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Warning (Red) Messages:
CAS Message: SWLP Indication: Cause or Meaning:
L FUEL FILTER L FUEL FILTER Left fuel filter clogging.
R FUEL FILTER R FUEL FILTER Right fuel filter clogging.
L FUEL PRESS LOW L FUEL PRESS
Left fuel pressure at inlet to high
pressure fuel pump is less than
15 PSI or both fuel boost
pumps on left side have been
turned off with crossflow valve
CLOSED.
R FUEL PRESS LOW R FUEL PRESS
Right fuel pressure at inlet to
high pressure fuel pump is less
than 15 PSI or both fuel boost
pumps on right side have been
turned off with crossflow valve
CLOSED.
L OIL PRESS LOW L OIL PRESS Left oil pressure below 16 PSI.
R OIL PRESS LOW R OIL PRESS Right oil pressure below 16 PSI.
Caution (Amber) Messages:
OPERATING MANUAL
2A-77-00 PRODUCTION AIRCRAFT SYSTEMS
Page 8
May 31/01
Revision 4
CAS Message: Cause or Meaning:
L FUEL TEMP HOT Left engine fuel temperature above 90°C or below 0°C.
R FUEL TEMP HOT Right engine fuel temperature above 90°C or below 0°C.
Advisory (Blue) Messages:
CAS Message: Cause or Meaning:
L OIL FILT BPASS Left engine oil filter has clogged.
R OIL FILT BPASS Right engine oil filter has clogged.
4. Limitations:
A. Flight Manual Limitations:
There are no limitations established for the Engine Indication system at the
time of this revision.
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-77-00
Page 9
May 31/01
Revision 4
OPERATING MANUAL
THIS PAGE IS INTENTIONALLY LEFT BLANK.
2A-77-00 PRODUCTION AIRCRAFT SYSTEMS
Page 10
May 31/01
ENGINE EXHAUST
2A-78-10: General
1. General Description:
The purpose of the engine exhaust system is to continue the aerodynamic
external surface of the engine and to collect hot and cold stream gas flows. The
gases are then propelled through an acoustically lined exhaust unit designed to
reduce noise.
A Thrust Reverser (TR) unit is incorporated in the exhaust unit to assist aircraft
speed reduction on the ground. Two hydraulically actuated pivot doors, which are
supplied with hydraulic pressure from the aircraft hydraulic systems, move into
and block the combined fan and core airflow when the TR is deployed.
In the forward thrust configuration, the two pivot doors are closed and locked in
position by four door locks. Two primary locks are mounted in the side beams. A
secondary lock is integral with the hydraulic actuator and a tertiary lock is
mounted on the rear face of the front structure torque box.
A manual restow system is incorporated in the TR design and is actuated by the
flight crew by use of a manual stow switch. On airplanes Serial Number (SN) 1000
through 1435 hot having Part 2 of Aircraft Service Change (ASC) 418, the manual
restow function energizes a solenoid in two dual solenoid TR selector control
valves. The valves are then commanded to route stowing hydraulic pressure to
both door actuators. On airplanes SN 1436 and subsequent and airplanes SN
1000 through 1435 having Part 2 of Aircraft Service Change (ASC) 418, the
manual restow function de-energizes a solenoid in two single solenoid TR selector
control valves. With the solenoids de-energized, stowing hydraulic pressure is
routed to both door actuators.
2. Thrust Reverser Lockout:
If a TR system malfunction is suspected or if a failure prevents normal function of
either or both TRs (including a no deploy condition), the airplane cannot be
dispatched until the condition is corrected. Gulfstream recommends contacting
Gulfstream Technical Operations, the Operator’s Area Field Service
Representative or the Operator’s Home Base of Operations if a TR system
malfunction is suspected or a failure is detected.
Thrust reverser lockout procedures for the Gulfstream IV airplane, although
available to increase the level of dispatch capability, are a complex procedure. An
improperly locked down TR may cause extensive damage to the TR system,
spurious UNLOCK or DEPLOY warnings to be displayed to the flight crew or, in
the worst case, actual inadvertent deployment of a TR door. Therefore,
consideration should be given to allowing TR lockout procedures to be performed
only by properly certificated Airframe and Powerplant Technicians in accordance
with Chapter 78 of the latest approved version of the Gulfstream Aerospace GIV
Aircraft Maintenance Manual.
With one reverser inoperative, the flight crew must be aware of possible
asymmetric braking effects if the operative reverser is deployed on landing. If
desired, lockdown of a properly operating TR can be accomplished to avoid
　
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