g450 g550 Notes Steven Foltz PDF

GULFSTREAM
G450 / G550
Expanded Notes
Revision 7.0
 TABLE OF CONTENTS 
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G U L F S T R E A M G 4 5 0 / G 5 5 0 Expanded Notes  TABLE OF CONTENTS 
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TABLE OF CONTENTS
A C R O N Y M N S ....................................................................... 5
S Y S T E M (ATA) PAGE TAB
G E N E R A L (6, 38) ............................................................7 1
D O O R S (52, 56) .............................................................. 13

2
L I G H T I N G (33) ............................................................ 17
F I R E P R O T E C T I O N (26) ......................................... 19 3
C O M M U N I C A T I O N S (23) ....................................... 25
4
C O N N E C T I V I T Y ......................................................... 28
E L E C T R I C A L (24)........................................................ 31 5
A P U (49) ........................................................................ 39 6
P O W E R P L A N T (71-80) ................................................ 43 7
F U E L (28) ...................................................................... 51 8
H Y D R A U L I C (29) ........................................................ 55 9
L A N D I N G G E A R (32) ................................................ 61 10
F L I G H T C O N T R O L S (27) ......................................... 69 11
P N E U M A T I C S (36) .................................................... 77 12
A I R C O N D I T I O N I N G (21)....................................... 81
13
P R E S S U R I Z A T I O N ................................................... 83
I C E A N D R A I N (30) ................................................... 85 14
O X Y G E N (35) ................................................................ 91 15
F L O W S........................................................................... 93
S Y S T E M T E S T S ......................................................... 93 16
S Y S T E M C H E C K S...................................................... 94
P L A N E V I E W A V I O N I C S (22, 31, 45) ........................ 95 17

D A T A L I N K.................................................................. 115 18
S O P ............................................................................... 121 19
C H E C K R I D E............................................................... 127 20
S C E N A R I O S............................................................... 129 21


SOURCES GCU GENERATOR CONTROL UNIT

GP GUIDANCE PANEL
GULFSTREAM GSCP GROUND SERVICE CONTROL PANEL
FLIGHT SAFETY INTERNATIONAL HOPS HARDOVER PROTECTION SYSTEM
CAE SIMUFLITE HMG HYDRAULIC MOTOR GENERATOR
www.CODE7700.com HUD HEAD UP SYSTEM
JOHN DICHIARA IDG INTEGRATED DRIVE GENERATOR
IVAN LUCIANI I-NAV INTEGRATED NAVIGATION
DAVID NESTER IRU INERTIAL REFERENCE UNIT
LAN LOCAL AREA NETWORK
ACRONYMS LEER LEFT ELECTRONIC EQUIPMENT RACK
LPV LOCALIZER PERFORMANCE WITH VERTICAL GUIDANCE
LRU LINE REPLACEABLE UNIT
ACC AIR CONDITIONING CONTROLLER
MAU MODULAR AVIONICS UNIT
ACM AIR CYCLE MACHINE
MCDU MULTIFUNCTION CONTROL DISPLAY UNIT
ACP AUDIO CONTROL PANEL
MWS MONITOR AND WARNING SYSTEM
ACS AIR CONDITIONING SYSTEM
NBPT NO BREAK POWER TRANSFER
ADC AIR DATA COMPUTER
ND NAVIGATION DISPLAY
ADM AIR DATA MODULE
NIC NETWORK INTERFACE CARD
ADS AIR DATA SYSTEM
PDP POWER DISTRIBUTION PANEL
AUTOMATIC DEPENDENT SURVEILLANCE
POP PILOT OVERHEAD PANEL
AEER AUX ELECTRONIC EQUIPMENT RACK
PTU POWER TRANSFER UNIT
AFCS AUTOMATIC FLIGHT CONTROL SYSTEM
REER RIGHT ELECTRONIC EQUIPMENT RACK
AGM ADVANCED GRAPHICS MODULE
RVDT ROTARY VARIABLE DIFFERENTIAL TRANSDUCER
ASC AIRCRAFT SERVICE CHANGE
SAV STARTER AIR VALVE
ASCB AVIATION STANDARD COMMUNICATIONS BUS
SEP STANDBY ELECTRICAL POWER
ATN AERONAUTICAL TELECOMMUNICATIONS NETWORK
SFD STANDBY FLIGHT DISPLAY
BAAV BLEED AIR AUGMENTATION VALVE (G550 ONLY)
SVO START VALVE OPEN
BAC BLEED AIR CONTROLLER
SVS SYNTHETIC VISION SYSTEM
BAS BLEED AIR SYSTEM
SV-PFD SYNTHETIC VISION PRIMARY FLIGHT DISPLAY
BIT BUILT-IN TEST
TCS TOUCH CONTROL STEERING
BITE BUILT-IN TEST EQUIPMENT
TLA THRUST LEVER ANGLE
BPCU BUS POWER CONTROL UNIT
TROV THRUST RECOVERY OUTFLOW VALVE
BTMS BRAKE TEMP MONITORING SYSTEM
VGP VNAV GLIDE PATH
CAS CREW ALERT SYSTEM
VSD VERTICAL SITUATION DISPLAY
CCD CURSER CONTROL DEVICE
CDU CONTROL DISPLAY UNIT
CMC CENTRAL MAINTENANCE COMPUTER
CMF COMMUNICATIONS MANAGEMENT FUNCTION
CPC CABIN PRESSURE CONTROLLER
CPCP CABIN PRESSURE CONTROL PANEL
CPOP CO-PILOT OVERHEAD PANEL NOTES
CPSP CABIN PRESSURE SELECTOR PANEL

CPIP CABIN PRESSURE INDICATOR PANEL
CSD CONSTANT SPEED DRIVE
DAU DATA ACQUISITION UNIT
DC DISPLAY CONTROLLER
DMU DATA MANAGEMENT UNIT
DU DISPLAY UNIT
EBDI ELECTRONIC BEARING AND DISTANCE INDICATOR
ECS ENVIRONMENTAL CONTROL SYSTEM
ECU ELECTRONIC CONTROL UNIT
EDS ELECTRONIC DISPLAY SYSTEM
EDM EMERGENCY DESCENT MODE
EEC ELECTRONIC ENGINE CONTROL
EVM ENGINE VIBRATION MONITOR
EVS ENHANCED VISION SYSTEM
FGCP FLIGHT GUIDANCE CONTROL PANEL
FGC FLIGHT GUIDANCE COMPUTER
FCOC FUEL COOLED OIL COOLER
FPV FLIGHT PATH VECTOR
FMU FUEL METERING UNIT
FRTT FUEL RETURN TO TANK VALVE (G550 ONLY)
FSECU FLAP/STAB ELECTRONIC CONTROL UNIT
FQSC FUEL QUANTITY SIGNAL CONDITIONER
FWC FAULT WARNING COMPUTER


▪ VMCG / VMCA / VMCL 109 / 106 / 99 KTS 86-107 / 112 / 110 KTS
GENERAL
▪ DEMONSTRATED 24 KTS 28 KTS
DIMENSIONS: G450 G550 X-WIND
▪ LENGTH 89’ 3” ∆ 7’2” 96’ 5” ▪ MIN APPR SPEED, ------ 125 KTS
▪ WINGSPAN 77’ 4” ∆ 16’2” 93’ 6” FLAPS < 200
▪ TAIL HEIGHT 25’ 2” 25’ 11”
▪ WHEELBASE 39’ 1” X 13’ 8” 45’ X 14’ 4” ▪ INOP TRIM 0.75 MT 0.80 MT
▪ MIN TAXI STRIP FOR 1800 55’ 3” 62’ (MACH/ELEC)
TURN ▪ INOP STAB / JAMMED 270 KTS / 0.75 MT 210 KTS MINIMUM
NOTE: THE G450 TAIL REQUIRES MORE CLEARANCE THAN THE WING. ELEV
NOTE: THE G450 IS 11” LONGER THAN A GIV. ▪ INOP YD ABOVE 20,000’ 210 KTS MINIMUM 260 KTS / .80 MT
▪ MAX RAMP 75,000 LBS (ASC 016) 91,400 LBS / MAXIMUM
75,000 LBS (ASC 008A) ▪ G450 INOP YD BELOW
20,000’
▪ MAX TAKEOFF 74,600 LBS (ASC 016) 91,000 LBS /
75,000 LBS (ASC 008A) FUEL 8 10 12 14 16 18 20 22 24 26 28 30
MIN
96 107 117 126 135 143 151 158 165 172 178 184
▪ MAX LDG 66,000 LBS / 75,300 LBS / KCAS
58,500 LBS (ASC 007C) 75,000 LBS (ASC 008A)
ALTITUDES: G450 G550
▪ MAX ZERO FUEL 49,000 LBS / 54,500 LBS / ▪ MAX OPERATING 45,000’ 51,000’
48,000 LBS (ASC 008) 53,500 LBS (ASC 009A) ▪ SINGLE PACK ------------- 48,000’
▪ INOP YD AND MACH 41,000’ 45,000’
LONG RANGE CRUISE: M.77 M.80 TRIM
4,450 NM ∆ 2,300 NM 6,750 NM ▪ FLAPS 100 / 200 25,000’
~5,100 SM ~7,750 SM ▪ LDG GEAR / FLAPS 390 20,000’
NORMAL CRUISE: M.80 M.83 ▪ MAX FIELD ELEV 14,500’ / 15,000’ 14,500‘ / 15,000’ (HFLE
4,350 NM 6,000 NM (ASC 068) EQUIPPED)
TAILWIND: SLOWING DOWN DOES HELP REDUCE BURN, MARGINALLY ▪ BAGGAGE NIL ≥FL400, MAX 5 MIN
HEADWIND: SPEEDING UP DOES NOT HELP REDUCE BURN COMPARTMENT NO ACCESS ≥FL450
ACCESS WHEN SINGLE PACK
G450 MACH NM/LB DIST WIND TIME BURN
SLOWER 0.73 0.1678 500NM 100 TWC 0.96 2405 MISC:
100 TWC 0.95 2414
MAX ▪ MAX SLOPE ± 2%
0.746 0.1679 500NM 0 1.17 2978
RANGE
100 HWC 1.52 3886
▪ MAX OCCUPANTS 22
FASTER 0.778 0.1646 500NM 100 HWC 1.44 3915 ▪ MAX PASSENGERS 19
ISA, FL410, 62,000LBS. G550, AN ADDITIONAL TRAINED CREWMEMBER IS REQUIRED ON ALL FLIGHTS
WITH ≥10 PASSENGERS.
TAILWIND: SLOWING DOWN DOES HELP REDUCE BURN, MARGINALLY
HEADWIND: SPEEDING UP DOES HELP REDUCE BURN, MARGINALLY FLIGHT LOADS (-/+G):
G550 MACH NM/LB DIST WIND TIME BURN ▪ FLAPS 00 -1 / 2.5
SLOWER 0.705 0.1895 500NM 100 TWC 0.99 2115 ▪ FLAPS 100 OR 200 0 / 2.0
100 TWC 0.97 2121 ▪ FLAPS 390 <MLW (66,000 / 75,300) 0 / 2.0
MAX
0.725 0.1900 500NM 0 1.20 2632
RANGE ▪ FLAPS 390 >MLW (66,000 / 75,300) 0 / 1.5
100 HWC 1.58 3465
FASTER 0.765 0.1895 500NM 100 HWC 1.48 3417 MAXIMUM VERTICAL THE LANDING “MAXIMUM VERTICAL ACCEL” (PEAK
ISA, FL430, 65,000LBS. ACCELERATION Nz, “G”) IS FOUND IN THE END OF FLIGHT REPORT
REPORTING PAGE ON THE CMC. THE READING CAN BE USED IN
SPEEDS: G450 G550 DETERMINING IF EITHER A HARD LANDING
▪ VMO / MMO <FL280, 340 KTS >8,000’, 340 KTS INSPECTION (>2.3 Gs) OR OVERWEIGHT LANDING
“G METER”
FL280-340, .85-.88 MT <8,000’, 300 KTS INSPECTION IS REQUIRED.
NOTE: MAX RVSM >FL340-43.5, .88 MT FL290-320, .85 MT OVERWEIGHT LANDING – QRH: MISC-EI
MACH: .85 MT >FL43.5, .874 MT FL320-440, .885 MT
FL440-510, .86 MT NOTES
MCDU (MC-850), E BATT, AGM-100/200, ENG FIRE
▪ TOP 20 REMOVAL
270 KTS / 0.75 MT 270 KTS / 0.80 MT CNTL BOX, STARTER, PITOT-STATIC PROBE, FUEL QTY
▪ VTURB >10,000’ COMPONENTS
240 KTS 240 KTS PROBE, T/R ECU, THROTTLE QUADRANT ASSY, AOA
▪ VTURB <10,000’ (2Q16)
PROBE, APU STARTER, CONVERTER (400HZ-60HZ),
▪ FLAPS 100/200/390 250 / 220 / 180 KTS 250 / 220 / 170 KTS DOOR STOW SWITCH, SATCOM DATA UNIT (SD-700),
(0.60 MT) (M.60 MT) G350/G450,
NIC (NI-900A), TRIM AIR VALVE, HF RCVR, DU (DU-
▪ MINIMUM 359 AIRCRAFT
1310), COCKPIT SIDE WINDOW, MAIN BATT CHARGER,
MANEUVERING SPEEDS
200 / 180 / 160/ VREF AUDIO CNTL UNIT (AV-900), ICE DET PROBE, STROBE
FLAPS 00/100/200/390
+5 KTS G500/G550, LIGHT, OXY MASK/REG, WINDSHIELD, DISPLAY CTLR
550 AIRCRAFT (DC-884), MLG SIDE BRACE ACTUATOR, CLOCK, CCD,
▪ VLE / VLO / EMER 250 / 225 / 175 KTS (0.70 MT) ENG NOSE COWL
▪ VA 206 KTS NOTE: 870 GIV/GIV-SP/G300/G400/G350/G450
AIRCRAFT. SN4365 IS THE LAST G450.
▪ TIRE LIMIT 195 KTS
▪ WASTE DISPOSAL
ASCs NOTE: CMP PROVIDES A LIST OF YOUR AIRCRAFT’S ASCs.
COMPONENTS: ▪ VACUUM TOILET SYSTEM
PLANEVIEW
▪ FLUSH SWITCH
▪ G450 ASC 906 ▪ CERT D, OCT 2007, SN 4001-4102
NOTE: THE VACUUM ▪ VACUUM BLOWER
▪ G450 ASC 907 ▪ CERT E, SEP 2008, SN 4001-4114 TOILET SYSTEM IS BASED ▪ LOGIC CONTROL MODULE
▪ G450 ASC 908 ▪ CERT F, JUN 2010, SN 4001-4229 ON THE PRESSURE DIFF ▪ STATUS PANEL
▪ G450 ASC 909 ▪ DEC 2011, SN 4212-4224 BETWEEN THE CABIN
▪ VACUUM LINES (TITANIUM)
▪ G450 ASC 909B ▪ APR 2013, SN 4001-4282 W/ ASC 909 AND THE WASTE TANK.
▪ BLOWER CONTROL RELAY
▪ G450 ASC 910 ▪ APR 2013, SN 4001-4282
▪ PRESSURE SWITCH
▪ G450 ASC 911A ▪ AUG 2014, SN 4001-4310, 4311 AND SUB
▪ SERVICE DOOR SWITCH
▪ G550 ASC 008A ▪ 75,000 LB MAX RAMP/TAKEOFF/LAND WEIGHT ▪ 12 GAL WASTE TANK ASSEMBLY – LOCATED IN THE
▪ FOR AIRPORTS WHERE REDUCED WEIGHT AFT EQUIPMENT COMPARTMENT
LIMITATIONS ARE REQUIRED - NOISE ABATEMENT ▪ TANK STATUS IS VISIBLE ON THE GALLEY
AND RUNWAY WEIGHT BEARING CAPACITY TOUCHSCREEN (ELITE INTERIOR), WHEN THE TANK
REACHES THE “FULL TANK” LEVEL SIX MORE
▪ G550 ASC 009A ▪ 53,500 LB MAX ZERO FUEL WEIGHT
“EMERGENCY” FLUSHES ARE AVAILABLE
▪ REQUIRED IF BOW < 48,501 LBS TO OPERATE
▪ THERMOSTAT
UNDER FAR 91 AND/OR 135 (NOT FAR 125)
▪ HEATERS (RIBBON)
▪ G450 ASC 007C ▪ 58,500 LB MAX LANDING WEIGHT ▪ WASTE TANK HEATER BLANKET
▪ RE-CLASSIFIES THE G450 AS A CAT C AIRCRAFT
▪ G450 ASC 008 ▪ 48,000 LB MAX ZERO FUEL WEIGHT
▪ REQUIRED IF BOW < 43,001 LBS TO OPERATED
UNDER FAR 91 AND/OR 135 (NOT FAR 125)
▪ ACTIVATION / ▪ MAINTENANCE ACTION REQUIRING:
DEACTIVATION - LOGBOOK ENTRY
- AFM SUPPLEMENT (INSERTION OR REMOVAL)
- COCKPIT PLACARD (REVERSAL)
TEMPERATURE UNITS ▪ FUEL SYSTEM ▪ CELSIUS
▪ PNEUMATIC SYSTEM ▪ FAHRENHEIT
▪ HYDRAULIC SYSTEM ▪ CELSIUS
WATER / WASTE
▪ POTABLE WATER ▪ ONE 30 GAL (40 GAL OPTIONAL) CONFORMAL TANK
▪ FOR LAVATORIES AND GALLEY USE
▪ PRESSURIZED BY AN ELECTRIC AIR COMPRESSOR
AND BLEED AIR (35-43 PSI)
▪ SUPPLY LINE HEATERS
▪ SERVICED EXTERNALLY VIA WATER SERVICE PANEL
OR INTERNALLY VIA MANUAL FILL CAP
V6 VALVE ▪ LOCATED NEAR THE BOTTOM OF THE TANK
▪ SOME AIRCRAFT REQUIRE THIS VALVE TO BE
CLOSED TO PREVENT THE TOILET FROM
OVERFLOWING ON OVERNIGHTS
▪ V6 HANDLE - FORWARD IS OPEN, AFT IS CLOSED
FLUSH CYCLE: ▪ < 16,000’, THE VACUUM BLOWER STARTS AND

RUNS FOR 15 SEC
▪ > 16,000’, NO BLOWER
▪ AT 2 SEC: FLUSH VALVE OPENS
▪ AT 2.1 SEC: THE RINSE VALVE OPENS AND ALLOWS
WATER FLOW FOR 0.7 SEC
▪ AT 3 SEC: THE FLUSH VALVE CLOSES
NOTE: WATER FLOW CAN BE STOPPED
WITH THE FLUSH VALVE MANUAL
SHUTOFF HANDLE LOCATED AT THE BASE
OF THE TOILET (G450 SNs 4001-4139,
G550 SNs 5001-5212)

TEST PANEL: ▪ LOCATED BEHIND THE WATER TANK PANEL

SPOT REMOVAL
▪ IF A BAD SENSOR IS PREVENTING THE TOILET FROM TYPE OF TREATMENT
FOR 100% WOOL
FLUSHING PRESS THE LOGIC CONTROL MODULE 1 COLD WATER.
CARPETING
(LCM) “SYSTEM TEST” BUTTON OR THE WASTE ONE TEASPOON OF WOOL DETERGENT
SYSTEM STATUS “PRESS TO TEST” BUTTON 2 WITH ONE TEASPOON OF WHITE VINEGAR
- 5 – 15 SEC WINDOW TO FLUSH AND ONE LITER OF WARM WATER (<100OF).
- ALLOWS UP TO 6 FLUSHES, NO MORE 3 CLEAR HOUSEHOLD DISINFECTANT.
4 WHITE SPIRITS (USE ONLY ON DRY CARPET).
CHILL WITH ICE CUBES IN A PLASTIC BAG.
5
PICK OR SCRAPE OFF GUM.
MIX 1/3 CUP OF WHITE VINEGAR WITH 2/3
6
CUP OF WATER.
7 WARM WATER (<100OF).
8 SURGICAL ALCOHOL.
SEEK ASSISTANCE FROM A PROFESSIONAL
9
CARPET CLEANER.
ORDER AND TYPE OF

CONTAMINANT
TREATMENT
FRUIT JUICE 1 2
BLOOD 1 2
LAV SERVICE PANEL: ▪ DUMP VALVE (PUSH-PULL HANDLE) SOFT DRINKS 1 2
▪ FILL PORT – ALLOWS PRESSURIZED WATER INTO URINE (FRESH) 1 2 3
THE WASTE TANK FOR RINSING DURING SERVICING COFFEE / TEA 1 2 6
▪ RINSE THE WASTE TANK EACH TIME THE LAV IS VOMIT 1 2 6
SERVICED ALCOHOL 1 3
▪ WHILE RINSING ENSURE THE DUMP VALVE FECES 2 3 9
REMAINS OPEN SALAD DRESSING 2 4
WINE 4 2
T-HANDLE / ▪ ALLOWS FOR OPENING AND CLOSING OF THE BALL
CHOCOLATE 4 2
CABLE ASSY VALVE AT THE WASTE TANK DRAIN PORT
“DUMP VALVE” ▪ TO OPEN: ROTATE COUNTER-CLOCKWISE, PULL INK (FELT TIP) 4 2
▪ TO CLOSE: PUSH, ROTATE CLOCKWISE LIPSTICK 4 2
UNKNOWN 4 2
RINSING: ▪ CONNECT WATER SUPPLY (30-50 PSI) GUM 5 4
▪ RINSE FOR 3-5 MINUTES SAUCES 7 2
▪ AFTER RINSING, DO NOT ADD WATER TO THE TANK TOMATO SAUCE 7 2
INK (BALLPOINT) 8 2
URINE (OLD) 9
LEATHER ▪ “MOST LIQUIDS ARE INITIALLY REPELLED BY THE

LEATHER. IF LIQUIDS ARE ALLOWED TO STAY ON
THE LEATHER THEY CAN BE ABSORBED”
▪ “DO NOT WIPE OR RUB THE SPILL AS THIS MAY
DAMAGE THE LEATHER”
▪ “BLOT THE SPILL WITH A CLEAN TERRY TOWEL.
REPEAT BLOTTING WITH A CLEAN PORTION OF THE
TOWEL UNTIL THE TOWEL REMAINS WHITE”
▪ “DO NOT APPLY ANY CLEANER OR CONDITIONER
DIRECTLY TO LEATHER…SPRAY CLEANER ONTO A
CLEAN TERRY TOWEL AND USE THE TOWEL TO
CLEAN AND CONDITION THE LEATHER”
CLEANING
CARPET ▪ “NEVER USE A VACUUM CLEANER WITH A BEATER GIV-X GV-SP
GV
BAR ON CARPET THAT CONTAINS SILK FIBERS. USE G-V TYPE RATING (2004 – SN 4001) (2003 – SN 5001)
A VACUUM WITH SUCTION ONLY” COVERS  GV/ G550/
G350 G450 G500
▪ “MOST COMMON CARPET CLEANERS ARE C-37A C-37B
DESIGNED TO ATTACK PROTEIN. SILK IS 100% MAX RANGE (NM) 3,800 4,350 6,500 5,800 6,750
PROTEIN. IMPROPER CHEMICAL USAGE CAN MAX FUEL (LBS) 26,000 29,500 41,300 35,200 41,300
SUBSTANTIALLY DAMAGE THE CARPET” MAX TAKEOFF WT 70,900 74,600 90,500 85,100 91,000
▪ “DO NOT USE A RUBBING OR SCRUBBING MOTION MAX LANDING WT 66,000 75,300
ON SPOTS. RUBBING OR SCRUBBING DESTROYS
THE SPUN FIBER…”
▪ BLOT: “USE A CLEAN, WHITE, 100% COTTON TOWEL
TO PAT, DAB OR FIRMLY PRESS THE
CONTAMINATED AREA BEGINNING AT THE OUTSIDE
EDGE AND WORKING TOWARDS THE MIDDLE”
NOTES
COMPOSITE MATERIALS
G450
G550
GULFSTREAM INSPECTIONS 1 ▪ 500 HR INTERVALS

SCHEDULED THROUGH 6 ▪ 12 MONTH INTERVALS
MAINTENANCE
1A ▪ 500 HR
NOTE: 1C ▪ 12 MONTH (1 YR)
2A ▪ 1000 HR
“A” INSPECTIONS ARE
2C ▪ 24 MONTH (2 YR)
HOUR BASED,
3A ▪ 1500 HR
“C” INSPECTIONS ARE 3C ▪ 36 MONTH (3 YR)
CALENDAR BASED. 4A ▪ 2000 HR
5A ▪ 2500 HR
6A ▪ 3000 HR
INSPECTION 8
8A ▪ 4000 HRS TOTAL
8C ▪ 96 MON (8 YR)
INSPECTION 10
10A ▪ 5000 HRS TOTAL
INSPECTION 12
12C ▪ 12 YRS OLD
MEL REPAIR ▪ CATEGORY A ▪ TIME SPECIFIED

CATEGORIES ▪ CATEGORY B ▪ 3 DAYS
▪ CATEGORY C ▪ 10 DAYS
▪ CATEGORY D ▪ 120 DAYS
NOTE: PART 91 MEL USERS (D095/D194 LOAs) ARE NOT REQUIRED TO COMPLY WITH
THE REPAIR CATEGORIES, BUT WILL COMPLY WITH ANY PROVISOS DEFINING A REPAIR
INTERVAL (FLIGHTS, FLIGHT LEGS, CYCLES, HOURS, ETC).

G450 G550
G450


DOORS ▪ MAIN ENTRANCE ▪ G450 vs GIV ▪ MOVED AFT 24 IN

DOOR LOCATION
▪ G550 vs GV ▪ MOVED FWD 24 IN
G450 G550
▪ EMERGENCY EXITS ▪ PRIMARY ▪ MAIN ENTRANCE DOOR

(LAND EVAC) ▪ CABIN WINDOWS (4)
▪ SECONDARY ▪ BAGGAGE DOOR
▪ MAIN ENTRANCE ▪ OVERHEAD ▪ DOOR SAFETY SWITCH

DOOR CLOSE ▪ VESTIBULE DISABLES ALL 3 DOOR
SWITCHES (3) ▪ EXTERIOR SWITCHES
NOTE: THERE IS AN AUXILIARY VALVE LOCATED NEAR THE FLOOR NEXT TO THE MAIN
ENTRANCE DOOR THAT CAN BE UTILIZED IF THE DOOR WON’T CLOSE. REVIEW THE
SYSTEM/PROCEDURES (OM  CHAPTER 9 HANDLING AND SERVICING PROCEDURES
DISPATCH UPGRADE PROCEDURES  MANUALLY OPENING AND CLOSING MAIN
ENTRANCE DOOR) BEFORE ELECTING TO USE THE VALVE TO CLOSE THE DOOR.

▪ SERVICE DOORS ▪ RADOME G550

▪ EXTERNAL AC POWER
▪ EXTERNAL DC POWER
▪ OXYGEN SERVICE
▪ HYDRAULIC SERVICE
▪ FORWARD EXTERNAL SWITCH PANEL
▪ FUEL SERVICE
▪ LAVATORY SERVICE
▪ TAIL COMPARTMENT
▪ DOOR SEALS ▪ LOSS OF BAGGAGE DOOR SEAL – CDL, AFM

APPENDIX B
▪ LOSS OF MAIN ENTRANCE DOOR SEAL – CDL,
AFM APPENDIX B
▪ MAIN ENTRANCE ▪ MADE OF FLEXIBLE KNITTED FABRIC COATED
DOOR SEAL WITH RUBBER
▪ HAS EIGHT SMALL PORTS/VENTS WHICH
ALLOW PRESSURIZED AIR FROM THE CABIN TO
ENTER THE SEAL INTERIOR, THUS INFLATING
THE SEAL – THE GREATER THE DIFF PRESS, THE
GREATER THE SEAL
▪ BAGGAGE DOOR G450
G450
NOTE: BAGGAGE COMPARTMENT MAXIMUM FLOOR LOADING IS 65 LBS PER SQ. FT.
MAXIMUM WEIGHT IN BAGGAGE COMPARTMENT IS 950 LBS.

▪ OVERWING EMERGENCY EXIT ▪ TAIL COMPARTMENT ACCESS
▪ JUMPSEAT ▪ OUTBOARD FLOOR TRACK POSITION IS FOR

TAKEOFF AND LANDING
▪ INBOARD FLOOR TRACK POSITION IS FOR IN-
FLIGHT USE ONLY
▪ OVERWING EMERGENCY EXIT T HANDLE
▪ OVERWING EMERGENCY EXIT LOCK


LIGHTING ▪ SERVICE ▪ SINGLE POINT REFUELING

PANEL LIGHTS ▪ LAVATORY SERVICE
▪ WATER SERVICE
▪ FORWARD EXTERNAL SWITCH PANEL
▪ EMERGENCY ▪ OVERWING EGRESS, UNDERWING EGRESS, EMER
LIGHTING LIGHT BATTERIES, EMER CONTROL SWITCHES, AND
MAIN ENTRANCE DOOR EMER LIGHTS
▪ WHEN ON E-BATTS ONLY THE MASTER LIGHTING
CONTROL KNOB FUNCTIONS
▪ STROBE LIGHT ▪ THE SYSTEM DEFAULTS TO THE TOP STROBE LIGHT
FAULTS ▪ IT ONLY GOES TO THE BOTTOM STROBE IF THERE IS A
NOTE: THE STROBE
PROBLEM WITH THE TOP STROBE
LIGHTS FLASH ▪ A TRIPPED FAULT INDICATOR COULD BE FROM A BAD
SYNCHRONIZED AT TOP BULB, A MOMENTARY ELEC SPIKE, OR DUE TO A
42-52/MIN HARD LANDING
▪ SUBSYSTEMS ▪ FLIGHT DECK LIGHTING

▪ CABIN LIGHTING
▪ EXTERIOR LIGHTING
▪ SERVICE PANEL LIGHTING
▪ EMERGENCY LIGHTING
▪ FLIGHT DECK
LIGHTING
ZONES ▪ BCN LIGHT ▪ BETWEEN MAIN WHEEL WELL DOORS
▪ HALOGEN BULB
▪ FLASHES 70-90/MIN
▪ TURNS ON WHEN/IF THE EXTERNAL BATTERY SWITCH
IN THE NOSE EXTERNAL SWITCH PANEL IS ON
▪ TURNS ON WHEN THE GND SERVICE BUS IS POWERED
BY A SOURCE OTHER THAN THE RIGHT MAIN DC BUS.
▪ NAV LIGHTS ▪ TWO POWER SOURCES – L MAIN DC AND L ESS DC
▪ NAV LIGHTS CAN BE RUN ON BATT POWER ONLY -
FOR BEING TOWED AT NIGHT
▪ ANN LIGHT ▪ TESTS ALL BULBS EXCEPT 5:
TEST - FIRE HANDLES (2)
- FUEL CONTROL SWITCHES (2)
- PAX OXYGEN
▪ CABIN RATE OF CHANGE – FULL DESCENT
NOTE: GUIDANCE PANEL ANNUNCIATOR LIGHTS WILL NOT TEST
IN FLIGHT.
▪ STBY INST ▪ SFD ▪ PRESS AND HOLD MENU BUTTON

FOR 3 SEC FOR FULL BRIGHT
▪ EBDI ▪ INTERNAL DIMMING
▪ EXTERIOR ▪ BEACON, STROBE, NAV, ICE INSP, LOGO, RAMP, ▪ DIMMING ▪ RED LIGHTS THAT CANNOT BE DIMMED:
LIGHTING LANDING, PULSE, TAXI, WING TIP TAXI, AND WHEEL - FIRE HANDLES
WELL LIGHTS - FUEL CONTROL SWITCHES
▪ STROBE LIGHT – 2 IN EACH LOCATION - APU FIRE
▪ STROBE LIGHT FAULT INDICATOR
▪ NAV LIGHTS - 2 IN EACH LOCATION
▪ TAXI LIGHTS (3) – AUTO OFF ON GEAR RETRACTION
▪ LANDING LIGHTS – AUTO OFF AT 18000’
▪ LANDING LIGHT OPERATION LIMITED TO 5 MINUTES
WHEN ON THE GND – G450 ONLY
NOTE: THE LANDING LIGHTS WILL NOT OPERATE ABOVE
18000’-ONLY THE PULSE LIGHTS WILL.


FIRE PROTECTION ▪ PAX COMP AND TAIL ▪ LEER, REER, AEER

COMP O’HEAT ▪ FWD, L AFT, CENTER AFT, R AFT FLOOR
DETECTION ▪ AFT EQUIPMENT
HEAT DETECTORS ▪ 22 TOTAL
▪ 250OFTHERMAL ▪ PYLONS -
SWITCHES (10) PYLON HOT
QRH FIRST STEPS:
INDICATE A BLEED
APU AIR ................................................. OFF
AIR LEAK
AFFECTED ENGINE BLEED AIR ................. OFF
▪ TAIL COMPARTMENT (2) -
AFT EQUIPMENT HOT
NOTE: POSSIBILITY EXISTS THAT A HIGH PRESSURE
DUCT HAS BLOWN OR THAT A FIRE IS IN PROGRESS.
NOTE: ALL COMPONENTS OF THE FIRE AND OVERHEAT DETECTION SYSTEM ARE ESS DC -
WITH BATT POWER ALL FIRE DETECTION AND TESTING IS AVAILABLE.
QRH FIRST STEPS:
APU AIR ................................................. OFF
▪ COMPONENTS ▪ SMOKE DETECTION ▪ BAG COMP AFFECTED ENGINE BLEED AIR ................. OFF
▪ SMOKE EVAC ▪ DEFLATES BAG NOTE: HIGH TGT OR FF INDICATIONS, LOW EPR, OR
HANDLE DOOR SEAL AN ABNORMALLY LOW BLEED AIR INDICATION MAY
AID IN IDENTIFYING THE AFFECTED ENGINE.
▪ ENG FIRE ▪ TWO FIRE LOOPS
DETECTION ▪ FIRE DETECTOR ▪ R AFT FLOOR NEAR HOT AIR DUCTING (3) -
CONTROL UNIT R AFT FLOOR HOT
▪ PYLON OVERHEAT ▪ 250OF QRH FIRST STEP:

▪ SINGLE LOOP WING ANTI ICE....................................... OFF
▪ APU FIRE ▪ SENSES FIRES AND ▪ CNTR AFT FLOOR NEAR HOT AIR MANIFOLD (2)
DETECTION FAULTS C AFT FLOOR HOT
▪ PAX COMP AND ▪ THERMAL SWITCHES QRH FIRST STEP:

TAIL COMP O’HEAT ▪ 150OF WING ANTI ICE....................................... OFF
NOTE: COMMUNICATIONS CAN BE ESTABLISHED WITH THE CREWMEMBER OPERATING ▪ L AFT FLOOR NEAR HOT AIR DUCTING (3) -
THE SMOKE EVAC HANDLE VIA THE JUMPSEAT ACP HOT MIC. IF THE SMOKE MASK IS L AFT FLOOR HOT
BEING USED PLACE HEADSET MICROPHONE AGAINST THE THROAT TO COMMUNICATE.
QRH FIRST STEP:
WING ANTI ICE....................................... OFF
▪ 150OF THERMAL ▪ AFT BAGG / AEER (2) -
SWITCHES (12) BAGG EER HOT
QRH FIRST STEPS:
INDICATE ELECTRICAL / AFT EQ FAN: LEER F-8 CB .................... CHECK
TRU OVERHEAT TEMP CONTROLS ......... MANUAL, FULL COLD
NOTE: INSPECT BAGGAGE COMPARTMENT TO
ENSURE AIRFLOW TO ELECTRONIC EQUIPMENT IS
NOT BLOCKED BY LUGGAGE.
▪ CABIN FLOOR BENEATH MED AREA (5) -

FWD FLOOR AREA HOT
QRH FIRST STEPS:
▪ G550, BAG COMPT ▪ TOGGLE SWITCH NEXT TO THE SMOKE EVAC
L PSU FAN CB: LEER F-7 ...................... CHECK
VENT VALVE RESET HANDLE - HOLD FOR 10 SEC
TEMP CONTROLS ......... MANUAL, FULL COLD
▪ OPENS THE BAGG COMP SHUTOFF VALVE
▪ RESTORES PRESSURIZATION TO THE BAGG ▪ LEER (3) -
COMP L EER HOT
QRH FIRST STEPS:
L EER FAN CB: LEER D-8 ...................... CHECK
▪ REER (2) -
R EER HOT
QRH FIRST STEPS:
R EER FAN CB: LEER D-7 ...................... CHECK

APU:
▪ FIRE DETECTION ▪ SEALED TUBE ▪ HELIUM GAS
▪ HIGH GAS PRESS
▪ HEAT PRODUCES
SENSOR  ▪ APU FIRE
HIGH PRESSURE
▪ LOW GAS PRESS ▪ AUTO-SHUTDOWN
▪ LOOKS FOR
SENSOR
RUPTURED TUBE ▪ APU FIRE DET FAIL
▪ FIRE BELL (GND) ▪ NO AUTO-
SHUTDOWN
APU FIRE QRH FIRST STEPS:

APU MASTER ......................................... OFF
APU FIRE EXT ..................................DEPRESS
PYLON THERMAL SWITCHES (G450)
▪ APU FIRE TEST ▪ 6 LIGHTS, 2 CAS MSGs

APU FIRE
APU FIRE DETECTOR FAIL
▪ A TEST WILL NOT SHUTDOWN THE APU
▪ FIRE BELL WILL ONLY SOUND ON THE GND
▪ BEFORE STARTING THE APU CONFIRM
FIRE BOTTLE DISCHARGE, L-R
NOT DISPLAYED
ESSENTIAL AC-BUS FAIL
▪ APU FIRE ▪ L ESS DC BUS

EXTINGUISHING ▪ SINGLE SHOT - LEFT BOTTLE (#2) ONLY
SYSTEM ▪ EXTINGUISHING AGENT IS ROUTED TO THE
ENTIRE APU COMPARTMENT
ENG:
▪ SENSORS ▪ G450 AT THE 7TH AND 12TH STAGES
MOUNTED ON RAILS ▪ G550 AT THE 5TH AND 8TH STAGES
(5 DUAL LOOP SENSORS) ▪ AT EACH IDG
▪ AT EACH BLEED AIR DUCT
SHEATHS OF STAINLESS ▪ EACH FRONT ENG MOUNT
▪ SMOKE DETECTOR ▪ BAGGAGE COMPARTMENT CEILING
STEEL SURROUNDED BY ▪ ENG ANTI-ICE DUCT (L ENG)
▪ PHOTOELECTRIC SMOKE DETECTOR
GLASS OXIDE MATERIAL. ▪ L ENG LOOP A, R ENG LOOP B – L ESS DC
▪ AFT BAGGAGE FLAME
HEAT AFFECTS CURRENT ▪ L ENG LOOP B, R ENG LOOP A – R ESS DC
▪ AFT BAGGAGE SMOKE
QRH FIRST STEPS: ▪ FIRE HANDLE SHUTS ▪ FUEL – AT THE TANK; THE FUEL SHUT-OFF
OXYGEN MASKS AND SMOKE GOGGLES ...DON, OFF: VALVE CLOSES
SET TO EMERGENCY ▪ HYD –BETWEEN THE HYD RESERVOIR AND
SEATBELT / NO SMOKE................................ ON THE HYD PUMP; THE HYDRAULIC SHUT-OFF
PASSENGER OXYGEN MASK.... DEPLOY / VERIFY VALVE CLOSES
ALL MASTER SWITCHES .............................. OFF ▪ ELEC – AT THE IDG
EMERGENCY POWER ................................... ON
RAPID DESCENT ..................................... BEGIN ▪ 2 FIRE BOTTLES ▪ HALON 1301 (CF3Br)
(L AND R) ▪ 600 PSI AT 70OF
NOTE: USE OF AUTOPILOT AND AUTOTHROTTLES IS
RECOMMENDED.
▪ “BOTTLE DISCHARGE” CAS WHEN AT 200 PSI
▪ RIGHT BOTTLE - #1 SHOT

▪ LEFT BOTTLE - #2 SHOT G450 SENSOR ELEMENTS

▪ INTENTIONAL DISCHARGED  THE ENG
NACELLE
▪ THERMAL DISCHARGE  THE TAIL
COMPARTMENT
LEFT ENGINE FIRE HANDLE
▪ L/R ENGINE FIRE TEST

G450 FIRE BOTTLES
“EIGHT LIGHTS”
NOTE: THE FIRE DETECTION

CONTROL UNITS MONITOR
THE LOOPS FOR A CHANGE 6 LIGHTS, 2 CAS MSGs:
IN VOLTAGE. ▪ LOOP A
LIGHTS (2)
LOOP B
+ 5 VOLTS WILL CAUSE AN ▪ MASTER WARN LIGHTS (2)
INDICATION OF A FIRE.
▪ FIRE HANDLE LIGHTS (1)
– 5 VOLTS WILL CAUSE AN ▪ L/R FUEL CONTROL SWITCH LIGHTS (1)
INDICATION OF A FAULT ▪ THREE-CHIME AURAL WARNING TONE
▪ ENGINE FIRE CAS MESSAGE (1)
▪ ENGINE FIRE LOOP ALERT CAS MESSAGE (1)
NOTE: FOR EVERY ENG FIRE THERE WILL BE TWO CAS MSGs:
L or R ENGINE FIRE & L or R ENGINE FIRE LOOP
G450 ENGINE FIRE LOOPS

▪ ENGINE FIRE IN IMMEDIATE ACTION:
FLIGHT AFFECTED ENGINE ........................................... IDENTIFY
AFFECTED ENGINE POWER LEVER ........................... IDLE
AFFECTED ENGINE FUEL CONTROL ........................... OFF
AFFECTED ENGINE FIRE HANDLE ............................ PULL
AFFECTED ENGINE FIRE HANDLE .....ROTATE OUTBOARD
CALL “ENGINE FIRE IN FLIGHT CHECKLIST” (EC-3)
▪ FIRE DETECTION ▪ SELECT FAULTY LOOP OFF
LOOP FAULT CAS ▪ PERFORM FIRE TEST
▪ “GOOD TEST, GOOD ENGINE”
▪ “BAD TEST, BAD ENGINE”
▪ ENGINE FIRE
DETECTION FAULT
TEST
“EIGHT LIGHTS”
EIGHT (8) AMBER LIGHTS:

▪ TEST LEGEND IN THE FAULT TEST SWITCH
▪ FAULT LEGENDS IN THE LEFT/RIGHT LOOP A/B
SWITCHES
▪ TWO-CHIME AURAL CAUTION TONE
▪ FIRE DETECTION LOOP FAULT CAS MESSAGE
NOTE: PERFORMING THE FAULT TEST CHECKS THE CONDITION OF ONLY THE FAULT
DETECTION CIRCUIT OF THE FIRE DETECTION CONTROL UNIT, NOT THE LOOPS.

▪ FIRE DETECTION MONITOR THE LOOPS FOR A CHANGE IN ▪ ENGINE HOT CAS ▪ HOT COOLING AIR TEMP, NOT A FIRE. BAD
CONTROL UNITS VOLTAGE. BEARINGS OR SEALS
▪ MAY BE ASSOCIATED WITH AN OIL SYSTEM
+ 5 VOLTS ON EITHER LOOP A OR B WILL CAUSE A
OR EEC OVERHEAT
PARTIAL INDICATION OF A FIRE:
▪ LOOP A or B QRH FIRST STEP:
▪ ENGINE FIRE LOOP ALERT CAS MESSAGE (1) AFFECTED ENGINE BLEED AIR ................. OFF
▪ MASTER WARN LIGHTS (2)
– 5 VOLTS WILL CAUSE AN INDICATION OF A
FAULT
ESSEX 10039 PROTECTIVE BREATHING EQUIPMENT
IF BOTH LOOPS SHOW + 5 VOLTS A FULL
INDICATION OF A FIRE WILL BE SHOWN:
6 LIGHTS, 2 CAS MSGs:
▪ LOOP A
LIGHTS (2)
LOOP B
▪ MASTER WARN LIGHTS (2)
▪ L/R FUEL CONTROL SWITCH LIGHTS (1)
▪ THREE-CHIME AURAL WARNING TONE
FIRE DETECTION CONTROL UNIT (G450)
▪ PORTABLE FIRE ▪ HALON (8.2 LBS) – FOR OIL, GREASE, AND ELEC
EXTINGUISHERS FIRES
- DURATION: 9-12 SEC
NOTE: THERE, SEALED, - DISCHARGE DISTANCE: 6-12 FT
SECURED (TSS) ▪ WATER AND ANTIFREEZE (7 LBS) – FOR PAPER
OR CLOTH FIRES
- DURATION: 30 SEC
- DISCHARGE DISTANCE: 12-18 FT
“P.A.S.S.” ▪ PULL
▪ AIM – AT THE BASE OF THE FLAMES
▪ SQUEEZE
▪ SWEEP
▪ TRASH BIN FIRE ▪ GALLEY & LAV

EXTINGUISHERS ▪ INTEGRATED FIRE DETECTOR AND HALON
“KIDDE” EXTINGUISHING UNIT (9 CU IN. EXT AGENT)
▪ CAPPED FUSIBLE ALLOY (1700F)
▪ DISCHARGE INTO TRASH BINS (3-15 SEC)
NOTE: TRASH BIN EXTINGUISHERS ARE NOT REQUIRED BY REGULATION. SOME S/Ns DO
NOT HAVE GALLEY OR LAV EXTINGUISHERS DUE TO THE FIREBOX DESIGN OF THE TRASH
BINS AND CUSTOMER FEEDBACK.

G450 SELECT CABIN

EMERGENCY EQUIPMENT LAYOUT


▪ ACP ▪ EMER ▪ BYPASSES ACP

COMMUNICATIONS BUTTON ▪ DIRECT LINK BETWEEN HEADSET AND
AUDIO COM #1
CONTROL ▪ AUDIO WARNINGS ARE BROADCAST
PANEL THROUGH THE COCKPIT SPEAKER
(HONEYWELL
AV-900) ▪ VOLUME ▪ HOLD ANY BUTTON TO 2 SEC FOR
VOLUME CONTROL
▪ XFER ▪ A PHONE CALL RCVD IN THE COCKPIT IS
NOTE: TRANSFERRED TO THE CABIN
NORM OPS
- ST ▪ SELCAL ▪ PRESSING THE SELCAL BUTTON
- ICS DISPLAYS THE PROGRAMMED SELCAL
- HDPH
CODE ON THE ACP SCREEN
- H’MIC
- COM 1
▪ THE SELCAL BUTTON ILLUMINATES
MIC+AUD GREEN WHEN A SELCAL IS RECEIVED –
A BLUE CAS ADVISORY ALSO DISPLAYS.
PRESSING THE SELCAL BUTTON OR A
MIC BUTTON CANCELS THE TONE AND
▪ VOICE ▪ VHF (3) – TRANSCEIVERS AND ANTENNAS, GREEN LIGHT.
(HONEYWELL TR-866B)
▪ MAINT ▪ WHEN ILLUMINATED (PRESSED)
▪ MCDU OR CCD (8.33 OR 25 kHz INCREMENTS)
VOLUME CONTROL OF THE MAINT
▪ HF (2) – TRANSCEIVERS AND COUPLER, MCDU COM JACK (FWD. EXT SWITCH PANEL
(ROCKWELL COLLINS HF-9034A) AND AFT TAIL COMP) IS CONTROLLED.
▪ HF ANTENNA ATTACHMENT MAKES THE AIRCRAFT AN ▪ FONE / ▪ HAS NO FUNCTION ON SN 4110 AND
ANTENNA CONF SUB; ONLY WORKED ON AIRCRAFT
▪ SATCOM WITH MAGNASTAR
(HONEYWELL MCS-7000)
NOTE: VHF #3 NORMALLY USED FOR DATA.
▪ MCDU
TUNING
NOTE: THE OBSERVER’S ACP “SPKR” AND “EMER” BUTTONS HAVE NO FUNCTION.
▪ SATCOM HONEYWELL MCS-7000+; (INMARSAT)

▪ L-BAND COMMUNICATIONS LINK
NOTE: SATCOM ▪ ALL DIGITAL, USES BOTH VOICE AND DATA CHANNELS
MAY NOT BE ▪ USES THE INMARSAT SATELLITE NETWORK –
USABLE ABOVE
GEOSTATIONARY SATELLITES (12)
70O LATITUDE.
▪ SATCOM EQUIPMENT LIST
NOTE: DO NOT - SATELLITE DATA UNIT (SDU) – SEVEN CHANNELS
TURN ON - HIGH POWER AMPLIFIER (HPA) – 20 WATTS
SATCOM MASTER - HIGH POWER GAIN ANTENNA (HGA) WITH
WHILE IN A ANTENNA CONTROLLER UNIT (ACU) – STEERABLE
HANGAR. ANTENNA, USING IRS
- ATTENUATOR
- NETWORK INTERFACE MODULE (NIM)
- MULTIFUNCTION CONTROL DISPLAY UNIT (MCDU)
- AUDIO CONTROL PANEL (ACP)
SATCOM MAIN MENU; (INMARSAT)
▪ MENUSAT (6L)  DIRECTORY, (CALLING USA)
ENTER 001#
SATCOM DIALING (INMARSAT)
▪ ENTRY FORMAT: INTERNATIONAL ACCESS CODE (00),
COUNTRY CODE (XXX), CITY CODE OR AREA CODE
(XXX) AND PHONE NUMBER (XXX-XXXX)

Us SAT (SATCOM) BUTTONS

▪ RECTANGULAR BUTTON – MIC
▪ ROUND BUTTON – AUDIO
▪ AN INCOMING CALL CAUSES BOTH BUTTONS TO
▪ SELCAL ▪ VHF (3) AND HF (2)
▪ 4 LETTER DECODER CARD IN EACH AUDIO INTERFACE
UNIT (AIU)
▪ WHEN THE SELCAL BUTTON IS PUSHED (ACP) THE
FLASH, SELECTING EITHER ONE ANSWERS THE CALL – AIRCRAFT SELCAL CODE IS DISPLAYED FOR 5 SEC
BOTH BUTTONS GO FROM FLASHING TO STEADILY LIT.
▪ WHEN THE MIC (RECTANGULAR BUTTON) IS ▪ COM 1 ▪ LOWER ANTENNA, FWD OF THE WING LEADING EDGE
DESELECTED THE CALL IS ENDED ▪ COM 2 ▪ UPPER ANTENNA
▪ TO INITIATE A CALL THE MCDU MUST BE SET, THEN
SELECT MIC (RECTANGULAR BUTTON) ▪ COM 3 ▪ LOWER ANTENNA, ADJACENT THE DRAIN MAST
*1(area ▪ HF DETAIL
PAGE
(MCDU)
CONTROLS:
▪ TUNING
▪ TUNING MODE ▪ SIMPLEX (TX AND RX ON THE
OPTIONS SAME FREQ)
andset
NOTE: ▪ SPLIT (DUPLEX; TX ON ONE
NORMAL HF FREQ AND RX ON ANOTHER
SETTINGS: FREQ)
NOTE: SN 4001-4109 HAD MAGNASTAR RADIO TELEPHONE SYSTEMS, SN 4010 AND SUB ▪ EMERGENCY
HAVE AIRCELL AXXESS IRIDIUM IN-FLIGHT TELECOMMUNICATIONS SYSTEMS. PRE MODE
▪ ITU (CHANNEL NUMBERS)
MAGNASTAR WAS DECOMMISSIONED IN 2013. SIMP
▪ TRANSMIT ▪ LO/MED/HI
▪ SATCOM ▪ CHECK MCDU FOR SDU SCRATCHPAD MESSAGES PRE BAND POWER OPTIONS
TROUBLE- ▪ CHECK WHETHER SATCOM IS AVAILABLE AND LOGGED UV
SHOOTING ON, MCDU MENUSAT (6L) ▪ SQUELCH ▪ OFF/LO/MED/HI
POWER OPTIONS
▪ FROM THE HANDSET, ATTEMPT AN IRIDIUM CALL,
Iridium call on the ENTER 9 + COUNTRY CODE + NUMBER

▪ FROM THE HANDSET, ATTEMPT AN INMARSAT CALL,
ENTER 9*2* + COUNTRY CODE + NUMBER
▪ CHECK THE SATCOM MAINTENANCE PANEL (AEER)
HI
SQUELCH
OFF
▪ OPERATING
MODE OPTIONS
▪
▪
▪
UPPER SIDEBAND VOICE (UV)
LOWER SIDEBAND VOICE (LV)
AMPLITUDE MODULATING
(AM)
FOR FAULT INDICATIONS AND CYCLE POWER SWITCH ▪ UPPER SIDEBAND DATA (UD)
IF NECESSARY ▪ LOWER SIDEBAND DATA (LD)
SATCOM MAINTENANCE PANEL - AEER ▪ CONTINUOUS WAVE (CW)
NOTE: ALL DASHES AT TRANSMIT MAY INDICATE A LOSS OF GAS CHARGE
IN THE ANTENNA COUPLER.
▪ WIRED ▪ FLIGHT DECK AND GALLEY

HANDSETS ▪ TO PLACE AN IRIDIUM CALL, ENTER 9 + COUNTRY CODE
+ NUMBER
▪ TO PLACE AN INMARSAT CALL, ENTER 9*2* + COUNTRY
CODE + NUMBER
▪ INMARSAT ▪ INCLUDED AS LOOSE EQUIPMENT
ANALOG ▪ CONNECTS TO A 15-PIN INTERFACE PORT IN THE CABIN
HANDSET ▪ ENTER 00 + COUNTRY CODE + NUMBER, PRESS # TO
SEND
▪ IF CALL FAILS, DIAL **59 TO CHECK SYSTEM
CONNECTION

▪ HF EMER ▪ EMER1 (2182 kHz) ▪ ELT ▪ AIRCRAFT POWER - 28 V EMERGENCY DC BUS

MODE ▪ EMER2 (4125 kHz) (ACR ARTEX ▪ INTERNAL BATTERIES - 4 “D” SIZE LITHIUM/MAG
▪ EMER3 (6215 kHz) C604-N) DIOXIDE
▪ EMER4 (8291 kHz) ▪ UPPER SHELF AEER
▪ EMER5 (12290 kHz) ▪ 4.5 FPS G-FORCE OR MANUAL ACTIVATION
▪ EMER6 (16420 kHz) ▪ CAN WITHSTAND 500Gs & 1000 LB CRUSH WEIGHT
▪ TEMPERATURE RANGE: -20OC TO +55OC
▪ BROADCASTS AN AUDIBLE SIREN SOUND
▪ 121.5 MHz, 243.0 MHz, and SAT FREQ 406.025 MHz
TRANSMISSIONS
▪ LAT/LONG INTERFACE FROM IRS - POSITION DATA IS
CONTINUALLY FURNISHED TO THE ELT FROM IRS #1
(100 METER ACCURACY)
▪ 406 MHZ DATA TRANSMISSIONS CONTINUE FOR 24 HRS
– THEN CEASE
▪ 121.5 MHz, 243.0 MHz TRANSMISSIONS NORMALLY
LAST FOR 50 HRS
NOTE: USCG “AMVER” FREQ: PACIFIC 2828 & 5696, ATLANTIC 5696 & 8984
NOTE: AIR TO SHIP FREQ: 2182
▪ ITU ▪ INTERNATIONAL TELECOMMUNICATIONS UNION (ITU)

MARITIME ▪ 249 PREPROGRAMMED RECEIVER-TRANSMITTER
MODE PUBLIC CORRESPONDENCE CHANNELS
▪ EXAMPLE: ITU CHANNEL 401 TRANSMITS ON 4065 kHz,
RECEIVES ON 4357 kHz
https://navcen.uscg.gov/doc/rtchan/txt
▪ STATIC ▪ 3 – EACH WING
WICKS ▪ 9 / 7 – ELEVATOR AND RUDDER
(17 / 15) ▪ 2 – TAIL CONE
▪ FOR A MISSING STATIC WICK CHECK THE CDL, AFM
APPENDIX B – “STATIC DISCHARGERS”
NOTES
▪ CVR ▪ 120 MIN

(HONEYWELL ▪ COCKPIT VOICE RECORDER UNIT – TAIL COMP – SOLID
AR-120 SSCVR, STATE DIGITAL MEMORY, WATER ACTIVATED BEACON –
OR L3)
INTERNAL BATTERY
▪ 2.5 G IMPACT SWITCH
▪ BULK ERASE BUTTON
- LOCATED IN THE REER
- MAIN ENTRANCE DOOR MUST BE OPEN
- HOLD FOR 7 SEC
▪ DFDR ▪ 25 HRS OF DATA – TAIL COMP
(HONEYWELL ▪ DFR/CMC EVENT SWITCH ON OVERHEAD
AR-245 SSFDR, (RECORDS -30 SEC + 1 MIN)
OR L3)

▪ INTERNET ▪ INMARSAT JET ▪ UP TO 15 Mbps

CONNECTIVITY CONNEX ▪ Ka-BAND NETWORK
CONNECTIVITY HISTORY (GAC WHITE PAPER): (“GLOBAL ▪ GLOBAL – EXCLUDES POLAR
XPRESS REGIONS
“Gulfstream first introduced in-flight connectivity IN 2004 with a L-band NETWORK”)
system. Known by the brand name Swift 64, the service provided global ▪ GOGO BIZ 3G ▪ UP TO 3.1 Mbps
connectivity but at speeds limited to 64 Kbps. Network improvements led ▪ AIR-TO-GROUND NETWORK
to enhanced data speeds—432 Kbps—and a rebranding three years later, ▪ REGIONAL – LIMITED TO THE
and the service is now known as SwiftBroadband. A Ku-band system, CONTINENTAL U.S. AND
Yonder, came online in 2006 and provided connectivity over frequently PORTIONS OF CANADA AND
traveled routes around the world, including transoceanic tracks, at ALASKA
maximum speeds of 2 Mbps. Today, Yonder is known as SatLink 3.0 and ▪ VIASAT ▪ UP TO 2.0 Mbps
delivers speeds up to 4 Mbps. Yonder’s challenge is related to its use of (“YONDER” / ▪ Ku-BAND NETWORK
leased satellites that contribute to reliability issues such as system “BBML”) ▪ REGIONAL – LIMITED TO
POPULAR ROUTES, EXCLUDES
interruptions and coverage limitations. Jet ConneX is the next generation
RUSSIA, CHINA, AND INDIA
of airborne connectivity. Inmarsat launched the first of the four satellites
that provide the service in 2013 and the final was put into orbit in May ▪ INMARSAT ▪ UP TO 432 Kbps
SWIFT BROAD ▪ L-BAND NETWORK
2017. This new satellite constellation transmits in the Ka-band, a high-
BAND (“SBB”) ▪ GLOBAL – EXCLUDES POLAR
frequency spectrum. Seldom used previously, Ka has plenty of available REGIONS
bandwidth, and the state-of-the-art satellites transmit using steerable
spot beams to provide targeted coverage. This allows for the guaranteed ▪ VOICE ▪ IRIDIUM ▪ FULLY GLOBAL
connection speeds, known as committed information rates.” ▪ VOICE AND DATA (UP TO 2.4
Kbps)
BAND BASICS ▪ TWO CHANNELS
▪ COMES AS STANDARD
“Satellite transmission frequencies are measured in gigahertz. The higher
EQUIPMENT ON G450 AND
the frequency and the wider the frequency range, the greater the capacity G550 AIRCRAFT
to carry data. The L-band that SwiftBroadband occupies utilizes the 1 to 2 ▪ SOME LATENCY (DELAY) CAN
gigahertz frequency range. Ku-band ranges from 12 to 18 gigahertz. Ka- BE EXPECTED
band is the highest frequency spectrum used commercially today and ▪ DOES NOT SUPPORT 911
ranges from 26.5 gigahertz to 40 gigahertz” CALLING, OR TOLL-FREE
NUMBERS, 800, 877, 888, ETC
“Another major contributing factor to reliable connectivity and speedy
▪ INMARSAT ▪ GLOBAL, EXCLUDING POLAR
data rates while airborne involves satellite beam technology. Wide-beam
VOICE REGIONS
satellites cast a single broad net over a large area. The challenge for the ▪ 2 VOICE CHANNELS, 1 DATA
Ku-band services is this technology sacrifices speed for coverage area, and CHANNEL, WITH FAX
the number of users tapping into the beam at any one time further erodes CAPABILITY
speeds. Spot-beam satellites, by contrast, project hundreds of narrow but (< 64 Kbps)
highly powerful pipes that can provide capacity where and when needed. ▪ INCLUDED WITH
SWIFTBROADBAND INTERNET
And because the spot beams are highly focused, the satellite can use the
SYSTEM
same frequencies to transmit to multiple receivers located in different ▪ CALL QUALITY CAN BE CHOPPY
geographic locations. The recently deployed Ka-band satellites transmit
narrow beams, and SwiftBroadband uses the spot beams of the L-band ▪ SMARTPHONE ▪ GLOBALVT ▪ SATCOM DIRECT APP (iOS AND
satellites. Spot beams are becoming the industry standard. The next SERVICES ANDROID)
generation Ku-band satellites are slated to employ that technology.” ▪ REQUIRES A SATCOM DIRECT
ROUTER
▪ AVAILABLE WITH INMARSAT
JET CONNEX, INMARSAT SBB,
AND VIASAT SATELLITE
INTERNET SYSTEMS
▪ GULFSTREAM ▪ GULFSTREAM APP (iOS AND
SATELLITE ANDROID)
VOICE ▪ AVAILABLE WITH INMARSAT
JET CONNEX, INMARSAT SBB,
VIASAT, AND IRIDIUM
▪ GOGO TEXT & ▪ GOGO APP (iOS AND
TALK ANDROID)
▪ REQUIRES A GOGO BIZ VOICE
SERVICE PLAN ADDED TO
YOUR DATA PLAN
▪ COMPATIBLE WITH SBB

▪ SATELLITE TV ▪ DIRECTV VIA ▪ UP TO 150 DIRECTV CHANNELS

SATCOM ▪ COVERAGE: CONTINENTAL U.S.
DIRECT’S PLUS REGIONS EUROPE,
ONEVIEW NORTHERN AFRICA, THE
MIDDLE EAST, AND INDIA
NOTE: TO PREVENT PIRATING, DIRECTV SENDS OUT “PINGS” AT RANDOM INTERVALS
TO REAUTHORIZE THE RECEIVER. “PING” REQUESTS MY BE REQUIRED AFTER
INTERNATIONAL TRIPS. PINGS CAN BE REQUESTED BY CALLING SATCOM DIRECT OR
MANUALLY VIA YOUR GOSATCOM PLANE SIMPLE ACCOUNT.
▪ ROUTER ▪ SATCOM DIRECT ▪ COMPATIBLE WITH SBB, Ku-

ROUTER (SDR) BAND (VIASAT YONDER), AND
Ka-BAND (JET CONNEX)
SATELLITE SYSTEMS
▪ iOS AND ANDROID MOBILE
APPS
▪ INTERNET ▪ https://ems.home/cgi-bin/webif-
TROUBLE- guest/wanprofile-select.sh
SHOOTING
▪ SDR APP BY SATCOM DIRECT
NOTES


ELECTRICAL
▪ 1 HMG (SEP) ▪ G450, 5 Kva, 115 V, 400 HZ, 3 PHASE

AC
▪ G550, 10 Kva, 115 V, 400 HZ, 3 PHASE
AC
▪ 1 E-INV / “STBY” INVERTER ▪ 1 Kva, 115 V AC, PHASE A
▪ 1 (OR 2) 60 Hz CONVERTER ▪ 115 V, 60 HZ, SINGLE PHASE AC
▪ 2 BATTERIES ▪ 24 V, 24 CELL, 45 AMP HR, LEAD ACID
▪ 24 V, 53 AMP HR, NiCAD
▪ 2 BATTERY CHARGERS ▪ 38 AMP CRG MODE, 40 AMP TR
MODE
▪ 32 V CRG MODE, 50 AMP TR MODE
▪ 2 EXTERNAL POWER ▪ AC (115 V, 400 HZ) & DC (28 V - 300
AMPS)
▪ 2 BPCUs BUS POWER CONTROL UNITS
▪ 3 GENERATORS ▪ 40 Kva, 115 V, 3 PHASE AC
▪ 4 E-BATTS ▪ 24 V, 9 AMP HR, LEAD ACID
▪ 4 GCUs ▪ 2 IDG
▪ 1 APU GEN
▪ 1 HMG (SEP)
▪ 5 AC BUSES ▪ 2 MAIN AC BUSES, L/R
▪ 2 STBY AC BUSES, L/R
▪ 1 ESS BUS
▪ 5 TRUs 115 V AC TO 28 V DC – 250 AMPS
▪ 2 ESS TRUs, L/R
▪ 2 MAIN TRUs, L/R
▪ 1 AUX TRU
▪ 5 AC SOURCES ▪ 2 IDGs, L/R
▪ 1 APU GEN
▪ 1 HMG
▪ 1 EXT AC
▪ 7 DC BUSES ▪ 2 MAIN DC BUSES, L/R
▪ 2 ESS DC BUSES, L/T
▪ 2 BATT BUSES, L/R
▪ 1 GND SERVICE BUS
▪ 8 DC SOURCES ▪ 2 BATTs, L/R
AC / DC SYNOPTIC 1/6 SUMMARY SYNOPTIC 2/3
▪ 5 TRUs
▪ 1 EXT DC

G450, POWER SOURCE LOCATIONS

ESS AC BUS
CAB PRESS CHAN 1 ØA
RIGHT PITOT HEAT ØA
STBY PITOT HEAT ØA
L STBY AC BUS NOTE: R STBY AC BUS

LEFT PITOT ADM #1
#1 TAT PROBE HTR RIGHT PITOT  ADM#2 #2 TAT PROBE HTG
L E-BATT CHGR STBY PITOT ADM#3 & SFD R E-BATT CHGR
LEFT PITOT HTR STAB SEC AC
G450, ELECTRICAL SYSTEM COMPONENTS
AC POWER FLOW: 1) IDG/APU GEN/EXT AC
“GENERALLY, AC POWERS HEATERS, 2) L & R MAIN AC BUSES
MOTORS, AND CHARGERS” 3) L & R STBY AC BUSES
L MAIN AC BUS  ▪ ESS AC BUS (PRIMARY)

▪ L ESS TRU  L ESS DC BUS
“5 TRUs; 7 COUNTING THE ▪ L MAIN TRU  L MAIN DC BUS
BATT CHARGERS” ▪ AUX TRU (PRIMARY)
▪ L BATT CHARGER
R MAIN AC BUS  ▪ ESS AC BUS

(SECONDARY)
▪ R ESS TRU  R ESS DC BUS
▪ R MAIN TRU  R MAIN DC BUS
AC POWER SOURCES CONTROLLED AND PROTECTED BY GCUs ▪ AUX TRU (SECONDARY)
(4) ▪ R BATT CHARGER
▪ CSD IDGs (2), ▪ OIL COOLED
12,000 RPM ▪ RATED AT 40 Kva, MAIN BATTERY CHARGERS ▪ G450 38AMP CRG MODE, 40 AMP TR MODE
▪ PRODUCES 115 V, 400 HZ, 3 PHASE AC (5.9 LBS EACH) ▪ G550 32 V CRG MODE, 50 AMP TR MODE
NOTE: THE FUNCTION OF THE IDGs IS
TO MAINTAIN 400 HZ PROTECTION ▪ OVERHEAT (145OF)
▪ OVERCURRENT (>65 AMP)
G450 IDG LOAD LIMIT ▪ WHEN AMBIENT >1100F/43.50C, LIMIT
▪ OVERVOLTAGE (>134 V)
IDG LOAD TO 45% (18Kva) TO KEEP
▪ UNDERVOLTAGE (<94 V)
FUEL TEMP <950C
DC POWER SOURCES
▪ MAIN BATTS (2) G450
NOTE: ENGINE SPEED IS SUPPLIED TO THE GCU BY THE HP SPEED PROBE. WHEN THE GCU “2 APU START ATTEMPTS + 30 ▪ 24 V, 45 AMP HR ▪ APU START
DETERMINES THAT INPUT SHAFT SPEED TO THE IDG IS 4185 RPM IT SENDS A SERVO MIN” ▪ SEALED LEAD-ACID (SLA) ▪ AUX PUMP
VALVE CURRENT TO THE CSD PORTION OF THE IDG. THE SERVO VALVE CURRENT WILL ▪ 24 CELLS ▪ L & R ESS DC
NOTE: WHEN CHARGING,
ADJUST THE CSD WHICH WILL CONVERT VARIABLE INPUT SHAFT SPEED TO A STEADY
SPEED OF 12,000 RPM (=400 HZ).
VOLTAGE STEADILY INCREASES BUSES
G550
FROM 28 TO AS HIGH AS 32. ▪ GSB (R BATT)
▪ 24V, 53 AMP HR
▪ APU GEN 40 Kva, 115 V, 3 PHASE AC ONCE CHARGED VOLTAGE
LOWERS TO AROUND 28. ▪ NiCAD
▪ HMG (SEP) G450 5 Kva, 115 V, 400 HZ, 3 PHASE ▪ 21 CELLS
G550 10 Kva, 115 V, 400 HZ, 3 PHASE
NOTE: THE MAIN BATTS ARE HOUSED IN TITANIUM CASES AND WEIGH 95 LBS EACH.
  ▪ LEFT & RIGHT STBY
“130,000 WATTS AC BUSES NOTE: PURE LEAD AND THE CONSTRUCTION OF THE BATTERY RESULTS IN A VERY LOW
OF POWER” ▪ AUX TRU  IMPEDANCE BATTERY THAT OFFERS CRANKING POWER OUTPUT EQUALING THAT OF
▪ L ESS DC BUS
NiCAD BATTERIES. THE BATTERIES UTILIZE EXTREMELY PURE SULFURIC ACID, BECAUSE
 ▪ R ESS DC OF THIS THE BATTERIES WILL NOT BE DAMAGED IF SUBJECTED TO FREEZING AS LOW AS
BUS -70OC. COMPARED TO NiCAD BATTERIES, THE SLA BATTERIES PERFORM WITH
NOTE: G450 HMG – LOCATED IN THE AFT EQUIPMENT COMPARTMENT COMPARABLE COLD PERFORMANCE (DOWN TO -40OC / -94OF). SLA BATTERIES
G550 HMG – LOCATED IN THE MAIN WHEEL WELL SIGNIFICANTLY OUTPERFORM NiCADs AT HOT TEMPERATURES (ABOVE 40OC / 104OF).

TRUs (5) – 250 AMPS EA 115 AC TO 28 V DC NOTE: IN SERVICE, THE CB1 BREAKER SHALL
BE DISENGAGED IF THE AIRCRAFT IS NOT
OPERATED FOR A PERIOD IN EXCESS OF FIVE
LEFT ESS RIGHT ESS
DAYS IN ACCORDANCE WITH CHAPTER 10 OF
TRU TRU THE AIRCRAFT MAINTENANCE MANUAL
AUX (AMM).
TRU
LEFT MAIN RIGHT MAIN NOTE: EACH E-BATT HAS AN INTERNALLY
TRU TRU POWERED HEATER PAD THAT ACTIVATES
BELOW 60OF.
COOLING: (PSU) FANS FOR TRUs; LOW SPEED <FL350, HIGH SPEED >FL350
NOTE: THE AVIONICS E-BATTS ARE CALLED
“IRU BACKUP BATTERIES” IN THE MEL; ONLY
THE RIGHT E-BATT CAN BE MEL’d. AFFECTED
ITEMS WOULD INCLUDE BACK UP POWER
FOR GEAR POSITION LIGHTS, FUEL
QUANTITY, MCDU#1, ATC#1, VHF#1, ETC.
THERE IS NO MEL RELIEF FOR LIGHTING E-
BATTS.
▪ AVIONICS E-BATTS (2) 7 ITEMS:

POWER ▪ CAPT AUDIO CONTROL PANEL
▪ CLOCKS (2)
FULL LIST OF COMPONENTS ▪ GEAR HANDLE AND LIGHTS
POWERED BY E-BATTS: ▪ EBDI
AUX TRU PRIORITY: 1) L ESS DC BUS WHEN QRH EA-15, EA-16 ▪ SFD
“LEFT BEFORE RIGHT, 2) R ESS DC BUS OPERATING THE ▪ MCDU 1 – STBY ENG INST AND FUEL
ESSENTIAL BEFORE MAIN” 3) L MAIN DC BUS HMG THE AUX ▪ MCDU 3 – BACKUP RADIO
TRU CAN POWER (COM,NAV,XPDR 1)
4) R MAIN DC BUS BOTH THE L AND
R ESS DC BUSES.
TRU SWITCHLIGHTS ▪ NORMALLY EACH MAIN TRU IS POWERED BY

ITS ASSOCIATED MAIN AC BUS (L MAIN BUS
POWERS THE L MAIN TRU). THESE
SWITCHLIGHTS WILL POWER THAT MAIN
TRU (L OR R MAIN TRU) FROM ITS OPPOSITE
MAIN AC BUS (R OR L MAIN AC BUS)
▪ TWO CHECKLISTS CALL FOR THE USE OF THE
TRU SWITCHLIGHTS – AC ELECTRICAL
POWER SYSTEM FAULT, AND EPS NBPT FAIL
▪ IT COULD BE USED IN THE EVENT OF A LOSS
OF A MAIN AC BUS AND A FAILURE OF THE
AUX TRU
▪ REFER TO THE SYNOPTIC PAGE
▪ E-BATT CHARGERS ▪ CHARGE THE E-BATTS TO 80%-90% IN 1

HR
▪ CHARGE THE E-BATTS TO 100% IN 1.5
HRS
▪ EMER PWR PUSHBUTTONS ▪ ON ▪ ACTIVATES THE E-BATTS
▪ TURN ON THE OVERWING
AND UNDERWING
EGRESS LIGHTS
▪ POWERS THE L/ R EMER
DC BUSES, AND ESS FLT
NOTE: A BREAK POWER TRANSFER
INST BUS
▪ E-BATTS (4) ▪ L&R ▪ L & R EMER DC BUSES
- 24 V, 9 AMP HR E-BATTS ▪ ESS FLT INST BUS WILL CAUSE THE ▪ ARM ▪ ARMS THE SYSTEM TO
E-BATTS TO ACTIVATE
- ACTIVATES IF ESS DC BUS  ▪ IRUs (3) ACTIVATE ANYTIME THE
HAS < 20 V NOTE: IT IS RECOMMENDED THAT ESS DC BUS HAS <20 V
- LEAD-ACID, ▪ FWD & THE APU BE STARTED WITH EMER
PWR ON. WITHOUT EMER PWR ▪ OFF ▪ DISARMS THE SYSTEM
SECURAPLANE BRAND, 30 AFT E-
THE EEC MAY SWITCH TO ALT ▪ MAY ONLY BE SELECTED
LBS EA. BATTS  ▪ EMER LTS
MODE. NORMAL ENG CONTROL OFF IF ESS DC BUS HAS
- PROVIDES 60-90 CAN BE RESTORED EITHER FROM >20 V
MINUTES OF POWER THE DC OR BY CYCLING THE FUEL
CONTROL SWITCH.

▪ SEP – STANDBY ELECTRICAL ▪ MASTER NOTE: THE BCN TURNS ON WHEN ▪ WHEEL WELL LTS
POWER SWITCH ▪ ACTIVATES THE HMG THE GND SERVICE BUS IS ▪ LOWER BCN
 ▪ POWERS THE AUX TRU + POWERED BY A SOURCE OTHER ▪ UTILITY LTS
5 BUSES WILL BE POWERED THAN THE RIGHT MAIN DC BUS.
INCLUDING THE ESS AC BUS VIA L/R STBY AC BUSES
THE E-INV ▪ L ESS ▪ SWITCHES (3) ▪ FWD EXT ACCESS
SWITCH ▪ TAIL COMPARTMENT
 ▪ L ESS DC BUS VIA AUX
▪ REMOTE REFUELING PANEL
TRU
▪ R ESS ▪ AUTO OFF ▪ MAIN DOOR CLOSED, AND
SWITCH ▪ FWD ACCESS DOOR CLOSED, AND
 ▪ R ESS DC BUS VIA AUX
▪ TAIL COMPARTMENT DOOR CLOSED
TRU
FULL LIST OF COMPONENTS NOTE: PAUSE 10 SECONDS BETWEEN
POWERED BY THE SEP: SELECTIONS: MASTER SWITCH (WAIT 10 SEC)
QRH EA-16, EA-17 L ESS SWITCH (WAIT 10 SEC)  R ESS
SWITCH.
G550 HMG
▪ EXT BATT SWITCH ▪ ALLOWS BOTH BATTS TO POWER THE

GSB & AUX PUMP (NOT JUST THE RIGHT
BATT)
▪ L / R BUS TIE ▪ AUTO ▪ ALLOWS BPCU LOGIC TO OPEN
SWITCHLIGHTS AND CLOSE THE BUS TIE RELAYS
AS NECESSARY TO ENSURE
BUSES REMAIN POWERED IN
THE EVENT OF AN IDG FAILURE
▪ ISLN ▪ BPCU LOGIC IS BYPASSED
NOTE: HMG CAPACITY WHEN OPERATING OFF THE PTU IS LIMITED TO APPROXIMATELY
50% HMG ELECTRICAL LOAD. THIS EQUATES TO A SINGLE ESS DC BUS, PLUS THE ESS AC
▪ ISOLATES THE MAIN AC BUSES
AND L-R STBY AC BUSES. FOLLOWING THE PROCEDURE (QRH EE-14) REMOVES POWER ▪ ONLY ALLOWS THE ASSOCIATED
FROM THE R ESS DC BUS. MAIN AC BUS TO BE POWERED
BY THE ON SIDE IDG
NOTE: HIGH HYDRAULIC DEMAND CAN CAUSE THE HMG TO DROP OFF LINE RESULTING
IN POWER INTERRUPTIONS WHICH WILL CAUSE THE ENGINES TO REVERT TO ALTERNATE
CONTROL. BE ALERT FOR ENGINE EXCEEDANCES AT HIGH POWER SETTINGS.
SWITCHLIGHTS:
▪ ALTERNATE ACTION ▪ ON/OFF TYPE SWITCH WITH INTERNAL
LEGEND/CAPTION
▪ PRESSED IN = ACTIVATED
BPCUs (2): ▪ L & R NETWORKS
▪ MOMENTARY CONTACT ▪ SWITCH THAT IS SPRING LOADED TO “LOCATED IN THE LEER AND ▪ POWER DISTRIBUTION
REMAIN EXTENDED AFTER BEING REER” ▪ POWER PROTECTION
RELEASED
L BPCU MONITORS: ▪ L MAIN BUS
▪ EXAMPLE: ENGINE START SWITCHES ▪ EXT AC
▪ ANNUNCIATOR SWITCHES SYSTEM STATUS COLOR CODING:
R BPCU MONITORS: ▪ R MAIN BUS
(KORRY 389 SERIES LED ▪ BLUE – ADVISORY
LIGHTED SWITCHES)
▪ ESS AC BUS
▪ GREEN – NORMAL IN-FLIGHT ▪ EXT DC
CONFIGURATION
▪ AMBER – ABNORMAL IN-FLIGHT
CONFIGURATION
▪ GND SERVICE BUS

▪ POWER SOURCE PRIORITY 1) R MAIN DC BUS
2) EXT DC
3) R MAIN BATT
▪ POWERED ITEMS ▪ FUELING PANEL
▪ ENG OILER

▪ NBPT – ▪ CONTROLLED BY L/R BPCUs

NO BREAK POWER ▪ POWER IS TRANSFERRED WITHOUT A
TRANSFER MOMENTARY INTERRUPTION
▪ BPCU MATCHES / “PARALLELS” THE PHASES
OF THE IDGs AND/OR APU GEN
NOTE: ALL AUTOMATIC POWER TRANSFERS WILL BE NBPTs EXCEPT THOSE BETWEEN
AN EXTERNAL AC POWER SOURCE AND THE APU GEN SINCE THE APU GEN IS NOT AN
IDG.
▪ BREAK POWER OCCURS WHEN:

TRANSFER ▪ GEN FAIL
NOTE: A BREAK POWER
▪ ENG FAIL
TRANSFER WILL CAUSE THE ▪ FIRE HANDLE PULLED
E-BATTS TO ACTIVATE.
NOTE: DURING ENGINE SHUTDOWN, PAUSE TWO SECONDS BETWEEN SELECTING EACH ▪ GALLEY POWER AUTO ▪ IF DOWN TO ONE GEN WHEN AIRBORNE
FUEL CONTROL SWITCH TO OFF TO PREVENT A POSSIBLE BREAK POWER TRANSFER. SHED THE GALLEY POWER WILL AUTO SHED
▪ APU RESTRICTED ▪ QRH  ALTERNATE NORMALS (NG)  APU NOTE: THE CABIN 60 HZ POWER WILL NOT AUTO
AIRPORT PROCEDURES RESTRICTED AIRPORT PROCEDURES SHED.
▪ MINIMIZES APU OPERATING TIME WHILE ▪ ELECTRIC EQUIPMENT ▪ LEER (LEFT ELECTRIC EQUIPMENT RACK)
USING EXT AC RACKS ▪ REER (RIGHT ELECTRIC EQUIPMENT RACK)
▪ PROCEDURE PROVIDES A NBPT FROM EXT AC ▪ AEER (AUX ELECTRIC EQUIPMENT RACK)
TO R ENG IDG
▪ E-INV (1Kva) 28 V DC TO 1 Kva, 115 V AC  ESS AC BUS,
PHASE A (NOTE: ØA ITEMS ARE CAB PRESS CHAN 1,
NOTE: THE E-INV HAS BEEN RIGHT PITOT HEAT, & STBY PITOT HEAT)
RENAMED STANDBY INVERTER ▪ CONTROLLED BY THE E-INV PUSHBUTTON
AND CAN BE MEL’D PER MMEL ON THE OVERHEAD – NORMALLY LEFT IN
REV NO. 9 AUTO
▪ COULD BE TURNED OFF IF NECESSARY
▪ 60 HZ CONVERTER CONVERTS 3Ø, 400 HZ, 115 ▪ GALLEY 60

(50 HZ – NON-US AIRCRAFT)
V AC FROM THE RIGHT HZ POWER
MAIN AC BUS TO 3Ø, 60 HZ, AUTO SHED
NOTE: A SECOND CONVERTER 115 V AC FOR GALLEY AND
IS OPTIONAL. CABIN OUTLETS.
NOTE: 60 HZ POWER FOR CABIN ENTERTAINMENT MAY SHUT DOWN AUTOMATICALLY >
8000 FT CABIN ALT (SN 4020 AND SUB).
NOTE: THE CABIN OUTLETS ARE LIMITED TO 3 AMPS, BUT GALLEY, LAVATORY, AND
BAGGAGE COMPARTMENT OUTLETS ARE RATED TO 15 AMPS. THE COMBINED OUTPUT
POWER CANNOT EXCEED 30 AMPS.
NOTE: IF A DEVICES’ LABEL DOES NOT LIST AMPS REFER TO THE WATTAGE. WATTS
DIVIDED BY VOLTS EQUALS AMPS.

▪ ELECTRICAL POWER ▪ “5 IN” ▪ L GEN NOTES
CONTROL PANEL ▪ R GEN

▪ APU GEN
▪ L MAIN BATT
▪ R MAIN BATT
▪ “5 OUT” ▪ RESET – AC/DC
▪ L BUS TIE
▪ R BUS TIE
▪ EXT PWR
▪ E-INV



▪ EXHAUST ▪ EJECTOR PUMP DRAWS AMBIENT AIR WHICH

APU SECTION LOWERS EGT AND NOISE
▪ THE APU CANNOT BE STARTED WITH THE RIGHT
▪ G450, HONEYWELL 36–150 “ BURNS 200 PPH (30 GAL PER HR)” ENG COWL OPEN (AMBER WARNING LIGHT)
▪ G550, ALLIED SIGNAL RE-220 “ BURNS 260 PPH (39 GAL PER HR)” G450
▪ SINGLE SHAFT, CONSTANT SPEED GAS TURBINE ENGINE (61 SHP)
▪ ONE COMPRESSOR STAGE AND TWO TURBINE STAGES
G550
▪ SUBSYSTEMS ▪ POWERPLANT
▪ ECU
▪ STARTER AND IGNITERS
▪ FUEL CONTROL
▪ LUBRICATION SYSTEM
▪ FIRE DETECTION AND WARNING SYSTEM
▪ AC GEN
▪ BLEED AIR
▪ ACCESSORY ▪ MOUNTED AT THE COMPRESSOR END
GEARBOX ▪ TURNED BY AN AXIAL DRIVE SHAFT
▪ POWERS: ▪ APU GEN
▪ LUBRICATION PUMP (OIL PUMP)
▪ INTEGRAL OIL RESERVOIR (2 QTS / 5.25 QTS)
▪ SPEED SENSOR  ECU ▪ SURGE CONTROL ▪ PREVENTS COMPRESSOR STALLS
VALVE ▪ G450, > 16,500’ OPENS AT 60% RPM
G450, APU OIL SERVICING ▪ G550, OPENS >16,000’
▪ SEPARATE EXHAUST PIPE INSIDE THE APU
EXHAUST PIPE
▪ ELEC – L OR R BATT BUS APU MASTER SWITCH  ECU
▪ ECU MODES ▪ NON-ESS (GND) ▪ PROTECTIVE
SHUTDOWNS
▪ ESS (AIR) ▪ WILL NOT PROTECTIVE
SHUTDOWN FOR:
NOTE: IF IN ESS MODE, THE - HIGH EGT / SENSOR
APU WILL CONTINUE LOSS
RUNNING FOR 15 MIN - HIGH OIL TEMP
AFTER LANDING.
- LOW OIL PRESS /
NOTE: THE APU WILL BE IN SENSOR LOSS
ESS MODE BY SELECTING - REVERSE AIR FLOW
THE APU MASTER ON - UNDERSPEED
WHILE IN THE AIR BUT
STARTING THE APU ON THE
- LOSS OF INLET
GROUND. DOOR RVDT
▪ APU ESSENTIAL

▪ ECU ▪ MICROPROCESSOR ▪ APU AIR SWITCH ▪ CONTROLS THE APU LOAD

▪ LOCATED IN THE AEER CONTROL VALVE
▪ CONTROLS ALL FUNCTIONS OF THE APU EXCEPT NOTE: 36-150 AIRFLOW
- LOADED, 62 PPM AT 53 PSI AUTO TIMED DELAY
FIRING THE FIRE BOTTLE
- UNLOADED, 72 PPM AT 51 PSI ▪ G450 “AVAIL 100% RPM + 90
SEC”
▪ G550 “AVAIL 100% RPM + 60
SEC”
▪ NO 60 SEC DELAY FOR APU AIR
ON WHILE AIRBORNE
▪ LOAD CONTROL VALVE (LCV) ▪ SPRING LOADED ONE WAY
VALVE
▪ WILL AUTO CLOSE AT 1500’ AGL
AFTER TAKEOFF
FOR APU AIR TO ASSIST A START THE ▪ ENGINE BLEEDS
FOLLOWING MUST BE OFF ▪ PACKS
▪ WING ANTI-ICE
NOTE: THE ISOL VALVE AUTOMATICALLY OPENS WHEN THE APU AIR LCV OPENS.
▪ FUEL ▪ L TANK/L PUMP ▪ X FLOW & R PUMP

COMPONENTS (MOTIVE FLOW LINE OF
THE FUEL EJECTOR)
▪ FUEL SHUTOFF VLV ▪ APU MASTER

▪ FIRE
▪ APU FUEL CONTROL
G450
▪ APU GEN ▪ 40Kva, 115 V, AUTO TIMED DELAY

3 PHASE AC ▪ G450, GND 95% + 4 G450 NOTE: IF AN ENG START IS ATTEMPTED WITH ENG BLEED SWITCHES ON,
SEC, AIRBORNE 99% + BLEED CONFIGURATION, THE APU LOAD CONTROL VALVE WILL AUTOMATICALLY CLOSE
2 SEC ONCE THE ENG REACHES 20% HP RPM (ECU PROTECTIVE FEATURE). THIS WILL REMOVE
▪ G550, THE AIR FROM THE SVO AND A HOT START WILL RESULT.
GND/AIRBORNE 99%
G450 NOTE: APU ECS OPERATION IS INHIBITED IN FLIGHT, THE LVC CLOSES
+ 2 SEC AUTOMATICALLY WITH WEIGHT-OFF-WHEELS SIGNAL.
▪ APU AIR  LOAD CNTL VLV  MANIFOLD & ▪ L/R ECS (PACKS) ▪ G550, ENGINE AIR START ▪ <FL300, APU AIR MAY ASSIST
ISO VLV: ▪ ENG START ▪ NO 60 SEC DELAY FOR APU AIR
G450, APU BLEED AIR SYSTEM ON
▪ G550, BLEEDS OFF TAKEOFF ▪ APU AIR ON TILL 1500’ AGL
▪ 1.4% PERFORMANCE INCREASE /
INCREASE IN MAX TOGW
▪ STARTER LIMITS
BATTERY ▪ 3 ATTEMPTS
28 V DC MOTOR MOUNTED TO THE ▪ 1 HR COOL DOWN
DRIVESHAFT OF THE ACCESSORY GEARBOX
DC CART ▪ 3 ATTEMPTS WITH 15 MIN COOL
DOWN IN BETWEEN
▪ 1 HR COOL DOWN
CONSECUTIVE STARTS LIMIT ▪ SIX AT 10 MIN INTERVALS

NOTE: TORCHING STARTS CAN FOLLOW AN UNSUCCESSFUL START ATTEMPT. THIS IS

THE RESULT OF EXCESSIVE FUEL IN THE APU AT LIGHT-OFF. TORCHING CAN BE
MINIMIZED BY WAITING FOR THE EXCESS FUEL TO DRAIN OVERBOARD BEFORE
ATTEMPTING A SUBSEQUENT START.
NOTE: IT IS RECOMMENDED THAT THE APU BE STARTED WITH EMER PWR ON.
WITHOUT EMER PWR THE EEC MAY SWITCH TO ALT MODE. NORMAL ENG CONTROL
CAN BE RESTORED EITHER FROM THE DC OR BY CYCLING THE FUEL CONTROL SWITCH.
▪ MAX ALTITUDE / LOAD

G450 ▪ <0.85 MT FL370 / 100%
▪ >0.85 MT ≥ FL300 / 85%, DUE TO
APU OIL COOLER AIRFLOW
G550 ▪ FL450 / 100%
▪ GUARANTEED START ALTITUDE
G450 ▪ FL370
G550 ▪ FL390
▪ POSSIBLE BETWEEN FL390-FL430
▪ G550 ▪ RIGHT BATT OFF FOR APU START EXCEPT WHEN
AIRBORNE APU DUAL GEN FAIL
START ▪ ≥ FL350: 15 SEC DELAY FOR BAAV (BLEED AIR
AUGMENTATION VALVE) TO OPEN AND ALLOW LEFT
ENG BLEED AIR TO WARM THE APU INLET
NOTE: THE START SWITCHLIGHT WILL NOT ILLUMINATE ON
DURING THE 15 SEC DELAY
NOTE: THE RIGHT BATTERY IS TURNED OFF FOR AN
INFLIGHT APU START BECAUSE BOTH BATTERIES PRODUCE
TOO MUCH TORQUE AND MAY RAMP THE APU STARTER PAS
THE APU START ENVELOPE AND AUTOMATICALLY SHUT
DOWN.
NOTE: THE MIN FUEL TEMP FOR APU START IS -300C.
G450
APU EXTERNAL DRAINS

▪ APU DOOR FUSELAGE LEFT FUSELAGE RIGHT STOP BUTTON ▪ NOTE: THE CORRECT SHUTDOWN PROCEDURE IS
TO COMMAND A SHUTDOWN FROM THE
G550 G450 EXISTING OPERATING CONDITION.
▪ AN EXISTING APU LOAD (BLEED OR SHAFT) IS
NOT TO BE REMOVED PRIOR TO COMMANDING
SHUTDOWN.
▪ G450 1) OVERSPEED (107%) SIGNAL TO ECU
2) FUEL CONTROL UNIT SHUTS OFF FUEL TO
APU
3) BIT TEST
4) SURGE CONTROL VALVE CYCLES
5) <35% RPM, ECU CLOSES INLET DOOR,
WHICH TAKES 15 SECONDS TO CLOSE
6) ECU MONITORS EGT AND RPM FOR 5 MIN
7) AFTER 5 MIN “APU MASTER” CAS
DISPLAYED
▪ G550 ▪ <FL200, 1 MIN COOL-DOWN TO 70% RPM
▪ >FL200, GEN OFF, THEN 100% FOR 1 MIN
▪ AT 63% RPM THE ECU CLOSES THE APU
DOOR TO 10% OPEN
▪ AT 40% RPM THE ECU CLOSES THE APU
DOOR
NOTE: IF THE APU IS IN COOL-DOWN MODE / > 70% RPM (PRIOR TO SHUT DOWN),
DEPRESSING THE START SWITCH RETURNS APU TO 100% RPM.
▪ APU MASTER
ON 1) ECU PERFORMS BIT ▪ HIGH ALTITUDE START ▪ BAAV – ALLOWS LEFT ENG BLEED AIR TO
(“READY” FLASHES – BULB CHECK) CAPABILITY DUE TO: WARM THE APU INLET
2) OIL TEMP SENSED ▪ OIL HEATER – THE APU OIL TANK IS
3) APU DOOR OPENS (650 OR 270) HEATED, 21OC TO 43OC, REGARDLESS OF
4) APU FUEL SHUTOFF VLV OPENS WHETHER THE APU IS RUNNING OR NOT
5) “READY” LIGHT (AFTER 15 SEC / 10-16
SEC) ▪ FOR OPTIMIZED ▪ MINIMIZE RUN TIME AT MAX EGT
OFF TURBINE SECTION LIFE ▪ MINIMIZE THE NUMBER AND DEGREE OF
▪ WAIT TILL < 5% APU RPM THERMAL CYCLES
▪ APU FUEL SHUTOFF VLV CLOSES ▪ SHUT DOWN IN THE EXISTING OPERATING
▪ IF RUNNING, THE APU WILL IMMEDIATELY CONDITION/LOAD
SHUTDOWN – DAMAGE CAN OCCUR ▪ PREVENT INGESTION OF DE-ICING FLUID
NOTE: IN FLIGHT THE APU OIL TANK IS HEATED, 21OC TO 43OC, REGARDLESS OF ▪ USE “AUTO” ACM MODE
WHETHER THE APU IS RUNNING OR NOT. NOTE: IT IS BETTER TO RUN THE APU IN AN “UNNEEDED” IDLE STATE THAN TO
G450 SHUT IT DOWN FOR A SHORT PERIOD AND RESTART IT.
NOTE: IN ORDER TO PREVENT COMPRESSOR SHROUD CORROSION IT IS
RECOMMENDED THAT THE APU BE OPERATED (AT NO LOAD) FOR A MINIMUM OF 5
MINUTES EVERY THREE TO SEVEN DAYS, ESPECIALLY IN HIGH HUMIDITY CLIMATES
AND SALINITY, SUCH AS COASTAL AREAS.
▪ APU RESTRICTED ▪ QRH  ALTERNATE NORMALS (NG)  APU

AIRPORT PROCEDURES RESTRICTED AIRPORT PROCEDURES
▪ MINIMIZES APU OPERATING TIME WHILE
USING EXT AC
▪ PROCEDURE PROVIDES A NBPT FROM EXT AC
TO R ENG IDG
G450
▪ START BUTTON: 1) APU STARTER (LEFT BATT)

“100% RPM = 62,000 RPM”
2) 5% - APU FUEL CONTROL SHUTOFF VLV
“100% RPM = 45,586 RPM” OPENS & IGN
3) 7% / 12% - “READY” LIGHT GOES OUT
MAX EGT: 973O (START) 4) STARTER CUT-OUT 46-60% / 46% ON
747O (RUNNING) GND, 60% IN THE AIR
1050O (START) 5) IGN CUT-OUT 95% / 50% ON GND, 98%
732O (RUNNING) IN THE AIR
6) GEN ON, 95% + 4 SEC / 99% + 2 SEC
MAX RPM: 107%
7) AIR AVAIL, 100% + 90 SEC /
100% + 60 SEC
NOTE: THE G450 USES THE LEFT BATT TO START THE APU. IF THE LEFT BATT IS < 22V
AND THE RIGHT BATT IS ≥ 22V, THE LEFT BATT MUST BE DESELECTED TO UTILIZE THE
RIGHT BATT FOR APU START.

POWERPLANT
G450, ROLLS-ROYCE TAY-611-8C G550, BMW/ROLLS-ROYCE BR710-

C4-11
▪ MEDIUM BYPASS TURBOFAN ▪ HIGH BYPASS TURBOFAN
▪ 13,850 LBS OF THRUST AT SEA ▪ 15,385 LBS OF THRUST AT SEA
LEVEL (PRESSURE RATIO - 16:1) LEVEL
▪ EMPTY WEIGHT DRY: 3,501 LBS
▪ THE RIGHT ENGINE IS THE CRITICAL ENGINE – DUE TO THRUST FROM THE
APU EXHAUST, PER GAC.
▪ HP AND LP COMPRESSOR SECTIONS ARE DRIVEN BY THEIR OWN COAXIAL
SHAFTS/SPOOLS (SHAFT WITHIN A SHAFT) – BEARINGS
▪ CLOCKWISE / COUNTER-CLOCKWISE ROTATION (VIEWED FROM THE
FRONT)
▪ OIL COOLING VIA FUEL-OIL HEAT EXCHANGER
▪ 75% OF LP COMPRESSOR “FAN AIR” BYPASSES
▪ 25% HP SECTION COMBUSTION CHAMBER
▪ BYPASS AIR AND COMBUSTION AIR ARE MIXED BY A CRENELATED FLANGE
▪ LP / INNER ▪ SINGLE STAGE 22 BLADE WIDE CHORD FAN
SPOOL ▪ 3 / 2 STAGE LP COMPRESSOR SECTION – ENG FRONT
100%=8,393 RPM DRIVEN BY 3 TURBINE STAGES – AFT ENG
100%=7,431 RPM ▪ INLET GUIDE VANES DIRECT LP AIR IN THE
COMPRESSOR TO REGULATE PRESSURE
G450
▪ COMBUSTION ▪ 10 COMBUSTION LINER ASSEMBLIES

CHAMBER ▪ 10 / 20 FUEL SPRAY NOZZLES
▪ TWO IGN PLUGS – LINERS 4 & 8 / 4 & 7 O’CLOCK
▪ HP / OUTER ▪ 12 / 10 STAGE HP COMPRESSOR SECTION DRIVEN BY

SPOOL 2 TURBINE STAGES
▪ FIXED STATORS ARE BETWEEN EACH COMPRESSOR
100%=12,484 RPM STAGE
100%=15,898 RPM ▪ STATOR VANES ARE BETWEEN EACH COMPRESSOR
STAGE (FIRST THREE ARE VARIABLE, THE REST ARE
FIXED)
G450

▪ ACCESSORY ▪ HIGH SPEED GEARBOX ON THE HP COMPRESSOR ▪ AUTO RELIGHT ▪ EEC SENSES AN
DRIVES ▪ LOW SPEED GEARBOX ON THE LP COMPRESSOR ABNORMALITY WITH HP, LP,
OR TGT – AUTO IGN
▪ ENG FUEL ▪ TANK BOOST PUMPS (ELEC) (25 PSI)  FUEL SHUTOFF
SYSTEM VALVES  LP PUMP (150 PSI) FUEL-OIL HEAT ▪ QUICK RELIGHT ▪ FOR ACCIDENTAL ENG
EXCHANGER  FUEL FILTER (BYPASSES WITH 25 PSI SHUTDOWN – RESELECT
THE ELEC FUEL DIFFERENTIAL)  LOW PRESSURE SWITCH (15 PSI)  RUN WITHIN 30 SEC - AUTO
CONTROL (EEC) IS HP PUMP(1,200 PSI)  FUEL FILTER  FUEL IGN
A COMPONENT METERING UNIT  HP FUEL SHUTOFF VALVE  FUEL ▪ NO ALT RESTRICTIONS
OF THE FADEC FLOW TRANSMITTER  FUEL SPRAY NOZZLES (10/20)
▪ CYCLING THE NORM OPS:
▪ THE LP PUMP CAN SUCTION FEED THE ENG <FL200 FUEL ▪ SWITCHES FADEC CHANNELS
▪ FUEL FILTER – EEC/LP FILTER HAS 5 PSI DIFFERENTIAL CONTROL ▪ SWITCHES IGN CHANNELS
ACROSS THE FILTER SWITCH
THE EEC ALTERNATES CHANNELS AND IGNITERS AS
▪ ENGINE FUEL PRESSURE – EEC /LP FUEL PRESSURE FOLLOWS:
NOTE: TO CHANGE
<15 PSI ▪ EEC CHANNEL A – EXCITER/IGNITER 1
IGN CHANNELS
FOLLOWING AN ▪ EEC CHANNEL B – EXCITER/IGNITER 1
ABORTED START, ▪ EEC CHANNEL A – EXCITER/IGNITER 2
CYCLE THE FUEL ▪ EEC CHANNEL B – EXCITER/IGNITER 2
CONTROL SWITCH.
TERMINATED START (e.g. NO IGN):
▪ SWITCHES FADEC CHANNELS
▪ DOES NOT SWITCH IGN CHANNELS
NOTE: TO SEE WHICH CHANNEL AND WHICH IGNITION IS CURRENTLY ACTIVE SELECT
CMC MAIN MENU > SYSTEM DIAGNOSTICS > 73 ENGINE FUEL AND CONTROL > 21
ENGINE FADEC (DGIO) > DATA: CONFIGURATION FADEC RA.
▪ FADEC / EEC ▪ THE EEC IS AT THE HEART OF THE FADEC

▪ EACH EEC HAS DUAL CHANNELS
▪ EACH EEC RECEIVES INPUT FROM THE 3 MAUs AND
THE 3 ADMs
▪ EACH EEC OUTPUTS TO THE FWCs AND CMC
▪ AT >35% HP RPM A DEDICATED GEN (3 PHASE AC,
PERM MAGNET ALTERNATOR (PMA), RECTIFIED BY
NOTE: THE ENG COULD BE SHUT DOWN EXTERNALLY BY ROTATING THE FUEL SHUTOFF THE PMA INTO 28 V DC) POWERS THE FADEC AND
LEVER IN THE MAIN WHEEL WELL. EEC
▪ IGN ▪ TWO IGN PLUGS EACH ENG (CONT IGN) – 3000 V ▪ ELECTRICALLY LINKED TO THE POWER LEVERS AND
▪ ONLY ONE IS USED FOR START SWITCHES
▪ THE EEC ALTERNATES WHICH IGN IS USED FOR START ▪ COMMUNICATES WITH ALL THREE MAUs OVER
(IF NO IGN CYCLE FUEL CONTROL SWITCH TWICE – ARINC-429 DATA BUSES
SEE CYCLING THE FUEL CONTROL SWITCH BELOW) ▪ EEC CONTROL ▪ PRIMARY CONTROL MODE
▪ CONT IGN – ▪ WHEN ENCOUNTERING UNSTABLE AIR AND/OR MODES - USES HP FOR IDLE (LOW OR HIGH)
SELECT ON MOISTURE (T30 PROBE IN THE HP COMPRESSOR) - USES EPR ABOVE IDLE
(G450 AOM 2A-74-00, PAGE 2) NOTE: IF EPR FAILS
THE EEC SWITCHES ▪ ALTERNATE CONTROL MODE – USES LP– TAKEOFF IN
▪ ALTERNATE ENG START PROCEDURE ALT IS PROHIBITED, AND AUTOTHROTTLES ARE
TO ALT MODE
G450 INOPERATIVE
▪ REVERSE THRUST CONTROL MODE – USES LP
▪ “SOFT REVERSION” – EEC REVERTS TO LP, ALT IS
DISPLAYED
▪ “HARD REVERSION” – CREW SELECTS LP, ALT IS
DISPLAYED
▪ DC  SENSOR ENG ALT CONTROL
NOTE: IT IS RECOMMENDED THAT THE APU BE STARTED WITH EMER PWR ON.
WITHOUT EMER PWR THE EEC MAY SWITCH TO ALT MODE. NORMAL ENG CONTROL
CAN BE RESTORED EITHER FROM THE DC OR BY CYCLING THE FUEL CONTROL SWITCH.
▪ IGN ▪ NORMAL START ▪ USES ONLY 1 IGNITER –

OPERATIONS AUTO IGN
▪ ALTERNATE START ▪ MANUAL IGN
▪ CONT IGN ▪ MANUAL IGN
▪ INCLEMENT WX ▪ T30 PROBE SENSES
MOISTURE – AUTO IGN

NOTE: THE EEC CONTROLLED ICU (ISOLATION CONTROL UNIT)

NOTE: ARINC-429 IS A PRIVATELY COPYWRITTEN SPECIFICATION DEVELOPED TO GOVERNS THE FLOW OF HYD FLUID TO EACH TRCU (THRUST REV
PROVIDE INTERCHANGEABILITY AND INTEROPERABILITY OF LINE REPLACEABLE UNITS CONTROL UNIT). THE ICU HAS THE LOCKING PIN THAT IS
(LRU) IN COMMERCIAL AIRCRAFT. THE ARINC-429 SPECIFICATION ESTABLISHES HOW INSTALLED TO DISABLE THE DOORS FOR DISPATCHABILITY.
AVIONICS EQUIPMENT AND SYSTEMS COMMUNICATE. THE SPECIFICATION DEFINES
ELECTRICAL CHARACTERISTICS, WORD STRUCTURES AND PROTOCOL NECESSARY TO NOTE: DOOR DEPLOYMENT IS NOT SYNCHRONIZED.
ESTABLISH BUS COMMUNICATION. ARINC-429 DEFINES BOTH THE HARDWARE AND NOTE: IF A WOW FAILS ON LANDING THE T/Rs WILL STILL
DATA FORMATS REQUIRED FOR BUS TRANSMISSION. DEPLOY, BUT MAY NOT STOW BELOW 47 KTS.
▪ IDLE “APPROACH MODE” G450
CONTROL ▪ G450: 66% - 68% HP, G550: 70% - 85% HP,
HIGH IDLE: (DEPENDENT UPON PRESSURE ALT)
▪ FLAPS > 22O
▪ LANDING GEAR DOWN
▪ WOW IN THE AIR
▪ REMAINS IN HIGH IDLE FOR 5 SEC AFTER LANDING –
FOR T/R EFFECTIVENESS
LOW IDLE: ▪ G450: 50% - 53% HP, G550: 63% - 85% HP
(DEPENDENT UPON PRESSURE ALT)
▪ THRUST ▪ ELEC CONTROLLED

REVERSERS ▪ HYDRAULICALLY OPERATED
▪ 2 LOCKING LATCH MECHANISMS
▪ MECHANICAL SPRINGS HOLD T/Rs SHUT, HYDRAULIC
PRESSURE UNLOCKS THE HOOKS
▪ NO TIME LIMIT USING REV WHILE TAXIING
▪ MAX REVERSE – G450 65% LP, G550 70% LP
DECREASES TO 55% BETWEEN 60 AND 50 KTS (30 SEC
MAX)
▪ IDLE REVERSE BY 60 KTS ON LANDING
▪ INOP T/Rs – ADD 600’ TO THE ACC-STOP DIST
▪ IF A T/R DEPLOYS IN FLT THE FADEC COMMANDS IDLE
THRUST, BUT THE THROTTLE DOES NOT MOVE
▪ G550 – T/REV MAN STOW – EMPLOYS A DEDICATED
CONTROL CIRCUIT TO SEND AN INDEPENDENT
ELECTRIC SIGNAL DIRECTLY TO THE REVERSER ICU TO
DIRECT HYD PRESSURE TO THE STOW SIDE OF THE REV
DOOR ACTUATOR
OPERATION
▪ ON THE GND SIGNAL PROVIDED TO EEC BY WOW
AND/OR ANTI-SKID WHEELSPEED SENSORS PLA
MUST BE AT IDLE  REVERSE LEVER INTERLOCK – THE
EEC LIMITS REVERSE LEVER TRAVEL TILL THE REVERSER
DOORS ARE 60% DEPLOYED  THE EEC SIGNALS THE
ISOLATION CONTROL UNIT (ICU) WHICH ROUTES HYD
PRESSURE TO THE HYDRAULIC CONTROL UNIT (HCU) 
THE THRUST REVERSER CONTROL UNIT (TRCU) DIRECTS
THE CORRECT SOLENOID VALVE IN THE HCU  THE
HCU OPERATES THE LATCH / UNLATCH ACTUATOR 
THE TRCU THEN PRESSURIZES THE REVERSER DOOR
ACTUATOR AND THE EEC THEN LIMITS REV THRUST…
LOCKOUT
▪ OM  CHAPTER 9 HANDLING AND SERVICING 
DISPATCH UPGRADE PROCEDURES  THRUST
REVERSER LOCKOUT

▪ ENG OIL ▪ R ENG OIL TANK – 15.5 PINTS (10.8 USABLE)

▪ L ENG OIL TANK – 14.5 PINTS (10.8 USABLE)
▪ G550, ENG OIL TANKS – 32.8 PINTS (20.5 USABLE)
▪ LUBRICATES THE ROLLER/ THRUST BEARINGS AND
GEARS
▪ PRESSURE REGULATED (200 PSI)
▪ TEMPERATURE CONTROLLED VIA FCOC
▪ OIL PUMP DRIVEN BY THE ACCESSORY GEARBOX
▪ FUEL-OIL HEAT EXCHANGER (FCOC), IDG FCOC
▪ ACCESSORY ▪ THE HP COMPRESSOR POWERS THE GEARBOX VIA A

GEARBOX DRIVE SHAFT
POWERS: ▪ IDG
▪ FUEL PUMP AND METERING UNIT
▪ OIL PUMP
▪ HYD PUMP
▪ FADEC GEN (PMA@35%)
▪ CHECK OIL BETWEEN 5-30MIN AFTER SHUTDOWN
OTHER ▪ INTEGRAL OIL TANK
- LAST FLIGHT OF THE DAY
COMPONENTS: ▪ CHIP DETECTOR
- G450 – 14 CUMULATIVE HRS
▪ 4 HP SPEED PROBES
- G550 – 24 CUMULATIVE HRS
▪ AIR STARTER
▪ ENG OIL REPLENISHING SYSTEM – 14 PINTS
▪ OIL TANK OIL QUANTITY TRANSMITTER OIL PUMP
 FCOC  OIL TEMP TRANSDUCER  OIL FILTER (DPI
BYPASSES AT 30 PSI)  ENG BEARINGS, RADIAL DRIVE,
AND ACC GEARBOX  SCAVENGE PUMPS 
MAGNETIC CHIP DETECTORS  OIL TANK…
OIL INLET TEMP:
▪ MIN FOR START -400C / -300C
▪ MIN FOR THROTTLE ADVANCE -300C
▪ MIN FOR TAKEOFF THRUST +200C (QRH)
▪ MAX TEMP / TRANSIENT +1050C / +1200C (15 MIN)
+1600C
OIL PRESS – MIN:
▪ TAKEOFF / MCT / IDLE 30 PSI / 25 PSI / 17 PSI
45PSI / 35 PSI/ 25 PSI
▪ OIL ▪ GROUND SERVICE SYNOPTIC 1/6 PAGE ▪ AIR TURBINE ▪ APU AIR ▪ STARTER IS CONNECTED TO THE
QUANTITY ▪ OIL SERVICING PANEL – AFT EQUIPMENT COMP STARTER ▪ EXTERNAL AIR ENG ACCESSORY GEARBOX AND
DISPLAYS ▪ SITE GAUGE – ON THE ENGINE (ATS) ▪ CROSSBLEED TURNS THE HP SECTION OF THE
ENG
G450 ▪ SVO SHOULD CLOSE AT 41-44%
HP, 47% HP
▪ THE STARTER MAY BE RE-
ENGAGED UP TO 42% HP, 47%
HP – COULD BE UTILIZED IN THE
EVENT OF A HOT START
▪ SAV FAILS TO ▪ FLASHING SVO
CLOSE ▪ DO NOT SHUT THE FUEL
CONTROL
▪ THE GOAL IS TO REMOVE ALL
AIR PRESSURE FROM THE
STARTER, THEN SHUT DOWN
THE ENG
▪ QRH  ENGINES (EB)  START
VALVE FAILURE TO CLOSE AFTER
ENGINE START CHECKLIST

QRH FIRST STEPS (EB-29, EB-37):

START MASTER.................. OFF
BLEED AIR ......................... OFF
APU / EXTERNAL AIR ......... OFF
▪ SAV FAILS TO
▪ QRH  ENGINES (EB)  START
OPEN ON ENG
VALVE FAILURE TO OPEN ON
START
ENGINE START CHECKLIST
▪ QRH  ALTERNATE NORMALS
(NG)  MANUALLY OVERRIDING
STARTER AIR VALVE
▪ OM  CHAPTER 9 HANDLING
G550 AIR
AND SERVICING  DISPATCH
OPERATIONS
UPGRADE PROCEDURES 
▪ AUTOMATIC ▪ START MASTER AND FUEL CONTROL SWITCH
MANUALLY OVERRIDING
AIRSTARTS ▪ PREFERRED METHOD OF RESTARTING AFTER AN
STARTER AIR VALVE
IN-FLIGHT FLAMEOUT
- REQUIRES 3/8IN RATCHETING
▪ THE EEC CHOOSES BETWEEN THE STARTER OR
WRENCH AND INSULATED
WINDMILLING AIR BASED ON AIRSPEED (< OR >
GLOVE, GUTS, AND GLORY
250 KTS)
NOTE: CROSSBLEED START: ▪ ANY ANOMALY REQUIRES THE CREW TO ABORT
QRH  ALTERNATE NORMALS  CROSSBLEED START THE START
▪ STARTER ▪ START MASTER AND FUEL CONTROL SWITCH
ASSISTED ▪ SIMILAR TO ALTERNATE GND START – IGN IS
AIRSTARTS CONTROLLED BY THE CREW
▪ ANY ANOMALY REQUIRES THE CREW TO ABORT
THE START
▪ WINDMILLING ▪ QRH PROCEDURE – USED WHEN AIRSTARTING IN
AIRSTARTS ICING CONDITIONS
NOTE: THERE IS NO TGT PROTECTION FOR AN AIRSTART
▪ NORMAL START ▪ START MASTER ▪ THE EEC PROTECTS

▪ FUEL CONTROL AGAINST OVERTEMPS AND
SWITCH OVERSPEEDS
▪ ON GROUND ▪ TGT EXCEEDING TGT LIMITS (2000C PRIOR TO
STARTER AIR VALVE Autostart Abort LIGHT-UP, 7000C AFTER LIGHT-UP)
▪ SATISFACTORY ON FUEL CONDITIONS TIMER IS SET
TO 120 SECONDS
▪ IDLE SPEED / LIGHT-UP / HUNG / STALL TIMER IS
SET TO 120 SECONDS
▪ STARTER DISENGAGEMENT STARTER DUTY TIMER
IS SET TO 180 SECONDS
▪ ALTERNATE ▪ CRANK MASTER ▪ CREW SELECTS IGN
START ▪ FUEL CONTROL ▪ THE EEC DOES NOT
SWITCH PROTECT START
▪ DRY CRANK ▪ CRANK MASTER
▪ WET CRANK ▪ CRANK MASTER AND FUEL CONTROL SWITCH
▪ FUEL CONTROL ▪ FADEC LOGIC COMMANDS IGN IF START MASTER
SWITCH – RUN IS ON
▪ HP FUEL SOV OPENS IF HP RPM > 9%
SVO INDICATIONS
▪ FUEL CONTROL ▪ HP FUEL SOV CLOSES – CUTS OFF ALL FUEL TO THE
SWITCH – OFF SPRAY NOZZLES
▪ EEC CHANNEL CHANGE
▪ IGN OFF
▪ QUICK RELIGHT POSSIBLE BY RETURNING SWITCH
TO RUN
▪ GND OPS KEEP ▪ G450, 60% - 72% LP RPM PROHIBITED >10 SEC
OUT OF ZONE: ▪ G550, 66% - 80% LP RPM PROHIBITED >10 SEC
▪ AUTOMATIC PROTECTION:
NOTE: DUE TO FAN - IF PARK BRAKE IS SET
STAGE FLUTTER - WHEN IN REVERSE THRUST
G550 NOTE: FOR TAKEOFF ACCELERATION WITH CROSSWINDS > 20 KTS, MAINTAIN <
66% LP UNTIL 20 KTS (SHOWN ON MAP DISP), THEN “SLAM” ACCEL THE POWER LEVER
(<5 SEC; USE OF A/T IS ACCEPTABLE). ADD 600 FT TO FIELD LENGTH
.

▪ EVM – ENGINE ▪ IF EVM ≥0.60 LP AND/OR HP / ≥0.80 LP AND/OR

VIBRATION HP, ENGINE EXCEEDANCE – RETARD THROTTLE TO
MONITORING KEEP BELOW 0.60/0.80
▪ IF VIB IS ACCOMPANIED BY OTHER FAILURE
INDICATIONS, SHUT DOWN ENG
▪ IF IN ICING IT IS CONSIDERED NORMAL TO EXCEED
ALERT LEVEL VIBs
▪ THE EVM TEST FUNCTION IS INHIBITED WHEN THE
ENG IS RUNNING; NOTE: “REFRAIN FROM TESTING
THE EVM SYSTEM WITH THE MASTER START OR
CRANK SWITCH SELECTED OR EITHER ENGINE
RUNNING”
▪ ENGINE EXCEEDANCE CAS DUE TO EVM ≥0.60 LP
AND/OR HP / ≥0.80 LP AND/OR HP IS INHIBITED NOTE: GO-AROUNDS, TOUCH AND GO’S, AND BALKED LANDINGS COUNT AS
DURING ENGINE START ADDITIONAL ENGINE CYCLES, AND SHOULD BE RECORDED AS SUCH (GAC-OIS-18).
▪ EPR GAUGE ▪ --- (WHITE): EPR LIMIT (MAX EPR POINTER) SHOWS
THE MAX EPR FOR CURRENT THRUST MODE (IN ENG GND START: G450 G550
THIS CASE “CLB”) ▪ MAX TAILWIND 25 KTS 20 KTS
▪ MAX X-WIND 25 KTS 30 KTS
▪ >> (MAGENTA) EPR TARGET, DISPLAYS ONLY ▪ MAX TGT TO START 2000C 1500C
WHEN A/Ts ARE OFF ▪ MIN OIL TEMP -400C -300C
▪ OIL TEMP <-100C PERFORM CRANK
▪ >> (GREEN) FLEX THRUST, DISPLAYS AS A SINGLE
CYCLE (SEE QRH),
GREEN LINE WHEN THE A/Ts ARE ENGAGED
TURN GEN OFF FOR
▪ --0 (WHITE) THRUST LEVER POSITION INDICATOR, START
DISPLAYS ONLY WHEN A/Ts ARE OFF ▪ START SYNOPTIC 8000 TGT SCALE NOTE: SCALE CHANGES
(NORM 10000) FROM 8000 TO 10000 WHEN
SVO CLOSES.
▪ TAILWIND STARTS PRIOR TO SELECTING FUEL CONTROL TO RUN:
▪ IF LP INCREASES IMMEDIATELY, CONTINUE
START
▪ IF LP DECREASES, PASSES THROUGH ZERO,
THEN INCREASES, CONTINUE START
▪ IF LP DECREASES, THEN STABILIZES, ABORT
START
▪ STARTER DUTY ▪ 3 START CYCLES OF 3 MIN EACH
▪ 15 SEC BETWEEN START CYCLES
▪ AFTER 3 CYCLES DELAY 15 MIN
THE STARTER MAY BE RE-ENGAGED <42% HP (HOT START)
▪ START TGT 7000C
NOTE: FOR ENGINE STARTS ▪ HIGH TGT (2000C ACHIEVE MAX HP RPM
WITH: /1500C) PRIOR TO PLACING THE
▪ TAILWIND (≤20 KTS) FUEL CONTROL TO RUN
▪ ROTORBOW
G550 ROTOR SHAFT BOW ▪ FOR ENG STARTS WITHIN 20 MIN TO 5 HRS
“ROTOR BOW START” OF LAST SHUTDOWN
ROTOR BOW OCCURS DUE
▪ CRANK ENG AT MAX CRANKING RPM FOR 30
TO UNEVEN COOLING INSIDE SEC BEFORE SELECTING FUEL CONTROL TO
THE ENG RUN.
ENG AIRSTART:
▪ ALTITUDE <FL250 <FL250
▪ AIRSPEED 250-325 KTS >250 KTS (FOR
WINDMILLING AIRSTART)
▪ TGT 7800C 8500C
G450 LP% HP% TGT TIME
START – GND/AIR - - 7000C / 7800C - NOTE: THERE IS NO TGT PROTECTION ON AN AIRSTART. THE FADEC ONLY PROVIDES
OVR SPD/TEMP 96.5 101.6 8200C 20 SEC START PROTECTION WHEN ON THE GROUND AND THE START MASTER SWITCH IS USED.
TAKEOFF 95.5 100.6 8000C 5 / 10 MIN NOTE: THE FADEC WILL NOT ALLOW FUEL TO THE ENGINE BELOW 9% HP RPM.
MCT 95.5 97.5 7150C -
THRUST REV 65.0 - - 30 SEC FUEL TANK TEMP:
▪ MINIMUM G450, -400C, G550, -370C
G550 LP% HP% TGT TIME
▪ MAXIMUM +540C – FUEL TANK TEMPERATURE
START – GND/AIR - - 7000C / 8500C -
OVR SPD/TEMP 101.5 99.8 9050C 20 SEC ▪ FUEL TANK TEMPERATURE TANK TEMP IS -350 TO – 360C /
TAKEOFF 101.1 99.6 9000C 5 / 10 MIN -390C (ASC)
MCT 101.0 98.9 8600C - ▪ FUEL TANK TEMPERATURE TANK TEMP IS -400C / -370C
THRUST REV 70.0 - - 30 SEC
ENG FUEL TEMP:

▪ MINIMUM -400C
▪ MAXIMUM / TRANSIENT G450, +950C / 1300C (15 MIN)
G550, 1400C / 1650C (15 MIN)
▪ G450 OAT >1100F / 43.50C LIMIT IDG LOAD TO 45% (18Kva)
G450
LOWER COWL DOORS

▪ WEIGHT LIMIT ▪ TWO 190 LB PERSONS &
▪ 75 LB TOOLBOX
DRAINS:
▪ FORWARD “DRY” DRAIN – ▪ FUEL PUMP
ABNORMAL FLUID FLOW ▪ FUEL METERING UNIT
▪ AIR STARTER
NOTE: ANY FLUID VISIBLE AT A DRY DRAIN ▪ IDG
SHOULD BE INVESTIGATED ▪ HYD PUMP CASE ▪ ADDITIONAL QRH SUPPLEMENTAL DATA
▪ HYD PUMP CAVITY OIL INFO ▪ ENGINE AND APU OIL GRADES, NH-5
▪ FUEL RETURN TO TANK /
OVERSPEED SPLITTER UNIT ▪ NOISE ▪ G450, STAGE 4; QRH NH-14
CERTIFICATE ▪ G550, STAGE 3; QRH NH-14,15,16
▪ AFT “WET” DRAIN - NORMAL ▪ DRAINS TANK OVERFLOW
DRAINING FLUIDS ▪ COMBINED STRUCTURAL ▪ VOLCANIC ASH INDICATIONS:
BYPASS DUCT / INTERSERVICE ENCOUNTER ▪ ACRID ODOR, SIMILAR TO ELECTRICAL SMOKE
FAIRING G450 QRH EB-27 ▪ ENGINE SURGE, INCREASING TGT
▪ VARIABLE STATOR VANE ▪ ST. ELMO’S FIRE / STATIC DISCHARGE
ACTUATOR PROCEDURE:
G450 OXYGEN MASK ................................... DON (100%)
COURSE ................................................... REVERSE
ATC .............................................................NOTIFY
AUTOTHROTTLES............................................. OFF
POWER LEVERS .............................................. IDLE
CONT IGN ........................................................ OFF
WINDSHIELD HEAT .......................................... OFF
IF TGT CONTINUES TO RISE:

AFFECTED FUEL CONTROL (L AND/OR R)......... OFF
DESCENT.............................. 300 KTS TO 25,000 FT
NOTE: USE OF SPEED BRAKES IS NOT RECOMMENDED.
NOTE: DUEL ENGINE FLAMEOUT, EB-5.
NOTE: USE OF HMG IS NOT POSSIBLE WITH BOTH ENGINES
WINDMILLING.

▪ TWO ENGINE ▪ AOM > CHAPTER 11, PREFLIGHT PLANNING AND

SID CLIMB PERFORMANCE > 11-04-00 TWIN ENGINE FLIGHT PROFILES NOTES
GRADIENT DATA > 11-04-60, SID CLIMB PERFORMANCE > PAGE 88 (G450)

▪ FLAPPER VALVES ▪ CAPABLE OF GRAVITY FILLING THE HOPPER AT A

FUEL RATE OF 4,550 LBS/HR
▪ WING FUEL TANKS ▪ 29,500 LBS OF FUEL ▪ 4,370 GAL ▪ EJECTOR PUMPS ▪ MOTIVE FLOW THE FUEL FROM BOOST PUMP
▪ 41,300 LBS OF FUEL ▪ 6,118 GAL PRESSURE
THE WING 3O DIHEDRAL ▪ FILL THE HOPPER AT A RATE OF 750 LBS/HR
FORMS A NATURAL EACH WING
GRAVITY FLOW ▪ FIVE COMPARTMENTS ▪ SEPARATED BY RIBS
TOWARDS THE WING ▪ 6 DRAINS AND JOINED BY
ROOT ▪ VENTS BAFFLES
THE WING HAS A ▪ QTY PROBES (20) ▪ 5 V – CAPACITORS

27O SWEEP
NOTE: USING A FUEL ▪ TEMP SENSOR (LEFT ▪ MAX+54OC

DENSITY OF 6.75
HOPPER / BOTH ▪ MIN -40OC / -37OC
LBS/GAL AT 600C.
HOPPERS)
▪ TEST ▪ 7000/7000/14000
▪ L-R FUEL LEVEL LOW
▪ HOPPER TANK ▪ 190 GAL (1283 LBS) ▪ AFT WING SPAR MOUNTS FOR:
▪ FLAPPER VALVES ▪ BOOST PUMPS
▪ EJECTOR PUMPS ▪ FUEL SHUTOFF VALVES
LOW LEVEL PROBE – OVERFLOW THE ▪ CROSSFLOW – LEFT WHEELWELL
650 LBS IN HOPPER HOPPER TANK ▪ INTERTANK – RIGHT WHEELWELL
▪ HYD FLUID-TO-FUEL ▪ TEMPERATURE SENSORS
FUEL LEVEL LOW HEAT EXCHANGERS
G550
▪ FUEL SUMP ▪ HOPPER

DRAINS – 3 EACH ▪ FORWARD OF THE HOPPER
WING ▪ OUTBOARD FUEL VENTILATION PLENUM

▪ FQSC ▪ USES 20 TRANSISTORIZED CAPACITANCE PROBES

▪ PROCESSES SIGNALS FROM PROBES
FUEL QUANTITY ▪ HIGH LEVEL PROBE – 1 IN EACH VENT PLENUM
SIGNAL ▪ LOW LEVEL PROBE – 1 IN EACH HOPPER (650 LBS
CONDITIONER ACTIVATES FUEL LEVEL LOW L-R)
▪ USES 2 COMPENSATOR SENSORS TO ADJUST THE
CAPACITANCE READING OF THE FUEL QUANTITY
PROBES TO COMPENSATE FOR FUEL DENSITY
▪ REPORTS QUANTITY TO MAUs
▪ CONTROLS AUTO REFUEL PROCESS
▪ REFUELING ▪ AIRCRAFT ATTITUDE DURING REFUELING – NOSE

VARIABLES DOWN (1.50) HELPS (±150 LBS)
▪ WING VOLUME
▪ FQMS ACCURACY – DESIGN SPEC IS ±300 LBS
▪ FUEL TEMPERATURE – BASELINE IS 600 F, EACH 100
F VARIANCE FROM BASELINE INCREASES OR
DECREASES THE FUEL CAPACITY BY 200 LBS
▪ FUEL DENSITY – DENSITY CAN VARY FROM 6.46 TO ▪ VENTILATION – ▪ FORWARD AND AFT VENT DUCT
6.99 LBS/GAL NACA VENT ▪ VENT PLENUM
- THE US WEST COAST HAS THE HIGHEST FUEL ▪ FLOAT-OPERATED VENT / RELIEF VALVES
DENSITY ▪ NONRELIEVING FLOAT VENT VALVES
- ASIA HAS THE LOWEST FUEL DENSITY ▪ OVERBOARD LINE VENT INLET AND FLUSH VENT
INLET/OUTLET (RAM AIR INLET)
▪ COMPENSATOR ▪ CALCULATES THE FUEL’S DIELECTRIC CONSTANT –
SENSORS – COMPENSATES FOR LESS DENSE FUEL TO SHOW
DENSITOMETERS THE CORRECT LBS ON BOARD (RANGE IS BASED ON
LBS)
▪ 1 IN THE LEFT HOPPER
▪ 1 IN THE RIGHT WING – MONITORS THE FUEL
DENSITY WHILE FUELING
▪ BOOST PUMPS ▪ PRESSURE ▪ 25 PSI

▪ 16 PSI MIN
NOTE: EACH BOOST
PUMP HAS ITS OWN ▪ L/R MAINS ▪ L/R ESS DC BUS
INVERTER (DC TO AC)
▪ L/R ALT ▪ L/R MAIN DC BUS
NOTE: G450 NG-32: SELECT ONLY ONE BOOST PUMP ON AT A TIME. WAIT AT LEAST 5 SEC
▪ FUEL INDICATING ▪ FUEL QTY CAN BE READ 8 DIFFERENT PLACES: BETWEEN BOOST PUMP SELECTION. FAILURE TO DO SO MAY CAUSE A FAILURE IN THE
SYSTEM - GND SERVICE CNTL PANEL (GSCP) FUEL PRESSURE SWITCH.
- MCDU
NOTE: IF THE FUEL TEMP IS BELOW 0OC, USE THE INTERTANK VALVE TO BALANCE FUEL –
- FUEL SYNOPTIC 2/3 DISPLAY
DO NOT TURN OFF BOOST PUMPS TO BALANCE FUEL BELOW 0OC.
- SUMMARY SYNOPTIC DISPLAY
- GND SERVICE 1/6 DISPLAY ▪ FUEL PRESSURE ▪ MAIN/ALT BOOST PUMPS (25 PSI)
- SECONDARY ENGINE 1/6 DISPLAY ▪ LP PUMP (150 PSI)
- ALT PRIMARY ENGINE 1/6 DISPLAY ▪ HP PUMP (1,200 PSI)
- COMPACTED ENGINE 1/6 DISPLAY
▪ FUEL TANK TEMP IS DISPLAYED ON THE FUEL
SYNOPTIC 2/3 DISPLAY

▪ FUEL SHUTOFF ▪ CONTROLLED BY THE FIRE HANDLES (ESS DC)

VALVES ▪ FAIL FROZEN
▪ APU SHUTOFF ▪ CONTROLLED BY THE APU MASTER (ESS DC)
VALVE ▪ FAILS FROZEN
▪ FILTRATION ▪ GRAVITY FUELING SCREENS

▪ BOOST PUMP INLETS
G450
NOTE: ▪ FUEL FILTER – PRIOR TO FUEL METERING UNITS
G450 FUEL FILTERS (FMUs)
WILL NOT BYPASS - 5 PSI DIFFERENTIAL – FUEL FILTER L-R CAS
- 25 PSI DIFFERENTIAL – FILTER BYPASSES
G550 FUEL FILTERS
WILL BYPASS.
- 55 PSI DIFFERENTIAL – FUEL PRESSURE LOW L-R
CAS
NOTE: FOLLOWING USE OF ANTI-MICROBIOLOGICAL ADDITIVES (BIOBOR, KATHON, ETC)
FUEL LOW PRESSURE AND/OR FUEL FILTER DIFFERENTIAL PRESSURE WARNINGS SHOULD
BE CAREFULLY MONITORED. SUCH PRECAUTIONS ARE PARTICULARLY IMPORTANT WHEN
THESE ADDITIVES ARE USED ON AN INTERMITTENT BASIS TO CURE CONFIRMED
MICROBIOLOGICAL CONTAMINATION.
▪ SINGLE POINT ▪ 35-55 PSIG

REFUELING ▪ 50 PSIG IS OPTIMUM
▪ ENSURE THE PRESSURE FUELING STATIC PORT IS
CLEAR G550
▪ PRE-CHECKS:
- FLOAT (ROTATE DOWN) TESTS THE TOP-OFF
FLOATS
- TANK PRESS (ROTATE UP) TEST THE OVER-
PRESSURE SENSOR
▪ G550, HAS A RED HIGH LEVEL WARNING LIGHT AND
A TEST PUSHBUTTON ON THE REFUELING DOOR
- ALERTS THAT WINGS ARE FULL AND FUEL HAS
SPILLED INTO THE VENT SYSTEM
- WILL NOT AUTO SHUT OFF FUELING
- WHEN TOPPING OFF ADVISE FUELER TO STOP IF
LIGHT COMES ON
▪ DEFUELING INVOLVES PULLING FIRE EXT CBs –
FOLLOW THE HANDLING AND SERVICING
PROCEDURE
▪ FUEL BALANCING ▪ CROSSFLOW (ESS DC) ▪ PRESSURIZED FUEL ▪ G550, HEATED ▪ FUEL IN THE WING TANKS IS WARMED BY
– LEFT WHEELWELL ▪ “PUSHES FUEL” FUEL RETURN RETURNING SOME HIGH TEMP FUEL (50OC /122OF)
(CAS AFTER 5 MIN UNLESS SYSTEM (HFRS) FROM THE FUEL METERING UNIT BACK TO THE
WARN INHIBIT IS ON) FUEL TANKS AT A RATE OF 3 GAL/MIN
▪ INTERTANK (ESS DC) ▪ VALVE BETWEEN ▪ ACTIVATED AT A TANK TEMP ≤ 0OC, UNTIL ≥ 10 OC
– RIGHT WHEELWELL HOPPERS ▪ FADEC CONTROLLED (CONDITIONAL)
▪ “STEP ON THE HEAVY ▪ VIA FUEL RETURN TO TANK (FRTT) VALVE
SIDE”- FUEL FOLLOWS CONDITIONS:
THE SLIP INDICATOR ▪ FUEL TANK TEMP ≤ 0OC
G450 ▪ 400 LB IMBALANCE ▪ ≥ 60500 LBS ▪ FUEL FLOW < 2,250 PPH
▪ 2000 LB IMBALANCE ▪ ≤ 55000 LBS ▪ CROSSFLOW CLOSED
▪ FUEL RETURN SWITCH IN AUTO
G550 ▪ 1000 LB IMBALANCE ▪ TAKEOFF ▪ ENG FIRE HANDLE IN
▪ 2000 LB IMBALANCE ▪ IN FLIGHT ▪ NO ENG LOW FUEL PRESSURE
▪ NO LOW FUEL QTY
▪ FUEL FILTER NOT BLOCKED
▪ FRTT VALVE POWERED AND NOT FROZEN
NOTE: IF TANK TEMP ≤ 30OC, WITH ≤ 5,000 LBS FUEL,
DESCEND TIL SAT IS ≥ -60OC AND MAINTAIN ≥ M.80
INTERTANK VALVE
▪ ADDITIONAL FUEL QRH SUPPLEMENTAL DATA

INFORMATION ▪ ENGINE FUEL GRADES, NH-2
▪ ENGINE FUEL ADDITIVES, NH-3
NOTE: IF THE ZFW CG IS WITHIN THE ZFW ENVELOPE, THE FUELED AIRPLANE CG WILL BE
WITHIN LIMITS FOR ALL FUEL LOADS. AFM LIMITATIONS 01-03-00, AFM 01-03-70
NOTE: UP TO 4000 LBS OF FUEL IMBALANCE HAS BEEN SAFELY DEMONSTRATED. FOR
APPROACH AND LANDING WITH AN ENGINE SHUT DOWN BE PREPARED TO USE FULL
RUDDER AND AILERON AS NECESSARY.
▪ IMBALANCE ▪ LEVEL ▪ ≤ 100 LBS IMBALANCE

INDICATION ▪ FULL DEFLECTION ▪ ≥ 500 LBS IMBALANCE NOTES
NOTE: IF FUEL TEMP IS 0OC OR BELOW, USE THE INTERTANK VALVE TO BALANCE FUEL –
DO NOT TURN OFF A BOOST PUMP WITH FUEL TEMP 0OC OR BELOW.
▪ FUEL TANK TEMP ▪ FUEL TANK TEMP IS -35O TO -36OC / -39OC (ASC)
CAS ▪ FUEL MAY START GELLING AND NOT FLOW INTO
THE HOPPER
▪ FUEL TANK TEMP ▪ GND – FUEL TANK TEMP IS +54OC
CAS ▪ AIR – FUEL TANK TEMP IS -40OC / -37OC
▪ DESCEND TILL SAT ≥-60OC

▪ MANIFOLD – TOTAL CAPACITY

HYDRAULIC DISTRIBUTION ▪ 18.4 GAL
▪ 20.5 GAL
G450 G550 ▪ SHUTOFF VALVE ▪ CLOSED BY FIRE HANDLE (ISOL PUMP FROM
RESERVOIR)
▪ FILTER MANIFOLD ▪ 5 BYPASS FILTERS WITH DPIs
- LEFT ENGINE HYD PUMP FILTER
NOTE: THESE 5 DPIs MAY ONLY - LEFT HYD MAIN PRESSURE FILTER
BE RESET BY A MECHANIC. - LEFT HYD MAIN RETURN FILTER
- AUX HYD RETURN FILTER
- UTILITY HYD PUMP FILTER
LEFT HYD SYSTEM

▪ ELEMENTS ▪ ENG DRIVEN HYD PUMP
▪ FLUID DISTRIBUTION COMPONENTS
▪ RESERVOIR, FLUID REPLENISHING, AND
QUANTITY GAUGE
▪ ELEC AUX PUMP
▪ PTU
▪ HMG
▪ SYSTEM DISPLAYS
▪ RESERVOIR – STORAGE G450
▪ 6.4 GAL (4.4 FOR LEFT, 2.0 FOR AUX)
▪ FULL SHOWN AT 2.8 GAL
▪ MIN 2.75 GAL
G450 GROUND SERVICE SYNOPTIC 1/6 PAGE
RIGHT HYD SYSTEM

▪ RESERVOIR – STORAGE G450
▪ 1.5 GAL
▪ FULL SHOWN AT 0.7-0.8 GAL
G550 ▪ MIN 0.7 GAL
▪ 5.7 GAL (3.7 FOR LEFT, 2.0 FOR AUX) G550
▪ FULL SHOWN AT 4.8 GAL ▪ 1.8 GAL
G550 GROUND SERVICE SYNOPTIC 1/6 PAGE ▪ FULL SHOWN AT 1.6 GAL
▪ MANIFOLD – TOTAL CAPACITY
DISTRIBUTION ▪ 7.5 GAL (OM), 4.5 GAL (FSI)
▪ 7.0 GAL
▪ SHUTOFF VALVE ▪ CLOSED BY FIRE HANDLE (ISOL PUMP FROM
RESERVOIR)
▪ FILTER MANIFOLD ▪ 3 BYPASS FILTERS WITH DPIs

NOTE: THESE 3 DPIs MAY - RIGHT ENGINE HYD PUMP FILTER
ONLY BE RESET BY A - RIGHT HYD MAIN PRESSURE FILTER
MECHANIC. - RIGHT HYD MAIN RETURN FILTER
▪ SOLE POWER FOR: ▪ R THRUST REV
▪ PTU MOTOR
G550 AUX PUMP, MAIN WHEEL WELL
G550
▪ ENG DRIVEN HYD ▪ 3000 PSI

PUMPS (LEFT AND ▪ 20.5 / 28 GPM – TAKEOFF
RIGHT HYD SYSTEMS) ▪ 14.5 GPM – FLT IDLE
▪ 10.5 / 18 GPM – GND IDLE
NOTE: A WINDMILLING ENGINE (>2.7% HP) PROVIDES ENOUGH ROTATION FOR ITS HYD
PUMP TO FUNCTION.
▪ AUX HYD PUMP ▪ ELECTRIC

▪ 3000 PSI
▪ 1 GPM (SN 4001-4049), 2 GPM (SN 4050 AND
SUB) – TAIL COMPARTMENT
▪ 2 GPM – MAIN WHEEL WELL
▪ ARMED TO ACTIVATE WHEN L SYS/PTU PRESS
<1500 PSI AND BRAKE PEDAL >10O, WOW –
GND
▪ MAN SEL ON VIA THE AUX PUMP
SWITCHLIGHT AND/OR STBY RUD ▪ L & R HEAT ▪ IN THE L & R FUEL HOPPERS
SWITCHLIGHT (G550) EXCHANGERS ▪ WARM FUEL / COOL HYD
▪ PROTECTED FROM OVERHEATING – WILL SHUT
OFF AT 356OC G450
▪ PROTECTED FROM OVERLOADING – LIMITED
TO 200 AMPS
▪ OPERATION CONTROLLED BY 6 / 7 SWITCHES
- HYD CONT AUX PUMP OFF/ARM
SWITCHLIGHT
- HYD CONT AUX PUMP ON SWITCHLIGHT
- 3 CABIN DOOR SWITCHES (OVERHEAD,
VESTIBULE, & EXTERIOR)
- GND SERVICE VALVE – GEAR DOORS
- STBY RUD SWITCHLIGHT
▪ AUX HYD SYSTEM ▪ AFT EQUIPMENT COMPARTMENT – LEFT SIDE
MANIFOLD FILTER – ▪ LOCATED IN THE LEFT MAIN WHEEL WELL
DPI ▪ MAY ONLY BE RESET BY A MECHANIC
G450 AUX PUMP, AFT EQUIPMENT COMPARTMENT

G550

▪ LEFT & RIGHT PUMP ▪ ENG DRIVEN

▪ AUX SYS PUMP ▪ ELEC DRIVEN
▪ PTU SYS PUMP ▪ HYD DRIVEN
▪ G550, AUX SUCTION ▪ ENSURES POSITIVE FLUID PRESSURE TO THE
BOOST PUMP AUX PUMP
▪ ACTIVATES IF INLET PRESSURE IS < 20 PSI
▪ DEACTIVATES WHEN INLET PRESSURE IS > 25
PSI
▪ PTU ▪ THE PTU IS A BACKUP FOR THE LOSS OF THE
LEFT HYD PUMP
POWER ▪ ARMED TO ACTIVATE WHEN L SYS PRESS
TRANSFER <1500 PSI
UNIT ▪ 3000 PSI (TURNS AT 3,900 RPM)
▪ USES 28 GPM FROM THE R SYS PRESS TO
PRODUCE 10/ 22.5 GPM FOR THE L SYS
▪ PREVENTS AUTO PTU ▪ L HYD LOW (<1 GAL)
OPERATION ▪ R HYD HOT (>1040C)
▪ PTU HYD SYSTEM ▪ ONLY DPI THAT MAY BE RESET BY A PILOT
MANIFOLD FILTER – ▪ RECORD TIME – 50 ADDITIONAL HRS
DPI PERMITTED
▪ CHECK DPI PRIOR TO EACH FLIGHT
G450 PTU DPI, VIEWED BY A MIRROR
G450
G550

▪ HMG – HYDRAULIC ▪ POWERED BY L SYS ▪ CAPABLE OF ▪ ACCUMULATOR HYD SERVICE PANEL:

MOTOR GENERATOR OR PTU 5Kva/10Kva AT PRECHARGE – SHOCK ▪ LEFT SYSTEM – ▪ 1200 PSI
▪ LOCATED IN THE TAIL 115 V, 400 Hz AC ABSORPTION 50 CU IN.
COMPARTMENT
▪ RIGHT SYSTEM – ▪ 1200 PSI
▪ LOCATED IN THE SERVICED WITH
NITROGEN 50 CU IN.
MAIN WHEEL WELL
▪ ROTATES AT 8000 NOSE WHEEL WELL:
RPM ▪ AUX SYSTEM ▪ 1200 PSI
NOTE: DO NOT BLEED OFF THE AUX SYSTEM PRESSURE TO CHECK THE PRECHARGE WHEN
G450 HMG, TAIL COMPARTMENT THE PARKING BRAKE IS SET. ENSURE CHOCKS ARE IN PLACE AND THAT THE PARKING
BRAKE IS OFF.
SYSTEM
COMPONENT
LEFT RIGHT PTU AUX EMER
ELEVATOR(S) ●● √ √
STALL BARRIER ●● √ √
AILERONS ●● √ √
SPOILERS (FLT & GND) ●● √ √
GND SPOILER SERVO ●●(●) √ √ G550
RUDDER ●●(●) √ √ G550
YAW DAMP ●●(●) √ √ G550
L THRUST REV ● √
R THRUST REV ● √
PTU MOTOR ● √
FLAPS ●●● √ √ √
LANDING GEAR & DOORS ●●●● √ √ GND √
G550 HMG, MAIN WHEEL WELL NOSEWHEEL STEERING ●●(●) √ √ G550
BRAKES ●●●● √ √ √ √
HMG MOTOR ●● √ √
PARK BRAKE PRESSURE ● √
MAIN ENTRANCE DOOR ● √
▪ L HYD FAIL LOSE:

▪ L THRUST REVERSER
▪ L YAW DAMPER
▪ R HYD FAIL LOSE:
▪ R THRUST REVERSER
▪ R YAW DAMPER
▪ PTU
NOTE: THE PRIMARY PURPOSE OF THE HMG IS TO PROVIDE AN AC POWER ▪ COMPONENTS WITH ▪ THRUST REVERSERS (L/R)
SOURCE TO THE AUX TRU WHEN/IF THE ENG AND APU GENs ARE NO HYD ▪ MAIN ENTRY DOOR (AUX)
UNAVAILABLE. REDUNDANCY ▪ PARK BRAKE ACCUM (AUX)
- THE HMG POWERS THE STBY AC BUSES WHICH POWER PITOT HEAT, TAT
HEAT, FLAP/STAB POWER, AND THE EMER BATT CHARGERS.
- THE AUX TRU POWERS THE L AND R ESS DC BUSES WHICH POWER THE
FLIGHT INST, NAV, AND COMM RADIOS NECESSARY TO MAINTAIN FLIGHT
WITH THE LOSS ALL GENs.
- THE E-INV, POWERED BY THE ESS DC BUSES (OR BATTS) WILL PROVIDE
SINGLE PHASE AC POWER TO THE ESS AC BUS WITH THE LOSS OF ALL
GENs. (NOTE: ØA ITEMS ARE CAB PRESS CHAN 1, RIGHT PITOT HEAT, & STBY PITOT
HEAT)
NOTE: DO NOT OPERATE SEP WITH NORMAL AC POWER AVAILABLE (MASTER SWITCH
ONLY TO TEST THE SYSTEM).
NOTE: WHEN THE HMG IS RUNNING OPERATE SPEEDBRAKES SLOWLY (3 SEC FOR FULL
TRAVEL).
NOTE: THE HMG’s GEN HAS ITS OWN PERMANENT MAGNET GENERATOR (PMG).
NOTE: ACTUAL ELEC POWER GENERATION IS DEPENDENT UPON HYD SYSTEM OUTPUT
THAT IS IN TURN DEPENDENT UPON ENGINE POWER SETTINGS. DURING LARGE
HYDRAULIC DEMANDS (e.g. GEAR AND FLAPS) INCREASE THRUST.

▪ DPIs – DIFFERENTIAL ▪ 10 TOTAL ▪ 5 – LEFT FILTER MANIFOLD

PRESSURE ▪ 3 – RIGHT FILTER MANIFOLD
INDICATORS ▪ 1 – PTU
▪ 1 – AUX
NOTE: ONLY THE PTU DPI MAY BE RESET BY A PILOT.
▪ ADDITIONAL QRH SUPPLEMENTAL DATA

HYDRAULIC ▪ HYDRAULIC FLUIDS, NH-1
INFORMATION
▪ HYDRAULIC ▪ REPLENISHING RESERVOIR (HOLDS 1.5 GAL)
SERVICING ▪ ELECTRIC PUMP (POWERED BY THE GSB)
G450
▪ OVERBOARD DRAINS
NOTES


▪ EMERGENCY ▪ MOVES THE DUMP SHUTTLE VALVE FROM THE

LANDING GEAR LANDING GEAR HYD FLUID POSITION TO THE NITROGEN GAS
HANDLE (ELGH) EXTENSION POSITION
▪ EXTENSION AND ▪ LANDING GEAR HANDLE CONTROLS THE ▪ FIRES THE BLOW-DOWN BOTTLE(S)
RETRACTION SELECTOR VALVE VIA A SOLENOID ▪ DUMP CAPTION ILLUMINATES ON THE LDG GR
(NORM) ▪ REQUIRES ELEC (ESS DC) TO OPERATE DUMP V SWITCHLIGHT (OVERHEAD PANEL)
▪ REQUIRES HYD (L SYS OR PTU) TO ACTUATE NOTE: THE ONLY WAY TO ILLUMINATE THE DUMP
COMPONENTS CAPTION IS BY PULLING THE ELGH.
▪ SEQUENCING VALVES NOTE: RESETTING THE HANDLE CLOSES THE VALVE AND VENTS THE NITROGEN
▪ GEAR ACTUATORS RETAIN APPROX 0.88 GAL OVERBOARD, BUT DOES NOT RESET THE LDG GR DUMP V.
WHILE RETRACTED
▪ NITROGEN ▪ LDG GR DUMP V, IF ▪ PROVIDES AN ALTERNATE ELECTRICAL PATH
(EMER) ▪ OPENS GEAR DOORS AND UPLOCKS PRESSED FOR THE GEAR EXTENSION CONTROL CIRCUIT.
▪ PRESSURIZES THE HYD LINES WITH NITROGEN ▪ ELEC MOVES THE DUMP SHUTTLE VALVE FROM
▪ DRIVES THE GEAR DOWN AND LOCKED THE NITROGEN GAS EXTENSION POSITION TO
NORMAL EMERGENCY THE HYD FLUID POSITION
▪ REMOVES HYD PRESS FROM DE-SPIN SYSTEM.
CONTROL ELECTRIC MECHANICAL
IF GEAR PINS ARE LEFT IN AND THE GEAR
POWER HYDRAULIC PNEUMATIC
HANDLE IS RAISED THE DE-SPIN SYSTEM
INDICATING ELECTRIC ELECTRIC
APPLIES BRAKE PRESSURE. TO RELEASE THE
SPEED LIMITS BRAKE PRESSURE BEFORE LANDING THE DUMP
▪ VLE/VLO/EMER ▪ 250 / 225 / 175 KTS (0.70 MT) VALVE MUST BE PRESSED – QRH  LANDING
GEAR (EG)  ATTEMPTED LANDING GEAR
ALTITUDE LIMIT RETRACTION WITH SAFETY PINS INSTALLED
▪ GEAR DOWN ▪ 20000’
NOTE: WHEN THE DUMP CAPTION IS ILLUMINATED IT MEANS THE DUMP SHUTTLE
▪ NITROGEN ▪ PRESSURIZED TO 3,100±50 PSI AT 70O F/21.1OC VALVE HAS MOVED TO THE NITROGEN GAS EXTENSION POSITION WHICH MEANS
BOTTLE(S) ▪ PRESSURE RELIEF VALVE OPENS AT 3,750 PSI ALL HYDRAULIC FLUID IS EXCLUDED FROM PRESSURIZING THE GEAR EXTENSION
SYSTEM.
G450 ▪ ONE BOTTLE
▪ LOCATED ON THE RIGHT SIDE OF THE NOSE
WHEEL WELL, CONTAINS 150 CU IN. OF
NITROGEN
G550 ▪ TWO BOTTLES
▪ ONE ON THE LEFT SIDE OF THE NOSE WHEEL
WELL, CONTAINS 150 CU IN. OF NITROGEN
▪ ONE ON THE RIGHT SIDE OF THE NOSE WHEEL
WELL, CONTAINS 412 CU IN. OF NITROGEN
G450
▪ NITROGEN ▪ NOSE WHEEL WELL GAUGE

PRESSURE ▪ SUMMARY SYNOPTIC 2/3 DISPLAY
G450
▪ BRAKES ▪ EACH BRAKE ASSEMBLY: 107 LBS
DISC STACK ELEMENTS
▪ CARBON-METALLIC ALLOYS
▪ 3 ROTATING DISCS (ROTORS)
▪ 2 STATIONARY DISCS (STATORS)
▪ END PLATE
▪ PRESSURE PLATE
BRAKE HOUSING
▪ 5 HYD ACTUATING PISTONS

▪ BRAKE WEAR ▪ PARKING BRAKE MUST BE SET

INDICATOR PINS ▪ G450, BEHIND THE STRUT
▪ G550, IN FRONT OF AND BEHIND THE STRUT
NOTE: G450, INSTALLING ▪ NORMAL BRAKE LIFE: ~ 1,400 LANDINGS
SPACERS (SHIMMING) IS ▪ PIN EXTENDS FROM THE PRESSURE PLATE,
NOT AN OPTION. THROUGH THE HOUSING, AND PROTRUDES
NOTE: G550, EXTENDED
FROM THE BRAKE ASSEMBLY
LIFE BRAKE SPACERS ARE ▪ THE AMOUNT OF EXPOSED PIN IS INDICATIVE
AN OPTION. OF THE COMBINED THICKNESS OF THE ROTOR
AND STATOR DISCS
▪ IF THE PIN IS FLUSH, THE BRAKE ASSEMBLY
NEEDS TO BE REPLACED
▪ BTMS ▪ THE HIGHEST BRAKE TEMP RECORDED DURING
THE CURRENT FLT CYCLE IS SHOWN BELOW
BRAKE TEMPERATURE THE TEMP BAR GRAPH (60 KT TRIP POINT)
MONITORING SYSTEM
▪ NORMAL ZONE: < 6250C, BKE < 75 MFP
▪ CAUTION ZONE: 6250C – 7500C, BKE 75-91 MFP
▪ BRAKING EFFORT THE 20/30/40 TECHNIQUE - BRAKE OVERHEAT CAS
▪ IF SPEED = DISTANCE REMAINING MARKER X - FUSEPLUG RELEASE POSSIBLE
20, THEN GENTLE DECELERATION IS OK (E.G. ▪ DANGER ZONE: > 7500C, BKE > 91 MFP
3X20=60 KTS; GREAT SHAPE - FUSEPLUG WILL BLOW – KEEP EVERYONE
▪ IF SPEED = DISTANCE REMAINING MARKER X CLEAR, ONLY ALLOW THE NOSEWHEEL TO
30, THEN HEAVIER BRAKING IS NECESSARY BE CHOCKED
(E.G. 3X30=90 KTS; GET ON THE BRAKES - EVACUATE THE AIRPLANE
▪ IF SPEED = DISTANCE REMAINING MARKER X - TEARDOWN INSPECTION REQUIRED
40, THEN MAXIMUM BRAKING IS NECESSARY
(E.G. 3X40=120 KTS; STAND ON THE BRAKES, ▪ AFM APPENDIX C: BRAKE KINETIC ENERGY
LET THE ANTI-SKID WORK (BKE) AND CARBON BRAKE COOLING
DIST
▪ MCDU TAKEOFF SCRATCHPAD MESSAGE “TAKEOFF OUT OF LIMITS”
REM
4000’ 3000’ 2000’ 1000’ DATA ▪ “BRAKE LIMITED”
▪ “REQUIRED BRAKE COOLING”
X 20 RULE 80 KTS 60 KTS 40 KTS 20 KTS
- NOTE: IF THIS MSG IS DISPLAYED, THE
X 30 RULE 120 KTS 90 KTS 60 KTS 30 KTS REQUIRED COOLING TIME IS DISPLAYED IN
X 40 RULE 160 KTS 120 KTS 80 KTS 40 KTS HH:MM FORMAT.
▪ BRAKE COOLING ▪ IDLE REVERSE THRUST IS RECOMMENDED TO
▪ CARBON BRAKE TYPE I – MOST DAMAGING
ASSIST TAXI STOPS – REDUCES BRAKE WEAR
WEAR ▪ LOW ENERGY/LOW APPLIED BRAKE PRESSURE
NOTE: AFM APPENDIX C: AND BKE LEVELS
▪ WEAR DEBRIS FORMS AS PARTICULATE BRAKE KINETIC ENERGY ▪ USE LIGHT PEDAL PRESSURE
POWDER (SANDPAPER) (BKE) AND CARBON
- PROLONGS STOPPING DISTANCE
▪ BRAKE WEAR IS PROPORTIONAL TO THE BRAKE COOLING; CHART
- ABSORBS SAME ENERGY
NUMBER OF APPLICATIONS ON LAST PAGE.
- RESULTS IN THE SAME PEAK TEMPERATURES
- THE NUMBER OF APPLICATIONS CAUSES
▪ BRAKES COOL MUCH FASTER WHEN NOT SET
MORE WEAR THAN THE DURATION OF
▪ POINT THE AIRCRAFT INTO THE WIND
APPLICATIONS
- CROSSWINDS DON’T REACH ALL BRAKES
- ONE FIRM BRAKE APPLICATION CAUSES LESS
EQUALLY
WEAR THAN SEVERAL LIGHT APPLICATIONS
- TAILWINDS BLOW WARM EXHAUST OVER
▪ MAXIMUM WEAR OCCURS AT 150OC
THE BRAKES
- TAXI OUT – CAUSES 79% OF BRAKE WEAR
▪ IF NECESSARY, AFTER TAKEOFF LEAVE THE
- LANDING – CAUSES 19% OF BRAKE WEAR
GEAR DOWN AND FLY VLE.
- TAXI IN – CAUSES 2% OF BRAKE WEAR
▪ BRAKE AND WHEEL ▪ HAND WIPE ONLY – AVOID SPRAYING WATER
TYPE II – LESS DAMAGING
WASHING OR SOAP SOLUTION DIRECTLY ONTO THE
▪ HIGH ENERGY/HIGH APPLIED BRAKE PRESSURE
WHEELS AND BRAKE FRICTION SURFACES
▪ PLASTIC DEFORMATION OF WEAR PARTICLES
▪ WASHING WITH HIGH-VOLUME HIGH-
FORMS A SMOOTH DEBRIS FILM
PRESSURE WATER CAN POTENTIALLY
- SMOOTH FILM REDUCES WEAR
SATURATE THE POROUS CARBON BRAKE
- SMOOTH FILM PROMOTES STRONG
MATERIAL
ADHERENT FRICTION (GLASS ON GLASS)
▪ SATURATED BRAKES HAVE THE POTENTIAL TO
RECOMMENDED OPERATIONAL PROCEDURES FREEZE
▪ AVOID RIDING THE BRAKES
▪ CONDUCT THE TAXI OUT STOP EVENT AT A ▪ ANTI-SKID BRAKES ▪ NO PROTECTION BELOW 10 KTS (WHICH
HIGHER SPEED ALLOWS FOR TIGHT/LOCKED WHEEL TURNS)
▪ MINIMIZE THE NUMBER OF TAXI OUT STOP ▪ ANTI-SKID SWITCHLIGHT ON – BRAKES
EVENTS SYNOPTIC 3000 PSI SCALE
▪ OPTION: ALTERNATE LEFT AND RIGHT BRAKING ▪ ANTI-SKID SWITCHLIGHT OFF – BRAKES
DURING TAXI SYNOPTIC 800 PSI SCALE (BARBER-POLED > 400
PSI)

▪ G550, USES IRS INPUT – IF THERE IS AN IRS LOCKED WHEEL G450

FAILURE CHECK THE COMBINED WOW. IF IT IS PROTECTION ▪ INBOARD-INBOARD WHEELSPEED
NOT IN GND TURN ANTI-SKID OFF TO ENSURE COMPARISON
BRAKING BELOW THE WHEEL SPIN UP SPEED ▪ OUTBOARD-OUTBOARD WHEELSPEED
(47 KTS) COMPARISON
▪ IF A 70% WHEELSPEED DIFFERENTIAL IS SENSED
BRAKE PRESSURE IS REDUCED TO THE SLOWER
WHEEL
▪ IF A WHEEL IS DECELERATING FASTER THAN
REFERENCE SPEED (14 KTS/SEC), BRAKE
PRESSURE IS REDUCED TO THAT WHEEL
G550
▪ COMPARES WHEELSPEED TO THE IRS GND
SPEED
▪ IF THE WHEELSPEED IS DECREASING 2% FASTER
THAN IRS GND SPEED, BRAKE PRESSURE IS
REDUCED TO THAT WHEEL
▪ IF WHEELSPEED IS ≥ 50 KTS SLOWER THAN IRS
GND SPEED BRAKE PRESSURE IS RELEASED TO
▪ DIGITAL ANTI-SKID ▪ G450, LOCATED IN THE AEER THAT WHEEL
CONTROL UNIT ▪ G550, LOCATED IN THE LEER
ANTI-ROTATION ▪ STOPS MAIN WHEEL SPIN PRIOR TO GEAR
(DACU)
RETRACTION
SENSES ▪ WOW
▪ GEAR UP PRESSURE SIGNAL  DACU BRAKE
▪ GEAR HANDLE
METERING VALVES APPLIES BRAKE PRESSURE
▪ DOWNLOCKS
▪ IRS (WHEN IRS GND SPEED IS < 10 KTS / < 8 KTS
THERE IS NO ANTI-SKID PROTECTION)
▪ WHEELSPEED MONITOR UNIT (WMU) – USES
WHEELSPEED TRANSDUCERS TO DETERMINE
WHEN TO ALLOW OR WITHHOLD PILOT
APPLIED BRAKE PRESSURE
DACU FUNCTIONS ▪ PILOT APPLIED BRAKE PRESSURE IS WITHHELD
TIL THE WHEELSPEED TRANSDUCER ACHIEVES
TOUCHDOWN /
30 KTS
HYDROPLANING
▪ IF AFTER 5 SECONDS OF GND CONTACT (WOW)
PROTECTION
WHEELSPEED ROTATION IS STILL < 30 KTS,
PILOT APPLIED BRAKE PRESSURE IS ALLOWED
TO THE BRAKES
HYDROPLANING INFO:
▪ HYDROPLANING IS A FUNCTION OF WATER
DEPTH, TIRE PRESSURE, AND SPEED
▪ A 10 KT CROSSWIND CAN DRIFT A
HYDROPLANING AIRCRAFT OFF THE SIDE OF A
200 FT WIDE RUNWAY IN 7 SEC
▪ MINIMUM HYDROPLANING SPEED FOR A NON-
ROTATING TIRE FORMULA:
▪ MINIMUM HYDROPLANING SPEED FOR A
ROTATING TIRE FORMULA:
▪ G450 MAIN TIRE (190 PSI) HYDROPLANING
SPEED:
- EXPECT TRACTION LOSS DURING LANDING
AT ~ 125 KTS
- EXPECT TRACTION TO BE REGAINED AT ~
106 KTS
▪ G450/G550 NOSE TIRE (135 PSI)
HYDROPLANING SPEED: ~ 105 KTS
PILOT PROCEDURES – AVOIDING HYDROPLANING
▪ FLY THE AIRCRAFT ONTO THE RUNWAY – MAKE
A POSITIVE TOUCHDOWN (~350 FPM)
▪ IMMEDIATELY LOWER THE NOSE WHEEL
▪ IMMEDIATELY DEPLOY THRUST REVERSERS –
REVERSE THRUST MAY BE THE DOMINANT
DECELERATION FORCE JUST AFTER
TOUCHDOWN ON A WET OR SLIPPERY
RUNWAY
▪ FIRMLY APPLY BRAKES, DON’T MODULATE –
ALLOW THE ANTI-SKID SYSTEM TO OPERATE
▪ PROPER INFLATION ▪ CHECK TIRES WHEN THEY ARE COOL (IT TAKES
PROCEDURES 2-3 HRS AFTER LANDING FOR TIRES TO COOL)
▪ INFLATE TO WORST CONDITIONS
▪ USE DRY NITROGEN GAS
▪ EQUAL PRESSURE FOR DUALS
▪ USE A CALIBRATED GAUGE
▪ DISPATCH WITH ▪ OPERATIVE GROUND SPOILERS
ANTI-SKID INOP ▪ FLAPS 200
REQUIRES: ▪ COWL/WING ANTI-ICE OFF
▪ DRY RUNWAY
NOTE: ANTI-SKID INOPERATIVE INCREASES LANDING
FIELD LENGTH BY 173%.
▪ NOSE TIRES ▪ 136 PSI – RECOMMENDED PRESSURE FOR ALL ▪ NOSEWHEEL ▪ ELEC CONTROLLED “STEER BY WIRE”- ELEC
G450/G550 TAKEOFF WEIGHTS STEERING SIGNAL TO A TRANSDUCER
▪ PRESSURE RELIEF PLUG – 350 PSI ▪ NOSE WOW SENSOR – OPEN IS GND MODE
▪ 12 PLY TIRES RATED TO 195.5 KTS (225 MPH) NOTE: PEDALS DISC AND CLOSED (COMPRESSED BY THE TORQUE
NOTE: IF THE TIRE CENTER IS WEARING TOO FAST AT 136 SWITCHLIGHT DISABLES LINK) IS AIR MODE
RUDDER PEDAL
PSI, TRY 120-125 PSI; CHECK GRAPH. ▪ HYDROMECHANICAL ACTUATION (L HYD / PTU
STEERING.
/ AUX SYS (G550))
▪ MAIN TIRES
▪ TILLER STEERING: 80O TO 82O (<18 KTS),
G450 ▪ 190 PSI MAX (BASED ON WEIGHT ON WHEELS
REDUCES TO 16O BY 150 KTS
AND 70OF)
▪ PEDAL STEERING: 7O
▪ PRESSURE RELIEF PLUG – 550 PSI (BOYLE’S
(TILLER MALFUNCTION PEDAL STEERING:
LAW)
16O <20 KTS, 10O >60 KTS, 7O > 90 KTS)
▪ 18 PLY TIRES RATED TO 195.5 KTS (225 MPH)
▪ CHECK VALVE HOLD TRAPPED FLUID WHICH
G550 ▪ EACH TIRE: 82 LBS AIDS SHIMMY DAMPENING
▪ 199-207 PSI (MIN-MAX) ▪ TOWING LIMITS – NWS UNIT OVERTRAVEL
▪ PRESSURE RELIEF PLUG – 412.5 ±37.5 PSI “POP UP” INDICATOR ( > 83.6O) – AN
(BOYLE’S LAW) INSPECTION OF THE COLLAR AND SHEAR PIN
▪ 20 PLY TIRES RATED TO 195.5 KTS (225 MPH) ARE REQUIRED PRIOR TO DISPATCH
▪ FUSIBLE PLUGS (4) EACH WHEEL NOTE: USE OF TILLER STEERING ABOVE 60 KCAS IS NOT RECOMMENDED.
- SPACED EQUALLY AROUND THE WHEEL NOTE: THERE IS A 300-MILLISECOND TIME DELAY (FADE IN) AFTER LANDING (NOSE
CIRCUMFERENCE WOW) BEFORE NOSEWHEEL STEERING IS AVAILABLE
- MELT AT 390OF (199OC)
- RELEASE TIRE PRESSURE
NOTE: TO PREVENT POSSIBLE DAMAGE, CHECK THAT BOTH LANYARDS ARE ROUTED
OVER THE TOP OF THE TORQUE LINK. THIS WILL ENSURE THE PIP PIN HANDLE IS IN THE
UPRIGHT POSITION.
▪ WOW ▪ WOW ON EACH MAIN ▪ COMBINED

WOW
NOTE: IF THE COMBINED ▪ LEFT (A), RIGHT (A) ▪ AIR
WOW CB (POP C-2) IS ▪ LEFT (A), RIGHT (G) ▪ AIR
PULLED THE PLANE WILL ▪ LEFT (G), RIGHT (A) ▪ AIR
BE PUT IN AIR MODE.
THE GEAR COULD BE
▪ LEFT (G), RIGHT (G) ▪ GND
RETRACTED, AND THE ▪ VALID SIGNAL ▪ WHITE
AIRCRAFT COULD
PRESSURIZE. ▪ INVALID SIGNAL ▪ AMBER
▪ WOW CAS ▪ WOW SWITCH STATUS IS COMPARED AGAINST
TWO LOGIC SIGNALS: RAD ALT AND ADS
(AIRSPEED)
▪ FWC PRESUMPTION ▪ AIR MODE IF RAD ALT > 150 FEET
▪ GROUND MODE IF AIRSPEED < 50 KT
▪ WOW FAULT ▪ AIRSPEED < 50 KTS AND ANY WOW IS IN AIR
NOTE: FIRST STEP –
MODE, OR
GND SPLR SWITCH OFF ▪ RAD ALT > 150 FT AND ANY WOW IS IN
GROUND MODE
▪ WOW FAULT ▪ AIRSPEED > 60 KTS WITH RAD ALT > 150 FT
NOTE: FIRST STEP – AND BOTH MAIN GEAR WOW SWITCHES
GND SPLR SWITCH OFF INDICATE GROUND MODE

▪ MAIN GEAR WOW DEDICATED SIGNAL OUTPUTS ▪ WHEEL SPEED ▪ GROUND SPOILERS
▪ ON-SIDE BRAKE CONTROL AND INDICATION SENSORS (>47 KTS) ▪ THRUST REVERSERS
▪ ON-SIDE THRUST REVERSER
▪ GEAR UNSAFE ▪ GEAR UP ▪ GEAR HORN
▪ GROUND SPOILERS
WARNING ▪ < 345’ RA ▪ SILENCE AVAIL IF
▪ COMBINED WOW (THROUGH MAUs #1 & #3)
▪ TLA < 5O FLAPS < 22O
▪ GROUND SERVICE BUS – RIGHT MAIN WOW
ONLY ▪ RED LIGHT ▪ RETRACTION (HANDLE ▪ HANDLE DOES
▪ L BPCU – LEFT MAIN WOW ONLY IN GEAR HANDLE UP) NOT AGREE WITH
A GEAR OR DOOR
NOTE: LDG GEAR CONT POSITION
CB (POP E-4)
▪ EXTENSION (HANDLE ▪ HANDLE DOES
DOWN) NOT AGREE WITH
A GEAR POSITION
▪ GEAR SYNOPTIC ▪ GREEN ▪ DOWN AND
INDICATIONS LOCKED
▪ MAGENTA ▪ IN TRANSIT
▪ OUT OF VIEW ▪ UP AND LOCKED
▪ AMBER ▪ DISAGREEMENT
NOTE: THE GROUND SPOILERS, ANTI-SKID, AND THRUST REVERSES RECEIVE DISCRETE
ON-SIDE WOW SIGNALS. IF THE WOW SIGNAL IS LOST, THE WHEEL SPINUP SIGNAL WILL
REPLACE THE WOW SIGNAL TO THOSE SYSTEMS. SYSTEMS OPERATING BASED ON
WHEEL SPINUP WILL CEASE DURING DECLARATION (47 KTS).
NOTE: THE LANDING GEAR POSITION INDICATION ON THE LANDING GEAR HANDLE
TAKES PRECEDENCE OVER THAT DISPLAYED ON THE FLIGHT CONTROL SYNOPTIC PAGE.
▪ PARK BRAKE / ▪ 1700 PSI MIN TO SET (3000 PSI

EMER BRAKE RECOMMENDED)
▪ UTILIZES THE ACCUM, NOT THE AUX PUMP
▪ 5-6 BRAKE APPLICATIONS ON A FULL ACCUM
▪ NOSE WHEEL WOW DEDICATED SIGNAL ▪ THE AUX PUMP PRESSURIZES THE ACCUM
OUTPUTS ▪ NO ANTI-SKID PROTECTION
▪ NWS
▪ ACN/PCN ▪ PERFORMANCE HANDBOOK, LANDING
▪ AUX HYD PUMP (G550)
PLANNING – PC
▪ GEAR UPLOCK ▪ OM  CHAPTER 9 HANDLING AND SERVICING
OPENING  DISPATCH UPGRADE PROCEDURES 
OPENING MAIN LANDING GEAR / NOSE
LANDING GEAR UPLOCK HOOKS
▪ GEAR PIN HOLDER ▪ CAN TO BE PLACED BETWEEN THE GUST LOCK
AND FLAP HANDLE WHILE THE GEAR PINS ARE
IN:
NOTE: IF THERE IS A DISAGREEMENT BETWEEN THE FWC PRESUMPTION (LOGIC) AND

THE WOW SWITCHES WOW FAULT OR WOW FAULT WILL BE DISPLAYED, SEE WOW
CAS ABOVE.
NOTE: EACH WOW HAS 25 FOUR POLE SWITCHES – EACH ASSOCIATED WITH DIFFERENT
SYSTEMS AND SUBSYSTEMS.
NOTE: ONLY ONE MAIN GEAR WOW TO GND MODE IS NEEDED FOR ON-SIDE BRAKES
AND THRUST REVERSER. BOTH MAIN GEAR WOW MUST BE IN GND MODE TO PROVIDE
GND SPOILERS AND “ON THE GND” SIGNALS TO THE REST OF THE AIRPLANE THROUGH
THE COMBINED WOW SYSTEM.

NOTES


G550
FLIGHT CONTROLS
▪ AILERONS ▪ MANUALLY CONTROLLED

▪ MECHANICALLY OPERATED VIA CABLES, CRANKS,
▪ ELEVATOR ▪ MANUALLY CONTROLLED AND PUSHRODS
▪ MECHANICALLY OPERATED VIA CABLES, CRANKS, NOTE: IF THE ▪ HYDRAULIC BOOSTED VIA ACTUATORS (L, R HYD) –
AND PUSHRODS AILERONS JAM, USE 6 TO 1 BOOST ADVANTAGE OVER MANUAL
RUDDER TO TURN
▪ HYDRAULIC BOOSTED VIA ACTUATOR (L,R HYD) ▪ L CONTROL WHEEL L AILERON, R CONTROL
THE AIRCRAFT.
▪ TWO TRIM TABS, L & R, HEATED, 175OF WHEEL  R AILERON
▪ CONTROL WHEELS ARE JOINED
G450 ELEVATOR ACTUATOR
▪ TRIM TAB ON THE LEFT AILERON ONLY (G550
HEATED, 1750F)
▪ THE TWO OUTBOARD SPOILERS ASSIST ROLL
AUTHORITY (UP TO 26O/ 47O; UP TO 55O WITH FULL
SPEEDBRAKES)
▪ ELEVATOR ▪ HEATED TRIM TAB, 175OF

TRIM ▪ G450, LEADING EDGE DOWN -8 TO +11
▪ G550, LEADING EDGE UP +8 TO +18.5
NOTE: SET TAKEOFF TRIM WITH SYNOPTIC INDICATION – NOT TRIM WHEEL SCALE.
NOTE: EXCESSIVE FORCE APPLIED TO THE PITCH TRIM WHEEL WHEN THE PITCH
TRIM IS FROZEN CAN BREAK THE SHEAR PIN, MAKING FUTURE USE OF THE PITCH
TRIM NOT POSSIBLE. SEE QRH: FROZEN PITCH TRIM, THE FIRST SIGN IS AP 1-2 Fail.
NOTE: WHEN SETTING ELEVATOR TRIM AT THE GREEN BAND LIMIT IT IS POSSIBLE TO AILERON FLIGHT SPOILER
GET AN Aircraft Configuration CAS MESSAGE CAUSED BY VIBRATION DURING THE DISPLACEMENT UP EXTENSION UP
TAKEOFF ROLL. ½O ½O
▪ INOP TRIM ▪ G450, 0.75 MT 1O 3 / 5.5O
O
(MACH/ELEC) ▪ G550, 0.80 MT 7O 23O / 28O

11O 26O / 47O
G450
FULL AILERON WITH FULL SPEEDBRAKES 55O
NOTE: USE THE FLIGHT CONTROL PAGE TO MONITOR SPOILER DEPLOYMENT DURING A
CROSSWIND TAKEOFF – DON’T LIFT THE SPOILER.

▪ RUDDER ▪ CABLES AND BELLCRANKS ▪ USE OF RUDDER RULES OF THUMB

▪ DUAL TANDEM HYDRAULIC ACTUATOR (L, R HYD, IN FLIGHT ▪ MAXIMUM DEFLECTION OF THE RUDDER IN A
AUX) SINGLE DIRECTION MAY BE USED WHEN NEEDED
▪ 22O OF TRAVEL SUCH AS IN THE CASE OF AN ENGINE FAILURE AT
▪ TRIM ADJUSTS THE NEUTRAL POSITION OF THE TAKEOFF. DO NOT RETURN THE RUDDER PAST
RUDDER (10 UNITS OF TRIM = 7.5O L/R OF NEUTRAL) NEUTRAL WHEN COMPLETING THIS MANEUVER.
▪ DUAL CHANNEL YAW DAMPER (L / R HYD) ▪ DO NOT WALK THE RUDDER IN TUNE WITH THE
▪ DIFFERENTIAL PRESSURE SENSING YAW RESPONSE EITHER WITH ABRUPT OR SMOOTH
RUDDER LIMITING INPUTS
▪ MWS SOFTWARE COMPUTES MAXIMUM RUDDER ▪ YAW DAMPERS ▪ DUAL ELECTRO-HYDRAULIC SERVO VALVES (EHSV)
DEFLECTION FOR A GIVEN AIRSPEED, MATCHING (2) ▪ CONTROLLED BY THE MAUs
AIRLOADS ON THE RUDDER SURFACE WITH THE ▪ PROVIDES 5O OF TURN COORDINATION WITH FLAPS
HYDRAULIC FUNCTION OF THE RUDDER ACTUATOR < 30O
▪ THE RUDDER HYDRAULIC ACTUATOR USES
INTERNAL PRESSURE SWITCHES TO SIGNAL THE ▪ INOP YD ABOVE ▪ G450, 210 KTS MINIMUM
MWS WHEN FULL HYDRAULIC PRESSURE OUTPUT 20,000’ ▪ G550, 260 KTS / M.80 MAXIMUM
OF THE ACTUATOR HAS BEEN REACHED ▪ G450 INOP YD BELOW
▪ RUDDER LIMIT IS DISPLAYED 20,000’
▪ DUAL LOAD LIMITING BY SUMMING PRESSURE
FUEL 8 10 12 14 16 18 20 22 24 26 28 30
REDUCER VALVES - TRAVEL STOPS ONCE THE AIR
MIN
LOAD EQUALS THE HYD PRESSURE KCAS
96 107 117 126 135 143 151 158 165 172 178 184
- TWO ACTUATORS, 1500 PSI RUDDER LIMIT
- SINGLE RUDDER – ONE ACTUATOR, 3000 PSI ▪ FLAPS ▪ FOWLER TYPE FLAPS
G450 RUDDER ACTUATOR (0O TO 39O) ▪ 2 MODES: NORM AND ALT / DUAL CHANNEL RVDT
▪ MOVES IN CONJUNCTION WITH STABILIZER VIA
“TRAILING EDGE FSECU
CONTOURS” – DON’T ▪ ELECTRICALLY CONTROLLED
PUSH – NORM MODE: FLAP HANDLE RVDT (2), ONE HAS A
NOTE: USING THE AUX COMMAND FUNCTION, THE OTHER A MONITOR
PUMP TO EXTEND THE FUNCTION
FLAPS FROM 0O TO 20O – ALT MODE: FLAP HANDLE POSITION SWITCHES
WILL TAKE AT LEAST
AND FOLLOW UP SWITCHES
ONE MINUTE. A
Aux Hydraulic Fail
▪ HYDRAULICALLY OPERATED (L,PTU,AUX HYD) – FLAP
MESSAGE WILL BE DRIVE GEAR BOX (2 FLAP HYD MOTORS)
DISPLAYED DURING ▪ THE HYD POWER DRIVE UNIT (PDU) IS LOCATED IN
FLAP MOVEMENT. THE MAIN WHEEL WELL
▪ JACKSCREWS DRIVEN BY TORQUE TUBES DRIVEN BY
GEARBOX – HYD MOTOR (PDU)
▪ FORCE LIMITERS – MONITOR AERODYNAMIC LOADS
AND APPLY A BRAKE TO THE JACKSCREWS IF
▪ G550, STBY ▪ IF IN FLIGHT, ACTIVATES AUX PUMP FLUID AND
DAMAGE TO THE FLAPS COULD OCCUR.
RUDDER PRESSURE TO THE RUDDER ACTUATOR AND YAW
DAMPER 1 ALT FLAP ▪ ALT FLAP – SECONDARY CONTROL – BYPASSES THE
▪ ON TOUCHDOWN THE VALVE CHANGES TO PROVIDE (G450 ONLY) FSECU (ALT FLAP = “FSECU BYPASS”); SENDS EXTEND
NWS AND RETRACT SIGNALS DIRECTLY TO THE FLAP
HYDRAULIC CONTROL MODULE WHICH CONTROLS
THE PDU
▪ FLAP ASYMMETRY PROTECTION REMAINS
AVAILABLE
Flap Asymmetry ▪ ASYMMETRY DETECTION IS A FUNCTION OF THE

FSECU VIA DUAL CHANNEL FLAP POSITION
NOTE: STABILIZER RESOLVERS
OPERATION MAY BE ▪ ASYMMETRY LOGIC IS A FUNCTION OF THE MAUs
REGAINED BY
▪ A FLAP POSITION DIFFERENCE > 0.2 INCHES WILL
SELECTING THE EMER
STAB SWITCH
CAUSE THE MAUs TO SIGNAL THE FSECU TO
DISABLE THE FLAP SYSTEM
FLAP INOP VREF CORRECTION “RULE OF THUMB”
HANDLE ACTUAL DC VREF CORRECTION
100 00 +10 ± 2 KTS
200 100 +5 ± 2 KTS
390 200 +5 ± 2 KTS
NOTE: ABNORMAL LANDING FIELD LENGTH TABLE – G450
PERFORMANCE HANDBOOK PC-14.
NOTE: 125 KTS IS THE MIN APPROACH SPEED WITH FLAPS <
200 – SPOOL UP TIME (LOW IDLE VS. HIGH IDLE).

G450 ABNORMAL LANDING FIELD LENGTH TABLE, PC-14 G450, NORMAL AND ALTERNATE FLAPS
G450
SPEED LIMITS
▪ FLAPS ▪ G450, 250 / 220 / 180 KTS (0.60 MT)
100/200/390 ▪ G550, 250 / 220 / 170 KTS (0.60 MT)
NOTE: FLAP AIRSPEED EXCEEDANCES INSPECTION, QRH NG-
31, NG-30. “IF THE FLAP AIRSPEED EXCEEDANCE
EXCURSION DID NOT EXCEED VFE+9 KNOTS, NO
INSPECTION IS REQUIRED.”
ALTITUDE LIMITS
▪ FLAPS 100/200 ▪ 25,000’
▪ FLAPS 390 ▪ 20,000’
“TOO LOW, FLAPS” ▪ < 245’ AGL & < 160 KCAS
CALLOUT ▪ INHIBITED BY GPWS / GND SPLR ORIDE SWITCH
G450, ALT FLAP

▪ STAB ▪ 2 MODES: NORM AND EMER ▪ SETTING FLAPS 1. EMER STAB – ARM
▪ G450, LEADING EDGE DOWN ON BATT POWER: 2. AUX PUMP – ON
(-1.0O TO -4.6O) ▪ G550, LEADING EDGE UP 3. FLAP HANDLE – 10
(-1.25O TO -4.6O) ▪ ELECTRICALLY CONTROLLED 4. FLAPS – VERIFY 10
▪ ELECTRICALLY POWERED/OPERATED 5. AUX PUMP – OFF
- ELEC MOTOR/GEARBOX & TORQUE TUBE 6. EMER STAB – OFF
- PRIMARY CHANNEL – MAIN DC BUS
- SECONDARY CHANNEL (EMER STAB) – R STBY AC
BUS (SEP)
G450 FLAP/STAB POSITION
FLAPS 0O 10O 20O 39O
STAB -1.0O -2.3O -3.4O -4.6O
G550 FLAP/STAB POSITION
FLAPS 0O 10O 20O 39O
STAB -1.5O -2.7O -3.6O -4.6O
G450
▪ SPOILERS ▪ G450, DISABLED WITH “LATERAL CONTROL” OFF

▪ G550, DISABLED WITH “SPOILER CONTROL” OFF
FLIGHT SPOILERS:
▪ ROLL AUGMENTATION
▪ 2 OUTBOARD PANELS – 55O LIMIT – WITH FULL
SPEEDBRAKES EXTENDED AND FULL AILERON UP (SEE
AILERONS)
▪ ELECTRICALLY CONTROLLED, HYDRAULICALLY
▪ FSECU ▪ COMMAND SIGNALS:
OPERATED (L AND R HYD) VIA FLIGHT SPOILER
- PRIMARY – FLAP HANDLE
ACTUATORS
- SECONDARY – YOKE ELEV TRIM (EMER STAB)
▪ SIGNALS THE FLAP POWER DRIVE UNIT TO SPEEDBRAKES:
HYDRAULICALLY MOVE THE FLAPS ▪ 6 PANELS – 26O/ 30O LIMIT
▪ SIGNALS 2 AC MOTORS TO DRIVE THE STAB ▪ ELECTRICALLY CONTROLLED, HYDRAULICALLY
▪ MONITORS: FLAP ASYMMETRY, FLAP/STAB OPERATED (L AND R HYD) VIA FLIGHT SPOILER
MISCOMPARE, ETC… ACTUATORS
▪ EMER STAB ▪ CONTROLS THE STAB POSITION WITH YOKE ELEC GROUND SPOILERS:
(-1.25O TO 4.8O) PITCH TRIM, “PULL IT DOWN” ▪ 6 PANELS – 55O
▪ CONTROLLED BY ELECTRO-HYDRAULIC SERVO
▪ EMER STAB / ▪ G450, 270 KTS / 0.75 MT MAXIMUM VALVES (SEE BELOW) WHICH REQUIRE LEFT SYSTEM
JAMMED ELEV ▪ G550, 210 KTS MINIMUM FLUID/PRESSURE (VIA LEFT, PTU, OR AUX (G550))

SPOILER ACTUATOR
DISPATCH WITH GND SPOILERS INOP ▪ OPERATIVE ANTI-SKID

REQUIRES: ▪ FLAPS 200
▪ COWL/WING ANTI-ICE OFF
▪ STALL BARRIER ▪ PLI VISIBLE AT 0.70 AOA
▪ SHAKER AT 0.85 AOA
NOTE: FOR JAA ▪ PUSHER AT 1.00 AOA
AIRCRAFT THE AOA
STICK SHAKER/STICK SHAKER “RULE OF THUMB”
PUSHER RATIO IS 0.9 “DURING A MAXIMUM WEIGHT CLIMB TO ALTITUDE YOU
WHEN WOW GROUND WILL GET THE SHAKER AT A MACH TWENTY HIGHER THAN
MODE AND FOR THE YOUR ALTITUDE IN THOUSANDS.” EXAMPLE:
FIRST SIX (6) SECONDS
▪ GND SPOILER DEPLOYMENT CONDITIONS: AFTER TRANSITION TO ALTITUDE SHAKER AT
AIR MODE. G450 OM 20,000’ → MACH 0.40
▪ R ESS DC
2A-27-00, PAGE 68. 30,000’ → MACH 0.50
▪ ARMED
▪ PLA – IDLE 40,000’ → MACH 0.60
▪ BOTH WOW – GND NOTE: 75 LBS OF FORCE CAN OVERCOME THE PUSHER FORCE.
▪ OR, BOTH WHEEL SPIN UP (>47 KTS) IF FLAPS > 22O
NOTE: WHEN THE ANTI-ICE HEATERS (AOA HEAT) ARE OFF THE STALL BARRIER SYSTEM IS
▪ OR, ONE MAIN WOW + THE OTHER MAIN WHEEL
DISABLED.
SPIN UP (>47 KTS)
▪ OR, WHEEL SPIN UP (>47 KTS) WITH GPWS/GND SPLR
ORIDE ON (FLAPS <22O – “TOO LOW FLAPS”)
ELECTRO-HYDRAULIC SERVO VALVES:
▪ TWO SERVO VALVES PLUMBED IN SERIES CONTROL
THE FLOW OF HYD PRESSURE TO THE GND SPOILER
ACTUATORS (SEE BELOW)
▪ ELECTRICALLY OPERATED (EACH SERVO IS
INDEPENDENTLY POWERED) – PROVIDES “POP-UP”
SIGNAL
▪ REQUIRES LEFT SYSTEM HYD FLUID/PRESSURE (VIA
LEFT, PTU, OR AUX (G550) SYSTEM) TO CONTROL
THE GND SPOILER ACTUATORS
▪ THE GND SPOILER ACTUATORS DEPLOY THE INBOARD
SPOILER PANEL AND ARE MECHANICALLY LINKED TO
THE FLIGHT SPOILER ACTUATORS WHICH DEPLOY THE
TWO OUTBOARD PANELS
ACTUATORS: ▪ A/P DISC “F.E.A.S.S.T”
▪ HYDRAULICALLY CONTROLLED BY LEFT SYSTEM ▪ F – FLAPS, STOPS FLAP MOVEMENT
FLUID/PRESSURE (VIA LEFT, PTU, OR AUX (G550) NOTE: FOR JAA ▪ E – EDM, CANCELS EDM MODE
SYSTEM) AIRCRAFT THE A/P ▪ A – AUTOPILOT, DISCONNECTS THE AUTOPILOT
▪ HYDRAULICALLY OPERATED BY LEFT AND RIGHT DISC DOES NOT ▪ S – STAB, STOPS STAB MOVEMENT
DISABLE THE STICK
SYSTEM PRESSURE (REDUCED TO 1500 PSI)
PUSHER. G450 OM
▪ S – STICK PUSHER, DISABLES THE STICK PUSHER BY
REMOVING HYD POWER TO THE PUSHER – THE
▪ NO GND SPLR ▪ LOCATED ON THE WINDSHIELD POST 2A-27-00, PAGE 67.
SHAKER STILL WORKS
LIGHTS (2) ▪ MEANS ALL CONDITIONS FOR AUTO GND SPLR
▪ T – TRIM, STOPS TRIM MOVEMENT (STOPS A
DEPLOYMENT HAVE BEEN MET, BUT GND SPLRs HAVE
RUNAWAY)
NOT EXTENDED
NOTE: IF A TOUCH-AND-GO LANDING IS PERFORMED, THE GND SPLR SWITCH MUST BE
OFF AND MANUAL SPLR LANDING DISTANCE TAKEN INTO ACCOUNT.
A/P DISC IS THE FIRST STEP FOR: ▪ HOPS ▪ COMPARES PRESSURE SENSED INTO THE SERVOS
▪ WINDSHEAR WARNING VERSUS PRESSURE SENSED OUT OF THE SERVOS
▪ PULL UP, EGPWS WARNING - PROTECTS AGAINST AN ACTUATOR THAT IS OUT OF
▪ FLIGHT CONTROL RUNAWAY PHASE WITH PILOT INPUT
▪ JAMMED AILERONS - PROTECTS AGAINST ACTUATOR HARDOVERS DUE
▪ JAMMED ELEVATOR TO ACTUATOR MALFUNCTION
▪ JAMMED RUDDER ▪ IF THERE IS A DIFFERENCE, FLUID IS SHUT OFF
▪ AILERON HOPS ▪ FORCELINKS – HOPS CAN ONLY BE RESET WITH CBs
▪ ELEVATOR HOPS
G450
▪ RUDDER HOPS
AILERON HOPS IF A HARDOVER IS DETECTED BY THE FORCE LINKS /
▪ VORTEX ▪ FOR A MISSING VORTEX GENERATOR CHECK THE CDL, MICROSWITCHES:
GENERATORS AFM APPENDIX B ▪ BOTH AILERON DEACTIVATION SOLENOID VALVES
(LOCATED IN THE TAIL COMPARTMENT) ENERGIZE AND
G450 ▪ 20 ON EACH WING
SHUTOFF BOTH LEFT AND RIGHT HYDRAULIC SYSTEM
▪ NONE ON THE WINGLETS
PRESSURE TO THE AILERON, FLIGHT AND GROUND
▪ NONE ON THE HORIZONTAL STABILIZER
SPOILER ACTUATORS
▪ NONE ON THE ELEVATOR
▪ AILERON CONTROL IS BY MANUAL REVERSION
G550 ▪ 60 ON EACH WING THROUGH THE CABLE SYSTEM, SPOILER ASSISTANCE
▪ 7 OUTBOARD ON EACH WINGLET IS NOT AVAILABLE
▪ 22 ON THE BOTTOM OF EACH HORIZ STAB (IF ▪ SPEED BRAKE AND GROUND SPOILERS ARE NOT
MISSING, WEIGHT RESTRICTIONS APPLY) AVAILABLE
▪ 13 ON TOP OF THE ELEV (IF MISSING, AIRSPEED ▪ Lateral Control Hyd Off CAS
RESTRICTIONS APPLY) G450 AILERON SOLENOID SHUTOFF VALVES
▪ GUST LOCK ▪ MECHANICAL LATCHES
▪ LOCKS THE AILERONS, ELEVATOR, AND RUDDER
▪ ≤ 60 KT GUSTS
▪ LIMITS THROTTLE TRAVEL: 6O
ELEVATOR HOPS IF A HARDOVER IS DETECTED FOR MORE THAN 0.2 SEC

BY THE PILOT INPUT MICRO-SWITCHES (4) AND/OR
ACTUATOR DIFFERENTIAL PRESSURE SWITCHES
(DPS)(4):
▪ ONE OR BOTH ELEVATOR DEACTIVATION SOLENOID
VALVES ENERGIZE AND SHUTOFF THE LEFT AND/OR
RIGHT HYDRAULIC SYSTEM PRESSURE TO THE
ELEVATOR ACTUATOR.
▪ Elevator Hydraulics Off CAS
G450 ELEVATOR SOLENOID SHUTOFF VALVES
NOTE: THE GEAR PIN HOLDER CAN TO BE PLACED BETWEEN THE GUST LOCK
AND FLAP HANDLE WHILE THE GEAR PINS ARE IN:
RUDDER HOPS IF A HARDOVER IS DETECTED FOR MORE THAN 0.5 SEC

BY THE PILOT INPUT MICRO-SWITCHES (4) AND/OR
ACTUATOR DIFFERENTIAL PRESSURE SWITCHES
(DPS)(4):
▪ ONE OR BOTH RUDDER DEACTIVATION SOLENOID
VALVES ENERGIZE AND SHUTOFF THE LEFT AND/OR
RIGHT HYDRAULIC SYSTEM PRESSURE TO THE
RUDDER ACTUATOR.
▪ IF BOTH Rudder Hydraulics Off AND Single Rudder ARE
DISPLAYED THERE IS NO REDUCTION IN CONTROL
EFFECTIVENESS

▪ IF BOTH HYDRAULIC SOURCES ARE SHUTOFF ▪ G550, SPOILER ▪ CLOSES BOTH (LEFT AND RIGHT) SPOILER CONTROL
Rudder Hydraulics Off IS DISPLAYED; ALL HYD PRESSURE CONTROL VALVES WHICH BYPASSES LEFT AND RIGHT HYD
HAD BEEN CUTOFF FROM THE RUDDER ACTUATOR (IT SYSTEM PRESSURE TO THE SPOILER ACTUATORS
WILL FEEL AS THOUGH THERE IS 4O OF RUDDER PEDAL ▪ ALL HYD FLUID IS SHUTOFF (BYPASSED) TO THE
“PLAY” – DUE TO ELONGATED SLOT) FLIGHT SPOILERS, SPEEDBRAKES, AND GROUND
▪ LOSS OF RUDDER HYDRAULICS WILL ALSO DISABLE SPOILERS (NOT AILERONS)
THE YAW DAMPER ▪ EXAMPLE: UNCOMMANDED DEPLOYMENT OF ONE
G450 RUDDER HOPS SWITCHES OF THE SPOILER PANELS
NOTE: IT DOES NOT “LATCH” AS IT DOES IN THE G450, NORMAL HYDRAULIC POWER CAN
BE RESTORED BY RETURNING THE SPOILER CONTROL SWITCHLIGHT TO ON.
▪ G550, FLIGHT ▪ IN – BOTH CONTROL COLUMNS/CONTROL WHEELS

CONTROL ARE MECHANICALLY CONNECTED
DISCONNECTS ▪ ELEV DISC PULLED OUT – THE CONTROL COLUMNS
ARE SEPARATED FROM ONE ANOTHER. THE LEFT
ELEV DISC
COLUMN CONTROLS THE LEFT ELEVATOR, AND THE
RIGHT COLUMN CONTROLS THE RIGHT ELEVATOR
▪ AIL DISC PULLED OUT – THE CONTROL WHEELS ARE

G550 AIL DISC
SEPARATED FROM ONE ANOTHER. THE LEFT
AILERON HOPS HARDOVER DETECTED BY FORCE LINKS /
CONTROL WHEEL CONTROLS THE LEFT AILERON, AND
MICROSWITCHES: “SPLIT FLIGHT
THE RIGHT CONTROL WHEEL CONTROLS THE RIGHT
▪ BOTH DEACTIVATION SOLENOID VALVES (LOCATED IN CONTROLS”
AILERON
THE TAIL COMPARTMENT) ENERGIZE AND SHUTOFF
▪ PUSHING THE ELEV OR AIL DISC HANDLE IN RESTORES
BOTH LEFT AND RIGHT HYDRAULIC SYSTEM
NORMAL OPERATION (NO CBs)
PRESSURE TO THE AILERON ACTUATORS
▪ AILERON CONTROL IS BY MANUAL REVERSION
THROUGH THE CABLE SYSTEM, SPOILER ASSISTANCE
IS AVAILABLE
▪ Aileron Hydraulics Off CAS
ELEVATOR HOPS ▪ DEACTIVATES HYD TO THE ELEVATOR ACTUATOR

L Elevator Hyd Off THAT SENSED A HARDOVER
OR
▪ IN ORDER TO HAVE BOTH L-R Elevator Hyd Off BOTH
R Elevator Hyd Off
ACTUATORS WOULD HAVE HAD TO SENSE A
HARDOVER CONDITION; USE OF ELEV TRIM WILL BE
REQUIRED FOR PITCH CONTROL DUE TO HIGH
CONTROL FORCES
RUDDER HOPS ▪ IN THE EVENT A RUDDER ACTUATOR IS OUT OF
Rudder Hydraulics Off PHASE WITH PILOT INPUT (MORE THAN 0.5 SEC) HYD
AND/OR
▪ G450 AREAS (FT2) ▪ WING, 950.36 FT2
SYSTEM PRESSURE TO THE ACTUATOR IS CUTOFF. ▪ FLAP, 128.84 FT2
Single Rudder
▪ BOTH Rudder Hydraulics Off AND Single Rudder ARE ▪ SPOILER, 49.39 FT2 (6 PANELS)
DISPLAYED; THERE IS NO REDUCTION IN CONTROL ▪ AILERON, 29.86 FT2
EFFECTIVENESS ▪ WINGLET, 15.30 FT2
▪ IF BOTH HYDRAULIC SOURCES ARE SHUTOFF ONLY ▪ VERTICAL STABILIZER, 155.00 FT2
Rudder Hydraulics Off IS DISPLAYED; ALL HYD ▪ RUDDER, 44.75 FT2
PRESSURE HAD BEEN CUTOFF FROM THE RUDDER ▪ HORIZONTAL STABILIZER, 202.7 FT2
ACTUATOR ▪ ELEVATOR, 56.22 FT2
THE HOPS (HARD OVER PROTECTION SYSTEM) PROTECTS AGAINST UNCOMMANDED HYD
PRESSURE FROM AFFECTING THE AILERONS, SPOILERS, ELEVATOR, OR RUDDER – 4
SEPARATE SYSTEMS.
NOTES
NOTE: IF HOPS WASN’T ACTIVATED DUE TO TURBULENCE USE CAUTION RESETTING THE
SYSTEM – AS SOON AS THE S/O CB IS PULLED A HARDOVER COULD REOCCUR.
NOTE: AN ELEVATOR HOPS ACTIVATION AT ROTATION MAY REQUIRE UP TO 130 LBS OF
PULL-FORCE TO ACHIEVE TAKEOFF ATTITUDE. TO AVOID RUNNING OUT OF FORWARD
TRIM, LIMIT SPEED.
▪ G450, LATERAL ▪ ALL HYD FLUID IS SHUTOFF (BYPASSED) TO THE

CONTROL AILERONS, FLIGHT SPOILERS, SPEEDBRAKES, AND
GROUND SPOILERS
▪ EXAMPLE: UNCOMMANDED DEPLOYMENT OF ONE
OF THE SPOILER PANELS
▪ USES THE SAME SHUTOFF VALVES AS HOPS SYSTEM
▪ IT “LATCHES”- TO RESTORE HYD POWER THE LATERAL
HYD S/O CB MUST BE PULLED AND RESET (POP C-4)
▪ THERE IS NO QRH PROCEDURE THAT CALLS FOR
PRESSING LATERAL CONTROL

NOTES
G550, FLIGHT CONTROL HYDRAULIC OVERVIEW

▪ BLEED AIR ▪ OPENS AND CLOSES 12TH / 8TH STAGE AIR TO

PNEUMATICS CONTROLLERS SUPPLEMENT 7TH / 5TH STAGE AIR AS
(BAC) NECESSARY
▪ SOURCES OF ▪ ENGINES ▪ FAN INLET ▪ CONTROLS TEMP VIA PRE-COOLER
PNEUMATIC AIR: ▪ 7TH / 5TH STAGE (ESS DC BUS) ▪ CONTROLS PRESSURE VIA BLEED AIR VALVES
▪ 12TH / 8TH STAGE ▪ CONTROL THE WING ANTI-ICE VALVES
NOTE: 12TH STAGE AIR REPLACES 7TH STAGE AIR FOR PRESSURE
▪ APU ▪ PRESSURE 12TH STAGE AIR AUGMENTS 7TH STAGE AIR FOR TEMPERATURE
REGULATED BY
LOAD CONTROL 8TH STAGE AIR REPLACES 5TH STAGE AIR FOR PRESSURE
8TH STAGE AIR AUGMENTS 5TH STAGE AIR FOR TEMPERATURE
VALVE
▪ EXTERNAL AIR ▪ MANIFOLD
▪ TWO SEPARATE AND INDEPENDENT PNEUMATIC SYSTEMS PRESSURE TARGET ▪ CRUISE: IF 7TH < 15 PSI 12TH STAGE OPENS
▪ CAPABLE OF BEING CONNECTED VIA ISOLATION VALVE G450 ▪ DESCENT: IF 7TH < 24 PSI 12TH STAGE OPENS
“NORMAL SYSTEM (WITH ASC 30, < 26 PSI WITHOUT)
NOTE: THIS DESIGN PREVENTS TOTAL LOSS OF PNEUMATIC AIR IN THE EVENT OF A PRESSURE IS 15-40 PSI” ▪ SINGLE PACK: IF 7TH < 35 PSI 12TH STAGE OPENS
LEAK IN ONE OF THE MANIFOLDS.
G450 ISOLATION VALVE G550 ▪ CRUISE: IF 5TH < 14±2 PSI 8TH STAGE OPENS
“NORMAL SYSTEM ▪ DESCENT: IF 5TH < 24 PSI 8TH STAGE OPENS
PRESSURE IS 14-40 PSI”
▪ SINGLE PACK: IF 5TH < 35 PSI 8TH STAGE OPENS
NOTE: AT LOW POWER SETTINGS, e.g. DESCENT, THE PRESSURE AND TEMPERATURE OF
7TH STAGE BLEED AIR MAY NOT BE SUFFICIENT TO SATISFY DEMAND. HENCE, THE
REASON 12TH STAGE, WHICH IS HOTTER AND AT A HIGHER PRESSURE, IS UTILIZED.”
▪ BAC MODES OF ▪ 1. NORMAL MODE

OPERATION - OUTLET PRESSURE MINIMUM: 15 / 14 PSI
▪ 2. DESCENT / LOW POWER SETTING MODE
- OUTLET PRESSURE MINIMUM: 24 PSI
▪ 3. SINGLE PACK MODE
- OUTLET PRESSURE MINIMUM: 35 PSI
▪ 4. WING ANTI ICE MODE
- OUTLET TEMPERATURE TARGET
- 4a. BOTH WING ANTI ICE: 400OF
- 4b. SINGLE WING ANTI ICE: 500OF
BAC MODES OF PRECOOLER MINIMUM
OPERATION INLET OUTLET PRESSURE
1. NORMAL 15 / 14 PSI
2. DESCENT 5000F MAX 400OF MAX 24 PSI
3. SINGLE PACK 35 PSI
4a. BOTH WING ANTI ICE 400OF
5700F
4b. SINGLE WING ANTI ICE 500OF
BLEED AIR HOT > 7350F / 7650F 5500F / 5530F
▪ ISOLATION VALVE ▪ OPENS: ▪ MANUALLY ON BLEED PRESS HIGH > 75 PSI
▪ APU AIR ON
▪ START MASTER NOTE: GAC’s PNEUMATIC SYSTEM PHILOSOPHY: IF IT’S FAILED OF OVERHEATED TURN
IT OFF, CHECK THE SYNOPTIC, AND COMPLETE THE CHECKLIST.
▪ CRANK MASTER
NOTE: OM  CHAPTER 9 HANDLING AND SERVICING  DISPATCH UPGRADE BLEED AIR HOT QRH FIRST STEP:
PROCEDURES  MANUALLY OVERRIDING BLEED AIR ISOLATION VALVE. AFFECTED ENGINE BLEED AIR ............................OFF
▪ BLEED AIR VALVES ▪ ESS DC ▪ FAIL CLOSED BLEED PRESS HIGH QRH FIRST STEP:
▪ CONTROLLED BY ▪ BLEED AIR AFFECTED ENGINE BLEED AIR ............................OFF
AKA
SWITCHES
“MANIFOLD PRESSURE
▪ RAM AIR SWITCH
REGULATING VALVES”
▪ ENG START
SWITCHES
▪ MODULATED BY THE ▪ 40 ±3 PSI MAXIMUM

BACs ▪ 40 PSI MAXIMUM

G450
G450 PRECOOLER EXHAUST
▪ RAM AIR ▪ CLOSES BOTH PACKS

SWITCHLIGHT ▪ RAM AIR VALVE OPENS (IF OUTSIDE AIR
PRESSURE IS > THAN INSIDE PRESSURE)
SITUATIONS THAT MAY REQUIRE RAM AIR
SELECTION
▪ OVER-PRESSURIZATION DUE TO LOSS OF
SYSTEM CONTROL
▪ CABIN SMOKE REMOVAL
▪ DITCHING
▪ UNPRESSURIZED FLIGHT – MEL COMPLIANCE
G450 RAM AIR INLET
▪ PRECOOLER ▪ USES A HEAT EXCHANGER & FAN STAGE AIR

NOTE: THE IDEAL (LP) TO COOL THE BLEED AIR
PRESSURE & TEMP OF THE ▪ INLET AND OUTLET TEMPS ARE DISPLAYED ON
PRE-COOLER OUTPUT IS
THE ECS/PRESSURIZATION SYNOPTIC
40 PSI & 400OF.
▪ EXHAUSTS FROM BENEATH THE PYLON

▪ PNEUMATIC USERS: ▪ PACKS

▪ ENG ANTI-ICE
G550
▪ WING ANTI-ICE
▪ STARTER
▪ VALVES ▪ L/R BLEED AIR VALVES (ESS DC, FAIL CLOSED)
▪ L/R WING ANTI-ICE VALVES (ESS DC, FAIL CLOSED)
▪ L/R STARTER VALVES (ESS DC, FAIL CLOSED)
▪ ISOLATION VALVE (ESS DC, FAILS FROZEN)
▪ L/R PACK VALVES (ESS DC, FAIL OPEN)
▪ L/R COWL ANTI-ICE VALVES (ESS DC, FAIL OPEN)
SUBCOMPONENTS:
▪ MANIFOLD PRESSURE REGULATING VALVES
▪ HIGH STAGE BLEED VALVES
▪ FAN AIR VALVES
▪ CHECK VALVES
▪ BLEED ▪ APU AND ENG BLEED AIR – ON
CONFIGURATION ▪ L & R ENG BLEED ON AND ISOL VALVE OPEN
NOTE: IF AN ENG START IS ATTEMPTED WITH ENG BLEED SWITCHES ON,
BLEED CONFIGURATION, THE APU LOAD CONTROL VALVE WILL AUTOMATICALLY CLOSE
ONCE THE ENG REACHES 20% HP RPM (ECU PROTECTIVE FEATURE). THIS WILL REMOVE
THE AIR FROM THE SVO AND A HOT START WILL RESULT.
▪ G550, BLEEDS OFF ▪ ALL THREE BLEED AIR SWITCHLIGHTS ARE IN

TAKEOFF THE ON POSITION FOR TAKEOFF (L BLEED,
APU AIR, R BLEED ON/IN)
NOTE: THE APU BLEED ▪ APU AIR WILL BE ON TILL 1500’ AGL
AIR PUSHBUTTON ▪ AT 1500’ AGL THE APU BAV CLOSES, LIGHT
OVERRIDES AND EXTINGUISHES
DESELECTS THE
ENGINE BLEED AIR.
▪ 1.4% PERFORMANCE INCREASE / INCREASE
IN MAX TOGW.
▪ EXTERNAL AIR CART MUST BE CAPABLE OF:
NOTE: EXTERNAL AIR
▪ 48 PSI
START CHECKLIST (NG-28) ▪ 112.8 PPM
▪ 153-2020C (325-395OF)
NOTE: NEVER CONNECT EXTERNAL AIR WITHOUT ELECTRICAL POWER ON. THIS
PROTECTS THE PACK VALVES WHICH FAIL OPEN WITH POWER LOSS.
NOTE: THE MAX EXTERNAL AIR PRESSURE IS 75 PSI.


▪ EQUIPMENT ▪ FANS FOR LEER AND REER (L/R PSUs) HIGH

AIR CONDITIONING COOLING SPEED <FL350, LOW SPEED >FL350
NOTE: EACH DU HAS AN
▪ (PSU) FANS FOR TRUs; LOW SPEED <FL350,
INTEGRAL FAN. HIGH SPEED >FL350
▪ THE FANS ARE CONTROLLED BY THE ACCs
35K Altitude Trip Fail CAS ▪ EER FANS ARE MONITORED FOR FAILURE –
INDICATES A SWITCHOVER
FAILURE OF THE 35,000’
FAILURES GENERATE A CAS, EXAMPLE:
RELAY L EER Fan Fail
▪ FUNCTIONS: ▪ CABIN AIRFLOW

▪ TEMP CONTROL
▪ EQUIPMENT COOLING
▪ CABIN AIRFLOW AND ▪ MODULATED VIA AIR CONDITIONING
TEMP CONTROL CONTROLLERS (ACC) VIA PACKS VIA TRIM AIR ECS PACKS
NOTE: SELECT A COLDER
VALVES AND DELIVERED VIA 3 ZONE DELIVERY ▪ PACK VALVE CLOSES ▪ PACK SWITCH – OFF
TEMP BEFORE PRESSING DUCTS. WHEN: ▪ RAM AIR SWITCH – ON
MAN TEMP CONTROL (12 ▪ MANUAL TEMP CONTROL: 350F – 2300F “ENERGIZED CLOSED, ▪ START/CRANK MASTER – RIGHT PACK ENG
O’CLOCK = 150OF) ▪ AUTO TEMP CONTROL: 600F – 900F FAIL OPEN” START SWITCH – LEFT PACK
▪ CABIN TEMP CONTROL SYSTEM ALLOWS ±5O /
▪ RAM AIR ▪ COOLS THE PACK HEAT EXCHANGER
±10% FROM THE COCKPIT SETTING
▪ A FAN RUNS WHEN ON THE GND TO DRAW
▪ AIR CONDITIONING ▪ 2 ACCs – LOCATED IN THE AEER AIR IN
CONTROLLERS (ACC) ▪ BRAINS OF THE AIR CONDITIONING SYSTEM ▪ AIR EXHAUSTED THROUGH LOUVERS
▪ PNEUMATICALLY
▪ DATA INPUTS: ▪ COMPRESSOR INLET TEMP
DRIVEN TURBINES
▪ PACK DISCHARGE TEMP
▪ DIFFUSERS
▪ PACK OUTLET TEMP
▪ HEAT EXCHANGERS ▪ PRIMARY AND SECONDARY “RADIATORS”
▪ VALVE SELECTION STATUS
▪ MAX TEMP 4500F
▪ ENGINE LP SPEED
▪ ALTITUDE ▪ WATER EXTRACTORS ▪ AIR IS CENTRIFUGALLY SPUN FORCING
▪ SAT “NO SOCK” MOISTURE OUT
▪ MOISTURE IS ALSO VAPORIZED VIA HEAT
▪ COCKPIT INPUTS: AIR CONDITIONING CONTROL PANEL
▪ ZONE TEMPERATURE SELECTOR
▪ AUTO/MANUAL SELECTOR
▪ CONTROL OUTPUTS: ▪ PACK INLET VALVES
▪ LOW LIMIT VALVES
▪ TRIM AIR VALVES
▪ 35K RELAY
▪ DATA OUTPUTS: ▪ MAU FOR CAS MESSAGES
▪ CMC
G450 HEAT EXCHANGER EXHAUST
▪ G550, COCKPIT ▪ NORM (BLUE) – ALLOWS NORMAL (HIGH)

AIRFLOW SWITCH COCKPIT ZONE AIRFLOW
(ON TEMP CONT ▪ LOW (GREEN) – REDUCES COCKPIT ZONE ▪ MANIFOLDS ▪ COLD AIR ▪ GASPERS
PANEL) AIRFLOW, MAKING MORE AIR AVAILABLE FOR MANIFOLD ▪ THREE DUCTS
COOLING THE ELECTRONIC EQUIPMENT
▪ HOT AIR ▪ OZONE CONVERTERS
RACKS
MANIFOLD ▪ 4000F

▪ DUCTS (3) ▪ COCKPIT SUPPLY DUCT

▪ FORWARD CABIN SUPPLY DUCT (ZONE ONE)
▪ AFT CABIN SUPPLY DUCT (ZONE TWO)
▪ OZONE CONVERTERS ▪ SCRUBS THE AIR DOWN STREAM OF THE PACK
INLET VALVES AND CONVERTS OZONE INTO
OXYGEN
G450 OZONE CONVERTER “FILTER” SCRUBBER THING
AIR CONDITIONING AIR FLOW
▪ TRIM AIR VALVES ▪ MIX THE HOT AIR (4000F) WITH THE COLD AIR
(350F)
G450 TRIM AIR VALVE VENT ELBOW (LEFT MAIN WHEEL WELL)
TEMPERATURE CONTROL AND COMPONENT LOCATION
▪ COOL TURB HOT ▪ DISCHARGE AIR IS ABOVE 450OF

▪ QRH EH “SELECT WARMER TEMPERATURE”,
THIS REDUCES THE WORKLOAD ON THE
PACK(S) IN HOPES OF COOLING IT DOWN.
QRH FIRST STEP:
ASSOCIATED (L or R) PACK ...................... OFF

▪ MODES: ▪ AUTO ▪ ADS, FMS, MAU

PRESSURIZATION AUTO & SEMI HAVE DUAL
CHANNELS (R MAIN AC &
500/300 ▪ SWITCHES TO FLIGHT AT 9
FPM KTS OR PLA >15O
L ESS AC) ▪ SWITCHES TO LDG AT -1,000
▪ COMPONENTS: ▪ CABIN PRESSURE CONTROLLER (CPC) – REER
▪ CABIN PRESSURE CONTROL PANEL (CPCP) DESCENT
▪ CABIN PRESSURE ACQUISITION MODULE ▪ SEMI ▪ CREW SETS CPCP
(CPAM) ▪ CREW SELECTS FLT/LDG
▪ CABIN PRESSURE SELECTOR PANEL
▪ CABIN PRESSURE INDICATOR PANEL ▪ MANUAL ▪ MAN HOLD CONTROL KNOB
▪ THRUST RECOVERY OUTFLOW VALVE (TROV) ▪ DESCEND CLOSES THE TROV
▪ CABIN PRESSURE RELIEF VALVE ▪ CLIMB OPENS THE TROV
▪ SMOKE REMOVAL VALVE
AFTER LANDING ▪ CLIMBS THE CABIN AT 500 FPM FOR ONE

THE CPCS MINUTE, THEN
▪ CLIMBS THE CABIN AT 2000 FPM UNTIL THE
TROV IS FULLY OPEN
▪ 90 SECONDS AFTER LANDING THE CPRV OPENS
NOTE: SEMI CAN ONLY BE MANUALLY SELECTED, THE SYSTEM DOES NOT DEFAULT TO
SEMI IF AUTO FAILS – A FAULT INDICATION (DUAL CHANNEL FAILURE) WOULD PROMPT
THE CREW TO SELECT SEMI OR MANUAL.
NOTE: IN AUTO, IF THERE’S AN ENROUTE DESCENT, THE SYSTEM REVERTS BACK TO
FLIGHT MODE 3 MIN AFTER LEVELOFF (>FL250).
NOTE: THE PRESSURIZATION CHANNEL CAN BE CHANGED BY CYCLING MANUAL ON,
THEN BACK OFF.
NOTE: THE STBY INV FUNCTION CAN BE CHECKED DURING PREFLIGHT. WITH BATT PWR
ONLY AND DUs OFF CHECK THE PRESSURIZATION CONTROL PANEL – IF EITHER AUTO OR
SEMI IS ILLUMINATED THE E-INV IS WORKING. IF THE STBY INV IS FAILED “FAULT” WILL
BE ILLUMINATED.
▪ PRESSURIZATION AC MOTOR #1
MOTORS (3) ▪ CPC CHANNEL 1 (MODE: AUTO1) CONTROLLED
IN BOTH AUTO AND SEMI
NOTE: THE ACTIVE CPC ▪ ESS AC POWERED
CHANNEL AUTOMATICALLY
SWITCHES EVERY FLIGHT. AC MOTOR #2
▪ CPC CHANNEL 2 (MODE: AUTO2) CONTROLLED
NOTE: CPC CHANNELS CAN
IN BOTH AUTO AND SEMI
BE MANUALLY SWITCHED BY
CYCLING THE CPCP ▪ R MAIN AC POWERED
MANUAL PUSH-BUTTON.
DC MOTOR
▪ MANUALLY CONTROLLED, BYPASSES THE CPC
▪ L ESS DC POWERED
▪ CABIN PRESSURE ▪ POSITIVE DIFF PRESSURE RELIEF – HAS TWO

RELIEF VALVE OVERPRESSURE METERING SECTIONS (FAIL
(CPRV) SAFE) THAT OPEN TO RELIEVE AN
OVERPRESSURE CONDITION:
G450
- THE FIRST SECTION OPENS AT 9.74 PSID
CABIN DIFFERENTIAL – 9.74 CAS
- THE SECOND SECTION OPENS AT 9.94 PSID
TO 10.15 PSID
G550
- THE FIRST SECTION OPENS AT 10.28 PSID
- THE SECOND SECTION OPENS AT 10.48 PSID

▪ NEG DIFF PRESSURE RELIEF AT -0.25 PSID; WILL ▪ LIMITATIONS ▪ MAX DIFF – AIR ▪ 9.94 PSID
OPEN TO PREVENT A NEGATIVE PRESSURE ▪ 10.45 PSID
CONDITION
▪ MAX DIFF – GND ▪ 0.3 PSID
▪ DURING GND OPERATIONS THE CPRV OPENS
WHEN THE TROV IS FULLY OPEN ▪ CABIN PRESSURE ▪ 8000’ ▪ LFE <7500’
LOW TRIP POINTS ▪ 10000’ ▪ LFE 7500’-9500’
▪ 14500’ ▪ LFE 9500’-14000’
CABIN PRESSURE LOW ▪ 15500’ ▪ LFE >14000’ (ASC 068)
▪ 10000’ ▪ MANUAL MODE
▪ O2 MASK DROP ▪ 14750’ ± 250’
▪ 15750’ ± 250’ (HIGH ALT SWITCH, ASC 068)
▪ EDM ARMED: ▪ ≥FL400 &
▪ AUTOPILOT ENGAGED
▪ EDM ACTIVATED: ▪ “CABIN PRESSURE LOW”
THE AIRCRAFT ▪ A/T ENGAGE – GO TO IDLE

AUTOMATICALLY: ▪ SPEED – MAN 340 KTS
▪ HDG – 900 LEFT TURN
NOTE: THE GUIDANCE ▪ ALT – 15000’
PANEL WILL BE LOCKED ▪ FLCH
UNTIL THE EDM HAS BEEN
▪ AIRCRAFT TURNS LEFT 900, DESCENDS AT
▪ CABIN PRESSURE ▪ SELF CONTAINED UNIT (LOCATED IN THE REER) TERMINATED BY
VMO/MMO, LEVELS 15000’
ACQUISITION ▪ HAS A DEDICATED CONNECTION FOR STATIC DISCONNECTING THE
AUTOPILOT. ▪ GP SPEED – MAN 250 KTS
MODULE (CPAM) PRESSURE (BELOW THE FIRST CABIN WINDOW ON
THE RIGHT-SIDE FUSELAGE)
▪ HAS AN INDEPENDENT CABIN PRESSURE ▪ EDM NOTES: G550 AFM 04-21-30 Automatic Emergency Descent
SENSOR (BEHIND THE COPILOT SEAT) Mode (EDM) “...is armed anytime airplane altitude
▪ BACKS UP THE CABIN PRESSURE CONTROL is greater than 40,000 feet...”
SYSTEM FOR DISPLAY, ESSENTIAL WARNING, G550 OM 05-21-30 Automatic Emergency Descent
AND CAUTION MESSAGES. Mode (EDM) “...is armed anytime airplane altitude
▪ IF CPC CHANNELS DISAGREE > 310 FT, EACH is greater than 40,000 feet...”
CPC CHANNEL COMPARES ITSELF WITH THE
CPAM, THE CHANNEL THAT IS > 310 FT FROM G550 OM 2B-08-00 Emergency Descent Mode (EDM)
THE CPAM FAILS ITSELF “...the aircraft is at or above FL400,...”
CPAM G550 QRH Automatic Emergency Descent Mode

(EDM) “...is armed anytime airplane altitude
is greater than 40,000 feet...”
FSI G450/G550 PlaneView Avionics – Flight Guidance
System 3-6 “Aircraft at FL400 or higher...”
“Looks like we will need to fix our pubs. The answer
is at or above 40,000 feet. Thanks for the question”
Curt
Chief Production Test Pilot
Gulfstream Aerospace Corporation
▪ CABIN ALTITUDE
G450 ▪ A SEA LEVEL CABIN CAN BE MAINTAINED UP TO
26700’
▪ A 6000’ CABIN IS MAINTAINED AT 45000’ (9.64
PSID)
G550 ▪ A SEA LEVEL CABIN CAN BE MAINTAINED UP TO
29200’
▪ A 6000’ CABIN IS MAINTAINED AT 51000’
(10.17 PSID)
G450
ICE AND RAIN
▪ PROTECTED ▪ WING LEADING EDGES ▪ BLEED AIR HEAT

COMPONENTS ▪ (130OF)
▪ ENG COWL INLET ▪ BLEED AIR HEAT
LEADING EDGES (19±3 PSI)
▪ WINDSHIELDS ▪ ELEC HEAT (114OF)
AND BLEED AIR
▪ CABIN WINDOWS ▪ IN THE AIR ONLY
▪ ELEC HEAT
▪ WINDSHIELD BLOWER ▪ ON THE GROUND

ONLY
▪ PER ASC
▪ EVS WINDOW – ▪ ELEC HEAT
SAPPHIRE
▪ ELEV TRIM TAB ▪ ELEC HEAT (175OF)
ACTUATOR
▪ AILERON TRIM TAB ▪ ELEC HEAT (1750F)
ACTUATOR (G550)
▪ PROBE SENSORS ▪ ELEC HEAT
- AOA PROBES
- PITOT PROBES
- TAT PROBES
G550
▪ PITOT PROBES ▪ 3 / 4 TOTAL ▪ 3 ADM

G550, (2) UPPER & ▪ 1 STBY
PITOT#1
(2) LOWER
(UPPER LEFT)
PITOT PROBE HEATER POWER SOURCE
PITOT#2
▪ LEFT PITOT: ADM#1 ▪ LEFT STBY AC BUS
(UPPER RIGHT)
▪ RIGHT PITOT: ADM#2 ▪ ESS AC BUS ØA
STBY PITOT#3 ▪ STANDBY: ADM#3, ▪ ESS AC BUS ØA
(LEFT SIDE) AND SFD
▪ WINDSHIELD ▪ WINDSHIELD HEAT ▪ WHCU

HEAT CONTROL UNIT
▪ LEFT SWITCHLIGHT ▪ POWERS LF/RS
104O-114O ▪ RIGHT SWITCHLIGHT ▪ POWERS RF/LS
▪ FRONT WINDOWS ▪ 2 PHASE UP TO 208 V
▪ 4 MINUTE WARMUP
▪ SIDE WINDOWS ▪ 1 PHASE, 115 V

▪ WINDSHIELD ▪ QRH – MISC INDEX – WINDSHIELD FAILURE

CRACK ▪ IN FLIGHT, CONTINUED FLIGHT TO DESTINATION IS
PERMITTED
▪ FOR AN OUTER HEATING/PROTECTIVE PLY CRACK:
- TURN OFF WINDSHIELD HEAT
- AVOID KNOWN ICING CONDITIONS
▪ FOR A MAIN STRUCTURAL PLY CRACK
- REDUCE DIFFERENTIAL TO 7.5 PSI
- DESCEND TO ≤FL350
- EYE PROTECTION IS RECOMMENDED
▪ CHECK THE CDL, AFM APPENDIX B
▪ A FLIGHT (OR SERIES OF FLIGHTS) TO A MAINT BASE
IS PERMITTED
▪ IT IS RECOMMENDED ONLY ESSENTIAL CREW BE
CARRIED ON THESE FLIGHTS
WING ANTI-ICE:
▪ THE BLEED AIR CONTROLLER CONTROLS THE WING ANTI-ICE CONTROL
VALVES
▪ 12TH / 8TH STAGE AIR AUGMENTS 7TH / 5TH STAGE AIR TO PROVIDE 400OF
(500OF S.E.) TO THE BLEED AIR MANIFOLD
▪ THE WING ANTI-ICE CONTROL VALVES FAIL CLOSED
▪ CROSS-OVER DUCT PROVIDES REDUNDANCY
▪ WING LEADING EDGE PLENUM TARGET TEMP: 130OF
▪ OVER TEMP ALERT AT 180OF
▪ HOT AIR IS DIRECTED ONTO THE LANDING LIGHT LENS COVERS TO
PREVENT ICE FORMATION
▪ THE WARM EXHAUST AIR IS DIRECTED AFT THROUGH THE WHEEL WELL,
ACROSS THE WHEELS AND THEN VENTS OVERBOARD
COWL ANTI-ICE: NOTE: WHEEL AND BRAKE ASSEMBLIES THAT ARE SUBJECT TO ADVERSE WEATHER
▪ SAT < 100C, VISIBLE MOISTURE A/I ON FOR TAXI AND TAKEOFF CONDITIONS PRIOR TO TAKEOFF MAY BENEFIT FROM A WARM WHEEL WELL
ENVIRONMENT PRIOR TO GEAR EXTENSION.
▪ SAT < 10C, VISIBLE MOISTURE, G450 -SET 85% LP FOR 2 SEC PRIOR
GND OPS TO T/O WING ANTI-ICE DUCTING
G450 -SET 85% LP FOR 1 MIN EVERY
HR
G550 -SET 40% LP FOR 10 SEC PRIOR
TO T/O
▪ COWL ANTI-ICE VALVES FAIL OPEN (SPRING LOADED OPEN) – ELEC CONT,
PNEUMATICALLY DRIVEN
▪ 7TH / 5TH AND 12TH / 8TH STAGE BLEED AIR DOWNSTREAM OF THE ENGINE
BLEED PRESSURE REGULATING SHUTOFF VALVE – NO PRECOOLER
▪ THE ENG BLEED SWITCH HAS TO BE ON TO GET ENG ANTI-ICE*
*NOTE: LATER SN G450s (SN 4293 AND SUB) HAVE THE REVERSE FLOW CHECK VALVE
REMOVED THAT PREVENTS BLEED AIR FROM COMING FROM OUTSIDE THE ENGINE TO
REACH THE COWL ANTI-ICE.
G450
WING ANTI-ICE TEMPERATURE SENSOR AND SWITCH COMMUNICATION

G550
▪ G550, FLAPS IN ICING ▪ HOLDING IN ICING CONDITIONS IS LIMITED TO

CONDITIONS ZERO FLAPS ONLY
▪ USE OF FLAPS IN ICING CONDITIONS IS
RESTRICTED TO TAKEOFF, APPROACH AND
LANDING ONLY
▪ POTENTIALLY WING HEAT ................................ ON / WAIT / OFF
FROZEN BRAKES GEAR .......................................................... DOWN
ANTI-SKID ........................................................ OFF
PEDAL BRAKES.........................3000 PSI / RELEASE
ANTI-SKID ......................................................... ON
▪ COLD WEATHER ▪ REFERENCE AOM CH 7 – ALL WEATHER
G450 WING ANTI-ICE EXHAUST VENTS OPERATIONS OPERATIONS AND PROCEDURES
▪ REFERENCE COLD WEATHER OPERATIONS
NOTE: DURING VERY COLD MANUAL (CWOM)
TEMPERATURES ▪ ≤ 0 OC CONSULT CWOM – WATER DRAINING
BAROMETRIC ALTIMETERS ▪ ALTIMETRY: QRH-NG ALTERNATE NORMALS
READ ERRONEOUSLY HIGH,
THUS CAUSING THE ACTUAL ENG START:
AIRCRAFT ALTITUDE TO BE ▪ QRH-NG, ALTERNATE NORMALS “COLD
SIGNIFICANTLY LOWER WEATHER START AND OPERATIONS”
THAN INDICATED ALTITUDE.
G450 AIRCRAFT WITH ASC
▪ -40OC: MINIMUM OIL TEMP FOR START
059B HAVE TEMP ▪ ≤ -10 OC OIL TEMP – PERFORM CRANK CYCLE
▪ ICE DETECTORS (2) ▪ VIBRATING SENSOR ▪ 40,000 HZ COMPENSATION (QRH-NG). TURN GEN SWITCHES OFF FOR
CAPABILITY THROUGH START.
G450 LANDING INIT IF SELECTED ▪ ALLOW MAX LP AND HP RPM FOR 45 SEC
ON FLIGHT CONFIG PAGE 2. PRIOR TO SELECTING FUEL CONT ON
COWL ANTI-ICE (GND AND FLT):
NOTE: SEE PLANEVIEW ▪ SELECT ON IF SAT ≤+10OC (50OF) WITH VISIBLE
AVIONICS MOISTURE / CONTAMINATED SURFACE
“COLD WEATHER” CONDITIONS
FOR MORE INFORMATION.
ENG ICING NOTES
▪ CAN OCCUR BELOW 8OC
▪ AS AIR IS DRAWN INTO THE ENGINE THE
TEMPERATURE DROPS AND THE MOISTURE
CONDENSES INTO DROPLETS. THESE
DROPLETS CAN STRIKE METAL PARTS AND
FREEZE
▪ AUTO MODE: ON ▪ CLIMB ▪ 1500’ AGL TO ▪ ICE SHEDDING PROCEDURE: REDUCE POWER
FL350 LEVER (ONE AT A TIME) TO IDLE FOR 5 SEC,
ADVANCE TO 85% LP FOR 2 SEC, THEN
▪ DESCENT ▪ FL350 TIL WOW RETURN TO NORMAL SETTING
▪ AUTO MODE: OFF ▪ TIME DELAY ▪ ICE DETECT TAXI:
CLEARS AFTER 1 ▪ -30OC: MINIMUM OIL TEMP FOR TAXI
MIN ▪ TAXI WITH FLAPS UP
▪ COWL A/I TURNS ▪ HEAT BRAKES TO 100OC. THIS DISSIPATES
OFF AFTER 3 MIN MOISTURE FROM THE BRAKES; PREVENTS
▪ WING A/I TURNS FROZEN BRAKES ON LANDING
OFF AFTER 5 MIN ▪ WHILE STOPPED EXERCISE BRAKES TO 3000
PSI – DON’T SET PARKING BRAKE FOR
EXTENDED PERIODS
▪ AVOID USING REV THRUST IF POSSIBLE

▪ MIN OIL TEMP FOR TAKEOFF IS +20OC

▪ PERFORM CONTAMINATION CHECK
IF OAT <1OC PERFORM ENG RUN UP (<60 MIN
INTERVALS):
▪ LP RPM .... 85%, PAUSE 1 MIN, RETURN TO IDLE
TAKEOFF PLANNING:
▪ DO NOT USE REDUCED (FLEX) THRUST
▪ CONSIDER USING MIN V1
PRIOR TO TAKEOFF PERFORM ENG ICE CLEARING
PROCEDURE:
▪ LP RPM ................................. 85%, PAUSE 2 SEC
▪ ENG OPERATION ..................... CHECK NORMAL
▪ TAKEOFF POWER ......................................... SET
AFTER TAKEOFF:
▪ DELAY GEAR RETRACTION, IF PRACTICAL
▪ CONSIDER CYCLING THE GEAR
▪ WARM WHEEL WELLS USING WING ANTI-ICE
NOTE: PERIODICALLY DISENGAGE AUTOPILOT TO CHECK
TRIM AND HANDLING
MINIMUM MANEUVERING SPEEDS:

▪ FLAPS 0O: 200 KCAS
▪ FLAPS 39O: VREF + 5 KTS
PITOT SYSTEM ICING:
▪ CRUISE AOA: 0.2-0.3 (3-5O PITCH)
▪ APPROACH AOA: 0.4 (3-5O PITCH)
▪ VREF AOA: 0.5 (3-5O PITCH)
PITOT SYSTEM AND AOA VANE ICING:
▪ USE GPS GROUND SPEED
BEFORE LANDING:
▪ EXTEND LANDING GEAR EARLIER THAN
NORMAL
▪ SELECT ANTI-SKID OFF, PERFORM SEVERAL
BRAKE APPLICATIONS TO 3000 PSI, THEN
SELECT ANTI-SKID ON
LANDING:
▪ PERFORM FIRM TOUCHDOWN
▪ CONSIDER PULLING SPEED BRAKE HANDLE AS
A BACKUP TO THE AUTO GND SPLR SYSTEM
▪ LOWER NOSE IMMEDIATELY
▪ APPLY MODERATE-TO-FIRM BRAKE PRESSURE
SMOOTHLY AND SYMMETRICALLY
▪ MAINTAIN CONSTANT BRAKE PRESSURE
ALLOWING THE ANTI-SKID TO WORK
▪ BE PREPARED FOR DOWNWIND DRIFT
▪ NO TURNS UNTIL VERY SLOW TAXI SPEED IS
ATTAINED
▪ CONTAMINATED ▪ G450-OIS-02
RUNWAY/ RCAM DATA ▪ G550-0IS-03

DEICE SPRAY

PROTECTIVE COVERS

OXYGEN NOTE: FOR PAX O2 TO CONTINUE TO FLOW BELOW 13750’ ± 250’ ROTATE PASSENGER
OXYGEN CONTROL TO MANUAL.
▪ OXYGEN BOTTLES (2)

▪ 1800 PSI NORMAL, 1500 PSI MINIMUM
▪ THE MOPP/OXYGEN HAS A HELPFUL DURATION TABLE
▪ 230 CUBIC FEET TOTAL (6513 LITERS)
NOTE: FT3 TO LITERS FORMULA: L = FT3/0.035315
▪ LOCATED BENEATH THE FLOORBOARDS
▪ PRESSURE REGULATORS REDUCE PRESSURE TO 55-60 PSI
▪ QUICK-DONNING ▪ N (NORM) = DILUTED MODE

EROS O2 MASKS - 2.23 LPM FLOW RATE WITH N (DILUTED)
MODE AT 6000’ CABIN ALTITUDE
- AUTO: PROVIDES UNDILUTED-DEMAND
OXYGEN AT 27500’ CABIN ALTITUDE
- AUTO: PROVIDES UNDILUTED-PRESSURE-
DEMAND OXYGEN AT 35000’ CABIN
ALTITUDE
▪ 100% MODE
▪ EMERGENCY OXYGEN ROTARY KNOB –
POSITIVE PRESSURE FLOW
▪ CERTIFIED TO FL400.
▪ DURING USE DO NOT CLOSE THE LEFT DOOR
OF THE MASK HOLDER – IF THE DOOR IS
CLOSED AND THE PRESS TO TEST IS PUSHED
O2 IS SHUTOFF TO THE MASK
▪ OVERBOARD ▪ BOTTLE REGULATOR (90 PSI)

DISCHARGE LINE ▪ OVERPRESSURE (2600 PSI)
(GREEN DISK) ▪ OVERTEMPERATURE (225O)
▪ CREW/PAX O2 VALVE LEVER – ON/OFF POSITIONS

▪ PAX O2 SYSTEM CONTROL KNOB – AUTO/OFF/MAN POSITIONS
- AUTO: ALLOWS THE ANEROID SWITCH TO DEPLOY THE CABIN OXYGEN
MASKS
- AUTO: ILLUMINATES NO SMOKING SIGNS
▪ THE MASKS DEPLOY AT: 13,000’ ± 500’ (G550 WITHOUT ASC 040)
14750’ ± 250’ (G450 WITHOUT ASC 068 AND G550 WITH ASC 040),
15750’ ± 250’ (G450 WITH ASC 068 AND G550 S/N 5323 AND SUB)
AND FLOWS UNTIL THE CABIN REACHES 13750’ ± 250’.
▪ PAX MASKS WILL NOT PROVIDE SUFFICIENT O2 FOR PROLONGED
OPERATION ABOVE 34000’ CABIN ALTITUDE. PROLONGED OPERATION
ABOVE 25000’ CABIN ALTITUDE WITH PAX ABOARD IS NOT
RECOMMENDED.

▪ THERAPEUTIC ▪ 6.0 TO 7.5 LPM FLOW RATE

OXYGEN ▪ SUPPLIED ONLY FROM THE PASSENGER
OXYGEN BOTTLE
▪ THE MASK CAN BE USED WITH OR WITHOUT
THE BUBBLE HUMIDIFIER (NEBULIZER)
▪ THE NEBULIZER HAS AN ADJUSTABLE FLOW
REGULATOR; USE 7.5 LPM FOR MEDICAL
PURPOSES, USE 2 LPM FOR HEADACHE OR
NAUSEA
▪ INADVERTENT ▪ PASSENGER OXYGEN ON

PASSENGER OXYGEN ▪ FOLLOW QRH PROCEDURE, EH-14; WARN LTS
MASK ACTIVATION PWR #5 CB
▪ FOLLOW QRH PROCEDURE, EH-14; WARN LTS
PWR #5 CB (SN 5323 AND SUB)
▪ CREW OXYGEN OFF ▪ OXYGEN SHUTOFF VALVE (AT BOTTLE)
OR IS OFF, OR
▪ PASS OXYGEN OFF ▪ OXYGEN IS DEPLETED
▪ PORTABLE OXYGEN ▪ HAS THREE OUTLETS
BOTTLE - THE ALUMINUM OUTLET IS FOR THE
PORTABLE O2 MASK (IN THE SMALL
YELLOW BAG)
- THE BRASS OUTLET IS FOR THE
THERAPEUTIC MASK (IN THE SMALL GREEN
BAG) OR THE SCOTT EROS CREW MASK
- THE THIRD IS FOR THE FULL-FACE MASK (IN
THE LARGE GREEN BAG)

FLOWS SYSTEM TESTS
AFTER APU START BEFORE STARTING ENGINES
▪ FIRE ▪ TEST LEGEND IN THE FAULT TEST SWITCH (1)

DETECTION ▪ FAULT LEGENDS IN THE LEFT/RIGHT LOOP A/B
FAULT TEST SWITCHES (4)
“8 LIGHTS” ▪ MASTER CAUTION (2)
▪ TWO-CHIME AURAL CAUTION TONE
AFTER ENGINE START AFTER LANDING
▪ FIRE DETECTION LOOP FAULT CAS (1)
▪ L/R ENGINE 6 LIGHTS, 2 CAS MSGs:
FIRE TEST ▪ LOOP A
LIGHTS (2)
LOOP B
“8 LIGHTS” ▪ MASTER WARN LIGHTS (2)
▪ L/R FUEL CONTROL SWITCH LIGHTS (1)
▪ THREE-CHIME AURAL WARNING TONE
▪ EQPT OVHT ▪ TEST SWITCH LEGEND ILLUMINATES
▪ AFT EQUIPMENT HOT CAS MESSAGE
▪ L-C-R AFT FLOOR HOT CAS MESSAGE
▪ L-R PYLON HOT CAS MESSAGE
▪ ENG VIB MON ▪ EVM INDICATION OF 1.8 – 2.2
▪ ENGINE EXCEEDANCE L-R CAS MESSAGE
WHILE HOLDING TEST SWITCH IN, SELECT SEC FOR
SAME INDICATIONS
“SET UP THE MISSED APPROACH” (NON-ENHANCED NAV) ▪ PASS OXYGEN ▪ PRESS AND HOLD
▪ NO SMOKING SIGNS ILLUMINATE
▪ PASS OXYGEN ON LIGHT ILLUMINATES ON COPILOTS
SIDE CONSOLE
▪ CVR ▪ HOLD THE CVR BUTTON ON THE ACP FOR 5-10 SEC,
UNTIL THE GREEN LIGHT IS ILLUMINATED
▪ PRESS AND RELEASE THE CVR BUTTON ON THE
NOTES
SYSTEM TEST PANEL OVERHEAD
▪ A SUCCESSFUL TEST IS INDICATED BY A SINGLE 2 SEC
TONE (800 HZ) HEARD IN HEADSET
▪ PRESS THE CVR BUTTON ON THE ACP TO RETURN
BACK TO NORMAL FUNCTION
▪ ANN LIGHTS ▪ TESTS ALL BULBS EXCEPT 5:
- FIRE HANDLES (2)
- FUEL CONTROL SWITCHES (2)
- PAX OXYGEN
▪ CABIN RATE OF CHANGE – FULL DESCENT
NOTE: GUIDANCE PANEL ANNUNCIATOR LIGHTS WILL NOT TEST
IN FLIGHT.

▪ ICE DET ▪ L/R COWL AND WING ANTI ICE SWITCHES – OFF
▪ ICE DET SWITCH – PRESS FOR DESIRED TEST SYSTEM CHECKS
▪ “SHORT” TEST:
▪ ICE DETECT FAIL, L-R CAS MESSAGE PRESSURIZATION 1. CABIN PRESSURE CONTROL PANEL AUTO/SEMI –
▪ ICE DETECTED, L-R CAS MESSAGE SYSTEM SEMI
CONFIRM THAT DATA CAN BE MANUALLY INPUT
NOTE: THE ICE DETECTION SYSTEM CAN BE TESTED EITHER WITH A “SHORT” TEST OR A
“LONG” TEST. WHEN PERFORMING A “SHORT” TEST, THE ICE DET SWITCH IS INTO THE CABIN PRESSURE SELECTOR. SET THE
MOMENTARILY PRESSED. WHEN PERFORMING “LONG” TEST, THE ICE DET SWITCH IS BAROMETRIC PRESSURE ON THE CABIN PRESSURE
PRESSED AND HELD. SELECTOR TO A DIFFERENT SETTING FROM THE
NOTE: ENSURE THE WING ANTI ICE (2) AND COWL ANTI ICE (2) SWITCHES ARE SELECTED PLANE’S ALTIMETERS.
OFF PRIOR TO TESTING THE ICE DETECTION SYSTEM. FAILURE TO DO SO MAY CAUSE 2. AUTO/SEMI – AUTO
THE APU GENERATOR TO DROP OFF LINE DUE TO THE ADDITIONAL ELECTRICAL LOAD
OBSERVE THAT THE BAROMETRIC PRESSURE
CREATED FROM THE RAPID CLOSING OF THE APU LOAD CONTROL VALVE.
CHANGES BACK TO PILOT’S PFD ALTIMETER
▪ SMOKE DET▪ AFT BAGGAGE SMOKE CAS MESSAGE SETTING.
▪ FUEL ▪ FUEL QTY………………..7000 L / 7000 R / 14000 TOTAL 3. FAULT/MANUAL – MANUAL
▪ FUEL LEVEL LOW, L-R CAS MESSAGE NOTE: DO NOT CLOSE TROV WITH AIR ON AND DOOR
CLOSED.
NOTES
4. TROV INDICATION / MAN HOLD KNOB – CHECK /
CLOSE
ROTATE THE MAN HOLD KNOB TO DESCEND
(TROV VALVE OPEN), CHECKING MOVEMENT OF
THE TROV VALVE ON THE POSITION INDICATOR.
VERIFY THE AMBER MOTOR POWER INDICATOR
ABOVE THE POSITION INDICATOR ILLUMINATES AS
THE VALVE CLOSES AND OPENS.
5. FAULT/MANUAL – OFF (LIGHTS OUT)
6. FLIGHT / LANDING – LANDING
ON THE TROV POSITION INDICATOR, VERIFY THE
TROV MOVES TO THE OPEN POSITION.
FUEL SYSTEM 1. L/R REMOTE FUELING SHUTOFF...... CLSD/CHECK/OPEN
2. X FLOW & INTERTANK .......................................... OPEN
3. L MAIN BOOST PUMP .................................. OFF/CHECK
4. L ALT BOOST PUMP .................. ON/CHECK/OFF/CHECK
5. R MAIN BOOST PUMP .............. ON/CHECK/OFF/CHECK
6. R ALT BOOST PUMP...................................... ON/CHECK
7. X FLOW & INTERTANK ........................... CLOSED/CHECK
8. L MAIN BOOST PUMP ................................... ON/CHECK
9. R ALT BOOST PUMP..................................... OFF/CHECK
NOTES

PLANEVIEW AVIONICS
▪ HONEYWELL ▪ DUs – 14 IN LCDs (4) ▪ (EDS) ELECTRONIC

PRIMUS EPIC (HONEYWELL DU-1310) DISPLAY SYSTEM
PLANEVIEW
▪ SFD ▪ INTERNAL IRU
AVIONICS (L3 GH-3100) ▪ MAGNETOMETER
▪ MAU MODULES ▪ AIRCRAFT
▪ EBDI ▪ IRS 1/2/SFD PERSONALITY
(L3 EBDI-4000) MAU, MODULAR
AVIONICS UNIT ▪ CONTROL MODULES ▪ GP
▪ DCs (2) ▪ WEATHER
(HONEYWELL DC-884) CONTROLLER
▪ CCDs (2) ▪ TCAS
(MASON) ▪ MCDU
▪ TONE, MWS
NOTE: FOR ATT AND HDG MISCOMPARES REFERENCE THE SFD, NOT THE EBDI. THE
EBDI USES THE SAME SOURCE AS #1 PFD - IRS #1. ▪ ACTUATOR MODULES ▪ AP/FD, YD, AT
▪ MAUs (3) ▪ “MODULAR AVIONICS UNIT” (HONEYWELL MAU-913) ▪ TRIM
▪ COMPUTERS (PITCH,AUTO,MACH)
NOTE: THE MMEL ▪ STALL PROTECTION
PERMITS DISPATCH ▪ RECEIVE AND TRANSMIT DATA VIA ASCBs
WITH AN INOP MAU ▪ MAU 1 & 3 – LEER ▪ AGM MODULES
▪ MAU 2 – REER ▪ PFD
CHANNEL PROVIDED
IT’S NOT MAU 1A OR ▪ PLUG IN CARDS (16 IN EACH MAU) – LINE ▪ ND
AGM, ADVANCED ▪ CAS
MAU 2B. MAU 1A REPLACEABLE UNITS/MODULES GRAPHICS MODULE
AND MAU 2B ARE
▪ EACH MAU HAS DUAL PWR SUPPLIES (A&B) ▪ SYSTEMS
PARTICULARLY
▪ EACH MAU HAS THREE COOLING FANS ▪ WEATHER
CRITICAL.
- MAU 1-2-3 Fan Fail CAS INDICATES ONE OF THE ▪ CAMERA
SEE GAC-OIS-09 FOR FANS IN THE INDICATED MAU HAS FAILED ▪ ANNUNCIATION
FURTHER GUIDANCE. - MAU 1-2-3 Fan Fail CAS INDICATES TWO OF THE ▪ GPS MODULES (2)
QRH EF-10, EF-21

FANS IN THE INDICATED MAU HAS FAILED ▪ CMC MODULES ▪ 1 IN MAU 2 AND 3
MODULAR AVIONICS - MAU 1A: L ESS DC & R MAIN DC ▪ NAV (IN EACH AGM)
▪ DATABASE MODULES
UNIT (MAU) FAILURE - MAU 1B: R ESS DC & L MAIN DC ▪ TERRAIN
- MAU 2A: R MAIN DC & L MAIN DC ▪ CHARTS
- MAU 2B: R ESS DC & L MAIN DC
▪ NIC/PROCs ▪ WITHIN EACH MAU - A MODULE
- MAU 3A: L MAIN DC & R MAIN DC ▪ THE NIC FUNCTIONS AS THE INTERFACE BETWEEN
- MAU 3B: L ESS DC & R MAIN DC “NETWORK INTERFACE THE MAU AND THE ASCB-D BUS
CONTROLLER ▪ THE PROC RUNS THE APPLICATION TASKS SUCH AS
PROCESSOR” FMS AND AFCS
▪ NIMs ▪ THE BUSES THAT CARRY COMMUNICATION

“NETWORK INTERFACE
MESSAGES ARE OPERATED DIGITALLY; THE
MODULE” ANALOG/DIGITAL CONVERSIONS TAKE PLACE IN
THE NIMs
▪ LOCATED IN THE L AND R MODULAR RADIO
COMPARTMENTS

▪ MANUALLY DIM DOWN A DISTRACTING/FLASHING DU.
INFLIGHT DU 1 DU 2 DU 3 DU 4
INAV / INAV /
ALL AGMs OPERABLE PFD
ENG CAS
PFD
PFD / INAV /
AGM 1 FAILED X ENG CAS
PFD
INAV/
AGM 2 FAILED PFD X ENG/CAS
PFD
INAV/
AGM 3 FAILED PFD
ENG/CAS
X PFD
INAV / PFD /
AGM 4 FAILED PFD
ENG CAS
X
ON THE GROUND
▪ IF AN AGM FAILS ON THE GROUND, THE DISPLAY SYSTEM CONTROL PANEL
CAN BE USED TO CONFIGURE THE DUs FOR DISPATCH, PER THE MEL.
▪ ONLY MANUAL AGM REVERSION IS AVAILABLE WHEN THE AIRPLANE IS ON
THE GROUND. AUTOMATIC SENSOR REVERSION IS INHIBITED BELOW 60
KNOTS ON THE GROUND, THEREFORE, GROUND AND AIRBORNE FAILURES
PRODUCE DIFFERENT RESULTS.
ON THE GROUND DU 1 DU 2 DU 3 DU 4
ALL AGMs OPERABLE / NORM AGM 1 AGM 2 AGM 3 AGM 4
AGM 1 FAILED / DU 1 ALT AGM 2 AGM 4 X AGM 3
▪ AGMs (4) ▪ CREATE AND DISPLAY GRAPHICS ON DUs

(AGM-200) ▪ AGMs ARE IN EACH MAU
- MAUs 1 & 2 HAVE 1 AGM EACH
A DU WITH X - MAU 3 HAS 2 AGMs
INDICATES A LOSS OF ▪ CONTROLLED BY “DISPLAY SYSTEM CONTROL”
POWER TO THE AGM SWITCHES (4) (OPERATE ON THE GND ONLY)
OR AGM FAILURE. ▪ OPERATES AUTOMATICALLY WHEN AIRBORNE ▪ DU POWER SOURCES ▪ DU 1 ▪ L ESS DC
▪ SYS LOGIC BORROWS FROM DU#3/AGM#3 WHEN ▪ DU 2 ▪ L MAIN DC / L ESS DC
FAILURES OCCUR ▪ DU 3 ▪ R MAIN DC / R ESS DC
▪ DU 4 ▪ R ESS DC
DU BLANKING / INTERMITTENT CAUSES:
▪ FAULTY NIC, INDICATED BY MAU Fail
▪ FAULTY AGM, INDICATED BY AGM Fail
INFLIGHT
▪ AGM REVERSION IS NOT AVAILABLE INFLIGHT, AND THE DISPLAY SYSTEM
CONTROL PANEL SWITCHES (4) ARE INOPERATIVE.
▪ IF AN AGM FAILS INFLIGHT, THE ASSOCIATED DU WILL BE INOPERATIVE
FOR THE REMAINDER OF THE FLIGHT.
▪ IN THE EVENT OF AN INFLIGHT DU, AGM, OR MAU CHANNEL FAILURE, A
DU FORMAT CONVERSION OCCURS (AND LATCHES); TO UNLATCH HOLD
2/3 BUTTON FOR 3 SECONDS.
▪ PLANEVIEW COMPRISED OF:

AVIONICS ▪ 3 FLIGHT MANAGEMENT SYSTEMS (FMS)
NAVIGATION (HONEYWELL NZ-2000)
SYSTEM
▪ 3 INERTIAL REFERENCE UNITS (IRU) THAT
TOGETHER ARE THE INERTIAL REFERENCE
SYSTEM (IRS)
(HONEYWELL IR-600 LASERREF VI MICRO IRU)
▪ 2 GLOBAL POSITIONING SYSTEMS (GPS) IRS ALIGNMENT TIME
(HONEYWELL CMA-4024 w/ 24 CHANNELS)
▪ 2 VHF NAVIGATION RECEIVERS

(HONEYWELL NV-875A)
▪ 2 ADF RECEIVERS
(HONEYWELL DF-855)
▪ 2 ATC TRANSPONDERS
(HONEYWELL XS-857A)
▪ 1 WEATHER RADAR UNIT
(HONEYWELL WU-880)
▪ 2 ENHANCED GROUND PROXIMITY WARNING

SYSTEMS (EGPWS)
IRS OUTPUTS ▪ PRIMARY ATTITUDE
▪ 1 TRAFFIC/ALERT COLLISION AVOIDANCE ▪ MAGNETIC HEADING
SYSTEM (TCAS) ▪ AIRCRAFT LINEAR ACCELERATIONS
(L3 RT-951 TCAS 2000) ▪ AIRCRAFT ANGULAR RATES
▪ MRC (2) ▪ LEER AND REER ▪ AIRCRAFT LAT/LONG BASED ON POS INIT
MODULAR RADIO ▪ EACH MRC HOLDS LINE REPLACEABLE
CABINET MODULES (LRM) THAT SUPPLY AIRCRAFT RADIO IRU OPERATIONAL ▪ POWER-UP
FUNCTIONS. MODES ▪ ALIGNMENT
▪ EACH MRC CONTAINS FIVE RADIO MODULES: - STATIONARY ALIGNMENT
ADF, DME, MODE S TRANSPONDER (XPDR), VHF - ALIGN IN MOTION (AIM)
NOTE: END OF FLIGHT - AUTO REALIGN
DATA RADIO (VDR), AND VOR / ILS / VDL (VIDL). MODE STORES NAV ▪ NAVIGATION
PERF RECORDS AND
AUTOCALIBRATION
- ATTITUDE
DATA IN NON- - REVERSIONARY
VOLATILE MEMORY. - AIM
- END OF FLIGHT (MOTIONLESS FOR 5 SEC)
IRS STATUS PAGE ▪ IRS POSITION
▪ IRS GROUNDSPEED
▪ WIND (TRUE)
▪ DRIFT RATE
▪ MILES FROM FMS POSITION
▪ IRU (3) ▪ ATTITUDE INFO FROM GRAVITY

LASER RING GYROS ▪ TRUE NORTH FROM EARTH’S TRUE EAST
ROTATION
NOTE: FOR FLIGHT ▪ UPDATED BY GPS (2)
PLANNING, MAX IRS NAV ▪ PRIMARY PWR IF INPUT >18 V DC < 36 V DC
WITHOUT SENSOR ▪ SECONDARY PWR (E-BATTS) IF PRIMARY PWR <
UPDATES IS 5.0 HRS.
18 V DC
▪ STATIONARY ALIGNMENT (5-17 MIN)
▪ ALIGN IN MOTION – G450 QRH EF-24, (15-30
MIN) – REQUIRES GPS INPUT; TURNS /
ACCELERATING / DECELERATING HELPS
▪ AUTO REALIGN – UPDATES WHEN NOT IN
MOTION (OCCURS BETWEEN 7.5 – 15 MINUTES
AFT STOPPING)

▪ HYBRID IRS ▪ UTILIZES GPS PSEUDO-RANGES TO ▪ MAXIMUM OPERATING SPEED

INDEPENDENTLY CALCULATE POSITION DATA ▪ MAXIMUM OPERATING MACH
▪ PRODUCES A TIGHTLY INTEGRATED GPS/IRS
THE ADS SENDS DATA TO:
POSITION
▪ AUTOMATIC FLIGHT CONTROL SYSTEM
NOTE: AT TIMES HYBRID IRS MAY HAVE A BETTER EPU THAN GPS. ▪ CABIN PRESSURIZATION SYSTEM
▪ MONITOR WARNING SYSTEM
▪ NAV SENSORS THE FMS WILL SELECT THE “BEST” SOURCE BASED
▪ INERTIAL REFERENCE SYSTEM
ON EPU OF EACH SENSOR
▪ FMS
PROG PAGE 1 1. GPS-D (GPS + SBAS)
▪ TRANSPONDER
2. GPS
▪ RADAR
3. HYBRID
NOTE: HONEYWELL ▪ FLIGHT DATA RECORDER
4. D-D (DME/DME)
DM-855 DME ▪ TCAS
5. V-D (VOR/DME)
▪ EGPWS
6. IRS
7. DEGRADE ADS FAILURE
8. DR
NOTE: WHEN RECEIVING SBAS (GPS-D) A RAIM CHECK IS NOT REQUIRED.
NOTE: THE FMS CHOOSES THE BEST AVAILABLE SENSOR BASED ON THE LOWEST EPU.
FOR THE FMS TO USE ANOTHER SENSOR THE NEW SENSOR HAS TO BE PERFORMING AT
LEAST 5% BETTER THAN THE SENSOR CURRENTLY IN USE. THE EXCEPTION IS WHEN
DME/DME OR VOR/DME IS BEING CONSIDERED. IN THIS CASE, A RADIO SOURCE MUST
HAVE AN EPU AT LEAST 40% BETTER THAN A GPS OR IRS EPU TO BE CONSIDERED FOR
NAVIGATION.
▪ SBAS ▪ PROVIDES AUGMENTATION INFORMATION TO

GPS/WAAS RECEIVERS TO ENHANCE ACCURACY
SATELLITE-BASED AND RELIABILITY OF POSITION ESTIMATES
AUGMENTATION ▪ AUGMENTATION MESSAGES ALLOW GPS/WAAS
SYSTEM RECEIVERS TO REMOVE ERRORS IN THE GPS
SIGNAL
▪ MAKES LPV APPROACH ACCURACY POSSIBLE
▪ SBAS SYSTEMS:
- WAAS – UNITED STATES AND CANADA
- EGNOS – EUROPE
- GLONASS – RUSSIA
- MSAS – JAPAN
- GAGAN – INDIA
- GRAS – AUSTRALIA
- CSTB – SOUTH AMERICA
NOTE: AN LP APPROACH IN NOT THE SAME AN LPV APPROACH. THE FMS HAS NOT YET
BEEN APPROVED FOR LP APPROACHES. LP APPROACHES ARE NOT AUTHORIZED (SEE
G450-MOL-11-0023, DATED AUG 30, 2011). LP APPROACH APPROVAL WILL BE
AVAILABLE WITH ASC 913 IN 2020.
▪ NON WGS-84 ▪ THE FMS WITH GPS POSITION UPDATING MAY

AIRSPACE BE USED FOR SIDS, STARS, AND ENROUTE
NAVIGATION
▪ RAW DATA MUST BE USED FOR ILS, VOR, AND
ADF APPROACHES THROUGHOUT THE
APPROACH AND MISSED APPROACH
▪ PARTIALLY ▪ RNAV (GNSS) APPROACHES MAY BE FLOWN
COMPLIANT WGS- USING FMS WITH GPS UPDATING IF THE
84 AIRSPACE APPROACH CHART IS ANNOTATED “PANS-OPS”
▪ AIR DATA SYSTEM ▪ 3 AIR DATA MODULES (ADMs)
(ADS) (HONEYWELL AZ-200)
▪ SOURCES: PITOT/STATIC AND TAT
▪ DIGITAL DATA TRANSMITTED TO THE EDS, SFD,
EBDI, FMSs, FADECs, & CPAM
▪ THERE IS NO “AUTO TRANSFER” FOR
AADS FAILL OR AADS MISCOMPAREE
COMPUTES AND DISPLAYS
▪ TOTAL AIR TEMPERATURE
▪ BARO CORRECTED ALTITUDE
▪ AIRSPEED
▪ TRUE AIRSPEED
▪ OVERSPEED WARNING
▪ PRESSURE ALTITUDE
▪ ALTITUDE RATE
▪ MACH
▪ AUTOMATIC SENSOR ALL SYSTEMS ON THE DC SENSOR

REVERSION PAGE WILL AUTO CHANGE FROM A
FAILED SENSOR TO THE NEXT
IN FLIGHT ONLY (>60 KTS),
AVAILABLE SENSOR > 60 KTS
INHIBITED BELOW 60 KTS.
NOTE: THE FGC AND A/T SENSORS
ONLY THE FWC WILL AUTO CHANGE <
ALTERNATE EVERY FLIGHT. 60 KTS
G550 QRH NG-10 IRS: 1 2 3 FWC: 1 2

ADS: 1 2 3 FGC: 1 2
RAD ALT: 1 2 AT: 1 2
▪ MONITOR AND ▪ FWCs (2) WITHIN ▪ WARNINGS (RED,

WARNING SYSTEM 2 MAUs TRIPLE CHIME)
(MWS) ▪ CAUTION (AMBER,
DOUBLE CHIME)
▪ ADVISORY (BLUE,
SINGLE CHIME)
▪ AUDIO TONE CONDITION
▪ LO/HI ▪ GEAR
▪ CLACKER ▪ OVERSPEED
▪ “C” CHORD ▪ ALTITUDE
▪ FIRE BELL ▪ APU FIRE
▪ LO/HI/LO SINGLE ▪ AP DISCONNECT
▪ LO/LO/LO SINGLE ▪ AT DISCONNECT
▪ TRIPLE CHIME ▪ MASTER WARNING
▪ DOUBLE CHIME ▪ MASTER CAUTION
▪ URGENT ATC MSG
▪ SINGLE CHIME ▪ ADVISORY
▪ STANDARD ATC MSG
▪ WARNING ▪ METHODS, PROCEDURES OR LIMITATIONS,
WHICH IF NOT FOLLOWED, MAY RESULT IN
PERSONAL INJURY OR DEATH.
▪ CAUTION ▪ METHODS OR PROCEDURES WHICH, IF NOT

FOLLOWED, MAY RESULT IN DAMAGE TO
EQUIPMENT OR COMPONENTS
▪ ADVISORY ▪ FURTHER CLASSIFIED INTO STATUS,

INFORMATION, AND MAINTENANCE MSGs
▪ AIRCRAFT CONFIG ONE OF THE FOLLOWING (7) IS NOT CORRECT

WARNING ▪ FLAPS - NOT 10O OR 20O
▪ ELEVATOR TRIM
▪ SPEEDBRAKES HANDLE
▪ PARKING BRAKE
▪ THRUST REVERSER
▪ GEAR HANDLE
▪ GPWS / GND SPLR FLAP ORIDE SWITCH
NOTE: WHEN SETTING ELEVATOR TRIM AT THE GREEN BAND LIMIT IT IS POSSIBLE TO
GET AN Aircraft Configuration CAS MESSAGE CAUSED BY VIBRATION DURING THE
TAKEOFF ROLL.
▪ PFDs ▪ PLI ▪ VISIBLE AT 0.70 AOA

▪ THRUST DIRECTOR ▪ WHEN ATs OFF
▪ AIRSPEED TREND ▪ AIRSPEED IN 6 SEC
VECTOR
▪ ALTITUDE TREND ▪ ALTITUDE IN 6 SEC
VECTOR
▪ COMPARISON ▪ IPITI – PITCH ▪ ≥ 5O

MONITOR SYSTEM ▪ IROLI – ROLL ▪ ≥ 6O
▪ IHDGI – HEADING ▪ ≥ 10O
▪ IALTI – ALTITUDE ▪ ≥ 200’
▪ IIASI – AIRSPEED ▪ ≥ 20 KTS
▪ IATTI - ATTITUDE ▪ BOTH IPITI AND IROLLI
TRIPPED
▪ UNUSUAL ATTITUDE ACTIVATES WHEN: REMAINS UNTIL:

DISPLAY (SVS) ▪ PITCH ≥ 30O, OR ▪ PITCH < 15O, AND
▪ BANK ≥ 65O ▪ BANK < 35O
▪ 2 SEC
SVS UNUSUAL ATTITUDE DISPLAY
HUD II UNUSUAL ATTITUDE DISPLAY
▪ SYNOPTIC COLORS ▪ GREY ▪ NOT IN USE

NOTE: G METER DISPLAY APPEARS BENEATH THE BORESIGHT (HUD II) ▪ GREEN ▪ IN USE
UNUSUAL ATTITUDE 1) P U S H – UNLOAD THE WING ▪ YELLOW ▪ FAILED, OR DOES NOT
RECOVERY 2) R O L L – PLACE LIFT VECTOR PERPENDICULAR AGREE WITH SWITCH
TO HORIZON POSITION
“PUSH, ROLL, PULL,
3) P U L L – AT MAX AOA / G LOADING
POWER” ▪ RNP ▪ OCEANIC/REMOTE ▪ 4.0, ENHANCED
4) P O W E R – MANAGE THRUST
VALUES (>200 NM FROM ▪ 10.0, NON-ENHANCED
NEAREST NAVAID)
▪ ENROUTE ▪ 2.0
▪ TERMINAL ▪ 1.0
(DEST<30NM OR ON
SID/STAR)
▪ RAD (RADIO) - ▪ 0.5

OVERLAY APPROACH
WITHOUT GPS IN
NOTE: APRCH THE TITLE
ANNUNCIATION, SEE
PAGE 123. ▪ APPROACH ▪ 0.3
▪ CCDs ▪ FUNCTIONS THAT ▪ GRAPHIC FLIGHT (2 NM FROM FAF)
(HONEYWELL CC-950) THE CCD DOES PLANNING
THAT THE DC ▪ RADIO TUNING
DOES NOT: ▪ AMEND ROUTE
▪ CHART SELECTION
▪ UPLINK WEATHER
▪ HOT MAP
▪ RANGE CHANGES, ETC
▪ AIRCRAFT CURSER OVER AIRCRAFT,
HIGHLIGHT ENTER, TASK MENU:
▪ PPOS HOLD
▪ EXIT HOLD (IF HOLDING)
NOTE: IN PRACTICE, NOT ▪ RESUME HOLD (IF
ALL AIRCRAFT HIGHLIGHT
EXITING HOLD)
OPTIONS ARE AVAILABLE
WHEN YOU THINK THEY ▪ OFFSET
SHOULD BE. ▪ CANCEL OFFSET (IF
OFFSET ACTIVE)
▪ ACTIVATE VECTORS (IF
IN TERMINAL MODE)
▪ AUTO SPEED CLIMB

SCHEDULE ▪ V2 ON TAKEOFF
▪ AT 400’ WITH FLAPS UP AND FLCH: 200 KTS
NOTE: ▪ AT 1500’ V1, VR, V2 DISAPPEAR
SEE AUTOTHROTTLES, ▪ AT 2500’/ + 4NM: 250 KTS
PAGE 109
▪ AT 10000’: 300 KTS/.75 M
▪ AOA GUIDE ▪ CRUISE ▪ O.2 TO 0.3 AOA (3O TO 5O DESCENT

(code7700.com) PITCH) ▪ TOD TO 10000’: MACH/300 KTS
▪ APPROACH ▪ 0.4 AOA ▪ AT 10000’: 250 KTS
▪ VREF ▪ 0.5 AOA ▪ IAF OR 15 NM: 200 KTS
▪ FLAPS 10: 180 KTS
NOTE: MAXIMUM ENDURANCE SPEED GIVES YOU THE MOST TIME IN THE AIR PER ▪ FLAPS 20: 160 KTS / 150 KTS
POUND OF FUEL. THAT SPEED OCCURS WHEN FUEL FLOW IS AT A MINIMUM AND AT
▪ FLAPS 39: VREF + 5 KTS
L/DMAX, MOST AIRPLANES THAT CAN BE FOUND AT AN AOA OF 0.30.
MISSED
▪ ERRONEOUS / ▪ OVERSPEED ▪ MAINTAIN AOA BETWEEN
▪ TOGA: LDG CLB
UNRELIABLE WARNING 0.3 AND 0.5
▪ FLAPS 20: APP CLB
AIRSPEED ▪ CLEAN ▪ MAINTAIN ≤ 0.5 AOA ▪ FLAPS UP: 200 KTS
INDICATIONS
▪ FLAPS 10, ▪ HOLDING: MAX END
(G450 QRH EF-2) ▪ MAINTAIN ≤ 0.59 AOA UNTIL
20, OR 39 ON APPROACH ▪ DISPLAY ▪ ANY ITEM BOXED IS BEING DISPLAYED ON THE
▪ APPROACH CONTROLLER (DC) EDS OR HUD
▪ FLY THE APPROACH AT 0.59
AOA ▪ ANY ITEM NOT BOXED IS NOT BEING DISPLAYED
ON THE EDS OR HUD
▪ NORMALIZED AOA ▪ FLAP SETTING
▪ INVERSE VIDEO MEANS THE SET KNOB CAN
INPUTS ▪ IRS PITCH, ROLL, AND ACCELERATION
CHANGE THE VALUE OF THE INVERSE VIDEO
▪ TAS
PARAMETER
NOTE: TAKEOFFS DURING STRONG CROSSWINDS OR GUSTY CONDITIONS MAY ▪ MDA MUST BE “SET” AND BOXED IN ORDER TO
EXPERIENCE AN AOA MISCOMPARE AT APPROXIMATELY 60 KCAS WHICH GENERATES
GET TEN (10) FOOT INCREMENTS IN THE
AMBER (CAUTION) AND CYAN (ADVISORY) MESSAGES. THESE MESSAGES WILL
CLEAR AS THE AIRCRAFT ACCELERATES PAST 80 KCAS AND DO NOT AFFECT SAFETY
ALTITUDE PRESELECT WINDOW.
OF FLIGHT (PER G450 QRH ND-4).
▪ VSD ▪ ACTUAL FLIGHT PATH ANGLE

▪ SPEED PREDICTION CIRCLE (GREEN) - WHEN A
WAYPOINT HAS A SPEED CONSTRAINT
ASSOCIATED WITH IT
MODES OF ▪ TERRAIN UNDER FLIGHT PLAN
TERRAIN DISPLAY ▪ TERRAIN UNDER TRACK – WHEN IN HDG MODE
OR HOLDING
NOTE: THE WIDTH OF DISPLAY/PROTECTION IS
WHATEVER THE CURRENT RNP VALUE IS, e.g. 4.0.
▪ IF VSPEEDS DON’T SEE FMS QUICK TASK  PRE-DEPARTURE
BOX SPEEDS DON’T BOX
POSSIBLE CAUSES: ▪ DISAGREEMENT BETWEEN CURRENT CONFIG
AND TAKEOFF INIT SELECTIONS:
NOTE: DURING TAXI
IVSPDI IS DISPLAYED ON
- FLAP POSITION
THE AIRSPEED TAPE - ANTI-ICE/ENGINE BLEEDS
BECAUSE OF
▪ GND SPLRs - NOT ARMED
CONFIGURATION, e.g.
GROUND SPOILERS NOT ▪ GPWS/GND SPLR FLAP ORIDE - ON
ARMED.
▪ DISPLAY CONTROLLER SELECTIONS:
- AUTO SPEEDS - NOT SELECTED (FLT REF
PAGE 4R)
- AUTO THRUST - NOT SELECTED (TRS PAGE
3R)
▪ ALTITUDE PRESELECT – NOT SET
▪ ALTIMETERS – NOT CORRECT OR DISAGREE
▪ ROUTE – DISCONTINUITY
▪ DC VREF ▪ FLAP HANDLE POSITION

▪ CURRENT AIRCRAFT WEIGHT
HANDLE ACTUAL CORRECTION
▪ FLAP INOP VREF
10O 0O +10 ±2KTS
20O 10O +5 ±2 KTS
39O 20O +5 ±2 KTS
NOTE: VREF DOES NOT DISPLAY ON THE AIRSPEED TAPE WHEN IN MACH.
TO VIEW VREF, IF DESIRED, SWITCH FROM MACH TO IAS WITH THE
DISPLAY CONTROLLER.
DEFAULT MAP (MFD) ▪ TERRAIN
▪ METRIC ALTIMETRY SELECT: SELECTIONS ▪ OBSTACLES
▪ DISPLAY CONTROLLER > PFD > ADI (5R) > ▪ WEATHER
METRIC ALT (5L) ▪ TRAFFIC
PFD ALTITUDE DIGITAL READOUT:
▪ DISPLAYS THE BAROMETRIC ALTITUDE IN
METERS (FOLLOWED BY “m”) ABOVE THE
ALTITUDE IN FEET
▪ DISPLAYS ON-SIDE PFD ALTITUDE PRESELECT IN
METERS (FOLLOWED BY “m”), 50 METER
INCREMENTS
NOTE: THE GUIDANCE PANEL ALT SEL DISPLAY
ALWAYS REMAINS IN FEET
NOTE: THE MAP WIND DISPLAY COMES FROM THE SELECTED FMS SOURCE AND CAN
BE DISPLAYED IN EITHER VECTOR OR X-Y FORMAT VIA THE DISPLAY CONTROLLER
(MAP, 5L). THESE ARE NOT INSTANTANEOUS WINDS.
NOTE: INSTANTANEOUS WINDS ARE DISPLAYED ON THE HUD AND MCDU IRS STATUS
PAGE (NAV > POSITION SENSOR (4L) > IRS 1 STATUS (2R)).
WARN INHIBIT
▪ INHIBIT ▪ GEAR MUST BE DOWN
▪ ON TAKEOFF – COMES OFF AT 400’
▪ AFTER LANDING – MUST BE DESELECTED BY
NOTE: EGPWS CREW
“WINDSHEAR,” ▪ INHIBITS MASTER CAUTION AND (MOST) AMBER
“BANK ANGLE,” & AND (ALL) BLUE CAS CHIMES – NOT CAS MSG
“MINIMUMS”
▪ EXCEPTIONS – NOT INHIBITED:
ARE NOT INHIBITED.
▪ WARNING (RED) MESSAGES
▪ CAT 2 Invalid
▪ Lateral CPL Data Invalid
▪ Vertical CPL Data Invalid
▪ LPV Unavailable
▪ GS INHIBIT ▪ CAN BE SELECTED ANYTIME < 2000’ AGL

▪ ONCE PRESSED IT CANNOT BE MANUALLY
DESELECTED UNTIL ON THE GND
▪ AUTOMATICALLY DESELECTS DESCENDING < 30’
AGL, OR CLIMBING ABOVE 2000’ AGL
▪ TCAS ▪ CAN MONITOR 50 TARGETS

▪ CAN DISPLAY 32 TARGETS
HONEYWELL ▪ DETECTS MODE S TARGETS AT 120 NM
TCAS-2000/ACAS ▪ EXCHANGES MODE S DATA AT 40 NM
▪ DETECTS MODE A OR C TARGETS AT 20 NM
AMBER TARGET ▪ TRAFFIC ALERT (TA) - POSES A COLLISION
DANGER WITHIN 20 TO 48 SEC
RED TARGET ▪ RESOLUTION ALERT (RA) - POSES A COLLISION
DANGER WITHIN 15 TO 35 SEC
SELF TEST ▪ DC TEST PAGE

▪ LASTS 8 SEC
TCAS CONTROL MODE

▪ TA/RA
▪ TA-ONLY, INHIBITS RESOLUTION ADVISORIES
▪ STBY
ALT
▪ REL – RELATIVE ALTITUDE OF TARGETS
▪ ABS – ABSOLUTE ALTITUDE OF TARGETS (“ABS” ▪ EGPWS PROXIMITY COMPUTATIONS ARE PERFORMED
TIMES OUT AFTER 20 SECONDS, RETURNS TO (HONEYWELL USING THE TOPOGRAPHICAL DATABASE AND
“REL”) EGPWM-100) INPUTS FROM THE:
ADS-B NOTE: THE “E” PART OF ▪ GPS
▪ ON EGPWS GIVES YOU A ▪ FMS
TERRAIN DATABASE. SEE ▪ IRS
▪ OFF TAWS BELOW
NOTE: SELECT TA-ONLY ▪ ADS
WHEN SINGLE ENGINE. AURAL INHIBIT: NOTE: MAUs 2 & 3 HOUSE ▪ RAD ALT
▪ RAs INHIBITED BELOW 500’ AGL THE EPGWMs.
▪ TAs INHIBITED BELOW 500’ AGL 7 MODES OF OPERATION:
▪ MODE 1 – EXCESSIVE DESCENT RATE
ALT RANGE ▪ MODE 2 – EXCESSIVE CLOSURE TO TERRAIN
▪ ABOVE: +9900’ AND -2700’ ▪ MODE 3 – ALTITUDE LOSS AFTER TAKEOFF
▪ BELOW: +2700’ AND -9900’ ▪ MODE 4 – UNSAFE TERRAIN CLEARANCE
ALT RANGE IN AUTO ▪ MODE 5 – EXCESSIVE GLIDESLOPE DEVIATION
▪ MODE 6 – ADVISORY CALLOUTS
▪ LEVEL FLIGHT: +2700’ AND -2700’
▪ CLIMBING (>300FPM): +9900’ AND -2700’ ▪ MODE 7 – DETECTION OF SEVERE WINDSHEAR
▪ DESCENDING (>300FPM): +2700’ AND -9900’
▪ EGPWS TEST SUCCESSFUL TEST:

▪ “TERRAIN TEST” DISPLAYED ON INAV/MAP
NOTE: TO PROPERLY TEST ▪ CHANGE OF THE INNER RANGE RINGS TO 5
THE EGPWS THE IRSs MILES
NEED TO BE ALIGNED. ▪ REBUILD OF THE TERRAIN DISPLAY
▪ TERRAIN ▪ TAWS IS PART OF THE EGPWS PACKAGE VOICE ORIDE:

AWARENESS ▪ TAWS CONTAINS THE TERRAIN DATABASE ▪ GPWS ORIDE ▪ ALL EGPWS ALERTS ARE INHIBITED EXCEPT
WARNING SYSTEM ▪ ANY YELLOW OR RED TERRAIN DISPLAYED IS AT WINDSHEAR
(TAWS) OR ABOVE THE AIRCRAFT’S ALTITUDE:
▪ RAD ALT ▪ ALL EGPWS ALTITUDE AWARENESS AURAL
▪ LOW DENSITY YELLOW TERRAIN IS (HONEYWELL RT-300)
NOTE: THE TERRAIN
CALLOUTS ARE INHIBITED EXCEPT “MINIMUMS”
BETWEEN -500’ TO +1000’
DATABASE IS LABELED AND “BANK ANGLE”
▪ HIGH DENSITY YELLOW TERRAIN IS > 1000’
THE “THREAT DATABASE” BUT < 2000’
IN THE RED DISK UPDATE “BANK ANGLE” ▪ > 150 FT AGL, CALLOUT OCCURS AT 40 DEG
SERIES.
▪ RED TERRAIN IS > 2000’ ▪ < 150 FT AGL, CALLOUT PROGRESSIVELY
TAWS ALERT: REDUCES WITH ALTITUDE
NOTE: IT IS POSSIBLE TO ▪ TERRAIN CAUTION OCCURS APPROX 60 SEC ▪ < 30 FT AGL, CALLOUT OCCURS AT 10 DEG
HAVE TERRAIN AND PRIOR TO TERRAIN CONFLICT ▪ < 5 FT AGL, CALLOUT IS INHIBITED
WEATHER DISPLAYED ON
ONE PILOT’S SIDE BY
▪ MAP AND HIS OUTER SCALE TO 10 MILE RANGE
SELECTING WEATHER OR ▪ GND PROX FLAG APPEARS ON BOTH ADIs
TERRAIN FOR THE HSI, ▪ AURAL ALERT “CAUTION TERRAIN…CAUTION
THEN THE OTHER DISPLAY TERRAIN”
FOR THE MFD MAP.
TAWS WARNING:
▪ TERRAIN WARNING OCCURS APPROX 30 SEC
PRIOR TO TERRAIN CONFLICT
▪ PULL UP DISPLAYS ON BOTH ADIs
▪ AURAL WARNING “PULL UP…PULL UP”
▪ TERRAIN INHIBIT ▪ SELECT WITHIN 15 NM OF AN AIRPORT THAT:

▪ HAS NO PUBLISHED IAP
▪ < 3500’ RUNWAY
▪ NOT IN TERRAIN DATABASE
▪ IF QFE ALTIMETER IS BEING USED IN NON
WGS-84 COUNTRIES (NO GEOMETRIC
ALTITUDE/GPS)
▪ TERRAIN ▪ TERRAIN RANGE ▪ 20 NM
AWARENESS ▪ CFIT DISPLAY ▪ 5 NM INNER RING
▪ 10 NM OUTER RING
▪ SV HSI VIEW ▪ DEPICTS THE LATERAL LIMITS OF THE
FRUSTUM RENDERED SV TERRAIN
“FIELD OF VIEW
NOTE: SVS TERRAIN ABOVE THE HORIZON LINE IS ABOVE YOUR CURRENT ALTITUDE:
▪ SV PFD RANGE ▪ POSITIONED AT 3, 5, 10, 20, AND 30 NM
RINGS ▪ FOLLOW THE CONTOUR OF THE TERRAIN
▪ GPWS/GND SPLR ▪ PREVENTS “TOO LOW, FLAPS” FOR LANDING

ORIDE FLAPS 20O OR LESS
▪ ALLOWS GND SPOILERS TO DEPLOY WITH
WHEEL SPIN UP
▪ WINDSHEAR ▪ TAKEOFF ▪ GND TO 1500’ AGL
WARNING ▪ APPROACH ▪ 1500’ TO 10’ AGL
▪ MISSED APPROACH ▪ TO 1500’ AGL
▪ CAUTION (AMBER- ▪ INCREASING

DOUBLE CHIME) PERFORMANCE
▪ QRH  CAUTION
MESSAGES (MB) 
OTHER CAUTION
ANNUNCIATIONS
▪ WARNING (RED) – ▪ DECREASING

TRIPLE CHIME PERFORMANCE
▪ QRH  WARNING
MESSAGES (MA) 
OTHER WARNING
ANNUNCIATIONS
▪ RADAR – ▪ WHILE REFUELING ▪ NEVER
HONEYWELL TILT ▪ NORMAL TILT FUNCTION IS +150 TO -150
▪ DIST FROM FUELING ▪ 300’ ▪ ACTUAL TILT IS DISPLAYED IN THE LOWER LEFT
PRIMUS WU-880
OPS CORNER OF THE MAP
▪ DIST FROM “PULL ACT” ▪ “ALTITUDE COMPENSATED TILT”
▪ 49’
PERSONNEL ▪ AUTOMATICALLY COMPENSATES FOR CHANGES
NOTE: (2) HONEYWELL
▪ TO TURN RADAR ON ▪ PRESS STAB IN RANGE SELECTION AND ALTITUDE
WC-884 WEATHER RADAR
CONTROLLERS WHILE ON THE GND BUTTON 4 TIMES IN ▪ CAN BE “FINE TUNED” AT 20 INCREMENTS
3 SEC ▪ AN “A” IS ADDED TO THE ACTUAL TILT DISPLAY
▪ VERY HEAVY ▪ MAGENTA

RAINFALL
▪ HEAVY RAINFALL ▪ RED
▪ LESS SEVERE ▪ YELLOW
RAINFALL
▪ MODERATE
▪ GREEN
RAINFALL
▪ TURBULENCE ▪ WHITE
RANGE ▪ CONTROLLED BY EITHER THE RANGE KNOB OR

THE CCD KNOB
▪ 1-5 NM (1-NM INCREMENTS MAP ONLY, PFD
MIN RANGE IS 5 MILES), NO WEATHER IS
DISPLAYED < 10 NM
▪ 10 NM
▪ 25 NM
▪ 50 NM
▪ 100 NM
▪ 300 NM – MAX RANGE ON PFD – MAX RADAR
RANGE
▪ 400 NM – MAP ONLY, FLIGHT PLAN MODE
▪ 500 NM – MAP ONLY, FLIGHT PLAN MODE
MODE ▪ OFF – WEATHER RADAR UNIT IS DEACTIVATED MAGNETOMETER

▪ STBY – 45 SEC WARM UP; FLASHES “WAIT”
▪ TEST – COLORED TEST PATTERN; DURING TEST
THE WEATHER RADAR IS TRANSMITTING X-
BAND MICROWAVE ENERGY
▪ WX – ACTIVATES THE WEATHER RADAR UNIT’S
RECEIVER TRANSMITTER ANTENNA
▪ GMAP – GND MAPPING MODE OPTIMIZES
DISPLAY OF GND TARGETS
GAIN ▪ PRESSED IN
▪ NORMAL POSITION
▪ GAIN IS SET TO A PRESET LEVEL OF
CALIBRATION
▪ OPTIMIZED FOR CONVECTIVE WEATHER
AVOIDANCE
▪ KNOBS ROTARY FUNCTION IS DISABLED;
ROTATING THE KNOB HAS NO EFFECT
▪ PULLED OUT
▪ VARIABLE GAIN MODE
▪ ENABLES ROTARY FUNCTION OF THE KNOB –
MIN TO MAX GAIN
BRT ▪ ADJUSTS THE BRIGHTNESS LEVEL OF THE
WEATHER RADAR DISPLAYED ON THE MAP G450 NOTE: ISSEC DISPLAYED ON THE SFD INDICATES A LOSS OF STATIC SOURCE ERROR
CORRECTION TO THE SDF. THIS IS NORMAL ON THE GROUND BEFORE ENGINE START
TGT ▪ LOOKS FOR WX TARGETS 50NM AHEAD OF THE WITH AOA HEAT OFF.
CURRENT WX RADAR SELECTION. FLASHES TO
LET YOU KNOW IF ANY MORE RED WX IS ▪ EBDI – ELECTRONIC ▪ HEADING SOURCES
PAINTED AHEAD BEARING & ▪ HDG 1 – IRS #1
DISTANCE ▪ HDG 2 – IRS # 2
STAB ▪ TURNS THE GYRO STABILIZATION OFF – PITCH & INDICATOR ▪ STBY – SFD
ROLL (L3 EBDI-4000 RMI)
▪ TURNS RADAR ON WHILE ON THE GROUND
WHEN PRESSED 4 TIMES IN 3 SECONDS
RCT ▪ RAIN ATTENUATION COMPENSATION
▪ TRIES TO BYPASS THE WX SO IT CAN SEE RAIN
BEHIND CURRENT RADAR PAINTS
▪ COMPENSATES FOR ENERGY LOSS.
TRB ▪ TURBULENCE DETECTION MODE
▪ ONLY AVAILABLE WITH RANGE < 50 NM
▪ A “/T” IS ADDED TO THE MODE FIELD –
“WX/T”
▪ DETECTS MODERATE TURBULENCE WITHIN
RAIN ECHOES – SHOWN IN SOFT WHITE
▪ TRB MODE CANNOT DETECT CAT
SLV ▪ THE RADAR CONTROL PANEL IS OFF & IS
SLAVED TO THE OTHER RADAR CONTROL
PANEL
PRIMUS 880 ▪ FORCED STANDBY (FSBY)
HIDDEN MODES - EXIT METHOD: PRESS STAB 4 TIMES IN 3
SECONDS
▪ ROLL OFFSET;
- LOPSIDED GROUND RETURNS CAN BE
ELIMINATED BY ROLL OFFSET
ADJUSTMENTS (SEE PLANEVIEW MANUAL_
▪ INSTALLATION SETTINGS: ROLL GAIN, PITCH
OFFSET, AND PITCH GAIN
▪ SFD – STANDBY ▪ HAS AN INDEPENDENT INTERNAL ATTITUDE
FLIGHT DISPLAY SOURCE
(L3 GH-3100) ▪ HAS A STAND-ALONE HEADING SOURCE –
MAGNETOMETER
▪ HAS A DEDICATED PITOT-STATIC SYSTEM
(STBY SYSTEM)
▪ FLCH ▪ IAS OR MACH ▪ FOR ALT CHANGE >

▪ GUIDANCE PANEL (GP)
(HONEYWELL GP-500)
PERFORMANCE MODE (SPEED 6000’:
MODE HOLD MODE) ▪ CLIMB THRUST
▪ IDLE THRUST
▪ HOLD ▪ ENGAGES AT 60 KTS ▪ THE AUTOTHROTTLE
PERFORMANCE ▪ DISENGAGES AT DRIVE MOTORS DE-
MODE 400’ ENERGIZE AND THE
CREW CAN EASILY
MOVE THROTTLES
▪ TO (TAKEOFF) ▪ ARMED WHEN ▪ EPR TARGET
PERFORMANCE (RATED/FLEX)
MODE ▪ V2 IN GP
▪ ISOL VALVE IS CLOSED
▪ ENGAGE WHEN ▪ EPR > 1.05
▪ AIRSPEED < 60 KTS
▪ A/T ENGAGE PRESSED
▪ TO (TAKEOFF) ▪ BOTH ENG ▪ INITIALLY 8O PITCH
VERTICAL MODE RUNNING ▪ THEN V2 TO V2 + 10
▪ UNTIL FLAP CHANGE
▪ ONE ENG INOP ▪ INITIALLY 8O PITCH
▪ THEN V2 TO V2 + 10
UNTIL 1500‘ AGL
▪ AT 1500‘ AGL – VSE
▪ GO AROUND AVAIL:
▪ AFCS – ▪ TWO CHANNELS (1 & 2) VERTICAL MODE ▪ < 16500’ MSL
AUTOMATIC ▪ EACH CHANNEL HAS ITS OWN FLIGHT ▪ < 200 KTS
FLIGHT CONTROL GUIDANCE CONTROL SYSTEM (FGCS) ▪ < 2000’ AGL
SYSTEM ▪ EACH FGCS HAS ITS OWN: TO/GA PRESSED: COMMANDS:
▪ AUTOPILOT ▪ INITIAL 12O PITCH
▪ FLIGHT DIRECTOR ▪ WINGS LEVEL
▪ AUTOTHROTTLE ▪ AUTOPILOT REMAINS ENGAGED
▪ YAW DAMPER
▪ STALL PROTECTION ENHANCED AUTO SRN TO LRN TRANSITION
▪ AFCS INPUTS: NAV (ASC 84) ▪ WINGS LEVEL, HEADING HOLD IS
▪ FMS, IRS, & GP AUTOMATICALLY ACTIVATED
MCDU, PROG, GPS-D ▪ THE MISSED APPROACH IS AUTOMATICALLY
▪ FLIGHT MODE ▪ LATERAL ▪ FMS, HDG, LOC, VOR, ETC.. SEQUENCED
ANNUNCIATIONS: ▪ LNAV IS AUTOMATICALLY ARMED AND
▪ PERFORMANCE ▪ IAS, FLCH, GA, HOLD, ETC..
AUTOMATICALLY CAPTURES (>200 FT AGL)
▪ VERTICAL ▪ ALT, ASEL, FPA, GA, ETC..
AUTO SPEED TARGET – FLCH (17O PITCH LIMIT):
▪ FLAPS 39O – VREF
▪ FLAPS 20O – VREF + 5 KTS
▪ FLAPS 10O – 180 KTS
▪ FLAPS 0O – 200 KTS
ENHANCED NAV NOTE: WHEN GA MODE IS SELECTED WITH THE ACTIVE LATERAL
MODE BEING LNAV, THE LATERAL MODE DOES NOT TRANSITION TO WINGS
LEVEL/HEADING HOLD; IT REMAINS IN LNAV.
NOTE: A FULLY COUPLED AUTO MISSED APPROACH IS POSSIBLE WITH ONLY – “TOGA,
FLAPS 20, POSITIVE RATE, GEAR UP, 400’, FLAPS UP” – EVERYTHING ELSE WORKS
AUTOMATICALLY, - AS LONG AS THE MISSED APPROACH ALTITUDE IS SET IN THE
ALTITUDE PRESELECT.
▪ FLIGHT DIRECTOR ▪ TAKEOFF ▪ 8O, THEN V2 TO V2+10

PITCH
▪ GO AROUND ▪ 17O
HEADLINES (5):
PERFORMANCE
SPEED / LATERAL MODE /(AUTO THROTTLE)/ VERTICAL MODE / ALTITUDE
▪ GP – BANK ▪ HIGH BANK ▪ 28O (AUTO < 28500’) ▪ AUTOTHROTTLES MODES

▪ TAKEOFF ARM – AIRSPEED < 50 KTS, VALID SPEED
▪ LOW BANK ▪ 17O (AUTO > 29500’)
TARGET, VALID EPR TARGET (ITO DISPLAYED IN
▪ APR BUTTON (GP) ▪ MDA? ▪ NO THE PFD A/T MODE WINDOW)
NOTE: DURING A SINGLE
ENGINE-OUT CONDITION, ▪ TAKEOFF THRUST
NOTE: SEE PAGE 123 ▪ DA/DDA? ▪ YES THE A/T CAN BE RE- ▪ TAKEOFF THRUST HOLD – THROTTLE SERVOS
ENGAGED INTO A SINGLE- DEPOWER AT 60 KTS, IHOLD DISPLAYS IN THE
▪ ILS, CIRCLE TO LAND ▪ NO, ENGINE CONFIGURATION.
PFD A/T MODE WINDOW
THE A/T INITIALLY
▪ USE: LNAV+VS/FPA DISENGAGES. ▪ FLIGHT LEVEL CHANGE THRUST
▪ AIRSPEED CONTROL
ARM APR ONCE: 1) ON A PUBLISHED SEGMENT OF THE APPROACH
▪ RETARD (AT 50’ AGL)
2) CLEARED FOR THE APPROACH, AND NOTE: USE OF THE ▪ GO-AROUND
3) THE “ARM APR” FLAG APPEARS ON THE PFD AUTOTHROTTLE
▪ LIMIT MODES IVMAXI
IF RADAR DURING SINGLE ENGINE
APPROACH IS
- IGEAR LANDING GEAR VLO/MLO
VECTORED, ARM 1) ON INTERCEPT HEADING FOR THE APPROACH
APR ONCE: 2) ACTIVATED VECTORS PROHIBITED. - IFLAPS FLAPS EXTENDED VFE/MFE
3) CLEARED FOR THE APPROACH, AND - IPOWER POWER (SELECTED EPR) LIMITED
4) “ARM APR” FLAG APPEARS ON THE PFD - IVMO or MMO MAXIMUM OPERATING
NOTE: RETARD MODE
REQUIRES GEAR DOWN
LIMIT SPEED
NOTE: DDA = MDA+60 FT
AND FLAPS > 31.5O. - IVMIN MINIMUM OPERATING LIMIT SPEED
EXCEPTION: APR AND VS/FPA BUTTONS ARE USED FOR A GREEN NEEDLE VOR (VSHAKER +10 KTS)
APPROACH (VORAPP), THE ALTITUDE WINDOW WILL BE HONORED.
ENGAGEMENT
NOTE: VS/FPA AND VNAV WILL HONOR THE ALTITUDE SET IN THE ALTITUDE ▪ A/T ARMED
SELECT WINDOW. VNAV IS ONLY USED IF FMS IS THE NAV SOURCE. ▪ >1.05 EPR
▪ PRESS AN ENGAGE/DISENGAGE SWITCH
▪ “ACTIVATE 1) WITHIN 30 NM DIRECT LINE DIST FROM DEST –
VECTORS” “TERMINAL AREA” DISENGAGED BY:
CONDITIONS 2) AN APPROACH FROM THE FMS HAS BEEN ▪ PRESSING AN A/T QUICK DISCONNECT SWITCH
SELECTED AND ACTIVATED ▪ PRESSING AN ENGAGE/DISENGAGE SWITCH
3) FMS HAS A VALID COURSE TO THE FAF ▪ MANUALLY MOVING A THROTTLE (ABNORMAL
4) NOT HOLDING DISENGAGEMENT)
5) NOT IN THE ENTRY SEGMENT OF A PROC TURN ▪ ENGINE ALT CONTROL MODE
6) NOT WITHIN 2 NM OF THE FAF ▪ LOSS OF A VALID EPR TARGET
▪ RAD ALT ▪ < 2500’ AGL AUTOTHROTTLE SPEED SCHEDULE EXAMPLE
▪ NAV RADIO ▪ A ▪ AUTO ▪ HUD OVERHEAD ▪ PROJECTS THE FLIGHT SYMBOLOGY ONTO THE
TUNING CODES UNIT (OHU) HUD COMBINER
▪ V ▪ NAV – AUTO TUNING
PROG PAGE SUSPENDED (IN GREEN ▪ EVS II ELEMENTS
NEEDLES AND PREVIEW) ▪ WINDOW (¼ IN THICK SYNTHETICALLY GROWN
▪ M ▪ MANUAL – MCDU SAPPHIRE) WITH HEATING ELEMENTS (12O -14O
AUTOTUNE IS OFF C) AND CONTROLS – 2.5 LBS
(NAV PAGE 1, 1R) ▪ INFRARED CAMERA (FLIR) WITH 30O BY 22.5O
FIELD OF VIEW – KOLLSMAN FORWARD LOOKING
▪ R ▪ REMOTE INFRARED (FLIS) ASSEMBLY – 12 LBS
NOTE: REMOTE TUNING IS POSSIBLE WHILE V IS DISPLAYED. V THEN CHANGES TO R. ▪ PROCESSOR – 10 LBS
▪ MONITORS THE WINDOW HEAT
NOTE: THE TUNING MODE IS REMOTE IF THE PILOT HAS TUNED THE NAV RADIO
▪ INITIATES CAMERA ENCLOSURE COOLING
THROUGH THE MCDU OR MAP DISPLAY. THE MCDU WILL NOT CHANGE THE TUNED
FREQ. ▪ PERFORMS NUC – INITIAL NUC TAKES 4 MIN
▪ INITIATES PBIT (POWER-UP BIT) ON EVS
▪ AUTO NAV FUNCTIONS STARTUP (TAKES 15 SEC), THEN AN
PREVIEW ▪ APPROACH FREQ AUTO TUNE (WILL NOT AUTO AUTOMATIC BIT (TAKES 1 MIN)
(LRN TO SRN) HOLD DME) ▪ COMMUNICATES MALFUNCTIONS TO MAUs
▪ AUTO SETS APPROACH INBOUND COURSE AND ▪ HUD COMBINER LIGHTING CONTROLS
PREVIEWS IT ▪ SWITCH (MAN/NORM)
CONDITIONS ▪ DISPLAY CONTROLLER
▪ FMS IS NAV SOURCE ▪ YOKE MOUNTED ALTERNATE DISPLAY SWITCH
▪ < 75 NM FLIGHT PLAN DIST AND < 30 NM DIRECT
DISTANCE FROM THE DESTINATION AIRPORT
▪ AUTO TUNING IS ENABLED AND ACTIVE (NAV
PAGE 1, 1R)
▪ ILS, BC, LOC, SDF, OR LDA ONLY
NOTES: USING PREVIEW FOR SRN TRANSITION – THE AUTOMATIC TRANSITION
FUNCTION REQUIRES THE PREVIEWED NAV SOURCE TO BE CAPTURED FROM FMS.
WHEN THE APR BUTTON IS SELECTED THE SYSTEM WILL TRANSITION TO SHORT-RANGE
NAV AND CAPTURE AUTOMATICALLY.
▪ PFD-CMD ▪ L & R LIT ▪ ILS APP < 1200’ AGL

NOTE: ON AN ILS, IF A GS RECEIVER FAILS THE AUTOPILOT WILL:
▪ > 1200’ AGL – PITCH HOLD
▪ < 1200’ AGL – REMAINS ON GS (DUAL CHANNEL)
▪ HUD II ▪ ROCKWELL COLLINS MODEL 6250 HEAD-UP
GUIDANCE SYSTEM (HGS)
SN 4202 AND SUB
COMPONENTS
▪ COMBINER ASSEMBLY – 5 LBS
▪ OVERHEAD UNIT (OHU) – 27 LBS
▪ HUD II COMPUTER (HC) – 14 LBS
▪ HUD II PERSONALITY MODULE (HPM) – 0.1 LBS
▪ HUD COMBINER ▪ FOCUSED AT
OPTICAL INFINITY
BRIGHTNESS ▪ MANUAL ▪ SETS A CONSTANT
CONTROL LUMINANCE
▪ AUTO – UTILIZES ▪ SETS A CONSTANT
AN AMBIENT LIGHT CONTRAST RATIO ▪ NUC ▪ NON-UNIFORMITY CORRECTION
SENSOR ▪ PLACES A UNIFORM HEAT SOURCE IN FRONT OF
THE FLIR SENSOR SO THE PROCESSOR CAN
G450
EQUALIZE OUTPUT BY INDIVIDUAL PIXEL
▪ A NUC OCCURS ▪ WHEN FLAPS 10 IS SELECTED
▪ WHEN FLIR IS BOXED
▪ WHEN THE NUC BUTTON IS PRESSED
NOTE: A NUC CORRECTION IS GENERALLY GOOD FOR 2.5 HRS.
▪ EVS STATUS ▪ EVS A – AUTO

“IMAGE GAIN” ▪ EVS H – HIGH
HUD UPPER LEFT ▪ EVS L – LOW
▪ EVS C – CLEAR
NOTE: LOW “L” IS NORMALLY USED DURING CLEAR ATMOSPHERIC CONDITIONS WHERE
THERE IS AMPLE TEMPERATURE CONTRAST BETWEEN GROUND AND AIR.
NOTE: HIGH “H” SELECTION IS USED FOR LOW VISIBILITY SINCE MOISTURE TENDS TO
ABSORB HEAT AND BLUR THE INFRARED IMAGE CAPTURED BY THE CAMERA.
▪ RASTER ▪ EVS IMAGE IN THE HUD HUD II

▪ FLIR BUTTON – ▪ TURNS INFRARED CAMERA ON/OFF
DISPLAY CTLR ▪ EVS PERFORMS A BIT AND NUC CHECK
▪ COOLS DOWN EVS CAMERA TO 77OK
(-321OF/-193OC) – HUD II TAKES 15 MIN, HUD I
TAKES 30 MIN
▪ EVS BUTTON – ▪ PUTS THE RASTER (EVS IMAGE) ON THE HUD &
DISPLAY CTLR TURNS ON FLIR IF NOT PREVIOUSLY SELECTED
▪ HUD NOTES ▪ BOX FOR EVS ▪ FLIR
OPERATIONS ▪ EVS
NOTE: THE EVS CAN BE ▪ AUTO, H OR L
ALIGNED IN THE CMC
▪ AIRPORT LINES / ▪ APPEAR AT 2000’ RA
NOTE: IF ALL 4 Dus FAIL EXTENDED ▪ DISAPPEAR AT
THE HUD IS THE CENTERLINE 325’AGL
PRIMARY BACKUP ▪ DEPICTS 800’ X 8000’
RWY
▪ RUNWAY LINES / ▪ APPEAR AT 350’ RA
EXTENDED ▪ DISAPPEAR AT 60’ RA
CENTERLINE ▪ DEPICTS 150’ X 8000’
RWY
▪ 1000’ AIM POINT LINE
▪ FLARE CUE ▪ < 100’ RA
▪ WIND VECTOR ▪ INSTANTANEOUS
WINDS
▪ FROM SELECTED IRS
▪ VECTOR OR X-Y
FORMAT SELECTABLE
VIA DISPLAY
CONTROLLER
HUD I
NOTE: DO NOT EXCEED 10O PITCH DIFFERENCE BETWEEN BORESIGHT AND FPV; STALL
OCCURS AROUND 17O DIFFERENCE CLEAN, 13O DIFFERENCE DIRTY.
SPEED ERROR TAPE AND INSTANTANEOUS ACCELERATION CARET
AUTOPILOT
▪ MIN ENGAGE ▪ 200’ / FAR 135, 500’
HEIGHT
▪ MIN DISENGAGE ▪ PRECISION APPROACH – 60’ AGL
HEIGHT ▪ NON-PRECISION – 50’ < MDA
▪ LNAV/VNAV – AT DA
COLD WEATHER
▪ 65OF (18OC) ▪ MIN TEMP FOR:
▪ Dus, IRUs, EERs
▪ SFD (CB – POP E-9)
▪ EBDI (CB – CPOP D-9)
▪ 50OF (10OC) ▪ ICING CONDITIONS EXIST WHEN IN VISIBLE
MOISTURE (COWL HEAT REQUIRED)
▪ 32OF (0OC) ▪ PURGE WATER IF AIRCRAFT IS LEFT UNHEATED >
90 MIN
▪ 14OF (-10OC) ▪ IF OIL TEMP (≤-10OC) GEN SWITCHES OFF FOR
ENG START ▪ LVTs ▪ “LINEAR VARIABLE TRANSDUCER”
▪ 5OF (-15OC) ▪ PURGE WATER SYSTEM REGARDLESS OF CABIN ▪ REVERSER ACTUATOR LVT (MONITORS REVERSER
TEMP DOOR MOVEMENT)
▪ -4OF (-20OC) ▪ REMOVE BATTS
▪ -20OF (-28OC) ▪ REMOVE LIFE RAFTS ▪ CBs ▪ RED – ESS BUS
▪ -40OF (-40OC) ▪ MIN FOR ENG START ▪ BLACK – MAIN BUS
▪ RVDTs ▪ THROTTLE RVDT ANGLE (TRA) / POWER LEVER ▪ MCDU ▪ UNLIKE AN FMS THE MCDU PERFORMS OTHER
RVDT (HONEYWELL MC-850) FUNCTIONS
“ROTARY VARIABLE ▪ REVERSE LEVER RVDTs ▪ THE MCDU IS A DISPLAY CONTROLLER
DIFFERENTIAL ▪ ELEVATOR RVDT ▪ THE ACTUAL FMS UNIT IS LOCATED IN THE
TRANSDUCER” ▪ ELEVATOR TRIM RVDT LEER/REER
▪ RUDDER RVDT FUNCTIONS
▪ AILERON RVDT ▪ NAVIGATION
▪ AILERON TRIM RVDT ▪ RADIOS
▪ FLAP CONTROL LEVER RVDTs (2) ▪ STBY ENG INST
▪ FLIGHT SPOILER ACTUATOR LINKAGE RVDTs (2 – ▪ PERF
L/R) ▪ DATALINK
▪ HYD QUANTITY RVDTs
▪ TILLER RVDT
▪ NOSEWHEEL STEERING GEARBOX RVDT
▪ RUDDER PEDAL RVDT (ON THE CONNECTOR ROD)
▪ APU AIR INLET DOOR RVDT
MCDU COLOR CODING SCHEME
▪ THROTTLE ANGLE
▪ MCDU ENTRY ▪ OFFSET (LATERAL), (PROG, PAGE 3, 1R) – RANGE AUTOMATIC TRANSFER
FORMAT 0.1 TO 30.0 NM ▪ PILOT-DEFINED WPTs
▪ PLACE/BEARING/DISTANCE – P/B/D ▪ STORED FPLs
▪ PLACE/BEARING/PLACE/BEARING – P/B/P/B ▪ OFFSIDE RADIO
▪ PLACE//DISTANCE – P//D TUNING
▪ LAT/LON, EXAMPLE: N3208.87W8111.95 IS
▪ INDEPENDENT AUTOMATIC TRANSFER
N32O 08.78 W081O 11.95
▪ OFFSIDE RADIO
▪ RLATSM EXAMPLE: USE H5230, ETC (NOTE: WITH
TUNING
JEPPESEN NAV DATABASE THE ARINC 424 CODE
“N5230” FOR RLATSM IS NOT AN ACCEPTED ▪ SINGLE ▪ NO DATA IS
MCDU ENTRY TRANSFERRED
NOTE: ARINC 424 IS AN AERONAUTICAL SPECIFICATION DEVELOPED AND MAINTAINED
BETWEEN FMSs
BY THE INDUSTRY WHICH HAS BEEN USED FOR THE EXCHANGE OF NAVIGATION AND ▪ CLOCK (2) – DISPLAYS:
COMMUNICATION DATA BETWEEN COMMERCIAL DATA SUPPLIERS AND AVIONIC
DAVTRON ▪ GMT = GREENWICH MEAN TIME
SYSTEM MANUFACTURERS. ARINC 424 SETS FORTH THE AIR TRANSPORT INDUSTRY’S
RECOMMENDED STANDARDS FOR THE PREPARATION OF AIRBORNE NAVIGATION ▪ LT = LOCAL TIME
SYSTEM REFERENCE DATA FILES. ▪ FT = FLIGHT TIME
NOTE: FULLY CHARGED ▪ ET = ELAPSED TIME
▪ CRUISE MODES MODE: OPTIMUM ALTITUDE: CLOCK BATTERIES CAN
MAINTAIN TIME TO SET TIME:
▪ LRC & ▪ NEAR THE CEILING ALTITUDE
KEEPING FOR 30 DAYS. ▪ PRESS SEL AND CTL KEYS SIMULTANEOUSLY,
MANUAL
NOTE: G450 MAXIMUM LEFT-MOST COLUMN BEGINS FLASHING
RANGE CRUISE TABLE, ▪ MAX SPD ▪ NEAR THE VMO/MMO ▪ PRESS CTL TO CHANGE THE FLASHING DIGIT
ISA: PB-7; CROSSOVER ALTITUDE ▪ PRESS SEL TO MOVE TO THE NEXT COLUMN
78,000 LBS, FL410, M.78 ▪ WHEN SETTING GMT, HH:MM CAN BE SET
74,000 LBS, FL410, M.77 ▪ MAX END ▪ WHERE THE FUEL FLOW IS
▪ WHEN SETTING LT, ONLY HH CAN BE SET. :MM IS
70,000 LBS, FL430, M.77 MINIMIZED
66,000 LBS, FL430, M.77
SYNCED TO GMT :MM
62,000 LBS, FL450, M.77 ▪ MXR SPD ▪ WHERE THE TRUE AIRSPEED IS
TO TEST DIGITS:
58,000 LBS, FL450, M.77 MAXIMIZED WHILE ENSURING
▪ PRESS AND HOLD SEL FOR 3 SEC, ALL DIGITS
54,000 LBS, FL450, M.76 THE DESTINATION CAN BE
50,000 LBS, FL450, M.74
SHOULD ILLUMINATE
REACHED BASED ON FUEL
QUANTITY FT:
▪ TO RESET HOLD CTL UNTIL 99:59 DISPLAYS
▪ A FLIGHT TIME ALARM CAN BE SET AND WILL
COUNT DOWN
▪ PLANEVIEW ▪ CHECK GAC-OIS-13 PLANEVIEW OPERATIONAL
ISSUES ISSUES LIST
▪ LISTS KNOWN SOFTWARE ISSUES AND PROVIDES
OPERATIONAL ADVICE BY ASC
▪ www.ipicinds.com LISTS THE SIDs, STARs, AND
APPROACHES THAT HAVE BEEN REMOVED FROM
THE DATABASE DUE TO FMS ISSUES THAT COULD
LEAD TO THE PROCEDURE NOT BEING FLOWN
CORRECTLY
NOTE: CERTAIN SCENARIOS ARISE WHERE AIRCRAFT POWER WILL NEED TO BE CYCLED.
OFTEN TIMES A 1 MINUTE POWERDOWN WILL BE SUFFICIENT. OTHER TIMES A
▪ HIGH LATITUDE ▪ USE TRUE ABOVE 73ON
OR 60OS MINIMUM 15 MINUTES COMPLETELY POWERED DOWN IS RECOMMENDED DUE TO
NAVIGATION ▪ “HDG FAIL” ON PFD AND MAP “KEEP ALIVE” POWER IN THE SUB-FUNCTIONS OF DIFFERENT SYSTEMS. AN EXAMPLE IS
▪ SELECT TRUE (MCDU, MAINTENANCE PAGE 3/3) THE CMC WHICH HAS “KEEP ALIVE” POWER FOR 12 MINUTES AFTER ALL AIRCRAFT
POWER HAS BEEN REMOVED.
AREAS WITH UNAVAILABLE MAGNETIC VARIATION
DATA ▪ DATABASES
▪ AUTOTHROTTLES WILL BE UNUSABLE UPDATE CYCLE MAU MODULE
▪ THRUST DIRECTOR CUE WILL BE UNAVAILABLE CHARTS 14 DAYS AGM, CMC, DMU
▪ FMS WINDS (PFD & NAV) WILL BE UNAVAILABLE, AIRPORT DATA 28 DAYS
BUT IRS DERIVED WINDS ARE STILL AVAILABLE IN
OBSTACLE 84 DAYS AGM
THE HUD
GEOPOLITICAL 168 DAYS
▪ FMS ▪ SYNCHRONOUS AUTOMATIC TRANSFER NAVIGATION AGM, FM
CONFIGURATION ▪ ACTIVE FPL AIRWAYS
MODES ▪ PERF ENTRIES AIRSPACE
▪ PILOT-DEFINED WPTs 28 DAYS AGM
COMMUNICATIONS
▪ STORED FPLs GRID MORA
▪ OFFSIDE RADIO AIRCRAFT CONFIG FM
TUNING TERRAIN SERVER 6-12 MONTHS
▪ INITIATED PILOT INITIATED EGPWS THREAT EGPWM
3-4 MONTHS
TRANSFER, VIA LINE ▪ ACTIVE FPL EGPWS ENV MOD
SELECT KEY ON THE ▪ PERF ENTRIES
LAST ACTIVE FLIGHT
PLAN PAGE.
DATALINK
DOWNLINK MESSAGE STATUS
RCP NOTES: ▪ “SENDING” – MSG STATUS: PENDING; NETWORK
▪ OMS-04 ▪ FUTURE AIR NAVIGATION SYSTEM (FANS 1/A) ACKNOWLEDGMENT HAS NOT BEEN RECEIVED
▪ AUTOMATIC DEPENDENT SURVEILLANCE (ADS-C) RCP 240 (4:00)
RNP 4 AIRSPACE
AND THE NETWORK ACKNOWLEDGEMENT TIMER
▪ CONTROLLER PILOT DATA LINK HAS NOT EXPIRED
30 NM SEPARATION
COMMUNICATIONS (CPDLC) ▪ “SENT” – MSG STATUS: CLOSED; NETWORK
RCP 400 (6:40)
▪ OMS-05 ▪ AUTOMATIC DEPENDENT SURVEILLANCE – ACKNOWLEDGMENT HAS BEEN RECEIVED
RNP 10 AIRSPACE
BROADCAST OUT (ADS-B OUT) 50 NM SEPARATION
▪ “CLOSED” – MSG STATUS: CLOSED; NETWORK
ACKNOWLEDGMENT HAS BEEN RECEIVED
▪ DATALINK ▪ DDLKK OR NNAVV CAN ACCESS ANY DATALINK ▪ “EXPIRED” – MSG STATUS: CLOSED; MESSAGE
GATEWAYS FUNCTION WAS PENDING WHEN BOTH ATC COMM
CONNECTIONS WERE TERMINATED OR ITS TIMER
▪ NAV INDEX ▪ NNAVV EXPIRED
▪ NNAVV  ATC ▪ “QUEUED” – MSG STATUS: PENDING; IF ATC IS IN
▪ NNAVV  DATALINK HOLD MODE ALL COMPOSED CPDLC DOWNLINKS
ARE QUEUED UNTIL THEY ARE TRANSMITTED OR
EXPIRED
NAV INDEX 1/2
DOWNLINK MESSAGE STATUS
  FPL LIST ATC   ▪ “NEW” – MSG STATUS: PENDING; MSG NOT
  WPT LIST DATALINK   REVIEWED BY PILOT
  NAV IDENT FLT SUM   ▪ “OLD” – UPON ACCESSING A “NEW” MESSAGE ITS
STATUS IS CHANGED TO “OLD” IF NO RESPONSE IS
  POS SENSORS  REQUIRED TO THE UPLINK MESSAGE
  CROSS PTS PATTERNS   ▪ “OPEN” – MSG STATUS: PENDING; MSG
  DEPARTURE ARRIVAL   REVIEWED BY PILOT, AWAITING MSG CLOSURE
RESPONSE AND NETWORK ACKNOWLEDGEMENT
G ▪ “CLOSED” – MSG STATUS CLOSED; NETWORK
• NNAVV  ATC ▪ THE NNAVV  ATC (1R) SEQUENCE IS MULTI- ACKNOWLEDGEMENT OF CLOSURE RESPONSE
FUNCTIONAL RECEIVED
▪ IF NOT LOGGED-ON: NNAVV  ATC (1R) ▪ “EXPIRED” – MSG STATUS: CLOSED; ATC COMM
LEADS TO THE LOGON/STATUS PAGE CONNECTIONS WERE TERMINATED OR TIMER
▪ IF LOGGED-ON: NNAVV  ATC LEADS TO THE EXPIRED
ATC INDEX ▪ “REPORT” – MSG STATUS: PENDING; REPORT
NEEDS TO BE SENT FOR UM120
▪ LOGON/STATUS ▪ I NAV I  ATC (IF NOT LOGGED ON)
PAGE ▪ DATALINK INDEX ▪ NNAVV  DATALINK (2R) ACCESSES AOC
FUNCTIONS; CMF MENU (6L) LEADS TO THE AOC
ATC LOGON/STATUS 1/2 NOTE: IF THE CPDLC
MAIN MENU – SAME AS PRESSING THE DDLKK
DOMAIN IS YOUR
 LOGON ON
--- --- --- ---  GOAL, NNAVV 
BUTTON
 FLT ID
--- --- --- ---
ACT CTR
 DATALINK IS THE
 TAIL NO
--- --- --- ---
NEXT CTR
 WRONG WAY. NNAVV
DATALINK INDEX 1/1
 ATC IS THE
 ADS
ARMED OR OFF     FLT PLAN WINDS REQ  
CORRECT WAY.
 ADS EMERGENCY
OFF OR ON     REPORTS WINDS REV  
  ATC INDEX
DATALINK
READY   
G
 
▪ ATC INDEX ▪ PRESS: NDLKV  ATC LOGON  ATC INDEX,  
OR, NNAVV  ATC (IF LOGGED ON)   CMF MENU 
NOTE: THE ATC INDEX
IS THE STARTING G
POINT FOR ALL CPDLC ATC INDEX 1/1 ▪ AOC MAIN MENU ▪ DDLKK LEADS TO THE AOC MAIN MENU
TASKS.
  EMERGENCY POS REPORT  
  ATC REQUEST REPORT   NOTE: AOC STANDS
AOC MAIN MENU
FOR “AERONAUTICAL
  WHEN CAN WE VOICE  
OPERATIONAL   NEW MESSAGES WX/MISC  
  FREE TEXT CLEARANCE   COMMUNICATIONS”   SENT MESSAGES ATS  
 PRINT LOG   AND REFERS TO ANY
COMMUNICATIONS   MESSAGE LOG REPORTS  
NOTE: THE ATC LOG IS   LOGON/STATUS LOG  
A GREAT PAGE TO
BETWEEN YOU AND   TIMES/FUELS SYSTEM  
YOUR DATALINK
KEEP OPEN BECAUSE SERVICE PROVIDER
  STATUS ATC LOGON  
ALL NEW MSGs SHOW LOG (DSP), E.G. ARINC OR   FPL/WINDS 
UP ON THE TOP OF ▪ ALL MESSAGES ARE RECORDED IN THE ATC LOG GDC.
THE LIST AND CAN BE
(ATC INDEX  LOG (6R))
OPENED DIRECTLY
FROM THERE. ▪ MESSAGES ARE LISTED IN CHRONOLOGICAL
ORDER WITH NEW MESSAGES AT THE TOP OF
PAGE 1
▪ CMU ATS MENU ▪ PRESS: DDLKK  ATS (2R) ▪ PRESS: DDLKK  STATUS  TEST (5R) 
DATALINK SEND (6R)
COMMUNICATIONS
MANAGEMENT UNIT CMU ATS MENU 1/1 COMMUNICATIONS
(CMU) MANAGEMENT UNIT
 < TWIP REQ NEW MSGS >  CMU DATALINK MGR 1/2
(CMU)
AIR TRAFFIC SERVICE  < ATIS REQ ATS LOG >   NO COMM
VHF TEST
VDL MODE X 
(ATS)  < DCL REQ   AVAILABLE
SATCOM TEST
AOA VHF
ENABLED 
 < OCEANIC REQ   
   MSG RESET  
 < MAIN MENU SYS MENU >   VHF FREQ SEL > 
 < SYS MENU DATA REGIONS > 
G
▪ CPDLC ATC FLIGHT PLAN G
PREFLIGHT ▪ BLOCK 7, CONFIRM AIRCRAFT ID AGREES WITH ▪ PDC ▪ DDLKK  ATS (2R)  DCL REQ (3L)  DATALINK
SETUP FMS FLIGHT ID RADIO TCAS (5L)  FLT ID (3R) REQUEST (6R)
▪ BLOCK 10A, CONFIRM J3 AND J5 – DATALINK NOTE: ENTER “0”
SYSTEM OR “FBO” FOR
▪ BLOCK 10B, CONFIRM D1 – ADS STAND CMU ATS MENU 1/1
MASTER DOCUMENT  < TWIP REQ NEW MSGS > 

▪ ANNOTATE FIR BOUNDARIES  < ATIS REQ ATS LOG > 
▪ CHECK FIRs VS. GOLD APPENDIX B, NOTE:  < DCL REQ 
▪ CPDLC STATUS
 < OCEANIC REQ 
▪ ADS-C STATUS
▪ AFN ADDRESS  
▪ REMARKS   MAIN MENU SYS MENU > 
NOTE: IF COM/NAV3 CONFIRM COM/NAV3 IN DATA MODE GG
FAILS, EITHER COM1 ▪ THE PURPOSE OF COM/NAV3 IS TO FUNCTION AS
OR COM2 CAN BE ▪ DCL THREE POSSIBLE CPDLC DEPARTURE CLEARANCES:
THE DATA RADIO FOR DATALINK, IT IS CALLED A ▪ CLEARED AS FILED
CONFIGURED FOR VDL.
VDR (VHF DATA RADIO); ITS LINK IS CALLED VDL NOTE: REQUEST DCL ▪ CLEARED, BUT NOT AS FILED
NOTE: IF ALL 3 VHF (VHF DATALINK) PRIOR TO
RADIOS ARE IN VOICE
▪ CLEARED, WITH CHANGES
▪ COM/NAV3 IS FOUND ON RADIO TUNING PAGE DOWNLOADING OR
MODE ONLY THE CREATING AN ACTIVE LOGON
SATCOM LINK WILL BE
2/2; PRESS RADIO  NEXT
▪ IF COM/NAV3 IS TUNED TO A VOR/ILS FREQ THE
FLIGHT PLAN. ▪ DDLKK  ATC LOGON
USED; THIS IS
EXPENSIVE. ENTIRE DATA SECTION OF THE COM/NAV3 PAGE ▪ ENTER “KUSA” INTO LOGON TO (1L)
WILL BE MISSING. BOTH THE ACTIVE AND ▪ ENSURE FLT ID (2L) AND TAIL NO (3L) ARE
NOTE: TO FORCE CORRECT, PRESS SEND (6R)
SATCOM / DISABLE STANDBY FREQUENCIES NEED TO BE ON VOICE
FREQUENCIES (118 – 137 MHz); PRESS RADIO  ▪ “ATC COMM ESTABLISHED” SHOULD APPEAR IN
VHF DATA MODE,
SELECT COM/NAV3 TO NEXT  6L  6L THE SCRATCHPAD
VOICE. ▪ ON COM/NAV3 PAGE 1/1 CONFIRM 2R: MODE: TO REQUEST CLEARANCE
NOTE: AT SOME
DATA, IS ACTIVE AIRPORTS CLEARANCE ▪ PRESS ATC INDEX (6L)  CLEARANCE (4R) 
NOTE: ALTERNATE
DELIVERY WILL PUSH SEND (6R)
METHOD, PRESS: DOWNLINK THE FLIGHT PLAN
THE DEPARTURE
DFPLK  DLK FPL ▪ THIS CONFIRMS THE DATA LINK IS WORKING CLEARANCE WITHOUT
(1R), ENTER FLIGHT ▪ PRESS DDLKK  FLT PLAN (1L), ENTER FLIGHT WAITING FOR A
PLAN NUMBER (2L),  ATC INDEX 1/1
PLAN NUMBER (2L),  SEND REQST (6R) REQUEST, AT OTHERS
SEND REQST (6R).
▪ ONCE “FLT PLAN RECEIVED”, SELECT: FPL REVIEW CLEARANCE DELIVERY   EMERGENCY POS REPORT  
(5R)  ACTIVATE (6R) WILL WAT FOR A   ATC REQUEST REPORT  
MESSAGE REQUESTING
IT.
  WHEN CAN WE VOICE  
DATALINK FLT PLAN 1/1
  FREE TEXT CLEARANCE  
 PRINT LOG  
 REQUEST FPL BY
FPL NUM OR FPL INFO  
  LOGON/STATUS LOG  
 FLIGHT PLAN NUMBER
--- --- --- --- 
 
  ▪ ATC MESSAGE CAS APPEARS
  ▪ SELECT UPLINK / REQUEST CLEARANCE (1L)
  DATALINK  ▪ REVIEW ALL PAGES, PRESS ACCEPT (4R)  SEND
(6R)
▪ IF REVIEW IS DISPLAYED (3R) IT MEANS THE
CONFIRM VHF DATA LINK (VDL) AND SATCOM ARE CLEARANCE CONTAINS A DIFFERENT ROUTE THAN
AVAILABLE FILED. SELECT REVIEW (3R), REVIEW ALL PAGES,
▪ PRESS: DDLKK  SYSTEM (4R)  DATALINK MGR FOLLOW THE ATC CLEARANCE LINK (1R), REVIEW
(1L) ALL PAGES, SELECT ATC UPLINK (6L), REVIEW ALL
▪ CHECK VHF TEST (1L) “AVAILABLE”; IF “NO PAGES, ACCEPT (2R), AS APPROPRIATE, AND SEND
COMM” CHECK VHF VDL AIRBORNE (6R); NOW SELECT ACTIVATE (4R)
▪ CHECK SATCOM TEST “AVAILABLE”
▪ OCEANIC FROM YOUR DSP (EVERYWHERE EXCEPT NY REVIEW OPTION ▪ 6R SHOWS “SENDING”, THEN “SENT”
CLEARANCE OCEANIC) BECOMES AVAILABLE ▪ LOGON (1R) SHOWS “ACCEPTED”, DATALINK
AT 5L.
▪ DDLKK  ATS (2R)  OCEANIC REQ (4L) (6R) SHOWS “READY”
DATALINK SERVICE NOTE: THE LOGON HAS BEEN ACCEPTED, BUT A
PROVIDER (DSP), E.G. CPDLC SESSION HAS NOT BEEN ESTABLISHED UNTIL
ARINC OR GDC CMU OCEANIC CLX REQ NOTE: PER HONEYWELL
ACT CTR (2R) SHOW THE FIR ID
NOTE: ALL OCEANIC  ENTRY FIX


ETA
 :   SIL, OPERATORS HAVE
NOTED THAT THEY ARE
AREAS, EXCEPT NEW  MACH
. 
F L T L E V EL
FL   UNABLE TO LOGON TO ATC LOGON/STATUS 1/2
YORK, DELIVER
OCEANIC CLEARANCES
 ATC FACILITY

FLT ID
  THE FANS 1/A NETWORK
 LOGON ON
--- --- --- --- 
IN THE USA WHILE
VIA A DSP, NOT CPDLC.  REMARKS
-- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -  USING VHF. TESTING  FLT ID
--- --- --- ---
ACT CTR

SHOWS THAT
IF THE CLEARANCE IS  -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -   TAIL NO
--- --- --- ---
NEXT CTR

NOT AUTOMATICALLY SWITCHING TO SATCOM
RECEIVED IT CAN BE   RETURN SEND   (CHANGE COM 3 TO  ADS
ARMED OR OFF  
VOICE) REMEDIES THIS
REQUESTED VIA THE
SITUATION.
 ADS EMERGENCY
OFF OR ON  
CMU ATS MENU PAGE. GG
NAT – EASTBOUND   ATC INDEX

DATALINK
READY 
NOTE: “AGCS ▪ GANDER ACC SENDS THE CLEARANCE
EQUIPPED” ATC AUTOMATICALLY VIA YOUR DSP 10 TO 60 MIN G
REMARK IS NOT SUCCESSFUL ATSU LOGON:

PRIOR TO OCEANIC AIRSPACE ENTRY/70O WEST
APPROPRIATE FOR ▪ “ATC COMM ESTABLISHED”
LONGITUDE, IF NOT, REQUEST CLEARANCE VIA
G450/G550 AIRCRAFT ▪ LOGON TO FIELD GOES BLANK (1L)
– IT INHIBITS THE DDLKK  ATS (2R)  OCEANIC REQ (4L);
▪ THE FIRs ID IS SHOWN IN THE ACT CTR FIELD
ACKNOWLEDGE ACKNOWLEDGE ON RECEIPT
(2R)
FUNCTION. “AGCS ▪ DEPARTING GANDER (CYQX), GOOSE BAY (CYYR),
EQUIPPED” IS ONLY
▪ ATC COMM (ATC LOGON PAGE 2/2) SHOWS
OR ST. JOHN’S (CYYT) OCEANIC CLEARANCE WILL
FOR EASTBOUND “ACTIVE”
BE PROVIDED BY THE TOWER
AIRCRAFT THAT DO
▪ LATENCY TIMER
NOT HAVE A NAT – WESTBOUND
DEDICATED OCEANIC ▪ SHANWICK PROVIDES THE CLEARANCE VIA YOUR NON ASC 912 ▪ IF YOU RECEIVE “CONFIRM MESSAGE
CLEARANCE REQUEST DSP IF YOU ARE REGISTERED FOR OCEANIC ROUTE LATENCY TIMER OFF” OR “SET UPLINK DELAY
PAGE.
CLEARANCE AUTHORIZATION (ORCA) WITH YOUR TO 40 SECONDS,” FREE TEXT RESPONSE
DSP. “TIMER NOT AVAILABLE.”
▪ THE “UPLINK DELAY TIME” FIELD IS NOT A
NEW YORK OCEANIC
SUITABLE “MESSAGE LATENCY TIMER.” ITS
▪ LOGON WITH NEW YORK OCEANIC (KZWY), THE
FUNCTION IS TO FLAG A MESSAGE AS
OCEANIC CLEARANCE WILL BE SENT VIA CPDLC
DELAYED THAT HAS BEEN RECEIVED BUT NOT
▪ ONCE RECEIVED, ACCEPT WITHIN 60 SEC
READ. A TRUE LATENCY TIMER MONITORS
▪ REVIEW, SELECT “ATC CLEARANCE” TO INTERPRET
NETWORK DELAYS, NOT PILOT DELAYS.
LLXX WAYPOINTS
▪ “ACTIVATE” TO INSERT WAYPOINTS INTO THE FMS
ASC 912(A/B/SUB) ▪ CORRECTED THE SOFTWARE TO MEET THE
FLIGHT PLAN
LATENCY TIMER REQUIREMENTS FOR FANS
▪ CHECK ROUTING AND REMOVE UNNEEDED
1/A+
WAYPOINTS
▪ CHANGED THE “UPLINK DELAY TIME” FIELD
▪ CPDLC LOGON WHEN TO LOG ON NOTE: THE “+” IN FANS TO “MAX UPLINK DELAY”
▪ OUTSIDE OF DATA LINK AIRSPACE, INITIATE A 1/A+ MEANS LATENCY ▪ LATENCY TIMER DEFAULTS TO 600 SECONDS
NOTE: FIR IDs LOGON 10 TO 25 MIN PRIOR TO AIRSPACE ENTRY TIMER (10 MIN)
▪ ICAO DOC ▪ OAKLAND OCEANIC CONTROL (KZAK) ▪ SELECTABLE (LSK 2L) FROM 0 TO 999 SEC, “0”
10037, ▪ DEPARTING THE WEST COAST, GUAM, AND DISABLES THE LATENCY TIMER
APPENDIX B HAWAII – DO NOT LOGON UNTIL AFTER ▪ CPDLC AT RCP 240 USING VDL M0/A/2
▪ EN ROUTE LEAVING 10,000’ MSL ▪ ADS-C AT RSP 180 USING SATCOM (INMARSAT)
CHARTS ▪ LOGON AT LEAST 15-45 MIN PRIOR TO ▪ CPDLC-DCL USING SATCOM (INMARSAT)
▪ GAC-OMS-04 OAKLAND OCA FIR
ATC FACILITIES
NOTIFICATION (AFN) – ▪ PRESS: DDLKK  ATC LOGON ATC LOGON/STATUS 2/2
ATC COMM
OR O F F 
WHEN THE FMS SENDS
ATC LOGON/STATUS PAGE ½  ACTIVE 
AN AFN CONTACT
MESSAGE, ALSO ▪ ENSURE FLT ID (2L) AND TAIL NO (3L) ARE 
MAX UPLINK DELAY
6 0 0SEC 
KNOWN AS AN AFN CORRECT  
LOGON, IT INDICATES ▪ ENSURE ADS ARMED (4L)
THAT IT IS CAPABLE OF ▪ ENSURE ADS EMERGENCY MODE IS OFF (5L)  
ADS AND ATC COMM.  
THIS RESULTS IN THE ATC LOGON/STATUS PAGE 2/2
▪ ENSURE ATC COMM IS ARMED
  ATC INDEX CMF MENU  
ATC CENTER TRYING
TO ESTABLISH CPDLC NOTE: THE UPLINK DELAY TIME (2L) DEFAULTS TO
SERVICES. 16 MIN; THIS DELAY TIMER WILL CHANGE A
MESSAGE’S STATUS TO EXPIRED IF NOT READ NOTE: WHEN AN UPLINK IS RECEIVED, THE DELAY TIME IS CALCULATED USING THE
NOTE: THE CPDLC EMBEDDED TIME STAMP IN THE UPLINK MESSAGE (TIME THE UPLINK WAS SENT BY
WITHIN THE NUMBER OF MINUTES DISPLAYED;
LOGON IS ALSO THE THIS IS NOT SAME AS A MESSAGE LATENCY TIMER ATC) AND THE FMS TIME OF WHEN THE MESSAGE WAS RECEIVED. IF THE DELAY TIME
ADS-C LOGON – “ADS EXCEEDS THE TIMER VALUE THE MESSAGE WILL INCLUDE AN INDICATION THAT IT WAS
ESTABLISHED” ATC LOGON/STATUS PAGE ½ DELAYED BY THE NETWORK AND THE CREW SHOULD CONTACT ATC BY VOICE.
DISPLAYS, AND ADS ▪ ENTER “LOGON TO” FIR ID (1L)
ARMED CHANGES TO ▪ PRESS: SEND (6R)
ADS ACTIVE. AN ADS
▪ ADS REVIEW ▪ DNAVK  ATC  ADS REVIEW (5L) ▪ CMF SWITCHING COMMUNICATIONS MANAGEMENT FUNCTION
(CMF):
NOTE: WHEN ADS CONTRACT TYPES: NOTE: MANUALLY ▪ THE CMF CAN BECOME “FROZEN” – UNABLE TO
GOES FROM “ARMED” SWITCHING CMFs WILL LOG ON
TO “ACTIVE” THE ADS ▪ PERIODIC CONTRACT; TWO TYPES: NORMAL AND RESULT IN ALL LOGGED ▪ MANUALLY SWITCHING CMFs IS THE PRIMARY
REVIEW PROMPT IS EMERGENCY DATA AND THE MSG
MEANS OF FORCING A NONRESPONSIVE CMF TO
DISPLAYED ON THE ▪ NORMAL PERIODIC REPORT CONTENT: LOG BEING LOST.
RELINQUISH CONTROL TO THE OTHER CMF.
ATC INDEX PAGE (5L). ▪ FLIGHT ID RECORD OOOI TIMES
AND PRINT MSGs ▪ IF A MANUAL SWITCH IS ATTEMPTED AND THE
▪ EARTH REF STBY CMF IS UNABLE TO BECOME ACTIVE THE
PRIOR TO SWITCHING
▪ METEOROLOGY CMFs. ACTIVE CMF RESETS AND RESUMES AFTER 3 SEC.
▪ PRED ROUTE
▪ AIR REF MENU  MISC
AUTOMATIC ▪ A/C INTENT
DEPENDENT MISC
NOTE: IF THE GROUND SYSTEM DOES NOT SPECIFY A
SURVEILLANCE (ADS) TIME INTERVAL THE AIRCRAFT WILL ESTABLISH A   PERF DIR  
PERIODIC CONTRACT OF 64 SECONDS FOR EMERGENCY
REPORTING AND 304 SECONDS FOR NORMAL PERIODIC   NAV PROG  
REPORTING.   FPL 
 
ADS REVIEW 2/2   CMF1 / CMF2 DLK  
 CONTRACT
PERIODIC 1088S
ADDRESS
XQXE2YA   RADIO  
 MSG CONTENT
FLIGHT ID METEORO 
 
▪ COCKPIT ▪ MILTOPE
  PRINTER
:
 
  ATC INDEX 
▪ DEMAND CONTRACT – A SINGLE ADS-C PERIODIC

REPORT REQUESTED BY THE ATS UNIT
▪ EVENT CONTRACT – A SINGLE EVENT CONTRACT
CONTAINS MULTIPLE EVENT TYPES:
▪ WAYPOINT CHANGE EVENT (WCE)
▪ LATERAL DEVIATION EVENT (LDE) NOTES
▪ VERTICAL RATE CHANGE EVENT (VRE)
ADS REVIEW 1/2

 CONTRACT
EVENT
ADDRESS
XQXE2YA 
 VERT RATE
-5056FT/MIN
LAT DEV
5.000NM 
 ALT RANGE
40700/41300 FT
WPT CHG
YES 
 
 
  ATC INDEX 
I NAV I BUTTON: I NAV I  ATC, NOT LOGGED ON: I NAV I  ATC, LOGGED ON:
NAV INDEX 1/2  ATC LOGON/STATUS 1/2  ATC INDEX 1/1
  FPL LIST ATC    LOGON ON
--- --- --- ---    EMERGENCY POS REPORT  
  WPT LIST DATALINK    FLT ID
--- --- --- ---
ACT CTR
   ATC REQUEST REPORT  
  NAV IDENT FLT SUM    TAIL NO
--- --- --- ---
NEXT CTR
   WHEN CAN WE VOICE  
  POS SENSORS   ADS
ARMED OR OFF     FREE TEXT CLEARANCE  
  CROSS PTS PATTERNS    ADS EMERGENCY
OFF OR ON    PRINT LOG  
  DEPARTURE ARRIVAL     ATC INDEX
DATALINK
READY    LOGON/STATUS LOG  
I DLK I BUTTON: I DLK I  ATS

AOC  MAIN MENU CMU  ATS MENU 1/1  DATALINK INDEX 1/1
  NEW MESSAGES WX/MISC    < TWIP REQ NEW MSGS >    FLT PLAN WINDS REQ  
  SENT MESSAGES ATS    < ATIS REQ ATS LOG >    REPORTS WINDS REV  
  MESSAGE LOG REPORTS    < DCL REQ   
  TIMES/FUELS SYSTEM    < OCEANIC REQ   
  STATUS ATC LOGON      
  FPL/WINDS    MAIN MENU SYS MENU >    CMF MENU 
MENU BUTTON:
MENU CMU  SYSTEM MENU  DATALINK FLT PLAN 1/1
 < MISC   < DATALINK MGR NEW MSGS >   REQUEST FPL BY
FPL NUM OR FPL INFO  
   < TIME/DATE ATS LOG >   FLIGHT PLAN NUMBER
--- --- --- --- 
     
 < BKUP ENGINE   MAINTENANCE >   
 MCDU MAINT >     
 MCDU STAT >   < MAIN MENU ATS MENU >    DATALINK 
I FPL I BUTTON: MENU  MISC

ACTIVE FLIGHT PLAN 1/1  MISC CMU  DATALINK MGR 1/2
 ORIGIN/ETD
--- --- --- ---
DLK FPL
DEST    PERF DIR    NO COMM
VHF TEST
VDL MODE X 
 LOAD FPL
RECALL OR CREATE
--- --- --- ---
   NAV PROG    AVAILABLE
SATCOM TEST
AOA VHF
ENABLED 
 FPL NAMED --- --- --- --- --- --- --- ---
   FPL   
     MSG RESET  
 FPL STORAGE DEVICE
PCMCIA 2 OR     CMF1 / CMF2 DLK    VHF FREQ SEL > 
  FPL LIST PERF INIT    RADIO    < SYS MENU DATA REGIONS > 
WORKLOAD
SOP ▪ RECOGNIZES HIGH WORKLOAD
▪ TAKES OR MAKES TIME
NOTE: AOM  CHAPTER 6 GROUND/FLIGHT CHARACTERISTICS AND PROCEDURES
▪ DEALS WITH OVERLOAD & PRIORITIZES
▪ AVOIDS DISTRACTION & DISTRACTING
DECISIONS
▪ IDENTIFIES PROBLEMS & ISSUES
▪ INVOLVES OTHERS IF NEEDED
▪ EVALUATES OUTCOME
▪ USES STRUCTURE IN NEW SITUATIONS
OPERATION PROFESSIONAL STYLE
▪ RELAXED AND PROFESSIONAL TONE
▪ ASPIRES TO HIGH PERFORMANCE
▪ CONSCIENTIOUS & FLEXIBLE
▪ SELF-AWARE & SEEKS FEEDBACK
AIRCRAFT HANDLING
▪ SAFE, EFFICIENT, AND COMFORTABLE
GULFSTREAM HAS ADVISED THAT THE INITIAL, CRITICAL PILOT RESPONSES ▪ AUTOMATIC / MANUAL FLIGHT
FOR THE FOLLOWING EMERGENCY PROCEDURES SHOULD BE PERFORMED ▪ NON-NORMALS / EMERGENCIES
PROMPTLY WITHOUT REFERENCE TO A CHECKLIST: ▪ MANAGES ERRORS
IMMEDIATE ACTION: APPLIED KNOWLEDGE

▪ TECHNICAL & OPERATIONAL
▪ REJECTED TAKEOFF ▪ USE OF CHECKLISTS
▪ SOPs / POLICIES
▪ ENGINE FAILURE/FIRE AFTER V1 ▪ COMMERCIAL / CUSTOMER AWARENESS
▪ EMERGENCY DESCENT
▪ NORMAL START, ▪ BLEED AIR PRESS ▪ 28 PSI MIN / 40 PSI MIN
▪ RAPID DECOMPRESSION RIGHT ENG: ▪ START MASTER- ▪ R ECS PACK TURNS OFF
PUSH
▪ AUTOPILOT OR AUTOTHROTTLE UNCOMMANDED DISCONNECT NOTE: ENSURE ▪ R ENG START-PUSH ▪ L ECS PACK TURNS OFF
▪ ENGINE EXCEEDANCE RESIDUAL TGT IS “SVO”
< 200OC, IF NOT, ▪ VERIFY LP (2%)
▪ OVERSPEED PERFORM A CRANK
CYCLE.
AND HP (20%)
▪ STALL PROTECTION/STALL WARNING ACTIVATION ▪ R FUEL CNTL – RUN ▪ “IGN”
NOTE: WITH ▪ AT 44% (42%/ 47%) ▪ “SVO/IGN OUT”
▪ FLIGHT CONTROL JAMS TAILWINDS > 10 KTS,
HP
ACHIEVE MAX
▪ TOTAL LOSS OF BRAKING CRANKING RPM AND
▪ MIN ENG IDLE ▪ 49% / 58% HP
VERIFY POSITIVE LP ▪ MIN OIL PRESS ▪ 17 PSI / 35 PSI
▪ EGPWS ALERT
RPM PRIOR TO ▪ HYD PRESSURES ▪ 0,0,3000,3000
▪ WINDSHEAR ALERT SELECTING RUN. ▪ “SINGLE RUDDER” ▪ ON
▪ TCAS ALERT NOTE: PRESS AND HOLD THE START SWITCH UNTIL SVO IS DISPLAYED. OTHERWISE
YOU’LL GET A SAV MAINTENANCE CAS MESSAGE. QRH - START MASTER OFF, CYCLE
▪ IN ADDITION, PILOTS ARE EXPECTED TO DON OXYGEN MASKS FUEL CONTROL, ATTEMPT ANOTHER START.
PROMPTLY WHEN APPROPRIATE (e.g. WHEN SMOKE IS DETECTED)
NOTE: WHEN THE ENG START PAGE TGT TEMP SCALE CHANGES FROM 800O TO 1000O
▪ PILOT SKILLS LIST THE ENG START IS COMPLETE.
CREW BRIEFINGS NOTE: MIN BLEED AIR FOR START: 40 PSI, BUT 26 PSI HAS BEEN DEMONSTRATED.
▪ OUTLINES PLANS & DIFFERENCES
▪ ALLOCATES TASKS ▪ ENGINE START ▪ ENGINE FAILURE TO START
▪ SEEKS INPUT ABNORMALS (QRH EB-29 FIRST STEP: FUEL CONTROL…OFF)
▪ CHECKS UNDERSTANDING ▪ HOT START
TEAMWORK (QRH EB-31 FIRST STEP: FUEL CONTROL…OFF)
▪ BALANCES RANK AUTHORITY
▪ STARTER VALVE FAILS TO OPEN
▪ FLEXIBLE & SHOWS RESPECT
(QRH EB-29 FIRST STEP: START MASTER…OFF)
▪ ACTIVELY MONITORS & SUPPORTS
▪ THINKS INDEPENDENTLY ▪ STARTER VALVE FAILS TO CLOSE
COMMUNICATION (QRH EB-30 FIRST STEP: START MASTER…OFF)
▪ SHARES INFORMATION & IDEAS ▪ CROSSBLEED START
▪ ACTIVELY LISTENS (ALTERNATE NORMALS QRH NG-16)
▪ ASSERTIVE WHEN REQUIRED
▪ ADMITS MISTAKES & DOUBTS ▪ AIR START
(QRH EB-17)
TASK SITUATIONAL AWARENESS
MANAGEMENT ▪ THOROUGH PREFLIGHT PREPARATION ▪ NORMAL ▪ ROTATE TO 14O
▪ STAYS AHEAD & UPDATES PLANS TAKEOFF ▪ PM, “POSITIVE ▪ PF, “GEAR UP”
▪ MAKES CONTINGENCY PLANS RATE”
▪ KEEPS BROAD PERSPECTIVE ▪ PM, “400 FT” ▪ PF, “FLAPS UP, FLCH”
▪ STEEP TURNS ▪ 15000’, 250 KTS

▪ DISENGAGE 1. HDG NOTE: DONNING PM DUTIES: “MASKS MASKS!”
2. A/T OXYGEN MASKS: OXYGEN MASK .............................................. DON
- REMOVE GLASSES
3. A/P - REMOVE HEADSET,
PASSENGER OXYGEN MASKS ...................... DEPLOY
NOTE: WHEN ROLLING THROUGH ≥32O BANK, AN INVERTED TRIANGLE APPEARS AT PUT THEM EXTERIOR LIGHTS ................................................ ON
THE 45O POSITION. IT DISAPPEARS FROM VIEW AT ≤30O. AROUND YOUR TRANSPONDER.......................................... SET 7700
NECK ATC ............................. NOTIFY, ASK MSA ALTITUDE
▪ APPROACH TO ▪ SET MAN SPEED 160 KTS - DON OXYGEN LOSS OF PRESSURIZATION CHECKLIST ... COMPLETE
STALL - CLEAN ▪ BRIEF “STOP TRIM AT VREF” & “CALL 140” MASK, SELECT MIC
▪ IDLE THRUST TO MASK THE AIRCRAFT AUTOMATICALLY:
▪ STOP TRIMMING AT VREF - REPLACE HEADSET ▪ A/T ENGAGE – GO TO IDLE
OR SELECT SPEAKER ▪ SPEED – MAN 340 KTS
STALL WARNING ACTIVATION ON ▪ HDG – 900 LEFT TURN
IMMEDIATE ACTION: ▪ ALT – 15000’
▪ ANNOUNCE “STALL” NOTE: CPC CHANNELS ▪ FLCH
▪ REDUCE AOA, SELECT TO/GA POWER CAN BE SWITCHED BY
SELECTING MANUAL
▪ AIRCRAFT TURNS LEFT 900, DESCENDS AT
▪ ROLL, UNLOAD THE WING VMO/MMO, LEVELS 15000’
AND RETURNING TO
▪ ATTITUDE – TO RECOVER TO LEVEL FLIGHT AUTO. ▪ GP SPEED – MAN 250 KTS
▪ APPROACH TO ▪ FLAPS 20O NOTE: DO NOT REMOVE OXYGEN MASK UNTIL BELOW
STALL – TAKEOFF ▪ SET HEADING CHANGE 10,000 FT – THE AIRCRAFT WILL LEVEL AT 15,000 FT.
CONFIGURATION ▪ IDLE THRUST
▪ STOP TRIMMING AT VREF MANUAL PERFORM EMERGENCY DESCENT:
PROCEDURE:
STALL WARNING ACTIVATION IMMEDIATE ACTION:
IMMEDIATE ACTION: PF DUTIES: “MASKS MASKS!”
▪ ANNOUNCE “STALL” OXYGEN MASK .............................................. DON
▪ REDUCE AOA, SELECT TO/GA POWER POWER LEVERS ................................................. IDLE
▪ ROLL, UNLOAD THE WING TCS ............................................... PRESS AND HOLD
▪ ATTITUDE – TO RECOVER TO LEVEL FLIGHT HEADING ........................................... TURN 90 DEG
▪ DURING RECOVERY CALL “SYNC HEADING” NOTE: A -8000 FPM AIRSPEED .... MMO/MVO (IF NO STRUCTURAL DAMAGE)
V/S DESCENT CAN BE SPEEDBRAKES ............................................. DEPLOY
▪ APPROACH TO ▪ GEAR DOWN, FULL FLAPS DIALED, THE AIRCRAFT
STALL – LANDING ▪ VERTICAL SPEED -700 FPM WILL NOT OVERSPEED NOTE: AN INITIAL PITCH ATTITUDE OF 8O TO 10O NOSE
CONFIGURATION ▪ IDLE THRUST WHEN ON AUTOPILOT DOWN IS RECOMMENDED. AS SPEED APPROACHES
▪ STOP TRIMMING AT VREF DUE TO OVERSPEED VMO/MMO EXTEND SPEED BRAKES. ADJUST PITCH TO
PROTECTION. AVOID OVERSPEED.
STALL WARNING ACTIVATION
CALL: “SET 15,000 FT”, “SYNC HEADING”, “MAN
IMMEDIATE ACTION:
SPEED, SYNC”, “FLCH”
▪ ANNOUNCE “STALL” NOTE:
TCS ............................................................. RELEASE
▪ REDUCE AOA, SELECT TO/GA, CALL “FLAPS 20” SLOW CALL.......... “LOSS OF PRESSURIZATION CHECKLIST”
▪ ROLL, UNLOAD THE WING DECOMPRESSION:
▪ ATTITUDE – TO RECOVER TO LEVEL FLIGHT >10 SEC PM DUTIES: “MASKS MASKS!”
▪ AT POSITIVE RATE, CALL “GEAR UP, HDG, FLCH” OXYGEN MASK .............................................. DON
RAPID
▪ AT 160 KTS, CALL “FLAPS UP” DECOMPRESSION: PASSENGER OXYGEN MASKS ...................... DEPLOY
1-10 SEC EXTERIOR LIGHTS ................................................ ON
▪ JAMMED IMMEDIATE ACTION:
TRANSPONDER.......................................... SET 7700
STABILIZER ▪ REDUCE PITCH WITH BANK / INCREASE PITCH EXPLOSIVE
GP .............................. SET (ALT, HDG, SPEED, FLCH)
WITH TRIM DECOMPRESSION:
ATC ............................. NOTIFY, ASK MSA ALTITUDE
▪ CALL “JAMMED STABILIZER CHECKLIST” <1 SEC
LOSS OF PRESSURIZATION CHECKLIST ... COMPLETE
▪ RUNAWAY PITCH IMMEDIATE ACTION: NOTE: DO NOT REMOVE OXYGEN MASK UNTIL BELOW
TRIM ▪ A/P DISC – PUSH AND HOLD 10,000 FT.
▪ PITCH TRIM – DISENGAGE
▪ A/P DISC - RELEASE ▪ ENGINE FAILURE ▪ QRH OPTIONS:
▪ CALL “RUNAWAY PITCH TRIM CHECKLIST” IN FLIGHT - ENGINE SHUTDOWN IN FLIGHT
NOTE: QRH STEP
- ENGINE FAILURE ABOVE V1
▪ EMERGENCY EDM ARMED: - AIRSTART – WINDMILLING
“MATCH FGC TO
DESCENT ▪ ≥FL400 & OPERATING ENGINE.” - AIRSTART – AUTOMATIC (PREFERRED)
▪ AUTOPILOT ENGAGED THIS SHOULD OCCUR - AIRSTART – STARTER-ASSIST
AUTOMATICALLY WITH
EDM PROCEDURE: EDM ACTIVATED: NOTE: DO NOT ATTEMPT AIRSTART IF:
THE LOSS OF THE IDG.
▪ “CABIN PRESSURE LOW” - FIRE
NOTE: THE GUIDANCE - FOD
PANEL WILL BE IMMEDIATE ACTION: - FROZEN
LOCKED UNTIL THE PF DUTIES: “MASKS MASKS!”
ADM HAS BEEN OXYGEN MASK ..............................................DON NOTE: USE OF THE AUTOTHROTTLE DURING SINGLE ENGINE APPROACH IS PROHIBITED.
TERMINATED BY EDM .........................................................MONITOR NOTE: THE QRH HAS ENGINE OUT DRIFTDOWN CHARTS (EB-14).
DISCONNECTING THE SPEEDBRAKES ......... DEPLOY (NEARING MMO/VMO)
AUTOPILOT. CALL .......... “LOSS OF PRESSURIZATION CHECKLIST”
CONTINUED
▪ DUAL ENGINE ▪ QRH OPTIONS: ▪ DECLARING AN STATE:

FAILURE - DUAL ENGINE FLAMEOUT EMERGENCY ▪ AIRCRAFT IDENTIFICATION
- DUAL ENGINE FAILURE – MID-ALTITUDE ▪ NATURE OF EMERGENCY
NOTE: MAXIMUM - DUAL ENGINE OUT LANDING PROCEDURE ▪ SOULS AND FUEL ON BOARD (IN TIME)
GLIDE HAPPENS AT NOTE: GAC IN-FLIGHT ▪ PILOT’S DESIRES
NOTE: ENG AIRSTART ENVELOPE ≤ 25,000 FT, ≥ 250 KTS
ABOUT 0.30 AOA. EMERGENCY SUPPORT: ▪ “STANDBY, KEEP AN EYE ON US”
(G450); APU START ENVELOPE ≤ 37,000 FT (G450), ≤ 39,000
FT (POSSIBLE BETWEEN 39,000 – 43,000 FT) G550. 912-965-4178 ▪ AFTER LANDING INTENTIONS
NOTE: USE OF THE STANDBY ELECTRICAL POWER (HMG) IS
NOTE: MEDLINK FLIGHT ATTENDANT BRIEF:
NOT POSSIBLE WITH BOTH ENGINES WINDMILLING.
IN-FLIGHT EMERGENCY ▪ T - TYPE OF EMERGENCY
SUPPORT: ▪ E - WHETHER AN EVACUATION WILL BE
602-239-3627 NECESSARY
▪ S - WHAT SIGNAL WILL BE USED (AND WHEN) FOR
BRACE AND EVACUATE; “EASY VICTOR,
EVACUATE, ETC”
GG
▪ T - TIME AVAILABLE TO PREPARE
▪ G550 AIRSTARTS ▪ AUTOMATIC ▪ NO ICING CONDITIONS ▪ APRCH ▪ FOR FMS FLOWN APPROACHES THE APRCH
▪ NO START MASTER FAILURE ANNUNCIATOR ANNUNCIATION MUST TURN ON 2NM BEFORE
▪ CRANK ▪ START MASTER FAILURE THE FAF
▪ THIS CONFIRMS SENSOR CONFIGURATION IS
▪ WINDMILLING ▪ ICING CONDITIONS CORRECT AND SENSOR INTEGRITY IS WITHIN
▪ ENGINE FIRE / IMMEDIATE ACTION: LIMITS FOR THE APPROACH
FAILURE AT V1 ▪ CALLOUT “ENGINE FAILURE”
▪ BLUE NEEDLE APPROACHES NAV SOURCE: IFMSI
▪ AT POSITIVE RATE, CALL “GEAR UP, MANUAL
NOTE: A LEFT ENG SPEED, FLCH” APCH GP APCH ALT VERTICAL LATERAL
FAILURE WILL CAUSE A ▪ HOLD V2 TO V2+10 TYPE BUTTON MINS PRESELECT MODE MODE
BREAK POWER
▪ AT 1500’ AGL (OR CLEAR OF OBSTACLES), CALL VGP
TRANSFER. IF USING RNP (LPV)
“AUTO SPEED” LPV
FGC1 THE LATERAL
▪ AT V2+10, CALL “FLAPS UP” RNAV DA
MODE MAY CHANGE.
▪ AT VSE, CALL “SET MCT” (715OC / 860OC) (LNAV /
▪ CALL “ENGINE FIRE CHECKLIST” OR VNAV) APRI MAA
“ENGINE FAILURE ABOVE V1 CHECKLIST” (AS VGP
RNAV
APPROPRIATE) (LNAV) FMS
DDA(1)
▪ CALL “START THE APU” (APU INFLIGHT
OPERATION – ALTERNATE ELECTRICAL POWER VOR(2)
SOURCE, QRH EA-20, EA-21) RNAV
▪ CALL “TRAFFIC PATTERN CHECKLIST” (CIRCLE) LNAVI
▪ CALL “ONE ENGINE INOPERATIVE LANDING MDA MDA VPATH
VOR (2) VNAVI
PROCEDURE CHECKLIST”
(CIRCLE)
▪ ENGINE FIRE IN IMMEDIATE ACTION:
FLIGHT AFFECTED ENGINE ........................................... IDENTIFY
AFFECTED ENGINE POWER LEVER ........................... IDLE
AFFECTED ENGINE FUEL CONTROL ........................... OFF
AFFECTED ENGINE FIRE HANDLE ............................ PULL
AFFECTED ENGINE FIRE HANDLE .... ROTATE OUTBOARD
CALL “ENGINE FIRE IN FLIGHT CHECKLIST” (EC-3)
▪ ENGINE SHUTDOWN FOR THE FOLLOWING: ▪ GREEN NEEDLE APPROACHES NAV SOURCE: INAVI
SHUTDOWN ▪ ENGINE FIRE APCH GP APCH ALT VERTICAL LATERAL
GUIDELINES ▪ VIBRATION - EXTREME ENG VIB FELT IN THE TYPE BUTTON MINS PRESELECT MODE MODE
AIRPLANE, OR IF VIB IS ACCOMPANIED BY OTHER
ILS APRI DA MAA GS
FAILURE INDICATIONS
▪ LOSS OF POWER - EXCESSIVE OR LOC DDA(1) MAA(4)
LNAVI LOC
UNCONTROLLABLE POWER LOSS
LOC VS/FPAI
▪ OIL PRESSURE - SUDDEN INCREASE OR DECREASE MDA MDA
(CIRCLE) (3)
IN OIL PRESSURE BEYOND LIMITS, OR SUSTAINED
HIGH OIL PRESS ABOVE LIMITS VOR DDA(1) MAA(4)
APRI
▪ TGT - SUDDEN UNCONTROLLABLE INCREASE IN VS/FPA VORAP
VOR VS/FPAI
TGT BEYOND LIMITS MDA MDA
(CIRCLE) (3)
▪ ANY OTHER ADVISABLE CONDITION
BC LOC BCI DDA(1) MAA(4)
▪ ENGINE ▪ ENGINE FAILURE CONSIDERATIONS (QRH EB-1)
EMERGENCIES ▪ ENGINE FAILURE BELOW V1 (QRH EB-1) BC LOC VS/FPAI BC
(3) MDA MDA
▪ ENGINE FAILURE ABOVE V1 (QRH EB-2) (CIRCLE)
▪ ENGINE SHUTDOWN IN FLIGHT (QRH EB-13) (1)
DDA = MDA + 60 FT
(3)
▪ ONE ENGINE INOPERATIVE LANDING PROCEDURE MATCH VERTICAL TRACK (DASHED MAGENTA ON VSD) TO FMS DEPICTED VERTICAL PATH
(4)
VS/FPA WILL HONOR THE ALT PRESELECT, SET MAA WHEN APPROPRIATE TO NOT INTERFERE
(QRH EB-18) WITH DESCENT
▪ ONE ENGINE INOPERATIVE GO-AROUND
NOTE: APR AND VS/FPA BUTTONS ARE USED FOR A GREEN NEEDLE VOR APPROACH
PROCEDURE (QRH EB-20)
(VORAPP), THE ALTITUDE WINDOW WILL BE HONORED.
▪ GO AROUND – ▪ CALL, “GO AROUND, FLAPS 20” ▪ CONTAMINATED ▪ TAKEOFF ▪ FLAPS 20O ONLY
TWO ENGINE* ▪ SELECT TO/GA, PITCH INTO FD RUNWAY ▪ OPERATIVE ANTI-SKID
*WITH ENHANCED NAV
▪ AT POSITIVE RATE, CALL “GEAR UP, SET UP THE RESTRICTIONS ▪ OPERATIVE AUTO GROUND
MISSED APPROACH” SPOILERS
▪ PM SELECTS: NOTE: G450-OIS-02, ▪ OPERATIVE THRUST REVERSERS
1. GEAR UP G550 OIS-03 ▪ MAX STANDING WATER – 0.39IN
CONTAMINATED
2. GROUND SPOILERS OFF ▪ RATED THRUST ONLY, ETC…
RUNWAY / RCAM
3. SET/CONFIRMS MISSED APPROACH ALT DATA.SEE ICE AND ▪ LANDING ▪ FLAPS 39O ONLY
4. CONFIRMS PF GP IN FMS RAIN, PAGE 88. ▪ OPERATIVE ANTI-SKID
5. SELECTS MAN SPEED 200 KTS
▪ OPERATIVE THRUST REVERSERS
6. SELECTS FLCH
▪ MAX STANDING WATER – 0.59IN
▪ AT VREF +20, CALL “FLAPS UP”
▪ THRESHOLD SPEED VREF TO
▪ CALL “TRAFFIC PATTERN CHECKLIST”
VREF+10
ENHANCED NAV NOTE: WHEN GA MODE IS SELECTED WITH THE ACTIVE LATERAL
MODE BEING LNAV, THE LATERAL MODE DOES NOT TRANSITION TO WINGS ▪ LANDING DIST ▪ EXCESS ▪ DRY RUNWAY, AN ADDITIONAL
LEVEL/HEADING HOLD; IT REMAINS IN LNAV. ADJUSTMENTS AIRSPEED 300 FT PER 10 KTS
NOTE: A FULLY COUPLED AUTO MISSED APPROACH IS POSSIBLE WITH ONLY – “RULE OF THUMB” ▪ WET RUNWAY, AN ADDITIONAL
“TOGA, FLAPS 20, POSITIVE RATE, GEAR UP, 400’, FLAPS UP” – EVERYTHING ELSE 500 FT PER 10 KTS
WORKS AUTOMATICALLY, - AS LONG AS THE MISSED APPROACH ALTITUDE IS SET IN ▪ EXTENDED FLARE, AN
THE ALTITUDE PRESELECT.
ADDITIONAL 2500 FT PER 10 KTS
▪ GO AROUND – ▪ CALL, “GO AROUND, FLAPS 20” ▪ DOWNHILL ▪ AN ADDITIONAL 10% OF
SINGLE ENGINE* ▪ SELECT TO/GA, PITCH INTO FD LANDING DISTANCE PER 1%
*WITH ENHANCED NAV
▪ AT POSITIVE RATE, CALL “GEAR UP, SET UP THE DOWN SLOPE
MISSED APPROACH”
▪ PM SELECTS: ▪ FLOATING ▪ AN ADDITIONAL 230 FT PER
NOTE: USE OF THE 1. GEAR UP SECOND
AUTOTHROTTLE 2. GROUND SPOILERS OFF ▪ EXCESSIVE ▪ AN ADDITIONAL 200 FT PER 10
DURING SINGLE 3. SET/CONFIRMS MISSED APPROACH ALT TCH FT ABOVE TCH
ENGINE APPROACH IS
4. CONFIRMS PF GP IN FMS
PROHIBITED.
5. SELECTS MAN SPEED (NOT 200 KTS) ▪ DELAYED ▪ AN ADDITIONAL 220 FT PER
6. SELECTS FLCH BRAKING SECOND
NOTE: SINGLE ENGINE
AUTOPILOT COUPLED ▪ AT 1500’ AGL (OR CLEAR OF OBSTACLES) AND VREF ▪ FLEX TAKEOFF ▪ NO TAILWIND*
GO-AROUND IS NOT +20, CALL “FLAPS UP, SET VSE” (VSE=0O FLAP VREF) RESTRICTIONS ▪ NO DOWNHILL SLOPE*
APPROVED. ▪ AT VSE (0O FLAP VREF), CALL “SET MCT” (715OC / (AFM APPENDIX A) ▪ NO CONTAMINATION ON RUNWAY (BUT WET IS
860OC) OK)
▪ CALL “ONE ENGINE INOPERATIVE GO-AROUND ▪ NO WING ANTI-ICE
PROCEDURE CHECKLIST” ▪ ANTI-SKID MUST BE OPERATIVE
▪ CALL “TRAFFIC PATTERN CHECKLIST” ▪ AUTO GROUND SPOILERS MUST BE OPERATIVE IF
▪ CALL “ONE ENGINE INOPERATIVE LANDING FLAPS 10O, ETC…
PROCEDURE CHECKLIST”
* G550 NOTE: FLEX MAY BE USED WITH A DOWNSLOPE OR TAILWIND IF THE AFM OR
▪ MIN SPEED ▪ TAKEOFF, NORMAL & V1 CUT: V2+10 TOLD IS USED TO COMPUTE FLEX THRUST.
FOR FLAP ▪ GO AROUND, NORMAL AND S.E.: VREF(20) +20
▪ TOTAL LOSS OF IMMEDIATE ACTION:
RETRACTION
BRAKING ▪ THRUST REVERSE – MAXIMUM
▪ WINDSHEAR / IMMEDIATE ACTION: ▪ PTU AND AUX PUMP – ON
CFIT ESCAPE ▪ DISCONNECT AUTOPILOT AND AUTOTHROTTLES ▪ BRAKES – RELEASE
▪ MAX POWER (ENSURE SPEEDBRAKES ARE ▪ ANTI-SKID – OFF
QRH: SUPPLEMENTAL
DATA, S-7 WINDSHEAR RETRACTED) ▪ BRAKES – APPLY 400 PSI MAXIMUM
/ MICROBURST ▪ 3O TO 4O PER SECOND ROTATION ▪ PARKING BRAKE – APPLY 400 PSI MAXIMUM IF
▪ PITCH UP TO 25O OR PLI BRAKE PEDALS INOPERATIVE
QRH: RED TAB, MA-9
▪ SPD, VREF -20 KTS OR PLI ▪ UNCOMMANDED
AND AMBER TAB, MB- IMMEDIATE ACTION:
▪ NO CONFIG CHANGES TILL CLEAR
54 - OTHER WARNING NOSEWHEEL ▪ DIFFERENTIAL BRAKES AND RUDDER - USE
ANNUNCIATIONS NOTE: A PITCH ATTITUDE OF 25 DEG HAS BEEN STEERING ▪ NOSEWHEEL STEERING SWITCH – OFF
DEMONSTRATED AT MAX LNDG WT WITH FULL FLAPS.
▪ REJECTED IMMEDIATE ACTION:
POST WINDSHEAR: TAKEOFF ▪ “ABORT”
▪ CALL “MAN SPEED 250, FLCH” ▪ IDLE POWER, MAX BRAKES
▪ ENGAGE AUTOTHROTTLES ▪ MAX REVERSE
▪ TCAS ALERT IMMEDIATE ACTION: ▪ EXTEND SPEED BRAKES
▪ TCS – PRESS AND HOLD ▪ NOTIFY ATC
▪ PITCH – FLY-TO-BOX ▪ SET PARKING BRAKE
▪ ATC – NOTIFY “TCAS RA” ▪ ADVISE PAX, “REMAIN SEATED – REMAIN SEATED”
▪ WHEN CLEAR, “RETURNING TO ASSIGNED ▪ QRH OPTIONS:
ALTITUDE” - REJECTED TAKEOFF (QRH MISCELLANEOUS
INDEX, EI-12, EI-13)
- ENGINE FAILURE BELOW V1
- THRUST REVERSER UNLOCK OR DEPLOY
DURING TAKEOFF
▪ EMERGENCY PARK / EMERG BRAKE ........................................ SET NOTES
EVACUATION L / R FUEL CONTROL SWITCHES .........................OFF

QRH LAST PAGE
L / R FIRE HANDLES ......... PULL (IF REQ DISCH 1 / 2)
CABIN PRESSURE CONTROL ...................... MANUAL
NOTE: THE FIRE OUTFLOW VALVE ................................... FULL OPEN
HANDLE RELEASE APU MASTER ......................................................OFF
BUTTON WILL NEED L / R MAIN BATTERIES ........................................OFF
TO BE PRESSED. PASSENGERS / CREW ..............................EVACUATE
EVACUATION COMMANDS:
“OPEN SEAT BELTS, LEAVE EVERYTHING, COME
THIS WAY, GET OUT, RUN AWAY FROM THE
AIRCRAFT”
▪ ABNORMALS ▪ ENGINE
CHECKRIDE ▪ FUEL
▪ ELECTRICAL
▪ HYDRAULIC
▪ ECS
▪ FIRE DETECT
▪ AVIONICS
▪ FLIGHT CONTROLS
▪ ANTI-ICE
▪ EMER EQUIPMENT
▪ EMERGENCIES ▪ RAPID DESCENT
▪ EDM
▪ FIRE/SMOKE
▪ EVAC
▪ ICING
▪ LANDINGS ▪ TOUCHDOWN AT TD MARKINGS (-250’ TO +500’)
▪ WITH NO AIM POINT, 750’ TO 1500’ FROM THE
THRESHOLD
▪ MUST DECELERATE TO < 20 KTS WITHIN
CALCULATED LANDING DISTANCE PLUS 25%
▪ CENTERLINE BETWEEN MAINS
▪ PTS ▪ TAXI – WATCH OUT FOR RED STOP BARS

▪ VMC TAKEOFF
▪ IMC TAKEOFF
▪ V1 CUT
- ± 5 KTS
- ± 5O HEADING
- 5O BANK
▪ RTO
▪ SID/STAR
▪ HOLDING (MCDU - DIRECT, PATTERN, HOLD, PASTE)
▪ 2 PRECISION APPROACHES, 1 HANDFLOWN SINGLE-
ENGINE
- ± 5 KTS
- LOC/GS ¼ SCALE
▪ 2 NON-PRECISION APPROACHES, 1 WITH
PROCEDURE TURN, 1 HAND FLOWN
- ± 5 KTS
- VOR/LOC ¼ SCALE
- RMI ± 5O
▪ 1 CIRCLING APPROACH
▪ 2 MISSED APPROACHES, 1 FROM A PRECISION ▪ CIRCLING ▪ CONSISTENTLY IN A POSITION TO LAND IN THE TDZ
APPROACH, 1 SINGLE-ENGINE APPROACH ▪ MAKE THE PERFORMANCE LANDING CRITERIA
- ± 5 KTS
- ± 5O HEADING STANDARD
CIRCLING CAT C: 1.7NM
<1000FT MSL
CAT C: 2.7NM
 EXPANDED
▪ 3 LANDINGS, 1 FROM A PRECISION APPROACH, 1 CIRCLING
SINGLE-ENGINE, 1 NO FLAP RADIUS CAT D: 2.3NM CAT D: 3.6NM
RADIUS
▪ 1 REJECTED LANDING FROM 50’ ▪ FAR REFERENCE ▪ 61.58 - 12 MONTH PIC PROFICIENCY CHECK – 24
▪ AIRSTART MONTHS IN PARTICULAR TYPE
▪ STEEP TURNS, 45O BANK ± 5O ▪ 61.57(e)(3)(ii)(D) - 12 MO LANDING CURRENCY - 6
▪ APPROACH TO STALL NIGHT TAKEOFFS AND LANDINGS
- RECOGNIZE STALL WARNING
- RECOVER AT FIRST INDICATION ▪ 135.293(a) - 12 MONTH ORAL
- RECOVER WITHOUT EXCESSIVE ALTITUDE LOSS ▪ 135.293(b) - 12 MONTH COMPETENCY CHECK
▪ UNUSUAL ATTITUDE RECOVERY ▪ 135.297 - 6 MONTH INSTRUMENT PROFICIENCY
CHECK
▪ 135.247(e)(3)(ii)(D) - 12 MO LANDING CURRENCY - 6
NIGHT TAKEOFFS AND LANDINGS
SCENARIOS ▪ HMG FAIL - ▪ FLY THE AIRPLANE ▪ SET GP

DOWN TO
▪ TIME AVAIL ON BATT ▪ 30 MIN WITH TWO
▪ ENG FAIL AT OPERATING ENGINE ............... SET MCT (715OC / 860OC) BATTs ONLY
POWER? APU START ATTEMPTS
ALTITUDE - VS 600 FPM DOWN .................................................. SET 30 MIN
DRIFTDOWN TRACK OFFSET (PROG, PAGE 3, 1R) .......... AS REQUIRED ▪ PRESS CONTROL
ENGINE OUT DRIFTDOWN CHART (EB-16)........... CHECK QRH PANEL OPERATIVE? ▪ YES
 ELECTRICS
DRIFTDOWN SPEED / ALTITUDE ............................... SET ▪ DUs AVAILABLE? ▪ YES, 1 & 4
ATC / TXPR / TCAS ...................................... NOTIFY/ SET  OPERATION ON \
ENGINE SHUTDOWN IN FLIGHT CHECKLIST .. COMPLETE AIRPLANE ▪ PITOT HEAT? ▪ YES

S.E. CRUISE (PERF, CRUISE).................................. CHECK BATTS ONLY
▪ APU START ENVELOPE ▪ G450, FL370 WHAT WORKS: ALL ITEMS ON E-BATTs, PLUS:
▪ G550, FL390-FL430 ▪ TWO SCREENS (INCLUDING SYNOPTICS)
▪ CCDs
▪ ENG AIRSTART ▪ 25,000 FT ▪ AOA HEAT
ENVELOPE ▪ ALL THREE ADMs
NOTE: IN THE EVENT OF AN ACTUAL ENGINE FAILURE THE FMS CALCULATES ALL PERF ▪ ANTI-SKID BRAKES
BASED ON SINGLE ENGINE. PERF DATA TITLE PAGES AUTO CHANGE: ▪ APU CONTROL
- PERF DATA BECOMES S.E. PERF DATA ▪ AUX HYD PUMP
- CRUISE BECOMES S.E. CRUISE, ETC… ▪ CABIN PRESSURE MANUAL CONTROL
▪ FADECs
▪ GEN FAIL AT ▪ LOSE ANY CAPABILITY? ▪ YES, GALLEY POWER ▪ FIRE DETECTION AND BOTTLES
FL450 ▪ FUEL VALVES
▪ ELECT TO START APU? ▪ G450, FL370
▪ GROUND SPOILERS
ALTITUDE LIMITS? ▪ G550, FL390-FL430
QRH ▪ MAIN FUEL PUMPS
 ELECTRICS ▪ HOW IS THE APU ▪ PACK CONTROL
 SINGLE GEN START DIFFERENT? ▪ BAAV FOR 15 SEC ▪ PITCH TRIM
FAILURE ▪ STEER-BY-WIRE
▪ “APU ESSENTIAL” CAS,
▪ T/R CONTROL
IF ELECTING TO SHUT
▪ L/R WOW, AND MORE
DOWN, HOW IS IT
DIFFERENT THAN NOTE: CONSIDER SETTING FLAPS WHILE BATTERY POWER REMAINS; FLAPS CANNOT BE
WHEN ON THE MOVED WHEN DOWN TO E-BATTS. TAKE NOTE OF VREF; ONCE DOWN TO E-BATTS THE
GROUND? ▪ 100% FOR 60 SEC DC WILL BE INOPERATIVE.
▪ DUAL GEN FAIL ▪ DUs 2 & 3 GO BLANK ▪ BOTH BATTs ▪ IRSs? ▪ YES, ALL 3
– APU NOT ▪ BOTH GENs SAY OFF FAIL – DOWN
▪ NORMAL GEAR? ▪ YES
AVAILABLE ▪ IMMEDIATE ACTIONS: TO E-BATTs
▪ FLAPS? ▪ NO
FLY THE AIRPLANE ▪ CONFIRM GP IS SET 60-90 MIN OF \
▪ TRIM? ▪ MANUAL ONLY

QRH FUEL ▪ CROSSFLOW OPEN POWER
 ELECTRICS ▪ TRs? ▪ NO
GENERATORS ▪ BOTH GEN SWITCHES
 DUAL GEN ▪ NWS? ▪ NO
OFF THEN ON QRH
FAILURE
▪ AC/DC RESET  ELECTRICS-EA ▪ COWL HEATS? ▪ YES (VALVES FAIL
HMG ▪ MASTER SWITCH ON  OPERATION ON OPEN)
▪ WAIT 10 SEC -L ESS ON EMERGENCY
▪ PRESS CONTROL? ▪ NO
▪ WAIT 10 SEC -R ESS ON POWER ONLY
▪ FUEL PUMPS? ▪ NO (ENGINES WILL
▪ HMG – POWERED BY NOTE: COCKPIT SUCTION FEED BELOW
WHAT SYSTEMS? ▪ LEFT HYD OR PTU LIGHTING IS FL200)
AVAILABLE VIA THE
▪ WHICH DUs ARE ▪ 1&4 RHEOSTAT SWITCH ▪ TOE BRAKES /
AVAILABLE? ▪ 2 & 3 ARE POWERED ON AFT OVERHEAD EMERGENCY BRAKES? ▪ YES, BOTH
BUT NO AGM PANEL.
▪ HIGH, HOT, HEAVY –
▪ WHAT WILL BE MAX TIRE SPEED? ▪ 195.5 KTS
DISPLAYED ON 1 & 4? ▪ PFD, ENG, CAS
\
▪ IS MAP AVAILABLE? ▪ YES, PRESS AND HOLD

DC 2/3 BUTTON FOR 3
SEC, THEN MAP
▪ PITOT HEAT ▪ YES
AVAILABLE?
▪ NORMAL ▪ YES
PRESSURIZATION?
▪ WOW FAILS TO ▪ GND SPOILERS? ▪ YES, DUE TO WHEEL NOTE: CONSIDER IF THE SMOKE CONTINUES, OPEN THE LEFT BLEED
SHIFT TO GND SPINUP TURNING ON EMER SWITCH AND CLOSE THE RIGHT BLEED SWITCH
LTS IF TURNING OFF
MODE AFTER ▪ MAY STOW BELOW 47
CABIN AND GALLEY ▪ DO NOT USE SMOKE/FUME ELIMINATION
TOUCHDOWN KTS MASTER SWITCHES.
▪ DEPLOY SPEEDBRAKES PROCEDURES TO TREAT A FIRE
WOW FAULT CAS ▪ DO NOT RESET CBs, UNLESS REQUIRED FOR SAFE
▪ BRAKES? ▪ YES, DUE TO WHEEL
FLIGHT
NOTE: IF THERE IS
SPEED SENSORS
▪ POSSIBLE LOSS OF ▪ HAVE PASSENGERS DON PBEs
ANY THOUGHT
BRAKES WILL NOT BRAKES BELOW 47 KTS
FUNCTION CONSIDER ▪ IF SO, TURN OF ANTI- PRIORITY #2 – FIGHT THE FIRE (IF YOU CAN)
SELECTING A SKID
RUNWAY WITH
EMAS. ▪ THRUST REVERSERS ▪ YES, DUE TO WHEEL
SPINUP
▪ THRUST REV UNLOCK
CAS
▪ STOW REVERSERS
PRIOR TO 50 KTS
▪ PRESSURIZATION ▪ CABIN REMAINS

PRESSURIZED
▪ MANUALLY OPEN
TROV
▪ FIRE/SMOKE PRIORITY #1 – GET THE AIRPLANE ON THE GROUND

EMERGENCY
IMMEDIATE ACTION ITEMS TO STARVE THE FIRE:
OXYGEN MASKS ............................................... DON
QRH
PASSENGER OXYGEN MASKS ........................ DEPLOY
 FIRE /
CABIN / GALLEY MASTERS ..................................... OFF NOTES
OVERHEAT /
SATCOM / CAMERA / PHONE MASTERS ................ OFF
SMOKE – EC
CROSSFLOW ....................................................... OPEN
 AIRPLANE
LEFT BLEED AIR...................................................... OFF
INTERIOR FIRE /
STANDBY ELECTRICAL POWER (3) .......................... ON
SMOKE /
LEFT / RIGHT BUS TIE.............................................ISLN
FUMES
LEFT / RIGHT GEN .................................................. OFF
- END -
▪ IMMEDIATELY DON PROTECTIVE EQUIPMENT
▪ IMMEDIATELY DESCEND AND HEAD FOR THE
NEAREST SUITABLE AIRPORT
▪ FLY VMO / MMO
▪ DECLARE AN EMERGENCY
▪ TUNE THE ILS
▪ DEPLOY THE EVAS

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GULFSTREAM

PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 7.0, 201909 PAGE 2

S Y S T E M (ATA) PAGE TAB

G E N E R A L (6, 38) ............................................................7 1

D O O R S (52, 56) .............................................................. 13

P L A N E V I E W A V I O N I C S (22, 31, 45) ........................ 95 17

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SOURCES GCU GENERATOR CONTROL UNIT

CPSP CABIN PRESSURE SELECTOR PANEL

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FLUSH CYCLE: ▪ < 16,000’, THE VACUUM BLOWER STARTS AND

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TEST PANEL: ▪ LOCATED BEHIND THE WATER TANK PANEL

ORDER AND TYPE OF

LEATHER ▪ “MOST LIQUIDS ARE INITIALLY REPELLED BY THE

GULFSTREAM INSPECTIONS 1 ▪ 500 HR INTERVALS

MEL REPAIR ▪ CATEGORY A ▪ TIME SPECIFIED

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DOORS ▪ MAIN ENTRANCE ▪ G450 vs GIV ▪ MOVED AFT 24 IN

▪ EMERGENCY EXITS ▪ PRIMARY ▪ MAIN ENTRANCE DOOR

▪ MAIN ENTRANCE ▪ OVERHEAD ▪ DOOR SAFETY SWITCH

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▪ SERVICE DOORS ▪ RADOME G550

▪ DOOR SEALS ▪ LOSS OF BAGGAGE DOOR SEAL – CDL, AFM

PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 7.0, 201909 PAGE 14

▪ OVERWING EMERGENCY EXIT ▪ TAIL COMPARTMENT ACCESS

▪ JUMPSEAT ▪ OUTBOARD FLOOR TRACK POSITION IS FOR

▪ OVERWING EMERGENCY EXIT T HANDLE

▪ OVERWING EMERGENCY EXIT LOCK

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LIGHTING ▪ SERVICE ▪ SINGLE POINT REFUELING

▪ SUBSYSTEMS ▪ FLIGHT DECK LIGHTING

▪ STBY INST ▪ SFD ▪ PRESS AND HOLD MENU BUTTON

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FIRE PROTECTION ▪ PAX COMP AND TAIL ▪ LEER, REER, AEER

▪ PYLON OVERHEAT ▪ 250OF QRH FIRST STEP:

▪ PAX COMP AND ▪ THERMAL SWITCHES QRH FIRST STEP:

▪ CABIN FLOOR BENEATH MED AREA (5) -

PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 7.0, 201909 PAGE 19

APU FIRE QRH FIRST STEPS:

PYLON THERMAL SWITCHES (G450)

▪ APU FIRE TEST ▪ 6 LIGHTS, 2 CAS MSGs

▪ APU FIRE ▪ L ESS DC BUS

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▪ LEFT BOTTLE - #2 SHOT G450 SENSOR ELEMENTS

▪ L/R ENGINE FIRE TEST

NOTE: THE FIRE DETECTION

G450 ENGINE FIRE LOOPS

EIGHT (8) AMBER LIGHTS:

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▪ TRASH BIN FIRE ▪ GALLEY & LAV

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G450 SELECT CABIN

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▪ ACP ▪ EMER ▪ BYPASSES ACP