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If either or both FGC’s have hard failed because of frozen trim, Pull and Reset FGC 1 and 2
circuit breakers.
If Frozen Pitch Trim is suspected:
1. Autopilot Disconnect Button .......................................................................PRESS and HOLD
2. Electric Pitch Trim.............................................................................................. DISENGAGE
3. Attempt to free trim with firm application of fore and aft pressures on the pitch trim wheel.
CAUTION: DO NOT USE EXCESSIVE FORCE AS THE PITCH TRIM SYSTEM IS
PROTECTED BY A SHEAR PIN DESIGNED TO BREAK IF EXCESSIVE
FORCE IS APPLIED. IF THE PIN IS SHEARED, FUTURE USE OF PITCH
TRIM WILL NOT BE POSSIBLE.
If the pitch trim cannot be freed and descent to warmer altitude is not feasible:
4. Maintain current trimmed airspeed while in cruise flight. If climbs or descents are
necessary, disconnect autopilot and manually fly the airplane to new altitude. Determine
trim airspeed for new altitude, adjust power as required. Engage autopilot if desired.
5. If possible, descend to warmer altitude before attempting any configuration changes.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 3
ABNORMAL
PROCEDURES
FAA APPROVED 3-81
31 May 2000
When Below 20,000 ft. MSL:
6. Attempt to free trim using electric pitch trim switches. If unable, turn Pitch Trim OFF and
re-attempt to free trim using firm pressure on pitch trim wheel.
If trim cannot be freed, plan to approach and land with current trim setting. Normal cruise trim is
approximately zero (0) units while approach trim is typically 12 to 14 units nose up. Yoke pull
force is not excessive with pitch trim at zero (0) and the airplane in landing configuration. Speed
and configuration should be adjusted to give the best balance of approach speed and control
forces for airport and weather conditions.
CAUTION: CARE SHOULD BE TAKEN WHEN CHANGING CONFIGURATION TO
AVOID RAPID CONTROL FORCE BUILD-UP.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 3
ABNORMAL
PROCEDURES
3-82 FAA APPROVED
11 October 2002
3-16-00: FUEL SYSTEM
3-16-20: Fuel Boost Pump Failure:
L or R ALT FUEL FAIL, or L or R MAIN FUEL FAIL Caution Message on CAS:
1. Same side operative Fuel Boost Pump ................................................................................ ON
2. Check fuel boost pump switch for "CB" indication.
3. If "CB" indication is not illuminated:
A. Fuel Boost Pump Switch.............................................................................................OFF
B. Fuel Boost Pump Circuit Breaker (located on PDB) ............................................... PULL
4. If "CB" indication is illuminated:
A. Fuel Boost Pump Switch.............................................................................................OFF
B. Fuel Boost Pump Circuit Breaker (located on PDB) .............................................RESET
CAUTION: RESET THE CIRCUIT BREAKER ONLY IF USE OF THE PUMP IN
QUESTION IS REQUIRED FOR CONTINUED SAFE FLIGHT AND
LANDING.
C. Fuel Boost Pump Switch.............................................................................................. ON
5. If "CB" indication clears, continue normal operation and monitor CAS. If the message
repeats, switch inoperative Fuel Boost Pump OFF and verify that circuit breaker is open.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 3
ABNORMAL
PROCEDURES
FAA APPROVED 3-83
11 October 2002
3-16-30: Failure Of Two Boost Pumps On One Side:
If two (2) fuel boost pumps on same side are inoperative, fuel can be delivered under pressure to
each engine by:
1. Crossflow........................................................................................................................OPEN
CAUTION: THE ENGINE WILL ONLY RUN ON SUCTION FUEL FEED AT OR BELOW
20,000 FT. ABOVE 20,000 FT, THE ENGINE WILL RUN ERRATICALLY
AND FLAME OUT IF THE CROSSFLOW IS NOT OPEN WITH AT LEAST
ONE BOOST PUMP ON.
2. Operative Fuel Boost Pumps ............................................................................................... ON
NOTE: Flying under these conditions will produce a gradually increasing fuel unbalance since
fuel from one tank will be used. Fuel quantity on the side with inoperative fuel boost
pumps will increase due to the ejector, while fuel quantity on the side with operative
fuel boost pumps will decrease. Fuel balancing is accomplished by selecting
INTERTANK OPEN and establishing small side slip (1/2 ball) in appropriate direction.
When fuel balancing is completed, select INTERTANK CLOSED and reestablish
　
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