Gulfstream GV-Indicating and Recording Systems Guide

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OPERATING MANUAL
INDICATING / RECORDING
2A-31-10: General
The indicating / recording system for the Gulfstream V provides the flight crew with
positive control and visible operational indications of integrated aircraft systems. It
provides independent, accurate time displays necessary for any timed flight maneuvers.
Visible and aural annunciations are presented to the flight crew in the form of messages
and tones categorized as warning, caution and advisory. The system also receives,
processes, records, and displays data from the associated aircraft systems.
The indicating / recording system is divided into the following subsystems:
• 2A-31-20: Cockpit Clocks System
• 2A-31-30: Flight Data Recording System
• 2A-31-40: Maintenance Data Acquisition System
• 2A-31-50: Central Warning System
• 2A-31-60: Central Display System
2A-31-20: Cockpit Clocks System

1. General Description:
The cockpit clocks provide accurate time displays necessary for any timed flight
maneuvers.
2. Description of Subsystems, Units, and Components:
There are two cockpit clocks: #1 and #2 (commonly referred to as Pilot’s and
Copilot’s), located on the left and right side of the flight panel, respectively. They
are capable of displaying the following types of time:
• Greenwich Mean Time (GMT)
• Local Time (LT)
• Flight Time (FT)
• Elapsed Time (ET)
Conventional time is displayed in hours and minutes. Chronometer time is
displayed in minutes and seconds. Both are displayed in decimal form. Each clock
receives power from the Essential Flight Instruments (ESS FLT INST) bus, and
each is also equipped with replaceable batteries to ensure operation in the event
of loss of aircraft power. Each clock has a two inch digital display with a
microprocessor-controlled chronometer and incandescent lighting.
3. Controls and Indications:
(See Figure 1.)
A. Circuit Breakers:
The cockpit clocks are protected by the following circuit breakers (CBs):
Circuit Breaker Name: CB Panel: Location: Power Source:

CLOCK # 1 POP A-8 ESS FLT INST Bus
CLOCK # 2 CPOP A-8 ESS FLT INST Bus
PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

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4. Limitations:
There are no limitations established for the cockpit clocks system at the time of
this revision.
Cockpit Clocks
Figure 1
2A-31-30: Flight Data Recording System

The flight data recording system receives digitized aircraft operational parameter
data from the Avionics Standard Communication Bus (ASCB). The data is
transmitted to a digital Flight Data Recorder (FDR) and stored in solid-state
memory.
2A-31-00 PRODUCTION AIRCRAFT SYSTEMS

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2. Description of Subsystems, Units and Components:
A. Flight Data Recorder (FDR):
The FDR records and stores digitized ASCB data. The data can be
retrieved to assist in reconstruction of events relevant to an incident. The
FDR continuously records and retains data for a minimum of 25 hours.
With electrical power removed, recorded data is retained for a minimum of
two years. The FDR is located in the aft equipment (tail) compartment. It is
international orange in color for high visibility to aid in location.
ASC 110A is available for aircraft SN 615 and subsequent requiring FAR
Part 135 certification. This ASC upgrades the digital flight data recorder,
allowing the recording of 57 parameters, in compliance with FAR Part 135.
B. FDR Impact Switch:
The FDR impact switch, which activates upon impact, removes power from
the FDR. Removing power prevents pertinent data from being erased from
the FDR. The impact switch is mounted in the tail compartment underneath
the Cockpit Voice Recorder (CVR) mounting shelf. Activation of the impact
switch also causes an annunciator light on the switch housing to illuminate,
remaining illuminated until the impact switch is reset. Resetting the impact
switch is accomplished through the use of a reset switch, also located on
the impact switch housing.
C. Underwater Locating Beacon (ULB):
The Underwater Locating Beacon (ULB) is attached to the FDR. When
activated by contact with water, it transmits a traceable acoustic signal to
aid underwater location of the aircraft and/or FDR. The ULB receives
power from a self-contained battery.
D. FDR Maintenance Ground Override Switch:
The FDR Maintenance Ground Override Switch is located on the Left
Electrical Equipment Rack (LEER) on the System Monitor Test panel, and
is labeled FDR MAINT GRD OVRD. If the aircraft is stationary and the
Weight-On-Wheels (WOW) system is in the GROUND mode, placing the
switch in the OFF position will inhibit recording by the FDR while aircraft
engines are operating. If the switch is inadvertently left in the OFF position,
transfer of WOW to the AIR mode (such as during takeoff) automatically
returns the switch to the AUTO position, enabling FDR recording. Manual
positioning the switch to the AUTO position is also possible.
E. FDR/MDAU EVENT Switch:
The FDR/MDAU EVENT switch is located on the Cockpit Overhead Panel
(COP). When momentarily depressed, an event stamp is placed on the
FDR tape. Data is collected by the Maintenance Data Acquisition Unit
(MDAU) each second beginning 30 seconds prior to the switch being
pressed and continues for one minute following release of the switch. A
blue EVENT RECORD advisory message is also displayed on the Crew
Alerting System (CAS).
(See Figure 2 through Figure 5.)

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A. Circuit Breakers (CBs):
The flight data recording system is protected by the following CBs:

FDR LEER J-10 L ESS DC Bus
A. Crew Alerting Systems (CAS) Messages:

CAS messages associated with the flight data recording system are:
Area Monitored: CAS Message: Message Color:

FDR FDR SYS FAIL Blue
4. Limitations:
There are no limitations established for the flight data recording system at the time
of this revision.

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FDR Maintenance Ground Override Switch

Figure 2

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Flight Data Recorder (FDR)/Underwater Locating Beacon (ULB)

Figure 3

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FDR Impact Switch

Figure 4

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FDR/MDAU EVENT Switch

Figure 5
2A-31-40: Maintenance Data Acquisition System

(See Figure 6.)
The primary purpose of the maintenance data acquisition system is to condense
non-critical failure annunciations on the Crew Alerting System (CAS) to a reduced
number of MAINTENANCE REQD advisory (blue) CAS messages. Thus the
majority of stored data is classified as Fault Occurrence, Fault Information, Limit
Monitoring and Exceedance Recording.
The maintenance data acquisition system receives inputs from identified aircraft
systems using the Aeronautical Radio Incorporated (ARINC) 429 data bus,

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Avionics Standard Communication Bus (ASCB), and designated discrete lines.
The system processes inputs, stores data and faults, and provides an informatory
interface with the flight crew and maintenance personnel.
The maintenance data acquisition system will not inhibit the reporting of faults,
classified as critical, that are prompted for display by the Fault Warning Computer
(FWC). All faults, both critical and non-critical, will be stored in a non-volatile
memory.
Detailed information about data stored by the maintenance data acquisition
system is normally accessed and controlled by the flight crew and maintenance
personnel using the display controller, and is normally viewed on Display Unit
(DU) #4.
A. Maintenance Data Acquisition Unit (MDAU):
The MDAU is located in the Right Electronic Equipment Rack (REER) and
receives power from Right Essential (R ESS) DC bus. Flight crew or
maintenance requests to the MDAU are made using the display controller,
and are transmitted to the MDAU over ASCB.
Relevant internal components of the MDAU are as follows:
(1) Database Software:
Databases containing the code for system operation, system
monitoring and exceedances are contained in the MDAU software.
(2) MDAU Battery-Backed Memory:
The MDAU contains four megabytes of battery-backed memory,
partitioned into three (3) areas:
(a) Fault Maintenance Detail Data:
This memory is reserved for storing specified data
collections, commonly referred to as a snapshot, for each
fault instance. When the partition is full, new data will
overwrite the oldest of data.
(b) Parameter Summary Data:
For each monitored parameter, a summary is kept that
identifies limit value, peak value, number of exceedances and
total time of exceedance for both WARNING and CAUTION
range limits from the last ten (10) flights. At the end of each
flight, new data will overwrite the oldest data.
(c) Built-In Test (BIT):
64 kilobytes of memory is partitioned for results of internal
MDAU BIT checks. When the partition is full, new data will
overwrite the oldest data.
(3) Personal Computer Memory Card International Association
(PCMCIA) Card:
Time-series history data captured by exceedance monitoring and
fault/maintenance summary data is recorded directly onto a
PCMCIA card.
(4) Information Access Components:
Accessing the MDAU information is normally accomplished using

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the display controller and CAS. Additional data can be analyzed by
downloading data to a personal computer (PC) using the Data
Loader (DL).
(5) Event Recording Switch:
The flight crew may initiate an event recording through the use of an
event recording switch, located on the Cockpit Overhead Panel
(COP). The switch is labeled FDR/MDAU EVENT. Depressing the
switch initiates the time-series recording.
B. Data Source and Parameter Processing System:
The MDAU receives the inputs for data source and parameter processing
from ARINC 429 serial data, ASCB serial data and discrete inputs. The
process for sampling parameters is the same for both ARINC 429 and
ASCB. Parameters are sampled from one (1) to eight (8) times per second,
depending on the designation of the parameter. Parameter definition and
scheduling are defined in the MDAU databases.
Serial data sources for the maintenance data acquisition system are shown
in the following table:
ARINC 429 Serial Data: ASCB Serial Data:

Left Engine FADEC, Channels A and B Electrical Power System
Right Engine FADEC, Channels A and B Hydraulic Power System
APU Control Digital Automatic Flight Control
System (DAFCS)
Flap / Stabilizer Control, Channels A and B Micro Air Data Computer (MADC)
System
Left and Right Bus Power Control Inertial Reference System (IRS)
Left and Right Bleed Air Control Fuel System
Left and Right Air Conditioning Control Anti-Icing / Deicing System
Cabin Pressure Control, Channels 1 and 2 Cabin Pressure System (CPS)
Brake Control and Indication Air Conditioning System (ACS)
Nose Wheel Steering Control Bleed Air System (BAS)
Fuel Quantity System Braking/Anti-Skid System
Ground Proximity Warning System
(GPWS)
Wind Shear System
A. Fault Classification System:

MDAU faults are classified in three (3) categories. These categories place
the aircraft in three (3) levels of dispatch status. They are (from least critical
to most critical):
• LONG TERM DISPATCH
• SHORT TERM DISPATCH
• DO NOT DISPATCH
Each is described in detail as follows:
(1) LONG TERM DISPATCH (LTD) Status:
LONG TERM DISPATCH status results from faults that have no
operational consequences from an aircraft safety point-of-view.
These faults must be repaired within a specific, long-term period.

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Faults of this type are annunciated as ADVISORY (blue) messages
on CAS.
(2) SHORT TERM DISPATCH (STD) Status:
SHORT TERM DISPATCH status results from faults that may have
operational consequences from an aircraft safety point-of-view. This
category is reserved solely for engine-related faults. Faults of this
type are annunciated as CAUTION (amber) messages on CAS, and
are accompanied by the remaining hours before the fault becomes a
DO NOT DISPATCH fault. If these faults are not repaired in the
predetermined time, they are automatically upgraded to DO NOT
DISPATCH status and remain annunciated as CAUTION (amber)
messages on CAS.
The MDAU monitors the length of time SHORT TERM DISPATCH
status faults have been present through the use of a fault integrator.
It is also the fault integrator that determines when SHORT TERM
DISPATCH status faults are upgraded to DO NOT DISPATCH status
faults. When the fault integrator reaches its limit, it is latched at the
value and the fault is upgraded to DO NOT DISPATCH status. Time
remaining will be displayed on CAS using the values in the following
table:
SHORT TERM DISPATCH Time Conversion

Maintenance Hours: Hours Displayed On CAS:
0 < HOUR ≤1 1
1 < HOUR ≤3 3
3 < HOUR ≤5 5
5 < HOUR ≤7 7
7 < HOUR ≤10 10
10 < HOUR ≤15 15
15 < HOUR ≤20 20
20 < HOUR ≤25 25
25 < HOUR ≤30 30
30 < HOUR ≤50 50
50 < HOUR ≤70 70
70 < HOUR ≤90 90
90 < HOUR ≤110 110
110 < HOUR ≤130 130
130 < HOUR 150
NOTE:
Values in the Maintenance Hours column are read as
“Greater than ___ hour(s), but less than or equal to
___ hour(s).”
(3) DO NOT DISPATCH (DND) Status:
DO NOT DISPATCH status faults require remedial maintenance
action prior to dispatch, or are faults that impose operational
restrictions. These are critical faults and, while the MDAU does not
send a message to CAS for these faults, it does record the faults

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and attributes a DO NOT DISPATCH status to them. CAS messages
for DO NOT DISPATCH status faults originate from the FWC.
A. Message Condensation and Generation System:
The MDAU condenses faults and/or failures into seven (7) messages and
generates the messages for display on CAS. Each message can be
generated by one or more predetermined faults. When a specific message
has been generated due to a fault, that message will not be generated
again for as long as the condition exists. If the condition causing the
message subsides, the message will be extinguished.
Condensed Messages Generated By The MDAU

CAS Message: Color: Possible Cause(s):
CHECK MDAU Blue A fault has been detected and
recorded by the MDAU.
FADEC has notified MDAU that
maintenance is required and the
engine is now in SHORT TERM
L-R ENG MAINT ### Blue DISPATCH status, where ###
represents the number of hours
before DO NOT DISPATCH
status.
FADEC has notified MDAU that
L-R ENG MAINT LTD Blue maintenance is required and the
engine is now in LONG TERM
DISPATCH status.
EVENT RECORD Blue An event has been recorded to
the MDAU by the flight crew.
EXCEEDANCE RECORD Blue MDAU has automatically
recorded an exceedance.
A fault or failure message was
MAINT REQUIRED Blue received by the MDAU.
MDAU FAIL Blue MDAU has failed.
MDAU MEM 90% FULL Blue MDAU memory is 90% full.
A. Fault History and Data Collection System:

For each fault type, the first ten (10) instances per dispatch will be recorded
in the MDAU battery-backed memory. Any fault that is armed and active at
the start of flight will be recorded as a new fault. Additional faults will be
recorded as they occur. There is enough non-volatile memory in the MDAU
to store up to 1000 fault instances. When memory becomes 90% full, an
advisory (blue) MDAU MEM 90% FULL message will be displayed on CAS.
New data will overwrite the old data when memory becomes full.
Data relevant to the fault will be collected and stored for each fault. Data
collection can consist of up to 15 parameters per fault. These parameters
can be seen when viewing faults. The following parameters are always
collected and recorded:
• Nature of fault (i.e., specific Line-Replaceable Units (LRUs) or
components)
• Originating system
• Dispatch status (LONG TERM DISPATCH, SHORT TERM
DISPATCH or DO NOT DISPATCH)

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• Number of hours remaining before fault is upgraded to next higher
dispatch status
• Number of occurrences during current flight and last flight
• Time and date (in universal time code) that fault occurred
• List of associated parameters and/or list of ARINC labels and status
bits associated with failure (15 maximum)
B. Airplane Conditioning Monitoring System (ACMS):
(1) Limit Monitoring:
The ACMS evaluates WARNING and CAUTION limit exceedance
parameters once per second. When a monitored parameter
exceeds a WARNING or CAUTION limit for a continuous period
greater than the grace period, an EXCEEDANCE RECORD
message will be displayed on CAS. If the exceedance ceases
before the grace period has expired, the grace period timer is reset
to zero (0). Transient limits have no grace period thus an
EXCEEDANCE RECORD message will be issued whenever
transient limit is exceeded.
The grace periods for limit exceedances are:
• WARNING Limits: 5 Seconds
• CAUTION Limits: 20 Seconds
• Transient Limits: Determined By Parameters Defined In
Databases
The WARNING, CAUTION and transient limits for ACMS are as
follows:
ACMS
System: Parameter: Remarks:
Limit:
L/R FADEC LP Speed - Transient 105.7% Immediate exceedance
Red Line recording/annunciation
L/R FADEC HP Speed - Transient 102.1 % Immediate exceedance
L/R FADEC TGT - Transient Red 961° C Immediate exceedance
Line recording/annunciation
L/R FADEC LP Speed - Red Line 104.2 % 5 second delay on exceedance
annunciation and immediate
recording
L/R FADEC HP Speed - Red Line 100.6 % 5 second delay on exceedance
recording
L/R FADEC TGT - Red Line 946° C. 5 second delay on exceedance
recording
L/R FADEC LP Speed - Amber Line 98.7 % 20 second delay on
exceedance annunciation and
immediate recording
L/R FADEC HP Speed - Amber Line 98.1 % 20 second delay on
immediate recording

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ACMS
System: Parameter: Remarks:
Limit:
L/R FADEC TGT - Amber Line 847° C. 20 second delay on
immediate recording
L/R FADEC LP Speed - Reverse 93.8 % Immediate exceedance
L/R FADEC TGT - Start Red Line 900° C. Immediate exceedance
recording/annunciation
APU EGT - Red Line 1050°C. Immediate exceedance
APU RPM - Red Line 110% Immediate exceedance
APU EGT - Amber Limit 650°C. Immediate exceedance
APU RPM - Amber Limit 104% Immediate exceedance
BTMS Left IB Brake Temp 650/600° C. Exceedance recording starts
650° C and stops 600° C
BTMS Left OB Brake Temp 650/600° C. Exceedance recording starts
BTMS Right IB Brake Temp 650/600° C. Exceedance recording starts
BTMS Right OB Brake Temp 650/600° C. Exceedance recording starts
EVM L HP EVM 0.80 in/sec Exceedance recording starts at
stated limit (MDAU monitors)
EVM R HP EVM 0.80 in/sec Exceedance recording starts at
EVM L LP EVM 0.80 in/sec Exceedance recording starts at
EVM R LP EVM 0.80 in/sec Exceedance recording starts at
G-Meter Nz 2.3G At total Fuel Qty of 10,000 lbs
(MDAU monitors) *
(MDAU monitors) *
(MDAU monitors) *
(MDAU monitors) *
Lat Accel Ny TBD
Lat Accel Nx TBD
* These fuel quantity values are preliminary and are provided as an example only.
(2) Time Series Recording:

Time series recording takes place whenever an exceedance is
recorded, including WARNING and/or CAUTION limit exceedances,
flight crew-requested recording, and ACMS limit monitoring. Data is
recorded to the PCMCIA card in the MDAU. Recordings are
performed by the Smart ACMS Recorder (SAR) function in the
MDAU. There are eight SAR channels available for recording
purposes. Some of the SAR channels are reserved for special

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functions and remaining channels are used for user data collection.
When a SAR channel reaches 90% full capacity, an advisory (blue)
MDAU MEM 90% FULL message is displayed on CAS. The MDAU
will continue to monitor the amount of memory over 100% that is
used and will display this information on the MEMORY USED page.
A data snapshot is recorded each second. In addition to data being
recorded while the parameter is in exceedance, pre-event and post-
event data are also recorded.
The default values and ranges for times and maximums are listed in
the following table:
Time Series Recording Values

Value: Default Settings: Range:
Pre-event Data Recording Time 30 seconds 0 - 30 seconds
Post-event Data Recording Time 15 seconds 0 - 120 seconds
Exceedance Duration Recording Time 60 seconds 0 - 300 seconds
Number of Events Recorded 4 1 - 99
(3) ACMS Reports:

Certain values may generate reports that consist of a collection of
parameters present at the time the report is captured. Parameters
may consist of input parameters as well as parameters derived in
the software. This data is stored on the PCMCIA card and can be
examined using the ground-based readout program.
The ACMS reports available are:
Routine Takeoff Low Oil Quantity Engine #2

Routine Stabilized Cruise Engine Divergence
Routine Engine Start #1 Cruise - Maximum Values
Routine Engine Start #2 Gear and Flap Maximum Values
Routine End-of-flight Summary Overweight Landing
Abnormal Engine Start #1 Excessive Acceleration - All Axes
Abnormal Engine Start #2 WARNING/CAUTION Exceedance Monitoring
Oil Monitoring Engine #1 APU Exceedance Monitoring
Oil Monitoring Engine #2 Flap/Stab Exceedance Monitoring
Low Oil Quantity Engine #1 Engine Thrust Reverse Exceedance
Monitoring
(4) Crew-Requested Recording:

By depressing FDR/MDAU EVENT switch on the COP, the flight
crew can initiate an event recording of data to the PCMCIA card.
Data is collected each second beginning 30 seconds prior to the
switch being pressed and continues for one minute following release
of the switch. A blue EVENT RECORD advisory message is also
displayed on CAS.

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NOTE:
Additional information about the maintenance data
acquisition system can be found in Chapter 2B: Digital
Automatic Flight Control Systems.
The maintenance data acquisition system is protected by the following
CBs:

MDAU REER D-3 R ESS DC Bus

CAS messages associated with the maintenance data acquisition system
are:
Area Monitored: CAS Message: Message

Color:
FWC 1/2 L-R ENG MAINT Amber
FADEC L-R ENG MAINT ### Blue
FADEC L-R ENG MAINT LTD Blue
FDR/MDAU EVENT Switch EVENT RECORD Blue
ASCB, ARINC 429, Discretes EXCEEDANCE RECORD Blue
ASCB, ARINC 429, Discretes MAINT REQUIRED Blue
MDAU CHECK MDAU Blue
MDAU MDAU FAIL Blue
MDAU MDAU MEM 90% FULL Blue
4. Limitations:
A. Maintenance Data Acquisition Unit (MDAU):
The MDAU is specifically a maintenance tool. Amber CAS maintenance
messages are generally “Do Not Dispatch” messages. Dispatch shall be
with reference to the MMEL. Blue CAS maintenance messages allow
dispatch as the systems are fault tolerant.

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MDAU Simplified Block

Diagram
Figure 6
2A-31-00
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2A-31-50: Central Warning System:
The central warning system for the Gulfstream V receives data directly from
selected aircraft systems. The system also receives data through the Avionics
Standard Communication Bus (ASCB) from the Data Acquisition Units (DAUs),
Symbol Generators (SGs), Display Controllers (DCs), Micro Air Data Computers
(MADCs), Integrated Avionics Computers (IACs) and the Flight Management
System (FMS). The data is received, logically organized, placed through systems
algorithms, and transmitted to the SGs using ASCB.
A. Fault Warning Computer
The FWC performs a trend and limit exceedance recording function for the
following types of data:
• Engines
• Brakes
• Engine Vibration
• APU
The trend and limit exceedance recording function is performed
automatically throughout the flight and also upon request by a discrete
input to the FWC. The FWC interfaces with the data loader, via the RS-232
bus, for downloading trend and limit monitor data from the FWC memory.
The FWC contains the following components:
(1) Electronic Checklist Module:
The electronic checklist module has the ability to store 64 kilobytes
of text data for the CHECKLIST and EMERGENCY CHECKLIST
system pages. The actual content of the module is defined by the
user. The checklist module also has a programmable message
section that has the capability to store 64 kilobytes of text data from
100 variable CAUTION (amber) or ADVISORY (blue) messages.
The checklist is controlled with either the ND joystick and associated
switches (Figure 10) or the display controller (Section 2B-02-20:
Display Controller, Figure 3).
The electronic checklist can be displayed with the ND in the MAP,
COMP or PLAN mode. When displayed, it appears in the lower
center portion of the ND. The electronic checklist has the following
features:
• 12 lines of text per checklist page (maximum)
• Display for NORMAL, ABNORMAL and EMERGENCY
procedures (EMERGENCY procedures normally displayed
on copilot’s ND only)
• Automatic display (auto-callup) of EMERGENCY procedures
(normally displayed on copilot’s ND only)
When selected by the display controller, the electronic checklist is
displayed on the on-side ND. A typical checklist is composed of data
generated by the selected fault warning computer and contains the
following:

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• Label (NORMAL/ABNORMAL/EMERGENCY)
• Cursor
• Procedure title
• Procedure page index
• Procedure step description
The electronic checklist can be selected by only one display
controller at a time. Once selected by one display controller, the
checklist is displayed on the on-side ND and the ability to select the
checklist for display is removed from the cross-side display
controller.
The title page of the electronic checklist (labeled TITLE PAGE) is the
first item displayed in the NORMAL index. The TITLE PAGE must be
reviewed by the flight crew before any other selection on the
NORMAL, ABNORMAL or EMERGENCY index can be made. For
the emergency procedures permitted to auto-callup, reviewing the
TITLE PAGE is not required, however. For through flights,
reselecting the TITLE PAGE resets all NORMAL checklists, making
them once again available for use.
The five (5) auto-callup checklists are:
• ENGINE FIRE IN FLIGHT
• ENGINE HOT
• APU FIRE
• LOSS OF PRESSURIZATION
• T/R UNLOCK OR DEPLOY IN FLIGHT
The ENGINE FIRE IN FLIGHT checklist has priority over all other
checklists. Regardless of the checklist in progress, the ENGINE
FIRE IN FLIGHT checklist will be displayed when engine fire
warnings are triggered. When all line items in the ENGINE FIRE IN
FLIGHT checklist have been acknowledged by the flight crew, the
previous checklist in progress will be displayed. If any one of the
other four auto-callup checklists is in progress when a second auto-
callup checklist of equal priority is activated, the second checklist
will wait in queue. When all line items in the first checklist have been
acknowledged by the flight crew, the second checklist will be
displayed.
If the selected fault warning computer should fail while a checklist is
displayed, a red CHECKLIST UNAVAILABLE message is displayed
in the checklist window below the title page.
(2) Tone Generator:
The tone generator provides audible sounds to call the attention of
the flight crew to an associated message or condition. All tone
outputs are controlled by the FWC in control, except for the APU fire
bell, which is controlled by the FWC standing by. The tone generator
provides nine separate audible sounds. The types of tones and their
cause are as follows:

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Type of Aural Tone: Cause:

Triple Chime CAS Warning
Double Chime CAS Caution
Single Chime CAS Advisory
Klaxon Tone Landing Gear
Clacker Overspeed
C Chord Altitude Alert
Fire Bell APU Fire
Lo/Hi/Lo Tone Autopilot Disconnect
Lo/Lo/Lo Tone Autothrottle Disconnect
A. Warning/Caution Inhibition Panel:

(See Figure 7.)
There are two (2) warning/caution inhibition panels (pilot’s and copilot’s)
installed on the respective sides of the flight panel glareshield. The
purpose of the inhibition panels is to acknowledge and/or limit the warning
and caution advisory annunciations, both visual and aural. Each panel
contains the following switches:
• Warning Reset Switch (Labeled W)
• Caution Switch (Labeled C)
• Inhibit Switch (Labeled INHIBIT)
• Below Glideslope Annunciator/Glideslope Annunciator Inhibit Switch
(Labeled BELOW G/S on the top portion of the switch and G/S
INHIBIT on the bottom portion)
• Ground Proximity Warning System Override Switch (Labeled GPWS
ORIDE)
• Radar Altimeter Altitude Callout Inhibit Switch (Labeled RAD ALT)
B. Maintenance Test Switch:
(See Figure 9.)
A maintenance test switch, labeled MAINT TEST, is installed on the System
Monitor Test Panel on the Left Electronic Equipment Rack (LEER). When
selected on, Crew Alerting System (CAS) messages that are normally
suppressed can be viewed. There is also an advisory (blue) CAS message
alerting the flight crew that the switch is selected on.
C. Warning Lights Power Circuit Breakers:
Six (6) Warning Lights Power (WARN LTS PWR) circuit breakers are
incorporated to control L and R ESS 28VDC bus power distribution to
numerous system signals and/or indications. The circuit breaker names,
locations, power sources and signals and/or indications they control are
listed in the following paragraphs and shown in schematic form in Figure 8.
(1) WARN LTS PWR #1 (REER, A-23):
Controls R ESS 28VDC power to the following units and
components. The result(s) of an open CB are included.
(a) Cabin Pressure Control FAULT/MANUAL Switch: “FAULT”
legend will not illuminate.

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(b) Right Engine FIRE TEST LOOP A / LOOP B Switches:
RIGHT LOOP A / LOOP B “FAULT” and “OFF” legends will
not illuminate.
(c) GPWS/GND SPLR FLAP ORIDE Switch: “ON” legend will not
illuminate. Override input to FWC 2 is lost.
(d) Copilot’s MASTER WARN RESET Switches: “W” and “C”
legends will not illuminate.
(e) Right Cowl Anti-Ice Valve Position Signal to DAU 2: Amber “R
COWL VLV FL CL” and “R COWL VLV FL OP” caution
messages display is inhibited.
(f) Right Engine FUEL PRESSURE LOW Signal to FWC 1 & 2:
Red “R FUEL PRESS LOW” warning message display is
inhibited.
(2) WARN LTS PWR #2 (LEER, A-9):
Controls L ESS 28VDC power to the following units and
(a) GND SPLR OFF/ARMED Switch: “NO GND SPLRS” lights
on windshield center post will not illuminate.
(b) GND SPLR TEST Switch: “NO GND SPLRS” lights on
windshield center post will not illuminate.
(c) NO GND SPLRS Lights: “NO GND SPLRS” lights on
windshield center post will not illuminate.
(d) Left FUEL CONTROL Switch Indication: Fire light in switch
will not illuminate.
(e) AUX Pump Thermal Switch Signal to DAU 2: Amber “AUX
HYD HOT” caution message will be displayed on CAS.
(f) Left Engine FUEL PRESSURE LOW Signal to FWCs 1 & 2:
Red “L FUEL PRESS LOW” warning message display is
inhibited.
(g) Left Cowl Anti-Ice Valve Position Signal to DAU 1: Amber “L
COWL VLV FL CL” and “L COWL VLV FL OP” caution
messages display is inhibited.
(h) LEFT EER HOT Signal to DAU 1: Amber “L EER HOT”
caution message display is inhibited.
(i) LEFT PYLON HOT Signal to DAU 1: Red “L PYLON HOT”
warning message display is inhibited.
(j) Baggage Compartment EER HOT Signal to DAU 1: Amber
“BAG EER HOT” caution message display is inhibited.
(k) LEFT AFT FLOOR HOT Signal to DAU 1: Red “L AFT FLR
HOT” warning message display is inhibited.
(l) CENTER AFT FLOOR HOT Signal to DAU 1: Red “C AFT
FLR HOT” warning message display is inhibited.
(m) AFT EQUIPMENT HOT Signal to DAU 1: Red “AFT EQUIP

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OPERATING MANUAL
(n) Additional LEFT PYLON HOT Signal to DAU 2 (501-536 with
ASC 39; 537 & Subs): Red “L PYLON HOT” warning
message display is inhibited.
(o) Additional LEFT AFT FLOOR HOT Signal to DAU 2 (501-536
with ASC 39; 537 & Subs): Red “L AFT FLR HOT” warning
(p) Additional CENTER AFT FLOOR HOT Signal to DAU 2 (501-
536 with ASC 39; 537 & Subs): Red “C AFT FLR HOT”
(q) Additional AFT EQUIPMENT HOT Signal to DAU 2 (501-536
with ASC 39; 537 & Subs): Red “AFT EQUIP HOT” warning
(a) Right FIRE Handle Lights: Will not illuminate.
(b) RIGHT WING TEMPERATURE LOW Signal: Amber “R
WING TEMP LOW” caution message display is inhibited.
(c) Right Wing Thermal Switches Signal: Amber “R WING HOT”
(d) Copilot’s WARN INHIBIT Switch Legend Indication: “INHIBIT”
legend will not illuminate.
(a) APU FIRE Annunciator Light: “FIRE” legend will not
illuminate.
(b) Left Engine FIRE TEST LOOP A / LOOP B Switches: LEFT
LOOP A / LOOP B “FAULT” and “OFF” legends will not
illuminate.
(c) Left Thrust Reverser MAN STOW Switch: “LEFT” and “ON”
legends will not illuminate.
(d) Left Thrust Reverser Upper Tertiary Lock Relay Power
Signal: Relay will not energize.
(e) Left Thrust Reverser Lower Tertiary Lock Relay Power
(a) Right FUEL CONTROL Switch Indication: Fire light in switch
(b) Right Thrust Reverser MAN STOW Switch: “RIGHT” and
“ON” legends will not illuminate.
(c) Right Thrust Reverser Upper Tertiary Lock Relay Power

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OPERATING MANUAL
(d) Right Thrust Reverser Lower Tertiary Lock Relay Power
(e) Left Wing Thermal Switches Signal: Amber “L WING HOT”
(f) Passenger Oxygen Control Panel Power (If Installed): Amber
“PAX OXYGEN ON” caution message display is inhibited.
(a) Left FIRE Handle Lights: Will not illuminate.
(b) APU FIRE TEST Switch: “TEST” legend will not illuminate.
(c) Pilot’s WARN INHIBIT Switch: “INHIBIT” legend will not
illuminate.
(d) Pilot’s MASTER WARN RESET Switch: “W” and “C” legends
(e) LEFT WING TEMPERATURE LOW Signal: Amber “L WING
TEMP LOW” caution message display is inhibited.
(f) RIGHT EER HOT Signal to DAU 2: Amber “R EER HOT”
(g) RIGHT PYLON HOT Signal to DAU 2: Red “R PYLON HOT”
(h) RIGHT AFT FLOOR HOT Signal to DAU 2: Red “R AFT FLR
(i) FORWARD FLOOR HOT Signal to DAU 2: Amber “FWD FLR
AREA HOT” caution message display is inhibited.
(j) Additional RIGHT PYLON HOT Signal to DAU 1 (501-536
with ASC 39; 537 & Subs): Red “R PYLON HOT” warning
(k) Additional RIGHT AFT FLOOR HOT Signal to DAU 1 (501-
536 with ASC 39; 537 & Subs): Red “R AFT FLR HOT”
(See Figure 7 and Figure 9.)
NOTE:
Additional information about the central warning
system operation and presentation is described in
Chapter 2B: Digital Automatic Flight Control Systems.
The central warning system is protected by the following circuit breakers
(CBs):

WARN LTS PWR #6 LEER A-7 L ESS DC Bus

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OPERATING MANUAL

WARN LTS PWR #5 REER A-25 R ESS DC Bus
A. Crew Alerting System (CAS) Messages:

CAS messages associated with the central warning system are:

FWC 1 FWC 1 FAIL Blue
FWC 2 FWC 2 FAIL Blue
FWC 1-2 MAINT SWITCH ON Blue
FWC 1-2 CHECKLIST MISMATCH Blue
FWC 1-2 TONE GEN 1-2 FAIL Blue
FWC 1-2 PROG MSG 1-2 FAIL Blue
FWC 1-2 PROG MSG MISMATCH Blue
4. Limitations:
Electronic Checklist Document Number 1159AV53200-11 corresponds to the
current revision of the Gulfstream Aerospace GV Flight Manual and this revision
of the Gulfstream Aerospace GV Operating Manual.

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Warning/Caution Inhibition
Panel on Flight Panel
Figure 7
2A-31-00
Page 27 / 28
January 28/03
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Warning Lights Power

Simplified Schematic
Figure 8
2A-31-00
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January 28/03
OPERATING MANUAL
Maintenance Test Switch on System Monitor Test Panel

Figure 9

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EICAS/FMS Joystick Panel

Figure 10

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OPERATING MANUAL
2A-31-60: Central Display System
The central display system for the Gulfstream V provides the flight crew a means
to observe visual displays of conditions in selected systems. To enhance system
operation, six (6) Display Units (DUs) present integrated data. This information
includes Primary Flight Display (PFD) data, Navigation Display (ND) data, Engine
Instruments (EI) data and Crew Alerting System (CAS) data. Aircraft systems
synopses, weather displays, and Traffic Alert and Collision Avoidance System
(TCAS) data are also presented.
A. Data Acquisition Units:
There are two (2) DAUs installed on the aircraft: DAU #1 and DAU #2. DAU
#1 is located in the Left Electronic Equipment Rack (LEER) and receives
data from systems normally associated with the left side of the aircraft.
DAU #2 is located in the Right Electronic Equipment Rack (REER) and
receives the data from systems normally associated with the right side of
the aircraft. Aircraft systems with a single source are divided between DAU
#1 and DAU #2.
The DAUs receive both digital and discrete signals from multiple sources.
The received signals are filtered, digitized, and sent out on the Avionics
Standard Communication Bus (ASCB), and the ARINC 429/573/717 buses.
The data placed on ASCB is used by the Symbol Generator (SG) and Fault
Warning Computer (FWC).
Each DAU contains two independent channels (A and B), each with its own
power source. Each channel responds to the same request address and
processes the same data. This redundancy ensures no single fault will
result in a loss of data.
Channels A and B of both DAUs are monitored by the FWCs. If a
disagreement is detected, the FWC prompts a message for display on
CAS. The flight crew can then select an alternate channel.
B. Symbol Generators:
Three (3) Symbol Generators (SGs) are provided for the central display
system. They are referred to as SG 1, SG 2 and SG 3. SG 1 and SG 3 are
mounted in the LEER. SG 2 is mounted in the REER. Each SG receives
digital and discrete inputs, organizes the information into proper formats
specified by the Display Controller (DC), then transmits these formats on a
video bus to the Display Units (DUs).
SG 1 normally controls the pilot’s DUs (1 and 2), SG 2 normally controls
the copilot’s DUs (5 and 6), and SG 3 normally controls the EICAS DUs (3
and 4). With respect to redundancy, design is such that the central display
system will remain functional after the loss of up to two (2) SGs.
C. Display Controllers:
Two (2) Display Controllers (DCs) are installed in the associated side of the
flight panel glareshield. They are officially designated DC 1 (left side) and
DC 2 (right side), but are commonly referred to as the Pilot’s DC and
Copilot’s DC.
Each DC provides the flight crew with control of the central display system
by controlling the formats, modes or types of information shown on the

Page 33
January 28/03
OPERATING MANUAL
DUs. Each DC can also be used to select the active FWC to be used by the
central display system.
D. Display Units:
There are six (6) Display Units (DUs) located on the cockpit flight panel.
They are arranged as follows:
The two (2) DUs on the pilot’s portion of the flight panel are referred to as
DU 1 and DU 2, from left to right, respectively. DU 1 is normally used as the
pilot’s Primary Flight Display (PFD). DU 2 is normally used as the pilot’s
Navigation Display (ND).
The two (2) DUs on the center portion of the flight panel are referred to as
DU 3 and DU 4, from top to bottom, respectively. DU 3 is normally used for
Engine Instruments (EI) display. DU 4 is normally used for CAS display.
The two (2) DUs on the copilot’s portion of the flight panel are referred to as
DU 5 and DU 6, from left to right, respectively. DU 5 is normally used as the
copilot’s ND. DU 6 is normally used as the copilot’s PFD.
DU presentations are shown on an eight inch by eight inch (8” by 8”), full
color, high resolution, electronic display. Each DU interfaces with the SGs
through a 1 MHz serial ARINC 429 digital data bus.
E. DISPLAY BRIGHTNESS Panel:
(See Figure 11.)
DU brightness is controlled by the DISPLAY BRIGHTNESS panel located
on the cockpit center pedestal. Three (3) knob sets are provided, each set
dedicated to a pair of DUs: Pilot’s, EICAS and Copilot’s. Each knob set
consists of an inner and outer knob, each knob controlling one of the DUs
in the pair.
F. DISPLAY SWITCHING / DISPLAY SYSTEM CONTROL Panel:
(See Figure 12.)
The DISPLAY SWITCHING / DISPLAY SYSTEM CONTROL panel is
located on the Cockpit Overhead Panel (COP). It provides the flight crew
with reversionary control of DU formats and SG dedication. It is divided into
two sections, labeled DISPLAY SWITCHING and DISPLAY SYSTEM
CONTROL. The function of each section is outlined as follows:
(1) DISPLAY SWITCHING:
The DISPLAY SWITCHING section provides reversionary control of
DU formats. DU reversions can be accomplished automatically or
manually, however, a manual reversion will take priority over an
automatic reversion. Manual DU format reversions are
accomplished through the use of the PILOT and COPILOT
selectors. Automatic DU format reversions are accomplished by the
SGs.
Regardless of the method used to accomplish a DU format
reversion, the purpose of the reversion is the same:
(a) PILOT Selector:
• NORM - Normal presentation.
• PFD - Displays PFD information on DU 2.
• ENG / EICAS - With DU 3 failed, engine data is

Page 34
January 28/03
OPERATING MANUAL
displayed on DU 2.
With both DU 3 and 4 inoperative, compact display of Engine
Instruments and CAS messages is displayed on DU 2.
(b) COPILOT Selector:
• NORM - normal presentation.
• PFD - display of PFD information on DU 5.
• SYS / EICAS - with DU 4 inoperative, normal SYSTEM
display is displayed on DU 5.
With both DU 3 and 4 inoperative, compact display of Engine
Instruments and CAS messages is displayed on DU 5.
(2) DISPLAY SYSTEM CONTROL:
There are three (3) selectors in this section: PILOT, EICAS and
COPILOT. Each selector provides reversionary control of its
associated SG, as shown in the following table:
DISPLAY SYSTEM CONTROL Selector Display System and Symbol Generator

and Position: Used:
PILOT EICAS COPILOT PILOT EICAS COPILOT
NORM NORM NORM 1 3 2
ALT NORM NORM 3 3 2
ALT ALT NORM 2 2 2D
ALT ALT ALT 1 3 2
ALT NORM ALT 3 3 3D
NORM NORM ALT 1 3 3
NORM ALT NORM 1 2 2
NORM ALT ALT 1 1 1D
NOTE(S):
NORM = Normal
ALT = Alternate
D = Duplicate of source data in use by Pilot’s Display System.
(See Figure 11 and Figure 12.)
NOTE:
Additional information about the central display system
operation and presentation is described in Chapter 2B:
Digital Automatic Flight Control Systems.
CBs for the central display system are as follows:

DAU #1A POP E-7 L ESS DC Bus
DAU #1B POP E-8 L ESS DC Bus
DAU #2A CPOP E-7 R ESS DC Bus

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January 28/03
OPERATING MANUAL

DAU #2B CPOP E-8 R ESS DC Bus
DISPLAY UNIT #1 POP B-7 L ESS DC Bus
DISPLAY UNIT #2 CPOP B-7 R ESS DC Bus
DISPLAY UNIT #3 PRI POP B-8 L MN DC Bus
DISPLAY UNIT #3 SEC POP B-9 L ESS DC Bus
DISPLAY UNIT #4 PRI CPOP B-8 R MN DC Bus
DISPLAY UNIT #4 SEC CPOP B-9 R ESS DC Bus
DISPLAY UNIT #5 POP B-10 L MN DC Bus
DISPLAY UNIT #6 CPOP B-10 R MN DC Bus
FWC #1 POP C-8 L ESS DC Bus
FWC #2 CPOP C-8 R ESS DC Bus
SYM GEN #1 POP C-9 L ESS DC Bus
SYM GEN #2 CPOP C-9 R MN DC Bus
SYM GEN #3 POP C-10 L MN DC Bus
DISP CONT #1 LEER G-9 L ESS DC Bus
DISP CONT #2 REER C-2 R MN DC Bus

CAS messages associated with the central display system are:

ASCB CHECK PFD 1-2 Red
ASCB DAU 1-2 MISCMP-MSG Red
ASCB CHECK DU 1-2-3-4-5-6 Amber
ASCB CHECK PFD 1-2 Amber
ASCB DAU 1-2 MISCMP-ENG Amber
ASCB DAU 1-2 MISCMP-MSG Amber
ASCB DC CONFIG MISMATCH Blue
ASCB DISP CTLR 1-2 FAIL Blue
ASCB DU 1-2-3-4-5-6 HOT Blue
ASCB SG 1-2-3 FAIL Blue
ASCB SG 1-2-3 HOT Blue
ASCB DAU 1A-1B-2A-2B FAIL Blue
ASCB DAU 1-2 MISCMP-MSG Blue
4. Limitations:
There are no limitations established for the central display system at the time of
this revision.

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OPERATING MANUAL
DISPLAY BRIGHTNESS Panel

Figure 11

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OPERATING MANUAL
DISPLAY SWITCHING /
DISPLAY SYSTEM
CONTROL Panel
Figure 12
2A-31-00
Page 39 / 40
January 28/03

Gulfstream GV-Indicating and Recording Systems Guide

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Title Page Prev Page Next Page TOC

2A-31-20: Cockpit Clocks System

Circuit Breaker Name: CB Panel: Location: Power Source:

PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

2A-31-30: Flight Data Recording System

2A-31-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

Circuit Breaker Name: CB Panel: Location: Power Source:

A. Crew Alerting Systems (CAS) Messages:

Area Monitored: CAS Message: Message Color:

2A-31-00 PRODUCTION AIRCRAFT SYSTEMS

FDR Maintenance Ground Override Switch

PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

Flight Data Recorder (FDR)/Underwater Locating Beacon (ULB)

2A-31-00 PRODUCTION AIRCRAFT SYSTEMS

FDR Impact Switch

PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

FDR/MDAU EVENT Switch

2A-31-40: Maintenance Data Acquisition System

2A-31-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

ARINC 429 Serial Data: ASCB Serial Data:

A. Fault Classification System:

2A-31-00 PRODUCTION AIRCRAFT SYSTEMS

SHORT TERM DISPATCH Time Conversion

PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

Condensed Messages Generated By The MDAU

A. Fault History and Data Collection System:

2A-31-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

(2) Time Series Recording:

2A-31-00 PRODUCTION AIRCRAFT SYSTEMS

Time Series Recording Values

(3) ACMS Reports:

Routine Takeoff Low Oil Quantity Engine #2

(4) Crew-Requested Recording:

PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

Circuit Breaker Name: CB Panel: Location: Power Source:

A. Crew Alerting Systems (CAS) Messages:

Area Monitored: CAS Message: Message

2A-31-00 PRODUCTION AIRCRAFT SYSTEMS

MDAU Simplified Block

PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

2A-31-00 PRODUCTION AIRCRAFT SYSTEMS

Type of Aural Tone: Cause:

A. Warning/Caution Inhibition Panel:

PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

2A-31-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

Circuit Breaker Name: CB Panel: Location: Power Source:

2A-31-00 PRODUCTION AIRCRAFT SYSTEMS

Circuit Breaker Name: CB Panel: Location: Power Source:

A. Crew Alerting System (CAS) Messages:

Area Monitored: CAS Message: Message Color:

PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

Warning Lights Power

Maintenance Test Switch on System Monitor Test Panel

PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

EICAS/FMS Joystick Panel

2A-31-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-31-00

2A-31-00 PRODUCTION AIRCRAFT SYSTEMS