GULFSTREAM

G200
PILOT TRAINING MANUAL
VO LU M E 2 | S E C ON D EDI T I ON | AI RC R A F T SYSTE MS R E V 2.4
 FOR TRAINING PURPOSES ONLY

NOTICE
The material contained in this publication is based on information obtained from the
aircraft and avionics manufacturers’ manuals. It is to be used for familiarization and training
purposes only.
At the time of release it contained then-current information. In the event of conflict
between data provided herein and that in publications issued by the manufacturer or
regulatory agencies, that of the manufacturer or regulatory agencies shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any sugges-
tions you might have for improving this material or any other aspect of our training program.

These items are controlled by the U.S. Government and authorized

for export only to the country of ultimate destination for use by the
ultimate consignee or end-user(s) herein identified. They may not be
resold, transferred, or otherwise disposed of, to any other country or
to any person other than the authorized ultimate consignee or end-
user(s), either in their original form or after being incorporated into
other items, without first obtaining approval from the U.S. government
or as otherwise authorized by U.S. law and regulations.

FOR TRAINING PURPOSES ONLY

Courses for the Gulfstream G200 aircraft are taught at the following FlightSafety International
learning centers:

DFW Learning Center

3201 East Airfield Drive
P.O. Box 613169
DFW Airport, Texas 75261-3169
Toll Free: (866) 486-8733
Fax: (972) 534-3199

Columbus Learning Center

Port Columbus International Airport
625 North Hamilton Road
Columbus, Ohio 43219
Toll Free: (800) 896-9563

Copyright © 2023 FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
 LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Second Edition.............. 0............. February 2005 Revision........................2.2........................July 2020
Revision........................ .01 .................... June 2005 Revision........................ 2.3...................... June 2023
Revision.............................1............... January 2008 Revision........................ 2.4............November 2023
Revision........................... 2......... September 2008
Revision......................... 2.1................. October 2019

NOTE:
Revision numbers in footers occur at the bottom of every page that has technical changes to the
text and/or illustrations. Reflow of pages, grammatical, or typographical changes that do not affect
the meaning are excluded from this list.
THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page # *Revision # Page # *Revision #

Cover.................................................................... 2.4 5-6......................................................................... 2.4
Copyright............................................................. 2.4 5-7–5-14............................................................... 2.4
iii–viii..................................................................... 2.4 5-15........................................................................ 2.4
1-i–1-iv................................................................... 2.4 5-16–5-35............................................................ 2.4
1-1–1-12.................................................................. 2.4 5-36......................................................................... 2.4
1-13......................................................................... 2.4 5-37....................................................................... 2.4
1-14–1-22.............................................................. 2.4 5-38–5-42........................................................... 2.4
2-1–2-iv................................................................. 2.4 6-i–6-ii................................................................... 2.4
2-1.......................................................................... 2.4 6-iii–6-iv............................................................... 2.4
2-2......................................................................... 2.4 6-1–6-6................................................................. 2.4
2-3......................................................................... 2.4 6-7......................................................................... 2.4
2-4......................................................................... 2.4 6-8–6-11................................................................ 2.4
2-5–2-8................................................................ 2.4 6-12–6-13............................................................. 2.4
2-9......................................................................... 2.4 6-14........................................................................ 2.4
2-5–14................................................................... 2.4 7-i–7-ii................................................................... 2.4
2-15........................................................................ 2.4 7-iii–7-iv................................................................ 2.4
2-16–2-22............................................................ 2.4 7-1–7-14................................................................ 2.4
3-i–3-iv................................................................. 2.4 7-15........................................................................ 2.4
3-1–3-2................................................................. 2.4 7-16–7-19............................................................... 2.4
3-3......................................................................... 2.4 7-20....................................................................... 2.4
3-4......................................................................... 2.4 7-21–7-33............................................................. 2.4
3-5......................................................................... 2.4 7-34–7-39............................................................ 2.4
3-6–3-9................................................................ 2.4 7-40......................................................................... 2.4
3-10........................................................................ 2.4 8-i–8-iv................................................................. 2.4
3-11–3-16.............................................................. 2.4 8-1–8-2................................................................. 2.4
3-17........................................................................ 2.4 8-3......................................................................... 2.4
3-18........................................................................ 2.4 8-4–8-22.............................................................. 2.4
4-i–4-iv................................................................. 2.4 9-i........................................................................... 2.4
4-1–4-22............................................................... 2.4 9-ii.......................................................................... 2.4
5-i–5-iv................................................................. 2.4 9-iii......................................................................... 2.4
5-1–5-5................................................................. 2.4 9-iv......................................................................... 2.4
9-1.......................................................................... 2.4 14-20–14-21......................................................... 2.4
9-2......................................................................... 2.4 14-22–14-26........................................................ 2.4
9-3–9-4................................................................ 2.4 15-i–15-ii............................................................... 2.4
9-5–9-13............................................................... 2.4 15-iii–15-iv............................................................ 2.4
9-14.......................................................................... 2.4 15-1–15-19............................................................. 2.4
10-i......................................................................... 2.4 15-20..................................................................... 2.4
10-ii........................................................................ 2.4 15-21–15-54......................................................... 2.4
10-iii–10-iv............................................................ 2.4 16-i–16-ii............................................................... 2.4
10-1–10-3.............................................................. 2.4 16-iii....................................................................... 2.4
10-4–10-5............................................................. 2.4 16-iv–16-viii.......................................................... 2.4
10-6....................................................................... 2.4 16-1......................................................................... 2.4
10-7–10-10............................................................ 2.4 16-2........................................................................ 2.4
10-11......................................................................... 2.4 16-3–16-9............................................................. 2.4
10-12–10-13.......................................................... 2.4 16-10...................................................................... 2.4
10-14–10-15.......................................................... 2.4 16-11–16-12........................................................... 2.4
10-16–10-18.......................................................... 2.4 16-13–16-14.......................................................... 2.4
11-i–11-iv................................................................ 2.4 16-15–16-26......................................................... 2.4
11-1–11-7................................................................. 2.4 16-27..................................................................... 2.4
11-8......................................................................... 2.4 16-28–16-38........................................................ 2.4
11-9–11-16.............................................................. 2.4 17-i.......................................................................... 2.4
12-i–12-iv.............................................................. 2.4 17-ii–17-iii.............................................................. 2.4
12-1–12-8.............................................................. 2.4 17-iv....................................................................... 2.4
12-9........................................................................ 2.4 17-1–17-20............................................................ 2.4
12-10–12-14.......................................................... 2.4 17-21–17-22.......................................................... 2.4
13-i–13-iv.............................................................. 2.4 CRM-i–CRM-iv.................................................... 2.4
13-1–13-14............................................................. 2.4 CRM-1–CRM-8.................................................... 2.4
14-i–14-iv.............................................................. 2.4 Answers to Questions...................................... 2.4
14-1–14-19............................................................. 2.4

*Zero in this column indicates an original page.

 CONTENTS

CHAPTER 1 AIRCRAFT GENERAL

CHAPTER 2 ELECTRICAL POWER SYSTEMS
CHAPTER 3 LIGHTING
CHAPTER 4 MASTER WARNING SYSTEM
CHAPTER 5 FUEL SYSTEM
CHAPTER 6 AUXILIARY POWER UNIT
CHAPTER 7 POWERPLANT
CHAPTER 8 FIRE PROTECTION
CHAPTER 9 PNEUMATICS
CHAPTER 10 ICE AND RAIN PROTECTION
CHAPTER 11 AIR CONDITIONING
CHAPTER 12 PRESSURIZATION
CHAPTER 13 HYDRAULIC POWER SYSTEM
CHAPTER 14 LANDING GEAR AND BRAKES
CHAPTER 15 FLIGHT CONTROLS
CHAPTER 16 AVIONICS
CHAPTER 17 MISCELLANEOUS SYSTEMS
CREW RESOURCE MANAGEMENT
ANSWERS TO QUESTIONS
GULFSTREAM G200
PILOT TRAINING MANUAL

CHAPTER 1

AIRCRAFT GENERAL

1 AIRCRAFT GENERAL
CONTENTS
Page

INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
STRUCTURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Airframe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Fuselage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
Empennage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
AIRPLANE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
Air Conditioning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
Electrical Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
Ice and Rain Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
Hydraulic Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Landing Gear, Brakes, and Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Avionics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21

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ILLUSTRATIONS
1 AIRCRAFT GENERAL

Figure Title Page

1-1 Gulfstream G200 Aircraft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

1-2 Aircraft Dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-3 Airplane Structure and Sections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-4 Nose Structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1-5 Wing Structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1-6 Interior Arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-7 Cabin Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1-8 Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
1-9 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
1-10 Danger Zone. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1-11 Deicer Boots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1-12 Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15
1-13 Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1-14 Secondary Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
1-15 Krueger Flap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18
1-16 Avionics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19

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1 AIRCRAFT GENERAL
CHAPTER 1

AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems ­installed in
the Gulfstream G200 aircraft. The information contained herein is intended only as an instructional
aid. This material does not supersede, nor is it meant to substitute for, any of the manufacturer’s
system or operating manuals. The material presented has been prepared from basic design data.
All subsequent changes in airplane appearance or system operation will be covered during aca-
demic training and subsequent revisions to this manual.

GENERAL
The Gulfstream G200 aircraft features a large The Gulfstream G200 is powered by two Pratt
cabin, integrated avionics, and exceptional per- & Whitney Canada PW306A, two-spool, turbo-
formance capabilities. It is a pressurized, low fan engines. The overall length of the aircraft is
wing, transport-category aircraft which uses an 62 feet 3 inches, with an overall wingspan of 58
all-metal airframe and secondary composite feet 1 inch (Figure 1-1).
materials.

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Figure 1-1. Gulfstream G200 Aircraft

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Further aircraft dimensions include the The aircraft wing design optimizes its perfor-

1 AIRCRAFT GENERAL
­following (Figure 1-2): mance in both high-speed/high-altitude and
low approach speeds. The Gulfstream G200
• Overall exterior height—21 feet 5 inches uses articulated shock-absorber-type trailing
• Tail spar—22 feet 6 inches link gear. All landing gear assemblies feature
dual wheels for safety and stability; the main
• Cabin height—6 feet 3 inches
landing gear is equipped with an antiskid de-
• Cabin length (cockpit divider to aft p
­ ressure vice on each wheel. The nose landing gear is
bulkhead)—24 feet 5 inches a direct telescope-type, equipped with an elec-
• Cabin width—7 feet 2 inches trohydraulic steering system.
• Cockpit length—6 feet 1 inch The aircraft requires a two-pilot crew. Interior
• Cockpit width—7 feet 2 inches appointments are designed to accommodate
up to 18 passengers.
• Cabin door height—6 feet 0 inches
• Cabin entrance door width—2 feet 9 inches The Gulfstream G200 is equipped for reduced
vertical separation minimums (RVSM) opera-
• Passenger cabin volume—868 cubic feet
tions. It can be flown in day or night instrument
• External baggage compartment flight rules (IFR) conditions, as well as known
­volume—125 cubic feet and 1,980 pounds icing conditions. The Gulfstream G200 is cer-
tified for operations up to and including Flight
Level 450. The maximum airspeed/maximum
Mach number (VMO/MMO) is 310 KIAS from sea
level to 10,000 feet, 330 KIAS from 10,000 feet
to Flight Level 200, and 360 KIAS/.85 MI above
Flight Level 200.

62’3”
(18.97 m)
58’1”
(17.71 m)

21’5”
(6.53 m)

62’3”
22’6” (18.97 m)
(6.86 m)

Figure 1-2. Aircraft Dimensions

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STRUCTURES FUSELAGE
1 AIRCRAFT GENERAL

The fuselage structure is all-metal, using alu-

AIRFRAME minum alloy frames and skins. Spot-welding is
not used in the airframe. Figure 1-3 shows the
The aluminum alloy airplane structure uses al- structure and various sections of the airplane.
loy steels and titanium where advantageous The fuselage includes the following:
for strength, endurance, weight, or heat pro-
tection. Drains work at points in the structure • Flight compartment
where liquids or condensation collect. • Cabin door
• Nose wheel well
Designed for a service life of 36,000 flight
hours or 20,000 flights, the airframe meets the • Passenger cabin
Federal Aviation Administration (FAA) require- • Forward fuel tank
ments for flight at 45,000 feet under any of the
following conditions: • Central fuel tank
• Fuselage tank
• A broken frame
• Heated and pressurized baggage compart-
• Two bay cracks ment with integral door
• A tire burst in the landing gear bay • Accessories compartment
• An engine disc failure
The cabin floor is removable for access to the
A “skid beam” under the fuselage prevents fuel lower fuselage.
tank rupture during gear-up landing.

PRESSURIZED
PRESSURIZED FUEL
BAGGAGE
SECTION TANK
COMPARTMENT
EMERGENCY EXIT (TYPE I) EMERGENCY EXIT
ENTRY DOOR (LH) AIRSTAIR (TYPE III) DOOR (RH)

RADOME

TAILCONE

SERVICE
DOOR
FORWARD BAGGAGE
FUEL TANK DOOR
FORWARD (AIRSTAIR) BAGGAGE COMPARTMENT
PRESSURE CARRY-THROUGH AFT PRESSURE AFT PRESSURE BULKHEAD
BULKHEAD STRUCTURE BULKHEAD
NOSE FORWARD CENTER REAR
FUSELAGE FUSELAGE FUSELAGE

Figure 1-3. Airplane Structure and Sections

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NOSE WING

1 AIRCRAFT GENERAL
The nose section (Figure 1-4) extends from the The aircraft has a low-drag/high-lift wing (Fig-
radome to the forward pressure bulkhead. It ure 1-5) designed for high-speed/high-altitude
includes the nose avionics equipment com- flight as well as low takeoff and approach
partment and the nose wheel well. Left and speeds. The double-swept airfoil aids with
right compartment doors provide access to the high-speed performance. The leading-edge
­compartment. slats and Krueger flap, in combination with
the trailing-edge slotted Fowler flaps, help in
CENTER SECTION low-speed situations. Winglets provide drag re-
duction by controlling tip vortices, which allow
The pressurized center section extends from higher takeoff weights under high altitude and
the forward to the aft pressure bulkhead and hot conditions, improving long-range cruise
includes the cockpit and passenger cabin. The performance.
main entry door is immediately aft of the cock-
pit on the captain’s side. The cockpit has seats The main load-carrying structure is a torsion
for two pilots and is fitted with two large wind- box consisting of upper and lower skins, two
shields and side windows. The right aft cabin spars, and one central partial spar. The upper
window is also an emergency exit. and lower skins consist of four integrally stiff-
ened machined panels. Integrally stiffened ma-
chined ribs carry the airloads and act as con-
tour supports and fuel tank baffles.

EMPENNAGE
The tail assembly has a vertical stabilizer and
amid-tail, trimmable horizontal stabilizer. The

HINGE ALLOWS POWER BRAKE VALVE

DOOR TO OPEN
ON TOP THERMAL
SWITCHES

LEFT SIDE RIGHT SIDE

OXYGEN BOTTLE PITOT SYSTEM DRAIN

Figure 1-4. Nose Structure

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mid-tail position optimizes stall recovery char- Other equipment at each pilot station includes
acteristics. The horizontal stabilizer leading the following:
edge is deiced by pneumatic boots. The sta-
bilizer is trimmed by a jackscrew actuator pow- • Sun visor
ered by two independent electrical motors. • Microphone
Two 7-foot 9-inch outward-canted fins are lo- • Map stowage
cated on the underside of the empennage. • Headset
These fins are referred to as ventral strakes. • Quick-donning oxygen mask
The primary purpose of these strakes is to add
stability in the slow flight regime and dampen • Life vest
Dutch roll tendencies.
The flight deck also includes a single fire
­extinguisher and crash axe.
FLIGHT DECK
The aircraft is designed for crew comfort with PASSENGER CABIN
ample flight deck room for a safe and efficient
The cabin floor has a 36-inch-wide central
operating environment. There are seats for the
aisle, which is set 5 inches down from the seat
captain and first officer. Each pilot station has
floor level. Secondary floor structures allow the
conventionally operated flight controls and ad-
aisle width to be reduced to 18 inches to im-
justable rudder/brake pedals. Air temperatures
prove foot room or to accommodate side-by-
in the passenger and flight deck zones are au-
side seating.
tomatically regulated to the comfort levels se-
lected by the crew.

KRUEGER FLAP

WINGLETS

SPLIT AIRBRAKES

Figure 1-5. Wing Structure

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1 AIRCRAFT GENERAL
The aircraft has a large cabin for passenger • Side panels
comfort and amenities. The aisle is 6 feet 3 • Overhead panel with indirect lighting
inches in overall passenger cabin height. In ad-
dition, the seating area takes advantage of the • Eight seats
maximum cabin width and 15 window locations. • Eight personal service panels
The cabin length allows eight seats to fully re- • Four stowable tables
cline or berth simultaneously.
• Entertainment cabinet
The aircraft can be equipped with an optional • Galley
factory-installed eight-place executive interior
design of two club seating areas for four (Fig-
ure 1-6). This includes the following:
• Cabin bulkheads
• Carpeting

EMERGENCY EXIT

EMERGENCY EXIT

CLOSET GALLEY

LAVATORY

T.V.
VANITY

EMERGENCY EXIT

Figure 1-6. Interior Arrangement

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The aircraft can be converted from an eight- open door on the ground. Air-springs allow the
place executive interior into an 18-place corpo- door to open in a controlled, dampened, freefall
rate shuttle interior. deployment. A rotary, electrical actuator with a
slip clutch provides upward assistance for clos-
A lavatory in the aft passenger cabin is ser- ing the door. The door also opens and closes
viced from outside the aircraft. The aircraft also manually.
features a central water system. The cabin is
noise and thermally insulated. One removable plug-type emergency exit win-
dow toward the rear of the right side of the
passenger cabin allows an over-the-wing exit.
CABIN DOOR The emergency exit window opens from either
inside or outside the aircraft.
A 33 x 72-inch cabin door (Figure 1-7) is on the left
side of the cabin, just aft of the cockpit bulkhead.
The door is a nonplug-type with airstairs. A leg,
actuated by the door mechanism, supports the

GUIDE TRACK (UPPER) UPPER HOOK

LIFTING HANDLE

LIFTING ACTUATOR

TELESCOPIC TIE ROD

GUIDE TRACK (LOWER)

HANDRAIL LIFTING CABLE

HINGES

STAIRS

SUPPORTING LEG

RUBBER PAD OUTER HANDLE

NOMINAL GROUND

Figure 1-7. Cabin Door

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1 AIRCRAFT GENERAL
BAGGAGE COMPARTMENT
A pressurized, heated, lockable, lighted bag-
AIRPLANE SYSTEMS
gage compartment (Figure 1-8) is located in the
center fuselage, aft of the fuselage tank. The AIR CONDITIONING
compartment is lined with fiberglass overlaid The air-conditioning system provides condi-
with electric heating panels to maintain a uni- tioned air to control temperature. The system
form temperature. uses engine or auxiliary power unit (APU) bleed
The compartment design allows complete air, which is interconnected to a common line
baggage loading by one crewmember. Internal and routed to the air cycle machine (ACM).
shelving allows baggage loading at the top of Air temperature is controlled from the cockpit
the compartment, leaving space for additional with a switch with two rotating portions. One ro-
baggage on the floor. The cargo compartment tating portion controls the temperature for the
volume is approximately 125 cubic feet. A car- cabin, and the other rotating portion controls
go net prevents cargo from shifting. The max- the temperature for the cockpit.
imum floor loading is 126 pounds per square
foot. The maximum capacity for the baggage Temperature is controlled by mixing cold air from
compartment is 1,980 pounds. the ACM with partially cooled bleed air that is by-
passing the ACM. This system does not use re-
Cargo is loaded from the left exterior of the air- circulated air; the entire cabin air volume during
plane through a door (approximately 35 inches cruise flight is replaced in approximately 2.5 min-
high by 35 inches wide). The cargo door hing- utes through the fresh-air system.
es downward with interior airstairs for easy ac-
cess. The door handle must be stowed for the
aircraft to pressurize.

PRESSURIZED
BAGGAGE
FUEL TANK COMPARTMENT

PRESSURIZED CABIN

6,393 MM
251.7 IN

18,347 MM
722.3 IN

Figure 1-8. Baggage Compartment

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PRESSURIZATION LIGHTING
1 AIRCRAFT GENERAL

An auto/manual, fully electrical pressurization The aircraft is equipped with the following:
system maintains the selected cabin pressure
by governing an outflow valve. The system pro- • Position lights
vides a cabin altitude pressure of 8,000 feet or • Two sealed-beam wing landing lights
lower throughout the flight envelope. An emer-
• Two sealed-beam taxi lights on the nose
gency air supply, which bypasses the ACM, is
gear strut
provided by the right engine. A ram-air venti-
lation system is available for use below 13,000 • Ice inspection lights
feet. • Anticollision strobe lights
• Exterior emergency lights
ELECTRICAL POWER • Tail area logo light system

The 28-VDC electrical system is powered by

a 28-volt, 400-amp, starter-generator on each
FUEL
engine and on the APU. There are two 24-volt, Total usable fuel capacity is 15,020 pounds
43-amp/hour, nickel-cadmium batteries for nor- (2,240 U.S. gallons); however, there is a 15,010
mal engine and APU starting. A third battery pound capacity limitation. Figure 1-9 shows the
(24-volt, 27-amp/hour) supplies emergency fuel system. Fuel is automatically transferred
power to essential flight instruments and emer- and sequenced from two integral wing tanks
gency equipment. (with feed tanks), a center tank, a forward tank,
and a fuselage tank. Fuel transfers through mo-
The aircraft has a 28-VDC external power
tive flow jet pumps and gravity. Electric standby
receptacle.
pumps support the motive flow jet pumps when
Electrical power is distributed via a series of necessary. Fuel indications are displayed in the
buses. With the loss of one engine driven gen- cockpit on the engine indication and crew alert
erator, an automatic load reduction feature en- system (EICAS).
gages. Static inverter supplies 115-VAC current
Single-point pressure refueling is standard,
to receptacles in the cabin and cockpit.
with the option of gravity refueling. A fuel jet-
A Honeywell gas turbine APU, Model GTCP 36- tisoning system is installed with an automatic
150, is standard equipment and is located in the low-level shutoff.
aircraft tail cone. The APU uses a 28-volt, 400-
amp starter-generator, which supplies power
on the ground or in flight. On the ground, the POWERPLANT
APU provides electrical power as well as cabin
cooling and heating. The APU can also operate The aircraft is powered by two Pratt & Whit-
during flight for the same purposes. The unit ney Canada PW306A, two-spool, turbofan en-
is certified for starting up to 35,000 feet and gines. Figure 1-10 shows the danger zone areas
for operation up to 35,000 feet. The APU is around the engines.
not essential equipment for dispatch or aircraft A three-stage, low-pressure turbine drives the
operation. single-stage fan. The compressor encompass-
es four axial stages and one centrifugal stage,
driven by a two-stage, high-pressure turbine.
The takeoff-rated, sea level static thrust is
6,040 pounds.

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1 AIRCRAFT GENERAL
FORWARD TANK
1,790 LB
(267 U.S. GALLONS)

CENTER TANK
2,660 LB
(398 U.S. GALLONS)
FUSELAGE TANK
5,510 LB
(823 U.S. GALLONS)

WING TANKS (2 TOTAL)

FEED TANKS (2 TOTAL)
2,360 LB
170 LB
(353 U.S. GALLONS)
(25 U.S. GALLONS)

1 U.S. GALLON = 6.7 LB

Figure 1-9. Fuel System

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The engines have electric starter-generators.

FIRE PROTECTION
1 AIRCRAFT GENERAL

The batteries provide enough power to start

the engines, without APU or external power
Fire containment begins with engine isolation
assistance.
from the pylons by titanium firewalls. Stain-
A dual-channel, full-authority, digital engine less-steel foil covers the cowl interior surface.
control (FADEC) controls engine operation. A continuously operating fire detector ele-
The advantages of FADEC include reduced pi- ment routes through forward and aft sections
lot workload, optimized engine performance, of each nacelle. The fire detector provides fire
and precise engine control. For increased safe- and overheat signals to the cockpit audio and
ty at takeoff, the PW306A engine includes an visual warning displays. The baggage compart-
automatic power reserve (APR) system, which ment contains a smoke detector.
boosts thrust of the operating engine.
Two Halon 1301 fire-extinguishing containers
Nordam, hydraulically actuated, target-type are positioned in the aft fuselage, protecting
thrust reversers are standard equipment. Ex- each engine.
tensive use of construction composites results
in a lightweight nacelle. Reverse thrust is se-
lected by pulling triggers on the thrust levers
and moving the levers aft.
613

310

141

89

63

50

41

35

31

28
VELOCITY — KNOTS

37 F
T

51 FT
120

150

180

210

240

270
30

60

90
0

DISTANCE — FEET
1052

295

168

126

106

94

87

83

79

76

TEMPERATURE — °F

Figure 1-10. Danger Zone

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These boots are installed on the:

ICE AND RAIN PROTECTION

1 AIRCRAFT GENERAL
• Inboard portion of the fixed-wing ­leading
The aircraft has two primary ice detectors. The edges
ice detectors are mounted on the forward fuse-
lage, one on each side. The engine inlets are • Krueger flaps
heated by engine bleed air. Cockpit windshields • Slats
and the pitot static ports are electrically heated. • Horizontal stabilizer leading edges
Pneumatic boots help deice the airframe. Figure
1-11 shows the location of the deicer boots.

NORM
OFF
ALT

EICAS
TIMER TIMER

BOOTS BOOTS

BOOTS BOOTS

Figure 1-11. Deicer Boots

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The left system also supplies power to the

HYDRAULIC POWER
1 AIRCRAFT GENERAL

following:
Two fully independent systems supply aircraft • L—Left thrust reverser
hydraulic power (Figure 1-12). The left system
works through a hydraulic pump on the left • E—Emergency brake system
engine, and the right system works through a • O—Outboard air brakes
pump on the right engine, each with its own in-
dependent reservoir. The right system includes In case of a total loss of hydraulic power, the
an electrically driven standby pump. Both sys- ailerons and elevators operate manually. A
tems operate at 3,000 psi using Skydrol LD4 or stored pneumatic system provides for emer-
an equivalent hydraulic fluid. gency landing gear extension. Accumulators
supply pressure for emergency thrust revers-
Each hydraulic system supplies power to a er deployment or park and emergency brake
separate actuator for each aileron and eleva- pressure.
tor. The right system also supplies power to the
following:
• G—Landing gear
LANDING GEAR, BRAKES, AND
• Q—Q Feel actuator
STEERING
• B—Normal brakes LANDING GEAR
• R—Right thrust reverser
The aircraft landing gear arrangement is a tricy-
• I—Inboard air brakes cle type with dual wheels on each gear. Normal
• N—Nosewheel steering hydraulic gear retraction and extension occur
• K—Krueger flaps through the right hydraulic system. The gear is
held up hydraulically and mechanically, requir-
• S—Stick pusher ing hydraulic or pneumatic pressure to unlock.
The gear doors operate mechanically through
linkage to the struts. Upon gear retraction, the
main wheels brake automatically. In case of
main hydraulic system failure, the landing gear
extends by using an emergency pneumatic
reservoir.
The nose landing gear strut is a conventional
oleo type. The gear downlocks by brace geom-
etry. Two clamshell gear doors close when the
nose landing gear is down and fully enclose
the gear when it retracts forward.
The dual wheels of each main landing gear
mount on a trailing-link which pivots on the
main landing gear strut with an oleopneumatic
shock absorber. The main landing gear retracts
inboard, uplocks mechanically and is fully en-
closed by gear doors.

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1 AIRCRAFT GENERAL
LEFT HYDRAULIC SYSTEM RIGHT HYDRAULIC SYSTEM

FIRE SOV FIRE SOV

EDP AHP EDP
ENGINE M ENGINE

L AILERON R AILERON

L ELEVATOR R ELEVATOR

Q FEEL

STICK
PUSHER

KRUEGER
FLAPS
LEFT RIGHT

GROUND FLIGHT
AIRBRAKES AIRBRAKES
OUTBOARD INBOARD

LANDING GEAR
RETRACTION
PNEU EMER. MLG
EXT. NLG

NOSE WHEEL
STEERING

NORMAL BRAKE
A. SKID
PARKING
EMERG. BRAKE

THRUST THRUST
REVERSER REVERSER
LEFT RIGHT

Figure 1-12. Hydraulic System

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BRAKES STEERING
1 AIRCRAFT GENERAL

The right hydraulic system powers two brakes The nosewheel steering system (Figure 1-13)
on each main landing gear strut. The brakes utilizes a “steer-by-wire” electronic control
normally operate through a power brake valve unit which controls a rack and pinion electro-
and an antiskid valve. The power brake valve hydraulic servo system. The steering hand-
enables differential braking in both normal and wheel is located on the left side-panel of the
emergency modes. The left hydraulic system cockpit. Steering commands from the rudder
supplies emergency brake pressure, bypass- pedals are limited to 3° left or right of center.
ing the antiskid valve. The handwheel is limited to 60 ° left and right
of center. A towing adapter is located on the
nosewheel strut. The towing angle is limited
to 100° left and right of center without discon-
necting the torque links.

23’4”

14’
60°
MAX
STEERING 87’4”
ANGLE 48’11”
RUNWAY
WIDTH

28’8”

Figure 1-13. Steering

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Control about the yaw axis is accomplished by

FLIGHT CONTROLS

1 AIRCRAFT GENERAL
a manually operated rudder. An automatic rud-
der bias system uses engine bleed air to assist
PRIMARY FLIGHT CONTROLS the pilot during single-engine operations. Two
electric trim actuators operate a trim tab on the
Complete dual primary controls, in the form of rudder. A mechanical gust lock in the cockpit
wheels, columns, and rudder pedals are pro- locks the rudder system against ground gust
vided to the captain and first officer. The flight loads.
controls are conventionally operated; the rud-
der pedals are adjustable.
SECONDARY FLIGHT CONTROLS
Pitch control is handled through dual-actuator,
Secondary flight controls (Figure 1-14) consist
hydraulically powered, conventional e ­ levators.
of slats, Krueger flaps, Fowler flaps, and air-
Each actuator is independently powered by
brakes. Flaps and slats are each operated by
both hydraulic systems and is ­capable of full
a separate power drive unit (PDU), operating a
elevator control. An artificial feel spring reg-
flexible shaft system which interconnects me-
ulated by a Qfeel actuator sends simulated
chanically with linear actuators on both wings.
aerodynamic forces to the control column. A
The system automatically stops when detect-
cockpit disconnect control is used in the event
ing an asymmetry beyond limits. Each wing has
of a jammed elevator. The elevator is operated
a single, hydraulically powered Krueger flap
manually during failure of both hydraulic sys-
(Figure 1-15) on the lower inboard section. The
tems. A movable horizontal stabilizer powered
Krueger flap extends in sequence with the slats
by an electric jackscrew actuator provides
and retracts when the slat/flap lever is placed
pitch trim.
in the up position.
Upon engine shutdown, elevators and aile-
Four hydraulically powered airbrake surfaces
rons receive automatic gust protection. Gust
on the upper surface of each wing serve as air
protection is provided by hydraulic compensa-
brakes in flight and upon landing.
tors causing back pressure to build up in the
servoactuator.
Roll control is accomplished by dual-actuator,
hydraulically powered, conventional ailerons.
Each actuator is independently powered by
both hydraulic systems and is capable of full
aileron control. An artificial feel system consists
of a spring box. A cockpit disconnect control is
used in the event of a jammed aileron. The aile-
rons can be manually operated in case of total
hydraulic pressure loss. Lateral trim is accom-
plished by an electrical trim actuator mounted
near the artificial feel system.

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1 AIRCRAFT GENERAL

SLAT SURFACE
SLAT PDU
FLAP SURFACE
C/L

FLAP RAIL
SLAT RAIL
SECTION A-A
HYDRAULIC ACTUATOR
R
GE
UE
ACT. NO. 1 KR
FLEXSHAFTS DRIVE LINE
A
ACT. NO. 2
T INTERCONNECT LINK
TORQUE LIMITER-BRAKE SLA
ACT. NO. 1
6 SLAT RAILS

ACT. NO. 3
INBOARD FLAP
A
LAP
OA RD F FLEXSHAFTS
OUTB ACT. NO. 2 DRIVE LINE

ACT. NO. 3
INCLUDING
ELECT. BRAKE 6 FLAP RAILS FLAP PDU

Figure 1-14. Secondary Flight Controls

HYDRAULIC ACTUATOR

KRUEGER AXIS LINE

Z=0 FRONT SPAR

WRP
TRACE

KRUEGER FLAP
DEPLOYED
PNEUMATIC DEICER

Figure 1-15. Krueger Flap

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The MFD can depict several modes, including:

AVIONICS

1 AIRCRAFT GENERAL
• Rose
The aircraft uses the Collins Pro Line 4 avion-
ics system (Figure 1-16) as standard equipment. • VOR map
The Collins Pro Line is based on an integrated • Traffic (with optional traffic alert collision
avionics processing system (IAPS) which cen- avoidance system)
tralizes all communication functions. The cock- • Present position map
pit has five interchangeable cathode ray tube
(CRT) displays. The displays provide dual pri- • Planning map
mary flight displays (PFDs), dual multifunction
displays (MFDs), and an engine indication and
crew-­alerting system (EICAS) display. The PFD
depicts (in the classic “T” configuration) air-
craft attitude, altitude, airspeed, and ­navigation
situation.

PFD MFD ED MFD PFD

RSP
RSP

DCP
A B DCU DCP

ARP ADC ADC ARP

L R IAPS

AHP AHP

RTU RTU

Figure 1-16. Avionics

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In a reversion situation, the PFD moves to the

OXYGEN
1 AIRCRAFT GENERAL

MFD with no visual degradation of the PFD in-

formation. The EICAS displays primary engine
The airplane has a diluter, demand-type oxy-
parameters, subsystem status, and malfunction
gen system that uses quick-donning flight crew
messages, virtually replacing all conventional
masks. Smoke goggles are also provided. The
cockpit gages and indicators.
passenger oxygen system constant-flow masks
Various sensors, including attitude heading automatically deploy when the cabin pressure
reference system (AHRS), navigation receiv- altitude exceeds 13,500 feet. A therapeutic out-
ers, and air data, are located throughout the let and mask are available in the cabin for med-
aircraft. These sensors collect information and ical needs.
use the IAPS and dedicated digital busing. The
A 115 cubic-foot high-pressure cylinder supplies
required information is distributed to various
oxygen for the flight crew and passengers. Pre
user functions, such as the instrument panel
Mod 7253 aircraft have a 77 cubic-foot cylinder
display or the Category II capable flight control
with a second cylinder of 77 cubic feet option-
system. This system offers considerable flexi-
al. The oxygen cylinder(s) are serviced from the
bility for options such as:
aircraft exterior.
• Traffic alert collision avoidance system
(TCAS)
• One or more high-frequency (HF)
transceivers
• Flight management system(s) (FMS)
• Selection of navigation sensors, including
inertial reference systems (IRSs)
The aircraft includes the Collins FCC-4005
flight control system as standard equipment.
This is a dual-channel, dissimilar-processor,
fail-passive autopilot with Category II capa-
bility. Control is accomplished via the “heads
forward” FCP-004 flight control panel in the
glareshield. The standard aircraft also includes
the Collins MDC-4000 maintenance diagnostic
computer. The computer interprets diagnostic
information of various subsystems and displays
this information in plain language format, iden-
tifying faulty units.

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QUESTIONS

1 AIRCRAFT GENERAL
1. Which equipment is NOT located at each 4. Fuel is automatically transferred and se-
pilot station of the flight deck? quenced through a series of fuel tanks. What
A. Life vest best describes how this is accomplished?
B. Sun visor A. Fuel is transferred through motive flow
jet pumps and gravity with electric
C. Map stowage standby pumps as a backup.
D. Crash axe B. Fuel is transferred by engine driven
hydraulic pumps and gravity with elec-
2. The Gulfstream G200 aircraft is certified for tric standby pumps as a backup.
operations up to which altitude? C. Fuel is primarily transferred by electric
A. FL 500 pumps with gravity feed as a backup.
B. FL 400 D. Fuel is transferred by gravity feed
alone with electric standby pumps as
C. FL 450
a backup.
D. FL 350
5. Pneumatic boots help deice the airframe.
3. The cabin door is a non-plug type with These boots are NOT installed in which
airstairs. How is it normally opened and location?
closed?
A. Krueger flaps
A. The door only opens and closes
B. Slats
manually.
C. Horizontal stabilizer leading edge
B. The door opens manually and closes
electrically. D. Vertical stabilizer leading edge
C. The door opens electrically and closes
manually. 6. Which of the following components is pow-
ered by the right hydraulic system?
D. The door opens and closes electrically.
A. Outboard airbrakes
B. Landing gear
C. Emergency brake system
D. Left thrust reverser

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1 AIRCRAFT GENERAL

7. The MFD can depict several modes. Which 9. The APU is certified for use up to FL 350.
of the following should NOT be displayed What is the maximum altitude you can start
during normal operations? the APU?
A. Present position map A. FL 400
B. EICAS display B. FL300
C. VOR map C. FL350
D. PFD display D. FL250

8. What type of flaps does the Gulfstream 10. What is the purpose of strakes on the Gulf-
G200 have? stream G200?
A. Split flaps A. There was extra metal laying around
B. Slotted flaps the shop floor.
C. Plain flaps B. Engineers wanted pilots to hit
themselves in the head during the
D. Fowler flaps walkaround.
C. Someone thought they looked really
neat.
D. They add stability in the slow flight
regime and dampen Dutch roll
tendencies.

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CHAPTER 2

ELECTRICAL POWER
SYSTEM
CONTENTS

2 ELECTRICAL POWER
Page

SYSTEMS
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
DC POWER SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
AC POWER SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
LIMITATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20

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ILLUSTRATIONS
Figure Title Page

2-1 Basic DC Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2

2-2 Overhead Panel Electrical Power Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-3 DC Electrical Switches Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-4 Electrical Power System Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
2 ELECTRICAL POWER

2-5 Electrical Power EICAS Warning and Caution Messages. . . . . . . . . . . . . . . . . . . . 2-11

SYSTEMS

2-6 EICAS Electrical Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13

2-7 DC Electrical System during Normal Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
2-8 DC External Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19

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2 ELECTRICAL POWER
SYSTEMS
CHAPTER 2

ELECTRICAL POWER
SYSTEM
INTRODUCTION
This chapter provides a description of the electrical power system of the Gulfstream G200 busi-
ness jets. The Gulfstream G200’s primary electrical system is a 28-VDC system. It is powered by
onboard batteries, two engine starter/generators, an APU, and the external power system. Cockpit
monitoring and warning devices inform the crew of the electrical system ­operational status. A static
inverter supplies 115 VAC power to receptacles in the cockpit and cabin. Limitations affecting the
electrical power system are included at the end of this chapter.

GENERAL
The DC generators are the primary source of 28- each energizes from the battery bus through
VDC electrical power for the aircraft. The two en- respective generator start contactors (GSC).
gine-driven generators normally operate in paral-
lel. Each generator connects to a respective left Two main batteries (24 VDC/43 AH) are connect-
and right main bus through line contactors (LC). ed in parallel with the generators. They can be
When not used as generators, they can function used for backup power or to start the engines.
as starter motors, but never as both simultane- A third battery (24 VDC/27 AH) provides backup
ously. When functioning as a starter, power for the emergency bus. It is normally con-
nected in parallel with the main batteries.

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Electrical power distribution is achieved

through a multiple bus system, using multiple
feeders to provide redundancy. Circuit protec-
DC POWER SYSTEM
tion is achieved by main bus tie contactors and
circuit breakers. Adequate malfunction and fail- SYSTEM DESCRIPTION
ure indications are provided for the crew.
The DC power supply is divided into the
An external power system with overvoltage left, right, main and emergency sections
protection is available to charge batteries, start (Figure 2-1). Each section is independent.
engines, and energize the entire electrical
2 ELECTRICAL POWER

system.
SYSTEMS

LEFT DISTR BUS RIGHT DISTR BUS

EMERGENCY BUS
L EBC R EBC

L AVION AND ACC BUS EBC R AVION AND ACC BUS

RCB
EMERGENCY
BATTERY
EBLC
EBTC
RCB RCB RCB RCB

LEFT MAIN BUS BATTERY BUS RIGHT MAIN BUS

L BTC R BTC
LT APU RT
EPC BLC LC BLC
L LC R LC
APU
L SC OVR SC R SC
CT CT
153P
LEFT RIGHT
GCU CT GCU
LT HOT RT HOT
BATT BUS APU BATT BUS
GCU

LEFT LEFT APU RIGHT RIGHT

S/G BATTERY S/G BATTERY S/G
57P

EXT PWR RECEPT CT CT

CT

Figure 2-1. Basic DC Schematic

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The left and right sections each consist of the

following components: COMPONENT DESCRIPTION
• DC starter-generator (SG) GENERAL
• Main bus
The DC power system may be supplied by four
• Distribution bus sources: batteries, engine-driven starter/gen-
• Avionics bus erators, APU starter/generator, and external
power. The batteries store electrical current;
The main section has the following components: the others generate electrical current. The DC

2 ELECTRICAL POWER
power system consists of the following main
• Left main battery (24 VDC/43 AH)
components (Figure 2-1):

SYSTEMS
• Right main battery (24 VDC/43 AH)
• Batteries
• Battery bus
• Starter/generators (GEN)
• Left and right hot battery buses
• Generator control units (GCU)
The emergency section consists of the
• Generator line contactors (GLC)
following:
• Generator start contactors (GSC)
• Emergency battery (24 VDC/27 AH)
• Emergency bus
• Emergency bus battery feed line BATTERIES
This network of buses distributes DC power The two main batteries (24 VDC/43 AH each)
through the buses. They are interconnected by are connected in parallel with the generators
circuit breakers and contactors for safety and and are used to store current. They are re-
flexibility. All components, controls, and wiring spectively called the left and right main bat-
are installed so failure of one unit will not ad- teries. Battery current supplements the APU
versely affect operation of other units essential generator (or the ground power unit) during
for safe aircraft operation. engine starts. A third battery (24 VDC/27 AH)
The control switches for the DC system are on supplies reserve power to the emergency bus.
the cockpit overhead panel. The DC power This battery is normally connected in parallel
system provides warning, caution, and adviso- with the other batteries and referred to as the
ry messages through the engine indication and emergency battery. The emergency battery is
crew alerting system (EICAS). connected to the emergency bus during all
engine starts. Therefore, the emergency bat-
tery can not be used to start an engine.

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All of the batteries are made of nickel-cadmi- designed. Each GCU directly controls its own
um and consist of 20 cells. They have a 24-VDC generator line contactor (GLC). It opens its GLC
nominal voltage. The batteries are charged us- to protect other electrical components on the
ing constant potential mode from external pow- DC system, if any one of the following occurs:
er, engine-driven starter/generators, or the APU
starter/generator. The two main batteries are • Generator output voltage is above 29 V
installed behind the wing on both sides, in the • When the respective generator output is
lower aft fuselage. The emergency battery is 0.5 V less than the other operating gen-
installed in the tail portion, forward of the APU. erators (undervoltage or reverse current
protection)
2 ELECTRICAL POWER

STARTER/GENERATORS • Feeder (ground) fault

SYSTEMS

An engine starter/generator (SG) is mounted In addition, the GCUs have controlling mecha-
on the center drive pad of each engine acces- nisms to provide protection from the ­following:
sory gearbox. The APU has a starter/generator
mounted on its accessory section. The starter/ • Overexcitation
generators are cooled by ambient air. • Overspeed (if the shaft breaks during en-
gine start)
The engine starter characteristics include auto-
matic starter-cutout control at 40–43% N2 and • Reverse polarity
starter field-current control for field weakening • Anti-cycle
and torque limiting. Each starter/generator pro-
duces DC electrical current at approximately • Open shunt
28.0 volts, after the engine speed has reached All three GCUs connect to an equalizer circuit
45% N2. Any one of the three generators can that divides the load. The equalizer circuit holds
produce all current necessary to maintain flight the difference among operating generators to
for an indefinite amount of time. However, if ei- less than 40 amps.There are two generator con-
ther of the two engine-driven generators fail, an figurations on the G200. Aircraft prior to S/N 163
automatic load reduction circuit engages to re- will usually have Goodrich 275 amp generators
duce the load on the remaining generator. The on the engines and a 400 amp generator on
load reduction circuit automatically sheds the the APU. Aircraft S/N 163 and subsequent have
following items if one generator fails: Thales 400 amp generators on the APU and en-
• Windshield heat gines. Optional service bulletins have been is-
sued to change the Goodrich generators to the
• Baggage heat 400 amp Thales generators.
• All galley/entertainment power
• Static inverter GENERATOR LINE CONTACTORS
The load reduction circuit can be overridden by Each generator produces electrical current
placing the battery master switch in the OVRD whenever its respective field is energized, and
LOAD REDUCT position. This allows resetting its shaft is turning. This current is observed by
power for items that were shed. their respective GCU. When the GCU observes
a voltage within limits, and no other fault ex-
ists, the current can supply the respective main
GENERATOR CONTROL UNITS bus (battery bus for the APU). When the flight
Three generator control units (GCUs), one for crew selects ON for the respective generator,
each generator, provide monitoring and reg- the GCU causes the generator line contactor
ulation functions for their related generators. (GLC) to close. This allows current to flow from
Each GCU regulates its own generator output the generator to its bus to supply electrical
to 28.0 ±0.1 volt, during all load and environ- consumers. All GLCs are controlled by their re-
mental conditions for which the generator is spective GCUs.

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RESET will close the battery line contactors if

GENERATOR START CONTACTORS the overvoltage condition is no longer present.
All three starter/generators must receive cur-
An external power relay (EPR) prevents external
rent to induce the start cycle. They each have
power from damaging the starter/generators.
a generator start contactor (GSC) which closes
When external power is selected by the crew,
to allow current to the starter/generator. When
the EPR prevents the GLCs (left, right, and APU)
the crew selects the start position for either
from closing. This prevents a malfunction in the
engine or the APU on the overhead panel, the
EPU from causing any damage to the Gulfst-
respective GSC closes. This causes the starter/
ream G200 electrical system.
generator to operate as a starter. It turns the en-

2 ELECTRICAL POWER
gine until reaching a speed at which the engine At least one battery should be on line with ex-
no longer needs starter assistance. The GCU ternal power on to protect the aircraft electrical

SYSTEMS
opens the GSC when the N2 reaches 40–43%. system from voltage fluctuations from the EPU.
The APU GSC is controlled by the APU–ECU,
discussed later in this chapter.
AUXILIARY POWER UNIT GENERATOR
The GCU prevents the respective GLC from
The auxiliary power unit (APU) is equipped with
closing when the GSC is closed. Therefore,
a 28-VDC, 400-amp starter/generator. The APU
each starter/generator can be in the start mode
generator can be used independently or oper-
or the generator mode, but never both at the
ated in parallel with the other generators. How-
same time. Whenever a starter/ generator is not
ever, it can not be used in parallel with external
running, both the GSC and the GLC are open.
power. In flight, the APU generator can be used
as an alternate source of electrical power.
EXTERNAL DC POWER
The APU has an electronic control unit (APU
An external power source may be supplied to ECU). The APU ECU is also connected to the
the airplane’s DC distribution system, by an ap- APU GCU. Normally, the APU ECU provides the
proved external power unit (EPU). External pow- current to the GCU to close the APU generator
er is normally used for engine starting, ground start contactor. This causes the APU to begin
maintenance, and to charge the batteries. The its start cycle. At a specified APU speed, the
EPU may be connected through a conventional APU ECU stops providing current to the GCU.
three-pin connector, located on the left aft side The GCU then causes the start contactor to
of the aircraft fuselage. The external power open. Starter cut-out can also be initiated by
receptacle uses two 250-amp current limiters the crew, by simply selecting STOP on the APU
and a 5-amp circuit breaker. control switch.
An overvoltage sensing circuit, wired through
the circuit breaker, performs the following two
functions:
• It disconnects the EPU from the aircraft’s
distribution system when the EPU reaches
29.5 volts.
• It opens the ground circuit of the main and
emergency battery line contactors.
This disconnects the main and emergency bat-
teries. Disconnecting the batteries prevents
them from depleting when external power has
an overvoltage. When the EPU automatically
disconnects for an overvoltage condition, plac-
ing the EXTERNAL POWER switch to the OFF/

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Engine Starter Switches

CONTROLS AND INDICATIONS
Each engine start cycle is controlled by its re-
OVERHEAD PANEL spective engine starter switch, on the over-
head panel. Both engine starter switches oper-
The electrical system control switches are lo- ate the same. They have three positions.
cated on the overhead panel (Figure 2-2).
Figure 2-3 shows the buses controlled by the STOP—Selecting STOP opens the respective
switches on the overhead panel. GSC, which aborts a start cycle. This position is
spring-loaded to the OFF position.
2 ELECTRICAL POWER

Emergency Switches
OFF—In the off position, no electrical action is
BATT Switch initiated or stopped. The starter switch always
SYSTEMS

remains in the OFF position, unless the crew is

The BATT switch has three positions. selecting STOP or START.
OFF—This position isolates the emergency START—This selection is used momentarily
battery unless an engine is being started. to initiate a start cycle. When a crewmember
selects start for either engine, the respective
ON—In this position, the emergency battery
GSC closes to allow the battery bus to power
line contactor (EBLC) closes, and the emergen-
the selected starter/generator. This position is
cy battery connects to the emergency bus bat-
also springloaded to the OFF position.
tery feed line, unless the emergency battery’s
voltage is too low (~18 volts). APU Switches
OVRD—This selection closes the EBLC, unless The APU starter switch operates like the en-
the emergency battery’s voltage is too low. It gine starter switches, with one exception.
also causes the emergency bus tie contactor When STOP is selected, the APU–ECU re-
(EBTC) to close if it has been opened for any ceives a false overspeed signal, which causes
reason. the APU–ECU to shut down the APU. It does
this by closing the APU mounted fuel shutoff
BUS Switch
valve. When the APU starter is engaged, the
The emergency bus switch also has three right battery line contactor opens to prevent
­positions: other power sources from taking part in the
APU start.
OVRD L—This position opens the battery emer-
gency bus contactor (B EBC) and right emer- The APU generator switch operates identical
gency bus contactor (R EBC) and closes the left to the engine generator switches.
emergency bus contactor (L EBC). This allows
the left main bus to power the emergency bus.
AUTO—This is the normal position for the bus
switch. AUTO closes the B EBC, and keeps the
L EBC and R EBC open as long as there is suf-
ficient voltage on the emergency bus battery
feed line (EBBFL). When there is insufficient
voltage less than approximately 7 volts on the
(EBBFL) line, the B EBC opens and the L EBC
closes.
OVRD R—This position opens the B EBC and
L EBC and closes the R EBC. This allows the
emergency bus to be powered by the right
main bus.

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EMERGENCY ENGINE APU

BATT BUS LEFT RIGHT

OFF OVRD L STOP STOP STOP RESET

ON AUTO

2 ELECTRICAL POWER
OFF OFF OFF OFF

START START START ON

SYSTEMS
OVRD OVRD R
STARTER STARTER STARTER GENERATOR

EXT AVIONICS
POWER BATT GENERATOR MASTER SWITCHES
OFF/RESET OVRD RESET RESET OFF OFF
LOAD
REDUCT OFF OFF
OFF

ON ON ON ON ON ON

Figure 2-2. Overhead Panel Electrical Power Controls

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2 ELECTRICAL POWER

DISTRIBUTION DISTRIBUTION
L EBC R EBC
SYSTEMS

EMERGENCY

AVIONICS OVRD L AVIONICS

AUTO B EBC
OVRD R
OFF EMERG BUS
EBLC
EMERG BATT FEED
OFF ON OFF
BATT LINE GSC
OVRD RELAYS
ON ON

EBTC
L MBTC R MBTC
MAIN BATTERY MAIN

RESET OFF/ OVRD LOAD RESET

RESET REDUCT
OFF OFF
OFF GEN
ON
ON ON RESET ON
GSC GSC
HOT HOT OFF
EXTERNAL
GEN POWER GEN
L MAIN R MAIN ON
BATT BATT

STOP STOP
STOP
OFF APU OFF
OFF
START START
START
STARTER

Figure 2-3. DC Electrical Switches Schematic

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Master Switches Generator Switches

External Power The left and right starter/generators have iden-
tical switches. These three-position switch-
The EXT POWER switch has two positions:
es do not affect the starter/ generators’ start
OFF/RESET and ON.
function.
OFF/RESET—Selecting this position opens the
RESET—When RESET is selected, field current
external power contactor, which disconnects
in the generator is re-established. This is only
external power from the battery bus. It also
necessary when the field current has been
resets the overvoltage relay. This is only nec-
tripped due to an electrical transient or other

2 ELECTRICAL POWER
essary when the external power contactor has
temporary malfunction. Since the GCU pro-
been tripped by the overvoltage relay.
vides anti-cycle protection, holding the switch

SYSTEMS
ON—Selecting this position closes the exter- in the reset position cannot harm the genera-
nal power contactor and allows external pow- tor. However, only one reset occurs per reset
er to supply the battery bus. The ON position selection. The switch is spring loaded to the
also causes the external power relay to hold all OFF position and does not remain in the reset
three generator line contactors in the open po- position.
sition. This safety mechanism insures that no
OFF—In the OFF position, a circuit opens and
damage can result to the generators from an
commands the GCU to open the GLC. This pre-
external power spike.
vents current from flowing from the respective
Battery Switch generator.
The BATT switch has three positions. ON—Selecting ON closes the circuit, allowing
the GCU to control the GLC. When the GCU ob-
OVRD LOAD REDUCT (OLR)—Selecting this serves that the respective generator is operat-
position restores items that were shed. Four ing properly, and no other faults exist, the GCU
items are shed whenever one or both of the closes the GLC. This allows current to flow from
engine generators are not operating. These the generator to the respective main bus.
sheddable items include the windshield heat,
baggage heat, static inverter, and all galley and Avionics Master Switches
cabin entertainment devices.
The avionics master switches have only two
OFF—Selecting OFF disconnects the left and positions.
right main batteries from the battery bus. All
ON—In the on position, the respective avion-
buses (except the hot battery buses) can still
ics bus (left or right) connects to the same side
be powered by any of the three starter/gener-
main bus.
ators. The emergency battery can also power
the emergency bus independently. The hot OFF—In the off position, the respective avion-
battery buses are still powered by their respec- ics bus is disconnected from its main bus.
tive batteries.
ON—Selecting ON connects the left and right ELECTRICAL POWER CIRCUIT BREAKERS
main batteries to the battery bus. If either or The electrical system circuit breakers (CBs)
both of the two engine driven generators are are on the aft overhead panel (Figure 2-4). The
not operating, the windshield heat, the bag- CBs controlling the left and right main bus tie
gage heat, the static inverter and all galley and contactors are important to recognize. These
cabin devices are not powered. CBs allow the crew to separate the electrical
system into isolated sections in case of a ma-
jor electrical malfunction. The individual battery
CBs are also important in case of a battery ther-
mal runaway or a short inside one of the main
batteries.

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EMERGENCY BUS
2 ELECTRICAL POWER
SYSTEMS

Figure 2-4. Electrical Power System Circuit Breakers

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In the event of a catastrophic electrical failure, Caution Messages

the CBs controlling the L EBC and the R EBC
(L MAIN and R MAIN) can be manipulated to All caution messages on the EICAS primary
insure emergency bus protection. page are amber colored and are accompanied
by a single-chime aural tone.
EICAS
The EICAS provides warning, caution, adviso-
ry, and status messages (Figure 2-5) relating to
aircraft electrical power.

2 ELECTRICAL POWER
Warning Messages

SYSTEMS
EMERG BUS FAIL—This red message indicates
bus voltage is less than 18 VDC. Shown on the
EICAS primary page, the message is accom-
panied by the master WARNING light and a tri-
ple-chime aural tone.

PRIMARY CAUTION AND WARNING

PAGE MESSAGE DISPLAY AREA

XXX.X XXX.X APU FIRE

L FADEC MAJOR
N1
FUEL TANK TEMP LOW
63.0 106.0 R ENG OIL TEMP HI
R FADEC MAJOR
APR T/R R IGNITION ON
FLIGHT AIRBRAKES
ITT FDR FAIL
650 1000 PAGE 1/2
GEAR
DN UP
SLATS K FLAPS
XXX.X N2 XXX.X UP UP
XXXX FF XXXX DN DN 12 APU
STATUS
XXXX WING XXXX
APU
FUEL TOTAL (LBS) XXXXX
XXX RPM EGT XXX
C ALT M C DIFF C RATE
TRIM
XXXXX –X.X XXXX AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0

BRT

Figure 2-5. Electrical Power EICAS Warning and Caution Messages

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EMER BATT DISCHARGE—Emergency bus is MAIN BATT DISCHARGE—Both main battery

powered by the emergency battery. voltages are below 25V when either engine is
operating.
EMERG BATT OFF—Battery not connected to
the emergency bus battery feed line
NOTE
EMERG BATT OVERHEAT—Emergency battery Amber dashes appear when valid
temperature above 140º F data is not available. When current
is less than zero, the EICAS displays
EMER BUS ALT FEED—The emergency bus is
zeros.
being powered by the left or right main bus.
2 ELECTRICAL POWER

Advisory Data
L BATT OFF—Battery not connected to the bat-
SYSTEMS

tery bus Advisory data for electrical power is presented

on the EICAS electrical page (Figure 2-6). Infor-
R BATT OFF—Battery not connected to the bat-
mation displays as follows:
tery bus
EMER BATT VOLTAGE—Green readout
L GEN OFF—Left generator not connected to
the left main bus or the GENERATOR switch is L BATT VOLTAGE—Green readout
OFF
R BATT VOLTAGE—Green readout
R GEN OFF—Right generator not connected to
the right main bus or the GENERATOR switch APU GEN CURRENT—Message color indicates
is OFF the message definition as follows:
L BATT OVERHEAT—Left battery temperature • Green readout—Below overload limit (alti-
above 140º F tude dependent)
R BATT OVERHEAT—Right battery temperature • Amber readout—If APU GEN OVERLOAD
above 140º F message is ON

L GEN OVERLOAD—Left generator load above L GEN CURRENT—Message color indicates the
400 amps after 40-second time delay or above message definition as follows:
500 amps after a 10-second time delay • Green readout—Below 400 amps
R GEN OVERLOAD—Right generator load • Amber readout—If GEN OVERLOAD mes-
above 400 amps after a 40-second time de- sage is ON
lay or above 500 amps after a 10-second time
delay R GEN CURRENT—Message color indicates the
message definition as follows:
APU GEN OVERLOAD—Generator load is one
of the following: • Green readout—Below 400 amps
• Amber readout—If GEN OVERLOAD mes-
• Above 400 amps for 40 seconds on the sage is ON
ground
• Above 500 amps for 10 seconds on the APU GEN VOLTAGE—Green readout
ground L GEN VOLTAGE—Green readout
• Above 265/120/68 amps for 10-seconds
during flight depending on altitude R GEN VOLTAGE—Green readout

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L BATT TEMP—Display color indicates the fol- EMER BATT TEMP—Display color indicates the
lowing message definitions: following message definitions:
• Green readout—Temperature below 140º F • Green readout—Temperature below 140º F
• Amber readout—Temperature between • Amber readout—Temperature between
140° and 160º F 140° and 160º F
• Red readout—Temperature above 160º F • Red readout—Temperature above 160º F
R BATT TEMP—Display color indicates the fol- Status Messages
lowing message definitions:

2 ELECTRICAL POWER
Electrical power status messages are dis-
• Green readout—Temperature below 140º F played on the EICAS primary page (see Figure

SYSTEMS
• Amber readout—Temperature between 2-5). The only electrical system status message
140° and 160º F is the following:
• Red readout—Temperature above 160º F APU GEN OFF—APU is operating, and the APU
generator is not connected to the battery bus.

ELECTRICAL

BATTERY
VOLT TEMP
L BATT 28.0 81.0
R BATT 28.0 81.0
EMER BATT 27.9 79.6

GENERATOR
VOLT AMP

L GEN 28.0 40
R GEN 28.0 44
APU 28.0 40

BRT

Figure 2-6. EICAS Electrical Page

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distribution buses, and the emergency bus. If

SYSTEM OPERATION the master battery switch is on, external pow-
er recharges the main batteries up to their
NORMAL OPERATIONS capacity.
Figure 2-7 shows the entire DC electrical sys- Master Battery Switch On
tem during normal operation.
When the crew has finished their preflight in-
Master Battery Switch Off spections, they return to the cockpit to pro-
ceed with engine starting. The crew may elect
When preparing for a flight, the crew will nor-
2 ELECTRICAL POWER

to use external power (if available), the APU, or

mally arrive at the aircraft and find the master battery power to start the engines. If the crew
battery switch in the OFF position. When the elects to use the APU, it can be used to power
SYSTEMS

master battery switch is off, only the left and all of the buses, during any delay before start-
right hot battery buses are powered. The left ing engines.
hot battery bus supplies power to the following:
The master battery switch must be in the ON
• Cabin door motor position to power the EICAS display. The EICAS
• Cabin door and entry lights display allows the crew to monitor the electri-
cal system during any type of start. The EICAS
• Baggage compartment light and left pylon
also allows the crew to monitor either APU op-
light (same switch)
eration or the external power supply.
• Cockpit dome light
During engine start, the emergency battery line
The right hot battery bus supplies power to the contactor (EBLC) connects to the emergency
following: bus battery feed line (EBBFL), even though the
emergency battery switch is in the OFF posi-
• Refuel panel and right pylon light
tion. The EBTC then opens, and the B EBC clos-
• Parking brake valve (does not affect hy- es as long as the emergency bus switch is in
draulic pressure) the auto position.
• Potable water service panel
The engine starting sequence insures that the
When first entering the cockpit, the crew sets emergency bus is powered at all times. It also
the BATT MASTER switch to ON. With ON se- insures that the emergency bus is isolated from
lected, and neither external power nor the APU any potentially damaging electrical transients
generator set to ON, the two main batteries during engine starts.
power the battery bus. The battery bus then
A series of generator start contactor relays
connects to and powers both main buses, both
accomplish the engine start sequence. These
distribution buses, and the emergency bus.
relays cause the EBTC to open right after the
The emergency battery stays isolated while the
EBLC closes. The crew initiates this sequence
EMER BATT switch is off.
by selecting start on the engine start/stop
Among other things, the crew selects the flaps switch. The EBTC and EBLC revert to their pre-
to 40° for inspection. The crew also sets the vious position as soon as the subject start con-
parking brake, as appropriate, and then selects tactor opens.
the master battery switch to OFF. They then
continue with the inspections.
If external power is connected to the aircraft,
and the voltage is within limits, the external
power switch can be selected to ON, connect-
ing external power to the battery bus. The bat-
tery bus again supplies the main buses, the

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LEFT DISTR BUS RIGHT DISTR BUS

EMERGENCY BUS
L EBC R EBC

2 ELECTRICAL POWER
L AVION AND ACC BUS EBC R AVION AND ACC BUS

SYSTEMS
RCB
EMERGENCY
BATTERY
EBLC
EBTC
RCB RCB RCB RCB

LEFT MAIN BUS BATTERY BUS RIGHT MAIN BUS

L BTC R BTC
LT APU RT
EPC BLC LC BLC
L LC R LC
APU
L SC OVR SC R SC
CT CT
153P
LEFT RIGHT
GCU CT GCU
LT HOT RT HOT
BATT BUS APU BATT BUS
GCU

LEFT LEFT APU RIGHT RIGHT

S/G BATTERY S/G BATTERY S/G
57P

EXT PWR RECEPT CT CT

CT

Figure 2-7. DC Electrical System during Normal Operation

When the APU or first engine is started and the Battery Powered Start
respective generator is on, all buses can be
powered indefinitely. The crew normally con- If using only the batteries to start an engine, the
nects the two remaining buses (L and R avion- R MBTC or the L MBTC open automatically to
ics buses) to the main buses shortly after the reduce the load on the main batteries. This is
external power is connected, the APU genera- the only time in which these bus tie contactors
tor is on line, or the first engine starter gener- are open during normal operations. They open
ator is on line. At this point all electrical buses if an overload situation occurs on their respec-
are powered, and all electrical consumers may tive main bus or if their control CB is pulled. The
be powered. Flight crews should consult the opposite side MBTC opens during battery start.
QRH concerning use of an engine generator to
cross-start the opposite engine.

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Emergency Battery On Line left and right avionics buses are above the
overhead panel.
When the crew has completed the engine start-
ing procedure, the emergency battery switch is The following items are among those powered
selected to ON. This causes the EBLC to close by the left and right avionics buses, though this
again. Since both generators now power the is not a complete list:
EBBFL through the battery bus, there is a mini-
mum of 28 VDC on the EBBFL. This allows the • Nose avionics compartment blowers
emergency bus, and all of its consumers, to • Clocks
have sufficient power. The emergency battery • Radar altimeter and weather radar
2 ELECTRICAL POWER

is recharged and kept charged to its capacity.

• Both PFDs and both MFDs
All buses are now powered. The buses all re-
SYSTEMS

• Both transponders
main powered until the flight is complete and
the crew performs the shutdown procedure. • Both ADF receivers and both FMS systems
• Both AHRS systems
ELECTRICAL CONSUMERS ON BUSES • Left side window heat (Aircraft 004-060)
Distribution Buses Emergency Bus
The left and right distribution buses are con- The emergency bus supplies power to those
nected to nonessential (not heavy) load con- emergency consumers operating during emer-
sumers. Each bus is connected to its main bus gency conditions and without generated pow-
by its remote circuit breaker (RCB) and CBs. er for 30 minutes. During normal system op-
The distribution buses are above the cockpit eration, with the EMERGENCY BUS switch in
overhead panel. AUTO, the generators power the emergency
bus through the battery bus and the EBBFL.
The following items are among those powered
by the left and right distribution buses, though In flight, the emergency bus is supplied only
this is not a complete list: by the emergency battery if the EMERGENCY
BATT switch is in the ON position and the fol-
• Override load reduction circuit
lowing conditions are met:
• Inboard and outboard airbrake panels
• All generators off
• Feed tanks and wing tanks interconnect
valves • Emergency battery at least 18 volts
• Left and right taxi and landing lights • Emergency bus switch set to AUTO
• Left and right engine nacelle anti-ice
• Cockpit voice recorder
• Galley power
Avionics Buses
The left and right avionics buses are connect-
ed to essential avionics consumers that are
powered from CBs in the cockpit. Each bus
connects to its main bus through its RCB and
avionics master switch.
The avionics buses are normally set to OFF pri-
or to engine starting with battery power or be-
fore APU starting, when on the ground. During
all other starts, the avionics buses are on. The

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When this happens, the EMERG BATT DISCH • FADEC–A and FADEC–B for both ­engines
caution message appears on the EICAS display, (backup power source)
indicating an abnormal situation. In this case, • Fire detection and extinguishing for both
the crew may opt to connect the main batter- engines
ies to the emergency bus through the battery
bus. This is done by placing the EMERG BATT • Horizontal stabilizer, aileron, and rudder trim
switch to the OVRD position. The crew only se- • Both FQMCs and both standby pumps
lects OVRD after evaluating the flight situation. • Auxiliary hydraulic pump control
In case of power failure to the emergency bus, • Control for all three landing gear ­operations

2 ELECTRICAL POWER
LEBC is energized automatically, and the emer- • Both thrust reversers
gency bus feeds from the left main bus. The
• SPQC for stall protection

SYSTEMS
EMERG BUS ALT FEED caution message ap-
pears on the EICAS display. • Stick pusher and stick shakers
In case of a failure or absence of voltage on the Battery Bus
emergency bus, the following occur:
The battery bus supplies power for engine
• EMER BUS FAIL warning message appears starting and essential systems. During normal
on the EICAS display. operation, the battery bus is powered by the
• Switching the EMERGENCY BUS switch to generators from the left and right main buses.
OVRD L or OVRD R allows the emergen-
The APU starter-generator connects to the bat-
cy bus to be supplied from the left or right
tery bus through the APU line contactor. The
main bus
external power system connects to the battery
This manual control has priority over automatic bus through the external power contactor. The
control. This causes the EMER BUS ALT FEED pilot can disconnect the left and right main bus-
caution message to display on the EICAS. es from the battery bus by opening the left and
right MBTC CBs.
On the ground when external power or the
main batteries are connected to the battery
bus, the emergency bus is connected to the
battery bus, as in flight. The same applies if one
SG fails when at least one SG is operating.
During engine starting, the emergency battery
and emergency bus automatically disconnect
from the battery bus (EBTC opens). This pre-
vents the emergency battery from taking part
in starts. It also prevents a deep voltage drop
on the emergency bus.
The emergency bus supplies power to the
most essential equipment for IFR flight. These
items include the following, though this is not a
complete list:
• VHF No. 1 and VOR No. 1
• ED for the EICAS display
• DCU–A and DCU–B for the EICAS system
• Bleed-air leak detection
• Ignition and start for both engines

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The MAIN BATTERIES DISCHARGE cau- The overvoltage relay (OVR) disconnects the
tion message appears on the EICAS display EPC when external power voltage is above
when the following conditions are presented 29.4 VDC. In addition to external power dis-
simultaneously: connection, the main batteries and emergen-
cy battery are disconnected to prevent battery
• Both batteries voltages are less than 25 discharge. This is done by energizing two re-
±0.1 VDC for more than 90 seconds. lays. To connect external power after an over-
• At least one generator is operating. voltage condition is corrected, the EXT POWER
switch is moved to OFF/RESET, then to ON. A
The battery bus provides power to heavy con-
diode connected to the EPC prevents reverse
2 ELECTRICAL POWER

sumers including the following, though this is

polarity.
not a complete list:
SYSTEMS

• Standby fuel pumps

• Flaps/slats motors AC POWER SYSTEM
• Auxiliary hydraulic pump (AHP)
• Standby attitude indicator SYSTEM DESCRIPTION
The 115-VAC, 60-Hz, AC power is provided by
NOTE
a static inverter for aircraft utility services. The
Some consumers are supplied pow- inverter is in the center fuselage. On aircraft se-
er from more than one bus. This re- rial number 52 and above, it is in the aft service
dundancy insures operation of the compartment.
most critical consumers. For a com-
plete, and up-to-date list of all con- The static inverter is powered by 28 VDC from
sumers on all electrical buses, refer the left main bus and provides 115 VAC, 60 Hz.
to the AFM of the respective aircraft.

EXTERNAL POWER SUPPLY

The 28-VDC external power supply (Figure 2-8)
is used for main engine starting and ground
maintenance. The external power contactor
(EPC) connects the external power receptacle
to the battery bus when the following occur
simultaneously:
• EXT POWER switch is set to ON.
• There is no overvoltage.

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• BATTERY LIMITS
LIMITATIONS º Maximum temperature –140°F
The limitations outlined in section 1 of the AFM º Check main battery and emergency bat-
pertaining to the electrical power system must tery voltage before each flight
be complied with regardless of the type of
operation.
The following are extracts from the AFM:

2 ELECTRICAL POWER
• DC STARTER - GENERATOR LIMITS
º Ground and flight operations –400 am-

SYSTEMS
peres maximum continuous
º Clearing engines (motoring) after engine
overheat during ground start or engine
fails to light off—15 seconds

250 A BATTERY
BUS

IND
OVR
5A OFF/
RESET
RCB

ON
EPC

APU L R
GCU GCU GCU

EPR

TO LINE CONTACTORS

Figure 2-8. DC External Power

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QUESTIONS
1. If either of the two engine-driven genera- 4. Which item is powered by the LEFT hot bat-
tors fail, an automatic load reduction circuit tery bus?
engages to reduce the load on the remain- A. Cabin door lights
ing generator. Which item is NOT shed?
B. Refuel panel and right pylon lights
A. Windshield heat
C. Parking brake valve
B. Reading and indirect lights
2 ELECTRICAL POWER

D. APU starter/generator
C. Baggage heat
D. Galley power
SYSTEMS

5. During normal operations, when do the left

or right main bus tie contactors (L or R MB-
2. An equalizer circuit holds the difference TCs) open?
between operating generators to less than A. When starting engines with external
40 amps. What are the maximum output power.
limitations for each generator?
B. When starting engines with APU
A. No more than 400 amps for 10 sec- power.
onds during start, on the ground or in
flight. C. When starting engines with battery
power.
B. No more than 600 amps for 5 seconds
during start and 400 amps for 40 sec- D. The L MBTC and R MBTC only open
onds on the ground or in flight. during an overload situation or when
their respective circuit breakers are
C. No more than 800 amps for 5 seconds pulled.
during start, 600 amps for 2 minutes
and continuous operations at or below
400 amps on the ground or in flight. 6. The left and right distribution buses are
connected to nonessential (not heavy) load
D. No more than 800 amps for 5 seconds consumers. Which item is powered by the
during start, 500 amps for 10 seconds left distribution bus?
and 400 amps for 40 seconds on the
ground or in flight. A. Clocks
B. Left side window heat
3. 3. When is the emergency battery NOT C. SPQC for stall protection
connected to the emergency bus? D. Left engine nacelle anti-ice
A. When the engines are being started.
B. Any time the EMERG BATT switch is in
the OFF position.
C. When OVRD is selected and the emer-
gency battery voltage is less than ap-
proximately 18 volts.
D. The emergency battery is always con-
nected to the emergency bus, regard-
less of switch position.

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7. The emergency bus supplies power to the 8. The battery bus provides power to heavy
most essential equipment for IFR flight. consumers. Which item is NOT powered by
Which item is powered by the emergency the battery bus?
bus? A. Horizontal stabilizer, aileron and rud-
A. Both PFD’s and MFD’s der trim
B. Ignition and start for both engines B. Standby fuel pumps
C. Both AHRS systems C. Flaps/slats motors
D. Both ADF receivers and both FMS D. Auxiliary hydraulic pump

2 ELECTRICAL POWER
systems

SYSTEMS

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CHAPTER 3

LIGHTING
CONTENTS
Page

INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
SYSTEM DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
COMPONENT DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Interior Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Exterior Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Emergency Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7

3 LIGHTING
CONTROLS AND INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Interior Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Exterior Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Emergency Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16

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ILLUSTRATIONS
Figure Title Page

3-1 Exterior Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4

3-2 Exterior Emergency Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3-3 Cockpit Light Controls and Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3-4 Cabin Light Controls and Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3-5 Exterior Light Controls and Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
3-6 Emergency Light Controls and Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3 LIGHTING

TABLES
Table Title Page

3-1 INTERIOR LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2

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CHAPTER 3

LIGHTING

3 LIGHTING
INTRODUCTION
This chapter describes the lighting systems installed in the Gulfstream G200 aircraft. The aircraft
lighting system provides cockpit-controlled lights for all the major areas throughout the aircraft.
The lighting system also provides emergency lights for the main entrances and emergency exits.

GENERAL
The 28-VDC, cockpit-controlled aircraft lighting The emergency lighting system provides interi-
system consists of interior, exterior, and emer- or and exterior lights that operate when emer-
gency lights. The interior system consists of gency situations exist within the aircraft.
those lights associated with the interior of the
aircraft and used during normal operations.
The exterior lighting system consists of those
lights associated with the exterior aircraft
locations and used during night and day
­
­operations.

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SYSTEM DESCRIPTION COMPONENT

The cockpit-controlled, 28-VDC lighting sys-
tem provides lighting to both interior and exte-
DESCRIPTION
rior aircraft locations. The interior lighting sys- The aircraft lighting components are listed in
tem controls the flight deck and cabin lights. three categories:
The exterior lighting system controls the lights
used for in-flight, landing, and taxiing purposes • Interior
during aircraft night operations. The emergency • Exterior
lighting system illuminates areas of the aircraft
• Emergency
during emergency conditions.

Table 3-1. INTERIOR LIGHTS

3 LIGHTING

CATEGORY TYPE LOCATION DESCRIPTION OR

FUNCTION

ENTRY/EXIT LIGHTING ENTRANCE TWO ABOVE ENTRANCE DOOR ILLUMINATES DOORWAY AREA

AISLE SIX TO TEN ALONG AISLE AND ILLUMINATES AISLE AREA

TWO COCKPIT STEP LIGHTS
AIRSTAIR ONE ON EACH STEP ILLUMINATES EACH STEP

GROUND AREA ONE ON BOTTOM STEP ILLUMINATES GROUND AREA

AT BOTTOM IF STAIR

COCKPIT INSTRUMENT INSTRUMENT LIGHTING STANDBY INSTRUMENTS AND SEPARATE DIMMER CONTROL
LIGHTING PEDESTAL PRESS PANEL

RIGHT INSTRUMENT AND SEPARATE DIMMER CONTROL

CONSOLE PANEL

LEFT INSTRUMENT AND SEPARATE DIMMER CONTROL

CONSOLE PANEL

EDGE-LIT PANELS OVERHEAD PANELS SEPARATE DIMMER CONTROL

PEDESTAL SEPARATE DIMMER CONTROL

GLARESHIELD LIGHTING FLOODLIGHTS THREE DC LIGHTS OR ONE VARIABLE DIMMING

LED LIGHT IN GLARESHIELD

COCKPIT GENERAL MAP LIGHTS ONE LEFT OVERHEAD LIGHT CONTROLLED FROM CAPTAIN
LIGHTING FOR CAPTAIN CONTROL WHEEL, VARIABLE
DIMMING

ONE RIGHT OVERHEAD LIGHT CONTROLLED FROM FIRST

FOR FIRST OFFICER OFFICER CONTROL WHEEL,
VARIABLE DIMMING

DOME LIGHTS (2) COCKPIT CEILING CONTROLLED FROM

OVERHEAD PANEL AND ENTRY
SWITCH PANEL

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Instrument Dim Knobs

INTERIOR LIGHTS
There are two knobs labeled INSTR DIM, one
The interior lights (Table 3-1) are listed in the outboard of each reversionary switch panel.
following groups: These knobs operate as rheostats and control
the lighting level of each reversionary switch
• Flight compartment lights
panel.
• Passenger cabin lights
• Baggage compartment lights PASSENGER CABIN LIGHTS
The passenger cabin lights include the
FLIGHT COMPARTMENT LIGHTS ­following:
The flight compartment lighting group controls
• Reading and indirect lights
the following lights:
• Instruction lights
• Cockpit instrument
• Airstair and entrance area lights
• Glareshield
• Galley and lavatory lights
• Cockpit auxiliary
Reading and Indirect Lights
Cockpit Instrument Lights

3 LIGHTING
The reading light system consists of a light
The cockpit instrument lighting includes the above each passenger seat with a controlling
panel lights and integral instrument lights. The switch next to the light. Fluorescent tubes in
lights illuminate the instruments and lettering the roof lining and behind the window frames
on the left and right instrument panels, pedes- provide indirect lighting. Indirect lights were
tal and overhead panel. changed to LED strips beginning with Aircraft
#070.
Glareshield Lights
Instruction Lights
The glareshield lighting consists of three
floodlights or one LED light located under the The instruction lights, located on the forward
glareshield. The floodlights provide additional and aft cabin partition walls, consist of the NO
lighting to the left and right instrument panels SMOKING and FASTEN SEAT BELTS lights.
during the absence of normal instrument light-
ing. They can also be used as storm lights. Airstair and Entrance Area Lights

Cockpit Auxiliary Lights The airstair lights consist of four separate lights
with one located on each step to illuminate the
The cockpit auxiliary lights consist of step lights stair treads. Two lamps in the emergency exit
in the cockpit stairs, swivel map lights above sign provide lighting for the entrance area.
the captain and first officer, and a dome light
in the ceiling panel. The map and dome lights Galley and Lavatory Lights
provide spot illumination and floodlighting. The
step lights aid in negotiating the cockpit steps. Both the galley and the lavatory have overhead
lights to illuminate their respective areas. The
Ice Detection Light switches are mounted on the wall in each area.

An ice detection light is mounted on top of the

cockpit glareshield to help detect ice accumu-
lation on the right windshield at night. It illumi-
nates in red and is controlled by the cockpit
lights master switch.

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POSITION
LIGHT
ANTICOLLISION
LIGHT

LOGO
LIGHTS

WING INSPECTION LIGHT

EXIT

FOR TRAINING PURPOSES ONLY

PYLON LGHTS
TAXI LIGHTS
LANDING POSITION
LIGHT AND STROBE
LGHTS
ANTICOLLISION
LIGHTS

Figure 3-1. Exterior Lighting

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BAGGAGE COMPARTMENT LIGHTS LANDING LIGHTS

The baggage compartment lighting consists Landing lights in the wing root leading edges
of a dome light installed in the baggage com- provide light beams aligned parallel to the air-
partment headliner. The light is controlled by craft centerline and inclined 6º down.
a manually operated BAGG LT switch located
in the baggage door frame. The baggage door POSITION AND STROBE LIGHTS
must be open in order for the light to operate.
This light is powered by the left hot battery The single-unit strobe and position lights are lo-
bus, so it will operate even when the aircraft cated in each forward wingtip. The strobe lights
master battery switch is off. Beginning with Air- provide a high-intensity flashing white light. The
craft # 052 the baggage compartment has four wing position lights illuminate steady red on the
LED lights which will turn off after 15 minutes if left side and steady green on the right side. The
turned on and the door is left open. tail position light illuminates steady white on top
of the vertical stabilizer.
EXTERIOR LIGHTS
ANTICOLLISION LIGHTS
Aircraft exterior lighting (Figure 3-1) consists of
the following: Two anticollision lights provide a pulsing 360°
anticollision warning. One is located on the ver-

3 LIGHTING
• Wing inspection lights tical stabilizer and the other on the lower fuse-
• Taxi lights lage centerline just aft of the main gear. The
crew can select UPPER, OFF, or UPPER & LOW-
• Landing lights ER. The upper and lower anticollision lights
• Position and strobe lights will operate in accordance with the switch. On
• Anticollision lights the ground, both lights will flash red. In flight
(W.O.W. switch) both lights will flash white.
• Logo lights
• Pylon lights LOGO LIGHTS
WING INSPECTION LIGHTS Two logo lights, one on top of each side of the
horizontal stabilizer, illuminate both sides of the
The wing inspection lights are located on each vertical stabilizer.
side of the fuselage forward of the wing lead-
ing edge. The lights allow visual inspection for PYLON LIGHTS
ice formation on the wings and leading edges
and deicing boot operation at night. The right pylon light illuminates when the refu-
el panel door on the right aft side of the aircraft
TAXI LIGHTS is opened. The left pylon light illuminates when
a switch inside the baggage door is placed to
Attached to both sides of the nose landing gear ON.
strut, the taxi lights provide light beams parallel
to the aircraft centerline. The light beams in-
cline 2º down.

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RIGHT SIDE
EMERGENCY LIGHTS

EXIT
EXIT

FOR TRAINING PURPOSES ONLY

LEFT SIDE
EMERGENCY LIGHT

Figure 3-2. Exterior Emergency Lights

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EMERGENCY LIGHTS EMERGENCY LIGHT BOXES

The emergency lights provide additional light- The emergency light boxes consist of the for-
ing for the following: ward and aft emergency light boxes. Either
light box by itself can operate all of the emer-
• Interior gency lights. The emergency lights consist of
• Exterior the following exterior and interior lights:
Exterior Lights
INTERIOR EMERGENCY LIGHTS • Main cabin door, left side
The interior emergency lights are located in the • Overwing exit, right side
following locations: • Wing leading edge, right side
• Above and below the main cabin door Interior Lights
• Above the emergency exit window
• Main cabin door and overwing emergency
• Reading lights on the cabin wall exit marker signs above exit
• Aft lav dome light • Aft lav dome light
• Aisle lights along the cabin floor (escape • Cabin reading lights

3 LIGHTING
path lighting)
• Entry light
• Entry light
Interior Lights (Floor Path)
EXTERIOR EMERGENCY LIGHTING • Aisle lights (white)
The exterior emergency lights (Figure 3-2) are • Main cabin door and emergency exit floor
located: path marker signs to mark exit
• Adjacent to the main cabin door
• Adjacent to the right emergency exit
window
• Near the right wing fairing

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3 LIGHTING

Figure 3-3. Cockpit Light Controls and Circuit Breakers

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STDBY INSTR rheostat—Regulates interior

CONTROLS AND lighting of the standby instruments on the cen-
ter instrument panel and pedestal.
INDICATIONS PEDESTAL rheostat—Regulates edge lights
to illuminate inscriptions on the pedestal. The
Aircraft interior, exterior, and emergency light-
pedestal lights are on whenever the cockpit
ing are controlled from the overhead panel.
lights MASTER switch is on.

INTERIOR LIGHTS OVERHEAD rheostat—Regulates edge lights to

illuminate inscriptions on the overhead panel
The interior lights consist of the cockpit and and the left and right audio panels. The over-
cabin lights. head panel lights are on whenever the cockpit
lights MASTER switch is on.
COCKPIT LIGHTS PUSH DIM Switch
Most instruments use internally lighted 5-volt
The PUSH DIM switch regulates the bright-
DC bulbs. Special converters provide the elec-
ness of many of the switchlights located in the
trical power necessary to illuminate the lights.
cockpit.
Some avionics indicators use 28-volt DC bulbs.
Inscriptions on the overhead panel and on the FLOOD Light Controls

3 LIGHTING
pedestal are illuminated by edge lights which
receive 28-VDC electrical power. The PUSH A cockpit lights FLOOD rheostat and switch con-
DIM pushbutton allows either day or night illu- trol fluorescent or LED lights floodlights, which
mination. The day position provides full-inten- are located on the lower surface of the instru-
sity illumination. The following switches and ment panel glareshield. The emergency bus
rheostats (Figure 3-3) allow operation of the provides 28-VDC electrical power to the flood-
cockpit lighting functions: lights when aircraft power is established.

• STDBY INSTR rheostat FLOOD rheostat—Controls floodlight intensity

when the FLOOD BRIGHT–DIM switch is in the
• PEDESTAL rheostat
DIM position.
• OVERHEAD rheostat
FLOOD BRIGHT–DIM switch—Controls the in-
• PUSH DIM switch
tensity of the instrument panel floodlights. The
• FLOOD rheostat switch can be dual-controlled with the FLOOD
• FLOOD BRIGHT–DIM switch rheostat on the overhead panel.
• MASTER OFF–ON switch MASTER OFF–ON Switch
• DOME—ON/OFF switch
A cockpit lights MASTER switch, located on the
Rheostats overhead panel, controls the instrument and
edge lights. Electrical power is supplied by the
The left and right distribution buses power the left and right distribution buses for the lights
following overhead panel rheostats through the controlled by the MASTER switch. This switch
L INSTR–OH/CONS and R INSTR circuit break- also turns on the windshield icing detection
ers on the overhead circuit-breaker panel. light located on the glareshield.

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DOME Lights—ON/OFF Switch Airstairs Light Switch

The DOME light switch controls the flight com- The airstair lights are controlled by the
partment dome lights. It is controlled by a two AIRSTAIRS LIGHT pushbutton on the aft side
position switch labeled DOME on the interior of the cabin door and the STAIR LIGHT push-
lights panel. The left distribution bus provides button on the front entry bulkhead. Depress-
28-VDC electrical power to the switch through ing either of these pushbuttons, with the cabin
the MAP–DOME/STEP circuit breaker. door open, illuminates the airstair lights. On the
ground, the airstair lights are powered by the
The entry switch panel operates the dome left hot battery bus.
lights from the left hot battery bus.
Entrance Light Switch
CABIN LIGHTS The entrance light may be switched on with
The controls for the cabin lights consist of the the cabin door open or closed. When the cabin
following (Figure 3-4): door is open, the entrance area light receives
28-VDC electrical power from the left hot bat-
• BELTS–OFF–BELTS NO SMOKE switch tery bus. The entry lights can also be operated
• READ–OFF–INDIRECT READ switch from the galley switch panel with power from
the right main bus.
3 LIGHTING

BELTS–OFF–BELTS NO SMOKE Switch COCKPIT LIGHT Switch

The three-position BELTS–OFF–BELTS NO The DOME lights may be switched on with the
SMOKE switch on the overhead panel controls cabin door open by pressing the COCKPIT
the NO SMOKING and FASTEN SEAT BELTS LIGHT pushbutton on the front cabin bulkhead.
passenger instruction lights and international Depressing this pushbutton activates a 15-min-
signs. ute timer that illuminates the DOME light with
power from the left hot battery bus. The dome
Even if the switch is OFF, the lights automati- lights switch on the cockpit overhead panel op-
cally illuminate when the nose landing gear up- erates the dome lights from the left distribution
lock is released. After landing, the lights remain bus.
on until electrical power is switched off. The
left distribution bus provides electrical power
to this switch through the INSTRUCT LIGHT cir-
cuit breaker on the overhead panel.
READ–OFF–INDIRECT READ Switch
The READ–OFF–INDIRECT READ switch on
the overhead panel controls the passenger
reading lights and indirect fluorescent lights.
Each passenger may control the reading light
by pressing a pushbutton adjacent to the light
above the seat. The left and right distribution
buses provide electrical power through the L
READ–CEILING and R READ AISLE–CABIN SIGN
circuit breakers on the overhead panel. On Air-
craft #052 and subsequent the switch is labeled:
(EFFECT ON-OFF) and only operates the indirect
lights.

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GULFSTREAM G200
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3 LIGHTING
ON AIRCRAFT 001 THRU 051

CABIN LIGHTS
DOME

BELTS
EFFECT
NO
ON–OFF SMOKE
ON–OFF

ON AIRCRAFT 052 AND ABOVE

Figure 3-4. Cabin Light Controls and Circuit Breakers

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3 LIGHTING

Figure 3-5. Exterior Light Controls and Circuit Breakers

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PILOT TRAINING MANUAL

OFF—Both lights extinguish.

EXTERIOR LIGHTS
WING INSPEC—Both the left and right wing in-
The exterior light controls consist of the fol- spection lights illuminate.
lowing switches on the overhead panel (Fig-
ure 3-5):
POSITION SWITCH
• TAXI switch
The POSITION switch operates the wing posi-
• L and R LANDING switches tion and strobe lights. A wingtip light system on
• LOGO–OFF–WING INSPEC switch each side consists of one power supply, one
strobe light assembly, one position light, and
• POSITION switch
one lens assembly. The power supply receives
• ANTICOLL switch 28-VDC electrical power from the right distri-
bution bus and changes the power to high volt-
TAXI SWITCH age to operate the strobe light.

The TAXI switch activates the taxi lights. The The strobe lights are synchronized to flash at
switch has two positions. the same time. The position light is located on
a wingtip and connected directly to the power
OFF—Both taxi lights are off. supply that receives 28-VDC electrical power
from the right distribution bus.

3 LIGHTING
ON—Both taxi lights illuminate when the nose
gear is in the downlocked position. The POSITION switch operates in three modes.
POSITION—Both the wing position lights and
L AND R LANDING SWITCHES the tail position lights illuminate.
The L and R LANDING switches operate inde-
OFF—None of the lights operate.
pendently for the left and right landing lights.
The switches operate in three modes. POSITION & STROBE—Wing position, tail posi-
tion, and strobe lights illuminate.
OFF—The respective landing light is off.
PULSE—When either switch is positioned to ANTICOLL SWITCH
PULSE from the OFF position, both landing The ANTICOLL switch operates the anticolli-
lights will alternately flash on and off. son lights located on the upper and lower por-
tion of the aircraft. These lights are a red color
ON—The respective landing light illuminates. when in operation on the ground and white in
color when in the air. The switch operates in
LOGO–OFF–WING INSPEC SWITCH three modes.
The LOGO–OFF–WING INSPEC switch UPPER—Only the upper light operates.
­operates in three modes.
OFF—Neither light operates.
LOGO—Both the right and left logo lights
illuminate. UPPER & LOWER—Both the upper and the low-
er lights operate.

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 GULFSTREAM G200
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3 LIGHTING

Figure 3-6. Emergency Light Controls and Circuit Breakers

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GULFSTREAM G200
PILOT TRAINING MANUAL

combination to illuminate all the emergency

EMERGENCY LIGHTS lights. If the switch is then turned to the OFF
position, the emergency lights remain on. It is
With the EMERGENCY LTS switch (Figure 3-6) in
then necessary to turn aircraft power on in or-
the OFF position and aircraft power on, 28 VDC
der for the emergency lights to extinguish. With
power is supplied from the left and right distri-
aircraft power on and the EMERGENCY LTS
bution buses through 10-amp circuit breakers
switch in the ON position, the battery packs are
to the respective emergency lights box(es) to
not being charged.
energize charging relays inside the emergency
lights box(es) and charge the emergency lights It is important to ensure that the EMERGENCY
battery packs. At the same time, power is sup- LITS switch is in the OFF position prior to re-
plied from the battery bus to each of the emer- moving aircraft electrical power.
gency lights box(es) for battery pack control
through 1-amp circuit breakers on the cockpit The EMER LT SW caution message is displayed
overhead panel. on the EICAS when the EMERGENCY LTS
switch is not in the ARM position.
With the EMERGENCY LTS switch in the OFF
position and aircraft power not on, the emer-
gency lights circuits charging relays and con-
trol relays are deenergized and the battery
packs are not charging. The emergency lights

3 LIGHTING
do not illuminate when aircraft power is lost be-
cause the operating relays are latched in the
OFF position.
With the EMEGENCY LTS SWITCH in the ARM
position and aircraft power on, the emergency
lights battery packs charge in the same way as
when the switch is in the OFF position.
If the EMERGENCY LTS switch is in the ARM
position and aircraft power is removed, the
charging relays are deenergized and power is
supplied from the battery packs to the light op-
erating relays in the emergency lights box(es).
Battery pack power then flows through the op-
erating relays to all emergency lights through
individual fuses, and all the emergency lights
illuminate.
With the EMERGENCY LTS switch in the ARM
position, the emergency lights illuminate for at
least 10 minutes if aircraft power is lost. Both
emergency lights box(es) and their battery
packs power all the emergency lights in paral-
lel. Each emergency light box and battery pack
combination can operate all the emergency
lights in the event of a failure of an emergency
light box or battery pack on the other side.
Placing the EMERGENCY LTS switch to the
ON position with aircraft power off causes
both emergency lights box and battery pack

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QUESTIONS
1. A left and right hot battery bus provides 4. The airstair lights only work on the ground.
power for certain equipment when the How do you turn the airstair lights on?
master battery switch is off. Which lights A. With the cabin door open or closed,
receive power exclusively from a hot bat- push the entry light pushbutton to the
tery bus? ON position.
A. Cockpit dome lights B. With the cabin door open or closed,
B. Baggage compartment lights push the airstair light switch to the ON
C. Emergency lights position.
D. Wing inspection lights C. Open the cabin door, push the stair light
pushbutton to the ON position or push
the stair light switch on the entry control
2. If aircraft power is lost, emergency lights panel to the ON position.
receive their power from which electrical
D. Open the cabin door, push the entry
source?
light pushbutton to the ON position
A. The left and right hot battery buses and push the airstair light switch to the
B. The emergency bus, which receives OFF position.
3 LIGHTING

its power from the emergency battery

C. Dedicated batteries near the forward 5. Lighting controls are grouped together in
and aft emergency light boxes which location?
D. The left and right distribution buses A. The overhead panel
powered by the main aircraft batteries B. The center pedestal
C. The lower surface of the instrument
3. Which lights are NOT controlled from the panel glareshield
cockpit?
D. The left and right instrument panels
A. No smoking and fasten seat belts
lights
B. Logo and wing inspection lights
C. Passenger reading and indirect lighting
D. Airstair lights

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6. What position must the EMERGENCY LTS 8. Cockpit instruments are internally lighted
switch be in for them to illuminate auto- by 5 volt bulbs. How do they work on a 28
matically after the loss of aircraft electrical VDC system?
power? A. Cockpit instrument lights receive pow-
A. The EMERGENCY LTS will come on au- er from a small utility inverter that con-
tomatically with the switch in any posi- verts the power to 5 volts AC.
tion after the loss of both left and right B. Cockpit instrument lights receive pow-
distribution busses. er from special converters that lower
B. The EMERGENCY LTS will come on au- the power to 5 volts DC.
tomatically only with the switch in the C. Each cockpit instrument light has its
ARM position after the loss of aircraft own built-in “peanut” inverter that con-
electrical power. verts the power to 5 volts AC.
C. The EMERGENCY LTS will come on D. D. None of the above.
automatically only with the switch in
the ARM position and when the round
pushbutton is pressed on in the for-
ward emergency box.
D. The EMERGENCY LTS must be turned
on manually with the loss of both left

3 LIGHTING
and right distribution busses by moving
the switch to the ON position.

7. The cockpit lights MASTER OFF–ON switch

controls which lights?
A. Cockpit dome lights
B. Instrument and edge lights and wind-
shield icing detection light
C. Cockpit floodlights
D. Cockpit auxiliary lights

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GULFSTREAM G200
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CHAPTER 4

MASTER WARNING SYSTEM

CONTENTS
Page

INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
SYSTEM DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
COMPONENT DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
EICAS Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Multifunction Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
EICAS Display Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Display Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Reversionary Switching Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
CONTROLS AND INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
EICAS Display Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5

4 MASTER WARNING
Reversionary Switching Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
EICAS Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7

SYSTEM
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21

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 GULFSTREAM G200
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ILLUSTRATIONS
Figure Title Page

4-1 EICAS Block Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2

4-2 EICAS Controls and Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
4-3 EICAS Display Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4-4 Reversionary Switching Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
4-5 EICAS Basic Primary Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
4-6 EICAS Primary Page—Engine Start Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
4-7 EICAS Extended CAS Primary Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
4-8 EICAS Cruise Primary Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
4-9 EICAS Secondary Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
4-10 EICAS Electrical Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
4 MASTER WARNING
SYSTEM

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GULFSTREAM G200
PILOT TRAINING MANUAL

CHAPTER 4

MASTER WARNING SYSTEM

INTRODUCTION
The Gulfstream G200 business jet incorporates an advanced master warning system. This chap-

4 MASTER WARNING
ter contains data concerning aural and visual indications and warnings provided to the crew from
various aircraft systems, including the engines. The master warning system uses CRT screens to

SYSTEM
display the information.

GENERAL
The master warning system consists of aircraft The EICAS shows engine data, aircraft config-
displays, aircraft computers, and aural/visual uration data, system indications, and caution,
warnings. warning, advisory, and status messages. It also
transmits data to the flight data recorder (FDR)
The engine indication and crew alerting system and the maintenance diagnostic computer
(EICAS) utilizes a dedicated display to present (MDC).
visual information to the pilots. The EICAS also
uses multifunction displays (MFDs) as second- The data concentration units of the EICAS also
ary displays. broadcast aural warnings to the flight crew.

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 GULFSTREAM G200
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The EICAS performs the following functions:

SYSTEM DESCRIPTION • Engine data, along with aileron, rudder, hor-
The engine indication and crew alerting system izontal stabilizer trims, flaps, slats, and land-
(EICAS) provides a crew alerting function con- ing gear position indications display on the
sisting of up to 200 messages of 19 characters primary page.
each (Figure 4-1). The system provides warn- • Aircraft systems data displays on the
ing, caution, advisory, and status messages. secondary page, including data for the
The system also provides master warning and following:
master caution functions.
º Fuel
All data displays to the pilot on one of three º Hydraulic
pages. This data is normally shown on the EI-
º Environmental temperature
CAS display. The pilot chooses each page. Pri-
mary, secondary, and electrical pages appear
on the EICAS. Each display has independent
brightness trim knobs to provide uniform illumi-
nation of the various CRTs.

PRI
PAGE
CAS
DIMMING EXTCAS DIMMING
AURALS AURALS

L MFD FDR ED R MFD

4 MASTER WARNING

RSP MW/MC MW/MC RSP

SYSTEM

ANALOGS DCU-4010 A B ANALOGS

DISCRETES DISCRETES

SPARE SPARE
A B
ECS
A B
CPCS

APU

L R
FQMC
VIB A B
SPQC

LA LB RA RB
IAPS

L FADEC A B A B R FADEC

Figure 4-1. EICAS Block Diagram

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GULFSTREAM G200
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º Pressurization
MULTIFUNCTION DISPLAYS
º Oxygen
º Engine oil The two multifunction displays (7.25-inch CRTs)
are located along with two primary flight dis-
• Electrical system data displays on the elec- plays (PFDs) on both the left and right instru-
trical page ment panels. Each MFD is located on the in-
• Crew alerting system (CAS) messages dis- board side of the PFD. These displays are
play on the primary page of the EICAS, in- a secondary means of displaying EICAS
cluding the following: information.
º Warning messages (red)
º Caution messages (amber) EICAS DISPLAY CONTROLS
º Advisory messages (green) The EICAS display control panel is located on
º Status messages (white) the aft portion of the center pedestal. Three
pushbuttons and one toggle switch allow the
• Master caution and warning lights display
crew to control EICAS displays (Figure 4-2).
in conjunction with warning or caution
messages.
º Aural tone warnings sound.
DISPLAY CONTROL PANEL
º Flight critical data transfers to the FDR. The crew uses the display control panel (DCP)
to control the MFD displays. This panel selects
º Maintenance data processing displays
and transfers to the MDC. display formats and lateral navigation parame-
ters/sources (Figure 4-3).

COMPONENT REVERSIONARY SWITCHING

DESCRIPTION PANEL

4 MASTER WARNING
Two reversionary switching panels (RSPs), No. 1

SYSTEM
and No. 2, are located on the instrument panel.
EICAS DISPLAY They provide captain and first officer selection
The EICAS display (ED) is a 7.25-inch CRT lo- of the onside/offside data sources. The display
cated in the center section of the instrument control panel (DCP) controls the onside PFD
panel. This is the primary display for warning, and MFD, and it controls the display of PFD data
caution, advisory, and status messages. A on the onside MFD. Concentric DIM knobs ad-
brightness trim knob located in the lower right just the brightness of the displays (Figure 4-4).
corner of the display controls the display’s
intensity.

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 SYSTEM
4 MASTER WARNING

4-4
XXX.X XXX.X APU FIRE
L FADEC MAJOR
N1
FUEL TANK TEMP LOW
63.0 106.0 R ENG OIL TEMP HI
R FADEC MAJOR

Main Menu
APR T/R R IGNITION ON
FLIGHT AIRBRAKES
ITT FDR FAIL
650 1000 PAGE 1/2
GEAR
GULFSTREAM G200

DN UP
PILOT TRAINING MANUAL

SLATS K FLAPS
XXX.X N2 XXX.X UP UP
XXXX FF XXXX DN DN 12
XXXX WING XXXX
APU
FUEL TOTAL (LBS) XXXXX
XXX RPM EGT XXX
C ALT M C DIFF C RATE
TRIM
XXXXX –X.X XXXX AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0

BRT BRT BRT

MULTIFUNCTION DISPLAY EICAS DISPLAY MULTIFUNCTION DISPLAY

(MFD) (ED) (MFD)

FOR TRAINING PURPOSES ONLY

REVERSIONARY SWITCHING PANEL REVERSIONARY SWITCHING PANEL
(RSP) (RSP)

DISPLAY CONTROL PANEL EICAS DISPLAY CONTROLS DISPLAY CONTROL PANEL

(DCP) (DCP)

REV 2.4
Figure 4-2. EICAS Controls and Displays
GULFSTREAM G200
PILOT TRAINING MANUAL

PAYLOAD KNOB
CONTROLS AND The PAYLOAD knob is located on the EDC pan-
INDICATIONS el and has three positions. The payload dis-
plays on the EICAS secondary page.

EICAS DISPLAY CONTROLS INC—Increases payload weight

Figure 4-3 shows the EICAS display control OFF—No change to payload
(EDC) panel.
DEC—Decreases payload weight
PAGE PUSHBUTTON
REVERSIONARY SWITCHING
The PAGE pushbutton is on the EDC panel. The
page button advances the display through the PANEL
primary, secondary, and electrical pages.
AHS XFR PUSHBUTTON
PRIME PUSHBUTTON The attitude heading source transfer (AHS
The PRIME pushbutton is located to the right of XFR) pushbutton is on both RSPs. It is used
the page pushbutton. Pressing this pushbutton to select attitude/heading system reversion
switches the ED to the primary page. (push–ON/push–OFF). Each PFD displays at-
titude/heading data from the attitude/heading
computer (AHC) or from the inertial reference
CAS PUSHBUTTON system (IRS). Upon selection of AHS reversion,
The CAS pushbutton, on the EDC panel, scrolls the cross-side AHS supplies attitude/heading
through multiple message lists on the primary data to the onside systems (Figure 4-4).
page if the number of messages exceeds the

4 MASTER WARNING
number available for display. The CAS pushbut- ADC XFR PUSHBUTTON
ton only scrolls through non-warning messag-

SYSTEM
es. The warning messages remain displayed at The ADC button on the RSP is used to select
all times. ADC reversion (push–ON/push–OFF). Upon
selection of ADC reversion, the cross-side
ADC supplies air data to the onside systems.
This makes the cross-side ADC the common air
data source. This pushbutton is used if either
ADC fails (Figure 4-4).

Figure 4-3. EICAS Display Control Panel

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DCP XFR PUSHBUTTON DIM KNOB

The DCP button is used to select DCP reversion DIM knobs on each RSP control the brightness
(push–ON/push–OFF). Upon selection of DCP of the onside PFD and MFD.
reversion, the cross-side DCP supplies control
information to the onside flight displays, and MASTER WARNING/CAUTION
the onside DCP is inhibited. This makes the
cross-side DCP the common controller. This
PUSHBUTTONS
switch is used if the onside DCP fails. Each MASTER WARNING/CAUTION pushbut-
ton (reset switches) extinguishes the flashing
ED-MFD PUSHBUTTON warning and/or caution annunciator and can-
cels the associated aural warning if it is cancel-
The ED-MFD pushbutton controls the MFD able. These pushbuttons are located on both
display. When a crew member wants EICAS sides of the glareshield.
information displayed on the respective MFD,
pressing this pushbutton causes the data to
appear. The MFD can display any EICAS page.
IND TEST ROCKER SWITCH
This button is normally pressed before starting The IND TEST Rocker switch initiates a lamps
the engines, but it can also be used in the case test driven by the data concentration unit (DCU)
of an ED failure. When either ED pushbutton outputs and aural annunciations. Each channel
is pushed the EICAS remains on the primary of the DCU is tested independently. The IND
page and cannot be toggled. TEST Rocker switch has two positions.

PFD-MFD PUSHBUTTON DCU A and LTS—Moving the switch to this po-

sition initiates an all-lamps and DCU-A aural
Pressing this pushbutton blanks the onside messages test.
PFD, and the onside MFD displays PFD data.
DCU B—Moving the switch to this position
4 MASTER WARNING

This switch is used if the onside PFD fails.

Tests DCU-B aural messages
SYSTEM

Figure 4-4. Reversionary Switching Panel

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GULFSTREAM G200
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when the landing gear control lever, slats, or

EICAS DISPLAY flaps are moved, or after 30 seconds when the
landing gear is down and locked.
The EICAS displays information on the ­following
three pages:
PRIMARY PAGE
• Primary page—Shows engine indications,
crew alert (annunciators) messages, and Figure 4-5 shows all primary page information.
some aircraft system indications In this case, the APU is ON in the air, and trim in-
dications are displayed. The landing gear is not
• Secondary page—Shows additional aircraft
fully retracted, and flaps, slats, and Kruegers
systems indications
are not at 0°.
• Electrical page—Displays all generator and
battery information Gear and flap information shows when the gear
are not fully retracted and locked or anytime
A red exceedance condition or a warning mes- flaps, slats, and Kruegers are not at 0°. This dis-
sage causes the EICAS display to automatically play disappears 30 seconds after the gear is
revert to the primary page if on another page. In retracted and locked, and the flaps, slats, and
addition, reversion to the primary page occurs Kruegers are at 0°. After the gear is retracted
and locked, a white UP indication ­ appears.
During gear transit, amber hash (//) marks

XXX.X XXX.X APU FIRE

L FADEC MAJOR
N1
FUEL TANK TEMP LOW
63.0 106.0 R ENG OIL TEMP HI
R FADEC MAJOR

4 MASTER WARNING
APR T/R R IGNITION ON
FLIGHT AIRBRAKES

SYSTEM
ITT FDR FAIL
650 1000 PAGE 1/2
GEAR
DN UP
SLATS K FLAPS
XXX.X N2 XXX.X UP UP
XXXX FF XXXX DN DN 12
XXXX WING XXXX
APU
FUEL TOTAL (LBS) XXXXX
XXX RPM EGT XXX
C ALT M C DIFF C RATE
TRIM
XXXXX –X.X XXXX AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0

BRT

Figure 4-5. EICAS Basic Primary Display

Main Menu
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appear. When the gear is down and locked, a • Crew alerting messages
green DN indication appears. • Landing gear (annunciation)
The primary page displays the following data: • Stabilizer trim position (analog and d
­ igital)
• N1 (analog and digital) • Aileron trim position (analog)
• ITT (analog and digital) • Rudder trim position (analog and d
­ igital)
• N2 (digital) • Flap position (analog and digital
• Engine vibration (left and right) • Slat position (analog)
• Fuel flow (digital) • Krueger position (annunciation)
• Total fuel quantity (digital) • Hydraulic pressure (analog and digital)
• Wing tank quantities (digital) If N1 and ITT reach red line, the digital readout
• Engine oil temperature (analog and d
­ igital) and pointer turn red and flash for four seconds.
Variable red lines for ITT are supplied by the
• Engine oil pressure (analog and digital) full-authority digital-electronic controller (FA-
• Cabin altitude (digital) DEC). If N2 reaches red line, the digital readout
• Cabin differential (digital) turns red and flashes for four seconds.

• Cabin rate (digital)

• APU RPM (digital)
• APU EGT (digital)
• APR armed/on (annunciation)
• N1 power setting (target delta)
• N1/N2 sync pointer (annunciation)
4 MASTER WARNING

• T/R (annunciation)
SYSTEM

Main Menu
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During the engine start, engine oil tempera-

PRIMARY PAGE—ENGINE START MODE ture and pressure are displayed in the lower
Figure 4-6 depicts the primary page data right corner of the primary page. Above the oil
shown when either engine is being started on indications is a line that shows APU RPM and
the ground or during automatic relight in flight. EGT. All three trim indications will be removed
This mode is initiated when the crew presses an during the engine start mode. Gear, flaps and
engine starter Rocker switch or an automatic re- slats information will remain.
light is attempted. The start mode is displayed
for 75 seconds after a successful engine start,
then the ED reverts back to the normal display
on the primary page.

100.0 100.0 R ENG OIL PRESS LOW

L ENG OIL PRESS LOW
N1
EMER BATT DISCHARGE
0.0 0.0 R IGNITION ON
MSGS

ITT
14 68
GEAR

4 MASTER WARNING
DN DN DN

SYSTEM
SLATS K FLAPS
0.0 N2 10.5 UP UP
0 FF 0 DN DN 0
2360 WING 2360
APU
FUEL TOTAL (LBS) 7990
100 RPM EGT 226
C ALT C DIFF C RATE
ENG OIL
600 0.0 0 TEMP PRESS
L—VIB—R HYD PRESS

680 14 14 0 8
0

Figure 4-6. EICAS Primary Page—Engine Start Mode

Main Menu
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Figure 4-7 depicts the extended crew advisory Figure 4-8 depicts the primary page data shown
system (CAS) primary page. An extended CAS during cruise conditions. Kruegers, slats, and
switch is installed on the right side of the cen- flaps are 0°, and gear is up and locked, and so
ter pedestal. This switch allows the crew to re- are not displayed. No messages are being dis-
move trim and gear data, and display up to 29 played. The APU is not ON and is not displayed.
CAS messages.)

100.0 100.0 R ENG OIL PRESS LOW

L ENG OIL PRESS LOW
N1 R FUEL PUMP ON
0.0 0.0 AUX HYD PRESS LOW
PARKING BRAKE ON
NWS INOP
EMER BATT OFF
L FUEL PUMP INOP
ITT EMERGENCY EXIT
EMER LIGHTS SWITCH
14 14 BAGGAGE DOOR
4 MASTER WARNING

CABIN DOOR
RUDDER BIAS OFF
R GEN OFF
SYSTEM

L GEN OFF
0.0 N2 0.0 R HYD PUMP PRES LOW
L HYD PUMP PRES LOW
0 FF 0
2360 WING 2360 PAGE 1/2
APU
FUEL TOTAL (LBS) 8000
100 RPM EGT 214
C ALT C DIFF C RATE
TRIM
600 0.0 0 AIL STAB
L—VIB—R HYD PRESS

–3.0
RUD
0
0 0

Figure 4-7. EICAS Extended CAS Primary Page

Main Menu
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number currently being displayed and the to-

CREW ADVISORY SYSTEM PAGING tal number of message pages. For example,
The four messages categories are warning, “PAGE 1/2” indicates that page one is currently
caution, advisory, and status. Warning messag- displayed, and there are a total of two message
es are always displayed and not paged. If the pages.
number of warning messages to be displayed
When the last page of messages displays, a sub-
exceeds the available display area, the most
sequent CAS page command removes all the
recent warning messages fill the display area.
caution, advisory, and status messages current-
Caution, advisory, and status messages can be
ly displayed. No messages are displayed at this
cancelled and scrolled through if there are more
point (unless there are current warning messag-
messages than the display area can accommo-
es). The MSGS box annunciation is displayed if
date. Pressing the crew advisory system (CAS)
cancelled messages exist. Any subsequent CAS
pushbutton on the electronic display control
page command recalls the active message list.
panel allows scrolling through the pages.
If new messages occur while the blank page is
When there is more than one page of messages, displayed, the new messages display and the
an amber page box is displayed at the bottom of cancelled messages are held in memory as
the message list. The page box indicates the page cancelled.

100.0 100.0
N1
100.0 100.0

4 MASTER WARNING
SYSTEM
ITT
650 650

98.0 N2 98.0
1100 FF 1100
2360 WING 2360
FUEL TOTAL (LBS) 12000
C ALT M C DIFF C RATE
TRIM
900 –0.4 650 AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0

BRT

Figure 4-8. EICAS Cruise Primary Page

Main Menu
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• Total fuel quantity (digital)

SECONDARY PAGE
• Payload (digital)
Figure 4-9 shows the secondary page.
• Basic operating weight (digital)
The secondary page displays the following data: • Gross weight (digital)
• Fuel type and temperature (digital) • Engine oil pressure (digital)
• Forward tank fuel quantity (digital) • Engine oil temperature (digital)
• Fuselage tank fuel quantity (digital) • Engine oil quantity (annunciation)
• Center tank fuel quantity (digital) • Left and right hydraulic quantity (­digital)
• Left and right wing fuel quantity ­(digital) • Hydraulic fluid temperature (digital)
• Left and right feed tank fuel quantity (digital) • Oxygen pressure (digital)
• Fuel used (digital)

FUEL (LBS) ENG OIL

FUEL TEMP (JA–1) 20 67 PRESS 82
FORWARD TANK 1790 34 TEMP 39
4 MASTER WARNING

FUSELAGE TANK 1800 OK QTY OK

SYSTEM

CENTER TANK 2670 HYDRAULICS

2360 WING TANK 2360 92 FLUID QTY 95

170 FEED TANK 170 80 TEMP 80
FUEL USED 80 OXYGEN

FUEL TOTAL 11320 PRESS 2150PSI

WEIGHT (LBS) PRESSURIZATION

PAYLOAD 2400 LDG ELEV 1000
B.O.W. 16740 CABIN TEMP 69 °F
GROSS 30460 COCKPIT TEMP 71 °F

BRT

Figure 4-9. EICAS Secondary Page

Main Menu
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• Landing field elevation (digital)

CREW ALERT MESSAGES
• Cabin temperature (digital)
Messages on the EICAS alert the crew to un-
• Cockpit temperature (digital)
safe system operation conditions. This informa-
tion allows the crew to take appropriate correc-
ELECTRICAL PAGE tive actions and to minimize crew errors which
could create additional hazards. Most caution,
Figure 4-10 shows the electrical page. This
advisory, and status messages and several
page displays the following data:
warning messages are automatically inhibited
• Battery voltages (digital) from 80 knots on takeoff roll until the aircraft is
200 feet above the ground.
• Battery temperature °F (digital)
• Generator voltage (digital) WARNING MESSAGES
• Generator amps (digital)
All warning messages display in red.
Electrical Power Messages
EMER BUS FAIL—Emergency bus voltage is
below 18 volts.

ELECTRICAL

4 MASTER WARNING
BATTERY
VOLT TEMP

SYSTEM
L BATT 28.0 81.0
R BATT 28.0 81.0
EMER BATT 27.9 79.6

GENERATOR
VOLT AMP

L GEN 28.0 40
R GEN 28.0 44
APU 28.0 40

BRT

Figure 4-10. EICAS Electrical Page

Main Menu
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Environmental Control Messages Landing Gear Messages

APU BLEED AIR LEAK—Leak or rupture in APU GEAR NOT DOWN—Landing gear is not down
bleed air ducts and locked with radio altitude less than 800
feet (400 feet with Mod 7222) and one thrust
BLEED AIR LEAK (L/R)—Leak or rupture in bleed lever at less than max cruise or flaps set at
air ducts more than 25°.
BLEED PRESS/TEMP HI—Excessive pressure Pressurization Messages
or temperature downstream of pack pressure
regulator CABIN ALT HIGH—Cabin pressure is above
10,000 feet.
CABIN DUCT TEMP HI—Temperature in cabin
air ducts is excessive. Stall Protection Messages
COCKPT DUCT TEMP HI—Temperature in STALL—Aircraft is approaching stall. Stick shak-
cockpit air ducts is excessive. er is activated. Autopilot disconnects.
Engine Messages Takeoff Messages
ENG OIL PRESS HI (L/R)—Engine oil pressure is T/O UNSAFE—Aircraft is on ground and one
above the limit. thrust lever is beyond cruise range. This mes-
sage is accompanied by any of the following
ENG OIL PRESS LOW (L/R)—Engine oil pres- indications:
sure is below the limit.
• AIRBRAKE—Flight airbrakes are unlocked
ENG OIL TEMP HI (L/R)—Engine oil tempera- (not fully retracted).
ture is above 130°C.
• FLAPS—Flaps are set at more than 24°.
ENG OIL TEMP LOW (L/R)—Engine oil tempera- • PARKING—Parking brake is engaged.
4 MASTER WARNING

ture is less than -35°C.

• SLATS—Slats are not fully extended.
ENG OVER HEAT (L/R)—Engine overheat has
SYSTEM

• TRIM—Horizontal stabilizer trim is out of

occurred (Zone 2). green band for the selected flaps setting.
Fire Protection Messages
CAUTION MESSAGES
APU FIRE—APU fire has occurred.
All caution messages display in amber.
ENG FIRE (L/R)—Engine fire has occurred (Zone
1). APU Messages

Fuel Messages APU BLEED OPEN—APU bleed shutoff valve is

open with ECS selector not in APU position.
FEED TANK FUEL LOW—Low fuel quantity (ap-
proximately 130 pounds) in either feed tank. APU FAIL—APU has malfunctioned; the APU
automatically shuts down.

Main Menu
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APU GEN OVER LOAD—APU load has exceed- BAT OVER HEAT (L/R)—Battery temperature
ed 400 amps for more than 40 seconds or 500 has exceeded 140° F.
amps for more than 10 seconds on ground or
has exceeded the inflight load limit which var- EMER BATT OFF—Emergency battery is dis-
ies with altitude. connected from battery bus.

APU OIL PRESS LOW—APU oil pressure is too EMER BATT DISCHARGE—Emergency bus is
low; the APU automatically shuts down. powered by emergency battery.

APU OIL TEMP HI—APU oil temperature is too EMER BATT OVER HEAT—Emergency battery
high; the APU automatically shuts down. temperature has exceeded 140°F.

Avionics Messages EMER BUS ALT FEED—Emergency bus is not

powered from its normal source.
A/P PITCH TRIM—Autopilot pitch trim has failed.
GEN OFF (L/R)—Generator is disconnected
EFIS COMPRTR FAIL—EFIS comparator system from main bus or GENERATOR switch is OFF.
has malfunctioned.
GEN OVER LOAD (L/R)—Generator load has
EFIS MISCOMPARE—There is an EFIS data dif- exceeded 400 amps for more than 40 sec-
ference (heading, attitude, LOC, G/S etc.) onds or 500 amps for more than 10 seconds.
Braking Message MAIN BATT DISCHARGE—Engine is running,
generators are connected, and both battery
PARKING BRAKE ON—Parking brake is voltages are less than 25 volts.
engaged.
Emergency Lights Message
Door Messages
EMERG LT SW—EMERG LT switch is not in ARM
BAGGAGE DOOR—Baggage door is unlocked. position.

4 MASTER WARNING
Baggage compartment pressurization valve
automatically closes. Automatic pressure con- Engine Messages

SYSTEM
troller reduces pressurization when malfunc-
tion occurs below 14,000 feet. ENG/NAC ANTI-ICE (L/R)—Engine bleed pres-
sure is insufficient for anti-icing, failure of en-
CABIN DOOR—Cabin door is unlocked. Auto- gine/nacelle anti-ice control or PRSOV has
matic cabin pressure controller reduces pres- failed to reduce bleed pressure to protect inlet
surization when malfunction occurs below from overtemp.
14,000 feet.
EMERGENCY EXIT—Emergency exit door is
unlocked
EICAS Messages
EICAS COMPRTR FAIL—EICAS comparator sys-
tem has malfunctioned.
EICAS MISCOMPARE—There is an N1, N2,
or ITT data difference between DCU-A and
DCU-B.
Electrical Power Messages
BATT OFF (L/R)—Battery bus is disconnected
from battery.

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

ENG OIL LEVEL LOW (L/R)—Engine oil quantity KRUEGER FAIL—Slats are extended, and
is too low. (Ground indication only, engines not Krueger flaps remain retracted.
running).
KRUEGER UNBAL—There is a difference be-
ENG OIL TEMP HI (L/R)—Engine oil tempera- tween left and right Krueger flap positions.
ture is approaching limit.
RUDDER BIAS OFF—Rudder bias system is
FADEC FAULTY (L/R)—Full-authority digital en- off.
gine control computer has failed.
SLATS UNBAL—Asymmetry between left and
FADEC MAJOR (L/R)—Full-authority digital en- right slats exceeds 1.75°.
gine control computer has malfunctioned.
Fuel Messages
Environmental Control Messages
FQMC FAIL (L/R)—Fuel quantity measurement
CABIN AUTO TEMP—Cabin temperature con- computer has failed; dashes (----) are displayed.
trol has malfunctioned.
FUEL FILTER (L/R)—Both left and right fuel fil-
COCKPT AUTO TEMP—Cockpit temperature ters are clogged (probably due to contaminat-
control has malfunctioned. ed fuel).
NOSE TEMP HI—Nose compartment tempera- FUEL LEAK—Fuel consumption indicates an
ture has exceeded 55°C (131°F). apparent leak.
Fire Protection Messages FUEL LEVEL LOW—Fuel quantity in either wing
tank is less than 300 pounds.
BAGGAGE SMOKE—Smoke is in baggage
compartment. FUEL PRESS LOW (L/R)—Fuel pressure below
6.0 psig. Extinguishes above 7.5 psig. Steady
ENG FIRE DETECT (L/R)—Engine fire or over- illumination indicates feed jet pump failure
4 MASTER WARNING

heat detector has malfunctioned. and the automatic changeover to the standby
pump did not occur.
L ENG FIRE BTLE—Aircraft is on the ground
SYSTEM

and the left fire extinguishing bottle pressure is FUEL PUMP INOP (L/R)—Standby fuel pump is
below 400 psi. inoperative. STBY FUEL PUMP switch is OFF,
or ON/AUTO with low fuel pressure, or STBY
R ENG/APU FIRE BTLE—Aircraft is on the
PUMP circuit breaker is out.
ground and the right fire extinguisher bottle
pressure is below 400 psi. FUEL PUMP ON (L/R)—Standby fuel pump is
operating.
Flight Control Messages
FUEL TANK TEMP LOW—Fuel tank tempera-
AILERON FAIL—Mechanical failure of one or
ture is too low for the selected fuel type.
both aileron servoactuators has occurred.
FUEL WING UNBAL—Asymmetry between left
ELEVATOR FAIL—Mechanical failure of one or
and right wing fuel quantity is greater than 300
both elevator servoactuators has occurred.
pounds.
FLAPS UNBAL—Asymmetry between left and
FUEL XFER ABNORMAL—The forward tank is
right flaps exceeds 1.2°.
transferring too early and may cause the CG to
shift past the aft limit.

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PILOT TRAINING MANUAL

Hydraulic System Messages Oxygen System Message

AUX HYD PRESS LOW—Auxiliary hydraulic OXY MASKS PRESS LOW—Oxygen pressure to
pressure is less than 900 psi or the AUX HYD crew or passenger oxygen masks is below 55
PUMP switch is in the OFF position. psi.
AUX HYD PUMP ON—Auxiliary hydraulic pump Pressurization Messages
is operating (comes on when right hydraulic
system pressure drops below 1,200 psi or AUX AUTO PRESSURIZ—Cabin automatic pressure
HYD PUMP switch is in the OVRRD position). control system has malfunctioned.

HYD LEVEL LOW (L/R)—Main hydraulic tank flu- Probe Messages

id level is less than 1.47 quarts.
AOA HEAT (L/R)—In flight, discontinuity in pow-
HYD OVER HEAT—System temperature is er line has occurred.
above 85°C.
PITOT HEAT (L/R)—In flight, power supply fail-
HYD PUMP PRESS HI (L/R)—Hydraulic pressure ure has occurred.
is above 3,500 psi.
TAT PROBE HEAT—In flight, power supply fail-
HYD PUMP PRESS LOW (L/R)—Hydraulic pres- ure has occurred.
sure is less than 1,200 psi.
SPQS Messages
HYD TANK PRESS LOW (L/R)—Hydraulic tank
ELEVATOR FEEL FAIL—Elevator Q-feel (arti-
pressurization is less than 10.5 ±1 psig.
ficial feel) data failure has occurred (ADC or
Icing Messages computer malfunction).

DE-ICE LOW/HI PRESS—There is overpressure SP INHIBIT INOP—Stall protection system inhib-

or underpressure in the system. itor during takeoff or landing may be inopera-

4 MASTER WARNING
tive (weight-on-wheels or radio altimeter data
DE-ICE SYS—The normal timer on the deicing failure).

SYSTEM
system has malfunctioned or N1 is too low.
STALL SYS FAIL—Stall warning system has
DE-ICE SYS ALT—The alternate deicing system failed. (AOA or both computers).
has malfunctioned or N1 is too low.
STICK PUSHER FAIL—Stick pusher data failure
ICE DETECT FAIL (L/R)—Ice detector has has occurred (AOA or one computer malfunc-
malfunctioned. tion). Stick pusher is inoperative.
ICING CONDITION—Icing conditions are detect- Thrust Reverser Messages
ed by left or right detectors while airborne.
T/R FAIL (L/R)—Thrust reverser system has
Nosewheel Steering Message failed.
NWS INOP—Nosewheel is down and locked Windshield Messages
and nosewheel steering system is inoperative.
WINDSHIELD HEAT (L/R)—Windshield heat sys-
tem has malfunctioned.
SIDE WINDOW HEAT—Side windows heat has
malfunctioned.

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SPQS Message
ADVISORY MESSAGES
SPQS TEST OK—Stall protection/Q-feel com-
All advisory messages display in green.
puter test is successful. Test by pressing STALL
APU Message TEST pushbutton; pressing STALL TEST push-
button for more than five seconds activates
APU READY—APU is on and running. stick pusher.
Avionics Message Takeoff Messages
SELCAL—Message indicates incoming T/O SLAT BYPASS—Message replaces T/O
SELCAL; chime sounds twice. UNSAFE - SLATS warning message following
MASTER WARNING reset due to takeoff config-
Engine Message uration setting of flaps 20° and SLATS BYPASS
HIGH CRUISE POWER—Engine is providing high selected.
thrust above 35,000 feet. (30 minute r­ estriction
on high power usage per flight). STATUS MESSAGES
IGNITION ON (L/R)—Engine ignition is on. All status messages display in white.

Fire Protection Message APU Messages

BAGGAGE SMOKE TEST OK—Baggage com- APU DOOR CLOSED—APU MASTER switch
partment smoke detector test is successful. is ON or DOOR CLOSE position and the APU
door is closed.
ENG FIRE TEST OK—Fire protection test is
successful. APU DOOR IN TRANSIT—APU MASTER switch
is ON or DOOR CLOSE position and APU door
Flight Control Messages is in transit.
4 MASTER WARNING

FLIGHT AIRBRAKES—Inboard airbrakes are APU DOOR OPEN—APU MASTER switch is

extended. FLIGHT A/B switch position extends ON or DOOR CLOSE position and APU door is
SYSTEM

inboard airbrakes only; GROUND A/B switch open.

position extends all airbrakes when the aircraft
is on the ground. APU GEN OFF—APU is operating and APU
generator is disconnected.
GROUND AIRBRAKES—Outboard airbrakes
are extended. APU OIL LEVEL LOW—APU oil quantity is low.

Icing Messages Avionics Message

ICE DETECT TEST OK (L/R)—Deice test is suc- IOC FAULT—One or more of EFIS I/O concen-
cessful (Stays on for 10 seconds). trators has failed (illuminates on ground only
for two minutes after landing).
Pressurization Message
EICAS Messages
PRESSURIZ TEST OK—Cabin pressure control
system test is successful. AURAL DISABLE (A/B)—IND TEST switch has
been pressed in A or B position for more than 15
seconds (jammed aural warning silencing).

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DCU ANALOG INPUT (A/B)—One of the analog Fire Protection Messages

sensors (slats/flaps position, engine vibration,
and various pressure sensors) is disconnected L ENG FIRE BTLE—Left engine fire extinguisher
from DCU-A or DCU-B. bottle pressure is below 400 psi (illuminates in
flight only, becomes caution on ground).
DCU FAULT (A/B)—Display control computer has
malfunctioned (affects EICAS operation). R ENG/APU FIRE BTLE—Right engine/APU fire
extinguisher bottle pressure is below 400 psi
Engine Messages (illuminates in flight only, becomes caution on
ground).
ENG CHIP DETECT (L/R)—Metal particles are
detected in engine oil. Flight Control Messages
ENG OIL FILTER (L/R)—Engine oil filter is SLAT/FLAP MAINTAIN—Data is to be extracted
clogged. from slats/flaps control system, near lavatory,
prior to electrical power shutdown.
FADEC MINOR (L/R)—Full-authority digital en-
gine control minor malfunction has occurred. Hydraulic Messages
Illuminates on ground only with engine off and
up to one minute after engine start. HYD QTY OVER FILL (L/R)—Hydraulic fluid
quantity exceeds 105% (illuminates on ground
FUEL FILTER (L/R)—Respective fuel filter is only).
clogged.
HYD QTY REFILL (L/R)—Hydraulic fluid quantity
REFUEL DOOR—Refueling door is open. is less than 90% (illuminates on ground only).
FDR Message Maintenance Messages
FDR FAIL—Flight data recorder has failed, or MAINTENANCE DATA—New maintenance in-
parking brake is in park position. formation is available in maintenance page

4 MASTER WARNING
(displayed on ground until after engine start, for
Filter Messages 30 seconds in flight or 2 minutes after landing).

SYSTEM
ENG OIL FILTER (L/R)—Engine oil filter is Oxygen Message
clogged.
OXY QTY LOW—Oxygen pressure gage
HYD PRESS FILTER (L/R or AUX)—The respec- ­indication is less than 800 psi.
tive hydraulic pump filter is clogged.
HYD RETURN FILTER (L/R)—Hydraulic return
line filter is clogged (pop-out pin is extended).

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PILOT TRAINING MANUAL

Pressurization Messages
PRESSURIZ IN TEST—Cabin pressure control SYSTEM OPERATION
system test is in progress. The EICAS display (ED) is configured to show
PRESSURIZ MONITOR—Cabin pressure con- the EICAS. Two MFDs, one inboard at each pilot
trol monitoring system has malfunctioned. station, are configured to normally show navi-
gation information. The MFDs can be switched
SPQS Messages to PFDs or EICAS displays through the RSP. If
an MFD is selected as an EICAS display while
SPQS IN TEST—Stick pusher system test is in the center display is still operable, the reverted
progress. MFD automatically displays the EICAS second-
ary page. The EICAS page button pages only
AURAL TONES the reverted MFDs, while the center EICAS dis-
play remains on the primary page. If only a sin-
EICAS supplies aural tones. The DCU-generat- gle display is functioning as an EICAS, the page
ed tones are shown with their corresponding button causes the display to alternate between
priority in the following list: the primary page and the two other pages.
• Stall warbler—Priority 1 The ED and two outboard PFDs cannot be
• Landing gear horn/takeoff configuration— switched to any other function. The displays
Priority 2 cannot be switched off except by using the
circuit breakers. In the event the two outboard
• Autopilot cavalry charge—Priority 3
PFDs are switched off, their adjoining MFD re-
• Fire bell—Priority 4 configures to a PFD.
• Altitude “C” chord—Priority 5
• Overspeed clacker—Priority 6
• Trim clacker—Priority 7
4 MASTER WARNING

• SELCAL chimes (two)—Priority 8

SYSTEM

• Warning chimes (three)—Priority 1

• Caution chimes (one)—Priority 2

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PILOT TRAINING MANUAL

QUESTIONS
1. Which indication is ONLY displayed on the 4. When do the gear and flap indications dis-
primary page of the engine indication and appear on the EICAS primary page?
crew alerting system (EICAS)? A. As soon as the gear are up and locked
A. Total fuel quantity and the flaps, slats and Kruegers are
B. Horizontal stabilizer trim position at 0°
C. Oil pressure B. 30 seconds after the gear are up
and locked and the flaps, slats and
D. Oil temperature Kruegers are at 0°
C. The gear indications are always visible.
2. What happens when the PFD-MFD push- Flaps, slats and Krueger indications
button on the reversionary switching panel disappear as soon as they all reach 0°.
(RSP) is pressed?
D. Flaps, slats and Krueger indications
A. The onside PFD goes blank and the are always visible. Gear information
onside MFD displays PFD data. disappears as soon as all gear are up
B. The onside PFD displays MFD data and and locked.
the onside MFD displays PFD data.
C. PFD data is displayed on both onside 5. When is the engine start mode displayed
PFD and MFD. on the primary page of the EICAS?
D. PFD data is displayed on the center A. On the ground or in flight when start-
electronic display (ED). ing either engine
B. Only on the ground when starting ei-
3. Which of the following is NOT a way to ther engine

4 MASTER WARNING
control the brightness of the PFD and MFD C. On the ground or in flight when start-
screen? ing either engine or APU

SYSTEM
A. Turn the DIM knobs on each RSP. D. Only on the ground when starting ei-
B. Turn the brightness knob located on ther engine or APU
the lower right corner of each CRT.
C. Allow the integral light sensor of 6. After the engine start mode is complete, the
each CRT to automatically adjust the EICAS reverts back to the normal display on
brightness. the primary page. How long does this take?
D. None of the above A. 30 seconds
B. 60 seconds
C. 75 seconds
D. 90 seconds

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7. The crew advisory system (CAS) pushbut- 8. If the ED is on the primary page and EI-
ton allows for scrolling through warning, CAS information is selected on both MFDs,
caution, advisory and status messages if what happens when the EICAS page but-
their number exceeds the available display ton is pressed on the EICAS display control
area. What happens if the CAS pushbutton (EDC)?
is pressed after the last page of messages A. The page button only controls the ED.
is displayed?
B. The first officer’s MFD only displays the
A. The first page of messages returns to secondary page and the page button
the screen. controls the captain’s MFD.
B. All messages are removed (blank C. The captain’s MFD only displays the
screen). secondary page and the page button
C. All caution, advisory and status mes- controls the first officer’s MFD.
sages are removed and the MSGS box D. The page button controls only the re-
annunciator is displayed. verted MFDs, while the ED remains on
D. All warning, caution, advisory and sta- the primary page.
tus messages are removed and the
MSGS box annunciator is displayed.­
4 MASTER WARNING
SYSTEM

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CHAPTER 5

FUEL SYSTEM
CONTENTS
Page

INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
FUEL STORAGE SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
FUEL DISTRIBUTION SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Refueling and Defueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
FUEL QUANTITY SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-34
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-34
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40

5 FUEL SYSTEM

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ILLUSTRATIONS
Figure Title Page

5-1 Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

5-2 Fuel Storage System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5-3 Center and Feed Tanks Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5-4 Left Wing Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
5-5 Center Tank—Side View. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
5-6 Forward Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5-7 Fuselage Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5-8 Vent Lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
5-9 Engine and APU Feed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
5-10 Fuel Transfer System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
5-11 Fuel Jettison System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
5-12 Refueling System—Top View. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
5-13 Refueling System—Front View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
5-14 Defueling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
5-15 Refuel and Defuel Control Panel and Refueling Port. . . . . . . . . . . . . . . . . . . . . . . . 5-21
5-16 Defueling Port. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-22
5-17 Center Instrument Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
5-18 Overhead Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
5-19 Pedestal Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
5-20 Exterior Fueling Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
5-21 EICAS Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
5 FUEL SYSTEM

5-22 Fuel Transfer Sequence (Sheet 1 of 2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31

5-23 Fuselage, Forward, Center and Feed Tank Probes. . . . . . . . . . . . . . . . . . . . . . . . . 5-35
5-24 EICAS Primary and Secondary Page Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
5-25 Tank Probes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-38

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TABLES
Table Title Page

5-1 FUEL TANK CAPACITIES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4

5-2 AUTHORIZED TYPES OF FUEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5

5 FUEL SYSTEM

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5 FUEL SYSTEM

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CHAPTER 5

FUEL SYSTEM
INTRODUCTION
The Gulfstream G200 fuel system supplies fuel to the two engines and the auxiliary power unit
(APU) during all normal maneuvers and aircraft attitude changes. The fuel system consists of fuel
storage, fuel distribution, fuel transfer, fuel draining and venting, refueling and defueling, and fuel
jettison subsystems.

GENERAL

5 FUEL SYSTEM
Fuel is stored in tanks that are contained in the The feed lines are routed to minimize the un-
fuselage and wing sections of the aircraft. The contained engine rotor failure hazard. The
fuel tanks include the forward tank, center tank, auxiliary power unit (APU) feed line branches
two feed tanks, and fuselage tank. The wing off the right engine feed line. The distribu-
tanks are integral tanks, one in each wing. tion system also incorporates an interconnect
valve which allows the two feed tanks to con-
The distribution system for each engine in- nect in case of one engine malfunction or fuel
cludes a feed jet pump and a DC electric stand- imbalance.
by pump. The standby pump operates auto-
matically when engine inlet pressure drops or The fuel transfer system transfers the fuel auto-
when activated by other system controls (Fig- matically in a specific sequence by either gravi-
ure 5-1). ty or jet pumps to maintain the center of gravity
within the desired envelope.

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R WING
TANK

R FEED
TANK

APU

FUSELAGE

VENT DRAIN
FORWARD TANK

BOX
TANK CENTER
TANK

L FEED
TANK

L WING
TANK

LEGEND
5 FUEL SYSTEM

MOTIVE FLOW FLAPPER CHECK ORIFICE INLINE FUEL STRAINER

VALVE
REFUELING
DRAIN VALVE CHECK VALVE GRAVITY REFUELING
FUEL TRANSFER RECEPTACLE
VENT RELIEF VALVE INLINE JET PUMP PRESSURE REFUELING
RECEPTACLE
JETTISON FLOAT VALVE JET PUMP DEFUELING MANIFOLD
ENGINE FEED WITH FLAPPER VALVE
SHUTOFF VALVE SELF CLEANING FILTER PRESSURE SWITCH
DEFUELING NORMALLY CLOSED
SHUTOFF VALVE CENTRIFUGAL PUMP NACA SCOOP
NORMALLY OPEN
REFUEL SHUTOFF VALVE

Figure 5-1. Fuel System

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The fuel draining system drains moisture and The fuel control panels and fuel quantity in the
foreign matter from the fuel system. flight compartment indicate and monitor fuel
status.
The fuel vent system vents all tanks into a com-
mon expansion space in the fuselage tank. The
expansion space is vented overboard through
two independent outlets (NACA scoops) locat- FUEL STORAGE
ed near the wingtips.
The refueling system consists of a pressure re-
SYSTEM
fueling system, with an automatic stop at the
end of refueling, and a standby gravity-refu- SYSTEM DESCRIPTION
eling system. The defueling of the aircraft is The Gulfstream G200 features seven tanks:
performed through a single-point defueling one forward tank, one center tank, one fuse-
­receptacle. lage tank, two wing tanks, and two feed tanks
The fuel jettison system allows the crew to re- (Figure 5-2). Each engine is independently sup-
duce aircraft weight by jettisoning fuel over- plied from its respective feed tank. Fuel is used
board during flight. in a predetermined order to maintain the cen-
ter of gravity (CG) within the required e
­ nvelope.

FORWARD TANK
1,790 LB
(267 U.S. GALLONS)

5 FUEL SYSTEM
CENTER TANK
2,660 LB
(398 U.S. GALLONS)
FUSELAGE TANK
5,510 LB
(823 U.S. GALLONS)

WING TANKS FEED TANKS LH AND RH

2,360 LB 170 LB
(352.5 U.S GALLONS) (23.5 U.S. GALLONS)

1 U.S. GALLON = 6.7 LB

Figure 5-2. Fuel Storage System

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All tanks are connected by gravity and fuel vent lines. These vent lines allow air to enter or
transfer lines. The feed tanks contain the feed escape the tanks, depending on whether fuel
jet pumps and standby pumps. is being used or added.
Each tank is equipped with flapper check Drain valves, located at various low points in
valves to prevent backflow. The two wing and the system, facilitate the drainage of fuel or
two feed tanks can be interconnected to en- contaminants. Flush-mounted access panels
able lateral balance. on the lower wing and fuselage surfaces pro-
vide access to each fuel tank.
The Gulfstream G200 has automatic fuel trans-
fer and gravity feed systems which transfer fuel
sequentially from tank to tank. A single-point FUEL TANK CAPACITIES
pressure-refueling receptacle allows pressure Fuel tank capacities are shown in Table 5-1.
refueling, and a filler cap on the upper right fu- A fuel weight of 6.7 pounds per U.S. gallon is
selage allows gravity refueling. assumed.
The fuel tanks vent to the atmosphere through
vent lines terminating in National Adviso-
ry Committee for Aeronautics (NACA) ducts
­located between wing ribs 16 and 17. Each tank
vents at different points through a series of

Table 5-1. FUEL TANK CAPACITIES

LOCATION NOMINAL FUEL QUANTITY

Forward Tank 1,790 lb 267 U.S. gallons

Left Wing Tank 2,360 lb 352.2 U.S. gallons

Right Wing Tank 2,360 lb 352.2 U.S. gallons

5 FUEL SYSTEM

Left Feed Tank 170 lb 25 U.S. gallons

Right Feed Tank 170 lb 25 U.S. gallons

Center Tank 2,660 lb 397 U.S. gallons

Fuselage Tank (Batch No. 1) 3,310 lb 494 U.S. gallons

Fuselage Tank (Batch No. 3) 2,200 lb 328 U.S. gallons

Total 15,020 lb 2,240 U.S. gallons

Note:
There is a 15,010 pound fuel capacity limitation.

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• Antibacterial additive—MIL-L-19537 o or
FUEL TYPE AND FUEL ADDITIVES equivalent at a concentration not exceeding
Table 5-2 shows authorized fuels. This table is the following:
reproduced for information only. Refer to the º 135 ppm for preventive treatment
Gulfstream G200 AFM for applicability.
º 270 ppm for curative treatment
Fuel additives must conform to the following
specifications: CAUTION
• Icing inhibitor—MIL-I-27686E, AIR 3652, or Never pour undiluted additive into a
equivalent specification, in amounts up to tank.
0.15% in volume.
• Anti-static additive—Shell ASA-3 or equiv-
alent. Enough additive is used for the fuel
to reach 300 conductivity units (300 pi-
cohms per meter) without exceeding 1 ppm
concentration.

Table 5-2. AUTHORIZED TYPES OF FUEL

FREEZING SPECIFICATIONS ADDITIVES

POINT NATO
DESIGNATION
°C ANTI- ANTI- CODE
EQUIVALENCIES (INFO.)
(°F) ICE STATIC

Jet A –40 ASTM D 1655 JET A * * –

(–40) CAN2-3.23 JET A * Yes –

Jet A1 –47 ASTM D 1665 JET A1 * * –

(–53) CAN2-3.23 JET A1 * Yes –

MIL-T-83133 JP8 Yes * F34

5 FUEL SYSTEM
–50 AIR 3407B –– * * F34/F35
Kerosene
(–58) DERD 2494 AVTUR No * F35
JP8
DERD 2453 AVTUR/FSII Yes * F34

MIL-T-5624 JP5 Yes No F44

JP5 –46 AIR 3404C –– * * F43/F44
High flash point (–51) DERD 2498 AVCAT No No F43
fuel DERD 2452 AVCAT/FSII Yes No F43
CAN 3GP24 –– * * F43/F44

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COMPONENT DESCRIPTION WING TANKS

Using a wet-wing concept, the wing box struc-
FEED TANKS ture seals to form one tank (Figure 5-4). Each
wing tank is partitioned by internal ribs with
The feed tanks are formed by closing a com-
fuel passages to prevent fuel sloshing and en-
partment in the center tank. These tanks con-
sure fuel availability at the feed tank inlets. Rib
tain fuel during all possible aircraft maneuvers
No. 2 divides each wing tank into an inboard
(Figure 5-3). The feed tanks interconnect by a
compartment and an outboard compartment.
flight crew controlled, motor-operated shutoff
The two compartments are connected by FCVs
valve. This interconnection allows fuel balanc-
on rib 2. All the other wing ribs serve as baffles
ing in case of one engine malfunction or fuel
in the compartments to minimize fuel sloshing.
imbalance. Each feed tank is divided into two
They have no other effect on fuel flow due to
compartments by a lateral partition. Each tank
fuel openings in the ribs, as well as vent and
also contains a fuel quantity probe.
drain passages near the skins. These openings
Both the wing tanks and the center tank supply allow effective gravity fuel transfer through the
fuel to the feed tanks by jet pumps and gravity. compartments, inboard to the feed tank. The
All transferred fuel flows first into the feed tank right wing tank has a temperature sensor in-
at the forward compartment, where air separa- stalled between ribs 8 and 9 to provide a fuel
tion occurs before the fuel transfers to the rear temperature indication to the crew.
compartment.
Gravity flow inboard is enhanced by the wing
Vent holes in high points of the feed tank walls dihedral angle and by upward deflection of the
connect to the center tank. Through these wing tips from air loads. This is true even in
vents, air and foamed fuel transfer back to the cruise speed nose-up flight attitude. The FCVs
center tank to de-aerate the incoming fuel. This and vent passages minimize fuel backflow
ensures that the feed tanks fill completely. during extreme pitch or during banked flight.

The lowest point of the feed-tank connects to Fuel flows from the wing tanks into the feed
the feed-tank rear compartment. This arrange- tanks by jet pumps and/or by gravity transfer
ment permits gravity flow of air-free fuel into through FCVs.
the rear compartment. Each feed-tank rear
An interconnect line equipped with a motor
compartment then feeds the fuel to the en-
operated shutoff valve (SOV) connects the in-
gines by means of either a feed jet pump or
board compartments of the two wing tanks.
an electric DC motor operated standby pump.
Fuel is transferred into the feed tanks at a much
higher rate than the engines will ever burn. The
5 FUEL SYSTEM

excess fuel overflows back to the wing and

center tanks.

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RIGHT FEED
TANK

CENTER
TANK

PARTITION

5 FUEL SYSTEM
LEFT FEED
TANK
LEGEND
MOTIVE FLOW FLAPPER CHECK VALVE ORIFICE
REFUELING
DRAIN VALVE CHECK VALVE
FUEL TRANSFER
VENT FLOAT VALVE INLINE JET PUMP

JETTISON SHUTOFF VALVE JET PUMP

NORMALLY CLOSED WITH FLAPPER VALVE
ENGINE FEED
DEFUELING MANIFOLD SELF-CLEANING FILTER
DEFUELING
CENTRIFUGAL PUMP

Figure 5-3. Center and Feed Tanks Schematic

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DRAIN CHECK VALVE FLAPPER CHECK VALVE

TRANSFER JET PUMP

VENT LINES

JETTISON
SHUTOFF REFUEL LINE
VALVE

RIB 2

FLAPPER
CHECK VALVES

RIB 6

JETTISON LINE

VENT LINE
5 FUEL SYSTEM

NACA SCOOP

RIB 18

Figure 5-4. Left Wing Tank

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Fuel enters the center tank from the fuselage

CENTER TANK tank by means of transfer jet pumps or by grav-
The center tank is located in the fuselage be- ity. The center tank also receives fuel from the
tween the wings. A low lateral partition is locat- forward tank by the same means. The trans-
ed forward of the center tank jet pumps. The fer lines from the forward tank jet pumps dis-
partition prevents fuel from flowing into the for- charge aft of the lateral partition of the center
ward part of the center tank during a normal tank. Fuel leaves the center tank through jet
descent attitude when the fuel level is low (Fig- pumps and enters the two feed tanks. Center
ure 5-5). A low longitudinal partition divides the tank fuel also passes through FCVs into the
bottom of the center tank into two parts. two wing tanks by gravity.

FUSELAGE
FLOAT TANK
VALVE

VENT LINES
FUEL STRAINER
E
ENT LIN
WING V

TO VENT
CENTER TANK OUTLET
FORWARD TANK

5 FUEL SYSTEM
FEED LINE TO ENGINE

FLAPPER TRANSFER TRANSFER LINE FUSELAGE

CHECK VALVE TRANSFER MAIN FEED TANK
JET PUMP
JET PUMP PUMP DRAIN TUBE
FLAPPER
CHECK VALVE

Figure 5-5. Center Tank—Side View

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The forward tank has two vent lines for fuel

FORWARD TANK overflow and air venting into the common air
The forward tank (Figure 5-6), located in the space in the fuselage tank.
fuselage, receives fuel through a transfer line
from the upper fuselage tank only (batch No. 1).
A flapper check valve prevents backflow from
the forward tank to the fuselage tank in ex-
treme pitch attitudes. The forward tank sends
fuel to the center tank through jet pumps.

LEGEND
TOP VIEW
FLAPPER CHECK VALVE INLINE JET PUMP

DRAIN VALVE JET PUMP WITH FLAPPER VALVE

FLOAT VALVE INLINE FUEL STRAINER

CHECK VALVE

VENT LINES
5 FUEL SYSTEM

CENTER TANK
FORWARD TANK

FEED LINE
TO ENGINE

TRANSFER LINES

Figure 5-6. Forward Tank

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The fuselage tank provides the expansion

FUSELAGE TANK space for all the fuel in the aircraft. The vent
The bladder-type fuselage tank is installed in a lines are routed such that liquid may accumu-
sealed, drained, and vented compartment lo- late in the lines. Therefore all the vent lines are
cated in the fuselage (Figure 5-7). connected from a low point in the fuselage tank
to a vent box which drains the vent lines. The
The fuselage tank receives fuel through single vent line outlets in the fuselage tank are located
point pressure refueling (SPPR) or by manual so that no fuel can reach these outlets.
gravity refueling through the gravity-refueling
receptacle. Fuel in the fuselage tank is trans- FUEL DRAINS
ferred in two parts:
Fuel drains are used to drain all moisture and
• Part No. 1—The high part of the fuselage foreign matter from the fuel system. The drains
tank, down to the standpipe, is transferred are located at the lowest points of the fuel sys-
through the standpipe into the forward tank tem where water may be trapped.
by gravity.
• Part No. 2—The low part of the fuselage
tank is transferred by jet pumps or by grav-
ity through the transfer manifolds and lines
into the center tank.

LEGEND FUSELAGE
FLAPPER CHECK VALVE INLINE JET PUMP TANK
WITH FLAPPER VALVE
ORIFICE STAND
JET PUMP
PIPE
CHECK VALVE INLINE FUEL STRAINER

FLOAT VALVE GRAVITY REFUELING PORT

PRESSURE SWITCH PRESSURE REFUELING PORT

REFUEL SHUTOFF VALVE

VENT LINES

E
ENT LIN
WING V

5 FUEL SYSTEM
VENT DRAIN BOX
TO VENT
CENTER TANK OUTLET
FORWARD TANK

FEED LINE
TO ENGINE

TO RIGHT WING
TRANSFER LINES
TO LEFT WING
REFUEL
FUSELAGE LINE
TANK
DRAIN TUBE

Figure 5-7. Fuselage Tank

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 GULFSTREAM G200
PILOT TRAINING MANUAL

There are seven fuel drains in the system. The and upward into the common fuselage tank ex-
feed tank drains are located in the front com- pansion space.
partment. A drain hole connects the front com-
partment to the rear compartment ensuring, NACA DUCT
complete feed tank drainage. Two drain valves
are located in the center tank on the left and The wing vent lines are equipped with a NACA
right sides. One drain valve is in the forward duct, which is a nonicing vent scoop. The duct
tank, and the wing tank drains are in the in- faces forward and ensures a positive ram-
board compartments. air pressure of approximately 1 psi at all flight
stages.
The fuel drains should be opened prior to each
flight. The drains are opened by inserting a
screwdriver in the fuel drain slot and applying
pressure. The fuel drains may be locked open FUEL DISTRIBUTION
by rotating the screwdriver 90° in either direc-
tion. To close the drains, reinsert the screw- SYSTEM
driver, rotate 90° in either direction, and then
release pressure from the screwdriver. Be sure
it closes properly.
SYSTEM DESCRIPTION
Fuel distribution for the Gulfstream G200 is
FUEL VENTS controlled automatically or manually to ensure
sequential fuel use to maintain the aircraft cen-
Venting of the fuel tanks is accomplished ter of gravity. The fuel distribution system in-
through internal pipes and vent lines (Figure cludes five subsystems.
5-8). The highest points in each tank are indi-
vidually connected to the fuselage tank. These • Engine feed
connections allow complete filling during refu- • APU feed
eling and vented air spaces during climbs. The
fuselage tank provides the common expansion • Fuel transfer
space for all tanks. Fuel expansion space is en- • Refueling and defueling
sured in the fuselage tank by the height differ- • Fuel jettison
ence between the refueling shutoff pilot valve
location and the inlets to the overboard vent
lines.
The main vent lines are joined by the outboard
wing tank vent lines, which are equipped with
5 FUEL SYSTEM

float vent valves. This ensures better venting

of the outboard sections of the wing tanks
during flight. The overboard vent lines are
large enough to prevent excess tank pressure
in case of refueling valve failure.
The center tank is vented by a duct which
starts at the high front part of the center tank.
It routes backward and upward into the com-
mon fuselage tank expansion space. This line
ensures venting of the tank.
The forward tank geometry assures that during
almost all flight angles, the rear part of the tank
is the highest point of this tank. Two vent lines
start from high points and are routed backward

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FUSELAGE TANK

FLOAT VALVE
DRAIN
S
2 LINE NT LIN
E LINES
ANK VE
WING T
1 LINE VENT DRAIN BOX
TO VENT
FORWARD OUTLET
CENTER TANK
TANK

JET PUMP

NEGATIVE G TRAP

VENT
DRAIN
BOX

FORWARD TANK FORWARD TANK

VENT LINE VENT LINE
FLOAT FLOAT
VALVE VALVE
AIR RELEASE AIR RELEASE

5 FUEL SYSTEM
RIB 18 RIB 6 RIB 2 RIB 0 RIB 0 RIB 2 RIB 6 RIB 18

JET PUMPS

Figure 5-8. Vent Lines

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 GULFSTREAM G200
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pump located in each feed tank. The feed jet

ENGINE FEED pump and electric standby pump are separat-
The separate feed tanks supply all the fuel to ed by a check valve, which ensures their inde-
their respective engines (Figure 5-9). Fuel en- pendent operation. In addition, the engine can
ters the feed tanks from the center tank and function properly with suction feed in a limited
the wing tanks either through transfer pumps flight envelope.
or gravity through flapper check valves. Each
supply system consists of one feed jet pump
and one electric DC motor-driven standby

MOTIVE FLOW
TO TRANSFER ENGINE
R FEED TANK JET PUMPS ENGINE
MOTIVE
FLOW

LANDING GEAR FIREWALL

BAY

FIRE
M2 WALL

CENTER
TANK
APU
JETTISONING
FLOW

M1

LANDING GEAR
BAY FIREWALL

ENGINE
L FEED TANK MOTIVE ENGINE
5 FUEL SYSTEM

MOTIVE FLOW FLOW

TO TRANSFER
JET PUMPS

LEGEND
TRANSFER FLOW PRESSURE SWITCH CENTRIFUGAL PUMP
JETTISONING FLOW
RELIEF VALVE CHECK VALVE
RIGHT ENGINE FEED
RIGHT ENGINE MOTIVE FLOW SHUTOFF VALVE JET PUMP WITH
NORMALLY OPEN FLAPPER VALVE
LEFT ENGINE FEED
LEFT ENGINE MOTIVE FLOW SHUTOFF VALVE SELF-CLEANING FILTER
NORMALLY CLOSED
APU FEED

Figure 5-9. Engine and APU Feed System

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The fuel required for the immediate needs of

each engine is always available in the feed tanks.
FUEL TRANSFER
The transfer system ensures availability of all fuel The fuel transfer system is fully automatic and
to the feed tanks, providing a continuous fuel ensures availability of fuel to the operating en-
supply throughout flight. An interconnect valve gines in a predetermined sequence (Figure
connects the feed tanks in case of one engine 5-10). This sequence maintains the CG position
malfunction or fuel imbalance. within the optimum range and relieves airloads
on the wings for most of the flight.
The feed jet pump is actuated by motive flow fed
back from the engine. The motive flow, filtered Fuel may be transferred between the left and
by the engine filter, allows very reliable and trou- right wing tanks by the interconnect valves and
ble-free operation of the feed pumps under all the feed interconnect valve. These valves re-
operating conditions. Depending on the engine store lateral fuel balance in case of fuel supply
motive flow, the output pressure of the feed jet asymmetry and supply all available fuel to the
pumps is 12 to 20 psig. This output pressure is operating engine in case one engine fails.
sufficient for all engine requirements and for ac-
tuating all internal transfer jet pumps. The fuel The motive flows of the left and right transfer
feed lines flow from the common points of the jet pumps are separate from each other. Sepa-
two pumps to the engine firewall. Fire shutoff ration is necessary for independent operation
valves are located in the fuselage inboard of the of the two engines.
engine firewalls. The fire SOVs are actuated by
the flight crew through the fire-overheat switch- Each transfer jet pump is sized to provide the
es to stop all fuel flow to the engines in case of required fuel flow and pressure. All the transfer
fire. jet pumps have check valves in the suction in-
lets to prevent backflow.
APU FEED Each fuselage tank transfer jet pump is connect-
ed to a transfer manifold. The manifolds also con-
The APU feed line branches off from the right tain a flapper check valve, which allows gravity
engine feed line through a motor-operated APU transfer and two connections to the center tank.
SOV. The valve opens only during APU opera-
tion. The APU feed line is routed directly to the
APU firewall. A thermal relief valve, which is an
integral part of the APU shutoff valve, allows for
thermal expansion.

5 FUEL SYSTEM

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LEGEND
RIGHT WING GRAVITY TRANSFER
TANK RIGHT JET PUMP FLOW
RIGHT MOTIVE FLOW
AIR SEPARATION LEFT JET PUMP FLOW
LEFT MOTIVE FLOW
FEED TANK

FLAPPER CHECK VALVE

INLINE FUEL STRAINER

FORWARD INLINE JET PUMP

CENTER
TANK TANK JET PUMP
WITH FLAPPER VALVE
SHUTOFF VALVE
NORMALLY CLOSED
ORIFICE

CHECK VALVE

FUSELAGE
TANK

TOP VIEW

LEFT WING FUSELAGE

TANK TANK

FRONT VIEW

VENT
5 FUEL SYSTEM

DRAIN
BOX
AIR SEPARATION

TO WING TANK
FORWARD FEED
TANK CENTER TANK
TANKS

Figure 5-10. Fuel Transfer System

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PILOT TRAINING MANUAL

all parts of the aircraft and does not cause a fire

FUEL JETTISON hazard. The fuel is jettisoned from the pressure
The fuel jettison system allows the crew to re- outlet of the standby pump through a restricter,
duce aircraft weight by jettisoning fuel over- so the engine feed line is not affected.
board during flight (Figure 5-11). Fuel can be jet-
The jettisoning systems on the two sides are
tisoned from both wings at a total rate of 2,475
independent. One active system can jettison
pounds in 15 minutes, provided the fuel quanti-
fuel from both wing tanks when the feed inter-
ty in either wing tank is more than 600 pounds.
connect valve is open.
The fuel is jettisoned through horn tubes, in-
board of the aileron surfaces, so that fuel clears

R WING
TANK

AIR SEPARATION LEGEND

GRAVITY TRANSFER
FEED TANK
JETTISONING FLOW
RIGHT MOTIVE FLOW
LEFT MOTIVE FLOW

FLAPPER CHECK VALVE

FORWARD CENTER
TANK INLINE FUEL STRAINER
TANK
INLINE JET PUMP

JET PUMP
WITH FLAPPER VALVE
SHUTOFF VALVE
NORMALLY CLOSED
ORIFICE

FUSELAGE CHECK VALVE

TANK

TOP VIEW

FUSELAGE
L WING TANK
TANK

5 FUEL SYSTEM
FRONT VIEW

VENT
AIR SEPARATION
DRAIN
BOX
TO WING TANK
FORWARD FEED
TANK CENTER TANK
TANKS

Figure 5-11. Fuel Jettison System

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 GULFSTREAM G200
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Setting the fuel switch to the DEFUEL position

REFUELING AND DEFUELING performs the following functions:

REFUELING • Activates the standby pumps

• Opens the feed interconnect valve
The Gulfstream G200 is equipped with single
point pressure refueling (SPPR) and a gravity • Initiates fuel transfer to the right feed tank
refueling port. SPPR occurs through a pres- A defuel check valve manifold keeps fuel from
sure-refueling receptacle inside the access entering the feed tanks in case refueling equip-
door aft of the right wing root on the fuselage ment is accidentally connected to the defuel
fairing. SPPR is designed to refuel the tanks at adapter (Figure 5-14).
a pressure of 51 psi with an automatic stop at
the end of refueling. SPPR allows full quantity An orifice on the defuel line controls the defu-
refueling or a preset, automatic partial refu- eling rate, assuring acceptable fuel distribution
eling of the aircraft. The aircraft can be com- (minimum 18,000 pph) throughout the tanks
pletely refueled in 15 minutes. Figures 5-12 if the standby pumps are in operation. When
and 5-13 show the ­refueling system. the standby electrical pumps are in operation,
the defueling sequence follows the transfer
Standby gravity refueling is through a single sequence. During this time, the fuel continues
filling port on the upper right fuselage. The transferring until evenly distributed. If no inter-
refueling sequence is the opposite of the fuel nal transfer is active (standby pumps are off),
transfer sequence. This refueling sequence al- fuel is emptied by gravity flow only, flowing
lows the aircraft to be ready for takeoff with any through the FCVs into the feed tanks.
fuel quantity. The sequence order is shown as
follows: The pumps automatically stop after closing the
refueling/defueling panel door and the master
• Feed tanks power switch cuts power to the defuel relay.
• Wing tanks The standby pumps then stop, even if the defu-
• Center tank el switch is inadvertently left on.
• Lower fuselage tank
• Forward tank
• Upper fuselage tank
The maximum fuel level is controlled by a float
pilot valve. This valve closes the refueling shutoff
valve, establishing the correct expansionspace
5 FUEL SYSTEM

for the whole fuel system. A level switch in-

stalled higher than the float pilot valve provides
a warning in case the float pilot valve fails. The
vent system is sized to evacuate fuel overflow
safely, maintaining the correct expansion space
in case the refuel SOV fails.

DEFUELING
Defueling is performed through the single-point
defueling receptacle located on the right side
of the aircraft. Connecting the defueling recep-
tacle to a refueling truck and applying –3 psig
pressure removes fuel from the aircraft.

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FUEL LEVEL SENSOR

R FEED TANK

R WING
TANK

FORWARD TANK

VENT DRAIN
CENTER TANK BOX
FUSELAGE TANK

Figure 5-12. Refueling System—Top View

FUSELAGE
TANK

5 FUEL SYSTEM
NK
ENT TA
WING V
TO WING
TANK VENT DRAIN BOX
TO VENT
CENTER TANK OUTLET
FORWARD TANK

FEED LINE
TO ENGINE

TO RIGHT WING

TO LEFT WING

Figure 5-13. Refueling System—Front View

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FUEL LEVEL SENSOR

R WING TANK

R FEED
TANK

FORWARD
TANK

FUSELAGE
TANK

CENTER TANK

PARTITION
5 FUEL SYSTEM

VENT
DRAIN BOX

Figure 5-14. Defueling System

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PILOT TRAINING MANUAL

COMPONENT DESCRIPTION DEFUEL CHECK VALVE MANIFOLD

The defuel check valve manifold prevents fuel
REFUEL AND DEFUEL CONTROL PANEL entrance to the feed tanks in the event that re-
fueling equipment is accidentally connected to
The refueling and defueling control panel, lo-
the defueling adapter.
cated behind an access door on the fuselage
fairing, contains the electrical control and indi-
cation functions necessary for refueling (Figure SHUTOFF VALVE
5-15). Fuel tanks may be filled completely or
A refueling line shutoff valve, in the center
to a preset quantity. The refueling instructions
fuselage, controls pressure refueling. It is de-
placard is in a visible location on the refueling
signed to close when either the set level has
door. The refueling control panel design en-
been attained or when the float pilot valve indi-
sures the proper switch positions before panel
cates the tanks are full.
closure.

5 FUEL SYSTEM

Figure 5-15. Refuel and Defuel Control Panel and Refueling Port

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A single-point defueling port is located on the

REFUELING AND DEFUELING PORTS right side of the aircraft, forward of the main
A pressure-refueling port is located on the right gear doors (Figure 5-16).
side of the aircraft, opposite the baggage com-
partment door (Figure 5-15). The port controls FEED JET PUMP
the maximum rate of refueling which the vent
system can relieve in case of refuel shutoff fail- The feed jet pumps, in the feed tanks, are driv-
ure, without causing excessive pressure build- en by engine motive flow. These ejector pumps
up in the tanks. A fueling panel door provides supply fuel to the engines and motive flow
access to the port. A microswitch on the door to the transfer jet pumps. The feed jet pump
causes the refuel door EICAS message and py- output flows to the engine feed line through
lon light to turn on when the door opens. a check valve, which is part of the jet pump.
This check valve prevents backflow when the
A gravity-refueling port is located on top of the standby pump is operative and the feed jet
fuselage, directly above the fueling panel. pump is inoperative.
5 FUEL SYSTEM

Figure 5-16. Defueling Port

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PILOT TRAINING MANUAL

pumps when the engine operates in the suc-

STANDBY PUMP tion mode. In addition, a screen protects each
The standby pumps in each feed tank are DC jet pump inlet.
motor-operated centrifugal pumps. Each stand-
by pump may be turned on or off by the crew. FUEL FEED LINE
Alternatively, the pumps may be placed in the
auto mode with the AUTO–OFF–ON switch The fuel feed lines start at the common point of
located on the overhead panel. The pump the two pumps. After branching from the trans-
comes on automatically under any of the fol- fer motive flow through the self-cleaning filter
lowing conditions: on the left and right feed manifolds, the lines
are routed directly up to the engine firewalls.
• Whenever the fuel pressure at the engine
inlet falls below 6.0 psig if the switch is in ENGINE MOTIVE-FLOW LINES
the auto position
• While jettisoning fuel The engine motive-flow lines return to the feed
tanks through check valves. This prevents fuel
• When laterally actively balancing the fuel loss from the feed tanks in case the motive-flow
• When defueling the aircraft lines rupture.
When the switch is placed in the ON position,
the pump is active regardless of other condi-
FLOW DIVERTER
tions. After automatic shutoff of the fuel bal- The flow diverter divides the refuel flow be-
ance control, the standby pump continues to tween the fuselage tank and the other tanks
run until the balance switch is manually turned while refueling.
to off.
Both standby pumps stop automatically after PILOT CONTROL VALVE
automatic shutoff of the fuel jettison control.
A pilot control valve controls the refuel shutoff
The switch (which was electromagnetically
valve. Installed in the fuselage tank at the re-
latched in the OPEN position) automatically
fueling stop level, the valve is checked before
turns to OFF.
refueling. If the valve fails to stop refueling,
refueling overflow occurs through both over-
TRANSFER JET PUMPS board vent lines but does not cause excessive
overpressure in the structure.
The transfer jet pumps on each side of the air-
craft are operated by motive flow from the feed
jet pumps in each feed tank. They are backed FIRE SHUTOFF VALVES

5 FUEL SYSTEM
up by the standby pumps.
The fire shutoff valves are located in the fuse-
The jet pumps are provided with built-in, lage inboard of the engine firewalls. The fire
low-cracking pressure check valves at their shutoff valves are actuated by the flight crew
suction inlets. The check valves prevent back- through the FIRE/OVERHT switchlights and
flow of motive flow into the respective tanks. stop fuel flow to the engines.
These valves also prevent air suction through
The two valves are normally open. Pressing a
the jet
FIRE/OVERHT switchlight closes its associated
valve. These valves are not used in the normal
engine shutdown procedure.

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APU FIRE Switchlight

CONTROLS AND INDICATIONS
The APU FIRE switchlight closes both the air-
CENTER INSTRUMENT PANEL craft mounted and the APU mounted SOV.

FIRE/OVERHT Switchlights A subsequent push returns the SOVs to their

previous position.
The FIRE/OVERHT switchlights (Figure 5-17) arm
and disarm both fire bottles, closes and opens OVERHEAD PANEL
two fuel valves (at the HMU and fire shutoff),
and closes and opens a hydraulic valve at the Figure 5-18 shows switches on the overhead
bottom of the reservoir. panel.
APU MASTER Switch Standby Pump Rocker Switches
The APU MASTER switch has three positions: The standby pump rocker switches, located on
the overhead panel, have three positions.
ON—Opens the aircraft mounted APU fuel shut
off valve, opens the APU door and powers the AUTO—The standby pump is off, except when
APU ECU the fuel supply pressure to the respective
­engine is below 6.0 psi. When the pump comes
DOOR CLOSE—Closes the APU door which on in the AUTO position, it stays on until the
shuts down the APU fuel supply pressure is above 7.5 psi and the
switch is cycled to OFF and back to AUTO.
OFF—Closes the aircraft mounted APU SOV
OFF—The respective standby pump does not

FIRE/OVERHEAT SWITCHLIGHTS
5 FUEL SYSTEM

Figure 5-17. Center Instrument Panel

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STANDBY PUMP ROCKER SWITCHES

LEFT ENGINE FEED RIGHT ENGINE

FIRE SHUTOFF INTERCONNECT FIRE SHUTOFF
VALVE LIGHT LIGHT VALVE LIGHT

WING
INTERCONNECT
SWITCHLIGHT
APU SHUTOFF
LIGHT

LEFT BALANCE RIGHT BALANCE

OPEN LIGHT OPEN LIGHT

LEFT FUEL RIGHT FUEL

JETTISON JETTISON
SWITCHLIGHT SWITCHLIGHT

LEFT BALANCE BALANCE RIGHT BALANCE

IN TRAN LIGHT SWITCH IN TRAN LIGHT

5 FUEL SYSTEM
Figure 5-18. Overhead Panel

run unless active balance, jettison, or defuel is IN TRAN—This amber light illuminates to indi-
selected. cate that the APU shutoff valve is in transition
between open and closed.
ON—The respective standby pump runs
­continuously. WING INTERCONNECT Switchlight
APU Shutoff Light Pushing the WING INTERCONNECT switch-
light connects the left and right wing and feed
The APU fuel shutoff light indicates the APU fuel tanks. This switchlight has two indicator
shutoff valve position. The light gives two sep- lights.
arate messages.
OPEN—This light illuminates to indicate that
OPEN—This amber light illuminates to indicate the wing tanks are connected.
that the APU shutoff valve is open.

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 GULFSTREAM G200
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IN TRAN—This light illuminates to indicate that Balance IN TRAN Lights

the wing interconnect valve is in transit.
The balance IN TRAN lights illuminate along
FEED INTERCONNECT Light with the wing interconnect IN TRAN light. This
indicates that the balance and interconnect
This annunciator has two indicator lights. valves are in transition.
OPEN—This light illuminates to indicate that Balance OPEN Lights
the feed tanks are connected.
The balance OPEN lights illuminate simultane-
IN TRAN—This light illuminates to indicate that ously with the wing interconnect OPEN light, in-
the feed interconnect valve is in transit. dicating that the balance valves are open.
Engine Shutoff Lights Left and Right Fuel Jettison Switchlight
This light provides two indications. Pressing the left or right fuel jettison switchlight
opens or closes the respective jettison valve.
CLOSE—This red light illuminates to indicate that
The lights within the switch illuminate to give
the respective left or right fire shutoff valve is
two separate messages.
closed and no fuel is reaching the engine.
OPEN—This red light illuminates to indicate
IN TRAN—This amber light illuminates to indi-
that the respective left or right jettison valve is
cate that the respective left or right fire shutoff
open to jettison the fuel.
valve is in transit.
IN TRAN—This amber light illuminates to in-
Balance Switch
dicate that the respective left or right jettison
The BALANCE switch is pressed to either of valve is in transition between open and closed.
two positions which activate fuel flow to bal-
ance the fuel tanks. PEDESTAL CONTROLS
TO RIGHT—Opens the wing interconnect (on REFUEL OFF Switchlight
serial number 30 and below only) and balance
valve. The left standby pump is actuated to The REFUEL OFF switchlight, located in the
pump fuel from the left feed tank to the right pedestal near the left thrust lever, illuminates
wing tank (even if the pump was turned OFF). and closes the float pilot control valve (Fig-
ure 5-19). The float pilot control valve then
TO LEFT—Opens the wing interconnect (on closes the refuel SOV. The switch maintains
serial number 30 and below only) and balance the selected position until pressed a second
valve. The right standby pump is actuated to time, which returns the switch to its previous
5 FUEL SYSTEM

pump fuel from the right feed tank to the left position.
wing tank (even if the pump was turned OFF).
When the switchlight illuminates, the float pilot
control valve shuts, closing the refuel shutoff
valve, just as during a precheck test on the re-
fuel/defuel panel (RDP). The switch stays in the
last position until pressed a second time, which
allows resumption of refueling. If the switch is
not released, the float pilot control valve re-
mains shut. Moreover, refueling from the RDP
is not possible.

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ON—In this position, the switch activates the

EXTERIOR FUELING PANEL fluid quantity measurement computer (FQMC)
Figure 5-20 shows the exterior fueling panel. and powers the fueling panel.

Master Power Switch OFF—Turns off the FQMC and the fueling panel.

The MASTER POWER switch is a guarded two

position switch.

REFUEL

OFF

Figure 5-19. Pedestal Controls

POUNDS/KILOGRAMS
INDICATION

WARNINGS:
MASTER POWER
HI-LEVEL
FUEL QTY.
IMBALANCE ON
FAULT TOTAL
9100
PRESEL
12500 LB

5 FUEL SYSTEM
FUEL OFF
TYPE
HI LEVEL
REFUEL PRE-CHECK
TEST
SEL AUTO INCR

TEST MANUAL DECR

DEFUEL

Figure 5-20. Exterior Fueling Panel

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Select-Test Switch NOTE

The select-test switch toggles between two In defuel mode, the standby pumps
positions. do not stop automatically when the
feed tanks are empty.
SEL—Moving the switch to the SEL position al-
lows fuel type selection. HI LEVEL Flashing Warning

TEST—Moving the switch to the TEST position The warning indicates that the fuel level is high.
initiates the BIT function; holding the switch in
IMBALANCE Flashing Warning
test position for more than 5 seconds causes
the panel to display FQMS fault codes. The warning is actuated when fuel quantities
in the two wing tanks differ by more than 300
AUTO–MANUAL Switch
pounds. If this happens during automatic refu-
The auto–manual switch toggles between two eling, the operation is terminated.
positions.
EICAS INDICATIONS
AUTO—In this position, initiates refueling with
automatic stop at the preselected quantity. Figure 5-21 gives an example of messages dis-
played on the EICAS.
MANUAL—In this position, refueling is ­initiated
as required. Warning Messages
Increase-Decrease Switch All warning messages display in red.
The increase-decrease switch toggles be- FEED TANK FUEL LOW—The left or right feed
tween two positions. tank is below 130 pounds. The respective feed
tank quantity turns red on the EICAS secondary
INCR—Momentarily pressing the switch up, in- page.
creases the preselected total fuel quantity at
which the automatic refueling stops. Caution Messages
DECR—Momentarily pressing the switch down, All caution messages display in amber.
decreases the preselected total fuel quantity at
which the automatic refueling stops. L or R FUEL PRESS LOW—This message illumi-
nates when engine fuel pressure drops below
6.0 psig. The message extinguishes when the
PRE-CHECK TEST/DEFUEL SWITCH pressure exceeds 7.5 psig. Steady illumination
The PRE-CHECK TEST/DEFUEL switch is a indicates that the feed jet pump has failed and
5 FUEL SYSTEM

three-position toggle switch. The center posi- the automatic changeover to the standby pump
tion on the switch turns off the standby pumps did not occur.
and closes the feed interconnect valve. This
L or R FUEL PUMP INOP—This message indi-
center position is not labeled on the panel. The
cates that the standby fuel pump is inoperative.
other two positions are PRE-CHECK TEST and
The STBY FUEL PUMP switch may be OFF, or
DEFUEL.
ON/AUTO with low fuel pressure, or the STBY
PRE-CHECK TEST—This momentary test posi- PUMP circuit breaker may be out.
tion activates the float pilot control valve, which
L or R FUEL PUMP ON—This message indi-
stops refueling.
cates that the standby fuel pump is operating.
DEFUEL—The defuel position activates the The pump comes on when fuel pressure is low,
standby pumps and opens the feed intercon- the STBY FUEL PUMP switch is ON, when jet-
nect valve. tisoning fuel, when laterally balancing the fuel,
and when defueling the aircraft.

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XXX.X XXX.X FEED TANK FUEL LOW

N1
L/R FQMC FAIL
FUEL LEAK
63.0 106.0 FUEL LEVEL LOW
L/R FUEL PRESS LOW
APR T/R L/R FUEL PUMP INOP
L/R FUEL PUMP ON
ITT FUEL TANK TEMP LOW
650 1000 FUEL WING UNBAL
FUEL XFER ABNORMAL
L/R FUEL FILTER
L/R FUEL FILTER
REFUEL DOOR
XXX.X N2 XXX.X
XXXX FF XXXX
XXXX WING XXXX
FUEL TOTAL (LBS) XXXXX
C ALT M C DIFF C RATE
TRIM
XXXXX –X.X XXXX AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0

BRT

Figure 5-21. EICAS Messages

5 FUEL SYSTEM
FUEL WING UNBAL—This unbalance message Status Messages
on the EICAS indicates dissymmetry between
left and right wing fuel quantity is greater than All status messages display in white.
300 pounds. On both EICAS pages, the wing REFUEL DOOR—This door message indicates
tank displays become amber. the refueling door is open.
FUEL XFER ABNORMAL—This message indi-
cates that the forward tank is transferring too
early and may cause the CG to shift past the
aft limit.
FUEL TANK TEMP LOW—This message indi-
cates that the fuel tank temperature is too low
for the selected fuel type.

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Batch No. 2
SYSTEM OPERATION
Batch No. 2 fuel comes from the forward tank.
FEED SYSTEM When the fuselage tank upper portion is low-
ered to the standpipe, the forward tank begins
The fuel feed system operates to transfer fuel to empty. Fuel from the forward tank is trans-
to the feed tanks from the other tanks in a pre- ferred by jet pumps located in the center tank
determined sequence in order to control the into the aft section of the center tank.
movement of the aircraft center of gravity.
Batch No. 3
Transfer Sequence
Batch No. 3 fuel comes from the lower portion
Fuel is automatically transferred in the follow- of the fuselage tank. When the forward tank is
ing sequence (Figure 5-22): empty, fuel flow into the center tank is reduced;
only the motive flow enters and is spilled di-
• Batch No. 1—Upper portion of the fuselage rectly on the jet pumps. The overflow stops,
tank and the pressure in the center tank decreas-
• Batch No. 2—Forward tank es. Batch No. 3 flows via jet pumps and gravi-
ty through the transfer manifolds to the center
• Batch No. 3—Lower portion of the fuse-
tank.
lage tank
• Batch No. 4—Center tank Batch No. 4
• Batch No. 5—Wing tanks The fuel from batch No. 4 comes from the cen-
• Batch No. 6—Feed tanks ter tank. When the fuselage tank is empty, the
fuel level in the center tank lowers. Fuel from
Jet pump and gravity flow ensures the timely the center tank transfers to the feed tanks by
transfer of fuel between the tanks. Fuel moves jet pumps and gravity.
in every tank at all times. Where full, empty, or
half full, fuel continually flows in and out. This Batch No. 5
reduces stagnation and trapped fuel.
The fuel from batch No. 5 comes from the wing
tanks. Fuel from the wing tanks flows into the
TRANSFER SYSTEM feed tanks by jet pumps and gravity.
Batch No. 1 Batch No. 6
Batch No. 1 fuel comes from the upper portion When the wing tanks are empty, fuel from batch
of the fuselage fuel tank and is the first to be No. 6 comes from the feed tanks.
consumed. This fuel flows through a standpipe
5 FUEL SYSTEM

to the forward tank by gravity. When the fuel

level in the upper fuselage tank reaches the
standpipe, the forward tank begins to empty.

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FUSELAGE TANK
BATCH NO. 1

FORWARD CENTER
TANK WING TANK TANK WING TANK

FEED TANK FEED TANK

TO LEFT ENGINE BALANCE TO RIGHT ENGINE

VENTS
OUTLETS
FEED

FUSELAGE TANK
BATCH NO. 2

FORWARD CENTER 2,200 LB

TANK WING TANK TANK WING TANK

FEED TANK FEED TANK

TO LEFT ENGINE BALANCE TO RIGHT ENGINE

VENTS
OUTLETS
FEED

FUSELAGE TANK
BATCH NO. 3

FORWARD CENTER

5 FUEL SYSTEM
TANK WING TANK TANK WING TANK

FEED TANK FEED TANK

TO LEFT ENGINE BALANCE TO RIGHT ENGINE

VENTS
OUTLETS
FEED

Figure 5-22. Fuel Transfer Sequence (Sheet 1 of 2)

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FUSELAGE TANK
BATCH NO. 4

FORWARD CENTER
TANK WING TANK TANK WING TANK

FEED TANK FEED TANK

TO LEFT ENGINE BALANCE

TO RIGHT ENGINE
VENTS
OUTLETS
FEED

FUSELAGE TANK
BATCH NO. 5

FORWARD CENTER
TANK WING TANK TANK WING TANK

FEED TANK FEED TANK

BALANCE
TO LEFT ENGINE TO RIGHT ENGINE
VENTS
OUTLETS
FEED

FUSELAGE TANK
BATCH NO. 6

FORWARD CENTER
5 FUEL SYSTEM

TANK WING TANK TANK WING TANK

FEED TANK FEED TANK

BALANCE
TO LEFT ENGINE TO RIGHT ENGINE
VENTS
OUTLETS
FEED

Figure 5-22. Fuel Transfer Sequence (Sheet 2 of 2)

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Lateral Balancing the wing interconnect valve is always effective

(even after the automatic closure).
When the imbalance between the wing tanks
reaches 300 pounds minimum, the pilot re- Opening the wing interconnect valve may not
ceives an EICAS caution message. To correct be sufficient to transfer the last fuel between
the imbalance, the pilot either actuates the the wing tanks because it is not installed at the
WING INTERCONNECT switchlight and opens lowest level of the tanks. However, the same
the valves, or he actuates the BALANCE switch. command also opens the feed interconnect
Actuating the BALANCE switch begins a lateral valve, which allows equalization of the last fuel
fuel transfer if the quantity of fuel in the trans- in the feed tanks.
ferring wing is at least 600 pounds.
The control for the feed interconnect is slaved
Setting the BALANCE switch to the TO RIGHT to the wing interconnect. Only the indication
position opens the left balance valve and si- lights are independent, signaling the state of
multaneously activates the left standby pump. the valve.
In this situation, fuel transfers under pressure
When the BALANCE switch is deactivated, the
from the left feed tank into the right wing tank.
two OPEN lights extinguish immediately, and
An orifice limits the transfer flow rate to approx-
the two IN TRAN lights illuminate, staying on
imately 2,000 pph, which prevents the left feed
until the valves close. The appropriate stand-
tank from being emptied even when the valve
by pump turns off unless it is commanded ON.
is open to prevent right wing overfill.
When the fuel quantity in the transferring wing
The same explanation applies to setting the tank is below 600 pounds, the respective bal-
BALANCE switch to the TO LEFT position, ance valves and wing interconnect valves close
except that the right balance valve and right automatically. The standby pump remains ac-
standby pump is activated. tive until the BALANCE switch is manually reset
to OFF.
Actuating the WING INTERCONNECT switch-
light opens the wing interconnect and feed The FQMC calculates the rear-most allowable
interconnect valves, and both the amber IN fuel distribution between the fuselage and for-
TRAN lights illuminate in the WING INTERCON- ward tank during consumption of batch No. 1
NECT switchlight and FEED INTERCONNECT fuel (upper portion of the fuselage tank). The
light. When the appropriate valve is completely FUEL XFER ABNORMAL message appears
open, the IN TRAN lights extinguish, and the during premature consumption of fuel in the for-
OPEN amber lights illuminate. Both wing tanks ward tank (due to a failure of internal fuel trans-
and feed tanks are now interconnected by an fer) which may cause exceedance of the rear
open pipe. flight envelope in some loading configurations.

5 FUEL SYSTEM
Fuel cannot enter directly outboard of rib 2 of The caution is inactive if any one of the dual
the low wing, but some fuel will directly migrate probes in the forward and fuselage tanks or in
outboard due to the feed tank overflow line, the center tank compensator has failed.
which terminates outboard of rib 2.
The FQMC compares fuel temperature with
When the WING INTERCONNECT switchlight is the lowest limit allowed for the fuel type select-
deactivated, the appropriate OPEN lights extin- ed on the refueling panel. Fuel temperature is
guish, and the IN TRAN lights illuminate until measured by a dedicated sensor in the right
the valves are completely closed. If the wing wing tank, and a green readout is displayed on
interconnect valve opened automatically as a the EICAS secondary page. The readout turns
result of the BALANCE switch command, then amber if a FUEL TANK TEMP LOW caution mes-
it closes automatically when the fuel quantity in sage is displayed or if data is invalid. Resolution
the transferring wing tank is below 600 pounds. is 1°C. On the secondary page of the EICAS, the
However, the manual OPEN/CLOSE control of FUEL TEMP display turns amber.

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Exceedance of that limit may cause sluggish relay, and the valve closes. The JETTISON
fuel flow among the various bays in the wing switch electromagnetic latch is released, and
tank and effectively reduce the usable fuel the switch reverts automatically to the OFF po-
quantity. The fuel type is preselected during sition. The standby pump also turns off.
refueling. This information is not lost during re-
set of the EICAS or power-down.

JETTISON SYSTEM
FUEL QUANTITY
Each line holds an electric motor-operated jet- SYSTEM
tison valve. The flight crew manually activates
the valve. The jettison rate is controlled by SYSTEM DESCRIPTION
the fixed restrictors attached to the lines. The
electric standby pumps automatically come on The fuel quantity system comprises systems for
when jettison is selected. both measuring and indicating fuel quantity.

The jettison valve automatically stops the jetti- MEASUREMENT SYSTEM

son of each side when fuel level in the respec-
tive wing tank drops below 600 pounds, as The fluid quantity measurement system (FQMS)
sensed by the fluid quantity measurement sys- measures the fuel quantity in each tank using
tem (FQMS). In this case, the associated stand- multiple probes (Figure 5-23). It also senses
by pump will automatically turn off. and provides oil and hydraulic levels.
There is no manual way to override the auto- Based on the correct fuel type input by the
matic shutoff. Therefore, the safe 600-pound pilot, the FQMS performs the following major
quantity in each wing tank is always available functions:
to the engines.
• Measures wing, feed, forward, center and
Activating the JETTISON switch opens the ap- fuselage tank fuel levels.
propriate valve, and the amber IN TRAN lights
• Computes, monitors, and provides fuel
illuminate. When the appropriate valve is com-
quantity information of each fuel tank and
pletely open, the IN TRAN light extinguishes,
total fuel through a dual ARINC 429 bus on
and the amber OPEN light illuminates. Fuel is
the EICAS. Monitors and provides fuel flow
jettisoned at a rate of 2,475 pounds every 15
measurements. Computes fuel leak detec-
minutes. Fuel is jettisoned from the standby
tion and provides messages to the EICAS.
pump pressure outlet upstream of the check
valves (so that the engine feed line is not di- • Measures and provides a FUEL LEVEL LOW
rectly affected), through horn tubes near wing message to the EICAS. Provides high-level
5 FUEL SYSTEM

rib No. 15 (inboard of the aileron surfaces). Jet- condition during refuel.
tisoned fuel clears all parts of the aircraft and
does not cause a fire hazard. When deactivat-
ing the switch, the appropriate OPEN light ex-
tinguishes, and the IN TRAN light illuminates
until the valve is closed. The indication origi-
nates from limit switches in each valve. The
switch also activates the appropriate stand-
by pump independently, whether the standby
pump switch is in AUTO, ON, or OFF.
When the fuel quantity in either wing tank is
less than 600 pounds or less than 130 pounds
in a feed tank, the FQMC removes the ground
signal from the relevant shutoff valve control

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• Measures and provides fuel temperature • Provides automatic stop of fuel jettison
information, and provides FUEL TANK and wing fuel active balance. Monitors
TEMP LOW message to the EICAS. and provides filter pop-out discrete sta-
• Measures and provides hydraulic fluid lev- tus to the EICAS. Monitors system perfor-
el and temperature measurements, and a mance for fault detection and isolation,
low-level message to the EICAS. with faults recorded in nonvolatile mem-
ory. Provides operator with display and
• Provides engine oil level message to the control of refuel and defuel operations.
EICAS.
• Sends results to the EICAS and mainte-
• Provides APU oil low-level message to the nance diagnostic computer (MDC) through
EICAS. the built-in test (BIT) functions.

DUAL WITH
HIGH LEVEL
DUAL

RIGHT FEED

FUSELAGE
TANK

DUAL

LEFT FEED

DUAL

5 FUEL SYSTEM
DUAL WITH
COMPENSATOR

FORWARD
TANK

CENTER TANK

DUAL

Figure 5-23. Fuselage, Forward, Center and Feed Tank Probes

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The wing tank quantities are displayed on both

INDICATION SYSTEM the primary and secondary pages of the EICAS.
Through the EICAS, the fuel quantity indication
The quantity units are normally green. They turn
system provides the pilot with accurate fuel
amber under either of the following conditions:
quantity data for each fuel tank in the aircraft
and provides the aircraft total fuel quantity as • If the fuel quantity in either wing tank is be-
well. It also provides caution messages. low 300 pounds
The forward, fuselage, and center tank quan- • If a fuel asymmetry of 300 pounds or more
tities are displayed on the secondary page of exists between the wing tanks.
the EICAS (Figure 5-24). The quantity units are
always green, and the units are displayed as Left and right feed tank quantities show on the
kilograms or pounds. Resolution is 10 pounds. secondary EICAS page. The units are normally
The readout is from the left FQMC, but switches green. However, each readout turns red when
over to the right FQMC in case of failure. There- fuel quantity is below 130 pounds. The fuel to-
fore fuel quantity information is available even tal shows on both the primary and secondary
if an L or R FQMC FAIL caution message is dis- EICAS pages. The units display in pounds. Res-
played. The normal sequence of consumption olution is 10 pounds. The fuel total turns amber
is from the tank, which is displayed highest on if a FUEL LEVEL LOW or L/R FQMC FAIL mes-
the EICAS. sage is displayed.
The FUEL USED indication on the EICAS sec-
ondary page is always green, unless the data is
invalid, in which case it turns amber. Resolution
is 1 pound. Information is from data integration
of both fuel flow transmitters. The expected ac-
curacy during a typical flight is up to 2% of the
initial fuel quantity.
An amber FUEL LEVEL LOW caution mes-
sage on the EICAS may be triggered by either

XXX.X XXX.X FEED TANK FUEL LOW FUEL (LBS) ENG OIL
L/R FQMC FAIL
N1
FUEL LEAK FUEL TEMP (JA–1) 20 67 PRESS 82
63.0 106.0 FUEL LEVEL LOW
L/R FUEL PRESS LOW FORWARD TANK 1790 34 TEMP 39
APR T/R L/R FUEL PUMP INOP FUSELAGE TANK 1800 OK QTY OK
L/R FUEL PUMP ON
ITT FUEL TANK TEMP LOW CENTER TANK 2670 HYDRAULICS
5 FUEL SYSTEM

650 1000 FUEL WING UNBAL

FUEL XFER ABNORMAL 2360 WING TANK 2360 92 FLUID QTY 95
L/R FUEL FILTER
L/R FUEL FILTER
170 FEED TANK 170 80 TEMP 80
REFUEL DOOR FUEL USED 80 OXYGEN
XXX.X XXX.X
N2
FUEL TOTAL 11320 PRESS 2150PSI
XXXX FF XXXX
XXXX WING XXXX
FUEL TOTAL (LBS) XXXXX
C ALT M C DIFF C RATE WEIGHT (LBS) PRESSURIZATION
TRIM
XXXXX –X.X XXXX AIL STAB PAYLOAD 2400 LDG ELEV 1000
L—VIB—R HYD PRESS
–6.6 B.O.W. 16740 CABIN TEMP 69 °F
3000 3000 GROSS 30460 COCKPIT TEMP 71 °F
RUD
0

BRT BRT

PRIMARY PAGE SECONDARY PAGE

Figure 5-24. EICAS Primary and Secondary Page Displays

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low-level sensor. This caution message dis- NOTE

plays when the fuel level available to any en-
Fuel quantity data in the forward
gine is below 470 pounds (one wing and feed
tank, center tank, and fuselage tank
tank combined). The message is delayed until
are not affected by failure of one
the sensor is uncovered for 30 seconds mini-
FQMC.
mum. It resets after the sensor is covered with
fuel for 30 seconds minimum. If both FQMCs fail, no data regarding fuel is dis-
played on the EICAS. In addition, the jettison
The FUEL LEAK amber caution message on the
and active balance functions will not automat-
EICAS detects slow fuel loss. The FQMC com-
ically stop.
pares fuel consumed (based on integration of
data of both fuel flow transmitters) during an
interval of 10 minutes, with the difference of
measured fuel quantities during the same time
interval. The message appears if the difference
exceeds 10% of the consumed fuel and the sit-
uation is repeated three times. Fuel leak detec-
tion is active only during cruise.
If an L or R FAIL FQMC amber caution message
is displayed on the EICAS, the fuel total readout
on the EICAS primary page becomes amber.
The remaining FQMC provides all control and
information, except in the following situations:
• If the left FQMC fails, functions are lost as
follows:
º No automatic stopping of jettison from
left wing tank
º No left wing tank fuel quantity indication
º No FEED TANK FUEL LOW message as
related to the left feed tank
º No FUEL LEVEL LOW message as relat-
ed to right side fuel system
º No right engine fuel flow indication
º No FUEL WING UNBAL indication

5 FUEL SYSTEM
º No left FUEL FILTER indication
• If the right FQMC fails, the same functions
are lost for the opposite side, along with
the following additional functions:
º No FUEL TANK TEMP LOW caution, and
no fuel temperature indication
º No caution on impending fuel overflow
during refueling
º No caution if the refuel door is open
º No automatic refueling mode and no fuel
quantity indication on the refueling and
defueling panel

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The FQMC communicates with the refuel/defu-

COMPONENT DESCRIPTION el panel for refueling.

FLUID QUANTITY MEASUREMENT TANK PROBES

COMPUTER
The single or dual tank probes are capacitance
The fluid quantity measurement computer units located within the various fuel tanks
(FQMC) has dual-channel processors for inde- (Figure 5-25). The units measure and provide
pendent/isolated left and right tank signal pro- fuel level information. The tank probe data is
cessing. Each FQMC channel is connected to sent to the FQMC for accurate fuel quantity
its own circuit breaker powered by the aircraft computations.
28-VDC emergency bus. The low-level signals
are processed by the opposite-side processor. All measured tank unit data outputs are sent
to the FQMC in the form of capacitance values
No aircraft calibration or adjustment is required for fuel quantity data processing. Failure of the
at aircraft installation or with tank unit replace- tank units in each fuel tank are detected by the
ment. The FQMC monitors and processes all FQMCs BIT.
data on fuel quantity, flow, and temperature in
the right wing. It also monitors and processes
data on the hydraulic reservoir fluid level, APU
oil low level, engine oil low level, fuel, and fil-
ter pop-out status. The FQMC sends all data
through the dual ARINC 429 data bus to the
EICAS to alert and inform the pilot of unsafe or
abnormal conditions. The FQMC includes a BIT
for the FQMC and tank units.

FUEL HIGH
LEVEL SENSOR

PILOT FLOAT
VALVE
5 FUEL SYSTEM

FORWARD FORWARD
VENT LINE VENT LINE
RIB 6 RIB 2 RIB 0 RIB 0 RIB 2 RIB 6
RIGHT WING LEFT WING

FUEL
FUEL
SENSOR
SENSORS
PARTITION

Figure 5-25. Tank Probes

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COMPENSATOR FUEL FLOW TRANSMITTER

Compensators mounted on a tank unit probe Each fuel flow transmitter measures the mass
(single or dual) are located in both wing tanks fuel flow rate to each engine and generates a
and the center fuel tank. The compensators signal relating to its magnitude. The information
provide the measured fuel characteristics to is processed by the FQMC and provided to the
the FQMC to compensate for fuel variation. EICAS. Failure of the fuel flow transmitter is de-
tected by the FQMC BIT.
The measured compensator data outputs are
sent to the FQMC in the form of capacitance
values for fuel quantity data processing. Failure FUEL TEMPERATURE SENSOR
of the compensators in each tank is detected A dedicated fuel temp sensor in the right wing
by the FQMC BIT. provides fuel temperature data to the right
channel of the FQMC.
LOW-LEVEL SENSOR
The FQMC then provides the data to the EICAS
A low-level sensor (LLS) probe is located in for fuel temperature.
both wing fuel tanks to measure the fuel level
and provide fuel height information to the op-
posite FQMC channel for backup or low fuel
level caution indication. Failure of each LLS is
detected by the FQMC BIT.

HIGH-LEVEL SENSOR
One high-level sensor (HLS) probe is located in
the fuselage fuel tank to detect fuel high-lev-
el condition and provide the information to the
FQMC for high fuel level warning indication.
Failure of the HLS is detected by the FQMC BIT.

REFUEL AND DEFUEL PANEL

The refuel and defuel panel (RDP) is located
above the right wing refueling port. It is oper-
ated by the ground refueling and maintenance
crews. The RDP is powered by the aircraft 28-

5 FUEL SYSTEM
VDC right hot battery bus. The RDP provides
both automatic and manual refueling and defu-
eling controls and displays.

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 GULFSTREAM G200
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QUESTIONS
1. Feed tanks supply fuel to their respective 4. Assuming full tanks, which batch would be
engines by means of either a feed jet pump depleted first?
or an electric standby pump. Where do the A. Feed tank batch is depleted first.
feed tanks receive fuel from?
B. Center tank batch is depleted first.
A. Directly from the lower fuselage tank
by gravity and jet transfer pumps C. Upper fuselage tank batch is depleted
first.
B. Directly from the forward tank by grav-
ity and jet transfer pumps D. Forward tank batch is depleted first.
C. Directly from the wing tanks by jet
transfer pumps alone 5. In order to use the fuel jettison system, how
much fuel must be available?
D. Directly from the wing tanks and cen-
ter tank by gravity feed and jet transfer A. More than 600 pounds in either wing
pumps tank
B. More than 600 pounds in both feed
2. What purpose do ribs in the wing tanks tanks
serve? C. More than 600 pounds in either feed
A. They provide a structure and seal to tank
form the wing tanks. D. More than 600 pounds in both wing
B. They contain openings that serve as tanks
baffles to prevent fuel sloshing.
C. They restrict the lateral flow of fuel 6. During a complete refueling, which tank(s)
in the wings during maneuvering for is (are) filled last?
more accurate quantity indications. A. Forward tank
D. They contain pilot controllable flapper B. Feed tanks
check valve (FCV’s) that allow restrict-
C. Wing tanks
ed fuel flow to the feed tanks.
D. Upper fuselage tank
3. How many fuel drains are in the Gulfstream
G200 fuel system?
A. Five
5 FUEL SYSTEM

B. Six
C. Seven
D. Eight

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7. Which condition will NOT cause the fuel 9. What divides the upper and lower sections
standby pump to turn on? of the fuselage tank?
A. Whenever the fuel pressure at the A. A metal partition divides the upper and
engine inlet falls below 6.0 psig with lower sections of the fuselage tank to
the standby pump switch in the OFF ensure the correct burn sequence.
position B. A mid-level float switch stops the
B. When the PRE-CHECK TEST/DEFU- transfer of fuel from the upper portion
EL switch is set to the DEFUEL posi- of the fuselage tank to ensure the cor-
tion on the exterior fueling panel with rect burn sequence.
the standby pump switch in the OFF C. A standpipe drains just the upper por-
position tion of the fuselage tank by gravity, al-
C. While jettisoning fuel with the standby lowing the lower portion of the tank to
pump switch in the OFF position be used later in the burn sequence.
D. When laterally balancing the fuel with D. The upper and lower fuselage tanks
the standby pump switch in the OFF are two separate bladder type tanks
position that feed at different times in the burn
sequence.
8. What does a flashing IMBALANCE warning
on the exterior fueling panel indicate? 10. What will cause the FUEL XFER ABNOR-
A. The fuel quantity in each wing tank MAL message to appear on the EICAS?
differs by more than 600 pounds and A. The forward tank is transferring too
must be manually stopped. early.
B. The fuel quantity in each feed tank B. The forward tank fails to empty at the
differs by more than 300 pounds and appropriate time.
must be manually stopped. C. One of the two fuel probes in the for-
C. The fuel quantity in each feed tank dif- ward tank fails.
fers by more than 600 pounds and, if D. One of the fuselage fuel probes fails.
in auto refueling mode, will automati-
cally terminate.
11. Fuel temperature is measured by a dedi-
D. The fuel quantity in each wing tank dif- cated sensor. Where is it located?
fers by more than 300 pounds and, if
in auto refueling mode, will automati- A. In the left wing tank
cally terminate. B. In the right wing tank

5 FUEL SYSTEM
C. In the forward tank
D. In the fuselage tank

12. The fluid quantity measurement system

(FQMS) does NOT indicate which of the
following?
A. Fuel quantity
B. Oil quantity
C. Hydraulic fluid quantity
D. Potable water quantity

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GULFSTREAM G200
PILOT TRAINING MANUAL

CHAPTER 6

AUXILIARY POWER UNIT

CONTENTS
Page

INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
SYSTEM DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Electronic Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Air Inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Fuel Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
COMPONENT DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Load Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Surge Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Air Inlet Door. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Fuel Shutoff Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Fuel Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Oil and Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Fire Warning and Extinguishing System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
CONTROLS AND INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Overhead Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
ECS Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
APU Maintenance Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
6 AUXILIARY POWER

Starting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Normal Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
SYSTEM

Automatic Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12

LIMITATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14

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 GULFSTREAM G200
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ILLUSTRATIONS
Figure Title Page

6-1 Installed APU—Left Side View. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2

6-2 Installed APU—Top View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
6-3 APU Controls and Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6-4 Maintenance Panel APU Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
6-5 APU Messages—EICAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
6-6 APU Starting Schedule. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
6-7 APU In-flight Load Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
6 AUXILIARY POWER
SYSTEM

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CHAPTER 6

AUXILIARY POWER UNIT

INTRODUCTION
The Honeywell GTCP36-150 IAI (Israel Aircraft Industries, Ltd.) auxiliary power unit (APU) provides
both electrical power and bleed air.

GENERAL
The APU is a computer controlled, self-­ The APU is located in the tail section of the air-
contained, fully automatic, gas turbine engine craft and is accessed through a maintenance
equipped with a 28 VDC, 400-amp starter gen- panel on the left side of the tail cone.
erator. The generator can supply power inde-
pendently or in parallel with the aircraft gener- A fire protection system is installed in the APU
ators. It cannot be used in parallel with external compartment. The fire protection system in-
power. The APU requires only DC electrical cludes independent fire detection and fire
power for starting, a fuel supply and control in- extinguishing agent supplied by the right fire
put signals from the aircraft for ­operation. bottle.
6 AUXILIARY POWER
SYSTEM

Main Menu
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 SYSTEM
6 AUXILIARY POWER

6-2
Main Menu
GENERATOR COOLING FIRE-EXTINGUISHING
INLET DUCT LOAD CONTROL PIPE BLEED DUCT SURGE CONTROL
VALVE VALVE
GULFSTREAM G200
PILOT TRAINING MANUAL

AIR EXHAUST DUCT

THERMAL
INSULATION

FOR TRAINING PURPOSES ONLY

APU MAIN MOUNT
INLET VENT SCREEN

FIRE DETECTOR
DRAIN MAST
FUEL PIPE
GENERATOR GENERATOR
PILE CABLES EXHAUST DUCT

Figure 6-1. Installed APU—Left Side View

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engine starts, acceleration and operation. The

SYSTEM DESCRIPTION powerplant consists of the following:

The APU (Figure 6-1) consists of the following • Single-stage, centrifugal compressor
components: • Reverse-flow, annular combustor
• Powerplant • Single-stage, radial-inflow turbine
• Electronic Control Unit (APU ECU)
• Air inlet
ELECTRONIC CONTROL UNIT
• Exhaust system The APU ECU automatically controls en-
gine rpm and EGT. In addition, the APU ECU
• Fuel control system monitors oil temperature and oil pressure
throughout start, acceleration, idle and full
POWERPLANT load operations. The APU ECU will automat-
ically shutdown the APU for the following
The powerplant is essentially a self-contained situations:
power source that requires only an external
supply of fuel and electrical power to maintain • Fire
a constant rated output. An integral system • Overspeed
of pneumatic and electromechanical controls
provides automatic and coordinated control of

GENERATOR EXHAUST DUCT

AIR INLET DOOR

AIR INLET

6 AUXILIARY POWER
SYSTEM

GENERATOR COOLING
INLET DUCT

Figure 6-2. Installed APU—Top View

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 GULFSTREAM G200
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• Overtemperature
• Low oil pressure COMPONENT
• Loss of EGT
• Loss of RPM
DESCRIPTION
• High oil temperature
LOAD CONTROL VALVE
• No acceleration
The load control valve (LCV) is an electrical-
• No start
ly controlled, normally closed butterfly valve.
The APU ECU is mounted in the aft equipment When the pilot selects APU on the environmen-
bay on the left side above the door. tal control system (ECS) air selector switch in
the cockpit, the APU ECU commands the LCV
AIR INLET to open. This allows bleed air to flow to the
ECS. Should the EGT rise above 655°±14°C the
The APU air inlet provides for the control and APU ECU will modulate the LCV to reduce the
passage of air from the exterior of the aircraft bleed airflow to maintain the EGT at 655°±14°C.
to the APU compressor air inlet plenum. The air
inlet is located in the APU compartment, direct-
ly to the right of the APU. The air inlet consists
SURGE CONTROL VALVE
of the following: The surge control valve (SCV) is electrically
controlled by the APU ECU and pneumatically
• Air inlet door
actuated by compressor discharge pressure.
• Inlet door actuator The SCV helps to prevent compressor stalls
• Air inlet duct by allowing a small amount of compressor dis-
charge pressure to bleed overboard, reducing
back pressure on the compressor. The SCV is
EXHAUST SYSTEM energized at 10% rpm and is fully open at ap-
proximately 60% rpm. When the ECS HI FLOW
The exhaust system provides sound attenua-
pushbutton is selected to HI FLOW, the SCV
tion and exhaust gas conduction. It also acts
closes due to higher EGT.
as a thermal barrier to shield the APU compart-
ment from exhaust gases. The exhaust duct, lo-
cated in the tail cone, directs gases aft from the AIR INLET DOOR
aircraft. The duct minimizes exhaust back-pres-
sure effects on the APU. The APU air inlet door is located on the right
side of the tail cone (Figure 6-2). It is attached
to the air inlet duct and opens outward. The
FUEL CONTROL SYSTEM door is opened and closed by an electrome-
chanical actuator powered by 28 VDC from the
The APU engine fuel and control system op-
right distribution bus. The door is controlled by
erates automatically. It regulates fuel flow to
the APU MASTER switch on the overhead con-
maintain engine governed speed under vary-
sole in the cockpit. The door is fully open at 55°
ing load conditions. Fuel to the APU is supplied
for both ground and inflight operations. When
from the aircraft’s right feed tank through an
closed, the door conforms to the fuselage and
aircraft mounted shutoff valve.
6 AUXILIARY POWER

provides a smooth aerodynamic surface on the

exterior of the aircraft. Air flows through the
open air inlet door into the compressor air inlet
SYSTEM

plenum.

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When the APU MASTER switch is selected to

the ON position, power is supplied to the door FUEL SHUTOFF VALVE
open relay through the APU ECU. When the
The shutoff valve is a normally closed (sprin-
door is fully open, the APU DOOR OPEN status
gloaded), electrically opened (28 VDC), fully
message illuminates on the engine indication
automatic valve. It is mounted in the fuel line
and crew alerting system (EICAS) and the APU
between the fuel control and fuel atomizer as-
can be started. When the APU MASTER switch
sembly. During start, the APU ECU applies 28
is selected to the DOOR CLOSE position, pow-
VDC to the valve solenoid at 10% RPM, opening
er is supplied to the door close relay through
the valve to initiate fuel flow. The shutoff valve
a time-delay relay that allows the APU to wind
then remains open until a shutdown signal is
down. The APU DOOR IN TRANSIT status
generated. The shutdown can be initiated by
message on the EICAS will illuminate during
the pilots using the cockpit stop switch, or au-
door transit. The APU DOOR CLOSED status
tomatically by the APU ECU when an operating
message will illuminate when the door is fully
limit is exceeded and a protective shutdown is
closed.
warranted. In all cases, when 28 VDC power is
The door is operated by an electromechan- removed, spring pressure closes the valve.
ical actuator. It consists of the following
components: FUEL CONTROL UNIT
• Electric motor The fuel control unit (FCU) is a positive-dis-
• Actuator rod placement, gear-type pump that provides flow
capability in excess of APU demands. An inlet
• Reduction geartrain
fuel filter is part of the FCU, and incorporates
• Two limit-position switches a filter bypass valve. A torque motor, differen-
• Housing tial pressure valve, and ultimate relief valve
make up the metering section. In addition, the
The actuator is located on the fuselage adja- FCU includes fuel inlet and outlet ports, as well
cent to the air inlet door. The rod end of the as pressure tap plugs for gage installation to
actuator is attached to the air inlet door. check inlet supply pressure and FCU pump dis-
charge pressure.
When the MASTER control switch is ON, pow-
er is supplied to the door retract (open) relay The fuel control unit consists of the following:
(through the APU ECU). The actuator rod be-
gins to retract. The actuator retracts the door to • Inlet filter
pull it open to the 55° position. It is stopped by • High-pressure pump
an open-limit switch. Simultaneously, the APU
• Screen
DOOR OPEN status message illuminates on
the EICAS. • Torque motor
When the MASTER switch is positioned to • Metering valve
DOOR CLOSE, power is supplied to the door • Ultimate relief valve
extend (close) relay through the time-delay re-
lay. The actuator rod extends when the air in- • Differential pressure regulator
let door is fully closed. The actuator operation • Filter bypass valve
is stopped by the close-limit switch. The APU
6 AUXILIARY POWER

DOOR IN TRANSIT status message illuminates

during door transit. The APU DOOR CLOSE
status message on the EICAS illuminates when
SYSTEM

the door is fully closed.

Main Menu
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 GULFSTREAM G200
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provided on the engine start and cruise condi-

OIL AND LUBRICATION SYSTEM tions primary pages.
The APU has a self contained, two-quart capac-
ity lubrication system. It provides pressurized
and splash lubrication for all gears, shafts and
OVERHEAD PANEL
bearings within the engine. The oil filler cap is The overhead panel has the following APU
located on the left side of the accessory gear control switches (Figure 6-3).
drive and can be accessed through the APU
maintenance panel. The oil system has a glass CIRCUIT BREAKERS
sight gage on the right side of the accessory
The APU circuit breakers are located on the
gear drive for visual reference and an electron-
overhead panel. Circuit breakers and their
ic sensor to monitor the oil level when the APU
function are listed below:
is not in operation. If the oil level becomes low,
the APU OIL LEVEL LOW status message will • ECU—Enables power to transfer to the APU
appear on the EICAS. In order to service the ECU from the emergency bus
APU oil system, the cannon plug for the elec-
• CONTR—Enables power to transfer to the
tronic sensor, which is located on top of the
MASTER switch from the emergency bus
cap, must be removed first.
• DOOR—Enables power to transfer to the air
inlet door actuator from the R DISTR BUS
FIRE WARNING AND
• GEN—Enables power from the emergen-
EXTINGUISHING SYSTEM cy bus to the APU Generator Control Unit
The APU fire warning and extinguishing con- (GCU)
trols are located on the overhead panel. The
APU fire warning system is separate from the APU FIRE SWITCHLIGHT
engine fire warning system. The APU uses the
The APU FIRE switchlight is located on the
right fire bottle for extinguishing. For a more
overhead panel. A red APU FIRE light indicates
detailed explanation on Fire Protection, see
that a fire has occurred in the APU compart-
Chapter 8.
ment and the APU has automatically shutdown.
When the switchlight is pressed, the right fire

CONTROLS AND extinguisher bottle APU discharge cartridge is

armed and fuel to the APU is shutoff.

INDICATIONS ARM/EMPTY SWITCHLIGHT

APU controls consist of switches, relays, and The ARM/EMPTY switchlight is located on
electronic equipment to control starting, stop- the overhead panel. The green ARM light il-
ping, and normal operation of the APU. The luminates after the APU FIRE switchlight is
APU controls are located on the overhead pan- depressed to indicate that the right fire ex-
el in the flight compartment (Figure 6-3), and on tinguisher bottle APU discharge cartridge is
the maintenance panel. armed. When the ARM/EMPTY switchlight is
pressed, the green ARM light goes out and the
The APU can only be started from the flight
yellow EMPTY light illuminates to indicate that
compartment. Shutdown can be accomplished
6 AUXILIARY POWER

the right fire bottle is discharged.

from either the flight compartment overhead
panel or the maintenance panel.
SYSTEM

APU exhaust gas temperature indication and

speed monitoring are provided on the EICAS
engine start primary page. The APU warning/
caution and advisory/status messages are

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PILOT TRAINING MANUAL

APU

Figure 6-3. APU Controls and Indicators

PRESS TO TEST SWITCHLIGHT GENERATOR SWITCH

The PRESS TO TEST switchlight is located on RESET—Momentary-position, spring-loaded to
the overhead panel. It is pressed to test the the OFF position. It restores the field current in
APU fire protection system. When the switch- the generator.
light is pressed:
OFF—Disconnects generator output from the
• The APU FIRE switchlight illuminates to in- aircraft DC buses. It does not deenergize the
dicate the integrity of the sensor tube in the generator.
APU compartment.
ON—Connects the generator’s output to the
• The ARM/EMPTY switchlight illuminates to aircraft DC buses.
indicate continuity of the electrical circuits.
• The PRESS TO TEST switchlight illumi- MASTER SWITCH
nates (one green light) to indicate integrity
of the right extinguisher bottle discharge OFF—Shuts down the APU and leaves the air
6 AUXILIARY POWER

cartridge. inlet door open.

SYSTEM

DOOR CLOSE—Closes the air inlet door and

shuts down the APU.

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ON—Provides electrical power to the APU ECU

and energizes the APU circuits. Initiates the
FIRE BOTTLES PRESS TEST SWITCH
APU displays on the EICAS, opens the air inlet LH ENGINE BOTTLE—This position tests the
door and the fuel feed valve. pressure of the left extinguishing agent bottle.
If it is charged to 400 psi or greater, the NOR-
STARTER SWITCH MAL light above the switch illuminates.

OFF—Neutral position. No power is supplied to OFF—This is the normal switch position.

the APU ECU.
RH ENG/APU BOTTLE—This position tests the
START—Momentary, spring-loaded position. pressure of the right engine/APU extinguish-
Initiates the start cycle. ing agent bottle. If it is charged to 400 psi or
greater, the NORMAL light above the switch
STOP—Momentary, spring-loaded position. In- illuminates.
serts a false overspeed signal into the speed
sensing circuit, causing the APU to shut down.
The inlet door remains in the open position. EICAS MESSAGES
There are several warning/caution (red/amber)
ECS SELECTOR and advisory/status (green/white) messages
associated with the APU. All messages are pre-
The Environmental Control System (ECS) selec- sented on the EICAS engine start or cruise con-
tor is located on the center pedestal. The con- dition primary pages (Figure 6-5).
trol knob has an APU position which is used
to select APU bleed air for air conditioning or
pressurization.
WARNING MESSAGES
APU FIRE—Indicates an APU fire.
APU MAINTENANCE CONTROLS APU BLEED AIR LEAK—Indicates a leak or rup-
A maintenance panel is located in the aft right ture in the APU bleed air ducts.
fuselage. The panel has the following APU con-
trols (Figure 6-4). CAUTION MESSAGES
APU FAIL—Indicates an APU malfunction; the
APU EMER KILL SWITCH APU automatically shuts down.
This switch is used for emergency APU shut- APU OIL PRESS LOW—Indicates the APU oil
down and arms the right fire bottle. pressure is low; the APU automatically shuts
down.
APU FIRE EXTING SWITCH
APU OIL TEMP HI—Indicates the APU oil tem-
When positioned ON, this switch discharges perature is high; the APU automatically shuts
the right extinguisher container, provided the down.
APU EMER KILL switch is in the STOP position.
APU BLEED OPEN—The APU bleed shutoff
valve is open when the ECS selector is not in
the APU position.
6 AUXILIARY POWER
SYSTEM

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M A I N T E N A N C E PA N E L
APU EMER APU FIRE FIRE BOTTLES
KILL EXTING. PRESS TEST

NORMAL

LH
STOP ON ENGINE 185W
BOTTLE
OFF OFF
RH
NORMAL ON ENG/APU
6 AUXILIARY POWER

BOTTLE
SYSTEM

Figure 6-4. Maintenance Panel APU Controls

Main Menu
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 GULFSTREAM G200
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APU GEN OVER LOAD—The APU load exceeds

400 amps for more than 40 seconds or 500
STATUS MESSAGES
amps for more than 10 seconds on the ground; APU OIL LEVEL LOW—The APU oil quantity is
or the APU load exceeds the inflight load limit. low.
R ENG/APU FIRE BTLE—Indicates that the right APU DOOR CLOSED—The APU MASTER
fire extinguisher bottle pressure is below 400 switch is in the ON or DOOR CLOSE position
psi. and the APU door is closed.

ADVISORY MESSAGES R ENG/APU FIRE BTLE—Right engine/APU fire

extinguisher bottle pressure is below 400 psi.
APU READY—The APU is on and running. Displayed in flight only. An amber caution in-
dication for this message is displayed on the
ground.

95.0 95.0 APU FIRE

APU BLEED AIR LEAK
N1 APU FAIL
95.0 95.0 APU OIL PRESS LOW
APU OIL TEMP HI
APU BLEED OPEN
APU GEN OVER LOAD
APU READY
APU OIL LEVEL LOW
ITT
APU DOOR CLOSED
800 800 APU DOOR OPEN
APU GEN OFF
GEAR
DN DN DN
SLATS K FFLAPS
100.0 N2 100.0 UP UP
1900 F.F. 1900
2360 WING 2360 DN DN 0
APU
FUEL TOTAL (LBS) 12000
100 RPM EGT 390
C ALT C DIFF C RATE
TRIM
1000 3.4 0 AIL STAB
L—VIB—R HYD PRESS

3000 3000 4.7

RUD
0
6 AUXILIARY POWER

BRT
SYSTEM

Figure 6-5. APU Messages—EICAS

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APU DOOR OPEN—The APU MASTER switch 6. When the APU engine speed reaches 50%
is in the ON or DOOR CLOSE position and the rpm, the starter circuit is disconnected.
APU door is open. 7. At 60% rpm the surge control valve is fully
APU DOOR IN TRANSIT—The APU MASTER open, dumping a small percentage of com-
switch is in the ON or DOOR CLOSE position pressor discharge air overboard, prevent-
and the APU door is in transit. ing engine surge.
8. As the engine speed reaches 99% rpm, the
APU GEN OFF—The APU is operating and the APU ECU deenergizes the ignition system.
APU generator is disconnected. The APU READY advisory message on the
EICAS illuminates and acceleration contin-
ues until the no-load governed speed of
SYSTEM OPERATION 100% rpm has been reached.

STARTING NORMAL SHUTDOWN

The APU is started by an integral starter-gener- The APU is shut down by positioning the
ator. Power is supplied by the aircraft right main STARTER switch, on the overhead panel, to
battery. Fuel to the APU is supplied from the STOP. This inserts a false overspeed signal into
right engine feed tank. the speed-sensing circuit, causing the APU to
shut down and the APU GEN OFF on the EICAS
APU starts are initiated using controls on the to illuminate.
overhead panel. APU controls are designed
for completely automatic start sequencing af- When the rpm drops below 9%, place the APU
ter initiation. The following sequence of events MASTER switch to DOOR CLOSE. After en-
describes a typical APU start (Figure 6-6): suring the APU DOOR CLOSED message is
on, turn the APU generator and APU MASTER
1. Place the APU MASTER SWITCH to ON. switch to the OFF position.
This provides power to the APU ECU, opens
the APU shutoff valve in the right main fuel A remote stop (APU EMERG KILL) switch, placed
feed line and the APU air inlet door. in parallel with the APU FIRE pushbutton, may
be used to shut down the APU from outside the
2. Place the right engine standby fuel pump aircraft during emergency conditions.
ON.
3. Place the APU STARTER switch to the
START position. This energizes the APU
start circuitry and provides power to the
starter-generator.
4. At approximately 10% rpm, the APU ECU
opens the APU fuel shutoff valve permitting
fuel flow to the fuel nozzle assembly.
5. At 10% rpm the ignition unit is energized,
allowing the igniter plugs to fire and the
surge valve to be signalled to be open.
6 AUXILIARY POWER
SYSTEM

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 GULFSTREAM G200
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RPM

100%
99%

NO LOAD
GOVERNED
SPEED

IGNITION UNIT
CIRCUIT OPEN
60%

50% SURGE CONTROL VALVE OPEN

START/STOP STARTER DISCONNECT

START

APU MASTER
ON
BATTERY 10%
SWITCH 1. FUEL SHUTOFF OPEN
ON 2. IGNITION ON
3. SURGE VALVE CIRCUIT CLOSES
TIME SECONDS
30 SECONDS MAXIMUM
RIGHT FUEL
PUMP ON
STARTER MOTOR
ENERGIZES
1. DOOR OPEN
2. FUEL VALVE OPEN

Figure 6-6. APU Starting Schedule

• No acceleration:
AUTOMATIC SHUTDOWN • Less than 0.1% per second 15 seconds after
The APU ECU automatically removes power initiating start
from the fuel solenoid valve and causes APU • Less than 0.3% per second 30 seconds af-
shutdown under any of the following c­ onditions: ter initiating start
• Overspeed—108% maximum • Less than 0.5% per second 60 seconds af-
ter initiating start
• Overtemperature—1,325°F EGT (718°C)
from 90% rpm to 100% rpm • No start—From 10% rpm to 95% rpm, EGT
less than 400°F for 30 seconds
• Low oil pressure—Below 31 psig (10 sec-
onds after reaching 95% rpm) • APU FIRE—Signal from APU fire detector
• Loss of EGT—Open thermocouple circuit
6 AUXILIARY POWER

• Loss of RPM—Open motion pickup trans-

ducer circuit
SYSTEM

• High oil temperature—325°F (136°C) for

more than 10 seconds

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When ground aircraft deicing is in progress, the

LIMITATIONS APU must be off with the door closed.

Maximum altitude for APU operation is 35,000 APU generator load limits:
feet MSL. • 400 amps on the ground
Maximum altitude for APU start is 35,000 feet • See Figure 6-7 for in-flight limitations
MSL.
Approved fuels—same as main engines
Do not operate the APU if any fire extinguisher
has been activated. Approved oils—same as main engines

The APU is not approved for unattended Use of ECS HI FLOW (mod 7141) is limited to
­operations. ground use only.

Allow a 5 minute cool-down period between Use of ECS low flow in flight is limited to 18,000
APU starts or between shutdown and next APU ft and 290 KIAS.
start.
Do not operate the APU if the right standby fuel
pump is inoperative.

6 AUXILIARY POWER
SYSTEM

Figure 6-7. APU In-flight Load Limits

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QUESTIONS
1. The APU ECU will NOT shutdown the APU 3. The air inlet door is opened and closed
for which of the following conditions? electromechanically. Where does it receive
A. High oil pressure its power from?
B. Overspeed A. The left avionics bus
C. Overtemperature B. The battery bus
D. Loss of EGT C. The emergency bus
D. The right distribution bus
2. Fuel is supplied to the APU from which fuel
source? 4. What is the maximum APU generator load
A. Left wing tank limit at 35,000 feet MSL?
B. Lower fuselage tank A. 68 amps
C. Right feed tank B. 120 amps
D. Forward tank C. 270 amps
D. 400 amps
6 AUXILIARY POWER
SYSTEM

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CHAPTER 7

POWERPLANT

7 POWERPLANT
CONTENTS
Page

INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
ENGINE DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
MAJOR SECTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Intake Fan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Combustion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Turbine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Exhaust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Accessory Gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
ENGINE SYSTEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Thrust Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Auto throttle system (ATS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
ENGINE OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Electronic Engine Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Engine Starting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Engine Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Forward Thrust. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Engine Synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Automatic Power Reserve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Engine Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Thrust Reverser Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
CONTROLS AND INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
Center Instrument Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28

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Pedestal Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28

Overhead Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
7 POWERPLANT

Circuit Breaker Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32

EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
LIMITATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38

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ILLUSTRATIONS
Figure Title Page

7 POWERPLANT
7-1 Components and Accessories. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7-2 Major Sections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7-3 Engine Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
7-4 Oil System Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
7-5 Fuel Distribution System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
7-6 Hydromechanical Metering Unit Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
7-7 Hydromechanical Metering Unit and Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
7-8 Fuel Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
7-9 Mechanical Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
7-10 Ignition Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
7-11 Thrust Reverser System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
7-12 Exhaust Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
7-13 Auto Throttle System Schedule. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
7-14 Idle N2/PALT Schedule. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
7-15 N1/TLA Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
7-16 PW306A Performance Rating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
7-17 Thrust Reverser Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
7-18 Thrust Reverser Hydraulic System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
7-19 Center Instrument Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
7-20 ENG DATA REC Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
7-21 Thrust Lever Quadrant Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
7-22 Overhead Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31
7-23 EICAS Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
7-24 Engine Vibration Indication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
7-25 Engine Vibration Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36

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TABLES
Table Title Page
7 POWERPLANT

7-1 FUEL PUMP CAPACITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9

7-2 MSD Examples. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
7-3 ATS DISPLAYS AND INDICATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
7-4 ENGINE INSTRUMENT MARKINGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37

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7 POWERPLANT
CHAPTER 7

POWERPLANT
INTRODUCTION
This chapter describes the powerplant installed on the Gulfstream G200. Included are descriptions
and operations of the engine oil, fuel, ignition, instrumentation, and the thrust reverser sections.
Powerplant limitations are also listed.

GENERAL
The Gulfstream G200 is powered by two Pratt (EEC) and a hydromechanical fuel control for fuel
and Whitney PW306A turbofan engines pro- scheduling and to operate the variable guide
ducing 6,040 pounds of static thrust at 26.7° vane system. High and low pressure bleed air
C. The engines are mounted with pylons on is extracted from the compressors for the en-
the upper aft fuselage and are equipped with vironmental, anti-icing, and other pneumatic
thrust reversers. They are two-spool engines subsystems.
with full-length annular bypass ducts. The core
airflow passes through variable compressor in- The engine oil system supplies oil to each en-
let guide vanes, which will optimize compres- gine to lubricate and cool engine bearings and
sor performance and specific fuel consump- other parts.
tion. The guide vanes direct airflow into the
high-pressure compressor preventing surges
throughout various operating conditions. Pow-
er management is provided by a dual-channel
full authority digital engine control (FADEC).
The FADEC utilizes an electronic engine control

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Figure 7-1 shows the locations of the major en-

ENGINE DESCRIPTION gine components and accessories.
7 POWERPLANT

The two shafts (spools) in the engine are con-

centric, but not connected. The inner low-
speed shaft (N1) is driven by a three-stage,
MAJOR SECTIONS
low-pressure turbine at the rear. This shaft
drives the low-pressure (LP) compressor (fan). GENERAL
The outer high-speed shaft (N2), driven by the
two-stage high-pressure (HP) turbine, drives For descriptive purposes the engine is divided
the high-pressure compressor and the acces- into six major sections (Figure 7-2) as follows:
sory gearbox. • Intake fan (inlet)
The air enters the engine through the nacelle • Compressor
inlet. The fan accelerates the air rearward, • Combustion
where concentric ducts split the air mass into
bypass and core airflow. The bypass air passes • Turbine
through a single stage of stators and a faired • Exhaust
bypass duct. It then exits with the core flow
• Accessory gearbox
through a common mixing duct.
The core airflow passes through variable in- INTAKE FAN
let guide vanes. The vanes provide optimum
airflow into the HP compressor. Both sets of The intake fan section consists of the ­following:
vanes are hydraulically actuated by fuel pres-
sure from the hydromechanical fuel control. • Fan
This is controlled by the electronic engine • Inlet cone
control. The core air then passes through four • Fan case
axial stages and one centrifugal stage of the
HP compressor. The core airflow also passes • Inner stator
through diffuser tubes, which convert velocity • Outer stator
to static pressure. The diffused air enters the
• Intermediate case
straight annular combustion chamber where it
mixes with the engine fuel. The LP shaft (N1) drives the fan from the LP
turbine, providing airflow to the core and by-
A single tube manifold supplies fuel to 24 air pass section of the engine. The inlet cone di-
blast fuel nozzles, which inject the fuel into the rects airflow onto the fan blades. The cone
combustion chamber. Two of the fuel nozzles is secured to the front of the LP compressor
have an additional fuel supply line to provide a shaft by a tie rod and is continuously anti-iced
separate primary fuel flow for ease of starting. with P2.8 bleed air. The fan case is made from
During starting, two igniter plugs provide igni- machined steel. It provides shrouding for the
tion. After ignition, combustion is continuous. low-pressure compressor (fan) and contains
The hot expanding gases leave the combustion the fan blades in the event of a blade rupture.
chamber and pass through the HP and then the The honeycomb inner lining of the fan case
LP turbines. Aft of the turbines, the gases mix provides noise suppression and supports the
with the bypass airflow and accelerate through inlet cowl and the inner and outer fan stators.
the exhaust duct to provide thrust.

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7 POWERPLANT
1 25

24
3 2 23

20
21
22 19
4

5 18

17
9

10
11
12 13 14 15 16

1. Engine inlet total temperature sensor (TTO) channel A 14. Accessory gearbox chip detector
2. Engine inlet total temperature sensor (TTO) channel B 15. Oil filter
3. Engine inlet total pressure sensing port (PT) 16. P3 transducer
4. Low pressure compressor (fan) 17. P3 line to transducer
5. Inlet cone 18. Electrical connector, external harness to rear core
6. Electrical connector, airframe connector to EEC channel B harness channel B
7. Electrical connector, airframe connector to EEC channel A 19. Electrical connector, external harness to rear core
8. Electronic engine control (EEC) harness channel A
9. EEC trim plug 20. HP air bleed port (P3)
10. Starter/Generator drive 21. LP air bleed port (P2.5)
11. Oil pressure adjustment valve 22. Electrical connector, external harness to front core
12. AGB oil drain harness channel A
13. Oil tank drain port 23. Oil level sight glass
24. Oil filler cap
25. Engine total air pressure line to EEC

Figure 7-1. Components and Accessories

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The inner stator guides primary airflow toward

the HP compressor. These stator guides are COMPRESSOR
7 POWERPLANT

anti-iced by P2.8 bleed air flowing into the in-

The compressor section consists of the HP
termediate case when selected by the pilot.
compressor, variable guide vanes (VGVs), and
Outer stators guide bypass airflow through
compressor bleed valves. The HP shaft drives
the bypass duct. The intermediate case is the
the HP compressor from the HP turbine. The
main structural member of the engine. It sup-
HP compressor provides the correct air volume
ports the fan case and outer bypass duct. The
and pressure for combustion. It also provides
accessory gearbox (AGB) is suspended below
bleed air for rudder bias, the environmental
the intermediate case. A tower shaft going
control system (ECS), engine anti-ice and air-
through the intermediate case connects to the
craft de-icing. The VGVs optimize compressor
AGB.
performance and specific fuel consumption.
They also allow surge protection during var-
ious operating conditions. Four compressor
bleed valves prevent compressor stalls during
start, low power operation, and transient condi-
tions. These valves prevent stalls by bleeding
compressor interstage air into the bypass duct.

INTAKE COMPRESSOR COMBUSTION TURBINE EXHAUST

ACCESSORY
GEARBOX

Figure 7-2. Major Sections

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COMBUSTION ACCESSORY GEARBOX

7 POWERPLANT
The combustion section consists of a straight A vertical tower shaft, driven by the high-speed
flow annular combustion chamber located aft shaft (N2) extends down to the accessory gear-
of the HP compressor. The combustion cham- box and meshes with the starter generator
ber does the following: gear. The AGB provides mounting pads for and
drives the permanent magnet alternator and
• Controls the mixing of fuel and air hydromechanical fuel control. It also drives the
• Provides containment for the combustion oil pump, hydraulic pump, starter generator,
gases and N2 speed sensors.
• Directs the combustion gases through the The permanent magnet alternator provides
turbine for expansion power to the FADEC and related relays and so-
Twenty-four equally spaced fuel nozzles are lo- lenoids when the engine is running above 25%
cated in the combustion chamber. In addition N2. This allows the FADEC to be independent
two igniter plugs provide ignition during en- from the aircraft electrical power.
gine start up and also can be used inflight.

TURBINE ENGINE SYSTEMS

The engine systems include the following:
The turbine section consists of a two-stage HP
turbine and a three-stage LP turbine. The two- • Oil system
stage HP turbine powers the HP compressor,
and the three-stage LP turbine powers the fan. • Fuel system
Eight temperature probes are located in the • Thrust management system
gas flow between the HP turbine and the LP • Ignition system
turbines. They connect through a harness to
provide interstage turbine temperature (ITT) • Exhaust system
indications for the FADEC and the cockpit in-
dicator. Gases leaving the turbine section exit OIL SYSTEM
to the atmosphere through the exhaust duct.
DESCRIPTION
EXHAUST The oil system (Figure 7-3) is designed to pro-
The exhaust section consists of the core and vide cooled, clean oil under pressure to the en-
bypass air ducts, the exhaust cone, and the gine bearings, tower shaft bushing, and AGB.
forced mixer nozzle. The core exhaust section
directs combusted gases to the atmosphere.
The bypass exhaust section directs fan bypass
air to the atmosphere. The exhaust cone hous-
es the two N1 speed probes and a mechanical
shut-off mechanism. The forced mixer noz-
zle accelerates the core gas exhaust to pro-
duce thrust, while mixing the core and bypass
streams together to reduce noise and optimize
performance.

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ANTISYPHON
BREAK

OIL
RETURN TANK
TO VENT
TANK
STRAINER
STRAINER
NO. 2 BEARING

NO. 3 BEARING NO. 4

NO. 1 BEARING
BEARING OIL PRESSURE
INDICATOR
TOWER
SHAFT OIL
BUSHING TANK
OIL
PRESSURE TEMPERATURE
PUMP AGB INDICATOR
AGB BREATHER
LOW
AGB OIL PRESSURE
SCAVENGER SWITCH
CHIP SUMP
PUMP
DETECTOR

BYPASS NO. 3 AND 4 BEARINGS

PRESSURE VALVE SCAVENGER PUMPS
ADJUSTING OIL FILTER
AND COLD RESTRICTOR
FUEL-OIL
START VALVE HEAT
EXCHANGER
6

PRESSURE
BYPASS VALVE

Figure 7-3. Engine Oil System

The four oil pumps on the accessory gearbox

include one pressure pump, three scavenge
OPERATION
pumps, an oil pressure adjustment valve, and a The oil is drawn from the oil tank and pumped
chip detector. The oil tank, inside the interme- through a gear-type pump and a 10-micron fil-
diate case, is formed by the walls separating ter. To ensure lubrication in case of filter block-
the core airflow from the bypass airflow. The oil age, the filter bypass valve is set to open if
filler neck and cap are located on the outboard the pressure drop across the filter reaches 35
side of the intermediate case and incorporate a psid. Some oil exiting the pump is continuous-
sight glass for viewing the oil level. The oil tank ly recirculated back to the pump inlet through
capacity is 2.11 US gallons. the oil pressure adjustment valve, built into the
pump cover maintaining oil pressure between
36-80 psid. This maintains the pressure within
preadjusted values. Oil then flows to the fuel/
oil heat exchanger and to the system.

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Oil then enters the top of the intermediate case are each scavenged by separate gear-type
via an external pipe. From here, it is distributed pumps, which mount inside the AGB. Both

7 POWERPLANT
to the No.1, No. 2, No. 3, and No. 4 bearings and pumps discharge oil directly into the AGB
the tower shaft bushing. sump. The No. 3 bearing scavenge pump con-
tains a ball-type bypass valve that vents bear-
The oil exits the intermediate case through an ing cavity air pressure directly to the AGB. This
external line and enters the AGB to lubricate prevents flooding the No. 3 bearing cavity at
the starter gears. The AGB gears and bearings high power. The AGB scavenge pump returns
are lubricated by oil splashing continuous- scavenge oil to the tank.
ly from the AGB sump. Oil exits the AGB on
the right side through an external steel pipe
to feed the pressure indicating system. Mesh INDICATING
screens are located immediately upstream of The oil pressure and temperature are digitally
all main oil nozzles. displayed on the EICAS (Figure 7-4). Oil quantity
The No.1 and No. 2 bearings scavenge into the is displayed on the EICAS secondary page on
AGB by gravity. The tower shaft housing pro- the ground after engine shutdown.
vides passage for scavenged oil from the No. 1
and No. 2 bearing cavities to drain to the AGB
sump. The No. 3 and No. 4 bearing cavities

FUEL (LBS) ENG OIL

FUEL TEMP (JA–1) 20 67 PRESS 82
FORWARD TANK 1790 34 TEMP 39
FUSELAGE TANK 1800 OK QTY OK
CENTER TANK 2670 HYDRAULICS

2360 WING TANK 2360 92 FLUID QTY 95

170 FEED TANK 170 80 TEMP 80
FUEL USED 80 OXYGEN

FUEL TOTAL 11320 PRESS 2150PSI

WEIGHT (LBS) PRESSURIZATION

PAYLOAD 2400 LDG ELEV 1000

B.O.W. 16740 CABIN TEMP 69 °F
GROSS 30460 COCKPIT TEMP 71 °F

BRT

Figure 7-4. Oil System Indications

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

• Start and fuel dump valve

FUEL SYSTEM • Fuel manifold and nozzles
7 POWERPLANT

GENERAL • Mechanical fuel shut off

The engine fuel system (Figure 7-5) provides ENGINE DRIVEN FUEL PUMP
clean fuel at the required pressure and flow to
control power and to operate the VGV system. The fuel pump is a two-stage pump consisting
The fuel system is directly controlled through of an LP impeller first stage, and an HP pos-
the electronic engine control (EEC), with no itive displacement sliding vane second stage.
mechanical backup. The system comprises the The pump is mechanically driven from the
following: AGB through the permanent magnet alternator
(PMA). Table 7-1 shows fuel pump capacity un-
• Engine driven fuel pump der various conditions.
• Fuel filter
• Hydromechanical metering unit

FUEL FUEL/OIL
FILTER HEAT
EXCHANGER

SPILL FLOW
IN LINE BYPASS
FILTER VALVE
SCREEN MOTIVE FLOW OUTLET
IMPENDING MOTIVE FLOW START SECONDARY
LP FUEL

BYPASS AND SOLENOID SOLENOID FUEL

INDICATOR
FLOW EMERGENCY 22 MAIN
METER FUEL SHUTOFF (AIR ATOMIZING)
MAIN START (MECHANICAL) C
FUEL
FUEL DUMP O
HMU NOZZLES
VALVE M
HP
B
FUEL FUEL MANIFOLD U
PUMP PRIMARY DRAIN S
FUEL
IN LINE T
STRAINER 2 HYBRID O
RESTRICTOR (AIR ATOMIZING) R
FUEL
NOZZLES
VGV ACTUATOR VENT

ECOLOGY
TANK

EJECTOR

FUEL
SUPPLY

Figure 7-5. Fuel Distribution System

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PILOT TRAINING MANUAL

7 POWERPLANT
Table 7-1. FUEL PUMP CAPACITY

LP STAGE
RPM (N2) HP PRESSURE FLOW PRESSURE
RISE

1,126 (10%) 410 psi 400 pph

6,576 (57%) 430 psi 3,600 pph 25 psid

11,260 (100%) 1,080 psi 5,800 pph 70 psid

Note: Approximate fuel consumption SLTO = 2,246 pph

Fuel from the feed jet pump enters the engine • Acceleration and deceleration control
fuel pump first stage and in turn raises the fuel • N1 thrust control and shutdown
pressure for delivery to the second stage. Be-
fore entering the second stage the fuel passes • VGV positioning
through the fuel filter. Fuel then enters the HP
The EEC directly controls the HMU. Mounted
second stage where its outflow feeds the HP
on the starter-generator rear face (Figure 7-7),
section of the hydromechanical metering unit
the HMU meters fuel to the engine fuel nozzles,
(HMU).
VGV actuator, and aircraft motive flow system.
Fuel supplied to the HMU, in excess of engine
FUEL FILTER requirements, is bypassed to the fuel/oil heat
exchanger and passes through the fuel filter.
The fuel filter cleans the fuel by trapping any The fuel then returns to the fuel pump HP inlet.
foreign matter on its outer surface. Fuel enters
the filter from the first stage of the fuel pump Normal and overspeed engine shutdown is
where it is mixed with HMU bypass fuel. Fuel ­accomplished by opening both the overspeed
leaves the filter and flows to the fuel pump solenoid valve and the pump pressure relief
second stage. If foreign matter blocks the fuel valve. When energized, the solenoid valve
filter, a bypass valve opens, allowing unfiltered opens to allow flow between delivery pressure
fuel to the HMU. Valve opening occurs only if and bypass pressure across the pressure relief
the pressure drop across the filter reaches 35 valve. This resets the pressure relief valve to
psid. An EICAS message appears if the differ- open at 250 psid. At this pressure differential,
ential pressure reaches 22 psid. the minimum pressure valve closes to termi-
nate fuel flow to the engine. Opening the shut-
HYDROMECHANICAL METERING UNIT down solenoid valve provides another means
of shutdown from the engine fire protection
The hydromechanical metering unit (HMU) en- system.
ables the following (Figure 7-6):
• Engine starting
• Idle speed control

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 7-9
 7 POWERPLANT

LEGEND

7-10
HIGH PRESSURE FUEL

Main Menu
METERED FUEL

BYPASS FUEL
GULFSTREAM G200

FUEL/OIL HEAT
EXCHANGER FILTER REGULATED
PILOT TRAINING MANUAL

MINIMUM PRESSURE SERVO

VALVE
SERVO
MAIN DELIVERY
(SECONDARY)

PILOT DELIVERY WASH FLOW FUEL INLET OVERSPEED

(PRIMARY) FILTER SOLENOID VALVE

LP
HP PUMP PRESSURE
RELIEF VALVE

W/F METERING TO A/C

SPILL VALVE
VALVE JET PUMP

RESTRICTOR
FUEL PUMP MOTIVE FLOW

FOR TRAINING PURPOSES ONLY

(2ND STAGE) REGULATING
VALVE

SERVO
PRESSURE TO VGV
REGULATOR ACTUATOR MOTIVE
SHUTDOWN FLOW
SOLENOID SHUTOFF
VALVE VALVE

SOLENOID VALVE
W/F CONTROLLER VGV CONTROLLER

REV 2.4
Figure 7-6. Hydromechanical Metering Unit Schematic
GULFSTREAM G200
PILOT TRAINING MANUAL

7 POWERPLANT
FUEL INLET
FROM
AIRFRAME

OVERSPEED
SOLENOID REAR OF DRIVE
STANDBY HMU SHAFT
SHUTDOWN
SOLENOID
TO
FUEL FILTER
FUEL
PUMP

FUEL PUMP
CAVITY
WASH FLOW MOUNTING
FILTER FACE
RETURN FROM
FUEL FILTER
DRAIN

MAIN FUEL
PRIMARY OUTLET
FUEL OUTLET
TO VGV
ACTUATOR

FRONT OF
HMU

Figure 7-7. Hydromechanical Metering Unit and Fuel Pump

A start solenoid valve is included in the assem-

START AND FUEL DUMP VALVE bly. The start valve cuts off primary fuel during
The start and fuel dump valve prevents fuel ac- engine starting and replaces it with secondary
cumulation in the engine combustion section fuel for the hybrid nozzles. This optimizes fuel
after engine shutdown (Figure 7-8). It drains re- distribution during starting for a better tem-
sidual fuel into the waste fuel tank. The dump perature profile.
valve consists of a piston moving within a
The start and fuel dump valve mounts at the
ported sleeve. A return spring loads the piston
six o’clock position on the outer bypass duct.
to the dump position.
The mechanical overspeed shutoff mechanism
mounts with the start and fuel dump valve.

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

FUEL MANIFOLD AND NOZZLES MECHANICAL FUEL SHUTOFF

7 POWERPLANT

The fuel manifold and nozzles (Figure 7-8) pro- The fuel shutoff valve (Figure 7-9) stops engine
vide fuel distribution and atomization within the fuel flow if the LP turbines decouple from the
combustion chamber. Primary and secondary fan assembly. In this case, fuel shutoff prevents
fuel manifolds deliver fuel to their respective severe LP turbine overspeed.
nozzles. The fuel manifold includes the follow-
ing components: The shutoff valve system comprises an actu-
ating mechanism and a fuel shutoff valve. The
• Main nozzle adapters exhaust case houses the actuating mechanism
• Hybrid (primary and main) nozzle adapters while the fuel shutoff valve is at the six o’clock
position on the outer bypass duct.
• Main fuel transfer tubes
• Drain collector transfer tubes The mechanism-actuating rod protrudes into
the exhaust case No. 4 bearing housing, near
A total of 24 airblast nozzles are evenly spaced the LP compressor shaft end. Any shaft dis-
around and mounted on the combustion cham- placement pushes the actuating rod rearward.
ber outer case. Of these, 2 are modified (hybrid) The rod movement relays through the shut-
to include primary (atomizing) and secondary off valve cable to the shutoff valve. The cable
(airblast) fuel jets. The 22 main nozzles use only movement releases the shutoff valve tripper
the secondary airblast fuel jets. mechanism.

START SOLENOID
VALVE
FUEL NOZZLES START AND FUEL
DUMP VALVE
PRIMARY
FUEL OUTLET

SECONDARY
FUEL INLET

PRIMARY
AIR BLAST (MAIN)
FUEL INLET

SECONDARY
FUEL INLET
DUMP
HYBRID

Figure 7-8. Fuel Components

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GULFSTREAM G200
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After the shutoff valve trips, the valve piston During startup and at idle, the EEC supervis-
becomes free to move from spring force. Pis- es and controls the compressor speed (N2).

7 POWERPLANT
ton displacement blocks the secondary fuel Above idle, the EEC controls and supervises N1
passage, cuts off further fuel flow, and results speed.
in engine shutdown.
The need for redundancy has been achieved
by using a dual-channel EEC, wherein two in-
THRUST MANAGEMENT SYSTEM dependent channels duplicate all control func-
tions. The EEC is configured such that either
ELECTRONIC ENGINE CONTROL channel may fully control the engine. Howev-
er, should one channel’s ability to control the
The PW306A thrust management system uses engine become diminished, control is trans-
a state of the art dual-channel full authority dig- ferred automatically to the other channel. In
ital engine control (FADEC) to control the en- the unlikely event that both channels become
gine’s fan speed (N1). The FADEC incorporates impaired, the healthier of the two will take over
an electronic engine control (EEC) located on and use input from both channel sensors. This
the engine lower section. The EEC includes is accomplished by means of a cross channel
two independent channels: A and B. It sched- communication link to maintain control of the
ules fuel burn in response to thrust lever angle engine. Performance may be reduced in this
(TLA), ambient conditions, engine operating situation.
limits, and discrete inputs.

VALVE

PULLEY CABLE

Figure 7-9. Mechanical Fuel Shutoff Valve

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

EEC features include the following: are mounted at the three o’clock position on
the engine. Each exciter requires 10–30 VDC,
• Starting and shut-down control
7 POWERPLANT

which it converts to high voltage DC output

• Power management through a solid state capacitance discharge cir-
• Rating display cuit. Each exciter provides 4 sparks/second at
• Compressor bleed valve control 2,400–3,500 volts. If one igniter fails, the other
is adequate for normal ignition. The igniters are
• Inlet Guide Vane control located at the 4 and 5 o’clock positions in the
• ITT, N1, and N2 display combustion chamber. Ignition occurs when one
• Speed synchronization of the following conditions is met:
• Automatic power reserve control (APR) • When the IGNITION switch is in the AUTO
• Overtemperature protection (ITT) position with normal start
• Fault management • In a flameout situation below 35,000 ft, the
• Motive fuel flow control EEC automatically sequences ignition ON
• EICAS and engine diagnostic display if:
• Thrust reverser logic º N2 decelerates 2.5 times faster than the
• Start valve control normal rate
• Independent N1 and N2 overspeed º N2 drops 2.5% below flight idle
­protection • Manually, when the IGNITION switch is in
the ON position.
IGNITION SYSTEM
The spark ignition system (Figure 7-10) pro-
vides the engine with quick lightoff over a wide
temperature range. The ignition system con-
sists of two exciter boxes, two high-tension ca-
bles, and two-spark igniter plugs. The exciters

IGNITION
EXCITER
UNITS
IGNITION
CABLES

IGNITER PLUGS

CENTRAL
GASKET
ELECTRODE

Figure 7-10. Ignition Components

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GULFSTREAM G200
PILOT TRAINING MANUAL

A post-exit target thrust reverser on each en-

EXHAUST SYSTEM gine directs the fan airflow and exhaust gases

7 POWERPLANT
Each engine employs an identical, indepen- forward. This reversed engine thrust provides
dent exhaust system mainly consisting of the braking force for aircraft landing. The left and
nozzle and thrust reverser (Figure 7-11). The right hydraulic systems power the respective
thrust reverser includes mechanical, hydraulic, left and right thrust reversers.
and electrical components (Figure 7-12).
Engine access cowls provide access to the ex-
On each engine, an aft jet pipe acts as a nozzle haust system and all parts of the engine. These
to discharge the hot engine exhaust gases. The cowls also allow access to systems and com-
thrust reverser barrel, mounted on the engine ponents within the engine and nacelle which
outer fan duct, functions as the final exhaust need maintenance, service, or routine checks.
nozzle. It expels the fan air and exhaust gases
aft when the thrust reverser is not deployed.
This provides thrust for propelling the aircraft
forward.

HYDRAULIC
CHECK
CONTROL DIRECTIONAL COCKPIT
VALVE
UNIT CONTROL DISPLAY SECONDARY LATCH
VALVE
RLHS, INDICATION TOP
DEPLOY THROTTLE SWITCH
RRHS LEVER
SIGNAL
PLHS,
PRHS
TO STOW INDICATION
MANUAL STOW SWITCH OUTBOARD
SHUTOFF
VALVE
PRESSURE LINK IN DEPLOY
WEIGHT SWITCH RESTRICTOR POSITION
SECONDARY
ON WHEELS LATCH
(WOW) ACTUATOR
SIGNAL
ISOLATION
VALVE
EEC DEPLOY

QUICK
DISCONNECT

TO SECOND
ACTUATOR STOW INDICATION
SWITCH INBOARD
SECONDARY LATCH
ACTUATOR DEPLOY INDICATION
SWITCH
SECONDARY LATCH
INDICATION BOTTOM
SWITCH

Figure 7-11. Thrust Reverser System Schematic

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 GULFSTREAM G200
PILOT TRAINING MANUAL
7 POWERPLANT

DOOR
LATCH

DOORS DEPLOYED
UPPER
THRUST REVERSER
DOOR
OVERCENTER
LINKAGE

LINKAGE
SUPPORT INNER
BEAM STANG FAIRING

BARREL
ASSEMBLY

SECONDARY
LATCHES

LOWER THRUST
REVERSER DOOR

TAIL PIPE

DRIVER
LINK OUTER
STANG FAIRING

Figure 7-12. Exhaust Components

Main Menu
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GULFSTREAM G200
PILOT TRAINING MANUAL

AUTO THROTTLE SYSTEM (ATS) SYSTEM ANNUNCIATORS

AND DISPLAYS

7 POWERPLANT
The automatic throttle system is designed to
provide smooth speed management with pre- Each ATS mode status display (MSD) incorpo-
cise engine target setting and airspeed control. rates a two-line eight-character LED alphanu-
It delivers accurate speed control, increased meric display. The top line is green and dis-
situational awareness, reduced crew workload, plays ATS function messages. The bottom line
greater passenger comfort, quieter cabin envi- is amber and displays ATS caution and disen-
ronment, and increased payload and range. gaged messages.

The ATS can be used for climb, cruise, descent, The messages in Table 7-2 may be displayed
and landing but is prohibited from use during in the MSDs.
takeoff or go-around. Power is supplied by 28
VDC right avionics bus. Once the ATS is en- NOTE
gaged, the thrust levers will move with speed
changes. If an amber FAIL is displayed, the
ATS ENG pushbutton switch can be
pressed and held until a fail fault
message is displayed in the MSD to
aid in troubleshooting the failure.

Table 7-2. MSD Examples

MESSAGE COLOR DEFINITION

AOALIMIT Amber-flashing ATS protecting AOA limit

DISENG’D Amber-flashing ATS disengaged, press ATS DISC or ATS ENG/DISENG

to clear

FAIL Amber-flashing ATS failed, press ATS DISC to clear

FAIL Amber-steady ATS failed, press ATS DISC to clear

DESCENT Green-steady AFCS FLC descent and ALT preselect <present altitude

RETARD Green-steady ATS thrust lever retard, radio altitude <50 ft

SELFTEST Green-scrolling Self-test in progress

SELFTEST Amber-scrolling Self-test in progress

SERVOTST Green-steady Servo test in progress

SPEED Amber-flashing ATS engage and airspeed is 20 kts/0.05 M below speed

bug, and thrust lever is within 4° of cruise detent, and
aircraft decelerating at 0.1 kt/sec for greater than 10 sec

SPEED Green-flashing ATS engage, radio altitude <100 ft

SPEED Green-steady ATS engaged

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 GULFSTREAM G200
PILOT TRAINING MANUAL

• The ATS shall be manually disengaged no

AUTO THROTTLE SYSTEM (ATS) lower than 100 ft AGL when the radio altim-
7 POWERPLANT

Three ATS modes of operation are possible: eter is failed during approach.
SPEED, THRUST REDUCTION & HOLD, and •
The ATS is prohibited from use during
RETARD. takeoff or any time the throttles are in the
Each ATS mode status display (MSD) may dis- max cruise detent or above the max cruise
play messages as shown on Table 7-3. detent.
• Category II operations are not allowed with
ATS DISPLAYS AND INDICATIONS the ATS engaged.

The auto throttle system precisely manages

and controls speed through various phases of EMERGENCY/ABNORMAL OPERATIONS
flight (Figure 7-13). The auto throttle system must be disengaged
under the following conditions:
AUTO THROTTLE LIMITATIONS
• Ground proximity warning system (GPWS)
• ATS operation is restricted to all engine op- windshear warning
eration only. • Engine fire or overheat (in flight)
• ATS RETARD mode operates only with 40°
flap setting.

APPROACH—ATS CAN BE USED WITH APPR, NAV.

CRUISE —SELECT SPEED WITH THE ADRP
VS, PITCH, OR NO AFCS MODES. ATS WILL BE IN
TO DISPLAY SELECTED SPEED/MACH
SPEED AND CONTROLLED BY AFCS SPEED REFERENCE.
ON THE SPEED BUG ON THE PFD
SPEED WILL BE DISPLAYED ON THE MSD.
SPEED WILL BE DISPLAYED OR MSD AND ATS
WILL TRACK THE AFCS SPEED REFERENCE DESCENT—SELECT AFCS LANDING—SPEED
FLIGHT LEVEL CHANGE MODE. MESSAGE WILL FLASH
DESCENT WILL BE DISPLAYED WHEN AIRCRAFT DE-
ON THE MSD AND ATS WILL SCENDS THROUGH
CLIMB—FADEC (CLIMB DETENT) RETARD THRUST LEVERS A 100 FT. AT 50 FT., ATS
MAXIMUM OF 10° FROM INITIAL WILL RETARD LEVERS.
ATS IS NOT AVAILABLE IF THRUST LEVER POSITION
THROTTLES ARE SET AT AND CEASE SERVO
MAX CRUISE OR ABOVE COMMAND. GO-AROUND —
FADEC
ATS DISENGAGES
TAKEOFF—FADEC OR WHEN THROTTLES
(TAKEOFF DETENT) ARE MOVED FORWARD
THE ATS IS PROHIBITED OF MAX CRUISE
FROM USE IN TAKEOFF POSITION.

Figure 7-13. Auto Throttle System Schedule

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GULFSTREAM G200
PILOT TRAINING MANUAL

7 POWERPLANT
Table 7-3. ATS DISPLAYS AND INDICATIONS

MESSAGE COLOR DEFINITION

AOA LIMIT Amber—Flashing ATS protecting AOA limit

DISENG’D Amber—Flashing ATS disengaged, press ATS DISC or ATS ENG/DISENG

to clear
FAIL Amber—Flashing ATS failed, press ATS DISC to clear

FAIL Amber—Steady ATS failed, press ATS DISC to clear

DESCENT Green—Steady AFCS FLC descent and ALT preselect < present altitude

RETARD Green—Steady ATS Thrust lever retard, radio altitude <50 ft

SELFTEST Green—Scrolling Self-test in progress

SELFTEST Amber—Scrolling Self-test in progress
SERVOTST Green—Steady Servo test in progress

SPEED Amber—Flashing ATS is engaged and airspeed is 20 kt/0.05 M below speed

bug. Thrust lever is within 4 in. of cruise detent. Aircraft is
decelerating at 1.0 kt/sec for more than 10 seconds.
SPEED Green—Flashing ATS engaged and radio altitude <100 ft

SPEED Green—Steady ATS engaged

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 7-19
 GULFSTREAM G200
PILOT TRAINING MANUAL

ENGINE OPERATION ENGINE STARTING

7 POWERPLANT

GROUND START
ELECTRONIC ENGINE CONTROL
Ground starts begin with the STARTER switch
at START, the thrust lever in IDLE, and the FUEL
EEC POWER SUPPLY CUT OFF switch deselected.
Both EEC channels receive power from a
two-channel permanent magnet alternator Operating this switch allows the following:
(PMA), which is mechanically driven by the • Resetting the latched overspeed circuit
AGB. The EEC reverts to emergency bus power
for any of the following: • Turning on the ignition at 5.2% N2
• Turning off the ignition again at 40% N2
• During initial start
Fuel flow begins at 5.2% N2. Flow is based on
• If output voltage from the PMA falls below the N2 speed, the ITT, and ambient conditions.
18 volts The EEC switches to the stand-by channel be-
• If engine rpm falls below 25% N2 tween 46% and 50% N2 to detect any dormant
faults. This permits verification of the switch-
THRUST LEVER ANGLE ing logic and circuits. It also allows detection
of latent faults within the stand-by channel.
The thrust lever angle (TLA) is measured by Engine acceleration continues until reaching
a dual rotary variable differential transducer idle speed (57% N2 at sea level). The start fuel
(RVDT). The RVDT links to the cockpit thrust valve turns on when the ITT (T4.5) reaches 300°
levers. It transmits two separate signals, one C and off at 50% N2. When the engine reaches
to each channel of the EEC. The correspond- idle speed, the EEC energizes the motive flow
ing EEC channel provides electrical current for solenoid valve to provide motive fuel flow to
each RVDT. There is no mechanical backup. the aircraft jet pumps.
The EEC schedules fuel flow to achieve a
EEC GOVERNING LOGIC scheduled N2 rate of increase during start. As
The EEC system automatically sequences the the engine accelerates, the EEC monitors the
igniters, fuel flow control, and engine protec- ITT to ensure a smooth acceleration to idle
tion during the starting phase. The three modes without exceeding limits. The EEC has the au-
of start include the following: thority to abort the start for engine protection
by stopping fuel flow.
• Ground start
• Air start AIR START
• Flameout relights Starter assisted relights in the air follow the
The EEC reads a signal from the weight on same procedure as ground starts, except there
wheels switch to determine if the aircraft is on is no start abort protection or channel switcho-
the ground for starting. The air data comput- ver. There is, however, a protection against
er determines aircraft altitude for flameout re- overtemperature by limiting fuel flow if a maxi-
lights and supplies this data to the EEC. mum reference ITT is reached.

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GULFSTREAM G200
PILOT TRAINING MANUAL

FLAMEOUT RELIGHTS ENGINE IDLE

7 POWERPLANT
At altitudes below 35,000 feet, automatic igni-
tion relights takes place if the N2 speed drops IDLE
2.5% below flight idle. Above 35,000 feet, the
The EEC controls ground and flight idle N2
pilot has to manually select ignition.
speed governing, depending on ambient air
pressure (PAMB), WOW status, and anti-ice
ABORT STARTING (GROUND ONLY) bleed status.
The EEC will deselect ignition and terminate
fuel flow if: GROUND IDLE
• A VGV tracking fault is detected. Ground idle N2 is reached after the engine has
been successfully started. It is also achieved 10
• ITT is less than 200°C with fuel flow en- seconds after landing with weight on wheels
abled for more than 15 seconds. and the thrust lever in the idle detent.
• ITT exceeds 1,000°C.
• N1 exceeds 108%. FLIGHT IDLE
The pilot can press the FUEL CUT OFF button to To ensure an adequate response to full take-
abort the start at any moment. off power and in a go-around situation, a high
(flight) idle setting is available. Flight idle N2 is
achieved with the weight off wheels and the
thrust lever in the idle detent. With anti-icing
ON, the VGVs are reset to open slightly. This
tends to reduce N2 speed. At flight idle, N2 is

100

95

90

85

80

N2% 75 = FLIGHT IDLE

70 = GROUND IDLE

65

60

55

50

45

40
0' 4,000' 15,000' 20,000' 25,000' 30,000' 35,000' 45,000'

Figure 7-14. Idle N2/PALT Schedule

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

the governing speed. Therefore, to maintain Under normal operating conditions the EEC
a constant N2 idle speed, the EEC commands maintains N1, N2 and ITT at the rating calculat-
7 POWERPLANT

greater fuel flow. This effectively increases N1 ed by its settings. The speed limiters reduce
speed by approximately 3%. A schedule imple- fuel flow to ensure that mechanical N1 and N2
mented into the logic shows N2 as a function of speeds do not exceed 105%.
pressure altitude (Figure 7-14).
ENGINE SYNCHRONIZATION
FORWARD THRUST Synchronization matches the fan speeds (N1)
Power setting logic is designed so that specific or the compressor speeds (N2) of both engines
locations on the thrust lever quadrant corre- for noise reduction. The EEC receives N1 and
spond to specific thrust rating settings. These N2 input directly from its respective engine
ratings are calculated on total pressure (PT), and from the opposite engine. Synchroniza-
PAMB, TT0, APR status, cabin bleed status, and tion is selected with the ENGINE SYNC switch
engine trim inputs. on the center pedestal. Either N1 or N2 can be
selected.
Engine thrust is a direct function of the fan rotor
speed (N1). For this reason, the control system
establishes and regulates N1 appropriate to the
TLA selected and the ambient conditions. The
calculated power setting parameter is N1 above
idle and N2 for power settings at idle or below.
The correlation between N1 and TLA flats is
shown in Figure 7-15.

N1
APR

2.3°

TAKEOFF

MAX CLIMB
4°
MAX TR MAX CRUISE
2.3° 4°

TR IDLE IDLE
4° 0°

–14.87° –4° 22.4° 29.6° 34.3° 39.3°

–20° –15° –10° –5° 0° 5° 10° 15° 20° 25° 30° 35°
40°
TLA

Figure 7-15. N1/TLA Schedule

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GULFSTREAM G200
PILOT TRAINING MANUAL

Trimming the speed on the slave engine up or • The N1 speed differential between engines
down to match the master engine synchroniz- is within the capture band of ±5%.

7 POWERPLANT
es the engines. The engine with the higher fan • N1 and N2 signals are available.
speed for a given N2 is chosen as the master
engine. This ensures that the slave engine’s N2 • The slave engine is at steady state.
will sync up at idle.
While ENG SYNC is on, the system does not
Synchronization is available when the f­ ollowing allow N1 to exceed the maximum continuous
conditions are met: thrust rating by more than 1%. Synchronization
also prevents N1 or N2 from exceeding red line
• The ENGINE SYNC switch is either in the N1 limits, affect response time to TLA movement,
or N2 position. or cause N2 to drop below idle value.
• The thrust lever is in one of the following
positions: AUTOMATIC POWER RESERVE
º At or above idle detent The APR system in the EEC provides extra
º At or below maximum climb detent thrust when armed if the other engine experi-
• APR is not armed. ences a loss of thrust (Figure 7-16). After APR
is triggered, the good engine uptrims its power
• The TRs are stowed.
by the difference between TAKE OFF and max-
imum setting (APR).

THRUST AT SEA
LEVEL, STATIC

PW306 CERTIFICATION ENGINE = 6,040 LBS

AP
R

TAK
EO
FF

T(AMB)

26°C 31°C

Figure 7-16. PW306A Performance Rating

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The APR is triggered when the APR is armed

and the thrust reversers are not deployed, ac- THRUST REVERSER OPERATION
7 POWERPLANT

companied by any one of the following events:

Figure 7-17 shows the location of components
• N1 differential of 15% relating to thrust reverser operation.
• N1 differential of 4% with a deceleration of
8% per second DEPLOY
• N2 differential of 7.5% With the aircraft on the ground and the thrust le-
• N2 differential of 2% with a deceleration of ver at IDLE, moving the thrust lever to T/R IDLE
5% per second inhibits the rudder bias system. It also energiz-
es the isolation and deploy valve solenoids on
When the APR is armed, APR appears in white the hydraulic control unit (HCU). The isolation
on the N1 gage of the EICAS panel. If APR has valve applies hydraulic pressure to the control
been achieved, APR changes to green and the valve. When the deploy valve solenoid energiz-
N1 bug cursor moves to the new power setting. es, the control valve sends hydraulic pressure
Should the APR fail to recover thrust, the pilot to both secondary latch actuators and the ac-
may manually advance the thrust lever to the tuators’ deploy ports (Figure 7-17). This deploys
full maximum setting. the thrust reverser doors and causes the open-
stow switch to signal the EEC, limiting the en-
gine to idle thrust.
ENGINE SHUTDOWN
Full deployment of the thrust reverser doors
NORMAL ENGINE SHUTDOWN closes the deploy switch. This closure ener-
gizes the thrust lever balk solenoid and allows
Engine shut down is accomplished by selecting thrust lever movement into reverse thrust. The
the L or R ENGINE CUT OFF switch on the cen- close or deploy switch also sends electrical in-
ter pedestal. This closes the overspeed sole- put to the EEC to restore engine thrust and to
noid relays and resets the pump pressure relief light the green T/R message on the N1 display.
valve. In turn, these actions cause the HMU fuel
pressure to drop below the minimum required Once deployed, thrust reversers will remain ex-
to keep the minimum pressure valve open. The tended if the THRUST REVERSE READY/ ARM
minimum pressure valve then closes and stops switchlight is selected to disarm. This results
the fuel flow. in engine power being restricted to idle. In
this case, the THRUST REVERSE READY/ARM
FIRE/OVERHT SWITCHLIGHT SHUTDOWN switchlight must be placed in the arm mode in
order to stow thrust reversers.
An alternate means of achieving engine shut-
down totally bypasses the EEC. The pilot ac- STOW
complishes shutdown by depressing the fire
overheat (FIRE/OVERHT) switchlight. This Moving the thrust lever to the idle position
switchlight passes alternate power directly to deenergizes the HCU deploy valve solenoid
the HMU standby shutdown solenoid. As a re- and energizes the stow valve solenoid. This
sult, the minimum pressure valve closes, stop- enables the stow side of the HCU control valve.
ping fuel flow to the engine. See FIRE/OVERHT The control valve allows hydraulic pressure to
Switchlights in Chapter 5 of this manual. the thrust reverser actuators for stowing the
thrust reverser doors.

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7 POWERPLANT
DOORS
STOWED

SUPPORT
BEAM

CARRIAGE
DEPLOY
SWITCH

STOW SWITCH UPPER

DOOR
OVERCENTER LINK DOORS
DEPLOYED

IDLER
LINK HYDRAULIC
SYSTEM
SECONDARY
LATCH DRIVER
ACTUATORS LINK

ACTUATOR

BARREL
ASSEMBLY

LOWER
DOOR

Figure 7-17. Thrust Reverser Operation

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 GULFSTREAM G200
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Stowing the doors opens the deploy switch

and deenergizes the thrust lever balk solenoid.
THRUST REVERSER HYDRAULIC SYSTEM
OPERATION
7 POWERPLANT

This signals the EEC to limit engine thrust and

extinguishes the T/R message on the N1 dis- Moving the thrust reverser lever to the deploy
play. The primary latch stow switches signal the position applies 28 VDC to energize the HCU
EEC to restore engine thrust. The closed pri- isolation valve and the control valve deploy
mary latch stow switches also deenergize the solenoids. The open isolation valve applies
HCU isolation valve. Deenergizing this valve hydraulic pressure to the control valve, closing
cuts off hydraulic pressure to the thrust revers- the pressure switch. The pressure increase car-
er system. ries through the control valve to the secondary
As the thrust reverser doors reach the stowed latch actuators. This releases the latches and
and locked position, they trip the spring-loaded the thrust reverser actuators, deploying the
secondary latches. thrust reverser doors (Figure 7-18).

The four-bar overcenter door linkage (primary When the thrust lever moves to the stow po-
latch) mechanically secures the thrust reverser sition, the deploy solenoid deenergizes and
doors in the stowed position. The primary latch the stow solenoid energizes. Hydraulic pres-
stow switches detect the door lock status. sure applied to the thrust reverser actuators,
through the control valve, causes door stow-
age. When the doors are fully stowed, the stow
switches close, deenergizing the HCU isolation
valve solenoid. The valve closes and cuts off
the thrust reverser hydraulic system.

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7 POWERPLANT
MANUAL
SHUTOFF
VALVE ISOLATION MAXIMUM
CHECK THROTTLE THRUST
VALVE SIGNAL REVERSE
VALVE
HCU CONTROL
VALVE L R
N1
IDLE T/R FAIL
THRUST T/R T/R
REVERSE
COCKPIT
RETURN
DISPLAY

READY
RESTRICTOR ARM
PRESSURE
SWITCH

EEC

LINK IN DEPLOY
POSITION
SECONDARY
LATCH
ACTUATOR

THRUST
REVERSER DEPLOY
ACTUATOR

STOWED, ISOLATED,
AND LOCKED POSITION
STOW INDICATION
SECONDARY LATCH DEPLOY
SWITCH
ACTUATOR INDICATION
SWITCH

Figure 7-18. Thrust Reverser Hydraulic System Operation

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EICAS MAINT TEST SWITCH

CONTROLS AND
7 POWERPLANT

The EICAS maintenance test switch prevents

INDICATIONS maintenance induced faults from becoming
part of the EEC permanent memory.

CENTER INSTRUMENT PANEL PEDESTAL THRUST LEVER QUADRANT

FIRE/OVERHT SWITCHLIGHT CONTROLS
Figure 7-21 shows the thrust lever quadrant
Pressing the engine FIRE/OVERHT switchlight controls.
initiates emergency shutoff. The left and right
buttons shut off the left and right engines, APR ARM Switchlight
respectively. Figure 7-19 shows the center
­instrument panel. Pressing the APR ARM switchlight arms the
APR system. This button illuminates when the
APR is armed.
PEDESTAL CONTROLS
Engine Cutoff Switchlights
ENG DATA REC SWITCHES Left and right engine cutoff switchlights are
Engine data recording switches allow the pilot located on the center pedestal. These initi-
or technician to record engine parameters into ate normal engine shutoff . The left and right
the engine diagnostic system (EDS) memory switchlights respectively shut down the left and
(Figure 7-20). These switches are located on right engines. A guard protects the switches
the right side of the center pedestal. If an en- from accidental cut-off. CUT-OFF illuminates in
gine parameter is exceeded, or nearly exceed- the switch when it is pressed.
ed, the appropriate switch (left or right) should
be pressed to record the event.

EMERGENCY ENGINE
SHUTOFF

ENGINE DATA
RECORD
SWITCHES

Figure 7-19. Center Instrument Panel Figure 7-20. ENG DATA REC Switches

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7 POWERPLANT
THRUST
REVERSER ARM
SWITCHLIGHTS

APR ARM
SWITCHLIGHT

THRUST
LEVER
DETENTS

ENGINE GO-AROUND
SYNCHRONIZATION SWITCH
SWITCH

ENGINE
CUT-OFF
SWITCHLIGHTS

Figure 7-21. Thrust Lever Quadrant Controls

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Engine Synchronization Switch MAX CRUISE—This detent sets the lever to the
maximum cruise position.
The engine-speed synchronization (ENGINE
7 POWERPLANT

SYNC) switch is a three-position switch. This IDLE—This detent sets the lever to the idle
switch selects the rotors to synchronize. It is position.
wired to the slave engine’s EECs.
TR IDLE—This detent sets the lever to the thrust
• N1—Synchronizes the fan speed reverser idle position.
• OFF—Turns off engine synchronization MAX TR—This detent sets the thrust lever to
• N2—Synchronizes the compressor rotor the maximum thrust reverser position.
speed
Thrust Reverser Latches OVERHEAD CONTROL PANEL
One T/R latch is located on each thrust lever. Figure 7-22 shows the overhead control panel.
These control operation of the thrust reversers.
STARTER SWITCHES
THRUST REVERSE READY/ARM Switchlights
The L and R STARTER switches are located
L and R THRUST REVERSE READY/ARM switch- on the overhead panel in the flight compart-
lights—These switchlights are located on the ment. These switches are three-position rocker
forward pedestal. They energize (or arm) the switches.
thrust reversers. The blue ARM light indicates
that the T/Rs are energized. The white READY START—Momentary position that initiates en-
light signifies WOW requirements are met in or- gine cranking and the start sequence
der to deploy the T/Rs.
STOP—Momentary position that manually ter-
Thrust Levers minates the start sequence and disengages
the starter
The left and right thrust levers respectively
control the left and right engines. Detents on OFF—Center, spring-loaded, neutral position
the levers allow accurate lever setting to the
desired position. Seven preselected positions IGNITION SWITCHES
appear on the quadrant.
The L and R ignition system switches are locat-
APR—This sets the thrust lever to maximum ed on the overhead panel in the flight compart-
thrust. ment. These switches are two-position rocker
TAKE OFF—This detent sets the thrust lever switches.
to provide maximum thrust, as determined by ON—Continuous ignition
the FADEC, for the ambient conditions during
takeoff. AUTO—Ignition comes on when required
during engine start or by EEC command
MAX CLIMB—This detent sets the thrust lever
to the maximum climb position.

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 ENGINE PROBE
STARTER IGNITION STARTER AND NACELLE

REV 2.4
SWITCH SWITCHES SWITCH ANTI-ICE SWITCHES

Main Menu
GULFSTREAM G200
PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

EXTERNAL
POWER
SWITCH

Figure 7-22. Overhead Panel

7-31
7 POWERPLANT
 GULFSTREAM G200
PILOT TRAINING MANUAL

L or R FADEC MAJOR—The left or right FA-

ENGINE PROBE AND NACELLE DEC has a computer malfunction. This mes-
ANTI-ICE SWITCHLIGHTS
7 POWERPLANT

sage appears on ground only. Dispatch is not

The engine anti-ice controls are located on authorized.
the overhead panel. Pressing the left engine L or R T/R FAIL—The left or right thrust revers-
anti-ice switchlight turns on the anti-icing er system fails or the thrust reverser secondary
system for the left engine. Pressing the right latches are not secured.
switch performs the same function for the
right engine. L or R ENG OIL LEVEL LOW—The left or right
engine oil quantity is below limit. This message
CIRCUIT BREAKER PANEL displays only when the aircraft is on the ground
with engines not running.
IGNITION CIRCUIT BREAKERS
ADVISORY MESSAGES
Four ignition system circuit breakers are locat-
ed on the overhead circuit-breaker panel in the HIGH CRUISE POWER—Engine is providing
flight compartment. high thrust (above 35,000 feet).
L/R IGNITION ON—Engine ignition is on.
EICAS MESSAGES
The EICAS shows FADEC and EEC status (Fig-
ure 7-23). Warnings display as red messages,
cautions display in amber, advisories in white,
and status messages display in green.

WARNING MESSAGES
L or R ENG OIL TEMP HI—The left or right en-
gine oil temperature is above limit.
L or R ENG OIL PRESS HI—The left or right en-
gine oil pressure is above limit.
L or R ENG OIL TEMP LOW—The left or right
engine oil temperature is below limit.
L or R ENG OIL PRESS LOW—The left or right
engine oil pressure is below limit.
L or R ENG OVER HEAT—The left or right en-
gine is overheated.

CAUTION MESSAGES
L/R FUEL FILTER—Both fuel filters are clogged
(probably due to contaminated fuel).
L or R ENG NAC ANTI ICE—Available pressure
is insufficient for anti-icing.
L or R FADEC FAULTY—The left or right FA-
DEC has a computer failure. Dispatch is not
authorized.

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7 POWERPLANT
XXX.X XXX.X
R ENG OIL PRESS LOW
N1 L ENG NAC ANTI-ICE
63.0 106.0 R FADEC FAULTY
L FADEC MAJOR
R T/R FAIL
APR T/R
L ENG OIL TEMP HI
I TT R ENG OIL PRESS HI
L ENG OIL TEMP LOW
650 1000 R FADEC MAJOR
L ENG OIL LEVEL LOW
L ENG OIL FILTER
R ENG CHIP DETECT
XXX.X N2 XXX.X
XXXX FF XXXX
XXXX W I NG XXXX
FUEL TOTAL (LBS) XXXXX
C ALT M C DIFF C RATE
XXXXX –X.X XXXX
L—VIB—R HYD PRESS

3000 3000
PAGE 1/2

BRT

Figure 7-23. EICAS Messages

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STATUS MESSAGES ENGINE VIBRATION

MONITORING SYSTEM
7 POWERPLANT

L or R FADEC MINOR—This message indicates

only when the aircraft is on the ground with en- System Description
gine off and disappears one minute after en-
gine start. The engine vibration monitoring system contin-
uously shows the engine vibration level (Figure
L or R ENG OIL FILTER—The left or right engine 7-24). The system consists of the following:
oil filter is clogged.
• Two accelerometers (one for each engine)
L or R ENG CHIP DETECT—Metal particles are
in the engine oil of the left or right engine. • A computer
• An engine vibration indicator with two
L/R FUEL FILTER—The respective fuel filter is scales located on the EICAS
clogged.
• An ENG VIB TEST button
N1 GAGE INDICATIONS Power for the system is 28 volt DC from the
T/R (green)—The thrust reverser is deployed left distribution bus. Abnormal engine vibra-
on the ground. tion, sudden or progressive, is an indication of
engine malfunction. Abnormal vibration can be
APR (green)—APR has been reached. caused by compressor or turbine blade dam-
age, bearing distress, rear compressor rotor
APR (white)—The APR is armed. unbalance, improperly functioning accessory
drive components, or failure of a rotating part
OIL QUANTITY in one of the mounted accessories, to name a
few. Every warning of engine malfunction al-
Engine oil level should be checked within 15 lows the crew to take corrective action before
minutes after engine shutdown to obtain an ac- extensive damage occurs.
curate reading. The maximum oil consumption
rate is 1.3 quarts in 10 hours. With the engine operating, the accelerometer
generates signals proportional to engine mo-
ENGINE CONDITION TREND MONITORING tion in the radial direction. These signals are
received by the computer, where they are pro-
The engine condition trend monitoring (ECTM) cessed to ARINC 429 signals suitable for the
system periodically records engine instrument integrated avionics processing system (IAPS).
readings. The ECTM records ITT, N2, and fuel The ARINC 429 outputs from the IAPS are trans-
flow. A snapshot can be taken to record specif- mitted to the EICAS and MFDs through the dual
ic effects which the aircrew would like to have channel DCU. A vibration level of 1.5 ips (inches
reviewed by maintenance. per second) or higher is considered an exceed-
ance and will be recorded in the maintenance
diagnostic computer.

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• Green for data 0 to 1.4 ips

CONTROLS AND INDICATIONS
• Amber for data at 1.5 ips and above

7 POWERPLANT
The engine vibration display shows the vibra-
• An amber mark at 1.5 ips is on both scales
tion levels for the left and right engines on a
normalized scale from 0 to 2 ips. This display
consists of the white legend L–VIB–R and two
vertical scales and bars. The vertical scales and
tic marks are as follows:

ENGINE VIBRATION INDICATION

Figure 7-24. Engine Vibration Indication System

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 GULFSTREAM G200
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• Model and type—PW306A

ENG VIB TEST PUSHBUTTON
• Takeoff and maximum continuous rating—
7 POWERPLANT

The ENG VIB TEST pushbutton, located on the 6,040 pounds static, with and without APR
overhead panel (Figure 7-25), provides system
Approved oils—Lubricating oil conforming to
check. When the pushbutton is pressed, the
Pratt & Whitney Canada specification, PWA521.
vertical bar indicators rise to 1.5 ips and the col-
For equivalent oils, listed by brand name, see
or changes to cyan.
the AFM.

NOTE Approved fuels—Fuels conforming to Pratt &

Whitney Canada specifications: Jet A, Jet A-1,
Holding the ENG VIB TEST pushbut-
and JP-5. For equivalent fuels, listed by brand
ton down too long results in an ex-
name, see the AFM.
ceedance event to be recorded in
the aircraft diagnostic computer. • Operating limitations—Setting and con-
trol of engine thrust is based upon N1 (fan)
speed. N2 is high-pressure rotor speed.
LIMITATIONS • RPM—Takeoff and maximum continuous
set as per AFM charts:
The limitations outlined in Section 1 of the AFM
pertaining to the powerplant must be complied º Steady State—N1 and N2 of 105%
with regardless of the type of operation. The º Transient N1 and N2—106% for up to 20
following are extracts from the AFM: seconds

• Manufacturer—Pratt & Whitney Canada º Overspeed N1 and N2—Log overspeed

duration in aircraft logbook

ENGINE VIBRATION TEST

T

Figure 7-25. Engine Vibration Test

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º Do not exceed 80% N1 during ground º Transient—0 to 20 psi for 20 seconds

static operations in quartering tailwind of maximum, and 107 to 217 psi for 90 sec-

7 POWERPLANT
15 knots. onds maximum
• Interstage turbine temperature: • Oil temperature:
º Starting—950°C º Starting minimum—- –35°C
º Takeoff APR active—920°C for 5 min- º Normal operation—16° to 130°C
utes maximum. (APR armed but not
º Transient—138°C
activated—890°C)
Table 7-4 gives the engine instrument markings
º Maximum continuous—920°C as shown in the AFM.
º Maximum climb—920°C
º Maximum cruise—920°C
º Transient—950°C for up to 20 s­ econds
º Transient with Mod 7242 for engines P/N
31B5180-01—950°C for up to 20 seconds
(APR armed but not activated —920°C for
up to 20 seconds)
º Transient with Mod 7242 for engines P/N
31B5180-02—950°C for up to 20 sec-
onds, then reduced linearly to 920°C in
160 seconds (APR armed but not activat-
ed—920°C for up to 20 seconds, then re-
duced linearly to 890°C in 160 seconds)
• Oil pressure (at normal operating
­temperatures):
º Engine start—Indicating within 20 seconds
after light-off, 217 psi maximum
º Ground and flight idle—20 to 107 psi
º Takeoff, climb and cruise—36 to 107 psi

Table 7-4. ENGINE INSTRUMENT MARKINGS

NORMAL CAUTION MINIMUM/MAXIMUM

(GREEN) (AMBER) (RED)

Fan RPM (%N1) 24 to 105 105

High Pressure Rotor RPM (%N2) 57 to 105 105

Interstage Turbine Temperature (ITT°C) 230 to 920* 920

Oil Pressure (psi) 20** to 107 107

Oil Temperature (°C) 16** to 125 125 to 138 138

* The high limit is driven by FADEC logic

** The low limit is driven by EICAS logic

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 GULFSTREAM G200
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QUESTIONS
7 POWERPLANT

1. The Gulfstream G200 is powered by two 5. The ignition system includes an automatic
Pratt and Whitney PW306A engines. What relight function. When is automatic relight
type of engine are they? activated?
A. High bypass fan engines A. At altitudes above 35,000 feet when
B. Turbojet engines N2 speed drops 2.5% below thrust le-
ver demand
C. Turbofan engines
B. At altitudes below 35,000 feet when N2
D. Turboprop engines speed drops 2.5% below ground idle
C. At altitudes above 35,000 feet when
2. Which of the following is NOT one of the six N2 speed drops 2.5% below ground
major engine sections? idle
A. Intake fan D. At altitudes below 35,000 feet when
B. Accessory gearbox N2 speed drops 2.5% below flight idle
C. Exhaust
D. Tower shaft 6. What is the calculated power setting indica-
tor for the Gulfstream G200?
A. N1 below idle, N2 at idle and above
3. From which source does the FADEC
­normally receive power? B. N1 at idle and above, N2 below idle
A. The left and right hot battery buses C. N1 above idle, N2 at idle or below
B. A permanent magnet alternator (PMA) D. N1 at idle and below, N2 above idle
when the engine is above 25% N2.
C. The emergency bus 7. The APR system provides extra thrust when
D. The left and right avionics buses armed if one engine loses thrust. What indi-
cates that APR has been achieved?
A. APR appears in white on the N1 gage.
4. Where is the engine oil tank located?
B. Available ITT increases to 915°C.
A. Inside the intermediate casing of the
engine C. N1 and N2 bug cursors increase to
104%.
B. In the accessory gear box oil sump
D. APR appears in green on the N1 gage.
C. Between the engines in the aft equip-
ment bay
D. There is no engine oil tank, oil is con-
stantly in motion.

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8. Once armed, the APR will NOT trigger for 10. What is the maximum starting ITT?
which one of the following? A. 950°C

7 POWERPLANT
A. N1 differential of 15% B. 890°C
B. N1 differential of 4% with a decelera- C. 920°C
tion of 8% per second
D. 930°C
C. N2 differential of 2.5%
D. N2 differential of 2% with a decelera-
tion of 5% per second

9. What indicates that the T/Rs are locked in

the deployed position?
A. Two white T/R indicators on the EICAS
N1 displays illuminate.
B. The two T/R ARM switchlights on the
center console illuminate.
C. Two green T/R indicators on the EICAS
N1 displays illuminate.
D. The two T/R ARM switchlights on the
center console extinguish.

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GULFSTREAM G200
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CHAPTER 8

FIRE PROTECTION
CONTENTS
Page

8 FIRE PROTECTION
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
SYSTEM DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Engine Fire/Overheat Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
APU Compartment Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Baggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Engine Fire Control Module. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Fire Extinguishing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
COMPONENT DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Fire/Overheat Detectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Fire-Extinguisher Bottles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Thermal Relief Valve and Discharge Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Portable Fire Extinguishers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
CONTROLS AND INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Center Instrument Panel Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Overhead Panel Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
Pedestal Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Maintenance Panel Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
System Faults and Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20

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ILLUSTRATIONS
Figure Title Page

8-1 Fire Protection System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

8-2 Engine Fire Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
8-3 APU Compartment Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
8-4 Baggage Compartment Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
8 FIRE PROTECTION

8-5 Fire Detector Responder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7

8-6 Fire-Extinguishing Bottles and Check Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
8-7 Engine and APU Fire Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
8-8 Fire-Extinguishing Bottles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
8-9 Portable Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
8-10 Fire and Overheat Annunciations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
8-11 PRESS TO TEST Switchlight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
8-12 IND TEST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
8-13 Overhead Panel Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
8-14 BAGG PRESS Switchlight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
8-15 Maintenance Panel APU Fire Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17
8-16 System Fault and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19

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8 FIRE PROTECTION
CHAPTER 8

FIRE PROTECTION
INTRODUCTION
Provisions for overall fire protection on the Gulfstream G200 aircraft consist of systems for fire de-
tection, fire extinguishing, overheat detection, and smoke detection. This chapter describes these
major functions as well as system components, controls and indications, and messages from the
engine indication and crew alert system (EICAS).

GENERAL
The system incorporates detection, warning, is mounted in the baggage compartment. The
fire-extinguishing, and testing devices for each overheat and smoke detection systems provide
engine and the APU. The system also uses a for detection only.
cockpit aural warning system.
The cockpit and cabin contain hand-held fire
A system of fire detectors attached to a control extinguishers for fire fighting in areas without
module senses and reports fire and overheat built-in extinguisher systems. Except for the
conditions to the cockpit for response. hand-held extinguishers, the fire protection sys-
tem is electrically controlled and operated. The
A separate fire and overheat detection system is detection systems relay signals to the cockpit if
provided for each engine nacelle. An additional hazardous conditions develop.
detection system is provided for the APU. The
fire-extinguishing system is common to both of
the engines and the APU. A smoke detector, de-
signed to warn the crew of possible cargo fire,

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 GULFSTREAM G200
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EMERG BUS EMERG BUS

FIRE FIRE FIRE FIRE

DET EXT EXT DET
LEFT LEFT RIGHT RIGHT
CONTROL
8 FIRE PROTECTION

RELAYS

EICAS
TO LIGHTS
IND TEST
SWITCH

FIRE ARM PRESS ARM FIRE

TO
OVERHT EMPTY TEST EMPTY OVERHT

LEFT HYD RIGHT HYD

& FUEL & FUEL
SHUTOFF SHUTOFF
VALVE VALVE

THERMAL
RELIEF DISK
PRESS
GAGE

LEFT RELIEF PRESS RIGHT RELIEF

EXTINGUISHING VALVE GAGE EXTINGUISHING VALVE
AGENT AGENT
CONTAINER CONTAINER

TWO–
WAY TO TEST TO TEST
TO TEST TO TEST
CHECK CIRCUIT CIRCUIT
CIRCUIT CIRCUIT
VALVE FIRE DET OVERHT DET
FIRE DET OVERHT DET
ZONE 1 ZONE 2
ZONE 1 ZONE 2
TWO–WAY
CHECK
RIGHT
LEFT VALVE SEE APU
ENGINE
ENGINE FIRE
EXTINGUISHING
SYSTEM
LEGEND
DC POWER
EXTINGUISHER

Figure 8-1. Fire Protection System

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The APU and engine fire and overheat detec-

SYSTEM DESCRIPTION tion systems are powered by the emergen-
cy bus through the ENGINE FIRE DET circuit
A fire/overheat detection system is installed breakers and the APU FIRE DET circuit breaker.
on each engine and the APU. Figure 8-1 shows
a schematic of the fire detection and extin- FIRE ZONE NO. 1
guishing system for the engines and APU. The
system provides a simple, quick, and reliable Zone No. 1 is protected by the fire-extinguish-
means of detecting and responding to over- ing system. If a fire is sensed in zone No. 1, the
heat conditions and fires. Additionally the bag- following alerts activate:

8 FIRE PROTECTION
gage compartment has a smoke detector.
• Center instrument panel FIRE warning
The fire protection system includes the follow- annunciator
ing detection and extinguishing subsystems: • EICAS display L/R ENG FIRE warning
message
• Fire and overheat detection for each ­engine
and fire detection for the APU compartment • Cockpit aural fire alarm
• Fire extinguishing for each engine and the
APU FIRE ZONE NO. 2
• Smoke detection for the baggage Zone No. 2 is not protected by the fire extin-
compartment guishing system. Fire in this section is a remote
possibility due to the minimal amount of flam-
Fire containment is provided by firewalls which
mable fluids. If an overheat condition is sensed
isolate the engines from their pylons. In addi-
in this section, the following alerts are activated:
tion, interior cowl surfaces, above and below
the pylons, are covered by stainless steel foil • Center instrument panel OVERHT warning
to prevent a fire breakthrough. annunciator
• EICAS display L/R ENG OVERHT warning
ENGINE FIRE/OVERHEAT message
PROTECTION • Cockpit aural overheat alarm

The engine fire and overheat detectors pro-

vide fire and overheat sensing. Each engine
nacelle has two designated fire zones (Figure
8-2). Zone No. 1 includes the accessories and
compressors section. Zone No. 2 includes the
combustor and power turbine section.
Each engine is equipped with two indepen-
dent detectors: one monitors zone No. 1, and
the other monitors zone No. 2. In zone No. 1,
the fire detector provides a warning of fire or
excessive temperature. In zone No. 2, the en-
gine overheat detector provides a warning of
excessive temperature.
Should a detector lose integrity (internal
gas pressure), the integrity switch contacts will
open.
The associated L/R ENGINE FIRE DETECT cau-
tion message displays on the EICAS.

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8 FIRE PROTECTION

1
2

Figure 8-2. Engine Fire Zones

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APU COMPARTMENT DETECTION BAGGAGE COMPARTMENT

The APU is equipped with one fire detector, A smoke detector is located in the baggage
which is identical to the engine detectors ex- compartment ceiling, aft of the pressure bulk-
cept for length and alarm temperature setting. head. If smoke is detected in the baggage
It provides a fire warning only. compartment, the BAGGAGE SMOKE caution
message displays on the EICAS.
When a fire is sensed in the APU compartment
(Figure 8-3), the following alerts activate: A BAGG PRESS switchlight is located on the
right side of the pedestal. When activated by

8 FIRE PROTECTION
• Overhead panel APU FIRE warning the pilot, the CLOSE light, within the BAGG
­annunciator PRESS switchlight, illuminates to indicate that
• APU FIRE warning message on the EICAS the baggage compartment shutoff valve has
closed. This cuts off the oxygen supply, so that
• APU fire aural warning
any cargo fire can be suffocated. Figure 8-4
shows a schematic of the smoke detector and
switchlight relationship.

FIRE
EXTINGUISHING
UP

FWD

FIRE
DETECTOR

Figure 8-3. APU Compartment Protection

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8 FIRE PROTECTION

CLOSE
HI PRESS

DAY/NIGHT SYS 6
3 7 156W BAGGAGE COMPARTMENT
CLOSE SHUTOFF VALVE
12 11 E
INDICATION
153W 5 F
LAMP TEST 8
1
3A B
EMERG OPEN 7
10
BUS 4
CLOSE G M
154W

A
C
D
100MA

SMOKE DETECTOR
155W
155W 155W
F +28
DCU
723FB
ALARM RELAY COMMON C 723F
H GND
ALARM RELAY N.O. D 80 BAGGAGE SMOKE

G CHASSIS GND
B BEST

Figure 8-4. Baggage Compartment Protection

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• The aural warning activates.

ENGINE FIRE CONTROL MODULE
The fire and overheat detector responders are OVERHEAT ANNUNCIATION
connected to their associated channels of the
Zone No. 2 overheat detectors warn the pilot
engine fire control module (Figure 8-5). The
of overheat conditions in the engine combus-
engine fire control module provides automatic
tor and power turbine section. When a detec-
system fault monitoring. The module also in-
tor senses an overheat condition, the following
terconnects with the FIRE/OVERHEAT warning
alerts occur:
annunciators, the EICAS, and the aural warning
system.

8 FIRE PROTECTION
• The associated engine OVERHT warning
light illuminates. The light remains on as
FIRE ANNUNCIATION long as the affected detector is above its
rated temperature.
When a detector senses an engine fire, the fol-
lowing alerts occur: • The ENG OVERHT warning message dis-
plays on the EICAS.
• The associated engine FIRE warning light • The aural warning activates.
illuminates. The light remains on as long
as the affected detector is above its rated
temperature.
• The L/R ENG FIRE warning message dis-
plays on the EICAS.

FIRE ARM PRESS ARM FIRE

EMERGENCY BUS TO
OVERHT EMPTY TEST EMPTY OVERHT

SYSTEM CONTROLS

ALARM SWITCH
(NORMALLY OPEN)

INSULATOR
DIAPHRAGM
CERAMIC
ISOLATOR
SENSOR
TUBE

FIRE PRESS
TO TO CONTROL
MODULE CORE
OVERHT TEST

AVERAGING
GAS

LEGEND INTEGRITY SWITCH

DC POWER (NORMALLY CLOSED)

GAS PRESSURE

Figure 8-5. Fire Detector Responder

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EMERG BUS EMERG BUS

FIRE FIRE FIRE FIRE

DET EXT EXT DET
LEFT LEFT RIGHT RIGHT
CONTROL
RELAYS
8 FIRE PROTECTION

EICAS
TO LIGHTS
IND TEST
SWITCH

FIRE ARM PRESS ARM FIRE

TO
OVERHT EMPTY TEST EMPTY OVERHT

LEFT HYD RIGHT HYD

& FUEL & FUEL
SHUTOFF SHUTOFF
VALVE VALVE

THERMAL
RELIEF DISK
PRESS
GAGE

LEFT RELIEF PRESS RIGHT RELIEF

EXTINGUISHING VALVE GAGE EXTINGUISHING VALVE
AGENT AGENT
CONTAINER CONTAINER

TWO–
WAY TO TEST TO TEST
TO TEST TO TEST
CHECK CIRCUIT CIRCUIT
CIRCUIT CIRCUIT
VALVE FIRE DET OVERHT DET
FIRE DET OVERHT DET
ZONE 1 ZONE 2
ZONE 1 ZONE 2
TWO–WAY
CHECK
RIGHT
LEFT VALVE SEE APU
ENGINE
ENGINE FIRE
EXTINGUISHING
SYSTEM

LEGEND
DC POWER
DOUBLE CHECK
EXTINGUISHER VALVE DETAIL

Figure 8-6. Fire-Extinguishing Bottles and Check Valve

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• One fire control module for each ­engine

FIRE EXTINGUISHING • One baggage compartment smoke
Left and right fire-extinguishing bottles, in the ­detector
aft fuselage, connect to the discharge lines in • Instrument panel and maintenance panel
zone No. 1 of each engine (Figure 8-6). Either controls
bottle can be selected to discharge its contents
into either engine nacelle. This allows either a
one- or two-shot discharge to either nacelle. FIRE/OVERHEAT DETECTORS
Two check valves, one in each common line The engine and APU fire detectors (Figure

8 FIRE PROTECTION
between bottles, prevent a full bottle from dis- 8-7) operate on the gas expansion principle.
charging into an empty bottle. The right bottle When the temperature of a fire or overheat
is fitted with the additional outlet and plumb- condition causes gas expansion within the
ing necessary for discharge into the APU detector, the pressure increase activates the
compartment. appropriate warning light and EICAS warning
message.

COMPONENT Loss of gas pressure, resulting from a detector

sensor being severed or burned through, sig-
nals a system fault.
DESCRIPTION
The fire protection system includes the follow-
ing major components:
• Two fire/overheat detectors for each e
­ ngine
• One fire detector for the APU
• Two fire extinguishing bottles

RESPONDER SENSOR
ELEMENT

Figure 8-7. Engine and APU Fire Detector

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FIRE-EXTINGUISHER BOTTLES THERMAL RELIEF VALVE AND

The fire-extinguishing system consists of two DISCHARGE INDICATOR
bottles (Figure 8-8) charged with 4.5 pounds
The thermal relief valve contains an integral fus-
of Halon 1301 agent. Discharge lines from the
ible check valve (see Figure 8-6). An a ­ bnormal
bottles lead to discharge nozzles in zone No. 1 of
temperature rise causes the check valve to
each engine and in the APU compartment.
discharge due to high pressure. The bottle
The bottles are installed in the aft fuselage discharges through its thermal relief valve into
section and include a pressure gage, pressure the common line between the bottles. The flow
8 FIRE PROTECTION

switch, pyrotechnics cartridges, and a com- continues overboard by bursting the thermal
bined pressure relief and fill valve. The right discharge indicator disc. The burst disc indi-
bottle includes an additional outlet and plumb- cates that one or both bottles have discharged,
ing for APU compartment fire extinguishing but does not identify which. The bottle pressure
gages must be checked. The disc is located un-
der the right engine nacelle, forward of the aft
equipment bay door. It must be checked during
the preflight inspection.

Figure 8-8. Fire-Extinguishing Bottles

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PORTABLE FIRE EXTINGUISHERS CONTROLS AND

Two portable, hand-operated fire extinguishers
are also provided, one in the passenger cabin
and one in the flight compartment (Figure 8-9).
INDICATIONS
They are charged with Halon 1211.
CENTER INSTRUMENT PANEL
CONTROLS
The engine fire protection system controls and

8 FIRE PROTECTION
indications for the left and right engine are
shown in Figure 8-10.

FIRE/OVERHT SWITCHLIGHT
FIRE light—The red FIRE light in the FIRE/OVER-
HT switchlight illuminates if either a fire or over-
heat condition occurs in zone 1.
OVERHT light—The red OVERHT light comes
on if an overheat condition occurs in zone 2.
The guarded FIRE/OVERHT switchlight, when
pressed, shuts down the engine, closes the fuel
and hydraulic shutoff valves, and arms both bot-
tle discharge cartridges for the affected engine.
This causes the ARM light in both ARM/EMPTY
switchlights to illuminate.

ARM/EMPTY SWITCHLIGHT
ARM light—The green ARM light in the upper
half of the ARM/EMPTY switchlight illuminates
to indicate that the discharge cartridges for the
affected engine are armed. After arming, the
ARM/EMPTY switchlight is pressed to discharge
the associated bottle’s extinguishing agent into
the affected engine. When the switchlight is
pressed, the ARM light extinguishes, and the
EMPTY light illuminates.
EMPTY light—The yellow EMPTY light in the
lower half of the ARM/EMPTY switchlight illu-
minates, indicating that the bottle pressure has
dropped below 400 psi.

Figure 8-9. Portable Fire Extinguisher

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8 FIRE PROTECTION

FIRE/OVERHEAT
MESSAGES
100.0 100.0 L ENG FIRE
N1 R ENG FIRE
100.0 100.0 L ENG OVERHT
R ENG OVERHT

ITT
650 650

98.0 N2 98.0
1100 FF 1100
2360 WING 2360
FUEL TOTAL (LBS) 12000
C ALT M C DIFF C RATE
TRIM
900 –0.4 650 AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0

BRT

Figure 8-10. Fire and Overheat Annunciations

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are tested.
ENGINE PRESS TO TEST SWITCHLIGHT
• The ENG FIRE TEST OK and BAGGAGE
The PRESS TO TEST switchlight for the engine SMOKE TEST OK advisory messages ap-
fire protection system is located at the top of pear on the EICAS display to indicate a suc-
the center instrument panel. This light checks cessful systems test.
the integrity of the electrical circuits, fire detec-
tors, and fire bottle discharge cartridges (Fig-
ure 8-11). When the switchlight is pressed, the OVERHEAD PANEL CONTROLS
fire protection system is tested as follows:
IND TEST ROCKER SWITCH

8 FIRE PROTECTION
• Both FIRE lights illuminate to indicate the
integrity of the electrical circuits and lights. When the IND TEST rocker switch (Figure
• Both OVERHT lights illuminate to indicate 8-12) on the overhead panel is placed in the
the integrity of the electrical circuits and DCU A & LTS position, the integrity of the four
lights. green lamps in the PRESS TO TEST switch-
light is tested. This tests whether an unlit lamp
• Both ARM and EMPTY lights illuminate to is due to lamp failure or to loss of continuity to
indicate continuity of electrical circuits. a discharge cartridge.
• The four indicator lights in the corners of
the PRESS TO TEST switchlight illuminate
to indicate the integrity of the fire bottle
discharge cartridges. The left and right light
pairs represent the discharge cartridge
pairs on the left and right fire agent bottles.
• The left and right bleed-air leak detectors

EMERGENCY BUS

LEGEND
DETECTOR RESPONDOR ASSEMBLY DC POWER
GAS PRESSURE

FIRE PRESS
TO
OVERHT TEST

FIRE ARM
PRESS ARM FIRE
TO
OVERHT EMPTY EMPTY OVERHT
TEST

Figure 8-11. PRESS TO TEST Switchlight

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8 FIRE PROTECTION

Figure 8-12. IND TEST Switch

APU PRESS TO TEST SWITCHLIGHT APU FIRE SWITCHLIGHT

The APU PRESS TO TEST switchlight (Figure The red APU FIRE switchlight (Figure 8-13)
8-13) tests the APU FIRE protection system. illuminates if a fire occurs in the APU com-
When pressed, the system responds as follows: partment. When pressed, the APU FIRE
switchlight arms the right fire agent bottle’s
• The red FIRE light illuminates to indicate in- APU discharge cartridge and closes the air-
tegrity of the APU compartment fire detec- craft-mounted and APU-mounted fuel shutoff
tor and light circuit. valves.
• Both the green ARM light and the yellow
EMPTY light illuminate to indicate continui- ARM/EMPTY SWITCHLIGHT
ty of electrical circuits.
• The PRESS TO TEST switchlight illuminates The green ARM light (Figure 8-13) illuminates
to indicate the integrity of the right bottle’s to indicate that the APU discharge cartridge
APU discharge cartridge circuitry. in the right fire agent bottle is armed. When
pressed, discharging the right bottle, the ARM
• The APU FIRE and APU BLEED AIR LEAK light extinguishes. The yellow EMPTY light il-
warning messages appear on the EICAS luminates to indicate that the bottle pressure
display to indicate successful systems test. has dropped below 400 psi.
• The aural warning activates.

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8 FIRE PROTECTION
Figure 8-13. Overhead Panel Controls

CLOSE
HI PRESS

Figure 8-14. BAGG PRESS Switchlight

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PEDESTAL CONTROLS FIRE BOTTLES PRESS TEST SWITCH

The FIRE BOTTLES PRESS TEST switch has
BAGG PRESS SWITCHLIGHT three positions and is spring-loaded to the OFF
position.
The BAGG PRESS switchlight is located on the
right side of the pedestal (Figure 8-14). LH ENGINE BOTTLE—Pressing the switch
to this position tests the pressure in the left
The CLOSE light, within the BAGG PRESS
fire-extinguishing bottle.
switchlight, illuminates to indicate that the bag-
gage compartment shutoff valve has closed. RH ENG/APU BOTTLE—Pressing the switch
8 FIRE PROTECTION

to this position tests the pressure in the right

MAINTENANCE PANEL CONTROLS fire-extinguishing bottle.

The maintenance panel (Figure 8-15) is located OFF—The switch spring-returns to the off
on the right fuselage just aft of the wing. The position as soon as it is released after being
following APU fire controls and indicators are pressed to either of the other two positions.
on this panel:
NORMAL LIGHT
• APU EMER KILL Switch
• APU FIRE EXTING Switch When the FIRE BOTTLE PRESS TEST switch is
used, this light illuminates to indicate that the
• APU FIRE BOTTLE PRESS TEST Switch fire-extinguishing bottle is fully pressurized
• The NORMAL Light and there is no leakage.

APU EMER KILL SWITCH EICAS MESSAGES

This switch is guarded to the NORMAL position The fire protection system consists of the fol-
for normal operation. If emergency shutdown lowing EICAS warning/caution messages and
of the APU is desired, the switch is placed to advisory information messages.
the STOP position. This shuts down the APU,
closes the fuel shutoff valve, and energizes the WARNING MESSAGES
APU FIRE EXTING switch.
L ENG FIRE—Displays when either overheating
APU FIRE EXTING SWITCH or fire occurs in zone 1 of the left ­engine.

If necessary, the APU fire extinguisher is dis- R ENG FIRE—Displays when either overheating
charged by placing this switch to either of the or fire occurs in zone 1 of the right ­engine.
two ON positions.
L ENG OVERHT—Displays when overheating
occurs in zone 2 of the left engine.
R ENG OVERHT—Displays when overheating
occurs in zone 2 of the right engine.
APU FIRE—Displays when fire is sensed in the
APU compartment.

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8 FIRE PROTECTION
Figure 8-15. Maintenance Panel APU Fire Controls

L ENG FIRE BTLE—Displays to indicate that the

CAUTION MESSAGES pressure in the left fire extinguisher bottle is
L ENG FIRE DETECT—Displays when either less than 400 psi (amber on the ground, white
fire or overheat detector has failed in the left in flight)
engine.
BAGGAGE SMOKE—Displays when smoke is
R ENG FIRE DETECT—Displays when either sensed in the baggage compartment.
fire or overheat detector has failed in the right
engine. ADVISORY MESSAGES
R ENG/APU FIRE BTLE—Displays to indicate ENG FIRE TEST OK—Displays to indicate
that the pressure in the right fire extinguish- that the fire protection system is operating
er bottle is less than 400 psi (amber on the normally.
ground, white in flight).
BAGGAGE SMOKE TEST OK—Displays to indi-
cate the baggage compartment smoke detec-
tor is operating normally.

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SYSTEM OPERATION SYSTEM FAULTS AND TESTING

FAULTS AND INDICATIONS
NORMAL OPERATION
The fire protection system is continuously mon-
itored for failures. When a system fault occurs
FIRE LIGHT ILLUMINATES (Figure 8-16), the L/R ENG FIRE D ­ ETECT cau-
When a FIRE light illuminates and the L/R ENG tion message is indicated on the EICAS.
FIRE warning message displays on the EICAS
A system fault warning is activated if any of the
8 FIRE PROTECTION

(Figure 8-10), the affected engine thrust lever

should be moved to IDLE. If the light remains following events occur:
on, press the respective FUEL CUT-OFF switch- • A detector wire chafes to ground.
light and the illuminated FIRE/OVERHT switch-
light. This shuts down the engine and closes • A detector wire breaks.
the fuel and hydraulic shutoff valve as indicat- • A detector’s sensor tube loses gas pres-
ed by illumination of the fuel valve’s IN TRAN sure due to severance or chafing.
then CLOSE lights on the overhead panel. • A detector’s mating connector sockets are
Pressing the FIRE/OVERHT switchlight also loose or contaminated.
arms the extinguishing system. This is indicat- • The control module unit fails.
ed by the illumination of the green ARM lights
in the two ARM/EMPTY switchlights. Quick A fault in the APU fire detector causes the APU
Reference Handbook procedures specify that FIRE warning message to appear on the EICAS
the left fire bottle shall be discharged first in but not the other indications of a fire in the APU
response to an engine fire. compartment. The APU FIRE switchlight does
not illuminate, and the APU fire bell does not
sound with these fault conditions when the
OVERHT LIGHT ILLUMINATES APU PRESS TO TEST switchlight is pressed.
When an OVERHT light illuminates and the L/R
ENG OVERHT warning message displays on
the EICAS (Figure 8-10), the a­ ffected engine
thrust lever should be moved to IDLE. If the
light remains on, press the respective FUEL
CUT-OFF switchlight and the illuminated FIRE/
OVERHT switchlight. This shuts down the en-
gine and closes the fuel and hydraulic shutoff
valve as indicated by illumination of the fuel
valve’s IN TRAN then CLOSE lights on the over-
head panel.

ARM LIGHT ILLUMINATES

When the ARM/EMPTY (discharge) switchlight
of either bottle is pressed, extinguishing agent
discharges into the affected engine nacelle. Si-
multaneously, the ARM light extinguishes, and
the EMPTY light illuminates.

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8 FIRE PROTECTION
FAULT AND
LOW PRESSURE
100.0 100.0 L ENG FIRE DETECT MESSAGES
N1 L ENG FIRE BTLE
100.0 100.0 R ENG/APU FIRE BTLE

ITT
650 650

98.0 N2 98.0
1100 FF 1100
2360 WING 2360
FUEL TOTAL (LBS) 12000
C ALT M C DIFF C RATE
TRIM
900 –0.4 650 AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0

BRT

Figure 8-16. System Fault and Indications

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QUESTIONS
1. What cockpit indications will you get with 4. Which of the following areas does NOT
an abnormally high temperature in engine provide the EICAS with an indication of a
zone #2? fire/overheat?
A. Center instrument panel FIRE warning A. The APU
annunciator, EICAS display L/R ENG B. The baggage compartment
FIRE warning message, and cockpit
aural fire/overheat alarm. C. The left and right engines
8 FIRE PROTECTION

B. Center instrument panel OVERHT D. None of the above

warning annunciator, EICAS display
L/R ENG OVERHT warning message, 5. What does the engine PRESS TO TEST
and cockpit aural fire/overheat alarm. switchlight check when it is depressed?
C. Center instrument panel OVERHT A. Depressing the PRESS TO TEST
warning annunciator, EICAS display switchlight is a light bulb check of the
L/R ENG FIRE warning message, and FIRE lights, OVERHT lights, ARM, and
cockpit aural fire/overheat alarm. EMPTY lights. The four bulbs in the
D. No abnormal indications since fire is corners of the PRESS TO TEST switch-
normally in this section of the engine. light itself do not illuminate when
depressed.
2. The fire protection system is electrically B. Pressing the PRESS TO TEST switch-
controlled and operated. It receives power light on the engine fire protection panel
from which electrical source? tests the continuity of the electrical cir-
cuits and lights, the integrity of the dis-
A. The emergency bus charge cartridges, and the left and right
B. The left and right distribution buses bleed-air leak detectors.
C. The left and right hot battery buses C. Only the four indicator lights in the cor-
D. The left and right avionics buses ners of the PRESS TO TEST switchlight
illuminate when depressed to indicate
the ­integrity of the fire bottle discharge
3. What area(s) is/are protected by a fire-ex- cartridges.
tinguishing system?
D. Depressing the PRESS TO TEST
A. Engine zones #1 and #2 switchlight is a light bulb check for the
B. The baggage compartment four bulbs in the corners of the PRESS
TO TEST switchlight itself.
C. Engine zone #2
D. The APU

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6. In response to a fire indication, you depress D. The associated fire bottle discharg-
the FIRE/OVERHT switchlight. What does es, the green ARM light extinguishes
depressing this switchlight do? and the yellow EMPTY light illuminates
A. Depressing the FIRE/OVERHT switch- when the fire goes out.
light shuts down the engine, closes
the fuel and hydraulic shutoff valves, 8. What indications will tell you that the fire is
and arms both fire bottle discharge extinguished?
cartridges for the affected engine. This A. When the yellow EMPTY light illumi-
causes both ARM lights to illuminate. nates, the fire is out.

8 FIRE PROTECTION
B. Depressing the FIRE/OVERHT switch- B. When the associated engine FIRE warn-
light closes the fuel, hydraulic and ing light and EICAS warning message
pneumatic shutoff valves and arms extinguish, the fire is out.
both fire bottle discharge cartridges
for the affected engine. This causes C. Visual indication of no fire or smoke is
both ARM lights to illuminate. the only way to assure that the fire is
out.
C. Depressing the FIRE/OVERHT switch-
light closes the fuel and hydraulic D. None of the above
shutoff valves and arms one fire bottle
discharge cartridge for the affected en- 9. Two portable, hand operated fire extin-
gine. This causes the affected engine guishers are provided with the aircraft.
ARM light to illuminate. Where are they located?
D. Depressing the FIRE/OVERHT switch- A. One is in the front of the passenger
light closes the fuel, hydraulic and cabin and one is in the back.
pneumatic shutoff valves and arms
one fire bottle discharge cartridge for B. Both are in the flight compartment,
the affected engine. This causes the af- ­located on either side of the cockpit.
fected engine ARM light to illuminate. C. Both are in the passenger cabin,
­located at the galley.
7. In response to the above fire indication, D. One is in the passenger cabin and the
your next checklist step is to depress the other is in the flight compartment.
ARM/EMPTY switchlight. What does de-
pressing this switchlight do?
A. The associated fire bottle discharg-
es, the green ARM light extinguishes
and the yellow EMPTY light illuminates
when the respective cylinder is dis-
charged to the affected engine.
B. The associated fire bottle discharges,
the green ARM light extinguishes and
the yellow EMPTY light illuminates im-
mediately, signifying that the fire bottle
pressure is less than 400 psi.
C. The associated fire bottle discharges,
the green ARM light extinguishes and
the yellow EMPTY light illuminates im-
mediately, signifying that the switch-
light has been pressed.

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CHAPTER 9

PNEUMATICS
CONTENTS
Page

INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
BLEED-AIR SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Pneumatic Subsystems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6

9 PNEUMATICS
Bleed-Air Leak Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
RAM-AIR SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13

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ILLUSTRATIONS
Figure Title Page

9-1 Pneumatic (Bleed) System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3

9-2 Bleed-Air Precooler and Overtemperature/Overpressure Switches . . . . . . . . . . . 9-4
9-3 Pneumatic Subsystems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
9-4 Bleed-Air Leak Detection System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
9-5 Bleed-Air Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
9-6 EICAS Bleed-Air Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
9-7 Ram Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
9 PNEUMATICS

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CHAPTER 9

9 PNEUMATICS
PNEUMATICS
INTRODUCTION
This chapter describes the pneumatic power systems of the Gulfstream G200 series business jets.
All pneumatically operated subsystems are described separately elsewhere in this training manual.
Pressurized air required by the pneumatic system is bled from the engines or the APU. A selector
knob in the cockpit determines the air pressure source used by the environmental control system.

GENERAL
Bleed air is extracted from the low- or high-pres- A ram-air system of ducts, valves, and cockpit
sure bleed ports on each engine or APU for air controls is available for cabin ventilation during
conditioning and pressurization. Ducts, valves, flight. Selecting ram air closes all bleed-air
and a bleed-air management system facilitate sources and sends a depressurization signal to
bleed-air delivery to the aircraft pneumatic sub- the cabin pressure controller.
systems. Pressure regulation, precooling, and
system sensing also provide control features The air distribution system consists of the
for the pneumatic system. ducts, valves, and controls required to route
bleed and ram air to the airplane systems.

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engine is in operation. This is advantageous

BLEED-AIR SYSTEM before a flight, when the aircraft temperature
is very hot or very cold. Also, when APU air is
Each engine is fitted with low- and high-pres- selected, the PRSOV for each engine is closed.
sure bleed-air ports (Figure 9-1). The low-pres-
sure ports are fitted to the P2.5 station on the
HP compressor. The high-pressure ports are at
COMPONENT DESCRIPTION
the P3.0 station on the HP compressor. Bleed
air is extracted from either port on each engine HIGH PRESSURE SHUTOFF VALVE
or from the APU. The first component for regulating bleed-air
Bleed air is managed in flight and on the ground pressure is the HPSOV (Figure 9-1). The HPSOV
through: is located in the aft fuselage, in line with the
engine pylon. The HPSOV controls the bleed
• Source selection air flowing to the PRSOV. On the ground, the
• Pressure regulation HPSOV opens whenever the N1 on the respec-
tive engine is less than 40%. In flight, a low-pres-
• Precooling sure pylon switch, located in the low-pressure
• Leak detection duct, allows the HPSOV to open whenever the
switch senses <13 psi. Normally, low-pressure
9 PNEUMATICS

bleed air is used during climb and cruise, up

SYSTEM DESCRIPTION to flight level 400. High-pressure bleed air is
Bleed air source selection (right engine, left en- normally used during high-altitude cruise and
gine, both engines, or the APU) for the environ- idle descents.
mental control system (ECS), is made using the
cabin air selector knob. This knob is located on PRESSURE REGULATOR
the ECS panel, on the forward right side of the AND SHUTOFF VALVE
pedestal. The crew may turn the knob to select
any source at any time. When either or both The second component for bleed-air pressure
engines are selected, bleed air flows from the regulation is the PRSOV. Both PRSOVs, one for
two engine ports as soon as the engines are each engine, have two settings, high and low.
operating. The air from both the high-pressure The low setting is 23 ±2 psi. The high setting is
and low-pressure ports is ducted through the 42 ±2 psi. The shutoff function of the PRSOV
pylons. is directly controlled by the cabin-air selector
knob.
The high-pressure and low-pressure ports are
protected from excessive bleed-air extraction
by venturi restrictors. The low-pressure port al-
lows air to flow into the low-pressure duct, which
has a one-way check valve. The high-pressure
port allows air to flow into the high-pressure
duct. The low-pressure duct and the high-pres-
sure duct merge inside the aft fuselage. Engine
bleed air is regulated by two components, the
high pressure shutoff valve (HPSOV) and the
pressure regulator and shutoff valve (PRSOV).
The APU has only one bleed port, so selecting
APU opens the APU load control valve. There
is no pressure regulation on the APU bleed air
until it gets to the ECS. This allows maximum
airflow when the APU is operating but neither

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RIGHT
ENGINE

VENTURIS LP HP
LOW
PRESSURE HP SHUTOFF VALVE
DUCT

LOW-PRESSURE
PYLON SWITCH
EMERGENCY ONE-WAY HIGH-
AIR SHUTOFF CHECK VALVE PRESSURE
VALVE
DUCT

PRECOOLER
PRESSURE REGULATOR
AND SHUTOFF VALVE
RAM AIR BYPASS
VALVE

9 PNEUMATICS
OZONE
CONVERTER

PACK
VALVE
OVERBOARD APU

ONE-WAY APU SHUTOFF

CHECK VALVE VALVE

E PRESSURE REGULATOR
C BOTH AND SHUTOFF VALVE
S
ENGINES
L R
ENG ENG

APU
EMERG
HIGH-
ONE WAY PRESSURE
CHECK VALVE DUCT
RAM
LOW-PRESSURE
PILOT LOW PYLON SWITCH
DEFOG AIR COND PRESSURE
DUCT
HP SHUTOFF VALVE
INCRS INCRS
VENTURIS LP HP

DCRS DCRS
LEFT
ENGINE

Figure 9-1. Pneumatic (Bleed) System Components

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OZONE CONVERTER BLEED-AIR PRECOOLER

Inside the aft fuselage, the high- and low-pres- The bleed-air precooler (Figure 9-2) lowers
sure ducts of each engine join at the beginning bleed-air temperature to an optimum 300° F.
of the bleed-air duct. The bleed-air duct passes The precooler uses ram air, ducted from the
the bleed air to the ozone converter. Only the leading edge of the vertical stabilizer, for cool-
engine bleed air goes through the converter. ing the bleed air.
APU bleed air flows directly to the ECS with
neither precooling nor ozone conversion. As air approaches the precooler, it passes
through a duct cooled by the ram air. The duct
The ozone converter uses a static process to then branches into two ducts. One of these
convert ozone (O3) to oxygen (O2). After pass- ducts leads to the precooler, while the other
ing through the ozone converter, the engine bypasses the precooler. A valve on the bypass
bleed-air flows to the precooler. duct opens or closes, based on temperature
of the air leaving the precooler. At 300°F and
higher, the valve closes the bypass duct, forc-
ing all air to pass through the precooler. Below
300°F, the valve opens, allowing air to flow
9 PNEUMATICS

OVERBOARD OVERBOARD

OZONE
CONVERTER
FROM
ENGINE’S
BLEED

BYPASS THERMOSTAT
VALVE
RAM AIR

TO ECS FROM APU

PACK

OVERPRESSURE
SWITCH
OVERTEMPERATURE
SWITCHES

PRECOOLER

RAM AIR

TO
TRIM AIR
VALVES

Figure 9-2. Bleed-Air Precooler and Overtemperature/Overpressure Switches

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equally through the precooler and the bypass

duct. The precooler and the bypass duct are
both cooled by ram air.
SNS 004-024 (PRE MOD 5006)
PACK VALVE, OVERTEMPERATURE, AND The pressure settings of the PRSOVs and the
OVERPRESSURE SWITCHES pack valve are set by the air conditioning con-
troller (ACC) depending on the needs of the
As air exits the precooler, it enters a duct that system. On the ground, the valves are com-
joins the duct from the APU. Immediately af- manded to the high pressure setting to provide
ter this junction is a pressure-regulating valve, maximum cooling when required.
known as the pack valve. The pack valve regu-
lates APU and engine air pressure just prior to SNS 004-024 (POST MOD 5006)
entering the ECS.
Mod 5006 provides for a ECS HI FLOW tog-
The pack valve has two settings, low and high. gle switch to be installed on the copilot side
The low setting is 20 ±2 psi, and the high set- console to cancel the high pressure setting
ting is 40 ±2 psi. due to air flow noise inside the aircraft. If the
The pack valve and both PRSOVs are pneumat- ACC has commanded the low pressure setting,
ically actuated open and spring-load closed the switch cannot change the setting to high

9 PNEUMATICS
if electric power is removed or if no bleed-air pressure.
pressure is present upstream of the valve.
SNS 025 AND SUBSEQUENT (MOD 7141)
Immediately before the pack valve is an over-
pressure switch. This switch causes the BLEED Mod 7141 cancels control of the pressure set-
PRESS/TEMP HI message to appear if the duct tings by the ACC and installs a HI FLOW switch-
pressure is above 50 psi. Immediately past the light on the center console during aircraft pro-
pack valve are two overtemperature switch- duction that allows the flight crew to switch
es. Two are installed for redundancy. Either between the high and low pressure settings
switch causes the same BLEED PRESS/TEMP as desired. The valves are normally in the low
HI message to appear if the duct temperature pressure setting unless switched to high pres-
exceeds 550°F. sure by the console switchlight.

PRSOV AND PACK VALVE PRESSURE

SETTINGS
With either or both engines selected as the
bleed air source, the PRSOVs and the pack
valve will be at the same pressure setting. With
the APU selected, only the pack valve will be
operating since de-selection of the engines will
close their PRSOVs.
The pressure settings of the left and right
PRSOV and the pack valve can be controlled
depending on aircraft configuration.

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PNEUMATIC SUBSYSTEMS ICE AND RAIN PROTECTION SYSTEM

In addition to the ECS, four other systems on On the low-pressure duct from each engine
the Gulfstream G200 use bleed air pressure is a port for the ice and rain protection sys-
(Figure 9-3). These systems consist of the tem. The ice and rain protection system uses
following: low-pressure bleed air to de-ice the aircraft.
This low-pressure bleed air is ducted to inflat-
• Hydraulic system able boots around the aircraft. The system in-
• Flight control system (for rudder bias) flates the boots on command.
• Ice and rain protection system
EMERGENCY AIR SYSTEM
• Emergency air system
The emergency air system is used if the ECS
HYDRAULIC SYSTEM fails. This system provides bleed air for fresh air
and pressurization if the ECS cannot. Only the
Both engines have two bleed-air ports in ad- right engine low-pressure duct has a branch
dition to the ports supplying the ECS. One of leading to the emergency air shutoff valve. This
these ports, from each engine, supplies air valve only opens if the crew selects EMERGEN-
pressure to the hydraulic reservoirs. These CY on the ECS selector. The emergency air
9 PNEUMATICS

ports attach to a common duct so that if an valve is an electric motor-operated valve. It re-
engine fails, sufficient air pressure is available mains in the position where power is removed.
for both the left and right hydraulic systems. In A separate motor-operated valve controls the
addition, the APU supplies air pressure to the cooling airflow to the heat exchanger for the
hydraulic reservoirs. emergency bleed air.

FLIGHT CONTROL SYSTEM

The flight control system uses air pressure to
help control the aircraft if an engine fails during
takeoff. Both of the two ports mentioned above
lead to a rudder bias control box. If an engine
fails, bleed-air pressure is lost, and the rudder
bias system allows rudder movement to help
the pilots control the aircraft.

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RIGHT
ENGINE
EMERGENCY AIR
HEAT EXCHANGER EMERGENCY
AIR SHUTOFF LP HP
AIR FROM TO ICE
VALVE
PORT BELOW AND RAIN
RIGHT ENGINE PROTECTION
SYSTEM
TO HYDRAULIC
RESERVOIRS
AND WATER TANK
OVER-
BOARD
ABOVE
RIGHT
ENGINE
RUDDER BIAS
RAM AIR CONTROL BOX
SHUTOFF

9 PNEUMATICS
VALVE

APU

TO ICE TO HYDRAULIC
AND RAIN RESERVOIRS
PROTECTION AND WATER TANK
SYSTEM

LP HP

LEFT
ENGINE

Figure 9-3. Pneumatic Subsystems

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a L/R BLEED AIR LEAK or an APU BLEED AIR

BLEED-AIR LEAK DETECTION LEAK message.
The bleed-air leak detection system provides The sensing elements connect to the control
leak detection for three separate zones (Fig- unit in a continuous loop arrangement so that a
ure 9-4). These zones include the right engine, single break in the loop will not cause the sys-
left engine, and APU. Each zone has sensing tem to become inoperative. If more than one
elements and a bleed-air leak detector control- break occurs in the loop, that portion of the
ler. The controllers detect resistance changes sensing element still connected to the control
in a continuous sensing element. The control- unit retains the ability to detect and signal an
ler energizes the warning relay, which signals overheat condition. A false warning does not
the EICAS if a bleed-air leak is detected by occur as a result of one or more breaks in the
the sensing element. The EICAS then displays sensing element circuit.

RIGHT
ENGINE
9 PNEUMATICS

LP HP

FIRE WALL

TO HYDRAULIC
RESERVOIRS AND
WATER TANK

CONTROL UNIT
TO RUDDER
BIAS BOX

BLEED RIGHT
APU
CONTROL UNIT

TO RUDDER APU
BIAS BOX

CONTROL UNIT

TO
AIRFRAME TO HYDRAULIC
DEICING RESERVOIRS AND
SYSTEM WATER TANK BLEED LEFT

FIRE WALL

LP HP

LEFT
ENGINE

Figure 9-4. Bleed-Air Leak Detection System

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BOTH ENGINES—Selects both engines as

CONTROLS AND INDICATIONS bleed-air sources

ECS PANEL L ENG—Selects the left engine as the bleed-air

source
The ECS panel is on the forward right side of
the control pedestal (Figure 9-5). APU—Selects the APU as the bleed-air source
RAM—Selecting RAM closes all bleed-air
CABIN AIR SELECTOR valves, sends a DUMP signal to the pressur-
ization controller, and allows outside air to flow
The cabin air selector is a control knob. The into the air distribution system.
selector position determines the air source for
the ECS. The cabin air selector knob positions
are as follows:
EMERG—Selects right-engine low-pressure
bleed air for emergency pressurization opera-
tion. This air is only cooled by ram air.
R ENG—Selects the right engine as the bleed-

9 PNEUMATICS
air source

ECS PANEL

CABIN AIR
SELECTOR

AIRFLOW
CLOSE
HI
FLOW
HI PRESS

Figure 9-5. Bleed-Air Control

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To select the RAM, APU or EMERG position, the

control knob must be pulled outward. With the
EICAS DISPLAY
selector in the RAM position, the cabin pres- The EICAS panel (Figure 9-6), on the pilot’s in-
sure controller sends a signal to open the out- strument panel, displays the following bleed-air
flow valve. leak and temperature messages.
The cabin air selector uses 28-VDC power to APU BLEED AIR LEAK—Leak or rupture in the
control the air source valves. The power is sup- APU bleed-air duct
plied from the emergency bus.
L BLEED AIR LEAK—Leak or rupture in the left
bleed-air duct
R BLEED AIR LEAK—Leak or rupture in the right
bleed-air duct
BLEED PRESS/TEMP HI—Excessive pressure
upstream of the pack valve or temperature
downstream of the pack valve
9 PNEUMATICS

100.0 100.0 APU BLEED AIR LEAK

N1 L BLEED AIR LEAK
100.0 100.0 R BLEED AIR LEAK
BLEED PRESS/TEMP HI

ITT
650 650

98.0 N2 98.0
1100 FF 1100
2360 WING 2360
FUEL TOTAL (LBS) 12000
C ALT M C DIFF C RATE
TRIM
900 –0.4 650 AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0

BRT

Figure 9-6. EICAS Bleed-Air Messages

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low- and high-pressure bleed air. To enhance

SYSTEM OPERATION bleed-air system operations with differential
thrust lever settings, each high-pressure shut-
GROUND OPERATION off valve operates independently of the other.
Independent operation permits one engine to
The APU is the primary bleed-air source during provide high-pressure bleed air, while the other
ground operation. With the APU selected and engine may provide low-pressure air.
the APU operating, the air-conditioning system
provides heating and cooling during ground
operations. If engine bleed air is selected, the
thrust lever position determines whether low- RAM-AIR SYSTEM
or high-pressure engine bleed air is extracted.
When the engine thrust lever position exceeds
40% N1, the high-pressure shutoff valve closes.
SYSTEM DESCRIPTION
Below 40% N1, the HPSOV opens. Ram air enters the aircraft from an opening at
the base of the vertical stabilizer (Figure 9-7).
FLIGHT OPERATION This opening immediately branches into three
ducts.
A pressure switch in the low-pressure ducts
causes the high-pressure shutoff valve to Air flows from the first duct to the bleed-air pre-

9 PNEUMATICS
open when pressure drops below 13 psi. The cooler, where initial cooling takes place. This
high-pressure shutoff valve deenergizes and air then flows overboard through an opening
closes when the pressure is greater than the on the lower fuselage.
low-pressure switch setting. The low-pressure
The air flowing through the second duct is
switch has a pressure deadband tolerance,
used by the ECS for cooling for the primary
which prevents system oscillation between
and secondary heat exchanges. After cooling

RAM AIR SCOOP

APU

CHECK VALVE

Figure 9-7. Ram Air System

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the heat exchangers, this air also flows over-

board through a separate opening next to the CONTROLS AND INDICATIONS
precooler exhaust outlet.
CABIN AIR SELECTOR
The third duct is the ram-air supply. The ram-air
supply allows outside air to flow into the cabin The cabin air selector is on the ECS (Figure
to provide ventilation. Ram air should be se- 9-5), on the upper right side of the control ped-
lected in flight, when the ECS and emergency estal. The selector is a rotary knob. Selecting
air supplies are not available. When the crew the RAM position sends a signal to the cabin
selects RAM, cabin pressurization is lost. Ram pressure controller, opening the outflow valve
air at ambient temperature should be selected to allow air circulation through the cabin.
at pilot’s discretion. The ram-air check valve
controls the ram-air supply.

COMPONENT DESCRIPTION
RAM-AIR CHECK VALVE
The ram-air check valve is a split-flapper valve
9 PNEUMATICS

spring-loaded to the closed position. The valve

is also used for negative pressure relief.

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QUESTIONS
1. Bleed air is extracted from the low or high 4. The cabin air selector is a six position rota-
pressure bleed ports on each engine or ry knob that determines the air source for
APU for air conditioning and pressurization. the ECS. Which of the following is NOT one
When is low pressure bleed air primarily in of these selections?
use? A. BOTH ENGINES
A. During climb and cruise, up to FL 400 B. R ENG
B. During high altitude cruise and idle C. DUMP
descents
D. APU
C. During ground operations (WOW), be-
low 40% N1 on each engine
5. The EMERG position on the cabin air se-
D. During all phases of flight lector provides bleed air for fresh air and
pressurization if the ECS cannot. Air is
2. When is high pressure bleed air primarily ducted from which source with the knob in
in use? EMERG?
A. During climb and cruise, up to FL 400 A. The right engine

9 PNEUMATICS
B. During high altitude cruise and idle B. The left engine
descents C. The APU
C. During all phases of flight D. Either right or left engine
D. None of the above
6. The RAM position on the cabin air selector
3. If air temperature or pressure are too high allows outside air to flow into the cabin to
entering the environmental control system provide ventilation. When should the RAM
(ECS), a BLEED PRESS/TEMP HI message position be used?
will appear on the EICAS. What tempera- A. On the ground for all normal operations
ture/pressure, if exceeded, will cause this
annunciation? B. At any time in flight when colder air is
desired
A. 300°F/40 ±2 psi
C. In flight, when the ECS and emergen-
B. 450°F/23 psi cy air supplies are not available
C. 500°F/20 ±2 psi D. At high altitudes to supplement cool
D. 550°F/50 psi air provided by the air conditioning
system

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CHAPTER 10

ICE AND RAIN PROTECTION

CONTENTS
Page

INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
ICE AND RAIN SUBSYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
PNEUMATIC BOOTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7
WINDSHIELD HEATING AND RAIN REMOVAL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9

10 ICE AND RAIN

PROTECTION
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
PROBE HEATING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
ICE DETECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-15
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-15
Baggage Compartment Heating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-15
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
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ILLUSTRATIONS
Figure Title Page

10-1 Ice and Rain Protected Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2

10-2 Inlet Anti-icing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
10-3 Probe and Nacelle Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
10-4 Pneumatic Boots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
10-5 Pneumatic Boots System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
10-6 Ejector Flow Control Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
10-7 Deicing Controls on the Overhead Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
10-8 Windshield Heating Elements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
10-9 Windshield Heat Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
10-10 Probe Heating Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-12
10-11 Probe Heat Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13
10-12 Ice Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-14
10 ICE AND RAIN
PROTECTION

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CHAPTER 10

ICE AND RAIN PROTECTION

INTRODUCTION
This chapter describes the ice and rain protection system of the Gulfstream G200 series business

10 ICE AND RAIN

jets. The aircraft is provided with ice and rain protection systems to prevent formation of ice (an-

PROTECTION
ti-ice), to remove ice from the wings and horizontal stabilizer (deice), and to remove rain from the
windshield.

GENERAL
The aircraft is outfitted with the following ice Anti-icing of the engine nacelle inlets is by hot,
and rain protection subsystems (Figure 10-1): engine bleed air, distributed inside the engine
inlets edges through piccolo tubes. The inlet
• Engine inlet heating total outside pressure (PT0) and total outside
• Pneumatic boots on the leading edges temperature (TT0) probes are electrically heat-
• Windshield heating and rain coating ed. Nacelle and probe anti-ice is controlled
by the ENGINE PROBE & NACELLE ANTI-ICE
• Probe heating switchlight on the overhead panel.
• Ice detection
Pneumatically inflated boots deice the wing
and horizontal stabilizer leading edges. The
system is controlled by the WING & TAIL DE-
ICE switch on the overhead panel. The aero-
dynamic profile of the airfoils is ­reestablished
by vacuum. The vacuum evacuates the boots

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when they are not in operation and holds Anti-icing for the pitot probes, static ports, total
them firmly against the leading edges. Three air temperature (TAT) probe, and angle-of-at-
caution messages on the engine indication tack (AOA) probe is provided by electrical heat-
and crew alert system (EICAS) display differ- ers. The PROBES HEAT switch on the overhead
ent types of failures in the system. panel controls anti-icing for these probes.
Electrical heating elements installed between Ice detector probes sense the presence of icing
the transparent layers of the windshields pro- conditions and provide signals to the EICAS.
vide windshield anti-icing. Electrical power to
the elements is controlled by the L and R WIND-
SHIELD HEAT switches on the overhead panel.
Regulation of electrical power to the elements
automatically maintains a ­constant windshield
temperature. A WS TEST switchlight on the
overhead panel tests the system. Two EICAS
messages indicate failure in the system.
The windshields are coated with a special coat-
ing allowing the crews improved visibility, even
in heavy rain.
10 ICE AND RAIN

ENGINE
PROTECTION

NACELLE
INLET
HORIZONTAL
STABILIZER
DEICER BOOT

WINDSHIELD
ANTI-ICE

WING LEADING
HEATED STATIC PORTS
EDGE DEICER BOOTS

AOA PROBE
PITOT
TUBE

Figure 10-1. Ice and Rain Protected Areas

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power passes through the respective engine

ICE AND RAIN oil pressure switch enroute to the probes. If
there is no oil pressure (engine shutdown),
SUBSYSTEMS electrical power does not reach the probes.
This prevents overheating the probes.

SYSTEM DESCRIPTION ENGINE COMPRESSOR SECTION

ENGINE INLET The inner fixed and stator guides in the en-
gine compressor section are anti-iced by P2.8
The engine inlet ice and rain subsystem in- bleed air flowing into the intermediate case.
cludes nacelle inlet, intermediate case, and When the engine probe and nacelle anti-ice
inlet pressure/temperature probe anti-icing. are selected, bleed air flows forward through
Anti-icing of the engine nacelle inlets is by hot an anti-icing solenoid valve into the intermedi-
engine bleed air distributed inside the leading ate case. The solenoid valve is powered closed
edges. The inlet PT0TT0 probes are electri- and spring-loaded open.
cally heated. The fixed core flow guide vanes
are heated by hot engine bleed air through an
anti-ice solenoid valve. Engine anti-ice is con-
trolled by the ENGINE PROBE & NACELLE AN-
TI-ICE switchlight on the overhead panel.
Electrical power for the entire system is sup-
plied to the left and right systems by the left
and right distribution buses, respectively. The
systems are protected by the L and R NACELLE
ANTI-ICE circuit breakers on the overhead ANTI-ICE NOZZLE
panel.

10 ICE AND RAIN

PROTECTION
INLET COWL
COMPONENT DESCRIPTION LIP ASSEMBLY

NACELLE INLET LIP

The nacelle inlet lip (Figure 10-2) is heated
by hot pressurized engine bleed air supplied
through an electrically operated valve. This ANTI-ICE AIR
EXHAUST HOLE
bleed air flows from the engine outboard side
HP bleed port. Since this air stays in the engine
nacelle, it is not considered part of the pneu-
matic system. When engine probe & nacelle FWD
anti-ice is selected, this bleed air flows through
the nacelle anti-ice air supply valve (NAASV) to
the engine nacelle inlet. After heating the inlet
lip, the air flows around the inlet chamber and
into the nacelle. The air then exits through the
bottom of the ­nacelle. The supply valve is pow-
ered closed and spring-loaded open.

INLET PROBES
Both inlet probes, PT0and TT0, are electrically
Figure 10-2. Inlet Anti-icing
heated. When they are selected ON, e ­ lectrical

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CONTROLS AND INDICATIONS EICAS MESSAGES

The anti-ice system for each engine is con- The L or R ENG NAC ANTI-ICE message ap-
trolled by the L or R ENGINE PROBE & NA- pears on the EICAS when the associated EN-
CELLE ANTI-ICE switchlight on the ANTI-ICE GINE PROBE & NACELLE ANTI-ICE switchlight
subpanel of the overhead panel (Figure 10- is selected ON and the engine bleed-air pres-
3). The switchlight illuminates to indicate that sure in the nacelle is insufficient for anti-ic-
engine probe & nacelle anti-ice has been se- ing. The message will also appear if there is
lected, and the anti-ice solenoid valve is in the air pressure in the respective nacelle and the
open position. switch is not ON.
When pressed, the nacelle anti-ice air supply
valve and the engine solenoid valve open to
allow heating of the engine inlet and stators.
PNEUMATIC BOOTS
Selecting engine anti-ice ON also signals the SYSTEM DESCRIPTION
stall protection and Q-feel computer that en-
gine anti-ice is on, which causes the low speed Pneumatically inflated boots deice the wing
and stall speed indications on the airspeed rib- and horizontal stabilizer leading edges (Figure
bon on the PFD to increase. 10-4). The boots are composed of fabric-rein-
forced, rubber sheets with built-in inflatable
tubes. The boot edges are tapered to blend
ANTI ICE smoothly with the airfoil leading edge. The
ENGINE PROBE
& NACELLE aerodynamic profile of the airfoils is maintained
L R by vacuum. The vacuum evacuates the boots
ENGINE ENGINE
ANTI ICE ANTI ICE
when they are not in operation and holds them
firmly against the leading edges.
The system uses engine low pressure bleed air
10 ICE AND RAIN

for inflation pressure and to create the vacuum

PROTECTION

CABIN LIGHTS EXTERIOR LIGHTS for boot deflation. The wing boots are installed
on the slats and on the Krueger flaps (Figure
LANDING
DOME TAXI L R POSITION ANTICOL
OVRD ON BELTS READ OFF OFF OFF LOGO POS UPPER

OFF OFF PULSE PULSE OFF OFF OFF

10-4).
BELTS INDIRECT WING UPPER

Low-pressure bleed air flows from each en-

ON/OFF NO SMOKE READ ON ON ON INSPEC POS & STR & LOWER

RIGHT ENGINE
STBY
ANTI ICE WINDSHIELD WIPERS gine low pressure duct to a check valve,
which prevents back-flow to the engines.
FUEL PUMP STARTER ENGINE PROBE
& NACELLE
ON STOP FAST
L R

OFF OFF ENGINE ENGINE

ANTI ICE ANTI ICE
SLOW
This enables the system to function with one
AUTO START
L OFF/PARK R engine inoperative. Air flows from the check
L SHUT DE ICE HEAT
valves to a pressure regulator. This regulator
incorporates a relief valve, which supplies air
OFF WS BAGGAGE
WING & TAIL L R PROBES
COMPRT
CLOSE E ALT HI HI OVRD TEST

at 18 psi to three ejector flow control valves.

L FEED
TANK IN N
TRAN G
OFF OFF OFF OFF

OPEN A NORM LOW LOW AUTO ON

The ejectors also use the regulated air pres-
sure to create a vacuum to deflate the boot.
IN P
TRAN
U

APU FIRE
APU
GEN MASTER STARTER
The ejectors have thermostatically controlled,
electrical heating blankets to prevent ice for-
RESET OFF STOP
R WING
TANK
ARM PRESS

mation. The system is controlled by the WING

APU OFF DOOR OFF
TO
FIRE
EMPTY TEST CLOSE

& TAIL DEICE switch on the overhead panel.

OPEN
ON ON START
IN
TRAN

Three caution messages on the e ­ ngine indi-

cation and crew alert system (EICAS) indicate
different types of failures in the system.
Figure 10-3. Probe and Nacelle Switches

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BOOTS BOOTS

BOOTS BOOTS

10 ICE AND RAIN

PROTECTION
Figure 10-4. Pneumatic Boots

leading-edge boots receive pressure for six

COMPONENT DESCRIPTION seconds. Then the wing fixed leading edge
and the Krueger flap boots receive pressure
EJECTOR FLOW CONTROL VALVE for six seconds. Finally, the horizontal stabiliz-
er boots receive pressure for six seconds. Vac-
The pneumatic boot system (Figure 10-5) has uum is applied to each set of boots when the
three ejector flow control valves (EFCV) (Fig- others are receiving pressure.
ure 10-6). Each valve operates one of the fol-
lowing groups:
HIGH- AND LOW-PRESSURE SWITCHES
• Slats leading edge
High- and low-pressure switches, downstream
• Wing fixed leading edges and Krueger from the pressure regulator, activate at a pres-
flaps sure between the nominal regulated pressure
• Horizontal stabilizer and the relief valve setting. Activation of either
switch causes a DE ICE LO/HI PRESS message
Valve operation is controlled by two electron-
to appear on the EICAS The low pressure
ic timers, labeled NORMAL and ALTERNATE.
switch has been removed (ref. Service Bulletin
The valves supply boot inflation pressure or
#247).
vacuum according to a fixed schedule. Vac-
uum is applied to all boots when the system
is off. When the system is operating, the slat

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DEICE WING AND TAIL SW

ALT
ALT OFF
ICE TEST
WOW TIMER NORM
DETECTOR LAMP

TO RIGHT TO RIGHT FIXED LE NORM SPQC EICAS

SLAT BOOT AND KRUEGER BOOTS TIMER

FROM TO RIGHT
RIGHT HORIZONTAL
ENGINE STABILIZER

REGULATOR/
RELIEF VALVE

EJECTOR FLOW
CONTROL VALVE

FROM
LEFT
ENGINE

ICE TO LEFT
DETECTOR HORIZONTAL
STABILIZER

WOW

TO LEFT TO LEFT FIXED LE

10 ICE AND RAIN

EJECTOR FLOW
SLAT BOOT AND KRUEGER BOOTS
PROTECTION

CONTROL VALVE

Figure 10-5. Pneumatic Boots System Schematic

HEATING ELEMENT

REINFORCED
SILICONE
SILICONE FOAM

ALUMINIZED GLASS

ELECTRICAL HEATING
BLANKET

VALVE
ASSEMBLY

Figure 10-6. Ejector Flow Control Valve

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heating blanket of the ejector flow control

INFLATION PRESSURE SWITCHES valves.
The inflation pressure switches are installed
between the ejector flow control valves and EICAS MESSAGES
the boots to signal the timers that there is suffi-
cient pressure for boot inflation. A lack of pres- The following messages on the EICAS pertain
sure or leak will cause a caution message to to the anti-icing system:
illuminate. • DE ICE SYS—The normal timer on the deic-
ing system has a malfunction, the air pres-
NORMAL AND ALTERNATE TIMERS sure to the boot is too low, or the inflation
switch has failed to open after the inflation
The normal and alternate timers are identical cycle.
electronic units for providing normal and back-
up operation. They are mounted together in • DE ICE SYS ALT—The alternate timer on
the rear fuselage, above the equipment com- the deicing system has a malfunction, the
partment door. When activated by the WING & air pressure to the boot is too low, or the
TAIL DE ICE switch, the timers control opera- inflation pressure switch has failed to open
tion of the ejector valves according to a fixed after the inflation cycle.
schedule. Only one timer can be selected at • DE ICE LOW/HI PRESS—This message indi-
any time. The timers also signal the stall protec- cates overpressure when the wing and tail
tion computer (SPQC) to compensate the stall deice switch has been selected ON.
speed indications when a timer is selected on.
SYSTEM OPERATION
CONTROLS AND INDICATIONS The boots are under a constant vacuum ex-
cept when a pressure pulse is sent. Setting
OVERHEAD PANEL the WING & TAIL DE ICE switch to either the
NORM or ALT position activates the normal

10 ICE AND RAIN

Figure 10-7 shows the deicing controls on the

PROTECTION
or alternate timer, respectively. The selected
overhead panel.
timer controls operation of the ejector flow
WING & TAIL DE ICE Switch control valve so that a six-second pressure
pulse is sent to the deice boots in the follow-
The WING & TAIL DE ICE switch on the over- ing order:
head panel controls operation of the wing and
tail pneumatic boots. This switch has three • Slats leading edges
positions. • Wing fixed leading edges and Krueger flaps
OFF—Deactivates system operation • Horizontal stabilizer leading edges

NORM—Enables system operation with ­control Inflation of the boots breaks off accumulated
provided by the normal timer. ice, which is then removed by the airstream.
After the tail boots have received six seconds
ALT—Enables system operation as in the NORM of pressure, the timer runs for an additional six
position except control is provided by the alter- seconds to ensure that the inflation pressure
nate timer. switches are open and vacuum is applied to all
DE ICE TEST Switchlight boots for 42 seconds, when the cycle begins
again. If the switch is set to OFF in midcycle,
The DE ICE TEST switchlight is located on the the timer completes the cycle.
overhead panel. It tests the heating blanket
wrapped around the ejector flow control valves After the 18 second inflation cycle, the timer op-
and the L/R ice detectors. When pressed, the erates for another 6 seconds to ensure that the
light illuminates and power is routed to the inflation pressure switches are open so that the

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SYSTEM/WARN TEST
IND TEST VMO MMO W/S HEAT DE-ICE ENG VIB
DCU A ADC 1
& LTS TEST TEST TEST

OFF OFF
BATT TEST
TEST
DCU B ADC 2
GYRO STALL
10 ICE AND RAIN
PROTECTION

Figure 10-7. Deicing Controls on the Overhead Panel

total operation cycle is 24 seconds followed by Normal system operation has no indications.
a 36 second dwell time. For a valid operation System failure or malfunction is reported by
check, the timer should be allowed to run for three EICAS messages.
24 seconds while leaving power on one engine
at about 65% N1 to ensure no caution messag- Do not operate the boots at ambient tempera-
es are illuminated. The other timer can then be tures below –40°C to avoid cracking the boots.
tested. If the other timer is turned on before
the first timer completes its 24 second cycle,
one or both caution messages will appear.
When turned on again, the cycle starts at the
beginning with the slat leading edge boots.

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The windshield panels are also coated with a

WINDSHIELD HEATING Teflon like material, which prevents rain from
sticking to the panels and obscuring the crew’s
AND RAIN REMOVAL forward vision.

SYSTEM COMPONENT DESCRIPTION

SYSTEM DESCRIPTION WINDSHIELD HEATING ELEMENTS
The electrical windshield heating system pre- The left windshield, side window, and right
vents accumulation of ice on the windshields. windshield are multiple-layer transparencies.
This system includes temperature control units, Electrical heating elements embedded be-
control switches, and a test switch. tween the layers of each windshield (Figure
10-8) provide windshield heating The heat is
The left and right windshield panels each have provided by two separate circuits.
three separate zones incorporated in them,
to provide two levels of heat. All three zones
receive power in HI or LOW position. The left
side window panel has only one zone. With
Mod 7185, the left side window has two zones,
and the previously unheated right side has one
heated zone. With Mod 10022, both left and
right side windows are electrically heated for
defog regardless of windshield heat switch
position.

10 ICE AND RAIN

PROTECTION
ANTISTATIC
GROUND TAB

GROUND
TERMINALS
SENSING 2 SENSING
ELEMENTS 1 ELEMENTS
3
4
8
7 ZONE
5 ZONE ZONE C
6 A B

ELECTRICAL
SCHEMATIC

Figure 10-8. Windshield Heating Elements

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These two separate circuits are labeled L and R

for left and right windshield heat. The left circuit
heats the left windshield panel and left side
window panel. The right circuit only heats the
right windshield panel. The left windshield heat
is powered by the left main bus, while the right
windshield heat is powered by the right main
bus.The left side window receives its power
from the left main bus.
Each level has an embedded temperature sen- WS
sor. The sensor connects to a temperature con- WS HEAT L R
troller behind the instrument panel. HI HI
TEST
WINDSHIELD HEAT CONTROLLERS OFF OFF
Each separate panel (left, right, and side) is
controlled by its own individual controller. The LOW LOW
left and side panel controllers receive their
power from the left distribution bus. The right
panel controller receives its power from the Figure 10-9. Windshield Heat Controls
right distribution bus. The controllers act as
thermostats to keep their panel at 90 to 110°F. WS HEAT TEST SWITCH
The embedded sensor provides this informa-
tion. The controllers cycle the electrical power The WS HEAT TEST switch is also on the over-
on and off in order to maintain the temperature head panel. It is used to test the left and right
in this range. windshield heat.

The controllers are powered when the respec- If the heating circuits are selected on and, pri-
10 ICE AND RAIN
PROTECTION

tive windshield heat switch is in the HI or LOW or to the test, the respective panels are not
position. Selecting HI or LOW determines the receiving power, each of the three controllers
amount of current flow supplied to the three also sends a message to the EICAS system.
zones but does not change the temperature to
be maintained. These temperature controllers EICAS MESSAGES
are protected by circuit breakers on the over-
head panel. If the windshield or the side window panel fails
to receive power, one of the following messag-
es is displayed on the EICAS:
CONTROLS AND INDICATIONS
• L WINDSHIELD HEAT
L AND R WS HEAT SWITCHES • R WINDSHIELD HEAT
The L and R WS HEAT switches, on the over- • SIDE WINDOW HEAT
head panel, control heating for all heated wind-
shield panels. The left switch controls heating
for the left windshield and the left side window.
The right switch controls heating for the right
windshield and right side window. The switch-
es each have three positions (Figure 10-9).

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SYSTEM OPERATION COMPONENT DESCRIPTION

Placing the L or R WS HEAT switch to HI or
LOW powers the temperature controller. The PITOT AND STATIC PROBES
unit receives windshield temperature data The left and right heated pitot probes are
from the temperature sensor element (Figure mounted on the nose section. The three left
10-8). If the temperature is below the required and right heated static ports are mounted on
range of 90 to 110°F (32 to 43°C), the tempera- the fuselage. The left pitot probe and the two
ture control unit activates a relay. This relay left and one right static port heaters receive
directs power to the heating element zones. power from the left distribution bus through
The temperature control unit continuous- the L PITOT STATIC HEAT circuit breaker. The
ly monitors the windshield temperature and right pitot probe and two right and one left stat-
cycles the power on and off as necessary to ic port heaters receive power from the emer-
maintain the temperature within the required gency bus through the R PITOT STATIC HEAT
range. circuit breaker.
If one generator fails, the integral load-shedding Power is controlled by the PROBES HEAT
circuitry automatically disconnects both wind- switch on the overhead panel. The switch has
shield heat circuits. This prevents overloading two positions, OVRD and AUTO. In the override
the remaining generator. If windshield heat is position, the probes are heated continuously.
required with one generator off line, system op- When the switch is in the AUTO position and
eration is restored by placing the BATT MASTER the aircraft is on the ground, the nose gear
switch in the OVRRD LOAD REDUCT position. In weight-on-wheels (WOW) switch interrupts
this event, the DC ammeter should be monitored power to the heaters to prevent an overheat
for excessive generator load. condition.

TOTAL AIR TEMPERATURE PROBE

PROBE HEATING

10 ICE AND RAIN

PROTECTION
The TAT probe is mounted on the lower right
forward fuselage. The probe heating element
SYSTEM DESCRIPTION receives power from the right distribution bus
through the TAT HEAT circuit breaker on the
The following are electrically heated to prevent
overhead panel. The nose gear WOW switch in-
ice formation:
terrupts power to the heater when the PROBES
• Left and right pitot probes HEAT switch is in the AUTO position and the air-
craft is on the ground.
• Three left and three right static ports
• Angle-of-attack (AOA) probes WEIGHT-ON-WHEELS SWITCH
• Total air temperature (TAT) probe
The weight-on-wheels (WOW) switch, which
All heaters are controlled by a single PROBES controls ice protection, is on the nose gear.
HEAT switch on the overhead panel. Figure 10- When the nose gear is on the ground, the
10 shows the probe heating schematic. switch is open. Power is interrupted to the pi-
tot probe, static port, and TAT probe heating
elements if the PROBE HEAT switch is set to
AUTO. The angle-of-attack vanes heating cir-
cuit supplies power to each vane through the
respective main landing gear WOW switch.

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R DISTR BUS L DISTR BUS EMERG BUS

AUTO

PROBES
HEAT
OSC
OVRD

OSC
AIR GROUND
NLG
OLEO SWITCH

TAT PROBE HEAT L PITOT HEAT R PITOT HEAT

CS CS
L PITOT R PITOT
CS HEATER HEATER
TAT
10 ICE AND RAIN
PROTECTION

CR CS CS
PILOT COPILOT
R STATIC R STATIC
PORT PORT
HEATER HEATER
CS - CURRENT SENSITIVE RELAY
OSC - OLEO SW CONTROLLED RELAY
CR - CURRENT RELAY

CS CS
PILOT COPILOT
L STATIC L STATIC
PORT PORT
HEATER HEATER

CS CS
AUX
AUX
L STATIC
R STATIC
PORT
PORT
HEATER
HEATER

Figure 10-10. Probe Heating Schematic

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The AOA probe heat should never be operated

ANGLE-OF-ATTACK PROBES at full power for more than 30 seconds while
The AOA probes are mounted on the left and on the ground. The probe heater is not thermo-
right sides of the fuselage. The probes have statically controlled, and damage does ­result
two separate heating elements, both pow- from overheating.
ered by the emergency bus through the AOA
PROBES HEAT circuit breaker on the overhead EICAS MESSAGES
panel. The AOA probe case heating element
incorporates a thermostat and receives power One of the following is presented on the EICAS
any time bus power is available. if the respective malfunction occurs:

The main AOA probe heating element receives • L or R AOA HEAT

normal power in flight regardless of the posi- • L or R PITOT HEAT
tion of the PROBES HEAT switch. When the
• TAT PROBE HEAT
aircraft is on the ground with the PROBES
HEAT switch set to AUTO, the heating element
receives no power. When on the ground with
the switch selected to OVRD, normal power is
applied. If the AOA probe heater fails, the AOA
OVERHEAD PANEL
HEAT message illuminates on the EICAS.

CONTROLS AND INDICATIONS CABIN LIGHTS EXTERIOR LIGHTS

LANDING
DOME TAXI L R POSITION ANTICOL
OVRD ON BELTS READ OFF OFF OFF LOGO POS UPPER

PROBES HEAT SWITCH OFF OFF PULSE PULSE OFF OFF OFF

BELTS INDIRECT WING POS UPPER

The PROBES HEAT switch is located on the

ON/OFF NO SMOKE READ ON ON ON INSPEC & STR & LOWER

overhead panel (Figure 10-11). This switch has RIGHT ENGINE

STBY
ANTI ICE
ENG PROBE
WINDSHIELD WIPERS

two positions.
FUEL PUMP STARTER

10 ICE AND RAIN

& NACELLE
ON STOP FAST
L R

PROTECTION
ENGINE ENGINE SLOW
OFF OFF
ANTI-ICE ANTI-ICE

AUTO—Provides electrical heating power to AUTO START

L OFF/PARK R

the pitot probes, static ports, AOA probes, and R SHUT DE ICE
TAT probe heating elements according to the
HEAT
OFF WS BAGGAGE
WING & TAIL L R PROBES COMPRT
E
following schedule:
CLOSE ALT HI HI
R FEED OVRD TEST
TANK IN N
TRAN G
OFF OFF OFF OFF

• If the WOW switch is closed (aircraft air- OPEN

IN
A
P
NORM LOW LOW AUTO ON

borne), full electrical power is p

­ rovided.
TRAN
U

APU

• If the WOW switch is open (aircraft on the

APU FIRE GEN MASTER STARTER
RESET OFF STOP
R WING

ground), no electrical power is provided to

TANK
ARM PRESS DOOR
APU OFF OFF
TO CLOSE
FIRE
EMPTY TEST

the probes. OPEN

IN
ON ON START

TRAN

OVRD—Bypasses the WOW relay, provid- R

ing full electrical heating power to all probe

heating elements, whether on the ground or
airborne. PROBES
OVRD

AUTO

Figure 10-11. Probe Heat Switch

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SYSTEM OPERATION COMPONENT DESCRIPTION

Placing the probes heat switch in AUTO allows For redundancy, the ice detection system con-
normal system operation. When the aircraft sists of two ice detectors, one each on the left
is on the ground, only the base of the AOA and right forward fuselage. Each ice detector
probes are heated. In flight, all probes have (Figure 10-12) contains a probe sensor and pro-
normal power applied to them. cessing electronics. The other components
provide power supply, test, rest, and ice output
By selecting OVRD on the PROBES HEAT signals. The output signals inform and alert the
switch, the WOW switches are bypassed. flight crew of icing condition.
This allows normal power to all probes, regard- The ice detectors provide a signal of when ic-
less of whether the aircraft is on the ground or ing conditions exist. ICING CONDITION indi-
in flight. cates an accumulation of 0.02 inch of ice on
the ice detector probe.

ICE DETECTION Whenever the aircraft is in flight, the ice detec-

tor is heated for short intervals. This ensures
that the detector is free of ice when icing con-
SYSTEM DESCRIPTION ditions are no longer present.

Using two vibrating probes, the ice detec- The ice detectors signal the stall protection and
tion system senses ice formation and pro- Q-feel computer (SPQC) to compensate for ice
vides alerts. It is designed to inform the crew accumulation in increments of 0.01 inches on
when they enter icing conditions. The probes the aircraft surfaces.
­operate only when the aircraft is in flight.
10 ICE AND RAIN
PROTECTION

PROBE
PROBE
STRUT

STRUT HEATER

FEEDBACK
COIL
PROBE HEATER
TERMINATION
DRIVE
COIL

Figure 10-12. Ice Detector

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CONTROLS AND INDICATIONS BAGGAGE COMPARTMENT

HEATING
EICAS MESSAGES
Electric heating blankets are on the right, left
The following EICAS messages are generated and aft interior panels of the baggage com-
from the ice detectors’ output signals: partment. The blankets are powered by 28
volt DC from the right and left main buses.
• ICING CONDITION—Icing conditions are The blankets assist in maintaining a constant
detected by the left and/or right ­detectors temperature in the compartment of approxi-
while airborne. mately 40°F.
• L or R ICE DETECT FAIL—Ice detector mal-
function has occurred. Each heat blanket draws 3.2 amps and has a
non-resettable thermal switch which trips at
approximately 241°F.
SYSTEM OPERATION
There are 26 heat blankets divided into three
The ice detector provides icing annunciation groups with each group controlled by a ther-
by measuring ice accretion on the ice detec- mostat on the interior panel above the bag-
tor probe in 0.01-inch increments and cor- gage door opening.
relates this accretion to ice accretion on the
aircraft surfaces. A BAGGAGE COMPT-TEST-OFF-ON three po-
sition switch is on the cockpit overhead panel.
These accretion increments are called correla- The TEST position turns on all the heat blan-
tion counts. The ICING CONDITION message is kets and the amp draw can be observed on the
signaled after two counts (0.02-inch accretion). EICAS electrical page. In the ON position the
When the EICAS displays the ICING CONDI- blankets are controlled by thermostats.
TION message, the crew should insure that all
anti-ice systems, including ­nacelle anti-ice, are Electrical power for the heat blankets is avail-

10 ICE AND RAIN

activated. able if both engine generators are on line or

PROTECTION
the master battery switch is in the OVRRD
The SPQC monitors the ice detector operating LOAD REDUCT position.
status and signals failure to the EICAS, which
then presents the ICE DETECT FAIL message.

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QUESTIONS
1. What electrical source supplies power 4. Prior to Mod 10022, which windows have
to the engine probe & nacelle anti-icing electrical window heating available?
system? A. The left and right windshields and left
A. The emergency bus and right side windows
B. The left and right avionics buses B. The left and right windshields and left
C. The left and right distribution buses side window
D. The battery bus C. The left and right windshields and right
side panel
D. The left and right windshields only
2. When does the L/R ENG NAC ANTI-ICE
message appear on the EICAS?
A. Whenever the L/R ENGINE PROBE & 5. If a generator were to fail on the aircraft,
NACELLE ANTI-ICE switchlight is se- what would be the effect on windshield
lected ON heat?
B. If icing is detected and the L/R E
­ NGINE A. Load-shedding circuitry automatical-
PROBE & NACELLE ANTI-ICE switch- ly disconnects both windshield heat
light is NOT ­selected ON circuits.
C. The L/R ENGINE PROBE & NACELLE B. Load-shedding circuitry automatically
ANTI-ICE switchlight is ­ selected ON disconnects just the right windshield
without any icing indication heat circuit.
D. The L/R ENGINE PROBE & NACELLE C. Load-shedding circuitry automatical-
ANTI-ICE switchlight is selected ON, ly disconnects just the left windshield
and there is insufficient bleed-air pres- heat circuit.
10 ICE AND RAIN

sure for anti-icing D. Windshield heat is not affected by a

PROTECTION

single generator failure.

3. What does the DE ICE SYS message on the
EICAS indicate?
A. The deice system has failed.
B. The deice system is in operation.
C. The normal timer on the deice system
has a malfunction or the air pressure is
too low.
D. None of the above

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6. When is the AOA probe heated?

A. Only when the WOW switch is closed
(aircraft airborne)
B. Only when the WOW switch is open
(aircraft on the ground)
C. The AOA probe always receives full
power
D. If the probe heat switch is in OVRD on
the ground

7. Which of the following EICAS messages is

associated with the ice detector ­operation?
A. TAT PROBE HEAT
B. ICING CONDITION
C. L or R AOA HEAT
D. L/R PITOT HEAT

10 ICE AND RAIN

PROTECTION

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GULFSTREAM G200
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CHAPTER 11

AIR CONDITIONING
CONTENTS
Page

INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
ENVIRONMENTAL CONTROL UNIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
TEMPERATURE CONTROL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
DISTRIBUTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-8
CONTROLS AND INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
ECS Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
Overhead Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
Circuit-Breaker Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
EICAS Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-13
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-13

11 AIR CONDITIONING
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-15

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ILLUSTRATIONS
Figure Title Page

11-1 Environmental Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3

11-2 Environmental Control System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
11-3 Temperature Control Section Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
11-4 Air-Conditioning System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9
11-5 Air-Conditioning System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-10
11-6 Air-Conditioning Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-12
11-7 Air-Conditioning EICAS Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-14
11 AIR CONDITIONING

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CHAPTER 11

AIR CONDITIONING
INTRODUCTION
The air-conditioning system, on the Gulfstream G200, regulates cockpit and cabin ­temperature for
maximum comfort during all flights. Engine or APU bleed air heats or cools the cockpit, cabin, and
baggage compartment, as desired.
The baggage compartment also has electrical heat to prevent ice in baggage or cargo. The nose
avionics equipment compartment has fans to protect the many electrical components from exces-
sive heat. An emergency airflow system is available to provide the cabin with airflow in the event
of an air-conditioning system failure. The emergency airflow is not temperature controlled, but it is
cooled prior to entering the cabin.

11 AIR CONDITIONING
GENERAL
The air-conditioning system, also referred to as cabin is ducted to the baggage compartment to
the environmental control system (ECS), consists help maintain baggage temperature. A baggage
of the environmental control unit (ECU), tempera- heating system is also installed to insure above
ture control section, and distribution section. freezing temperatures for baggage or cargo.
Both high-and low-pressure bleed air for the The nose avionics equipment compartment has
engines or the APU port, provide hot air, under two fans designed to keep the compartment
pressure, to the ECS. Once the air temperature cool. These fans circulate ambient air to help
is conditioned, the air is distributed through remove heat generated by the electrical com-
separate cabin and cockpit ducts. Air from the ponents. During ground operations, especially

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in a warm climate, the temperature in this com- The pack valve also works as a pressure regu-
partment can become excessive. lator for the ECU. After air passes through the
pack valve, it travels to the ECU. When the air is
For related air pressure information, refer at the proper temperature for pilot and passen-
to Chapter 9, “Pneumatics,” and Chapter 12, ger comfort, it proceeds to the cabin.
“Pressurization.”

COMPONENT DESCRIPTION
ENVIRONMENTAL The ECU comprises the following components:

CONTROL UNIT • Primary heat exchanger

• Compressor
SYSTEM DESCRIPTION • Secondary heat exchanger
• Turbine bypass valve
The ECU lowers the bleed-air temperature be-
fore it enters the cabin or flight compartment. • Reheater
Engine or APU bleed air from the pneumatic • Condenser
system enters a duct which contains the pack
• Water extractor
valve. If the air is from the engines, it has al-
ready passed through a precooler. This air is • Turbine inlet temperature control valve
normally at or below 300°F when it reaches • Cooling turbine
the pack valve. When either or both engines
or APU are selected by the crew, the pack • Low-limit temperature control valve
valve opens. The crew rotates the ECS selec- • Plenum
tor knob, on the forward pedestal, to select the
air source. This knob was described in chapter PRIMARY HEAT EXCHANGER
nine. Figures 11-1 and 11-2 show the environ-
mental control system. Bleed air exiting the pack valve passes through
a flow-control venturi. From the venturi, the
flow enters the primary heat exchanger, which
reduces the bleed-air temperature. Ram air
cools the primary heat exchanger.

COMPRESSOR
11 AIR CONDITIONING

After passing the primary heat exchanger,

some air flows to the compressor. Bleed air en-
ters the three-wheel compressor where pres-
sure is increased. The remaining air bypasses
the compressor.

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PILOT TRAINING MANUAL

WATER
EXTRACTOR

CONDENSER LOW-LIMIT TEMPERATURE

CONTROL VALVE

P OVERBOARD
TICV FROM
L ENGINES
T
E
N REHEATER C

U PRECOOLER
M BYPASS VALVE

T.B.V.

F
PRECOOLER

VENTURI
APU
PACK
VALVE

RAM
AIR
CHECK
VALVE

TO ECU COMP

11 AIR CONDITIONING
VENTILATION

TO UPPER LEVEL
FUEL COMP VENT

RAM AIR
HOT AIR

TO TRIM AIR
VALVES
SERVICE PRESS
REGULATOR

Figure 11-1. Environmental Control Unit

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 11-3
 11 AIR CONDITIONING

11-4
Main Menu
GULFSTREAM G200

RIGHT
PILOT TRAINING MANUAL

HEAT EXCHANGER ENGINE

EMERGENCY AIR

UNPRESSURIZED OVERBOARD LP HP
TO AIRFRAME
DE-ICING SYSTEM
HP SHUTOFF VALVE

EMERGENCY AIR
SHUTOFF VALVE
WATER REFRIGERATION UNIT
F/D EXTRACTOR RAM AIR
TRIM AIR
VALVE CONDENSER TURBINE LOW LIMIT TEMP
CONTROL VALVE P/R AND
RAM AIR SHUTOFF VALVE
TICV. OVERBOARD SHUTOFF
FLIGHT P OZONE
VALVE CONVERTER
COMPARTMENT L T
CHECK VALVE TO HYDRAULIC
E REHEATER RESERVOIRS
C AND WATER TANK
N COMPRESSOR
U PRESSURIZATION
SYSTEMS
M
TURBINE BYPASS APU
BYPASS VALVE
VALVE
PRECOOLER
SHUTOFF
CABIN VALVE

FOR TRAINING PURPOSES ONLY

CHECK PRESSURE APU
VALVE CABIN REGULATOR P/R AND
TRIM AIR RAM-AIR VALVE SHUTOFF VALVE
VALVE CHECK
VALVE
PRIMARY HEAT
EXCHANGER

TO ECU COMPARTMENT SECONDARY HEAT

VENTILATION EXCHANGER
HP SHUTOFF VALVE
TO UPPER FUEL TANK TO AIRFRAME
COMPARTMENT VENT DE-ICING SYSTEM
RAM AIR LP HP

LEFT
ENGINE

Figure 11-2. Environmental Control System Schematic

REV 2.4
GULFSTREAM G200
PILOT TRAINING MANUAL

air, cooled during expansion in the turbine,

SECONDARY HEAT EXCHANGER passes through the condenser cold side. This
Air from the compressor and bypass air join causes condensation to occur.
together and flow to the secondary heat ex-
changer. The secondary heat exchanger is lo- WATER EXTRACTOR
cated next to the primary heat exchanger. It is
cooled by the same ram air. As the air leaves Downstream of the condenser hot side, air
the secondary heat exchanger, it enters a duct enters the centrifugal water extractor. The ex-
that leads to two separate components. These tractor removes up to 95% (depending on air
components are the turbine bypass valve and velocity and moisture levels) of the condensed
the reheater. water. Condensed water removed by the ex-
tractor routes through a small tube to the sec-
ondary heat exchanger ram air plenum. Once in
TURBINE BYPASS VALVE the plenum, the water sprays on the secondary
The turbine bypass valve (TBV) compensates heat exchanger, increasing the heat exchang-
for low air pressure at higher altitudes. Open- er’s cooling capacity.
ing the TBV allows most bleed air to bypass the
cooling turbine and provides a higher airflow TURBINE INLET TEMPERATURE CONTROL
for passenger ventilation. The increased air- VALVE
flow is at a warmer temperature, which is also
desired at the higher altitudes. The turbine inlet temperature control valve
(TICV) maintains the turbine inlet temperature at
The TBV position is controlled by the air-condi- 75°F when possible. Maintaining this tempera-
tioning controller (ACC) in response to altitude ture protects the air cycle machine (ACM) from
signals from the right air data computer (ADC). failure due to icing. The water extractor outlet
At altitudes greater than 40,000 feet, the TBV air enters the cold side of the reheater, which
is open. After descending below 39,000 feet, increases the air temperature before reaching
the TBV is closed. the TICV. The TICV adds air from the compres-
sor to the air entering the turbine.
REHEATER
The reheater transfers heat from the second-
COOLING TURBINE
ary heat exchanger outlet air to the turbine in- After the air from the condenser has been dried
let air. The higher temperature turbine inlet air and its temperature modified, it enters the cool-
increases the power produced by the turbine, ing turbine. The bleed air expands through the
providing more power to the compressor and cooling turbine, generating power to drive the

11 AIR CONDITIONING
fan. The higher power results in higher turbine compressor and fan. The energy for driving the
inlet pressure, lower turbine outlet tempera- compressor and fan, which is removed from
ture, and increased cooling capacity. the turbine airflow, causes a substantial tem-
perature reduction. The temperature reduc-
The reheater also cools the secondary heat
tion results in a subfreezing turbine discharge
exchanger outlet air prior to entering the con-
temperature, distinctive of an air cycle system
denser. Due to the lower condenser inlet tem-
with a temperature well below the incoming air
perature, more water is condensed and re-
temperature. The cooled air then passes over
moved by the water extractor.
the condenser to reduce the condenser tem-
perature and discharges into the plenum for
CONDENSER distribution.
The condenser reduces the air tempera-
ture, causing water vapor to condense in the
high-pressure air. The reheater air passes
through the condenser hot side. Subfreezing

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 GULFSTREAM G200
PILOT TRAINING MANUAL

Each zone, cabin, and cockpit has its own,

LOW-LIMIT TEMPERATURE CONTROL respectively labeled, switchlight on the tem-
VALVE perature control panel. Each switchlight also
The low-limit temperature control valve (LLV) displays a MAN label. The temperature control
maintains the cooling turbine bleed-air supply panel is on the forward right side of the cen-
temperature of the air going to the plenum. The ter pedestal. When the switchlights are up, the
low-limit sensor provides a signal to the air-con- light is extinguished, and the controller is in the
ditioning controller (ACC). The ACC uses the automatic mode for that zone. When the switch-
signal to modulate the low-limit temperature lights are depressed, the lights are illuminated,
control valve to maintain a 35°F minimum air indicating that manual mode is selected.
supply temperature. A pneumatic temperature In automatic mode, the ACC adjusts the tem-
sensor in the plenum prevents an erroneous perature of air flowing into the respective zone
failed-open electrical command to the low-limit by allowing hot air to mix, in the right quanti-
valve. When the temperature at the sensor ex- ty, with cold air coming from the plenum. The
ceeds 200°F, the sensor modulates the valve double knob on the temperature control panel
toward the closed position. A pressure differ- is manipulated by the crew to determine the
ential sensor on the condensor can also acti- temperature required for comfort. The inner
vate the valve open to keep the condenser free part of the double knob is used for the cockpit;
of ice. the outer part is for the cabin. When the crew
manipulates the respective knob, they send a
PLENUM signal to the ACC, and the ACC directly con-
trols the air mix by manipulating the respective
After the cooling turbine, the cold air is directed trim air valve.
to the plenum for distribution. The air in the ple-
num is approximately 35°F. The plenum directs In the manual mode, the crew will also use the
the air into the ducts for the cockpit and the cab- double knob on the temperature control panel.
in. It also supplies a duct that distributes cold air When the crew manipulates the double knob,
through gasper eyeball vents. inner or outer, they are directly controlling the
respective trim air valve.

TEMPERATURE The aircraft has two air data computers (ADCs)

on board, to observe the air outside the aircraft.

CONTROL These two computers, left and right, are mainly

used by the avionics system (Chapter 16). The
information that they provide, however, is used
SYSTEM DESCRIPTION by other systems, including the air-conditioning
11 AIR CONDITIONING

system. The ACC receives static air tempera-

The temperature control section uses sepa- ture information from the right ADC. This infor-
rate temperature controls for the cabin and the mation is used to determine the temperature of
cockpit zones (Figure 11-3). The ACC regulates air going to the cabin and cockpit.
the temperature of the air that flows into these
zones when the respective zone is set to auto-
matic mode. If the crew desires, they can select
manual mode.

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GULFSTREAM G200
PILOT TRAINING MANUAL

very hot (200–300°F). The trim air valves allow

COMPONENT DESCRIPTION different quantities of this hot air to mix with the
cold air (35°F) from the plenum. The air is mixed
TRIM AIR VALVES just prior to entering the cabin or cockpit zone.
In the automatic mode, the trim valve is manip-
Two trim air valves (one for each zone) are in- ulated by the ACC. In the manual mode, the
stalled to modulate the temperature of air flow- trim valve is manipulated directly by the crew,
ing into the aircraft. When bleed air enters the when they turn the double knob from cold to
ECU, a branch duct allows some of the air to hot or hot to cold.
flow directly to the trim air valves. This air is

ACC

LOW-LIMIT TEMPERATURE
CONTROL VALVE

PACK
TEMPERATURE PACK
RELAY
SENSOR CONTROL

PACK VALVE
RIGHT ADC

RELAY

SWITCHLIGHT TURBINE BYPASS VALVE

COCKPIT AUTO
TEMPERATURE
MAN SELECTOR MANUAL

COCKPIT COCKPIT TRIM AIR VALVES

TEMPERATURE TEMPERATURE
SENSOR CONTROL

COCKPIT SUPPLY DUCT

11 AIR CONDITIONING
TEMPERATURE SENSOR
SWITCHLIGHT
CABIN AUTO
TEMPERATURE
MAN SELECTOR
MANUAL
CABIN CABIN
TEMPERATURE TEMPERATURE
SENSOR CONTROL

CABIN SUPPLY DUCT

TEMPERATURE SENSOR

Figure 11-3. Temperature Control Section Diagram

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

AIR-CONDITIONING CONTROLLER COMPONENT DESCRIPTION

The digital ACC contains the control logic to
modulate the trim air valves. It also controls the CABIN AIR SUPPLY
low-limit temperature control valve in the ECU,
Cabin air moves through a 4-inch-diame-
as well as the turbine bypass valve. The ACC re-
ter duct. This duct extends from the left side
ceives its data input from the following:
pressure-bulkhead floor, through a check
­
• Pack temperature sensor (located on the valve, and passes to the right side through a
plenum) crossover duct. Cabin air distributes through a
continuous air chamber installed near floor lev-
• Right air data computer el on both sides of the cabin.
• Cockpit switchlight
• Cockpit temperature sensor COCKPIT AIR SUPPLY
• Cockpit supply duct Cockpit air moves through a 3-inch-diameter
• Cabin switchlight duct extending from the floor pressure bulk-
• Cabin temperature sensor head, through a check valve, directly to the
cockpit. Cockpit air distributes into the defog
• Cabin supply duct and footwarmer branches (Figure 11-4).
The ACC uses this data to accurately control Defog Air
the valves mentioned above.
Air distribution to the main windshield and side
window passes through an electrical valve. The
DISTRIBUTION valve is controlled by the DEFOG rocker switch
on the cockpit ECS panel.

SYSTEM DESCRIPTION Footwarmer Air

Air is distributed in the cabin and cockpit Air distribution to the footwarmer and side con-
through separate air-supply ducts (Figure 11- sole outlets passes through an electrical valve.
4). The ducts route from the cold-air plenum, The valve is controlled by the PILOT AIR COND
at the ECU outlet, through the fairing below rocker switch on the cockpit ECS panel.
the baggage compartment, directly below Gasper Air
the pressure-bulkhead floor. Check valves in
the duct protect the airplane from rapid cabin A duct passes from the cold-air plenum to
11 AIR CONDITIONING

decompression in case of a duct rupture up- the upper cabin pressure bulkhead through
stream of the pressure bulkhead. The com- a check valve. Air distribution to the left and
posite material distribution ducts have a si- right side passes through flexible ducting to
lencing material lining. These ducts divide into personal, adjustable air outlets (gaspers) in the
cabin, cockpit, and gasper branches. cabin and cockpit. A branch from the gasper
duct in the cockpit cools the electronic flight
instrument system area in the cockpit. The air
temperature in the gasper ducts is unregulated
except by the outlet control. The gasper air will
always be approximately 35°F.

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REV 2.4
Main Menu
GULFSTREAM G200
PILOT TRAINING MANUAL

DISTRIBUTION

SIDE WINDOW TO
DEFOG LAVATORY

CABIN DISTRIBUTION RIGHT

RIGHT SIDE EMERGENCY AIR

OUTLET CHECK VALVE
AVIONICS
COOLING FOOT-
WARMER
DEFOG

COPILOT
VALVE
FLIGHT
COMPARTMENT
CHECK VALVE
FOOTWARMER
VALVE

WINDSHIELD DEFOG
CABIN
FOOT-

PILOT
CHECK VALVE
AVIONICS WARMER
COOLING
LEFT SIDE EMERGENCY
OUTLET AIR
CHECK VALVE

FOR TRAINING PURPOSES ONLY

CABIN DISTRIBUTION LEFT

SIDE WINDOW TO
DEFOG LAVATORY

DISTRIBUTION

COCKPIT CABIN PRESSURIZED CABIN

Figure 11-4. Air-Conditioning System

11-9
11 AIR CONDITIONING
 GULFSTREAM G200
PILOT TRAINING MANUAL

OTHER AREAS EMERGENCY AIR FLOW

Nose Avionics Equipment Compartment Emergency air flow components and controls
provide a backup for the air-conditioning sys-
Because it contains electronic equipment, the tem (Figure 11-5). During an air-conditioning fail-
nose compartment is ventilated on the ground ure, right engine LP bleed air provides emer-
and during flight by two electrical fans. The gency air flow by selecting EMERG on the ECS
nose compartment cooling system consists mode selector.
of cooling fans and two thermal switches: one
for control and the second for warning. Circuit When the crew selects EMERG, an emergency
breakers and relays provide electrical power air shutoff valve opens to allow right engine
to actuate the fans. A thermal switch controls LP bleed air to flow into the cabin through an
the fans. The fans operate when the nose com- emergency heat exchanger. The emergency
partment exceeds 113°F. The nose temperature heat exchanger is cooled by separate inlet
HI message appears when the temperature and outlet scoops and reduces the inlet tem-
reaches 131°F. perature into the cabin. The pressurized emer-
gency air enters the pressurized compartment
Baggage Compartment Heat through two check valves on the pressure
bulkhead. The check valves eliminate back-
The baggage compartment walls hold 26 elec-
flow from the pressurized cabin if an air duct
trical heating elements. The baggage compart-
ruptures.
ment switch on the overhead panel selects
the baggage heat. The heating elements are
grouped into three sections, each of which is
controlled by a thermostat.

RIGHT
ENGINE

EMERGENCY AIR
11 AIR CONDITIONING

HEAT EXCHANGER ENGINE LP ENGINE HP

OVER- VENTURI FIREWALL VENTURI
BOARD

TO AIRFRAME
DEICE SYSTEM

EMERGENCY AIR
SHUTOFF VALVE

RAM AIR
SHUTOFF RAM AIR
VALVE

Figure 11-5. Air-Conditioning System

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GULFSTREAM G200
PILOT TRAINING MANUAL

EMERGENCY AIR FLOW POSITION

CONTROLS AND An emergency air flow position can be selected
INDICATIONS by the crew. This position insures that sufficient
air is provided to control pressurization. This po-
sition does not control temperature.
ECS PANEL
PILOT AIR COND ROCKER SWITCH OVERHEAD PANEL
INCRS—Increases crew airflow for footwarmers BAGGAGE COMPARTMENT HEAT ROCKER
and side console outlets (Figure 11-6) SWITCH
DCRS—Decreases crew airflow for footwarm- The baggage compartment heat switch is a
ers and side console outlets three-position rocker switch. The three posi-
tions are TEST, ON, and OFF.
DEFOG ROCKER SWITCH
TEST—In the TEST position, the elements are
INCRS—Increases defog airflow for windshield powered, regardless of temperature. This al-
and side window defogging lows the crew to observe an increase in amp
draw to confirm that the baggage heat works.
DCRS—Decreases defog airflow for windshield
and side window defogging ON—The ON position powers the elements
and maintains an above freezing temperature
CABIN MAN SWITCHLIGHT in the baggage compartment.

This switchlight allows the selection of auto- OFF—The OFF position prevents any power
matic or manual cabin temperature control. Se- from reaching the elements.
lecting MAN allows the crew to directly control
the cabin trim valve with the outer portion of CIRCUIT-BREAKER PANEL
the double knob.
The air-conditioning system has the following
COCKPIT MAN SWITCHLIGHT circuit breakers on the cockpit overhead panel
(Figure 11-6):
This switchlight allows the selection of auto-
matic or manual cockpit temperature control. • DEFOG

11 AIR CONDITIONING
Selecting MAN allows the crew to directly con- • PILOT HEAT
trol the cockpit trim valve with the inner portion • TEMP CONTROL
of the double knob.
º AUTO
TEMPERATURE CONTROL DOUBLE KNOB º MAN

Rotating the outer portion of the knob adjusts

the cabin temperature. Rotating the inner por-
tion adjusts the cockpit temperature. This knob
is used in both automatic and manual modes.

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 11-11
 GULFSTREAM G200
PILOT TRAINING MANUAL

AIRFLOW
CLOSE
HI
FLOW
HI PRESS

AIR-CONDITIONING
CIRCUIT BREAKERS
11 AIR CONDITIONING

Figure 11-6. Air-Conditioning Controls and Indications

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GULFSTREAM G200
PILOT TRAINING MANUAL

The ACC regulates the zone supply air tempera-

EICAS INDICATIONS ture, measured at the duct sensor, to achieve
the selected zone temperature. The controller
PRIMARY PAGE accepts signals from the following:
Air-conditioning system warning, caution, and • The appropriate compartment temperature
advisory messages display on the upper right sensor
portion of the EICAS primary page (Figure 11-7). • The compartment duct temperature
Warning Messages sensor
• The right air data computer for SAT
CABIN DUCT TEMP HI—Excessive duct-air
temperature in the cabin air ducts • The pack temperature sensor

COCKPIT DUCT TEMP HI—Excessive duct-air The ACC compares the signals from the duct
temperature in the cockpit air ducts sensors with the compartment temperature
sensor and the temperature command. The
Caution Messages ACC then generates a valve current signal that
modulates the trim air valve.
NOSE TEMP HIGH—Nose deck temperature
above 131°F If the automatic system fails, the manual backup
temperature control can be used. Manual con-
CABIN AUTO TEMP—Cabin automatic tem- trol directly positions each zone trim air valve,
perature control malfunction using the independent potentiometer on the
temperature selector.
COCKPIT AUTO TEMP—Cockpit automatic
temperature control malfunction If the Environmental Control Unit fails, emer-
gency airflow can be selected by the crew. This
SECONDARY PAGE air flow does not have temperature control, but
it does insure sufficient air for pressurization
Air-conditioning system indications displayed control. Emergency airflow comes from the
on the EICAS secondary page include CABIN right engine LP duct and is cooled by ambient
TEMP and COCKPIT TEMP, shown in degrees air.
Fahrenheit or Celsius.
ZONE SUPPLY AIR TEMPERATURE LIMITS
SYSTEM OPERATION The supply air temperature, measured by the
duct temperature sensor, is automatically con-

11 AIR CONDITIONING
FLIGHT DECK AND CABIN TEMPERATURE trolled and limited to predetermined values.
The 35°F low-limit sensor setting prevents ic-
CONTROL ing. The 160°F duct high-temperature limit set-
Air temperatures in the cabin and cockpit zones ting protects the cabin furnishings, decorative
are automatically regulated to the comfort lev- materials, and occupants from excessive tem-
els selected by the crew. Each ACC zone tem- peratures. The duct high-temperature limiters
perature control channel mixes warm bleed air, close the trim air valves in case of temperature
downstream of the flow control venturi, with air supply above the limits (Figure 11-7).
the 35°F plenum air to maintain the zone at the
selected temperature.

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

XXX.X XXX.X CABIN DUCT TEMP HI

N1 COCKPIT DUCT TEMP HI
63.0 106.0 NOSE TEMP HI
CABIN AUTO TEMP
APR T/R COCKPIT AUTO TEMP
ITT
650 1000

XXX.X N2 XXX.X
XXXX FF XXXX
XXXX WING XXXX
FUEL TOTAL (LBS) XXXXX
C ALT M C DIFF C RATE
TRIM
XXXXX –X.X XXXX AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0

BRT

EICAS PRIMARY PAGE

FUEL (LBS) ENG OIL

FUEL TEMP (JA–1) 20 67 PRESS 82
FORWARD TANK 1790 34 TEMP 39
FUSELAGE TANK 1800 OK QTY OK
CENTER TANK 2670 HYDRAULICS

2360 WING TANK 2360 92 FLUID QTY 95

170 FEED TANK 170 80 TEMP 80
FUEL USED 80 OXYGEN
11 AIR CONDITIONING

FUEL TOTAL 11320 PRESS 2150PSI

WEIGHT (LBS) PRESSURIZATION

PAYLOAD 2400 LDG ELEV 1000

B.O.W. 16740 CABIN TEMP 69 °F
GROSS 30460 COCKPIT TEMP 71 °F AIR-CONDITIONING
INDICATIONS

BRT

EICAS SECONDARY PAGE

Figure 11-7. Air-Conditioning EICAS Data

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GULFSTREAM G200
PILOT TRAINING MANUAL

QUESTIONS
1. The turbine bypass valve (TBV) compen- 5. The nose compartment is ventilated auto-
sates for low air pressure at higher ­altitudes. matically on the ground and during flight by
When does the TBV close? electric fans. At what temperature do the
A. 39,000 feet fans start operating?
B. 40,000 feet A. 200°F
C. 41,000 feet B. 300°F
D. 42,000 feet C. 113°F
D. 131°F
2. The turbine inlet temperature control valve
(TICV) maintains the turbine inlet tempera- 6. Air-conditioning system temperature in-
ture at 75°F when possible. Why does it dications are displayed on the secondary
maintain this temperature? page of the EICAS. What information is
A. This is the optimum temperature for available?
passenger comfort. A. Cabin and cockpit temperatures are
B. This temperature prevents heat dam- displayed in degrees Fahrenheit or
age to aircraft furnishings and ducting. degrees Celsius.
C. This temperature protects the air cy- B. Cabin temperatures are displayed in
cle machine (ACM) from failure due to degrees Fahrenheit only.
icing. C. Cabin temperatures are displayed in
D. This temperature allows for maxi- degrees Celsius only.
mum water condensation and later D. Cabin and cockpit temperatures are
extraction. displayed in degrees Fahrenheit only.

3. Air is distributed from the plenum to three

separate air-supply ducts. Which of the fol-
lowing is NOT one of these ducts?
A. Defog air duct
B. Gasper air duct

11 AIR CONDITIONING
C. Cabin air duct
D. Cockpit air duct

4. The air temperature to the gasper vents is

unregulated except by the outlet control.
What is the approximate temperature of
gasper air?
A. 75°F
B. 30°F
C. 45°F
D. 35°F

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 11-15
THIS PAGE INTENTIONALLY LEFT BLANK
GULFSTREAM G200
PILOT TRAINING MANUAL

CHAPTER 12

PRESSURIZATION
CONTENTS
Page

INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
SYSTEM DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Cabin Pressure Control System—Automatic Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Manual Pressurization Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Baggage Compartment Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
COMPONENT DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
Outflow Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
Cabin Pressure Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
Safety Relief Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
CONTROLS AND INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
CABIN PRESS Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
ECS Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
Pressurization Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11
Ground Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11
Takeoff Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11
Climb Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11
Cruise Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12
Descent Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12
Landing Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12
12 PRESSURIZATION

Takeoff Abort . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-13

Touch and Go. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-13
Manual Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-13
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14

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ILLUSTRATIONS
Figure Title Page

12-1 Cabin Pressure Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2

12-2 Typical Flight Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
12-3 Outflow Valve Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
12-4 Cabin Pressure Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-7
12-5 Pressurization Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
12-6 EICAS Messages and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
12-7 Typical Takeoff Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12
12-8 Typical Descent Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-13
12 PRESSURIZATION

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CHAPTER 12

PRESSURIZATION
INTRODUCTION
The Gulfstream G200 pressurization system uses an outflow valve to maintain comfortable pres-
sure inside selected fuselage areas, whatever the flying conditions. The pressurized space in-
cludes the cockpit, passenger cabin, and baggage compartment. The system is primarily automat-
ic, but may be operated manually as the situation requires.

GENERAL
The fuselage of the Gulfstream G200 is sealed Air pressure is normally delivered to the cabin
at all contacting surfaces to limit the air leakage from the air conditioning system. The air condi-
rate. Two pressure bulkheads form the front tioning system is discussed in the previous chap-
and rear boundaries of the pressure vessel. ter. Air pressure leaves the cabin through an out-
The forward pressure bulkhead is located at flow valve, which is located on the bottom of the
the front of the cockpit. The aft pressure bulk- fuselage, at the front of the cabin.
head is at the back of the main cabin. The com-
partment between the cabin and the baggage
12 PRESSURIZATION

compartment holds the fuselage fuel tank. This

compartment has a forward and aft pressuriza-
tion barrier, and is unpressurized.

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The outflow valve has two electric motors con- If the aircraft is operating at low altitudes (be-
nected to its shaft. One motor is for automatic low 10,000 feet), and the emergency airflow is
operation; the other is for manual operation. Ei- too hot, the crew may select RAM on the ECS
ther one can move the valve to the full open, or panel to provide ram air ventilation. Selecting
full closed positions. ram will allow air from the scoop at the base of
the vertical stabilizer to enter the cabin. This
In the event of an air conditioning system failure, will also cause the outflow valve to open, and
emergency airflow is available. The crew can se- the aircraft will lose all pressurization.
lect emergency airflow by rotating the selector
knob on the ECS panel, to the EMERG position. Should the outflow valve fail, a safety relief
The right engine low-pressure duct has an ex- valve is mounted on the front of the forward
tra branch duct that allows air to pass through pressure bulkhead to relieve pressure. The
a special emergency heat exchanger. This heat safety relief valve will open when the cabin
exchanger is cooled by ambient air. After pass- pressure differential equals 8.95 psi. Dump and
ing through this one heat exchanger, the air is ditch functions are also available for abnormal
delivered to the cabin. Emergency airflow will and emergency situations.
maintain pressurization, but the temperature will
be uncontrolled.

CABIN ALTITUDE

28 VDC EMERGENCY BUS MANUAL CABIN RATE

POWER C ARINC 429
A CABIN DIFF.
SUPPLY
B
LANDING ALTITUDE
I
MONITOR
N
CHANNEL
SAFETY
P OXYGEN DROP VALVE
R
INTER- E ALTITUDE LIMIT
CHANNEL S
SERIAL S
STATUS LINK U
R EICAS
28 VDC DISTRIBUTION BUS AUTO
POWER E
ARINC 429 ADC1 OXYGEN DROP
SUPPLY
ARINC 429 ADC2 C
AIR O ALTITUDE LIMIT
WOW N
GROUND CABIN ALTITUDE
POSITION T
MAX CRUISE AND WARNING
TLA THROTTLE R
POSITION MAX CRUISE O CABIN RATE
HANDLE UNLOCKED DOOR OPEN AUTO L ARINC 429
CABIN CABIN DIFF.
LOCKED CLOSED AND LOCKED CHANNEL L
DOOR
CLOSED AND LOCKED E LANDING ALTITUDE
(OPTION) R
2X BAGGAGE OPEN
LFES
DOOR SW.
DITCHING OFV AUTO

DUMP
MANUAL
MOTOR

RAM COMMAND
MOTOR
AUTO

RELAY
INTERLOCK
OUTFLOW
CABIN PRESS 2 CABIN
VALVE
DITCH DUMP PRESSURE
MODE SEL FAULT PORTS
FAULT
DITCH DUMP
MANUAL PRESSURE
12 PRESSURIZATION

MAN
BULKHEAD
CABIN ALT DUMP (MAN)
INCR.

DECR.
FIELD ELEV

Figure 12-1. Cabin Pressure Control System

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The CABIN PRESS control panel is on the cen-

SYSTEM DESCRIPTION ter instrument panel, below the EICAS screen.
The CPCS monitors and transmits cabin alti-
CABIN PRESSURE CONTROL tude, cabin rate of change, and cabin-to-am-
bient differential pressure to the EICAS. The
SYSTEM—AUTOMATIC MODE cabin pressure controller has two redundant
The cabin pressure control system (CPCS) reg- channels, the auto channel and the monitor
ulates cabin-air outflow at rates required to channel. Both channels independently gener-
maintain the cabin altitude according to preset ate the above parameters and compare them
schedules. It does this automatically as long via a serial data bus. Both channels convert the
as the manual mode has not been selected by data and transmit it to the EICAS.
the crew. The system uses a cabin pressure The CPCS also controls discrete functions,
controller to monitor operation of an electri- such as cabin altitude limiting control and sig-
cal outflow valve (OFV) (Figure 12-1), which nals, to the oxygen system that activates the
controls air outflow from the cabin. A safety oxygen mask drop function. The CPCS allows
valve installed on the forward bulkhead backs a maximum cabin differential pressure of 8.79
up the outflow valve by releasing pressure at psi. This will provide a cabin altitude of 7,960
8.95 psi, in case of outflow valve or pressuriza- feet at FL 450.
tion system failure. The FIELD ELEV selector
provides landing data input to the system for
different landing altitudes.
Normally, auto-schedule software determines
cabin altitude and modulates the outflow valve
per a cabin pressure schedule (Figure 12-2).
ALTITUDE (FEET)
LEGEND
45,000 FEET AIRCRAFT
CABIN

40,000

30,000

20,000

10,000 7,960 FEET

12 PRESSURIZATION

LANDING

TAKEOFF
TIME

Figure 12-2. Typical Flight Profile

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will subsequently remove pressurizing airflow

MANUAL PRESSURIZATION MODE from the cabin and allow the baggage com-
partment to depressurize.
The crew may select manual pressurization
mode at any time. If the cabin pressure con- Thermostats regulate the baggage compart-
troller fails, a fault light will appear in the CABIN ment temperature between 40° and 60°F by
PRESS MODE SEL switchlight. In this situation controlling electric heat elements in the com-
the crew will be instructed by the checklist to partment interior panels.
select manual pressurization mode. To select
manual mode, the crew will simply press down A smoke protection system isolates the cock-
the mode select switchlight. This will cause a pit and cabin from contamination in the event
light to illuminate in the switchlight and display of smoke in the baggage compartment. The
MAN. smoke protection system consists of a smoke
detector located on the back ceiling of the
The outflow valve will remain in the position that baggage compartment and the butterfly shut-
it was. The automatic motor is unpowered now off valve. When a BAGGAGE SMOKE message
and only the manual motor can change the posi- is illuminated on the EICAS, the crew can close
tion of the outflow valve. The crew can now con- the butterfly shutoff valve by pressing the
trol the manual motor, which will open or close BAGG PRESS switchlight and observing the
the outflow valve, by turning the CABIN ALT CLOSE light in the switchlight illuminate. This
knob on the CABIN PRESS panel. This knob can will cause the baggage compartment to de-
be turned towards INCR or DECR. The knob is pressurize. The resulting lack of oxygen will
spring loaded to the neutral position. extinguish the fire.
When INCR is selected, the manual motor will If the baggage door opens inadvertently in
open the outflow valve at a rate relative to knob flight or has a microswitch failure, the BAG-
displacement from neutral. This will cause the GAGE DOOR caution message will illuminate
cabin altitude to become higher, or increase. If on the EICAS. In this event, the baggage com-
DECR is selected, the motor will close the out- partment butterfly shutoff valve will close au-
flow valve, at a relative rate, which will decrease tomatically and illuminate the CLOSE light in
the cabin altitude. This knob will have to be the BAGG PRESS switchlight. Pressurization in
manipulated during any subsequent climbs or the cabin will function normally until landing
descents, to maintain the desired cabin altitude if this malfunction occurs above 14,000 feet
and/or differential pressure. MSL. If this malfunction occurs below 14,000
feet MSL, the cabin will depressurize at 1,000
BAGGAGE COMPARTMENT fpm until ambient pressurization is reached. In
this situation, the crew may select the manual
PRESSURIZATION pressurization mode to restore cabin pressur-
The baggage compartment is pressurized ization. Pressurization control reacts the same
directly by airflow from the pressurized cab- way if the CABIN DOOR message illuminates
in. Pressure is regulated to between 6.1 and on the EICAS.
6.5 psig by a pressure relief valve located in
the interconnect line between the cabin and
baggage compartments. A pressure sensor is
located at the rear of the baggage compart- COMPONENT
12 PRESSURIZATION

ment. In the event of an overpressure situa-

tion (more than 6.95 ±0.25 psi), a HI PRESS
annunciation will illuminate in the BAGG
DESCRIPTION
PRESS switchlight located on the right side of Components of the CPCS comprise the outflow
the ECS panel. By pressing this switchlight, a valve, cabin pressure controller, and the safety
motor activated butterfly shutoff valve, locat- relief valve.
ed in the interconnect line, will be closed. This

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of the actuator or valve flow body. A gear sys-

OUTFLOW VALVE tem allows the butterfly valve to drive in either
­direction by either DC motor. If the automatic
The electric OFV (Figure 12-3) modulates dis-
motor fails, the manual motor can be selected
charge airflow from the pressurized compart-
to drive the valve independently. Fault monitor-
ment to control cabin pressure in the automatic
ing transmits to the cabin pressure controller.
and manual modes. The OFV comprises the
following components:
• Outflow valve actuator
CABIN PRESSURE CONTROLLER
• Two (automatic and manual) DC-powered The cabin pressure controller contains a dual
drive motors and gears microprocessor, which controls cabin pressure
in the automatic mode. The controller gener-
• Butterfly valve ates a signal for OFV positioning based on the
The OFV actuator electronically drives an inter- following:
nal butterfly valve at the proper speed to ob- • CABIN PRESS panel inputs
tain the desired cabin altitude. Cabin altitude
is modulated by the amount of air exiting the • Internal program logic
aircraft through the outflow valve. In the auto- • Aircraft altitude and vertical speed from
matic mode, the OFV is also the primary over- both ADCs
pressure relief. In the manual mode, the pilot • Cabin pressure
directly positions the OFV butterfly valve via
cockpit controls on the CABIN PRESS control
panel. In the automatic mode, the cabin pres-
sure controller positions the valve.
The OFV fails to the last commanded position in
the event of an electronic or mechanical failure
ENABLE
CONNECTOR AUTO

AUTO
RS-422 MICRO-
CONTROLLER
REGULATOR MOTOR DRIVER
GROUND SPEED FEEDBACK
5V MOTOR POSITION
POWER +15V
SUPPLY FEEDBACK
+28 VDC AUTO 0V

TO
AU R
OR TO
OT MO AN
M M

TORQUE
LIMITER
OPEN E1 R2-28V
CLOSE E2 R1-28V
OUTPUT
DOUBLE SHAFT
POTENTIOMETER

BUTTERFLY POSITION MICROSWITCHES

CONNECTOR MAN

ELECTRICAL END OF STROKE

12 PRESSURIZATION

MAN
E1 SUPPLY MOTOR MAN MAN MODE
AUTO/MAN
GROUND DIFFERENTIAL

E2 SUPPLY MOTOR MAN

Figure 12-3. Outflow Valve Schematic

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The controller receives discrete inputs and

sends discrete outputs to the oxygen mask
drop system. The inputs and outputs generate
CONTROLS AND
from the automatic and monitor channels. In
the automatic mode, the cabin pressure con-
INDICATIONS
troller transmits an outflow valve speed com-
mand to the OFV actuator. CABIN PRESS PANEL
A secondary controller function monitors and The cockpit pedestal CABIN PRESS panel (Fig-
displays the following parameters: ure 12-4) provides flight crew system interface
capabilities for all operational modes. The pan-
• Cabin altitude el comprises the following features.
• Cabin altitude rate of change
• Differential pressure FIELD ELEV SELECTOR
The controller automatic and monitor channels This selector enables landing field elevation
independently generate and exchange these selection in the AUTO mode for a range of
parameters. If either channel fails, the data negative 1,000 feet to 14,000 feet. Rotating the
transmits from the operating channel to the selector clockwise increases the landing field
EICAS. altitude.
Rotating the selector counterclockwise de-
BUILT-IN TEST EQUIPMENT creases the landing field altitude. Landing al-
titude selection is in 50-foot increments per
The CPCS includes built-in test (BIT) capabili-
click. The landing field elevation is input to the
ties to perform failure detection and fault isola-
cabin pressure controller.
tion for all CPCS line replaceable units (LRUs).
The controller facilitates problem identification
and isolates system malfunctions. The control- MODE SEL SWITCHLIGHT
ler uses an automatic power-up BIT and contin-
This switchlight’s FAULT portion illuminates to
uously monitors the system during operation.
indicate fault detection during a system BIT.
Pressing this switchlight enables the MANU-
SAFETY RELIEF VALVE AL mode in both flight and ground operation.
When operating in the manual mode, the let-
The safety relief valve is installed in the air- ter “M” displays on the EICAS primary page,
craft to protect the cabin-to-ambient differen- on the pressurization status indicators line.
tial pressure from exceeding 9 psig. The safety The switchlight will also illuminate to display
valve operates automatically and requires no MAN.
flight crew action. The valve is set to open at
8.95 psi differential.
CABIN ALT SELECTOR KNOB
This knob increases or decreases cabin alti-
tude during the manual mode. The selector is
spring-loaded to the center neutral position.
The amber MAN light flickers as a function of
12 PRESSURIZATION

selector rotation and duration; approximately

two flickers provide a 500-fpm rate of change.
During manual mode operation, the crew must
monitor pressurization and manipulate this
knob in order to maintain the proper cabin alti-
tude or differential pressure.

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DUMP SWITCHLIGHT ECS PANEL

This switchlight operates the same in both the
automatic mode and the manual mode. Press- EMERG POSITION
ing the CABIN PRESS panel DUMP switchlight
The cockpit pedestal cabin air selector EMERG
changes the automatic or manual channel
position (Figure 12-5) enables the emergency
state to provide a rate and altitude limited open
airflow. When selecting the EMERG position,
command to the OFV. The rate limit is 8,000
right engine LP bleed air routes through sepa-
feet per minute, and the altitude limit is 14,000
rate components for emergency unconditioned
feet. If the aircraft altitude is below 14,000 feet,
airflow into the cabin (see Figure 11-2).
pressing the DUMP switchlight will depressur-
ize the aircraft true ambient pressure.

DITCH SWITCHLIGHT
This switchlight should only be used for air-
plane ditching. Pressing the CABIN PRESS
panel DITCH switchlight changes the state of
both automatic and monitor channels to initiate
the altitude limit function, which drives the OFV
closed.

CABIN PRESS
DITCH DUMP
MODE SEL

FAULT
DITCH DUMP
MAN

CABIN ALT
INCR

DECR
FIELD ELEV

12 PRESSURIZATION

Figure 12-4. Cabin Pressure Control Panel

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 GULFSTREAM G200
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PRESSURIZATION
CIRCUIT BREAKERS

EMERGENCY
PRESSURIZATION
POSITION

CABIN AIR
SELECTOR

BAGGAGE
COMPARTMENT
PRESSURIZATION
SWITCHLIGHT

AIRFLOW
CLOSE
HI
FLOW
HI PRESS

CABIN PRESSURIZATION
CONTROL PANEL
12 PRESSURIZATION

Figure 12-5. Pressurization Controls and Indications

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RAM POSITION PRESSURIZATION CIRCUIT

The cabin air selector RAM position should BREAKERS
only be used at low altitudes. When ram is se-
lected, air from the scoop located at the base Pressurization system circuit breakers, on the
of the vertical stabilizer will flow into the cab- cockpit overhead control panel, include the
in, at the ambient temperature. The ram air following:
duct has a check valve installed in it to pre- • PRESSURIZATION
vent any backflow through the duct.
º AUTO
When ram is selected, a dump signal is also
sent to the outflow valve. The outflow valve º MANUAL
will operate the same as in actuating the dump • BAGGAGE PRESS
switch. • EMERG AIR

BAGG PRESS SWITCHLIGHT

Pressing the BAGG PRESS switchlight will
cause the CLOSE light within the switchlight
to illuminate. This indicates that the baggage
butterfly shut-off valve has been closed. The
switchlight will also illuminate if the BAGGAGE
DOOR caution message causes the valve to
close.

ECS AIRFLOW SWITCH

On aircraft S/N 025 and subsequent, the AIR-
FLOW switchlight is installed on the center
pedestal, first officer side, to allow the aircrew
to control the cockpit/cabin noise level caused
by ECS airflow by controlling the pressure set-
ting of the PACK valve and PRSOVs to high or
low. Earlier serial number aircraft have a toggle
switch located on the first officer side console
labeled ECS HI FLOW.
This switch will turn off the high pressure set-
tings, but cannot switch to high pressure if the
ACC has selected the low pressure setting.

12 PRESSURIZATION

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EICAS MESSAGES CAUTION MESSAGE

Pressurization warning, caution, advisory, and The amber AUTO PRESSURIZ caution message
status messages display on the EICAS primary indicates an automatic mode pressurization
page, in the upper right portion (Figure 12-6). malfunction.
Pressurization system status indications also
display on the primary page lower left side. ADVISORY MESSAGE
The green PRESSURIZ TEST OK advisory mes-
WARNING MESSAGE sage indicates a successful cabin pressure con-
The red CABIN ALT HIGH warning message in- trol system test.
dicates a cabin altitude of 10,000 feet.

XXX.X XXX.X CABIN ALT HIGH

AUTO PRESSURIZ
N1 SYSTEM
PRESSURIZ TEST OK MESSAGES
63.0 106.0 PRESSURIZ IN TEST
PRESSURIZ MONITOR
APR T/R
ITT
650 1000 PAGE 1/2
GEAR
DN UP
SLATS K FLAPS
XXX.X N2 XXX.X UP UP
XXXX FF XXXX DN DN 12
XXXX WING XXXX
APU
FUEL TOTAL (LBS) XXXXX
XXX RPM EGT XXX
STATUS C ALT M C DIFF C RATE
TRIM
INDICATIONS XXXXX –X.X XXXX AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0
12 PRESSURIZATION

BRT

EICAS PRIMARY PAGE

Figure 12-6. EICAS Messages and Indications

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STATUS MESSAGES GROUND MODE

The white PRESSURIZ IN TEST message indi- The outflow valve remains fully open during all
cates a cabin pressure control system test is in ground operations. To maintain this mode, the
progress. following conditions must be met:
The white PRESSURIZ MONITOR message in- • Landing gear must have weight on wheels
dicates a cabin pressure control system moni-
toring malfunction. • Thrust lever position less than MCR (maxi-
mum cruise)
PRESSURIZATION STATUS INDICATIONS • Airspeed less than 100 KIAS
• Aircraft altitude less than 15,000 feet
C ALT—Numbers under the C ALT legend indi-
cate current cabin altitude. The “M” indicator
after the numbers indicate the pressurization TAKEOFF MODE
system is operating in the manual mode.
Advancing the thrust levers beyond maximum
From negative 1,000 feet to 8,100 feet the cruise with the aircraft on the ground, causes
­altitude indication will be green. From 8,200 the CPCS to enter the takeoff (prepressure)
feet to 9,900 feet the indication will be amber, mode. This mode eliminates any noticeable
and at 10,000 feet or above, the indication will pressure changes during aircraft climb. This
be red. is accomplished by allowing the outflow valve
to attain a controlling position before lift-off.
C DIFF—The value shown under the C DIFF During prepressurization, the cabin altitude
represents the current cabin-to-ambient pres- descends at a maximum rate of 1,000 feet per
sure differential. minute, to an altitude of 250 ±50 feet below
the cabin altitude that prevailed before thrust
A cabin differential pressure of up to 8.7 psi will lever advancement. The prepressurized cabin
be green. If the differential pressure reaches altitude is maintained until the thrust levers are
8.9 psi, the indication will be amber. An indica- retarded below maximum cruise, the aircraft
tion of 9.0 psi or greater will be red. becomes airborne, or airspeed exceeds 100
C RATE—The current cabin altitude rate of KIAS.
change displays under the C RATE legend. An
arrow to the left of the value points up or down CLIMB MODE
to indicate increasing or decreasing cabin alti-
tude, respectively. During a normal takeoff, the cabin pressure
control system automatically switches from the
All cabin rates, positive or negative, will be dis- takeoff mode to the climb mode (Figure 12-7).
played in green. The switch initiates when the CPCS receives
an airborne signal from the landing gear WOW
switch or the airspeed exceeds 100 knots.
SYSTEM OPERATION During the climb, a climb schedule of cabin alti-
The cabin pressure control system has the fol- tude versus aircraft altitude is calculated based
lowing operational modes. Except for the man- on cabin pressure. The climb schedule is differ-
12 PRESSURIZATION

ual mode, all modes are automatic functions of ent for each takeoff field elevation.
airplane flight.

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the system stays in the descent mode unless

CRUISE MODE the aircraft subsequently climbs higher than
the previous cruise altitude. If this happens, the
As the aircraft reaches the desired cruising
system enters the climb mode.
altitude, the CPCS maintains cabin altitude
according to the calculated climb schedule.
Once the aircraft levels at cruise altitude, the LANDING MODE
system holds the cabin altitude at the climb
schedule value. While in the descent mode, if the controller
detects a true airspeed of 90 knots or less, ei-
ther thrust lever is retarded to less than MCR,
DESCENT MODE or weight-on-wheels is sensed, the controller
enters the landing mode.
Once descent has begun, the descent cabin
schedule works in conjunction with the se- Under normal conditions, the landing mode en-
lected landing field elevation to generate the ters from the descent mode when the aircraft
desired cabin altitude rate of change (Figure touches down. Upon landing, cabin altitude
12-8). The computed cabin descent schedule may be higher or lower than the landing field
altitude is compared to the selected landing elevation. In either case, the system equalizes
field altitude. The higher value of the two is cabin pressure to the outside pressure. Equal-
used as the desired cabin altitude. The lowest ization takes approximately 60 seconds and
actual cabin altitude possible is negative 1,000 comfortably removes any residual pressure (or
feet. vacuum) that may exist in the cabin. The maxi-
mum rate of cabin altitude decrease is 300 feet
The descent beginning is defined as a drop in
per minute and the maximum rate of increase is
the aircraft altitude of 500 feet or more from
500 feet per minute.
the cruising altitude. Once descent is initiated,

ALTITUDE AIRCRAFT
CLIMB

THRUST LEVERS
ADVANCED ABOVE
MAX CRUISE

LIFTOFF
CABIN SEALED
AIRFLOW ON

CABIN CLIMB
RATE

S.L. TAKEOFF
TIME
12 PRESSURIZATION

FIELD
0.065 PSID
TAKEOFF MODE
300' BELOW TAKEOFF CLIMB SCHEDULE
ALT. AT 1,000' PER MIN. CALCULATION COMPLETED

Figure 12-7. Typical Takeoff Profile

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After pressure equalization, the controller en-

ters the ground mode, where the outflow valve MANUAL MODE
again fully opens.
The manual mode overrides the automatic
mode and may be used on the ground and in
TAKEOFF ABORT flight. Selecting the manual mode holds cabin
altitude in the last commanded position. The
Retarding the thrust levers prior to lift-off caus- cabin altitude can then be changed manually.
es the controller to stop prepressurization. The The butterfly valve, controlled by the CABIN
cabin altitude returns to the takeoff field eleva- ALT INCR–DCRS knob, controls the airflow.
tion at 500 feet per minute for 60 seconds. At The cabin altitude rate of change depends on
this point, the ground mode initiates. the changes in aircraft altitude and variations in
cabin air inflow.
TOUCH AND GO While in the manual mode, cabin altitude is lim-
If at any time after touchdown, before ground ited to 14,000 ±500 feet and rate of change is
mode initiation, the thrust levers advance to limited to 8,000 feet per minute. The pressure
the takeoff position, the CPCS immediately en- safety relief valve limits the cabin-to-ambient
ters the takeoff (prepressure) mode. If the air- differential pressure to 9 psi maximum.
craft becomes airborne while the system is in
the landing mode before takeoff parameters
are detected, the controller immediately enters
the descent mode.

MAXIMUM AIRCRAFT
CRUISING ALTITUDE

DESCENT DETECT

AIRCRAFT ALTITUDE CHANGES

500 FT
<= 100 FT WITHIN 1 MINUTE

AIRCRAFT ALTITUDE
CHANGE EXCEEDS 200 FT

CABIN AT CLIMB
SCHEDULE ALTITUDE
ALTITUDE

DESCENT RATE

12 PRESSURIZATION

CABIN HOLDING DESCENT

AT DESCENT ON CABIN CABIN HOLDS AT
SCHEDULE DESCENT SELECTED LANDING
ALTITUDE SCHEDULE ELEVATION

TIME

Figure 12-8. Typical Descent Profile

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QUESTIONS
1. The crew can select emergency airflow 4. The safety relief valve is installed in the air-
by rotating the selector knob on the ECS craft to protect against excessive pressure
panel to the EMERG position. Where does differential. When does the safety relief
emergency air come from? valve open?
A. The left engine A. 9 psid
B. The right engine B. 8.95 psid
C. The APU C. 8.8 psid
D. Whichever engine is running D. 8.7 psid

2. Which one of the Gulfstream G200’s com- 5. What does a lighted CLOSE on the BAGG
partments receives pressurization directly PRESS switchlight indicate?
from another pressurized compartment? A. There is smoke in the baggage com-
A. The nose compartment partment and the switchlight needs to
B. The cockpit be pressed to close the butterfly shut-
off valve.
C. The passenger cabin
B. This light is normally on, indicating that
D. The baggage compartment the baggage compartment butterfly
shutoff valve is in the open position.
3. If there is an electronic failure during auto- C. This indicates the butterfly shut-off
matic operation, can control be regained valve is in the closed position.
over the outflow valve?
D. There is smoke in the baggage com-
A. Yes. Either automatic or manual DC partment and the butterfly shut-off
motors will still move the butterfly valve has automatically moved to the
valve through a gear system. closed position.
B. No. The crew must select EMERG on
the ECS panel and use the safety relief 6. What is the lowest possible actual cabin al-
valve to relieve excess pressure. titude indicated on the EICAS?
C. Yes. By switching to MANUAL, the DC A. 1000 feet below takeoff altitude
motor will still move the butterfly valve
through a gear system. B. 250 ±50 feet below takeoff altitude
D. No. Ram air must be selected on the C. 1000 feet below sea level
ECS panel in order for the outflow D. 250 ±50 feet below sea level
valve to fully open.
12 PRESSURIZATION

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CHAPTER 13

HYDRAULIC POWER

POWER SYSTEM
13 HYDRAULIC
SYSTEMS
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
SYSTEM DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3
Right Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3
Left Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3
COMPONENT DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
Hydraulic Reservoirs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
Engine-Driven Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7
Hydraulic Pressure and Return Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7
Air-Pressure Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7
Manifold Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-8
Auxiliary Hydraulic Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9
CONTROLS AND INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9
Left and Right FIRE/OVERHT Switchlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9
AUX HYD PUMP Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11
EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-12
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-13

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ILLUSTRATIONS
Figure Title Page
POWER SYSTEM
13 HYDRAULIC

13-1 Hydraulic System Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2

13-2 Right Hydraulic System Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
13-3 Left Hydraulic System Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5
13-4 Hydraulic Reservoir. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
13-5 Engine-Driven Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7
13-6 Air-Pressure Regulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-8
13-7 Manifold Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-8
13-8 Auxiliary Hydraulic Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9
13-9 Hydraulic System Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10

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POWER SYSTEM
13 HYDRAULIC
CHAPTER 13

HYDRAULIC POWER
SYSTEMS
INTRODUCTION
Hydraulic systems on the Gulfstream G200 provide power for operation of several aircraft flight
control surfaces, landing gear operation, and utility functions. Hydraulic power is supplied through
two hydraulic systems. Both systems are completely separate and independent of each other. An
auxiliary hydraulic pump provides power in the event of right engine-driven hydraulic pump failure.

GENERAL
Hydraulic power is supplied by two separate fails, an auxiliary hydraulic pump (AHP) can sup-
and independent systems (Figure 13-1). These ply hydraulic power to the right system. The AHP
systems, associated with the right and left en- supplies sufficient pressure for all normal opera-
gines, provide fluid under pressure at 3,000 psi. tions, providing redundancy to the right hydrau-
Both systems use SKYDROL LD4 or an equiva- lically operated subsystems.
lent hydraulic fluid. Each system normally op-
erates at a fluid temperature range between Hydraulic power system components are in-
–65°F and 185°F. stalled in the service compartment. A door on
the lower tail section between the ventral strakes
During normal operations, engine-driven pumps provides access to the service compartment.
(EDPs) generate hydraulic power, keeping both
systems continuously active. If the right EDP

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POWER SYSTEM
13 HYDRAULIC

LEFT HYDRAULIC SYSTEM RIGHT HYDRAULIC SYSTEM

FIRE SOV FIRE SOV

EDP AHP EDP
ENGINE M ENGINE

L AILERON R AILERON

L ELEVATOR R ELEVATOR

Q FEEL

STICK
PUSHER

KRUEGER
FLAPS
LEFT RIGHT

GROUND FLIGHT
AIRBRAKES AIRBRAKES
OUTBOARD INBOARD

LANDING GEAR
RETRACTION
PNEU EMER. MLG
EXT. NLG

NOSE WHEEL
STEERING

NORMAL BRAKE
A. SKID
PARKING
EMERG. BRAKE

THRUST THRUST
REVERSER REVERSER
LEFT RIGHT

Figure 13-1. Hydraulic System Schematic

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Along with the aileron and elevator servoactu-

SYSTEM DESCRIPTION ators, the right hydraulic system supplies pow-

POWER SYSTEM
13 HYDRAULIC
er to the landing gear, secondary flight controls
The complete hydraulic system consists of the and aircraft utility functions. The s­ econdary flight
following components: controls consist of the following:

• Right hydraulic system • Stick pusher

• Left hydraulic system • Krueger flaps
• Inboard airbrake actuators
The right and left hydraulic systems provide
power to the following primary flight control The utility functions consist of the following:
components:
• Q-feel
• Aileron servoactuators
• Nosewheel steering
• Elevator servoactuators
• Wheel brakes (including parking)
Either one of the hydraulic systems alone pro- • Right thrust reverser
vides sufficient power to operate the aileron
and elevator servoactuators in the event of one
system failure. LEFT HYDRAULIC SYSTEM
The left hydraulic system components are in-
RIGHT HYDRAULIC SYSTEM stalled on the left side of the service compart-
ment (Figure 13-3). The left hydraulic system
The right hydraulic system components (Fig- works in the same manner as the right, with the
ure 13-2) are installed on the right side of the following exceptions:
service compartment. Hydraulic fluid is sup-
plied to the right variable-displacement EDP • The left hydraulic system has only two filters.
from an air-pressurized reservoir through its One pressure filter is installed on the EDP
associated fire shutoff valve. The EDP then line, while the return line includes a return
supplies fluid pressure to the right hydraulic filter.
system. • Along with the aileron and elevator servo-
The right hydraulic system has three filters. actuators, the left hydraulic system sup-
One pressure filter is installed in each of the plies power to the following:
two pressure lines (EDP and AHP), and the º Left thrust reverser
return line. When there is no demand for hy-
º Emergency brake system
draulic power, the EDP and AHP automatically
bleed the output back to the reservoir through º Outboard airbrake actuators
the return filter, maintaining minimum flow
through the pump. This small amount of fluid,
cycled through the EDP and AHP, cools the
pump when subsystems are not in use.
Both the EDP and AHP pressure lines con-
nect to a common manifold. This manifold
distributes fluid under pressure to the various
system components and contains a pressure
transmitter. The pressure transmitter monitors
system pressure and sends data back to the
engine indication and crew alerting system
(EICAS).

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POWER SYSTEM
13 HYDRAULIC

AIR-PRESSURE
RELIEF VALVE

MANIFOLD
ASSEMBLY

BLEED-AIR
PRESSURIZED
RESERVOIR

EDP PRESSURE
FILTER

AHP PRESSURE AFT

FILTER

RETURN
FILTER

AUXILIARY
PUMP

Figure 13-2. Right Hydraulic System Location

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POWER SYSTEM
13 HYDRAULIC
MANIFOLD
ASSEMBLY

AIR-PRESSURE
RELEASE VALVE

AFT
BLEED-AIR
PRESSURED
RESERVOIR

AIR-PRESSURE
REGULATOR

EDP PRESSURE
FILTER

RETURN
FILTER

Figure 13-3. Left Hydraulic System Location

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LOW-LEVEL SWITCH
COMPONENT
POWER SYSTEM
13 HYDRAULIC

The low-level switch is actuated by a float and

DESCRIPTION initiates a caution message (L/R HYD LEVEL
LOW) on the EICAS when the fluid level is less
The right and left hydraulic systems consist of than 1.47 quarts.
the following components:
• Hydraulic reservoirs FLUID-LEVEL SENSOR
• Engine-driven pumps (EDPs) The fluid-level sensor continuously monitors
• Hydraulic pressure and return filters the reservoir for volume measurement and ini-
tiates status messages (L/R HYD QTY OVER
• Air-pressure regulator FILL, L/R HYD QTY REFILL) on the EICAS.
• Manifold assemblies (consisting of pres- These messages will only appear when the air-
sure relief valves, pressure switches and craft is on the ground.
pressure transmitters)
The right hydraulic system also uses an elec-
GLASS SIGHT GAGE
tric-motor variable-delivery pump (AHP) as an The glass sight gage allows a visual check of
auxiliary power source. the fluid level.

HYDRAULIC RESERVOIRS
One open-type, bleed-air pressurized reser- FLUID-LEVEL
SENSOR
voir assembly (Figure 13-4) stores the hydrau- AIR AIR
lic fluid for each hydraulic system. The engine
bleed ports and the auxiliary power unit (APU)
bleed port supply bleed air for hydraulic res- SIGHT
ervoir pressurization. Both hydraulic reservoirs GAGE
are pressurized to a nominal pressure of 30
psig. This provides a positive fluid flow to the
EDP inlet, prevents pump cavitation at all flight
altitudes, and reduces the foaming tendency
UP AIRCRAFT
of the returning fluid. The reservoirs also ab-
sorb fluid volume changes in their respective
systems. FIRE
SHUTOFF
VALVE
Each reservoir mounts on a tray collector that
drains fluid leakage overboard when filling. Each
reservoir assembly includes the following:
• Low-level switch
• Fluid-level sensor
• Glass sight gage SUPPLY RETURN

• Fire shutoff valve

• Fluid temperature sensor DRAIN

FRONT VIEW

Figure 13-4. Hydraulic Reservoir

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FIRE SHUTOFF VALVE HYDRAULIC PRESSURE AND

RETURN FILTERS

POWER SYSTEM
13 HYDRAULIC
A fire shutoff valve is installed on the supply
pressure port of each hydraulic system res-
ervoir. When the respective FIRE/OVERHT Non-bypass high-pressure filters are located at
switchlight is depressed, the fire shutoff valve the pump outlets to help prevent fluid contam-
closes to stop fluid flow to the EDP. The ball- ination. The filter elements are noncleanable
type valve is actuated by a reversible DC elec- and incorporate a 15-micron screen. A red pop-
tric motor, powered by the emergency bus. The out indicator extends if the filter becomes con-
DC motor automatically stops when the valve is taminated. This also initiates a status message
fully open or closed. (L/R HYD PRESS FILTER) on the EICAS.
Bypass-type low-pressure filters are located
ENGINE-DRIVEN PUMPS in the return lines. The filter elements have
the same noncleanable 15-micron screens. A
One engine-driven pump (EDP) is provided in red pop-out indicator extends if the filter be-
each hydraulic system for normal power (Fig- comes contaminated or when the pressure ex-
ure 13-5). These are variable-displacement, ceeds a set amount. It also initiates a status
constant-pressure pumps, each driven by the message (L/R HYD RETURN FILTER) on the EI-
accessory gearbox of its associated engine. CAS. If the pressure continues to rise, a return
Each pump provides a regulated pressure valve opens, allowing fluid to bypass the filter
rating of 3,000 psi under no-flow conditions, entirely.
which decreases to 2,850 psi during heavy de-
mand situations. The maximum flow for each
pump is 8.5 gpm. AIR-PRESSURE REGULATOR
The air pressure regulator converts the 0- to
335-psi air from the engine bleeds to a con-
trolled 30-psi for the reservoirs. Air from each
engine low-pressure port and from the APU
bleed port goes through a one-way check valve
to prevent air pressure loss during single-en-
gine operation. The air then flows through a
45-micron filter to the air-pressure regulator,
which maintains the pressure at 25–30 psig.
The regulator also serves as a vacuum and
pressure relief valve (Figure 13-6). The pres-
DRIVE sure relief valve unseats at 38 psi if a pressure
CASE DRAIN SHAFT
surge occurs. The vacuum relief valve opens
to admit filtered ambient air to the reservoir if
SUCTION pressure at the regulator outlet port drops to
PORT
–2 psi or less.
From the regulator, the air is supplied to the right
PRESSURE and left hydraulic system reservoirs through a
PORT
pressure switch and additional check valve. An
air-pressure release valve on each reservoir
helps relieve pressure prior to reservoir cap
removal.

Figure 13-5. Engine-Driven Pump

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AIR RELIEF VALVE VENT

POWER SYSTEM
13 HYDRAULIC

INLET
OUTLET
AIR-PRESSURE
REGULATOR

VENT FILTER

AIR FILTER

INLET OUTLET

Figure 13-6. Air-Pressure Regulator

MANIFOLD ASSEMBLY
The right and left hydraulic system mani-
fold assemblies (Figure 13-7) comprise the
following:
• Pressure relief valve
• Pressure switches
• Pressure transmitter RELIEF PRESSURE
PORT
VALVE TRANSMITTER
The right hydraulic system manifold assembly
also incorporates two check valves.
Fluid enters the manifold from the pressure
lines. If the EDP fluid pressure drops to 1,200
psi or increases to 3,500 psi, the pressure
switches initiate a caution message (L/R HYD R
PUMP PRESS LOW, L/R HYD PUMP PRESS HI)
on the EICAS. An additional pressure switch PRESSURE
on the right hydraulic system manifold initiates SWITCH
a caution message if the AHP fluid pressure
drops to 900 psi (AUX HYD PRESS LOW). A re-
lief valve opens if pressure exceeds preset lim- Figure 13-7. Manifold Assembly
its. In addition, check valves prevent backflow
to an inoperative pump if either of the EDPs fail.

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AUXILIARY HYDRAULIC PUMP CONTROLS AND

POWER SYSTEM
13 HYDRAULIC
One 28-volt, DC electric hydraulic pump (Fig-
ure 13-8) is provided on the right hydraulic
system. The AHP is installed as an alternate
INDICATIONS
source of hydraulic power in the event of right The hydraulic system operates automatical-
EDP failure. Electrical power is supplied to the ly and has few controls (Figure 13-9). Three
AHP from the battery bus with control power switches allow hydraulic control for special
supplied by the emergency bus. situations.

The AHP also supplements the right hydrau-

lic system in high demand situations, such as
LEFT AND RIGHT FIRE/OVERHT
during takeoff or go-around. In the automatic SWITCHLIGHTS
mode, the AHP comes on if one of the follow-
ing occurs: These guarded switchlights are located on the
fire protection panel. Either switchlight is used
• Either main landing gear not locked up with in the event of a fire or overheat situation.When
one thrust lever set beyond MAX CLIMB depressed, the fire shutoff valve on the respec-
• Low pressure in the right hydraulic system tive hydraulic reservoir moves to the closed
(below 1,200 psi) position.

This variable-delivery hydraulic pump can pow-

er the right hydraulic system and supply suffi-
cient pressure for all normal operations. This
provides redundancy to the right hydraulically
operated subsystems. Maximum AHP flow is
2.9 gpm. The AHP receives h ­ ydraulic fluid di-
rectly from the same reservoir as the right EDP.
The AHP is installed on the right side of the ser-
vice compartment, adjacent to the right hydrau-
lic system components.

PRESSURE
LINE
INLET LINE

Figure 13-8. Auxiliary Hydraulic Pump

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POWER SYSTEM
13 HYDRAULIC

EICAS
XXX.X XXX.X AUX HYD PRESS LOW DISPLAY
N1 HYD TANK PRESS LOW
L/R HYD PUMP PRESS LOW
63.0 106.0 L/R HYD PUMP PRESS HI
HYD LEVEL LOW
APR T/R L/R HYD QTY OVER FILL
L/R HYD QTY REFILL
ITT L/R HYD PRESS
FUELFILTER
(LBS) ENG OIL
650 1000 L/R HYD RETURN FILTER
AUX HYD
FUEL PRESS
TEMP FILTER 20
(JA–1) 67 PRESS 82
FORWARD TANK 1790 34 TEMP 39
XXX.X XXX.X
FUSELAGE TANK 1800 OK QTY OK
N2
XXXX FF XXXX CENTER TANK 2670 HYDRAULICS
XXXX WING XXXX 2360 WING TANK 2360 92 FLUID QTY 95
XXXXX
FUEL TOTAL (LBS)
170 FEED TANK 170 80 TEMP 80
C ALT M C DIFF C RATE
XXXXX –X.X XXXX FUEL USED 80 OXYGEN

L—VIB—R HYD PRESS FUEL TOTAL 11320 PRESS 2150PSI

3000 3000

WEIGHT (LBS) PRESSURIZATION

PAYLOAD 2400BRT LDG ELEV 1000
B.O.W. 16740 CABIN TEMP 69 °F
GROSS 30460 COCKPIT TEMP 71 °F

SECONDARY BRT
PAGE

Figure 13-9. Hydraulic System Controls

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R HYD OVERHEAT—Right hydraulic system

AUX HYD PUMP SWITCH temperature is above 85°C.

POWER SYSTEM
13 HYDRAULIC
The auxiliary hydraulic pump switch has three HYD TANK PRESS LOW—Reservoir pressuriza-
positions. tion system pressure switch shows less than
10.5 ±1 psi.
OVRRD—Pump operates continuously
­regardless of other conditions. L HYD PUMP PRESS LOW—Left pressure trans-
mitter shows less than 1,200 psi. A digital dis-
AUTO—Auxiliary pump starts automatically if
play is also provided.
either main landing gear is not locked up with
one thrust lever set beyond MAX CLIMB or low R HYD PUMP PRESS LOW—Right pressure
pressure in the right hydraulic system (below transmitter shows less than 1,200 psi. A digital
1,200 psi). Once the hydraulic pressure from the display is also provided.
right engine-driven pump rises above 1,700 psi,
there is a three-minute delay before the auxil- L HYD PUMP PRESS HI—Left pressure trans-
iary pump turns off. This is to prevent the pump mitter shows more than 3,500 psi. A digital
from cycling and to allow the system pressure display is also provided.
to stabilize. This position also provides thermal
protection for the motor. R HYD PUMP PRESS HI—Right pressure trans-
mitter shows more than 3,500 psi. A digital
OFF—Auxiliary hydraulic system is turned display is also provided.
off and prevented from coming on in any
situation. L HYD LEVEL LOW—Low-level switch of the left
reservoir shows less than 1.47 quarts.

EICAS MESSAGES R HYD LEVEL LOW—Low-level switch of the

right reservoir shows less than 1.47 quarts.
Hydraulic pressure is digitally displayed on the
EICAS. Normal pressure is 2,700 to 3,250 psi.
STATUS MESSAGES
Two groups of messages indicate failure or status
L HYD QTY OVER FILL—Fluid-level sensor of
of the hydraulic system. These indications appear
the left reservoir shows more than 105% (fluid
on the EICAS as caution or status messages. The
quantity).
messages are color coded as follows:
R HYD QTY OVER FILL—Fluid-level sensor of
• Amber—Caution messages
the right reservoir shows more than 105% (fluid
• White—Status messages quantity).
L HYD QTY REFILL—Fluid-level sensor of
CAUTION MESSAGES the left reservoir shows less than 90% (fluid
AUX HYD PRESS LOW—Auxiliary pressure quantity).
transmitter shows less than 900 psi or the AUX
R HYD QTY REFILL—Fluid-level sensor of
HYD PUMP switch is in the OFF position. A dig-
the right reservoir shows less than 90% (fluid
ital display is also provided.
quantity).
AUX HYD PUMP ON—Auxiliary hydraulic pump
L HYD PRESS FILTER—Left hydraulic pressure
is operating (comes on when right hydraulic
filter indicator button is in the extended posi-
system pressure drops below 1,200 psi or AUX
tion (filter clogged).
HYD PUMP switch is in OVRRD position).
R HYD PRESS FILTER—Right hydraulic pres-
L HYD OVERHEAT—Left hydraulic system tem-
sure filter indicator button is in the extended
perature is above 85°C.
position (filter clogged).

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L HYD RETURN FILTER—Left hydraulic return

filter indicator button is in the extended posi-
POWER SYSTEM
13 HYDRAULIC

tion (filter clogged or high pressure).

R HYD RETURN FILTER—Right hydraulic return
filter indicator button is in the extended posi-
tion (filter clogged or high pressure).
AUX HYD PRES FILTER—Auxiliary hydraulic
pressure filter indicator button is in the extend-
ed position (filter clogged).

SYSTEM OPERATION
In the event of a single hydraulic pump failure
(EDP or AHP), either of the remaining hydraulic
pumps alone provides sufficient power to op-
erate the aileron and elevator servoactuators.
The operable hydraulic system(s) continue to
provide power to its respective subsystems.
If dual EDP failure occurs, the AHP powers the
right hydraulic system and supplies its nor-
mal operating functions. The performance of
AHP-operated systems is equivalent to normal
performance or slightly lower. Electrical pow-
er is routed through remote-controlled circuit
breakers located in the cockpit.
If both hydraulic systems fail and the AHP is
unusable, two accumulators are available for
emergency braking, parking brake operation,
or thrust reverser (T/R) deployment. These ac-
cumulators are precharged to 1,250 psi and are
fully charged at 3,000 psi.
A fully charged left accumulator permits six
cycles of the EMERG brakes for a total of 50
seconds or one left T/R deployment. A fully
charged right accumulator permits the use of
the parking brakes or one use of the right T/R.

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QUESTIONS

POWER SYSTEM
13 HYDRAULIC
1. Which of the following subsystems is NOT 5. What is the normal hydraulic operating
powered by the right hydraulic system? pressure range indicated on the EICAS?
A. Landing gear A. 2,850 psi to 3,000 psi
B. Krueger flaps B. 1,200 psi to 3,500 psi
C. Wheel brakes C. 2,700 psi to 3,250 psi
D. Emergency brakes D. 900 psi to 1,500 psi

2. With the AUX HYD PUMP switch in AUTO, 6. What does an extended red pop-out indi-
when will the auxiliary hydraulic pump cator on a hydraulic pressure filter mean?
(AHP) come on? A. Hydraulic pressure has exceeded
A. When at least one gear is down and 3,500 psi.
locked and one thrust lever is set be- B. Hydraulic temperature has exceeded
low MAX CRUISE. 85°C.
B. When the left system hydraulic pres- C. The filter is clogged by contamination.
sure is below 1,200 psi.
D. This is a normal indication.
C. When at least one main gear is not
locked up and one thrust lever is set
beyond MAX CLIMB. 7. The air-pressure regulator serves as a vac-
uum and pressure relief valve. When does
D. When the right system hydraulic pres- the pressure valve unseat?
sure is above 1,200 psi.
A. 335 psi
3. One bleed-air pressurized reservoir stores B. 38 psi
hydraulic fluid for each hydraulic system. C. 30 psi
Which of the following is NOT a function of D. 25 psi
these reservoirs?
A. They pressurize their respective EDP
8. When does the vacuum relief valve open to
inlet.
admit filtered air to the reservoir?
B. They prevent pump cavitation at all
A. 0 psi
flight altitudes.
B. 25 psi
C. They reduce the foaming tendency of
return line hydraulic fluid. C. 30 psi
D. They provide sufficient pressure to run D. -2 psi
hydraulic subsystems.

4. Which of the following subsystems does

either one of the right or left hydraulic sys-
tems power?
A. Flight airbrakes
B. Aileron servoactuators
C. Ground airbrakes
D. Rudder servoactuators

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 GULFSTREAM G200
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9. How does the aircraft stop with the loss of all

hydraulic systems, including the AHP?
POWER SYSTEM
13 HYDRAULIC

A. Two accumulators are available for

one use of both thrust reversers or for
emergency braking or parking brake
operation.
B. The pilot must find the longest run-
way available due to the long landing
ground roll.
C. Only the left thrust reverser or emer-
gency braking is available for stopping
the aircraft.
D. Only the right thrust reverser or park-
ing brakes are available for stopping
the aircraft.

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CHAPTER 14

LANDING GEAR AND

BRAKES
CONTENTS

14 LANDING GEAR
AND BRAKES
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
MAIN LANDING GEAR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
NOSE LANDING GEAR SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-6
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-6
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-6
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-9
LANDING GEAR EXTENSION AND RETRACTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-10
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-10
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-10
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-12
EMERGENCY LANDING GEAR EXTENSION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-12
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-12
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-12
Controls and Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-13
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-14
WHEEL AND BRAKE SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-14
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-14
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-15
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-18
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-18
NOSEWHEEL STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-21
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-21

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Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-22

Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-23
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-23
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-25
14 LANDING GEAR
AND BRAKES

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ILLUSTRATIONS
Figure Title Page

14-1 Main Landing Gear Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-3

14-2 
Main Landing Gear Support Strut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-4
14-3 Forward and Aft Uplocks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-5
14-4 Nose Landing Gear Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-6

14 LANDING GEAR
14-5 Nose Landing Gear Shock Strut Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-7

AND BRAKES
14-6 Nose Landing Gear Brace Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-8
14-7 EICAS Landing Gear Position Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-11
14-8 Emergency Gear Selector Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-12
14-9 Emergency Gear Down Handle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-13
14-10 Landing Gear Control Lever Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-14
14-11 Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-15
14-12 Brake Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-16
14-13 Parking Brake Control and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-19
14-14 Steering Actuators and Mechanism. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-22
14-15 Nosewheel Steering Handwheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-23

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14 LANDING GEAR
AND BRAKES

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14 LANDING GEAR
AND BRAKES
CHAPTER 14

LANDING GEAR AND

BRAKES
INTRODUCTION
The landing gear supports the weight of the aircraft while on the ground, and provides a means
of control during taxi, takeoff and landing. The Gulfstream G200 has a mechanically controlled,
hydraulically operated, retractable landing gear system. Landing gear components include a steer-
able nosewheel assembly and right and left main gear assemblies.
Power braking is provided for the Gulfstream G200 in normal and emergency modes. Antiskid
protection is only available with normal braking. Parking brakes are also available for parking the
aircraft.

GENERAL
Each inboard-retracting main gear, and mechanically and hydraulically locks up at re-
forward-retracting nose gear, utilize one hy-
­ traction and is hydraulically or pneumatically
draulic actuator for extension and retraction. unlocked for extension.
The main gear has a mechanical downlock, in-
tegral to the actuator, which automatically en- Each gear bay is completely enclosed by
gages at extension and is hydraulically released flush-fitting doors when the landing gear is
for retraction. The nose gear has an overcen- retracted. The main gear outboard doors are
ter downlock that operates similarly. Each gear rigidly attached to their struts. The main gear

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inboard doors operate by mechanical linkage

to the actuator. Nose gear doors also operate
by a mechanical spring linkage controlled by
MAIN LANDING GEAR
the nose gear strut.
SYSTEM
Landing gear position indications and warnings
are shown on the primary page of the EICAS. SYSTEM DESCRIPTION
Aural warnings are also provided.
The right and left main gear assemblies are
The nose wheel steering system (NWS) is an mounted in the right and left wing roots (Figure
electrically controlled, hydraulically actuated 14-1). The main gear is retracted, extended, and
14 LANDING GEAR

rack-and-pinion mechanism. A handwheel on braced in the extended position by means of

AND BRAKES

the left console below the captain’s window a hydraulic actuator equipped with an internal
activates an electronic control unit (NWS ECU) downlock mechanism. When the main gear re-
that controls and monitors nose wheel steer- tracts, two mechanically actuated inboard door
ing operation. The system is disabled when uplocks secure the main landing gear to the up
airborne, and a command from the NWS ECU position.
centers the nose wheels prior to retraction.
Each main gear houses a multi-disc brake as- COMPONENT DESCRIPTION
sembly that can be actuated by the right hy-
draulic system under normal operation or by Each main gear consists of the following:
the left hydraulic system when right hydraulic
• Support strut
system pressure is unavailable. An accumu-
lator provides for emergency braking in the • Trailing link
event of left hydraulic system failure. An addi- • Shock absorber
tional accumulator provides for parking brake
application in the event of right hydraulic sys- • Hydraulic actuator
tem failure. • Gear doors
• Forward and aft uplocks

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14 LANDING GEAR
AND BRAKES
FUSELAGE
DOOR
UPLOCK

GEAR
DOOR
ROD
HYDRAULIC
ACTUATOR

SUPPORT
STRUT GEAR
DOOR
SHOCK
ABSORBER

TRAILING
LINK

Figure 14-1. Main Landing Gear Assembly

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SUPPORT STRUT
The main gear support strut is longitudinally
hinged to the wing structure for inboard retrac-
tion (Figure 14-2). A shock absorber attaches to
the top of the support strut and a trailing link
connects to the bottom of the strut. The hy-
draulic actuator attaches at the middle of the
support strut.
14 LANDING GEAR

TRAILING LINK
AND BRAKES

The trailing link is a suspension arm that sup-

ports the main wheels and shock absorber. At
the bottom end of the trailing link is the axle for
the wheels and brake assemblies.

SHOCK ABSORBER
An oleopneumatic shock absorber is installed
between the support strut and the trailing link.
Each shock absorber has a floating piston with
hydraulic fluid on one side and a nitrogen pres-
sure charge on the other. This configuration
absorbs shock loads and smooths out runway
irregularities during taxi, takeoff and landing.

HYDRAULIC ACTUATOR
The hydraulic actuator retracts, extends and
braces the main landing gear. Each main gear is
downlocked by a mechanical locking device lo-
cated within the hydraulic actuator. The mech-
anism automatically engages when the gear
is fully extended and is released by hydraulic
pressure for retraction. The locks also actuate
the downlock limit switches. These limit switch-
es initiate the down-and-locked ­indication for
the gear on the EICAS. Figure 14-2. M
 ain Landing Gear
Support Strut

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GEAR DOORS FORWARD AND AFT UPLOCKS

Inboard and outboard doors completely en- The gear is held retracted by pressure in the
close the gear, decreasing the overall drag, gear actuator and two spring-loaded uplock
and improving lift during flight. The movement rollers that mechanically engage inboard door
of the gear mechanically drives the gear doors latches when the gear is retracted (Figure 14-3).
during retraction and extension. With the gear The latches unlock by either hydraulic or pneu-
up and locked, the gear doors form a smooth matic pressure. Two pistons connect to each of
flush fit with the fuselage. Weather seals the alternative pressure sources. These pistons
around the doors keep water and debris out of push the latch out of engagement with the roller

14 LANDING GEAR
the wheel bays during flight. to allow unlocking. A limit switch on each lock

AND BRAKES
signals when the latch is in place and properly
engaging the roller.

Figure 14-3. Forward and Aft Uplocks

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• Torque link assembly

NOSE LANDING GEAR • Towing adapter

SYSTEM • Steering mechanism

SYSTEM DESCRIPTION
A hydraulic actuator retracts and extends the
nose gear. It remains in the extended position by
a locked spring-loaded overcenter jury brace.
14 LANDING GEAR
AND BRAKES

When the nose gear retracts, the nose gear

strut locks in the up position through a mechan-
ically actuated uplock. The uplock secures the
nose gear to the top of the bay.

COMPONENT DESCRIPTION
The nose gear (Figure 14-4) consists of the
­following components:
• Gear doors
• Shock strut
• Brace assembly
• Hydraulic actuator
• Unlock actuator

GEAR DOORS
The nose gear has two symmetrical doors that
enclose the bay when the landing gear retracts
or extends. The nose gear mechanically opens
and closes the gear doors by a system of bell-
FRONT VIEW
cranks and rods connected to the nose gear
strut. The doors close after nose gear exten-
sion to keep water and debris out of the nose
wheel bay. The gear doors are weather sealed
and form a smooth flush-fit with the fuselage
when they are closed.

SHOCK STRUT
The nose landing gear shock strut (Figure 14-5)
consists of the following:
• Shock absorber
• Weight-on-wheels (WOW) switches
Figure 14-4. Nose Landing Gear Assembly
• Uplock actuator

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UPLOCK HYDRAULIC
ACTUATOR ACTUATOR
STEERING
MECHANISM
INFLATION
POINT

14 LANDING GEAR
AND BRAKES
DOOR MECHANISM
DOWNLOCK WEIGHT-ON-WHEELS
JURY BRACE SWITCH
SHOCK
ABSORBER TORQUE LINK
TOWING ASSEMBLY
ADAPTER

TIRE: 18 x 4.4

JACKING POINT

Figure 14-5. Nose Landing Gear Shock Strut Assembly

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Shock Absorber Towing Adapter

The oleopneumatic (air-oil) shock absorber hy- The towing adapter allows the aircraft to be
draulically dampens ground loads. towed at a maximum angle of ±100° without
disconnecting the torque links.
Weight-on-Wheels (WOW) Switches
Steering Mechanism
The weight-on-wheels switches provide an in-
dication of air or ground position of the nose The nose gear is steered on the ground by
gear. means of two hydraulic actuators pulling a
rack, which drives a steering collar pinion
Uplock Actuator
14 LANDING GEAR

mechanism. The rotating collar steers, through

AND BRAKES

the torque links, the lower portion of the nose

This barrel-shaped roller, attached to the
gear and wheels.
steering collar, hooks the gear into the uplock
­position when retracted.
BRACE ASSEMBLY
Torque Link Assembly
The nose gear is downlocked by a geometri-
The torque link assembly maintains alignment cally overcentered jury brace (Figure 14-6). The
of the inner and outer shock struts during com- jury brace automatically engages when the
pression and extension. The torque link assem- gear fully extends and is released hydraulically
bly also enables nose wheel s­ teering. for retraction.

VIEW A

Figure 14-6. Nose Landing Gear Brace Assembly

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Warning Message
HYDRAULIC ACTUATOR
GEAR NOT DOWN—Landing gear is not down
A hydraulic actuator connects the shock strut
and locked :
to the brace assembly and drives nose gear
­extension and retraction. • The radio altitude is less than 800 feet (400
feet with Mod 7222) above the ground, and
UNLOCK ACTUATOR one of the thrust levers is moved to less
than the MAX CRUISE position.
The unlock actuator is a single-action hydrau-
lic piston that provides the force necessary to • Flaps extend beyond 25º.

14 LANDING GEAR
unlock the brace assembly for gear retraction. Caution Message

AND BRAKES
During gear extension, the unlock actuator
serves as a damper to decelerate and lessen NWS INOP—Nosewheel steering control valve
gear downlock impact. is inoperative.

CONTROLS AND INDICATIONS

EICAS DISPLAY
Landing gear position indications and warning
messages are shown on the primary page of
the EICAS display.

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If the radio altimeter fails, the system uses the

LANDING GEAR AOA signal to determine speed below 1.5 times
the stall speed (1.5 Vs.) If both the radio altim-
EXTENSION AND eter and the AOA fail, the warning activates
whenever each thrust lever moves below the
RETRACTION MAX CRUISE position. The warnings disappear
when all landing gear are down and locked.

SYSTEM DESCRIPTION Position Indications

Two landing gear extension systems and one DN—When the landing gear is down and
14 LANDING GEAR

retraction system are installed on the Gulfst- locked, three green-bordered landing gear
AND BRAKES

ream G200. The normal system both extends boxes, with a green DN inside the box, are dis-
and retracts the landing gear by pressure from played on the primary page of the EICAS. The
the right hydraulic system. In the event of right left, center, and right boxes correspond to the
hydraulic system failure, an emergency pneu- left, nose, and right landing gear, respectively.
matic reservoir is available to extend all three After the landing gear control handle is placed
landing gear. in the UP position, the landing gear is in tran-
sit. Each of the corresponding landing gear box
frames on the EICAS changes color from green
CONTROLS AND INDICATIONS to amber with crosshatched amber lines inside.

EICAS DISPLAY UP—After each landing gear locks in the up po-

sition, the corresponding landing gear box frame
Landing gear position and status are dis- on the EICAS changes color from amber to white.
played on the primary page of the EICAS (Fig- UP is displayed in white inside the box.
ure 14-7).
DOWNLOCK OVERRIDE button—Energizes so-
Warning Message lenoid of downlock plunger if left ground con-
tact switch (WOW) fails. This control enables
Landing gear position indications and warnings the gear handle to be raised to the UP position
are shown on the primary page of the EICAS in case the solenoid fails.
display. Aural warnings are provided as well.
The warnings continue as long as landing gear
is not down and locked and:
• The radio altitude is less than 800 feet (400
feet with Mod 7222) above the ground, and
one of the thrust levers is moved to less
than the MAX CRUISE position.
• Flaps extend beyond 25º.

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POSITION COLOR

DOWN LOCK GREEN DN

UP LOCK WHITE UP
GEAR IN TRANSIT AMBER

14 LANDING GEAR
GEAR STUCK INTRANSIT RED

AND BRAKES
UNKNOWN AMBER

LANDING GEAR POSITION LEGEND

XXX.X XXX.X
GEAR NOT DOWN
N1
T/O UNSAFE PARKING
63.0 106.0 NWS INOP
PARKING BRAKE ON
APR T/R
ITT
650 1000 PAGE 1/2
GEAR
DN UP
SLATS K FLAPS
XXX.X N2 XXX.X UP UP
XXXX FF XXXX DN DN 12
XXXX WING XXXX
APU
FUEL TOTAL (LBS) XXXXX
XXX RPM EGT XXX
C ALT M C DIFF C RATE
TRIM
XXXXX –X.X XXXX AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0

BRT

Figure 14-7. EICAS Landing Gear Position Indications

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 14-11
 GULFSTREAM G200
PILOT TRAINING MANUAL

SYSTEM OPERATION EMERGENCY LANDING

Moving the landing gear control lever up me-
chanically positions a selector valve to direct
right hydraulic system pressure to the retract
GEAR EXTENSION
side of the main and nose gear hydraulic actu-
ators and to the nose gear unlock actuator. Me-
SYSTEM DESCRIPTION
chanical downlocks in the main gear actuators If the right hydraulic system fails, the landing
and in the nose gear jury brace are hydrauli- gear is extended by using a 3,000 psi com-
cally disengaged. All three gear retract and are pressed-nitrogen pneumatic reservoir. The
14 LANDING GEAR

held in position by constantly applied hydrau- emergency landing gear extension system
AND BRAKES

lic pressure in the actuators. The landing gear uses separate and independent pneumatic
latches in the up position by the snap action lines connected to the landing gear actuators
of mechanical uplocks. If hydraulic pressure is and uplocks.
lost, the gear are maintained in the retracted
position by these uplocks (two on each main
gear inboard door, one on the nose strut). Re- COMPONENT DESCRIPTION
turn pressure from the retraction cycle also ap-
The emergency landing gear extension system
plies the wheel brakes to stop wheel rotation.
consists of the following:
During the retraction process, the three land-
• Pneumatic reservoir
ing gear position indicators on the primary
page of the EICAS change color. The indicators • Emergency gear selector valve
change from the green DN indication to amber • Dump valve
with crosshatched amber lines while the gear
is in transit. When the landing gear is up and
locked, the indication changes from amber
PNEUMATIC RESERVOIR
crosshatching to a white UP indication. The pneumatic reservoir is installed behind
the left battery and accessed through the left
Moving the landing gear control lever down po-
aft service door. The bottle is filled through
sitions the selector valve to direct pressure to
a charging manifold to 3,000 psig at 70° F. A
the main and nose uplock actuators, releasing
pressure gage and the charging manifold are
the uplocks.
located on the maintenance panel, which per-
Pressure is also applied to the extend side of mits quick pressure checking and charging, if
the main and nose gear actuators to extend the required.
gear. As the main gear fully extends, mechan-
ical locks in the hydraulic actuators engage.
The nose gear is locked down by engagement
of the mechanical jury brace downlock.
RESET KNOB
Extension EICAS indications are the reverse of
the retraction sequence. Three green landing
gear position indicators with DN inside the box SELECTOR
are displayed when the landing gear is down VALVE LEVER

and locked.

Figure 14-8. Emergency Gear Selector Valve

Main Menu
14-12 FOR TRAINING PURPOSES ONLY REV 2.4
GULFSTREAM G200
PILOT TRAINING MANUAL

EMERGENCY GEAR SELECTOR VALVE DUMP VALVE

The emergency gear selector valve is a three- The dump valve creates a return path for fluid
port, two-position, lever-operated mechanism from the gear actuators to the hydraulic res-
(Figure 14-8). During emergency landing gear ervoir. This allows emergency gear extension
extension, the pilot manually opens the emer- even in the event of mechanical jamming of the
gency gear selector valve by use of an emer- landing gear control lever. The dump valve can
gency gear down handle. The handle is con- only be manually reset when the aircraft is on
nected to the selector valve through a push-pull the ground.
control cable. When the valve is opened, a

14 LANDING GEAR
compressed nitrogen charge expands into the
CONTROLS AND INDICATORS

AND BRAKES
dump valve, the main and nose landing gear
locks, and the landing gear actuators.
EMERGENCY GEAR DOWN HANDLE
The emergency gear down handle (Figure
14-9) is located on the left side of the center
pedestal and is used to initiate the emergency
landing gear extension sequence.

D
WE
STO
D E
L
HAN
RE ADY ING
REPUL

LE FO
AS R
ED
L

Figure 14-9. Emergency Gear Down Handle

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 14-13
 GULFSTREAM G200
PILOT TRAINING MANUAL

An antiskid system provides maximum braking,

SYSTEM OPERATION without skidding, while maintaining d­ irectional
control under all runway conditions.
Emergency extension of the landing gear is ac-
complished by placing the landing gear control If braking heat becomes severe, to the point
lever (Figure 14-10) to the DOWN position and where the wheel or tire may be damaged, three
then releasing and pulling the emergency gear fusible plugs mounted in the wheel subassem-
down handle. bly will melt and release tire pressure.
The emergency gear down handle connects
to the emergency selector valve by a push-
14 LANDING GEAR

pull control cable. When pulled, the handle

AND BRAKES

causes the emergency gear selector valve to

release nitrogen pressure from the pneumatic
reservoir. The pressure is applied to the emer-
gency release side of the uplocks and to the
landing gear actuators through shuttle valves.
The pressure then drives the nose and main
landing gears to the downlocked position.

WHEEL AND BRAKE

SYSTEM
SYSTEM DESCRIPTION
The main wheels are equipped with hydrauli-
cally operated carbon-composite brakes. Nor-
mal and emergency brake systems are con-
trolled by conventional dual rudder tip brake
pedals. The brake pedals actuate multidisk,
self-adjusting brake assemblies on each of the
four main landing gear wheels.

Figure 14-10.  Landing Gear Control

Lever Assembly

Main Menu
14-14 FOR TRAINING PURPOSES ONLY REV 2.4
GULFSTREAM G200
PILOT TRAINING MANUAL

• Emergency brake selector valve

COMPONENT DESCRIPTION • Left hydraulic accumulator
BRAKES • Parking brake valve
• Antiskid electronic control unit
The braking system (Figure 14-11) consists of
the following: • Antiskid control valve
• Wheel-speed transducer
Brake assembly
• Power brake valve

14 LANDING GEAR
• Hydraulic fuse and shuttle valve modules

AND BRAKES
POWER BRAKE
VALVE
TO PARKING
VALVE RESTRICTOR
RELIEF
TO LEFT EMERGENCY VALVE
THRUST FROM LANDING
BRAKE VALVE GEAR
REVERSER
LHS RHS RETURN
RETURN
LHS
PRESSURE
RHS
PRESSURE
RELEASE EMERGENCY
VALVE VALVE

THERMAL RELIEF
LHS RETURN VALVE

FROM RIGHT
ANTISKID THRUST
VALVE REVERSER
ANTISKID ACCUMULATOR
VALVE
RHS RETURN
RHS M
RETURN PARKING
SHUTTLE VALVE
VALVE
FUSE AND FSVM
SHUTTLE
VALVE
MODULE EICAS
(FSVM)
T/O UNSAFE PARKING
PARKING BRAKE ON

LEFT BRAKES RIGHT BRAKES

LEGEND
RIGHT HYDRAULIC SYSTEM PRESSURE
LEFT HYDRAULIC SYSTEM PRESSURE
LEFT OR RIGHT HYDRAULIC SYSTEM RETURN FLOW

Figure 14-11. Brake System

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 14-15
 GULFSTREAM G200
PILOT TRAINING MANUAL

Brake Assembly INLET AND

BLEEDER
Each brake assembly (Figure 14-12) contains DISC STACK
four actuating pistons and provides braking
action by forcing three stationary and three
rotating sets of discs together. The two brake
assemblies, installed on each main landing
gear strut, are supplied from the right hydrau-
lic system. Normal operation of both brakes
on each strut is controlled through the pow-
er brake valve actuated by the rudder pedals
14 LANDING GEAR

and the antiskid valve.

AND BRAKES

A wear indicator provides a visual indication of

the wear remaining in the disc stack. When the
end of the wear indicator is flush with the in-
board face of the brake housing with the park-
ing brake on, the disc stack must be ­removed
for overhaul.

DISC STACK

Figure 14-12. Brake Assembly

Main Menu
14-16 FOR TRAINING PURPOSES ONLY REV 2.4
GULFSTREAM G200
PILOT TRAINING MANUAL

Power Brake Valve Antiskid Electronic Control Unit

The power brake valve permits differential The antiskid electronic control unit (AECU)
braking during both normal and emergency contains two identical control channel circuits.
brake operations. The power brake valve con- Each circuit provides antiskid control for the
sists of separate normal and emergency sec- two wheels on each strut and receives 28-VDC
tions attached to a common actuator for each power from the left and right distribution buses.
left and right wheel pairing.
The AECU provides continuous monitoring of
Hydraulic Fuse and Shuttle Valve Modules system components. If one or more of the fol-
lowing conditions exist, the AECU initiates the

14 LANDING GEAR
The hydraulic fuse and shuttle valve modules ANTISKID OFF warnings for the corresponding

AND BRAKES
separate the right and left hydraulic systems system:
and prevents fluid loss from both systems
during any one brake system failure. • ANTISKID switchlight is pressed off
Emergency Brake Selector Valve • Electrical failure exists in the control system
• Antiskid control valve full release com-
The emergency brake selector valve is activat- mand for longer than one second with the
ed when the PARK/EMERG lever is placed in WOW switches in the ground position
the EMERG position.
• A fault is detected that could cause brake
Left Hydraulic Accumulator lockup during deceleration.

The left hydraulic accumulator provides emer- Antiskid Control Valve

gency braking in the event of a left hydraulic
system failure. A fully charged accumulator per- The antiskid control valve is a pressure-control
mits six cycles of the EMERG brakes for a total servo valve. The valve contains a screened or-
of 50 seconds or one left T/R deployment. It ifice in the pressure port to effectively limit the
is serviced with nitrogen through the charging brake pressure rise rate.
manifold to 1,200 psig at 70° F. The pressure Wheel-Speed Transducer
gage and charging manifold of the left hydrau-
lic accumulator are on the maintenance panel. The wheel-speed transducer provides wheel-
This allows a quick check of left hydraulic accu- speed information to the antiskid system. The
mulator pressure and charging. output signal, fed to the AECU, is used in brak-
ing control. Skid protection is provided from
Parking Brake Valve the time the aircraft wheels speed up (above
The parking brake valve supplies hydraulic 35 knots), or three seconds after touchdown,
pressure to the right hydraulic system brake and continues until the aircraft has slowed to a
lines. It also initiates the PARKING BRAKE ON speed at which skid control is no longer neces-
caution message on the EICAS. sary (below 10 knots).

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 14-17
 GULFSTREAM G200
PILOT TRAINING MANUAL

CONTROLS AND INDICATIONS NORMAL AND EMERGENCY BRAKING

The normal and emergency wheel-brake
CENTER PEDESTAL systems are controlled by pressure applied
to the brake pedals. Both the captain’s and
The three-position PARK/EMERG BRAKE han-
first officer’s brake pedals are mechanically
dle is located on the center pedestal (Figure
interconnected.
14-13).
Normal Braking
PARKING/EMERG BRAKE Control
When the pedals are depressed in normal op-
14 LANDING GEAR

PARK—Sets the parking brake

eration, pressure from the right hydraulic sys-
AND BRAKES

OFF—Disengages the parking brake tem is controlled by the power brake valve.
Pressure is directed to the antiskid control
EMERG—Supplies hydraulic pressure from the valves, then via the fuse and shuttle valves
left hydraulic system to the brakes into two pistons in each brake assembly. A
parallel line directs pressure to the remaining
Antiskid Switchlight two pistons in each brake assembly, providing
Antiskid is off when the switchlight and the left maximum braking. The pressure applied to
and right OFF annunciators are illuminated. the brakes is governed by the the amount of
force the pilot applies and modulated by the
With both main gear down and locked and the antiskid valve. The modulation of the brake
ANTISKID switchlight pressed on (light out), the pressure by the antiskid valve minimizes the
antiskid system is operable (Figure 14-13). possibility of wheel skid and maximizes air-
craft deceleration.
EICAS DISPLAY
Differential braking is obtained by applying
PARKING BRAKE ON—Caution message ap- pressure to the left or right brakes separately.
pears when the parking brake valve is ­supplying Differential braking provides backup direction-
pressure. al control of the aircraft in case the nosewheel
steering system fails or is insufficient for the
landing condition. If any of the brake lines lead-
SYSTEM OPERATION ing to the wheels develop a leak, the hydraulic
Maximum braking effectiveness is obtained fuse and shuttle valve on the affected side pre-
when all wheels decelerate at a maximum rate vent loss of an excessive amount of fluid from
without skidding. The antiskid system prevents the right system. A leaking brake line also auto-
wheel skids by automatically limiting applica- matically shuts off right system pressure to the
tion of pressure to the brakes, resulting in a affected brake.
shorter landing roll with minimum tire wear. In When the pilot releases foot pressure on the
flight and until ground contact is established, brake pedals, the power brake valve dumps
the antiskid system is inoperative. Electri- hydraulic pressure to the return lines. During
cal power for the system is from the left and landing gear retraction, hydraulic pressure in
right distribution buses through left and right the return lines causes automatic braking of
ANTISKID circuit breakers. The system is con- the main wheels.
trolled by the ANTISKID switchlight on the left
glareshield.

Main Menu
14-18 FOR TRAINING PURPOSES ONLY REV 2.4
GULFSTREAM G200
PILOT TRAINING MANUAL

XXX.X XXX.X
GEAR NOT DOWN
N1
T/O UNSAFE PARKING
63.0 106.0 NWS INOP
PARKING BRAKE ON
APR T/R

14 LANDING GEAR
ITT

AND BRAKES
650 1000 PAGE 1/2
GEAR
DN UP
SLATS K FLAPS
XXX.X N2 XXX.X UP UP
XXXX FF XXXX DN DN 12
XXXX WING XXXX
APU
FUEL TOTAL (LBS) XXXXX
XXX RPM EGT XXX
C ALT M C DIFF C RATE
TRIM
XXXXX –X.X XXXX AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0

BRT

Figure 14-13. Parking Brake Control and Indications

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 14-19
 GULFSTREAM G200
PILOT TRAINING MANUAL

Emergency Braking System

PARKING BRAKE SYSTEM
Emergency braking is used only when the
Parking brake operation is obtained when the
right hydraulic system pressure fails. Right
PARK/EMERG BRAKE control handle on the in-
system failure is indicated by the warning
strument panel is set in the PARK position. An
message R HYD PUMP PRESS LOW on the EI-
electric switch on the control handle assembly
CAS. To obtain emergency braking, the PARK/
signals the parking brake valve to motor open.
EMERG BRAKE control handle is moved to the
With the parking brake valve open, right sys-
EMERG position. Once the control handle is in
tem pressure and right hydraulic accumulator
the EMERG position, the pilot regains control
pressure are supplied to the right system brake
of braking through the pedals.
14 LANDING GEAR

lines through the shuttle valves.

AND BRAKES

Emergency brake pressure is supplied by the

The right hydraulic accumulator maintains park-
left hydraulic system and controlled by the
ing brake pressure after engine shutdown and
power brake valve. The pressure bypasses
absorbs fluid volume variations and small leak-
the antiskid valves and is directed, through
age. The caution message PARKING BRAKE
shuttle valves, into the four pistons in each
ON appears on the EICAS when the parking
brake assembly. Braking pressure from the
brake valve is open.
power brake valve in the emergency braking
operation is lower (800-1400 psi) while normal
braking pressure is about 1600 psi. ANTISKID SYSTEM
The antiskid system is inoperative during emer- The antiskid system is a closed-loop control
gency braking; however, the power brake valve system capable of providing highly efficient
provides differential braking capability in the braking under all runway conditions. For the
emergency mode. The amount of differential paired wheels on the left and right sides, the
braking depends on the amount of differential antiskid system provides:
pedal pressure applied.
• Antiskid protection
In case of right and left hydraulic system failure, • Touchdown protection
the hydraulic pressure stored in the left hydrau-
• Locked wheel protection
lic accumulator (3,000 psi) is sufficient for six
brake applications for a total of 50 seconds. • Continuous monitoring of the system
components

Main Menu
14-20 FOR TRAINING PURPOSES ONLY REV 2.4
GULFSTREAM G200
PILOT TRAINING MANUAL

The antiskid valves are controlled by the an-

tiskid electronic control unit (AECU). The AECU
receives wheel-speed signals from four trans-
NOSEWHEEL STEERING
ducers on both wheels of each strut. Touch-
down protection prevents any brake pressure
SYSTEM
prior to wheel spin-up on landing. The NWS system is a rack-and-pinion mecha-
nism driven by a pair of coaxial hydraulic actu-
System Operation Logic
ators. The system is controlled and monitored
Locked-wheel protection in conjunction with by an electrohydraulic servo system and NWS
the anti-skid system is provided to each wheel ECU.

14 LANDING GEAR
by an arming circuit and a locked-wheel detec-

AND BRAKES
tor. The locked-wheel detector removes the SYSTEM DESCRIPTION
brake pressure from both paired wheels when-
ever the wheel speed drops below 30% com- The captain and first officer can command a
pared to the other wheel on the same strut. steering angle of ±3° with the rudder pedals,
or a steering angle of ±60° with the handwheel
The locked wheel circuit is armed: (located on the captain’s side only). A N/W
STEER CONNECT/DISCONNECT switch allows
• At aircraft groundspeed above 30 knots
the captain to activate or turn off the NWS sys-
• When both left and right WOW switches in- tem. When DISCONNECT is selected, the nose
dicate an airborne condition gear is in a free swivel mode, and shimmy is
dampened.
At aircraft groundspeeds of less than 30 knots,
the locked-wheel detector circuit is inactive. The NWS system provides:
Antiskid control is removed from individual
wheels at groundspeeds below 10 knots. • A wide steering angle of ±60°
• A wide towing angle of 100° without man-
ually disconnecting the nose gear torque
link

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 14-21
 GULFSTREAM G200
PILOT TRAINING MANUAL

The steering control valve initiates (through the

COMPONENT DESCRIPTION NWS ECU) the caution message NWS INOP
on the EICAS. The message is displayed when
The nosewheel steering system consists of the
the bypass valve on the steering control valve
following:
manifold is in the bypass position.
• Steering control valve manifold
• Steering actuators and mechanism STEERING ACTUATORS
• Feedback transducers AND MECHANISM
The nose landing gear is steered on the ground
STEERING CONTROL VALVE MANIFOLD
14 LANDING GEAR

by means of two hydraulic actuators pulling

AND BRAKES

a rack which drives a steering collar pinion

The NWS mechanism is controlled by an elec- mechanism (Figure 14-14). The rotating collar
trohydraulic steering control valve manifold. steers the lower portion of the nose gear and
The mechanism provides steering capability the wheels through the torque links. Hydrau-
over a range of ±60°. The steering control valve lic fluid, when directed to the cylinders, push-
manifold controls NWS by directing hydraulic es the pistons and the rack. The action of the
pressure to the hydraulic actuators in the re- pistons and rack rotate the pinion, steering the
quired direction. nosewheels.
The steering control valve manifold is mount-
ed on the nose strut. Steering commands are
applied with either the handwheel or the rud-
der pedals through the NWS ECU to power di-
rectional control to the aircraft.

STEERING
SUPPORTING
COLLAR
ROLLER ASSEMBLY

DRIVING
RACK
FEEDBACK
TRANSDUCERS

MOUNTING
BRACKET
ANTIBACKLASH
SPUR GEAR
FEEDBACK
RACK

Figure 14-14. Steering Actuators and Mechanism

Main Menu
14-22 FOR TRAINING PURPOSES ONLY REV 2.4
GULFSTREAM G200
PILOT TRAINING MANUAL

FEEDBACK TRANSDUCERS SYSTEM OPERATION

Two redundant feedback transducers con- The NWS ECU receives an electrical power in-
tinuously measure the nosewheel steering put if the nose landing gear is downlocked and
angle. The transducers provide a feedback the NWS cockpit mode switch is in the CON-
signal to the NWS ECU to close the servo po- NECT position.
sition control loop. Movement of the driving
rack during steering rotates the transducer The NWS ECU consists of the following main
shaft, transmitting the position reading to the independent functional circuits:
NWS ECU.
• Two identical control channel circuits

14 LANDING GEAR
AND BRAKES
• One monitoring channel circuit
CONTROLS AND INDICATIONS
The control channels perform closed-loop
NOSEWHEEL STEERING HANDWHEEL steering control. The monitoring channel per-
forms continuous system protection. The moni-
The NWS handwheel and N/W STEER CON- toring function automatically self-tests whenev-
NECT/DISCONNECT switch are located on the er the NWS system is switched on by means of
captain’s left console (Figure 14-15). built-in test (BIT) equipment.

EICAS DISPLAY
Caution Message
NWS INOP—Nosewheel steering control valve
is inoperative.

ANTI WARNING
SKID
OFF|OFF CAUTION

BRT

OFF
IDENT
COM1
123.45 134.92
NAV1 DME-H

108.15 108.15
ATC1 TCAS 1/2

4567 RPLY TA /RA

REL

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N1

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AHS ADC DCP ED PFD

XFR MFD
FPD MFD

UNIVERSAL

NAV 1/2
XXX
F R ( INTCPT) HDG
CRS143°
T O SUMMA MNVR
338° 1 8 5 NM 0 + 0 5
NX PDT 13: 51 APPR

XTK ( E ) LO. 44 GS 350

HEAD WIND 17 BRG 144°
WIND 156T/ 19 TKE L002°

DATA NAV VNAV DTO LIST PREV 1 2 3

FUEL FPL PERF TUNE MENU NEXT 4 5 6

A B C D E F G 7 8 9

H I J K L M N BACK 0 MSG

ON/OFF

O P Q R S T DIM

U V W X Y Z ENTER

X
P X
X
I X
T X
NWS
C XXXXXX XXXXXX

H X
X
X XXXXXX XXX

X XXXXXX
XXX

XXX
XXXXXXXX
XXXXXX
XXXXXX
XXX
XXXXXXXXXXXXX

XXXXXX
XXXXXX

XXXXXX
XXXX
XX
XXX

XXXXXX

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XXXX
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DALS
XX XX

PE
XXX XXX
XXXXXXXXXXXXX XXXXXXXX
XXXXXX XXXX
XXXXXX XXXXXX
XXXXXX
XXXXXXXXX XXXX XXXX
XXXXXX
XXX

XXXXXXXXXX

XXXX XXXX XXXX XXXX XXXX

XXXX

XXXX XXXX XXXX

XX XX XX
XXXX
XXXX XX
XX XX
XX XX
XX XX
XX XX
XXXX XX XX

XXXX

XXXXXXXXXXXXX

DISC

NWS

Figure 14-15. Nosewheel Steering Handwheel

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 14-23
 GULFSTREAM G200
PILOT TRAINING MANUAL

The NWS ECU control and monitoring sections

are totally separate circuits and do not have
FAILURE DETECTION
common components. To guarantee fail-safe Any single failure in the NWS system which
operation, no single point or common mode may impact aircraft safety is detected by the
failure leads to failure of the functional circuits NWS ECU monitoring channel. If a hazardous
or protection systems. Command signals from situation is detected, the monitor deenergizes
rudder pedals and handwheel transducers are the selector valve. As a result, the system trans-
added in the control channel up to a predeter- fers to the bypass mode. In this case, aircraft
mined limit of 60°. The resulting command is directional control is accomplished by means
compared with the signals from the feedback of differential braking and/or rudder control.
position potentiometers installed on the driving
14 LANDING GEAR
AND BRAKES

rack.
NOTE
During touchdown and taxi, the nose landing When the failure conditions disap-
gear WOW switches trigger a time circuit (TC) pear, the monitor channel resets the
of the NWS ECU, generating a one-­ second control channel back into normal op-
time-delay pulse. During this period, the erational mode.
nosewheel centers to 0° deflection. After the
one-second time delay, the closed-loop sys- When the steering system is switched on and
tem begins the active steering mode, enabling the nose landing gear is in the downlocked
steering with either the handwheel or rudder position, the BIT circuit performs an initial pow-
pedals. If the nose landing gear WOW switch er-up test, checking and verifying all protection
changes its signal from air to ground during circuit capabilities.
aircraft bouncing, the TC of the NWS ECU will
reset simultaneously. The self-test must verify the proper operation
of the monitoring function for the steering sys-
During takeoff, the NWS control system oper- tem to become active. Otherwise, the system
ates in the opposite sequence to the landing remains in the bypass mode.
process. The active steering mode command
switches to wheel centering at 0° deflection im- NOTE
mediately after lift-off by the nose landing gear
WOW switches. When the steering system becomes
active, the BIT circuit continuously
monitors the steering system in a pe-
riodic mode.

Main Menu
14-24 FOR TRAINING PURPOSES ONLY REV 2.4
GULFSTREAM G200
PILOT TRAINING MANUAL

QUESTIONS
1. How are the main landing gear downlocks 4. What is the correct indication for all gear
engaged and disengaged? down and locked on the EICAS?
A. Mechanically engaged, hydraulically A. Three white boxes with green DN let-
disengaged ters inside the boxes
B. Hydraulically engaged, mechanically B. Three white boxes with white DN let-
disengaged ters inside the boxes
C. Hydraulically engaged and disengaged C. Three amber boxes with green DN let-

14 LANDING GEAR
AND BRAKES
D. Mechanically engaged and disengaged ters inside the boxes
D. Three green boxes with green DN let-
ters inside the boxes
2. How is the nose landing gear uplock en-
gaged and disengaged?
A. Hydraulically engaged and disengaged 5. If the right hydraulic system fails, how is
emergency gear extension accomplished?
B. Hydraulically engaged, mechanically
disengaged A. A dedicated 28 VDC electric motor is
available on the right hydraulic system
C. Mechanically engaged, hydraulically for emergency gear lowering.
or pneumatically disengaged
B. A 3,000 psi compressed nitrogen
D. Hydraulically engaged, pneumatically pneumatic reservoir is available for
disengaged emergency gear extension.
C. A hand crank requiring 50 rota-
3. When do the landing gear aural warning tions is provided for emergency gear
and GEAR NOT DOWN indication on the ­extension.
EICAS activate?
D. Gravity allows the gear to extend into
A. At any altitude when the thrust levers the down position and overcenter locks
are less than MAX CRUISE and at least keep the gear in place for landing.
one gear is not down and locked.
B. When all systems are working normal- 6. During landing gear emergency extension,
ly at an airspeed below 1.5 Vs and at where does hydraulic fluid from the gear
least one gear is not down and locked. actuators go?
C. When the flaps are extended beyond A. It is dumped overboard.
25° and at least one gear is not down
and locked B. It remains in the actuators to provide
additional downlock pressure.
D. None of the above
C. It flows through the main gear ­selector
valve.
D. It actuates the dump valve, returning
the fluid to the hydraulic reservoir.

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7. When the right hydraulic system fails, how 9. When is the locked-wheel protection fea-
do you activate the emergency brakes? ture of the antiskid armed?
A. Depress the ANTISKID switchlight on A. At groundspeeds of less than 10 knots
the left glareshield B. When both left and right WOW switch-
B. Move the PARK/EMERG BRAKE con- es indicate an on the ground condition
trol handle to the EMERG position C. At groundspeeds above 30 knots.
C. Use the brakes as normal since the D. When at least one of the WOW switch-
transfer from right to left hydraulic sys- es indicate an on the ground condition
tems is automatic
14 LANDING GEAR

D. Let the first officer do the braking since 10. Rudder pedals can command what ­steering
AND BRAKES

he controls the emergency brakes angles on the NWS?

A. ±60°
8. Electrical power for the antiskid system is
from which source? B. ±100°
A. Left and right distribution buses C. ±3°
B. Emergency bus D. ±10°
C. Left and right avionics buses
D. Battery bus

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CHAPTER 15

FLIGHT CONTROLS
CONTENTS
Page

INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
AILERON SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-6

15 FLIGHT CONTROLS
RUDDER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-8
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-8
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-8
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-11
ELEVATOR SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-15
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-15
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-16
STALL PROTECTION AND Q-FEEL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-20
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-26
HORIZONTAL STABILIZER TRIM SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-27
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-27
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-28
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-28
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-32
FLAPS/SLATS SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-34
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-34
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-34
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-42
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-44
AIRBRAKES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-48
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-48

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Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-49

Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-50
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-52
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-53
15 FLIGHT CONTROLS

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ILLUSTRATIONS
Figure Title Page

15-1 Flight Control System Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2

15-2 Aileron Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
15-3 Aileron Servoactuator Location. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4
15-4 Aileron Servoactuator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5
15-5 Aileron Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-7
15-6 Control Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-8
15-7 Aileron EICAS Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-9
15-8 Rudder System Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-9
15-9 Rudder and Rudder Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-10

15 FLIGHT CONTROLS
15-10 Rudder Bias System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-11
15-11 Rudder System Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-12
15-12 Rudder Pedal Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-13
15-14 Gust Lock Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-14
15-13 Rudder Gust Lock Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-14
15-15 Rudder Trim Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-14
15-16 Rudder EICAS Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-15
15-17 Elevator System Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-16
15-18 Elevator System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-17
15-19 Elevator Servoactuator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-18
15-20 Cable Tension Regulator and Artificial Feel Spring Assembly. . . . . . . . . . . . . . . 15-19
15-21 Angle of Attack Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-21
15-22 Stick Shaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-22
15-23 Approach Indexers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-23
15-24 Stall Speed Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-23
15-25 Stall Protection and Q-Feel System Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-25
15-26 Elevator Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-26
15-27 Elevator EICAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-27
15-28 Horizontal Stabilizer Trim Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-29
15-29 Horizontal Stabilizer Trim Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . 15-31
15-30 Horizontal Stabilizer Trim EICAS Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-32
15-31 Override Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-33

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15-32 Flaps System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-35

15-33 Flap Power Drive Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-36
15-34 Ballscrew Actuators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-37
15-35 Flexible Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-38
15-36 Krueger Flap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-39
15-37 Slat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-40
15-38 Slat Actuators and Flexible Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-41
15-39 Flaps/Slats Controls and Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-43
15-40 EICAS Primary Display Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-45
15-41 Flaps/Slats System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-47
15-42 Airbrakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-48
15-43 Airbrake Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-49
15 FLIGHT CONTROLS

15-44 Airbrake Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-50

15-45 EICAS Airbrake Messages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-51

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15 FLIGHT CONTROLS
CHAPTER 15

FLIGHT CONTROLS
INTRODUCTION
The flight control system on the Gulfstream G200 aircraft consists of primary and secondary flight
controls (Figure 15-1). The primary flight controls include the aileron, rudder, and elevator. The sec-
ondary flight controls include the trim system, trailing-edge flaps, slats, Krueger flaps, and airbrakes.

GENERAL
Two hydraulically powered, mechanically ac- Each wing is equipped with a two-piece trailing
tuated primary flight controls provide aircraft edge flap, a one piece leading edge slat and
movement in the pitch and roll axes. A mechan- a one piece Krueger flap. Each is designed to
ical rudder provides for movement in the yaw change the camber of the wing and provide
axis. The secondary flight controls modify the ­additional lift for takeoff, approach and landing.
flying characteristics of the aircraft during spe-
cific phases of flight. Four airbrakes are installed on top of each
wing. They provide aerodynamic braking and
The ailerons control the roll axis. The rudder lift-dumping characteristics for rapid descent
controls the yaw axis and utilizes a pneumat- profiles and landing rollout. The airbrakes op-
ically controlled rudder bias system for sin- erate in either flight or ground mode. On the
gle-engine operations. The elevator controls ground, they act as lift-spoiling devices to put
the pitch axis. An electromechanical horizon- greater load on the wheels for increased brak-
tal stabilizer trim system provides pitch stabili- ing efficiency.
zation for all phases of flight.

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boost is provided by both the left and right

AILERON SYSTEM hydraulic systems. Either system is capable
of providing full aileron control movement
required for flight. A disconnect mechanism
SYSTEM DESCRIPTION links the control wheels for simultaneous op-
eration and provides a release for jammed ai-
The ailerons provide lateral control for the air- leron conditions.
craft through the roll axis. The captain’s and
first officer’s control wheels are connected to
the ailerons (Figure 15-2) through a mechani-
cal system of bellcranks and arms. Hydraulic

FLIGHT CONTROL SYSTEM

SECONDARY FLIGHT CONTROLS PRIMARY FLIGHT CONTROLS

AIRBRAKES KRUEGER FLAPS T.E. FLAPS SLATS TRIM SYSTEM AILERON RUDDER ELEVATOR
15 FLIGHT CONTROLS

FLT GRD STAB. AILERON

RUDDER TAB

AILERON
FLAPS
RUDDER

ELEVATOR

AIRBRAKES

KRUEGER
FLAPS SLATS

Figure 15-1. Flight Control System Overview

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The aileron system has an electrical trim func- • Artificial feel spring assembly
tion that moves the aileron control linkage. • Compensator assembly
An artificial feel unit provides aerodynamic
load feel input to the pilots during flight. The • Quadrant assembly
autopilot system controls a servo connected • Aileron trim unit
to the aileron control linkage.
The aileron system is operated through the use AILERON SERVOACTUATOR
of the control wheels, pedestal switches and Each aileron is operated by a servoactuator
cockpit controls. System monitoring is provid- (Figures 15-3 and 15-4) that deflects the aileron
ed by the engine indication and crew alerting 15° up to 16° down. Each servoactuator consists
system (EICAS). of two independent and identical actuators in-
stalled side by side.
COMPONENT DESCRIPTION
The components for the aileron control system
consist of the following:
• Aileron servoactuator

15 FLIGHT CONTROLS
• Aileron disconnect unit

CENTERING
SPRING
LEFT HYD.

HYD ACT. 1
FIRST CONTROL
OFFICER LINKAGE RIGHT AILERON
HYD ACT. 2

ART.
TRIM RIGHT HYD.
FEEL

DISCONNECTING
MECHANISM

RIGHT HYD.

HYD ACT. 2
CAPTAIN CONTROL
LEFT AILERON
LINKAGE
HYD ACT. 1

AUTO-
PILOT
LEFT HYD.
CENTERING
SPRING

Figure 15-2. Aileron Control System

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SLIDING BEARING

PILOT INPUT
15 FLIGHT CONTROLS

SERVOACTUATOR

FWD
R
T SPA
FRON

CENTERING
SPRING

ROTATED VIEW LOOKING INBOARD

PILOT INPUT

Figure 15-3. Aileron Servoactuator Location

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PRESSRHS

CHECK VALVE RETRHS INBOUND

FILTER
FORWARD

PILOT MAIN CONTROL

INPUT VALVE

BYPASS AND
FLUTTER DAMPER
PISTON
MICROSWITCH

STRUCTURE

15 FLIGHT CONTROLS
CENTERING MAIN CONTROL VALVE
SPRING CENTERING SPRING

ANTICAVITATION RETLHS
PRESSLHS
VALVES
COMPENSATOR
BLEED FITTING

Figure 15-4. Aileron Servoactuator

Working in parallel, each servoactuator receives A mechanical main control valve (MCV) centers
hydraulic fluid from separate hydraulic systems. the aileron surface if the control input becomes
The right hydraulic system supplies the inboard disconnected. This also prevents actuator jam-
cylinders and the left hydraulic system supplies ming, should such a separation occur.
the outboard cylinders. During operation, the
servoactuator body moves forward and aft and A microswitch on each servoactuator piston
the pistons remain stationary. rod activates the AILERON FAIL caution mes-
sage if an unequal piston rod movement oc-
Either hydraulic system can independently op- curs. The microswitch sends the signal through
erate the servoactuator. Each servoactuator the data concentration unit (DCU) to the EICAS
contains a bypass valve that operates if system primary page display.
supply pressure falls below 200 psi. If a par-
tial loss of pressure occurs, the valve bypasses AILERON DISCONNECT UNIT
fluid from both sides of the piston permitting
unrestricted movement of the actuator. If a total The aileron disconnect unit consists of a sepa-
pressure loss occurs on one hydraulic system, rable coupling between the two aileron control
the bypass valve allows the servoactuator to system linkages. The disconnect unit allows
function normally. separate operation of the left and right ailerons
during a jammed linkage condition.

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The ROLL PULL TO DISCONNECT T-handle in

the cockpit actuates the disconnect unit. Pull-
AILERON TRIM UNIT
ing this handle allows the captain to operate The aileron trim unit provides up to 5° deflection
the left aileron and the first officer to operate of the 16° possible aileron travel. The trim unit
the right aileron. The controls can be recon- consists of an electromechanical actuator with
nected by pushing the ROLL T-handle forward a reversible motor. A cockpit pedestal switch
and moving the captain’s control wheel clock- manually controls the actuator. When operated,
wise and counterclockwise the trim actuator provides input to the first of-
ficer’s control linkage, providing lateral aircraft
During total hydraulic failure, a solenoid-lock-
trimming.
ing device prevents aileron disconnect oper-
ation. This keeps high operating loads from
being imposed on the control system without CONTROLS AND INDICATIONS
hydraulic assistance.
The controls for the aileron system consist of
the following (Figure 15-5):
ARTIFICIAL FEEL SPRING ASSEMBLY
• Control wheels
With the ailerons receiving a hydraulic boost,
the pilots do not feel the actual airloads im- • AILERON trim switch
15 FLIGHT CONTROLS

posed on the ailerons. The artificial feel spring • Aileron disconnect ROLL handle
assembly simulates the feel of the airloads
• AILERON TRIM circuit breaker
during flight.
• EICAS message
The assembly consists of a cylinder that hous-
es two compression springs. The artificial feel
spring assembly compresses or extends in
CONTROL WHEELS
­response to control wheel inputs. The captain’s and first officer’s cockpit control
columns support the control wheels and trans-
COMPENSATOR ASSEMBLY mit the input forces to operate the aileron and
elevator control systems (Figure 15-6). Left or
Two compensator assemblies provide aileron right rotational movement of either control
dampening in the event of total hydraulic fail- wheel moves the aileron control surfaces and
ure. With the loss of both hydraulic systems, provides roll control.
hydraulic return flow from the aileron servoac-
tuator stops. This causes a compensator piston Each control column houses a chain mechanism
and poppet valve to move to the closed posi- that connects to aileron wheel cables through
tion. Fluid back pressure then builds in the aile- turnbuckles. The cables pass around pulleys at
ron servoactuator, providing a ­hydraulic damp- the control column base and operate the aile-
er against aileron flutter. ron quadrant assembly.

QUADRANT ASSEMBLY AILERON TRIM SWITCH

The captain’s and first officer’s aileron quad- The AILERON trim switch controls the aileron
rants are located below the flight compartment. trim and has the following positions:
They provide a connection between the control
wheels and the aileron push-pull control rod Center—The switch is spring-loaded to the
­assembly. center position. In this position, the aileron trim
system is not energized.
RW DN—Holding the switch in this position in-
duces a right aileron roll condition.

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FIRST
CAPTAIN’S OFFICER’S
CONTROL CONTROL
WHEEL WHEEL

15 FLIGHT CONTROLS
AILERON
DISCONNECT
T-HANDLE
AILERON TRIM
CIRCUIT BREAKER

AILERON
TRIM
SWITCH

Figure 15-5. Aileron Controls and Indications

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 15-7
 GULFSTREAM G200
PILOT TRAINING MANUAL

EICAS MESSAGE
An AILERON FAIL caution message indicates a
mechanical failure of the left or right aileron ser-
voactuator (Figure 15-7). The message appears
on the EICAS display when the aileron servoac-
tuator microswitch detects that a piston rod did
not reach the required ­extended or retracted
position.
CHAIN
INSPECTION
ASSEMBLY
COVER
TURNBUCKLE
RUDDER SYSTEM
PULLEY

COVER COVER
SYSTEM DESCRIPTION
The rudder system (Figure 15-8) is operated
manually by the captain and first officer through
the rudder pedals. Maximum rudder deflection
15 FLIGHT CONTROLS

is 20° left or right. The pedals control the rud-

der through bellcranks, push-pull rods, and
torque tubes. A rudder trim tab is available to
eliminate directional imbalance.
Figure 15-6. Control Column

LW DN—Holding the switch in this position in- COMPONENT DESCRIPTION

duces a left aileron roll condition. The rudder system components consist of the
following:
AILERON DISCONNECT ROLL HANDLE
• Rudder and trim system
The aileron disconnect handle is on the right
• Rudder bias actuator
side of the center pedestal. Pulling the PULL
TO DISCONNECT handle removes the cap-
tain’s and first officer’s aileron linkage con- RUDDER AND TRIM SYSTEM
nection. The captain’s aileron linkage then
A combination servo/trim tab in the rudder
operates the left aileron, and the first officer’s
trailing edge provides electrically actuated rud-
operates the right aileron. Pushing the discon-
der trim (Figure 15-9). Two electrical actuators,
nect handle back in and moving the captain’s
powered by the emergency bus, are linked by
wheel clockwise and counterclockwise recon-
a flexible drive shaft to move the tab. Both ac-
nects the control wheels.
tuators deflect the tab in the opposite direction
from rudder movement. Servo action reduces
AILERON TRIM CIRCUIT BREAKER the aerodynamic forces on the rudder and re-
lieves the excessive pressure the pilots must
The AILERON TRIM circuit breaker is located on
apply to the rudder pedals. Each degree of rud-
the cockpit overhead panel. The circuit breaker
der deflection causes two degrees of trim tab
protects the electrical circuit for the aileron trim
travel in the opposite direction.
actuator.

Main Menu
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GULFSTREAM G200
PILOT TRAINING MANUAL

AILERON
XXX.X XXX.X AILERON FAIL
ACTUATOR
L FADEC MAJOR
N1 FAILURE
FUEL TANK TEMP LOW
63.0 106.0 MESSAGE
R ENG OIL TEMP HI
R FADEC MAJOR
APR T/R R IGNITION ON
FLIGHT AIRBRAKES
ITT FDR FAIL
650 1000 PAGE 1/2
GEAR
DN UP
EICAS SLATS K FLAPS
XXX.X N2 XXX.X UP UP
PRIMARY
PAGE XXXX FF XXXX DN DN 12
XXXX WING XXXX
APU
FUEL TOTAL (LBS) XXXXX
XXX RPM EGT XXX
C ALT M C DIFF C RATE
TRIM
XXXXX –X.X XXXX AIL STAB
L—VIB—R HYD PRESS

15 FLIGHT CONTROLS
–6.6 AILERON TRIM
3000 3000 POSITION
RUD INDICATOR
0

BRT

Figure 15-7. Aileron EICAS Displays

BLEED
L R

RUDDER AP/YAW
BIAS DAMPER
FIRST
OFFICER’S
PEDALS
CONTROL RUDDER
LINKAGE

CAPTAIN’S
PEDALS

SERVO
MOTOR 1
RUDDER RUDDER
TRIM CONT. TRIM
SERVO
MOTOR 2

Figure 15-8. Rudder System Overview

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

A potentiometer in the upper actuator sends ­ owered actuators, prevents warping of the
p
rudder actuator position signals to the EICAS. rudder trim tab if one powered actuator should
An unpowered actuator, between the two fail. Full deflection aligns the two actuators.

RUDDER

POWERED
15 FLIGHT CONTROLS

UPPER
ACTUATOR

UPPER
FLEXIBLE
SHAFT

UNPOWERED
ACTUATOR TAB TRIM

LOWER
FLEXIBLE
SHAFT

POWERED
LOWER
ACTUATOR

Figure 15-9. Rudder and Rudder Trim System

Main Menu
15-10 FOR TRAINING PURPOSES ONLY REV 2.4
GULFSTREAM G200
PILOT TRAINING MANUAL

RUDDER BIAS ACTUATOR CONTROLS AND INDICATIONS

The rudder bias actuator (Figure 15-10) assists The controls and indications for the rudder
the pilot during engine failure when high ped- consist of the following (Figure 15-11):
al forces are required to maintain directional
control. Located in the aft fuselage, the bias • Rudder pedal assemblies
actuator works in conjunction with the rud- • Rudder gust lock
der system. During engine failure, differen-
tial-bleed pressures activate the rudder bias • RUDDER trim switch
system, which deflects the rudder in the di- • RUDDER BIAS switch
rection of the working engine. If the rudder • EICAS message
bias system fails, the pilot can disconnect it by
activating a pedestal-mounted RUDDER BIAS
switch.

RIGHT ENGINE THRUST

15 FLIGHT CONTROLS
REVERSER DOOR

P2.8 P2.8
TO SUBSYSTEMS RESTRICTORS

RUDDER BIAS
ACTUATOR ASSEMBLY

CONTROL
RUDDER BIAS CIRCUITS

OFF
SHUTOFF
VALVE

HEATING EICAS
BLANKETS CAUTION

TO SUBSYSTEMS RESTRICTORS
P2.8 P2.8
THRUST
LEFT ENGINE REVERSER DOOR

Figure 15-10. Rudder Bias System

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 15-11
 GULFSTREAM G200
PILOT TRAINING MANUAL

suspended from a shaft under the instrument

RUDDER PEDAL ASSEMBLIES panel in the cockpit. The pedal position is ad-
The captain’s and first officer’s rudder ped- justable using a hand operated crank to extend
al assemblies (Figure 15-12) are connected or retract a pedal adjustment actuator.
by linkages and bellcrank levers. The linkage
transfers captain and first officer inputs to the
rudder control system. The pedal assemblies
consists of a pair of rudder pedals for each pilot,

RUDDER BIAS
CIRCUIT BREAKERS

RUDDER TRIM
CIRCUIT BREAKERS
15 FLIGHT CONTROLS

GUST LOCK
PUSHBUTTON

RUDDER
TRIM
SWITCH

Figure 15-11. Rudder System Controls

Main Menu
15-12 FOR TRAINING PURPOSES ONLY REV 2.4
GULFSTREAM G200
PILOT TRAINING MANUAL

RUDDER GUST LOCK RUDDER TRIM SWITCH

A mechanical gust lock in the cockpit restricts The three-position RUDDER trim switch (Fig-
the rudder control system to prevent exces- ure 15-15) allows electrical rudder trim adjust-
sive ground gust loads (Figure 15-13). Pulling ment for yaw control during flight. The switch
the GUST LOCK handle, located on the cock- operates in the following three positions:
pit pedestal, engages the locking mechanism.
Pressing the pushbutton on the GUST LOCK CENTER—In this spring-loaded center position,
handle (Figure 15-14) releases the locking electrical trim adjustment is inactive.
mechanism.
NOSE R—Holding the switch in this position
If the linkage between the handle and plunger trims the rudder to the right.
becomes disconnected, a spring acts to keep
NOSE L—Holding the switch in this position
the gust lock in the unlocked position.
trims the rudder to the left.

15 FLIGHT CONTROLS
FIRST OFFICER’S PEDAL ASSEMBLY

PEDAL ADJUSTMENT

CAPTAIN’S PEDAL ASSEMBLY

VIEW LOOKING DOWN

Figure 15-12. Rudder Pedal Assembly

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

PUSHBUTTON
RUDDER PEDAL LINKAGE
GUST LOCK HANDLE

PLUNGER HOUSING
15 FLIGHT CONTROLS

RUDDER
BELLCRANK

SPRING

Figure 15-13. Rudder Gust Lock Assembly

RUDDER TRIM
SWITCH

Figure 15-14. Gust Lock Handle Figure 15-15. Rudder Trim Switch

Main Menu
15-14 FOR TRAINING PURPOSES ONLY REV 2.4
GULFSTREAM G200
PILOT TRAINING MANUAL

RUDDER BIAS SWITCHLIGHT

The RUDDER BIAS switchlight controls electri-
ELEVATOR SYSTEM
cal power for the rudder bias actuator circuit.
With power on the aircraft, the pedestal-mount- SYSTEM DESCRIPTION
ed switchlight illuminates when turned off. The elevator system (Figure 15-17) provides air-
craft movement in the pitch axis. Forward or aft
EICAS MESSAGE movement of either control column moves the
elevator surfaces for pitch control. The control
The EICAS primary page displays the rudder columns connect to the elevators through a
trim position and rudder caution message (Fig- series of control cables, linkages, turnbuckles,
ure 15-16). and tension regulators.
The RUDDER BIAS OFF caution message is The first officer’s column connects to the el-
displayed when power is on the aircraft and the evators through a control-rod assembly and
RUDDER BIAS switch is turned off. tension regulator. The captain’s column con-
nects to the elevators through a torque tube,
two control-rod assemblies, and a tension

15 FLIGHT CONTROLS
regulator.

XXX.X XXX.X RUDDER BIAS OFF RUDDER

SYSTEM
N1
MESSAGE
63.0 106.0

APR T/R
ITT
650 1000 PAGE 1/2
GEAR
DN UP
EICAS SLATS K FLAPS
PRIMARY XXX.X N2 XXX.X UP UP

PAGE XXXX FF XXXX DN DN 12

XXXX WING XXXX
APU
FUEL TOTAL (LBS) XXXXX
XXX RPM EGT XXX
C ALT M C DIFF C RATE
TRIM
XXXXX –X.X XXXX AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0 RUDDER
TRIM
POSITION
BRT INDICATOR

Figure 15-16. Rudder EICAS Display

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

RIGHT Q-FEEL ARTIFICIAL RIGHT LEFT

A.P.
HYD SYSTEM FEEL HYD HYD

ACT LINK
FIRST CONTROL HYDRAULIC RIGHT
OFFICER LINKAGE ACTUATOR ELEVATOR
ACT LINK

CENTERING
SPRING
INTERCONNECTION
MECHANISM
CENTERING
SPRING

ACT LINK
CONTROL HYDRAULIC LEFT
CAPTAIN
LINKAGE ACTUATOR ELEVATOR
15 FLIGHT CONTROLS

ACT LINK

ARTIFICIAL RIGHT LEFT

FEEL HYD HYD

RIGHT STICK
Qc
HYD PUSHER

Figure 15-17. Elevator System Overview

The captain’s and first officer’s control linkages For longitudinal stability, an autopilot servo
are attached through a disconnect mechanism. connects to the first officer’s control system. A
During a jammed control condition, pulling a stick pusher stall protection system connects
cockpit handle disconnects the systems. The to the captain’s control system.
captain’s control column then controls the left
elevator, and the first officer’s control column
controls the right elevator.
COMPONENT DESCRIPTION
The elevator system consists of the following
The captain’s and first officer’s control linkages
components (Figure 15-18):
use hydraulic servoactuators to assist elevator
control surface movement. During a hydraulic • Elevator servoactuator
system failure, the elevators can be manually
operated. • Elevator disconnect unit
• Cable tension regulator
The elevator system uses an artificial feel
spring assembly connected to both control • Artificial feel spring assembly
columns to provide an aerodynamic load feel • Q-feel servoactuator
to the pilots during flight at speeds below 150 • Q-feel spring assembly
KIAS. A hydraulic Q-feel actuator and a Q-feel
spring assembly in the first officer’s control link- • Stick shaker actuator
age provides artificial feel at speeds above 150 • Stick pusher actuator
KIAS. • Compensator assembly

Main Menu
15-16 FOR TRAINING PURPOSES ONLY REV 2.4
GULFSTREAM G200
PILOT TRAINING MANUAL

pushing the PITCH handle forward and moving

ELEVATOR SERVOACTUATOR the captain’s column forward and aft.
Elevator servoactuator operation is identical to
The elevator can be disconnected with loss of
that of the aileron servoactuators (Figure 15-19).
all hydraulic systems.
A microswitch on the elevator servoactuator
piston rod assembly activates the ELEVATOR CABLE TENSION REGULATOR
FAIL caution message on the EICAS. This mes-
sage occurs when unequal movement ­between The captain’s and first officer’s elevator cable
piston rods exists. tension regulators attach to the ends of the el-
evator control cables (Figure 15-20). Each reg-
ulator transfers inputs from the control cable
ELEVATOR DISCONNECT UNIT linkage in the fuselage to the push-pull control
The disconnect unit links the captain’s and in the empennage. A scale for cable tension
first officer’s control columns. The disconnect control is provided for maintenance purposes.
mechanism separates the controls if a jam in
either elevator linkage occurs.
The PITCH PULL TO DISCONECT T-handle on

15 FLIGHT CONTROLS
the forward left pedestal in the cockpit ­actuates
the disconnect unit. Pulling this handle allows
the captain to operate the left elevator and
the first officer to operate the right elevator.
The control linkages can be reconnected by

FEEL SPRING
UNIT
CONTROL COLUMN FUEL TANK BAGGAGE
COMPARTMENT
AUTOPILOT
ACTUATOR
FIRST OFFICER’S CONTROL CABLE
DISCONNECT
CAPTAIN’S CONTROL CABLE UNIT
Q-FEEL
ACTUATOR
STICK-PUSHER
ACTUATOR
SERVOACTUATOR
TENSION REGULATOR FUEL TANK
CENTERING SPRING

ELEVATOR TRAVEL

Figure 15-18. Elevator System

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

INPUT LEVER
MECHANICAL STOPS
EXTERNAL
CENTERING
PISTON ROD
SPRING

INPUT LEVER
15 FLIGHT CONTROLS

PRHS
CLUTCH
PLHS
CHECK VALVE

ANTICAVITATION
FILTER VALVES

PRESSLHS PRESSRHS

BLEED
FITTING RETRHS
COMPENSATOR

MAIN SPOOL

BYPASS AND
FLUTTER VALVE

MAIN SPOOL LIMIT SWITCH

CENTERING PISTON
RETLHS SPRING

TAILSTOCK

Figure 15-19. Elevator Servoactuator

Main Menu
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GULFSTREAM G200
PILOT TRAINING MANUAL

Inputs from the elevator control column com-

ARTIFICIAL FEEL SPRING ASSEMBLY press or extend the feel springs. Spring re-
The artificial feel spring assembly provides the sistance during compression and extension
crew members with sensation for the airloads simulates elevator deflection against airloads
imposed on the elevators during flight (Figure during flight.
15-20). The feel spring assembly consists of a
cylinder housing and two compression springs.

15 FLIGHT CONTROLS
ARTIFICIAL FEEL
SPRING ASSEMBLY

CABLE TENSION REGULATOR

ELEVATOR CABLE

Figure 15-20. Cable Tension Regulator and Artificial Feel Spring Assembly

Main Menu
REV 2.4 FOR TRAINING PURPOSES ONLY 15-19
 GULFSTREAM G200
PILOT TRAINING MANUAL

COMPENSATOR ASSEMBLY COMPONENTS

The compensator assembly provides elevator Stall Protection and Q-Feel Computer
dampening in the event of total hydraulic fail-
ure. With the loss of both hydraulic systems, Inputs to the computer include:
hydraulic return flow from the elevator servo-
• 28-volt DC power
actuator stops. This causes a compensator
piston and poppet valve to move to the closed • AOA sensors
position. Fluid back pressure then builds up in • Weight on wheels
the elevator servoactuator, providing a hydrau-
• Flap and slat position
lic damper against elevator flutter.
• Krueger flap position
STALL PROTECTION AND Q-FEEL • Landing gear position
SYSTEM • Ice detectors
• De-ice boot timers
GENERAL • Radio altimeter
• Air data computer
15 FLIGHT CONTROLS

The stall protection and Q-feel system (SPQS)

serves four purposes: • Altitude heading computer
• Artificial feel (Q-feel) • Pilot disconnect (stick pusher)
• Stall warning • Press to test
• Maintaining stall margin during icing
Outputs from the SPQC include the following:
• Preventing the aircraft from entering a
stall by forcing the control column forward • Stick pusher
to prevent entry into the post-stall region
• Stick shaker
(stick pusher)
• Autopilot disconnect
The artificial feel or Q-feel system serves to • EICAS
create more force on the elevator control as a • Approach indexers
function of airspeed. The stall warnings include
• Q-feel actuator
an EICAS warning message, stall speed indi-
cations on the PFD airspeed tape, angle of at- • Q-feel shutoff valve
tack indexers and the stick shaker. Ice detector
status signals are processed to modify the stall Angle of Attack sensors
warning thresholds.
The angle of attack sensors (Figure 15-21) pro-
The SPQS consists of one digital dual channel vide an electrical signal proportional to the
stall protection and Q-feel computer (SPQC), aircraft angle of attack. The aircraft angle of
two AOA sensors, two approach indexers, attack is displayed on the PFD when airborne
two stick shakers, two ice detectors, one stick and the signals are processed to compute the
pusher actuator, one Q-feel actuator, and stall thresholds.
one Q-feel shutoff valve. The SPQS receives
28-volt power from the emergency bus.

Main Menu
15-20 FOR TRAINING PURPOSES ONLY REV 2.4
GULFSTREAM G200
PILOT TRAINING MANUAL

ANGLE OF ATTACK (AOA)

TRANSMITTER

15 FLIGHT CONTROLS

Figure 15-21. Angle of Attack Sensors

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

Stick Shaker It is powered from the right hydraulic system

and is normally inhibited at or below 1,000 feet
The stick shaker (Figure 15-22) provides warn- AGL.
ing to the flight crew that the aircraft is ap-
proaching the stall threshold. Each control col- G-Feel Actuator and Spring
umn has a stick shaker so that if one fails the
other will be felt on both columns through the The Q-feel actuator is controlled by the SPQC
cross linkage. and is active above 150 knots. As the airspeed
increases, the actuator is extended which puts
Ice Detectors the spring more into the elevator feel. This
makes it harder to make abrubt elevator move-
The ice detectors provide a signal of ice accu- ments at higher airspeeds. If there is a fault in
mulation to the SPQC that in turn signals the EI- the Q-feel control in the SPQC, the Q-feel shut-
CAS which illuminates the ICING CONDITION off valve will dump the hydraulic pressure from
caution message. The signal is also processed the actuator and disable the Q-feel system.
to compute the stall warning thresholds.
Stall Indications On the PFD
Approach Indexers
The stall indications on the PFD (Figure 15-24)
The approach indexers (Figure 15-23) are locat- are on the airspeed ribbon and the angle of at-
15 FLIGHT CONTROLS

ed on either side of the flight control panel and tack below the airspeed ribbon. The stall thresh-
provide indication of safe approach speed. The olds will be indicated on the right side of the air-
center green circle illuminates when speed is speed ribbon:
correct. When speed is too high, the lower am-
ber arrow illuminates, and when the speed is • Magenta circle or donut is equal to Vref
too low the upper red arrow illuminates. These plus 5 knots and 1.25 Vstall and .64 AOA
indexers are removed from aircraft S/N 193 and • Top of yellow band is Vref =1.23 Vstall and
subsequent. .66 AOA
Stick Pusher • Top of red band is 1.1 Vstall and .96 AOA.
The stick shakers actuate, the STALL warn-
The stick pusher is a hydraulic actuator con- ing message illuminates on the EICAS, and
nected to the captain side elevator control link- the autopilot disconnects.
age that operates on command from the SPQC.

STICK
CONTROL
COLUMN

STICK
SHAKER

Figure 15-22. Stick Shaker

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GULFSTREAM G200
PILOT TRAINING MANUAL

15 FLIGHT CONTROLS
AOA INDEXER, GLARESHIELD AOA INDEXER,
11F (REF) 12F

Figure 15-23. Approach Indexers

Figure 15-24. Stall Speed Indications

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

• If the airspeed goes into the red band

(Vstall=1.0 AOA), the stick pusher will ac-
CONTROLS
tivate. At 2 or more knots below the stall Stall Test Switch
speed, the red band will change to a red
and black barber pole indication. The STALL TEST switch (Figure 15-25) on the
overhead panel is used to test the system. The
right hydraulic system must be energized and
EICAS MESSAGES operating normally.

The following messages are illuminated on the STICK PUSHER Switchlight

EICAS:
The stick pusher switchlight (Figure 15-26) is
• STALL–aircraft is approaching stall (stick on the left side of the console. When pressed,
shaker activates and autopilot disconnects) the amber OFF light illuminates indicating
that the stick pusher is disabled. Pressing the
Caution messages:
switch again turns off the light and enables the
• ELEVATOR FEEL FAIL–Q-feel data or SPQC stick pusher.
malfunction. Q-feel system deactivates.
AP/SP DISC Yoke Switches
• SP INHIBIT INOP–stick pusher inhibiter is
15 FLIGHT CONTROLS

inoperative (WOW switch or radio altimeter Each control yoke has a yellow AP/SP DISC
data failure) button. If the stick pusher actuates, this button
will override and disable it. It is also used to dis-
• STICK SYS FAIL–stall system has failed
connect the auto pilot.
(AOA or computer).
• STICK PUSHER FAIL–stick pusher data
failure.
Advisory message
• SPQS TEST OK–indicates successful sys-
tem test
Status message
• SPQS IN TEST–system test in progress

Main Menu
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GULFSTREAM G200
PILOT TRAINING MANUAL

ANGLE OF ATTACK (AOA)

TRANSMITTER STICK
PUSHER
ACTUATOR

15 FLIGHT CONTROLS
STICK
STALL PROTECTION
CONTROL Q-FEEL COMPUTER (SPQC)
COLUMN

STICK
SHAKER

STALL TEST
PUSHBUTTON
SWITCH

Figure 15-25. Stall Protection and Q-Feel System Controls

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

CONTROLS AND INDICATIONS ELEVATOR DISCONNECT PITCH HANDLE

The elevator system consists of the following The elevator disconnect handle is on left side
controls and indications (Figure 15-26): of the pedestal (Figure 15-26). Pulling the PULL
TO DISCONNECT handle disconnects the cap-
• Control columns
tain’s and first officer’s controls through the el-
• Elevator disconnect PITCH handle evator disconnect unit. The captain’s elevator
• EICAS messages linkage then operates the left elevator, and the
first officer’s operates the right elevator. The
CONTROL COLUMNS controls can be reconnected by pushing the
handle in and moving the captain’s control col-
The captain’s and first officer’s control columns umn forward and aft.
are connected and move forward and aft to
control elevator movement. The columns move
the trailing edge of the elevator up 27° and
down 20°.
15 FLIGHT CONTROLS

Q-FEEL TRIM
CIRCUIT BREAKER

Figure 15-26. Elevator Controls and Indications

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GULFSTREAM G200
PILOT TRAINING MANUAL

ELEVATOR FEEL FAIL—An elevator Q-feel data

EICAS MESSAGES failure (air data computer or computer failure)
The following messages appears on the EICAS
Advisory Messages
primary display page (Figure 15-27):
SPQS TEST OK—Successful stall protection/
Warning Message
Q-feel computer test.
STALL—Indicates the aircraft is approaching a
SPQS IN TEST—Stick pusher/Q-feel test is in
stall. (Stick shaker is activated. The autopilot
progress.
also disconnects).
Caution Messages
SP INHIBIT INOP—The stall protection inhibitor HORIZONTAL
is inoperative during takeoff or landing (WOW or
radio altimeter failure). STABILIZER TRIM
STALL SYS FAIL—The stall warning system has
failed (AOA or both computers).
SYSTEM
SYSTEM DESCRIPTION

15 FLIGHT CONTROLS
STICK PUSHER FAIL—The stick pusher is inop-
erative (AOA or one computer malfunction).
Aircraft elevator control includes an indepen-
ELEVATOR FAIL—Mechanical failure of one or dent horizontal stabilizer trim system. The sys-
both elevator servoactuators. tem changes the pitch of the horizontal stabiliz-
er for pitch trim (Figure 15-28).

XXX.X XXX.X ELEVATOR FAIL

ELEVATOR
ELEVATOR FEEL FAIL CAUTION
N1
MESSAGES
63.0 106.0

APR T/R
ITT
650 1000 PAGE 1/2
GEAR
DN UP
EICAS SLATS K FLAPS
XXX.X N2 XXX.X UP UP
PRIMARY
PAGE XXXX FF XXXX DN DN 12
XXXX WING XXXX
APU
FUEL TOTAL (LBS) XXXXX
XXX RPM EGT XXX
C ALT M C DIFF C RATE
TRIM
XXXXX –X.X XXXX AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0

BRT

Figure 15-27. Elevator EICAS Messages

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

Normal and Override Motors

COMPONENT DESCRIPTION
The normal and override motors may be driven
HORIZONTAL STABILIZER TRIM independently, or both may be driven simulta-
neously. Single-motor use provides low-speed
ACTUATOR operation by means of a 2 to 1 reduction gear.
The horizontal stabilizer trim actuator moves
Dual-motor use provides high-speed gear box
the horizontal stabilizer leading edge up 2.5°
operation. Dual-motor high speed is active when
and down 9.5°. Two 28-VDC electric motors
autopilot is not engaged and below 250 kts.
drive the electromechanical actuator. The
­actuator consists of the following components:
• Horizontal stabilizer trim control unit (HSCU)
• Normal and override motors
Horizontal Stabilizer Trim Control Unit
The HSCU contains the motor-drive electronics
and independent normal and override control
15 FLIGHT CONTROLS

channels for low- or high- speed operation.

Each HSCU channel controls one actuator DC
motor. The control and monitor sections of
each channel independently process the com-
mand inputs to determine the speed and direc-
tion to move the horizontal stabilizer.

Main Menu
15-28 FOR TRAINING PURPOSES ONLY REV 2.4
GULFSTREAM G200
PILOT TRAINING MANUAL

PITCH TRIM TRIM

TRIM
RELEASE

28 VDC

CAPTAIN’S FIRST OFFICER’S

CONTROL WHEEL CONTROL WHEEL

15 FLIGHT CONTROLS
L/R
M<0.55
ADC
V<250 KNT

AUTOPILOT
TRIM
ACTUATOR

NORMAL
MOTOR
GEAR HORIZONTAL
HSCU
BOX STABILIZER
OVERRIDE
AURAL
MOTOR
WARNING

EICAS

RESET
TRIM DISPLAY
AND
OVRRD T/O UNSAFE
HORIZ TRIM TRIM
NOSE DN
MESSAGE

NOSE UP

Figure 15-28. Horizontal Stabilizer Trim Overview

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

CONTROLS AND INDICATIONS HORIZ TRIM PANEL

The horizontal stabilizer trim system consists of The HORIZ TRIM panel contains the following
the following controls and indications (Figure controls to actuate the horizontal stabilizer:
15-29):
• RESET/OVRRD switchlight
• Control wheels • NOSE DN/NOSE UP switch
• HORIZ TRIM panel • RESET/OVRRD Switchlight
• HORZ TRIM circuit breakers
When pressed, the override system is deener-
• EICAS messages gized and the normal system is activated. The
switchlight illuminates when the PITCH TRIM
CONTROL WHEELS REL switch is pressed.

The captain’s and first officer’s control wheels NOSE DN/NOSE UP Switch
contain the following switches that actuate the
horizontal stabilizer: This switch is used to change the horizontal
stabilizer trim when override is selected. The
• PITCH/TRIM switch three-position switch is spring-loaded to the
15 FLIGHT CONTROLS

center position. The switch has the following

• PITCH TRIM REL switch
positions:

PITCH TRIM SWITCH Center—In this switch position, no trim com-

mand is initiated.
The captain and first officer each have a PITCH
TRIM switch located on the outboard side of NOSE DN—Holding the switch in this position
their respective control wheels. They are split generates a nosedown trim command.
switches and both sides must be pressed at the
same time to activate the HSCU. Each switch NOSE UP—Holding the switch in this position
has the following positions: generates a noseup trim command.

Center—Spring-loaded to this position, the HORZ TRIM CIRCUIT BREAKERS

switch generates no horizontal stabilizer trim
signal. The HORZ TRIM circuit breakers provide circuit
protection to the horizontal stabilizer system.
NOSE DOWN—Holding the switch in this posi-
tion generates a nosedown trim signal.
NOSE UP—Holding the switch in this position
generates a noseup trim signal.

PITCH TRIM REL SWITCH

This switch is on the inboard side of the cap-
tain’s control wheel. When pressed, the over-
ride system is activated, and the RESET/OVR-
RD switchlight illuminates.

Main Menu
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GULFSTREAM G200
PILOT TRAINING MANUAL

PITCH TRIM SPLIT SWITCHES

TRIM REL
SWITCH FIRST
CAPTAIN’S OFFICER’S
CONTROL CONTROL
WHEEL WHEEL

OVERRIDE

15 FLIGHT CONTROLS
HORIZONTAL
STABILIZER
TRIM PANEL

HORIZONTAL
STABILIZER
TRIM CIRCUIT
BREAKERS

Figure 15-29. Horizontal Stabilizer Trim Controls and Indications

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

• The aircraft is on the ground.

EICAS MESSAGES
• One thrust lever is beyond the cruise range
The horizontal stabilizer trim system has the setting.
following EICAS messages and indications
• The horizontal stabilizer trim is out of the
(Figure 15-30):
green band for the selected flaps setting.
• Horizontal stabilizer position indicator
• T/O UNSAFE TRIM display SYSTEM OPERATION
In addition, an aural warning is also provided. The horizontal stabilizer system operates in
normal and override modes. Mach trim is also
Horizontal Stabilizer Position Indicator provided.
The EICAS displays a graphical indication of
the horizontal stabilizer leading edge trim posi- NORMAL MODE
tion from –9.5° to 2.5°. When the leading edge
During normal operation, the HSCU primary
of the stabilizer is negative, the nose will pitch
channel receives 28-VDC input commands
up and vice versa.
from the autopilot or captain/first officer trim
switches.
15 FLIGHT CONTROLS

T/O UNSAFE TRIM Warning

Displayed on the EICAS primary page, this The retract limit switch contact in the trim ac-
warning message indicates the following tuator sends a noseup command to the HSCU.
­conditions: The extend limit switch contact sends a nose-
down command to the HSCU.

XXX.X XXX.X T/O UNSAFE TRIM

N1
63.0 106.0

APR T/R
ITT
650 1000 PAGE 1/2
GEAR
DN UP
EICAS SLATS K FLAPS
XXX.X N2 XXX.X UP UP
PRIMARY
PAGE XXXX FF XXXX DN DN 12
XXXX WING XXXX
APU
FUEL TOTAL (LBS) XXXXX
XXX RPM EGT XXX
C ALT M C DIFF C RATE
TRIM
XXXXX –X.X XXXX AIL STAB
L—VIB—R HYD PRESS HORIZONTAL
–6.6 STABILIZER
3000 3000 POSITION
RUD INDICATOR
0

BRT

Figure 15-30. Horizontal Stabilizer Trim EICAS Displays

Main Menu
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PILOT TRAINING MANUAL

When the autopilot is engaged, the horizontal

stabilizer operates the same as in the normal
MACH TRIM
mode through the normal drive control channel. Mach trim is automatic, and is operative when
the autopilot is engaged or disengaged. It is ac-
OVERRIDE MODE tivated when ADC mach data indicates that lon-
gitudinal trim is necessary above 0.79 indicated
When the normal drive control fails to operate, mach.
pressing the TRIM REL switch on the captain’s
control wheel causes the following:
AUTOPILOT PITCH TRIM
• Disengages the autopilot
The automatic pitch trim function interfaces
• Disconnects power from HSCU normal with the aircraft pitch trim system to automat-
channel ically off-load the forces on the elevator and
• Supplies power to HSCU override channel the control column. Pitch trim failures that are
detected after autopilot engagement do not
• Supplies power to the NOSE UP/NOSE DN cause the autopilot to disengage.
switch
• Illuminates the RESET/OVRRD switchlight Automatic pitch trim is automatically disabled
upon detection of a failure in the pitch trim sys-

15 FLIGHT CONTROLS
• Disconnects high-speed control capability tem with the autopilot engaged, or upon disen-
Pushing the TRIM REL switch illuminates the in- gagement of the autopilot, or by operation of
dication light inside the RESET/OVRRD switch- the PITCH TRIM REL button on the inside of the
light (Figure 15-31). Positioning the NOSE UP/ control wheel.
NOSE DN switch to the NOSE UP or NOSE DN
position energizes the trim actuator override
drive control. This causes the horizontal stabi- HORIZONTAL
lizer to move in the desired ­direction. STABILIZER
TRIM PANEL
Pressing the RESET/OVRRD switchlight deen-
ergizes the override drive control, and the indi-
cation light goes off. Power is then restored to
the normal drive system.
RESET

OVRRD

HORIZ TRIM
NOSE DN

NOSE UP

Figure 15-31. Override Controls

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

TRAILING EDGE FLAPS

FLAPS/SLATS SYSTEM The components for the trailing edge flaps
consist of the following:
SYSTEM DESCRIPTION
• Flap/slat electronic control unit
The flaps and slats system consists of the
trailing-edge flaps, Krueger flaps, and lead- • Flap power drive unit
ing-edge slats. The flap and slat drive sys- • Ballscrew actuators
tems operate similarly and are mounted on • Flexible shafts
curved rails.
Flap/Slat Electronic Control Unit
The aircraft has inboard and outboard trail-
ing-edge (TE) flaps on each wing (Figure 15-32). The flap/slat electronic control unit (FSECU)
The TE flaps are driven and controlled by the performs all control and monitoring functions
flap control and drive system. for the flap and slat systems. Two channels
provide the following control and monitoring
COMPONENT DESCRIPTION functions:
15 FLIGHT CONTROLS

The flaps/slats system consists of the ­following • Motor and torque limiter brake control
components: • Safety and system function monitoring

• Trailing edge flaps The control and monitor channels generate

• Krueger flaps flap commands to avoid inadvertent surface
movement due to a single electrical failure. The
• Slats FSECU compares both channel commands and
energizes the motor drivers only if both com-
mands agree.

Main Menu
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GULFSTREAM G200
PILOT TRAINING MANUAL

REAR SPAR

WIRE BUNDLE

AIRBRAKE
FLAP UP
(0° POSITION)

CUP

TWO-AXIS MOUNTING GIMBAL

15 FLIGHT CONTROLS
TRACK RAIL
CENTERLINE

FLAP DOWN
(40° POSITION)

BALL SCREW FLEX

ACTUATOR SHAFT
RAIL
TRACK

BRAKE AND
POSITION
PAR
TRANSMITTER
EARS
GR
WIN

INTERCONNECT INBOARD
LINK FLAP

OUTBOARD
FLAP

Figure 15-32. Flaps System Overview

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

Flap Power Drive Unit The modular FPDU consists of the following in-
ternal components:
Each flap section runs on three curved-track
rails by means of roller assemblies. The flaps • Drive motor unit
are driven and positioned along the track rails • Reduction gearbox
by mechanical ballscrew actuators. A flap
power drive unit (FPDU) powers the actuators • Position transducer unit (PTU)
through flexible drive shafts (Figure 15-33).
Signals from the cockpit FLAP/SLAT selector
lever, through the FSECU, control the drive mo-
tor unit. The FPDU provides gear ­reduction to
change the high-speed/low-torque drive motor
output to high-torque/low-speed output for the
flexible shafts.
15 FLIGHT CONTROLS

ROTATED VIEW

FPDU

REDUCTION
PTU GEARBOX

FLAP POWER-DRIVE UNIT

DC MOTOR
POSITION TRANDUCER UNIT
ELECTRICAL
ELECTRICAL CONNECTOR CONNECTORS
(PTU) (FPDU)

FLEXIBLE DRIVE SHAFT

REDUCTION GEARBOX

Figure 15-33. Flap Power Drive Unit

Main Menu
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GULFSTREAM G200
PILOT TRAINING MANUAL

Drive Motor Unit Ballscrew Actuators

The DC drive motor unit contains the f­ ollowing: Three linear ballscrew actuators on each wing
drive the flap surfaces (Figure 15-34). The No. 1
• Rotary voltage differential transducer actuator operates the inboard flap. The No. 2
(RVDT) to monitor movement and No. 3 actuators operate the outboard flap.
• Motor-heat sensor to monitor for an over- The two flap segments are connected by a link
heat condition that provides secondary support and drive for
the outboard flap.
Reduction Gearbox
Screw-type gearing in the actuators makes the
The FPDU gearbox contains a two-stage gear driving movement irreversible. This prevents
and oil for lubrication. airloads from retracting the flaps if the drive
shaft fails.
Position Transducer Unit
The position transducer unit (PTU) consists of
two RVDTs. One RVDT monitors position feed-
back and rotation direction with the FSECU.
The other RVDT transmits signals to the cock-

15 FLIGHT CONTROLS
pit display through the FSECU and monitors
the position and rotation information.

FLEXIBLE SHAFT
DRIVE LINE
INBOARD FLAP

OUTBOARD FLAP

BALLSCREW ACTUATOR

Figure 15-34. Ballscrew Actuators

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

Flexible Shafts
KRUEGER FLAPS
Three high-speed, flexible-shaft assemblies
Each leading edge contains one Krueger flap
on each wing transfer rotational motion to the
located inboard of the slat (Figure 15-36). The
ballscrew actuator input shafts (Figure 15-35).
right hydraulic system supplies pressure for the
The flexible shafts provide a mechanical con-
Krueger flaps. Krueger flaps are either fully ex-
nection between all flap actuators. Each shaft
tended or fully retracted. When extended, they
contains a flexible core for power transfer in
extend 110° down.
each direction.

NO. 2 ACTUATOR

FIXED CORE END

SLIDING CORE END

FLEXIBLE SHAFT
15 FLIGHT CONTROLS

DRIVE LINE

INBOARD FLAP

OUTBOARD
FLAP

INTERCONNECT
LINK

NO. 3 ACTUATOR

SENSOR
SLIDING
CORE END
NO. 1 ACTUATOR

FIXED CORE END

ELECTRICAL CONNECTORS

Figure 15-35. Flexible Shafts

Main Menu
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PILOT TRAINING MANUAL

The components for the Krueger flaps consist Krueger Flap Selector Valve
of the following:
A three position selector valve hydraulically
• Krueger flap actuator controls the Krueger flap actuator. When ex-
• Krueger flap selector valve tended, the hydraulic actuators are held in the
extended position by full hydraulic system pres-
Krueger Flap Actuator sure and the mechanical locks. The locks en-
sure that a loss of hydraulic pressure does not
A hydraulic actuator operates each Krueger allow the Kruegers to be pushed back by the air
flap. The actuator contains internal locks in the loads. When the Kruegers retract, the hydraulic
extended and retracted positions. The actu- pressure is removed after a three-second time
ators also contain limit switches that indicate delay and remains in the retracted position by
both locked positions. the mechanical locks only.
The Krueger flap system does not permit sur-
face movement when the pneumatic deicing
boots are inflated.

15 FLIGHT CONTROLS
HYDRAULIC ACTUATOR

KRUEGER AXIS
FRONT SPAR

RIB RIB
4 2
KRUEGER
FLAP
DEPLOYED

LEFT WING
ASSEMBLY

Figure 15-36. Krueger Flap

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

Slat Power Drive Unit

SLATS
The slat power drive unit (SPDU) is a modular
Each leading edge consists of a slat (Figure 15-
unit which consists of the following:
37). Each slat moves on six curved-track rails
by means of roller assemblies. The slat compo- • Drive motor unit
nents consist of the following:
• Reduction gearbox
• Slat power drive unit • Position transducer unit (PTU)
• Slat actuators
Each of these is identical in construction and op-
• Flexible shafts eration to the same units located in the FPDU.
• Torque-limiter brake The slats are extended and retracted electrically
by a slat power drive unit connected by flexible
shaft drive lines.
15 FLIGHT CONTROLS

FRONT SPAR

ACTUATOR
SLAT RETRACTED (0°)

TWO-AXIS MOUNTING GIMBLE

SLAT EXTENDED (25°)

Figure 15-37. Slat

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GULFSTREAM G200
PILOT TRAINING MANUAL

Slat Actuators Flexible Shafts

Three ballscrew slat actuators on each wing Four high-speed, flexible, drive-shaft assem-
drive the slat surfaces (Figure 15-38). Screw- blies on each wing transfer rotational motion to
type gearing in the actuators makes the driv- the linear ballscrew actuator input shafts. The
ing action irreversible. This prevents airloads flexible shafts provide a mechanical connec-
from retracting the slats in event of drive shaft tion between all slat actuators.
failure.

15 FLIGHT CONTROLS
SLAT PDU
C/L
FIXED
CORE END SLIDING CORE END

NO. 2 ACTUATOR

SLAT FLEXIBLE
DRIVE LINE

SLAT

FLEXIBLE SHAFT
(TYPICAL)
SLIDING
CORE END
SLIDING NO. 1 ACTUATOR
CORE END

SENSOR FIXED CORE END

NO. 3 ACTUATOR

ELECTRICAL CONNECTOR

Figure 15-38. Slat Actuators and Flexible Shafts

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

Torque-Limiter Brake DN—The flaps remain up. The slats extend to

25° and the Krueger flaps extend. This position
The slat torque-limiter brake (STLB) pro- is normally used during the initial phase of an
tects the slat No. 3 actuator from overload. approach.
The electromechanical STLB consists of a
­solenoid-operated brake and torque limiter. 12°—Moves the flaps to 12° with slats remaining
at 25°. The Krueger flaps are extended. This
The brake mechanism uses a pair of special position is normally used during an approach
washers to lock the transmission when the but can also be used for takeoff.
solenoid deenergizes. When the solenoid
­
­energizes, the brake releases, and the input 20°—Moves the flaps to 20° with slats remain-
and output shafts turn freely. ing at 25°. The Krueger flaps are extended.
This position is normally used for takeoff and
for a short time before landing.
CONTROLS AND INDICATIONS
40°—Moves the flaps to 40° with slats remain-
The control and indications for the flaps and
ing at 25°. The Krueger flaps are extended.
slats consist of the following (Figure 15-39):
This position is normally used for the landing
• FLAPS/SLATS control panel phase of flight.
15 FLIGHT CONTROLS

• FLAPS/SLATS TEST switch SLAT BYPASS ARM Pushbutton

• FLAP/SLAT circuit breakers
Pressing this pushbutton stops slat operation. It
• EICAS indications also bypasses the slats if a failure occurs in the
• Aural warnings slat extension or retraction system. This allows
the flaps to extend without the slats at 25°.
FLAPS/SLATS CONTROL PANEL FLAP/SLAT Circuit Breakers
SLATS/KRUGR/FLAPS Position Control The circuit breakers for the flaps and slats are
Handle located in the FLIGHT CONTROLS section
of the circuit-breaker panel and include the
Control handle movement actuates the flaps,
following:
slats, and Krueger flaps. The slats and Krueger
flaps always extend before the flaps. Slats • CONTR
always retract after the flaps and Krueger
­
• MONITOR
flaps are retracted. The Krueger flaps retract
as soon as the control handle is moved to • KRUGER
the UP ­position. The handle has the following
positions:
UP—The flaps are up, Krueger flaps are re-
tracted, and slats are up. This position is nor-
mally used for cruise flight.

Main Menu
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GULFSTREAM G200
PILOT TRAINING MANUAL

FLAPS/SLATS
CIRCUIT
BREAKERS

FLAPS/SLATS
CONTROL PANEL

MAINTENANCE
PANEL

15 FLIGHT CONTROLS

Figure 15-39. Flaps/Slats Controls and Indications

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

• SLATS UNBAL—The FSECU senses an

EICAS INDICATIONS asymmetry between the left and right slats
The EICAS displays the following on the p
­ rimary that exceeds 1.75°.
display: • KRUEGER FAIL—Slats are extended and
Krueger flaps remain retracted.
• Slats/K/Flaps position indicator
• KRUEGER UNBAL—A difference exists
• Warning messages between the left and right Krueger flap
• Caution messages positions.
• Advisory messages Any of these messages will stop Flap/Slat
• Status messages movement.
In addition, aural warnings are also provided. Advisory Messages
Slats/K/Flaps Position Indicator The following advisory messages appear on
the EICAS primary page:
The EICAS displays the slat, Krueger flap,
and flap (SLATS/K/FLAPS) position indications • T/O SLAT BYPASS—This message follows
when one or more are extended. When the a master warning reset due to a takeoff
15 FLIGHT CONTROLS

landing gear is up and the slats, Krueger flaps, configuration setting of flaps at 20° and the
and flaps are retracted for more than 30 sec- SLATS BYPASS switch s­ elected.
onds, the indications extinguish.
Status Messages
The EICAS primary page displays the f­ ollowing
as graphical indications: SLAT/FLAP MAINTEN—There is data to be ex-
tracted from the slats/flaps control system prior
SLATS—Shows slat position from UP to DN to electrical power shutdown.

K—Shows whether the Krueger flaps are up or AURAL WARNINGS

down
If the FSECU detects an overspeed, an aural
FLAPS—Shows flap position from 0 to 40° warning sounds when the slats, flaps, or Krueger
flaps are not fully retracted and airspeed is above
Warning Messages 250 KIAS or Mach is above 0.55.
Flap and slat warning messages are generated
for the following conditions (Figure 15-40): SYSTEM OPERATION
• T/O UNSAFE FLAPS—The flaps are set The system operates the following secondary
at more than 25° with the aircraft on the flight controls:
ground and one thrust lever beyond cruise
range. • Flaps/Slats
• T/O UNSAFE SLATS—The slats are not ex- • Krueger flaps
tended with the aircraft on the ground and
one thrust lever beyond cruise range. FLAPS/SLATS
Caution Messages The flaps and slats operate in the following
two modes:
Caution messages for the flaps and slats are
generated for the following conditions: • Manual
• Slats bypass operation
• FLAPS UNBAL—The FSECU senses an
asymmetry between left and right flaps that
exceeds 1.2°.

Main Menu
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GULFSTREAM G200
PILOT TRAINING MANUAL

Manual Mode moved to the UP position, the flaps and slats

will retract in the following sequence:
Flap/slat system is operated by placing the
pedestal-mounted FLAPS/SLATS selector lever • Krueger flaps will retract first
to one of the following positions: • Trailing edge flaps will also begin retracting
• UP at the same time.
• DOWN • Leading edge slats will begin retracting
only if both Krueger and trailing edge flaps
• 12° are fully retracted.
• 20°
• 40°
The Krueger flaps extend only after the slats
are fully extended.
The trailing edge flaps extend only if the slats
are fully extended even if the Krueger flaps fail
to deploy.

15 FLIGHT CONTROLS
On retraction, if the trailing edge flaps are
extended beyond 0° and the control lever is

XXX.X XXX.X T/O UNSAFE FLAPS

T/O UNSAFE SLATS FLAPS/SLATS
N1
KRUEGER FAIL MESSAGES
63.0 106.0 KRUEGER UNBAL
FLAPS UNBAL
APR T/R SLATS UNBAL

ITT
650 1000 PAGE 1/2
GEAR
DN UP
EICAS SLATS K FLAPS
PRIMARY XXX.X N2 XXX.X UP UP
SLATS/FLAPS
PAGE XXXX FF XXXX DN DN 12 POSITION
XXXX WING XXXX INDICATORS
APU
FUEL TOTAL (LBS) XXXXX
XXX RPM EGT XXX
C ALT M C DIFF C RATE
TRIM
XXXXX –X.X XXXX AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0

BRT

Figure 15-40. EICAS Primary Display Page

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

The FSECU commands the FPDU drive motor Retraction

unit at the necessary velocity and direction.
The FSECU monitors the FPDU drive motor Moving the FLAPS/SLATS lever to the UP
by monitoring the FPDU position transducer position energizes the time-delay relay and
signal (Figure 15-41). This ensures the flap sur- Krueger selector valve retract solenoid. The
face movement and position agree with the selector valve allows hydraulic fluid flow from
lever selection. An FPDU motor-heat sensor the Krueger flap hydraulic actuators.
also monitors the drive motor for any overheat
When the hydraulic actuators reach the retract
conditions.
position, the limit switches supply a signal to
The position transducer (part of the No. 3 actu- the selector valve retract solenoid through a
ator) signals position feedback and direction of three-second time-delay relay. This allows full
rotation to the FSECU. The signals are sent to Krueger actuator locking. The selector valve
the EICAS display through the FSECU. then returns to the neutral position, which re-
moves hydraulic pressure from the actuators.
In disengagement conditions, the FSECU can-
cels all commands to the FPDU drive motor Extension
unit. The flap transmission brake units prevent
Moving the FLAPS/SLATS lever to other than
flap movement.
the UP position energizes the Krueger selec-
15 FLIGHT CONTROLS

Slats Bypass Operation tor valve extend solenoid. The selector valve
energizes if there are inputs from the FSECU
When the SLAT BYPASS ARM switchlight is ac- (both slats in the down position). The selector
tivated, flap extension and retraction is possi- valve allows hydraulic fluid flow to the Krueger
ble with the slats in a position other than 25°. flap hydraulic actuators. When the ­ hydraulic
Slat operation is disabled in this ­ operating actuators reach the extend position, they are
mode. mechanically locked and hydraulic pressure re-
mains on.
KRUEGER FLAPS
The Krueger flaps operate in the following two
modes:
• Retraction
• Extension

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ACTUATOR ACTUATOR ACTUATOR ACTUATOR ACTUATOR ACTUATOR

3 2 1 1 2 3
TORQUE TORQUE
LIMITER LIMITER
BRAKE BRAKE
SLATS
POWER
WINGTIP DRIVE WINGTIP
POSITION MOTOR UNIT POSITION
SENSOR DUAL POSITION
TRANSDUCER UNIT SENSOR

K S FLAPS K S
R L SLATS R L
U A U A
G T G T
UP UP

R S ON ON
R S
FLAPS
SLATS

F F
L L

15 FLIGHT CONTROLS
POSITION (ANALOG)
A 12 12 A
P P
S 30 30 S
40 40

AIRSPEED POSITION (DISCRETE)

SLATS/FLAPS
ELECTRONIC
CONTROL EICAS
BYPASS UNIT FAULTS

WOW SLATS STATUS

KRUEGER FEEDBACK
TEST
KRUEGER CONTROL

DUAL POSITION TORQUE

TRANSDUCER UNIT LIMITER
MOTOR
FLAPS BRAKE
POWER
TORQUE DRIVE
LIMITER UNIT
BRAKE

ACTUATOR ACTUATOR ACTUATOR ACTUATOR ACTUATOR ACTUATOR

WINGTIP 3 2 1 1 2 3
POSITION WINGTIP
SENSOR POSITION
SENSOR

Figure 15-41. Flaps/Slats System Operation

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

All actuators normally extend the airbrakes 45°.

AIRBRAKES Flight air brakes are extended by the inboard
actuators. Ground air brakes are ­extended by
both the inboard and outboard actuators.
SYSTEM DESCRIPTION
Two inboard and two outboard airbrake surfaces
are on the top of each wing (Figure 15-42). The
airbrakes are actuated electrically and ­operated
hydraulically.

AIRBRAKE PANELS

A
15 FLIGHT CONTROLS

HYDRAULIC ACTUATORS

HYDRAULIC ACTUATOR
45°

FLAP
REAR SPAR

Figure 15-42. Airbrakes

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GULFSTREAM G200
PILOT TRAINING MANUAL

device that keeps the actuators in the retract-

COMPONENT DESCRIPTION ed position. The cylinder body remains sta-
tionary while the piston rod moves and oper-
The airbrake actuation system consists of the
ates the airbrake surface.
following:
• Actuators SELECTOR VALVES
• Selector valves
A solenoid deploys each two-position, hydraulic
ACTUATORS selector valve. The solenoid is spring-loaded in
its stowed mode. When the valve is energized,
The right hydraulic system supplies pressure fluid pressure is routed to the actuator to open
to the flight airbrake (inboard) actuators (Figure the mechanical locks and deploy the airbrakes.
15-43). The left hydraulic system supplies pres- Hydraulic pressure remains on when the air-
sure to the outboard actuators. brakes are retracted or deployed.

All eight single-rod cylindrical hydraulic ac-

tuators contain an internal mechanical lock

15 FLIGHT CONTROLS
ELECTRICAL
CONNECTOR

Figure 15-43. Airbrake Selector Valve

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

CONTROLS AND INDICATIONS FLIGHT A/B SWITCH

The controls and indications for the airbrakes The FLIGHT A/B toggle switch is on the pedes-
consist of the following (Figure 15-44): tal to the left rear of the thrust lever ­quadrant.
The switch has the following p ­ ositions:
• FLIGHT A/B switch
RETRACT—Momentarily moving the switch to
• GROUND A/B switch this position retracts the airbrakes.
• AIR BRAKE circuit breakers
• EICAS messages
15 FLIGHT CONTROLS

AIRBRAKE
CIRCUIT
BREAKERS

Figure 15-44. Airbrake Controls

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Center—No airbrake command signal is be-

ing generated (switch spring-loaded to this
AIR BRAKE CIRCUIT BREAKERS
position). The following circuit breakers are located in the
FLIGHT CONTROLS section of the circuit break-
EXTEND—Momentarily moving the switch to
er panel and provide circuit protection for the
this position extends the flight airbrakes.
airbrakes:

GROUND A/B SWITCH • INBD

The GROUND A/B toggle switch is on the ped- • OUTBD

estal to the right rear of the thrust lever quad-
rant. The switch has the following p ­ ositions:
EICAS MESSAGES
The following messages appear on the EICAS
ON—Arms the ground airbrakes to extend all
primary display (Figure 15-45):
eight airbrake panels when one of the main
gear WOW switches indicate that the aircraft is WARNING Message
on the ground and both thrust lever angles are
less than max cruise. T/O UNSAFE - AIRBRAKE—Any one of the
eight airbrake panels is not fully stowed, and

15 FLIGHT CONTROLS
OFF—Retracts the airbrakes one thrust lever is above MAX cruise.
ADVISORY Messages
FLIGHT AIRBRAKES—Flight (inboard) airbrakes
are extended.
GROUND AIRBRAKES—Ground (outboard) air-
brakes are extended.

XXX.X XXX.X
T/O UNSAFE-AIRBRAKE
N1
FLIGHT AIRBRAKES AIRBRAKES
63.0 106.0 GROUND AIRBRAKES EICAS
MESSAGES
APR T/R
ITT
650 1000 PAGE 1/2
GEAR
DN UP
EICAS SLATS K FLAPS
XXX.X XXX.X UP UP
PRIMARY XXXX
N2
XXXX
PAGE
FF
DN DN 12
XXXX WING XXXX
APU
FUEL TOTAL (LBS) XXXXX
XXX RPM EGT XXX
C ALT M C DIFF C RATE
TRIM
XXXXX –X.X XXXX AIL STAB
L—VIB—R HYD PRESS
–6.6
3000 3000
RUD
0

BRT

Figure 15-45. EICAS Airbrake Messages

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SYSTEM OPERATION NOTES

The airbrakes operate in flight and on the ground.
Actuating the system extends the airbrakes si-
multaneously and symmetrically. The control log-
ic causes airbrake retraction if the extension is
not simultaneous and symmetrical (one surface
stuck).
In flight, hydraulic pressure forces the surfaces
to their closed position with the selector valve
deenergized. Mechanical locks in the actuator
hold the surface closed if hydraulic power fails
with the surfaces in the closed position.
Energizing the selector valve causes hydraulic
pressure to open the actuator mechanical locks
and retract the actuator. If hydraulic power fails
with the surfaces open, the surfaces move
15 FLIGHT CONTROLS

freely according to the aerodynamic loads on

the wing.
For a go-around situation after the aircraft has
landed, moving either throttle lever above max
cruise causes all airbrakes to retract.
Once the aircraft has touched down on landing
(ground mode), both throttle levers are below
max cruise and the GROUND A/B switch is on,
the flight and ground airbrakes extend and re-
main extended even if the aircraft bounces on
the runway.

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QUESTIONS
1. Two of the primary flight controls on the 4. The rudder bias actuator assists the pilot
Gulfstream G200 are hydraulically boost- during an engine failure. How does it work?
ed. Which primary flight control is NOT hy- A. Hydraulic pressure is decreased on
draulically boosted? the inoperative engine, which displac-
A. Ailerons es a hydraulic piston, moving the rud-
B. Rudder der in the direction of the ­operative
engine.
C. Elevator
B. An electrical signal is sent to the left
D. Krueger flaps or right ADC from the failed engine
which displaces the electrical servo/
2. How is the autopilot connected to the aile- trim tabs in the direction of the oper-
ron flight control system? ative engine.
A. The autopilot is connected to both C. Differential-bleed pressures activate
the captain’s and first officer’s control rudder bias actuator assembly to de-
linkages. flect the rudder in the direction of the

15 FLIGHT CONTROLS
operative engine.
B. The autopilot is connected to the first
officer’s control linkage only. D. A series of counterweights deflect the
rudder in the direction of the ­operative
C. The autopilot is connected to the
engine whenever a significant yawing
captain’s control linkage and moves
­
motion is detected.
both ailerons through the aileron dis-
connect unit.
5. The hydraulic stick-pusher actuator is part
D. The autopilot is not connected to
of the stall prevention system. How is it
­either pilot control linkage, but has a
connected to the elevator system?
separate connection directly to the
ailerons. A. The stick-pusher actuator is operated
by the right elevator servoactuator.
3. What is the difference between artificial B. The stick-pusher actuator is connect-
feel and Q-feel on the elevators? ed to the first officer’s control linkage
only.
A. Q-feel is only active above 150 knots.
C. The stick-pusher actuator is connected
B. Q-feel is active at low speeds (below
to the captain’s control linkage but will
150 KIAS) and artificial feel is active at
move both control columns through
high speeds.
the elevator disconnect unit.
C. Artificial feel and Q-feel are different
D. The stick-pusher actuator is not con-
names for the same system.
nected to either pilot control linkage,
D. None of the above but has a separate connection directly
to the elevator.

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6. How are the slats extended and retracted? 9. Both flight and ground airbrakes are
A. Hydraulically by three hydraulic hydraulically operated. Which hydraulic
­
actuators located along the leading
­ system powers each?
edge of each wing. A. Flight airbrakes are powered by the
B. Electrically by a slat power drive unit right hydraulic system and ground
connected by flexible shaft drive lines. airbrakes are powered by the left
­hydraulic system.
C. Pneumatically by three air driven actu-
ators located along the leading edge B. Flight airbrakes are powered by the
of each wing. left hydraulic system and ground
airbrakes are powered by the right
D. Mechanically by flexible shaft drive ­hydraulic system.
lines that are directly connected to the
trailing edge flaps. C. Flight airbrakes are powered by the
left and right hydraulic systems and
ground airbrakes are powered by the
7. Mach trim is an automatic function of the left hydraulic system.
horizontal trim system. When is it activated?
D. Flight airbrakes are powered by the
A. Only above 0.79 indicated mach with right hydraulic system and ground air-
15 FLIGHT CONTROLS

the autopilot engaged or disengaged brakes are powered by the left and
B. Only below 0.79 indicated mach with right hydraulic systems.
the autopilot disengaged
C. Only above 0.85 indicated mach with 10. If hydraulic failure were to occur with the
the autopilot engaged flight airbrakes extended, what would
happen?
D. Only below 0.79 indicated mach with
the autopilot engaged A. The airbrakes would blow down to the
retracted position.
8. How many panels extend when flight B. The airbrakes would remain extended.
­airbrakes are deployed? C. The surfaces would move freely ac-
A. One inboard panel on each wing cording to the aerodynamic loads on
the wing.
B. Two inboard panels on each wing
D. Half the airbrakes would retract and
C. Three inboard panels on each wing
half would remain extended.
D. All four panels on each wing

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CHAPTER 16

AVIONICS
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
COMMUNICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-2
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-2
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-2
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-3
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-5
NAVIGATION SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-5
Flight Environment Data Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-5
Attitude and Direction Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-9
Standby Instrument Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-11
Radio Altimeter and Weather Radar Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-13
Electronic Navigation Section. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-16

16 AVIONICS
Flight Management System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-19
Electronic Flight Instrument System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-21
AUTOPILOT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-28
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-28
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-29
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-29
PASSENGER ADDRESS AND ENTERTAINMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 16-35
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-35
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-35
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-35
AIRBORNE RADIO TELEPHONE SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-36
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-36
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-36
CABIN DISPLAY SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-36
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-36
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-37

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ILLUSTRATIONS
Figure Title Page

16-1 Audio Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4

16-2 Radio Tuning Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
16-3 Pitot-Static Air Pressure Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-6
16-4 Pitot Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-7
16-5 Static Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-7
16-6 Air Data Reference Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-8
16-7 Compass Control Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-10
16-8 Standby Airspeed Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-11
16-9 Standby Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-11
16-10 Standby Attitude Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-12
16-11 Air Data Reference Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-13
16-12 Weather Radar Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-14
16-13 Radio Tuning Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-16
16-14 Control Display Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-19
16-15 Primary Flight Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-22
16-16 Multifunction Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-23
16 AVIONICS

16-17 Display Control Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-27

16-18 Reversionary Switch Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-28
16-19 Control Wheel Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-30
16-20 Flight Control Panel (Sheet 1 of 2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-30

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CHAPTER 16

AVIONICS
INTRODUCTION
The standard factory-installed Gulfstream G200 Pro Line 4 avionics package includes a commu-
nication system, a navigation system, and an integrated autopilot and flight director system. The

16 AVIONICS
avionics package may include other systems not discussed in this chapter due to the number
of customer options available. A passenger communication system is also installed as standard
equipment. The user should consult a ­ pplicable supplements to the Airplane Flight Manual (AFM)
or vendor publications for information on optional avionics equipment.

GENERAL
The cockpit communication system consists of The integrated autopilot and flight director sys-
voice-capable radio tuning units that provide tem contains an automatic elevator trim control.
very high frequency (VHF) tuning and control. The dual display flight director s­ ystem is certi-
There are two VHF radios, COM 1 and COM 2. fied for Category II ILS operations. The autopilot
The HF system consists of one or two indepen- provides automatic aircraft flight control for the
dent, long-range voice communication radio pitch, roll, and yaw axes.
units and a selective calling (SELCAL) feature.
The navigation system determines and displays
the aircraft attitude, altitude, and ­position. This sys-
tem provides extremely accurate long- and short-
range position information to enhance situational
awareness.

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A passenger communication system includes

passenger-related systems such as a tele-
VHF RADIOS
phone, passenger address (PA) system, and The VHF radios provide the flight crew with
cabin display system. The airborne telephone voice communication in the very high frequen-
system is an air to ground system with optional cy band. The two VHF radios are COM 1 and
satellite capability. The PA system allows voice COM 2. The VHF radios provide voice commu-
interaction between the flight crew and pas- nication in the frequency range from 118.000
sengers. The cabin display system provides a to 136.992 MHz, in 8.33 or 25 KHz increments.
flat-panel display of informational video, mov- Each VHF radio is identical.
ing maps, graphic displays, real-time informa-
tion, and prerecorded briefings and messages.
HF RADIOS
HF radios provide long-range voice communi-
COMMUNICATION cation in the frequency band 2.0 to 29.9999
MHz. The HF radios allow 280,000 possible
SYSTEM frequency selections with 100 Hz spacing.

SELCAL
SYSTEM DESCRIPTION
The SELCAL allows a ground station to selec-
The communication system is a part of the air- tively call an individual aircraft. This feature
craft avionics package. The avionics system eliminates the need for a flight crew to continu-
features an integrated avionics processor ously monitor HF frequencies.
system (IAPS) that serves as the hub for avi-
onics information which includes communica-
tion information. COMPONENT DESCRIPTION
The communication system consists of the
following:
VHF RADIOS
16 AVIONICS

The VHF radios include the following:

• Audio and frequency control section
• VHF radios • Antennas
• HF radios • Transceivers
• SELCAL Antennas

AUDIO AND FREQUENCY CONTROL Each VHF radio contains an independent anten-
na. An upper antenna, located on the forward
SECTION fuselage section above the flight compartment
The cockpit audio panels provide local selec- area, serves as the COM 1 antenna. The lower
tion and control of cockpit audio services at the antenna, located on the forward fuselage sec-
captain and first officer stations. The system al- tion just aft and below the flight compartment
lows the flight crew to perform the following: area, serves as the COM 2 antenna.

• Monitor and adjust volume of any audio Transceivers

source, or combination of sources Located in the nose avionics rack, the trans-
• Select the loudspeaker, headphones, or ceivers receive and transmit VHF frequency
both as the output device signals. Each transceiver processes received
• Speak on any transmitter or interphone signals and sends their signals to the audio
control system.
• Select hand, mask, or boom microphone as
the input device

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HF RADIOS AUDIO CONTROL PANELS

The HF radios include the following: The audio control panels incorporate all ra-
dio functions except frequency selection
• Transceiver (Figure 16-1). Each pilot controls their own audio
• Antenna coupler/power amplifier control panel, located on the respective side
console. Pushbuttons on the panel connect the
• Notch antenna
associated pilot’s microphone to the desired
Transceiver transmitter or to the onboard PA system. Along
with controlling their transmitters, these panels
The HF transceiver is located in the aft service also control the audio function of every radio
compartment. and intercom. Both the captain and the first of-
ficer can select which radio or radios they wish
Antenna Coupler/Power Amplifier to hear. By selecting the appropriate button,
The antenna coupler/power amplifier is locat- each pilot can listen to Com 1, Com 2, HF1, HF2,
ed in the rear service compartment as close as intercom, or the identifying signal for VOR and
possible to the notch antenna. ADF. This panel also provides volume control
for all frequencies and the intercom.
Notch Antenna
The notch antenna is located along the leading
RADIO TUNING UNITS
edge of the vertical stabilizer. The left and right radio tuning units (RTUs)
function as the primary radio controls
SELCAL (Figure 16-2). The upper portion displays active
(green) and standby (blue) communication fre-
SELCAL Decoder quencies. The second level displays active and
standby navigation frequencies. On the third
The SELCAL decoder can be used with the HF
level, a block shows one transponder code. Be-
system. SELCAL permits ground stations to call
side this is another block to show TCAS modes.

16 AVIONICS
individual aircraft by transmitting two pairs of
audio tones that key only one airborne decod-
er unit. The unit is set to respond to that partic-
ular combination only. This function allows the
volume of the HF system to be turned down
and eliminates background noise.

CONTROLS AND INDICATIONS

Communication system controls and indica-
tions include the following:
• Audio control panels
• Radio tuning units
• EICAS SELCAL message
• HF RESET SELCAL switchlight

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Figure 16-1. Audio Control Panel

16 AVIONICS

Figure 16-2. Radio Tuning Unit

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On the sides of the displays are small square numbers and on the pedestal for later serial
buttons used to highlight their adjacent fre- numbers.
quency. All frequencies must be highlighted
before they can be changed, and only one fre-
quency can be changed at any one time. The
SYSTEM OPERATION
double round knob in the lower right corner If the SELCAL has been armed and the prop-
of the RTU is used to change each frequency. er tones are received, the aircraft decoder ac-
The outer part of the double knob changes the tivates discretely in the EICAS and generates
left digits. The inner knob changes the right the SELCAL tone in the audio system. The HF
digits. For an example, if you want to change RESET SELCAL switchlight also illuminates.
a frequency of 109.3 to 112.75, the outer knob The SELCAL uses two channels and two sets
would be used to change 109 to 112 and the of annunciators to separate HF 1 and 2.
inner knob would be used to change 0.3 to

NAVIGATION SYSTEMS
0.75.
In the lower left corner of the RTU is a NEXT
PAGE button. By pressing this button, the crew The aircraft navigational equipment consists of
can display ADF frequencies. These frequen- the following sections:
cies are changed in the same manner as the
VHF frequencies. When the second page is • Flight environment data section
displayed, HSI is displayed next to the lower • Attitude and direction section
right square button. By pressing this button, an
• Standby instrument section
HSI can be displayed in the screen of the RTU.
This is a back up display in case of a multiple • Radio altimeter and weather radar section
screen failure. • Electronic navigation section
When either the second page or the HSI page • Flight management system
is displayed, the next page button is labeled • Electronic flight instrument system
BACK PAGE. This allows the crew to select the

16 AVIONICS
previous page. The crew can display either
Com 1 and Nav 1 frequencies, or Com 2 and FLIGHT ENVIRONMENT DATA
Nav 2 frequencies. Pressing the 1/2 button on SECTION
the lower right side changes this selection. A The flight environment data section senses at-
DME hold button is located just above the 1/2 mospheric raw data for aircraft navigation. The
button. The button in the upper right corner is flight environment data section consist of the
used for transponder ident. following components:

EICAS SELCAL MESSAGE • Pitot-static probes and ports

• Air data computers
The EICAS displays a SELCAL advisory mes-
sage when the aircraft decoder converts a
ground station tone.
PITOT-STATIC PROBES AND PORTS
The pitot-static probes and ports sense air-
HF RESET SELCAL SWITCHLIGHT stream and ambient (static) air pressures exter-
nal to the aircraft (Figure 16-3). They supply this
The HF RESET SELCAL switchlight illuminates pressure data to the air data computers (ADCs)
when a valid two-tone pulse activates the de- and the standby instruments.
coder unit. After the HF RESET SELCAL illumi-
nates, pressing the switchlight resets the de-
coder unit and extinguishes the annunciation.
The HF RESET SELCAL switchlight is on the
first officer’s instrument panel in earlier serial

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Component Description Pitot Probes

The pitot-static components consist of the Two pitot probes provide airstream pressure
following: inputs to the ADCs and standby instruments.
The probes mount and face forward on each
• Pitot probes side of the fuselage (Figure 16-4).
• Static ports
A single pitot opening at the tip of the probe
• Drain valves senses pitot pressure. The left pitot probe sup-
• Total air temperature probe plies pitot pressure to the left ADC. The right
pitot probe supplies pitot pressure to the right
ADC and the standby airspeed indicator.

RIGHT PITOT LEFT, RIGHT,

PROBE RATE OF AND STANDBY
CLIMB HEATED
ALTIMETER STATIC SOURCES

AIRSPEED
MACH
RIGHT
DISPLAYS

RIGHT
ADC
EICAS

CABIN ALTITUDE
CABIN RATE OF CLIMB
CABIN PRESSURE CABIN AIR PRESSURE
CONTROL SYSTEM OUTFLOW
VALVE
16 AVIONICS

ALTIMETER INTERNAL
SAFETY
AIRSPEED VALVE
MACH
STANDBY
INSTRUMENTS
VALVE

LEFT
ADC

GROUND
TEST
CONNECTION RATE OF
CLIMB
ALTIMETER LEGEND LEFT, RIGHT,
AND STANDBY
AIR SPEED PITOT LINE HEATED
MACH STATIC SOURCES
STATIC LINE
LEFT PITOT LEFT
PROBE DISPLAYS ELECTRICAL LINE
DATA LINE

Figure 16-3. Pitot-Static Air Pressure Schematic

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Static Ports Total Air Temperature Probe

Six independent static ports sense external am- The TAT probe consists of a small metal strut ex-
bient air pressure (Figure 16-5). Each port pro- ternally mounted to the aircraft skin. This probe
vides one static pressure input to the respec- is located forward of the cockpit, on the lower
tive ADC or standby altimeter and airspeed right side. The TAT probe senses the tempera-
indicators. The static ports are labeled: left and ture of airflow passing through cavities within
right S1, left and right S2, and left and right S3. the strut. Air enters an inlet port at the front of
the strut and exits through several outlet ports
The left and right S1 static ports provide exter- on the side and aft surfaces of the strut.
nal ambient air pressure to the left ADC. The
left and right S2 static ports provide external The probe contains two temperature-sensi-
ambient air pressure to the right ADC. The tive elements. The two elements consist of
left and right S3 static ports provide external hermetically sealed, precision-platinum resis-
ambient air pressure to the standby airspeed tance wire with two concentric tubes. Airflow
­indicator and the standby barometric altimeter. temperatures around these sensing elements
cause the resistance of the wire to vary as a
Drain Valves function of total air temperature.
The drain valves, located in the lowest posi-
tion of each of the static and pitot lines, enable AIR DATA COMPUTERS
easy and quick drain observation. All drain
valves act as permanent sumps. Drain valves System Description
access is obtained by opening the nose avion- The dual air data computers sense, process,
ics compartment. and display data derived from the air mass
around the aircraft. The ADCs use air pres-
sure and temperature sensor data to calculate
all parameters related to aircraft movement
through the atmosphere. The ADCs supply the

16 AVIONICS
following to the electronic flight instrument sys-
tem (EFIS) for display:
• Altitude (ALT)
• Indicated airspeed (IAS)
• Vertical speed (VS)
Figure 16-4. Pitot Probe • True airspeed (TAS)
• Static air temperature (SAT)
• Total air temperature (TAT)

Figure 16-5. Static Port

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Air data computers collect and send air data Each ADC processes the air data and provides
information to the EFIS. The pilots use air data output parameters to the following:
reference panels (ARPs) to display the air data
options on the primary flight displays (PFDs) • Onside EFIS displays
and the multifunction displays (MFDs). The • Cross-side EFIS displays
ADCs supply the following to the flight control • Onside attitude heading reference system
system (FCS):
• Mode S transponders
• Altitude • FADEC
• Airspeed programming • IAPS data concentrators
• Vertical speed • Cross-side ADC
• Mach control data
Controls and Indications
Component Description
Air Data Reference Panels
Air Data Computer
The air data reference panels consist of two
Both ADCs consist of instrument grade air data control panels that provide captain or first of-
sensors and processors. Pitot-static pneumat- ficer inputs to the air data system (Figure 16-
ic and temperature sensor inputs provide raw 6). The ARPs select displays for the primary
data information to each ADC. Each ADC con- flight displays (PFDs) and multifunction dis-
nects to a dual element temperature sensor plays (MFDs). Each ARP contains four pushbut-
and to pitot and static air input ports by tubing. tons and three rotary knobs with the following
Each ADC also receives the following inputs: selections:
• Onside ARP input • SEL pushbutton
• IAPS reference inputs • SPEED knob
• Cross-side air data from the other ADC • HPA/IN pushbutton
16 AVIONICS

• M/FT pushbutton
• BARO knob
• DH (Cat II only)/MDA pushbutton
• HEIGHT knob

SEL HPA/IN M/FT DH/MDA

SPEED BARO HEIGHT

SH SH SH
PU PU PU

A STD T
S/M EST
I

Figure 16-6. Air Data Reference Panel

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SEL Pushbutton DH/MDA Pushbutton

The selected speed pushbutton and knob en- The decision height/minimum descent altitude
ables selection of the following speeds: pushbutton selects between DH or MDA for the
PFD. The digital readouts on the PFD become
• V1—Selectable on the ground only active when the aircraft descends below 2,500
• VR—Selectable on the ground only feet radar altitude.
• V2—Selectable on the ground only HEIGHT Knob
• VT—Target speed
The HEIGHT knob increases or decreases the
• VBUG—Flight director speed reference digital readout of the DH or MDA displayed on
the PFD. The center PUSH TEST button initi-
The PFD displays the selected airspeeds. Af-
ates the EFIS flag test on the ground or the ra-
ter five seconds of inactivity, the displayed V
dio altimeter test in flight.
speed reverts to VBUG.
SPEED Knob ATTITUDE AND DIRECTION
The SPEED knob manually sets reference SECTION
speeds displayed in the EFIS. Rotating the
knob increases or decreases the value from The attitude and direction section provides
the present setting. The PUSH IAS/M button, aircraft navigation information in relation to
located in the knob center, toggles the refer- aircraft attitude (pitch and roll) and direction
ence numerical output between the indicated (heading). The following systems use inertial
airspeed (IAS) and Mach number. forces to sense and display the direction and
attitude of the aircraft:
HPA/IN Pushbutton
• Attitude heading reference system (AHRS)
The HPA/IN pushbutton alternately sets the • Inertial reference system (IRS) (optional)
barometric altimeter reference between hecto-

16 AVIONICS
pascals (HPA) or inches of mercury (IN HG). The
PFD displays the selected reference. ATTITUDE HEADING REFERENCE SYSTEM
M/FT Pushbutton System Description

The M/FT pushbutton enables or disables Both independent AHRSs sense the aircraft
metric altitudes or preselected altitudes. Each attitude and heading. In addition, the AHRS
press alternates metric on or metric off read- senses three-axis angle, rate, and acceleration
outs displayed on the PFD. The metric read- information. The AHRS system provides atti-
outs are additional and not a replacement to tude gyro, directional gyro (compass), and ac-
the feet measurements. celerometer functions. The left and right AHRS
are identical. Switches on the instrument panel
BARO Knob allow DG mode selection and compass card
slewing. Either pilot can select display informa-
The BARO knob sets the barometric setting. tion from either the left or right AHRS. In nor-
Rotating the knob increases or decreases the mal operations, each pilot selects their onside
present setting. Pressing the PUSH STD inte- AHRS information.
rior pushbutton, in the knob center, selects the
standard pressure.

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Component Description Slew Switch

Both the left and right systems contain the The left and right positions slew the compass
following: card to the desired position. The switch slews
the heading at 1° per second for the first two
• Attitude heading computer seconds, then at 15° per second thereafter.
• Flux detector unit
INERTIAL REFERENCE SYSTEM
• External compensation unit (OPTIONAL)
Attitude Heading Computer System Description
The AHC provides pitch, roll, and stabilized The Honeywell Laseref IV or V IRS provides
magnetic heading data for the EFIS, flight con- output data to the EFIS, FMS, FCS and other
trol system, and TCAS system. The left side AHC systems. The raw data is used by associated
also supplies this data to the ground proximity systems for display and flight control functions.
warning system (GPWS). The AHC generates These systems then provide navigation and air-
3-axis body rate and linear acceleration outputs craft flight data. The IRS provides the following
for use by the flight control system. ­information:
Flux Detector Unit • Attitude information
The FDUs mount in each wingtip. The FDU • Pitch/roll/yaw information
provides magnetic flux measurements to the • True and magnetic heading data
AHC for use in computing aircraft heading. The
FDU senses the horizontal component of the • Three-axis body rate and acceleration data
Earth’s magnetic field. The FDU provides flux • Inertial present position latitude and
sense outputs to the AHC. The AHC uses the longitude
outputs to compute the aircraft magnetic head- • Flight path data
ing angle.
• Groundspeed information
16 AVIONICS

External Compensation Unit • Wind data

The ECU mounts in the back end of the AHC. Beginning position for alignment can be auto-
The ECU module contains offset adjustments matically transferred from the FMS/GPS nav-
that electrically cancel flux detector alignment igation system. The IRU is configured on the
error and magnetic effects caused by the aircraft as a third attitude and heading source
airframe. which will annunciate as AHS3 on the PFD with
the AHS button on the reversionary switch
Controls and Indicators panel.
Compass Control Unit An internal system status page is avail-
SLAVE/DG Toggle able on the FMS CDU.

The toggle switch selects either the directional

gyro (DG) or slaved (SLAVE) mode of operation
(Figure 16-7).
SLAVE DG

Figure 16-7. Compass Control Unit

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Standby Altimeter
STANDBY INSTRUMENT SECTION
The self-contained standby barometric altime-
COMPONENT DESCRIPTION ter provides a backup altitude display (Figure
16-9). A four digit counter displays the baro-
Standby instruments include the following: metric settings. The barometric setting sys-
tem shows the barometric pressure in inches
• Standby airspeed indicator of mercury (IN HG). The altimeter operates
• Standby altimeter through the range of 27.00 to 30.99 inches of
mercury.
• Standby compass
• Standby attitude indictor
Standby Airspeed Indicator
The standby airspeed indicator displays IAS on
a white pointer that moves over an airspeed
dial graduated from 0 to 450 knots (Figure 16-
8). The pointer operates through a mechanical
linkage connected to a differential pressure
capsule. The capsule responds to pitot and
static pressure changes.
The S3 static port on the left and right sides
of the fuselage supplies the static pressure for
the standby instruments. The right pitot probe
supplies the pitot pressure.

16 AVIONICS
Figure 16-9. Standby Altimeter

Standby Compass
The standby magnetic compass system sup-
plies the flight crew with backup magnetic
heading data. Located on the windshield cen-
ter pillar below the overhead panel, the stand-
by compass aligns with the aircraft longitudinal
axis.
A fixed aircraft symbol points to the aircraft
heading read on the top of a rotating vertical
compass dial. The dial markings for the four
cardinal heading (N, E, S, W) are in a bright yel-
low color. The compass dial has numerals ev-
ery 30° with 10° bars and 5° dots. The ­numerals,
bars, and dots are matte white.

Figure 16-8. Standby Airspeed Indicator

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The N - S and E - W adjustment screws provide

compass calibration. The screws supply limited
CONTROLS AND INDICATIONS
compensation for aircraft generated magnetic The electric gyroscope SAI supplies alternate
fields. The N - S and E - W adjustment screws attitude pitch and roll information. The indicator
are on the standby compass bottom. supplies a range of 360° in the roll axis. The
indicator supplies 95° climb and 75° dive in the
Standby Attitude Indicator
pitch axis. After total electrical power failure,
The standby attitude indicator (SAI) provides the SAI supplies attitude information for a min-
a visual display of basic aircraft roll and pitch imum of 9 minutes. The SAI includes warning
attitude (Figure 16-10). The system operates flags that show power or gyroscope failures.
continuously during flight, but normally func- The SAI consists of the following:
tions as an emergency backup system during
• PULL TO CAGE knob
a primary navigation system or power system
failure. The battery bus powers the system. • BATT TEST switch
• Power OFF flag
A rechargeable, heavy-duty, sealed, lead-acid
battery pack provides backup power for ap-
proximately 6.5 hours. During normal opera- PULL TO CAGE Knob
tion, the aircraft battery bus supplies the nec-
essary charging voltage to the battery pack. The SAI includes a mechanical erection and
manual caging PULL TO CAGE knob. The SAI
should be caged and locked for the following
conditions:
• Before power is removed from the indicator
• Before the indicator is energized
• When the indicator is moved or put in
storage
16 AVIONICS

BATT TEST Switch

The BATT TEST switch on the overhead pan-
el tests the condition of the emergency pow-
er supply battery. Depressing the BATT TEST
switch remotely activates the test mode. A test
switch on the power supply front panel also
tests the batteries.
Power OFF Flag
The power warning circuit monitors the 28-
VDC input signal. When the indicator is ener-
gized, the power OFF flag stays in view for ap-
proximately two seconds, then the flag goes
out of view. The OFF flag appears for the fol-
lowing conditions:
• No power input
• No AC voltage from the inverter circuit
• Insufficient wheel speed
Figure 16-10. Standby Attitude Indicator • PULL TO CAGE knob in the caged p
­ osition

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Antenna
RADIO ALTIMETER AND WEATHER
The radio altimeter uses two identical linear-
RADAR SECTION ly polarized antennas. The antennas are flush
mounted on the aircraft underside along the
RADIO ALTIMETER centerline. The forward antenna transmits and
the aft antenna receives.
Description
Controls and Indications
The radio altimeter displays the aircraft height
above the terrain from 0 to 2,500 feet. Air Data Reference Panel
Component Description The radio altimeter is controlled by the
­following on the ARP (Figure 16-11):
The radio altimeter consists of the following:
• DH/MDA pushbutton
• Receiver/transmitter
• HEIGHT knob
• Antenna
• TEST switch
Receiver/Transmitter
DH/MDA Pushbutton
The receiver/transmitter is located in the nose
section avionics equipment compartment. The Pushing the DH/MDA pushbutton on the ARP
receiver/transmitter transmits, receives, and alternately selects the decision height (DH) or
processes RF signals to provide a radio altitude minimum descent altitude (MDA) display on the
and decision height display on the PFDs. The PFD. The DH/MDA value can be changed by
receiver/transmitter measures the difference the HEIGHT knob. DH information is from the
in frequency between the transmitted and re- radio altimeter. MDA information is a baromet-
ceived signal. The receiver/transmitter features ric altitude from the air data system.
internal monitoring and self-test c­ apabilities.
HEIGHT Knob

16 AVIONICS
Turning the height knob changes the select-
ed DH or MDA value displayed on the PFD.
DH is changed in 5-foot increments from 0 to
995 feet, and MDA is changed in 10-foot in-
crements from 0 to 15,000 feet.

SEL HPA/IN M/FT DH/MDA

SPEED BARO HEIGHT

SH SH SH
PU PU PU

A STD T
S/M EST
I

Figure 16-11. Air Data Reference Panel

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PUSH TEST Button operates in a split mode, the radar functions

like two independent radars. Each updates
Pressing the PUSH TEST button on the HEIGHT on alternate sweeps of the antenna. In this
knob initiates a radio altitude self-test. If the air- mode, each WXP controls one of the two radar
craft is on the ground, this switch also selects channels.
the PFD flag display.
The weather radar uses a radome-mounted, 18-
WEATHER RADAR inch, flat-plate antenna. The antenna contains
an RF assembly, a pedestal assembly, and a
Description base assembly. The RF assembly contains the
receiver and transmitter circuits. The assem-
The Collins weather radar (CWR) detects and bly attaches to the antenna and eliminates the
displays weather conditions ahead of the air- need for a waveguide. The pedestal assembly
craft and within 60° either side of the aircraft contains tilt/scan motors and optical feedback
flight path. The radar provides weather inten- switches. The base assembly contains the
sity levels to aid in selecting a flight path that power supply and signal processing circuits.
offers the greatest likelihood of safety and rea-
sonable comfort. Controls and Indications
The weather radar provides ground mapping. Weather Radar Control Panel
The ground mapping function displays promi-
nent landmarks, lakes, and rivers. An option for The weather radar uses one of two possible
the weather radar system also alerts the crew control panels for operation (Figure 16-12).
to the location of turbulent conditions. The control panels provide radar mode con-
trol with selectable display ranges to 320
The weather radar consists of an integrated nautical miles. The weather radar panel WXP-
receiver/transmitter/antenna (RTA) and either
­ 4120/4220 provides CWR control and mode
one or two weather radar control panels. selection. The WXP-4220 has TURB mode; the
WXP-4120 does not. Detected radar targets
Component Description may be displayed on the MFD.
16 AVIONICS

Receiver/Transmitter/Antenna
The X-band radar RTA detects precipitation.
The RTA is located in the radome.
When two weather radar control panels (WXPs)
are installed, the RTA accepts radar control
input data from both WXPs. When the RTA

Figure 16-12. Weather Radar Control Panel

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The weather radar panel consists of the follow- XFR PushButton

ing controls:
Pushing the XFR pushbutton selects or dese-
• Mode set knob lects the radar control transfer function. This
• SEC pushbutton function shifts control from the captain to the
first officer or reverse. The XCTL annunciation
• XFR pushbutton on the MFD indicates transfer. When trans-
• STAB pushbutton ferred, the cross-side WXP/DCP (display con-
trol panel) units control both MFD radar dis-
• GAIN set/PUSH GCS knob
plays. The cross-side DCP selects the radar
• TILT PUSH AUTO knob display range in the transfer mode.
Mode Set Knob STAB Pushbutton
The six position, rotary mode set knob pro- Pushing the STAB pushbutton selects or dese-
vides the primary display functions. Turning the lects the stabilization function. Normally, attitude
mode set knob selects the onside radar oper- data from the AHRS automatically stabilizes the
ating mode. The selected mode annunciates radar antenna/display without annunciation. If
on the onside MFD. The mode selections con- one AHRS fails, the remaining AHRS stabilizes
sist of the following: the radar antenna/display.
OFF—The OFF mode removes power from GAIN Set/PUSH GCS Knob
the RTA transmitter. The antenna stops and
­remains in position. Rotating the outer GAIN knob selects the
amount of receiver gain for the weather radar.
TEST—The TEST mode initiates the RTA func- Pushing the center PUSH GCS switch selects
tional self-test. During the self-test, s­ everal col- ground clutter suppression. With GCS select-
ored arcs display on the MFD. The system does ed, the RTA suppresses the intensity of ground
not transmit in the test mode. returns (clutter) in WX and WX+T modes to help
identify precipitation targets. The ground clut-
MAP—The MAP mode optimizes the RTA for

16 AVIONICS
ter suppression times out after 10 seconds. A
detection of prominent ground terrain ­features.
GCS annunciation displays on the MFD.
WX—The WX mode optimizes the RTA for de-
TILT PUSH/AUTO Knob
tection of weather targets.
Rotating the TILT knob selects the RTA anten-
WX+T—The WX+T mode functions the same as
na vertical tilt angle. The selected angle (–15 to
the WX mode and includes the detection of tur-
15°) annunciates with the letter “T” on the MFD.
bulence targets.
A clockwise rotation selects a positive tilt an-
TURB—The TURB mode enables the RTA to gle, and a counterclockwise ­rotation selects a
detect only turbulence targets. negative tilt angle.

SEC Pushbutton
Pushing the sector (SEC) pushbutton alternate-
ly selects a 120° sector or a 60° sector ­antenna
scan on the MFD.

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Automatic Direction Finder

ELECTRONIC NAVIGATION
The low-frequency, dual, automatic direction
SECTION finder (ADF) system provides computed bear-
The electronic navigation section consists of ing to the tuned station and an audio output.
the following: The system consists of one or two receivers
and one dual antenna. The receivers are lo-
• Radio tuning units cated in the nose section avionics equipment
• Automatic direction finding compartment. The antenna is located in the
upper fuselage. When the tuned ADF signal
• VHF navigation fails, the bearing pointers will disappear from
• Distance measuring equipment the PFD.
• Transponder system VHF Navigation
• Traffic alert and collision avoidance system
(TCAS) The dual VHF navigation system uses VHF ­radios
for enroute navigation and precision a ­ pproach
and landing guidance. The system receives and
COMPONENT DESCRIPTION processes signals from VHF o ­ mnirange (VOR)
Radio Tuning Units stations and from instrument landing system (ILS)
stations.
The radio tuning units (Figure 16-13) control the
dependent determining systems. Two navigation receivers consist of separate
receivers for the VOR/LOC, glide slope, and
marker beacon signals. The receivers convert
the RF input signals from the antennas into
bearing, deviation, and audio outputs. The

VHF NAVIGATION DME-HOLD

16 AVIONICS

TRANSPONDER ADF DISPLAY TCAS

Figure 16-13. Radio Tuning Unit

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receivers provide 160 VOR channels, 40 ILS Transponder System

channels, and one marker beacon channel.
The dual ATC transponder system provides au-
The receivers are located in the nose section tomatic altitude and identification reporting to
avionics equipment compartment. The omnidi- ground ATC station and TCAS interrogators.
rectional and horizontally polarized VOR/LOC The ATC transponder system is part of the en-
antennas are located on the vertical stabiliz- tire ATC radar beacon system (ATCRBS).
er. The horizontally-polarized marker beacon
antenna is located on the nose section, lower Transponders respond to ATC interrogations
fuselage. The marker beacon antenna contains with a reply appropriate to the type of interro-
one output T-connector to couple the marker gation received. All ATCRBS transmissions are
beacon signal to the marker receiver. between the ground-based radars and the air-
borne transponders. Mode-S aircraft equipped
Distance Measuring Equipment with TCAS can respond to ground-based ATC
interrogations and independently interrogate
The dual distance measuring equipment (DME) for traffic within approximately 15 miles of the
measures the slant distance between the air- host aircraft.
craft and a ground station to a maximum range
of 300 nautical miles. The DME supplies the Controls and Indications
distance information to the flight management
systems (FMS), the PFD, and the MFD. The system consists of the following controls:

The system consists of two transceivers and two • ATC line key
antennas. The transceivers are located in the • ATC 1/2 switch
nose section avionics equipment compartment. • IDENT pushbutton
Both antennas are installed externally and lo-
cated in the lower fuselage. The three-channel • Active line key
DME transceiver performs the following: • Mode line key
• Measures slant range (line of sight) distance • Altitude reporting display

16 AVIONICS
from the aircraft to a ground station • Tune line key
• Computes relative closure rate and time to • Preset line keys
station
• Return line key
• Decodes the station identifier
ATC Line Key
Pressing the dedicated DME H pushbutton
places the DME frequency into the hold mode. Pushing the ATC line key displays the active
In the hold mode, the DME frequency is sepa- transponder reply code/channel. Rotating
rated from the NAV frequency and displayed the tuning knob changes the displayed code/
with the “H” annunciator adjacent to the DME channel. The active transponder immediately
frequency. When the DME frequency is not in ­responds to the new code.
hold, the DME frequency is set to the same fre-
quency as the NAV frequency. With the DME Pushing the ATC line key again displays the
frequency in the hold, the DME frequency dis- ATC main display page. The ATC display on the
plays below and between the NAV active and RTU shows the ATC reply code/channel. The
preset frequencies. display may show any of the following:
A—This annunciation displays below ATC when
mode A reply is set and mode C is off.
STBY—This annunciation indicates when stand-
by is set.

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ID—This indicates the RTU IDENT button is Altitude Reporting Display

pushed and the active transponder transmits.
The altitude reporting display shows the un-
ATC 1/2 Toggle Switch corrected barometric altitude reported by the
transponder in mode-C operation. The display
The ATC 1/2 toggle switch on the first officer’s is blank in mode-A operations.
instrument panel changes the active transpon-
der from the No. 1 to the No. 2. The digit to the TUNE Line Key
right of the ATC legend shows which transpon-
der is active. The toggle switch consists of the Pushing the TUNE line key selects either the
following three modes: CODE or PRESET tune mode. In the CODE tune
mode, the tuning knobs select an active or pre-
1—Switching to this position activates the No. 1 set ATC code. In the PRESET tune mode (if the
transponder system for operation. active display is selected), the tuning knobs se-
lect a numbered preset channel paired with an
STBY—Placing the switch in the STBY mode se- ATC code. The TUNE display shows the active
lects the standby function for the transponders. tune mode.
A STBY annunciator displays in the ATC display
window. Preset Line Keys
2—Switching to this position activates the No. 2 Pushing one of the three preset line keys
transponder system for operation. moves the tune window to that line. Rotating
the tune knobs changes the preset ATC code.
IDENT Pushbutton Pushing the preset line key again activates the
preset code/channel. The preset code display
Pressing the IDENT button displays the ID
lists three preset channel numbers and the
­annunciator in the ATC display window for 15
user assigned ATC code for each preset.
seconds. A REPLY annunciation displays when
the transponder replies to an interrogation. RETURN Line Key
Active Line Key Pushing the RETURN line key returns the ATC
16 AVIONICS

display to the previous display page.

Pushing the active line key moves the tune win-
dow to the active code display. Rotating the ac- Traffic Alert and Collision Avoidance System
tive code display shows the active transponder
reply code. The traffic alert and collision avoidance system
(TCAS) monitors a radius of at least 15 nauti-
MODE Line Key cal miles and will display targets up to 40 nm
around the aircraft. The TCAS receives data
Pushing the MODE line key alternately sets ei-
from other transponder-equipped aircraft by
ther mode-A or mode-C operation. The MODE
transmitting interrogation signals to them.
display shows that the selected transponder
is set to non-altitude reporting mode-A or al- The TCAS provides aural and visual messages
titude reporting mode-C. The transponder to the flight crew when other aircraft are near.
automatically replies to ATCRBS and TCAS The EFIS traffic advisory and resolution adviso-
interrogations. ry displays the visual messages. The messag-
es contain data that provide the altitude, direc-
tion, distance, and speed of the other aircraft.
The aural messages provide vertical guidance
to the flight crew to assist in preventing a colli-
sion with other aircraft.

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FLIGHT MANAGEMENT SYSTEM CONTROL DISPLAY UNIT

The CDU provides lateral and vertical naviga-
SYSTEM DESCRIPTION tional inputs that the flight director uses when
flying along a programmed flight plan. The CDU
The airborne navigation flight management
provides route library storage, navaid data
system (FMS) provides multisensor navigation,
base storage, and several control and planning
cockpit management, and flight plan manage-
functions (Figure 16-14).
ment. The FMS computes aircraft performance,
time, and distance information for the route of The CDU keyboard is used to enter data and
flight. The aircraft may contain either a dual or select every function of which the FMS is capa-
triple FMS installation. The third FMS provides ble. The Universal UNS-1C is the most common
another backup for the dual installation. FMS in serial numbers up to number 51. The
Collins FMS 6100 is installed on serial numbers
52 and above.

NAV 1/2
FR ( INTCPT) HDG
C R S 1 4 3 °
TO SUMMA MNVR
3 3 8 ° 1 8 5 NM 0 + 05
NX PDT 13: 51 APPR

16 AVIONICS
XTK ( E ) LO. 44 GS 350
HEADWIND 17 BRG 144°
WIND 156T/ 19 TKE L002°

DATA NAV VNAV DTO LIST PREV 1 2 3

FUEL FPL PERF TUNE MENU NEXT 4 5 6

A B C D E F G 7 8 9

H I J K L M N BACK 0 MSG

O P Q R S T
ON/OFF
DIM ±

U V W X Y Z ENTER
Figure 16-14. Control Display Unit

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

The following descriptions are based on the

UNS-lC. Some differences apply when using
FLIGHT PLANNING
other systems. The following descriptions in- Flight planning is accomplished by accessing
clude some of the most widely used functions internal navigation data and pilot-defined data.
available. For details and a list of all available Subscription data (such as Jeppesen) is stored
functions, consult the Universal UNS-1C Oper- and used as the internal navigation data. This
ator’s Manual. data defines airways, departure procedures,
arrival procedures, approaches, and more.
SENSORS Either pilot can easily enter the desired flight
path for the aircraft to follow, before the flight
The FMS accepts position data from short and begins. Changes to the desired flight path can
long-range navigation sensors. Information also be easily entered while enroute.
from the DME, VOR, TACAN, Doppler, and up
to five long-range navigation sensors are used The Jeppesen navigation data provides the
to determine the aircraft’s position. The FMS FMS with information on over 100,000 way-
interfaces with several types of GPS. Each user points, navaids and airports. It also includes
may choose the sensors to be used in their par- over 12,000 SIDs, STARs, and approaches. Ad-
ticular aircraft. ditionally, the data base can store up to 200 pi-
lot defined routes using up to 3,000 waypoints.
The sensors’ position data is filtered to derive a
best computed position (BCP). Using this BCP,
the FMS generates a flight path for the flight
WAYPOINT SEQUENCING
director to follow, which coincides with the pi- The FMS uses automatic turn anticipation for
lot-programmed flight path. This path can in- leg changes along the selected route. Turns
clude the following: begin at a distance based on groundspeed,
leg change magnitude, and roll steering bank
• Departure procedures
limits for the aircraft’s altitude. If a leg change
• Airways incorporates a flyover waypoint, the turn will
• Inflight maneuvers begin over this waypoint.
16 AVIONICS

• Holding patterns
DIRECT-TO
• Arrival procedures
• Approaches Direct-to maneuvers can be to waypoints or air-
ports on or off the selected flight path. When
• Landing runways the crew selects a fix that is off the selected
flight path, the FMS prompts the crew to rede-
fine the next fix in order to link the newly de-
fined leg into the chosen flight path. The crew
may specify the turn direction when command-
ing a direct-to maneuver, or the FMS simply
turns in the closest direction.

Main Menu
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HEADING MODE ELECTRONIC FLIGHT

The FMS HDG (UNS1-C only) function allows INSTRUMENT SYSTEM
the pilots to select and fly a desired heading
using keyboard entries on the control display SYSTEM DESCRIPTION
unit. The heading mode may also be armed to
automatically intercept a pre-selected course. The EFIS-4000 receives input data from the air-
craft radios, sensors, and control panels. The
VERTICAL NAVIGATION EFIS displays the information in a logical and
easily understandable format. The EFIS uses
The crew members can program up to nine four electronic flight displays (EFDs) to provide
vertical navigation (VNAV) waypoints by using all the relevant information necessary for flying
the VNAV function key. Waypoints that are not the aircraft. The EFDs are interchangeable.
on the selected flight path cannot be accepted.
Additional VNAV features include a comput- Two EFDs function as primary flight displays
ed top-of-descent, target vertical speed, and (PFDs). The other two EFDs function as multi-
vertical-direct-to. function displays (MFDs). All the units receive
and compare sensor data from both sides of
the aircraft. The units typically monitor and
HOLDING PATTERNS compare the critical flight parameters such as
The FMS displays a graphical depiction of pitch, roll, heading, altitude, and airspeed. The
holding patterns. The crew can simply fill in the units also compare and monitor ­localizer and
blanks to define a pattern. When the holding glide-slope information during an instrument
pattern is activated, the flight director leads the landing system (ILS) approach. Any discrepan-
aircraft from the present position directly to the cies between systems are ­displayed on both
holding fix. The flight director then automatical- the PFDs and MFDs.
ly established in the pattern, the FMS leads the
aircraft to fly the legs correctly, compensating CONTROLS AND INDICATIONS

16 AVIONICS
for existing wind conditions.
Each crewmember has an identical set of the
following EFIS controls and displays:
• Primary flight display (PFD)
• Multifunction display (MFD)
• Display control panel (DCP)
• Reversionary switch panel (RSP)

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

Primary Flight Display • Radio altimeter (RA)

Each PFD (Figure 16-15) combines the f­ ollowing • Autopilot information
displays into one display format: • Flight director information
• Attitude indicator
• Horizontal situation indicator (HSI)
• Altimeter
• Airspeed indicator
• Vertical speed indicator (VSI)

FMA FLIGHT DIRECTOR

INFORMATION INFORMATION

ATTITUDE ALTITUDE
INDICATOR PRESELECT
ROL VS ASEL
3000 1.1
100
20 4

180
24 2
AIRSPEED ALTIMETER
10 1
INDICATOR 160 22
140 00
1 9 80
60 VERTICAL
120
10 SPEED
19
16 AVIONICS

1 INDICATOR
100 98 2
80 20
16 4
.45 STD TCAS
FMS MSG DH 0 FAIL
DR
10
12
6
0.9
TAT SAT
15

AI V
3

-6 -7
CRS O
S

R HDG
N

090 099
2

HSI

Figure 16-15. Primary Flight Display

Main Menu
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Multifunction Display The MFD provides a reversion backup for the

respective side PFD if the PFD fails. The MFD
Each MFD provides the following functional receives the same data inputs that apply to
displays (Figure 16-16): the respective side PFD. The following annun-
ciations display on the MFD:
• Lateral navigation/compass
• Weather radar • Compass rose
• TCAS • Lubber line
• Flight management • Airplane symbol
• Maintenance diagnostic information • Selected heading bug
• Selected heading display
• Bearing pointer
• Bearing pointer source

WIND
TRUE
CID 20 WX TAS AIRSPEED
FMS “TO” 448 150
WAYPOINT 1:27 GS
DATA 360
160 GROUND
SPEED
N
33 3

16 AVIONICS
A1
30

F
M
W

S
1
12
24

FMS STATUS
21
15 MESSAGE
S
GROSS DTK HDG FUEL
WEIGHT 360 360 REMAINING
FLIGHT DIRECTOR FAILURE
DME1 DME2
DME1 CID TAT GW FR SAT 10W DME2
450 –2 12567 4500 –12 462

TOTAL STATIC AIR

AIR TEMP TEMP (COPILOT)
ISA (PILOT)

Figure 16-16. Multifunction Display

Main Menu
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 GULFSTREAM G200
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• Track symbol Lubber Line

• Selected track bug The lubber line is a fixed symbol at the top of
• Selected track display the compass rose. The current airplane head-
• Course pointer ing is the compass reading directly under the
lubber line. The heading value numerically dis-
• To/from symbol plays inside the lubber line symbol.
• Lateral deviation bar
Airplane Symbol
• Lateral deviation scale
• Course display A stationary airplane symbol displays in the
center of the rose. The symbol points directly
• Distance displays. toward the lubber line.
• Temperature displays
Selected Heading Bug
• Radar display
• TAS display A dual-rectangular bug symbol marks a select-
ed heading reference. The flight crew uses the
• Vertical deviation display flight control panel (FCP) to manually select the
• Range ring heading reference. Rotating the outer portion of
the HDG/TRK arm double knob allows the crew
• TO waypoint display
to set the flight director to follow either a select-
• Airplane weight and fuel display ed heading or selected track. When the outer
• Wind display knob is in the HDG position, the aircraft flight di-
rector follows the selected heading. When the
• Glide-slope display
outer knob is in the TRK position, the flight di-
Compass Rose rector points to a heading that gives a track of
the selected heading. The track function is only
The compass rose contains index markings ev- available with an IRS installation.
ery 5°. Alphanumeric markings display at 30°
16 AVIONICS

intervals. Additional fixed index marks display The inner portion of the knob changes the
outside the rose perimeter at 45° ­intervals with selected heading or track. Rotating the inner
respect to the lubber line. portion moves the heading bug around the
compass arc. The selected HDG value displays
The compass rose turns to show the contin- numerically near the bottom right of the rose.
uous airplane heading, read under the lub-
ber line. The navigation displays reference to Selected Heading Display
magnetic north or true north as selected by
The HDG display numerically shows the
the MAG/TRUE button on the DCP. When true
­position of the selected heading bug.
north is selected, TRU annunciates near the
lubber line.

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Bearing Pointer To/From Symbol

The magenta bearing pointer rotates around A triangle symbol represents the “to/from” indi-
the compass rose and shows the aircraft bear- cation. The symbol turns as a part of the course
ing to a selected navaid station or waypoint. pointer and points toward the tuned station or
The inner end of the pointer shows a letter (A, next waypoint.
F, or V) to identify the bearing pointer source
(ADF, FMS or VOR). The MFD displays a sin- Lateral Deviation Bar
gle-bar bearing pointer if a #1 navigation sensor The course pointer center portion consists of
provides source information. The MFD displays the lateral deviation bar. The bar moves left
a double-bar bearing pointer if a #2 navigation or right from the pointer head and tail. The
sensor provides source information. displacement left or right of the pointer cen-
Bearing Pointer Source ter line shows the lateral deviation from the
NAV course. The bar aligns with the head and
The bearing pointer source shows the NAV tail and forms a complete pointer when the
source that is set to drive the bearing pointer. ­airplane is on-course.
The selectable NAV sources consist of the ADF
(A1 or A2), FMS (F1 or F2), and VOR (V1 or V2). Lateral Deviation Scale
The BRG knob and PUSH CHG switch on the The lateral deviation scale consists of four dots
DCP control the bearing pointer source. that display perpendicular to the lateral devia-
Track Symbol tion bar. Two dots display on either side of the
airplane symbol.
With the IRS installation, a track symbol (T) dis-
plays on the compass rose. The current air- Course Display
plane track is the compass reading directly un- The course display shows the active NAV
der the track symbol. course value with a CRS or DTK label. The
Selected Track Bug numeric readout shows the active course
through the selected navaid station or the

16 AVIONICS
With the IRS installation, a dual-triangular bug FMS desired track through the next waypoint.
symbol marks a selected track reference. The The course pointer also indicates the desired
HDG/TRK arm switch on the FCP controls the course display.
track reference. After selection, the TRK value
displays numerically near the bottom right of Distance Displays
the compass rose. The left and right distance displays show cur-
Selected Track Display rent DME data from both DMEs. The left dis-
tance display shows a DME 1 label, the left-side
With the IRS installation, the TRK display nu- tuned station identifier, and the distance to the
merically shows the position of the selected station in nautical miles. The right distance dis-
track bug. play shows a DME-2 label, the right side tuned
station identifier, and the ­distance to the station
Course Pointer in nautical miles.
The heavy, single-bar course pointer rotates
around the compass rose and shows the active
NAV course or FMS desired track. The CRS or
drift-track (DTK) value also displays ­numerically
in the course display.

Main Menu
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 GULFSTREAM G200
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Temperature Displays vector consists of an arrow that rotates and

The left and right temperature displays show shows wind direction. Wind speed displays nu-
current TAT and international standard atmo- merically in knots next to the arrow.
sphere delta (ISA)/static air temperature (SAT)
temperatures in degrees celsius. The left tem- Glide-Slope Display
perature display shows the TAT. The right tem- A green glide-slope pointer displays on the
perature display shows the ISA on the captain’s right side of the screen. This pointer shows
MFD or the SAT on the first officer’s MFD. the aircraft deviation from a selected ILS glide
slope.
Radar Display
The radar display shows the receiver/trans- Display Control Panel
mitter assembly operational mode. The captain and first officer DCPs
TAS Display (Figure 16-17) control the respective side PFD
The MFD displays the current true airspeed in and MFD. The pilots use the DCP to select
knots. display formats and respective side lateral
navigation parameters and sources. The DCP
Vertical Deviation Display receives data inputs from the respective side
The vertical deviation display can show glide- PFD, MFD, and weather radar panel. The DCP
slope deviation or vertical navigation (VNAV) provides data and weather radar data output
deviation. The display automatically appears to the onside and cross-side PFDs and MFDs.
after the aircraft meets some selectable condi-
tions. The pointer position relative to the devi- The remote maintenance test switches and the
ation scale shows the amount of vertical devia- DCP allow selection of the maintenance data
tion. The scale consists of two dots above and for display on the MFD.
two dots below center. Each DCP consists of the following five or six
A triangle shaped pointer shows the glide- pushbuttons and three rotary knobs that con-
slope deviation. An open arrow with a V i­nside trol navigational information displayed on the
­displays the VNAV deviation. MFD:
16 AVIONICS

Range Ring • Magnetic/true (MAG/TRUE) pushbutton

• Bearing (BRG) knob
A range ring with a distance label displays on
the MFD during radar or TCAS operations. The • Terrain (TERR) pushbutton SN 52 and above
range ring provides a scale to determine the • Radar (RDR) or (WX) pushbutton
distance to detected weather or other ­airplanes • FMS pushbutton
from the present position.
• Traffic (TFC) pushbutton
TO Waypoint Display • MFD MODE/RANGE knob
The flight plan TO waypoint information dis-
plays in the top left corner. The TO display • Elapsed time (ET) pushbutton
shows the waypoint identifier, distance to the • Navigation source (NAV SOURCE) knob
waypoint, and the current estimated time-of-ar-
rival (ETA). MAG/TRUE Pushbutton

Airplane Weight and Fuel Display The MAG/TRUE pushbutton selects either mag-
With an FMS installation, airplane gross weight netic or true inertial inputs for system usage.
(GW) and fuel remaining (FR) readouts are True headings are available only with a IRS sys-
­displayed. tem installed.

Wind Display
With an IRS or an FMS installation, a wind vec-
tor and speed readout may display. The wind

Main Menu
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GULFSTREAM G200
PILOT TRAINING MANUAL

MAG/TRUE RDR FMS TFC ET

BRG MFD MODE RANGE NAV SOURCE

SH SH
PU PU

C C
HG HG

Figure 16-17. Display Control Panel

BRG Knob Traffic Pushbutton

The BRG knob consists of an inner pushbut- The TFC pushbutton enables and disables the
ton and an outer knob. The inner pushbutton optional TCAS display on the MFD.
allows selection of cross-side sensors for dis-
play usage. The outer knob controls the select- MFD MODE/RANGE Knob
ed bearing pointer through the following four The MFD MODE/RANGE knob consists of an in-
choices: ner (upper) and outer knob. Rotating the inner
• OFF knob sets the range for the MFD and radar. The
outer knob selects one of the following modes
• VOR for display:
• ADF

16 AVIONICS
• Rose
• FMS
• VOR Map
TERR Pushbutton • FMS Map
On the Collins FMS, the TERR pushbutton se- • FMS Plan
lects and deselects the terrain map overlay • TCAS
for the MFD and has priority over the weather
overlay. • Maintenance diagnostic menu

Radar Pushbutton Elapsed Time Pushbutton

The RDR (Collins) or WX pushbutton selects The ET pushbutton controls the elapsed timer
the weather radar for display on the MFD and display.
PFD. Navigation Source Knob
FMS Pushbutton Rotating the NAV SOURCE knob selects be-
The FMS pushbutton selects the source for the tween the navigational input source displayed
FMS-generated maps (present position and on the PFD. The NAV SOURCE knob selects
map) for dual FMS configurations. In single FMS the VOR/LOC or FMS. The PUSH CHG push-
configurations, the pushbutton is inactive. button on the NAV source knob allows cross
side navigation data to be used.

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

Reversionary Switch Panel cross-side PFD and MFD.

The captain and first officer RSPs (Figure 16-18)) ED Pushbutton
provide display and source reversion selection
for the respective side PFD or MFD. The PFD The ED pushbutton selects the EICAS for dis-
transfer switch (XFR) allows the captain or first play on the MFD. With the center display oper-
officer to select a PFD display on their MFD. able, the MFD selected for ED reversion auto-
The other XFR switches on the RSP allow the matically displays the EICAS secondary page.
captain or first officer to select the No. 1 or No. The EICAS page button controls the page dis-
2 AHS, ADC, RA, and DCP source inputs. The play only on the reverted MFD, and the center
RSPs allow selection of sensor sources. Cross EICAS display remains on the primary engine
side data is normally displayed on the PFD/ format. If only a single display functions as the
MFD in amber color coding. ED, then the EICAS page button causes the ED
to page between the ­ primary engine format
The RSPs consist of the following controls: and the two status pages.
• AHS pushbutton PFD Pushbutton
• ADC pushbutton Pressing the PFD pushbutton blanks the PFD
• DCP pushbutton and selects the PFD display format for the MFD.
• ED pushbutton DIM/BR PFD/MFD Knob
• PFD pushbutton
The DIM/BR knob controls the dimming and
• DIM/BR PFD/MFD knob brightness levels for the PFD and MFD. Rotat-
AHS Pushbutton ing the inner knob controls the MFD bright-
ness. Rotating the outer knob controls the PFD
Pressing the AHS pushbutton selects either the brightness.
cross-side or third (optional) attitude and head-
ing reference system.
AUTOPILOT
16 AVIONICS

ADC Pushbutton
Pressing the ADC pushbutton selects the SYSTEM DESCRIPTION
cross-side air data source for system usage.
The Collins FCS-4000 dual-channel autopilot
DCP Pushbutton (AP) operates the elevators and ailerons to
automatically maintain altitude, airspeed, and
Pressing the DCP pushbutton selects the cross- flight path. The fail-passive pitch and roll axis
side DCP to control the onside PFD and MFD. system receives inputs from radio, navigation,
With this selection active, all the selections on and air data system sources. The autopilot sys-
the active DCP apply to both the onside and tem controls two independent flight directors

DIM
BR
AHS ADC DCP ED PFD

XFR MFD
FPD MFD

Figure 16-18. Reversionary Switch Panel

Main Menu
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GULFSTREAM G200
PILOT TRAINING MANUAL

that display steering commands on the primary

flight displays (PFDs). The autopilot system in- COMPONENT DESCRIPTION
terfaces with the following aircraft systems:
The autopilot system consists of the following:
• Integrated avionics processor system
• Flight control computers
• Air data system
• Primary servos
• EFIS
• Yaw damper
• Attitude heading reference system
• VHF navigation system FLIGHT CONTROL COMPUTERS
• Flight management system Two flight control computers (FCCs), located
• Stall protection and Q-feel system in the integrated avionics processor system
• Engine indication and crew alerting s­ ystem (IAPS) card cage, provide independent flight
guidance functions. The computers operate
• Ground proximity warning system together to provide inputs for the two-axis au-
• Radio altimeter system topilot, yaw damper, automatic elevator trim
control, and Mach trim.

PRIMARY SERVOS
The primary servos are near the airplane ai-
leron, elevator, and rudder control surfaces.
When engaged, the FCCs apply differential
drive to each servo. The servo motors then op-
erate to position the airplane control surfaces
in response to the autopilot command.

YAW DAMPER

16 AVIONICS
A dual-channel yaw damper system (YD) damp-
ens longitudinal oscillations and provides turn
coordination.

CONTROLS AND INDICATIONS

The autopilot system consists of the following:
• Control wheel switches
• Flight control panel
• GA switches

Main Menu
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 GULFSTREAM G200
PILOT TRAINING MANUAL

CONTROL WHEEL SWITCHES FLIGHT CONTROL PANEL

A red or yellow autopilot disconnect switch The flight control panel (FCP) contains push-
(AP/YD DISC), installed on the outboard handle buttons that control the following:
of each control wheel, allows immediate auto-
pilot disengagement (Figure 16-19). It will also • Flight guidance modes
disconnect the yaw damper if it is pressed with • Preselected altitude
the landing gear down.
• Course arrows and heading/track bug
Two vertical synchronization (VERT SYNCH) • Left or right flight guidance input
switches, on the outboard forward side of each • Autopilot/yaw damper engagement
control wheel handle, vertically synchronize the
flight director references. The VERT SYNCH • Vertical speed and pitch reference
switch allows the pilot to synchronize to the ­selections
current flight values with the autopilot off.
The following describes the FCP switches
By pressing either switch, the pilot selects a that control the flight director/autopilot (Figure
different vertical pitch. When the respective 16-20):
switch is released, the flight director resets to
• AP pushbutton
the pitch selected by the pilot.
• CPL pushbutton
• YD pushbutton
• AP/YD DISC switch bar

VERT VERT
SYNCH SYNCH

TRIM AP/SP
TRIM
16 AVIONICS

AP/SP
DISC DISC
DISC DISC

CAPTAIN’S CONTROL WHEEL FIRST OFFICER’S CONTROL WHEEL

Figure 16-19. Control Wheel Switches

FD 1 APPR AP CPL FD 2
PUSHBUTTON PUSHBUTTON PUSHBUTTON PUSHBUTTON PUSHBUTTON

FD HDG/TRK HDG TRK

APPR ALT ALT SEL FLC DOWN AP CPL YD FD
PUS P UL
H

YN 00 F
S

CRS AP/YD DISC CRS

BANK NAV B/C VNAV VS
PUS PU
S
H

H
DI
DI

REC R E C
T
T

UP Collins

HDG/TRK AP/YD DISCONNECT YD

PUSHBUTTON SWITCH BAR PUSHBUTTON

Figure 16-20. Flight Control Panel (Sheet 1 of 2)

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• FD 1 pushbutton AP Pushbutton
• HDG/TRK pushbutton Pressing the AP pushbutton engages the auto-
• APPR pushbutton pilot. An electrical interlock also engages the
• FD 2 pushbutton yaw damper. The autopilot remains engaged
if the FCC does not detect any autopilot faults.
• NAV pushbutton When engaged, the autopilot flies the flight di-
• ALT pushbutton rector commands from the coupled side (se-
lected by CPL button). Pressing the AP push-
• BANK pushbutton
button a second time, or manually lowering the
• B/C pushbutton AP/YD DISC bar, will disengage the autopilot.
• VNAV pushbutton The PFDs display an AP annunciation.
• VS pushbutton CPL Pushbutton
• FLC pushbutton
Pressing the couple (CPL) pushbutton alter-
• HDG/TRK PUSH SYNC pushbutton nately selects the left side (No. 1) or right side
• HDG/TRK knob (No. 2) information for autopilot control. The left
indicator light illuminates with the left side se-
• HDG/TRK arm switch
lected. The right indicator light illuminates with
• CRS 1 knob/PUSH DIRECT button the right side selected.
• CRS 2 knob/PUSH DIRECT button
YD Pushbutton
• ALT SEL knob
Pressing the YD pushbutton engages the yaw
• VS/pitch wheel
damper. The yaw damper remains engaged
• Go-around switches if the FCC does not detect any yaw damper
faults. When engaged, the FCC computers pro-
vide yaw damping and turn coordination. The
PFD displays a white YD annunciation when

16 AVIONICS
disengaged.

HDG/TRK PUSH SYNC HDG/TRK FLC VS PITCH

PUSHBUTTON KNOB PUSHBUTTON WHEEL

FD HDG/TRK HDG TRK

K
APPR ALT ALT SEL FLC DOWN AP CPL YD FD
PUS P UL
H

YN 00 F
S

CRS AP/YD DISC CRS

BANK NAV B/C VNAV VS
PUS PU
S
H

H
DI
DI

REC R E C
T
T

UP Collins

CRS 1 KNOB/ VNAV VS CRS 2 KNOB/

PUSH DIRECT BUTTON PUSHBUTTON PUSHBUTTON PUSH DIRECT BUTTON

Figure 16-20. Flight Control Panel (Sheet 2 of 2)

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Pressing the YD pushbutton or manually lower- APPR Pushbutton

ing the AP/YD DISC bar will disengage the yaw
damper. The yaw damper automatically disen- Pressing the APPR pushbutton alternately se-
gages if the FCC monitors detect a failure con- lects or deselects the approach mode. The
dition. Both PFDs display a flashing yellow YD approach mode is similar to navigation mode.
annunciation for 10 seconds after a yaw damp- The active navigation source (selected on the
er disengagement. DCP and annunciated on the PFD) determines
the type of approach mode. Pressing the APPR
AP/YD DISC Switch Bar button arms the mode. The mode automatically
captures when within capture conditions param-
Manually lowering the AP/YD DISC switch bar eters. Before capture, the system operates in a
disengages both the autopilot and yaw damp- heading/track select (or FMS) submode.
er. This switch is not spring-loaded and remains
in the position last selected. In a non-FMS approach, the FCC performs an
all-angle adaptive capture. The FCC arms for
FD 1 Pushbutton glide-slope capture (if GS is valid) after a front-
course localizer capture. G/S annunciates in
Pressing the left FD pushbutton manually selects
white on the PFD. At glide-slope capture, the
or deselects the flight director display on the
G/S annunciation turns green, and the FCC
captain’s PFD. The flight director display consists
generates commands to maintain flight on the
of steering commands and associated mode an-
glide path.
nunciations. The flight director cannot be dese-
lected during an overspeed condition. With the FMS as the active NAV source, the
FMS determines the capture point. After cap-
The flight director display automatically
ture, the FMS applies lateral bank commands
­appears with the following conditions:
to the FCC.
• Autopilot is engaged
FD 2 Pushbutton
• Go-around is selected
Pressing the right FD pushbutton manually se-
• When an overspeed occurs
16 AVIONICS

lects or deselects the flight director display on

• A flight guidance mode is selected the first officer’s PFD. The flight director display
• Upon transfer of right-side flight guidance consists of steering commands and associated
commands mode annunciations. The flight director cannot
be deselected during an overspeed condition.
HDG/TRK Pushbutton
The flight director display is automatically se-
Pressing the HDG/TRK pushbutton alternate- lected with the same conditions as those for
ly selects or deselects the heading or ground the FD 1 pushbutton.
track mode. Either HDG or TRK annunciates
on the PFD. The FCC generates commands to NAV Pushbutton
capture and maintain the selected heading or
Pressing the NAV pushbutton alternately selects
ground track. This value is marked on the PFD
or deselects the navigation mode. The FCC gen-
by a heading/track bug and can be changed
erates lateral commands to fly the active naviga-
using the HDG/TRK set knob. Pushing the
tion course. This source is selected on the DCP
HDG/TRK sync pushbutton synchronizes the
and annunciated on the PFD. Pressing the but-
selected reference to the current heading/air-
ton arms the NAV mode. The mode automati-
craft track. Track mode is only available with an
cally captures when within capture condition pa-
IRS installation.
rameters. Before capture, the system operates
in a heading/track select submode.
Without the FMS as the active NAV source, the
FCC performs an all-angle adaptive capture.

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After capture, the FCC generates commands to VNAV Pushbutton

maintain the NAV course. This course may be
changed using the left or right CRS knob. Pressing the VNAV pushbutton alternate-
ly ­selects or deselects the vertical navigation
With the FMS as the active NAV source, the mode. The FMS generates commands to fly a
FMS determines the capture point. After cap- vertical navigation path. Pressing the button
ture, the FMS applies lateral bank commands arms the VNAV mode. The mode automatically
to the FCC. captures at a point determined by the FMS. Be-
fore capture, the system operates in the current
ALT Pushbutton active vertical mode.
Pressing the ALT pushbutton alternately se- VS Pushbutton
lects or deselects the altitude hold mode. An
ALT annunciates on the PFD. The FCC gener- Pressing the VS pushbutton alternately selects
ates commands to maintain the pressure alti- or deselects the vertical-speed-hold mode. VS
tude existing when the ALT mode is selected. annunciates on the PFD. The FCC generates
The altitude hold mode automatically selects commands to maintain the vertical speed ex-
after capturing and becoming established at isting when VS mode is selected. Rotating the
the preselected setting existing with the ALT VS/pitch wheel changes the ­ vertical speed
mode selected. reference.
BANK Pushbutton FLC Pushbutton
Pressing the BANK pushbutton alternately se- Pressing the FLC pushbutton alternately selects
lects between full and half-bank mode. A green or deselects the flight-level-change mode. The
asterisk annunciates by the lateral capture field FLC annunciates on the PFD. The FCC gener-
on the PFD when half bank is selected. This ates commands to maintain the airspeed exist-
mode limits the maximum bank angle command ing and commands a vertical speed toward the
to 12.5°, half of the normal 25° bank angle. preselected altitude. Otherwise, commands
are generated to maintain zero vertical speed.

16 AVIONICS
On the Universal FMS, the half-bank mode FLC mode is inhibited if glide-slope approach
automatically occurs with a flight director se- mode, altitude preselect mode, or overspeed
lected and the airplane altitude above 31,600 mode is active.
feet. This mode automatically clears when the
airplane descends below this altitude. On the When FLC mode is selected, the airspeed
Collins FMS, the half-bank mode automatically ­reference is automatically set at the current IAS
occurs with the flight director selected and the or Mach speed and displays as a reference bug
airplane altitude above 30,000 feet. on the PFD. This reference may be changed
(up to VMO/MMO) by turning the SPEED knob.
B/C Pushbutton The reference can be toggled ­between IAS and
Pressing the B/C pushbutton alternately selects Mach.
or deselects the back course mode. A localiz- If the preselected altitude is above the current
er (LOC) must be selected as the active NAV altitude, a climb is intended. If there is a suf-
source to enable back-course mode. Pushing ficient thrust increase to accomplish a climb,
the button arms the back-course mode. The the FLC mode generates commands to main-
mode automatically captures when within cap- tain the airspeed reference. If there is not suffi-
ture condition parameters. Prior to an all-an- cient thrust increase to accomplish a climb, FLC
gle adaptive capture, the system operates in a mode generates commands to fly level (zero
heading/track select (or FMS) submode. vertical speed).
If the preselected altitude is below the current
altitude, a descent is intended. If there is a suffi-
cient thrust decrease to accomplish a descent,

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the FLC mode generates commands to main- CRS 1 Knob/PUSH DIRECT Button
tain the airspeed reference. If there is not suffi-
cient thrust decrease to accomplish a descent, Turning the left CRS knob selects the left side
FLC mode generates commands to fly level active navigation course displayed on the
(zero vertical speed). ­captain’s PFD. Clockwise rotation increases the
selected course angle. Pressing the left PUSH
If the FLC mode is in a climb and the prese- DIRECT pushbutton, in the center of the CRS
lected altitude is changed from above to below knob, zeroes the left side course deviation. It
the current altitude, FLC mode will smoothly also automatically selects a direct course to the
change from climb to descent, If the FLC mode tuned NAV station.
is in a descent and the preselected altitude is
changed from below to above the current alti- CRS 2 Knob/PUSH DIRECT Button
tude, FLC mode will smoothly change from de- Turning the right CRS knob selects the right
scent to climb. side active navigation course displayed on the
HDG/TRK PUSH SYNC Pushbutton first officer’s PFD. Clockwise rotation increas-
es the selected course angle. Pressing the
Pressing the (center) PUSH SYNC pushbutton right PUSH DIRECT pushbutton, in the center
synchronizes the heading or track reference to of the CRS knob zeroes the right side course
the current airplane heading or track (read un- deviation. It also automatically selects a direct
der the lubber line). This switch simultaneously course to the tuned NAV station.
synchronizes the heading/track bug on both
the left and right side PFDs. ALT SEL Knob

HDG/TRK Knob Turning the ALT SEL knob changes the prese-
lect altitude by 1,000 feet per click or by 100
Turning the (inner) HDG/TRK knob selects the feet per click when the PULL 100 FT switch
heading or ground track reference shown on (center of ALT SEL knob) is pulled out.
the PFD. This knob simultaneously controls the
heading/track bug on both the left and right VS/Pitch Wheel
16 AVIONICS

side PFDs. Clockwise rotation increases the se- When in basic pitch mode, turning the VS/
lected reference angle. When the flight direc- pitch wheel changes the pitch reference value.
tor is displayed, it follows the newly ­selected When in vertical speed mode, turning the VS/
heading. pitch wheel changes the vertical speed refer-
HDG/TRK Arm Switch ence value.

Turning the (skirted) HDG/TRK switch counter- Rotating the VS/pitch wheel automatical-
clockwise arms the heading mode. Turning the ly selects the pitch mode if a flight director is
knob clockwise arms the ground track mode if ­selected or the autopilot is engaged, and the
the IRS is installed. The armed mode is select- following modes are not active:
ed with the HDG/TRK button. • Glide-slope approach mode
• Altitude preselect mode
• Go-around mode
• Vertical speed mode
• Overspeed mode

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Go-Around Switches
COMPACT DISC/VIDEO CASSETTE
Two go-around switches, installed on each PLAYER
thrust lever outboard side, sets the takeoff
mode on the ground and the go-around mode A Sony compact disc player and video cas-
in the air. The switches also disengage the au- sette player are shelf-mounted units located
topilot during a go-around. in the passenger cabin. The units contain the
following:
• CD magazine
PASSENGER ADDRESS • Video tape magazine

AND ENTERTAINMENT • Motor drive circuits

• Switching circuits
SYSTEM • Preamplifiers

SYSTEM DESCRIPTION STEREO AMPLIFIER/CHIME UNIT

The passenger address and entertainment Located in the left cabin rack, the amplifier ac-
system enables announcements and boarding cepts microphone and audio inputs and pro-
music distribution to passengers over the loud- vides 60 watts of audio power for the cabin
speakers. The music portion of the system pro- loudspeakers. The amplifier also sounds a low-
vides multichannel selections for stereo, video, tone chime signal when the SEAT BELTS/NO
and compact disc player. SMOKING signs are turned on or off.

The CD-2000 cabin display system integrates

with the passenger address and entertainment
LOUDSPEAKERS
system to provide crew generated messages, Eight loudspeakers in the passenger cabin air-
displays, and briefings. craft ceiling provide audio for the passenger

16 AVIONICS
address and entertainment system.
COMPONENT DESCRIPTION
The passenger address and entertainment sys-
CONTROLS AND INDICATIONS
tem consists of the following: The controls for the passenger address system
consist of the following:
• Compact disc/video cassette player
• Stereo amplification/chime unit • Touch switch panel
• Loudspeakers • Volume control panel

TOUCH SWITCH PANEL

The touch switch panel in the right passenger
cabin contains a volume control switch and
­selector switches. The touch switch enables the
attendant to select boarding music programs.

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VOLUME CONTROL PANEL ANTENNA

The volume control panel in the right passen- The 3.5-inch-tall, omnidirectional blade-type
ger cabin compartment consists of a ­volume antenna is located at the lower fuselage. The
knob. antenna functions as an 850-MHz receive
­antenna or 895-MHz transmit antenna.

AIRBORNE RADIO HANDSETS

TELEPHONE SYSTEM The WH-800 handsets are distributed be-
tween two subscriber loops. A configuration
SYSTEM DESCRIPTION of four signal and two ground wires connected
through the electrical connection (ECO) boxes
The Magnastar airborne radio telephone sys- have a termination at the subscriber loop termi-
tem provides full airborne telephone and fax nal block. The handsets provide the following:
services with two air-to-ground voice channels.
An optional satellite communication system will • Voice and modem data services between
interface with the handsets. users and public switched telephone net-
work (PSTN)
• Three-line liquid-crystal display (LCD) to
COMPONENT DESCRIPTION display call progress messages
The telephone system consists of the ­following: • Standard 12 button dual-tone multiple fre-
quency (DTMF) keypad, three special func-
• Transceiver tion keys, and volume control
• Antenna
• Handsets
CABIN DISPLAY
TRANSCEIVER
SYSTEM
16 AVIONICS

The transceiver is designed for tray mounting

with forced air cooling. The transceiver per-
forms the following major functions: SYSTEM DESCRIPTION
• Controls and connects handsets to the ra- The cabin display system features the
dio channel ­following:
• Selects a channel for transmission to a • Flat panel displays for video
ground station during transmit operations
• Moving maps
• Transmits 895-MHz signal to a ground sta-
• Graphic displays
tion through the antenna
• Real time flight information
• Receives the 850-MHz signal transmitted
from a ground station • Prerecorded briefings and messages

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QUESTIONS
1. Which of the following is NOT a function of 5. Where do the standby instruments receive
the audio control panel? static pressure input from?
A. Selecting a radio frequency A. The S1 static ports
B. Monitoring a communications B. The S2 static ports
frequency C. The S3 static ports
C. Identifying a navigation signal D. Ambient cabin air
D. Adjusting the volume for all frequen-
cies and the intercom 6. After total electrical power failure, how long
will the standby attitude indicator (SAI) supply
2. If the SELCAL has been armed and the reliable attitude information?
proper tones are received, which is NOT A. A minimum of 9 minutes
a good indication to the crew that you are
being called? B. A minimum of 19 minutes
A. A SELCAL advisory message is dis- C. A minimum of 30 minutes
played on the EICAS. D. Until the warning flag comes into view
B. The HF RESET SELCAL switchlight is
illuminated. 7. Where are the VOR/LOC antennas located?
C. A SELCAL tone sounds in the audio A. On the upper fuselage above the
system. flight deck
D. The WH-800 Flitephone handset rings. B. On the vertical stabilizer
C. On the lower fuselage below the
3. How many static ports are there on the ­passenger compartment

16 AVIONICS
Gulfstream G200 aircraft? D. On the nose section, lower fuselage
A. 2
B. 4 8. How many pilot-defined routes can the
C. 6 UNS-1C flight management system (FMS)
store?
D. 8
A. 200
4. The inertial reference unit (IRU) provides: B. 3,000
A. Magnetic heading information only. C. 12,000
B. Localizer and glideslope guidance. D. 100,000
C. Aircraft attitude and heading.
D. SAT and TAT information from built in
sensors.

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9. How can the pilot adjust the heading bug 11. With the flight director selected, bank is au-
on the primary flight display (PFD) or the tomatically limited to 1/2 of normal above
multifunction display (MFD)? what altitude?
A. With a remote slew switch mounted A. UNS-1C 32,100 ft / Collins 22,000 ft
on each control wheel B. UNS-1C 24,500 ft / Collins 31,600 ft
B. With a knob located on the lower right C. UNS-1C 31,600 ft / Collins 30,000 ft
corner of the electronic flight display
(EFD) D. UNS-1C 35,000 ft / Collins 30,000 ft
C. With the inner portion of the HDG/TRK
knob located on the dash mounted 12. In order to fly a back course localizer with
flight control panel (FCP) the flight director:
D. With the outer portion of the BRG knob A. The back course must be set in the
located on the pedestal mounted dis- course selector of the HSI.
play control panel (DCP) B. A localizer (LOC) must be selected as
the active NAV source to enable the
10. What does the AP pushbutton on the FCP back course mode.
do? C. The pilot must manually intercept the
A. Engages and disengages the autopilot back course before the flight director
will provide guidance.
B. Changes the coupling of the autopilot
to the left or right flight director D. None of the above
C. Disengages the autopilot only
D. Engages the autopilot only
16 AVIONICS

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CHAPTER 17

MISCELLANEOUS SYSTEMS
CONTENTS
Page

INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
OXYGEN SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-2
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-2
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7
Passenger Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-13
WATER/WASTE SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-17
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-17
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-17
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-17
COCKPIT VOICE RECORDER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-18
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-18
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-18
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-18
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-19

17 MISCELLANEOUS
EMERGENCY LOCATOR TRANSMITTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-19

SYSTEMS
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-19
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-19
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-19
CLOCK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-20
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-20
Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-20
Controls and Indications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-21
QUESTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-22

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ILLUSTRATIONS
Figure Title Page

17-1 Oxygen System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3

17-2 Executive Configuration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-4
17-3 Commuter Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-4
17-4 Oxygen Masks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-5
17-5 Oxygen Supply Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6
17-6 
Standard and Optional Oxygen Cylinders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7
17-7 Crew Mask and Stowage Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8
17-8 
Crew Mask Controls and Regulator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-9
17-9 Oxygen System Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10
17-10 
PASSENGER OXYGEN Control Panel—Mod 20195. . . . . . . . . . . . . . . . . . . . . . . . . 17-11
17-11 EICAS Secondary Page Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-12
17-12 Passenger Dropout Box. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-15
17-13 Therapeutic Oxygen System and Mask. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-16
17-14 Digital Clock. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-20
17 MISCELLANEOUS
SYSTEMS

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CHAPTER 17

MISCELLANEOUS SYSTEMS
INTRODUCTION
This chapter covers miscellaneous systems installed in the Gulfstream G200 series aircraft. Mis-
cellaneous systems include oxygen, water/waste, cockpit voice recorder, emergency locator trans-
mitter, and clocks. System and component descriptions, controls and ­indications, and operational
details for the various systems are included.

GENERAL

17 MISCELLANEOUS
The oxygen system provides supplemental ox- The emergency locator transmitter activates

SYSTEMS
ygen for all occupants in compliance with ap- automatically under emergency conditions. It
plicable Federal Air Regulations. Provisions are produces a signal used to locate the aircraft in
also made for a therapeutic oxygen supply. an emergency.
The water/waste system is a series of plumbing A digital clock is installed in the cockpit on the
and storage tanks that provide water for pas- captain’s side (an optional clock may be installed
senger use as well as waste removal for the on the first officer’s side). The clock displays real
lavatory. time, flight time, and elapsed time.
The cockpit voice recorder provides a 30-min-
ute record of the most recent captain/first officer
dialogue and air-to-ground communications.

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EXECUTIVE CONFIGURATION
OXYGEN SYSTEM The standard configuration (Figure 17-2) is
the executive configuration. This configura-
SYSTEM DESCRIPTION tion ­accommodates eight passengers and two
The Gulfstream G200 oxygen system (Figure crewmembers.
17-1) is capable of supplying any aircraft con- Only one oxygen regulator is required because
figurations: an 8-passenger executive con- a single regulator can accommodate up to 12
figuration up to a 19-passenger commuter persons.
configuration.
For normal aircraft operations, one cylinder pro- COMMUTER CONFIGURATION
vides ample oxygen for the system.
The commuter configuration (Figure 17-3)
Quick-donning masks are provided for the accommodates 19 passengers and 2 crew-
crew. Passengers use conventional masks de- members. The oxygen system itself is virtually
ployed automatically or manually by the first of- identical to the eight-passenger executive con-
ficer. Therapeutic oxygen is available from two figuration except for an additional oxygen reg-
outlets which enable the mask to reach every ulator and dropout boxes for the added seats.
passenger seat.
The system is controlled from the first officer’s
side console. Parameters are monitored and
status is displayed on the engine indication
and crew alerting system (EICAS). Electrical
power for the oxygen system comes from the
right distribution bus.
17 MISCELLANEOUS
SYSTEMS

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LEGEND
SUPPLY LINE PRESSURE REDUCER

PROTECTIVE HIGH PRESSURE (CYLINDER FILL)

BAG
PRESSURE SIGNAL TO EICAS
DISCHARGE LINE LOW PRESSURE
RELIEF 70 PSI SUPPLY
SHUTOFF
ON VALVE
SHUTOFF
VALVE
2,500-2,775 PSI RELIEF (OVERBOARD)
OFF

OXYGEN
CYLINDER REGULATED PRESSURE
SECOND 77 CU FT
CYLINDER
77 CU FT
(OPTIONAL) ELECTRICAL LINE
FILL LINE

NOSE
OUTLET TO CABIN
VENT DRAIN TO BLOW OUT DISK SUPPLY
LINE

EICAS SECOND
OXYGEN
OXYGEN CYLINDER
PRESS 1500 PSI (OPTIONAL)

OXYGEN
QTY LOW OXYGEN
FROM FILLING PORT CYLINDER
OXY MASKS
PRESS LOW ALTITUDE (FROM ADC)
CABIN ALTITUDE (SENSED)
LANDING
RT DISTR.BUS FIELD
ELEVATION
OXYGEN
CONTR (PILOT INPUT)
PASSENGER OXYGEN CONTROL PANEL
BY-PASS PASSENGER AUTO
VALVE OXYGEN SIGNAL
ON LIGHT
OFF CABIN PRESSURE CONTROL
SWITCH
SUPPLY

SYSTEM (CPCS)
AUTO

ON

MAIN SUPPLY
VALVE BLINKER TEST
THERAPEUTIC OUTLET
FIRST OFFICER’S
MASK AND
GOGGLES THERAPEUTIC
THERA- MASK
CABIN
PEUTIC
OXYGEN VALVE
SUPPLY
THERAPEUTIC LINE

17 MISCELLANEOUS
PASSENGER
OXYGEN REGULATOR

LAVATORY

SYSTEMS
SURGE VALVE
TO
REGULATOR PASSENGER
SECOND MASKS
NOSE COCKPIT SOLENOID
VALVE REGULATOR
(OPTIONAL)
FORWARD PASSENGER OXYGEN
PRESSURE DROPOUT BOXES
BULKHEAD
PASSENGER OXYGEN SYSTEM
COCKPIT (9 PASSENGER SHOWN)
OBSERVER
(OPTIONAL) COCKPIT- CABIN

PRESSURE
SWITCH BLINKER TEST

CAPTAIN’S
MASK AND
GOGGLES

Figure 17-1. Oxygen System Schematic

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Figure 17-2. Executive Configuration

17 MISCELLANEOUS
SYSTEMS

Figure 17-3. Commuter Configuration

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an additional regulator to accommodate the

COMPONENT DESCRIPTION ­increased number of oxygen masks

OXYGEN MASKS A special oxygen mask with calibrated flow

is provided for therapeutic use. An observer
The oxygen system incorporates a number mask may be installed at the cockpit entrance
of different mask combinations (Figure 17-4) as an option.
to serve the crew and passengers. One spare
passenger mask is provided for every two For the eight seat configuration, there are 12
passengers. masks in the passenger seating area in four
drop boxes. Two masks are supplied for the
Crew masks are fitted with individual regulators lavatory. Therapeutic masks are available
and are immediately available to crewmembers at two outlets that are accessible from any
in the event of rapid depressurization. ­passenger seat.
Up to 12 passenger masks are controlled by
a common regulator. They automatically de-
ploy when needed, dropping from overhead
storage boxes. The 19-passenger version has

THERAPEUTIC MASK PASSENGER CREW MASK

MASK

ARE NOT SE
AL

17 MISCELLANEOUS
SYSTEMS
Figure 17-4. Oxygen Masks

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OXYGEN SUPPLY PRESSURE GAGE AND PRESSURE

The supply portion of the oxygen system is
TRANSDUCER
composed of a cylinder, regulator, shutoff valve, The oxygen cylinder has a direct-reading pres-
charging valve, and an overboard discharge in- sure gage to provide cylinder pressure readings
dicator (Figure 17-5). during oxygen servicing. During normal opera-
tions, cylinder pressure is transmitted to the EI-
OXYGEN CYLINDER CAS through a pressure transducer integral to
the cylinder.
The oxygen cylinder is located in the nose of
the aircraft (Figure 17-6). The standard cylin-
der (STD) contains 77 cubic feet of oxygen (115
SHUTOFF VALVE AND PRESSURE
cubic feet with Mod 7253) with a nominal ser- REDUCER
vice pressure of 1,850 psi at 21°C. The cylinder The oxygen cylinder contains a shutoff valve
is sealed from its surroundings in an airtight, which must be open and secured in the ON po-
fire-retardant protective container. sition for flight. When maintenance is required,
Aircraft with the 77 cu ft cylinder have the op- the valve is switched to the OFF position.
tion of adding a second 77 cu ft cylinder. A pressure reducer integral to the cylinder
Overboard venting is provided for potential cyl- ­reduces oxygen pressure to 70 psi for delivery to
inder leakage. the crew, passengers, and therapeutic systems.

NOSE
BULKHEAD
PROTECTIVE BAG
CYLINDER PRESSURE TRANSDUCER
ELECTRICAL SIGNAL
TO EICAS
OVERBOARD NOSE COCKPIT
DISCHARGE
INDICATOR FILLER HIGH LOW
VALVE PRESSURE ON PRESSURE
RELIEF RELIEF
OFF
CYLINDER
SHUTOFF
VALVE
OPTIONAL VENT
CYLINDER FILLER
VALVE OXYGEN
SHUTOFF
CHARGING OXYGEN VALVE
VALVE CYLINDER CABIN
17 MISCELLANEOUS

OXYGEN
OXYGEN FILL SUPPLY
LINE
TO OVERBOARD TO
SYSTEMS

DISCHARGE INDICATOR CABIN

SUPPLY
OPTIONAL
CYLINDER

FROM OXYGEN
CHARGING CYLINDER
LEGEND VALVE
HIGH PRESSURE OXYGEN
PRESSURE
REDUCED PRESSURE OXYGEN OXYGEN
PRESSURE SWITCH
OXYGEN
HIGH PRESSURE OVERBOARD PRESSURE
LOW

REGULATED PRESSURE OXYGEN

ELECTRICAL LINE

Figure 17-5. Oxygen Supply Components

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OXYGEN CHARGING PORT SYSTEM OPERATION

The oxygen charging port, accessible through Oxygen supply to all aircraft users is controlled
an access door, is located on the right side of by the oxygen shutoff valve which is open for
the nose compartment. This charging port con- flight. A pressure reducer, integral with the
nects to the filler valve on the oxygen cylinder cylinder, provides a first-stage pressure re-
and has a protective cap. The charging port duction to 70 psi for distribution to crew and
includes a check valve. An additional check passengers.
valve exists within the cylinder fill fitting; this
additional valve ensures that oxygen cannot The crew oxygen system is supplied through
escape from the cylinder if a fill line leaks or a mask-mounted, diluter-demand regulator
breaks. which further reduces pressure.
The passenger oxygen system feeds through
OVERBOARD DISCHARGE INDICATOR a passenger oxygen regulator, which regulates
The overboard discharge indicator, a blowout the pressure based on cabin altitude.
disc, is located under the nose of the aircraft. Oxygen cylinder pressure, status, and caution
The overboard discharge indicator connects to messages are transmitted to the EICAS display
a high-pressure rupture fitting on the oxygen on the center instrument panel.
cylinder. A missing disc indicates that a cylinder
overpressure (2,500 to 2,775 psi) has occurred
and the oxygen has been vented overboard. CONTROLS AND INDICATIONS
When an overpressure condition occurs, the
cylinder must be ­replaced. CREW OXYGEN SYSTEM
CREW OXYGEN MASKS
The crew’s oxygen system is equipped with
EROS, quick-donning masks (Figure 17-7).
These masks may be donned within five sec-
onds using only one hand.
Each pilot oxygen mask is located in a con-
sole-mounted stowage box.
The mask includes an inflatable harness, ad-

17 MISCELLANEOUS
justable to allow a comfortable fit to the user’s
head. Smoke goggles are also provided for

SYSTEMS
protection against smoke and toxic gases.
OPT

STD

Figure 17-6. Standard and Optional

Oxygen Cylinders

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INFLATABLE
HARNESS
ORO NASAL
MASK SHELL

MICROPHONE

RESET/TEST
PRESS TO TEST/ REGULATOR SWITCH OXYGEN
EMERGENCY SHUTOFF FLOW
“N/100%”
BUTTON VALVE INDICATOR
MANUAL
PLATE CONTROL
OXYGEN ON
(INFLATION RESET/TEST INDICATOR
CONTROL) SWITCH

MICROPHONE
LEAD

FLOW
INDICATOR

OXYGEN
17 MISCELLANEOUS

LINE
OXYGEN
SUPPLY
SYSTEMS

STOWAGE BOX

MICROPHONE JACK

Figure 17-7. Crew Mask and Stowage Box

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EMERGENCY/TEST Knob
OXYGEN SUPPLY AND REGULATION
The EMERGENCY/TEST knob rotates counter-
Oxygen flow is available to the crew when the
clockwise. When rotated, it supplies positive
oxygen shutoff valve, within the stowage box,
pressure at any cabin altitude.
is open. In addition, the bayonet fitting on the
crew mask supply line must be engaged with In TEST mode, the knob is depressed. This sup-
the quick-disconnect for oxygen to flow. plies pressurized oxygen for checking the pres-
sure-breathing performance on the ground.
MASK-MOUNTED REGULATOR
After the first-stage pressure reduction (70
psig), oxygen for the flight crew is available
at all times and altitudes. This oxygen is avail-
able through a miniature, mask-mounted, di-
luter-demand regulator for each pilot (Figure
17-8).
During normal operation, the mask regulator
supplies diluted oxygen at increasing oxygen
CAPTAIN/F.O.
percentages as cabin altitude increases. Above OXYGEN MASK
approximately 32,000 feet cabin altitude, the
regulator supplies 100% oxygen on demand. VENT
PNEUMATIC HARNESS VALVE
Above 38,000 feet, the 100% oxygen is pres-
surized. Oxygen supply pressure increases as VENT
cabin altitude increases, up to 45,000 feet. VALVE
CONTROL
ARE NOT S
The pilot can select pure (100%) or pressurized
(emergency) oxygen at low altitudes (below
EA
L

32,000 feet), if desired.

Crew Mask Controls
REGULATOR
Touch Plates
When gripping the oxygen mask regulator, press- TOUCH
PLATES
ing the red touch plates (Figure 17-8) causes the
mask harness to inflate oversize. This allows the

17 MISCELLANEOUS
use of only one hand in placing the harness and
mask over the head and into position. When the BOTTOM
VIEW

SYSTEMS
touch plates are released, the harness deflates DILUTER
to fit securely around the head. SWITCH

N/100% Diluter Switch

N

REGULATOR
100%
PUSH
The N/100% diluter switch is a two position EMERGENCY/
selector which sets the regulator mode as TEST KNOB
follows:
Normal—The regulator functions in the normal EMERGENCY

demand mode (with diluted oxygen as a func-

PRESS
TO

tion of cabin altitude). TEST

100%—Undiluted, 100% oxygen is continuously Figure 17-8. C

 rew Mask Controls
supplied at any altitude. and Regulator

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 GULFSTREAM G200
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Vent Valve The valve must be open (ON) for flight and
closed (OFF) when the system is not in use.
The vent valve alleviates vapor formation in
the smoke goggles when smoke protection is
required. PASSENGER OXYGEN CONTROL PANEL
The PASSENGER OXYGEN control panel,
Test and Reset Control Lever
located on the first officer’s console (Fig-
­
The PRESS TO TEST AND RESET control lever ure 17-9), includes the following controls and
(Figure 17-9) is on the top of each pilot mask indications:
stowage box. Pushing on the lever sends oxy-
• ON–AUTO–OFF solenoid switch
gen flow from the valve to the blinker window.
Observing the blinker window and hearing the • BY-PASS VALVE lever
oxygen flow verifies the supply of oxygen to • PASS OXYGEN ON light
the box.

OXYGEN SHUTOFF VALVE

The OXYGEN SHUTOFF valve control (Figure
17-9), located on the first officer’s side con-
sole, provides control of oxygen flow from the
oxygen cylinder to the crew and passenger
systems.
17 MISCELLANEOUS
SYSTEMS

TEST AND
RESET LEVER

Figure 17-9. Oxygen System Controls

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BY-PASS VALVE SWITCH

The BY-PASS VALVE switch controls a me-
chanical bypass valve. This valve activates the
passenger oxygen system under the following
conditions:
• Electrical power failure
• Solenoid valve malfunction
The BY-PASS VALVE switch positions and their
functions are as follows:
ON—Opens the bypass valve, allowing the oxy-
gen supply to bypass a failed solenoid valve
OFF—Closes the bypass valve

PASS OXYGEN ON LIGHT

The PASS OXYGEN ON light comes on when
the solenoid valve is energized.
Figure 17-10. PASSENGER OXYGEN
Control Panel—Mod 20195 To test the light, a press-to-test function is pro-
vided. The ON–AUTO–OFF switch is set to the
ON–AUTO–OFF SUPPLY SWITCH AUTO position. When the light is pressed, it
should illuminate.
The ON–AUTO–OFF supply switch is an elec-
trical toggle switch. It controls the passenger The PASSENGER OXYGEN selector (mechanical
oxygen supply through an aneroid switch and knob for system mode selection) (Figure 17-9)
solenoid valve. The switch positions and their functions as follows:
functions are:
• OFF—Electrical solenoid is not energized
ON—Activates the passenger oxygen system at any altitude
at any cabin altitude by energizing the sole- • AUTO—Normal operating position, system
noid valve. activation by the CPCS at 13,500 feet cabin
AUTO—This is the normal operating position. altitude
With the switch set to AUTO, the passenger ox- • BYPASS—Override position, activates the

17 MISCELLANEOUS
ygen system automatically energizes the sole- passenger system mechanically, regard-
noid valve at two cabin pressure altitudes (de- less of electrical power

SYSTEMS
pending on landing field elevation):
• Green OXYGEN ON light—Provides visual
• At landing field elevations of 8,500 feet indication of passenger system activation
and below: 13,500 ±250 feet and positive flow of passenger oxygen.
• At landing field elevations above 8,500 • THEREPEUTIC OXYGEN switch—Controls
feet: 14,750 ±250 feet valve of special therapeutic oxygen supply:
OFF—The solenoid valve is not energized at º ON—Valve is open
any altitude. The OFF position is used when:
º OFF—Valve is closed
• No passengers are on board
• All oxygen is reserved for the crew

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• Green, with pressure more than 800 psi

THERAPEUTIC OXYGEN VALVE CONTROL
• Amber, with pressure less than 800 psi
The THERAPEUTIC OXYGEN lever, located
on the first officer’s console, is a two-position, OXY MASKS PRESS LOW—An amber caution
ON–OFF mechanical control. The lever posi- message appears if pressure in the cockpit ox-
tions are as follows: ygen supply line drops below 55 psi. The most
probable cause for this is a closed OXYGEN
ON—Opens the therapeutic system valve. Reg- SHUTOFF valve.
ulated oxygen at 70 psi is supplied to the thera-
peutic outlets in the passenger cabin. OXY QTY LOW—A white status message ap-
pears when oxygen cylinder pressure drops
OFF—Closes the therapeutic system solenoid below 800 psi.
valve.
CREW OXYGEN MASK
EICAS MESSAGES STOWAGE BOX
The following messages are displayed on the An OXYGEN MASK stowage box is located on
EICAS secondary page (Figure 17-11): the captain’s and first officer’s side consoles.
OXYGEN PRESS—A pressure transducer, inte- Operation of the crew-mask stowage-box
gral to the oxygen cylinder, continuously trans- pneumatic system is controlled by opening the
mits cylinder pressure to the EICAS secondary left stowage-box door.
page. The numeric digits of the pressure dis-
play are as follows:

FUEL (LBS) ENG OIL

FUEL TEMP (JA–1) 20 67 PRESS 82
FORWARD TANK 1790 34 TEMP 39
FUSELAGE TANK 1800 OK QTY OK
CENTER TANK 2670 HYDRAULICS

2360 WING TANK 2360 92 FLUID QTY 95

170 FEED TANK 170 80 TEMP 80
80
17 MISCELLANEOUS

FUEL USED OXYGEN

FUEL TOTAL 11320 PRESS 2150PSI

SYSTEMS

WEIGHT (LBS) PRESSURIZATION

PAYLOAD 2400 LDG ELEV 1000

B.O.W. 16740 CABIN TEMP 69 °F
GROSS 30460 COCKPIT TEMP 71 °F

BRT

Figure 17-11. EICAS Secondary Page Display

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held dropout box doors. Passenger masks are

OXYGEN SHUTOFF VALVE OPERATION dropped automatically.
With the mask stowed and the stowage box left
The passenger mask is a continuous-flow type
door closed, the slider and flag linkage, under
and automatically drops when cabin altitude
spring action, pushes against the piston, which
exceeds the above limits. The mask drop is
shuts off the oxygen supply.
achieved by a surge valve which provides a
When the left door is open, the flag no longer momentary 70-psi oxygen pressure spike. Ox-
exerts pressure on the piston. The piston is dis- ygen flow from each mask is activated by pull-
placed by the oxygen pressure in the inlet hose ing an attached lanyard. Passengers may then
duct, allowing oxygen flow to the outlet hose. place the mask in position over the face, and
breath normally.
After the oxygen mask-regulator is extracted
from the stowage box, the doors of the box may If passenger oxygen is required below 13,500
be closed. Closing the doors will not shut off feet cabin altitude, the first officer can manually
oxygen supply to the oxygen mask-regulator. activate the system by placing the ON–AUTO–
OFF switch to ON. This activates the surge
valve, causing all masks to drop immediately.
PASSENGER OXYGEN SYSTEM When no passengers are on board, the pas-
senger oxygen system is deactivated by plac-
The passenger oxygen system is a continu-
ing the ON–AUTO–OFF switch to OFF.
ous-flow, mask-actuated system. Masks are
deployed to users automatically or by crew ac- The BY-PASS VALVE activates the system in
tion. The system provides each user with the case of electrical power failure.
supplemental oxygen required if rapid cabin
depressurization occurs. Electrical power is supplied to the solenoid
valve by the right distribution bus through an
OXYGEN SUPPLY AND REGULATION OXY CONTR circuit breaker on the overhead
panel. The PASS OXYGEN ON light on the
Passenger oxygen supply is available through PASSENGER OXYGEN control panel comes on
two controls on the PASSENGER OXYGEN con- when the solenoid valve energizes.
trol panel (see Figure 17-9):
• ON–AUTO–OFF switch
• BY-PASS VALVE lever
After first-stage pressure reduction (70 psi), ox-
ygen is supplied to the passenger oxygen reg-

17 MISCELLANEOUS
ulator. The regulator further reduces oxygen
pressure. Oxygen flow is controlled by a so-

SYSTEMS
lenoid valve activated by the ON–AUTO–OFF
switch. Above either 13,500 ±250 or 14,750
±250 feet cabin altitude, depending on landing
field elevation, the solenoid valve automatical-
ly energizes to activate the passenger oxygen
system. The rate of flow, however, is a function
of cabin altitude. Pressure increases with cabin
altitude and is automatically regulated through
the altitude-controlled regulator.
During normal operation, the ON–AUTO–OFF
switch is in the AUTO position. This enables
oxygen pressure to force open magnetically

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 GULFSTREAM G200
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Surge Valve
COMPONENTS DESCRIPTION
The surge valve provides a momentary oxygen
The passenger oxygen system consists of the
pressure of 70 psig to the passenger compart-
following major components:
ment masks. The valve is activated when the
• Altitude pressure switch solenoid valve is energized or when the BY-
PASS VALVE switch is activated. Its purpose is
• Passenger oxygen regulator assembly to ensure positive dropout of the masks.
• Passenger oxygen masks
PASSENGER OXYGEN MASKS
CABIN PRESSURIZATION CONTROLLER
Each passenger is provided with a face mask
The cabin pressurization controller provides a which fits over the nose and mouth and is se-
signal to the solenoid valve if the cabin altitude cured on the head with a strap. The mask sup-
reaches 13,500 feet or 14,750 feet, depending plies the passenger with an automatic, continu-
on the landing field elevation setting. It ener- ously regulated oxygen flow.
gizes a solenoid valve in the passenger oxygen
system when the passenger oxygen supply Passenger masks are stored in dropout boxes
switch is in the AUTO position. When the en- located in the cabin overhead. There is a two
ergized solenoid valve opens, it permits oxy- mask dropout box in the lavatory. An optional
gen flow to the passenger masks after passing observer mask can be installed at the cockpit
through the altitude-controlled regulator. entrance.
The first officer activates the mask dropout in
PASSENGER OXYGEN REGULATOR case of the automatic system failure by setting
ASSEMBLY the ON–AUTO–OFF switch, located on the
PASSENGER OXYGEN control panel, to the ON
The passenger oxygen regulator assembly, position or with the bypass valve lever.
located in the first officer’s side console, in-
cludes the following:
PASSENGER DROPOUT BOX
• Altitude-controlled regulator
Each dropout box (Figure 17-12) in the passen-
• Solenoid valve
ger cabin is installed in the center of the ceiling.
• Surge valve The box doors form part of the interior decora-
tion when closed. When the oxygen pressure
Altitude-Controlled Regulator
from the surge valve arrives, the door latch
The altitude-controlled regulator reduces the disengages, allowing the door to open and the
17 MISCELLANEOUS

oxygen pressure from 70 psig to 19.5–45. 5 masks to drop. After 15 seconds maximum, the
psig (as a function of altitude) to allow distribu- surge pressure is cut off, and regulated oxygen
SYSTEMS

tion of controlled oxygen flow to the passen- is supplied to each mask through the oxygen
ger masks. supply manifold in the box. Oxygen flow be-
gins after pulling the mask lanyard. After use,
Solenoid Valve the masks are repacked in the dropout boxes
according to a repacking instruction sticker at-
With the ON–AUTO–OFF switch in the AUTO tached to the door.
position, the 28-VDC solenoid valve opens
when energized by the pressurization control-
ler. This allows oxygen to flow from the oxygen
cylinder to the altitude-controlled ­regulator.

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MASK DROPOUT BOX

LATCH LANYARD

LATCH
PIN

17 MISCELLANEOUS
Figure 17-12. Passenger Dropout Box

SYSTEMS

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 GULFSTREAM G200
PILOT TRAINING MANUAL

provide an oxygen flow for therapeutic use.

THERAPEUTIC OXYGEN When the THERAPEUTIC OXYGEN lever is ON
Therapeutic outlets are available for passen- and the mask is connected to a therapeutic
ger use (Figure 17-13). At least one therapeutic outlet, oxygen flows at a rate of 7.5 liters per
mask, with a 96-inch flexible hose, can reach minute.
any passenger seat in the cabin.
Therapeutic oxygen is supplied after first-stage
pressure reduction (70 psig) and is controlled
by a THERAPEUTIC OXYGEN valve lever on the
first officer’s console (see Figure 17-9)
The therapeutic oxygen mask is calibrated to

THERAPEUTIC OXYGEN OUTLETS

THERAPEUTIC
MASK RADIUS

TOP VIEW
THERAPEUTIC MASK RADIUS

SIDE VIEW
17 MISCELLANEOUS
SYSTEMS

THERAPEUTIC
MASK

Figure 17-13. Therapeutic Oxygen System and Mask

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SELF-CONTAINED TOILET
WATER/WASTE The independent toilet in the lavatory compart-
SYSTEM ment collects toilet waste. Toilet waste is flushed
into a holding tank. During aircraft ground ser-
vicing, the tank is emptied and flushed through
SYSTEM DESCRIPTION the lavatory service panel located on the right aft
service panel of the aircraft.
The aircraft water/waste system consists of the
following:
• Potable water
SYSTEM OPERATION
• Waste disposal With the water tank filled and pressurized, wa-
• Self-contained toilet ter will be distributed through the water system
plumbing. The galley and lavatory wash basins
are equipped with a hot and cold water valve
COMPONENT DESCRIPTION within a common mixing spigot. Each valve is
hand operated to the open position and close
POTABLE WATER automatically.
The potable water system contains a 9-gallon The wash basins are equipped with stoppers.
water storage tank, distribution tubing and a The stoppers are spring-loaded to the closed
pressurization system to deliver water to the position to reduce cabin pressure loss. When
galley and lavatory. The water storage tank is the stopper is pressed by hand, it raises to al-
serviced from the water service panel located low waste water to flow down the drain.
on the right aft service panel of the aircraft.
Toilet waste is flushed into a toilet tank and
Pneumatic pressure for the water system is pro- during aircraft ground servicing, the tank is
vided by engine or APU bleed air. emptied, flushed and refilled.
Lavatory/galley water heaters supply hot water
to the wash basins in the lavatory and galley.
The heaters are installed in the water supply
lines to the wash basins. An ON-OFF switch
controls power to the heater.

WASTE DISPOSAL

17 MISCELLANEOUS
Water/waste tubing collects the waste water

SYSTEMS
from the lavatory and galley wash basins and
directs the water overboard through a heated
mast. The drain mast is located on the under-
side of the fuselage and is designed to draw
waste water out of the system while the aircraft
is in flight. Waste water is dumped overboard by
gravity when the aircraft is on the ground.

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 GULFSTREAM G200
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• Cockpit speakers
COCKPIT VOICE • Headphones

RECORDER • Push-to-talk (PTT) switch

The adapters provide constant bias control to
record any sound even when the microphone
SYSTEM DESCRIPTION is not keyed.
The CVR-30B cockpit voice recorder (CVR) pro-
vides four separate channels for simultaneous CONTROLS AND INDICATIONS
voice recordings. The CVR receives signals
that originate from the captain’s and first offi- The controls and indications for the CVR con-
cer’s stations, the passenger address system, sist of the following:
and the cockpit area.
• CVR control unit
The recordings, made on a flash memory array, • Remote area microphones
provide a maximum record interval of 30 min-
utes of continuous operation. All recorded data CVR CONTROL UNIT
beyond 30 minutes is automatically erased.
The whole memory array may be erased when The CVR control unit is located in the left avion-
the aircraft is on the ground. ics rack in the flight compartment. The control
unit provides remote control of the CVR. The
COMPONENT DESCRIPTION control unit includes:

The cockpit voice recorder consist of the fol- • A headset jack for monitoring recorded
lowing components: audio
• A TEST pushbutton for initiating a built-in
• Recorder self-test with FAIL/PASS lights
• Two adapters
• An ERASE pushbutton for complete erasure
of the tape with the aircraft on the ground
RECORDER
• A SIGNAL LEVEL LED display
Located in the aft fuselage, the recorder unit
records on flash memory array. The flash mem- REMOTE AREA MICROPHONES
ory array records all voice signals transmitted
or received by the aircraft crewmembers for a The glareshield houses an area microphone
period of 30 minutes of continuous operation. that detects conversation and audio warnings
17 MISCELLANEOUS

A flash memory hardened container protects in the flight compartment.

the recordings against high impact and high
SYSTEMS

temperatures.

ADAPTERS
Two CVR adapters provide an interface for
the audio system by combining the four chan-
nels into one signal that is sent to the CVR.
CVR adapters interface with the audio system,
which consists of the following:
• Hand mike
• Boom mike
• Oxygen mask mike

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SYSTEM OPERATION EMERGENCY LOCATOR

The cockpit voice recorder is powered by 28
VDC from the distribution bus through the CVR
circuit breakers, located on the overhead pan-
TRANSMITTER
el. The CVR system activates when the CVR
circuit breaker on the overhead panel is closed
SYSTEM DESCRIPTION
and aircraft electrical power is on. The four re- The emergency locator automatically activates
corded channels are monitored simultaneously under emergency conditions. The unit may also
by connecting a headset to the control unit in be operated manually to summon assistance in
the left side console. the event of a remote area landing.
The monitored audio will be heard approxi-
mately a half second after actual recording due COMPONENT DESCRIPTION
to the distance between the recording head
and monitor head. The emergency locator is an extremely rugged,
highly reliable, alkaline battery-powered emer-
Complete erasure of the recording is only pos- gency locator transmitter assembly. The emer-
sible on the ground. The weight on wheels gency locator transmitter (ELT) is located in the
(WOW) switch on the right main landing gear aft radio rack.
must be in the ground position, and the park-
ing brake lever in park, to complete the ERASE
switch circuit. Pressing the ERASE switch on CONTROLS AND INDICATIONS
the control unit for a minimum of two seconds A remote-control switch on the pedestal con-
activates the erase sequence. The erase pro- trols the ELT. The switch has three positions:
cess takes approximately 15 seconds, during
which time the PASS and FAIL lights will flash ON—This position activates the ELT.
simultaneously and the SIGNAL LEVEL indica-
tor will modulate with the cockpit audio. ARMED—This position is the normal operating
mode of the ELT (activated by G-force).
The recorder is interconnected to the audio
integrating system. Channel 1 records audio RESET—This position resets the ELT to ARMED
from the PA system. Channel 2 is connected (if turned on).
to the first officer’s position. Channel 3 is con-
nected to the captain’s position. Channel 4
is connected to the area microphone on the

17 MISCELLANEOUS
instrument panel. Audio selected on the cap-
tain’s and first officer’s audio control panels

SYSTEMS
to headphones or speakers and all the micro-
phone pickups will be recorded on the mag-
netic tape channels 3 and 2.
The control unit has a built-in test feature to
verify proper functioning of the system.

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CLOCK COMPONENT DESCRIPTION

The digital clock is located on the left instru-
SYSTEM DESCRIPTION ment panel (see Figure 17-14). (A digital clock
on the right instrument panel is optional.) The
The digital clock is considered an independent clock displays real time, flight time, and elapsed
instrument and not related to any major system time. All functions are displayed in four digits.
of the aircraft.
The digital clock flight time recorder is connect-
ed through the WOW switch contacts on the
nose landing gear and starts recording flight
17 MISCELLANEOUS
SYSTEMS

Figure 17-14. Digital Clock

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time when the aircraft becomes airborne. The flight time recorder displays total time up to 24
clock operates on an attached battery; aircraft hours.
power illuminates the display.
ET—When the elapsed time (ET) channel is se-
lected, elapsed time is displayed in hours, min-
CONTROLS AND INDICATIONS utes, and seconds. It may be started, stopped,
and returned to zero for elapsed time and ap-
SELECT (SEL) BUTTON proach time. It continues to operate when air-
craft power is off. The ET recorder displays to-
The select button chooses one of four func- tal time up to 24 hours.
tions to be displayed. All four functions oper-
ate independently, no matter what function has
been selected for display (Figure 17-14).
CONTROL (CTL) BUTTON
The CTL button is used to reset flight time, ad-
GMT—When this function is selected for dis-
just GMT and local time, and acts as a STOP/
play, GMT time is displayed in hours and
START button for elapsed time.
minutes.
LT—When this function is selected for display,
local time is displayed in hours and minutes.
FT—Flight time is recorded when the aircraft is
airborne. When the flight time (FT) channel is
selected, the actual time in flight is displayed
in hours and minutes. When the aircraft starts
its takeoff, the WOW switch contacts close on
the nose landing gear. The flight time recorder
then will start to run, recording elapsed flight
time.
Total elapsed flight time is available in flight
or after landing. Flight time can be set to zero
by turning aircraft power OFF or by pressing
and holding the CTL button for 5 seconds. The

17 MISCELLANEOUS
SYSTEMS

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QUESTIONS
1. During normal operation, the pilot’s mask 4. When is the cockpit voice recorder (CVR)
regulators supply diluted oxygen at in- activated?
creasing percentages as altitude increas- A. Anytime the engines are running and
es. At what altitude is 100% oxygen initially the aircraft door is closed.
supplied?
B. Anytime aircraft electrical power is on
A. Above 25,000 feet and the CVR circuit breaker is in.
B. Above 32,000 feet C. Anytime aircraft electrical power is on,
C. Above 38,000 feet the CVR circuit breaker is in, and the
D. Above 45,000 feet aircraft door is closed.
D. Anytime the engines are running, the
aircraft door is closed, and the parking
2. With the passenger oxygen switch in AUTO
brakes are released.
and the landing field elevation at or below
8,500 feet, when will the passenger oxygen
masks deploy?
A. 10,000 ±250 feet cabin pressure altitude
B. 12,500 ±250 feet cabin pressure altitude
C. 13,500 ±250 feet cabin pressure altitude
D. 14,750 ±250 feet cabin pressure altitude

3. Power is supplied to the solenoid valve of

the oxygen system from which source?
A. The emergency bus
B. The battery bus
C. The right avionics bus
D. The right distribution bus
17 MISCELLANEOUS
SYSTEMS

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CREW RESOURCE
MANAGEMENT
CONTENTS
Page
INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRM-1
CREW CONCEPT BRIEFING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRM-1
Common Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRM-1
Pretakeoff Briefing (IFR/VFR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRM-4
Crew Coordination During the Approach Sequence. . . . . . . . . . . . . . . . . . . . . . . . . CRM-5
CALLOUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRM-6
Enroute Climb/Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRM-6
Approach—Precision. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRM-6
Approach—NONPrecision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRM-7
Missed Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRM-7
Significant Deviation Callouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRM-8

CREW RESOURCE
MANAGEMENT

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ILLUSTRATIONS
Figure Title Page

CRM-1 Situational Awareness in the Cockpit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRM-2

CRM-2 Communication Process. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRM-3
CRM-3 Decision-Making Process. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRM-3
CRM-4 Command and Leadership. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRM-4
CREW RESOURCE
MANAGEMENT

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CREW RESOURCE
MANAGEMENT

INTRODUCTION
To a large extent, the success of any aircrew depends on how effectively crewmembers ­coordinate
their actions using standard and approved procedures (Figures CRM-1 through CRM-4). Previous
chapters have introduced standard maneuvers, procedures, and checklists. The Crew Resource
Management (CRM) chapter illustrates standard aircrew calls and briefing guidelines. When log-
ically sequenced with aircrew checklists and flight procedures, these calls and briefing guide-
lines can improve aircrew efficiency and enhance safety. These callouts and briefings are only
recommendations for use with a larger system of standard operating procedures. When these
recommendations and procedures are combined, they become the core of an effective crew re-
source management program. The recommendations are not intended to supersede any individ-
ual company standard operating procedures (SOPs), but are simply examples of good ­operating
practices.

CREW CONCEPT
BRIEFING GUIDE
COMMON TERMS
CREW RESOURCE
MANAGEMENT

• PIC—Pilot in Command • PF—Pilot Flying

• Designated by the company for flights re- • Controls the aircraft with respect to as-
quiring more than one pilot. The PIC is signed airway, course, altitude, airspeed,
responsible for conduct and safety of the etc., during normal and emergency condi-
flight. The PIC also designates pilot-flying tions. Accomplishes other tasks as direct-
and pilot-not-flying duties. ed by the PIC.

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• PNF—Pilot Not Flying • MEL—Minimum Equipment List

• Maintains ATC communications, copies • The list of equipment that the FCC requires
clearances, accomplishes checklists, and to be on board an aircraft before flying.
other tasks as directed by the PIC. • RMI—Radio Magnetic Indicator
• B—Both • VFR—Visual Flight Rules
• Indicates a task for both the PF and PNF.
• ATC—Air Traffic Control
• CDI—Course Deviation Indicator
• FAF—Final Approach Fix
• IFR—Instrument Flight Rules
• MDA—Minimum Descent Altitude

CAPTAIN COPILOT REMEMBER

INDIVIDUAL INDIVIDUAL
S/A S/A 2+2=4

– or –
2+2=5
GROUP (Synergy)
S/A
IT'S UP TO YOU!
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links in the Error Chain
1. FAILURE TO MEET TARGETS
OPERATIONAL

2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. NO ONE FLYING AIRPLANE
6. NO ONE LOOKING OUT WINDOW
7. COMMUNICATIONS
HUMAN

8. AMBIGUITY
9. UNRESOLVED DISCREPANCIES
10. PREOCCUPATION OR DISTRACTION
11. CONFUSION OR EMPTY FEELING
12.

Figure CRM-1. Situational Awareness in the Cockpit

CREW RESOURCE
MANAGEMENT

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INTERNAL EXTERNAL INTERNAL

BARRIERS BARRIERS BARRIERS
THINK:
• Solicit and give
NEED SEND RECEIVE OPERATIONAL
GOAL feedback
• Listen carefully
• Focus on behavior,
not people
• Maintain focus on
the goal
• Verify operational
outcome is achieved
FEEDBACK

ADVOCACY: to increase others' S/A INQUIRY: to increase your own S/A

* State Position * Decide What, Whom, How to ask

* Suggest Solutions * Ask Clear, Concise Questions

* Be Persistent and Focused * Relate Concerns Accurately

* Listen Carefully * Draw Conclusions from Valid Information

* Keep an Open Mind

— REMEMBER —
Questions enhance communication flow
Don't give in to the temptation to ask questions when Advocacy is required
Use of Advocacy or Inquiry should raise a "red flag".

Figure CRM-2. Communication Process

HINTS:
• Identify the problem:
— Communicate it
EVALUATE
RESULT RECOGNIZE — Achieve agreement
NEED
— Obtain commitment
IDENTIFY
AND
• Consider appropriate SOP's
DEFINE

IMPLEMENT
PROBLEM • Think beyond the obvious
RESPONSE
alternatives
COLLECT
FACTS • Make decisions as a result of
the process
SELECT A IDENTIFY
• Resist the temptation to make
CREW RESOURCE

RESPONSE ALTERNATIVES
MANAGEMENT

WEIGH IMPACT an immediate decision and

OF ALTERNATIVES
then support it with facts

Figure CRM-3. Decision-Making Process

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LEADERSHIP STYLES
AUTOCRATIC AUTHORITARIAN DEMOCRATIC LAISSEZ-
STYLE LEADERSHIP LEADERSHIP FAIRE
(EXTREME) STYLE STYLE STYLE
(EXTREME)

PARTICIPATION

LOW HIGH
Command — Designated by Organization
— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on "What's right," not "Who's right"

Figure CRM-4. Command and Leadership

3. Review required callouts, unless standard

PRETAKEOFF BRIEFING (IFR/VFR) calls have been agreed upon, in which
case a request for “Standard Callouts” may
NOTE be used.
The following briefing is to be com- 4. Review the procedures to be used in case
pleted during item No. 1 of the Pre- of an emergency on departure.
takeoff checklist. The pilot flying will 5. As a final item, ask if there are any questions.
accomplish the briefing.
1. Review the ATC clearance and departure
procedure (route and altitudes, type of
takeoff, significant terrain features, etc.).
2. Review those items that are not standard
procedure to include deferred or MEL items
(if applicable).
CREW RESOURCE
MANAGEMENT

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CREW COORDINATION
DURING THE APPROACH SEQUENCE
NOTE
The following crew coordination ap-
proach sequence should be com-
pleted as early as possible, prior to
initiating an IFR approach.

NOTE

PF PNF

Requests the pilot not flying to obtain destination Advises the pilot of current destination weather, approach
weather. (Transfer of communication duties to the pilot fly- in use, and special information pertinent to the destina-
ing may facilitate this task.) tion.

Requests the pilot not flying to perform the approach Accomplishes the approach setup and advises of fre-
setup. quency tuned and identified, and course set.

Transfers control of the aircraft to the pilot not flying, stat- Responds, “I have control, heading _____, altitude
ing, “You have control, heading _____, altitude _____, _____.”
(special instructions).” (Communications duties should be
transferred back to the pilot not flying at this point.)

The pilot who will fly the approach will review, then brief
the approach procedure.

Advises, “I have control, heading ______, altitude _____.” Confirms, “You have control, heading ______, altitude _____.”

The above sequence should be com-

pleted prior to the FAF.

CREW RESOURCE
MANAGEMENT

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CALLOUTS
ENROUTE CLIMB/DESCENT

PNF PF

At 1,000 Feet Prior to Level-Off

State the altitude leaving and assigned level-off altitude. “Checked”

At 200 Feet Prior to Level-Off

“200 above/below” “Leveling”

APPROACH—PRECISION
PNF PF

At 1,000 Feet above Minimums

“1,000 feet above” “DH ________”

At 500 Feet above Minimums

“500 feet above” “No flags”

At 100 Feet above Minimums

“100 feet above” “100 feet above”

At Decision Height (DH)

“Decision height, approach lights at (clock position)” “Continuing”

or
“Decision height, runway at (clock position)” “Landing”

“Decision height, runway not in sight “Missed approach”

CREW RESOURCE
MANAGEMENT

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APPROACH—NONPRECISION

PNF PF

At 1,000 Feet above MDA

“1,000 feet above” “MDA ________”

At 500 Feet above MDA

“500 feet above” “No flags”

At 100 Feet above Minimums

“100 feet above” “100 feet above”

At MDA

“MDA” “Maintain MDA”

At or Prior to the Missed Approach Point (MAP)

“Approach lights at (clock position)” “Continuing”

or
“Runway at (clock position)” “Landing”

At Missed Approach Point (MAP)

“Runway not in sight” “Missed approach”

MISSED APPROACH
PNF PF

Decision is to Execute a Missed Approach

“Going around, power set, flaps __________” “Flaps _________, power set”

CREW RESOURCE
MANAGEMENT

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SIGNIFICANT DEVIATION CALLOUTS

PNF PF

IAS ±10 KIAS

“VREF ± _________” “Correcting to _________”

Heading ±10° Enroute, 5° on Approach

“Heading _________ degrees left/right” “Correcting to _________”

Altitude ±100 Feet Enroute, +50/–0 Feet on Final Approach

“Altitude _________ high/low” “Correcting to _________”

CDI Left or Right One Dot

“Left/Right of course _________ dot” “Correcting”

RMI Course Left or Right ±5°

“Left/Right of course _________ degrees” “Correcting”

Vertical Descent Speed Greater than

1,000 FPM on Final Approach

“Sink rate _________” “Correcting”

Bank in Excess of 30°

“Bank _________ degrees” “Correcting”

CREW RESOURCE
MANAGEMENT

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ANSWERS TO QUESTIONS

ANSWERS TO
QUESTIONS
CHAPTER 1 CHAPTER 5 CHAPTER 9 CHAPTER 14
1. D 1. D 1. A 1. A
2. C 2. B 2. B 2. C
3. B 3. C 3. D 3. C
4. A 4. C 4. C 4. D
5. D 5. A 5. A 5. B
6. B 6. D 6. C 6. D
7. D 7. A CHAPTER 10 7. B
8. D 8. D 1. C 8. A
9. C 9. C 2. D 9. C
10. D 10. A 3. C 10. C
CHAPTER 2 11. B 4. B CHAPTER 15
1. B 12. D 5. A 1. B
2. C CHAPTER 6 6. D 2. C
3. C 1. A 7. B 3. A
4. A 2. C CHAPTER 11 4. C
5. C 3. D 1. A 5. C
6. D 4. A 2. C 6. B
7. B CHAPTER 7 3. A 7. A
8. A 1. C 4. D 8. B
CHAPTER 3 2. D 5. C 9. D
1. B 3. B 6. A 10. C
2. C 4. A CHAPTER 12 CHAPTER 16
3. D 5. D 1. B 1. A
4. C 6. C 2. D 2. D
5. A 7. D 3. C 3. C
6. B 8. C 4. B 4. C
7. B 9. C 5. C 5. C
8. B 10. A 6. C 6. A
CHAPTER 4 CHAPTER 8 7. B
CHAPTER 13
1. B 1. B 1. D 8. A
2. A 2. A 2. C 9. C
3. C 3. D 3. D 10. A
4. B 4. B 4. B 11. C
5. A 5. B 5. C 12. D
6. C 6. A 6. C CHAPTER 17
7. C 7. B 7. B 1. B
8. D 8. B 8. D 2. C
9. D 9. A 3. D
4. B

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