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REPOSITIONING (METERING) OF HANDLE (EASING IN) MIGHT BE
NECESSARY TO PREVENT SUDDEN STOPPING OR TIRE SKIDDING.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 4
EMERGENCY
PROCEDURES
4-4 FAA APPROVED
31 May 2000
The following procedure should be used to stop the airplane with emergency brakes.
1. Select Applied Brake Pressure Display on DU 4.
2. Auxiliary Hydraulic Pump ................................................................................................... ON
3. Parking Brake Handle .........................................APPLY - DO NOT EXCEED 300 psi MAX.
When using emergency braking the pilot should devote his attention to airplane control and the
copilot should monitor applied pressure advising the pilot of corrections required to maintain 300
psi.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 4
EMERGENCY
PROCEDURES
FAA APPROVED 4-5
31 May 2000
4-07-00: ELECTRICAL POWER SYSTEM
4-07-10: Alternator/Converter Failure - Dual:
If both Alternator/Converter combinations fail (left and right) and the APU is OFF, the only
source of electrical power is either Standby Electrical Power system or the batteries which will
power the Essential DC bus and Essential AC bus (A phase) through the E Inverter. In the event
of a power loss from both left and right converters in flight, remove all non-essential electrical
loads. After verifying that neither Alternator/Converter can be regained by use of
"Alternator/Converter Failure - Single" checklist proceed as follows:
1. Crossflow........................................................................................................................OPEN
2. Fuel Boost Pump (one Main only)......................................................... ON (All others - OFF)
3. "L or R FUEL PRESS LOW" Messages............................................................. CHECK/OUT
If combined hydraulic pressure and the Standby Electrical Power system are available, proceed as
follows. If not, proceed to Step 13.
NOTE: Approximately twenty (20) minutes of electrical power is available if both batteries are
fully charged and Standby Electrical Power system cannot be used.
4. All Normal Electrical Power Sources (except batteries) ....................................................OFF
5. Standby Electrical Power Switch......................................................................................... ON
6. Standby Electrical E-INVERT Switch................................................................................. ON
7. Standby Electrical TRU Switch........................................................................................... ON
CAUTION: UNLOAD ELECTRICAL SYSTEM TO STAY AT OR UNDER 100% AC AND
DC POWER AS INDICATED ON STANDBY ELECTRICAL POWER PANEL.
TURN OFF DC ITEMS IF AC PERCENTAGE IS OVERRANGE, AND VICE
VERSA.
NOTE: Speed Brakes may be used, however, operation should be slow (approximately five (5)
seconds for full range movement).
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
SECTION 4
EMERGENCY
PROCEDURES
4-6 FAA APPROVED
11 October 2001
8. Utility Pump.............................................................................................OFF/AS REQUIRED
NOTE: The Utility Pump, if left in the ARM position, will run continuously.
If both FGC’s indicate FAILED, to regain FGC 1
9. FGC 1 and 2 Circuit Breakers.......................................................................................... PULL
10. FGC 1 Circuit Breaker Only..........................................................................................RESET
NOTE: The Standby Electrical Power system is powered by a hydraulically driven motor and is
therefore sensitive to hydraulic pressure changes. As long as the limitations in Section
1 are observed, the Standby Electrical Power system should operate normally. If the
system drops off line, as result of hydraulic pressure transients, it will be necessary to
cycle Standby Electrical Power switch from ON to OFF and back to ON.
The Standby Electrical monitor panel indicates percent power from the source. The
airplane subsystem takes standby AC power and converts it to DC through the TRU.
Standby DC power is converted through the "E" inverter to AC power. Thus, airplane
DC load is displayed on standby AC load monitor and airplane AC load is displayed on
the standby DC load monitor. When operating on the standby system, electrical load
(both AC and DC ) should be reduced to less than 100% on the standby monitor panel
to avoid excessive use of battery power.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
　
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