G450 Operating Procedures and Maneuvers

Gulfstream G450/G550
Standard Operating Procedures and

Maneuvers Module G450-550_OM-SOP_Rev 1
June, 2016
cae.com
Record of Revision
Rev. No. Date Pages Affected
Revision 0 November, 2015 All
Revision 1 June, 2016 All
NOTICE: This Module is to be used for aircraft familiarization and training purposes only. It is not
to be used as, nor considered a substitute for the manufacturer’s Pilot or Maintenance Manual.
Copyright © 2016, CAE, Inc.

All rights reserved.
Excerpted materials used in this publication

have been reproduced with permission of
Gulfstream.
Printed in the United States of America.

Standard Operating Procedures and Maneuvers
Contents
Standard Operating Maneuvers and Procedures . . . . 1 Flight Management System . . . . . . . . . . . . . . . . . . . . 6
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Guidance Panel Changes . . . . . . . . . . . . . . . . . . . . . . 6
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Pre-Departure Briefings . . . . . . . . . . . . . . . . . . . . . . . 7
Flow Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Arrival Briefings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Checklists. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Advising of Aircraft Configuration Change. . . . . . . . 8
Omission of Checklists . . . . . . . . . . . . . . . . . . . . . . . . 2 Transitioning from Instrument to Visual
Meteorological Conditions . . . . . . . . . . . . . . . . . . 8
Challenge/No Response . . . . . . . . . . . . . . . . . . . . . . . 2
Standard Operating Procedures and Callouts. . . . . . . . 9
Normal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Normal Takeoff (Flaps 10° or 20°) . . . . . . . . . . . . . . . . . 10
One Pilot in Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Both Pilots in Cockpit . . . . . . . . . . . . . . . . . . . . . . . . . 3
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
On the Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
In Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Precision Approach (ILS) . . . . . . . . . . . . . . . . . . . . . . . . 14
Abnormal / Emergency Procedures . . . . . . . . . . . . . . . . 4
Non-Precision Approach . . . . . . . . . . . . . . . . . . . . . . . . 17
Gulfstream Philosophy . . . . . . . . . . . . . . . . . . . . . . . . 4
Enhanced Vision System (EVS) Approach (ILS / RNAV).
Time Critical Situations. . . . . . . . . . . . . . . . . . . . . . . . 5
19
Rejected Takeoffs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Visual Approach and Landing . . . . . . . . . . . . . . . . . . . . 22
Critical Malfunctions in Flight . . . . . . . . . . . . . . . . . . 5
Go Around Two Engine Approach . . . . . . . . . . . . . . . . 23
Non-Critical Malfunctions in Flight . . . . . . . . . . . . . . 5
Go Around – Single Engine . . . . . . . . . . . . . . . . . . . . . . 24
Radio Tuning and Communication . . . . . . . . . . . . . . 5
Revision 1 iii Gulfstream G450/G550

For Training Purposes Only
Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Figure: Enhanced Vision System (EVS) Approach

(ILS / RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Engine Failure Above V1 . . . . . . . . . . . . . . . . . . . . . . . . 27
Figure: Visual Approach/Rejected Landing . . . . . . . 40
Loss of Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Figure: No Flap Visual Approach . . . . . . . . . . . . . . . . 41
Manual Emergency Descent . . . . . . . . . . . . . . . . . . . . . 30
Figure: Circling Approach . . . . . . . . . . . . . . . . . . . . . 42
Stall Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure: Go-Around/Missed Approach – Two Engine
Flight Profiles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 (Enhanced NAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Figure: Normal Takeoff (Flaps 10 or 20) . . . . . . . . . . 33 Figure: Go-Around/Missed Approach – One Engine
(Enhanced NAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Figure: Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Figure: Rejected Takeoff. . . . . . . . . . . . . . . . . . . . . . . 45
Figure: Maneuver Based Approach to Stalls . . . . . . 35
Figure: Engine Failure at V1 – Part 1 . . . . . . . . . . . . . 46
Figure: Precision Approach . . . . . . . . . . . . . . . . . . . . 36
Figure: Engine Failure at V1 – Part 2 . . . . . . . . . . . . . 47
Figure: Non-Precision Approach – FMS RNAV/GPS
LPV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure: Manual Emergency Descent . . . . . . . . . . . . . 48
Figure: Non-Precision Approach – VOR/LOC/NDB . 38 Figure: Emergency Descent Mode (EDM) . . . . . . . . . 49
Revision 1 iv Gulfstream G450/G550

Standard Operating Maneuvers and Procedures

General
CAE strongly supports the premise that the disciplined use of well-developed Standard Operating Procedures (SOP) is central to safe, professional
aircraft operations, especially in multi-crew, complex, or high performance aircraft.
If your flight department has an FAA- or EASA-accepted or approved SOP document, we encourage you to use it during your training. If your flight
department does not already have one, we welcome your use of the CAE SOP.
Corporate pilots carefully developed this SOP. A product of their experience, it is the way CAE conducts its flight operations. In general, effective SOPs are
the product of healthy collaboration among managers and flight operations people, including flight crews. A safety culture promoting continuous feedback
from flight crews and others, and continuous revision by the collaborators, distinguishes effective SOPs at flight departments of all sizes and ages.
The procedures described herein are specific to the Gulfstream G450/G550 and apply to specific phases of flight. The flight crew member designated for
each step accomplishes it as intended.
Definitions
LH/RH: Pilot Station
 Designation of seat position for accomplishing a given task because of proximity to the respective control/indicator. Regardless of PF or PM role, the
pilot in that seat performs tasks and responds to checklist challenges accordingly.
PF: Pilot Flying
 The pilot responsible for controlling the flight of the aircraft, either manually or through automation monitoring.
PM: Pilot Monitoring
 The pilot who is monitoring the flight of the aircraft and actions of the PF.
PIC: Pilot-in-Command
 The pilot responsible for the operation and safety of an aircraft during flight time.
Revision 1 1 Gulfstream G450/G550

Standard Operating Maneuvers and Procedures > General
Flow Patterns
If using Flow Patterns, accomplish the cockpit setup for each phase of flight with the desired flow pattern then refer to the
checklist to verify the setup. Use normal checklists as “done lists” rather than “do lists.”
Flow patterns are disciplined procedures; they require pilots who understand the aircraft systems/controls and who method-
ically accomplish the flow pattern. For those flight departments who do not use flow patterns, the normal “Challenge and
Response” method may be used.
Checklists
Use a challenge-response method to execute any checklist. After the PF initiates the checklist, the PM challenges by reading
the checklist item aloud. The PF is responsible for verifying that the items designated as PF or his seat position (i.e., LH or
RH) are accomplished and for responding orally to the challenge.
Items designated on the checklist as PM or by his seat position are the PM’s responsibility. The PM accomplishes the
item, then responds orally to his own challenge. In all cases, the response by either pilot is confirmed by the other and any
disagreement is resolved prior to continuing the checklist.
After the completion of any checklist, the PM states “checklist is complete.” This allows the PF to maintain situational
awareness during checklist phases and prompts the PF to continue to the next checklist, if required.
Effective checklists are pertinent and concise. Use them the way they are written—verbatim, smartly, and professionally. If
Flow Patterns are used, the PM will generally accomplish the flow pattern and then verify that the items have been completed
using the checklist. The PM then acknowledges completion of the checklist to the PF, stating “checklist complete.”
Omission of Checklists
While the PF is responsible for initiating checklists, the PM should ask the PF whether a checklist should be started if, in his
opinion, a checklist is overlooked. As an expression of good crew resource management, such prompting is appropriate for
any flight situation: training, operations, or check rides.
Challenge/No Response
If the PM observes and challenges a flight deviation or critical situation, the PF should respond immediately. If the PF does
not respond by oral communication or action, the PM must issue a second challenge that is loud and clear. If the PF does
not respond after the second challenge, the PM must ensure the safety of the aircraft. The PM must announce that he is
assuming control, and then take the necessary actions to return the aircraft to a safe operating envelope.
NOTE: “Control” means responsible for flight control of the aircraft, whether manual or automatic.

Normal Procedures
The normal procedures checklist should be thought of as routine in day-to-day flying. It should be accomplished using the
following procedures.
One Pilot in Cockpit

The Preflight Inspection, Cockpit Preparation, Before Starting Engines and Shutdown checklist may be accomplished by
one pilot alone. The Normal Engine Ground Start checklist may also be accomplished by one pilot but this is not considered
normal procedure. Verify the checklist items as listed in the checklist or as required by the SOPs. A pilot that completes one
of these checklists alone must make known to the other pilot which checklist(s) is/are completed.
Both Pilots in Cockpit

The normal method for conducting checklists in the G450 and G550 is using “Challenge and Response” where one pilot
reads the checklist and the other pilot responds the proper checklist response. Any response different from the listed
response should indicate something is abnormal and should be challenged by the other crewmember before continuing. In
all cases, follow specific company operating procedures when accomplishing checklists in the aircraft. When a response on
a checklist is “as required” the appropriate crewmember should respond according to the actual switch position.
On the Ground
It is the LH pilot’s responsibility to call for the checklist at the appropriate time. The RH pilot will be responsible for verifying
checklist items.
In Flight
It is the PF’s responsibility to call for the checklist at the appropriate time to ensure the aircraft is in correct configuration for
that portion of flight. The PM will be responsible for verifying checklists items as appropriate.

Abnormal / Emergency Procedures

Gulfstream Philosophy
Gulfstream’s philosophy is to not identify any steps in the abnormal or emergency procedures as “Memory Items,” yet
Gulfstream expects pilots to perform some of the initial and critical steps without reference to any documentation. Gulfstream
and CAE advise that the initial, critical pilot responses for the following emergency procedures should be performed promptly
without reference to a checklist:
 Rejected Takeoff  Flight Control Malfunctions (HOPS, Jammed Control,
 Engine Failure / Fire after V1 Runaway Trim / Stab)
 Dual Engine Flameout  Total Loss of Braking
 Emergency Descent  EGPWS Alert
 Rapid Decompression  Windshear Alert
 Autopilot (AP) or Autothrottle (AT) Uncommanded  TCAS Alert
Disconnect  Jammed Aileron / Elevator
 Engine Exceedance  Fuel Pressure Low, L - R
 Hot Start  Reverser Deployment
 Overspeed  Gear Failing to Retreat (Unarm Ground Spoilers).
 Stall Protection / Stall Warning Activation
In addition, pilots are expected to don oxygen masks promptly when appropriate–for example when smoke is detected.
When any crewmember recognizes an abnormal or emergency condition, the PIC designates who controls the aircraft, who
performs the tasks and any items to be monitored. Following these designations, the PIC calls for the appropriate checklist.
The crewmember designated on the checklist accomplishes the checklist items with the appropriate challenge/response.
The pilot designated to fly the aircraft (i.e., PF) does not perform tasks that compromise this primary responsibility, regardless
of whether he uses the autopilot or flies manually. Accomplish all abnormal and emergency procedures, including previously
accomplished recall items, while referring to the printed checklist.
Accomplishing abnormal and emergency checklists differs from accomplishing normal procedural checklists in that the pilot
reading the checklist states both the challenge and the response when challenging each item.
When a checklist procedure calls for the movement or manipulation of controls or switches critical to safety of flight (e.g.,
throttles, engine fire switches, fire bottle discharge switches), the pilot performing the action obtains verification from the
other pilot that he is moving the correct control or switch prior to initiating the action.
Any checklist action pertaining to a specific control, switch or piece of equipment that is duplicated in the cockpit is read to
include its relative position and the action required (e.g., “Left Throttle – IDLE; Left Boost Pump – OFF”).
Standard Operating Maneuvers and Procedures > Abnormal / Emergency Procedures
Time Critical Situations After verifying the malfunction, the PF announces his decision and com-
mands accomplishment of any checklist recall items. The PF monitors
When the aircraft, passengers, and/or crew are in jeopardy, remember
the PM during the accomplishment of those tasks assigned to him. It is a
three things:
common crew practice for the PF to take control of the communications
FLY THE AIRCRAFT – Maintain aircraft control. while the PM is performing abnormal and emergency procedures from the
RECOGNIZE CHALLENGE – Analyze the situation. QRH.
RESPOND – Take appropriate action.
Non-Critical Malfunctions in Flight
Rejected Takeoffs Procedures for recognizing and verifying a noncritical malfunction or
The aborted takeoff procedure is a pre-briefed maneuver; both crewmem- impending malfunction are the same as those used for time-critical situ-
bers must be aware of and briefed on the types of malfunctions that man- ations: use positive oral and graphic communication to identify and direct
date an abort. Assuming that the crew trains to a firmly established SOP, the proper response. Time, however, is not as critical and allows a more
either crewmember may call for an abort. deliberate response to the malfunction. Always use the appropriate check-
list to accomplish the corrective action.
The PF normally commands and executes the takeoff abort for directional
control problems or catastrophic malfunctions. The PF usually executes
an abort prior to 80 KIAS for any abnormality observed. Additionally, any Radio Tuning and Communication
indication of one of the following malfunctions above 80 KIAS but prior to The PM accomplishes navigation and communication radio tuning, identifi-
V1: cation, and ground communication. For navigation radios, the PM tunes and
 Engine failure identifies all navigation aids. Before tuning the PF’s radios, he announces
the NAVAID to be set. In tuning the primary NAVAID, in particular, the PM
 Fire
coordinates with the PF to ensure proper selection sequencing with the
 Loss of directional control autopilot mode. After tuning and identifying the PF’s NAVAID (via auto tune
 Red master warning is cause for an abort feature or manually), the PM announces “(Facility) tuned and identified.”
 Anything that affects the safety of the aircraft or passengers. Monitoring NDB audio output is not required in the G450/G550 due to the
design of the system which would bias the needle from view if no valid
signal from the NDB transmitter is being received.
Critical Malfunctions in Flight
In tuning the VHF radios for ATC communication, the PM places the
In flight, the observing crewmember positively announces a malfunction. As newly assigned frequency in the COM Tune window at the time of receipt.
time permits, the other crewmember makes every effort to confirm/identify Pressing the appropriate line select key transfers the preselect frequency
the malfunction before initiating any emergency action. to the active frequency. After contact on the new frequency, the PM retains
If the PM is the first to observe any indication of a critical failure, he the previously assigned frequency for a reasonable time period. Any confu-
announces it and simultaneously identifies the malfunction to the PF by sion in the flight deck related to ATC communication is immediately cleared
pointing to the indicator/annunciator. up by requesting ATC confirmation.

Flight Management System Blue Needle approaches should be flown by using the FMS and the flight
guidance system in LNAV mode. Editing the flight plan after the approach
The crew should review the programmed FMS flight plan prior to starting
label is permitted on advisory approaches only. Editing on a blue needle
engines. Normally, the pilot conducting the cockpit setup has programmed
approach cannot be done without consequences such as loss of the
the FMS flight plan through either MCDU. The flight plan is then displayed
approach vertical guidance and canceling approach scaling if available.
for review by both pilots against the dispatch release or ATC clearance
routing. Any flight plan errors are corrected at this time. WARNING
Once the briefing is complete and both pilots agree with the FMS flight Extreme caution must be exercised by monitoring appropriate annu-
plan, it is cross-filled to the other FMS if operating in the Initiated Transfer ciators to ensure that the proper navigation information is selected
mode. and utilized on each approach.
During FMS navigation, both crewmembers should have the FMS mode
selected on their display unit (DU). Any underlay information required NOTE: The PF will monitor/control the aircraft, regardless of
should be displayed with the bearing pointers. The PFD-CMD mode of the the level of automation employed. The PM will monitor
guidance panel (GP) should should always be selected to the flying pilot’s the aircraft and actions of the PF.
side. When transitioning from VHF NAV mode to FMS mode or vice versa,
the crewmember making the change will state the mode selected.
In the event of a discrepancy between a charted airway or procedure and Guidance Panel Changes
the FMS database, the chart/map is the final authority. It is the responsibility All changes to the GP should be made by the PM while the aircraft is being
of the crew to ensure that the FMS guidance conforms to the chart. hand-flown by the PF. When the aircraft is on autopilot, the PF makes all
With the autopilot engaged, either pilot (one at a time) may conduct FMS GP changes with the exception of the altitude selector. Unless company
programming above 10,000 feet. Below 10,000 feet, the PF should request SOPs dictate otherwise, the PM changes the altitude in the altitude select
the PM to make all the FMS entries. With the autopilot OFF, the PM will window when given a new altitude by ATC but will only activate a climb or
conduct all FMS programming confirmed by PF. descent mode when directed by the PF.
For arrival and approaches, the appropriate charts should be displayed and When an altitude change is commanded by ATC, the PM sets the assigned
readily available. Full LNAV/VNAV guidance using the FMS during terminal altitude in the preselect display and points to the ALT knob on the Flight
operations must be limited to situations permitting advance preparations, Guidance Panel while orally repeating the altitude. The PM continues to
review of FMS programming and complete crew briefings. point to the ALT knob until the PF confirms the altitude assignment and
This level of automation is not appropriate when significant changes to altitude window setting.
route or landing runway have been issued by ATC. In such situations,
pilots should revert, at least temporally, to a lower level of automation. All
approaches, both FMS Coupled (Blue Needles) and advisory (FMS data
used for situational awareness), should be programmed in the FMS.

Pre-Departure Briefings Arrival Briefings

The PF should conduct a pre-departure briefing prior to each flight to The PF should try to complete the arrival briefing prior to the descent if
address potential problems, weather delays, safety considerations, and possible. The briefing can be formal or informal but should be interactive
operational issues. and include some standard items to include Threat and Error Management
Pre-departure briefings should be interactive and include all crewmembers (TEM). The PF can direct the PM to prepare for the arrival (FMS, NAV
to enhance team-building and set the tone for the flight. The briefing may Frequencies, minimums, etc.) and then the PF can brief the arrival once
be formal or informal, but should include some standard items. This is everything is set up. It is important to keep the briefing short and concise
also an opportunity for the crew to include Threat and Error Management without going into too much detail that will be quickly forgotten.
(TEM) into the briefing. Threat management can be broadly defined as how At a minimum, brief the following:
crews anticipate an/or respond to threats. Crews should assess what the  Configuration
differences are for the event briefed--runway condition, obstacles, weather,
etc — with the goal of mitigating threats by addressing actions to be taken  Approach speed
that consider all the potential hazards.  Minimum Safe Altitude (MSA)
At a minimum, brief the following:  Approach course
 Assigned Runway for Takeoff  FAF altitude
 Type of Takeoff (Auto or Manual)  DA/MDA altitude
 Rated/Flex Takeoff  Field elevation
 Takeoff Configuration, Flaps 10 or 20.  Type of descent to be used—VPATH, VGP, FPA etc.
 Initial Heading/Course  VDP
 Initial Altitude  Missed approach
 Airspeed Limit(s) (If Applicable) – Heading
 Clearance Limit – Altitude
– Intentions
 Emergency Return Plan
 Abnormal implications
 SOP Deviations (TEM) Consider the following:
– Impaired Runway Conditions
– Weather
– Obstacle Clearance
– Instrument Departure Procedures
 Abort decision

Advising of Aircraft Configuration Change

If the PF is about to make a change to aircraft control or, exceptionally, has the need to change the configuration of the aircraft
without using the PM, he alerts the PM to the forthcoming change (e.g., gear, speed brake, and flap selections). If time per-
mits, he also announces any abrupt flight path changes so there is always mutual understanding of the intended flight path.
Time permitting, a PA announcement to the passengers precedes maneuvers involving unusual deck or roll angles.
Transitioning from Instrument to Visual Meteorological Conditions

If Visual Meteorological Conditions (VMC) are encountered during an instrument approach, the PM normally continues to
make callouts for the instrument approach being conducted. However, the PF may request a changeover to visual traffic
pattern callouts.

Standard Operating Procedures and

Callouts
PF PM
Line-Up Checklist
CALL: “Line-up Checklist”
ACTION: Complete Line-Up
checklist.
CALL: “Line-up Checklist
complete”
NOTE: Both pilots shall confirm runway alignment.
NOTE: While the airplane is static on the ground, stabilized engine
operation in the band between 66% and 80% (G550) and 60% and
72% (G450) LP RPM (fan speed) is prohibited. Any acceleration
through this band must not exceed 10 seconds. This limitation
applies to forward thrust.

Normal Takeoff (Flaps 10° or 20°)

PF PM PF PM
Setting Takeoff Power At 80 Knots

ACTION: Hold the brakes and CALL: “80 knots”
advance thrust levers CALL: “Checked”
to obtain 1.05 EPR
minimum. Engage At V1
autothrottles above CALL: “V1”
1.05 EPR.
Release the brakes. ACTION: Move hand from throttle
Verify Elevator Free. to yoke.
NOTE: (G550) If crosswinds are in excess of 20 knots, perform crosswind At VR

takeoff procedure. Set power to 66% LP prior to brake release. CALL: “ROTATE”
At 20 knots (GS from DU 2 OR 3) engage Autothrottles (or slam ACTION: Rotate to an initial pitch
accelerate the engines). When using this procedure, add 600 feet attitude of 14°.
to takeoff distance required. (Ref AFM Limitations: page 01-67).
NOTE: If an aborted take-off is required due to loss of directional control,
At Airspeed Alive use of rudder and up to maximum differential braking will provide
CALL: “AIRPSEED ALIVE” greater directional control authority than use of tiller.
“POWER SET”
Ensure power is set by
60kts.
If actual EPR doesn’t match target EPR
CALL: “EPR LOW, INCREASE
POWER”
NOTE: Takeoff distances from the performance manual and FMS are for
static takeoffs. Consideration should be given to doing a static
takeoff if the takeoff distance is critical.
NOTE: If power is less than required Takeoff EPR, the PF should

disengage the Autothrottle and manually set takeoff EPR.
NOTE: Maintain directional control with rudder pedal steering.

Climb
PF PM PF PM
After Lift-Off NOTE: Consideration should be given to delay flap retraction during
Verify positive rate of climb on the baro altitude, radar altitude or VSI. heavy weight takeoffs/turns/terrain avoidance in order to retain
CALL: “Positive rate” takeoff power setting until safely clear of the terrain or at a safe
altitude to maneuver.
Normally it is the PM’s responsibility to call “Positive Rate” but if the PM
fails to call “Positive Rate” then the PF should make the call NOTE: Limit bank angle to 15 degrees while the flaps are retracting until
reaching a speed greater than V2 +20 knots.
CALL: “Gear up”
When Workload Permits
ACTION: Select gear handle UP.
CALL: “Climb Checklist”
Select Ground Spoilers
OFF.
Establish a climb speed of NOT less than V2. ACTION: Complete Climb
Checklist.
At 400 Ft AAL or when Climb Segment is Satisfied CALL: “Climb Checklist
(See NOTE) Complete”
CALL: “Flaps Up” At Transition Altitude
CALL: “FLAPS UP” CALL: “Set Standard”
ACTION: Select and verify flaps “Passing FL XXX”
up.
CALL: “29.92/1013 set”
CALL: “FLCH”
“Passing FL XXX”
ACTION: Select lateral/vertical
ACTION: Cross check altimeters.
mode as requested.
ACTION: Cross check altimeters.
NOTE: When FLCH is selected, the power levers will move to a climb
thrust setting. Without Autothrottles the PF will have to manually
set CLB Thrust. When the Flaps are selected UP, airspeed
changes from V2 to 200 KCAS. Maintain 200 KCAS until clear of
the airport traffic area. 200 KCAS will automatically change to
250 KCA when greater than 4 miles from the airport or greater
than 2500 feet AAL as set on the PERF INIT DEP/ARR page.

Cruise
PF PM
At 1,000 Ft Below Assigned Altitude
Either Pilot CALL: “1,000 to go”
At 1,000 Ft Below Assigned Altitude

CALL: “Cruise checklist”
ACTION: Complete Cruise
checklist.
CALL: “Cruise checklist
complete”
When Fuel Tank Temp is -1°C or Colder (G550)
ACTION: Verify Fuel Return
is operational (Fuel
Synoptic Page).
CAUTION
The brake accumulator will bleed down below 3000 PSI during
cruise. Do not charge the accumulators back to 3000 PSI during
cruise or initial descent. Wait until the BEFORE LANDING CHECK-
LIST to charge the accumulator to 3000 PSI if needed.

Descent
PF PM PF PM
At Appropriate Workload Time (Preferably Before Top Of Descent) Approaching the Terminal Area
Review the following: CALL: “In Range Check”
 Weather  DA/MDA CALL: “Altimeter set _____”
 Field conditions  MAP (non-precision) CALL: “Altimeter set _____”
 Approach to be executed  VDP ACTION: Cross Check
 Field elevation appropriate  Special procedures (DME, ACTION: Complete In Range
minimum sector altitude(s) step-down, arc, etc.) checklist.
 Inbound leg to FAF, procedure  Type of approach lights in use CALL: “In Range Check
Complete”
turn direction and altitude (and radio keying procedures,
if required) Maintain sterile cockpit below 10,000 ft above airport surface or as per company
 Final approach course SOPs. Verify speed as required by local ATC and boundaries at transition levels
heading and intercept altitude  Missed approach procedures
Accomplish as many checklist items as possible. The “In Range” checklist must
 Timing required  Runway information and be completed prior to the initial approach fix.
conditions
When Leaving Cruising Altitude
NOTE: If the aircraft is configured to make altitude callouts, they may
replace PM calls such as “1,000 ft above minimums.”
CALL: “Descent checklist”
ACTION: Complete Descent
checklist.
CALL: “Descent checklist
complete”
At 1,000 Ft Above Assigned Altitude
Either Pilot CALL: “1,000 to go”

Precision Approach (ILS)

PF PM PF PM
No Later than 5 Miles from FAF or During Procedure Turn Outbound At Initial Downward Movement of Glideslope
CALL: “Flaps 10” “Glideslope alive.”
CALL: “Flaps 10”
ACTION: Select and verify flaps
10.
ACTION: Verify Autospeed 180.
20.
When Cleared for the Approach ACTION: Verify Autospeed 160.
CALL: “Arm Approach” CALL: “Gear Down”
(When within 90° of the
CALL: “Gear Down”
inbound final approach
course) ACTION: Position Gear Handle
Down.
ACTION: Verify approach mode
on the PFD – LOC / Verify 3 green by both pilots.
GS Armed (White),
“Preview” Set. ACTION: Accomplish Gear Down
flow pattern.
When Annunciators Indicate Localizer Capture
At One Dot Below Glideslope Intercept
“Localizer captured.” CALL: “Flaps 39, Before
Landing checklist”
CALL: “Flaps selected 39,
Before Landing
checklist”
ACTION: Select and verify Flaps
39 and accomplish
Before Landing
checklist.
ACTION: Verify Autospeed VREF
+ 5 kts.
NOTE: When performing a One-engine Approach (Precision or Non-
precision) select manual speed at this time as per Gulfstream
guidance.

Precision Approach (ILS) (continued)

PF PM PF PM
When on Glideslope and Crossing FAF At Minimums And No Runway Environment Or App Lights
“Glideslope captured.” “Go around.”

Either pilot can make the call to “Go around,”
“Set missed approach Altitude.” however the PM normally makes this Call
NOTE: PM has 3 possible callouts: “Approach Lights”, “Runway”, or
At 1000 Ft Above Airport Level “Go Around.”
CALL: “1000 feet above NOTE: For Non EVS Approach the PF has 5 possible callouts, : “Con-
airport” tinuing”, “Landing”, “Go-Around”, “Approach Lights” or
ACTION: Verify Stabilized “Runway.”
approach and confirm NOTE: Minimum engage height for the autopilot is 200 feet. Minimum
Landing Checklist disengage height for the autopilot is 60 feet.
complete NOTE: Maximum demonstrated altitude loss for the coupled go-around
NOTE: If the aircraft is configured to make altitude callouts, they may is 60 feet.
replace PM calls such as “1,000 ft above minimums.” Main Gear Touchdown
At 100 ft Above Minimums ACTION: Confirm Ground
In the absence of the automation Spoilers deployment.
callouts. If Ground Spoilers do
not deploy, Callout “No
CALL: “Approaching Mini- Ground Spoilers.”
mums”
ACTION: Manually deploy the
At Minimums ground spoilers if they
don’t deploy automat-
In the absence of the automation ically.
callouts.
ACTION: Confirm Thrust
CALL: “Minimums” Reversers deployment,
At Or Above Minimums and Approach Lights in Sight: if TR(s) do not deploy,
call “One Thrust
“Approach Lights” Reverser,” or “No
CALL: “Continuing” Thrust Reverser.”
Rwy Environment In Sight
CALL: “Runway - Landing”

Precision Approach (ILS) (continued)

PF PM
Decelerating Through 70 Knots

CALL: “70 knots”
Reduce reverse thrust so as to be at
reverse idle by 60 knots
Below 70 Knots
CALL: “Your Yoke”
Transition from rudder
pedals to tiller steering
when at a safe taxi
speed.
CALL: “My Yoke”
ACTION: Maintain wings level
NOTE: On an ILS or LPV approach, the autopilot/flight director vertical
gains are scaled based on radio altitude. In some rare instances at
higher elevation airports situated on a plateau, the radio altitude
inputs may cause the autopilot/flight director commands to over
correct. The incorrect gains could lead to larger than necessary
corrections on the ILS/LPV glide paths. If excessive divergences
are detected, the approach should be hand flown using raw data
or a go-around should be initiated.

Non-Precision Approach
PF PM PF PM
Prior To Approach No Later than 3 Miles from the FAF

 If flying an LPV approach—confirm LPV is armed (White) prior to the CALL: “Flaps 20.”
approach. CALL: “Flaps 20.”
 If transitioning to the VOR or Localizer on final approach, ensure VOR ACTION: Select and verify flaps
or LOC preview are displayed and IDENTs are checked. 10.
 For all approaches, brief descent method (VGP, FPA, VPATH, VS, FLCH) ACTION: Verify Autospeed 160.
to be used for the approach procedure and the final approach segment.
CALL: “Gear Down.”
 Temperature Compensation – Considered
CALL: “Gear Down.”
 RAIM Check – Complete (If Required)
ACTION: Position gear lever
No Later than 5 Miles from FAF or During Procedure Turn Outbound
down.
ACTION: Verify 3 green by both pilots.
ACTION: Accomplish gear down
ACTION: Select and verify flaps flow.
10.
No Later than 2 Miles from the FAF or 1 DOT below GP
CALL: “Flaps 39, Before
At Course Capture Landing Checklist”
At 2 miles outside the FAF confirm FMS APPROACH MODE CALL: “Flaps 39, Landing
Review Descent procedures (VGP, FPA, VPATH, VS, FLCH) Check”
If using FPA—confirm FPA Armed
ACTION: Select and verify
At Course Capture flaps 39 and perform
“Course Capture” BEFORE LANDING
CHECKLIST.
At Glide Path alive
ACTION: Verify Autospeed
“Glide Path Alive” VREF 39 + 5 kts.
NOTE: When VGP is being used for the approach, ensure “APR” is
selected and VGP is Armed (White) prior to the FAF.
NOTE: When VPATH is being used for the approach, ensure VNAV is
selected prior to the FAF.
NOTE: If the glideslope (GS) is out of service—LOC Only Approach—
ensure GS is not armed.

Non-Precision Approach (continued)

PF PM PF PM
On Glide Path At Minimums

Verify FMS / VGP / VPATH annunciates on PFD. In the absence of the automation
If on a VGP Approach callouts.
CALL: “Set missed approach CALL: “Minimums”

altitude” At or Above Minimums and App Lights Insight
If on a Non-FMS or LNAV Approach “Approach Lights.”
to an MDA CALL: “Continuing”
CALL: “Set MDA” Runway Environment in Sight
ACTION: Set Appropriate Alt “Runway.”
in Guidance Panel
Altitude Preselect CALL: “Landing”
window. At Minimums and No Runway Environment or App Lights In Site
NOTE: VGP descent mode will not capture altitudes set in the Altitude “Go around.”
Selector or altitudes restrictions in the FMS Flight Plan Either pilot can make the call to “Go around,”
At Final Approach Fix (FAF) Altitude however the PM normally makes this Call
NOTE: PM has 3 possible callouts: “Approach Lights,” “Runway,” or
Verify final approach fix published altitude. “Go Around.”
NOTE: For Non EVS Approach the PF has 5 possible callouts, : “Con-
At 1000 ft above Minimums tinuing”, “Landing,” “Go-Around,” “Approach Lights” or
CALL: “1,000 ft. above “Runway.”
minimums” Main Gear Touchdown
ACTION: Verify Stabilized app. Perform normal landing and rollout procedures.
Confirm LANDING
NOTE: On an LPV approach, the autopilot/flight director vertical gains
CHECKLIST complete.
are scaled based on radio altitude. In some rare instances at
At 100 ft above Minimums higher elevation airports situated on a plateau, the radio altitude
In the absence of the automation inputs may cause the autopilot/flight director commands to over
callouts. correct. The incorrect gains could lead autopilot/flight director
command making larger than necessary corrections on the
CALL: “Approaching Mini- LPV glide paths. If the autopilot/flight director indications begin
mums” to excessively diverge from the glide slope/path, the approach
should be hand flown using raw data or a go-around should be
executed.

Enhanced Vision System (EVS) Approach

(ILS / RNAV)
PF PM PF PM
Prior To Using EVS For Approach When Cleared for the Approach
• Select FLIR on Display Controller (DC) HUD Menu Page (FLIR takes up to Select APR on the GP.
30 minutes for cooling—15 minutes for HUD 2). ACTION: Verify approach mode
• Set published minimums (If one RAD ALT is inoperative, both pilots select on the PFD – LOC / GS
Operative RAD ALT) / FMS Armed (White).
• Set seat height to design eye level. When Annunciators Indicate Final Approach Course Capture
• Select EVS on DIsplay Controller HUD Menu Page
“Localizer / Course Captured.”
• Set touchdown zone elevation and vertical angle boxed.
• Select FLR mode to AUTO, H or L (5R selection on DC HUD menu page). 2 NM Outside FAF
NOTE: Flight director or autopilot with vertical guidance, either ILS or If flying an FMS based
FMS vertical path, IS REQUIRED for all EVS approaches. With approach – Confirm
respect to an FMS vertical path, only approaches with a published FMS/PFD displays
Decision Altitude (DA) and those approaches that overlay a “APPROACH” mode.
precision approach with the same vertical path angle provide At Initial Downward Movement of Glideslope / Glidepath
an assured obstacle-free path. (Ref AFM Limitations/Navigation/ “Glideslope / Glidepath alive.”
EVS).
No Later than 5 Miles from FAF or During Procedure Turn Outbound
CALL: “Flaps 10” 20.
ACTION: Select and verify flaps ACTION: Verify Autospeed 160.
10.
Verify that the Non-Uniformity
Correction (NUC) occurred when ACTION: Position Gear Handle
flaps were selected to 10°. Down.
Verify 3 green by both pilots.
Verify on the HUD the desired EVS ACTION: Accomplish Gear
Operating mode. “EVS C, A, H, or L.” Down flow pattern.

EVS Approach (ILS / RNAV) (continued)

PF PM PF PM
At One Dot below Glideslope Intercept At 100 ft above Minimums

CALL: “Flaps 39, Before In the absence of the automation
Landing Checklist” callouts.
CALL: “Flaps 39, Before CALL: “Approaching Mini-
Landing checklist” mums”
ACTION: Select and verify Flaps At Minimums
39 and accomplish In the absence of the automation
Before Landing Check- callouts.
list.
CALL: “Minimums”
ACTION: Verify Autospeed
Whenever EVS Visual Cues Come Into View
VREF + 5 kts.
CALL: “EVS Lights”
When on Glideslope and Crossing FAF
Implies continuing to
“Glideslope / Glidepath captured.”
100 feet above HAT
CALL: “Set missed approach (If Authorized)
altitude”
At or Above Minimums and Approach Lights In Sight
ACTION: Set missed approach
“Approach Lights.”
altitude in guidance
panel altitude preselect CALL: “Continuing” CALL: “Lights”
window. EVS - At or above 100 Ft HAT and Rwy Environemnt In Sight
At 1000 Ft Above Airport Level “Runway.” (Required to Land)
NOTE: Altitude callouts are optional where GPWS makes the same CALL: “Landing”
callout.
At Minimums and No Runway Environment, Approach Lights, or EVS
CALL: “1,000 feet above” Lights In Sight Go Around:
ACTION: Verify Stabilized “Go Around.”
approach and confirm
Landing Checklist If EVS or App Lights In Sight, but No Runway Environment In Sight
complete. at 100 Ft above TDZ (Baro):
At 500 Ft Above Minimums “Go Around.”
CALL: “500 Above” Either pilot can make the call to “Go around,”
however the PM normally makes this Call

EVS Approach (ILS / RNAV) (continued)

PF PM
Rwy Environment In Sight

CALL: “Runway - Landing.”
NOTE: At DA, PM has 3 possible callouts: “Approach Lights”, “Runway”,

or “Go Around.” The “Go Around” call will be made in the absence
of “EVS Lights” call from the PF.
NOTE: For EVS Approach the PF has 6 possible callouts, “Continuing”,
“Landing”, “Go-Around”, “EVS Lights”, “Approach Lights” or
“Runway.”
NOTE: Provided the glideslope signal is stable, it is recommended that
the autopilot remains engaged between DA and 60 feet until the
landing picture is positively established in order to minimize
workload.
NOTE: Minimum engage height for the autopilot is 200 feet. Minimum
disengage height for the autopilot is 60 feet.
NOTE: Maximum demonstrated altitude loss for the coupled go-around
is 60 feet.
At Main Gear Touchdown
Perform normal landing and rollout procedures.

Visual Approach and Landing

PF PM PF PM
No Later than Entry into Traffic Pattern On Base Leg but no later than 3 Mile Final
CALL: “Flaps 10” CALL: “Flaps 39, Before
CALL: “Flaps 10” Landing Checklist”
ACTION: Verify Autospeed 180. CALL: “Flaps 39, Before

Landing Checklist”
10. ACTION: Select and verify
flaps 39 and perform
By Abeam Threshold or No Later than a 4 Mile Final BEFORE LANDING
CALL: “Flaps 20” CHECKLIST.
CALL: “Flaps 20” ACTION: Verify Autospeed
ACTION: Select and verify flaps VREF 39+ 5 kts.
20.
Main Gear Touchdown
Perform normal landing and rollout procedures.
ACTION: Position Gear Lever
Down.
ACTION: Verify 3 green by both pilots.
ACTION: Accomplish gear down
flow.

Go Around Two Engine Approach

PF PM PF PM
When Either Pilot Decides to Go Around: If the aircraft is equipped with “Enhanced Nav”, after the go-around
CALL: “Go around Flaps 20” button is selected, the Navigation source and Navigation Mode should
automatically switch to FMS.
ACTION: Simultaneously accom- Aircraft not equipped with Enhanced Nav, do the following:
plish the following:
Press HDG button on GP.
• Press TOGA, rotate
smoothly into FD SET/CONFIRM: PF’s display
pitch cue. controller NAV menu.
• Advance thrust lever IF EXECUTING A PUBLISHED
to GA thrust if auto MISSED APPROACH: Press LNAV
throttles are not button on GP.
engaged. NOTE: Notice the first step of the flow pattern states “Set/Confirm.” This
CALL: “Flaps 20” is because an ILS approach or one using VGP as vertical mode
will already have the missed approach altitude set per SOP’s,
ACTION: Select and verify flaps while an LNAV only approach will not.
20.
NOTE: Notice the third step of the flow states: “Set/Confirm.” This is
NOTE: Monitor the Flight Director/Autopilot as it rotates the aircraft because the PF’s Display Controller will already be selected to
toward the commanded attitude. Initial flight director pitch attitude FMS during a FMS based approach, while during an ILS approach
will be 8° pitch up then the flight director generates commands it “may” not.
to maintain a GA speed reference from the FMS. If AUTO speed
When reaching Acceleration altitude (Minimum 400 FT ABOVE
targets are not selected or are invalid then the flight director will
AIRPORT LEVEL or Obstacle Clearance Alt)
command 12° fixed pitch. Maximum pitch up command is 17°.
Commanded airspeed should be VREF 39 + 5 kts CALL: “Set MAN speed 200
kts, Select FLCH”
Positive Vertical Speed and Altimeter Tape Climbing
ACTION: Select manual speed
CALL: “Positive rate”
200 kts, Select FLCH.
Either pilot can make the call “Positve Rate,”
At VREF + 20 Or Higher
however the PM normally makes this Call
CALL: “Gear up” CALL: “Flaps up”
ACTION: Move gear handle up, CALL: “Flaps up”
select Ground Spoiler ACTION: Select and verify flaps
Off. up.
SET/CONFIRM: Missed approach
altitude is set in the GP Altitude
preselect window.
Go Around – Single Engine

PF PM PF PM
When Either Pilot Decides To Go-Around Positive Vertical Speed and Altimeter Tape Climbing
CALL: “Go around Flaps 20” CALL: “Positive rate.”
ACTION: Simultaneously accom- Either pilot can make the call “Positve Rate,”
plish the following: however the PM normally makes this Call
• Press TOGA, rotate CALL: “Gear Up”
smoothly into FD CALL: “Manual Speed –
Pitch Cue. FLCH” (Speed should
• Advance operative already be in “Manual”)
engine Thrust Lever
ACTION: Move Gear Handle UP;
to MAX thrust stop
Select Ground Spoilers
while simultaneously
OFF
adding rudder to
maintain directional SET/CONFIRM: Missed approach
control. altitude is set in the GP preselect
window.
20.
NOTE: Initial flight director pitch attitude will be 8° pitch up then the
flight director generates commands to maintain a GA speed ref-
erence from the FMS. If AUTO speed targets are not selected or
are invalid then the flight director will command 12° fixed pitch.
Maximum pitch up command is 17°.

Go Around – Single Engine (continued)

PF PM PF PM
If the aircraft is equipped with “Enhanced Nav”, after the go-around At 1500 FT AAL and Clear of Obstacles
button is selected, the Navigation source and Navigation Mode should
automatically switch to FMS. CALL: “SET SPEED XXX.”
Aircraft not equipped with Enhanced Nav, do the following: (XXX = Current Speed
+ 40 KTS)
Press HDG button on GP.
ACTION: Select Speed XXX.
SET/CONFIRM: PF’s display
(XXX = Current Speed
controller NAV menu.
+ 40 KTS)
FOR EXECUTING A PUBLISHED
MISSED APPROACH: Press LNAV ACTION: Follow FD command to
button on GP. accelerate.
NOTE: The requirement to select MANUAL SPEED on a Single Engine At VREF + 20 or Higher
approach once final VREF Speed is attained currently only applies CALL: “Flaps up”
to the G550. However it is recommended that this procedure be
followed in the G450 for ease of standardization. This is particu- CALL: “Flaps up”
larly appropriate for pilots flying both aircraft. ACTION: Select and verify flaps
NOTE: The Missed Approach flow during a Single Engine go around up.
omits the selection of 200 knots as in the case of a 2 Engine CALL: “Set VSE”
Go-Around. It is replaced by setting VSE when acceleration alti-
ACTION: Set VSE (A good rule of
tude is attained.
thumb is VREF Clean+20
NOTE: Notice the first step of the flow pattern states “Set/Confirm”. This kts).
is because an ILS approach or one using VGP as vertical mode
At VSE
will already have the missed approach altitude set per SOP’s,
while anLNAV only approach will not. CALL: “Set MCT”
NOTE: Notice the third step of the flow states: “Set/Confirm”. This is ACTION: Reduce thrust on
becausethe PF’s Display Controller will already be selected to operating engine to
FMS during a FMS based approach, while during an ILS approach MCT.
it may not.

Rejected Takeoff
PF PM PF PM
When Either Pilot Decides To Abort When Clear of the Runway
“ABORT” ACTION: When clear of the
(Some operators use “STOP STOP”) runway, perform
appropriate abnormal
ACTION: Simultaneously reduce
checklist, after landing
thrust lever to idle
checklist, monitor brake
and apply full wheel
temperatures.
braking. Extend the
Speed Brakes. Use NOTE: After a rejected takeoff, the cabin pressurization system may still
thrust reversers as be in the FLIGHT mode of operation. Select the LANDING mode
necessary to prevent to allow the aircraft to depressurize.
runway overrun. NOTE: If PIC elects not to grant SIC “ABORT” authority. PIC should
ACTION: Confirm that the PF states this in the take-off briefing.
has deployed the NOTE: Monitor brake temperature after the abort. Refer to Performance
speed brakes--if not, Manual PC-16 and AFM Appendix C.
manually deploy the
speed brakes.
Notify ATC as soon as
conditions permit.
NOTE: Ground spoilers should extend automatically when the power
levers are retarded to idle during an aborted takeoff. Extending
the speed brakes ensures all spoilers are extended.
NOTE: Any takeoff abort should be a maximum stop effort, regardless of
the speed at which it is initiated.
NOTE: During a rejected takeoff, reverse thrust can be used to bring
the airplane to a stop (zero ground speed), if deemed necessary.
If reverse thrust is used below 60 KCAS, record the event and
report the occurrence for maintenance action.

Engine Failure Above V1

PF PM PF PM
When Engine Fails, Whichever Pilot Notices the Failure First Should At 400 Ft Above Airport Level (AAL)
Call ACTION: Identify failed engine
“Engine Failure” and convey any other
ACTION: Maintain directional pertinent information to
control with the rudder. the PF in a very short
(auto throttles will statement. Advise ATC.
disconnect). Do not perform any checklists until 1500 feet AGL. In the case of an
engine fire, the PIC may decide to command an initial shutdown of the
At VR
engine and save the actual engine fire checklist until 1,500 feet AAL.
CALL: “Rotate” At 1500 Ft AAL (and Clear of Obstacle Restriction)
Ensure callout is made CALL: “Select Autospeed”
at VR as PF will be task (If VSE is displayed on
saturated. Failure to do Display Controllers)
so could affect acceler-
ate/go performance. or
ACTION: Rotate up smoothly into “Set Manual Speed
FD pitch cue and target XXX” (Where XXX is
speed V2 to (V2 + 10) + 40 kts)
V2 +10. ACTION: Select Auto Speed
NOTE: Additional rudder input will be required when the nose lifts off (Deselect MAN speed
due to loss of nosewheel steering. on GP) or Set Speed
XXX Knots.
Positive Vertical Speed and Altimeter Tape Climbing
NOTE: Takeoff speeds (including VSE) will disappear from the Display
CALL: “Positive rate” Controllers when passing 1500 feet.
Either pilot can make the call to “Positve Rate,” NOTE: When manual speed is deselected (autospeed selected); speed
however the PM normally makes this Call target and flight director pitch cue will command acceleration to
CALL: “Gear Up” VSE. Ensure you are above 1500 and clear of obstacles before
deselecting manual speed.
ACTION: Move gear to up
position.
CALL: “Manual Speed”
“Flight Level change”
ACTION: Select MAN speed-
FLCH.
Engine Failure Above V1 (continued)

PF PM
At V2 + 10 or Higher
CALL: “Flaps Up”
CALL: “Flaps Up”
ACTION: Select Flaps Up and
Verify Flaps moving up.
CALL: “Set VSE”
ACTION: Set VSE (A good rule of
thumb is VREF Clean +
20 kts.)
At VSE
CALL: “Select MCT”
ACTION: Reduce thrust on
operating engine to
MCT.
ACTION: PIC will decide who will
fly and who will run the
checklist, handle radio
calls, etc.
ACTION: When directed,
accomplish ABNOR-
MAL/EMERGENCY
checklists.
NOTE: Fire Checklists shall be given priority.
If an Engine Restart is Desired
Crew will decide together whether a restart is an option.
If restart is chosen option. Preferred engine relight checklist is AIRSTART
AUTOMATIC (GV, G550). For G450 a “AIRSTART – WINDMILLING.” If no
relight possible, go to ENGINE FAILURE ABOVE V1 checklist.
Confirm with ATC that you are an emergency aircraft and advise them of your
intention.

Loss of Pressurization
PF PM
If Cabin Pressurization is Lost (Cabin Pressure Low—Red CAS)
Whichever Pilot Notices the Failure First Should Call
“MASK, MASK, MASK.”
ACTION: Don O2 mask. Select
“MIC” button on ACP
to MASK. Establish
communication with
PM.
ACTION: Don O2 mask. Select

“MIC” button on ACP
to MASK. Establish
communication with PF.
ACTION: Commence Emergency ACTION: Manually deploy
Descent. passenger oxygen
masks—verify
deployment and advise
passengers to don their
masks
Once O2 and communication steps are in place, the PF will make the
decision to allow the aircraft to continue the EDM (If Activated) or
accomplish the Emergency Descent Manually.

Manual Emergency Descent

PF PM PF PM
When Decision is Made to Commence an Emergency Descent. After PM has Properly Set Up GP and FD Cues are Matched with
ACTION: Disconnect A/P. ACTION: Select 15,000 feet (or Aircraft.
Smoothly roll into a 30° MEA) in GP altitude CALL: “Engage Autopilot.”

bank turn (left or right) preselect window. ACTION: Press AP button on GP
and allow pitch attitude Press SYNC button on ACTION: Sync HDG and stop
to decrease. Heading Knob. turn when stable
Disconnect Auto- Press ON button below descent MMO/VMO is
throttles and smoothly Heading Knob. attained.
reduce thrust to IDLE. Turn heading bug at When Vertical Mode Changes from IAS to ASEL (Which Could Occur
Trim nose down if least 90° in the direc- 3,000 to 4,000 ft above Selected Altitude Depending Upon Rate of
needed to achieve an tion of the PF’s turn. Descent).
initial pitch of 8° to 10°
nose down. NOTE: Some airspace ACTION: Select 250 kts in GP
controllers expect you speed window.
As airspeed approach- to maintain your current
es MMO/VMO smoothly This action keeps
track.
extend speed brakes thrust at idle during
and smoothly raise Press FLCH button on the altitude capture
pitch attitude as the GP. transition process as
required to maintain Press MAN button the aircraft will slow
MMO/VMO during the below speed CHG from 340 kts to 250 kts.
descent. knob. Assess any damage to the aircraft and health state of the passengers.
Rapidly spin speed
knob clockwise (speed
window will auto-
matically stop speed
advance-ment at MMO/
VMO).
Change transponder
code to 7700.
ATC Notify.

Stall Recovery
At the first indication of an impending stall:
1. Autopilot and Autothrottle (if applicable) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
While maintaining the attitude of the aeroplane, disconnect the autopilot and auto-throttle. Ensure the pitch attitude does not
increase when disconnecting the autopilot. This may be very important in out-of-trim situations. Manual control is essential to
recovery in all situations. Leaving the autopilot or auto-throttle connected may result in inadvertent changes or adjustments
that may not be easily recognized or appropriate, especially during high workload situations.
2 a. Nose down pitch control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY UNTIL STALL WARNING IS ELIMINATED
b. Nose down pitch trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS NEEDED
 Reducing the angle of attack is crucial for recovery. This will also address autopilot-induced excessive nose up trim.
 If the control column does not provide sufficient response, pitch trim may be necessary. However, excessive use of pitch
trim may aggravate the condition, or may result in loss of control or high structural loads.
3. Bank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WINGS LEVEL
This orients the lift vector for recovery.
4. Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS NEEDED
During a stall recovery, maximum thrust is not always needed. A stall can occur at high thrust or at idle thrust. Therefore, the
thrust is to be adjusted accordingly during the recovery.
5. Speed brakes/Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
This will improve lift and stall margin.
6. Return to desired Flight Path
Apply gentle action for recovery to avoid secondary stalls, and then return to desired flight path.
7. NOTE:
Reducing AOA is the proper way to recover from a stall event. Pilots must accept that reducing the aeroplane’s AOA may
often result in altitude loss. The amount of altitude loss will be affected by the aeroplane’s operational environment (e.g., entry
altitude, aeroplane weight, density altitude, bank angle, aeroplane configuration, etc.). At high altitudes, stall recovery may
require thousands of feet. A good rule of thumb is to wait till the speed is at least VREF (displayed on the display controller) before
pitching up for the horizon).

Flight Profiles
Flight Profiles
The following flight profiles illustrate how selected maneuvers are performed. Each maneuver is broken down into sequential
events that illustrate appropriate configurations.
 Normal Takeoff A/T Engaged
 Steep Turns
 Maneuver Based Approach to Stalls
 Precision Approach
 Non-Precision Approach FMS, RNAV / GPS – LPV
 Non-Precision Approach VOR / LOC / NDB
 Enhanced Vision System (EVS) Approach (ILS / RNAV)
 Visual Approach/Rejected Landing
 No Flap Visual Approach
 Circling Approach
 Go-Around/Missed Approach – Two Engine (Enhanced NAV)
 Go-Around/Missed Approach – One Engine (Enhanced NAV)
 Rejected Takeoff
 Engine Failure at V1 (Part 1)
 Engine Failure at V1 (Part 2)
 Manual Emergency Descent
 Emergency Descent Mode (EDM)

Flight Profiles
Normal Takeoff (Flaps 10 or 20)
3 60 KCAS CHECK

PM CALL – "POWER SET,"
VERIFY “HOLD” MODE AND EPR
MATCHING TARGET EPR.
7 AT 400 FT AGL
PF
CONFIRM ELEVATORS ARE FREE AND (OR HIGHER BASED ON NADP REQUIRMENTS)
YOKE IS IN NEUTRAL POSITION PF CALL – “FLAPS UP”
PM CALL – “FLAPS UP”
SELECT LATERAL / VERTICAL
AS REQURIED
PM CALL –
2 "AIRSPEED
ALIVE” 80 KCAS
4 PM CALL – "80 KNOTS"
PF CALL – "CHECK"
1 TAKEOFF
LINE-UP CHECKLIST – COMPLETE
BRAKES – DEPRESS AND HOLD
THROTTLES – ADVANCE ABOVE 1.05 EPR
AUTOTHROTTLES – ENGAGE
BRAKES – RELEASE
MAINTAIN DIRECTIONAL CONTROL WITH
RUDDER PEDAL STEERING 5 AT V1/ VR
PM
(GUARD NOSEWHEEL STEERING HANDWHEEL -
FOR USE IF REQUIRED) • CALL – "V1"
• CALL – "ROTATE"
PF
• MOVE HAND FROM THROTTLES 6 AT POSITIVE RATE OF CLIMB

TO CONTROL WHEEL AT V1 PM CALL – "POSITIVE RATE."
• AT VR, ROTATE TO AN INITIAL PITCH PF CALL – “GEAR UP”
ATTITUDE OF 14° TURN GROUND SPOILERS OFF
NOTE: If delay in setting power occurs while accelerating, the

A/T latches the power setting achieved at 60 KCAS, which can
result in a low power setting. Disengage the autothrottles;
increase power to max thrust.

Flight Profiles
Steep Turns
2 BANK SMOOTHLY, ROLL TO 45º

ALTITUDE – MAINTAIN
TRIM – AS DESIRED
PITCH – FPV ON HORIZON OR 2½° PITCH ATTITUDE ON PFD
POWER – INCREASE AS NECESSARY
1 CLEAN CONFIGURATION
POWER – AS REQUIRED
AIRSPEED – 250 KCAS LEAD ROLL OUT TO ASSIGNED HEADING
4 BY APPROXIMATELY 15º
AUTO THROTTLES – OFF
FLIGHT DIRECTOR – OFF WINGS – SMOOTHLY ROLL LEVEL
TRIM – AS REQUIRED
PITCH – AS REQUIRED
POWER – AS REQUIRED
THIS MANEUVER MAY BE USED FOR
A 180º OR 360º TURN, AND WILL NORMALLY
BE FOLLOWED BY A REVERSAL IN THE
OPPOSITE DIRECTION.
PM MAY ASSIST AS DIRECTED BY PF.

TOLERANCES:
• Speed: ±10 KCAS
• Altitude: ±100 FT
• Bank: ±5°
• Heading: ±10°
3 ALTITUDE – MAINTAIN
AIRSPEED – 250KCAS
BANK – 45º
• CALL – "ROTATE"
NOTE: Steep turns will be accomplished with the Autopilot, Auto-
throttles, and Flight Director Off. The HUD may be used if desired.
EASA examiners may require the maneuver to be accomplished
without the HUD or FPV if tested.

Flight Profiles
Maneuver Based Approach to Stalls

TAKEOFF / APPROACH CONFIGURATION
LANDING GEAR – RETRACTED
FLAPS – 20°
AUTOPILOT – OFF
POWER SETTING – IDLE NOTE:
PITCH – MAINTAIN LEVEL FLIGHT STALL MANEUVERS ACCOMPLISHED IN THE SIMULATOR ARE NOT
SET LOW BANK (IF DESIRED) IF FLIGHT DIRECTOR REQUIRED TO USE RECOMMENDED ALTITUDES
IS USED. ENGAGE HEADING MODE AND ROTATE
BUG AT LEAST 270°
1 BEFORE BEGINNING STALL PRACTICE
TRIM UNTIL AIRPLANE SLOWS TO VREF VISUALLY CLEAR THE AREA BEFORE ACCOMPLISHING THE
HOLD ALTITUDE, WHICH WILL INCREASE ANGLE OF ENGAGE AUTOPILOT IN HEADING MODE AND
PROCEDURE ALTITUDE HOLD
ATTACK UNTIL STICK SHAKER IS ENCOUNTERED.
SELECT MANUAL SPEED TO 170 KNOTS FOR
RECOVERY PROCEDURE: AT THE FIRST INDICATION OF TARGET RECOVERY
STALL, SIMULTANEOUSLY ACCOMPLISH THE FOLLOW-
INGPITCH – REDUCE ANGLE OF ATTACH (TRIM AS NECESSARY)
• BANK – LEVEL THE WINGS
• THROTTLES – INCREASE POWER AS NECESSARY
FEET
REGAIN CONTROL OF AIRCRAFT AND RECOVER TO A SPEED 00 - 15,000
RS AT 12,0
AND FLIGHT PATH APPROPRIATE FOR THE AIRPLANE’S MANEUVE
3 PERFORM
CONFIGURATION
FOCUS SHOULD BE ON STALL RECOVERY– NOT MAINTAINING
ALTITUDE
TARGET RECOVERY SPEED TO 170 KNOTS
• DO NOT EXCEED ANY LIMITATIONS 2 CLEAN / CRUISE CONFIGURATION
LANDING GEAR – RETRACTED
FLAPS – UP
AUTOPILOT – ON
POWER SETTING – IDLE
PITCH – MAINTAIN LEVEL FLIGHT (AUTOPILOT ON)
TRIM – AUTOPILOT CONTROLLED
HOLD ALTITUDE, WHICH WILL INCREASE ANGLE OF
ATTACK UNTIL STICK SHAKER IS ENCOUNTERED.
RECOVERY PROCEDURE: AT THE FIRST INDICATION
OF STALL, SIMULTANEOUSLY ACCOMPLISH THE
FOLLOWING
ENSURE AUTOPILOT IS DISCONNECTED
4 LANDING CONFIGURATION STALL PITCH – REDUCE ANGLE OF ATTACH (TRIM AS NECESSARY)
LANDING GEAR – DOWN BANK – LEVEL THE WINGS
FLAPS – 39° THROTTLES – I NCREASE POWER AS NECESSARY
AUTOPILOT – OFF REGAIN CONTROL OF AIRCRAFT AND RECOVER TO A SPEED
AUTOTHROTTLES – OFF AND FLIGHT PATH APPROPRIATE FOR THE AIRPLANE’S
POWER SETTING – IDLE CONFIGURATION
SET ALTITUDE SELECTOR 1,000' TO 2,000' BELOW FOCUS SHOULD BE ON STALL RECOVERY – NOT MAINTAINING
CURRENT ALTITUDE ALTITUDE
SELECT VERTICAL SPEED MODE AND ENTER 700 TARGET RECOVERY SPEED TO 170 KNOTS
70 FPM DESCENT
0F DO NOT EXCEED ANY LIMITATIONS
NOTE: PM
DE BANK – WINGS LEVEL
SC TRIM – UNTIL AIRPLANE SLOWS TO VREF
VREF WILL OCCUR AT 0.66 NORMALIZED ANGLE OF ATTACK (NAOA). THE EN
T HOLD 700 FPM DESCENT WHICH WILL INCREASE
PITCH LIMITER WILL APPEAR AT 0.70 NAOA WITH THE STICK SHAKER ANGLE OF ATTACK UNTIL STICK SHAKER IS
OCCURRING AT 0.85 NAOA. THE STICK PUSHER OCCURS AT 1.0 NAOA. THE ENCOUNTERED.
STICK PUSHER DOES NOT DEACTIVATE THE STICK SHAKER. RECOVERY PROCEDURE: AT THE FIRST INDICATION OF
STALL, SIMULTANEOUSLY ACCOMPLISH THE
FOLLOWING
EVALUATION CRITERIA FOR A RECOVERY FROM AN APPROACH TO STALL
PITCH – REDUCE ANGLE OF ATTACH (TRIM AS NECESSARY)
SHOULD NOT MANDATE A PREDETERMINED VALUE FOR ALTITUDE LOSS BANK – LEVEL THE WINGS
AND SHOULD NOT MANDATE MAINTAINING ALTITUDE DURING RECOVERY THROTTLES – INCREASE POWER AS NECESSARY
FLAPS – RETRACT (20°)
AFTER STICK SHAKER STOPS
TARGET RECOVERY SPEEDS ARE SET AT 170 KTS FOR THE TRAINING GENTLY RAISE NOSE
SCENARIOS TO STANDARDIZE FOR ALL GULFSTREAM MODELS. PILOTS RETRACT GEAR WHEN A POSITIVE RATE OF CLIMB IS ESTABLISHED
SHOULD TAKE INTO ACCOUNT ALTITUDE, WEIGHT AND OBSTACLES WHEN ENGAGE HEADING MODE AND SET ALTITUDE SELECTOR TO 15,000 FT.
DECIDING THE BEST RECOVERY SPEED DURING AN ACTUAL APPROACH TO FLAPS – RETRACT (AT VREF 20 + 20 KNOTS)
TARGET RECOVERY SPEED TO 170 KNOTS
DO NOT EXCEED ANY LIMITATIONS

Flight Profiles
Precision Approach
IAF OUTBOUND
(No Later than 5NM from FAF) INBOUND TO IAF (FULL PROCEDURE OR RADAR VECTORS)
FLAPS – 10 COMPLETE “IN RANGE” CHECK
AIRSPEED – 180 KNOTS COLD WEATHER COMPENSATION CONSIDERED
REVIEW APPROACH AND MISSED APPROACH PROCEDURE
INBOUND TURN SET RADIOS AND NAV DISPLAY
(No Later Than 3NM From FAF) SET MARKER RECIEVER ON ACP TO ON
FLAPS – 20 LOC FINAL APPROACH COURSE “PREVIEW” SET
AIRSPEED – 160 KNOTS SET BARO MINIMUMS TO DA
ENSURE FMS IS SEQUENCING CHECK CROSSING ALTITUDE AT OM
LOC HDG IAS GS ALT (RADAR VECTOR APPROACH)

LOC FMS IAS GS VALT (FMS FULL PROCEDURE APPROACH)
WHEN CLEARED FOR APPROACH
APR – ARM
CONFIRM LOC / GS ARMED (WHITE)
WHEN GLIDESLOPE ALIVE 1 DOT BELOW GLIDESLOPE

FLAPS – 39
FLAPS – 20
AIRSPEED – 160 KNOTS AIRSPEED – ENSURE FMS TO LOC TRANSFER OCCURS
GEAR – DOWN PRIOR TO FAF
G
LOC IAS GS
G
AT GS CAPTURE
SET MISSED APPROACH ALTITUDE IN ALT SEL
AT DA WITH RUNWAY ENVIRONMENT VISUAL CUES:

PF CALL “RUNWAY – LANDING”
WITHOUT RUNWAY ENVIRONMENT VISUAL CUES:
EITHER PILOT CALL “GO-AROUND”
NOTE:
USING AIRCRAFT AUTOMATION FOR ARRIVALS AND APPROACHES REDUCES CREW
WORKLOAD AND INCREASES SITUATIONAL AWARENESS. PILOTS MUST ENSURE
THE TYPE OF DESCENT (GS / FPA / VGP/ VPATH / VS / FLCH) THROUGHOUT THE
APPROACH IS THOROUGHLY BRIEFED PRIOR TO COMMENCING THE APPROACH.
IF WINDS ARE IN EXCESS OF 10 KNOTS, OR GUSTS CONDITIONS ARE PRESENT, ADD RUNWAY THRESHOLD
1/2 OF THE STEADY STATE WIND ABOVE 10 KNOTS PLUS THE FULL GUST VALUE TO A REDUCE AIRSPEED TO CROSS THRESHOLD AT VREF
MAXIMUM ADDITIVE OF 20 KNOTS (VREF + 20). AUTOPILOT – DISENGAGE BY 60 FT
PERFORM NORMAL LANDING

Flight Profiles
Non-Precision Approach – FMS RNAV/GPS LPV
INBOUND TO IAF (FULL PROCEDURE OR RADAR VECTORS)

COMPLETE “IN RANGE” CHECKLIST
COLD WEATHER COMPENSATION CONSIDERED
REVIEW APPROACH AND MISSED APPROACH
PROCEDURE (CONFIRM IN FMS)

LNAV-VNAV MINIMA SELECTED IN FMS (NAV/APPROACH)
SET RADIOS AND NAV DISPLAY
SET MARKER RECIEVER ON ACP TO ON NOTE:
SET BARO MINIMUMS TO MDA/DA USING AIRCRAFT AUTOMATION FOR ARRIVALS AND APPROACHES REDUCES
IAF OUTBOUND RAIM CHECK ACCOMPLISH (IF REQUIRED) CREW WORKLOAD AND INCREASES SITUATIONAL AWARENESS. PILOTS
MUST ENSURE THE TYPE OF DESCENT (FPA / VGP/ VPATH / VS / FLCH)
(No Later than 5NM from FAF) WHEN CLEARED FOR APPROACH
VNAV - ARM (IF DESIRED FOR DESCENT)
THROUGHOUT THE APPROACH IS THOROUGHLY BRIEFED PRIOR TO COM-
FLAPS – 10
AIRSPEED – 180 KNOTS
ALTITUDE PRE-SELECTOR-SET TO FAF ALTITUDE MENCING THE APPROACH.
INBOUND TURN IF WINDS ARE IN EXCESS OF 10 KNOTS, OR GUSTS CONDITIONS ARE

PRESENT, ADD 1/2 OF THE STEADY STATE WIND ABOVE 10 KNOTS PLUS THE
(No Later Than 3NM From FAF) FULL GUST VALUE TO A MAXIMUM ADDITIVE OF 20 KNOTS (VREF + 20).
FLAPS – 20
ENSURE FMS SEQUENCING
PATH ALIVE NO LATER THAN 2NM FROM FAF OR 1

(NO LATER THAN 3NM FROM FAF) DOT BELOW GLIDEPATH
FLAPS – 39
GEAR DOWN
FMS HDG IAS VGP VALT (RADAR VECTOR AIRSPEED – VREF + 5 KNOTS (PLUS WIND FACTOR)
P
FMS IAS VGP VALT (FMS FULL PROCEDURE BEFORE LANDING CHECK COMPLETE
LPV
ARM APR FMS IAS VGP
P
ARM APR AND VERIFY VGP ARMED WHEN: AT VGP CAPTURE
CLEARED FOR THE APPROACH SET MISSED APPROACH ALTITUDE IN ALT SEL
"APPROACH ARM" ANNUNCIATOR IN PFD AT 2 NM BEFORE FAF VERIFY:
ESTBLISHED ON THE APPROACH SEGMENT
APPROACH INDICATED ON AT DECISION ALTITUDE
LEADING TO THE FAF
PFD AIRSPEED – VREF + 5 UNTIL
LANDING ASSURED
DISCONNECT AUTOPILOT
50 FEET BELOW MDA / DA FROM AN
LNAV / VNAV APPROACH
BY 60 FT AGL FOR LPV APPROACH
RUNWAY THRESHOLD
REDUCE AIRSPEED TO CROSS THRESHOLD AT VREF

Flight Profiles
Non-Precision Approach – VOR/LOC/NDB


VOR / LOC FINAL APPROACH COURSE “PREVIEW” SET
IAF OUTBOUND
SET MARKER RECIEVER ON ACP TO ON
(No Later than 5NM from FAF)
BEARING POINTER DISPLAYED
FLAPS – 10
SET BARO MINIMUMS TO MDA/DA
AIRSPEED – 180 KNOTS VNAV MAY BE USED FOR DESCENT TO FAF ALTITUDE
INBOUND TURN WHEN CLEARED FOR APPROACH

VNAV - ARM (IF DESIRED FOR DESCENT)
(No Later Than 3NM From FAF) ALTITUDE PRE-SELECTOR-SET TO FAF ALTITUDE
FLAPS – 20 BE PREPARED TO SWITCH DESCENT MODE WHEN LATERAL MODE

SWITCHES FROM FMS TO VAPP OR LOC (GREEN NEEDLES)
ENSURE FMS SEQUENCING
NO LATER THAN 3NM FROM FAF

GEAR DOWN
NO LATER THAN 2NM FROM FAF
FLAPS – 39
BEFORE LANDING CHECK COMPLETE
AIRSPEED – VREF + 5 KNOTS (PLUS WIND FACTOR)
VORAP HDG IAS ALT FPA / VERTICAL SPEED – SET / CALCULATED
Arm APR and Verify VORAP Armed When: PRIOR TO STARTING DESCENT

WHEN ON AN INTERCEPT HEADING SET MDA OR MISSED APPROACH ALTITUDE IN ALTITUDE SELECTOR

WHEN CLEARED FOR THE APPROACH (DEPENDING ON COMPANY SOP AND TYPE OF APPRROACH FLOWN)
VOR COURSE PREVIEW IS AVAILABLE WHEN USING LNAV
WITH FMS GUIDANCE FOR THE ARRIVAL PRIOR TO VOR AT MDA /DA (RWY IN SIGHT)
AIRSPEED – MAINTAIN VREF + 5
INTERCEPT.
VORAP IAS VPATH
FPA AUTOPILOT – DISENGAGE
NOTE: 50 FEET BELOW MDA / DA FROM AN LNAV / VNAV APPROACH
VS
IF FLYING A GREEN NEEDLES LOCALIZER ONLY APPROACH, ENSURE THE
BY 200 FT AGL FOR ALL OTHER APPROACHES
"GLIDESLOPE (GS)" IS NOT ARMED AFTER INTERCEPTING THE LOCALIZER
COURSE.
RUNWAY THRESHOLD
USING AIRCRAFT AUTOMATION FOR ARRIVALS AND APPROACHES REDUCES REDUCE AIRSPEED TO CROSS THRESHOLD AT VREF
EXECUTE NORMAL LANDING
CREW WORKLOAD AND INCREASES SITUATIONAL AWARENESS. PILOTS
MUST ENSURE THE TYPE OF DESCENT (FPA / VGP/ VPATH / VS / FLCH)
THROUGHOUT THE APPROACH IS THOROUGHLY BRIEFED PRIOR TO
COMENCING THE APPROACH.
IF WINDS ARE IN EXCESS OF 10 KNOTS, OR GUSTS CONDITIONS ARE

PRESENT, ADD 1/2 OF THE STEADY STATE WIND ABOVE 10 KNOTS PLUS THE
FULL GUST VALUE TO A MAXIMUM ADDITIVE OF 20 KNOTS (VREF + 20).

Flight Profiles
Enhanced Vision System (EVS) Approach (ILS / RNAV)

ROCKWELL COLLINS
HUD
(Honeywell HUD EVS Mode
Annunciator is in a similar location
to the Rockwell Collins HUD EVS
LOC FINAL APPROACH COURSE “PREVIEW” SET
Mode Annunciator)
SET MARKER RECEIVER TO ON
SET BARO MINIMUMS TO DA
CHECK CROSSING ALTITUDE AT OM
EVS MODE
IAF OUTBOUND ON HUD MENU PAGE ON DISPLAY CONTROLLER
HDG
AP1 AT1
IAS ALT
EVS C 13 110M
(No Later than 5NM from FAF) SELECT FLIR MODE .80 305 43000
29 30 31 32
FLAPS – 10 (FLIR TAKES UP TO 30 MINUTES FOR COOLING) 7 .80

20
430 00
80
FMS 1
45 NM
DTRK 314
SET ZONE ELEVATION AND VERTICAL ANGLE 18 5 5

AIRSPEED – 180 KNOTS 225 +0
RN P 10
EPU <0.01
CONFIRM “NUC” CHECK COMPLETE SELECT FLIR MODE TO AUTO, H OR L (5R ON HUD MENU PAGE) HDG 295 29.92 IN
29 30 31 32
SET SEAT HEIGHT TO DESIGN EYE LEVEL
INBOUND TURN
(No Later Than 3NM From FAF) -5 -5
FLAPS – 20 W
30 33
N
24
3
21
WHEN CLEARED FOR APPROACH
APR – ARM
CONFIRM FMS IN “APPROACH” MODE AT 2NM TO FAF PFD MA P 1/6 - SYS - 2/3
ENSURE FMS IS SEQUENCING ON ON ON ON BARO
NUC UNCAGED CAGED
PUSH
SENSOR FLT REF TRS NAV FLIR RW ELEV: 340 STD
WHEN GLIDESLOPE / GLIDEPATH ALIVE EVS VERT ANG: -3 . 0
FLAPS – 20 ON ON ON ON
CDI HSI
A/T DIS -318.4 FT / NM SET
AIRSPEED – 160 KNOTS TEST CHKLST HUD BRT
GEAR – DOWN ON ON ON AUTO
CONFIGON OFF AUTO H L
1 DOT BELOW GLIDESLOPE / GLIDEPATH
VERIFY EVS OPERATING MODE
(EVS C, A, H, L)
FLAPS – 39

AIRSPEED – VREF + 5 KNOTS (PLUS WIND FACTOR)

G P BEFORE LANDING CHECK COMPLETE

ENSURE FMS TO LOC TRANSFER OCCURS PRIOR TO FAF
LOC HDG IAS GS ALT
FMS HDG IAS VGP VALT G P AT GS CAPTURE
SET MISSED APPROACH ALTITUDE IN ALT SEL
LPV
ARM APR
WHEN CLEARED FOR THE AT 500FT ABOVE MINIMUMS
APPROACH ARM APR AND VERIFY:
LOC / GS ARMED FOR ILS PF CALL “500 ABOVE”
FMS / VGP / LPV ARMED FOR FMS
AT EVS VISUAL CUES
BASED APPROACH PF CALL “EVS LIGHTS” OR “EVS RUNWAY”
LOC IAS GS (IMPLIES CONTINUING TO 100FT ABOVE HAT)
NOTE: FMS IAS VGP
FLIGHT DIRECTOR OR AUTOPILOT WITH VERTICAL GUIDANCE, EITHER ILS OR FMS VERTICAL AT 100FT HAT
LPV
PATH, IS REQUIRED FOR ALL EVS APPROACHES. WITH RESPECT TO AN FMS VERTICAL PATH, WITH RUNWAY ENVIRONMENT VISUAL CUES:
PF CALL “RUNWAY - LANDING”
ONLY APPROACHES WITH A PUBLISHED DECISION ALTITUDE (DA) AND THOSE APPROACHES
THAT OVERLAY A PRECISION APPROACH WITH THE SAME VERTICAL PATH ANGLE PROVIDE AN WITHOUT RUNWAY ENVIRONMENT VISUAL CUES:
ASSURED OBSTACLE-FREE PATH. (REF AFM LIMITATIONS/NAVIGATION/EVS). EITHER PILOT CALL “GO-AROUND”
USING AIRCRAFT AUTOMATION FOR ARRIVALS AND APPROACHES REDUCES CREW WORKLOAD
AND INCREASES SITUATIONAL AWARENESS. PILOTS MUST ENSURE THE TYPE OF DESCENT WHEN LANDING ASSURED
(FPA / VGP/ VPATH / VS / FLCH) THROUGHOUT THE APPROACH IS THOROUGHLY BRIEFED PRIOR REDUCE AIRSPEED TO CROSS THRESHOLD AT VREF
TO COMMENCING THE APPROACH. AUTOPILOT – DISENGAGE BY 60 FT
IF WINDS ARE IN EXCESS OF 10 KNOTS, OR GUSTS CONDITIONS ARE PRESENT, ADD 1/2 OF THE
STEADY STATE WIND ABOVE 10 KNOTS PLUS THE FULL GUST VALUE TO A MAXIMUM ADDITIVE OF
20 KNOTS (VREF + 20).

Flight Profiles
Visual Approach/Rejected Landing
NOTE:
A SINGLE ENGINE APPRAOCH DOES NOT DEVIATE FROM
4 BASE LEG NORMAL PROCEDURES WITH RESPECT TO AIRSPEED
FLAPS – 39 CONTROL, ALTITUDE, AND CONFIGURATION MANAGE-
AIRSPEED – VREF + 5 (PLUS WIND FACTOR) MENT. THE ONLY OPTIONAL DEVIATION IS THE FINAL FLAP
RATE OF DESCENT – ESTABLISH AT 400 TO 500 FPM ABEAM LANDING THRESHOLD SETTING.
BEFORE LANDING CHECK COMPLETE 3 FLAPS – 20
(SINGLE ENGINE - PILOTS DISCRETION TO DELAY LANDING AIRSPEED – 150 KNOTS
GEAR – DOWN 1 DESCENT
FLAPS UNTIL LANDING ASSURED) DESCENT CHECKLIST – COMPLETE
START TIMING (3 SEC PER 100 FT AAL ± 1 SEC
FOR EACH 1KT OF HEADWIND OF TAILWIND)
1500 FT AAL
BEFORE PATTERN ENTRY/

2
DOWNWIND (1,500 FT AAL)
FLAPS – 10
AIRSPEED – 180 KCAS
IN RANGE CHECKLIST – COMPLETE
6 THRESHOLD – LANDING ASSURED

AIRSPEED – VREF
THRESHOLD – BALKED LANDING

6M
TO/GA SWITCH – SELECTED 7M AT POSTITIVE RATE OF CLIMB
POWER – GO-AROUND GEAR – UP
PITCH – ROTATE AS COMMANDED BY TO/GA HEADING – SET AND SELECTED
FLAPS – 20° ALTITUDE – SET
AIRSPEED – VREF (CURRENT FLAP SETTING) MINIMUM
8M AT 400 FT AAL AND VREF (FLAPS 20) + 20

FLAPS – SELECTED UP
5 FINAL APPROACH
FLAPS – 39 (IF NOT ALREADY SELECTED) MAN SPEED 200 KNOTS
AIRSPEED – VREF + 5 (PLUS WIND FACTOR) SELECT FLCH
(SINGLE ENGINE - PILOT’S DISCRETION TO DELAY NAV SOURCE – VERIFY/SELECTED (AS DESIRED)
LANDING FLAPS UNTIL LANDING ASSURED) AUTOPILOT – VERIFY/SELECTED (AS DESIRED)
7 THRESHOLD - LANDING NOTE:

AIRSPEED – VREF IF WINDS ARE IN EXCESS OF 10 KNOTS, OR GUSTS CONDITIONS ARE
PRESENT, ADD 1/2 OF THE STEADY STATE WIND ABOVE 10 KNOTS
PLUS THE FULL GUST VALUE TO A MAXIMUM ADDITIVE OF 20 KNOTS
8 TOUCHDOWN (VREF + 20).
BRAKES – AS REQUIRED
REVERSE THRUST – AS REQUIRED

Flight Profiles
No Flap Visual Approach
ABEAM LANDING THRESHOLD

3
AIRSPEED – VREF + 20
(FROM LANDING SPEED SCHEDULE TABLES)
GEAR – DOWN
LANDING CHECKLIST – COMPLETE
GROUND SPOILER FLAP OVERRIDE – ON
4 BASE LEG 1 DESCENT

RATE OF DESCENT – ESTABLISH AT 500 TO 600 FPM DESCENT CHECKLIST – COMPLETE
AIRSPEED – VREF + 5 KNOTS
1500 FT AGL
2 BEFORE PATTERN ENTRY/

DOWNWIND (1,500 FT AGL)
AIRSPEED – 180 KCAS
IN RANGE CHECKLIST – COMPLETE
4 MILE
S
6 THRESHOLD – LANDING ASSURED

AIRSPEED – VREF
NOTE:
IF WINDS ARE IN EXCESS OF 10 KNOTS, OR GUSTS CONDITIONS
ARE PRESENT, ADD 1/2 OF THE STEADY STATE WIND ABOVE 10
KNOTS PLUS THE FULL GUST VALUE TO A MAXIMUM ADDITIVE OF
5 FINAL APPROACH 20 KNOTS (VREF + 20).
ROLL OUT ON FINAL APPROACH AT APPX 1,000
FEET AND 4 MILES
AIRSPEED – VREF + 5
TARGET SINK RATE IS 600 TO 700 FPM
7 TOUCHDOWN
FLY AIRCRAFT ONTO THE RUNWAY –
DO NOT HOLD OFF.
BRAKES – AS REQUIRED
REVERSE THRUST – AS REQUIRED
MONITOR BRAKE TEMPERATURE

Flight Profiles
Circling Approach
1
FLY 90º TO RUNWAY
1 RUNWAY START TIMING CROSSING
IN SIGHT AND WITHIN CIRCLING
OBSTACLE CLEARANCE AREA RUNWAY CENTERLINE
TURN 45º FROM RUNWAY CENTERLINE AFTER 15 SECONDS
START TIMING WHEN WINGS LEVEL TURN 1 FLY OVER RUNWAY
WHEN ESTABLISHED ON CENTERLINE
AFTER 30 SECONDS – TURN TO DOWNWIND TO DOWNWIND
• 30° BANK TURN TO DOWNWIND
45º
4
15 SEC 15 SEC
30º BANK
30
SE
C
NOTE: 2 ABEAM POINT 3

TIMING RECOMMENDATION DOES NOT PRECLUDE THE
REQUIREMENT TO KEEP AIRPORT ENVIRONMENT IN 15 SEC
SIGHT AND REMAIN WITHIN THE OBSTACLE
CLEARENCE AREA AT ALL TIMES
BASED ON 30º BANK TURNS
USE MINIMUMS APPROPRIATE TO CONFIGURATION
SPEED AND CONTROLLING AGENCY
RECOMMENDATIONS: CAUTION
FLAPS – 39°
KEY POINT
PILOTS MUST EXERCISE SOUND JUDGEMENT IN
GEAR – DOWN DETERMINING THE CIRCLING APPROACH CATEGORY
AIRSPEED – VREF + 5 (+ WIND FACTOR) MINIMUM BEFORE ATTEMPING THE APPROACH. ALTHOUGH BASIC CIRCLING PATTERN
(MAINTAIN CONSTANT SPEED FOR TIMING) THE G550 AIRCRAFT IS CERTIFIED CATEGORY C, THE
F/D ALTITUDE HOLD – SELECT CAPTAIN SHOULD OPERATE THE AIRCRAFT AS 1 ENTER BASIC PATTERN AS APPROPRIATE FOR AIRCRAFT POSITION
USE AUTOPILOT AND AUTOTHROTTLE CATEGORY D IF MANEUVERING SPEED EXCEEDS 140
SLIGHT ADJUSTMENTS TO TIME OR HEADING KNOTS WHEN CIRCLING AT AN AIRFIELD GOVERNED 2 START TIMING ABEAM APPROACH END OF RUNWAY
MAY BE USED TO ADJUST FOR WIND BY TERPS SPECIFICATIONS.
3 START TURN TO FINAL, MAXIMUM 30º BANK
1 TURN TO POSITION OVER 4 WITH RUNWAY IN SIGHT AND POSITION TO MAKE A NORMAL
NOTE: IMMEDIATE EXECUTION OF THE MISSED APPROACH RUNWAY WHEN ESTABLISHED ON DESCENT TO LANDING
PROCEDURE SHOULD BE ACCOMPLISHED WHEN AN IDEN- CENTERLINE DESCEND FROM MDA

TIFIABLE PART OF THE AIRPORT IS NOT DISTINCTLY VISIBLE 30º BANK TURN TO DOWNWIND IF NOT IN A POSITION TO MAKE A NORMAL LANDING
DURING THE CIRCLING MANEUVER, UNLESS THE INABILITY • GO-AROUND – EXECUTE
TO SEE RESULTS FROM A NORMAL BANK OF THE AIRCRAFT AT THRESHOLD
DURING THE APPROACH. • AIRSPEED – VREF

Flight Profiles
Go-Around/Missed Approach – Two Engine (Enhanced NAV)
MISSED APPROACH FLOW:

1. SET MISSED APPROACH ALTITUDE
2. CONFIRM FMS ON DISPLAY CONTROLER
3. SELECT LNAV/HEADING MODE (AS REQUIRED FOR MISSED APPROACH)
4. SELECT AUTO SPEED OR MANUAL SPEED 200 KNOTS (AS DESIRED)
5. SELECT FLCH
1 SIMULTANEOUSLY
PF CALL – “GO-AROUND, FLAPS 20” VREF (FOR FLAPS 20) + 20 OR HIGHER
3
PRESS TO/GA BUTTON PF CALL – “FLAPS UP”
IF AUTOPILOT IS OFF – ROTATE TO COMMANDED ATTITUDE PM CALL – “FLAPS UP”
AIRSPEED – VREF (MINIMUM) AUTOPILOT/AUTO THROTTLES ON
PM CALL – “POSITIVE RATE” (IF DESIRED)

PF CALL – “GEAR UP” CLIMB (TRAFFIC PATTERN) CHECK – COMPLETE
AT 400 FT AAL (MINIMUM)

NOTE: DO NOT CHANGE THE AIRCRAFT CONFIGURATION 2 PF CALL – “MANUAL SPEED - 200 KNOTS”
UNTIL THE SINK RATE IS ARRESTED AND THE AIRCRAFT PM CALL – “SELECT FLCH”
WILL NOT TOUCH DOWN.
IF THE AIRCRAFT TOUCHES DOWN ON THE RUNWAY, SELECT

GROUND SPOILERS - OFF
CAUTION:
DO NOT ATTEMPT A GO-AROUND WITH LESS THAN 600 LB
OF FUEL IN EITHER TANK.

Flight Profiles
Go-Around/Missed Approach – One Engine (Enhanced NAV)
MISSED APPROACH FLOW:

1. SET MISSED APPROACH ALTITUDE
2. CONFIRM FMS ON DISPLAY CONTROLER
3. SELECT LNAV/HEADING MODE (AS REQUIRED FOR MISSED APPROACH)
4. SELECT AUTO SPEED OR MANUAL SPEED 200 KNOTS (AS DESIRED)
5. SELECT FLCH
1 SIMULTANEOUSLY 3 VREF (FOR FLAPS 20) + 20 OR HIGHER

PF CALL – “GO-AROUND, FLAPS 20” PF CALL – “FLAPS UP”
PRESS TO/GA BUTTON PM CALL – “FLAPS UP”
AIRSPEED – VREF (FLAPS 39) + 5 (MINIMUM) PF CALL – “SET V
SE”
PM CALL – “POSITIVE RATE” (A GOOD RULE OF THUMB IS
PF CALL – “GEAR UP” VSE = VREF (CLEAN) + 20 KNOTS)
GROUND SPOILER SWITCH – OFF
SELECT – FLCH
AUTOPILOT – ENGAGED (AFTER GEAR IS RAISED
AND AIRPLANE IS TRIMMED IN A STABILIZED CLIMB)
4 AT VSE
PF CALL – “SET MCT”
PM – REDUCE THRUST ON
NOTE: DO NOT CHANGE THE AIRCRAFT CONFIGURATION OPERATING ENGINE TO MCT
UNTIL THE SINK RATE IS ARRESTED AND THE AIRCRAFT
WILL NOT TOUCH DOWN. 2 AT 1,500 FT AAL (OR CLEAR OF OBSTACLES)
MANUAL SPEED - CURRENT SPEED + 40 KTS
CLIMB IN FLIGHT DIRECTOR TO ACCELERATE
IF THE AIRCRAFT TOUCHES DOWN ON THE RUNWAY, SELECT
GROUND SPOILERS - OFF
CAUTION:
DO NOT ATTEMPT A GO-AROUND WITH LESS THAN 600 LB
OF FUEL IN EITHER TANK.

Flight Profiles
Rejected Takeoff
1 PRIOR TO V1, DECISION TO REJECT TAKEOFF

CALL – “ABORT”
PILOT FLYING (PF)
POWER LEVERS – IDLE (AUTOTHROTTLES - DISCONNECT)
MAXIMUM ANTI-SKID BRAKING – APPLY
SPEED BRAKES – EXTEND
THRUST REVERSERS – AS REQUIRED
PILOT MONITORING (PM)
VERIFY GROUND SPOILER DEPLOYMENT – IF NOT DEPLOYED,
CONFIRM PF HAS MANUALLY DEPLOYED SPEEDBRAKES.
APPLY SLIGHT FORWARD PRESSURE ON THE CONTROL
COLUMN
NOTIFY TOWER OF REJECTED TAKEOFF AS SOON AS CONDI-
TIONS PERMIT
DETERMINE IF EMERGENCY EVACUATION IS NEEDED
COMPLETE APPROPRIATE NORMAL/ABNORMAL CHECKLIST
MONITOR BRAKE TEMPERATURE
CAUTION:
IF DIRECTIONAL CONTROL BECOMES DIFFICULT WHILE IN
REVERSE THRUST, SELECT REVERSE THRUST TO REVERSE IDLE (OR
FORWARD IDLE THRUST IF REQUIRED). REGAIN DIRECTIONAL
CONTROL.
IF PIC DECIDED NOT TO GRANT ABORT COMMAND/CALLOUT TO NOTE:

PM, THEN THE PF SHOULD STATE SO DURING TAKEOFF BREIFING. DURING A REJECTED TAKEOFF (RTO), REVERSE THRUST CAN
BE USED TO BRING THE AIRPLANE TO A STOP (ZERO GROUND
SPEED), IF DEEMED NECESSARY. IF REVERSE THRUST IS USED
BELOW 60 KCAS, RECORD THE EVENT AND REPORT THE
OCCURRENCE FOR MAINTENANCE ACTION.

Flight Profiles
Engine Failure at V1 – Part 1
1 PM CALL – “AIRSPEED ALIVE”

WHEN BOTH AIRSPEED TAPES BECOME
ACTIVE AND SHOW ACCELERATION
7467 PM CALL – “POSITIVE RATE”

PF CALL – “GEAR UP, MAN SPEED,
PM CALL – “80 KNOT ”
33 PF CALL – “CHECK ” FLIGHT LEVEL CHANGE”
TARGET SPEED V2 TO V2 + 10
44 PM CALL – “V1”
646 PM CALL – “ROTATE”
AT VR
8467 PM – RAISE LANDING GEAR,
PRESS GND SPOILER
CONFIRM POSITIVE VSI SWITCH TO OFF"
AND ALTIMETER TAPE
CLIMBING
2 PM CALL – “POWER SET”
AT 60 KNOTS IAS WITH 55 PM CALL – “ENGINE FAILURE”
WHEN ENGINE FAILURE FIRST
PERFORMANCE MODE
NOTICED
INDICATING HOLD AND
ACTUAL EPR MATCHES
TARGET EPR
NOTE:
IF ENGINE FAILURE SHOULD OCCUR AFTER PASSING V2
ON TAKEOFF, IT IS RECOMMENDED THAT THE SPEED AT
THE TIME OF ENGINE FAILURE (UP TO V2 + 10 KNOTS) BE
MAINTAINED. A SPEED OF V2 + 10 KNOTS IN SINGLE-EN-
GINE TAKEOFF CONFIGURATION WILL PRODUCE THE
MAXIMUM CLIMB GRADIENT AVAILABLE.

Flight Profiles
Engine Failure at V1 – Part 2
AT V2 + 10 OR HIGHER
PF CALL – “FLAPS UP”
PM CALL – “FLAPS UP”
LIMIT BANK ANGLE TO 15° WHILE FLAPS
AT ACCELERATION ALTITUDE (1,500 AAL) ARE RETRACTING UNTIL REACHING V2 + 20
AND CLEAR OF OBSTACLES/ 10
SID REQUIREMENTS
PF CALL – “SELECT AUTO-
SPEED”
(VSE SHOULD AUTOMATICALLY 9
BE THE COMMANDED SPEED
A GOOD RULE OF THUMB FOR AT VSE 11
VSE IS VREF (CLEAN) + 20 KTS)
PF CALL – “SET MCT”
NOTE:
IF ACCELERATING ABOVE 1500', AUTOSPEEDS WILL
1,500 FEET DISAPPEAR AND VSE WILL NOT BE COMMANDED
(OR CLEAR OF OBSTACLE AND
SID REQUIREMENTS) IF FLAPS DO NOT RETRACT NORMALLY, MANUALLY
SELECT PTU PUMP AND AUX PUMP TO ON.

Flight Profiles
Manual Emergency Descent
TO INITIATE THE DESCENT

DISCONNECT AUTOPILOT PRIOR TO COMMENCING DESCENT
SMOOTHLY ROLL 30° BANK (LEFT OR RIGHT) O2 MASK ON (IF REQUIRED)
THRUST – IDLE SELECT “MASK” ON ACP
10° NOSE DOWN INITIALLY ESTABLISH COMMUNICATIONS
PM – SELECT MANUAL SPEED PF – INITIATE EMERGENCY DESCENT
PM – INCREASE SPEED KNOB RAPIDLY UNTIL PM – PASSENGER OXYGEN MASKS - MANUAL-
MMO/VMO APPEARS IN SPEED WINDOW LY DEPLOY (IF REQUIRED)
PM – SELECT HDG / TURN 90° IN DIRECTION PM – CHANGE TRANSPONDER TO 7700
OF PILOT’S TURN PM – NOTIFY ATC
1
2
AS SPEED APPROACHES MMO/VMO
SPEEDBRAKE EXTEND
ADJUST PITCH TO MAINTAIN MMO/VMO
(APPX 7° DOWN)
MAINTAIN MMO/VMO 3
WHEN GP AND FD CUES ARE MATCHED

WITH AIRCRAFT NOTE:
AUTOPILOT ON 4 30° BANK SOME AIR TRAFFIC CONTROL SERVICES WILL EXPECT YOU
SYNC HEADING TO MAINTAIN TRACK (E.G. EUROPE). IN THESE AREAS,
FLCH AFTER APPLYING BANK TO ASSIST IN LOWERING THE
NOSE, TURN TO RESUME TRACK. CONFIRM WITH ATC
WHEN ABLE.
5 WHEN VERTICAL MODE CHANGES FROM

IAS TO ASEL
SELECT MAN SPEED / 250 KT

Flight Profiles
Emergency Descent Mode (EDM)
AT OR ABOVE FL400 AND AUTOPILOT ENGAGED:

RED "CABIN PRESSURE LOW" MESSAGE DISPLAYED
AUTOTHROTTLES – MOVE TO IDLE IF ENGAGED
IF AUTOTHROTTLES ARE NOT ENGAGED, THEY WILL
AUTOMATICALLY ENGAGE AND THEN MOVE TO IDLE
O2 MASK – ON
GUIDANCE PANEL AUTOMATICALLY INITIATES:
ALTITUDE – CHANGE TO 15,000 FT
ESTABLISH COMMUNICATIONS (SELECT “MASK” ON ACP)
PM – CHANGE TRANSPONDER TO 7700
HDG SEL – CHANGE TO 90° LEFT TURN
PM – NOTIFY ATC
AIRSPEED – CHANGE TO VMO - 340 KNOTS
1
2
AS SPEED APPROACHES VMO/MMO

SPEEDBRAKES EXTEND
3
NOTE: IF HIGHER LEVEL OFF ALTITUDE IS NEEDED, AUTOPILOT MUST

BE DISENGAGED TO UNLOCK GUIDANCE PANEL AND CANCEL EDM.
30° BANK
SOME AIR TRAFFIC CONTROL SERVICES WILL EXPECT YOU TO MAIN-
TAIN TRACK (E.G. EUROPE). IN THESE AREAS, AFTER APPLYING BANK
TO ASSIST IN LOWERING THE NOSE, TURN TO RESUME TRACK. THIS
WILL REQUIRE TERMINATING THE EMERGENCY DESCENT MODE
(EDM) IF ACTIVATED. CONFIRM WITH ATC WHEN ABLE.
4 LEVEL 15,000 FT
AT250 KTS
THE PILOT MAY OVERRIDE EDM BY DISCONNECTING
THE AUTOPILOT (AUTOPILOT MAY BE REINGAGED
AFTER EDM IS CANCELED)
RETRACT SPEEDBRAKES

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G450 Operating Procedures and Maneuvers

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G450 Operating Procedures and Maneuvers

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Gulfstream G450/G550

Standard Operating Procedures and

Copyright © 2016, CAE, Inc.

Excerpted materials used in this publication

Printed in the United States of America.

Revision 1 iii Gulfstream G450/G550

Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Figure: Enhanced Vision System (EVS) Approach

Figure: Non-Precision Approach – VOR/LOC/NDB . 38 Figure: Emergency Descent Mode (EDM) . . . . . . . . . 49

Revision 1 iv Gulfstream G450/G550

Standard Operating Maneuvers and Procedures

Revision 1 1 Gulfstream G450/G550

Revision 1 2 Gulfstream G450/G550

One Pilot in Cockpit

Both Pilots in Cockpit

Revision 1 3 Gulfstream G450/G550

Abnormal / Emergency Procedures

Revision 1 5 Gulfstream G450/G550

Revision 1 6 Gulfstream G450/G550

Pre-Departure Briefings Arrival Briefings

Revision 1 7 Gulfstream G450/G550

Advising of Aircraft Configuration Change

Transitioning from Instrument to Visual Meteorological Conditions

Revision 1 8 Gulfstream G450/G550

Standard Operating Procedures and

Revision 1 9 Gulfstream G450/G550

Normal Takeoff (Flaps 10° or 20°)

Setting Takeoff Power At 80 Knots

NOTE: (G550) If crosswinds are in excess of 20 knots, perform crosswind At VR

NOTE: If power is less than required Takeoff EPR, the PF should

NOTE: Maintain directional control with rudder pedal steering.

Revision 1 10 Gulfstream G450/G550

Revision 1 11 Gulfstream G450/G550

At 1,000 Ft Below Assigned Altitude

Either Pilot CALL: “1,000 to go”

At 1,000 Ft Below Assigned Altitude

Revision 1 12 Gulfstream G450/G550

Revision 1 13 Gulfstream G450/G550

Precision Approach (ILS)

Revision 1 14 Gulfstream G450/G550

Precision Approach (ILS) (continued)

“Glideslope captured.” “Go around.”

Revision 1 15 Gulfstream G450/G550

Precision Approach (ILS) (continued)

Decelerating Through 70 Knots

Revision 1 16 Gulfstream G450/G550

Prior To Approach No Later than 3 Miles from the FAF

Revision 1 17 Gulfstream G450/G550

Non-Precision Approach (continued)

On Glide Path At Minimums

CALL: “Set missed approach CALL: “Minimums”

Revision 1 18 Gulfstream G450/G550

Enhanced Vision System (EVS) Approach

Revision 1 19 Gulfstream G450/G550

EVS Approach (ILS / RNAV) (continued)

At One Dot below Glideslope Intercept At 100 ft above Minimums

At 500 Ft Above Minimums “Go Around.”

Revision 1 20 Gulfstream G450/G550

EVS Approach (ILS / RNAV) (continued)

Rwy Environment In Sight

NOTE: At DA, PM has 3 possible callouts: “Approach Lights”, “Runway”,

Revision 1 21 Gulfstream G450/G550

Visual Approach and Landing

ACTION: Verify Autospeed 180. CALL: “Flaps 39, Before

REVIEW APPROACH AND MISSED APPROACH

FLAPS – 10 (FLIR TAKES UP TO 30 MINUTES FOR COOLING) 7 .80

SET ZONE ELEVATION AND VERTICAL ANGLE 18 5 5

LANDING FLAPS UNTIL LANDING ASSURED) AUTOPILOT – VERIFY/SELECTED (AS DESIRED)

PM CALL – “POSITIVE RATE” (IF DESIRED)