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CAS message. The failure may not be readily apparent, but the following can be
expected to occur:
• The autopilot and yaw damper will disconnect and will not re-engage until
the faulty DADC has been identified and isolated by pulling its circuit
breaker
• Pitch trim will remain operative
If an ″unflagged″ DADC failure is suspected, see Section 05-18-52.
05-18-51: ″Flagged″ DADC Failures
IF A ″FLAGGED″ DADC FAILURE HAS OCCURRED:
1. Opposite (Good) DADC........SELECT AS DATA SOURCE ON DISPLAY
CONTROLLERS, GUIDANCE PANEL, CABIN PRESSURE CONTROL
PANEL, ETC
05-18-52: ″Unflagged″ DADC Failures
IF AN ″UNFLAGGED″ DADC FAILURE IS SUSPECTED:
1. Faulty DADC........ATTEMPT TO IDENTIFY USING PFD COMPARATOR
″IAS / ALT″ WARNINGS
TO DETERMINE WHICH SYSTEM IS CORRECT:
2. Independent Data Source (Standby Flight Instrumentation) .................
ESTABLISH
WITH REFERENCE TO INDEPENDENT DATA SOURCE ESTABLISHED:
3. Other DADC Outputs (Pressurization System, AOA Indexers,
Transponders) ....CHECK FOR INDICATIONS OF FAULTY OPERATION
IF OBSERVATION LEADS TO A DETERMINATION OF WHICH DADC IS
FAULTY:
4. Opposite (Good) DADC........SELECT AS DATA SOURCE ON DISPLAY
CONTROLLERS, GUIDANCE PANEL, CABIN PRESSURE CONTROL
PANEL, ETC
5. Faulty DADC................ISOLATE BY PULLING ITS CIRCUIT BREAKER
• DADC #1: CP, F-3
• DADC #2: CP, G-3
WHEN AT LEAST ONE (1) MINUTE HAS ELAPSED SINCE PULLING THE
FAULTY DADC CIRCUIT BREAKER:
6. Autopilot.................................................................................RE-ENGAGE
OPERATING MANUAL
05-18-00 EXPANDED ABNORMAL / EMERGENCY PROCEDURES
Page 4
May 30/02
Revision 7
LANDING GEAR / LANDING GEAR SYSTEMS
05-19-10: Abnormal Gear Condition - Emergency Landing
1. Introduction:
Instances have occurred where Gulfstream operators have been unable to obtain
a safe down and locked indication when the landing gear was initially selected
down. Some of the techniques herein have been applied successfully to achieve
a “three green” safe, down and locked condition, and a safe landing was
subsequently performed. Because of the similar landing gear systems of the GII,
GIII and GIV models, these techniques have been presented for use in the GIV
airplane. Throughout this section, the procedures, techniques and
recommendations set forth are subject to the following assumptions:
• The landing gear is selected “down” for an inbound normal landing.
• All airplane systems are fully operational prior to selecting gear down, and
that failure of the gear does not create a compound emergency.
• Section 05-19-20, Landing Gear Alternate Operation, has been completed
and failed to achieve a “three green” safe, down and locked condition.
• The procedures herein are a general guide, and will be used wholly or in
part at the pilot’s discretion.
2. General:
For the Gulfstream IV, landing with any two (2) gear down and locked is preferred
to landing with only one (1) gear down or all gear up. Should only one (1) gear be
extended, it is recommended that the gear be retracted and an all gear up landing
be performed. Landing with only the nose gear down and locked is specifically not
recommended, as the nose gear alone cannot be expected to support the weight
of the airplane and, should the nose gear collapse on landing, the collapse could
result in excessive damage to the airplane or injury to the crew or passengers that
might have otherwise been avoided. Landing with only one (1) main landing gear
down and locked and the opposite main gear and nose gear retracted is also not
recommended because of the unpredictable ground run.
If all gear are extended and presumed locked down with one (1) or more unsafe
indications remaining, a precautionary landing should be performed. Make a
normal approach and landing but continue the landing roll to the end of the
runway and stop straight ahead. Before turning off onto the taxiway, install all
landing gear pins. While inserting the pins, be aware of the possibility of the
landing gear collapsing.
If it is impossible to extend all landing gear employing the procedures and
techniques of this section, a partial gear landing will be required. Notify the cabin
attendant to brief the passengers on crash landing procedures. location and
operation of the emergency equipment and exits, bracing for impact and
evacuation of the airplane.
The landing should be performed in daylight if possible. Depressurize the airplane
prior to landing and seat the jumpseat occupant in the cabin if possible. With the
　
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