g550 Nji Notes

G550 INITIAL CLASS NOTES NJI, Inc. Employee Copy

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G550 Initial Class Notes

©

Revision 3 09/14/06

NJI, Inc. Employee Copy

Produced By: David E. Nester

®

Revision 3, 09/14/06 Permit: WPcp0206

David E. Nester [email protected] Cell Ph: 281 799 8554


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A Note of Special Thanks

I wish to commend Lou Poth on his excellent understanding of the G5/G550 Aircraft, and for his assistance in making this manual possible. I wish also to thank Don Brooks, Matt Weiss and Dave Parish for their contributions during G550 differences training.




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Foreword The purpose of this manual is to assist the G550 Initial Class students by reducing the amount of time spent writing notes, thereby affording them more time to be listening to the instructor. Literally volumes of information come with the delivery of the G550 aircraft. This G550 CLASS NOTES MANUAL, however, intentionally contains only that information which is pertinent to the G550 Initial Type Rating Course. It is my goal to prevent this manual from becoming embellished with information that can appropriately be learned subsequent to obtaining the initial Type Rating, as the student will be kept plenty busy throughout the course. The subject matter covered in G550 Class Notes contains a major percentage of the information that the student will need to know or be familiar with to complete the oral portion of the Type Rating check ride. Specific system schematics and performance charts are typically provided by the training organization of choice. If you discover any errant information contained herein, or have any suggestions for making improvements to future publications of this manual, I would appreciate hearing from you. David E. Nester [email protected]




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LIST OF EFFECTIVE PAGES

Blank For Now (New Volume)




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DISCLAIMER The following notes are personal class notes and should be used only as a training aid in becoming familiar with the G550 aircraft. There is no intent for these notes to supersede information as published within Gulfstream Aerospace Manuals, nor is there any guarantee that the information contained herein is correct or incorrect. Actual operation of the G550 aircraft should be carried out in accordance with approved Aircraft Manuals and Operational Supplements. Furthermore, these notes are not intended to be “aircraft specific” as each aircraft may vary slightly, especially in regard to completion center installations.




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Table of Contents DISCLAIMER .......................................................................................................5 AIRCRAFT GENERAL .........................................................................................8 LIGHTING.............................................................................................................9 ELECTRONIC DISPLAY SYSTEM (EDS)..........................................................12 COMMUNICATION.............................................................................................36 NAVIGATION .....................................................................................................41 ELECTRICAL SYSTEMS...................................................................................44 AUXILIA RY POWER UNIT (APU)......................................................................56 POWERPLANT ..................................................................................................61 FUEL SYSTEMS ................................................................................................71 FIRE PROTECTION ...........................................................................................74 HYDRAULIC SYSTEMS.....................................................................................76 LANDING GEAR ................................................................................................82 FLIGHT CONTROLS ..........................................................................................89 PNEUMATICS ....................................................................................................99 ICE AND RAIN PROTECTION.........................................................................103




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AIR CONDITIONING ........................................................................................108 PRESSURIZATION ..........................................................................................111 OXYGEN SYSTEM...........................................................................................118 MISCELLANEOUS NOTES .............................................................................120

WEIGHT AND BALANCE ................................................................................126 PERFORMANCE..............................................................................................127 SIMULATOR OPERATIONS AND TYPE RIDE ...............................................129 CRM..................................................................................................................136 APPENDIX A ....................................................................................................139 INDEX...............................................................................................................141




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Aircraft Gener al Aircraft Weights • • • • • • • •

Avg. BOW: MUFW: * MPAX/BAG MTOW:

48,300# 41,300# 6,200# 91,000#

21,954 kg 18,734 kg 2,812 kg 41,277 kg

48,300# 41.300# 1,400# 91,000,#

MLW: 75,300# 34,155 kg MZFW: 54,500# 24,721 kg Max Ramp: 91,400# 41,458 kg Max Fuel Capacity: 41,300# 18,915 kg *Can be a greater weight (cold fuel) if MTOW for conditions is not exceeded.

Aircraft Dimensions • • • • •

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Wing span: 93'6 Length: 96'5 Height: 25'11 Min turn circle diameter: 112 ft. Min width paved surface for 180° turn: 62' ”

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Aircraft Notes • 58,000# (takeoff gross wt.) or less will normally permit a climb directly to 51,000' and a cruise speed of .80 Mach. • At MTOW will go directly to 41,000' & cruise at .80M • At MTOW, SL, Std. day need 5,870' rwy. and will climb initially at 4,100 fpm • Landing distance at MLW: 2,950' Engine • BMW Rolls Royce BR710C4-11 • 15,385 lbs thrust at SL, std. day. • 4:1 bypass ratio




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LIGHTING •

Cockpit Lighting Master Control Panel- Controls for the Overhead Lighting, Pedestal Panel, CB Panels, and Overhead Flood Lights are located on this panel. Also located on this panel is a Master Control Knob. Once the intensities of the lights corresponding to the individual knobs have been set, all intensities can be adjusted simultaneously by rotation of the Master Control Knob. The Master Control Knob has an “OFF” position, as well as an “Override” position which will cause all lighting controlled by the Master Control Panel to revert to maximum intensity.

Cockpit Lights (Located on the Cockpit Overhead)




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Side Panel Light Dimmers (Located on each of the side panels)

Upper Knob- Switch Lights

Lower Knob- Etch Lighting

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Standby Instrument Lighting Power: ESS FLT INST Bus through the Emergency Batteries (E-BATTS). When testing “ANN LIGHTS” 1. Check that Fuel Control Switch Lights and Fire Handle Lights do not illuminate. If the oxygen masks are deployed (manually/automatically), the “NO SMOKING” annunciator comes on. Beacon Light- Powered by the Ground Service Bus (GSB). The beacon light illuminates when the GSB is powered by battery power only. When walking up to a “cold A/C” (powered down), momentarily toggling any one of the three GSB Switches to the “ON” position will power up the GSB. Strobe Lights- Two flash tubes are in each of the wing tips and in the tail position. Normally only one light in each position operates when strobe lights are selected on. If the primary flashtube fails, the secondary flashtube is automatically selected to operate. There is a fault indicator mounted at each location to give an alert that a flashtube has become inoperative (A “Cat's Eye” will go “white over black”). Power Source: Flashtubes- R MN AC Bus Strobe light cont.- ESS DC Bus Navigation Lights- Two at each station. Both lights at each station will illuminate on the ground and in flight with two power sources, however, only one light at each station will illuminate with but one power source available. Pwr. sources: Nav. Lights #1- L MN DC Bus (Work with: EXT PWR, APU, & IDG) Nav. Lights #2- L ESS DC Bus (Work with: BATT Switches “ON”) Nav. Lights Cont.- L ESS DC Bus (Works with BATT Switches “ON”)




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Landing Lights- It is a good idea to limit use of the landing lights to five (5) minute limit on ground to prevent overheat and possible bulb fragmentation. The landing lights extinguish and illuminate automatically when passing through 18,000 ft. if not in the “OFF” position (Pulse lights will remain on). The landing lights have hot bleed air piccolo tubes that heat lenses to prevent ice buildup. Ice build-up would otherwise be shed if the landing lights were to be turned on during flight in icing conditions (Could be ingested by the engines). Power Source: Ldg. lights- L MN AC Bus Ldg. lights control- L MN DC Bus Taxi Lights-The nose gear must be extended and locked for the taxi lights to operate. If the gear is retracted with the Taxi Light Switch in the “ON” position, the taxi lights and the switchlight will extinguish. Power Source: L, C & R taxi lights and control- R MN DC Bus Wheel Well Lights- There are two Wheel Well Light Switches. One switch is located in the Forward External Switch Panel, and the other in the cockpit “EXTERIOR LTS” Switch Panel. The wheel well lights are powered by the Ground Service Bus. Exterior Emergency Lighting- Overwing Emergency Egress Lights have three sets of forward and aft bulbs located at the wing root on each side of the fuselage. Two Under Wing Emergency Egress Lights, one each side, are located below the wings near the wing leading edges. A min. of 20V (ESS DC) is required to prevent armed EBATTs from coming on. If on, a min. of 20V is required to turn off the E-BATTs. Note: There are two (2) Emergency Lighting Battery Packs (ELBPs) for lighting and two (2) Emergency Power Battery Packs (EPBPs) for avionics power.

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All four (4) E-BATTS complete pass a Built In Test (BIT) in order to dispatch. See must Appendix A forand a complete listing of lighting systems and avionics systems that are powered by the E-BATTS. Interior Emergency Lighting: (Needs to be confirmed in our 550) Airstair Lights L/H forward most Bulkhead Exit Signs and Floor Lights R/H forward Bulkhead Exit Sign L/H and R/H Primary Window Exit Signs (Above and between the Exit Windows and at the Credenza) R/H Cabin Spot Lights (PSUs) #2, #5, #7, & #9 L/H Cabin Spot Lights (PSUs) #1, #4, #7, #9, & #11 Fwd Lav/Fwd Galley Dome Light (1 light- Fwd Dome) Forward Crew Rest PSU Light Vestibule Lights (#1 and #3) Aft Lav Dome Light (Over toilet) Aft Galley Dome Light (1 light- aft most of two Dome Lights) Aisle Lights (Cabin white Exit red) At MED: Floor Light, Exitand (at door) and 2cont.. red lights, Exit light (above door)




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ELECTRONIC DISPLAY SYSTEM (EDS) •

The Electronic Display System is used to display all functions known as the Electronic Flight Instruments (EFIS) and Engine Instruments/Crew Alert System (EICAS). It is comprised of the following: 1. Dual Display Control Units (DCUs) 2. Four (4) flat-panel, LCD Display Units (DUs) 3. Dual Cursor Control Devises (CCDs) The G550 cockpit flight instrument display is composed of 4 Display units (DUs) which are numbered (from left to right) DU#1, DU#2, DU#3, and DU#4. Note: Tubes #1 and #4 are Primary Flight Displays (PFDs) and tubes #2 and #3 are Multi Function Displays (MFDs)

DISPLAY CONTROLLER (DC) •

The DC controls format of the DUs. Each pilot can control the format for each onside PFD and MFD, as well as the cross-side MFD.




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Display Controller DISPLAY UNITS




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DU not receiving power(No red “X”).

Note: If a DU is discovered to be “Black”, first check the brightness control knob. It may have been accidentally rotated to the full dim position.

The DU is receiving power, but the Advanced Graphics Module (AGM) data is not being received.




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Dual Generator Failure / APU not available- Use of the Standby Power/Hydraulic Motor Generator (HMG) will supply power to L and R ESS DC Buses (via the AUX TRU) which will in turn power display tubes #1, #2, #3, and #4. However, tubes #2 and #3 will be red “Xed” (No AGM data).

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Each tube is viewed as being divided into six equal parts. However a portion of each tube has four of the 1/6 divisions combined at all times. Looking at the display of DU #1 below, starting on the left side, there are two 1/6 displays in view. The top left 1/6 portion is displaying the “Flight Controls” synoptic. The lower left portion is a 1/6 view of the “Brakes” synoptic page. The rest of the DU (the other 4/6) is combined, and referred to as the 2/3 display. Shown below is DU #1, the Primary Flight Display (PFD). DUs #2 and #3 are considered to be Multifunction Display Units (MDUs), as various functions can be commanded from their displays.

#1

DU, Primary Flight Display (PFD)




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The following can be displayed on the “2/3” portions of DU #2 and DU #3: 1. I-NAV 2. CHARTS 3. SYNOPTIC PAGES 4. WEATHER (not yet) 5. VIDEO

The following can be displayed on “1/6” portions of the DUs: 1. BRAKES 2. APU/BLEED 3. AC/DC POWER 4. ECS/PRESS 5. ENG START 6. TRAFFIC 7. VIDEO 9. CAS 10. CHECKLISTS 11. COMP ENG 12. ALT PRI ENG 13. SEC ENG 14. WAYPT LIST 15. GND SVC

CURSOR CONTROL DEVICE (CCD)

Use these white buttons to place the cursor on the respective DU.

Mouse

Scroll Wheel

PTT Switch

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Trigger

Various displays may be presented within the 1/6 and 2/3 portions of each DU. Selections of the various displays can be made with button selections on the Display Controller (DC) or by means of manipulating a cursor on the DUs with a Cursor Control Devise (CCD).




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There is a CCD located on each side of the cockpit. Pictured above is the pilot side CCD. The 3 white buttons are used to place a cursor on the desired DU. The Curser appears with a momentary “bloom” (sort of a halo around a white “+”) on the pilot side, and an amber “X” on the co-pilot side). This helps to instantly identify where the cursor comes up on the selected DU and it is then manipulated to the desired position on the DU with the CCD Curser “mouse” button. Once the cursor is positioned on the DU, a “trigger” (similar to a gun trigger) located on the forward lower portion of the CCD is pulled to activate the Cursor command. Usually a vertically displayed menu of options will then appear. Using the mouse, the cursor can then be placed over the desired option and again the trigger pulled. The selected option then is opened and displayed. There is a scroll knob on each of the CCDs which can be used to scroll through checklists, frequencies, etc. It has other functions as well. For instance, one can place the cursor over the range scale window and use the scroll knob to “roll” the scale larger or smaller. The pilot’s CCD can interact with DUs #1, #2, and #3, while the co-pilot’s CCD interacts with DUs #4, #3, and #2. A white Press to Talk (PTT) switch is mounted in the inboard side of each grip handle for communication purposes.

Electronic Flight Instrument System (EFIS) - A sub system of the EDS EFIS Components: 4 DCs DUs (shared with EICAS) 2 1 Dimming Panel (shared with EICAS) 1 Display Reversionary Panel (shared with EICAS) EFIS Displays: Flight attitude Air Speed Vertical speed AOA Flap/Stab position Altitude Heading Course orientation FD commands WX mapping presentations Source annunciations NAV preview EGPWS Revision 3, 09/14/06 Permit: WPcp0206



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REVERSIONARY CONTROL PANEL (RCP) – Display Switching

Note: The Display System Control knobs are no longer placarded “INOP”. •

The DUs are turned on at the RCP located in the Overhead Panel. There are four Display System control switches with “OFF”, “NORM”, and “ALT” positions located on this panel. The “Alt” is at the moment placarded “INOP” and is not useable. Display switching knobs permit PFD data to be displayed on alternate DUs (Multifunction Display Units (MDUs). The pilot may display on DU #2, PFD data normally displayed on DU #1 and the co-pilot can display on DU #3, PFD data normally displayed on DU #4. If DU #1 or DU #4 were to fail, Plainview will normally detect the failure and automatically display the respective PFD on the associated MDU in such a manner that the following will still appear: 1. PFD 2. CAS 3. Primary Engine Instruments




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MULTIPURPOSE CONTROL DISPLAY UNIT (MCDU)

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There are 3 units located in center pedestal. The MCDUs are used to control: 1. FMS functions 2. Radios 3. Avionics setup 4. Auto Throttles 5. Test functions




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MULTIFUNCTION / MULTIPURPOSE DISPLAY UNIT (MDU)

I-NAV (Can be displayed on tube #2 or tube #3)

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Displayed above is the DU #2, Multifunction / Multipurpose Display Unit (MDU). The 2/3 portion of the tube is displaying what is referred to as the Integrated Navigation (I-NAV) display. The I-NAV portion of the DU is highly versatile and is capable of displaying: Terrain and “man made” obstacles, Moving map display Weather Radar returns Course data Airway display and data Nav Aids and airports (with airport data) A world map (“Hot Map”) with “point, click, and zoom” capability Plus a multitude of other options

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Large displays of the synoptic pages can be displayed in the 2/3 portion of the I-Nav display.




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Referencing the I-NAV display as shown below, on the top right side of the display is a selection option called “MAP”. If one were to use the pilots CCD and press the white button #2, the cursor would appear on DU #2. Then one could slew the cursor over the “MAP” selection with the mouse on the CCD. Then, pulling the trigger would cause the displayed drop down menu to appear. Placing the cursor over the desired menu selection and pulling the trigger would open the selection which would appear in the full 2/3 display. The pilot cursor (sort of a white +) can be seen positioned over “AC-Power”. On the R/H side of this picture of DU #2 are two 1/6 displays. The upper display is that of the Primary Engine Display and the lower display is that of the Secondary Engine Display. Checklists appear on 1/6 displays.

I-NAV with drop down menu displayed




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SYSTEM SYNOPTIC DISPLAYS • Shown below is DU#2 with the 2/3 portion of the screen displaying the Fuel synoptic page. Synoptic pages can be displayed on DU #2 and DU #3.

Fuel Synoptic

Note: No matter how one chooses to set up the 1/6 displays, the fuel quantity windows will always be present. Other 2/3 Synoptic Displays available: Flight Controls Charts Hydraulics ECS ECS AC Power DC Power CMC Video Summary .




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Traffic Collision Avoidance System (TCAS) •

“Climb”- Climb into “Box” attached to “goal posts”

Fly the A/C symbol into the box that is attached to the “goal posts”.

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“Descend - Descend into green “Pitch Box” attached to “goal posts”.




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“Monitor Vertical Speed”- Altitude should be closely monitored. Aim for the green “Pitch Box” attached to “goal posts”.

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“RA” appearing on the PFD indicates a Resolution advisory failure.

Ground Proximity Warning System (GPWS)

Note: It is possible to see up to a 45° nose up pitch attitude, along with a 10,000 fpm VV at mid weights when performing Controlled Flight Into Terrain (CFIT) escape maneuvers. Look for the Pitch Limiter Indicator (PLI) when performing CFIT maneuvers. The same procedure is used for all max climb performance maneuvers (GPWS and Wind Shear, etc.). The PLI will appear at 0.70 AOA (cannot be adjusted). The PLI system is always on and ready to go. The stick shaker comes on at 0.85 AOA. When performing escape maneuvers, put the aircraft symbol on or just below the PLI indicator.

Pitch Limiter Display Revision 3, 09/14/06 Permit: WPcp0206



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Wind Shear1. Improving Performance Windshear: Amber message: “WINDSHEAR” is displayed on the Primary Flight Display (PFD) and accompanied by a voice warning message: “WINDSHEAR”. 2. Decreasing Performance Windshear: Red message: “WINDSHEAR” displayed on The PFD accompanied by a voice warning message: “WINDSHEAR-WINDSHEARWINDSHEAR”, Whoop-Whoop (electronic), “PULL UP”. • Terrain“CAUTION, TERRAIN” at 60 seconds out “TERRAIN, PULL UP” at 30 seconds out Caution: Do not change A/C config. when responding to “TERRAIN, PULL UP” or “WINDSHEAR, PULL UP” (Exception: assure spoilers are stowed).

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Windshear / EGPWS Escape Maneuver 1. Auto pilot- disconnect 2. Power lever- full power 3. Speed brakes- ensure retracted 4. Pitch- increase 3º- 4º per second to approx. 25º nose up pitch (monitor PLI). 5. Speed- ref for flap position minus 20Kts. (Do not retract the flaps or landing gear until assured that obstacles will be cleared.) Thrust Director (Trend Indicator) With one or both engines running and the auto throttles turned off, a “lollypop” trend indicator appears at the EPR gauge and a thrust vector appears at the speed tape. See drawing below.

Caution: The autothrottle will work during single engine operations, but works best in straight flight, as opposed to while maneuvering. If an engine fails in flight, only the affected side auto throttle disengages. However, if in autothrottle takeoff mode, both auto throttles will be disconnected should one engine become inoperative.

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Thrust Vector




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Pointers

1. The white circle pointer relates to “pilot side” sources (#1 VOR, #1 ADF, and #1 FMS / #3 FMS and #3 VOR).

2. The yellow diamond pointer relates to “copilot side” sources (#2 VOR, #2 FMS and #3 FMS and #3 VOR).

Caution: No pointer = No reception. ADF does not point in “ANT” mode)




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Weather Radar / GPWS- One can display either Weather Radar “RADAR” or EGPWS “Terrain”on the Integrated Navigation Display (I-NAV) or the PFD. However, WX RADAR and EGPWS displays cannot be shown simultaneously on the same I-NAV or PFD. The I-NAV “Map Data” menu defaults to “RADAR” and “Terrain” at power up. One must de-select “RADAR” from the I-Nav MAP DATA dropdown menu in order to display EGPWS data on the I-NAV. If the weather mode is in use, an EGPWS warning will override the weather mode and display on a five (5) mile scale. (This happens even with the “Terrain” selection unboxed.) If the Primary Flight Display HSI is displaying weather, it will automatically revert to “Terrain” mode. The TCAS will also override the weather display for “TA” / ”RA” alerts, bringing up the TCAS synoptic page on the 5 NM scale. “IND”/ “MACH” changeover (Mach Transition) takes place at approx. 29,000 feet (When climbing at 320K to M .82). Trend Vector- Projected value of speed in six (6) seconds.

Speed Trend Vector

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Angle of Attack (AOA) - is displayed as a digital number (.59 = Vref) Note: Stall Barrier Test 1. Shaker at 0.85 AOA (both systems) 2. Pusher at 1.00 AOA (both systems




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Altitude Display

Altitude Preselect “Bug” (parked)

MDA “Bug”

Altitude Preselect

Vertical speed of >300 fpm brings in boxed actual vertical speed.

Vertical Velocity Trend Vector Altitude Trend Vector

Approaching ground. (400’-600’)

Ground

Note: Use caution over mixing up “BARO SET” and “SPEED SET” knobs as they are located in close proximity to one another and are similar in appearance and feel to touch (This is easily done!!).

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Vertical Velocity (VS/VPATH) Green preselect target for VS, cyan for VPATH




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Flap Box- In flight, only appears when flaps are other than “full up”. Always visible on the ground. Located on bottom L/H side of PFDs.

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Air Data Systems (ADS) There are three (3) Air Data Modules (Remotely located near a static port and a total pressure probe). The ADMs forward sensed pressures to three (3) Air Data Applications Modules (ADAs) located in three (3) separate MAUs. The air data outputs are used by the Barometric Altimeters and Mach / Airspeed Displays, Transponders, Flight Director / Autopilot, and other aircraft systems. A PFD experiencing an ADM failure will appear as shown below. Also the SAT and TAS numerical values are replaced with amber dashes.

PFD with ADM failure Revision 3, 09/14/06 Permit: WPcp0206



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Flight Director Modes White- armed Green- captured

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Speed / L-Mode / Perf / V Mode / Alt (Displayed across top of PFD)

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Emergency Descent Mode (EDM) Requires the following to activate:

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Note: The “Perf” mode will not be displayed while taxiing with a TR deployed.

1. AP on 2. Min 40,000' altitude 3. “CAB PRESS LOW” CAS a. Pilot pulls the speed brake handle. Note: The A/T will automatically reduce the engine power to idle. If the autothrottles are not engaged at the time of EDM activation, the autothrottles will be engaged and the power then reduced to idle. Note: One cannot override the AP controller after having entered the EDM mode. One must disconnect the AP, re-engage the AP, and then make new AP inputs to affect autopilot operation. •

Navigation Display °

Map Mode- 120

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A Track Vector (The projected actual horizontal track of the A/C) is displayed as a magenta dashed line extended from the nose of the aircraft symbol.




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Every waypoint can be displayed. All waypoints are white except for the “TO” waypoint which is magenta (as well as the FMS track to it).

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The Flight Path Vector is displayed when A/C exceeds ±300 FPM in a climb or a descent. It is displayed in magenta dashed line in the VERT PROFILE. . The radar brightness control knob, “BRT”, controls radar display brightness. http//www.egpws.com is a web site for Honeywell's latest data.

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Radio Operates 2500' (This AGL. isIndicates mode. AltimeterIndicates -5' (minusbetween 5 ft.) on 0' theand ground so that it 100' will during indicate“TEST” a proper relationship of the MLG reference absolute altitude above ground during the flare. The antenna is mounted on the lower fuselage skin surface in the nose area). •

Minimum Descent Altitude (MDA)- Must be “SET” and “BOXED” in order to get a resolution of ten (10) foot increments the altitude preselect window.

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Ground Proximity Warning System (GPWS) Override Switch- Depress the “GPWS/GND SPLR FLAP ORIDE” switch to “ON” for all partial flap landings to prevent “Too low - flaps” voice alarm (Depressing this switch also permits wheel spin-up to deploy the ground spoilers).

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Flight Path Angle (FPA) - When selected, displays FPA bug and green FPA “set line” on the Primary Flight Display (PFD). Controlled (set) with VS-FPA “CHG” knob.

Flight Management System (FMS) • •

Range rings are controlled by the use of the Control Cursor Device (CCD) at individual control points on both the I-Nav and the HSI. Wind Vectors- True winds only. Instantaneous winds can be observed on the Heads Up Display (HUD) and on the FMS at NAV/POSITION SENSOR/STATUS pages. ”

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Radar- Model 880. Has a 24 dish.

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TCAS- Can display up to 16 targets.




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Green Arc

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Curved Path- Allows for track displays of: 1. Procedure turns 2. Arcs 3. Reversals




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1. 2. 3. 4. 5.

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Emergency “Pop-Up” checklists (SEE NOTE BELOW) L-R ENG FIRE L-R ENG HOT L-R TR UNLOCK (In flight only) APU FIRE EDM (Emergency Descent Mode) In association with “CABIN PRESS LOW” Note: A “pop-up” checklist not yet active in the G550, but intended to be in the future: 1. Engine Instruments

Engine Instruments / Crew Alert System (EICAS)

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EPR limit modes: 1. TOGA (Displays TO or GA) 2. FLEX 3. CLB 4. CRZ 5. MCT 6. MAN




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Go-Around mode -AP does not disconnect -AT does not disconnect Note: The auto throttles can be used from takeoff to landing. The AT begins to retard at 50' AGL (as sensed by the radio altimeter) when landing. Turn the AT off only if very high on an approach or whenever experiencing very strong turbulence on a landing approach.

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Fuel Test: 1. Windows indicate: 7000#/7000#/14000# on the Fuel Quantity Indicators. No matter how the display tubes are set up for presentation, a fuel quantity indicator will always be present. 2. Amber CAS message: “L-R FUEL LEVEL LOW” Note: The digits in a wing tank fuel quantity window will turn amber when the tank has 650# or less fuel remaining. When both wings are down to 650# or less remaining, the “TOTAL” fuel quantity window will also be displayed in amber.

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Crew Alerting System (CAS) Inhibit Switch- Use for TO and LDG a. Does not inhibit red CAS message warnings or associated aural warning tones b. Does inhibit amber caution CAS message aural warning tones (except for “CAT II”, “LATERAL COUPLED DATA INVALID”, and “VERTICAL COUPLED DATA INVALID”)

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Display Controller Unit Switching Tone- Usually set to “50” on the DCU “TEST” page (100 sets the lowest volume) Notes: a. The Flight Guidance Computer (FGC) used changes with each powerup of the aircraft. Power up default is “Priority FGC”. One can observe which FGC is in control on the “Sensor” page. b. The FWC power up default is FWC 1. One can observe which FWC is in use on the “Sensor” page. c. The Auto Throttle (AT) changes with each power-up of the A/C. c. The FADEC channel used (A or B) flip flops each time the Fuel Switch is cycled to “OFF d. The DAU defaults to channel A at power up.




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V-Speed Quick Reference Note: The VREF for flap setting is displayed on each Display Control Unit (DCU), at the bottom RH corner of the “FLT REF” page. a. Two Engine- 0 or any flaps = VREF (for flap position- as displayed on DCU) + 5K. b. Single Engine- Usually 20° flaps = VREF (for flap position) +10K

Note: The VREF (for flap setting) as viewed on the Display Controller is controlled (biased) by the flap handle position as opposed to the actual position of the flaps. Note: HUD test- Requires that the test button be held in as long as it takes to scrutinize the test function data. (Not a “momentary push” test button.) Note: Radio Altimeter test- Displays “100” feet on the PFD




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COMMUNICATION DIGITAL AUDIO CONTROL PANEL (ACP) • 3 each- All linked by digital buses

Note: Observer ACP is not wired for speaker ops. However all three ACPs have output to the Cockpit Voice Recorder (CVR). • •

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Volume for speakers and headsets is controlled thewill: SET knob. EMERGENCY ModeDepressing the “EMER”with button 1. The on-side microphone will be connected to the emergency VHF COM #1. 2. The emergency VHF COM audio received will be directed to the on-side headset. 3. Audio warnings are broadcast through the cockpit speaker. MIC- When the “MIC” button is latched in the boom mike is selected. When the “MIC” button is latched out the oxygen mask microphone is selected and the speaker is activated. Maintenance Mode- When “MAINT” is selected “H’ MIKE” (hot mike) is enabled, and the pilot microphone signal is routed to the headset in the nose compartment and the phone jack located on the baggage compartment secondary pressure bulkhead. Emergency “backup” pushbuttons (located on ACP #1 and ACP #2). Pushed in: “NORM” - Normal digitized ops Pulled out: “EMER” - Permits direct analog wire connection of headsets and microphones to ACP #1. It should be noted there are no direct analog connections from ACP 3 to VHF COMM 1.




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Note: The “EMER” button can be used for communications over VHF #1 should the ACP or NIM fail. •

•

With the Essential DC buses being powered by only the aircraft batteries, all three digital Audio Control Panels (ACPs #1, #2, & #3) will continue to work and communication will be possible from any ACP over VHF COMM #1. With just Emergency Battery power available, only ACP #1 is powered by the Emergency Batteries (E-BATTS). When ESS DC power is lost, ACP #2 is not powered, however the relay controlled by the “EMER” pushbutton on ACP #2 will switch to a direct analog wire path connecting the co-pilot headsets and microphone to COMM #1. Note: Only #1 VHF NAV, #1 COMM, #1 NIM and #1Transponder are available on Emergency Batteries. These radios are tuned by using Multipurpose Control Display (MCDU) #3. MCDU #3 is powered by the E-BATTS and has a direct connection to the #1 NAV / COMM radios. Only the pilot’s speaker is available for audio on EBATTS.

MODULAR AVIONICS UNIT (MAU) • The MAU is a hardware cabinet that is divided into two compartments. Avionics modules, having the appearance of PC motherboards, plug into slots within the compartments (16 total, 8 in compartment A and 8 in compartment B). These avionics modules are made up of various power supplies, GPWS boards, and GPS boards to name a few. All of these modules are considered to be Line Replaceable Units (LRUs) as they can be replaced by line maintenance personnel. Maintenance personnel will exercise extreme caution to protect against damaging the modules from static electricity discharge. There are 3 MAUs installed.

Note: DO NOT pull the MAU circuit breakers for any reason other than checklist requirements. Otherwise, in doing so, the “boot up” process of the three MAUs may (and probably will) take place out of sequence and cause multiple problems.

NETWORK INTERFACE MODULES (NIMs) • The buses that carry communications messages are operated digitally. Analog/digital conversions take place in the NIMs. • Located in the L and R Modular Radio Compartments NETWORK INTERFACE CONTROLLER (NIC) • The Network Interface Controller Module links modules contained within the MAUs to the ASCB-D data bus. Revision 3, 09/14/06 Permit: WPcp0206



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MODULAR RADIO CABINETS (MRCS) • Two each. Located in L and R Electronic Equipment Racks • Contain Communication and Navigation radios: Digital VHF Communication Digital Navigation VHF Navs with data link ADF Mode S Transponders DMEs Glideslope Receivers Marker Beacon Receivers • Also contain: NIMs Audio/radio configuration memory Cooling fan

Note: Located outside of the MRCs and interfaced through the Modular Avionics Units are: 1. Analog third Nav/Com radios 2. HF radios VERY HIGH FREQUENCY DATA RADIOS (VDR’S) • Comm #1 and COMM #2- Identical and interchangeable Line Replaceable Modules (LRMs). These two radios are interfaced with the MRCs thorough the NIMs. A third NAV / COMM (COMM #3) supports standard frequencies and is interfaced with the

NIMs via an AIRINC-429 connection. All three comm radios are tuned using the Multipurpose Control Display Units (MCDU) or by commands using the by Curser Control Devices (CCDs) and frequency data on the Display Units (DUs). Note: NIMs convert analog audio to digital format which is used throughout the cockpit (speakers, audio panels, microphones, etc.). HF RADIO • All dashes at transmit- Indicates a possible loss of gas charge in the Antenna Coupler. Reset HF radio CBs. • Split (duplex): transmit on one frequency and receive on another frequency. • Simplex: transmit and receive on the same frequency. • Squelch settings: “0”, “1”, “2”, and “3” (“3” having the most squelching effect). • Power settings: LO, MED, and HI • “TEST” has no visible function. If you think that you have a problem with the HF, use “TEST”. If there is a problem, a code will appear. This code can be used in

troubleshooting.




39

Note: There are two Couplers which interface between their respective receiver / transmitter and the HF antenna. The Couplers are connected to the R/Ts via fiber optic cables. The HF antenna is tied to the aircraft structure causing the entire airframe to act as a low frequency HF antenna. ADF • Will not display ADF pointers in “ANT” (antenna) mode. TCAS • Relative Altitude- Displays altitude spacing in 100s of feet between your A/C and another displayed A/C. • Absolute Altitude- Displays other A/Cs reporting altitude. • Looks at Transponder Mode A and Mode C. • A “TRAFFIC” warning de-clutters TCAS Display • TCAS testing: The “TEST” function can be accessed from the “TCAS” line select key on the Display Controller TEST menu. • Change 7 permits RVSM (1,000') operations without getting TCAS warnings. • Caution Area: 30-40 seconds. No vertical command. “Traffic, Traffic” • Warning Area (RA): 15-35 seconds. • 91.221: Must have TCAS on and operating • In “Auto”: Looks up and down 2700' in cruise. When >300-fpm in a climb/ descent, TCAS looks up/down 9900'

Selective Calling • The

SELCAL is need not be


(SELCAL) frequency that the

transmitted on tuned in. David E. Nester [email protected] Cell Ph: 281 799 8554


40

Cockpit Voice Recorder (CVR) • TEST- Press and hold the green button. After approximately 3 seconds the green “TEST” will illuminate if the CVR passes the test. The CVR has a 30 minute recording loop.

Note: The CVR records cockpit conversation, ATC audio, intercom audio, oxygen mask hot mike audio, maintenance audio, and synthesized avionics voice messages. Static Wicks • 6 each on the wings (3 on each aileron) Two may be missing but only 1 from each wing. (Consult the Configuration Deviation Listing (CDL) located in the Aircraft Flight Manual, Appendix B). •

9 each on the empennage (2 on each elevator, 1 on each stabilizer tip, 1 on the stinger, and 2 on the tailcone) Two may be missing. Consult the CDL.




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NAVIGATION Air Data Module (ADM) – 3 ea. • Input to the ADM includes: 1. Pitot Static 4. Air speed 2. TAT 5. Altitude 3. Flaps Position 6. Other data • Static Source Error Correction Module (SSECM)

•

1. Mounted under the radome on most G550 aircraft. Some have the module mounted in the LEER. 2. If the SSECM Test Switch (also located under the radome) is left in the “ON” position, the informational output of the ADM will be corrupted. (An amber message is displayed on the CAS.) Normally guarded to “OFF”. There is no “auto transfer” of ADM for “MISCOMPARE” or “FAIL”

Inertial Reference System (IRS) •

IRUs Powered by: 1. IRU #1- ESS DC, Left E-BATT, IRU 2. #2- R MAIN DC, Right E-BATT 3. IRU #3- L MN DC, Left E-BATT

•

Mode Select Units (MSUs) “BITE” test at startup “BITE” test at shutdown

Note: IRU GPS update: Can align in motion.

Note: There is no auto shutdown for an IRU overtemp condition. Standby Instruments • The standby instruments have their own dedicated ADM located in an MAU. • The Standby compass senses heading by the use of a magnometer mounted in the vertical stabilizer. • The lighting control of each of the standby instruments is located on each individual standby instrument.




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Global Positioning System (GPS) -Navstar • 24 satellites + spares • 04 satellites- Minimum required for navigation • 05 satellites- Minimum required for RAIM prediction • Enters “Enroute” if more than 30 NM from the Airport Reference Point of Departure. A full-scale deflection occurs at 2 NM left or right of course centerline. • Enters “TERM” mode when within 30 NM of the Airport Reference Point of Destination. Note: In “TERM” deflection will occur when the aircraft is offset 1 NM mode, left or full-scale right of course centerline • • •

Enters “APP” mode when within 2 NM from Final Approach Waypoint. (Full-scale deflection when offset 0.3 NM left or right of centerline). DGRADE- Cx approach if this warning message illuminates. Almanac Data- downloads every 3 days. Need current Almanac data to get predictive Receiver Antonymous Integrity Monitor (RAIM) Data. If the A/C is out of service for 3 or more days, it will take approximately 30 minutes to download new Almanac Data.

Note: The Gulfstream 550 will always navigate to at least an RNP 2 value. This is true even if the RNP of the airspace in which the plane is being flown is less restrictive, i.e. RNP 10. Note: Full scale deflection of the CDI in RNP (Reduced Navigation Performance) .3 airspace will represent that the A/C is .3 miles off course. However, an A/C with a centered CDI needle may already actually be off course by .3 miles in RNP .3 operations- by allowable tolerance. In such a case, the aircraft may be .6 miles off course at full scale deflection.




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Weather Radar (Honeywell- Primus 880) • 24 Antenna • When initially placed in “STANDBY” an amber “WAIT” message will flash in the lower left corner of the Nav Display until the radar unit warms up. “SLV” displayed in amber on the Radar Control Unit indicates that the “on side” radar is in the “OFF” mode and that it is slaved to the other Radar Control Unit. • The Radar unit goes into “Forced Standby” at touchdown to prevent RF injuries to ground personnel. ”

Note: The radar powers up with function inactive. activate the stabilization on each unit,stabilization press the “STAB” button once To on each WX Radar Controller at power-up. Note: To overcome “Forced Standby” on the ground, press the “STAB” button 4 (four) times within 3 seconds. Performance Computer • Always “Full Performance” in “PERF INIT” • A/C slows to 200 knots within 15 track miles of the destination airport. • There are no circling approaches in the database. One must build a circling approach on the FMS (“blue data”) and fly it with “raw data” (green data) displayed. • Database provided “patterns” (reversals): The FMS will automatically exit reversal patterns on an approach, however, pilot built patterns must be manually exited. Note/ Caution: An “Approach Transition” must be selected (if approach transitions exist as part of an instrument approach) in order for the FMS to automatically fly the reversal and become established inbound on the approach. Note/Caution: One must fly over each waypoint enroute to the Final Approach Fix in order for the “missed approach” data to automatically sequence on the FMS. If a “short cut” is flown and a waypoint is bypassed, one must “scratch pad” the bypassed waypoint and enter it at 1L on the FMS Control Display Unit (CDU), and then select “YES”. This action will cause the FMS Computer to consider the bypassed waypoint as having been over flown. The FMS will then display the missed approach data if and when required. Note/Caution: When established in a hold, pressing “EXIT HOLD” will cause the aircraft to exit the hold, but only after completing the turn and passing the holding fix. If one were to want to navigate out of the holding pattern immediately, one must select “DIR” to another fix.




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ELECTRICAL SYSTEMS Switching E-BATT Switches • • • •

With less than 20V on ESS DC Bus, the Emergency Power Battery Packs (EPBP) are activated when the E-BATT Switches are “ARMED”. Need all four E-BATTS to dispatch. 20V minimum is required on the ESS DC Bus to turn off the Emergency Power. Both R/H switches are lighted in the “Off” position.

Main Battery Switches • Both Battery Voltmeters come on with one Battery Switch selected to “ON”. • The Battery Switch must be depressed for the Battery Charger to work. • The Battery Switches are normally “dark” in flight.

Note: The three Generator Switches (L GEN, R GEN and APU GEN) normally remain selected “in” or “depressed”. When selected “in” the switchlight capsules give the generator status (i.e. “ON”). A secondary function of the Generator Switch is to act as a “reset switch” to reset the Generator Control Unit (GCU). There,s no need to turn the Generator Switches off at shutdown and on again after start-up, as the GCU controls this operation. All three Generator Switches are normally left depressed to the “ON” pos. Note: Normal battery power: 24V Minimum battery power to start APU: 22V Less than 20V: Use external power Less than 7V: Deep cycle batteries before charging External AC Power Switch • AC is the external power of choice. • Upon pressing in the “EXT PWR” Switch, External AC power, when available, is brought into the aircraft. It is not necessary to have the aircraft Batteries turned on. If aircraft Batteries are turned on first, an “AVAIL” light comes on at the External Power Switch. External DC Power Switch • Upon pressing in the “EXT PWR” Switch, available EXT DC power is brought into the aircraft supplying the Main DC and ESS DC Buses. It is not necessary to have the Main Batteries selected on prior to selecting the EXT PWR Switch. If the Main Batteries have been selected on first, the EXT PWR Switch will indicate

“AVAIL” (if external power is available)




45

Note: If both AC and DC External Power are available and the EXT PWR The switch is depressed. AC power will be selected and used to power the aircraft. The “AVAIL” light will remain illuminated, indicating that DC power is still available. Caution: If EXT power is being utilized with the Batteries turned on and the external power drops off line, the batteries will “run down”. AC/DC Reset Switch

Note: This switch may be considered the “Control/Alt/Del” of the electrical system. With an illuminated AC/DC Reset Switch, all automatic alternate power source switching relays are disabled. Depressing the AC/DC Reset Switch will reset and enable all automatic alternate power source switching relays to function normally if no power faults, as listed below, are present at the time the switch is depressed. •

Illuminates for 3 reasons 1. Computer glitch 2. One or more power transfer relays failed “open” 3. Bus fault- AC or DC

E-Inverter Switch (E-INV) • Normally the E-INV Switch is in the “out” position (Blue). In this position the switch annunciates “AUTO” and the Bus Power Control Unit can/will turn the E-INV on. Pushing the switch in turns the E-INV off and the computer cannot turn it on. In this position the switch capsule will illuminate amber, with an “OFF” indication. AC Isolation Switches • Open respective AC Cross-tie Contactors • An Isolation Switch will indicate “Auto” (blue) when in the “out” position. • An Isolation Switch will indicate “ISLN” (amber) at all times when the switch is latched into the “depressed” position. • Prevent any “alternate source” of power from reaching the Main AC Bus. Standby Electrical Power Switches - Hydraulic Motor Generator (HMG) • Depressing the “MASTER” Switch to the “ON” position does the following: 1. Turns on the HMG (Valve to L SYS or PTU opens) and illuminates the “Master” Switchlight capsule amber with an “ON” indication. The HMG does not come on automatically.

2. Control (GCU) to monitor the HMG. 3. Alerts Powersthe theGenerator AUX TRU as wellUnit as both STBY AC Buses.




46

Note: Power to L ESS DC and R ESS DC Buses must be manually selected to “ON”. This is accomplished by depressing the L ESS DC and R ESS DC Bus Switches located in the HMG Switch Panel. Note: A secondary function of the HMG is to supply DC power for EFIS Tubes #2 & #3. Note: A normal Electrical Power Control Panel display would be: 2 green “ON”, 3 blue “AUTO”, and 4 black. Transformer Rectifier Unit (TRU) Switches (Cross Power Switches) • Bring alternate source of power to their respective L MAIN & R MAIN TRUs. For instance, one can operate the L MAIN TRU using R MAIN AC as the power source and/or the R MAIN TRU using L MAIN AC as the power source. Cabin and Galley Master Switches • Any power source of 400 Hz, 115V, 40KVA can be converted by the Cabin AC Converter to 115V, 60 HZ power. This is household current and will be used to power the microwave oven, coffee makers, sound and video systems, AC outlets, etc. • When the Galley Master Switch is depressed, it is in the “on” position (Switchlight black). The 60 hertz switch must also be selected “on”at the galley panel for 115V AC power to become available. • The Galley Master Switch, when depressed, will read “OFF” with loss of one power source in flight. If the APU is then started to regain a second power source, the “OFF” message will extinguish. As opposed to in flight, one power source on the

ground is sufficient to enable galley power. Cabin Windows Master Switch • This switch-light should normally annunciate “OFF” when on the ground. If it does not say “OFF” on the ground, even when depressed, take heed! Check it out immediately, as the Cabin Windows may become damaged from overheating. • A Cabin Window WOW Bypass Switch (CABIN WDO HTRS GROUND BYPASS) is provided on the System Monitor/Test Panel to permit cabin window operations on the ground. There is a ten minute “on”/ten minute “off” time limit for cabin window heat to be applied on the ground. Ground Service Bus Switches (Momentary To ggle Switches) • The GSB is always powered in flight (by the R MN DC Bus) as the GSB powers the Beacon Light) • Can be powered by RM Battery • Can be powered by Ext. DC •

Logic: R MN DC Bus, Ext. DC, and then the RM Battery.




47

Note: There are three GSB Switches. One is located in the Forward External Switch Panel, one in the Aft Equipment Compartment, and one in the cockpit near the Fuel Servicing Panel. If one were to walk up to a “cold” A/C and toggle on only the GSB Switch located in the Forward External switch Panel (left forward fuselage), the GSB would be activated. There is no need to turn on the External Battery Switch. Use any one of the three “momentary toggle” switches to energize the GSB. The beacon light (belly beacon) will come on whenever the GSB is selected to “ON” and it is being powered by the RM Battery only. Note: To de-energize the GSB, momentarily toggle any one of the three GSB Switches to “OFF”. Also, if the Aft Equipment Compartment Door, the Main Cabin Door, and the Forward External Switch Panel door are closed, the GSB de-energizes. (When these three doors are closed, interlock switches will prevent the depletion of the Right Main Battery). Note: Non-Reporting service doors (No annunciation on the Crew Alert System ((CAS)), if open): Ground Service Valve Access Compartment (forwardright fuselage), Nose Gear Door Control Valve (forward left fuselage) and External Air Door (Huffer port compartment door).

Components of the AC/DC Electrical Power Systems Note: In wiring diagrams there are usually 3 AC Buses depicted at each AC Bus. This is because each AC Generator has three phases. Circuit Breaker Protection • Reset popped CBs in flight only in the following circumstances: 1. By checklist instruction, otherwise… 2. Reset only if affected equipment is ESSENTIAL for flight. In other words, “REQUIRED FOR SAFETY OF FLIGHT”.

Note: Red CBs- Protect essential to flight circuits. Black CBs- Protect other than essential to flight circuits. Black CBs usually protect items powered by a Main Bus. Generator Control Unit (GCU) • There are three fully interchangeable units.

1. R L Generator 2. Generator GCU GCU 3. APU GCU Revision 3, 09/14/06 Permit: WPcp0206



• • •

48

Confirms power and provides protection. Closes the Generator Contactor. Performs the following functions: 1. Speed control of respective Constant Speed Drive (12,000 rpm) 2. Voltage protection 3. Voltage regulation 4. Frequency protection 5. Feeder fault protection

Bus Power Unit are (BPCU) • Left andControl right BPCUs identical and are interchangeable only with one another. • The BPCU has the following functions: 1. APU regulation 2. System fault monitoring 3. Bus power source control 4. Protection, power, and operational logic to AC Reset Switch 5. External power control a. L BPCU- AC External Power. b. R BPCU- DC External Power. 6. Left BPCU handles No Break Power Transfers (NBPT) a. The L BPCU matches the phases of the APU and the operating L or R Generators, and then releases the APU Power. This action permits a “No Break Power Transfer” (NBPT). The electronic flight instruments do not “blink” during NBPT operations. b. When turning a generator off, the L BPCU will match the phase of the

other generator before switching c. If a Fuel Switchsource is turned off (in case of off fire)the thegenerator L BPCU(NBPT). will match generators before shutting off the affected generator (NBPT) Note: Generator failures and engine failures will produce a “Break Power Transfer”, as will pulling a fire handle. APU • At 99% RPM plus 2 seconds, electrical power comes on line. • Switching from External Power to APU Power causes a “Break /Make” power transfer. (The electronic flight instruments will “blink”) • The Battery Sw. lights go black when APU power comes on.

Note: The only Amber “ON” light on the Electrical Power Control Panel acceptable for takeoff is the APU “ON” light. The only amber ‘OFF’ lights on the remainder of the Overhead Panel acceptable for takeoff would be the L ENG / R ENG Bleed Air Switches.




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Emergency Power System (EPS) • Provides power to: 1. L & R Emergency DC Buses 2. Essential Flight Instruments Bus 3. Inertial Reference Units (IRUs) • Comprised of 2 Emergency Power Battery Packs (EPBP). The two 24V EPBPs are interchangeable with one another and with the two 24V Emergency Lighting Battery Packs (ELBP). • With less than 20V on the ESS DC Bus, the Emergency Power is activated. • • • •

•

Need all four EPBPs to dispatch. 20V minimum is required on the DC ESS Bus to turn off the Emergency Power Battery Packs. Of the three Emergency Power System Switches, the two right-most switches are lighted in the “Off” position. Found within the EPBP 1. Battery Pack- 9 Amp/hr. Gel Cell (A fully charged battery will last approx 30 minutes. 2. Battery Charger (has 14V TRU mode) 3. Heat Blanket Location LEFT EPBP- LEER (cannot see on rack) RIGHT EPBP- REER Fwd Lighting ELBP- REER Aft lighting ELBP- BEER

Aircraft Main Batteries • 53 Amp/Hrs. • 21 Cell Nicad • 22V minimum • 24V rating • Enclosed in a titanium box (95 lbs. each battery) Generators • 40 KVA • 115 V • 400 Hz • 3∅

Note: The APU can power the aircraft up to 45,000'.

Integrated Drive Generators (IDGs) • Used on engines. (Interchangeable with one another but not with the APU Generator which has no constant speed drive) • The IDG consists of the Generator and a Constant Speed Drive.




•

50

Uses various brands of engine oil for cooling and lubrication. (The IDG has a cooling radiator in the Fan Bypass Air Duct at outboard side of engine.) Note: Low oil level in an IDG may cause it to operate intermittently in a steep climb or descent.

• •

In case of “forced turning” the drive shaft is designed to be a “shear shaft”. In case of an “overheat” condition, the generator disconnects from the transmission.

Hydraulic • 10 KVAMotor Generator (HMG) - Standby Electrical Power System • 115 V AC • 400 Hz • 3∅ • Source of Hydraulic Power: L SYS or PTU • Sends AC power to STBY AC Buses and the AUX TRU • The GCU will take the HMG off the line for a fault, and then turn it back on if the fault no longer exists. If the generator is “off line” for more than 10 seconds, the Standby Electrical Power Master Switch must be cycled to regain the HMG. • A disconnect due to an “overload” also requires the Standby Electrical Power Master Switch to be cycled.

Note: When turning on the HMG, turn on the “MASTER”, “L ESS”, wait ten seconds, then turn on “R ESS” (Will prevent “shocking” the AUX TRU). E-Inverter • 1 KVA • 115 VAC • A∅ only • 400 Hz • Feeds ESS AC Bus (Avionics Bus) with Phase A power only. • Activates with the absence of power on the L and R Main AC Buses. • Powered by L or R ESS DC Bus. External AC • 30 KVA = 100% on Synoptic Page • 115 VAC • 400 HZ • 3∅ External DC • 250 Amps = 100% on Synoptic Page • 28 VDC Revision 3, 09/14/06 Permit: WPcp0206



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Note: For APU starts, the minimum peak amperage draw available should be 1800A. Battery Chargers • Power source- Same side Main AC • Charge mode- 38 Amps up to 32.2 Volts, then drops to 28.75 Volts. A fully charged battery indication is 28.7 Volts. It will normally require 90 minutes to charge batteries back to a full charge state if they have been drained down to 20 Volts. • If Battery voltage is less than 7 Volts, the charger will not come on line. In this case •

the batteries TRU Mode must be deep cycled prior to flight. 1. 50 Amps max 2. 28.75 VDC 3. The battery chargers will enter the TRU mode when any of the following conditions occur (With Main Battery Switches selected to “ON” and Main AC power available): a. APU starter has been engaged b. AUX Pump has been turned on c. Batteries are on the ESS DC Bus (RH ESS DC Bus failed -dual ESS TRU failure). The L ESS DC Bus will be powered by the AUX TRU. The R ESS DC Bus will be powered by the Main Batteries with assistance from the RH and LH Battery Chargers operating in TRU mode (50A available from each charger).

Transformer Rectifier Units (TRU) •

• •

There are 5 TRUs: L & R convert ESS DC400 TRUs, L &into R Main DC TRUs, and Auxiliary (AUX TRU). The TRUs HZ AC 28 Volts DC. Normal range ofTRU operation (non-regulated) is 26-29 Volts according the load on the TRU. Location of TRUs: All TRUs are located under forward floor area. TRU Power sources: ESS TRUs- Only “on side” Main AC (1 Pwr. source) Main TRUs- “ON side” Main AC / “Off side” AC (2 Pwr. Sources) AUX TRU- L Main AC, R Main AC, HMG (3 Pwr. Sources)

Auxiliary TRU (AUX TRU) • 28 VDC (Normal range 26-29 V) • Max load 250 Amp • Pecking order (logic) of power delivery: 1. L ESS 2. R ESS

3. L MAIN 4. R MAIN




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Note: The AUX TRU is always running in a “standby” mode, ready to relieve any one of the other 4 TRUs, should one fail. Therefore it is sometimes referred to as the “Standby TRU”

DC Distribution • •

With only the MAIN BATTERY SWITCHES turned on, the Battery Buses and the ESS DC Buses are powered. DO NOT expect to see parallel load readings. Once there is power to either the LEFT MAIN AC Bus or the RIGHT MAIN AC Bus, both MAIN AC Buses will be powered and all 5 TRUs will receive power. At that time all DC Buses will receive power from their respective TRUs. Note: Whenever anything on the cockpit panel gives an “electronic blink”, check all FMS and Autopilot (Course bars, alt hold, etc.) settings. Note: If unable to restore power to the L MAIN Bus, even after selecting “R MAIN” at the TRU Alternate Power (Cross Power) Switch, Go to the Red Tab, Electrics/APU, pg. EA – 15 in the QRH , “Master Table of Component Availability”. One can determine from the table what equipment/systems are no longer available.

Hydraulic Motor Generator (HMG) / Standby Power • Hydraulically powered by L SYS or PTU • To operate: A. Depress Standby Electrical Power Master Switch

Note: Two auto actions take place when HMG comes on line: 1. AC power is supplied to the L and R STBY AC Buses. 2. AC power is supplied to the AUX TRU. Note: The AUX TRU can normally power only one DC Bus at a time, however, when the HMG is selected on, both ESS DC Buses can be powered by the AUX TRU. B. Depress the “L ESS” and “R ESS” Switches. (One will almost always do this) This step sends DC power to both ESS DC Buses from the AUX TRU. Battery Switch Capsules Illuminated (Batteries on Battery Tie Bus) • Will illuminate if any one of the three following conditions exist: 1. ESS DC Buses are powered by Batteries (Battery chargers will contribute up to 50A each if their respective Main AC busses are powered) 2. Aux Pump in operation (168 Amp max draw- 50A will be supplied from each

Battery Charger if the Main AC Buses are powered) 3. APU starter engaged




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Ground Service Bus (GSB) • The GSB is always powered by the R MN DC Bus when in flight, as the GSB powers the Lower Beacon Light. When the aircraft is on the ground and the GSB has been activated, power will be supplied to the GSB by the Right Main Battery. Under this condition the Lower Beacon Light will come on automatically. • Power source Logic: R MN DC Bus, Ext. DC, and then the RM Battery. • Uses of GSB 1. Refueling 2. Engine Oil servicing

3. 4. 5. 6. 7. 8. 9.

Water System servicing Hydraulic System servicing Stair Lights Wheel Well Lights Pylon Lights Aft Compartment Lights Completion Center selected Interior Lights: a. Vestibule Lights b. Fwd and Aft Lavatory Dome Lights c. Baggage Compartment Light

Forward External Switch Panel 1. External Battery Sw- Turns on both Main Batteries and beacon light comes on. 2. GSB Switch- GSB connects to the Right Main Battery when only battery power is available (The lower beacon light will come on). The GSB system logic will choose and use any available Right Main DC PWR, EXT DC PWR, or R MAIN BATT PWR, in that order. 3. Main Door Close (MED) Switch- Connects R BATT only and uses Aux Pump to close door. (No beacon light) 4. GSB “Press to Test”- Should always light if batteries are hooked up. Comes on with GSB activation. 5. GSB “ON” lndicator Light 6. Stair Lights Switch 7. IRU “ON” Light 8. Wheel Well Lights Switch 9. Vestibule Light Switch 10. Intercom System Jack Receptacle




54

Emergency Electrical Power • There are four 24V Emergency Power Batteries (E-BATTS). Each contains a Battery and a Battery Charger. 1. Emergency Power Battery Packs (EPBPs) The L EPBP provides power to the LEFT EMERGENCY DC (AVIONICS) Bus and the ESS FLT INST Bus (Navigate, Communicate, and Aviate). The R EPBP provides power to the RIGHT EMERGENCY DC (AVIONICS) Bus and the ESS FLIGHT INST Bus. The L and R EMG DC Buses are normally powered by the L and R ESS DC Buses. However, if ESS DC Buses fail, the EMERGENCY Buses can be powered by the L and R EPBP Chargers/TRUs (provided each EPBP Charger/TRU is receiving power from its respective STBY AC Bus). If either Charger/TRU were to then fail, its respective Emergency DC Avionics Bus and ESS DC Flight Instruments Bus would receive power from the battery contained within that EPBP.

Note: The load on the Left E-BATT (EPBP) is the sum of the L Emergency DC Bus and ½ of the Essential Flight Instruments. Likewise the load on the R E-BATT (R EPBP) is the sum of the R Emergency DC Bus and ½ of the Essential Flight Instrument Bus. 2. Emergency Lighting Battery Pack (ELBP) Two ELBPs, the FWD ELBP and the AFT ELBP, provide power to the Emergency Lighting Bus. (Not considered to be part of the Emergency Electrical Power System.) Each Charger/TR is powered by its respective Main AC Bus. Note: All lighting powered by the Fwd and Aft ELBPs draw equally and simultaneously from each battery pack (Exception: See “Note 2” in Appendix A of this manual). Note: See Appendix A for a complete listing of items powered by the E-BATTS.

•

A minimum of 20 Volts is required to prevent armed E-BATTS from coming on. If on, a minimum of 20 Volts is required to turn off E-BATTS. All four (4) E-BATTs must be operative in order to dispatch. E-BATTs have Charger/TRU modes. If there is ample power available to the Charger/TRUs, the TRU mode will produce 14 Amps of AC power. Batteries are rated at 9AH. (30 minutes)

•

There are three Emergency Power System Switches located in the overhead panel.

• • •

The two R/H Switches (“LIGHTS / AV PWR”) when the emergency batteries areare offlighted and notamber armed.




•

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CAS Annunciation: 1. L-R E-BATT FL 2. AFT E LTG BATT FL 3. FWD E LTG BATT FL Caution: If an Amber Caution message “L-R EPS MAINT REQD” appears on the CAS, the “EPS” portion stands for “Electrical Power system”, not “Emergency Power System”.




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AUXILIARY POWER UNIT (APU) Allied Signal RE-220 •

The G550 APU is capable of supporting bleed air to the Air Conditioning Packs (ACPs) for takeoff and up to fifteen hundred feet. This will permit the full thrust of the engines to be used towards takeoff performance, when necessary. The FMS and bleed air switches must be appropriately configured for this procedure (QRH, NG-39)

•

When the APU Master Switch is turned on, two fuel valves open; one at the wing and one at the APU Container. Approx. APU burn: 350 PPH. “loaded” and 250 PPH “unloaded”.

•

APU Shutdown procedure on the ground and below 20,000' with RPM above 95%: 1. Press “Stop” button 2. APU Air and Generator are unloaded (Load Shedding) 3. APU slowly rolls back to 70% (at a linear scale over 60 seconds) and then shutsdown. The starter can be re-started anytime down to 70% APU RPM. 4. The ECU begins to close the inlet door at approximately 40% RPM. (Will close immediately if the APU Master Switch is used to turn off the APU). 5. Select the APU Master Switch to the “off” position `below 5% RPM.

•

APU Shutdown procedure above 20,000' and RPM above 95% 1. Press “Stop” button. 2. APU air and APU generator are unloaded (“load shedding”). 3. RPM stays at 100% for 60 seconds and then shuts down. 4. The ECU closes the inlet door at approximately 40%. 5. Press Master Switch to “OFF” below 5 % RPM. Note: Any time the APU MASTER is turned off in flight the APU will shut down immediately. Note: The APU Engine Control Unit (ECU) is powered when the APU Master Switch is turned on by the L ESS DC bus through the APU CONT #1 circuit breaker or by the R BATTERY BUS through APU CONT #2 circuit breaker. The ECU will select one of the two power sources if both are available. The ECU remains powered for 5 minutes after the APU Master Switch is deselected. In-flight, the APU ECU determines how much the APU door should be opened. Note: The APU bleed air should be left on during a shutdown on the ground to prevent thermal shock events.




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Note: If APU Bleed Air is inadvertently left on at takeoff, it is automatically shut off when: a. A power lever is moved forward to a position equating 83° Power Lever Angle (PLA) or greater. b. The aircraft WOW transitions into the “AIR” mode (In this scenario an amber “BLEED CONFIG” CAS message would probably have appeared during taxi. •

“APU ESSENTIAL” message (Amber) 1. Means that one of seven (7) possible events has occurred that would normally shut the APU down automatically. The APU has not automatically shut down because it has been operating in the “Essential” mode while in flight. Use the Master Switch to shut down the APU (less running time for shutdown). Note: After being used in flight, the APU stays in Essential Mode for 15 minutes. It does not matter whether or not the APU is started in flight. The APU Master Switch just has had to have been turned on while in flight. Therefore…a “Gotcha”. If APU is started on the ground within the 15 minute time period, it will not shut down for warnings / failures! Exception: The APU will shut down automatically in flight or on the ground for an APU fire.

•

Temperature Related functions 1. Temperature below +21°C: APU oil heating element is turned on (APU running or not). Range: +21°C to +43°C. °

2. Temperature below -6.6 De-Primer Solenoid operations begin. The DePrimer solenoid turns offC: lube system on a cold APU for easier start. Holds lube off bearings during shutdown to prevent “coking” (except for a small amount at the end of spool-down for lubrication purposes). 3. The Battery Switches must be “OFF” when using a DC Power Cart to start the APU. The procedure for starting the APU by means using external DC Power can be found in the QRH, Tab EA (Electronics / APU)




•

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Altitude Related Functions 1. At 16,500' and higher the Surge Control Valve opens, preventing high altitude compressor surges.

2. AT 35,000' and higher- The Bleed Air Augmentation Valve (BAAV) opens, allowing 400°F air to be pumped into the intake chimney during start. The APU starts with the intake door closed and then the door opens as the start progresses. Note: There will be a 15 second delay in the start above 35,000’ as the BAAV will introduce warm air into the intake during that time frame to permit a warm-up period for the rotating group prior to rotation. Note: It is necessary to turn off one Battery (which turns off one Battery Charger/TRU) prior to starting the APU in flight. This will prevent an overspeed condition from “torque boosting” the APU during the start which could lead to an automatic shutdown. •

Time Related Functions: 1. If selected to “ON”, the APU Generator will come on at 99% plus 2 seconds. 2. If selected on, the APU Bleed Air will come on automatically after 60 seconds of APU operation after a cold start. It will come on immediately in flight if the following conditions are met: a. Both Bleed Air Switches are in the “OFF” position. b. Both Pack Switches are in the “OFF” position. c. Both Wing Anti-Ice Switches are in the “OFF” position. d. The Crank Master or the Start Master Switch is in the “ON” position. e. An Engine (L or R) Start Switch is in the “ON” position.




•

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APU Fire Protection APU

Shot 2 (L & R)

Shot 1 (L & R)

The APU fire detector is a sealed, helium filled, stainless steel closed loop. When heated the helium expands and presses on an internal pressure sensing element which sends a signal to all three Modular Avionics Units (MAUs). An MAU will signal the Monitor and Master Warning System which will generate a CAS message. Hard wiring from the sensing element sends a fire warning signal the FIRE warning light on the APU control panel and the red Master Warning Lights. The ECU will automatically shut down the APU if a fire warning is received both on the ground (non-essential mode) or in flight (essential mode). Notes: 1. The L Fire Bottle is Bottle #2. 2. Can test APU Fire Detection system in flight- 5 reds, 1 Amber- no tones (See “Fire Protection” chapter of this manual). 3. To check for a discharged Fire Bottle prior to APU start: a. Turn on both Main Batteries b. Select DU #1 to “NORM”. d. Observe that there is no amber “L FIRE BOTTLE DISCHARGE” CAS message. 4. Using the APU “STOP” button to shut down the APU will activate a “ramped” shutdown. Using the APU “MASTER” Switch to shutdown the APU will cause it to shut down immediately 5. There is no “pop-up” checklist for an APU fire(There are no “pop-up” checklists on the G550). •

APU related CAS Messages: 1. “APU ESSENTIAL” – Means a fault has been detected in flight. 2. “APU UNAVAILABLE” (In Non-essential Mode) - Means APU needs fixed. 3. “APU MAINT REQD”- Means APU failed BIT test.




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Note: The “Quiet Shutdown” checklist procedure is designed to be used at times when the APU is inoperative, not as an arbitrary shutdown method. Gulfstream has recommended that the APU be used at the end of a flight for two primary reasons. Number 1: To be able to rotate the engine should a tail pipe fire be experienced at shutdown (See “Tail Pipe Fire” within the “Fire / Overheat / Smoke Index” section of the QRH). Number two, APUs have failed to start due to corrosion within the rotating group creating enough friction that the starter can not spool the APU. This occurs most often in areas with salt in the air. After landing, an APU that has not been started will normally be cold soaked. The condensation that forms within the rotating group can cause sufficient corrosion to form overnight, that “tip rub” friction will prevent rotation on the following day.




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POWERPLANT

Figure 1: Powerplant Schematic

Engine: BR-710 C4-11. 15,385# thrust (SL, std. +15° day) Cruises at 85% of rated thrust capability Bypass Ratio: 4:1




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NOTE: A 5 PSID across the Fuel Filter will cause a blue CAS Message “L-R FUEL FILTER” to appear.

STARTING • Selecting the Crank Master Switch or the Start Master Switch will open the Isolation Valve and turn off the Right Pack. Pressing either the L ENG START or R ENG START Switch will momentarily turn off the Left Pack. After the start sequence has been completed, selecting the Crank Master Switch or the Start Master Switch to the “OFF” position will close the Isolation Valve and turn the Right Pack back on. Note: When starting a warm engine, select the FUEL SHUT-OFF Switch to “RUN” after the TGT has decreased (cools during spool-up) to 150 degrees C or less. The FADEC System will not introduce fuel until the temp has been reduced to 150 degrees. Therefore, if the FUEL SHUTOFF Switch is selected to “RUN” too early, and the time that it takes for the TGT to cool to 150 degrees takes too long, the FADEC may sense that the engine is taking too long to start and perform an “Auto Abort”.




•

• • •

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Rotor Bow Start: After an engine has been shut-down, it may be restarted using normal start procedures for up to 20 minutes after shutdown. Starting the engine during a period of longer than 20 minutes, and less than 5 hours from the last shutdown, a “Rotor Bow” start procedure must be utilized. When a warm engine has remained static during this time period, the Rotor Group Shaft may “bow”. Spinning a bowed shaft may cause “tip rub” of the rotating blades inducing excessive engine wear or damage. By motoring the engine for 30 seconds (begin timing from the point where HP rotation of the engine has reached peak RPM on the starter), prior to introducing fuel, one is able alleviate the “Rotor Bow” condition. Instructions for this type of start can be found in the AIRPLANE FLIGHT MANUAL, Section 2, Normal Procedures. By the third start attempt the EPA kit will overflow. The Electronic Engine Controller (EEC) tells the Fuel Metering Unit how much fuel to put out. Heated Fuel Return (HFRT) / Fuel Return To Tank (FRTT) 1. When the Fuel Tank Temperature falls to 0°C the FRTT valve opens and sprays warm fuel (3 GPM /+50°C) into the wing to slow rate of cooling of the fuel. The valve closes when the hopper tank temperature reaches +10°C. Note: Fuel Tank temperature is sensed at the center (inboard) of the Fuel Hopper. Note: The HFRT Switch is “out” and “dark” during normal operations. When depressed, the switch indicates “OFF” (blue).

•

There is no fuel return under the following conditions: 1. Fuel Switch turned off 2. X-flow valve open 3. A Fire handle pulled 4. A low Fuel Pressure signal 5. Fuel Filter blockage signal 6. 2250# plus fuel flow 7. Low Fuel Quantity signal 8. Fuel temp in Hopper above -1°C (If the FRTT comes on, it will go off again at +10º C). 9. Less than 58% HP RPM (“on line” speed for HMG) 10. No tank temp readings

•

The Fuel Switch opens the fuel at the Fuel Metering Unit (FMU), but the Electronic Engine Controller (EEC) governs the fuel flow. Variable Stator Vanes (VSV)

•

a. Located on HP Compressor b. HP fuel rotates stator vanes to prevent compressor stalls and engine surges.




•

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Emergency Fuel Shutoff- HP Shaft breaks and hooks mechanically grab a cable that shuts off fuel at the Overspeed/Splitter Unit.

Oil System • Capacity: 21 pints • Each gradient mark (tic) on the Engine Oil level indicator (Synoptic Page, Ground Service Page) equals 2 pints. • •

Max hr.) consumption allowable: .42 pints per hr. (Normal consumption is 0.1 pts. Per Pumps: 1 pressure pump and 4 scavenge pumps. Note: Check engine oil levels within 5-30 minutes after shutdown Service to 1.5 pts. with the Remote Oil Quantity Indication and Servicing System, located in the Aft Compartment). as opposed to “Full”. If the oil level must be checked / serviced on a cold engine, first run the engine for 10 minutes. DO NOT OVER SERVICE ENGINE OIL as smoke and fumes may contaminate the air conditioning system and cabin to the extent that the interior furnishings must be changed-out. Excerpt from MYGULFSTREAM.INTERCOM, April 2, 2004: “Recently, a GV crew observed oil vapor in the cabin during climbout. The crew returned to the departure airport for troubleshooting, where it was found that oil levels of both engines were overfilled. The oil was drained from eachon engine and refilled to within thethe correct operating indicated the engine sight glass. Also, aircraft interiorlevel, was as extensively cleaned to remove traces of residual oil vapor. Engine ground runs and a check flight revealed no further evidence of oil vapor. During the subsequent investigation, it was determined that the oil level of both engines had been “topped off” without following the correct Engine Maintenance Manual procedure, while the aircraft was in the hangar for several days of maintenance work. The BR710 Engine Maintenance Manual (EMM), section 12-14-01 Servicing is very explicit regarding the procedure for checking the oil level. The task states in part… “Do a check of the engine oil level on an engine which has been shut down between 5 and 30 minutes (italics added for emphasis). This timefollowing window isengine specified for twofor reasons. First,back several are required shutdown oil to drain intominutes the oil tank from the numerous lines and bearing cavities that comprise the oil system.




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Secondly, the 30-minute maximum time period for inspection is specified because the oil system features a static anti-leak valve inside the oil pump unit. While the engine is off, the design of the valve permits a small amount of leakage from the tank into the Accessory Gear Box (AGB). Over extended periods of time, the accumulated discharge through this valve is apparent as a level drop on the oil tank sight gauge. Hence, without awareness that the tank can slowly drain down, inspection of the oil tank sight glass at any time other than 5 to 30 minutes after engine shutdown can lead the incorrect conclusion the engine oil level is low. If the level must be checked after the 30-minute limit, refer to the engine maintenance manual, as additional steps will be required. If the engine oil level is overfilled, it is likely that the forward bearing cavity will be charged with a greater than normal quantity of oil. Once the engine is started, the bearing cavity is pressurized by seal air. Excess oil will be extruded past the bearing seal and become entrained in the compressor gas path. The oil vapor will then pass through the compressor to the bleed port, enter the Environmental Control System (ECS), and ultimately, be distributed into the aircraft cabin and flight deck. Should the situation not be corrected immediately, it is possible to contaminate the ECS component parts, as well as aircraft interior furnishings to the point where they must be replaced in order to eliminate the odor of oil vapor.” This article endorses the need for crewmembers to check the engine oil levels during the appropriate time period at the end of the day. The following caution is found throughout Gulfstream GV/G550manuals: CAUTION: CHECK OIL QUANTITY BETWEEN FIVE (5) AND THIRTY (30) MINUTES AFTER SHUTDOWN. DO NOT SERVICE OIL ON A COLD ENGINE. IF IN DOUBT, RUN THE ENGINE AT IDLE FOR TEN (10) MINUTES. RECHECK OIL TO DETERMINE IF THE ENGINE NEEDS OIL SERVICE. FAILURE TO FOLLOW THESE PROCEDURES COULD LEAD TO DAMAGE TO THE OIL PUMP. It is important for flight crews to service oil levels during post-flight inspection when taking their plane into maintenance rather than leave it for the mechanics to check at a later time. Running engines, just to check the oil level, is not always an option for the mechanics. Also, mechanics should be certain not to service the engine oil levels on a cold engine. Note: Check engine oil levels within 5-30 minutes after shutdown (Check the APU 15-30 minutes after shutdown). Service to -1 pt. as opposed to “Full”. If the oil level must be checked /serviced on a cold engine, first run the engine for 10 minutes.




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Engine Oil Filter Housing with ∆P Warning Indicator “extended” (normally flush) Overboard (Exhaust unit)

Engine Oil Distribution Fuel Cooled Oil Cooler

Ignition System • Two igniters each engine • Normal ground start uses 1 igniter • In-flight start uses 2 igniters • Manual ignition uses 2 igniters • Igniters are turned off automatically during an engine start at 42% HP RPM. • The EEC Channels and Ignition Channels (FADEC Channels A and B) are alternated with each cycle of the Fuel Control Switch to the “OFF” position.




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Air Starter • The starter is signaled to disengage at 42% HP RPM by a FADEC command. The ignition is also commanded off at the same time. The ignition icon (IGN) will go out at that time but the Starter Shutoff Valve icon (SOV) will remain on until the Starter is fully disengaged, usually by 45% HP RPM. • 3 minute engage limit • Can re-engage up to 42% HP RPM Full Authority Digital Engine Control (FADEC) • • • • • •

Controlled EEC (Brain ofinto FADEC). Runs and protects everything. Data Entry by Plug UnitPlugs EEC and stays with engine when changing out EEC. Controls engine idle. Controls/responds to Engine Pressure Ratio (EPR) requirements only. The FADEC provides two channels (Channel “A” and Channel “B”) for each engine. The engines attempt to keep EPR synched. For quicker engine response when needed during landing, turn the engine sych off.

DESCENDING OUT OF 51,000 FT.

Note: If the Auto Throttles are not being used and a descent is made from altitude to say 30,000’, one could expect a 30 second delay for a response from when the power is re-applied. This is why FADEC maintains a minimum “low idle”. Normally with inoperative auto throttles, “flight idle” is reserved until a commitment to land has been made.




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Alternate Mode (LP Mode) • The FADEC will revert to Alternate mode for the following reasons: 1. Air Data failure. 2. P 50 signal failure. 3. Rating selection errors- Data Entry Plug data lost.

Note: The “L-R ENG ALT CONTL” CAS message appears as a blue message. EPR indication for the affected engine may disappear. • •

Will Lose Auto Throttles when FADEC is in ALT. To restore the FADEC from “Alternate” to “Normal” mode while on the ground prior to starting engines (EPR System operating normally): 1. Display Controller…………………….....………… Select “SENSOR” MENU 2. SENSOR MENU………………………….. Select ENG ALT CTRL (LSK 5L) 3. Affected Engine……Hard select (“BOX”) “ALT” (EPR dial/needle turns blue) 4. Affected Engine…..De-select (“un-box”) “ALT” (Should return to normal ops)

Thrust Reversers • On side hydraulics only. • Each TR has 6 locks. • Isolation Valve- entry point of hydraulics. • FADEC limits to 70% LP. Click down out of reverse at 70 Kts so as to be at idle reverse 60 Kts. • An engine will go to Low Idle if a TR is deployed without command and a loss of throttles control will occur. “A/C CONFIGURATION” (if the throttle lever is out of “stow” position) is displayed on the CAS as well as “L-R TR UNLOCK” (amber on the ground and red in flight). • The throttle should be at idle prior to selecting “L-R T/REV MAN STOW” which applies 3000 PSI to the “Stow” side of the TR Actuator, thus attempting to stow the TR. The throttle of the affected engine will once again become operational, however, the affected Thrust Reverser would not be available for landing. In this scenario the CAS would indicate: “A/C CONFIGURATION” (Red).




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Note: With one or both thrust reversers inoperative, one cannot accept a “Land and hold short” request from ATC. Note: One cannot use flex power “wet” with TR’s pinned. Fire Bottles • CF3BR (Halon)- Has no pressure gauge. Check CAS for discharge message. • APU gets 1 shot from the L bottle (Bottle #2). The L Bottle is also used for L-R Engine shot #2. The R bottle is Bottle #1 and is used for Engine L-R shot #1. •

Engine Fire Test: See “Fire Protection” chapter of this manual. Fire Handle • To operate: Pull and twist . Shot #1: Twist handle towards the affected engine. (Press manual release button if the solenoid has not pulled) The fire Handle turns off: Hydraulics, Electrics, and Fuel. Crank Master • Use for “Alternate Start”. Use “continuous ignition”. • The RH Pack turns off when the Crank Master Switch is depressed.

Note: No protection (Overtemp/Overspeed, etc.) during an “Alternate Start”. Continuous Ignition • Turned on automatically by EEC system. • Pilot activates by using the Continuous Ignition Switches. Note: Use extreme care when selecting the Continuous Ignition Switches. The Fuel Shutoff Switches are located in close proximity. Engine Vibration Monitor (EVM) • Vibration Monitor Test Mode- Gauge should read amber: 2.0 ± 0.2 (1.8 to 2.2) and an amber “ENG EXCEEDANCE” CAS message should appear. Engine Anti-Ice System th • Fails to “ON” if servo pressure is lost from the 8 stage bleed air. th • Uses “on-side” engine 5 stage bleed air only for Cowl Anti-icing. • Must manually select Engine AI “on” if required from surface to 1500 feet. • Auto mode is inhibited from the surface to 1500' AGL and above 35,000 feet. • There is no “inhibit” mode in the descent. • Wing and cowl anti-ice come on together in auto mode, however the Cowl AI turns off first, then the wings. (If no ice detected for 1 minute, 3 minutes later the Cowl AI turns off, then 2 minutes later, the Wing AI turns off.




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Engine Failures • “Engine Fail”- FADEC will try to start again. 1. At roll back, the following occurs: a. Both igniters turn on b. De-clutters messages. (Hyd, Elec, etc.) c. “Engine Fail” red CAS (below 35% HP- indicates an unsuccessful relight) •

Initial drift down speed: Target .80MT at FL 410. Note: See Engine Out Driftdown Charts, QRH, EB-13 / EB-14.

•

In-flight restarts- 1st Choice- Automatic Airstart Note: If anti-ice is required, utilize a windmilling Air Start procedure.

AIRSTART

(Starter assist - cross bleed)

(Windmilling)

Note: Maintaining an airspeed of just over 250K will prevent an “overspeed surge” when starting the APU Note: No airstart has overtemp protection. Note: “ENG HOT” indicates Internal Bearings hot. Note: Max Continuous Power: 101.0 LP, 98.9 HP, 860°C, unrestricted (no time limit)




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FUEL SYSTEMS •

Storage 1. Wings: 6118 gallons, 41,300 pounds. 2. Hoppers: 190 gallons each wing (1283#). An amber “L-R FUEL LEVEL LOW” CAS message indicates 650# or less fuel in the respective Hopper.

Note: A full load of cold fuel may indicate more than 41,300 pounds. This is permissible as long as the Max Ramp Weight and Max Takeoff Weight are not exceeded. Hoppers

Temp Sensors at back of Hopper Fuel Boost Pumps • Run all four fuel Boost Pumps at the same time because there is no “Auto Change”, where a pump in the “OFF” position would automatically come on if another pump were to fail. • Power Sources:

Main FuelFuel Pumps: L& R ESSLDC Alternate Boost Pumps: & RBuses MN DC Buses Note: Do not turn off any of the Fuel Boost Pumps when the Fuel Tank Temperature is less than 0°C, as the formation of ice crystals around the pump impeller may prevent the pump from rotating when turned back on. Note: The positions of the Boost Pump Switches reflect the location of the respective Boost Pumps as mounted on the wing spar. • • •

Max imbalance: 1000# on the ground, 2000# in flight. Fuel transfer from wings into hopper: 750# per hr. (motive flow fuel) from injector into the hopper, 4550# per hr. from wing bays into hopper. Servicing fuel- Fuel line pressure of 35-55 PSI required (45 PSI is normal). Note: Shut off Refueling Switches and depressurize hose prior to turning off ship's power. If the power were to be shut off first, the shutoff valve would reopen and fuel would continue to flow into the wing if the fuel hose still had pressure in it.




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Heated Fuel Return System (HFRS) / Fuel Return to Tank (FRTT) • Supplies fuel heated to 50°C from engine fuel components back into wing bays at the rate of 1.2 GPM. The system automatically turns on when fuel in the hopper cools to 0°C and turns off when the temperature of the fuel in the hopper reaches >10°C. The Fuel Return “OFF / AUTO” Switch should be “out” in flight. If depressed, “OFF” (blue) will appear on the switchlight capsule. Shut Off Valves • Engine shut off valves are located at the aft LH & RH wing spar (controlled by fire

handles): As viewed during the pre-flight (looking forward), the red valve handles should be aiming to the 7 O:CLOCK position. Note: The red handle of the Inter-tank Valve, located in the R/H wheel well, when closed, points to the 7 O:CLOCK position. The red handle of the Crossflow Valve, located in the L/H wheel well, when closed points to the 11 O:CLOCK position. •

APU fuel shut off valve is located at aft LH wing spar. This is a solenoid driven valve that will be automatically closed if an APU fire is sensed.

Fuel Quantity Indication • 19 probes ea. wing, one signal conditioner in the LEER, and one densiometer in the left hopper, and one densiometer in the right wing. • If the High Level Sensors sense fuel in the plenum, a light on the single point access door illuminates, but the fuel will continue to load. • • • • •

Amber “L-R FUEL LEVEL LOW” CAS message comes on at 650# in either Hopper. CAS message: “L-R FUEL PRESS LOW” indicates both boost pumps are off or faled. Tank Temp Limits: -37°C / +54°C CAS message “BOOST PUMP” indicates: Both engines are being fed from one pump above 40,000'. Fuel System Test: a. Amber “L-R FUEL LOW LEVEL” CAS message b. “7000, 7000, 14000” (amber) displayed in all fuel level indicators; readings must be exact. Note: One can check the fuel quantity, with only battery power available, at the following locations: 1. MCDU #1 2. On DU #1, Alternate Primary Engine Display, upper 1/6. 3. At the “Ground Service Control Panel” (Located behind the pilot’s head, this panel is used to pre-set a desired total fuel load from a “single point” fueling operation.)




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CAUTION- The bottom figure displayed on the Ground Service Control Panel is the “PRESELECT” quantity and DOES NOT reflect a measured total of that fuel which is actually contained within the wings. Add the left wing and right wing fuel quantities together in order to obtain the total pounds of fuel onboard. Note: “Mismatch” Display 1. Does not appear with less than a 100# mismatch in fuel quantity. 2. The vertical length of the line equals 500#. 3. If the quantity of the mismatch exceeds 1000#, the mismatch annunciator turns amber and a blue CAS message “FUEL IMBALANCE” will appear.

Fuel Quantity Display with “Mismatch” Display Note: The display digits are normally white but they turn amber when a “fuellevel low” signal is received (650#). The total window turns amber when both sides indicate a low fuel level. Ground Service Control Panel •

The Ground Service Bus powers the Remote Fueling Shutoff Valves. Main Batteries DO NOT power the Shutoff Valves. Note: Placing the control panel switch into the “REFUEL” position will allow an asterisk to be placed in the “TOTAL FUEL” (pre-select quantity) window. Only with the asterisk in view, will the fuel being pumped into the wings be shut off when the weight of the fuel in the wings is equal to the value shown in pounds at the “Total Fuel” (DESIRED AMOUNT) window. The auto refueling system works with the Ground Service Bus selected to “ON” if the APU is not running. If servicing the fuel with DC Power being supplied by the Ground Service Bus and the Main Cabin Door is Closed (along with the Tail Compartment Door and the Forward External Switch Panel), possibly because of heavy rain, the power to the Ground Service Bus will be interrupted (and lost). In this situation, the automatic shutoff feature will no longer stop the fuel from flowing into the aircraft at the preselected level.




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FIRE PROTECTION Engines • • •

Engines: 5 sets of 2 loops. (resistance type) Fire Detection Fault Test: 8 ambers (Test Switch, four loop lights, two master cautions, amber “FIRE DETECTION LOOP FALT” CAS message, and 2 chimes.) Engine Fire Detect Test: a. 8 reds: “ENGINE FIRE LOOP ALERT” and “L-R ENGINE FIRE” on CAS, two loops on the test switch, two master warns, fire handle, and fuel switch. b. 3 chimes.

APU • •

APU: 1 tube, expanding Helium. (pressure type) APU Fire Detect Test: a. 5 reds: “FIRE” on the APU Control Panel Test Switch, “FIRE” on the APU Panel, two red master warns, and one red CAS message; “APU FIRE”. b. 3 amber: two amber master caution capsules and an amber “APU FIRE DETECTOR FAIL” CAS message. c. Fire bell and 3 chimes Note: Depressing the test button will not shut down the APU if it is running. However, an amber CAS message “APU SHUTOFF VALVE FAIL” will appear. Note: If there is an APU fire during simulator training, don't forget to fight the fire and consider evacuation duties. Note: The “Quiet Shutdown” checklist is provided for shutdown when the APU is inoperative. If the APU is operable, it should be running for the shutdown (in order to have bleed air avilable to crank an engine should a tail pipe fire develop at shutdown- See QRH).

• •

Halon fire Bottles: Shot 2 (L or R eng.) Shot 1(L or R eng.) Pulling a fire handle does the following: 1. Electrics- Generator off 2. Fuel- off at wing 3. Hydraulics- off at reservoir




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Note: When fighting enginethat fire,engine. for shotThis #1, will turndeplete the firebottle handle#1of(right the affected enginean towards bottle) and APU fire protection will then be maintained from fire bottle #2 (left bottle) until shot #2 has been utilized. Note: For an APU fire, just press “EXT” and go to checklist. Note: Prior to APU start at first flight of the day, check for a discharged fire bottle in the following manner: With both Main Battery Switches selected to “ON”, turn on DU #1, and assure that there is no amber “L-R FIRE BOTTLE DISCHARGE” CAS message. • • •

•

•

Smoke Detector: (particle detector) Pylon temperature sensing: 3 heat sensors (Thermal Switches) When testing the System Test Panel “EQPT OVHT”, look for 3 messages / 6 areas. 1. AFT EQUIP HOT 2. L-C-RAFT FLR 3. L-R PYLON HOTHOT CAS Red Messages: AFT BAG SMOKE AFT EQUIP HOT L-C-R AFT FLR HOT APU FIRE L-R ENG FIRE L-R ENG HOT (possible hot bearings) L-R PYLON HOT AFT LAV SMOKE CAS Amber Messages: BAG EER HOT L-R EER HOT L-R FIRE BTL DISCHG FIRE DET LOOP FAULT FWD FLR AREA HOT APU FIRE DET FAIL




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Hydra ulic Systems Left System Elevators Rudder Ailerons Flight Spoilers Speed Brakes L Stall Barr

Right System Elevators Rudder Ailerons Flight Spoilers Speed Brakes R Stall Barr

PTU -------------------------------------------------

Gnd. Spoiler Servo -------Gnd. Spoiler Servo Gnd. Spoiler Gnd. Spoiler --------Left T/R Right T/R --------PTU Pump PTU Motor --------Yaw Damp #1 Yaw Damp #2 --------Landing Gear --------Landing Gear NWS --------NWS Brakes --------Brakes Wing Flaps --------Wing Flaps HMG Motor --------HMG Motor -------------------------

Aux (Air) --------Rudder ---------------------------------

Aux (GND) -------------------------------------------------

--------Gnd. Spoiler Servo ------------------------------------------------Yaw Damp #1 ----------------Ldg. Gear --------NWS Brk. Accum.* Brakes & Accum Wing Flaps Wing Flap ------------------------Main Door*

*Receives hydraulic pressure from the aux pump only. Note: As viewed on the Hydraulic Synoptic Page, hydraulic lines will appear in amber when hydraulic pressure is below 2000 PSI. A “L-R HYD SYS FAIL” will appear on the CAS when the hydraulic pressure falls below 1500 PSI. •

• • •

•

FGC one and two “flip flop” at each power-up. Bring up hydraulic synoptic page and verify which YD (1 or 2) is powered (Green). Whichever YD is being utilized, the corresponding FGC is also being used. When on the Aux System: FGC #1 is required to operate the YD #1 and the rudder. FGC #2 will support operation of the rudder only. With the loss of the L or R Hydraulic System, only the affected side TR will be rendered inoperative. Synoptic: Summary and Ground Service Panel Pages- Used for quantity checks. The hydraulic systems must be pressurized to get accurate readings. Gauges will read 0.2 gallons higher when systems are unpressurized. Both pages are “temperature compensated”. The Parking Brake Pressure Indicator is electrically powered.




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Aux Pump • With the Aux Pump armed, moving any brake pedal >10° with less than 1500 PSI being supplied from the L SYS or PTU, will activate the Aux Pump “latch on” system. • Functions on the ground and in flight providing a 2 GPM flow at 3000# PSI. • An amber “AUX PUMP HOT” CAS message indicates that the Aux Pump is hot. The Aux Pump does not automatically turn off with this message. • An Aux Pump Suction Boost Pump provides a head pressure to the Aux Pump whenever Hydraulic Reservoir “bootstrap pressure” drops below 20 PSI and shuts

off at ais“bootstrap of to above 25 PSI. The Suction Pump located in pressure” front of and the left side of theAUX mainPump batteries in theBoost Aft Equipment Compartment. Note: The Aux Pump Pressure Filter located in the left wheel well is designed to “bypass” in case of filter restriction. Left Hydraulic System (L SYS) • 20.6 gallon system. • The total Left Reservoir volume is 5.7 gallons. For operational purposes it is considered full when indicating 4.8 gallons at the Hydraulic Service Panel or the hydraulics quantity portion of the Synoptic Summary Page.

Note: The electronic Ground Servicing Panel, 1/6 Display, is more accurate than the Hydraulic servicing display quantity indications as the electronic display applies “gear down” and temperature compensation biases. • •

L SYS portion of the reservoir will accommodate 3.7 gallons of hyd. fluid. The Aux portion of the reservoir will accommodate 2.0 gallons of hyd. fluid.




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Right Hydraulic System (R SYS) • 1.6 gallon total reservoir volume (considered full at 1.6 gallons). • Total system capacity: 6 gallons.

Power Transfer Unit (PTU) • When “armed” the PTU will come on with L SYS pressure less than 1500 PSI. (Will go off at 1900 PSI). If the PTU is operating from an “auto turn on”, it will shut down at a R SYS fluid temperature of 220°F (hydraulic heat exchanger is located in fuel hopper) or whenever L/H reservoir has less than 1.5 gallons of fluid remaining (in the 3.7 gal. area). Comes on and remains on when placed in the “ON” position (“ON” will override a PTU shutdown due to an overheat condition or if 1900 PSI is attained in the L SYS.

Note: The PTU control valve does not fail “Open”. The valve is controlled by an electric motor. When turned off, it stays off. Note: There is a bearing wear button on the PTU drive motor. PTU hydraulic fluid flow rate: 22GPM •

The PTU powers everything that the L SYS powers except for the L TR and the Flight Controls

Hydraulic Systems- General •

•

• •

The hydraulic systems are shut off by electrically controlled motors located below the reservoirs. The hydraulic pumps produce 18 to 28 GPM from idle to “takeoff” power at 3000 PSI (±300 PSI). At engine failure the following takes place for an “Auto Relight”: a. The Engine Generator turns off. b. Annunciations: “L-R ENGINE FAIL” and “PTU HYD ON” (If L/H engine). c. Auto ignition is activated. The Autopilot does not recognize hydraulic failures, only electrical failures. The YD is WOW controlled. No YD on ground.




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Note: An “extended” differential pressure button indicates that a filter is beginning to cause a restriction. Any “extended” hydraulic bypass indicator may be reset once. Then the system must be pressurized and the filter button checked again (May be checked after the next flight or after a ground engine run-up). If the button is then once again found to be “extended” after the flight (or ground run), maintenance personnel must be notified. There are three non-bypassing filters: L SYS, R SYS, and PTU. Note: System pressure is measured at the filter packs. Ground Service Panel (Located in the Aft Equipment Compartment) • To service: Aircraft Operating Manual (AOM), Volume III, Chapter 9, Handling and Servicing Procedures.

a. Check hydraulic b. Turn on GSB. levels from cockpit while engines are running. c. Select L/R and add amount showing low from step #1. d. Bleed system. Note: Hydraulic replenisher level: Minimum- 0.25 Gallons, Max- 1.5 Gallons. Do not over service the L/H hyd. system (4.8 gal.). Otherwise there will be insufficient capacity to store hydraulic fluid during an emergency gear extension. Flows and Pressures • Aux System- The Aux Pump supplies 2 GPM at 3000 PSI.

Note: At Aux Pump pressures less than 20 PSI, a Suction Boost Pump (located in the Aft Equipment Compartment) supplies hydraulic fluid to the Aux Pump for lubrication purposes. • •

Main Hydraulic Pumps- Supply min. 18 GPM / max 28 GPM flow. PTU Pump- supplies 22.5 GPM flow.




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Standby Rudder

Works as an “either or” valve… Standby Rudder Switch to be slected in flight with a dual hydraulic failure only (Nose Gear WOW must be in “flight”). Flaps NWS -Brakes -Main Door

L SYS Fail Due to Fluid Loss

Note: The PTU never operates flight controls. Note: After experiencing a hydraulic failure, go to the associated synoptic page first. White diagrams indicate “off”. Note: Keep “green over green”. If one hydraulic system fails, select the FGC of the operating side. This keeps the yaw damper (YD) operating. The green “YD” symbol will appear above the green (operating) hydraulic system as viewed on the hydraulics synoptic page. To accomplish the same thing, if A/P #1 is being used, select FGC #1. If A/P #2 is being used, select FGC #2. Step 1: Go to “Sensors” and select FGC of the corresponding operating side (green over green”). Note: The AP disconnect warning will cycle with the selection of FGC 2, but the AP will not disconnect. Step 2: Check for loss of fluid. There will be no PTU operation if there is less than 1 1/2) gallons of fluid in the L SYS (Unless “hard selected” to “ON”). Step 3: Arm the GPWS / GND SPOILER FLAP ORIDE SWITCH …NOW! You will need it later.




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Step 4: Do not move flaps if a leak is suspected in the flap hydraulic system. This is one common point of the hydraulic systems (The Nose Wheel Steering is another). Step 5: Refer to QRH Note: “AUX HYD HOT” = Hot aux pump motor; the pump continues to run. Note: “AUX HYD PUMP OVLD” = An electric motor overload; the pump goes off. Note: “AUX HYD BOOST FAIL” = Operator not supposed to close the main entrance door (MED) hydraulically. Close the door manually. Note: The A/C cannot be dispatched with the door having been closed manually.

L SYS/AUX SYS Failure with R ENG Inoperative a. There will be no CAS message. b. To find proper x-list, go to QRH “Engine Failure”, QRH EB - 7.

Note: Turn the Anti-Skid off (when appropriate) for landing to get a larger pressure indication scale on the Brake Synoptic page (0-800 PSI instead of 0-3000 PSI). The emergency brake pressure being applied can then be monitored.




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LA NDING GEAR

A green light will always indicate “down and locked”

Electrically connected to the Landing Gear Selector Valve

• • • • • •

Electrical power: 28V, R EMERGENCY DC BUS. Hydraulic power: L SYS, PTU, and AUX (ground only). WOW (Combined WOW) on ground- landing gear will not retract. Handle down- landing gear will not retract. 15-second delay, then horn- any gear not down. Only if Gear is down and locked will the gear warning system “inhibit”.

Gear Warning Horn • 20 flaps, unsafe gear, and altitude above 350' AGL (radio altimeter): horn self silences. • Can be silenced: Throttle to idle, altitude less than 350' AGL, and flaps less than 22 degrees. This can be a GOTCHA, even though the horn silence light would come on. • Horn cannot be silenced with gear indicating “not down”, with greater than 22

degrees flaps at any altitude or power setting.




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Note: The same power and signals go to the three green gear lights on the landing gear control panel and “three wheel down” indicators on the Flight Controls Synoptic page. If there is no horn with the gear handle selected down and the A/C in full flap configuration, the gear is down. Blowdown • 2 interconnected bottles (1 blowdown event uses both bottles) • 3100# each (Pressure can be read on the Synoptic Summary Page.) • When the emergency gear handle (T-Handle) is seated, the Blowdown Valve is

• • • •

•

vented. T-Handle by handle cable tointhe Bottles) pulled, the gear When will gothe down! Even (connected with the gear theBlowdown “UP” position (red is handle). The anti-skid is operative with the landing gear having been blown down. The landing gear selector/dump valve isolates hydraulics / air in case there is a need to correct a “one gear down” situation to an “all gear up” landing. The gear handle is placed in the “down” position, prior to gear “blow down”, in order to get proper indication.. VLO: 225K / .70 M VLE: 250K / .70 M Emergency extend: 175K / .70 M Max tire speed: 195K Max altitude for landing gear operation: 20,000'. If the landing gear handle is placed in the “up” position on the ground, a red “ACFT CONFIGURATION” will appear on the CAS. Note: Normally, the crew will not troubleshoot “gear won't come up” If the landing gear door pins are left in, it can make for a bad situation. The landing gear doors will close when the gear is selected “up”. (The “close” side of the piston is larger than the “open” side.) When the gear doors are “pinned” on the ground, any hydraulic pressure applied at the door control valve will actuate the doors towards the “open” position.

• • • •

•

Main gear strut extension: 3-5 inches. (Measured from lowest shiny part of strut to the top of exposed shiny part of strut) Nose gear strut extension: 1-3 inches. (Measured from painted black line to the top of the exposed shinny strut) Hydraulic pressure does not hold the main gear up, the Uplocks do. Hydraulic pressure does hold the nose gear doors closed. Torque link pin out: 360 degrees rotation, no damage. Torque link pin in: more than 84 degrees rotation, damage will occur (red indicator pin pops up at 82 degrees of rotation). Use a suitable G550 tow bar only and a tug with a minimum draw of 15,000#.




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Dump Valve Switch • Activation of this electrical control switch will: a. Electrically shuttle a dump valve allowing air to be vented from the Landing Gear Selector Dump Valve and re-sets the valve to “normal hydraulics”. b. Reset the landing gear system to be hydraulically actuated. WOW Switches • MLG WOW SW. “makes” on the ground (physically makes contact- “ground mode”). • • • • •

• •

The ops. NLG WOW SW. “makes” in the air to permit Aux Pump powered yaw damp NLG WOW SW. “breaks” on the ground (physically open- “ground Mode”). A nose gear WOW signal on the ground allows for nose wheel steering. Both WOW systems “energize” to the “ground mode” and “de-energize” to the “air mode”. The combined WOW signal is the signal informing A/C systems whether the A/C is “in flight” or “on ground”. Both MLG WOWs must work on the ground in order to get a “combined WOW” signal. (The WOWs are connected in series for a “combined” signal.) In flight, only one WOW is required in to be in the “air mode” to put the WOW System “in-flight”. If both MLG WOWs fail to “ground” when airborne, an amber “WOW FAULT” appears on the CAS. (A/C looks at radio altimeter) If speed of the A/C is less than 50 knots, a WOW Switch signaling “In-flight” will be discredited. Note: The Wow system looks only at the main landing gear WOW Switches in flight. Note: If an “in-flight” WOW failure is detected (can't raise the gear), select the ground spoilers to “OFF” immediately. Note: If the WOW stays in “ground” mode after takeoff, pull the L and R WOW CBs. The Combined WOW, at this point, remains in “ground” mode. Pull the C-2, CB (Combined WOW) and the signal to the Combined WOW will be broken. This will put the A/C in the “air” mode as a last resort. In this case the CBs must be reset at landing to prevent loss of brakes and to allow the cabin to de-press.

WOW Fails to go to Ground Mode • Below 50 knots a “WOW FAULT” message will appear. (MLG WOW) • Nose Steering may not work (The Nose Gear WOW would affect this). • •

Pressurization will not “dump”. (MLG WOW)




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Nose Wheel Steering • The Nose Wheel Steering is electrically controlled, hydraulically powered and mechanically actuated. An electrical steering command is srcinated at the Nose Steering Control Tiller wheel via a Rotary Variable Differential Transducer (RVDT). Moisture in the RVDT can cause steering anomalies. • Gulfstream discourages using tiller steering at speeds above 60 knots. • Variable gain steering (ramped steering) allows for tiller steering commands to be ramped from 80º at 18K (IRS speed) down to 16º at approximately 160K (IRS speed).

Caution: Using command in a turn and then applying brake to tighten the turnfull cantiller cause the warning pin to extend at arounda82º of wheel deflection. Not a recommended practice.

Limits • 80° either side of centerline of A/C with tiller, 7° either side of centerline with rudder pedals (However, only 82° max combined). If the tiller fails (CAS message “TILLER STRG FAIL”), 16° of steering in either direction will be available with the rudder pedals. A strip of pavement 62 ft. wide will be required for a 180° turn under normal conditions. Toe Brakes • The Brake Pedals are mechanically “linked” in pairs, so as to operate simultaneously. If one pilot depresses his left pedal, the other pilot's left pedal will move as well.




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Brake Metering Valves • Located in the nose compartment (L/H side). • Order of hydraulic brake pressure flow: 1. Pedal Valves to Augmentor. 2. Augmentor to Anti-skid Valve. 3. Anti-skid Valve to Brake Fuses 4. Brake Fuses to Brakes (142,000,000 lbs. kinetic brake energy) Wheels and Tires • • • •

°

4 eachapproximately wheel- 390 F 450 PSI 1 fuse blowplugs out plugMLG Tire: H35x11.0-18 20 PR, 225 MPH (195 knots) Nose Tire: 21x7.25-10 12PR, 225 MPH (195 knots),

Note: Tire pressures are serviced taking into account OAT and aircraft weight, and therefore may vary. Information regarding servicing tire pressures can be found in the AOM Vol. III, Chapter 9, Handling and Servicing Procedures. On a standard day, tire pressures of a G550 aircraft weighing 54,000# would be approximately: Nose Tire- 115 PSI Main Tire- 190 PSI •

There is a transducer in each wheel

• •

Wear pin to shoulder- notify maintenance Wear pin to “flush”- Stop The Parking Brake Fuses are located outboard and slightly above the Fuel Boost Pumps. The Toe Brake Fuses are located in the aft area of the wheel wells. Tire cracks in treads and sidewalls are permitted as long as no threads show from within the cracks.

• • •

Landing Gear Doors • To open on the ground: 1. Pin the Gear Door Control Valves to the “open” position. 2. Turn on the External Power Switch at the Forward External Switch Panel. 3. Activate the Ground Service Valve at the Ground Service Valve Access Compartment (forward right fuselage); the doors will open. 4. Turn off the External Power Switch.




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To close the gear doors on the ground: 1. Remove the pins from the gear door control valves. Note: Gently lower the control valve handles to prevent the stop pins on the valve handle from being “slammed”, as damage could be otherwise incurred. 2. Turn on the External Power Switch. 3. Activate the Ground Service Valve (doors will close). Note: A change in the tone of the pump noise will indicate the completion of the closing cycle. Note: When performing a preflight inspection in cold weather, closing the Landing Gear Doors after the APU has been started will conserve power in the Right Main Battery for starting the APU.

Anti Skid • A/C Speed Sensing 1. IRS sensed speed 2. If both IRSs fail- wheel spin up (in at 53K out at 47K) 3. Paired wheel speed (2 inboard / 2 outboard. Paired within 2% of rotation speed)

Note: As a backup, if one wheel turns 30% slower than the other, i.e., the L inboard wheel rotates 30% slower than the R inboard wheel, the Anti-skid Valve opens and brake pressure to the slow wheel is released. This function is maintained down to 25 knots. The Anti-Skid Switch must remain engaged for the backup system to work. Parking Brake/Emergency Brake • The Parking Brake/Emergency Brake System is a totally separate system from main brakes. Different brake lines are provided. There is no anti-skid function incorporated within in the Emergency Braking System.

Note: The cockpit Parking Brake Pressure Gauge is electrically powered. a. Five brake applications from a fully charged bottle. b. 1700# minimum pressure required to set Parking Brake sufficiently. c. Parking Brake Accumulator (Emergency Brake) pressure: 1200 PSI @ 70ºF. •

The Parking Brake Handle operates a Metering Brake Valve. Note: Turning the Anti-Skid Switch to “OFF” will cause a larger scale of the applied brake pressure to be displayed on the Synoptic Brake Page (0-800 PSI in lieu of 3000 PSI)




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Brakes (Carbon) • Brake “Warning”- 650°C (Brakes Ruined). The FMS measures the brake temperatures and indicates how long of a cooling period will be required before the next takeoff. • The PEAK temperature is measured five minutes after landing. • If brake temperatures are exactly equal to ambient, the V-Speeds may be withheld. One can select “DISABLED” on the TAKEOFF INIT page 5/5, line 3R. This will take the brake temperatures out of the performance computations and V-Speeds will appear. • • •

The wheels will normally be “snubbed” within 3 seconds of gear retraction during normal operations. If after takeoff an amber CAS message, “WHEELSPEED MONITOR” appears, it indicates a system fault. Turn off the GND SPLR switch and go to checklist. For an amber message, “WHEEL DESPIN FAIL” put the gear back down, turn the Anti-Skid off and gently press the brake pedals (300-400 PSI).




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FLIGHT CONTROLS Ailerons (Primary Flight Control) • The Ailerons are linked directly to the control wheels via cables, cranks and pushrods. They are manually and electrically controlled, mechanically actuated and hydraulically boosted. In case of an individual Aileron (or Aileron Servo) Jam, the control wheels can be separated in the cockpit. • Ailerons move 11° up and down at their trailing edges. •

Aileron Trim Tab moves to a max 15° trailing edge up or down (The Aileron trim tab is located on the L aileron and the Trim Tab Actuator is heated to prevent freezing).

Figure 3: Ailerion Force Link

The “Force Link” acts to turn off the hydraulics to the left and right ailerons.

•

•

Hardover Protection System (HOPS) - With a “hardover”, the CAS will indicate “L-R AIL HYD OFF”. This is the only time that “L-R” will be seen (is usually L or R). Pulling the Aileron Hydraulic CBs POP C-4 & CPOP C-4, which is one step to be taken when performing the checklist for a hardover (a step which restores hydraulic pressure to the Aileron Actuators), turns off the HOPS. Be ready to reset these CBs quickly if a hardover condition still exists. Jammed Aileron Controls- Both pilots should be ready on the controls at the moment of actuating the aileron control disconnect (R/H side of center pedestal). If in a “hardover” turn, the angle of deflection of the ailerons can be split. Therefore, it may be required to turn the Spoiler Control to “OFF” in order to roll out of a steep turn. Note: In the QRH, amber writing, boxed by a black background, references an “Emergency Situation”




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Flight Spoilers (Secondary Flight Control) • The spoilers are manually and electrically operated, hydraulically powered, and mechanically actuated. • The outer two spoilers on each wing are paired and work together as Flight Spoilers. There is one RVDT (Rotary Variable Displacement Transmitter) for each pair of flight spoilers. If an RVDT fails, one “X” will replace both flight spoilers on the Synoptic “Flight Controls” page. • With 1/2° of “up” aileron movement, the flight spoilers on the same wing start to come up. • •

The inboard panel on each wing is the Speed Brake/Ground panel. Placing the Spoiler Control Switch in the “OFF” position canSpoiler turn off the hydraulic pressure to all six panels. Note: Control movement: a. Spoilers move up 47° (clean wing) and 55° (with full Aileron deflection) b. The Aileron trim deflection is 15° up and down.

Elevators (Primary Flight Control) • The Elevators are linked directly to the control columns by cables, cranks, and pushrods. They are manually and electrically controlled, mechanically actuated and hydraulically boosted. Elevator travel ranges from 24° trailing edge up, to 13° trailing edge down. In case of an individual elevator (or elevator servo) jam, the control columns can be separated in the cockpit by utilizing the Elevator Disconnect Handle. Elevator Pitch Trim (Trim Controls) • The pitch trim engages automatically at power up of the avionics. • AP engagement also turns on and latches on the Pitch Trim. Turning off the AP does not, however, turn off the pitch trim. • The Elevator Pitch Trim trims the elevator, not the stabilizer. • The Trim Tabs travel 22° trailing edge down, to 8° trailing edge up (21° to 7° electrically and one additional degree each direction mechanically). • The Trim Actuators are heated and can control the trim tabs either electrically (dual motors) or mechanically (via cables attached directly to the Elevator Trim Wheels in the cockpit). • The appropriate “takeoff trim” position must be set using the trim position indicator on the “FLIGHT CONTROLS” synoptic page. • The “Recommended Pitch Trim Tab Setting for Takeoff”, (QRH, Normal Procedures) is designed for single engine operations at V2. • A red message, “ACFT CONFIGURATION”, will appear on the CAS when the Power Levers are advanced if the pitch trim is sufficiently out of “Takeoff” trim limits.




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Note: The normal Aerodynamic Center of Gravity of the G550 is about 42% to 44% MAC. This allows for an easy rotation during takeoff, as the Aerodynamic Center of Gravity is aft of the Main Landing Gear. Mach Trim • Amber “MACH TRIM OFF” message indicates that the PITCH TRIM ENG/DISENGAGE SWITCH has been selected to “DISENG” or the electric trim system has failed (both Mach Trim Computers failed). Limit speed to .80M to prevent “Mach Tuck”. The AP can trim the Pitch Trim Tabs 21° trailing edge down, °

to 7 trailing edge up. Note:

Mach Tuck: When supersonic air drops down on subsonic air (creating a shock wave) aft of the center of pressure on the upper surface of the elevator, the trailing edge of the elevator is forced downward. The result is “Mach Tuck”. The A/C is forced into a dive from which recovery can be made only after the airspeed slows sufficiently to cause the shock wave to move in front of the center of pressure. The initial stages of a Mach Tuck conditions will begin at .85M in the GV.

Elevator Hardover Protection System (HOPS) • The elevator HOPS looks at “pressure sensed into” the elevator servos vs. “pressure sensed out of” the elevator the servos. If there is a sufficient difference, a CAS message, “L-R ELEV OFF”, will appear and only one actuator will be turned off. The flight may be continued to destination.




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For a “Jammed Elevator”, use the disconnect handle (L/H of Center Pedestal) to separate the two halves of the control column. Press the “EMER STAB” button in and use pitch trim to control elevator pressure. The Trim Switches become “Stab Trim Switches”, so to speak.

Rudder (Primary Flight Control) • There is an automatic reduction of hydraulic pressure applied to the rudder actuator. However, if there is a loss of pressure from one hydraulic system, the pressure of the other hydraulic system is ramped back up to 3000 PSI at the rudder actuator. With 3000 PSI hydraulic pressure being received from only one hydraulic source, the message “SINGLE RUDDER” appears on the CAS. • Automatic Load Limiting: There is automatic load limiting within the rudder actuator itself. After both engines are running, with rudder trim centered, push the rudder in each direction to the rudder stop. A blue message, “RUDDER LIMIT”, should appear on the CAS.

Note: Either “Single Rudder” protection or “Rudder Limit” protection must be operational in order to dispatch for flight. Yaw Damper (Operates a Primary Flight Control) • The Yaw Damper (YD) operates 5° either side of rudder trim n ull. • There is no YD operation with WOW “on ground”. • With no problems, the YD Switch is always black. • The AP will not engage without an operating YD. However, once the autopilot has been engaged, if the YD Switch is “in” and the #1 YD channel fails, the AP will

remain engaged while the YD Switches over to Channel #2. If YD Channel #2 then fails, the AP will remain “on” as the YD fails “passive”. The Yaw Damp does not engage at power-up. It is turned on during an autopilot selftest which takes place when hydraulic pressure becomes available during an engine start. Standby Rudder (Operates a Primary Control) • With the Standby Rudder Switch depressed and the NLG WOW in “Air Mode”, the Aux Pump will supply hydraulic pressure exclusively to the Rudder Actuator. •

Rudder Trim (Trim Control) • The rudder trim is the only trim control that requires hydraulic pressure to adjust trim in flight. The actuator is trimmed hydraulically as there is no rudder trim tab.

Note: The following CAS Message can be generated because of air in the hydraulic systems: “SINGLE RUDDER” AND “SINGLE SPEEDBRAKE” Note: One may not get the Rudder Limit Signal during the rudder limit check if the rudder trim is way off center or if there is a strong cross-wind blowing against the Rudder. Revision 3, 09/14/06 Permit: WPcp0206



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Rudder Hardover Protection System (HOPS) • The Rudder HOPS measures “inbound” and “outbound” pressure at the Rudder Actuator from the R SYS and L SYS. If there is an input/output disagreement, the pressure to the affected side of the actuator is shut off. With one source of pressure shut off, a blue message, “SINGLE RUDDER”, and an amber message, “RUDDER HYD OFF”, will appear on the CAS. If both hydraulic sources are shut off to the Rudder Actuator, only one amber message, “RUDDER HYD OFF”, will appear on the CAS.

Note: Utilizing the Standby Rudder System, which operates from aux hydraulic pressure, will not help in this scenario, and may tear the tail off the aircraft. Manual Control • Max Speed: 250 knots (High loads will induce limited authority.) • Max Alt: 25,000' Flaps (Secondary Flight Control) • DC control • 7 drive shafts and 2 jackscrews in each wing • Flap/Stab Computer located in BEER a. Signals the Stabilizer Trim to move. The Stabilizer moves electrically using two AC motors. Flap Handle

• •

Flap asymmetry: Occurs at 3/4 of one degree ∆ as detected by the Flap Resolvers. Un-commanded: (All can be disconnected with the AP Disconnect Button.) a. Flap run b. Trim run c. Stab run d. Stall Barr




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•

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A flap leak can be recognized by running the flaps with the aux pump. The aux pump supplies hydraulic fluid at the rate of only 2 GPM. A hydraulic leak in the flap system would cause the hydraulic pressure to be low. If the flaps don't go to the requested angle, the flaps will have no raster (will not be filled in on the flight controls synoptic page), nor will the flap setting angle be displayed on the flight controls synoptic page. Flap Torque Limit: If the speed of the A/C is too fast when flaps are selected down, the flaps may jam. There will be no CAS message. Select flaps to a lesser degree setting and then lower flaps to the desired setting.

•

In the Flap/Stab setting on the PFD will disappear 30 seconds after theflight, flaps have reached the “fullindications up” position. Note: One must depress the “EMERG STAB” Switch in order to lower the flaps when on battery power only, or the flaps will stop when the Flap Control Unit (FCU) senses no stabilizer movement. The AUX Pump and the Flap Control Unit are powered by the ESS DC Bus. The Stabilizer Actuator is powered by the L & R SBY AC Buses (not powered by the Main Batteries). Horizontal Stabilizer (Trim control)

Horizontal Stabilizer Actuator (HSA)

•

Flap/Horizontal Stabilizer Control Unit (FCU): a. Has Located the BEER channels, Channel A and Channel B. b. two in independent




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Note: Each channel communicates with the other by comparing the flap handle Rotary Variable Displacement Transmitter (RVDT) position and left and right Flap Resolver position. Signals are then generated that drive the “enable”, “extend” or “retract” solenoids of the Power Drive Unit (PDU). A malfunctioning channel will be inhibited and the remaining operating channel will continue to control the flaps and stabilizer. c. Monitors the horizontal stabilizer position information from the Horizontal Stabilizer Actuator (HSA) Resolver and generates signals that drive the HSA AC motor assembly to compensate for pitch trim changes during flap operation. d. In the Emergency Stab mode, the “LED” (as displayed on the Flight Control Synoptic page) can change to “LEU”. One-point-five (1.5) more degrees “up” is available in the “EMERGENCY” mode. Note: When the “EMER STAB” button is depressed, the amber “ARM” legend is illuminated. Pitch trim is then controlled by moving the stabilizer with the Trim Switch (elevator electric pitch trim system inhibited) to match “stabilizer to flap position” settings and to trim the pitch.

Note: Once the “EMER STAB” button is depressed in flight, it is usually not returned to the “OFF” position while still in flight. When turned to the “OFF” position, the stabilizer trim will re-synch to the current flap position setting- not necessarily good when in flight. •

•

1.3 VSO a. The FMS Computer uses the flap handle position and ambient temperature, in addition to other data, to compute VSO. b. 125 knots is the minimum VREF (for flap position) speed to be flown single engine (based on lowest air speed of flight test data). The CAS message “FLP/STB RIG CMPL” relates to a maintenance feature that is turned on at the Flap Computer located in the Aft Electrical Equipment Rack (AEER) / Baggage Electrical Equipment Rack (BEER).




Flight Spoilers / Speed Brakes

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Ground Spoilers

Flight Spoilers are the outer two (2) panels triggered into an upward movement (by rigging) when an “on side” aileron moves in the “up” position from neutral. Speed Brakes are comprised of six (6) panels, symmetrically deployed when manually requested by the crew. Depressing the Spoiler Control Switch removes hydraulic power from the Flight Spoilers, the Ground Spoilers, and the Speed Brakes (Handy if an aileron jams in the “up” position as the assiciated Flight Spoiler would most likely be in the “up” position also). Blue CAS message “SINGLE SPEED BRAKE”: Only one source of hyd. power. Hydraulic supply comes from R SYS and L SYS. The Ground Spoilers will deploy on the ground with LMLG WOW and RMLG WOW switches in “ground” or at a wheel spin-up of greater than 53 knots on both main landing gear. The CAS message “SPOILERS HYD OFF” is displayed when the Spoiler Control Switch is selected to “OFF”. If the Speed Brakes are deployed in flight, advancing the power levers will change the blue CAS message “SPEED BRK EXTENDED” to an amber message. “NO GND SPLR” lights illuminate if left wing, right wing, or both wing spoilers did not deploy at landing. Use manual Speed Brakes. At 47K in the landing rollout, the ground spoilers stow because of no wheel “spin-up” signal only if the WOW is still in the “air” mode. Normally the ground spoilers stay up until stowed by the crew. Note: If the Spoiler Control Switch is depressed, all hydraulic pressure is removed from the spoiler actuators. Expect spoilers to “float” as flaps are extended beyond 10º. When the spoilers float, expect to see a red “GROUND SPOILER” message.

Stall Warning / Stall Barrier (Operates a Primary Control) • Stick Shaker (stall warning)

a. At .70 AOA the PLI appears. b. At .85 AOA the Stick Shaker activates.




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c. At 1.0 AOA the Stick Pusher activates. •

Pitch Limit Indicator (PLI)

Note: The AOA signals are averaged before going to the Data Acquisition Unit (DAU) and displays. •

AOA signals are “averaged” and “rate sensed”.

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Depressing the “STAL BARR” Switch disables only the Stick Pusher. To disable a Stick Shaker, one must pull the Shaker #1 or Shaker #2 CB. E6 on POP or E6 on the CPOP (R).




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The Stall Barrier pushes to: a. The “stop limit” b. 2° AOA reduction c. A 1/2 G maneuver Note: The Stall Barrier System can be tested from one seat, and this is OK. However, two pilots checking the system will check both Yoke Disconnect Switches. Both Stall Barrier Systems must work in order to dispatch. Note: The AOA Anti-ice Heater Switches must be in the “ON”order for the Stall Barrier Test function to operate.

Auto Pilot Disconnect Button (On Yoke) • When depressed will: 1. Release the electric pitch trim / stop a “runaway trim” condition. 2. Stop flap movement / prevent flaps from moving 3. De-activate the Stall Barrier and Stick Pusher Gust Locks • The ailerons lock in the cockpit and the rudder locks in the tail compartment. • Protect the control surfaces from winds of up to 60 knots. • Do not start engine with the Gust Lock engaged. • Evacuate all hydraulic pressure before engaging the Gust Lock.

Note: Use fore and aft elevator control movement or left and right rudder control movement as opposed to aileron control movement to bleed off hydraulic pressure. This will prevent a possible event of “hanging” (extended) spoiler panels.




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PNEUMATICS Engine Bleed Air • A “bleeds off” (engine bleeds “off”, APU bleed “on”) takeoff may be performed if the FMS is so configured Bleed air will automatically revert to standard configuration at 1500 feet. This procedure cannot be utilized if Wing AI is required for takeoff. • • •

•

Pneumatics related synoptic page: Select “ECS/PRESS” Air valves to the Packs fail open. Therefore, turn on electrical power prior to using a “huffer” or the packs can be operated without limit protection. Normally, bleed air is taken from the 5th stage of the compressor. 8th stage air can be introduced by the Bleed Air Controller, which opens the HI Stage Valve. The 5th stage air duct has a one-way check valve installed to prevent 8th stage air from backing up into the 5th stage bleed port. Anti-ice uses 5th stage air only.

Pressure Regulating Valve (PRV) • Operates when the bleed air is turned “ON” or “OFF”. It is not computer controlled. Controls Manifold Pressure to a maximum pressure of 40.5 PSI ± 3. 5 PSI.

Precooler •

Located in engine pylon




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Air Data Modules (ADM) • Three Air Data Modules sense pressure and temperature. th • Outputs go the Pre-cooler Fan Air Valve, the 8 stage \ air, and the wing anti-ice.

Note: To obtain APU bleed air for an “in-flight assisted air start”, one must do the following: 1. Start the APU 2. Select both Main Bleed Air Switches to “OFF”. 3. Select both Air Conditioning Pack (ACP) Switches to “OFF”. 4. Select both Wing Anti-Ice Switches to “OFF”. 5. Select the Master Crank Switch or Master Start Switch to “ON”. 6. Depress an Engine Start Switch. Electronic Bleed Air Controllers (BAC) • The controllers (computers) come on with the bleed air being turned on. • There are two for bleed air and two for air conditioning. All four are located in the baggage area (AEER/BEER), right hand side, and are identical and interchangeable. • Talk to the speed logic of the engine through the Electronic Engine Control (EEC). • Know switch positions of packs, bleed air and wing anti-ice. • Control the following: 1. Mid and High Stage Bleed Air Valves which try to maintain a minimum pressure of 14 PSI. 2. Wing Anti-ice Valve 3. Fan Air Valve 4. 8th Stage Bleed Air Valves (High Stage Air) which assist in maintaining a

minimum Manifold Pressure of 14, 22, or 35 PSI. Air Conditioning Controllers • After making bleed air available to the ACPs, selecting the L PACK or R PACK switch/s to the “on” position will signal the Air Conditioning Controller/s to perform several monitoring, reporting and controlling functions. The ACC communicates with its respective Modular Avionics Unit (MAU). The L ACC communicates with MAU #1 and the R ACC communicates with MAU #2. Information such as outside air temperature, altitude, pack switch position, etc. is communicated to the ACC from the Flight Management System (FMS) through the MAU. Minimum Bleed Air Pressure • Normal minimum manifold pressure: 14 PSI th • Low power min: 22 PSI (Top of descent, holding, and Vmin ops.)- 8 stage assist. • Single pack operations: The Pack Inlet Valve of the operating engine opens to allow the maximum possible amount of inlet air to the pack (not to exceed ACP compressor

discharge temperature limit of 425º. The affected engine pack switch must be turned off and the remaining pack will increase to 35 PSI.




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Note: The max permissible altitude for operating on a single pack is 48,000’. •

At 35,000 feet, the Turbine Bypass Valve opens to permit hot bleed air to bypass the ACP. This action permits more air flow to enter the cabin to maintain cabin pressure, as the demand for cooler air decreases at altitude. At the same time, this also allows more cooling airflow to be directed to the electronic equipment racks to obtain optimal operating temperatures of electronic components.

Minimum Temperature Set Points • Normal pre-cooler outlet temperature is 400º F. (manifold temperature) • If Anti ice is selected on and the pre-cooler inlet temperature is less than 620º F, the 8th stage air will maintain a minimum temperature of 620º F. • If a single Manifold Pressure Regulator Valve is supplying bleed air, or if a single Wing AI is selected on, the bleed air temperature at the pre-cooler outlet is maintained at 500ºF.

Note: Anti-Ice “ON”- This is the one time that pre-cooler inlet temperature is affected. Inlet temperature is targeted to be 620°F. If 5th stage air cannot maintain the 620°F, the 8th stage air (at low pressure) will mix with 5th stage air to achieve the goal. The 8th stage air assists in providing the necessary air flow. Air outbound from the pre-cooler is maintained at 500°F. Maximum Pressure Limit • 60 PSI is available from the engine. The Bleed Air Pressure Regulator Valve th

(manifold pressure regulating valve- 5 stage air) regulates pressure to 40.5 (± 3.5) PSI prior to air entering the Bleed Air Manifold. This valve is “modulated (air pressure controlled) and not computer controlled. It fails to the “closed” position. There is no control of this valve when on E-BATTS, it closes (will lose pressurization!). Note: The Isolation Valve1. Operates with: a. Electronics (L ESS DC) b. Servo Air 2. Opens in response to: a. Use of APU air. b. Start Master Switch when selected “ON” c. Crank Master Switch when selected “ON” d. Manual selection of Isolation Valve




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EXTERNAL AIR • DO NOT apply external air to the aircraft without first having ships power on, as the Packs may suffer damage. With no power on the aircraft, both Pack Inlet Valves would be wide open. APU AIR • After starting the APU, turning the APU Bleed Air Switch to the on position will have no immediate effect. However, after one minute of APU operating time, the ECU will then send a signal to permit airflow.

Note: This is the only switch that can mis-represent an actual valve position. Note: The APU Load Control Valve serves as a backup to the APU Air Check Valve. Engine Starting: • With the packs running, the Bleed Air Manifold pressure is normally 42 PSI. • When the Crank/Start Master Switch is selected to “ON”: a. The R Pack turns off (If the Pack Switch is “in”). b. The L Pack becomes set in “Start Logic” (The L Pack turns off when the Start Valve opens, and turns back on when the Start Valve closes).

Note: With the engines running, a CAS message, “L-R BAS OFF”, indicates that the Bleed Air Switch(s) are off. This message will not appear with the parking brake set. It will appear, however, when taxiing with the APU air “ON” and the parking brake “OFF”. •

Cross-bleed starts are permissible.

After Start: • Turn off the “Blue” first (Start Master). CAS Messages Message (RED) Action “L-R PYLON HOT” L-R Bleed Air Switch to “OFF”: Go to ECS/PRESS Synoptic page.

Message (AMBER) Action “L-R BLEED AIR HOT” L-R Bleed Air Switch to “OFF”: Go to ECS/PRESS Synoptic “L-R BLEED PRESS HI” L-R Bleed Air Switch to “OFF”: “L-R BLEED PRESS LO” (Less than 5 PSI for 10 seconds): “

“

“ “

“

“

Follow QRH: THINK BLEED AIR LEAK FIRST.power Consider evaluating the engine (Check TGT, EPR, FF, etc.), then advance as required.




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Ice and Ra in Pro tectio n Wing and Cowl Anti-Ice • One bleed air supply will handle both wing anti-ice functions. The bleed air manifold, which is normally supplied with 400°F (two engines) air, is provided with 500°F air to provide sufficient heating for both wings during anti-icing operations. • “L-R WING HOT”: Turn off hot side. The other side will carry the load.

Note: With anti-ice selected to “ON” the pre-cooler inlet air is ramped up to 620°F and the outlet side to 500°F when “single wing” or “single bleed” are being utilized. Note: After two minutes of low wing anti-ice temperature being sensed, the amber CAS message “L-R WING TEMP LOW” will appear with two caution bongs. • •

The Cowl Anti-Ice Valve requires both servo air pressure and electricity to close. Therefore, it fails to “OPEN”. The Servo Pressure comes from 8th stage air. Any combination of air pressure from the 5th and 8th stage introduced into the Bleed Air Manifold is displayed on the “ECS/PRESS” synoptic page. Note: The engine cowl forward cowl door allows access to the Cowl Anti-Ice Valve. The aft cowl door allows access to the Start Valve. Note: A small rubber flapper valve near the outboard section of each wing leading edge vents the wing anti-ice plumbing area with ram air to prevent fuel fumes from building up.

•

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When operated in “Auto”, the cowl and wing anti-ice functions are inhibited from the surface to 1500' AGL for the takeoff and initial climb, and above FL 350. In a descent, cowl and wing anti-icing functions are NOT inhibited until the WOW shifts to “ground” mode. Icing conditions may be penetrated in “AUTO”. The Wing Anti-Ice Valves are controlled by the Bleed Air Controllers. Note: The auto throttle system does function with anti-ice systems turned on.

Windshield Heat • The windshield heat system consists of two independent subsystems. 1. Left Front and Right Side (LF/RS) Windshield Heat System. 2. Right Front and Left Side (RF/LS) Windshield Heat System. •

There are two sensors in each window. The sensors picked at random for monitoring by thermal their respective Windshield Heat Control Unitsare (WHCUs).




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Windshield Heat Annunciators 1. Steady illumination: Power is applied to windshield- no faults. 2. Blinking at 1 cycle per second for 90 seconds, then extinguishing- will be accompanied by “L-R F Windshield Fail” or (“L-R S WSHLD FAIL”) amber CAS message, indicating: a. Overtemperature (failed controller) b. Both Temperature Sensors in windshield have failed. c. Overcurrent or no current detected with control switch selected “ON” d. Current detected with control switch selected “OFF” 3. Blinking at 3 cycles per second for 90 seconds: Power will remain applied to the windshield. a. Single windshield sensor failure b. Windshield heating film exceeds acceptable range of operation Note: The blinking annunciator will be extinguished five minutes after takeoff or five minutes after the fault has been detected if airborne. Cycle the Windshield Heat Switch to restore.

•

4. Extinguished- Windshield does not have power applied for one of the following reasons: a. A fault exists b. The control switch is selected off. c. The window is at “design temperature”. d. Windshield heat power source: Left Front / Right Side: L MN AC Right Front / Left Side: R MN AC

Windshield Cracks • The two inner plies are structural. • Reduce to 7.5 cabin ∆. • Descend below 40,000'. Cabin Window Heat • The Cabin Window Heat Control Switch (CABIN WDO HT) is located in the “ANTI-ICE” area of the overhead panel. When the Cabin Window heaters are not receiving power, a blue annunciation, “OFF' is illuminated in the switch. When turned on, the heat switch goes black only if window heating power has been applied. • The power to the Cabin Window Heat goes through the Combined WOW (CWOW) circuit. When the CWOW is in the “ground” mode, the cabin window heat should not come on with the switch turned on…unless the “CABIN WDO HTRS GROUND

BYPASS” position. Switch (located on the System Monitor Test Panel) is in the “BYPASS”




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Note: The use of the “CABIN WDO HTRS GROUND BYPASS” Switch is limited to 10 minutes, and then a 10-minute cool down period is required. This sequence may be repeated. Carefully monitor window temperatures, as windows can be rendered unserviceable from overheating on the ground. CAUTION: IF THE AIRCRAFT IS “POWERED UP” ON THE GROUND AND THE CABIN WINDOW HEAT SWITCH IS “BLACK”, INVESTIGATE IMMEDIATELY. Emergency Exit Windows • The emergency exit windows have switches in the latching mechanisms that route power to the heating elements. If an exit window handle is “unlatched” an amber message, “CABIN WINDOW UNLOCKED”, will appear and power to the heating element of the affected window will be cut off. Windshield Blower System • In lieu of windshield wipers, blowers are used for rain removal. The blower system is wired through the WOW and operates on the ground only. When the Windshield Blower Switch is turned on, power from the L Main DC Bus is used to open the blower doors. Once the doors are open, power from the L Main AC Bus powers the high speed blower motor. Angle of Attack (AOA) Probe Heat System • Will heat probes on the ground if turned on. • Anti-ice heaters are activated by Left and Right AOA Anti-Ice Heater Switches.

Note: AOA- sensed values are averaged.




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Pitot-Static Probe Heat System • Each of the four pitot probes is provided with six holes in their respective masts. • Activated by upper and lower Pitot Heater Switches.

Static Ports

Static Ports

•

Will heat on the ground if turned on. Note: Pitot probe heat failures will cause ADM failures.

Total Air Temperature (TAT) Probe Heat System • The TAT heat is wired in series with the WOW Switch and normally will not work on

the ground. However, a Ground Bypass Switch is provided in the System Monitor/Ground Test panel labeled “TAT Ground Bypass”. Activating this switch will permit the TAT heat to operate while the A/C is on the ground. Revision 3, 09/14/06 Permit: WPcp0206



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Note: The bleed air must be kept on during ground operations in icing conditions to keep the TAT Probe free of ice. The bleed air must also be kept on during ground operations during high ambient temperature conditions to prevent a probe from becoming heat-soaked and the CAS message “L-R ENG BKUP ADATA” from being generated (FADEC using backup Air Data Computer). Ice Detector • The Ice Detector Probes vibrate at a constant frequency (40,000 CPS). As ice builds up on the probe the frequency of vibration changes. With an accumulation of .020 of ice build up on a probe, the frequency of vibration will slow by 133 cps. The probe de-ices and is allowed to ice up again. Upon sensing ice accretion for the second time, the Ice Detector System will turn on the Wing and Cowl Anti-icing systems and an amber “ICE DETECTED” CAS message will appear. • The sequence of the auto anti-Ice shut down is as follows: 1. After one minute of not detecting any ice, the “ICE DETECTED” message extinguishes. 2. Three minutes after no ice detection, the cowl anti-ice turns off. 3. Five minutes after no ice detection, the wing anti-ice turns off.

Note: There is no “step out” of the anti-ice systems when: a. The anti-ice heaters turn off automatically above 35,000'. b. The anti-ice heaters are turned off manually. Note: The landing light lenses are anti-iced when the wing anti-ice is turned on. Note: All 56 Stabilizer Vortex Generators are needed to have elevator control in severe icing conditions. Note: The FMS knows the anti-ice switch positions. Program the FMS accordingly. Note: The following remain powered during HMG operations: 1. Both AOA vanes 2. All pitot static probes 3. Both TAT probe Note: When testing the anti-ice system, only hold the test button momentarily, as the anti-ice valves will continue to cycle as long as the test button is held in (causing the bleed air to surge). Attempt to have the CAS messages cycle only once. The following CAS messages will flash once with each cycle:




a. b. c. d.

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L-R ICE DETECT FAIL (amber) L-R ICE DET (amber) L-R COWL AI ON (blue) L-R WING AI ON (blue)

Note: There are no temperature limits associated with using / testing the Anti-Ice System.

AIR CONDITIONING Environmental Control System (ECS) • The Air Conditioning Packs (ACPs) come on in a de-energized state. It requires electricity to turn the packs off. With the Left or Right Pack Switch/s selected on, the Air Conditioning Controller/s (ACC) will control hot air trim valves. The hot air trim valves modulate the amount of hot air admitted into the supply ducts warming the cold air to achieve the desired temperature at each supplied location. • Selecting Ram Air will turn off both packs.

Note: When operating with ram air selected in flight, fully opening the outflow valve will increase air circulation. •

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Using “LOW” COCKPIT AIRFLOW, will decrease airflow (and noise level) by 50%. However, cockpit temperature control problems can be avoided by selecting “NORM” COCKPIT AIRFLOW. The “Auto” temperature control mode provides a temperature range of 60°F to 90°F. In the “Manual” mode, temperatures should be monitored with the Temp Display Switch selected to the “DUCT” position to avoid a duct overheat (215º) or duct ice formation. The temperature range in “Manual” mode is 30ºF to 235ºF. Note: The AUTO TEMP SELECT Switch, when placed in the “ON” position (switch becomes blue), allows the Auto Temp settings (rotary temp selector positions) to be displayed on the overhead temperature display windows. When the AUTO TEMP SELECT Switch is placed in the “OFF” position, the switch becomes black and the DUCT/ZONE Selector Switch becomes active. Selecting “DUCT” allows the actual temperature of each duct, forward of the Trim Valves, to be displayed on the overhead temperature display windows. Selecting “ZONE” permits one to observe the actual temperature of the three zones (COCKPIT, FWD CABIN, and AFT CABIN) on the overhead temperature display windows.




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Actual temperature

Selected temperature

Duct temperature

Note: Each zone temperature sensor has a fan to circulate zone air over the sensor. Note: The Remote Cabin Temperature Selector, located in the aft galley, can be used to adjust the temperature settings of the forward cabin and the aft cabin. The remote temperature controller can bias the cockpit selected settings by at least 10ºF. •

The Aft Electronic Equipment Rack (AEER), located in the baggage compartment, contains the following equipment: a. 2 ea. Air Conditioning Control Units (ACC) b. 2 ea. Bleed Air Control Units (BAC) c. APU Engine Control Unit (ECU) d. Aft emergency lighting E-FBATT e. Flap computer Note: Cooling fans are installed in the following areas: 1. LEER (two speed), REER (two speed), AND AEER 2. Passenger Service Unit (two speed) 3. Each Display Unit (DU) •

Insulation color coding for hoses: a. Brown- lavatory b. Silver- cold air c. Orange/Red- hot air




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CAS Messages: “L COOL TURB HOT” / “R COOL TURB HOT” The hot Pack goes to “minimum flow” as it heads towards becomming hot. Once hot, it must be turned off. “L-R COOL TURB HOT” Both cooling turbines are hot. If in flight, an immediate emergency descent is required, as both packs will revert to “minimum flow”. “35 K ALT TRIP” Cooling air for miscellaneous equipment is not available above 35,000'. “L-R ACS FAIL” An ACS has failed (Air Conditioning System) “SEL MANUAL TEMP C-F-A” Prior to selecting Manual Temperature Mode, position the temperature selector knobs (COCKPIT, FWD CABIN and AFT CABIN) to a position below the 11 O'clock position for all three zones. “PED FAN FAIL Pedestal Fan has failed. If LEER, K9 CB is closed, turn off all non-essential equipment on Center Pedestal (When on the ground only). “PSU FAN FAIL, L”: Left Personal Service Unit – The Under Floor TRU Cooling Fan has failed. This fan draws cool air from the L/H side pax cold air supply (PSU). The drawn air flows down through the LEER and under the floor boards to the REER. The air then exits the A/C via the outflow valve.




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PRESSURIZATION Cabin Pressure Controller (CPC)- Control Panel

Note: Maintains a sea level cabin to 29,800’ at a pressure limit of 10.17 PSID and a 6000’ cabin at 51,000’. Note: The CPC is connected by ARINC-429 Bus connections to Modular Avionics Units (MAUs) #1, and #2 and Flight Management Systems (FMSs) #1, and #2. It is connected by wire connections to the Cabin Pressure Acquisition Module (CPAM) located in the REER and the Cabin Pressure Indicator (CPI), located in the cockpit overhead panel. An MAU delivers data from the FMS and Air Data Module (ADM) in use (#1, #2, or #3) to, the CPC which it then uses to control cabin pressure properties. Advanced Graphic Modules (AGMs) also use this data for displaying synoptic pages and system windows on the Display Units (DUs). The CPAM is a separate unit which senses its own source of cabin pressure and static air pressure (the same static air source that is routed to the standby instruments). When the CPC is in MANUAL MODE, the Cabin Pressure Indicator (CPI) will display data received from the CPAM. CPC Operating modes: 1. Auto/Semi-Auto: Operates on Channel One or Channel Two (2 AC motors located in the outflow valve) a. CH #1: ESS AC Bus (Phase A) b. CH #2: R MN AC Bus 2. Manual: Operates by manual selection only (1 DC motor located in the outflow valve) a. L ESS DC Bus Note: In Auto and Semi modes, the CPC changes channels during each landing roll-out. Switching from auto or semi into manual and then back to auto or semi will also change the channel. The channel changing can be observed on the ECS/PRESS Synoptics page (lower right corner). The channel at power up will be “AUTO 1”. The system should switch over to “AUTO 2” during the pressurization test. If there is no changing of channels taking place during the test process, it can be assumed that one channel has failed.




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Note: The pressurization will typically be operated in the Normal Mode with the CPC receiving airspeed, landing field elevation and aircraft rate of climb or descent information from the active FMS. In Normal Mode, the CPC will also receive aircraft pressure altitude and barometric corrections from the ADM in use. Note: The CPC, when operating on Channel 1, defaults to ADM #1 while first using ADM #3 as backup. Should ADM #3 become unavailable, then ADM #2 will be used as backup. When the CPC is operating on Channel 2, Channel 2 will default to ADM #2, while first using ADM #3 as backup. Should ADM #3 become unavailable, then ADM #1will be used as backup. •

• •

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Auto Mode: Data is sent to the Cabin Pressure Controller containing information provided from within the FMS (i.e. the landing field altitude). The FMS obtains data from the ADM. There is normally no need to make selections on the “LANDING / FLIGHT” Cabin Switch when operating in the “Auto” Mode. Manual Mode/Semi-Automatic Mode: Set in all required information on the Cabin Pressure Controller. Cabin Pressure Acquisition Module (CPAM)- An information gatherer. The CPAM is a “stand alone” unit located in the REER and has it’s own set of dedicated connections to static pressure lines (shares the same source of static pressure as the standby instruments) and a cabin pressure sensor. Cabin Pressure Indication System (CPI): The CPI displays cabin altitude, differential pressure, and rate of cabin pressure movement. This indicator is referenced when operating in manual mode.

• •

Cabin Pressure Located in the REER. Has an internal cabin pressure altitudeController sensor for(CPC): use with the active channel. Cabin Pressure Selector Panel (CPS): This panel is always “phased in” with the auto mode. Should there be a failure of the auto mode, the CPS will be “ready to go” at that moment. Check for the correct barometric setting, landing field elevation, cruise/cabin altitude, and rate limit on this panel. Note: If a blue message “CPCS MAINTENANCE REQD” appears on the CAS, re-cycle the Pressure Controller from “AUTO” to “MANUAL” and back to “AUTO” again. This will re-boot the system.

•

Air Data Modules (ADMs): All three (located in the MAU) can be used by the pressurization system. However, the pressurization system will only use the ADM that is providing information to the pilot side PFD. Any one of the three ADMs can be selected to the pilot’s PFD.




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Thrust Recovery Outflow Valve (TROV) • The TROV is electrically operated at any given time by one of three controlling motors located within the TROV. Two are AC powered (Channel 1- ESS AC BUS; Channel 2- R MAIN AC Bus) and the other is DC powered (L ESS DC Bus) for manual control. The motors move the shutters within the TROV as directed by the Cabin Pressure Controller (CPC). “Modes” of operation: AUTO, SEMI, and MANUAL. Any one of these three modes can be chosen for use at the on Cabin Pressure Control Panel (CPCP), located on the cockpit overhead panel. Semiautomatic mode operations require that the flight crew input data on the Cabin Pressure Selector Panel (CPS), which is mounted in the cockpit center console. • Operation: 1. Taxi Out: AUTO mode plus 8 knots: The cabin pressure controller will revert to “FLIGHT” mode and the cabin pressure will go to 500' below airport elevation at 300 fpm, provided that the cabin or baggage door was previously opened and closed. (Max normal differential on ground is 0.3 PSID to permit the opening of an emergency exit window. Normally one will see 0.25 PSID.)

Note: If “FLIGHT” mode is not up and it is desired to select the flight mode, do so with engines at idle speed. 2. Cruise: WOW “in flight”: The cabin climbs to 6000' @ 51,000' cruise altitude. Normal cabin differential is 10.17 @ 51,000'. The max cabin differential permissible is 10.48 PSID. (Low max is 10.28 PSID.) CAUTION: When on ESS DC BUS power only, the pressurization reverts to manual operation. When the ESS DC BUS is lost, manual pressurization control is also lost.

3. Descent: Leaving altitude (e.g. 51,000'): After 1000 feet of descent, the cabin pressure controller goes into “LANDING” mode. The CPC uses data from the FMS to obtain distance to destination and ground speed to calculate a rate of descent. The cabin normally descends at 300 fpm to 500' below landing airport elevation. The CPC can also be manually placed into the “LANDING” mode by momentarily depressing the LANDING/FLIGHT Switch. 4. Landing / After landing: At touch down, the cabin pressurization will have been regulated to 500' below field elevation. After landing the cabin will slowly climb to field level (TROV opens with WOW signal) to depressurize at a rate of 500 fpm for one minute, then 2000 fpm for the second minute, and then positions to fully open). The CPC then changes control channels for the next flight cycle. During ground operations, the Pressure Relief Valve (PRV) maintains a fully open position.




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Note: After APU shut down, select the pressurization mode to “MANUAL” and fully close she TROV shutters to prevent any foreign objects or critters from entering the aircraft through the TROV. Leave the pressurization in “MANUAL” mode when leaving the aircraft. If left in “AUTO”, the TROV would otherwise open and remain open at the time the ESS DC BUSS were powered to close the Main Entancee Door (MED). 4. Taxi In /Taxi Out: A G550 A/C being taxied for departure (or repositioning on the field) and having attained at least 8 knots taxi speed should automatically revert to the “FLIGHT” mode with the pressurization system in “AUTO” mode. If the A/C returns to the parking ramp, “LANDING” must be manually selected to relieve cabin pressure prior to opening the cabin door. If then the aircraft door is not actually opened and the A/C is again taxied out for takeoff, the Controller would not automatically return to “Flight” (even if the aircraft exceeded the 8 Kts taxi speed). This situation would arise because of the cabin door not having been cycled. If this scenario should come to pass, either quickly advance the Power Lever (above 83° PLA) and immediately pull it back again, or manually select “FLIGHT” to attain the flight mode. Note: Cabin Pressure Relief Valve (CPRV) operation is inhibited when in “Manual Mode”. Therefore, it is not a good practice to go to “Manual Mode” and fully open the outflow valve with the intent of fully depressurizing the A/C during shutdown. Note: At every level off, the cabin cruise level adjusts as required. The cabin always climbs at 500 fpm and descends at 300 fpm in auto operation. Therefore, use the “Semi-Auto” mode if a slower or faster rate of cabin change is desired. Note: During an intermediate level off or a re-climb during a descent: The cabin pressure controller will go back into the “FLIGHT” mode, Note: If the aircraft departs for a destination airport of lower elevation than the departure airport, and then a return is made to the airport of srcin without changing destination in the FMS, the cabin will be pressurized to the lower field elevation, and at landing, require longer than 1 minute to depressurize.




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Note: If the destination elevation is above 6000', the cabin will cruise at a cabin altitude (landing field elevation) of up to 8,000'. If the destination airport were to have an elevation of 13,000', one would not want to cruise with the cabin at 8,000'. Therefore, takeoff in “SEMI” mode. Then, prior to reaching cruise altitude, set in a preferred “cruise” cabin altitude. At TOD, go back into “AUTO”. The cabin should never have to be above 8000' in cruise. Note: Selecting “SEMI” mode will bring up the CAS message “CAB PRESS SEMI AUTO” (blue). When “MANUAL” is selected, “CABIN PRESS MANUAL” (amber) will appear on the CAS. Ram Air Valve (RAV) • The RAM AIR Switch, when depressed, turns off both packs and allows ambient air to enter the cabin through the Ram Air Valve (a one way check valve). Opening the outflow valve fully will permit a maximum flow of ram air. Ram air is ducted through both the hot air and the cold air ducts. Cabin Pressure Relief Valve (CPRV) • The PRV has two levels (two diaphragms) of positive ∆ protection. 1. Low Max: 10.28 PSID. CAS message: “CABIN DFRN - 10.28” (amber) 2. Max: 10.48 PSID. CAS Message: “CABIN DFRN - 10.48” (red)

Note: The reason for the 0.3 PSID limit during taxi is to keep it possible to open an emergency window. •

The PRV has one level of negative ∆ protection. 1. Relieves negative pressure at -.25 PSID Note: On the ground with the engines NOT running, the CPRV will be open to allow cooling/heating of the aircraft with the doors closed (APU ops). With engines running the TROV will be fully open along with the CPRV to maintain a minimal cabin differential with high air conditioning output.

Emergency Descent Mode (EDM) • Red CAS: “CABIN PRESSURE LOW” (Cabin altitude exceeds 8,000 ft.) • Trip points- “AUTO” mode and SEMI-AUTO mode: Landing Field Elevation Cabin Altitude SL- <7,500' 8,000' 7500'- 9,400' 10,000' Above 9,400' 14,500' •

TripLanding points- “MANUAL” mode: Field Elevation N/A Revision 3, 09/14/06 Permit: WPcp0206

Cabin Altitude 8.000’ David E. Nester [email protected] Cell Ph: 281 799 8554


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If operating at 40,000’ or above with the auto pilot on, the automatic Emergency Descent Mode (EDM) will activate when low cabin pressure is detected. This will execute: 1. A 90° turn to the LEFT 2. The retarding of the auto throttles to idle (if not engaged, the autothrottles will automatically engage, and then retard to idle). 3. A descent at MMO/VMO to 15,000' 4. Then a slow down to 250K Note: The pilot deploys full speed brakes (As VMO/MMO is attained). Note: If above 40,000', the pilot cannot override the EDM functions with the Flight Guidance Panel. One must disengage the autopilot, and then reengage the autopilot in order to utilize the Flight Guidance Panel.

Note: If below 40,000' and manually performing an EDM, consider terrain or other obstacles and turn to the RIGHT whenever deemed necessary. Note: The first step towards survival is to GET THE MASK ON.

EDM is active.

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When operated in “AUTO”, the masks will automatically deploy (drop) when sensed cabin pressure reaches 13,000'. Caution: Crew and passenger oxygen masks are not approved for use above 40,000' cabin altitude.

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CAS message “CPCS LOW AIR FLOW”: Appears anytime the outflow valve is fully seated.




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To test the Cabin Pressure Control Panel: (Begin in “AUTO”) 1. Select “SEMI” and enter an altimeter setting in the Cabin Pressure Selector Panel that is different from that being displayed in the PFDs. 2. Select “AUTO”. The previously entered baro setting should revert back to being in agreement with the PFD altimeter settings. 3. Select “MANUAL” and operate the Outflow Valve to fully “CLOSE”, while checking rate of “blinking” light (confirms rate of Outflow Valve movement requested, but not necessarily that the valve is actually moving). 4. Operate the Outflow valve 1/2 way towards “open”. 5. Select “AUTO”. The Outflow Valve should continue to open. 6. Check that the landing field elevation is the same as on the charts.

Internal Baggage Door The internal baggage door acts as a secondary pressurized bulkhead. Conditioned air flows into the baggage compartment through the compartment shutoff valve to cooling ducts which provide air to cool the Baggage Compartment Electronic Equipment Racks (BEERs). This valve will automatically close with a baggage compartment to cabin pressure differential of 1.5 to 3.2 PSID. A blue CAS message, “BAGGAGE COMPARTMENT PRESSURE LOW” will be triggered at 4.0 PSID. The baggage compartment is pressurized at a slightly higher pressure than the cabin to permit an adequate flow of cooling to the compartment. Therefore, a one way flapper valve is installed in the “baggage compartment to cabin” door to permit airflow into the cabin, but not the reverse. Baggage Compartment Smoke Vent Valve To remove smoke from the aircraft baggage area, the Emergency Smoke Evacuation Valve handle may be rotated from the NORMAL OPS position to the VENT / SMOKE position. The aircraft should normally be at 15,000 feet or below with the cabin depressurized prior to rotating the valve, as this action deflates the external baggage door seal which will in turn cause the cabin to de-pressurize. Also, prior to turning the valve handle the internal baggage door should be “open”. Cabin smoke will normally be evacuated through the TROV. Follow the QRH procedures for smoke removal. After the smoke has been removed from the baggage area, one must reinstate the operation of the baggage door seal. To do this: 1. Rotate the Emergency Smoke Evacuation Valve handle back to the “NORMAL OPS” position (re-inflates the door seal). 2. Close the internal baggage door. 3. Toggle the BAG COMPT VENT VLV RESET switch to the “UP” position for 10 seconds.

Note: These steps will reset the differential pressure switch, open the air flow valve and re-inflate the door seal,




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The internal baggage door may only be opened for 5 minutes at a time, when operating above 40,000’. The door must not be opened above 45,000’ when operating on a single pack.

Oxygen System •

Time of Useful Concsiousness: 1. 51,000'- less than 9 seconds 2. 45,000'- 9-15 seconds

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Note: The therapeutic oxygen is tapped off the passenger oxygen bottle. Note: Two oxygen bottles are provided: crew bottle and passenger bottle. The crew bottle will tap from the passenger bottle, and vica-verca. Crew Oxygen Masks: 1. Stow in “100 Percent”. 2. Will switch over to 100% either manually (any time) or automatically (above a 27000' cabin altitude). 3. Incorporate a “comfort toggle” to permit adjusting the fit of the mask. To test the crew masks: A. Momentary flow test: Select “MASK” on audio panel and momentarily press the mask “TEST” switch. 1. Observe the yellow “flow” indicator. 2. With associated speaker being monitored, listen for a momentary “hiss” and then tap the mask. The “hissing” and tapping sound should be amplified over the speaker system. B. Continuous flow test: Continuously press the round “EMERG/PRESS to “TEST” knob. 1. Listen for amplified continuous “hiss”. 2. Rotate knob to “EMERG” (under chin) and listen for same. Note: For stowing the mask, the comfort toggle should be in “NORMAL”.

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Passenger Oxygen Masks: 1. The masks should not deploy due to operating the passenger oxygen controller. 2. The oxygen gauge at the passenger oxygen controller should read approximately 90 PSI.




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Note: When the passenger oxygen is turned on, manually or automatically, the “NO SMOKING” sign comes on. Note: FARs require 50% more masks than pax seats. Note: Passenger masks will not provide sufficient oxygen for prolonged use above 25,000 feet. •

Cockpit Oxygen Pressure Gauges: 1. Require ESS DC to operate. Note: Max O2 pressure: 1800 PSI. Min O2 pressure: 1500 PSI 2. Servicing: The O2 should be serviced to a level that will meet or exceed the requirements for the flight profile. To assure that the O2 cylinders are full, one must refer to the “Oxygen Pressure Versus Temperature” chart. This chart is located in the AOM, VOL III, Chapter 9, Handling and Servicing Procedures. At 70°F, a full cylinder should indicate 1800 PSI. At +5°F, a full cylinder should only indicate 1500 PSI. At 100°F, a full cylinder should indicate 1940 PSI.

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External Oxygen Pressure Gauges: 1. If either gauge indicates a bottle pressure that is low enough to be in the “low pressure arc”, that bottle is no longer serviceable, as at that point, there may besystem moisture contamination the bottle. Moisture within the oxygen could develop intowithin a “freeze” problem. Note: The oxygen pressure gauges monitor the area forward (downstream) of the oxygen bottles. Pressures in this area of 45 PSI or less will activate the following CAS messages: a. Crew oxygen system: “CREW OXYGEN OFF” b. Pax oxygen system: “PAX OXYGEN OFF”

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Oxygen System Pressure Relief Valves The high pressure relief opens at >2600 PSI. The low-pressure relief opens at >90 PSI. The temperature relief opens at 225°F. Note: All relief valves discharge from the same vent / “blow out disk”. The green blow out disk, located above and to the right of the Oxygen Service Panel, should be “convex” in shape.




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MISCELL ANEOUS NOTES MNPS / RVSM • Need 4 satellites to navigate • Need 5 satellites to obtain RAIM Note: The satellites must be at least 7 degrees above the horizon to be used. CFIT • • •

EGPWS looks forward up to 320 miles in front of the A/C. “Envelope Modulation” prevents false callouts on approaches. Turning off the “TERRAIN DISPLAY” takes out all “look ahead” features (“enhanced” features). Only a vertical “look down” will remain. Note: Turn off the terrain display for landings at airports not contained within the data base.

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The Enhanced EGPWS will provide a “1 minute to 2000' above” caution (amber) and a “30 second to impact” warning (red). The latter requires an escape climb rate of 4000 fpm. EGPWS auto “pop-up” appears in the 5-mile range. “Pull-Up”, “Windshear” and CFIT Escape Maneuver procedure: 1. 25° nose up (sustained) as full power is applied 2. Check that speed brake is stowed. “TOO LOW, TERRAIN”: Gear down, flaps not at landing, speed less than appropriate for given altitude (Ramped from 250K at 1,000', to 159K at 245'). Below 240' AGL (radio altimeter) will call out “TOO LOW FLAPS” unless the GPWS/GND SPLR ORIDE Switch is depressed. “TOO LOW GEAR”: Gear not down, speed 190K or less, and radio altimeter reported altitude below 500'. Glide Slope Deviations: a. Soft: “GLIDE SLOPE” (soft aural warning at 1.3 dots) b. Hard: “GLIDE SLOPE, GLIDE SLOPE” (loud aural warnings at 2 dots) ’

Note: Can select “G/S INHIBIT” below 1000 (will inhibit oral warnings).




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Radio Altimeter Call Outs (Mode 6) Note: Radio Altimeter “INHIBIT”- Inhibits Mode 6 call-outs. Note: Not all Mode 6 call-outs become activated in the all G550s.

“ONE THOUSAND” “FIVE HUNDRED” “FOUR HUNDRED” “THREE HUNDRED” “TWO HUNDRED” “APPROACHING MINIMUMS” “APPROACHING DECISION HEIGHT” “PLUS HUNDRED” “FIFTY ABOVE” “MINIMUM” “MIMIMUMS - MINIMUMS” “DECISION HEIGHT” “DECIDE” “ONE HUNDRED” “EIGHTY” “SIXTY” “FIFTY” “FORTY” “THIRTY FIVE” “THIRTY” “TWENTY” “TEN” “FIVE” • •

“GPWS INHIB“- Inhibits all GPWS call-outs except “WINDSHEAR”. Testing System 1. Long Test: 65 seconds long. Press the GPWS Test Button for 2 seconds. To stop the test, press the test button again. 2. Short Test: Give the GPWS Test Button one short press.




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List of Acronyms (Used within this manual) ACP: ACP: ACS: ADAM: ADS: ADM:

Air Conditioning Pack Audio Control Panel Air Conditioning System Air Data Applications Module Air Data Sensor Air Data Module

APM: AGL: AGM: AOA: AOR: APP: APU: ASCB: ATRU: AUX TRU: BAC: BATTS: BEER: BIT: BPCU: BPT:

Avionics Personality Module Above Ground Level Accelerated Graphics Module Angle of Attack Aft of Rear Approach Auxiliary Power Unit Avionics Standard Communication Bus Airborne Radio Telecommunication Unit Auxiliary Transformer Rectifier Unit Bleed Air Controller Main Batteries Baggage Electronic Equipment Rack Built In Test Bus Power Control Unit Break Power Transfer

CDBR: CAS: CCD: CDL: CEPT: CCD: CFIT: CPAM: CPC CPI: CPRV: CPS: CTA: CVR: DCCP: DAU:

Cabin Distribution Bus Repeater Crew Alerting System Cursor Control Devise Configuration Deviation List Conference of European Postal and Communications Cursor Control Device Controlled Flight Into Terrain Cabin Pressure Acquisition Module Cabin Pressure Control Panel / Contrller Cabin Pressure Indicator Cabin Pressure Relief Valve Cabin Pressure Selector Panel Current Transformer Assembly Cockpit Voice Recorder Digital Audio Control Panel Data Acquisition Unit

DC/DCU: DU: E-BATTS:

Display Control Unit Display Unit Emergency Batteries




ECS: ECU: EDM: EDS: EEC: EFIS: EGPWS: EI: EICAS: E-INV: ELBP: EPBP: EPCP: EPR: EPS: FADEC: FCOC FGC: FMS: FMU: FPA: FQMS: FRTT: FWC: GCU: GLS/GNSS: GPS: GPWS: GSB: HE: HMG: HOPS: HPA: HUD: IAC: IDG: IGN: INAV: INMARSAT: I/O Module: IRS: IRU: L SYS: LEER:

Environmental Control System Engine Control Unit Emergency Descent Mode Electronic Display System Electronic Engine Control Electronic Flight Instruments System Enhanced Ground Proximity Warning System Engine Instruments Engine Instrument / Crew Alerting System Emergency Inverter Emergency Lighting Battery Pack Emergency Power Battery Pack Electrical Power Control Panel Engine Pressure Ratio Emergency Power System Full Authority Digital Engine Control Fuel Cooled Oil Cooler Flight Guidance Computer Flight Management System Fuel Metering Unit Flight Path Angle Fuel Quantity Monitoring System Fuel Return-to-Tank Fault Warning Computer Generator Control Unit Global Navigation Satellite System Global Positioning System (American portion of GNSS) Ground Proximity Warning System Ground Service Bus Hall Effect Hydraulic Motor Generator Hardover Protection System High Powered Amplifier Heads Up Display Integrated Avionics Computer Integrated Drive Generator Ignition Integrated Navigation Display International Maritime Satellite Organization Input / Output Module Inertial Reference System Inertial Reference Unit L Hydraulic System Left Electronic Equipment Rack


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LRM: MAP: MAU: MCDU: MDA MED: MLG: MNPS: MRC: MSU MWS: NBPT: NIC: NIM: PFD: PLA: PLI: PSU: PTT: PTU: R SYS: RA: RAIM: RAV: RCP: REER: RF: RFMU: RNP RVDT: RVSM: SAT: SDU: SE: SELCAL: SOV: SSECM: TAT: TCAS: TOGA: TR: TROV TRU: VDR:

Line Replaceable Module Missed Approach Point Modular Avionics Unit: Multpurpose / Multifunction Control Display Unit Minimum Descent Altitude Main Entrance Door Main Landing Gear Minimum Navigation Performance Specifications Modular Radio Cabinet Mode Select Unit Monitor and Warning System No Break Power Transfer Netwirk Interface Controller Network Interface Module Primary Flight Display Power Lever Angle Pitch Limit Indicator Personal Service Unit Press To Talk Power Transfer Unit Right Hydraulic System Resolution Alert Receiver Autonomous Integrity Monitor Ram Air Valve Reversionary Control Panel Right Electronic Equipment Rack Radio Frequency Radio Frequency Monitoring Unit Reduced Navigation Performance Rotary Variable Differential Transducer Reduced Vertical Separation Minimums Static Air Temperature Satellite Data Unit Single Engine Selective Calling Shut Off Valve Static Source Error Correction Module Total Air Temperature Traffic Collision Avoidance System Takeoff / Go-Around Mode Thrust Reverser Thrust Recovery Outflow Valve Transformer Rectifier Unit Very High Frequency Data Radio


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VHF: VSV: VV: WOW:

Very High Frequency Variable Stator Vanes Vertical Velocity Weight On Wheels


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WEIGHT and BALANCE •

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Average BOW: 49,000# BOW + Payload = ZFW ZFW + Fuel= Ramp Weight (Max Ramp Weight: 90,900#) WT x Arm = Moment

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CG Index Units =

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CG (inch-pounds) ____________ 10,000

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Fwd CG Limit: 34.5% MAC Aft CG Limit: 45% MAC Note: Go to hundredths when rounding trim index numbers. Note: Rotate to only 8°nose up (TOGA value).. The A/C tends to over-rotate. Pitch trim charts calculate for ZFW at V2, Single Engine (SE).

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A trim index of 8° is the least ever to be required. A trim index of 18.5° is the max trim index ever to be used. Trimming between these index numbers will prevent an “AIRCRAFT CONFIG” message from being displayed. Always set the trim index using the “FLIGHT CONTROLS” synoptic page.




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PERFORMANCE

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V1: Never less than 80% of rotation speed V2: Safety speed V2 + 10: Best climb gradient for G550 VEF: Engine Fail Speed VMBE: An aborted takeoff at this speed will not exceed the brake energy available. VMCG: Certified minimum control speed with the nose gear off the ground. V1MCG: Minimum V1 required in order to maintain directional control during T/O with an engine failure. Note: On departure, when climbing above 1500' AGL, using VSE gives the best ROC on one engine.

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Can one use a “Stopway” for a “Clearway”? No. (Stopways do not guarantee obstacle clearance) Can one use “Over Water” as a “Clearway”? No. (Ships) “Stopway”: Will be at least as wide as the runway and centered upon the runway centerline. Ref Accelerate Stop: Accelerate Stop distance corrected for wind, slope, etc. Ref Accelerate Go Distance: Accelerate Go Distance corrected for wind, slope, etc. Note: The FMS will default to calculating a “Balanced Field” distance. If it can't calculate this number exactly, it will display V1 Min or V1 Max, whichever it is closest to.

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Net Climb Gradient: The charts reflect 1.6% net already. First Segment: Ends at gear retraction Second Segment: 1.6% net climb gradient (FAR) or meet obstacle clearance to 1500' at V2 to V2 + 10. Note: The FMS locks in V2 to V2 + 10, at time of engine failure. If at V2 + 25 at time of engine failure, the FMS commands V2 + 10. FOLLOW THE COMMAND BARS.

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There is no “final segment”. Raise the flaps at V2 + 10. (minor pitch reduction).




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After “clean up” and once clear of the vicinity of the airport, the A/C will accelerate to 250 Kts. (Be sure to observe speed restrictions below Class B Airspace- 200K). Note: Remember the VSE speed (best to write it down somewhere prior to takeoff). Use for a “clean” climb speed if an engine is lost after reaching VSE but before 1500'. This speed should be used if one must climb to altitude.

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VS: The slowest speed at which the A/C is still controllable. REF

REF

V : If a partial landing is to beweights). made, theAtVheavier for Flap setting used will be a minimum of 125 flap Kts (light landing landing weights, a higher VREF (for flap setting) can be expected. Note: The Display Controller obtains input data from the ADM (SAT/Press Alt), the MCDU (for weight), and the Flap Handle position to compute VREF speeds. • • • •

VREF: Speed over landing threshold (110 KTS at lighter weights- under 50,000#). Landing Distance: Distance required after landing over a 50' obstacle and bringing the A/C to a complete stop (Includes the first 1,000' that you don't touch). All Engine Landing Climb: Flaps 39 and landing gear down. Approach Climb: Flaps 20 and landing gear up (single engine).

Approach tip: When established on an ILS approach, set the missed approach altitude in the altitude preselect window and be prepared to use Heading/FMS for missed approach navigation (Have the NAV page selected on the Display Controller, which will enable one to quickly select the FMS for navigating the prescribed missed approach). •

Slope

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Driftdown procedures are located in Volume 4, not QRH. Engine out driftdown charts can be found in the QRH on Page EB-13 and Page EB-14.




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SIMULATOR OPERATIONS AND TYPE RIDE Tips • All equipment hot sensors are set for 250°F. • Test “SECONDARY” first when performing the engine vibration tests (less steps). • A cabin temperature of over 106°F will permit the TRUs to operate at only 50% of normal capacity. • Always “set & box” the MDA on the FLT REF menu of the display controller. The

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benefits are: 1. Empty MDA box will appear on PFD 2. At minimums, amber “MDA” flashes on the PFD 3. With RA alt. 100' below the MDA, the MDA box displays an amber “MDA” with a black background 4. **Allows altitude preselect to be set to a value of 10s of feet.** Normally, the “short” GPWS test is performed (one quick push on the GPWS test button). If one desires to hear something specific, the “long” test may be performed. To enter the “long” test, press the GPWS test button and hold it for approximately two seconds. To exit the “long” test, press the test button a second time. The FGC will not “box” speeds when programming the FMS for departure, until an altitude value is set into the altitude preselect window. AUX PUMP pressure goes to the FLAPS FIRST and then to the YD (in-flight) or to the brakes (on the ground).These two functions may be degraded during flap movement when hydraulic pressure is being supplied by the AUX PUMP. Do not use DME hold during VOR approaches. Engaging the AP engages the pitch trim. If both YDs fail, the AP will still work if the YD Switch is depressed (If there is not too much turbulence). The AT automatically retards at 50' AGL (Radio Altimeter). It then automatically disengages when ground speed slows to below 100 Kts. Selecting the GA mode does not disconnect the auto throttles or the AP. For a dual generator failure: Leave both Main Fuel Boost Pumps “ON” and open the Crossflow Valve and Think “H-M-G” (press 3 switches). Starting Engines: Note: When displaying the ENGINE START synoptic page, one can tell that the start cycle is complete when the TGT scale changes back to a 200°C - 1000°C scale from a start scale of 0°C - 800°C.




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A. Normal Start 1. After selecting the Fuel Control Switch to “RUN”, watch for HP rotation and then LP rotation. “SVO” will be annunciated at the HP Turbine RPM gauge. 2. After the EVMs peak and start back down (at approximately 5% LP Turbine rotation and 27% HP Turbine rotation), move the Fuel Control Switch to “RUN” (“IGN” will then be annunciated at the HP Turbine RPM gauge.) Note: Rotor Bow Start: If the engine has been shut down for more than 20 minutes, but less than 5 hours, crank the engine at max cranking HP RPM for 30 seconds before selecting the Fuel Control to “RUN”. When a Rotor Bow Start is planned, have the PNF start his/her timer when the engine starter stabilizes at max RPM (approx. 27% HP and 5% LP). Allow the engine to spool for an additional 30 seconds and then introduce fuel. Note: There will be a seemingly lengthy hesitation from the time that the Fuel Control Switch is moved to “RUN” position to the time that the FF gauge begins to indicate any fuel flow. 3. Monitor the TGT rate of climb and peak starting temperature. Note: There will also be a hesitation from the time that FF is indicated to the time that the TGT gauge begins to register an increase in turbine temperature. 4. When the TGT scale changes to a 200°C-1000°C scale, the engine start is complete. Note: During the engine start, the A/P performs a : “Built-In-Test” (BIT). One will notice various indications related to this test, after which the YD will engauge. •

All Departures 1. Check limits of Class B airspace (if applicable). 2. Set up all unused radios for an emergency return to the airport of departure. 3. Set inbound course on “green data” (if departing in “blue data”). 4. Set MDA 5. Write down VSE somewhere handy. It may be necessary to continue to climb enroute on one engine (V-Speed numbers may be lost if there is an electronic “spike”).




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Engine failure on Takeoff: 1. Take no action until reaching 1500' AGL. Note: Acceptable tasks would include raising the gear, silencing the audible warnings, and responding to a radio call (for instance, when the tower asks you to contact departure control) in such a way as: “N502QS is declaring an emergency. We'll call you back when able.” 2. 3. 4. 5. 6.

Continue straight ahead if there are no turn requirements to clear obstructions. Climb at V2 plus 10 Kts or flight director value. At positive climb rate- gear up. Climb to 1500' AGL Accelerate to VFS (Consider setting VSE in the speed window if a continued climb is necessary). a. Set flaps to “10°” for a return to the traffic pattern (180 Kts) b. Set flaps to “up” to continue enroute (VSE). 7. Pilot Flying (PF) Tasks: a. Fly A/C b. Work the radio Pilot Not Flying (PNF) Tasks: a. Run the Traffic Pattern checklist / Engine Fail checklist b. For a SE landing- set up the approach. For a SE go-around- go back out at the speed at which you came in. c. For a partial flap landing, press GPWS override to “ON” Note: Go-Around Mode -AP does not disconnect -AT does not disconnect (Can use the AT from takeoff to landing. Begins to retard at 50' when landing. Turn the AT off only if very high on approach or when experiencing very strong turbulence). •

Airstart 1. The preferred airstart is an “automatic airstart”.

Note: Keep “green over green”. If one hydraulic system fails, select the FGC of the operating side. This keeps the Yaw Damper (YD) operating. The green “YD” symbol is displayed above the green (operating) hydraulic system. Also, whichever autopilot system remains in use, #1 or #2, the same FGC will be in use. eg: “A/P 1” in use indicates that #1 FGC is in use.




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Single Engine Go-Around (missed approach) Note: Control speed manually- There will be auto throttle and power trend vectors available. Once back on the final approach, set a “target speed” in the speed window and fly the target speed. The partial flap VREF (REF for 20º flaps) will appear on the speed tape with a green triangle at the target speed. The REF speed will also appear on the Display Controller (DC), FLT REF page, at 5R.

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Partial Flap Landing Speed Note: VREF is 1.3 Vso. VREF (for flap position) can actually be below 125 knots in the GV. Therefore, if making a partial flap landing, when on final, use 125 knots (by AFM) as minimum target speed (to fly speed). 1. Use the basic Vref add to it 5K if two engine or 10K if single engine. However if the total falls short of 125K, use 125K as a minimum target speed. Note: The position of the flap handle controls the Vref speed for flap setting in the DC. If the flap handle is positioned for a flap setting which differs from the actual position of the flaps, the Vref indicated in the DC will be inaccurate. In such a case, one must look up the actual Vref for the flap setting in the AFM or the QRH.

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No Flap Landing / Partial Flap Landing Samples: Calm Wind 1. 2 engine: Fly VREF (for flap setting) + 5K i.e. VREF of 114K (DC) + 5K = 119 (Insufficient, must add 6K and target 125K) i.e. VREF of 121K (DC) +5K= 126K (OK- is at or above 125K min.) 2. 1 engine: Fly VREF (for flap setting) + 10 K i.e. VREF of 114K (DC) + 10K = 124K (Insufficient, Must add 1K and target 125K) i.e. VREF of 119K + 10K = 129 (OK- is at or above 125K min.)




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Wind additive rule: Add one half of the steady state wind, plus the full gust, not to exc eed a maximum additive of 20K (including the 5K two engine and 10K single engine). Sample: Wind 240/16G22: 1/2 wind = 8K, full gust= 6K; 8K + 6K= 14K (wind additive). 1. 2 engine: Fly VREF (for flap setting) + 5K i.e. VREF of 114 (DC) + 5K + 14K (19K additive) = 133K (OK- is at or above 125K). The total additive is 20K or less. 2. 1 engine: Fly VREF (for flap setting) + 10K i.e. VREF of 114(DC) + 10K + 14K (additive must be limited to 20 K) = 134 (OK- is at or above 125K) Note: As a general rule, apply 100’ additional landing distance for each 1 knot flown above VREF speed for flaps 39º.

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Flap/Stabilizer Display (Showing a Flap/Stab miscompare)




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Emergency Descent (Rising cabin or explosive decompression) Pilot Flying: 1. Don oxygen mask. Note: Set up the audio control panel for: “MASK” x-mit, deselect “HOT MIC”. (Use intercom for cockpit communications- “ICS” position at transmit switch on control wheel) 2. 3. 4. 5.

Verify power levers to idle. Roll A/C into a 30° bank Lower nose to an 8°-10° pitch down attitude. As speed approaches VMO/MMO, extend the speed brakes and reduce the pitch attitude to approximately 2°-3° and maintain VMO/MMO. 6. Engage A/P 7. Fly the FMS directly to an appropriate fix. (PNF loads/brings up fix) Pilot Not Flying: 1. Don oxygen mask. 2. Deploy pax masks and make PA announcement.

Note: Set up audio control panel for: “MASK” x-mit, deselect “HOT MIC”. (Use intercom for cockpit communications- “ICS” position at X-mit Switch on control wheel) 3. Set altitude preselect window to 15,000’ (terrain considered).

•

4. Set SpinSpeed the Hdg. Bug to 90ºManual, off course (normally left- terrain considered) 5. window 340K 6. Select FLCH 7. Call ATC 8. Set 7700 in transponder 9. Set up FMS for a “direct to” an appropriate fix. 10. Read checklist. 11. Call out “2000' above” 15,000'. 12. Check for speed reduction to 250K. Emergency Descent in EDM Mode 1. Will be available under the following conditions: a. A/C at 40,000' or above. b. AP engaged. c. FWC senses low cabin pressure. d. FGC not in approach mode. 2. Pilot can extend the speed brakes (Not a requirement for EDM, but helps greatly). 3. Required PF/PNF tasks to be completed as outlined above. Note: Mask can come off at 14,000’ (Part 91); 12,000’ (Part 135)




135

AIRWORK Note: As part of the pre-takeoff pilot briefing, brief that after departure you will be going out to perform airwork. Describe how you will perform the steep turns and stall series and explain to your first officer what assistance you will require from him/her. When receiving the departure clearance, request a “block airspace” (12,000’-17,000’) in an area appropriate for airwork. After takeoff, to 15,000'inwhile, to the designated area.turns With theclimb A/C stabilized level enroute flight, proceed with the steep and stall series. After performing the last stall continued climb on course with ATC. •

Steep Turns 1. Perform at 15,000' utilizing the requested “block airspace”. 2. Clear the area visually and by using the TCAS. 3. Stabilize the A/C at 15,000' and 250 Kts. 4. Demonstrate 45° banks, 180° turns in each direction. Note: Have the PNF call out “halfway, 30°, 20°, and 10° prior to reversal and roll out headings. The PNF should “coach” the PF on deviation trends, but should not actually manipulate the controls to make any corrections. Altitude hold and AT will be off. Note: Steep turns seemcomfortable easier to perform those on who find themselves using utilizing it. Keep the the HUD Thrustby Vector the horizon. 5. FF at entry: 1650#-1700#. Increase by 200# just prior to rolling into bank. Note: Use air speed “Thrust director” (located at the right side of the airspeed tape) to maintain proper power settings. 6. Pitch attitude: 2 1/2° nose up.

•

Stall Series A. Clean 1. Begin series as soon as practical after completing the steep turns. After stabilizing the recovery from steep turns, bring the power back to idle. Give look other A/C and consider anyaneed for anti-ice ign. 2. another Slow thequick A/C to thefor stall speed while maintaining heading. Set theorheading bug to a desired heading and set the airspeed bug to 160 Kts.




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3. Recover at the “stick shaker” by applying full power (to the stops), accelerating to 160 Kts and by climbing back to/maintaining 15,000'. Use the PLI for target pitch attitude. As soon as the A/C is stable from the recovery, go right into the “Flaps 20” stall. B. Flaps 20 1. Reduce power to idle and ask the PNF to set flaps 20°. 2. Ask PNF to spin the heading bug 120° or so to the left or right and to select “LOW” bank. 3. Gently enter the turn and slow the A/C to the “stick shaker”. 4. Recover by applying full power (to the stops) while rolling “wings level” and raising the pitch attitude to the PLI. Ask PNF to synch the heading bug several times during rollout. Climb back to 15,000' and accelerate to 160 Kts. (Reducing power at 145-150 Kts will usually allow speed to peak at 160 Kts.) Power can be fully retarded immediately after recovery is stable to set up for the “Full Flap” stall.

C. Full flap (Approach Stall) 1. Ask PNF to lower the landing gear. 2. Ask PNF to select flaps to“Full” and to set power to 700# FF. 3. Establish a 700-fpm descent straight ahead (set vertical mode to 700 FPM dn.) 4. Set airspeed bug to 200 Kts. 5. Slow A/C to the “stick shaker”. 6. Recovery: a. Apply full power (to the stops). b. Ask PNF for “flaps 20”. c. Raise pitch attitude into the PLI. d. PNF states “positive rate”, call for “Gear up”. e. Recover straight ahead to 15,000' and 200 Kts. f. At VREF plus 20 Kts call for “Flaps up”. g. Once stable at 15,000' and 200 Kts, inform ATC that you have completed the airwork and wish to continue on course. Note: The next step will normally be a clearance on course with a climb to altitude. Problems may be encountered in the climb that require an emergency descent. The Type Ride is given in “real time”.

CRM •

Smoke and Fume Elimination 1. Mask 2. Goggles




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3. Checklist 4. Land (ASAP if necessary) 5. Get Pax/Crew out - REMEMBER TO SIMULATE EVACUATION PROCEDURES DURING SIMULATED SMOKE AND FIRE DRILLS ON THE GROUND IN THE SIMULATOR! IT IS EASY TO FORGET TO DO THIS!





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APPENDIX A EMERGENCY BATTERY PACKS (E-BATTS) THE LEFT EMERGENCY POWER BATTERY PACK (EPBP) POWERS THE FOLLOWING: MCDU #3 MRC #1 NIM CMC Shutdown Combined WOW IRUs #1 & #3 Pilot’s ACP (#1 ACP-Pilot’s) VHF Communications #1 The Essential Flight Instruments Bus a. Clock #1 and #2 b. RMI/Compass c. Standby Instrument Lighting power d. Standby Horizon e. Standby Altimeter/Airspeed THE RIGHT EMERGENCY POWER BATTERY PACK (EPBP) POWERS THE FOLLOWING: IRU #2 IRU #3 MCDU ATC #1#1 Transponder L/R Fuel Quantity (Air) Landing Gear Control / Indication VHF Navigation Receiver #1 The Essential Flight Instruments Bus a. Clock #1 and #2 b. RMI/Compass b d. Standby Horizon e. Standby Altimeter/Airspeed

Note 1: The load on the Left Emergency Power Battery Pack (L EPBP) is the sum of the L Emergency DC Bus and ½ of the Essential Flight Instruments Bus. Likewise, the load on the Right Emergency Power Battery Pack (R EPBP) is the sum of the R Emergency DC Bus and ½ of the Essential Flight Instruments Bus.




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THE FORWARD AND AFT EMERGENCY LIGHTING BATTERY PACKS (ELBPs POWER THE FOLLOWING LIGHTS: (G5 ops. Not yet confirmed as the same in the G550) Airstair Lights L/H forward most Bulkhead Exit Signs and Floor Lights R/H forward Bulkhead Exit Sign L/H and R/H Primary Window Exit Signs (above Exit Windows, between Exit Windows, and at the Credenza) R/H Cabin Spot Lights (PSUs) #2, #5, #7, & #9 L/H Cabin Spot Lights (PSUs) #1, #4, #7, #9, & #11 Fwd Lav/Fwd Galley Dome Light (one light- fwd Dome) Forward Crew Rest PSU Light Vestibule Lights (#1 and #3) Aft Lav Dome Light (Over toilet) Aft Galley Dome Light (1 light- aft most of two Dome Lights)Aisle Lights (Cabin white and Exit red) At MED: Floor Light, Exit (at door) and two red lights, Exit light above door. Overwing Lights ( Forward, Center, and Aft) Underwing Lights Note 2: All lighting powered by the Forward Emergency Lighting Battery Pack (FWD ELBP) and the Aft Emergency Lighting Battery Pack (AFT ELBP) will draw equally and simultaneously from each battery pack. However, the FWD ELBP supplies power to the forward lamps in the overwing egress light assemblies, as well as to b oth underwing egress lights, while the AFT ELBP supplies power to the aft lamps in the overwing egress lights, as well as to both u nderwing egress lights.

Electrical Power Control Panel set-up prior to engine start: 1. Battery Switches “IN”. 2. Battery Volts- Checked 3. L-R Generator Switches “IN” 4. 5. 6. 7.

APU Generator Switch “IN” EXT PWR Switch “OUT” L-R BUS TIE Switches- AUTO (“OUT”) E-INV Switches- Auto (OUT)




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INDEX Acronyms, 122 ADF, 39 Air Conditioning Auto Temp Control, 108 CAS Messages, 110 Control Units, 109 Environmental Control System, 108 Manual Temp Control, 108 Ram Air, 108 Zone Temperature Indicators, 108 Air Data Modules, 41

Converter, AC, 46 DC Power Distribution, 52 Dual Generator Failure, 15 E-Inverter, 50 Electrical Power Control Panel "set up", 140 Emergency Power System, 49, 54 Ess DC Buses, 15 External AC Power, 44, 50 External DC Power, 44, 50 Forward External Switch Panel, 53 Generator Control Units, 44, 45, 47

Air Data Systems (ADS), 29 Aircraft General, 8 Aircraft Dimensions, 8 Aircraft Notes, 8 Aircraft Weights, 8 Airspeed Indicated to Mach Changeover, 27 AIRSTART, 70 Altimeter Altitude display, 28 Altitude Crossing Arc, 31 Angle of Attack Primary Flight Display, 27 Stall Barrier Test, 27 Approach Transitions , 43 , 43 Approach waypoints APU, 48 Auto Pilot Disconnect Button. See Flight Controls Auxiliary Power Unit (APU), 48, 56 Brakes. See Landing Gear Communications

Generators, 44, 49 Ground Service Bus (GSB), 46, 53 Hydraulic Motor Generator, 45, 50, 52 Integrated Drive Generators, 49 Main Batteries, 49 Standby Power, 15, See Hydraulic Motor Generator Switches, AC Isolation, 45 Switches, AC/DC Reset Switch, 45 Switches, Cabin and Galley Masters, 46 Switches, Cabin Window Master, 46 Switches, E BATT, 44 Switches, E-Inverter, 45 Switches, External AC Power, 44 Switches, External DC Power, 44 Switches, Ground Service Bus, 46 Switches, Main Battery, 44, 52 Switches, Standby Electrical Power, 45 Switches, Transformer Rectifier Unit, 46 TRU, Auxiliary, 51 TRU, Essential, 51 TRU, Main, 51

Audio Panel (ACP), 36 40 CockpitControl Voice Recorder (CVR), Digital Audio Control Panel, 36 HF Radio, 38 Maintenance Mode, 36 Modular Avionics Unit, 37 Modular Avionics Units (MAUs), 38 Modular Radio Cabinets (MRCs), 38 Network Interface Controller (NIC), 37 Network Interface Modules (NIMS), 37 SELCAL, 39 Very High Frequency Data Radios (VDRs), 38 Configuration Deviation Listing, 40 Controlled Flight Into Terrain (CFIT).See Enhanced Ground Proximity Warning System Crew Alerting System, 34 Data Acquisition Unit, 73 Display Units. See Electronic Display System EFIS System Synoptic Displays, 22 Electrical Systems Auxiliary Power Unit (APU), 48, 56 Battery Chargers, 44, 51 Bus Power Control Units, 48 Circuit Breakers, 47


Voltmeters, 44 System Electronic Display Cusor Control Device, 16 Display Controller, 12 Display Units, 13, 14, 15 Primary Flight Display, 15 Electronic Flight Instrument System Air Data Systems, 29, 112 EFIS Components, 17 Engine Instruments, 33 Flap Box, 29 I-NAV, 20 I-NAV Drop Down Menu, 21 Multifunction / Multipurpose Display Unit (MDU), 20 Multipuropse Control Display Unit (MCDU), 19 Navigation Display, 30 Pointers, 26 Reversionary Control Panel, 18 System Synoptic Displays, 22 Electronic Flight Instruments Engine Instruments, 33 Emergency "Pop-Up" Checklists, 33 Emergency Battery Packs, 139 Emergency Descent Mode, 30



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Engine Instruments, 33 Enhanced Ground Proximity Warning System "Inhibit", 121 CFIT, 120 CFIT Escape Maneuver, 24 GPWS "Inhibit", 121 GPWS Override Switch, 31 Nav Display, 27 Pitch Limit Indicator (PLI), 24 Testing System, 121 Windshear, 25 Windshear Escape Maneuver, 25 Environmental Control System. See Air Conditioning

Fuel Quantity System Test, 34 Fuel Storage, 71 Fuel System Test, 72 Ground Service Control Panel, 73 Heated Fuel Return System, 72 Max Fuel Imbalance, 71 Shut Off Valves, 72 Full Performance ("Full Perf"), 43 Global Positioning System (GPS), 42 Go-Around Mode, 34 GPWS. See Enhanaced Ground Proximity Warning System Gust Locks. See Flight Controls

Environmental Control System (ECS, 108 Escape maneuver. See Enhaanced Ground Proximity Warning System Fire Protection APU, 59 CAS Messages, 75 Powerplant, 69, 74 Flaps Flap Box, 29 Flight Controls Aileron Hardover Protection System, 89 Ailerons, 89 Auto Pilot Disconnect Button, 98 Elevator Hardover Protection, 91 Elevator Pitch Trim, 90 Elevators, 90 Flap/Horizontal Stabilizer Control Unit, 94 Flaps, 93 Flight Spoilers, 90, 96 Ground Spoilers, 96 Gust Locks, 98

HF Radio, 38 Hydraulic Systems Auxiliary Pump, 77 Filter Manifolds, 79 Flight Guidance Computer, 76 Flows and Pressures, 79 General, 78 Ground Service Panel, 79 Hydraulic Motor Generator, 15, 45 Left System, 77 Left System / Aux Systsem Fail With R Eng Inop., 81 Left System Fail Due To Fluid Loss, 80 Power Transfer Unit, 78 Right System, 78 Standby Rudder, 80 Systems Chart, 76 Ice and Rain Protection AOA Probe Heat, 105 Cabin Windows, 46, 104 CAS Messages, 107

Horizontal Stabilizer, 94 89 Jammed Aileron Controls, Mach Trim, 91 Manual Control, 93 Rudder, 92 Rudder Hardover Protection System, 93 Rudder Trim, 92 Speedbrakes, 96 Stall Warning / Stall Barrier, 96 Standby Rudder, 92 Yaw Damper, 92 Flight Director Modes, 30 Flight Guidance Computer, 34, 76, 80 Flight Managment System CAS, 34 Crossing Arc, 31 Curved Path, 32 Go Around Mode, 34 Tone, 34 Wind Vectors, 31 Fuel Quantity Display with Mismatch Display, 73 Fuel Systems Fuel Boost Pumps, 71 Fuel Quantity Indication, 72, 73

Emergency Ice Detector,Exit 107Windows, 105 Pitot-Static Probe Heat, 106 TAT Probe Heat, 106 Windshield Blower, 105 Windshield Cracks, 104 Windshield Heat, 103 Wing and Cowl Anti-Ice, 103 Inertial Reference System (IRS), 41 Landing Gear Anti-Skid, 87 Blowdown, 83 Brake Metering Valve, 86 Brakes, 85, 88 Dump Valve Switch, 84 Gear Doors, 86 Main Gear Strut Extention, 83 Nose Wheel Steering, 85 Parking Brake, 87 Tire pressures, 86 Torque Link Pin, 83 Tow Bar, 83 Warning Horn, 82 Wheels and Tires, 86 WOW Switches, 84




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Lighting Annunciator, 10 Beacon, 10, 47 Cockpit, 9 Emergency, Exterior, 11 Emergency, Interior, 11 Landing, 11 Master Control Panel, 9 Navigation, 10 No Smoking, 10 Side Panel, 9 Strobes, 10 Taxi, 11

Fire Protection, 69, 74 Fuel Distribution, 62 Full Authority Digital Engine Control (FADEC), 67 Heated Fuel Return, 63 Ignition System, 66 Oil System, 64 Powerplaant Schematic, 61 Rotor Bow Start, 63 Starting, 62 Thrust Reversers, 68 Pressurization "Taxi in / Taxi out" Senario, 114 Air Data Modules (ADM), 112

Wheel Well, 11 Mach Trim. See Flight Controls Maintenance Mode Audio Control Panel. See Communications Map Drop down Menu, 21 Micro Air Data Computers, 100 Missed Approach Data , 43 Multipurpose Display Control Unit, 19 Nav Pointers (ADF / VOR), 26 Nose Wheel Steering. See Landing Gear Oxygen System Cockpit Oxygen Pressure Gauges, 119 Crew Masks, 118 External Oxygen Pressure Gauges, 119 Passenger Masks, 118 Pressure Relief Valve, 119 Time of Useful Concsiousness, 118 Performance, 127 Performance Computer, 43 Pitch Limiter Indicator, 24, 97 Pneumatics

Baggage Compartment Smoke Vent Valve, 117 Cabin Pressure Controller, 111 Cabin Pressure Relief Valve (CPRV), 115 Emergency Descent Mode, 115 Internal Baggage Door, 117 Operating Modes, 111 Outflow Valve and Pressure Relief V alve, 113 Prerssure Relief Valves, 115 Ram Air Valve, 115 Thrust Recovery Outflow Valve (TROV), 113 Radio Altimeter, 31, 121 Service doors, 47 Simulator Operations Airstart, 131 Airwork, 135 Departures, 130 Emergency Descent, 134 Engine Fail On Takeoff, 131 No Flap Landing, 132 Smoke and Fume Eliminastion, 136 Stall Series, 135

Air (ADM), 100 APUData air, Module 102 CAS Messages, 102 Electronic Bleed Air Controllers, 100 Engine Bleed Air, 99 Engine Starting, 102 External Air, 102 Maximum Pressure Limit, 101 Micro Air Data Computers, 100 Minimum Bleed Air Pressure, 100 Minimum Temperature Set Points, 101 Precooler, 99 Pressure Regulating Valve, 99 Powerplant Air Starter, 67 Airstart (Inflight), 70 Alternate Mode (LP MODE), 68 Automatic Airstart, 70 Continuous Ignition, 69 Crank Master. See Starting Engine Anti-Ice System, 69 Engine Failures, 70 Engine Instruments, 33 Engine Vibration Monitor, 69 FADEC, 34, 62, 67, 68, 70

Starting Engines, Steep Turns, 135 129 Stall Barrier Test, 27 Standby Instruments, 41 Static Source Error Correction Module (SSECM), 41 Static Wicks, 40 System Synoptic Displays, 22 Table of Contents, 6 TCAS II, 39 Thrust Director, 25 Thrust Recovery Outflow Valve (TROV). See Pressurization Thrust Reversers. See Powerplant Tire Pressures. See Landing Gear Traffic Collision Avoidance System, 27, 39 "Climb", 23 "Descend", 23 "Monitor Vertical Speed", 24 Resolution Advisory, 24 Targets, 31 Transition Fix . See Approach Transitions Trend Indicator Airspeed, 27, 28 Thrust, 25




TRU, Aulxilliary, 15 Vertical Velocity (VS/VPATH), 28 VREF V-Speed Quick Reference, 35 Weather Radar, 43 Nav Display, 27


144

Weight and Balance, 126 Wheels and Tires. See Landing Gear Wind Vectors, 31 Windshear Escape Maneuver, 25 Windshield Cracks. See Ice and Rain Protection


g550 Nji Notes

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