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join the left and right wing system ducts. The ability to join the two systems
adds an additional safety feature to the system in that, as long as one
control valve is operating, both wings will receive anti-ice air.
From the anti-ice control valve, regulated engine bleed air flows to both
wing leading edges through ducts installed beneath the cabin floor.
Perforated tubes (called piccolo tubes because of their appearance) inside
the wing leading edges distribute the bleed air along the length of the wing
leading edge.
Bleed air leaving the piccolo tube heats the leading edge skin, preventing
ice formation. The air then circulates aft into the leading edge plenum
(where the wing anti-ice sensor is located), eventually exhausting
overboard through the wing’s center section exhaust port (airplanes Serial
Number [SN] 1000 through 1320 not having Aircraft Service Change [ASC]
381). On airplanes SN 1000 through 1320 having ASC 381 and airplanes
SN 1321 and subsequent, the air is exhausted into the main landing gear
wheel well area to minimize the possibility of frozen brakes.
G. Normal and Overheat Thermal Switches:
Each wing has an inboard and outboard overheat thermal switch and a
combined normal/overheat thermal switch approximately mid-wing. All
switches receive power from the Essential 28 VDC bus.
(1) Normal Thermal Switch:
When wing temperature reaches 100 ±5° F (38 ±3° C), a normal
thermal switch (one in each wing) closes. This illuminates the
associated blue WING WARM annunciator on the cockpit overhead
panel. The temperature in the wing plenum is modulated (sensor to
controller to torque motor to control valve) so that it remains at
approximately 130° F (55° C).
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-30-00
Page 3
October 11/02
Revision 8
(2) Overheat Thermal Switch:
If a malfunction occurs with an increase in wing plenum
temperature, any of the three parallel-wired overheat thermal
switches will close when the temperature reaches 180 ±5° F (82 ±3°
C). This causes an amber L-R WING HOT caution message will be
displayed on CAS.
On airplanes SN 1000, 1034, 1129 and subsequent and airplanes
SN 1001 through 1128 having ASC 232, should two minutes elapse
without the anti-ice duct temperature reaching 100 ±5° F (38 ±3° C),
an amber L-R WING TEMP LOW caution message will be displayed
on CAS.
3. Controls and Indications:
(See Figure 1 and Figure 2.)
A. Circuit Breakers (CBs):
Circuit Breaker Name: CB Panel: Location: Power Source:
L WING ANTI-ICE CP J-14 ESS DC Bus
R WING ANTI-ICE CP K-14 ESS DC Bus
B. Caution (Amber) CAS Messages:
CAS Message: Cause or Meaning:
L-R WING HOT Wing anti-icing exhaust duct temperature is greater than
180° F (82° C).
L-R WING TEMP LOW
(1)
Wing anti-ice exhaust duct temperature is still below 100°
F (38° C) two (2) minutes after selection of the WING
ANTI ICE switch(es) to ON (time delay).
NOTE(S):
(1) SN 1000, 1034, 1129 and subs; SN 1001-1128 having ASC 232.
C. Advisory (Blue) CAS Messages:
CAS Message: Cause or Meaning:
L-R WING A/I Wing anti-ice is ON.
D. Other Annunciations:
Annunciation: Cause or Meaning:
LEFT/RIGHT WING
WARM annunciator
illuminated (cockpit
overhead panel).
Wing anti-ice plenum in wing leading edge(s) has reached
minimum operating temperature of 100° F (38° C).
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.
OPERATING MANUAL
2A-30-00 PRODUCTION AIRCRAFT SYSTEMS
Page 4
October 11/02
Revision 8
4. Limitations:
A. Flight Manual Limitations:
Operation of wing anti-icing is required if icing conditions are imminent, or
immediately upon detection of ice formation on wings, winglets, or
windshield edges.
B. Notes On Single Anti-Ice System Operation:
If only one wing anti-ice system (left side or right side) is operative (WING
ANTI ICE switch selected ON), the operative side will have the associated
blue WING A/I advisory message displayed on CAS; the inoperative side
will not. This is because the power needed to generate the signal to display
the message comes directly from the WING ANTI ICE switch.
Both wings will still receive wing anti-icing air due to the crossover duct.
Normal temperature control for both wings will be carried out by the
　
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