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The door seal pressure line and pressure regulator are connected to the
bleed air manifold. Location of the line on the manifold is such that either
the left or right bleed air system can furnish a supply of bleed air. The
regulator is designed to provide 18 ±1 psi output to inflate the main
entrance door and baggage door seals. For airplanes having the cargo
door modification, door sealing is also provided by the door seal system for
the cargo door.
On airplanes SN 1285 and subsequent and airplanes SN 1000 through
1284 having ASC 364, redundancy is added to the door seal system by
routing an additional constant high pressure air source to the pressure
regulator. (See Figure 2 and Figure 3 instead of Figure 1 and Figure 3.)
This ensures maximum flow output from the pressure regulator to the door
seals. Additional pressure lines, one for each engine, are ported into the
12th stage bleed air duct upstream of the HP bleed air pressure regulator
and shutoff valve. The line is routed into the tail compartment, where it joins
into the existing door seal pressure line. The existing door seal pressure
line is then re-routed to separate the total air temperature probe aspiration
pressure supply and water system pressure tap (for later outfitting) from
OPERATING MANUAL
2A-36-00 PRODUCTION AIRCRAFT SYSTEMS
Page 8
October 11/02
Revision 8
the door seal system. Thus the door seal system and pressure regulator
have a separate manifold.
J. Total Air Temperature Probe Aspiration:
A Total Air Temperature (TAT) probe aspiration pressure line and solenoidoperated
shutoff valve (commonly referred to as the total temp valve) are
connected to the bleed air manifold. Location of the line on the manifold is
such that either the left or right bleed air system can furnish a supply of
bleed air to the shutoff valve.
The TAT probe is located on the lower right side of the forward fuselage
below the angle of attack probe. To ensure accurate calibration readings,
bleed air is introduced through the TAT probe when the airplane is on the
ground. Through this process, known as aspiration, bleed air is supplied to
the probe from the shutoff valve when the nutcracker shifts to the ground
mode. This shutoff valve receives power from the Right Main 28V DC bus.
3. Controls and Indications:
(See Figure 4.)
A. Circuit Breakers:
Circuit Breaker Name CB Panel Location Power Source
L BLEED AIR PO A-10 ESS DC Bus
R BLEED AIR PO B-10 ESS DC Bus
BLEED AIR ISO S/O V PO D-12 ESS AC Bus φA
L BLEED AIR IND PO B-12 ESS DC Bus
R BLEED AIR IND PO C-12 ESS DC Bus
B. Caution (Amber) Crew Alerting System (CAS) Messages:
CAS Message Cause or Meaning
L-R BLEED AIR HOT Bleed air temperature is above 550° F (288° C).
BLEED CONFIG (1) Programmable custom message activated as
desired during outfitting.
(2) Isolation valve is OPEN with engine bleed
selected ON.
L-R BLEED PRESS HI Bleed air pressure has exceeded 75 psi.
DOOR SEAL PRESSURE Programmable custom message activated as
desired during outfitting.
NOTE(S):
(1) Airplanes not having ASC 422A.
(2) Airplanes SN 1445 & subs; SN 1000-1444 having ASC 422A.
C. Advisory (Blue) CAS Messages:
CAS Message Cause or Meaning
DR SUPPLY PRES LOW Programmable custom message activated as desired
during outfitting.
ISOLATION VLV OPEN Isolation valve is open.
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-36-00
Page 9
October 11/02
Revision 8
NOTE:
A description of the Engine Instruments and Crew
Alerting System (EICAS) can be found in Section 5 of
Honeywell’s SPZ-8000 (or SPZ-8400) Digital
Automatic Flight Control System Pilot’s Manual for the
Gulfstream IV.
4. Limitations:
A. Flight Manual Limitations:
Do not operate above 41,000 ft without both engine bleeds ON and each
engine being bled by either the air conditioning system or engine cowl antiice.
See Section 05-01-10, Air Conditioning System Shut Down Or
Inoperative.
B. System Notes:
(1) The bleed air isolation valve must be closed and APU bleed air OFF
before the autothrottle can be engaged.
(2) Only one source of bleed air, either APU or engines, should be
selected after engines are started during normal operations. This is
to prevent thermal transients on the APU or possible damage to the
APU when the power levers are moved from idle. With the engines
as the source of bleed air, ensure the isolation valve is closed.
(3) To provide cooling air flow to the cabin during warm weather
operations (if taxi operations are conducted with engine bleed air as
　
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