g550 Nji Notes

G550 INITIAL CLASS NOTES
NJI, Inc. Employee Copy
G550 Initial
Class Notes
Revision 3
09/14/06
Produced By:
David E. Nester
Revision 3, 09/14/06
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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
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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
AUXILIARY 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 General
Aircraft Weights
Avg. BOW:
48,300#
21,954 kg
48,300#
MUFW: *
41,300#
18,734 kg
41.300#
MPAX/BAG
6,200#
2,812 kg
1,400#
MTOW:
91,000#
41,277 kg
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
Wing span: 93'6

Length: 96'5
Height: 25'11
Min turn circle diameter: 112 ft.
Min width paved surface for 180 turn: 62'
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
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.
All four (4) E-BATTS must complete and pass a Built In Test (BIT) in
order to dispatch. See Appendix A for 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 and Exit red) cont..
At MED: Floor Light, Exit (at door) and 2 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).
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
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 pilots CCD
can interact with DUs #1, #2, and #3, while the co-pilots 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 DUs
2 DCs (shared with EICAS)
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
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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)
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)
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
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.
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.
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

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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.
TerrainCAUTION, 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).
Windshear / EGPWS Escape Maneuver

1. Auto pilot- disconnect
2. Power lever- full power
3. Speed brakes- ensure retracted
4. Pitch- increase 3- 4 per second to approx. 25 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.
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 Terrainon 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
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!!).
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.
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

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Flight Director Modes

White- armed
Green- captured
Speed / L-Mode / Perf / V Mode / Alt

(Displayed across top of PFD)
Emergency Descent Mode (EDM)

Requires the following to activate:
1. AP on
2. Min 40,000' altitude
3. CAB PRESS LOW CAS
a. Pilot pulls the speed brake handle.
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Note: The Perf mode will not

be displayed while taxiing
with a TR deployed.
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
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).
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.
Radio Altimeter- Operates between 0' and 2500' AGL. Indicates 100' during TEST
mode. Indicates -5' (minus 5 ft.) on the ground (This is so that it will indicate 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.
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).
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.
Radar- Model 880. Has a 24 dish.
TCAS- Can display up to 16 targets.
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Green Arc
Curved Path- Allows for track displays of:

1. Procedure turns
2. Arcs
3. Reversals
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1.
2.
3.
4.
5.
33
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)
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.
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.
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)
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).
Volume for speakers and headsets is controlled with the SET knob.
EMERGENCY Mode- Depressing the EMER button will:
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 pilots 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.
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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 (VDRS)
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 by using the
Multipurpose Control Display Units (MCDU) or by commands using the 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.
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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
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(SELCAL)
frequency that the
transmitted on
tuned in.
David E. Nester
Cell Ph: 281 799 8554

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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
Note: IRU GPS update: Can align in motion.
Mode Select Units (MSUs)

BITE test at startup
BITE test at shutdown
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 mode, full-scale deflection will occur when the aircraft is
offset 1 NM left or 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 stabilization function inactive. To activate the
stabilization on each unit, press the STAB button once 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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44
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)
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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. Alerts the Generator Control Unit (GCU) to monitor the HMG.
3. Powers the AUX TRU as well as both STBY AC Buses.
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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 onat 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 Toggle 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.
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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. L Generator GCU
2. R Generator GCU
3. APU GCU
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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 Control Unit (BPCU)

Left and right BPCUs are 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 source before switching off the generator (NBPT).
c. If a Fuel Switch is turned off (in case of fire) the L BPCU 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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David E. Nester
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49
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.
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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 Motor Generator (HMG) - Standby Electrical Power System

10 KVA
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
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51
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 must be deep cycled prior to flight.
TRU Mode
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 ESS DC TRUs, L & R Main DC TRUs, and Auxiliary TRU
(AUX TRU). The TRUs convert 400 HZ AC into 28 Volts DC. Normal range of
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. Water System servicing
4. Hydraulic System servicing
5. Stair Lights
6. Wheel Well Lights
7. Pylon Lights
8. Aft Compartment Lights
9. 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
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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 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
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 are lighted amber (LIGHTS / AV PWR) when the
emergency batteries are off and not 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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56
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. Thereforea 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 +21C: APU oil heating element is turned on (APU running
or not). Range: +21C to +43C.
2. Temperature below -6.6C: De-Primer Solenoid operations begin. The DePrimer solenoid turns off 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 400F 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 0C the FRTT valve opens and
sprays warm fuel (3 GPM /+50C) into the wing to slow rate of cooling of the
fuel. The valve closes when the hopper tank temperature reaches +10C.
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 -1C (If the FRTT comes on, it will go off again at
+10 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 consumption allowable: .42 pints per hr. (Normal consumption is 0.1 pts. Per
hr.)
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 each engine and refilled to within the correct operating level, as
indicated on the engine sight glass. Also, the aircraft interior was
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 time window is specified for two reasons. First, several minutes are
required following engine shutdown for oil to drain back into 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 by EEC (Brain of FADEC). Runs and protects everything.
Data Entry Plug Unit- Plugs into 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 EngineHard 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 TRs 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
Fails to ON if servo pressure is lost from the 8th stage bleed air.
Uses on-side engine 5th 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, 860C, unrestricted (no
time limit)
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71
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 Fuel Pumps: L & R ESS DC Buses
Alternate Fuel Boost Pumps: L & R MN DC Buses
Note: Do not turn off any of the Fuel Boost Pumps when the Fuel Tank
Temperature is less than 0C, 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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David E. Nester
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72
Heated Fuel Return System (HFRS) / Fuel Return to Tank (FRTT)

Supplies fuel heated to 50C 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
0C and turns off when the temperature of the fuel in the hopper reaches >10C. 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: -37C / +54C
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 pilots
head, this panel is used to pre-set a desired total fuel load from a single
point fueling operation.)
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David E. Nester
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73
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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74
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 an engine fire, for shot #1, turn the fire handle of the
affected engine towards that engine. This will deplete bottle #1 (right
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-R- AFT FLR HOT
3. L-R PYLON HOT
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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76
Hydraulic Systems
Left System
Right System
PTU
Elevators
Elevators
--------Rudder
Rudder
--------Ailerons
Ailerons
--------Flight Spoilers
Flight Spoilers --------Speed Brakes
Speed Brakes --------L Stall Barr
R Stall Barr
--------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)
Aux (GND)
----------------Rudder
--------------------------------------------------------------------------------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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77
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 a bootstrap pressure of above 25 PSI. The AUX Pump Suction Boost
Pump is located in front of and to the left side of the main batteries in the 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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David E. Nester
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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 220F (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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David E. Nester
Cell Ph: 281 799 8554

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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 levels from cockpit while engines are running.
b. Turn on GSB.
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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80
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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81
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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82
LANDING 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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83
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. When the T-Handle (connected by cable to the Blowdown Bottles) is pulled,
the gear will go down! Even with the gear handle in the UP position (red 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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84
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 NLG WOW SW. makes in the air to permit Aux Pump powered yaw damp
ops.
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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85
Nose Wheel Steering

The Nose Wheel Steering is electrically controlled, hydraulically powered and
mechanically actuated. An electrical steering command is originated 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 80 at 18K (IRS speed) down to 16 at approximately 160K (IRS speed).
Caution: Using full tiller command in a turn and then applying a brake to tighten
the turn can cause the warning pin to extend at around 82 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 fuse plugs each wheel- 390F
1 blow out plug- approximately 450 PSI
MLG 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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David E. Nester
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87
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 @
70F.
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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David E. Nester
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88
Brakes (Carbon)
Brake Warning- 650C (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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89
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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90
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 Spoiler panel.
Placing the Spoiler Control Switch in the OFF position can 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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91
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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David E. Nester
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92
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 null.
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.
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David E. Nester
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93
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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94
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 flight, the Flap/Stab setting indications on the PFD will disappear 30 seconds after
the flaps have reached the full 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. Located in the BEER
b. Has two independent channels, Channel A and Channel B.
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David E. Nester
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95
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).
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David E. Nester
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Flight Spoilers / Speed Brakes
96
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 10. 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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97
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.
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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98
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 ONorder 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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David E. Nester
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99
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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100
Air Data Modules (ADM)

Three Air Data Modules sense pressure and temperature.
Outputs go the Pre-cooler Fan Air Valve, the 8th 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
Low power min: 22 PSI (Top of descent, holding, and Vmin ops.)- 8th 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 425. The affected engine pack switch must be turned
off and the remaining pack will increase to 35 PSI.
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101
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 400 F. (manifold temperature)
If Anti ice is selected on and the pre-cooler inlet temperature is less than 620 F, the
8th stage air will maintain a minimum temperature of 620 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 500F.
Note: Anti-Ice ON- This is the one time that pre-cooler inlet temperature is
affected. Inlet temperature is targeted to be 620F. If 5th stage air cannot
maintain the 620F, 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
500F.
Maximum Pressure Limit
60 PSI is available from the engine. The Bleed Air Pressure Regulator Valve
(manifold pressure regulating valve- 5th 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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102
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. Consider evaluating the
engine (Check TGT, EPR, FF, etc.), then advance power as required.
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David E. Nester
Cell Ph: 281 799 8554

103
Ice and Rain Protection

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 400F (two engines) air, is provided with
500F 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
620F and the outlet side to 500F 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.
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 thermal sensors in each window. The sensors are picked at random for
monitoring by their respective Windshield Heat Control Units (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 onunless the CABIN WDO HTRS GROUND
BYPASS Switch (located on the System Monitor Test Panel) is in the BYPASS
position.
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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.
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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:
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a.
b.
c.
d.
108
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.
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 60F to 90F.
In the Manual mode, temperatures should be monitored with the Temp Display
Switch selected to the DUCT position to avoid a duct overheat (215) or duct ice
formation. The temperature range in Manual mode is 30F to 235F.
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 10F.
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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111
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.
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 its 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 Controller (CPC): Located in the REER. Has an internal cabin
pressure altitude sensor for 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 pilots PFD.
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113
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
origin 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'
Trip points- MANUAL mode:
Landing Field Elevation
Cabin Altitude
N/A
8.000
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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.
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.
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
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.
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 70F, a full cylinder should indicate 1800
PSI. At +5F, a full cylinder should only indicate 1500 PSI. At 100F,
a full cylinder should indicate 1940 PSI.
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 be moisture contamination within the bottle. Moisture
within the oxygen system could develop into 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
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 225F.
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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120
MISCELLANEOUS 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.
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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121
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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122
List of Acronyms
(Used within this manual)
ACP:
ACP:
ACS:
ADAM:
ADS:
ADM:
APM:
AGL:
AGM:
AOA:
AOR:
APP:
APU:
ASCB:
ATRU:
AUX TRU:
BAC:
BATTS:
BEER:
BIT:
BPCU:
BPT:
CDBR:
CAS:
CCD:
CDL:
CEPT:
CCD:
CFIT:
CPAM:
CPC
CPI:
CPRV:
CPS:
CTA:
CVR:
DCCP:
DAU:
DC/DCU:
DU:
E-BATTS:
Air Conditioning Pack

Audio Control Panel
Air Conditioning System
Air Data Applications Module
Air Data Sensor
Air Data Module
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
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
Display Control Unit
Display Unit
Emergency Batteries
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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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126
WEIGHT and BALANCE
Average BOW: 49,000#

BOW + Payload = ZFW
ZFW + Fuel= Ramp Weight (Max Ramp Weight: 90,900#)
WT x Arm = Moment
CG Index Units =
CG (inch-pounds)
____________
10,000
Fwd CG Limit: 34.5% MAC

Aft CG Limit: 45% MAC
Note: Go to hundredths when rounding trim index numbers.
Note: Rotate to only 8nose up (TOGA value).. The A/C tends to over-rotate.
Pitch trim charts calculate for ZFW at V2, Single Engine (SE).
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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127
PERFORMANCE
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.
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.
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.
There is no final segment. Raise the flaps at V2 + 10. (minor pitch reduction).
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128
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.
VS: The slowest speed at which the A/C is still controllable.

VREF: If a partial flap landing is to be made, the VREF for Flap setting used will be a
minimum of 125 Kts (light landing weights). At heavier 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
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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129
SIMULATOR OPERATIONS AND TYPE RIDE

Tips
All equipment hot sensors are set for 250F.
Test SECONDARY first when performing the engine vibration tests (less steps).
A cabin temperature of over 106F 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
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 200C - 1000C scale from a start scale of 0C - 800C.
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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 200C-1000C 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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131
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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132
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 20 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.
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.
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 exceed 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).
i.e. VREF of 114 (DC) + 5K + 14K (19K additive) = 133K (OK- is at
or above 125K). The total additive is 20K or less.
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 39.
Flap/Stabilizer Display (Showing a Flap/Stab miscompare)
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134
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. Spin the Hdg. Bug 90 off course (normally left- terrain considered)
5. Set Speed window to Manual, 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)
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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, climb to 15,000' while, enroute to the designated area.
With the A/C stabilized in level flight, proceed with the steep turns
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 seem easier to perform utilizing the HUD by those who
find themselves comfortable using it. Keep the Thrust Vector on
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
another quick look for other A/C and consider any need for anti-ice or ign.
2. Slow the A/C to the stall speed while maintaining a heading. Set the heading
bug to a desired heading and set the airspeed bug to 160 Kts.
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136
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 toFull 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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137
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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139
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
Pilots ACP (#1 ACP-Pilots)
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 #1
ATC #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 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 of the Essential Flight
Instruments Bus.
Permit: WPcp0206
David E. Nester
Cell Ph: 281 799 8554

140
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 both underwing egress
lights, while the AFT ELBP supplies power to the aft lamps in the
overwing egress lights, as well as to both underwing 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)
Permit: WPcp0206
David E. Nester
Cell Ph: 281 799 8554

141
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
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
Approach waypoints, 43
APU, 48
Auto Pilot Disconnect Button. See Flight Controls
Auxiliary Power Unit (APU), 48, 56
Brakes. See Landing Gear
Communications
Audio Control Panel (ACP), 36
Cockpit Voice Recorder (CVR), 40
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
Permit: WPcp0206
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
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
Voltmeters, 44
Electronic Display System
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
Electronic Flight Instruments
Emergency "Pop-Up" Checklists, 33
Emergency Battery Packs, 139
Emergency Descent Mode, 30
David E. Nester
Cell Ph: 281 799 8554

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
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
Horizontal Stabilizer, 94
Jammed Aileron Controls, 89
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
Permit: WPcp0206
142
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
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
Emergency Exit Windows, 105
Ice Detector, 107
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
David E. Nester
Cell Ph: 281 799 8554

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
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
Air Data Module (ADM), 100
APU air, 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 Vibration Monitor, 69
FADEC, 34, 62, 67, 68, 70
Permit: WPcp0206
143
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
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
Starting Engines, 129
Steep Turns, 135
Stall Barrier
Test, 27
Standby Instruments, 41
Static Source Error Correction Module (SSECM), 41
Static Wicks, 40
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
David E. Nester
Cell Ph: 281 799 8554

TRU, Aulxilliary, 15
Vertical Velocity (VS/VPATH), 28
VREF
V-Speed Quick Reference, 35
Weather Radar, 43
Nav Display, 27
Permit: WPcp0206
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
David E. Nester
Cell Ph: 281 799 8554

g550 Nji Notes

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G550 INITIAL CLASS NOTES

NJI, Inc. Employee Copy

NJI, Inc. Employee Copy

G550 INITIAL CLASS NOTES

A Note of Special Thanks

G550 INITIAL CLASS NOTES

G550 INITIAL CLASS NOTES

LIST OF EFFECTIVE PAGES

Blank For Now

G550 INITIAL CLASS NOTES

G550 INITIAL CLASS NOTES

G550 INITIAL CLASS NOTES

AIR CONDITIONING ........................................................................................108

G550 INITIAL CLASS NOTES

Wing span: 93'6

G550 INITIAL CLASS NOTES

Cockpit Lights (Located on the Cockpit Overhead)

G550 INITIAL CLASS NOTES

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

Upper Knob- Switch Lights

Lower Knob- Etch Lighting

G550 INITIAL CLASS NOTES

G550 INITIAL CLASS NOTES

ELECTRONIC DISPLAY SYSTEM (EDS)

DISPLAY CONTROLLER (DC)

G550 INITIAL CLASS NOTES

G550 INITIAL CLASS NOTES

DU not receiving power(No red X).

Note: If a DU is discovered to be Black, first check the brightness control knob.

The DU is receiving power, but

G550 INITIAL CLASS NOTES

DU, Primary Flight Display (PFD)

G550 INITIAL CLASS NOTES

The following can be displayed on the 2/3 portions of DU #2 and DU #3:

The following can be displayed on 1/6 portions of the DUs:

CURSOR CONTROL DEVICE (CCD)

Use these white buttons to

G550 INITIAL CLASS NOTES

Electronic Flight Instrument System (EFIS) - A sub system of

G550 INITIAL CLASS NOTES

REVERSIONARY CONTROL PANEL (RCP) Display Switching

G550 INITIAL CLASS NOTES

MULTIPURPOSE CONTROL DISPLAY UNIT (MCDU)

There are 3 units located in center pedestal.

G550 INITIAL CLASS NOTES

MULTIFUNCTION / MULTIPURPOSE DISPLAY UNIT (MDU)

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

Displayed above is the DU #2, Multifunction / Multipurpose Display Unit (MDU).

G550 INITIAL CLASS NOTES

I-NAV with drop down menu displayed

G550 INITIAL CLASS NOTES

SYSTEM SYNOPTIC DISPLAYS

G550 INITIAL CLASS NOTES

Traffic Collision Avoidance System (TCAS)

Climb- Climb into Box attached to goal posts

Fly the A/C symbol into

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

G550 INITIAL CLASS NOTES

RA appearing on the PFD indicates a Resolution advisory failure.

Ground Proximity Warning System (GPWS)

Pitch Limiter Display

G550 INITIAL CLASS NOTES

Wind Shear1. Improving Performance Windshear: Amber message: WINDSHEAR is

Windshear / EGPWS Escape Maneuver