................. 3-98

Thrust Reverser Stowing Procedure .......................................... 3-24-20 .................. 3-98

Windshield / Door Systems.......................................................... 3-25-00 .................. 3-99

Windshield Heat Failure ........................................................... 3-25-10 .................. 3-99
Windshield Cracked .................................................................. 3-25-20 ................ 3-100
Cabin Window Cracked ............................................................ 3-25-30 ................ 3-101

Amber Caution Messages .................................................................. ....................... 3A-1

Blue Advisory Messages .................................................................... ........................3B-1

Revision 53 FAA APPROVED

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3-00-00: ABNORMAL PROCEDURES

3-00-10: General Guidance:

In handling abnormal situations, the following shall apply:

1. Maintain control of the airplane.

2. Other than retracting the landing gear and silencing aural warnings, take no action until
above 400 ft. AGL.

3. Analyze the situation and take appropriate action. Resetting “popped” circuit breakers is not
recommended unless the affected system is required for continued safe flight and landing.

Circuit breaker location is identified using the following acronyms.

P – Pilot’s Circuit Breaker Panel (behind seat)

CP – Copilot’s Circuit Breaker Panel (behind seat)

PO – Pilot’s Overhead Circuit Breaker Panel

CPO – Copilot’s Overhead Circuit Breaker Panel

FAA APPROVED 3-1

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3-01-00: AIR CONDITIONING SYSTEM

3-01-10: Air Conditioning System Shut Down or Inoperative:

At altitude above 41,000 ft. with either Air Conditioning System OFF or inoperative,
the respective engine cowl anti-ice must be ON with Bleed Air isolation valve closed (See
BLEED AIR SYSTEM LIMITATIONS, Section 1).

1. Associated Pack Switch...................................................................................................... OFF

2. Operational Pack Bleed Source............................VERIFY COMPENSATION TO 30 ±3 PSI

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3-01-20: Air Conditioning Airflow Hot or Uncontrollable:

Perform this check at or below 41,000 ft.

If cool air is not produced in either AUTO or MANUAL or OFF mode, the water separator may
be frozen. With the water separator frozen, cool air can not flow through it. To determine
whether the water separator is frozen or the Air Cycle Machine (ACM) is developing a problem,
select appropriate Air Conditioning Pack switch OFF. Wait ten (10) minutes, then reselect pack
switch ON. If cool air flow is present, the water separator is most likely the problem. Select
slightly warmer temperature in effort to preclude water separator from re-freezing. If warm or
hot air flow returns, the ACM is developing a problem. Depending on flight conditions or
mission requirements, the problem pack should be managed as required. See Air Conditioning
System Shutdown or Inoperative Procedure, this Section, for bleed air requirements with the
air conditioning packs shut off.

CAUTION: DO NOT TURN BOTH PACKS OFF AT HIGH ALTITUDE.

FAA APPROVED 3-3

16 January 2007
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3-01-30: Left or Right Cooling Turbine Hot:

This condition is a result of either an excessive air supply to air cycle machine (ACM) resulting
in overspeed/overtemp condition or an air bearing failure in the ACM. Excessive airflow (from
12th stage compensation) can be the result of operating cowl and/or wing anti-ice at high
altitudes.

ON GROUND ONLY

1. Air conditioning flow control and shutoff valve will automatically close.

2. Associated air conditioning pack switch ............................................................................ OFF

IN-FLIGHT

1. Assess current bleed air configuration. If COWL and/or WING ANTI-ICE is selected ON,
See LIMITATIONS, Section 1 (Temperature Range for Cowl Anti-Icing Chart)
to determine whether the use of anti-ice is required.

If COWL and/or WING ANTI-ICE is required, consider departing icing conditions before
proceeding to Step 2 OR if COWL and/or WING ANTI-ICE is ON but is not required:

2. Appropriate COWL/WING ANTI-ICE.............................................................................. OFF

3. Temperature Control Selector Switch (affected pack) ............................ Select Warmer Temp

4. Wait one (1) minute.

If COOL TURB HOT Message Remains ON

5. Affected (L or R) Pack Switch ........................................................................................... OFF

CAUTION: DO NOT TURN OFF BOTH PACK SWITCHES AT HIGH ALTITUDE.

If both air conditioning packs are affected, select only one pack switch OFF.

If COWL ANTI-ICE IS required or if airplane altitude is above 41,000 ft.,

6. COWL ANTI-ICE ...................................... ON (same bleed air system with pack shut down)

3-4 FAA APPROVED

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If the cooling turbine hot message persists for second pack,

7. Start descent to lower altitude

8. Crew Oxygen Masks/Regulators............................................................................... ON/100%

9. Passenger Oxygen Masks............................................. MANUALLY DEPLOY (If Required)

10. Second Pack Switch (If COOL TURB HOT Message Is Still Displayed) ........................ OFF

11. Proceed to nearest suitable airport and land.

FAA APPROVED 3-5

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3-02-00: ANTI-SKID SYSTEM

3-02-10: Anti-Skid Failure (Brake-By-Wire):

A failure occurring in the brake system which renders the anti-skid inoperative is indicated by
the illumination of the ANTI-SKID FAIL amber message on EICAS.

The system has automatically switched to open loop pulsed control. Open loop pulsed control
may be eliminated by selecting ANTI-SKID OFF, using the ANTI-SKID ON/OFF Switch
located on the center pedestal.

TAKEOFF

During takeoff with ANTI-SKID inoperative or Selected OFF, wheel spindown function will be
disabled.

Perform the following Steps for takeoff with the ANTI-SKID inoperative or OFF:

1. ANTI-SKID Switch............................................................................................................ OFF

2. Select Applied Brake Pressure Display on DU 4.

3. Before gear retraction after lift-off, momentarily apply light brake pressure (300 to 400 psi)

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APPROACH AND LANDING

If ANTI-SKID is selected OFF, braking should be performed using ANTI-SKID

OFF BRAKING procedure, this Section.

If ANTI-SKID is not selected OFF, braking in the open loop pulsed mode (BANG - BANG)
should be performed using the following procedure:

1. ANTI-SKID........................................................................................................... CHECK ON

2. Select Applied Brake Pressure Display on DU 4.

3. Apply Maximum Reverse Thrust.

4. At Higher Speeds Use Braking as Required.

5. At Approximately 100 Knots Turn ANTI-SKID ............................................................... OFF

NOTE: At speeds below 100 knots the pulsing of open loop pulsed Anti-Skid causes braking
action to be jerky.
6. Refer to ANTI-SKID OFF BRAKING procedure this Section.
NOTE: An increase in landing distance will result if landing rollout is made with Anti-Skid
completely inoperative or under open loop pulsed anti-skid control. For landing
distances with Anti-Skid inoperative, see Landing Field Length Anti-Skid Inoperative
Chart, Performance Section. Use of Reverse Thrust reduces AFM landing distances.

FAA APPROVED 3-7

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3-02-20: Anti-Skid Off Braking (Brake-By-Wire):

FOR AIRPLANES SN 1000 THRU 1213 WITHOUT ASC 190/266

Selecting ANTI-SKID OFF, using the ANTI-SKID ON/OFF Switch located on the center
pedestal, will be indicated by illumination of the ANTI-SKID FAIL amber message on EICAS.

With ANTI-SKID Selected OFF, normal ANTI-SKID and open loop pulsed control is not
available. Applied brake pressure is proportional to brake pedal deflection.
TAKEOFF
During takeoff with ANTI-SKID inoperative or selected OFF, wheel spindown function will be
disabled.

Perform the following Steps for takeoff with ANTI-SKID inoperative or OFF:

1. ANTI-SKID Switch............................................................................................................ OFF

2. Select Applied Brake Pressure Display on DU 4.

3. Before gear retraction after lift-off, momentarily apply light brake pressure (300 to 400 psi).

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APPROACH AND LANDING

Use the following procedure when braking with ANTI-SKID Selected OFF:

1. ANTI-SKID Switch............................................................................................................ OFF

2. Select Applied Brake Pressure Display on DU 4.

3. Apply Maximum Reverse Thrust.

4. Allow speed to decrease to approximately 100 knots before applying light braking.
Gradually increase to moderate braking as speed decreases.

NOTE: An increase in landing distance will result if landing rollout is made with Anti-Skid
completely inoperative. For landing distances with Anti-Skid inoperative see Landing
Field Length Anti-Skid Inoperative Chart, Performance Section. Use of Reverse Thrust
reduces AFM landing distances.

FAA APPROVED 3-9

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3-02-30: Anti-Skid Off Braking (Brake-By-Wire):

FOR AIRPLANES SN 1000 THRU 1213 WITH ASC 190/266

Selecting the anti-skid OFF, using the anti-skid ON/OFF switch located on the center pedestal,
will be indicated by the illumination of the ANTI-SKID FAIL amber message on the EICAS.
With anti-skid selected OFF, normal anti-skid and open loop pulsed control is not available.
Applied brake pressure is proportional to brake pedal deflection.

TAKEOFF

During takeoff with the Anti-skid inoperative or selected OFF, the wheel spindown function will
be disabled. Perform the following steps for takeoff with the Anti-skid inoperative or OFF:

1. ANTI-SKID Switch............................................................................................................ OFF

2. Select Applied Brake Pressure Display on DU 4.

3. Prior to gear retraction after lift-off, momentarily apply light brake pressure (300-400 psi).

3-10 FAA APPROVED

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APPROACH AND LANDING

The following procedure should be used when braking with anti-skid selected OFF:

1. ANTI-SKID Switch............................................................................................................ OFF

2. Select Applied Brake Pressure Display on DU 4.

3. Apply Maximum Reverse Thrust.

4. The pilot should smoothly apply brakes to approximately 300 psi as advised by the copilot.
In an anti-skid inoperative situation, the pilot should devote his attention to airplane control
and the copilot should monitor applied brake pressure and advise the pilot of corrections
needed to maintain 300 psi.

CAUTION: IT IS NORMAL FOR DECELERATION TO INCREASE AS THE STOP

PROGRESSES. IT IS EXTREMELY IMPORTANT TO MAINTAIN 300 PSI TO
AVOID LOCKED WHEELS AND BLOWN TIRES. THERE WILL BE A
SIGNIFICANT INCREASE IN LANDING DISTANCE WITH ANTI-SKID
INOPERATIVE.

NOTE: Brake pedal position in relation to brake pressure can be observed and practiced
airborne with the anti-skid system selected OFF, and the landing gear up or down.

An increase in landing distance will result if a landing rollout is made with anti-
skid inoperative. For landing distances with Anti-skid inoperative see Landing Field
Length Anti-Skid Inoperative Chart, Performance Section. Use of Reverse Thrust
reduces AFM landing distances.

FAA APPROVED 3-11

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3-02-40: Anti-Skid Failure (HMAB):

FOR AIRPLANES SN 1183, 1214 AND SUBS

A failure occurring in the brake system which renders the anti-skid inoperative will be indicated
by illumination of the ANTI-SKID FAIL amber message on the EICAS.

There is no automatic reversion to auxiliary braking unless the combined/utility hydraulic system
fails.

If the anti-skid switch is left ON there may still be anti-skid protection on one pair of wheels
(inboard or outboard). With the anti-skid switch OFF all anti-skid protection is disabled.

Braking with the ANTI-SKID FAIL message illuminated should be performed using the
ANTI-SKID OFF BRAKING procedures defined in this section.

3-12 FAA APPROVED

23 January 2004
 GULFSTREAM AEROSPACE
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SECTION 3
ABNORMAL
PROCEDURES

3-02-50: Anti-Skid Off Braking (HMAB):

FOR AIRPLANES SN 1183, SN 1214 AND SUBS

With the anti-skid system failed or OFF, full braking performance is not available and stopping
distances are significantly increased. Applied brake pressure must be carefully controlled to
avoid locked wheels and blown tires.

TAKEOFF

During takeoff with ANTI-SKID inoperative or Selected OFF, wheel spindown function will be
functional.

Perform the following Steps for takeoff with the ANTI-SKID inoperative or OFF:

1. ANTI-SKID Switch............................................................................................................ OFF

2. Select Applied Brake Pressure Display on DU 4.

APPROACH AND LANDING

The following procedure should be used when braking with anti-skid inoperative.

1. ANTI-SKID Switch..............................................................................................................ON

2. Select Applied Brake Pressure Display on DU 4.

3. Apply Maximum Reverse Thrust.

FAA APPROVED 3-13

23 January 2004
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SECTION 3
ABNORMAL
PROCEDURES

4. Immediately upon landing or at takeoff abort, the pilot should smoothly apply brakes to
approximately 300 psi as advised by the copilot. In an anti-skid inoperative situation, the
pilot should devote his attention to airplane control and the copilot should monitor applied
brake pressure and advise the pilot of corrections needed to maintain approximately 300 psi.

CAUTION: IT IS NORMAL FOR DECELERATION TO INCREASE AS THE STOP

PROGRESSES. IT IS EXTREMELY IMPORTANT TO MAINTAIN 300 PSI
TO AVOID LOCKED WHEELS AND BLOWN TIRES. THERE WILL BE A
SIGNIFICANT INCREASE IN LANDING DISTANCE WITH ANTI-SKID
INOPERATIVE.

NOTE: Brake pedal position in relation to brake pressure can be observed and practiced
airborne with the anti-skid system selected OFF, and the landing gear up or down.

An increase in landing distance will result if a landing rollout is made with anti-
skid inoperative. For landing distances with Anti-skid inoperative see Landing Field
Length Anti-Skid Inoperative Chart, Performance Section. Use of Reverse Thrust
reduces AFM landing distances.

3-14 FAA APPROVED

23 January 2004
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SECTION 3
ABNORMAL
PROCEDURES

3-03-00: AUTO FLIGHT SYSTEM

3-03-10: Autopilot Malfunction:

If the Autopilot malfunctions, disengage Autopilot as follows:

1. Autopilot disengage button (on either pilots' control wheel) ................ PRESS (Momentarily)

The Autopilot may also be disengaged by any of the following:

2. Autopilot "ON" Capsule (Guidance Panel)....................................................................PRESS

3. Electric Elevator Trim Switch.................................................................................ACTUATE

4. Autopilot will disengage if either G/A button is pressed.

CAUTION: THE AUTOTHROTTLE, IF ENGAGED WHEN G/A BUTTON IS PRESSED,

WILL INCREASE POWER TO G/A EPR.

If a flight guidance computer fails, the second computer will continue to control airplane. A
failure of the second computer will disconnect the autopilot.

In the event that above methods fail, the autopilot may be overpowered by the pilot.

FAA APPROVED 3-15

23 January 2004
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SECTION 3
ABNORMAL
PROCEDURES

3-03-20: Autothrottle Malfunction:

Disengage the Autothrottle as follows:

1. Activating either momentary action engage/disengage thumb lever located on the power
levers.

2. Activating either mechanical disengagement button located on the front of the power lever
knobs.

3. Deselecting the autothrottle ARM button on the Guidance Panel.

If the above methods fail, the autothrottle may be over powered by the pilot and will
automatically disengage. Override forces may be as high as forty (40) pounds.

A failure of either autothrottle control system will result in system disengagement. The opposite
autothrottle computer should be selected via the Display Controller and the autothrottle rearmed
on the Guidance Panel before reengaging.

An engine failure will result in autothrottle disengagement.

3-16 FAA APPROVED

23 January 2004
 GULFSTREAM AEROSPACE
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SECTION 3
ABNORMAL
PROCEDURES

3-03-30: AFGCS Failure:

The AFGCS incorporates monitors that ensure the safety of the system. These monitors provide
fail passive and fail operational capability of the system.

Fail Operational: If monitors detect a failure condition within a flight guidance computer the
failed computer will be shut down and control of the airplane will be
transferred to the remaining computer.

Fail Passive: If the airplane is being controlled by the second flight guidance computer,
after a single failure, and that computer fails, the autopilot will disengage.

FAA APPROVED 3-17

23 January 2004
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SECTION 3
ABNORMAL
PROCEDURES

3-03-40: Mach Trim Compensation Failure:

If Mach Trim Compensation results in undesired elevator trim, and selecting the other flight
guidance computer does not correct condition, proceed as follows:

1. Pitch Trim Switch................................................................................................DISENGAGE

NOTE: Since electric elevator trim is not available, the manual trim wheel must be used.

2. Limit MMO to 0.75 MT

CAUTION: WHEN OBSERVING MMO OF 0.75 MT, CLOSELY MONITOR AIRSPEED TO

AVOID EXCEEDING 0.75 MT.

3-18 FAA APPROVED

23 January 2004
 GULFSTREAM AEROSPACE
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SECTION 3
ABNORMAL
PROCEDURES

3-03-50: Yaw Damper Failure:

The Yaw Damper is powered by the Flight Hydraulic System. If right engine has failed but is
windmilling, Flight System hydraulic pressure will remain at approximately 3000 psi and will
power the yaw damper. Should the right engine failure prevent windmilling, the yaw damper
should be selected OFF. The YAW DAMPER OFF message illuminates if the Yaw Damper is
OFF. With Yaw Damper inoperative maintain at least 220 KCAS above 18,000 ft. Maximum
fuel weight for takeoff with yaw damper inoperative is 9,000 lb (4,082 kg).

Below 18,000 ft. maintain airspeed, as function of fuel quantity, at or above that shown below
until ready to configure the airplane for approach and landing.

Fuel Quantity - 1000 lb 8 10 12 14 16 18 20 22 24 26 28 30

Minimum Airspeed - KCAS 96 107 117 126 135 143 151 158 165 172 178 184

When Yaw Damper failure is coupled with failure of Mach Trim Compensation, observe speed
limitations for both failures and limit altitude to 41,000 ft.

NOTE: If practical, land at fuel weight of less than 9,000 lb (4,082 kg). Landing at lower fuel
weights will improve dutch roll stability. Avoid flight into known areas of moderate or
greater turbulence.

FAA APPROVED 3-19

23 January 2004
 GULFSTREAM AEROSPACE
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SECTION 3
ABNORMAL
PROCEDURES

3-04-00: AUXILIARY POWER SYSTEM

3-04-20: APU Inflight Operation: Alternate Electrical Source:

FOR SN 1000 THRU 1155 WITHOUT APU LOADMETER AND AIRPLANES WITH ASC
465 (36-150[G] APU)

In the event supplemental electrical power is required in-flight due to failure of an engine or
Alternator/Converter system, the APU Alternator may be used as a source.

To Start APU In Flight:

1. Descend to 15,000 ft. or below and reduce airspeed to 250 KCAS or less.

2. Battery 1 and 2 Switches ......................................................................................................ON

3. APU Fire Warning........................................................................................................ CHECK

4. APU Master Switch..............................................................................................................ON

5. APU Start Button............................................................................................................. PUSH

CAUTION: APU STARTER IS LIMITED TO THREE (3) CONSECUTIVE START

ATTEMPTS THIRTY (30) SECONDS ON, FOLLOWED BY TWENTY (20)
MINUTE COOL DOWN PERIOD. THEN, THREE (3) ADDITIONAL START
ATTEMPTS MAY BE MADE, AFTER WHICH A ONE (1) HOUR COOL
DOWN PERIOD MUST BE OBSERVED.

NOTE: For airplanes with ASC 465 (36-150[G] APU), it is acceptable for the APU EGT
synoptic indication to go into the amber or red range during start. The synoptic only
reflects running limitations.

When APU is up to speed (100% +3%):

6. Electric Master Auxiliary Power..........................................................................................ON
7. Auxiliary Power Loadings....................................................... See LIMITATIONS, Section 1,
(APU Alternator Electrical Load)

3-20 FAA APPROVED

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

With the APU operating and auxiliary power selected ON, constant frequency AC power is
available to power the Main AC busses; either automatically, if the respective Main AC Bus
AUTO switch is selected, or manually, if the respective APU/EXT switch is selected.

APU OPERATING ENVELOPE IN-FLIGHT

See APU OPERATING ENVELOPE figure.

Guaranteed Starting: Running:

Altitude 15,000 ft. and below Altitude 35,000 ft. and below

Airspeed 250 KCAS Maximum Airspeed VMO/MMO Maximum

3-04-30: APU Inflight Operation: Alternate Electrical Source – ELWS (Loadmeter)/ASC

420 Procedure:

FOR AIRPLANES SN 1156 AND SUBS. AND AIRPLANES SN 1000 THRU SN 1155 WITH
APU LOADMETER INSTALLED OR REMOVED BY ASC 420 AND SN 1430 AND SUB.

In the event supplemental electrical power is required in-flight due to failure of an engine or
Alternator/Converter system, the APU Alternator may be used as a source.

To Start APU In Flight:

1. Descend to 15,000 ft. or below and reduce airspeed to 250 KCAS or less.

2. Battery 1 and 2 Switches ......................................................................................................ON

3. APU Fire Warning........................................................................................................ CHECK

4. APU Master Switch..............................................................................................................ON

5. APU Start Button............................................................................................................. PUSH

CAUTION: APU STARTER IS LIMITED TO THREE (3) CONSECUTIVE START

ATTEMPTS, THIRTY (30) SECONDS ON, FOLLOWED BY TWENTY (20)
MINUTE COOL DOWN PERIOD. THEN, THREE (3) ADDITIONAL START
ATTEMPTS MAY BE MADE, AFTER WHICH A ONE (1) HOUR COOL
DOWN PERIOD MUST BE OBSERVED.

FAA APPROVED 3-21

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

When APU is up to speed (100% + 3%):

6. Electric Master Auxiliary Power..........................................................................................ON

7. Auxiliary Power Loadings........................................................ See LIMITATIONS, Section 1

(APU Alternator Electrical Load)

NOTE: If flight is continued above 30,000 ft., the following Steps must be accomplished to
ensure continuous APU operation.

If the Left Converter/Alternator is inoperative, complete Steps 8 thru 12.

8. Electric Master RIGHT Power .............................................................................................ON

9. Left AC Main APU/EXT ....................................................................... ON (Manually Select)

10. Right AC Main RIGHT.......................................................................... ON (Manually Select)

11. Left DC Main TRU/EXT ....................................................................... ON (Manually Select)

12. Right DC Main RIGHT.......................................................................... ON (Manually Select)

If Right Converter/Alternator is inoperative, complete Steps 13 thru 17.

13. Electric Master LEFT Power................................................................................................ON

14. Left AC Main LEFT............................................................................... ON (Manually Select)

15. Right AC Main APU/EXT ..................................................................... ON (Manually Select)

16. Left DC Main LEFT............................................................................... ON (Manually Select)

17. Right DC Main TRU/EXT ..................................................................... ON (Manually Select)

For either Converter/Alternator inoperative, continue:

18. Essential AC AUTO.............................................................................................................ON

19. Essential DC AUTO.............................................................................................................ON

3-22 FAA APPROVED

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

20. Electrical Loadmeter (if installed)........................................................................................ON

21. Electrical Loadmeter Green Arc (if installed).............................................................. CHECK

FOR AIRPLANES SN 1430 AND SUB AND AIRPLANES WITH ASC 420:

22. Windshield Heat .............................................................................................. AS REQUIRED

a. Left Converter Failed....................................................................................RF/LS – OFF

b. Right Converter Failed..................................................................................LF/RS – OFF

3-04-40: APU Alternator Failure:

1. An APU alternator failure (as indicated by lack of AUX PWR on Electrical Master Panel
and/or AUX AC POWER FAIL amber caution message on CAS) will have no effect as long
as both engine driven Alternator/Converters continue to function. Back up power, for
Alternator/Converter failures, has been lost.

2. Cycle Auxiliary Power Switch OFF (10 seconds), then ON. If condition remains same,
position Auxiliary Power Switch OFF.

FAA APPROVED 3-23

17 Mar 2010
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SECTION 3
ABNORMAL
PROCEDURES

3-05-00: BRAKES SYSTEM

3-05-30: Wheel Brake Failure:

If the Combined System engine-driven pump fails, the Utility System will automatically provide
power to operate brakes. If the Combined and Utility systems fail, the Auxiliary Hydraulic
Pump may be utilized to operate the brakes. Anti-skid protection is available when using
Combined, Utility, or Auxiliary System pressure.

CAUTION: TAKEOFF IS NOT PERMITTED WITH EITHER SINGLE OR DUAL

CHANNEL FAILURE OF BRAKE-BY-WIRE SYSTEM.

3-05-40: Brake Confidence Check - Inflight (Brake-By-Wire):

1. ANTI-SKID .........................................................................................................................ON

2. Depress and hold the BRAKE NUTCRCKR ORIDE switch for the duration of this check.
Wait minimum of ten (10) seconds then individually depress the left and right brake pedals
(pilot or copilot).

A. Confirm applied brake pressure proportionally tracks brake pedal deflection.

B. Confirm brake pedal deflection does not cause applied pressure on opposite brake.

3. Release BRAKE NUTCRCKR ORIDE Switch.

4. If check is satisfactory, proceed with normal landing.

3-24 FAA APPROVED

17 Mar 2010
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SECTION 3
ABNORMAL
PROCEDURES

3-05-50: Uncommanded Applied Brake Pressure - Inflight (Brake-By-Wire):

1. Perform Brake System Test (BITE) several times in an attempt to clear the uncommanded
pressure.

If pressure returns to normal, perform BRAKE CONFIDENCE CHECK this Section.

If pressure remains proceed as follows:

2. PULL BCS 1 circuit breaker (C/P OH). The ANTI-SKID FAIL message will illuminate on
CAS. Apply brake pressure for thirty (30) seconds. Open-loop pulsed (BANG-BANG)
braking will occur. Release brake pedals.

A. If brake pressure returns to normal, reset BCS 1 circuit breaker. If pressure remains
normal, perform the BRAKE CONFIDENCE CHECK this Section.

B. If applied pressure remains, PULL BCS 2 circuit breaker (C/P OH).

All four (4) brake system messages will illuminate on CAS.

C. If pressure returns to normal, leave BCS 2 circuit breaker out and perform BRAKE
CONFIDENCE CHECK. If BRAKE CONFIDENCE CHECK is satisfactory, land
with BCS 2 circuit breaker out.

D. If the uncommanded pressure remains, reset BCS 2 circuit breaker.

3. Select ANTI-SKID OFF. Cycle the affected brake pedal(s) in an attempt to clear the
uncommanded pressure.

A. If pressure returns to normal, land using ANTI-SKID OFF BRAKING procedure this
Section.

4. If the uncommanded applied brake pressure remains, assume that this pressure will be
present during landing.

5. Select ANTI-SKID ON. Refer to LANDING WITH APPLIED BRAKE

PRESSURE INDICATED this Section.

FAA APPROVED 3-25

17 Mar 2010
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SECTION 3
ABNORMAL
PROCEDURES

3-05-60: Landing With Applied Brake Pressure Indicated (Brake-By-Wire):

1. ANTI-SKID..........................................................................................................................ON

2. Brake Accumulator Pressure .......................................................................................3000 PSI

3. AUX Pump .................................................................................. ARMED (NOT RUNNING)

On Touchdown:

4. Apply Reverse Thrust as necessary.

5. Use rudder and/or Nose Wheel Steering to maintain directional control.

6. DO NOT attempt to use brakes.

7. When ground speed is less than 80 knots, use the metering parking brake to stop airplane.

CAUTION: ANTI-SKID PROTECTION IS NOT AVAILABLE. REFER TO EMERGENCY

BRAKES, SECTION 4, FOR MORE INFORMATION.

A. Pull parking brake handle up approximately 1/4 - 1/2 inch.

B. Wait for braking action to commence. Increase brake handle travel as required.

C. As the airplane decelerates, modulate (meter) the parking brake pressure as required to
prevent sudden stopping or tire skidding.

3-26 FAA APPROVED

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

3-05-70: Uncommanded Brake Pressure During Landing Rollout (Brake-By-Wire):

1. Apply Reverse Thrust as necessary.

2. Use rudder and/or Nose Wheel Steering to maintain directional control of airplane.

3. Discontinue any attempt to apply brakes - FEET OFF THE BRAKE PEDALS.

4. REAPPLY brake pressure after one (1) second.

5. If the uncommanded or undesired Brake Pressure is still present and airplane cannot be
controlled, DISCONTINUE BRAKE APPLICATION.

6. When ground speed is less than 80 knots, use the metering parking brake to stop airplane.

CAUTION: ANTI-SKID PROTECTION IS NOT AVAILABLE. REFER TO EMERGENCY

BRAKES, SECTION 4, FOR MORE INFORMATION.

A. Pull parking brake handle up approximately 1/4 - 1/2 inch.

B. Wait for braking action to commence. Increase brake handle travel as required.

C. As the airplane decelerates, modulate (meter) the parking brake pressure as required to
prevent sudden stopping or tire skidding.

FAA APPROVED 3-27

17 Mar 2010
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SECTION 3
ABNORMAL
PROCEDURES

3-05-80: Auxiliary Braking (HMAB):

FOR AIRPLANES SN 1183, SN 1214 AND SUBS. AND AIRPLANES SN 1000 THRU 1213
WITH ASC 307

The Auxiliary Brake System is available in the event of a combined/utility hydraulic system
failure. The Auxiliary Brake System will engage automatically when the brake pedals are
depressed, provided the Auxiliary hydraulic pump is ARMED and Combined Hydraulic pressure
is below 1500 psi.

Auxiliary brake operation and performance are similar to normal braking if applied pressure is
held below the anti-skid range. If sufficient pressure is applied to enter anti-skid operation,
braking will become cyclic with large releases and recoveries occurring approximately three (3)
times per second. Reducing applied pressure should stop the cycling. Skid pressures vary with
airplane weight and runway surface and can range from 1200 psi on dry concrete to as little as
300 psi if wet.

The following procedure should be used for landing with the Auxiliary Brake System.

1. Select Hydraulic System display on EICAS to show Applied Brake Pressure.

2. Auxiliary Hydraulic Pump ...................................................................................................ON

3. Braking ............................................................................................................ AS REQUIRED

3-28 FAA APPROVED

17 Mar 2010
 GULFSTREAM AEROSPACE
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SECTION 3
ABNORMAL
PROCEDURES

3-06-00: BRAKE SYSTEM MESSAGES

3-06-10: Brake Fail Message (Brake-By-Wire):

Failure of the brake system to provide brake pressure will be indicated by the illumination of the
BRAKE FAIL Amber Message on the EICAS. Use the following procedure to validate the
message and check the brake ECU:

1. ANTI-SKID........................................................................................................... CHECK ON

2. Select Applied Brake Pressure Display on DU 4.

3. If airborne,

BRAKE NUTCRKR ORIDE Switch ......................... DEPRESS and hold for 10 seconds and
continue holding while performing Step 4.

4. DEPRESS brake pedals individually and check APPLIED BRAKE PRESSURE.

5. BRAKE NUTCRKR ORIDE Switch ....................................................................... RELEASE

6. If both left and right brake pressure is not available, use EMERGENCY BRAKES
procedure Section 4.

7. If braking is available on one strut, stopping the airplane with operative nosewheel steering
on a dry runway is possible if braking is commenced from lower speeds. Expect longer
landing distances.

8. If left and right brake pressure is available, the BRAKE FAIL message is erroneous. Use
normal braking.

FAA APPROVED 3-29

17 Mar 2010
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SECTION 3
ABNORMAL
PROCEDURES

3-06-20: Brake Fail Message (HMAB):

FOR AIRPLANES SN 1183, 1214 AND SUBS. WITH THE HYDROMECHANICAL

ANALOG BRAKE SYSTEM INCORPORATED

Loss of combined and auxiliary pressure while pedals are depressed and auxiliary pump is
ARMED will illuminate the BRAKE FAIL message.

If warning occurs in flight:

1. Select Applied Brake Pressure Display on DU 4.

2. Hydraulic Pressures ...................................................................................................... CHECK

If combined pressure is normal:

3. Auxiliary Hydraulic Pump ................................................................................................. OFF

4. Anti-Skid Switch ................................................................................................................ OFF

5. Brakes ............................................................................................................................APPLY

If applied brake pressure indicates normal, the message was false. Proceed with step 6, 9 and
10.

6. Auxiliary Hydraulic Pump .......................................................................................... ARMED

3-30 FAA APPROVED

17 Mar 2010
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SECTION 3
ABNORMAL
PROCEDURES

If combined system has failed:

7. Auxiliary Hydraulic Pump ................................................................................... ARMED/ON

8. Brakes ............................................................................................................................APPLY

If applied brake pressure indicates normal, refer to Auxiliary Braking Procedure, this Section.

9. Anti-Skid Switch ..................................................................................................................ON

10. Circuit Breakers (Inbd Anti-Skid, Outbd Anti-Skid) ............................................................ IN

If warning occurs during landing:

11. Park/Emergency Brake.................................................................................... AS REQUIRED

Refer to Emergency Braking Procedure, Section 4.

FAA APPROVED 3-31

17 Mar 2010
 GULFSTREAM AEROSPACE
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SECTION 3
ABNORMAL
PROCEDURES

3-06-30: Brake Maintenance Required Message (HMAB):

FOR AIRPLANES SN 1183, 1214 AND SUBS

A wheel speed miscompare lasting more than five (5) seconds will illuminate the Brake
Maintenance Required message.

If the message occurs in flight, investigate after landing. This message may appear if the landing
gear is left down after takeoff and there is a difference in wheel spindown rates.

If message occurs on the ground, limited troubleshooting can be accomplished by performing an

Anti-Skid test at a speed of 10 knots or less.

ON GROUND ONLY

If the Anti-Skid Fail message illuminates during the test, a fault exists which can be isolated by
performing a system test on the Skid Control Box (SCB).

3-32 FAA APPROVED

17 Mar 2010
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SECTION 3
ABNORMAL
PROCEDURES

3-06-40: Brake Pedal Message (Brake-By-Wire):

An inoperative or malfunctioning brake pedal transducer is indicated by the BRAKE PEDAL

amber message illuminated on EICAS.

Use the following procedure for fault isolation of the brake pedals:

1. ANTI-SKID........................................................................................................... CHECK ON

2. Select Applied Brake Pressure Display on DU 4.

3. If Airborne BRAKE NUTCRKR ORIDE Switch ..................................DEPRESS and HOLD

for ten (10) seconds and continue to hold while performing Step 4.

4. DEPRESS brake pedals individually and check applied brake pressure.

NOTE: A malfunctioning brake pedal is indicated by zero (0) or lower than normal brake
pressure.

5. BRAKE NUTCRKR ORIDE Switch ....................................................................... RELEASE

6. DO NOT use malfunctioning brake pedal(s).

7. If no brake pressure is available from any pedal, see EMERGENCY BRAKES, Section 4.

FAA APPROVED 3-33

17 Mar 2010
 GULFSTREAM AEROSPACE
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SECTION 3
ABNORMAL
PROCEDURES

3-06-50: Multiple Brake Failure Message (Brake-By-Wire):

In case of multiple failure messages or if brake system status is unknown:

1. Attempt RESET followed by Brake BITE at Brake ECU. Allow thirty (30) seconds after
the BITE for failure to recur.

2. ANTI-SKID Switch............................................................................................... CHECK ON

3. Select Applied Brake Pressure Display on DU 4.

4. If airborne, BRAKE NUTCRKR ORIDE Switch ..................................DEPRESS and HOLD

for ten (10) seconds and continue to hold while performing Step 5.

5. Depress brake pedals individually (pilot or copilot) and verify applied brake pressure is
appropriate for pedal deflection.

6. BRAKE NUTCRKR ORIDE Switch ....................................................................... RELEASE

7. If brake pressure indications are normal, use CAUTION in normal braking.

8. If abnormal or no brake pressure indications occur, ANTI-SKID Switch......................... OFF

9. Depress brake pedals individually (pilot or copilot) and verify applied brake pressure is
appropriate for brake pedal deflection.

10. If brake pressure indications are normal, refer to ANTI-SKID OFF BRAKING
Procedure, this Section.

11. If abnormal or no brake pressure indications occur, BCS 1 circuit breaker ....................PULL

12. Depress brake pedals individually (pilot or copilot) and verify applied brake pressure is
appropriate for brake pedal deflection.

13. If brake pressure indications are normal, refer to ANTI-SKID OFF BRAKING procedure
this Section.

14. If abnormal or no brake pressure indications occur, BCS 1 circuit breaker ................. RESET

15. ANTI-SKID Switch..............................................................................................................ON

3-34 FAA APPROVED

17 Mar 2010
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SECTION 3
ABNORMAL
PROCEDURES

16. BCS 2 Circuit Breaker......................................................................................................PULL

NOTE: Pulling this circuit breaker causes three (3) amber and one (1) blue brake messages to
illuminate on EICAS.

17. Depress brake pedals individually (pilot or copilot) and verify applied brake pressure is
appropriate for brake pedal deflection.

18. If brake pressure indications are normal, use CAUTION in normal braking.

19. If abnormal brake pressure indications occur, use LANDING WITH APPLIED
BRAKE PRESSURE INDICATED procedure, this Section.

20. If NO brake pressure indications occur, refer to Section 4, EMERGENCY

BRAKES procedure.

FAA APPROVED 3-35

17 Mar 2010
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SECTION 3
ABNORMAL
PROCEDURES

3-06-60: BTMS OVHT Light On or Brake OVHT Message:

ON THE GROUND

If the OVHT light on the BTMS display and the amber BRAKE OVHT CAS message
illuminates during ground operations:

1. Determine which brake is causing the OVHT light by slowly rotating the BTMS selector
switch through each position and checking for brake temperatures exceeding:

NOTE: For SPZ 8400 equipped airplanes, BTMS display is available only on BRAKES System
page. All four (4) brake temperatures are displayed simultaneously on the BRAKES
System page.

A. 400° ±10° (Non ASC 190/Non ASC 266 airplanes SN 1000 thru 1213 with ASC 167)

B. 625° ±25° (ASC 190/ASC 266 airplanes SN 1000 thru 1213 with ASC 346 and SN
1214 and subs.)
2. Avoid using the brake(s) that exceed the OVHT limit. Use reverse thrust as necessary to
assist in stopping the aircraft if required.

NOTE: For airplanes 1000 through 1143 without ASC 166: Use of Thrust Reversers is limited
to one (1) minute every thirty (30) minutes.

3. If possible, expeditiously move the airplane to an uncongested area clear of other aircraft
and active taxiways/runways.

4. DO NOT SET THE PARKING BRAKE. Chock the nose gear tire if possible.

3-36 FAA APPROVED

17 Mar 2010
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SECTION 3
ABNORMAL
PROCEDURES

5. Monitor temperature of all brakes for trend information:

A. If temperatures continue to rise or remain above the OVHT limit for more than five (5)
minutes, expect wheel fuse plugs to release. EVACUATE all personnel and remain
clear of the main landing gear area for a minimum of thirty (30) minutes.

CAUTION: DO NOT ATTEMPT TO TAKEOFF WITH THE BRAKE OVHT LIGHT

ON. THERE MAY NOT BE SUFFICIENT BRAKE KINETIC ENERGY
AVAILABLE IN THE EVENT OF A REJECTED TAKEOFF OR TIRE
FAILURE MAY OCCUR DURING TAKEOFF ROLL.

NOTE: A visual inspection of the overheated wheels, tires, and brakes should be
accomplished prior to the next flight.

B. If the temperatures have peaked and the OVHT light extinguishes, the tires should be
inspected for proper inflation and the brakes inspected for obvious damage before
continuing the departure.

NOTE: The flight crew should consider brake energy requirements for subsequent
departures with elevated brake temperatures. See Appendix C for Brake Kinetic
Energy and Brake Cooling chart data.

IN-FLIGHT

1. Altitude................................................................ 20,000 ft. or Below (Descend If Necessary)

2. Airspeed..........................................................................................................225 KCAS MAX

3. Landing Gear..............................................................................................................EXTEND

4. Airspeed..........................................................................................................250 KCAS MAX

FAA APPROVED 3-37

17 Mar 2010
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SECTION 3
ABNORMAL
PROCEDURES

5. BTMS ......................................................................................................................MONITOR

NOTE: Landing gear should remain extended until the brake temperature decreases below
200°C.

6. Airspeed..........................................................................................................225 KCAS MAX

7. Landing Gear........................................................................................................... RETRACT

8. BTMS/OVHT Light ...................................................................................... CHECKED/OUT

NOTE: An inspection of overheated wheels, tires, brakes, and wheel speed sensors should be
accomplished before next flight. See Appendix C for Brake Kinetic Energy and Brake
Cooling chart data.

3-38 FAA APPROVED

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

3-07-00: ELECTRICAL POWER SYSTEM

3-07-40: Alternator/Converter Failure - Single:

With one (1) Alternator/Converter inoperative, monitor and limit loads to less than 100% DC
and 100% AC. This can be accomplished by switching off equipment as necessary. Failure of
Alternator/Converter will be indicated by L AC and DC POWER FAIL, or R AC and DC
POWER FAIL messages, or abnormal meter readings.

Converters are protected by over/under voltage and over/under frequency logic. When limits are
exceeded, that converter will trip OFF and automatic bus transfer to a good power source will
occur. Bus transfer indication will be on the EPMP panel.

1. Appropriate Converter AC and DC Loads/Voltage ..................................................... CHECK

2. Electric Master LEFT or RIGHT Power ......................... OFF, wait ten (10) seconds then ON
If voltage is produced, automatic transfer back to this source will occur. If voltage is not
produced or reading is unusual, or if converter trips off again:
3. Electric Master LEFT or RIGHT Power .....................................OFF (for remainder of flight)

If below 15,000 ft., it is recommended that APU be started as source of supplemental electrical
power. See APU IN-FLIGHT OPERATION - ALTERNATE ELECTRICAL
POWER SOURCE, this Section.

Failure of a portion of a converter may be indicated by one or more failure messages as follows:

L AC POWER FAIL, L DC POWER FAIL, R AC POWER FAIL, or R DC POWER FAIL.

If any one of these failure messages illuminate, proceed as follows:

1. Appropriate Converter AC and DC Loads/Voltage ..................................................... CHECK

2. Electric Master LEFT or RIGHT Power ............................... OFF, wait ten (10) sec., then ON

If voltage is produced, automatic transfer back to this source will occur. If DC voltage is not
produced and L-R DC POWER FAIL message remains, converter operation may be continued.
If AC voltage is not produced and L-R AC POWER FAIL message remains, turn converter OFF.

FAA APPROVED 3-39

17 Mar 2010
 GULFSTREAM AEROSPACE
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SECTION 3
ABNORMAL
PROCEDURES

3-07-50: Electrical Load Warning System (ELWS)

In the event APU electrical load is observed in low amber range, proceed as follows:

1. CABIN MASTER ................................................................................................................ON

If condition persists:

2. GALLEY MASTER.............................................................................................................ON

In the event APU electrical load is observed in high amber range, proceed as follows:

1. GALLEY MASTER........................................................................................................... OFF

If condition persists:

2. CABIN MASTER .............................................................................................................. OFF

3-40 FAA APPROVED

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES
3-07-60: Flight With One Electrical System Inoperative:

APU Alternator Failure or APU Flame Out

1. Essential AC and DC Buses will automatically transfer to operative converter.

2. Main AC and DC Busses powered by APU will be unpowered at time of failure due to
configuration of EPMP bus switches.

3. Power to failed buses may be regained by selecting AUTO on EPMP panel for those buses.

4. Remaining converter will be capable of powering airplane for remainder of flight.

5. If APU has flamed out, the pilot may elect to descend to 15,000 ft., restart APU, return to
cruise altitude, and monitor APU electrical load.

6. Allow time during descent for windshield heat to defog windows.

Alternator/Converter Failure

NOTE: GIV airplane SNs 1000 through 1155 without APU Cooling / Venting Enhancements
(ASC 390A, ASC 427 and ASC 470) and 36-150[G] APU (ASC 465A) is limited to
30,000 ft.

1. Essential AC and DC buses will automatically transfer to APU alternator and TRU.

2. Main AC and DC buses powered by converter will be unpowered at time of failure due to
configuration of EPMP bus switches.

3. DO NOT attempt to repower failed buses by switching their power source to APU unless
airplane altitude is 35,000 ft. or less. APU alternator is not capable of powering entire
airplane above 35,000 ft.

4. On descent for approach and landing, power to failed buses may be regained by selecting
AUTO on EPMP panel for those buses. Accomplish this at or below 35,000 ft.

5. Allow time during descent for windshield heat to defog windows.

FAA APPROVED 3-41

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES
Figure 3-1:
APU Alternator Electrical Load Envelope
GIV airplane SNs 1000 thru 1155 without APU Cooling / Venting Enhancements
(ASC 390A, ASC 427 or ASC 470) or 36-150[G] APU (ASC 465A)

3-42 FAA APPROVED

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

Figure 3-2:
[Applies to airplanes with or without ELWS]
APU Alternator Electrical Load Envelope
GIV airplane with APU Cooling / Venting Enhancements (ASC 390A, ASC 427, or
ASC 470)

FAA APPROVED 3-43

5 Oct 2011
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GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

Figure 3-3:
APU Alternator Electrical Load Envelope
GIV airplane with 36-150[G] APU (ASC 465A)

50

40
P
R
E
S
S
U 30
R
E
A
L
T
I 20
T 300 KIAS
U Limit
D
E
-
1 10
0
0
0
F
T
0

0 10 20 30 40 50 60 70 80 90 100 110 120

LOAD - %

0 3 6 9 12 15 18 21 24 27 30 33 36

KVa

3-44 FAA APPROVED

5 Oct 2011
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GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES
3-07-70: Bus Fault - AC or DC Reset Light On:

Electrical system Main and Essential buses are protected by an automatic bus protection system.
The bus protection system can be activated by a bus fault (over current), by a logic problem
within a Bus Power Control Unit (BPCU), or by a relay or component failure; and when
activated results in a lighted AC or DC RESET LIGHT.

A fault on any MAIN BUS will result in that bus being disconnected and isolated from all power
sources. (No power source switch light will be illuminated). A fault on the ESS AC BUS will
cause the AC BPCU to cycle bus power source from LEFT to RIGHT and then to the E INV: the
amber E INV "ON" switch light, and AC RESET light will both be illuminated.

A fault on the ESS DC BUS will result in the bus being switched from LEFT to RIGHT and then
to BATT: the amber BATT "ON" switch light, and DC RESET light will both be illuminated.
The general procedure to follow in response to a lighted AC or DC RESET light is to observe the
relevant AC or DC buses (Mains and Essentials) for indications of, or lack of, a power source to
those buses, and then press the illuminated AC (or DC) RESET light.

When RESET light is pushed, one of three events will occur:

1. RESET light will extinguish and remain out.

2. RESET light will extinguish, the relevant BPCU will cycle the bus through its possible
power sources, then the RESET light will re-illuminate.

3. RESET light will not extinguish but, instead, remains illuminated.

Specific procedures for Main AC or Main DC buses, for Essential AC bus, and for Essential DC
Bus, for each of these possibilities follow.

NOTE: The Master and RESET Switches should not be cycled more than once every ten (10)
seconds.

FAA APPROVED 3-45

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

ESSENTIAL DC BUS FAULT INDICATED

1. DC RESET Switch Light ................................................................................................ PUSH

If light extinguishes and remains out:

A. Essential DC Bus AUTO Switch Light ......................................................... CHECK ON

B. Verify electrical power is on L MAIN DC bus (source light illuminated) and Essential
DC L MAIN Switch Light is ON.

C. Monitor voltage for remainder of flight.

2. If light extinguishes momentarily while the bus cycles through possible power sources, then
re-illuminates:

A. Essential DC Bus Batt Switch ................................................................................. PUSH

B. Essential DC bus feeder circuit breakers (located on PDB) ............ PULL (one at a time)

C. DC RESET Switch Light ............................PUSH (once, for each circuit breaker pulled)

CAUTION: PULL ONLY ONE (1) CIRCUIT BREAKER AT A TIME AND, IF

PROBLEM CONTINUES, RESET CB BEFORE PULLING THE NEXT
CIRCUIT BREAKER.

D. After fault isolation, leave applicable feeder breaker pulled (OPEN).

E. Essential DC Bus AUTO Switch Light ......................................................... CHECK ON

3. If light remains illuminated:

A. Essential DC Bus Battery Switch Light................................................................... PUSH

B. Battery Amperage ................................................................................................. CHECK

If the Main DC buses are powered, turn off both Main Boost Pumps. If Main DC busses are
not powered, open Crossflow and turn off Right Main Boost Pump.

3-46 FAA APPROVED

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

If battery amperage exceeds negative three (-3) amps discharge, consideration should be
given to descending below 15,000 ft. and turning off all boost pumps to conserve battery
life.

ESSENTIAL AC BUS FAULT INDICATED

1. AC RESET Switch Light ................................................................................................ PUSH

If light extinguishes and remains out:

A. Essential AC Bus AUTO Switch Light ......................................................... CHECK ON

B. Verify electrical power is on L MAIN AC BUS (source light illuminated) and that
Essential AC L MAIN Switch Light is ON.

C. Monitor voltage and frequency for remainder of flight.

2. If light extinguishes momentarily while the bus cycles through possible power sources, then
re-illuminates:

A. Essential AC Bus AUTO Switch Light ......................................................... CHECK ON

B. Check Essential AC bus voltage and frequency.

1. If indications are normal:

a. Pilot's/Copilot's Phases B and C circuit breakers ("AC ESS"

Section on Power Distribution Box (PDB)) ..............................................PULL

b. AC RESET Switch Light .......................................................................... PUSH

c. RESET Pilot's and Copilot's Phases B and C circuit breakers one at a time.
Allow sufficient time for fault to reoccur. AC RESET switch light will
illuminate.

d. After fault isolation, leave applicable circuit breaker pulled (OPEN).

e. AC RESET Switch Light .......................................................................... PUSH

FAA APPROVED 3-47

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

2. If indications are abnormal (voltage and frequency drop):

a. Essential AC Bus E INV Switch .............................................................. PUSH

b. Pilot's/Copilot's Phase A and ACCESS circuit breakers

(AC ESS Section on Power Distribution Box (PDB) ................................PULL

c. Manual Pressurization...........................................................................SELECT

CAUTION: PULLING PILOT'S PHASE A CIRCUIT BREAKER CAUSES

LOSS OF AUTOMATIC PRESSURIZATION CONTROL; ONLY
MANUAL PRESSURIZATION WILL BE AVAILABLE.

d. AC RESET Switch Light .......................................................................... PUSH

e. Reset Pilot's and Copilot's Phase A and ACCESS circuit breakers one at time.
Allow sufficient time for fault to reoccur.

f. After fault isolation, leave applicable circuit breaker pulled (OPEN).

g. Essential AC Bus AUTO Switch Light .................................................... PUSH

NOTE: If Pilot's Phase A is not the fault, reset pressurization to AUTO.

3. If light remains on:

A. Verify power is available on LEFT MAIN AC BUS.

B. Essential AC Bus L Main Switch Light...................................................................... PUSH

C. AC RESET Switch Light ............................................................................................ PUSH

If AC RESET Switch Light extinguishes, monitor voltage and frequency for remainder of
flight.

3-48 FAA APPROVED

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SECTION 3
ABNORMAL
PROCEDURES

If AC RESET Switch Light does NOT extinguish:

D. Verify power is available on RIGHT MAIN AC BUS.

E. Essential AC Bus R Main Switch Light ..................................................................... PUSH

F. AC RESET Switch Light ............................................................................................ PUSH

If AC RESET Switch Light extinguishes, monitor voltage and frequency for remainder of
flight.

If AC RESET Switch Light does NOT extinguish, continue Checklist.

G. Essential AC Bus E INV Switch.............................................................................. PUSH

H. Monitor voltage and frequency for remainder of flight.

NOTE: All B and C Phase Essential AC Bus power is not available.

MAIN AC BUS FAULT INDICATED

NOTE: With a MAIN AC BUS unpowered, the corresponding CHGR FAIL Warning Light
will illuminate.

IF RIGHT MAIN AC BUS is unpowered:

1. Essential AC BUS .......................................................................................................... AUTO

If LEFT MAIN AC BUS is unpowered,

1. Essential AC BUS RIGHT MAIN Switch Light............................................................. PUSH

2. AC RESET LightPUSH

3. If RESET Light extinguishes and power is restored to the bus:

A. If fault indication was the LEFT BUS, Essential AC Bus Auto Switch Light ........ PUSH

B. Monitor loads for remainder of flight.

FAA APPROVED 3-49

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

4. If RESET Light extinguishes momentarily, while bus cycles through available sources, then
re-illuminates:

A. Relevant AC Main Feeder Circuit Breakers (PDB)..................................................PULL

B. AC RESET Switch Light ......................................................................................... PUSH

C. RESET Main Feeder circuit breakers one at a time. Allow sufficient time for fault to
recur.

D. After fault isolation, leave applicable circuit breaker pulled (OPEN).

E. AC RESET Switch Light ......................................................................................... PUSH

F. If fault was the LEFT BUS, Essential AC Bus AUTO Switch Light ...................... PUSH

5. If RESET Light remains ON:

A. Verify availability of power for failed bus by selecting Volt/Freq. Meter to LEFT,
RIGHT, and, if APU is running, AUX.

B. If failed bus is LEFT AC BUS, then:

As available, LEFT MAIN, RIGHT MAIN, or AUX.............................................. PUSH

C. If failed bus is RIGHT AC BUS, then:

As available, RIGHT MAIN, LEFT MAIN, or AUX.............................................. PUSH
D. AC RESET Switch Light ......................................................................................... PUSH
E. If RESET Switch Light extinguishes, monitor loads for remainder of flight.
F. If RESET Switch Light remains ON, note loss of equipment powered by dead bus.
MAIN DC BUS FAULT INDICATED
If RIGHT MAIN DC BUS is unpowered:
1. Essential DC BUS .......................................................................................................... AUTO
If LEFT MAIN DC BUS is unpowered:
1. Essential DC BUS RIGHT Switch Light ........................................................................ PUSH
2. DC RESET Light ............................................................................................................ PUSH

3-50 FAA APPROVED

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SECTION 3
ABNORMAL
PROCEDURES
3. If RESET light extinguishes and power is restored to the bus:

A. If fault indication was LEFT BUS, Essential DC Bus AUTO Switch Light........... PUSH

B. Monitor loads for remainder of flight.

4. If RESET Light extinguishes momentarily, while the bus cycles through available sources,
then re-illuminates:

A. Relevant DC Main Feeder Circuit Breakers (PDB)..................................................PULL

B. DC RESET Switch Light ......................................................................................... PUSH

C. RESET Main Feeder circuit breakers one at a time. Allow sufficient time for fault to
recur.

D. After fault isolation, leave applicable circuit breaker pulled (OPEN).

E. DC RESET Switch Light ......................................................................................... PUSH

F. If fault indication was LEFT BUS, Essential DC Bus AUTO Switch Light........... PUSH

5. If RESET Light remains ON:

A. Verify availability of power for faulty bus by selecting Volt/Freq. Meter to LEFT,
RIGHT; and, if APU is running, AUX.

B. If faulty bus is LEFT DC BUS, then:

As available, LEFT MAIN, TRU, or RIGHT MAIN .............................................. PUSH

C. If faulty bus is RIGHT DC BUS, then:

As available, RIGHT MAIN, TRU, or LEFT MAIN .............................................. PUSH

D. DC RESET Switch Light ......................................................................................... PUSH

E. If RESET Switch Light extinguishes, monitor loads for remainder of flight.

F. If RESET Switch Light remains ON, note loss of equipment powered by dead bus.

FAA APPROVED 3-51

5 Oct 2011
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

3-07-80: Battery or Battery Charger Failure:

Battery Charger Failure (CHGR FAIL) Warning Light illuminated.

1. Appropriate Main AC Bus Power ................................................................................ CHECK

2. Affected Battery Current/Voltage ........................................................................... OBSERVE

If meter reading is abnormal:

3. Battery Charger Circuit Breaker (PDB) ...........................................................................PULL

(CHRG FAIL Warning Light will remain ON).

4. After 3 - 5 minutes, Battery Charger Circuit Breaker (PDB)........................................ RESET

If Battery does not charge:

5. Battery Charger Circuit Breaker (PDB) ...........................................................................PULL

6. Battery Switch on Affected Side ........................................................................................ OFF

NOTE: OFF only if battery is discharging. Reinstate if Battery Power is required.

3-52 FAA APPROVED

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-07-90: Essential DC Bus On Battery Power:

NOTE: If the essential DC Bus AUTO, L MAIN and BATT switch capsules are illuminated
without the BATT 1 and 2 switches illuminated or the “BATT ON BUS” message (SPZ
8400)/capsule (SPZ 8000) illuminated, the K20/K22 relay has experienced a failure of
one of the two relay poles. Report for maintenance action.

If DC Reset Light is ON, refer to BUS FAULT - AC or DC RESET LIGHT ON Procedure,

this Section.

1. Verify Left and/or Right Main DC Bus is powered

A. If buses are not powered, determine reason and re-power the buses.

B. If buses are powered, verify ESS DC Bus switch selection on EPMP is AUTO.

C. DC Reset Switch .....................................................................................................PRESS

D. Hard select ESS DC to Left, then Right, then back to AUTO. Pause between each step
to determine if power to ESS DC BUS is switched from BATT to either Left or Right
Main Bus.

2. If EPMP switch selection is correct, check Battery Ammeters for discharge.

If Battery Ammeters indicate that batteries are discharging.

A. Load shed as necessary (one or both main boost pumps may be sufficient)

CAUTION: DO NOT ATTEMPT TO START THE APU OR USE THE AUX

HYDRAULIC PUMP.

or

B. Select BATT as power source for ESS DC Bus.

C. Pull Left and Right Main DC Sense circuit breakers (Pilot's CB Panel)

D. Select Standby Electrical Power Switch ON.

E. Select Standby Electrical Power TRU Switch ON.

FAA APPROVED 3-53

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

F. Monitor Battery Ammeters. Load shed if required.

NOTE: Steps 2B through 2F cause DU 2 to be unpowered, DU 6 to RED X and copilot's

PFD to auto-transfer to DU 5 (SPZ 8400 only). Selecting NORM-ALT-ALT on
SG reversionary panel will restore the co-pilot's displays to normal. DU 2 will
remain unpowered.

G. Maintain a minimum of 67% HP RPM while in this configuration.

H. For Approach and Landing:

NOTE: The crew may elect to land with "batteries only" powering the essential bus
provided there is power to the main buses from the converters. Load shedding of
the MAIN boost pumps and opening the cross flow valve prior to landing should
be sufficient to preserve batteries.

1. Gear Handle.................................................................................................... DOWN

2. Flaps ........................................................................................ SET FOR LANDING

3. Emergency Batteries..............................................................................................ON

4. Ground Spoilers................................................................................................... OFF

5. Maintain 67% HP RPM until touchdown.

NOTE: Once the airplane is on the ground, there is no need to continue to maintain
67% HP RPM. The Standby Electrical System will stay on line during normal
taxi maneuvers. If Standby Electrical Power is interrupted, cycle the Standby
Electrical Power Switch OFF then ON to regain power.

6. DO NOT use Reverse Thrust.

7 On touchdown, manually deploy the flight spoilers at a slow rate (approximately 5

seconds).

8. Use normal braking to stop airplane.

3-54 FAA APPROVED

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-08-00: ENGINE CONTROL SYSTEM

3-08-10: Engine Synchronizer Failure:

Failure of the engine synchronizer will be evident by left engine failing to maintain
synchronization with the right on either low pressure or high pressure speed. Should this occur,
select the synchronizer OFF. The synchronizer has also failed if, when Selecting system OFF,
the operating light fails to extinguish after fifteen (15) seconds; should this occur, pull the ENG
SYNC circuit breaker. If the synchronizer has failed, power lever stagger and asymmetric
reverse thrust may be expected but should not present control problems. With the synchronizer
in the failed mode, the approach idle system will not limit the engine to minimum approach RPM
of 67 % HP RPM. This RPM must be monitored on approach.

On SN 1214 and subsequent and airplanes with drawing 1159SB40761/1159SB40762, the

Engine Synchronizer function is controlled by the autothrottle. The engine sync function is only
available when the Autothrottle is engaged and the Autothrottle is in the speed control mode,
e.g., cruise, V/S mode, V PATH mode, or pitch hold mode. The engine sync function is enabled
with the Autothrottle engaged by using the ON/OFF and LP/HP selector switches in the
overhead panel.

FAA APPROVED 3-55

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-08-20: Approach Idle System Failure:

1. Illumination of amber "ENG IDLE" light:

IN-FLIGHT

A. If flaps are less than 39°, minimum idle for corresponding engine may increase to 67%
HP RPM.

B. If flaps are at 39°, the flight crew must manually maintain minimum engine RPM to
67% HP RPM on approach.

ON GROUND

A. Minimum idle for the corresponding engine may increase to 67% HP RPM.

2. Approach Idle System Failure - Amber "ENG IDLE" light does not illuminate:

IN-FLIGHT

A. If flaps are at 39°, the flight crew must manually maintain minimum engine RPM to
67% HP RPM on approach.

3-56 FAA APPROVED

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SECTION 3
ABNORMAL
PROCEDURES

3-08-30: Engine Vibration:

If EVM exceeds 0.60 LP and/or 0.60 HP:

1. Power Lever............................... RETARD UNTIL EVM RETURNS TO NORMAL LEVEL

CAUTION: EVM INDICATIONS ALONE SHOULD NOT BE USED AS CRITERIA FOR

ENGINE SHUTDOWN. IN ICING CONDITIONS, VIBRATIONS MAY
EXCEED THE ALERT LEVEL WITHOUT OTHER ABNORMAL
INDICATIONS AND ARE CONSIDERED NORMAL.

If vibration is accompanied by other failure indication:

2. Affected Engine...................................................................................................SHUTDOWN

If in flight, see Chapter 4, Section 4-10-10: Engine Failure/Shutdown In Flight.

If on ground, see Chapter 2, Normal Procedures: Section 2-06-20: Shutdown.

3-08-40: Ice Shedding Procedures:

IN FLIGHT

To assist in shedding ice, if high vibration occurs and operational circumstances permit, one
engine at a time may be retarded to idle, held there for five (5) seconds, and then accelerated to
85% LP RPM. The power lever may then be returned to its original position.

ON GROUND

When taxiing or holding on the ground at low power in temperatures less than 1°C, engine
operation of 85% LP for one (1) minute is recommended just prior to takeoff and at intervals of
not more than sixty (60) minutes under these temperature and moisture conditions. This is
dependent on taxi/runway conditions and the proximity of other airplanes.

FAA APPROVED 3-57

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-11-00: ENGINE STARTING SYSTEM

3-11-10: Engine Failure To Start:

Failure of engine to start or reach idling speed may be caused by:

1. No engine rotation.

2. No fuel or no ignition of fuel.

Failure of the engine to rotate can be the result of electrical or pneumatic malfunctions. Check
engine instrument display for indication of Start Valve Open (SVO). If no indication, see
START VALVE FAILURE procedure, this Section.

NOTE: For airplanes SN 1144 and subs. and SN 1000 thru 1143 with ASC 151, engine failure
to start may be the result of failed igniter. Check EICAS for IGN mnemonic. If not
present, the start may be salvaged by selecting Air Start Ignition - ON prior to moving
the HP cock from OFF to OPEN. See MEL for dispatch.

NOTE: Check for fuel flow/pressure to engine. If there is no fuel flow/pressure verify Fire
Handle is FULLY IN.

Auto ignition should occur when the engine start button is pressed, and its availability will be
indicated by the ignition (IGN) mnemonic on the engine instrument display. If auto ignition is
not indicated, check for proper selection of Start instead of Crank. If Crank has inadvertently
been selected, start may be salvaged by selecting proper Air Start Ignition Switch ON; or start
can be terminated, proper selections made, and second attempt initiated.

Fuel ignition should result within five (5) to ten (10) seconds after opening HP fuel cock.

If there is no indication of ignition:

1. HP Fuel Cock .................................................................................................................. SHUT

2. Start Master Switch ............................................................................................................ OFF

Before attempting another start, perform an engine cranking cycle to expel fuel from the engine.
Ensure high pressure rotor has stopped rotating before engaging starter, and wait minimum of
three (3) minutes between cancellation of start and engagement of starter for crank cycle.

3-58 FAA APPROVED

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-11-20: Start Valve Failure:

START VALVE FAIL TO OPEN OR INDICATE OPEN ON ENGINE START

1. Start Attempt ...................................................................................................DISCONTINUE

2. Engine Start Circuit Breaker (P, K-6) .......................................................................... CHECK

3. APU Air/External Air................................................................................. ON/CONNECTED

4. Bleed Air Pressure.......................................................................... CHECK (25 psi minimum)

If air is available and pressure is adequate:

5. Another Start ........................................................................................................... ATTEMPT

If start valve does NOT open:

6. Start .......................................................................................................................ABANDON

The start valve can be manually opened and closed through an access port in the engine cowling.
Refer to QRH, Engine Start – Manual Operation of Start Valve or Maintenance Manual, Chapter
80, for procedure.

FAILURE TO CLOSE AFTER ENGINE START

If the start valve indicator ("SVO") is still illuminated (start valve not closed) by ground idle HP
RPM, proceed as follows:

1. Start Master Switch ................................................................... PRESS/CHECK LIGHT OUT

2. Both Bleed Air Switches .................................................................................................... OFF

3. APU Air (or External Air).................................................................................................. OFF

4. When Bleed Air Pressure stabilizes at min. value (min. 30 Sec.)..... SHUT DOWN ENGINE

5. Notify maintenance before further start attempt.

FAA APPROVED 3-59

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-11-30: Start Valve Open (SVO) Indication - Inflight:

In the event the amber SVO indication is displayed on EICAS inflight:

1. Verify isolation valve CLOSED.

2. Select affected engine bleed air switch OFF.

3. Verify affected bleed air manifold pressure goes to zero psi. If not, reduce affected engine
power to idle.

4. Reduce altitude to 41,000 feet or less.

5. Check all engine parameters and EVM levels.

6. If parameters and levels are normal, investigate after landing.

CAUTION: EVM INDICATIONS ALONE SHOULD NOT BE USED AS CRITERIA FOR

ENGINE SHUTDOWN. REFER TO SECTION 3-08-30: ENGINE VIBRATION.

7. If parameters and levels are abnormal, shut engine down.

Refer to Section 4-10-10: Engine Failure/Shutdown In Flight.

3-11-40: Hot Start:

If engine exceeds maximum start temperature (700°C), move HP Fuel Cock to SHUT.

Continue to motor engine, to reduce TGT, for maximum of thirty (30) seconds then START
MASTER SWITCH OFF.

Prior to next attempt to start, check fuel boost pump ON, fuel pressure normal, air source
available, and pressure adequate. Check wind direction and attempt start directly into wind;
move airplane if required. If second attempt produces hot start, shut down. DO NOT attempt
restart.

3-60 FAA APPROVED

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-13-00: FIRE DETECTION SYSTEM

3-13-20: Fire Detection System Fault:

Each of the two (Loop A and Loop B) fire detection loops of each engine is provided with a fault
discriminator circuit. Fault indicators and a single test button to test all four loops are located in
the engine control section of the overhead panel.

If a fire detection loop develops a fault, the associated amber fault light will illuminate and an
amber ENG FLT LOOP ALRT caution message with the associated tone will be generated.
Since both loops must sense a fire or overheat in order to trigger an engine fire warning, the
faulty loop will preclude that capability until it has been isolated from the system. The faulty
loop is isolated and fire detection system is restored to normal operation by pressing the amber
FAULT switch/light, at which time the OFF portion of the switch light will illuminate.

FAA APPROVED 3-61

5 Oct 2011
 GULFSTREAM AEROSPACE
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SECTION 3
ABNORMAL
PROCEDURES

3-14-00: FLAPS SYSTEM

3-14-10: Failure of Stabilizer/Flap Interconnect:

Failure of stabilizer/flap interconnect may be indicated by illumination of the STAB-FLAP FAIL

caution message; it will be confirmed by unsynchronized movement of the stabilizer and flap
needles on the stabilizer/flap position indicator as well as an out of trim condition as the flaps are
moved. Proceed as follows:

1. Stop further flap movement.

2. Land as soon as practicable; if further flight is necessary, match flaps to stabilizer position
and observe appropriate placard speed.

3. Select GPWS/GND SPLR FLAP ORIDE............................................................................ON

4. For landing:

STABILIZER FAILED AT 20° or 39° POSITION

Match flaps to stabilizer position. If appropriate, See PARTIAL FLAP LANDINGS,

this Section. If runway length is limited and the stabilizer is in 20° position, then 39° flaps may
be used for landing. In that condition, use full nose up elevator trim as required and expect heavy
pull forces on final approach and during landing.

STABILIZER FAILED AT 0° or 10° POSITION

Match flaps to stabilizer position. See PARTIAL FLAP LANDINGS this Section.
If runway length is limited, 20° flaps may be used for landing. In that condition, use full nose up
elevator trim as required and expect heavy pull forces on final approach and during landing.

3-14-20: Flaps - Alternate Operation:

If the Combined and Utility Systems fail, Auxiliary System pressure can be utilized to operate
the flaps. Use the Normal Flap Control Lever to select flap position regardless of pressure
source, either Combined, Utility or Auxiliary.

CAUTION: IF OPERATING (COMBINED OR UTILITY) HYDRAULIC PRESSURE

READS ZERO IMMEDIATELY AFTER SELECTING FLAPS, PULL BOTH
FLAP CONTROL AND MANUAL FLAP CONTROL CIRCUIT BREAKERS
BEFORE TURNING ON AUXILIARY HYDRAULIC PUMP. THIS WILL
ENSURE THAT AUXILIARY SYSTEM FLUID WILL BE AVAILABLE FOR
BRAKING AFTER LANDING.

3-62 FAA APPROVED

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

Use the Emergency Flap Control whenever an electrical malfunction is suspected within the flap
control circuit. Asymmetry protection is provided in all modes of operation.

NOTE: When using the Emergency Flap Control, AOA indication on the PFD's will be invalid
(Red X). Stall barrier system (Shake and Push) will continue to function normally (two
systems). When 39° Flap is selected "STALL BARR 1 FL" message on CAS display
will illuminate. Pull the No. 1 Stall Warning Computer CB on Copilots overhead
panel. Stall Barrier System will be single system operation with the operative stall
warning computer providing normal Shake and Push functions.

To use the Emergency Flap Control, proceed as follows:

1. Flap Lever........................................................................................................ AS REQUIRED

2. Auxiliary Hydraulic Pump ............................................................................ ON (If Required)

NOTE: Do NOT engage autopilot when using Emergency Flaps unless flap deflection is 10° or
greater.

3. Emergency Flap Switch................................................................................................EMERG

NOTE: Activating the Emergency Flap switch will cause Flap Input invalid message on FMS
CDU, the speed target will become invalid, VREF will no longer be displayed on the
Display Controller or PFD speed tape and the autothrottle will disengage.

4. Emergency Flap Control ................................................. PUSH or PULL (Extend or Retract)

When flaps attain desired position:

5. Emergency Flap Control .........................................................................................NEUTRAL

CAUTION: IN ORDER TO GUARD AGAINST THE REMOTE POSSIBILITY OF

ASYMMETRY PROTECTION FAILURE WHEN USING EMERGENCY FLAP
CONTROL, OBSERVE THAT NO AIRPLANE ROLL IS PRESENT
INDICATING FLAP ASYMMETRY. IF ASYMMETRY IS INDICATED,
RETURN FLAPS TO THEIR PREVIOUSLY SELECTED POSITION.

FAA APPROVED 3-63

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-14-30: Partial or Jammed Flaps Landings:

If landing at a reduced flap setting is unavoidable, plan a wide approach, select Airstart Ignition
ON, and select the longest available runway. See Performance Section for landing distances.

Once established:

1. VREF .........................................................................APPROPRIATE TO CONFIGURATION

Observe VREF speed appropriate to configuration as shown in Performance Section for

landing distances.

2. GPWS/GND SPLR FLAP ORIDE.......................................................................................ON

NOTE: Set FLAP ORIDE switch to prevent nuisance message.

Landing with less than full flaps negates ground spoiler deployment as result of wheel spin-up
unless the GPWS/GND SPLR FLAP ORIDE switch is selected ON before landing. Ground
spoiler deployment as result of weight-on-wheels should be normal.

3. Air Start Ignitions.................................................................................................................ON

4. Touchdown Ground Speed...............................................................182 KNOTS MAXIMUM

CAUTION: TIRE SPEED LIMITATIONS WILL BE EXCEEDED IF TOUCHDOWN IS

MADE IN EXCESS OF 182 KNOTS GROUND SPEED. (195 KNOTS GROUND
SPEED SN 1214 AND SUBS., AND SN 1000 THRU 1213 WITH ASC 190.)

NOTE: If landing at less than 39° flaps, see Section 5, Performance for landing distances.

3-64 FAA APPROVED

10 Dec 2012
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SECTION 3
ABNORMAL
PROCEDURES
3-14-40: Uncommanded Flaps Movement:

In the event of uncontrolled flap movement, proceed as follows:

1. Emergency Flap Switch................................................................................................EMERG

2. Emergency Flap Control ................................................. PUSH or PULL (Extend or Retract)

3. MANUAL FLAP CONT Circuit Breaker ........................................................................PULL

NOTE: With MANUAL FLAP CONT circuit breaker pulled, flaps are inoperative. Emergency
flap control may be regained by resetting MANUAL FLAP CONT circuit breaker and
operating the Emergency Flap Control.

3-14-50: Flaps Lock Up While Moving / Fail To Move:

In the event of a flap lock up while flaps are in motion or the flaps fail to move when
commanded, proceed as follows:

1. Reduce speed at least 10 knots from speed at time of lockup. (Maintain at least 10 knots
below Vfe for the selected/desired flap setting.)

2. Select flaps back to the previous setting (reverse direction).

3. Resume normal flap operation once flaps reach selected setting position.

4. Observe flap limit speed (Vfe).

5. If flaps fail to respond, proceed with partial flap landing. See Section 3-14-30: Partial
or Jammed Flaps Landing.

FAA APPROVED 3-65

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-15-00: FLIGHT CONTROLS SYSTEM

3-15-10: Flight Controls Considerations:

The primary flight controls (ailerons, assisted by the flight spoiler, and elevators) are boosted by
the Combined and Flight Hydraulic systems. The rudder system is powered by the Combined
and/or Flight Hydraulic system. Loss of pressure from either the Combined or Flight Hydraulic
system will have no effect on operation of the flight controls. If both Combined and Flight
Hydraulic systems fail, the flight controls are capable of manual operation (without power
assist).

Although the airplane has been demonstrated capable of safe operation at speeds up to VMO/MMO
when operating the flight controls without hydraulic assist, it is recommended that airspeed be
maintained below 250 KCAS and altitude below 25,000 ft, if practical, in order to avoid airplane
control difficulties due to high control forces and corresponding slow airplane response. Flight
altitude changes (pitch and roll) should be held to minimum angles consistent with safe flight.
Thus an evasive maneuver must be anticipated with sufficient time to allow for slow airplane
response.

NOTE: During approach to landing, a red GND SPLR warning message may be displayed on
the Crew Advisory System (EICAS) during flap extension. This is due to floating of
spoilers and is considered normal.

When landing in manual mode, control forces will be high and control authority limited. It is
recommended that a long runway into the wind be used. A wide, power-on pattern with 20°
flaps is recommended. Landings with 39° flaps are not recommended. Select GPWS / GND
SPLR FLAP ORIDE to ON.

NOTE: Engines do not go to high idle in this configuration.

After touchdown, if hydraulic pressure is available, maintain directional control with brakes and
nose wheel steering. Limit the use of thrust reverser operations until assured of directional
control. See Section 4-17-10: Dual Hydraulic System Failure.

For the procedures that follow, disengaging the autopilot and ensuring the speed brakes are
retracted, if deployed, will begin each procedure. If time and conditions permit, a controllability
check at a safe altitude (5000 ft AGL) should be attempted to determine if the selected procedure
is appropriate for the flight control malfunction. The controllability check should be flown to a
simulated landing at altitude to familiarize the crew with the emergency procedure and handling
qualities associated with the failure.

3-66 FAA APPROVED

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-15-60: Runaway Electric Pitch Trim:

In the event of Runaway Electric Pitch Trim, the following procedure is recommended:

1. Autopilot Disconnect Button.......................................................................PRESS and HOLD

Electric trim is disabled while switch is held.

2. Electric Pitch Trim ..............................................................................................DISENGAGE

3. Autopilot Disconnect Button.................................................................................... RELEASE

4. Retrim using manual pitch trim wheel.

NOTE: Subsequent attempts to engage the autopilot will result in automatic re-engagement of
electric trim.

Due to the relatively low torque involved, the following alternate procedure may be used for
runaway electric pitch trim:

1. Manual Pitch Trim Wheel ..........................................................................GRASP and HOLD

2. Electric Pitch Trim ..............................................................................................DISENGAGE

NOTE: Subsequent attempts to engage autopilot will result in automatic re-engagement of

electric trim.

FAA APPROVED 3-67

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-15-70: Frozen Pitch Trim:

Inoperative pitch trim may be due to mechanical failure or binding of one or more system
components from ice collected in the trim mechanism. The first sign of "Frozen Pitch Trim" is
an FGC FAIL message on EICAS caused by autopilot's inability to trim elevator control forces.
If either or both FGC's have hard failed because of frozen trim, Pull and Reset FGC 1 and 2
circuit breakers.

If Frozen Pitch Trim is suspected:

1. Autopilot Disconnect Button.......................................................................PRESS and HOLD

2. Electric Pitch Trim ..............................................................................................DISENGAGE

3. Attempt to free trim with firm application of fore and aft pressures on the pitch trim wheel.

CAUTION: DO NOT USE EXCESSIVE FORCE AS THE PITCH TRIM SYSTEM IS

PROTECTED BY A SHEAR PIN DESIGNED TO BREAK IF EXCESSIVE
FORCE IS APPLIED. IF THE PIN IS SHEARED, FUTURE USE OF PITCH
TRIM WILL NOT BE POSSIBLE.

If the pitch trim cannot be freed and descent to warmer altitude is not feasible:

4. Maintain current trimmed airspeed while in cruise flight. If climbs or descents are
necessary, disconnect autopilot and manually fly the airplane to new altitude. Determine
trim airspeed for new altitude, adjust power as required. Engage autopilot if desired.

5. If possible, descend to warmer altitude before attempting any configuration changes.

When Below 20,000 ft. MSL:

6. Attempt to free trim using electric pitch trim switches. If unable, turn Pitch Trim OFF and
re-attempt to free trim using firm pressure on pitch trim wheel.

If trim cannot be freed, plan to approach and land with current trim setting. Normal cruise trim
is approximately zero (0) units while approach trim is typically 12 to 14 units nose up. Yoke
pull force is not excessive with pitch trim at zero (0) and the airplane in landing configuration.
Speed and configuration should be adjusted to give the best balance of approach speed and
control forces for airport and weather conditions.

CAUTION: CARE SHOULD BE TAKEN WHEN CHANGING CONFIGURATION TO

AVOID RAPID CONTROL FORCE BUILD-UP.

3-68 FAA APPROVED

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-16-00: FUEL SYSTEM

3-16-20: Fuel Boost Pump Failure:

NOTE: Check position of circuit breakers on POP.

L or R ALT FUEL FAIL, or L or R MAIN FUEL FAIL Caution Message on CAS:

1. Same side operative Fuel Boost Pump .................................................................................ON

2. Check fuel boost pump switch for "CB" indication.

3. If "CB" indication is not illuminated:

A. Fuel Boost Pump Switch............................................................................................. OFF

B. Fuel Boost Pump Circuit Breaker (located on PDB) ................................................PULL

4. If "CB" indication is illuminated:

A. Fuel Boost Pump Switch............................................................................................. OFF

B. Fuel Boost Pump Circuit Breaker (located on PDB) ............................................. RESET

CAUTION: RESET THE CIRCUIT BREAKER ONLY IF USE OF THE PUMP IN

QUESTION IS REQUIRED FOR CONTINUED SAFE FLIGHT AND
LANDING.

C. Fuel Boost Pump Switch...............................................................................................ON

5. If "CB" indication clears, continue normal operation and monitor CAS. If the message
repeats, switch inoperative Fuel Boost Pump OFF and verify that circuit breaker is open.

FAA APPROVED 3-69

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-16-30: Failure Of Two Boost Pumps On One Side:

If two (2) fuel boost pumps on same side are inoperative, fuel can be delivered under pressure to
each engine by:

1. Crossflow......................................................................................................................... OPEN

2. Operative Fuel Boost Pumps....................................................................................... ALL ON

CAUTION: FLYING UNDER THESE CONDITIONS WILL PRODUCE A GRADUALLY

INCREASING FUEL UNBALANCE, AS FUEL FROM ONLY ONE TANK
WILL BE USED.

CAUTION: THE ENGINE WILL ONLY RUN ON SUCTION FUEL FEED AT OR BELOW
20,000 FT. ABOVE 20,000 FT, THE ENGINE WILL RUN ERRATICALLY
AND FLAME OUT IF THE CROSSFLOW IS NOT OPEN WITH AT LEAST
ONE BOOST PUMP ON.

When fuel balancing is required:

3. Inter Tank ........................................................................................................................ OPEN

4. Sideslip ........................................ TRIM RUDDER TO ESTABLISH LIGHT WING DOWN

When fuel balancing is complete:

5. Inter Tank ................................................................................................................... CLOSED

6. Normal Trim............................................................................................. RE-ESTABLISHED

3-70 FAA APPROVED

5 Oct 2011
 GULFSTREAM AEROSPACE
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SECTION 3
ABNORMAL
PROCEDURES

3-17-00: HYDRAULIC SYSTEM

3-17-20: Utility Hydraulic Pump:

With the UTILITY PUMP - OFF/ARM switch depressed and the UTILITY PUMP - ON switch
extended, the utility hydraulic pump will automatically be actuated if Combined Hydraulic
System pressure is below 800 psi.

NOTE: The UTILITY HYDRAULIC PUMP may be Selected OFF to conserve pump life
(when above conditions exist) and there is NO indication of Utility System pressure.
This may be done by placing the UTILITY PUMP - OFF/ARM switch to extended
position, resulting in the NOT ARM light in switch illuminating and UTILITY PUMP -
ON switch light extinguishing.

FAA APPROVED 3-71

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-17-30: Combined Hydraulic System Failure – Loss of Pressure and Fluid:

Continue flight to nearest suitable airport and land.
CAUTION: TO VERIFY THE AVAILABILITY OF AUXILIARY SYSTEM FLUID,
SELECT THE AUX PUMP ON FOR A MINIMUM OF 30 SECONDS AND
CHECK FOR AUXILIARY SYSTEM PRESSURE. IF PRESSURE CANNOT
BE MAINTAINED, ASSUME THAT THE AUXILIARY SYSTEM IS NOT
AVAILABLE AND PROCEED TO SECTION 4-17-20: COMBINED
AND AUXILIARY HYDRAULIC SYSTEM LOSS OF FLUID.
CAUTION: STALL BARRIER PROTECTION IS NOT AVAILABLE WITH LOSS OF
COMBINED HYDRAULIC FLUID.
1. Hydraulic Synoptic / Quantity.................................................................. DISPLAY / CHECK
2. Utility Pump ............................................................................................................ NOT ARM
If a hydraulic leak in the flaps system is not suspected, go to step 4. Otherwise, disable
flaps by performing step 3.
3. Manual Flap Control CB (CPO A-1) ...............................................................................PULL
4. AUX PUMP Switch ............................................................ SELECT ON FOR 30 SECONDS
The only way to verify availability of Auxiliary System fluid is to select the Auxiliary pump
on and observe that pressure can be maintained.
If loss of Combined System fluid and Auxiliary System fluid is suspected or has
occurred, see Section 4-17-20: Combined and Auxiliary Hydraulic System Loss of Fluid.
For approach and landing:
5. AUX Pump ...........................................................................................................................ON
6. Flap Handle (if CB not pulled in step 3) .............................................................................. 20º
20º flaps should be planned for approach and landing.
NOTE: Flap extension from UP (0º) to 20º will take at least one (1) minute.
7. Airstart Ignition ....................................................................................................................ON
8. Landing Gear Handle .................................................................................................... DOWN
9. Airspeed................................................................................................... 175 KCAS OR LESS
10. EMER Landing Gear Handle ...........................................................................................PULL
CAUTION: DO NOT RESET EITHER THE EMER GEAR HANDLE OR DUMP VALVE
PRIOR TO LANDING.

3-72 FAA APPROVED

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PROCEDURES

11. Landing Gear .............................................................................................. DOWN / 3 GREEN

12. Nutcracker ........................................................................................................................ TEST
13. Ground Spoilers ........................................................................................................... ARMED
14. Crew Alerting System .................................................................................................. CHECK
15. Flap Position (if available) ................................................................................... VERIFY 20°
16. VREF ........................................................................ APPROPRIATE TO CONFIGURATION
Plan a wide approach and observe VREF speed appropriate to configuration as shown
in Section 5: Approach and Landing, Normal Final Approach and Landing Performance
Data Table.
Prior to touchdown:
CAUTION: ENSURE THAT THE FLAPS HAVE REACHED THE 20° POSITION PRIOR
TO TOUCHDOWN. IF FLAPS ARE STILL IN TRANSIT, DELAY THE
LANDING UNTIL THE FLAP MOVEMENT HAS STOPPED. IF UNABLE TO
DELAY THE LANDING, PULL THE MANUAL FLAP CONTROL CIRCUIT
BREAKER TO STOP FLAP MOVEMENT. LANDING WITH THE FLAPS IN
MOTION DRIVEN BY THE AUXILIARY HYDRAULIC PUMP WILL
CAUSE A LOSS OF BRAKES DURING LANDING ROLLOUT.
17. GPWS / GND SPLR FLAP ORIDE ..................................................................................... ON
Select the ORIDE switch to ON if landing with flaps less than 22 degrees. This prevents the
nuisance “TOO LOW FLAPS” aural alerts and provides backup capability to deploy the
ground spoilers with wheel spin-up.
CAUTION: TIRE SPEED LIMITATIONS WILL BE EXCEEDED IF TOUCHDOWN IS
MADE IN EXCESS OF 182 KNOTS (SN 1000 – 1213 W/O ASC 190) OR 195
KNOTS GROUND SPEED.
Landing:
18. Brakes / Rudder .................... AS REQUIRED TO MAINTAIN DIRECTIONAL CONTROL
19. Right Thrust Reverser ..................................................................................... AS REQUIRED
NOTE: The left thrust reverser will not deploy.
20. Landing Gear Safety Pins .......................................................................................... INSTALL

CAUTION: GEAR PINS SHALL BE INSTALLED PRIOR TO RESETTING DUMP

VALVE.

Revision 53 FAA APPROVED

6 July 2021 3-73
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SECTION 3
ABNORMAL
PROCEDURES

3-17-40: Combined Hydraulic System Failure – Loss of Pressure Only:

Continue flight to nearest suitable airport and land.
1. Hydraulic Synoptic / Quantity .................................................................. DISPLAY / CHECK
2. UTILITY HYD PUMP Switch................................................................................ NOT ARM
For approach and landing:
3. UTILITY HYD PUMP Switch ............................................................................................. ON
NOTE: For gear and flap operation after takeoff or during approach, operate one system at a
time allowing completion of cycle before operating next system, e.g.
a) Raise gear first, then retract flaps after gear is up after takeoff.
b) Allow flaps to reach 20° before lowering gear for approach and landing.
4. Aux Hydraulic Pump ............................................................................................................ ON
5. Flaps ...................................................................................................................................... 20°
6. Landing Gear .............................................................................................. DOWN / 3 GREEN
7. Nutcracker......................................................................................................................... TEST
8. Ground Spoilers ........................................................................................................... ARMED
9. Crew Alerting System................................................................................................... CHECK
10. Flaps ...................................................................................................................................... 39°
11. PF Feet Position on Rudder Pedals ................................................. HEELS OFF THE FLOOR
Landing:
12. Brakes / Steering ................... AS REQUIRED TO MAINTAIN DIRECTIONAL CONTROL
13. Right Thrust Reverser ...................................................................................... AS REQUIRED
NOTE: The left thrust reverser will not deploy.

FAA APPROVED Revision 53

3-74 6 July 2021
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SECTION 3
ABNORMAL
PROCEDURES

3-17-50: Flight Hydraulic System Failure – Loss of Pressure and / or Fluid:

Continue flight to nearest suitable airport and land.
With a loss of Flight Hydraulic System fluid, the right engine shut down, the right engine fire
handle pulled or right hydraulic pump failed, there is little degradation of performance. The
only component not available is the right thrust reverser.
In the event of flight system failure:
1. YAW DAMPER ................................................................................................................. OFF
NOTE: This action disengages the autopilot if previously engaged.
2. UTILITY HYD PUMP Switch................................................................................ NOT ARM
For Approach and Landing:
3. AUX PUMP ......................................................................................................................... ON
NOTE: For gear and flap operation after takeoff or during approach, operate one system at a
time allowing completion of cycle before operating next system, e.g.,
a. Raise gear first, then retract flaps after gear is up after takeoff.
b. Allow flaps to reach 20 before lowering gear for approach and landing.
4. Approach and Landing ........................................................ALLOW FLAPS TO REACH 20
BEFORE SELECTING LANDING GEAR DOWN
5. Landing Gear .............................................................................................. DOWN / 3 GREEN
6. Nutcracker ........................................................................................................................ TEST
7. Ground Spoilers ........................................................................................................... ARMED
8. Crew Alerting System .................................................................................................. CHECK
9. Flaps .................................................................................................................................... .39°
10. PF Feet Position on Rudder Pedals ................................................ HEELS OFF THE FLOOR
Landing:
11. Brakes / Steering .................. AS REQUIRED TO MAINTAIN DIRECTIONAL CONTROL
12. Left Thrust Reverser ........................................................................................ AS REQUIRED
NOTE: The right thrust reverser will not deploy.

Revision 53 FAA APPROVED

6 July 2021 3-75
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SECTION 3
ABNORMAL
PROCEDURES

3-17-60: Landing With Standby Electrical Power System Operating:

NOTE: If Standby Electrical Power is interrupted during the following steps, cycle the Standby
Electrical Power Switch OFF then ON.

1. Landing Gear ................................................................................................................. DOWN

2. Flaps.........................................................................................................SET FOR LANDING

3 PF Feet Position on Rudder Pedals.......................................................... HEELS OFF FLOOR

4. Emergency Batteries .............................................................................................................ON

5. Ground Spoilers .................................................................................................................. OFF

6. Maintain 67% HP RPM until touchdown.

NOTE: Once the airplane is on the ground, there is no need to continue to maintain 67% HP
RPM. The Standby Electrical System should stay on line during normal taxi maneuvers.
If Standby Electrical Power is interrupted, cycle the Standby Electrical Power Switch
OFF then ON to regain power.

7. DO NOT Use Reverse Thrust.

8. On touchdown, manually deploy the flight spoilers at a slow rate (approximately 5 seconds).

9. Use normal braking to stop the airplane.

REVISION 52 FAA APPROVED

Page 3-76 30 Oct 2017
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SECTION 3
ABNORMAL
PROCEDURES

3-18-00: INDICATING/RECORDING SYSTEM

3-18-10: Display Unit Failure:

The pilot's flight instrumentation consists of two 8" x 8" CRT Display Units (DU 1 and DU 2).
DU 1 displays the pilot's Primary Flight Display (PFD) and is used to present basic flight
attitude, air data, and flight director information. DU 1 is located directly in front of the pilot's
yoke. DU 2 normally displays the pilot's Navigation Display (ND) and is used to present radio
navigation information, weather radar, and FMS map/navigation information. DU 2 is located
inboard of DU 1.

The copilot's flight instrumentation is similar, with DU 5 utilized for the Navigation Display
(ND), mounted inboard of DU 6, the copilot's Primary Flight Display (PFD), mounted in front of
the copilot's yoke.

Display Units 3 and 4, mounted vertically on the center-line of the cockpit instrument panel, are
utilized for Engine Instrument (EI) display and Crew Alerting System display (CAS); both,
together, comprise EICAS (Engine Instrument and Crew Alerting System).

FAA APPROVED 3-77

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

For SPZ 8000 equipped airplanes

1. Affected DU Circuit Breaker (CB) ................................................................................ CHECK

DU #1, CP: E-6 DU #4, CP: H-6

DU #2, CP: F-6 DU #5, CP: I-6
DU #3, CP: G-6 DU #6, CP: J-6

In the event of a Display Unit failure, the following switching options are available:

1. NORM - Normal presentation

2. PFD XFER - Display of PFD information on DU normally used as ND

3. ND OFF - Blanks the ND

EICAS switching options are:

1. NORM - Normal presentation

2. TOP CMPT - "Compacted" display of both engine instrumentation and flight crew alerting
messages on upper tube (DU 3).

3. BOT CMPT - "Compacted" display of both engine instrumentation and flight crew alerting
messages on lower tube (DU 4)

The display switching control panel (upper half of REVERSIONARY CONTROLLER) is in the
overhead panel, and consists of three (3) rotary knobs, one each for PILOT, EICAS, and
COPILOT, which permit selections listed above. There is no capability to transfer flight
information to the EICAS displays or vice versa.

3-78 FAA APPROVED

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

For SPZ 8400 equipped airplanes

1. Affected DU Circuit Breaker (CB) ................................................................................ CHECK

DU #1, CP: E-6 DU #4, CP: H-6

DU #2, CP: F-6 DU #5, CP: I-6
DU #3, CP: G-6 DU #6, CP: J-6

In the event of Display Unit failure, automatic switching of displays occurs to the next available
DU.

Manual switching is also available with the following options:

PILOT DISPLAY (PFD AND ND)

1. NORM - Normal presentation

2. PFD - Display of PFD information on DU 2

3. ENG/EICAS - With DU 3 failed, Engine Data is displayed on DU 2.

- With both DU 3 and 4 inoperative, compact display of engine instruments
and CAS messages is displayed on DU 2.

COPILOT DISPLAY (PFD AND ND)

1. NORM - Normal presentation

2. PFD - Display of PFD information on DU 5

3. CAS/EICAS - With DU 4 inoperative, normal CAS display is displayed on DU 5.

- With both DU 3 and 4 inoperative, compact display of engine instruments
and CAS messages is displayed on DU 5.

Manual reversion with all six DU's operative results in the blanking of the DU from which
information has been transferred and display of that data on the appropriate DU.

FAA APPROVED 3-79

5 Oct 2011
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ABNORMAL
PROCEDURES

3-18-20: Symbol Generator Failure:

Three (3) Symbol Generators (SGs) are used to generate all information appearing on all six (6)
Display Units (DUs). Each symbol generator can generate PFD, ND, EI, and CAS display
formats; switching determines which type of information is taken from a symbol generator for
presentation on the proper set of DUs. Since any one symbol generator can generate all four (4)
types of information, a single symbol generator can power all six (6) DUs, with the general
provision that the copilot's displays will be a repeater of the pilot's and "same source"
annunciations would appear on those displays, and that the pilot's display controller would have
command over all displays.

The lower half of the reversionary controller provides for symbol generator control. It consists
of three (3) two-position (normal (NORM) and alternate (ALT)) rotary switches, one each for
PILOT, EICAS, and COPILOT. The PILOT switch has control over SG 1; the EICAS switch
over SG 3, and the COPILOT switch over SG 2, in that ALT position commands that symbol
generator to shut down, as well as routing proper information from other symbol generators to
the respective set of DUs. With all three (3) switches to ALT, all six (6) DUs would lack
presentations, since all three (3) symbol generators would be commanded OFF.

With all three knobs in NORM, SG 1 is generating the pilot's displays, SG 3 is generating the
EICAS displays, and SG 2 is generating the copilot's displays. If SG 1 should develop a failure,
it will be necessary to rotate the pilot's symbol generator control knob to the alternate (ALT)
position, in which case SG 3 will pick up the pilot's displays if the EICAS symbol generator
control knob is in NORM. If SG 3 should subsequently develop a fault, it would be necessary to
rotate the EICAS selector to ALT, at which time SG 3 would be shut down, SG 2 would be
utilized for EICAS displays, and the copilot's displays would become repeaters of the pilot's
displays, being powered also by SG 2.

The EICAS selector knob in NORM position utilizes SG 3 for EICAS displays, and in ALT will
use SG 2, unless SG 2 has been commanded to shut down (by having placed copilot's selector
switch to ALT), in which case it will use SG 1. The copilot's selector knob in NORM utilizes
SG 2 for the copilot's displays, and in ALT will use SG 3 , unless SG 3 has been commanded to
shut down (by having positioned EICAS selector to ALT), in which case SG 1 will be used to
provide copilot's displays, as repeaters of the pilot's displays.

1. Display System Control Selector (For Failed Displays) ....................................................ALT

2. Displays ...................................................................................................................MONITOR

3-80 FAA APPROVED

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PROCEDURES

The following table summarizes the symbol generator selection possibilities:

Control Switch and Position Symbol Generator Used

PILOT EICAS COPILOT PILOT EICAS COPILOT
NORM NORM NORM 1 3 2
ALT NORM NORM 3 3 2
ALT ALT NORM 2 2 2R
*ALT ALT ALT X X X
**ALT ALT ALT 1 3 2
ALT NORM ALT 3 3 3R
NORM NORM ALT 1 3 3
NORM ALT NORM 1 2 2
NORM ALT ALT 1 1 1R

NORM = Normal R = Repeater of source in use by opposite side

ALT = Alternate X = Red “X” displayed

* = SPZ 8000 equipped airplanes ** = SPZ 8400 equipped airplanes

FAA APPROVED 3-81

5 Oct 2011
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SECTION 3
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PROCEDURES

3-18-30: Traffic and Collision Avoidance System (TCAS) Failure:

1. Equipment Failure
Should TCAS fail, a TCAS FAIL Blue Advisory Message will be displayed on the EICAS.
2. Circuit Protection
TCAS components are protected by the TCAS circuit breaker in the Copilot’s Overhead
Circuit Breaker Panel.

3-18-40: Enhanced Ground Proximity Warning System (EGPWS) Failure:

EGPWS components are protected by the EGPWS circuit breaker in the Copilot’s Overhead
Circuit Breaker Panel.

03-18-50: DADC Failures:

“FLAGGED” DADC FAILURES
A “flagged” DADC failure is one where the failure is readily apparent, because of the blue
DADC 1 (or 2) FAIL advisory CAS message, and red “X's” through all four air data scales
(airspeed, altitude, AOA, and vertical speed) of the PFD using the failed DADC as its air data
source, as selected on the display controllers. Other confirmation of failure is as follows:

• Transponder indications

• AOA indexer failure

• Automatic cabin pressurization control problems and faulty guidance panel indications (if
operating on the failed DADC)

• EICAS message indicating that EPR is receiving pressure information from the opposite
DADC (EPR 1 - DADC 2 or EPR 2 -DADC 1)

3-82 FAA APPROVED

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PROCEDURES

If a “flagged” DADC failure has occurred:

1. Opposite (Good) DADC ..................................................... SELECT AS DATA SOURCE ON
DISPLAY CONTROLLERS, GUIDANCE PANEL, CABIN PRESSURE CONTROL
PANEL, ETC
“UNFLAGGED” DADC FAILURES
An “unflagged” DADC failure will produce a blue DADC MISCOMPARE advisory CAS
message. The failure may not be readily apparent, but the following can be expected to occur:

• The autopilot and yaw damper will disconnect and will not re-engage until the faulty
DADC has been identified and isolated by pulling its circuit breaker.

• Pitch trim will remain operative.

If an “unflagged” DADC failure is suspected:
1. Faulty DADC ATTEMPT TO IDENTIFY USING PFD COMPARATOR “IAS/ALT”
WARNINGS
To determine which system is correct,
2. Independent Data Source (Standby Flight Instrumentation) ................................. ESTABLISH
With reference to independent data source established:
3. Other DADC Outputs (Pressurization System, AOA Indexers, Transponders) ..........................
CHECK FOR INDICATIONS OF FAULTY OPERATION
If observation leads to a determination of which DADC is faulty:
4. Opposite (Good) DADC ............................................................ SELECT AS DATA SOURCE
ON DISPLAY CONTROLLERS, GUIDANCE PANEL, CABIN PRESSURE CONTROL
PANEL, ETC
5. Faulty DADC ..............................ISOLATE BY PULLING ITS CIRCUIT BREAKER
(DADC #1: CP, F-3; DADC #2: CP, G-3)
When at least one (1) minute has elapsed since pulling the faulty DADC circuit breaker:
6. Autopilot ...............................................................................................................RE-ENGAGE

FAA APPROVED 3-83

5 Oct 2011
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SECTION 3
ABNORMAL
PROCEDURES

3-19-00: LANDING GEAR/LANDING GEAR SYSTEMS

3-19-20: Landing Gear Failure to Retract:

If landing gear handle will not move:

1. Ground Spoiler ................................................................................................................... OFF

2. Lock Release Button ....................................................................................................... PUSH

If landing gear handle moves but landing gear fails to retract.

3. Ground Spoiler ................................................................................................................... OFF

4. COMBINED SYS Quantity/Pressure........................................................................... CHECK

If either COMBINED SYS quantity or pressure are not indicated, see Section 3-17-30:
Combined Hydraulic System (COMB SYS) Failure.

CAUTION: USE OF THE LANDING GEAR EMERGENCY RESET (D-RING) IN AN

ATTEMPT TO RETRACT THE GEAR IS NOT RECOMMENDED.

If landing gear still fails to retract:

5. Landing Gear Handle .................................................................................................... DOWN

Should landing gear fail to retract and all attempts are unsuccessful, the landing gear handle
should be returned to the DOWN position, and the airplane should return for landing and
troubleshooting.

3-84 FAA APPROVED

5 Oct 2011
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PROCEDURES

3-19-30: Landing Gear Failure to Extend:

If normal operation of the landing gear does not result in a proper down and locked condition,
alternate extension will be required. A loss of the Combined Hydraulic System (COMB SYS)
fluid will also require alternate extension since the Utility System will be inoperative, and step 2
and 3 may be omitted.

Landing gear extension is accomplished as follows:

1. Landing Gear Handle .................................................................................................... DOWN

2. Emergency Landing Gear T-Handle ............................PUSH (DOWN, to assure fully seated)

Wait a minimum of thirty (30) seconds after reseating the T-handle.

3. Dump Valve D-Ring ........................................................................................................PULL

NOTE: Handle must be pulled up fully, held for ten (10) seconds, then restowed.

If this procedure does not result in proper gear position and indication, proceed as follows:

CAUTION: A FULLY CHARGED NITROGEN BOTTLE (3000 PSI AT 70°F/21°C) WILL

ALLOW ONLY ONE (1) EXTENSION OF LANDING GEAR.

4. Airspeed......................................................................................................175 KCAS (or less)

5. Emergency Landing Gear T-Handle ................................................................................PULL

NOTE: Ensure landing gear handle is DOWN for proper gear position indication and nose
wheel steering operation. Operation of emergency system is not predicated on position
of the selector handle.

6. With Landing Gear Down and Locked.......................................................................................

.....OBSERVE LANDING GEAR EXTENDED SPEED LIMITATION (250 KCAS/0.7 MT)

FAA APPROVED 3-85

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PROCEDURES

3-19-40: Gear Retraction Following Alternate Extension:

WARNING: A FULLY CHARGED NITROGEN BOTTLE (3000 PSI AT 70°F (21°C)

ALLOWS ONLY ONE EXTENSION OF THE LANDING GEAR.
RETRACTION FOLLOWING ALTERNATE EXTENSION COULD
RESULT IN A GEAR UP LANDING.

CAUTION: THIS RESET/RETRACTION PROCEDURE IS PROVIDED FOR USE IF

GREATER OR COMPOUNDED EMERGENCY CONDITIONS EXIST AND IS
NOT TO BE CONSIDERED AUTHORIZATION TO RECYCLE LANDING
GEAR AFTER ROUTINE MAINTENANCE OR TRAINING USE OF THE
BLOW DOWN SYSTEM.

Extension of the landing gear using the preceding procedures actuates valves to isolate the
hydraulic system from the nitrogen pressure of the emergency extension system. Should
conditions necessitate landing gear retraction, the system must be reset to the normal
configuration. Retraction will not be possible if Combined System fluid was lost.

To retract the landing gear following an alternate extension, proceed as follows:

1. Landing Gear Handle .................................................................................................... DOWN

2. Emergency Landing Gear T-Handle ............................................................... PUSH (DOWN)

Wait a minimum of thirty (30) seconds after reseating T-handle to allow pressure to bleed off.

3. Dump Valve D-Ring ........................................................................................................PULL

NOTE: Handle must be pulled fully, held for ten (10) seconds, then restowed.

4. Landing Gear Handle ........................................................................................................... UP

NOTE: There is no back up method for retracting landing gear.

3-86 FAA APPROVED

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PROCEDURES

3-19-50: Nosewheel Steering Failure:

If the STEER BY WIRE FAIL amber Caution Message illuminates on CAS, proceed as follows:

For airplanes SN 1000 thru SN 1143 without ASC 176.

1. Nose Wheel Steering Switch...............................................................................OFF, then ON

2. If Message Stays On, Nose Wheel Steering Switch........................................................... OFF

3. Use Brakes, Rudder, and/or Differential Power for Directional Control.

NOTE: Normal shimmy damping will be available with Nose Wheel Steering OFF.

AIRBORNE:

For airplanes SN 1144 and subs. or airplanes with ASC 176.

NOTE: Message will only illuminate with landing gear extended.

AFTER TAKEOFF:

1. Nose Wheel Steering Switch.............................................................................................. OFF

If the nose steering wheel is NOT centered, leave landing gear DOWN and land as soon as
practical.

If the nose steering wheel is centered, remove feet from rudder pedal(s) and hands-off nose
steering wheel.

2. Landing Gear........................................................................................................... RETRACT

FAA APPROVED 3-87

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PROCEDURES

ON APPROACH:

1. Nose Wheel Steering Switch.............................................................................................. OFF

AFTER LANDING:

1. Use rudder and brakes for directional control until reaching a slow taxi speed or stopped.

2. Nose Wheel Steering Switch................................................................................................ON

A. If message extinguishes, expect normal nose wheel steering output.

B. If message remains ON, use brakes, rudder, and/or differential power for directional
control.

3-19-60: Uncommanded Nose Wheel Steering:

1. Use differential brakes and rudder for directional control.

2. Nose Wheel Steering Switch.............................................................................................. OFF

3-88 FAA APPROVED

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PROCEDURES

3-19-70: Nutcracker System Fails To Shift To Ground Mode At Touchdown:

For airplanes with ASC 166:

• Red "REV UNLOCK" message will illuminate with the use of thrust reversers.

• Thrust reversers will stow at low ground speed.

• Ground spoilers will deploy with wheel spin-up, but will retract at low ground speed.

• Anti-skid system may not operate normally. Be prepared to turn anti-skid off at low ground
speed if you lose brakes.

• Engine idle will go to 67% HP at low ground speed. APU air is inoperative.

• Pressurization outflow valve will not open automatically. Switch to manual and open
outflow valve.

• Stick shaker and pusher remain armed.

• Landing gear handle is not safe (safety solenoid energized).

• Engines cannot be restarted.

For airplanes without ASC 166:

• Thrust reversers are inoperative.

• If speed brakes are used, red "ACFT CONFIG" message will come on.

• Ground spoilers will deploy with wheel spin-up, but will stow at low ground speed.

• Anti-skid system may not operate normally. Be prepared to turn anti-skid off at low ground
speed if you lose brakes.

• Engine idle will go to 67% HP on landing.

• Pressurization outflow valve will not open automatically. Switch to manual and open
outflow valve.

FAA APPROVED 3-89

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PROCEDURES

• APU air is inoperative.

• Stick shaker and pusher remain armed.

• Landing gear handle is not safe (safety solenoid energized).

• Engines cannot be restarted.

If nutcracker has failed to air mode:

1. Cabin Pressure Control Fault/Manual..................................................................... MANUAL

2. Cabin Press Control Man Hold............................................................... ROTATE TO OPEN

3. Differential Braking .................................................................................... AS NECESSARY

3-19-80: Nutcracker System Fails To Shift To Air Mode At Takeoff:

1. GRD SPOILER ARMING Switch ..................................................................................... OFF

2. NUTCRACKER Switch Test ..............................................................DEPRESS AND HOLD

3. Landing Gear Handle ........................................................................................................... UP

4. NUTCRACKER Circuit Breakers, (CPO A-13, B-13, C-13) ..........................................PULL

5. NUTCRACKER BAT PWR Circuit Breaker (CPO D-13)..............................................PULL

(Airplanes having ASC 242)

6. NUTCRACKER Switch Test ................................................................................... RELEASE

To restore the NUTCRACKER to the Ground Mode for Landing:

1. NUTCRACKER Circuit Breakers (As Pulled) ................... RESET (shortly after touchdown)

2. Speed Brake Handle ...................................................................................................EXTEND

3-90 FAA APPROVED

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PROCEDURES

3-20-00: LANDING, STOPPING AND EVACUATION

3-20-50: Planned Airplane Evacuation:

During evacuation, all occupants should stay as close to the floor as possible to enhance
visibility and maximize breathable air. If the external baggage compartment door is used, advise
the passengers that the door is approximately seven feet above the ground with landing gear
extended. Once out of the airplane, direct passengers to a safe location upwind of the airplane.
Order passengers to remain in a group and not to smoke.

1. Airplane ............................................................................................................................STOP

2. Parking Brake ..................................................................................................................... SET

3. Ground Spoilers.................................................................................................................. OFF

4. Speed Brakes .................................................................................................................. STOW

5. Flaps .............................................................................................................................. DOWN

6. CABIN PRESSURE CONTROL ............................................................................. MANUAL

7. Outflow Valve ................................................................................................................. OPEN

8. ATC .............................................................................................................................NOTIFY

9. L/R FUEL COCKS............................................................................................................. OFF

10. APU MASTER................................................................................................................... OFF

11. L/R FIRE Handles ............................................................................................................PULL

12. L/R FIRE Handles ..................................................ROTATE FULLY TO DISCH 1/DISCH 2

13. BATTERIES 1 and 2.......................................................................................................... OFF

14. Passengers/Crew................................................................................................... EVACUATE

FAA APPROVED 3-91

5 Oct 2011
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ABNORMAL
PROCEDURES

3-21-00: OVERHEAT / HOT CONDITIONS

3-21-60: Under Floor Overheat:

1. If wing Anti-Ice is ON, select left wing OFF.

2. Wait two (2) minutes.

3. If message persists, select right wing OFF.

4. If message persists, depart icing conditions.

5. Verify Isolation Valve is closed.

6. Select left bleed OFF.

NOTE: If the condition requires that a SINGLE (L or R) ENG BLEED be selected OFF,
descent to 41,000 ft. or below. If above 41,000 ft. and ENG BLEED is selected OFF
make slow deliberate power lever movements on the effected engine.

7. If message persists, select left bleed ON and right bleed OFF.

8. If message persists, check baggage floor board physically for temperature.

9. If cool, no action.

10. If hot, descend to 15,000 ft. or below and select left bleed OFF and RAM Air ON.

3-92 FAA APPROVED

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ABNORMAL
PROCEDURES

3-22-00: PRESSURIZATION/BLEED AIR SYSTEMS

3-22-30: Loss Of Automatic Pressurization Control:

1. AUTO/MANUAL Switch ........................................................................................ MANUAL

2. DADC Selector Switch ..................................................... OPPOSITE DADC (DADC 1 or 2)

3. AUTO/MANUAL Switch .............................................................................................. AUTO

If automatic pressurization control is not regained:

4. AUTO/MANUAL Switch ........................................................................................ MANUAL

5. Rate of Climb ......................................................... MANUALLY CONTROL TO ±500 FPM

CAUTION: CLOSELY MONITOR CABIN DIFFERENTIAL PRESSURE. DO NOT ALLOW

IT TO EXCEED 9.8 PSID.

NOTE: When operating in manual, the rate of change should be monitored to maintain a
maximum of 500 feet per minute UP or 300 feet per minute DOWN. Care should also
be taken to land unpressurized with the outflow valve indicator in the full OPEN
position.

If manual pressurization control is not successful and if cabin differential pressure will exceed
9.8 psid:

6. RAM AIR Switch ............................................................................................................. RAM

WARNING: SELECTING RAM WILL SHUT OFF BLEED AIR FOR

PRESSURIZATION AND THE AIRPLANE WILL DEPRESSURIZE.

7. Crew Oxygen Masks .........................................................................................................DON

8. Altitude.......................................................................... DESCEND TO A SAFE ALTITUDE

9. Passenger Oxygen Masks................................................................... MANUALLY DEPLOY

FAA APPROVED 3-93

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PROCEDURES

Upon reaching a safe altitude attempt to regain control of the pressurization system:

10. RAM AIR Switch ............................................................................................................... OFF

11. AUTO or MANUAL Control......................................................... ATTEMPT TO RESTORE

NOTE: Avoid excessive throttle movements while attempting to regain control of the
pressurization system.

3-22-40: Pressurization System - Rate Limiting:

If depressurization causes cabin pressure altitude to increase at a rate exceeding 3000 ft. per
minute, a rate-of-change limit switch is triggered. The MANUAL indicator light on the cabin
pressure control panel and CAB PRESS MAN message will illuminate. At the same time, the
outflow valve will be automatically driven closed. Such a triggering of the rate limit switch
could be due to a malfunction in the automatic controller or the result of inadvertently allowing
excessive cabin altitude climb rate to develop through improper operation of the system by the
flight crew. The following procedure is recommended to return to automatic operation:

1. AUTO/MANUAL Selector Switch .......................................................................... MANUAL

Manually Control System (Rate should not exceed 500 ft. per minute up or down). Observe
position of outflow valve on indicator.

2. AUTO/MANUAL Selector Switch ................................................................................ AUTO

If rate-of-change switch is retriggered, PLACE the AUTO/MANUAL Switch in MANUAL and

continue flight. Cabin rate-of-change should be monitored to maintain maximum of 500 ft. per
minute, up or down.

CAUTION: WHEN OPERATING IN MANUAL, MONITOR CABIN ALTITUDE

CLOSELY, ESPECIALLY IN DESCENT, TO ENSURE THAT CABIN
ALTITUDE DOES NOT DECREASE TO LESS THAN LANDING FIELD
ELEVATION.

NOTE: Opposite Cabin Pressure Reference switch position DADC 2 may be selected and
procedure repeated, if necessary.

Care must be taken to land unpressurized with outflow valve in full OPEN position.

3-94 FAA APPROVED

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PROCEDURES

3-22-50: Bleed Air System Failure:

A bleed air system failure is recognized by the indication of zero bleed air pressure on the
overhead panel. Additionally, a right bleed air system failure may be accompanied by the blue
EICAS message ISOLATION VLV OPEN. In the event a bleed air system failure occurs, the
following steps apply:

1. Affected Bleed Air Switch ................................................................................................. OFF

2. Affected Bleed Air Circuit Breaker.............................................................................. CHECK

NOTE: If the circuit breaker is popped, wait 5 minutes to allow for circuit cooling prior to
resetting the circuit breaker.

For SN 1000 thru 1201 without ASC 298

If the right system circuit breaker is popped, the ISOLATION VLV OPEN message will be
present on EICAS. Even though the message is present, the isolation valve is closed.

NOTE: The isolation valve must be manually opened from the tail compartment in order to
start the left engine.

1. Right Bleed Switch............................................................................................................. OFF

2. Right Bleed Air Circuit Breaker.................................................................ATTEMPT RESET

If CB resets:

1. Isolation Valve................................................................................................................. OPEN

2. Descend to 41,000 ft. or below.

3. Avoid flight into known icing conditions.

FAA APPROVED 3-95

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PROCEDURES

If CB will not reset:

1. Right ECS Pack Switch ...................................................................................................... OFF

2. Descend to 41,000 ft. or below.

3. Avoid flight into known icing conditions.

For all other Bleed Air system failures:

If the affected system circuit breaker is not popped, pull and reset the circuit breaker.

If resetting the circuit breaker solves the problem, continue flight in normal configuration.

If resetting the circuit breaker does not solve problem or if circuit breaker does not reset:

For Left Bleed Air System:

1. Left Bleed Air Switch......................................................................................................... OFF

2. Isolation Valve................................................................................................................. OPEN

3. Maintain 41,000 ft. or below for remainder of flight.

4. Avoid flight into known icing conditions.

For Right Bleed Air System:

1. Right Bleed Air Switch ...................................................................................................... OFF

2. Isolation Valve................................................................................................................. OPEN

3. Maintain 41,000 ft. or below for remainder of flight.

4. Avoid flight into known icing conditions.

3-96 FAA APPROVED

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PROCEDURES

3-22-60: Unpressurized Flight:

If dispatching unpressurized to comply with MMEL requirements, the following steps apply.

1. AUTO / MANUAL Switch ...................................................................................... MANUAL

2. MANUAL HOLD Knob.............................. POSITION OUTFLOW VALVE FULLY OPEN

3. RAM AIR ......................................................................................................................... RAM

4. Maximum Cruise Altitude.................................................................................... 10,000 FEET

NOTE: The 60 Hz power supply for cabin entertainment may shut down automatically if the
cabin altitude exceeds 8,000 feet.

If smoke is detected in the aft baggage compartment:

5. MANUAL HOLD Knob......................... POSITION OUTFLOW VALVE FULLY CLOSED

NOTE: Positioning the outflow valve fully closed will create a slight pressure differential in the
cabin. This will help prevent smoke migration into the cabin and allow the smoke to
be evacuated using the procedures in Section 4-23-30.

FAA APPROVED 3-97

5 Oct 2011
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PROCEDURES

3-24-00: THRUST REVERSER SYSTEM

3-24-20: Thrust Reverser Stowing Procedure:

NOTE: Utilize this procedure when a T/R is inadvertently deployed during engine shutdown.
If a malfunction is suspected, refer to GIV Maintenance Manual, Chapter 78, for T/R
lockdown information.

1. Open Warning Lights Power No. 4 (left T/R unlock) circuit breaker or Warning Lights
Power No. 8 (Right T/R Unlock) circuit breaker. Affected T/R unlock light should
extinguish.

CAUTION: OBSERVE STARTER DUTY CYCLE.

CAUTION: DO NOT ATTEMPT TO START ENGINE IF T/R DOORS ARE NOT

ENGAGED BY THE SECONDARY LOCK LATCH. PERFORM NEXT STEP
IF T/R DOORS ARE NOT ENGAGED.

2. With reverse thrust lever in stow position, perform engine crank cycle. T/R doors will
engage secondary lock latch.

NOTE: Engine crank cycle will not lock T/R actuator.

3. With reverse thrust lever in stow position, perform normal engine start.

4. Close circuit breaker(s) after engine reaches idle. T/R unlock and deploy lights should be
extinguished.

Alternate Method

NOTE: As an alternate method to the engine crank cycle, the T/R doors may be brought
through secondary lock latch by:

1. Remove electrical and hydraulic power from airplane.

2. Cycle all flight controls to remove residual hydraulic pressure from systems.

3. Apply hand pressure to lower door until secondary lock latch engages T/R doors.

FAA APPROVED Revision 53

3-98 6 July 2021
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PROCEDURES

3-25-00 WINDSHIELD / DOOR SYSTEMS

3-25-10: Windshield Heat Failure:

IF WINDSHIELD HEAT FAILURE IS DETECTED:

1. Affected WINDSHIELD HEAT ..................................................................... OFF, THEN ON

IF WINDSHIELD HEAT CANNOT BE REGAINED:

2. Affected WINDSHIELD HEAT ........................................................................................ OFF

NOTE: Flight may be continued, but flight into icing conditions should be avoided.

IF WINDSHIELD HEAT FAILURE INVOLVES A FRONT WINDOW:

3. Affected Windshield Circuit Breaker (CB) ......................................................................PULL

LEFT FRONT WINDSHIELD RIGHT FRONT WINDSHIELD

L FRONT PWR, CP, J-8 R FRONT PWR, CP, L-8
or or
L FRONT WSHLD, CP, J-8 R FRONT WSHLD, CP, L-8

NOTE: If needed (after the affected circuit breaker has been pulled), heat can be restored to
the remaining side window by selecting the affected windshield heat switch back to
ON.

. END .

Revision 53 FAA APPROVED

6 July 2021 3-99
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SECTION 3
ABNORMAL
PROCEDURES

3-25-20: Windshield Cracked:

WARNING: IF THE WINDSHIELD IS CRACKED, IT IS RECOMMENDED THAT

THE PILOT ADJACENT TO THE CRACKED AREA WEAR EYE
PROTECTION SUCH AS SMOKE GOGGLES.

1. Affected Windshield Heat CB ..........................................................................................PULL

FRONT WINDSHIELD
L FRONT PWR, CP, J-8 R FRONT PWR, CP, L-8
or or
L FRONT WSHLD, CP, J-8 R FRONT WSHLD, CP, L-8
SIDE WINDSHIELD
L SIDE PWR, CP, J-10 R SIDE PWR, CP, K-10
or or
L SIDE WSHLD, CP, J-10 R SIDE WSHLD, CP, K-10

NOTE: Flight may be continued, but flight into icing conditions should be avoided.

2. Cabin Pressure Differential (DFRN PRESS) .......................................REDUCE TO 7.5 PSID

3. Altitude ...................................................................... DESCEND AT OR BELOW 35,000 FT

4. Cabin Pressure Selector Panel ............................ SELECT AN 8,000 FT CABIN ALTITUDE

5. Cabin Differential Pressure ................................... ESTABLISH ALTITUDE TO CONTROL

DFRN PRESS TO 7.5 PSID OR LESS

6. Airspeed / Mach ........................................... MAINTAIN CURRENT OR SLOWER SPEED

NOTE: The 60 Hz power supply for cabin entertainment may shut down automatically if the
cabin altitude exceeds 8,000 feet.

. END .

FAA APPROVED Revision 53

3-100 6 July 2021
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SECTION 3
ABNORMAL
PROCEDURES

3-25-30: Cabin Window Cracked:

WARNING: IT IS RECOMMENDED THAT PASSENGER SEATS ADJACENT TO

THE CRACKED WINDOW BE VACATED.

If the airplane is equipped with the optional cabin window heat system, and the window
is cracked, perform Step 1 first, otherwise proceed to Step 2.

1. Appropriate Cabin Window Heat Circuit Breaker ...........................................................PULL

2. Cabin Pressure Differential (DFRN PRESS) .......................................REDUCE TO 7.5 PSID

3. Altitude ...................................................................... DESCEND AT OR BELOW 35,000 FT

4. Cabin Pressure Selector Panel ............................ SELECT AN 8,000 FT CABIN ALTITUDE

5. Cabin Differential Pressure ................................... ESTABLISH ALTITUDE TO CONTROL

DFRN PRESS TO 7.5 PSID OR LESS

6. Airspeed / Mach ........................................... MAINTAIN CURRENT OR SLOWER SPEED

NOTE: The 60 Hz power supply for cabin entertainment may shut down automatically if the
cabin altitude exceeds 8,000 feet.

. END .

Revision 53 FAA APPROVED

6 July 2021 3-101
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PROCEDURES

This page intentionally left blank.

FAA APPROVED Revision 53

3-102 6 July 2021
 GULFSTREAM AEROSPACE
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SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

L-R AC POWER FAIL AC output from converter 1. Check engine idle speed.
has dropped off line 2. Turn ELECTRIC MASTER, LEFT or
RIGHT PWR OFF ten seconds, then
ON.
3. If unable to RESET, place switch to
OFF position.
4. See section 3-07-40: Alternator /
Converter Failure – Single.

AHRS COOL FAIL AHRS cooling fan has Illuminates when AHRS or IRS 3 is first
(SPZ 8000 Equipped) failed. turned on (five seconds) and AHRS/IRS
is in self-test. If message illuminates at
other times, Shutdown AHRS/IRS 3.

L-R ALT BRG FAIL Alternator main bearing has Operation on auxiliary bearing can
failed and is operating on continue for fifteen (15) hours at full
auxiliary bearing. load or fifty (50) hours at no load. Light
will remain illuminated. Time of
occurrence should be recorded.

L-R ALT FUEL FAIL Alternate boost pump has See Section 3 for procedure.
failed.

L-R ALT HOT Alternator temperature is Turn ELECTRIC MASTER LEFT or

above 250°F (121°C) RIGHT PWR OFF. Check EVM.

See Section 4-21-50: Alternator

Overheat.

FAA APPROVED 3A-1

5 Oct 2011
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

ALT MODE OFF Autopilot Pitch wheel has Check altitude modes and commands.
(deleted by ASC 415 for been moved while in
SPZ 8000/8400 airplanes altitude hold mode or
and SN 1390 and sub) altitude preselect has been
reset while in ASEL CAP
mode. Message will time
out in five (5) seconds.

ANTI-SKID FAIL Normal anti-skid control Check Anti-Skid ON/OFF switch to be ON.
(BRAKE-BY-WIRE) circuit or other failure: If ON, see Section 3 for procedure.
system has switched to
open loop pulsed anti-skid
control. Power switch
selected OFF.

ANTI-SKID FAIL Miscompare in 28VDC See Section 3 for procedure.

(HMAB) power supplies or in
nutcracker switches.
Anti-Skid Switch OFF or
system circuit problems.
Auxiliary system fails to
energize or pressure fails to
rise within three (3)
seconds after brake pedals
are depressed.

3A-2 FAA APPROVED

31 May 2001
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

AOA HEAT 1-2 FAIL Angle-of-Attack probe Check circuit breaker. If normal, avoid
heater failed. icing conditions if possible. If flight in
icing conditions unavoidable, pull
appropriate Stall Warn Computer circuit
breaker and monitor other system. Full
stall barrier protection is provided by the
operative system.

AP OFF Autopilot disconnected by Press Autopilot Disconnect button to

other than normal means. clear message, or reengage autopilot.

AP TRIM FAIL Autotrim function of Check Pitch Trim switch engaged (light
AFGCS has failed. out). If out, grasp yoke securely (expect
out of trim condition), disconnect
autopilot, retrim, attempt to determine
problem.

APU ALT BRG FAIL Alternator main bearing has Operation on auxiliary bearing can
failed and the alternator is continue for fifteen (15) hours at full
operating on auxiliary load or fifty (50) hours at no load. Light
bearing. will remain illuminated. The time of
occurrence should be recorded.

APU ALT HOT APU alternator Shut off APU alternator with Electric
temperature. above 300°F Master AUX PWR Switch.
(149°C)

APU LOAD APU Electrical Load for Adjust electrical load up or down as
(SPZ 8400 equipped) operation above 30,000 ft. necessary.
not in limits.

FAA APPROVED 3A-3

22 May 2007
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

APU MASTER WARN APU master switch is on Turn master switch off or start APU.
but APU is not running.

APU MASTER WARN APU ECU has detected a Log for maintenance action.
(Airplanes equipped with fault.
ASC 465: (36-150 [G]
APU)

AUX AC POWER FAIL Power output from APU 1. Turn AUX PWR Switch OFF ten
ALT has failed or dropped (10) seconds, then ON.
off line. 2. If condition remains same, turn AUX
PWR Switch OFF.

AUXILIARY HYD HOT Auxiliary hyd pump case Turn off auxiliary hydraulic pump, if
temperature above 300°F practicable.
(149°C).

BAGGAGE DOOR Baggage door is open or Close and lock Baggage Door as
unlocked. required.

BATT 1-2 CHGR FAIL Battery or Battery Charger Check the circuit breaker: If open, close
has failed or the input the circuit breaker. If light remains on,
power circuit breaker is deactivate the battery charger by pulling
open. CB. Light will remain ON. Refer to
Battery or Battery Charger Failure,
Section 3.

BATT ON BUS Essential DC Bus powered Refer to Section 3, Essential DC Bus

DC ESS ON BATT by batteries only. on Battery Power.
(added by ASC 415 for
SPZ 8000 airplanes)

3A-4 FAA APPROVED

22 May 2007
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

BATT HOT L or R battery temp at or 1. Select hot battery OFF for remainder
above 150°F as noted on of flight.
Battery Temp Indicator (if 2. Log for maintenance action.
installed).

L-R BLEED AIR HOT Bleed air temperature is Switch appropriate bleed air valve OFF.
above 550°F (288°C). When hot light is extinguished, open
isolation valve and descend to 41,000 ft.

L-R BLEED AIR OFF Bleed Air is selected OFF. Select Bleed Air ON as required.
(Added by ASC 422/422A
for SPZ 8400 equipped
airplanes and SN 1445 and
subs)

BLEED CONFIG Isolation valve is open with Evaluate bleed configuration. If Isolation
(added by ASC 422/422A for engine bleed selected ON. Valve is open for procedural
SPZ 8000/8400 equipped requirements, select engine bleed(s) OFF
airplanes and SN 1445 and as required.
subs)
L-R BLEED PRESS HI Bleed air pressure has Switch appropriate bleed air valve OFF.
exceeded 75 psi. Check isolation valve closed. Descend
to 41,000 ft. When Press Hi message is
extinguished, open isolation valve.

BRAKE FAIL Failure of brake system, See Section 3 for procedure.

(BRAKE-BY-WIRE) BCS cannot provide
braking.

BRAKE FAIL Loss of combined and See Section 3 for procedure.

(HMAB) auxiliary pressure.
No braking available.

FAA APPROVED 3A-5

16 January 2007
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

BRAKE OVHT One or more brake See Section 3, ABNORMAL

assemblies exceed overheat PROCEDURES, BRAKE OVHT.
limit:
400°C for airplanes SN
1156 thru 1213 and
airplanes with ASC 167.
625°C for SN 1214 and
subs and 1000 thru 1213
with ASC 346.

BRAKE PEDAL Malfunctioning brake Verify inoperative pedal by using

(BRAKE-BY-WIRE) pedal. BRAKE NUTCRKR ORIDE switch and
observing applied brake pressure for
each brake pedal. See Section 3,
ABNORMAL PROCEDURES.

CABIN DFRN-9.6 Cabin differential pressure Raise cabin altitude. Increase cabin rate
has reached 9.6 psi. of climb, if required. Switch to manual
pressurization control, if required. See
Section 3-22-30: Loss of Automatic
Pressurization Control.

CABIN OXYGEN ON Passenger oxygen system No action required if passengers require

actuated by either manual cabin oxygen mask deployment. If
or automatic means. masks deployed in error, repack masks
and reset system.

CABIN PRES MANUAL Cabin pressurization Cycle AUTO/MANUAL switch to

controller has been AUTO; check system. If OK, leave
switched to manual control switch AUTO. If not, switch to
automatically or manually. MANUAL and control cabin
pressurization with MANUAL
CONTROL knob. See Section 3-22-30:
Loss of Automatic Pressurization
Control.
CHECK DU 1-2-3-4-5-6 Information on indicated Verify data on indicated Display Unit
Display Unit may be and if incorrect select different sensor.
incorrect.

3A-6 FAA APPROVED

16 January 2007
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION
CHECK HYD Either Combined and/or Select hydraulic synoptic and verify which
QUANTITY Flight Hydraulic System quantity is low. If a leak is evident, expect
(SPZ 8400 equipped) quantity is low. to fail.
For loss of Combined Hydraulic fluid, refer
to Section 3-17-30: Combined Hydraulic
System Failure – Loss of Pressure and
Fluid.
For loss of Flight Hydraulic fluid, refer to
Section 3-17-50: Flight Hydraulic System
Failure – Loss of Pressure and/or Fluid.
For loss of both systems, refer to Section
4-17-10: Dual Hydraulic System Failure.

CHECK PFD 1 OR 2 Erroneous information on 1. Check pitch, roll, airspeed and
(SPZ 8400 equipped) Primary Flight Displays altitude on both PFDs.
(PFDs). 2. Compare with standby instruments to
verify information is correct.
CHECK V SPEEDS The Flight Management Compare V-Speeds, verify initialization
Systems have computed V and FMS status for mode of operation.
speeds that are different.
In flight: V speeds have In flight: Check airspeed. Accelerate to
dropped from one Display above 200 KCAS to get V speeds to drop
Controller only. from remaining Display Controller.

FAA APPROVED 3A-7

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION
CMB HYD FAIL Failure of Combined Check Combined Hydraulic pressure and
Hydraulic System pressure. quantity.
For loss of Combined Hydraulic
Pressure and Fluid, see Section
3-17-30: Combined Hydraulic System
Failure – Loss of Pressure and Fluid.
CAUTION: STALL BARRIER
PROTECTION IS NOT AVAILABLE
WITH LOSS OF COMBINED
HYDRAULIC FLUID.
For loss of Combined Hydraulic
Pressure only, refer to Section 3-17-40:
Combined Hydraulic System Failure –
Loss of Pressure Only.
L-R CONV FAN FAIL A converter cooling fan has Record time of failure. Continued
failed. operation for maximum of twenty-five
(25) hours is permitted. Subsequent
takeoffs are permitted upon verification
that only one cooling fan has failed.
Operation with more than one failed
cooling fan may result in damage to
and/or automatic shutdown of converter.
Light will remain illuminated. With
ASC 285 installed, message will remain
illuminated. Illumination of this
message, whether momentary or
permanently set, requires a maintenance
action.

3A-8 FAA APPROVED

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

L-R CONV HOT Converter temperature is Turn ELECTRIC MASTER, LEFT OR

above 220°F (104°C). RIGHT PWR OFF. Light will remain on
until temperature reduces to 190°F
(88°C). Try to turn converter back on, if
possible (after light is OFF). Try
reducing electrical load on affected
converter. If illumination recurs, turn
OFF and do not reinstate. See Section
4-21-40: Converter Overheat.
L-R COOL TURB HOT Cooling turbine discharge On ground, ECS system will
air above 450°F (232°C). automatically shut down.
In flight, see Section 3-01-30: Left or
Right Cooling Turbine Hot.
L-R COWL A/I OVHT Engine cowl temperature is Turn Cowl Anti-ice OFF. If message
above 662°F (350°C). persists, turn Wing Anti-ice OFF. If
message persists, turn associated Bleed
Air OFF. Depart icing conditions.
L-R COWL PRESS LOW Cowl anti-ice press is less Check engine power setting. Increase
than 10 ±1 psi. (4 psi ±1 thrust setting to extinguish message if
for airplanes SN 1190 and Cowl Anti-Ice pressure is less than 4 psi.
subs. and SN 1000 thru If Cowl Anti-Ice pressure gage is
1189 with ASC 243). inoperative, increase thrust to extinguish
message.
CPL DATA INVALID With FMS as coupled NAV Select any autopilot lateral and vertical
source, airplane has flown mode.
off end of flt. plan resulting
in autopilot reverting to
heading hold and pitch hold
(IF VNAV was active).
CREW OXYGEN OFF Crew oxygen bottle is shut 1. Verify bottle is OPEN at the bottle.
(SN 1290 and subs) OFF at the bottle.
2. If bottle is open, notify maintenance
prior to dispatch.

FAA APPROVED 3A-9

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

DAU 1-2 MISCMP ENG Engine data miscompare Compare engine data displayed with
between DAU 'A' and 'B' DAU 'A' and 'B' channels. Select good
channels. channel.

DAU 1-2 MISCMP MSG EICAS amber message Computer amber message displayed with
miscompare between DAU DAU ‘A’ and ‘B’ channels. Select good
‘A’ and ‘B’ channel. channel.

L-R DC POWER FAIL DC output from converter 1. Check engine idle speed.
has dropped off line. 2. Turn ELECTRIC MASTER, LEFT or
RIGHT PWR OFF ten (10) seconds,
then ON.
3. If unable to RESET, continue
operation, but monitor condition
frequently.
4. If any unusual condition occurs,
place ELECTRIC MASTER, LEFT
or RIGHT PWR to OFF position.
5. See Section 3-07-40: Alternator /
Converter Failure – Single.

DU FAN 1-2 FAIL Respective Display Unit Fan No. 1 cools DU 1, 3 and 5. Fan No.
cooling fan has failed. 2 cools DU 2, 4 and 6. If Fan 1, consider
switching pilot's side to PFD XFER. If
Fan 2, consider switching copilot's side
to PFD XFER.

EL MISTRIM NOSE Autopilot elevator trim out No action required for momentary
UP/DN of trim in direction message. If steady message disengage
indicated. autopilot, retrim, attempt to determine
problem.

ENG FIRE LOOP ALRT Engine fire detection loop Check fire detection fault panel. Identify
fault detector active. engine and loop. Disable faulty loop
with fault switch.

3A-10 FAA APPROVED

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

EPMP BATT SW OFF Battery No. 1 and/or No. 2 Depress proper switch. No message
switch (MASTER) is OFF. indicates that both battery switches are
on.

EPMP POWER FAIL Either one (1) or all four (4) If only one (1) power supply has failed,
sources of input power continue operation as normal, and if
supply to EPMP has failed. appropriate, attempt to reset CB. If all
power sources have failed (indicated by
Check CB's on pilot's black-out of EPMP), land as soon as
overhead CB panel as practical.
follows:

EPMP SW PWR No. 1

EPMP SW PWR No. 2
EPMP No. 1 DC
EPMP No. 2 DC

FGC 1-2 FAIL Respective FGC system has None required. Switch over to good
failed. flight guidance system is automatic.
Cycle appropriate CB if FGC is hard
failed.

FAA APPROVED 3A-11

31 May 2000
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

FLAP ASYMMETRY Flap position asymmetry 1.  Select longest available runway for
(1) (2) detected. Flaps have landing.
stopped moving toward 2.  L/R Airstart Ignition - ON.
selected position. 3.  VREF for configuration from
_Performance Section.
4.  GPWS/GND SPOILER FLAP
ORIDE - ON.
CAUTION: DO NOT EXCEED TIRE
SPEED LIMITATIONS.
(1)SPZ 8400 equipped airplanes with ASC 69A or ASC 69B (Flap Asymmetry Indicator)
installation.

(2) SPZ 8000 equipped airplanes with ASC 69A or ASC 69B, an Amber FLAP ASYM
indicator light, installed under the FLAP/STAB position indicator, will illuminate. The
CAS message is not incorporated.

FLT HYD FAIL Failure of flight hydraulic Check Flight Hydraulic pressure and
system pressure. quantity.

For loss of Flight Hydraulic Pressure

and/or Fluid, see Section 3-17-50:
Flight Hydraulc System Failure - Loss
of Pressure and/or Fluid.

3A-12 FAA APPROVED

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

L-R FUEL LEVEL LOW Fuel level in hopper is Ensure that boost pumps are ON. Check
below approximately 650 fuel quantity gauge. OPEN cross-flow
lbs. (295 Kg). valve. If fuel quantity is greater than
650 lbs. (295 Kg) in appropriate tank: In
flight, level airplane attitude. On
ground, turn boost pumps on to fill
hopper.

L-R FUEL TEMP HOT Fuel temperature above Retard power and monitor temperature
90°C or below 0°C. indication. If indication does not return
to normal, place power lever in idle
position.
OR
Verify oil temperature is within
operating level at engine start. Allow
engine to operate at idle until operating
temperature is reached. Message will
extinguish when engine fuel temperature
is above 0°C.

FWD RADIO RACK Radome, left or right Attempt to isolate hot equipment and
HOT equipment bay temperature shut down. Turn off unnecessary
has exceeded 200°F (93°C). equipment.

FAA APPROVED 3A-13

31 May 2000
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

HYD QTY LOW Either Combined and/or Select hydraulic synoptic and verify which
Flight Hydraulic System system is low. If a leak is evident, expect
quantity is low. to fail.
For loss of Combined Hydraulic Fluid, see
Section 3-17-30: Combined Hydraulic
System Failure – Loss of Pressure and
Fluid
For loss of Flight Hydraulic Fluid, see
Section 3-17-50: Flight Hydraulic
System Failure – Loss of Pressure and/
or Fluid
For loss of both systems, see Section
4-17-10: Dual Hydraulic System Failure.

ICE DETECTED Ice detected by probe. Select cowl and/or wing anti-ice on, as
(if installed) appropriate or depart icing condition.

IRS 1-2 ALN FAULT Improper Present Position Check Present Position. If incorrect, re-
entry or excess airplane enter. If correct or if excess motion is
motion while in align mode. suspected, turn IRS off for three (3)
seconds then back to align and re-enter
Present Position.

IRS 1-2-3 COOL FAIL Respective IRS cooling fan Shut down IRS.
(IRS 3 is SPZ 8400 only) has failed.

IRS 1-2 ON BATTERY Respective IRS has lost Check normal bus power source to IRS
normal power source and and restore, if able. Expect limited IRS
has reverted to battery endurance.
power.

MACH TRIM LIMIT Elevator trim has reached Retrim or slow airplane.
electrical trim limit while
operating airplane in Mach
Trim speed region.
(Greater than 0.80 Mach)

3A-14 FAA APPROVED

5 Oct 2011
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

MACH TRIM OFF Pitch Trim switch OFF or Check pitch trim switch engaged (light
electric trim system has out). If switch engaged, check STAB
failed (message inhibited at AUG circuit breakers. Observe mach
less than 0.82 Mach). trim inop speed. See Section 1,
LIMITATIONS.

L-R MAIN FUEL FAIL Main boost pump has Check position of MAIN PUMP CONT
failed. circuit breaker on POP. Select alternate
boost pump. Turn failed pump OFF and
pull appropriate CB on PDB. See
Section 3 for procedure.

PAX OXYGEN OFF PAX oxygen bottle is shut 1. Verify bottle is OPEN in the bottle.
(SN 1290 and subs) OFF at the bottle. 2. If bottle is OPEN, notify maintenance
prior to dispatch.

L-R PITOT HT FAIL Pitot tube heater elements Check PITOT HEAT switch ON/Circuit
not energized. Breaker(s) -- IN. If PITOT HEAT
illuminates, expect erroneous indications
of ASI, Air Data System Computer,
Airspeed Warning Sensor, and Mach
Trim Compensation. Depart icing
conditions.

FAA APPROVED 3A-15

20 Nov 2008
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

RETRIM L-R WING Lateral axis out of trim. Grasp control yoke firmly. Disconnect
DOWN autopilot and retrim airplane in direction
indicated.

SNGL RUDDER LIMIT Failure of input pressure Avoid abnormal rudder deflection.
load limiter (with flight and
combined system pressure
normal).

SPD BRAKE Speed Brakes (Flight Retract speed brakes or reduce thrust as
EXTENDED Spoilers) are deployed with desired.
throttles above idle.

SSEC DISABLED Static source error Check the appropriate radio rack DADC
correction to DADC has test switches.
been disabled.

3A-16 FAA APPROVED

31 May 2000
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

STAB-FLAP FAIL Flaps UP (0°) and stabilizer Lower flaps to correspond with stabilizer
not up. position to prevent running out of
longitudinal trim. Maintain airspeed
within flap position limits. See Section 3
for partial flap landing and failure of stab/
flap interconnect procedures.

STALL BARRIER 1-2 Stall Barrier System giving 1. If either valve light is illuminated,
stall angle indication. check airplane attitude, power, and
airspeed.
2. If primary instruments indicate
normal conditions, disable system by
pulling the appropriate STALL
WARN CMPTR circuit breaker
(STALL WARN CMPTR #1: CPO,
A-11; STALL WARN CMPTR #2:
CPO, B-11).
3. Full protection is provided by
operative system.

STALL BARR 1-2 FL Stall barrier failed. It is 1. Check STALL BARRIER and
normal for STALL STALL BARR VALVE circuit
BARRIER 1 FL to appear breakers (STALL BARR VALVE #1:
any time EMERGENCY CPO, A-12; STALL BARR VALVE
FLAPS are used and flap #2: CPO, B-12).
position is greater than 22°. 2. Pull appropriate faulty barrier
breakers.
3. Stall barrier protection is still
available with one system operative.

FAA APPROVED 3A-17

20 Nov 2008
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

STALL BARRIER OFF Stall Barrier Switch OFF or Check Stall Barrier Switch ON ("OFF"
system not powered. light out). If on, check Stall Barrier and
STALL BARR VALVE circuit breakers.

STBY PITOT HT FAIL Stby pitot heater elements Check Stby Pitot Heat Switch and circuit
not energized. breaker.

STEER BY WIRE FAIL Both steering channels have Check circuit breakers. Cycle steering
failed: steering not ON/OFF switch. If message does not
available. System is in clear, use rudder, brakes, and/or
shimmy damp mode. differential power for steering. If
message occurs on ground with no
hydraulic power available, turn power
switch OFF until engines are running.
Reselect power switch ON.
With ASC 176 installed, a If message occurs in flight see Section
switch position/system 3-19-50: Nosewheel Steering Failure.
status miscompare is
detected.

TAT PROBE HT FAIL TAT probe heater has TAT inputs to DADC's may be
failed. inaccurate. DADC outputs and FMS
readouts may be inaccurate. Check
circuit breaker.

3A-18 FAA APPROVED

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

TRIM LIMIT Autopilot elevator trim has Cycle Pitch Trim switch to
reached electric trim limits. DISENGAGE position and manually
trim, as required.

TRU FAIL Transformer rectifier has no Check that L or R MAIN AC bus is

output. powered. Check that the MAIN DC Bus
EPMP TRU/EXT Switch Light is
illuminated. If not, TRU/EXT Switch -
PUSH. Check both TRU circuit
breakers on Power Distribution Box. If
still no power, reduce load to below 250
Amps and return Main DC Bus Switch to
Auto.

TRU HOT Transformer rectifier Reduce load on TRU. If warning

temperature. above 374°F continues after two (2) minutes, select
(190°C). other available DC power source(s) and
pull TRU (R AC) circuit breaker.

FAA APPROVED 3A-19

31 May 2000
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

UNDER FLOOR Bleed air leak detected If wing anti-ice is on, select left wing
O’HEAT under baggage floor. OFF. Wait 2 minutes. If message
persists, select right wing OFF. If
message persists, depart icing conditions.
If message extinguishes, re-establish
wing anti-ice using the Anti-Ice switch
which did not cause the message to
extinguish. If in doubt, depart icing
conditions.Verify ISOLATION valve
closed. Select left bleed OFF. If
message persists, select left bleed ON
and right bleed OFF. If message
persists, check floor board physically for
temperature. If cool, no action. If hot,
descend to 15,000 ft or below and select
left bleed OFF and RAM Air ON.

NOTE: If the condition requires that a

SINGLE (L or R) ENG BLEED be
selected OFF, descend to 41,000 ft. or
below. If above 41,000 ft. and ENG
BLEED is selected OFF, make slow
deliberate power lever movements on the
affected engine.

UTILITY HYD OFF Utility hydraulic pump has Turn utility hydraulic pump to ON/ARM
been selected off. if desired.

3A-20 FAA APPROVED

23 January 2004
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

AMBER CAUTION MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

L-R WING HOT Wing Anti-icing exhaust 1. Turn applicable wing anti-icing
duct temperature above switch to OFF. Wait two (2) minutes.
180°F (82°C). 2. If message remains ON, assure
Isolation Valve is CLOSED, then select
applicable side Bleed Air Switch to OFF.
3. If message remains ON, indication is
false and flight may be continued with
normal use of wing anti-icing. Reselect
applicable side Bleed Air Switch ON.
4. If message goes out in Step 2, leave
applicable Bleed Air Switch OFF, select
applicable ECS pack OFF, and re-check
Isolation Valve CLOSED. Descend to
41,000 ft. Monitor cabin altitude;
descend as required.
NOTE: With Bleed Air switch OFF and
Isolation valve CLOSED there is no
cowl anti-icing to that engine.
5. Monitor wings for icing. Depart icing
conditions as soon as possible.

L-R WING TEMP LOW Wing Anti-icing exhaust Increase thrust if flight conditions
duct temperature below permit. If message does not go out,
100°F (38°C). Will not monitor wings for icing and depart icing
illuminate for two (2) conditions as soon as possible.
minutes after switch ON
(time delay).

YAW DAMPER OFF Yaw Damper switch OFF Check Yaw Damper switch ON (light
or Yaw Damper failure. out). If switch on, check STAB AUG
circuit breakers. Observe Yaw Damper
inop speed, See Section 1,
LIMITATIONS.

FAA APPROVED 3A-21

20 Nov 2008
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

THIS PAGE INTENTIONALLY LEFT BLANK

3A-22 FAA APPROVED

31 May 2000
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

AC EXT POWER External power is Remove external power before taxiing.

DC EXT POWER connected to airplane.

AP CTLR SW STUCK Autopilot Guidance Panel Try to pry stuck switch loose.
switch stuck in, preventing
other selections.

AP ENGAGE INHIBIT An attempt is made to Correct inhibiting situation and attempt

engage autopilot under any reengagement.
of following conditions:

Autopilot disconnect button

active

GA switch active

Airplane on GND and

airspeed less than 50 KCAS

Stick shaker is active

TCS switch active

Trim up/down switch active

FAA APPROVED 3B-1

31 May 2000
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

APU ALT OFF APU alternator is operating Select AUX POWER switch ON.
but AUX POWER switch is
not ON.

APU EXCEEDANCE Fault warning computer has SPZ 8000 equipped airplanes without
recorded an exceedance. ASC 415B: Message may be caused by
APU fire. Take appropriate action and if
necessary, see APU Fire procedure,
section 4-12-30. Recording may be
viewed by selecting “Exceedances” on
Systems Menu of the Display Controller.
SPZ 8000 equipped airplanes with ASC
415B and SPZ 8400: Message may be
caused by APU RPM or EGT
exceedance. Verify APU auto shut down
and notify maintenance. Recording may
be viewed by selecting “Exceedances”
on the Systems Menu of the Display
Controller.

NOTE: For airplanes SN 1000 and sub.

with ASC 465: A nuisance “APU
EXCEEDANCE” message may occur on
second APU start and then on every
other start unless power is removed/
interrupted from the fault warning
computer between starts. The “APU
EXCEEDANCE” message should be
considered a nuisance message as long
as the cockpit overhead APU panel
and/or APU synoptic page indicate EGT
and RPM parameters are within normal
limits.

3B-2 FAA APPROVED

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

AT ENGAGE INHIBIT Attempt is made to engage Correct inhibiting situation and attempt
autothrottle under any of reengagement.
following conditions:
A/T disconnect button
active
A/T not armed on flight
guidance control panel
Both engines not running
EPR below 1.17
Isolation valve open

AT 1-2 FAIL Indicated autothrottle has Check appropriate circuit breakers.

failed, autothrottle will Select other A/T computer and reengage.
disconnect.

AT NOT IN HOLD Airplane speed has Disengage autothrottle and manually

exceeded 60 KCAS with adjust throttles to takeoff EPR.
autothrottle engaged on
takeoff and autothrottle
servos are not in hold.

BC 1-2-3 TEST FAIL BUS controller power-up Verify power was applied to BC's and
self test has failed. FWC's in normal power-up sequence.
Full system capabilities are maintained
on a single BUS controller.

NOTE: This message is only enabled on ground. BC test will fail if

power is momentarily removed from both FWC's after BC's
are powered. If this condition occurs, fail message can be
cleared by reapplying airplane power in normal power-up
sequence or by pulling and resetting all three (3) Bus
Controller Circuit Breakers.

FAA APPROVED 3B-3

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

BATT WARM L or R battery temp at or 1. Monitor battery temperature and select

above 120°F as noted on OFF if temperature reaches 140°F.
Battery Temp Indicator (if 2. Log for maintenance action.
installed).

BRAKE MAINT REQ'D SN 1000 thru 1213. If Follow Anti-Skid OFF takeoff procedure,
(BRAKE-BY-WIRE) message illuminates Section 3.
following gear retraction
and extinguishes 5 seconds
later, the auto spindown
feature has failed.

BRAKE MAINT REQ'D SN 1214 and subs. If Notify maintenance to check for wheel
(HMAB) message illuminates during speed sensor faults or possible dragging
takeoff or landing ground brake(s).
roll or airborne with gear
extended, a wheel speed If message illuminates momentarily with
sensor miscompare lasting gear down while airborne, no action
more than five (5) seconds required.
has been detected.

BUS CTLR 1-2-3 FL Indicated bus controller has Check circuit breakers. Full system
failed capabilities are maintained on a single bus
controller. Cycle CB on failed bus
controller.

3B-4 FAA APPROVED

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

CALL Toggled by SELCAL, Answer appropriate caller.

Cabin/LAV call,
Galley/Interphone or
Telephone.

CDU 1-2 FAIL FMS CDU failed. Verify failure and if failed, use
remaining FMS for navigation.

CHECKLIST Different checklist installed Do not use checklist until correct

MISMATCH in FWC 1 and FWC 2. checklists are installed.

CMB HYD HOT Hydraulic system fluid Proceed with flight and investigate after
temperature above 220°F landing.
(104°C).

L-R CONT IGN Continuous ignition is on. Select off if not required. Observe duty
(SPZ 8400 equipped cycle limitations in GIV AFM Section 1,
option) Limitations.

L-R COWL A/I ON Cowl Anti-Ice On. Turn OFF after exiting icing conditions.

FAA APPROVED 3B-5

31 May 2001
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

CPL DATA INVALID Lateral or vertical mode Check validity of coupled source. Reset
cannot be selected or appropriate lateral and/or vertical mode.
canceled automatically due
to invalid source and/or
invalid required sensors.
Message also appears
anytime selected course
changes by greater than 3°
when in LNAV/VOR,
except when over station.

DADC 1-2 FAIL A DADC has failed. Verify failure and if failed select
opposite DADC. Verify DADC
selection for pressurization.

DADC MISCOMPARE Priority FGC has detected Identify faulty DADC by reference to
an unflagged miscompare PFD, ND, standby flight instruments,
between DADC 1 and guidance panel, pressure control and
DADC 2. transponder panel. Select good DADC
to those panels. Isolate faulty DADC
with CB. Check message clear. Re-
engage yaw damper and autopilot if
desired.
See Section 3-18-50: DADC Failures.

DAU 1A-1B-2A-2B FL DAU channel has failed. Select alternate DAU channel.

3B-6 FAA APPROVED

23 January 2004
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

DAU 1-2 MISCMP-MSG EICAS Blue Message Compare Blue Messages displayed with
miscompare between DAU DAU 'A' and 'B' channels. Select good
'A' and 'B' channel. channel.

DC CONFIG Disagreement between the Resolve configuration mismatch prior to

MISMATCH 2 Display Controllers’ takeoff. Cannot be resolved weight-off
(SPZ 8400 equipped) Configuration. wheels.

DISP CTLR 1-2 FAIL A Display Controller has No action. Use remaining Display
failed. Controller where applicable.

DU 1-2-3-4-5-6 HOT DU Hot (266°F (130°C). Select DU OFF. If message clears select
DU ON. If message returns select DU
OFF and leave off for remainder of
flight.

E BATT 1-2-3*-4* Emergency battery is Ensure E BATT is not on. If battery is

DISCH discharging. not on, pull and reset circuit breaker to
(* if installed) attempt to clear message. If message
does not clear, no further action is
required. Breaker should be left closed
and system rearmed as required.

FAA APPROVED 3B-7

11 October 2001
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

E BATT 1-2-3*-4* FAIL Self explanatory. Turn off emergency battery.

(* if installed)

ENGINE COWL OPEN Engine cowl door is OPEN. CLOSE door.

ENGINE EXCEEDANCE Fault warning computer has Check engine instruments. Reduce
(deleted by ASC 415 for recorded an exceedance. thrust by appropriate engine(s) within
SPZ 8000 airplanes) limits. May be caused by Engine Fire.
or Take appropriate action. Recording may
EXCEEDANCE be viewed by selecting "Exceedances"
RECORD on Systems menu of Display Controller.
(SPZ 8400 equipped)

EPR 1 - DADC 2 DADC malfunction has Verify status of DADC's.

EPR 2 - DADC 1 caused remaining DADC to
supply information to both
EPR systems.

EXT BATT SWITCH ON External battery switch on. Turn external battery switch OFF.

FGC 1-2 MASTER A shift in controlling FGC Check sensor page. Shift back to other
has occurred: indicated FGC, if desired, or leave as is.
FGC has taken over.
Message times out
automatically.

3B-8 FAA APPROVED

11 October 2001
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

FGC NOT USING IRS data has been rejected Check IRS condition/status on FMS IRS
IRS 1-2 by FGC due to unflagged status page. System performance is
miscompare between IRS same with 1 or 2 IRS sources.
1/2 or flagged IRS failure.

FGC SYSTEM TEST Maintenance switch is on. Turn off maintenance switch located in
each avionics rack.

FLT HYD HOT Hydraulic system fluid If flight system is hot and utility pressure
temperature above 220°F is required, utility hydraulic pump switch
(104°C). must be set to ON. If utility system is
not required, turn utility pump OFF.

FLIGHT REC FAIL Flt recorder has failed. It is Check circuit breakers. Pull and reset if
normal for this message to necessary. Check FDR Ground
be illuminated until an Maintenance Override Switch in right
engine is started and 10 psi hand avionics bay to be in AUTO.
oil pressure is attained. Check for FDAU and/or DFDR fail
annunciators and record for
maintenance.

FAA APPROVED 3B-9

31 May 2000
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

FUEL INT TANK OPEN Fuel intertank valve is Select fuel intertank OFF.
open.

FUEL XFLOW OPEN Fuel crossflow is open. Select fuel crossflow OFF.

FWC 1-2 FAIL Fault warning computer has Select other FWC.
failed.

FWD EXT SW PNL OPN Forward external switch CLOSE door.

panel door is OPEN.

FWD LAV SVC DR OPN Forward lavatory service CLOSE door.

door is OPEN.

GND SPOILER UNARM Gnd. spoilers not armed. Check switch; cycle to ARMED.

GPS 1-2 FAIL Indicated Global 1. Check CBs:

(SPZ-8400) Positioning Satellite - GPS # 1: ESS DC; CP, D-9
(GPS) system has failed. - GPS # 2: R MAIN DC; CP, E-9
2. If circuit breaker is set (closed), cycle
circuit breaker.

GPWS FAIL Ground Proximity Warning 1. Check CBs:

System (GPWS) has failed. - EGPWS AC; CP, D-10
- EGPWS DC; CP, E-10
2. Verify at least one (1) radio altimeter
is available.

IRS 1-2 FAIL Indicated IRS has failed. Verify failure on MSU panel and, if
being used, select another sensor.

IRS 1-2 HI LAT ALN IRS is in alignment status Use IRS position with caution, accuracy
and senses a latitude above may be degraded. IRS's should be left
70°. in ALIGN mode for 15 minutes prior to
selecting NAV mode.

FAA APPROVED Revision 53

3B-10 6 July 2021
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

IRS MISCOMPARE FGC has detected an If there is no "IRS monitor fail" message
unflagged miscompare fault FGC will automatically note either IRS 1
between IRS 1/2. or IRS 2 and AP/YD will remain
engaged. If there is "IRS monitor fail"
message present, the AP/YD will
automatically disconnect.
Reengagement is possible only after
miscompare condition is corrected.

IRS MONITOR FAIL FGC has detected failure of AHRS/IRS 3 must be in NAV mode
comparison monitor located when YD is engaged for monitor test to
in AHRS/IRS 3. pass. If message is present and
unflagged IRS miscompare occurs,
AP/YD will disconnect.

To eliminate the message, switch from

current FGC to opposite FGC and back,
e.g., FGC 1 to FGC 2 to FGC 1.

IRS 1-2 NAV READY Indicated IRS has Select "NAV" on MSU panel selector.
completed alignment but
MSU panel selector is still
in "ALIGN".

IRS 1-2 ON DC Airplane AC power supply Check appropriate airplane AC power

has failed. supply. IRS will continue to operate
normally.

ISOLATION VLV OPEN Isolation valve is open. Select isolation valve CLOSED.

FAA APPROVED 3B-11

17 Mar 2010
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

MAINT SWITCH ON Maintenance switch is on. Turn off maintenance switch located
in each avionics rack.

NAV MISCOMP L-R SEL FGC has sensed difference None. Switch over is automatic.
in navigation receiver
information and selected a
single receiver as NAV
source.

NOTE: Message is active only in ILS dual coupled mod.

NZ 1-2 FAIL Indicated navigation Check appropriate circuit breaker.

computer has failed. Associated FMS CDU will be blank
or display PERF INDEX.

L-R OIL FILT BPASS Engine oil filter has Monitor engine oil pressure. If
clogged. pressure falls below limits, proceed
with engine shutdown procedure in
Section 4.

PERF 1-2 FAIL Indicated performance Check appropriate circuit breaker.

computer has failed. Performance information and auto-
throttle computer will not be available.

3B-12 FAA APPROVED

31 May 2000
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

PROG MSG 1-2 FAIL Programmable Message Notify maintenance for corrective action.
(SPZ 8400 equipped) Modules have failed.

PROG MSG 1-2 Programmable Message Notify maintenance for corrective action.
MISMATCH Modules do not contain
(SPZ 8400 equipped) same messages.

RAD ALT 1-2 FAIL Radar altimeter has failed. Select opposite Radar Altimeter.

RECENTER TURN Turn knob is not centered. Recenter turn knob.

KNOB Autopilot cannot be
engaged.

RUDDER LIMIT Rudder actuator torque None

limiter is in operation.

FAA APPROVED 3B-13

31 May 2000
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

RUDDER STRG OFF With ASC 302A installed None required if this is desired mode. If
“Hand Wheel Only” is not, select “Normal” mode.
selected.

SELECT INHIBIT An attempt is made to Determine cause of FGC fault.

manually select invalid
FGC.

SERVICE DOORS One or more of service Close service doors.

doors is open.

SG 1-2-3 FAIL Indicated symbol generator Switch appropriate symbol generator to

has failed. "ALT" and momentarily select a
different mode on the navigation display.

SG 1-2-3 HOT Symbol generator hot. Check avionic rack ventilation. Select
alternate symbol generator and pull hot
SG CB.

SPD BRAKE EXTNDED Speed brakes are extended. Retract speed brakes.

3B-14 FAA APPROVED

31 May 2000
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

SPD BRAKE SWITCH DAU and FGC disagree on Check adjustment of speed brake
position of speed brakes. extended signal to DAU and FGC at next
maintenance opportunity.

T&L >80% FULL FWC memory is greater Download and erase FWC memory at
(added by ASC 415 for than 80% full. next convenient maintenance period.
SPZ 8000 airplanes)

TCAS FAIL Traffic Alert and Collision 1. Check TCAS circuit breaker.
Avoidance System (TCAS) 2. Verify transponder and altitude
has failed. reporting is selected ON.

TERRAIN NOT AVAIL Terrain awareness is not 1. Check CBs:

available. - EGPWS AC; CP, D-10
- EGPWS DC; CP, E-10
2. Verify at least one (1) radio altimeter
is available.

TONE GEN FAIL Aural warning tone Check Circuit Breakers. Reset if
or generator has failed. required. Proceed with flight. No aural
TONE GEN 1-2 FAIL tones will be available.
(SPZ 8400 equipped)

VHF COMM 1-2-3 FL Self explanatory. Check status of VHF radio.

VNAV TRACK CHANGE One (1) minute prior to No action.

vertical navigation track
change.

FAA APPROVED 3B-15

20 Nov 2008
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 3
ABNORMAL
PROCEDURES

BLUE ADVISORY MESSAGES

CAS INDICATION CAUSE CORRECTIVE ACTION

VOICE REC FAIL Self explanatory. No action.

VOR COURSE Autopilot has sensed being If desired, course selector may now be
over station while coupled changed more than 3° without dropping
to LNAV (VOR/TCN). LNAV (VOR/TCN) mode.

WS FAIL Windshear function of 1. Check CBs:

GPWS has failed. - EGPWS AC; CP, D-10
- EGPWS DC; CP, E-10
2. Verify at least one (1) radio altimeter
is available.

WS UNAVAILABLE Windshear function of 1. Check CBs:

GPWS not available. - EGPWS AC; CP, D-10
- EGPWS DC; CP, E-10
2. Verify at least one (1) radio altimeter
is available.

L-R WING A/I Wing Anti-ice On. Turn OFF wing anti-ice after departing
icing conditions.

3B-16 FAA APPROVED

29 January 2002
 GULFSTREAM AEROSPACE
G-IV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

TABLE OF CONTENTS

SUBJECT: SECTION: PAGE:

Emergency Procedures ................................................................ 4-00-00 ................... 4-1

General Guidance ...................................................................... 4-00-10 ................... 4-1

Brakes System .............................................................................. 4-05-00 ................... 4-2

Emergency Brakes (Brake-By-Wire) ........................................ 4-05-10 ................... 4-2
Emergency Brakes (HMAB) ..................................................... 4-05-20 ................... 4-3

Electrical Power System .............................................................. 4-07-00 ................... 4-4

Alternator/Converter Failure - Dual .......................................... 4-07-10 ................... 4-4
Essential DC Bus Power Failure ............................................... 4-07-20 ................... 4-9
Electrical System - Battery Only Operation .............................. 4-07-30 .................. 4-11

Engine Failure .............................................................................. 4-09-00 .................. 4-12

Engine Failure ........................................................................... 4-09-10 .................. 4-12
Engine Failure Below V1........................................................... 4-09-20 .................. 4-13
Engine Failure Above V1 .......................................................... 4-09-30 .................. 4-14
Dual Engine Flameout ............................................................... 4-09-40 .................. 4-17
Dual Engine Out Approach and Landing Procedure ................. 4-09-50 .................. 4-20

Engine Shutdown/Airstart/Single Engine Procedure ............... 4-10-00 .................. 4-22

Engine Failure/Shutdown In Flight ............................................ 4-10-10 .................. 4-22
Airstart - Immediate ................................................................... 4-10-20 .................. 4-24
Airstart - Normal ........................................................................ 4-10-30 .................. 4-25
Figure 4-1: Airstart Envelope ......................................................... ........................ 4-27
One (1) Engine Inoperative Landing Procedure ........................ 4-10-40 .................. 4-28
One (1) Engine Inoperative Go-Around Procedure ................... 4-10-50 .................. 4-29

Fire: Engine/APU/Airplane Interior ......................................... 4-12-00 .................. 4-30

Engine Fire in Flight ................................................................. 4-12-10 .................. 4-30
Engine Fire on Ground .............................................................. 4-12-20 .................. 4-33
APU Fire ................................................................................... 4-12-30 .................. 4-34
Airplane Interior Fire/Smoke/Fumes ........................................ 4-12-40 .................. 4-35

Tailpipe Fire .............................................................................. 4-12-50 .................. 4-41

FAA APPROVED 4-i

25 May 2016
 GULFSTREAM AEROSPACE
G-IV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

TABLE OF CONTENTS

SUBJECT: SECTION: PAGE:

Fire Detection System .................................................................. 4-13-00 .................. 4-42

Engine Fire Warning System Malfunction................................ 4-13-10 .................. 4-42

Flight Controls System ................................................................ 4-15-00 .................. 4-43

Flight Control Runway to Hardover Position ........................... 4-15-20 .................. 4-43
Immovable Flight Controls ....................................................... 4-15-30 .................. 4-44
Stall Barrier Malfunction .......................................................... 4-15-40 .................. 4-46
Ground Spoiler Failure .............................................................. 4-15-50 .................. 4-47
Jammed Spoilers ....................................................................... 4-15-60 ................ 4-47A

Fuel System ................................................................................... 4-16-00 .................. 4-48

Fuel Leak In Flight .................................................................... 4-16-10 .................. 4-48

Hydraulic System ......................................................................... 4-17-00 .................. 4-50

Dual Hydraulic System Failure ................................................. 4-17-10 .................. 4-50
Combined Hydraulic System and Auxiliary Hydraulic
System Loss of Fluid ................................................................ 04-17-70 ................. 4-51

Indicating/Recording Systems .................................................... 4-18-00 .................. 4-53

Suspected Erroneous/Unreliable Airspeed Indications ............. 4-18-60 .................. 4-53

Landing Gear/Landing Gear Systems........................................ 4-19-00 .................. 4-55

Abnormal Gear Condition - Emergency Landing ..................... 4-19-10 .................. 4-55

Landing, Stopping and Evacuation ............................................ 4-20-00 .................. 4-59

Overweight Landing .................................................................. 4-20-10 .................. 4-59
Ditching ..................................................................................... 4-20-20 .................. 4-60
Emergency Airplane Evacuation ............................................... 4-20-30 .................. 4-63
Emergency Escape Routes ........................................................ 4-20-40 .................. 4-64
Figure 4-2: Emergency Escape Routes .......................................... ........................ 4-64
Immediate Return for Landing .................................................. 4-20-50 .................. 4-65

4-ii FAA APPROVED

12 Aug 2022
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

TABLE OF CONTENTS

SUBJECT: SECTION: PAGE:

Overheat/Hot Conditions ............................................................ 4-21-00 .................. 4-66

Engine Hot................................................................................. 4-21-10 .................. 4-66
Pylon Hot ................................................................................... 4-21-20 .................. 4-67
Aft Equipment Hot .................................................................... 4-21-30 .................. 4-68
Converter Overheat ................................................................... 4-21-40 .................. 4-69
Alternator Overheat ................................................................... 4-21-50 .................. 4-70

Pressurization Control System.................................................... 4-22-00 .................. 4-71

Loss of Pressurization ............................................................... 4-22-10 .................. 4-71
Emergency Descent Procedure .................................................. 4-22-20 .................. 4-72

Thrust Reverser System............................................................... 4-24-00 .................. 4-74

Reverse Thrust Unlock or Deploy During Takeoff ................... 4-24-10 .................. 4-74
Reverse Thrust Unlock or Deploy During Flight ...................... 4-24-30 .................. 4-75
Reverse Thrust Unlock Light Illuminated On The Ground ....... 4-24-40 .................. 4-76

Windshields/Door Systems .......................................................... 4-25-00 .................. 4-77

Main Entrance Door Not Secure ............................................... 4-25-10 .................. 4-77

Master Table of Electrical Component Availability ....................... ........................ 4-78

Red Warning Messages and Annunciations .................................... ....................... 4A-1

Other Warning Annunciations and Procedures ............................. ....................... 4A-9

FAA APPROVED 4-iii

25 May 2016
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4-iv FAA APPROVED

23 January 2004
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SECTION 4
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PROCEDURES
4-00-00: EMERGENCY PROCEDURES
4-00-10: General Guidance:
In the event of any emergency the following shall apply:
1. Maintain control of the airplane.
2. Other than retracting the landing gear and silencing aural warnings, take no action until
above 400 ft. AGL.
3. Analyze the situation and take appropriate action. Resetting “popped” circuit breakers is not
recommended unless the affected system is required for continued safe flight and landing.
4. Land as soon as conditions permit.
Circuit breaker location is identified using the following acronyms.
P – Pilot’s Circuit Breaker Panel (behind seat)
CP – Copilot’s Circuit Breaker Panel (behind seat)
PO – Pilot’s Overhead Circuit Breaker Panel
CPO – Copilot’s Overhead Circuit Breaker Panel
If the abnormal event is associated with the primary or secondary flight control systems, or
if airplane controllability is questionable, proceed toward nearest suitable airport with the
longest and widest runway available and with the minimum crosswind component.
Recommend the following procedures be performed prior to approach and landing:
• Descend to a suitable altitude for a controllability check (no lower than 5,000 ft AAL) .
• Configure the airplane for landing and prepare to stop flap movement if airplane response
becomes objectionable. In order to determine an appropriate approach speed, perform gentle
turns, while gradually decelerating, to ensure adequate control for landing.
• Simulate an approach to landing and go-around to verify acceptable controllability.
• Proceed to the nearest airport and plan for a wide pattern with shallow bank angles (if
necessary) and a long final approach segment in order to stabilize on the approach angle.
• When performing any approach, landing, or go-around in a partial flap configuration,
anticipate longer than normal engine acceleration time during power application due to lower
engine idle RPM.

REVISION 54 FAA APPROVED

12 Aug 2022 4-1
 GULFSTREAM AEROSPACE
G-IV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES
4-05-00: BRAKES SYSTEM

4-05-10: Emergency Brakes (Brake-By-Wire):

In the event of loss of Combined, Utility, and Auxiliary System pressure, the wheel brakes may
be operated by brake accumulator pressure through use of the PARK/EMERG brake handle,
which by-passes pedal control. A fully charged brake accumulator allows approximately 5 to 6
applications of the PARK/EMERG handle before the pressure is depleted.

There is a noticeable delay in pressure rise when using the parking brake handle to meter
pressure. Grasp the handle with fingertips only and rest the thumb near the base of the speed
brake handle slot. Raise the handle carefully in 1/4 inch increments to avoid excessive pressure.

CAUTION: ANTI-SKID PROTECTION IS NOT AVAILABLE WHEN USING THE

EMERGENCY BRAKE SYSTEM. USE OF THE EMERGENCY BRAKE
SYSTEM WHILE THE AIRPLANE IS MOVING IS STRICTLY AN
EMERGENCY PROCEDURE. THE EMERGENCY BRAKE PRESSURE CAN
BE METERED. CAUTION SHOULD BE USED NOT TO EXTEND HANDLE
BEYOND THE POSITION WHERE BRAKING IS FIRST FELT [1/4 TO 1/2
INCH (O.635 TO 1.27 CM)]. AS AIRPLANE DECELERATES,
REPOSITIONING (METERING) OF HANDLE (EASING IN) MIGHT BE
NECESSARY TO PREVENT SUDDEN STOPPING OR TIRE SKIDDING.

4-2 FAA APPROVED

23 January 2004
 GULFSTREAM AEROSPACE
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SECTION 4
EMERGENCY
PROCEDURES

4-05-20: Emergency Brakes (HMAB):

For airplanes SN 1183, SN 1214 and subs. with the Hydromechanical Analog Brake (HMAB)
System incorporated:

Emergency braking is available using the parking brake handle to meter accumulator pressure
directly to the brakes.

Anti-skid protection is bypassed and pressure must be limited to 300 psi to avoid locked wheels
and blown tires.

It is normal for deceleration to increase during the stop even though applied pressure is held
constant. Reduce pressure as required to maintain constant deceleration.

There is a noticeable delay in pressure rise when using the parking brake handle to meter
pressure. Grasp the handle with fingertips only and rest the thumb near the base of the speed
brake handle slot. Raise the handle carefully in 1/4 inch increments to avoid excessive pressure.

CAUTION: ANTI-SKID PROTECTION IS NOT AVAILABLE WHEN USING THE

EMERGENCY BRAKE SYSTEM. USE OF THE EMERGENCY BRAKE
SYSTEM WHILE THE AIRPLANE IS MOVING IS STRICTLY AN
EMERGENCY PROCEDURE. THE EMERGENCY BRAKE PRESSURE CAN
BE METERED. CAUTION SHOULD BE USED NOT TO EXTEND HANDLE
BEYOND THE POSITION WHERE BRAKING IS FIRST FELT [1/4 TO 1/2
INCH (O.635 TO 1.27 CM)]. AS AIRPLANE DECELERATES,
REPOSITIONING (METERING) OF HANDLE (EASING IN) MIGHT BE
NECESSARY TO PREVENT SUDDEN STOPPING OR TIRE SKIDDING.

1. Parking Brake .............................................................................................................. SELECT

2. Anti-Skid ............................................................................................................................ OFF

3. AUX Pump ........................................................................................................................... ON

CAUTION: DO NOT EXCEED 300 PSI INDICATED BRAKE PRESSURE WHEN

APPLYING PARK/EMERG BRAKES.

4. Parking Brake .............................................................................. AS REQUIRED TO 300 PSI

FAA APPROVED 4-3

23 January 2004
 GULFSTREAM AEROSPACE
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SECTION 4
EMERGENCY
PROCEDURES

4-07-00: ELECTRICAL POWER SYSTEM

4-07-10: Alternator / Converter Failure - Dual:

If both Alternator/Converter combinations fail (left and right) and the APU is OFF, the only
source of electrical power is either Standby Electrical Power system or the batteries which will
power the Essential DC bus and Essential AC bus (A phase) through the E Inverter. In the event
of a power loss from both left and right converters in flight, remove all non-essential electrical
loads. After verifying that neither Alternator/Converter can be regained by use of
"Alternator/Converter Failure - Single" checklist proceed as follows:

1. Crossflow......................................................................................................................... OPEN

2. Fuel Boost Pump (one Main only) .........................................................ON (All others - OFF)

3. "L or R FUEL PRESS LOW" Messages ...........................................................CHECK / OUT

If combined hydraulic pressure and the Standby Electrical Power system are available, proceed as
follows. If not, proceed to Step 13.

NOTE: Approximately twenty (20) minutes of electrical power is available if both batteries are
fully charged and Standby Electrical Power system cannot be used.

4. AC/DC Reset Switches.................................................................................................... PUSH

If no help,

5. All Normal Electrical Power Sources (except batteries) .................................................... OFF

6. Standby Electrical Power Switch ......................................................................................... ON

7. Standby Electrical E-INVERT Switch ................................................................................. ON

8. Standby Electrical TRU Switch ............................................................................................ ON

9. Emergency Battery Switch ............................................................................................... ARM

CAUTION: UNLOAD ELECTRICAL SYSTEM TO STAY AT OR UNDER 100% AC AND

DC POWER AS INDICATED ON STANDBY ELECTRICAL POWER PANEL.
TURN OFF DC ITEMS IF AC PERCENTAGE IS OVERRANGE, AND VICE
VERSA.

NOTE: Speed Brakes may be used, however, operation should be slow (approximately five (5)
seconds for full range movement).

4-4 FAA APPROVED

25 May 2016
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GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

10. Utility Pump .......................................................................................... OFF / AS REQUIRED

NOTE: The Utility Pump, if left in the ARM position, will run continuously.

If both FGC's indicate FAILED, to regain FGC 1

11. FGC 1 and 2 Circuit Breakers .......................................................................................... PULL

12. FGC 1 Circuit Breaker Only.......................................................................................... RESET

NOTE: The Standby Electrical Power system is powered by a hydraulically driven motor and is
therefore sensitive to hydraulic pressure changes. As long as the limitations in Section 1
are observed, the Standby Electrical Power system should operate normally. If the
system drops off line, as result of hydraulic pressure transients, it will be necessary to
cycle Standby Electrical Power switch from ON to OFF and back to ON.

The Standby Electrical monitor panel indicates percent power from the source. The
airplane subsystem takes standby AC power and converts it to DC through the TRU.
Standby DC power is converted through the "E" inverter to AC power. Thus, airplane DC
load is displayed on standby AC load monitor and airplane AC load is displayed on the
standby DC load monitor. When operating on the standby system, electrical load (both AC
and DC ) should be reduced to less than 100% on the standby monitor panel to avoid
excessive use of battery power.

FAA APPROVED 4-5

25 May 2016
 GULFSTREAM AEROSPACE
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SECTION 4
EMERGENCY
PROCEDURES

All essential AC and DC Bus powered equipment is available when using Standby Electrical
Power System. Among the items available:

Pilot's PFD Standby Engine Instruments

DU 3 (SG 2 and 3 - ALT) Standby Warning Panel
COMM No. 1 (or No. 3, as bused) Standby Fuel Qty Indicator
NAV No. 1 and DME No. 1 Wing/Cowl Anti-ice
ADF No. 1 Pressurization
ATC No. 1 Cockpit/Cabin Temp Control (SN 1120
(Transponder) and subs. and airplanes with ASC 170)
Display Controller No. 1 Main Fuel Boost Pumps
FMS No. 1 and IRS No. 1 Cross Flow Valve
Both DBDI's Intertank Valve
Both Clocks Tone Generator
ISDU (or 3rd Nav Unit) Pilot's and Standby Pitot Heat
DADC No. 1 Air Start Ignition
FGC-1 (Turn Knob Inop) Fire Detection/Protection
Flight Director Both FWC's (FWC 1 only on SPZ 8000 airplanes)
Pitch Trim AOA No. 1
Yaw Damper Aux Hydraulic Pump
All Bus Controllers Flaps and Flap/Stab Indicator
Left Windshield Wiper

Upon descent for approach and landing, replace Standby Electrical Power with APU/Auxiliary
Power, when altitude permits, as follows:

NOTE: Normal hydraulic landing gear operation and landing with the Standby Electrical Power
system as a source of electrical power is approved as long as the auto ground spoilers
and thrust reversers are NOT used. See Section 3-17-50: Landing With
Standby Electrical Power System Operating.

4-6 FAA APPROVED

23 January 2004
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

13. Descend to 15,000 ft. or lower; slow to a maximum speed of 250 KCAS

NOTE: To ensure sufficient battery strength, it is recommended that descent to 15,000 ft. and
start of the APU be accomplished within ten (10) minutes, if the Standby Electrical
Power system cannot be used during the descent.

14. APU Fire Warning........................................................................................................ CHECK

15. APU Master .......................................................................................................................... ON
16. APU Oil Press Light ............................................................................................................. ON
17. APU Start Button............................................................................................................. PUSH

CAUTION: A MAXIMUM OF TWO (2) THIRTY (30) SECOND APU START ATTEMPTS
WILL ENSURE TWENTY (20) MINUTES OF BATTERY-ONLY OPERATION.
ADDITIONAL START ATTEMPTS WILL REDUCE BATTERY-ONLY
OPERATING TIME. IF UNABLE TO START APU AND STANDBY
ELECTRICAL POWER SYSTEM IS NOT AVAILABLE, PROCEED
TO ELECTRICAL SYSTEM - BATTERY ONLY OPERATION
PROCEDURE, THIS SECTION.
IF APU CANNOT BE STARTED OR APU ALTERNATOR CANNOT BE USED
TO POWER THE BUSES, REMAIN ON STANDBY ELECTRICAL POWER
THROUGHOUT DESCENT AND APPROACH. DO NOT CONTINUE
CHECKLIST. AT CREW’S DISCRETION, THE LANDING MAY BE
ACCOMPLISHED BY TURNING OFF STANDBY ELECTRICAL POWER
AND USING BATTERY POWER ONLY FOR LANDING OR THE CREW
MAY ELECT TO LAND WITH STANDBY ELECTRICAL POWER
OPERATING.
NOTE: For airplanes with ASC 465 (36-150[G] APU), it is acceptable for the APU EGT
synoptic indication to go into the amber or red range during start. The synoptic only
reflects running limitations.

18. Auxiliary Power.................................................................................................................... ON

19. Essential AC Bus AUTO Switch ..................................................................................... PUSH
20. Standby Electrical Power E-INVERT Switch .................................................................... OFF
21. Essential DC Bus AUTO switch ..................................................................................... PUSH

FAA APPROVED 4-7

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

22. Standby Electrical Power TRU Switch .............................................................................. OFF

23. EPMP Auxiliary AC and DC Percent Loads ................................................................ CHECK

24. Fuel Boost Pumps (Both MAINS) ....................................................................................... ON

25. Crossflow.................................................................................................................... CLOSED

26. Standby Electrical Power Switch ....................................................................................... OFF

NOTE: If the maximum permissible load limit is exceeded on the APU alternator (AUX PWR
on the EPMP) or on the Transformer-Rectifier (AUX PWR on EPMP), turn off
equipment as required to bring loads within limits. See APU ALTERNATOR
ELECTRICAL LOAD LIMITATION - Section 1.

27. Utility Pump ........................................................................................ ARM / AS REQUIRED

4-8 FAA APPROVED

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-07-20: Essential DC Bus Power Failure:

NOTE: Steps 1 through 4 cause DU 2 to be unpowered, DU 6 to Red X and the copilots PFD
to auto-transfer to DU 5 (SPZ 8400 only). Selecting NORM-ALT-ALT on the SG
reversionary panel will restore the copilot's displays to normal. DU 2 will remain
unpowered for remainder of flight.

1. Select BATT as power source for Essential DC Bus.

2. Pull left and right Main DC Sense Circuit Breakers (Pilots CB Panel).

3. Standby Electrical Power Switch .........................................................................................ON

4. Standby Electrical Power TRU Switch ................................................................................ON

5. Monitor Battery Ammeters for indication and load shed if required.

For Approach and Landing:

NOTE: If Standby Electrical Power is interrupted during following steps, cycle Standby
Electrical Power Switch OFF then ON.

6. Gear Handle................................................................................................................... DOWN

7. Flaps ....................................................................................................... SET FOR LANDING

8. Emergency Batteries.............................................................................................................ON

9. Ground Spoilers.................................................................................................................. OFF

FAA APPROVED 4-9

23 January 2004
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SECTION 4
EMERGENCY
PROCEDURES

10. Maintain 67% HP RPM until touchdown.

NOTE: Once the airplane is on the ground, there is no need to continue to maintain 67% HP
RPM. The Standby Electrical System will stay on line during normal taxi maneuvers.
If Standby Electrical Power is interrupted, cycle the Standby Electrical Power Switch
OFF then ON to regain power.

11. DO NOT use Reverse Thrust.

12 On touchdown, manually deploy the flight spoilers at a slow rate (approximately 5 seconds).

13. Use normal braking to stop airplane.

4-10 FAA APPROVED

23 January 2004
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-07-30: Electrical System - Battery Only Operation:

CAUTION: WHEN ANY ELECTRICAL CONDITION REQUIRES OPERATION ON

BATTERIES ONLY, LAND AT NEAREST SUITABLE AIRPORT.

1. Essential DC Bus Battery Switch.........................................................................................ON

2. Battery 1 and 2 Switches ......................................................................................................ON

3. Crossflow......................................................................................................................... OPEN

4. Fuel Boost Pumps (One Main Only)..................................................... ON (All others - OFF)

5. "L or R FUEL PRES LOW" Warning Messages ................................................CHECK/OUT

CAUTION: IMMEDIATE DESCENT TO APU START ENVELOPE (15,000 FT./250 KCAS)

SHOULD BE INITIATED. ATTEMPT MAXIMUM OF TWO (2) THIRTY (30)
SECOND APU START ATTEMPTS. IF APU START IS UNSUCCESSFUL,
MAINTAIN 15,000 FT. MSL OR BELOW (MSA PERMITTING) AND TURN
OFF LAST FUEL BOOST PUMP.

6. Left Power, Right Power, and Auxiliary Power................................................................. OFF

7. All Non-Essential Items ..................................................................................................... OFF

NOTE: Two (2) DU's will be powered with batteries only. Consideration should be given to
turning one or both OFF if the situation permits.

8. Utility Pump ............................................................................................OFF/AS REQUIRED

NOTE: The Utility Pump, if left in the ARM position, will run continuously when only Battery
Essential power is available to airplane.

FAA APPROVED 4-11

23 January 2004
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-09-00: ENGINE FAILURE

4-09-10: Engine Failure:

If an engine failure is experienced, the following actions are recommended:

1. Failed Engine.............................................................................................................. SECURE

2. Operating Engine Power .............................................................. ADJUST AS NECESSARY

Shut engine down when the following occurs:

• Engine Fire.

• Extreme engine vibration is felt in airframe.

NOTE: Engine Vibration Monitoring (EVM) indications alone should not be used as
criteria for engine shutdown. If EVM exceeds 0.60 LP and/or 0.60 HP, retard
power lever to achieve vibration below this value. If vibration is accompanied by
other failure indication, shut down engine. In icing conditions, vibrations may
exceed ALERT LEVEL without other abnormal indications and are considered
normal.

• Excessive or uncontrollable power loss.

• Sudden rise or drop in oil pressure beyond limits.

• Sustained high engine oil temperature above limits.

• Sudden uncontrollable rise in TGT beyond limits.

• Any other condition that indicates the advisability of engine shutdown.

4-12 FAA APPROVED

23 January 2004
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-09-20: Engine Failure Below V1:

1. Power Levers .....................................................................................................................IDLE

NOTE: Autothrottle will disconnect.

2. Maximum Anti-Skid Braking .......................................................................... AS REQUIRED

3. Speed Brakes ................................................................................. DEPLOY IMMEDIATELY

NOTE: Ground spoilers should deploy automatically when the power levers are closed during
an aborted takeoff. Speed brake deployment is a required backup procedure.

4. Thrust Reversers .............................................................................................. AS REQUIRED

NOTE: During a rejected takeoff, reverse thrust may be used to bring the airplane to a stop
(zero ground speed). If reverse thrust is used during a rejected takeoff down to zero
ground speed, report the occurrence for maintenance.

5. Tower........................................................................................................................... NOTIFY

When clear of the runway:

6. Appropriate Abnormal/Emergency Checklist ...................................................... COMPLETE

7. AFTER LANDING Checklist .............................................................................. COMPLETE

FAA APPROVED 4-13

23 January 2004
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-09-30: Engine Failure Above V1:

1. Directional Control .................................................................................................MAINTAIN

NOTE: Autothrottle will disconnect.

2. VR Speed..................................................................................................................... ROTATE

3. V2 Speed ...................................................................................... ATTAIN AFTER LIFT-OFF

NOTE: Additional rudder input will be required when nose wheel lifts off.

4. Landing Gear ......................... UP AFTER POSITIVE RATE OF CLIMB IS ESTABLISHED

NOTE: If gear does not retract normally, manually select Utility Pump ON.

NOTE: If engine failure should occur after passing V2 on takeoff, it is recommended that the
speed at the time of engine failure (up to V2 +10 knots) be maintained. A speed of V2
+10 knots in single-engine takeoff configuration will produce the maximum climb
gradient available.
Continue climb at V2 to 1500 ft above airport level, accelerate to V2 +10, then:
NOTE: For an obstacle above 1500 feet AGL or a SID that requires a climb to more than
1500 feet AGL, continue climbing at V2 speed with flaps in the takeoff position until
the obstacle is cleared or the SID has been satisfied. See section
5.6: Obstacle Clearance Limited Performance, to determine if an increased
level-off altitude is required.
5. Flaps ..................... UP AFTER V2 +10 ATTAINED AT 1500 FT ABOVE AIRPORT LEVEL

NOTE: If the flaps do not retract normally, manually select Utility and AUX Pumps ON.

6. Airspeed.................................................................... CONTINUE ACCELERATION TO VSE

7. Operating Engine Power Lever .......................................................................... MCT POWER

NOTE: Takeoff power may be maintained for ten (10) minutes during single engine operations
as needed. Power should then be reduced to MCT.

4-14 FAA APPROVED

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

Engine Shutdown in Flight:

8. Operating Engine Power Lever ...................................................................................ADJUST

NOTE: Autothrottle will disengage.

9. Engine Synchronizer ............................................................................................................ OFF

10. Power Lever (Failed Engine) ..............................................................................................IDLE

WARNING: VERIFY PROPER ENGINE (LEFT OR RIGHT).

11. HP Fuel Cock (Failed Engine) .......................................................................................... SHUT

12. Tone Warning ............................................................................................................. SILENCE

13. Fuel Boost Pumps (Failed Engine) ...................................................................................... OFF

14. Airstart Ignition (Failed Engine) .......................................................................................... OFF

15. Electric Master Power (Failed Engine) ................................................................................ OFF

16. Electrical Load . ........................................................................................CHECK / MONITOR

NOTE: APU may be used as an alternate source of Electrical Power, if desired.

See APU IN-FLIGHT OPERATION - ALTERNATE ELECTRICAL SOURCE
Checklist in Section 3.
If an engine is shut down due to extreme vibration, consideration should be given to pulling the
FIRE handle to shut off fuel and hydraulic fluid to the engine.

17. Bleed Air (Failed Engine) .................................................................................................. . OFF

18. Isolation Valve .................................................................................................................. OPEN

19. Utility Hydraulic Pump (if Left Engine Failed) . ...................................................................ON

20. Auxiliary Hydraulic Pump (if Left Engine Failed) ............................................................ ARM

21. TCAS . ........................................................................................................................TA ONLY

22. Fuel Balance.. .....................................................................................MONITOR / MAINTAIN

FAA APPROVED 4-15

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

One Engine Inoperative Landing:

23. Normal BEFORE LANDING Checklist.............................................................. COMPLETE

24. Airspeed...............................................................................VREF FOR 20° FLAPS +10 KCAS

At Final Approach Fix:

25. Flaps.......................................................................................................................................39°

NOTE: If the flight crew elects to land at flaps 20°, fly the approach at VREF for 20° flaps +10
knots. See Section 5, Performance for landing distance in the flaps 20° configuration.
Engines do not go to high idle at flaps 20°. See Partial or Jammed Flaps
Landing Section 3.

26. Airspeed....................................................................................VREF 39° FLAPS +10 KNOTS

NOTE: If strong winds are present, add to VREF ½ of the steady state wind plus the full gust to a
maximum additive of 20 knots.

After Landing:

27. Operating Engine Thrust Reverser.................................................................. AS REQUIRED

4-16 FAA APPROVED

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-09-40: Dual Engine Flameout:

If flameout is the result of volcanic ash encounter, an immediate relight is not recommended.
Reverse course to clear ash cloud and proceed to Step 4.

1. Crew Oxygen Masks (100%) ............................................................................................ DON

2. Power Levers .....................................................................................................................IDLE

3. Airstart Ignition .................................................................................................................... ON

4. Airspeed.................................. DESCEND at VMO/MMO to 25,000 ft. then slow to 210 KCAS

If engines fail to relight,

5. Passenger Oxygen Masks ..................................................................... DEPLOY (If Required)

6. Power Levers .....................................................................................................................IDLE

7. HP Fuel Cocks ................................................................................................................. SHUT

If below 28,000 ft. proceed to Step 15.

8. Airstart Ignition .................................................................................................................. OFF

9. Battery Switches 1 and 2 ........................................................................................ ON (Verify)

10. Essential AC/DC Buses ..........................................................................E INV/BATT (Verify)

11. Electric Master Power Switches ......................................................................... OFF (L and R)

12. Crossflow/Boost Pumps .......................................................................... OPEN/One Main-ON

FAA APPROVED 4-17

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

13. Electrical Load............................................................................... Reduce as situation permits

14. Bleed Air Switches ............................................................................................................. OFF

15. Symbol Generators 2 and 3 ............................................................................... ALTERNATE

16. EICAS Display ........................................................................... TOP COMPACT (If Desired)

When within Airstart envelope (Below 25,000 ft., 200-324 KCAS):

17. Fire Handles........................................................................................................................... IN

18. Crossflow/Boost Pumps .......................................................................... OPEN/One Main-ON

19. Airstart Ignition ................................................................................................................... ON

20. Engine RPM (HP and LP) .................................................................................. INDICATING

21. HP Fuel Cocks (one at a time).................................................... OPEN (Check for Fuel Flow)

NOTE: Use clock to time measurements of thirty (30) second airstart attempts and engine drain
time cycles.

22. Engine Parameters ................................................................................................ MONITOR

CAUTION: ENGINE DAMAGE MAY RESULT IF RPM IS NOT ALLOWED TO

STABILIZE AT IDLE BEFORE ADVANCING POWER LEVERS.

If engine does not relight within thirty (30) seconds or if engine does not reach idle:

23. HP Fuel Cocks ................................................................................................................. SHUT

24. Airstart Ignition ................................................................................................................. OFF

Allow engines to drain for thirty (30) seconds.

25. Begin Airstart procedure with Step 17.

4-18 FAA APPROVED

25 May 2016
 GULFSTREAM AEROSPACE
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SECTION 4
EMERGENCY
PROCEDURES

After relight of one or both engines occurs:

26. Electrical Power............................................................................................... AS REQUIRED

27. Bleed Air Switches/Isolation Valve ................................................................ AS REQUIRED

NOTE: With both engines running the configuration is Both Bleeds – ON, Both ECS Packs –
ON, and ISOL VLV – CLOSED.

With one engine running the configuration is Operating Engine Bleed – ON, Both ECS
Packs – ON, and ISOL VLV – OPEN.

28. Pressurization .................................................................................... RESET AS REQUIRED

29. “E” Batts ........................................................................................................................... ARM

30. Airstart Ignition .................................................................................................................. OFF

31. Cowl/Wing Anti-Ice ........................................................................................ AS REQUIRED

32. Windshield Heat ............................................................................................ CYCLE OFF/ON

33. Fuel Balance ............................................................................................................ MONITOR

34. APU ..................................................................................................... START-IF REQUIRED

FAA APPROVED 4-19

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-09-50: Dual Engine Out Approach and Landing Procedure:

1. APU (if available) ........................................................................... START (one attempt only)

2. Starting Point ............................................................................... ESTABLISH 5,000 FT AGL

OVER LANDING AREA

3. Flaps................................................................................. 10° (EXTEND WITH AUX PUMP)

4. Airspeed ...............................................................................VREF FOR 10° FLAPS +20 KCAS

5. 180° Position ......................................................................................BANK TO ESTABLISH

A 25 degree bank will bring the airplane to a 180 degree position at about 2,500 ft AGL.

6. Flaps................................................................................. 20° (EXTEND WITH AUX PUMP)

7. Bank Angle ............................................................................... MAINTAIN TO HIGH FINAL

The bank angle should be held at 25 degrees or as necessary for turning to high final, depending
on winds.

8. Airspeed ................................................................................................... 175 KCAS OR LESS

9. Emergency Landing Gear T-Handle ................................................................................. PULL

NOTE: Ensure landing gear handle is DOWN for proper gear position indication and nose
wheel steering operation. Operation of emergency system is not predicated on position
of the selector handle.

10. With Landing Gear Down and Locked.......................................................................................

..... OBSERVE LANDING GEAR EXTENDED SPEED LIMITATION (250 KCAS/0.7 MT)

11. Final Approach Turn ................................................................................800 to 1000 FT AGL

4-20 FAA APPROVED

25 May 2016
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GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

12. AUX PUMP.............................................................................................. ON FOR LANDING

13. Flaps...................................................................................................................................... 20°

NOTE: As airspeed is reduced on final for landing, hydraulic fluid flow will decrease and flight
controls may become less responsive. Do not use speed brakes if possible, as this could
hasten loss of hydraulic pressure.

14. Brakes .......................................................................................... AS NECESSARY TO STOP

15. Emergency Brakes .......................................................... PREPARE TO USE IF REQUIRED

FAA APPROVED 4-21

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-10-00: ENGINE SHUTDOWN/AIRSTART/SINGLE ENGINE PROCEDURES

4-10-10: Engine Failure/Shutdown In Flight:

1. Operating Engine Power Lever ...................................................................................ADJUST

NOTE: Autothrottle will disengage.

2. Engine Synchronizer........................................................................................................... OFF

3. Power Lever (Failed Engine) .............................................................................................IDLE

WARNING: VERIFY PROPER ENGINE (LEFT OR RIGHT).

4. HP Fuel Cock (Failed Engine) ........................................................................................ SHUT

5. Tone Warning ............................................................................................................ SILENCE

6. Fuel Boost Pumps (Failed Engine) ..................................................................................... OFF

7. Airstart Ignition (Failed Engine) ........................................................................................ OFF

8. Electric Master Power (Failed Engine) .............................................................................. OFF

9. Electrical Load ....................................................................................... CHECK / MONITOR

NOTE: APU may be used as an alternate source of Electrical Power, if desired.

See APU IN-FLIGHT OPERATION - ALTERNATE ELECTRICAL SOURCE
Checklist in Section 3.

If an engine is shut down due to extreme vibration, consideration should be given to

pulling the FIRE handle to shut off fuel and hydraulic fluid to the engine.

4-22 FAA APPROVED

25 May 2016
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GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

10. Bleed Air (Failed Engine)................................................................................................... OFF

11. Isolation Valve................................................................................................................. OPEN

12. Utility Hydraulic Pump (if Left Engine Failed).................................................................... ON

13. Auxiliary Hydraulic Pump (if Left Engine Failed) ........................................................... ARM

14. TCAS ........................................................................................................................ TA ONLY

15. Fuel Balance ..................................................................................... MONITOR / MAINTAIN

See One (1) Engine Inoperative Landing Procedure this section.

One Engine Inoperative Landing:

16. Normal BEFORE LANDING Checklist .............................................................. COMPLETE

17. Airspeed...............................................................................VREF FOR 20° FLAPS +10 KCAS

At Final Approach Fix:

18. Flaps ..................................................................................................................................... 39°

NOTE: If the flight crew elects to land at flaps 20°, fly the approach at VREF for 20° flaps +10
knots. See Section 5, Performance for landing distance in the flaps 20° configuration.
Engines do not go to high idle at flaps 20°. See Partial or Jammed Flaps Landing
Section 3.

19. Airspeed............................................................................ VREF FOR 39° FLAPS +10 KNOTS

NOTE: If strong winds are present, add to VREF ½ of the steady state wind plus the full gust to
a maximum additive of 20 knots.

After Landing:

20. Operating Engine Thrust Reverser .................................................................. AS REQUIRED

FAA APPROVED 4-23

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-10-20: Airstart - Immediate:

If an engine or both engines flame out in flight and mechanical failure is not suspected,
immediate relight may be attempted at any altitude and airspeed. As RPM is decreasing, perform
the following procedure immediately:

1. Power Lever.......................................................................................................................IDLE

2. Air Start Ignition................................................................................................................... ON

NOTE: Successful relight is indicated by RPM stabilizing at idle. Allow engine(s) to stabilize
prior to advancing power lever(s). Check that engine(s) responds normally and monitor
TGT prior to advancing power lever.

AFTER RELIGHT:

3. Airstart Ignition .................................................................................................................. OFF

If engine fails to relight within twenty (20) seconds, close the HP fuel cock. Wait at least one
(1) minute and perform AIRSTART - NORMAL procedure in this Section.

4-24 FAA APPROVED

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-10-30: Airstart - Normal:

1. Airspeed...........................................................................................................200 - 324 KCAS

2. Altitude ....................................................................................................... 25,000 ft. or Below

3. HP Fuel Cock .................................................................................................................. SHUT

4. Bleed Air (Affected Engine)/ISOL VLV................................................................. OFF/OPEN

5. Fire Handle ............................................................................................................................ IN

6. Power Lever.......................................................................................................................IDLE

7. Fuel Boost Pumps ........................................................................................................ ALL ON

8. Cowl/Wing Anti-Ice (Affected Side) ................................................................................. OFF

9. Airstart Ignition ........................................................................ ON (Check IGN Message ON)

10. Engine RPM (HP and LP) .................................................................................. INDICATING

11. HP Fuel Cock ............................................................................. OPEN (Check for Fuel Flow)

CAUTION: DO NOT ATTEMPT TO METER HP FUEL COCK LEVER AT

INTERMEDIATE POSITIONS.

12. RPM/TGT ................................................................................................................ MONITOR

13. Oil Temperature/Pressure ............................................................................................. CHECK

14. Hydraulic Pressure........................................................................................................ CHECK

15. Airstart Ignition .......................................................................................... OFF (At Idle RPM)

16. Electric Master Power ........................................................................................... ON/CHECK

17. ISOL VLV .................................................................................................................. CLOSED

FAA APPROVED 4-25

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

18. Bleed Air .............................................................................................................................. ON

19. Cowl/Wing Anti-Ice (Affected Side) .............................................................. AS REQUIRED

NOTE: At high true airspeeds, it may be necessary to advance power lever slightly to assist
engine RPM acceleration. On advancing the power lever, HP RPM should steadily
increase toward idle. Monitor TGT.

The engine should normally light up within ten (10) seconds and reach idling RPM in
approximately forty-five (45) seconds. When the engine runs satisfactorily, select Air-
start Ignition OFF (IGN Message OUT). Advance power lever slowly to desired RPM.

If the engine fails to relight after airstart ignition has been energized for thirty (30) seconds, or if
it appears unlikely that the engine will accelerate to idle, proceed as follows:

1. HP Fuel Cock .................................................................................................................. SHUT

2. Airstart Ignition ............................................................................... OFF (IGN Message OUT)

3. Power Lever.......................................................................................................................IDLE

Before attempting another relight, allow engine to drain for at least thirty (30) seconds. Try again
at lower altitude.

4-26 FAA APPROVED

25 May 2016
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GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

Figure 4-1: Airstart Envelope

PRESSURE ALTITUDE - 1000 FT

GUARANTEED AIRSTARTS

AIRSPEED - KCAS

FAA APPROVED 4-27

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-10-40: One (1) Engine Inoperative Landing Procedure:

1. Normal BEFORE LANDING Checklist .............................................................. COMPLETE

2. Airspeed ...............................................................................VREF FOR 20° FLAPS +10 KCAS

At Final Approach Fix:

3. Flaps ....................................................................................................................................... 39°

NOTE: If the flight crew elects to land at flaps 20°, fly the approach at VREF for 20° flaps +10
knots. See Section 5, Performance for landing distance in the flaps 20°
configuration. Engines do not go to high idle at flaps 20°. See Partial or Jammed
Flaps Landing Section 3.

4. Airspeed ..................................................................................... VREF 39° FLAPS +10 KNOTS

NOTE: If strong winds are present, add to VREF ½ of the steady state wind plus the full gust to a
maximum additive of 20 knots.

AFTER LANDING

5. Operating Engine Thrust Reverser .................................................................. AS REQUIRED

4-28 FAA APPROVED

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-10-50: One (1) Engine Inoperative Go-Around Procedure:

1. Power Lever.......................................... GO-AROUND POWER ON OPERATING ENGINE

2. Flaps ..................................................................................................................................... 20°

3. Airspeed............................... APPROACH CLIMB SPEED (VREF for 39° flaps +10 KNOTS)

4. Landing Gear (After Positive Rate Of Climb Established) .................................................. UP

5. Altitude ................................................. CLIMB TO 1,500 FEET ABOVE AIRPORT LEVEL

6. Flaps........................................................................ UP AT VREF FOR 20° FLAPS +20 KCAS

7. Airspeed ....................................................MAINTAIN FOR ADEQUATE STALL MARGIN

8. Operating Engine Power Lever.................................... MAXIMUM CONTINUOUS POWER

NOTE: Final segment climb performance is based on setting maximum continuous power on
operating engine.

FAA APPROVED 4-29

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-12-00: FIRE: ENGINE/APU/AIRPLANE INTERIOR

4-12-10: Engine Fire In Flight:

The important action for controlling an engine fire is to shut the affected engine down and
shutoff the combustible fluids as quickly as possible.

For an engine fire warning (Red ENG FIRE LOOP ALRT with warning tone, accompanied by
FIRE handle red lights ON, and lights in the associated HP fuel cock), proceed as follows:

1. Warning Tone ............................................................................................................ SILENCE

2. Affected Engine ....................................................................................................IDENTIFIED

3. Affected Power Lever ........................................................................................................IDLE

4. Affected Engine HP FUEL COCK .................................................................................. SHUT

5. Affected Engine Fire Handle ............................................................................................ PULL

6. Affected Engine Fire Extinguisher ................................ DISCH 1, (Turn to Extreme Position)

NOTE: When it is necessary to discharge a fire bottle, ALWAYS use DISCHARGE 1 first.

If Fire Warning indications are no longer present:

7. Fire Warning Circuit Test ........................................................................................ PERFORM

If fire warning circuit test is satisfactory, complete the ENGINE FAILURE/SHUTDOWN

Checklist. If fire warning circuit does not test is satisfactory or if fire warning indications
persist for 30 seconds:

8. Affected Engine Fire Extinguisher ..................... DISCHARGE 2, (Turn to Extreme Position)

4-30 FAA APPROVED

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GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

If fire warning circuit test is satisfactory or after discharge of fire bottle(s):

Engine Shutdown in Flight:

9. Operating Engine Power Lever .....................................................................................ADJUST

NOTE: Autothrottle will disengage.

10. Engine Synchronizer ............................................................................................................ OFF

11. Fuel Boost Pumps (Failed Engine) ...................................................................................... OFF

12. Airstart Ignition (Failed Engine) .......................................................................................... OFF

13. Electric Master Power (Failed Engine) ................................................................................ OFF

14. Electrical Load ......................................................................................... CHECK / MONITOR

NOTE: APU may be used as an alternate source of Electrical Power, if desired.

See APU IN-FLIGHT OPERATION - ALTERNATE ELECTRICAL SOURCE
Checklist in Section 3.

If an engine is shut down due to extreme vibration, consideration should be given to pulling the
FIRE handle to shut off fuel and hydraulic fluid to the engine.

15. Bleed Air (Failed Engine) .................................................................................................... OFF

16. Isolation Valve .................................................................................................................. OPEN

17. Utility Hydraulic Pump (if Left Engine Failed) ..................................................................... ON

18. Auxiliary Hydraulic Pump (if Left Engine Failed) ............................................................ ARM

19. TCAS ......................................................................................................................... TA ONLY

20. Fuel Balance ................... ...................................................................MONITOR / MAINTAIN

One Engine Inoperative Landing:

21. Normal BEFORE LANDING Checklist ................................................................ COMPLETE

22. Airspeed ................................................................................VREF FOR 20° FLAPS +10 KCAS

FAA APPROVED 4-31

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

At Final Approach Fix:

23. Flaps .................................................. .....................................................................................39°

NOTE: If the flight crew elects to land at flaps 20°, fly the approach at VREF for 20° flaps +10
knots. See Section 5, Performance for landing distance in the flaps 20° configuration.
Engines do not go to high idle at flaps 20°. See Partial or Jammed Flaps
Landing Section 3.

24. Airspeed ............................................................................. VREF FOR 39° FLAPS +10 KNOTS

NOTE: If strong winds are present, add to VREF ½ of the steady state wind plus the full gust to a
maximum additive of 20 knots.

After Landing:

25. Operating Engine Thrust Reverser .................................................................... AS REQUIRED

4-32 FAA APPROVED

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-12-20: Engine Fire On Ground:

1. Airplane ............................................................................................................................ STOP

2. Both Power Levers ............................................................................................................IDLE

3. Parking Brake ..................................................................................................................... SET

4. Both HP Fuel Cocks ........................................................................................................ SHUT

5. Affected Engine ....................................................................................................IDENTIFIED

6. Affected Fire Handle ........................................................................................................ PULL

If fire warning indications are no longer present:

7. Fire Warning Circuit Test ........................................................................................ PERFORM

If light(s) test satisfactorily, proceed to step 11. If fire warning circuit does not test
properly, or if fire light remains illuminated for 30 seconds:

8. Affected Fire Extinguisher ............................................. DISCH 1 (Turn to Extreme Position)

If fire warning indications are no longer present:

9. Fire Warning Circuit Test ........................................................................................ PERFORM

If lights test is satisfactory, proceed to step 11. If fire warning circuit does not test
properly, or if fire light remains illuminated for 30 seconds:

10. Affected Fire Extinguisher ............................................. DISCH 2 (Turn to Extreme Position)

If fire warning light(s) test is satisfactory, or after discharge of fire bottle(s):

11. APU Master Switch ..................................................................................PRESS/LIGHT OUT

12. After ten (10) seconds, Battery 1 and 2 Switches ............................................................... OFF

13. Airplane ................................................................................................................ EVACUATE

FAA APPROVED 4-33

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-12-30: APU Fire:

1. APU Overspeed Test ...................................................................................................... PRESS

2. APU Master ........................................................................................................................ OFF

NOTE: After the APU Master Switch has been turned off, RPM and EGT indication will
continue for thirty (30) seconds or until the RPM decreases below 10% (on airplanes
SN 1041 and subs. and airplanes SN 1000 thru 1040 with ASC 46).

3. APU Fire Extinguisher ................................................................................................... PRESS

NOTE: Allow one (1) minute after release of extinguisher for warnings to cancel.

4. APU Fire Test ................................................................................................................. PRESS

If the APU fire detection system tests properly, it may be assumed that the APU fire has been
extinguished. In flight, an expeditious descent and landing should be considered for assessment
of any damage caused by the APU.

If Warnings have not cancelled or system does not test after Warnings have cancelled, it must be
assumed that the APU fire has NOT been extinguished.

IN-FLIGHT

5. Emergency Descent ......................................................................................... AS REQUIRED

6. Land at nearest suitable airport

ON GROUND

7. Stop Airplane and Set Parking Brake

8. Engines ...............................................................................................................SHUT DOWN

9. Fuel Boost Pumps .......................................................................................................ALL OFF

10. Evacuate Airplane If Necessary

4-34 FAA APPROVED

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

4-12-40: Airplane Interior Fire/Smoke/Fumes:

WARNING: DO NOT DELAY DESCENT OR DIVERSION TO FIND SMOKE

SOURCE. REGARDLESS OF WHETHER A FIRE HAS BEEN
EXTINGUISHED OR SMOKE HAS CLEARED, CONSIDERATION
SHOULD BE GIVEN TO LANDING THE AIRPLANE AT THE NEAREST
SUITABLE AIRPORT WITHOUT DELAY.

WARNING: CONSIDER ALL SMOKE AND/OR FUMES TO BE TOXIC.

1. Crew Oxygen Mask (100%) and Smoke Goggles ............................................................. DON

2. NO SMOKE/SEAT BELT ................................................................................................... ON

WARNING: EXERCISE EXTREME CAUTION WHEN USING OXYGEN NEAR AN

OPEN FLAME.

3. Passenger Oxygen Mask ...................................................... MANUALLY DEPLOY/VERIFY

NOTE: Visually check that an oxygen mask has deployed for each passenger. Advise
passengers to DON oxygen masks.

4. Galley/Cabin Master Switches ........................................................................................... OFF

5. Emergency Power ................................................................................................................. ON

6. Rapid Descent (if possible) ........................................................................................... BEGIN

Use of autopilot and autothrottles is recommended. Set altitude pre-selector to desired safe
altitude.

Proceed to the appropriate section to complete checklist.

x Fire/Smoke Fumes in Cockpit, Cabin or Baggage Compartment ................... Section A

x Smoke From Air Conditioning Outlets .............................................................. Section B

x Electrical Fire/Smoke Source Unknown ............................................................ Section C

x Smoke and Fumes Evacuation ............................................................................ Section D

FAA APPROVED 4-35

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES

Section A: Fire/Smoke/Fumes in Cockpit, Cabin or Baggage Compartment:

WARNING: MOST GAS TYPE FIRE EXTINGUISHERS USE HALON AS THE
EXTINGUISHING AGENT. AFTER THE FIRE IS EXTIGUISHED,
REDUCE CONCENTRATION OF HALON AND RESIDUAL FUMES BY
ALLOWING ADEQUATE VENTED AIR TO ENTER THE CABIN.
1. Smoke Mask/Goggles and Portable Oxygen (Investigating Crew Member)..................... DON
2. FLIGHT/LANDING Switch .........................................................................................FLIGHT
If the source of Fire/Smoke/Fumes is in the baggage compartment go to step 4.
3. Fire/Smoke/Fumes...................................................... LOCATE/EXTINGUISH/ELIMINATE
Proceed to Section D: Smoke and Fumes Evacuation.
4. Internal Baggage Door ................................................................................. OPEN SLIGHTLY
NOTE: If the airplane is unpressurized select the pressurization system to MANUAL and fully
close the Outflow Valve.
5. Baggage Door Seal Depressurization:
A. Baggage Door Handle........................................................................ OPEN 45 DEGREES
(GIV airplane SNs 1000 thru 1155 without ASC 157)
NOTE: Crew member is required to enter baggage compartment to accomplish Step 5A.
NOTE: Once door handle is rotated 45 degrees, do not open baggage door. Doing so will
impair smoke evacuation.
B. Baggage Door Seal Selector Valve.............................................................EVAC SMOKE
(for airplanes SN 1000 thru 1155 with ASC 157 and airplanes SN 1156 and sub.)
NOTE: As cabin altitude increases, cabin rate of climb can be controlled by increasing
available bleed pressure above 35 psi. Bleed pressure can be increased by
increasing power to maximum continuous setting or by selecting COWL ANTI-
ICE ON at higher altitudes. If unable to attain 35 psi or greater or if selecting
COWL ANTI-ICE ON results in COOL TURB HOT message, descend to lower
altitude until cabin rate of climb is controllable. Select COWL ANTI-ICE OFF if
COOL TURB HOT message persists.
6. Baggage Compartment ..................................................................................................ENTER
7. Fire/Smoke/Fumes ...................................................... LOCATE/EXTINGUISH/ELIMINATE

4-36 FAA APPROVED

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES
8. Cabin Pressurization may be returned to normal:
A. Baggage Door Handle.............................................................................................. CLOSE
(for airplanes SN 1000 thru 1155 without ASC 157)
NOTE: Crew member is required to enter baggage compartment to accomplish Step 8.
B. Baggage Door Seal Selector Valve............................................................. NORMAL OPS
(for airplanes SN 1000 thru 1155 with ASC 157 and airplanes SN 1156 and sub.)
9. Internal Baggage Door ................................................................................................ CLOSED
10. Proceed to nearest suitable airport and land. Proceed to Section D: Smoke and Fumes
Evacuation.
Section B: Smoke From Air Conditioning Outlets:
To isolate smoke source to an Environmental Control System (ECS) pack or Engine Bleed Air
System:
1. Isolation Valve............................................................................................................ CLOSED
2. Left Engine BLEED AIR.................................................................................................... OFF
If smoke appears to have stopped, proceed to nearest suitable airport and land. Proceed to
Section D: Smoke and Fumes Evacuation.
If smoke continues:
3. Left Engine BLEED AIR...................................................................................................... ON
4. Right Engine BLEED AIR ................................................................................................. OFF
If smoke appears to have stopped, proceed to nearest suitable airport and land. Proceed to
Section D: Smoke and Fumes Evacuation.
If smoke continues:
CAUTION: WITH LEFT AND RIGHT BLEEDS OFF THE AIRPLANE WILL
DEPRESSURIZE AND CABIN ALTITUDE WILL RISE RAPIDLY.
5. Left Engine BLEED AIR.................................................................................................... OFF

FAA APPROVED 4-37

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES
6. RAM AIR ......................................................................................................................... RAM
7. OUTFLOW VALVE ................................................................... OPEN (TO VENT SMOKE)
If source of smoke or fumes cannot be positively located and isolated, even though smoke has
dissipated, consider performing Section A or C. Proceed to nearest suitable airport and land.
Section C: Electrical Fire/Smoke Source Unknown:
1. Boost Pumps ................................................................................................................ ALL ON
2. Cross Flow ....................................................................................................................... OPEN
3. Battery Switches ....................................................................................................... BOTH ON
4. Essential AC Bus ................................................................... E INV (MANUALLY SELECT)
5. Essential DC Bus ................................................................... BATT (MANUALLY SELECT)
6. Electric Masters (Left, Right, Aux Power Switches) ......................................................... OFF
7. ‘E’ BATTS ......................................................................................................................... OFF
If smoke stops, complete steps 8 thru 11. Proceed to Section D: Smoke and
Fumes Evacuation. If smoke continues, go to step 12.
8. FGC 2 Circuit Breaker ......................................................................................................PULL
9. STBY Electrical Power Switch, E INV, TRU ...................................................................... ON
10. Symbol Generator 2 and 3 Control Switches ..................................................................... ALT
(Top Compact – If Desired)
11. Utility Pump Switch ........................................................................................................... OFF
NOTE: STBY Electrical Power Switch, E INV, TRU should be turned off for approach and
landing.
If smoke continues:
12. Electrical Masters (Left, Right, AUX Power) ...................................................................... ON
13. ESS AC and DC Busses ................................................................................................. AUTO
14. Pressurization Control .............................................................................................. MANUAL

4-38 FAA APPROVED

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES
At Power Distribution Box (PDB):
CAUTION: DO NOT ATTEMPT TO RESET ANY POPPED CIRCUIT BREAKERS.
15. ESS AC and DC Circuit Breakers ......................................................PULL ONE AT A TIME
Allow sufficient time (approximately thirty (30) seconds) for smoke to stop between each
PULL and RESET.
CAUTION: PULLING ESS DC BUS PILOT CIRCUIT BREAKER 2 WILL DISABLE
MANUAL CONTROL OF PRESSURIZATION SYSTEM. RESELECT AUTO
MODE IF PULLING THIS CIRCUIT BREAKER STOPS SMOKE.
NOTE: Refer to MASTER TABLE, Section 4, for Electrical Component Availability to assist
in determining inoperative items with a specific circuit breaker
16. Yaw Damper and/or Mach Trim Limits .................................................................. OBSERVE
17. Pressurization Control .................................................................................................... AUTO
If available, Pilot’s Phase A Circuit Breaker, ESS AC Section.
18. Windshield Heat ........................................................... OFF TWO (2) SECONDS, THEN ON
19. FGC CB’s .......................................................... PULL AND/OR RESET (AS NECESSARY)
If smoke continues:
20. Electrical System ............................................. RETURN TO NORMAL CONFIGURATION
21. Windshield Heat ........................................................... OFF TWO (2) SECONDS, THEN ON
22. FGC CB’s ........................................................ PULL AND / OR RESET (AS NECESSARY)
23. Proceed to nearest suitable airport for landing. Proceed to Section D: Smoke and Fumes
Evacuation.

FAA APPROVED 4-39

25 May 2016
 GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL

SECTION 4
EMERGENCY
PROCEDURES
Section D: Smoke and Fumes Evacuation:
WARNING: MOST GAS-TYPE FIRE EXTINGUISHERS USE HALON AS THE
EXTINGUISHING AGENT. AFTER THE FIRE IS EXTINGUISHED,
REDUCE CONCENTRATION OF HALON AND RESIDUAL FUMES BY
ALLOWING ADEQUATE VENTED AIR TO ENTER THE CABIN.
To remove residual smoke/fumes from the cockpit or cabin areas:
1. FLIGHT/LANDING Switch .........................................................................................FLIGHT
2. Cockpit and Cabin Air Gaspers ....................................................................................... OPEN
3. Cabin Altitude ........................................................................................ RAISE TO 10,000 FT
4. Cabin Rate ............................................................................................... SELECT 1,000 FPM
If smoke/fumes cannot be eliminated, consider repeating Section A, B or C of this procedure.
5. Emergency Power (E-Batts) ............................................................................................. ARM
6. Proceed to nearest suitable airport and land.
Operational Considerations

x Immediate Return for Landing �