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TAKEOFF:
During takeoff with anti-skid inoperative or selected off, the wheel spindown
function will be functional. Perform the following steps for takeoff with anti-skid
inoperative or selected off:
1. ANTI SKID ON/OFF Switch ............................................................................OFF
2. Applied Brake Pressure.........................................................DISPLAY ON DU 4
APPROACH AND LANDING:
The following procedure should be used when braking with anti-skid inoperative:
3. ANTI SKID ON/OFF Switch..............................................................................ON
4. Applied Brake Pressure.........................................................DISPLAY ON DU 4
5. Maximum Reverse Thrust .........................................................................APPLY
IMMEDIATELY UPON LANDING, OR AT TAKEOFF ABORT:
6. Brake Application Pressure (Pilot) ..........................APPROXIMATELY 300 PSI
The pilot should smoothly apply brakes to approximately 300 psi, as advised by
the copilot. In an anti-skid inoperative situation, the pilot should devote his
attention to airplane control and the copilot should monitor applied brake pressure
and advise the pilot of corrections needed to maintain 300 psi applied brake
pressure.
CAUTION
IT IS NORMAL FOR DECELERATION TO INCREASE
AS THE STOP PROGRESSES. IT IS EXTREMELY
IMPORTANT TO MAINTAIN 300 PSI TO AVOID
LOCKED WHEELSANDBLOWNTIRES.THERE WILL
BE A SIGNIFICANT INCREASE IN LANDING
DISTANCE WITH ANTI-SKID INOPERATIVE.
NOTE:
Brake pedal position in relation to applied brake
pressure can be observed and practiced airborne with
the anti-skid system selected off and landing gear up
or down.
NOTE:
An increase in landing distance will result if landing
rollout is made with anti-skid completely inoperative.
For landing distances with anti-skid inoperative, see
the LANDING FIELD LENGTH, ANTI-SKID
INOPERATIVE charts in the Performance section of
the GIV Airplane Flight Manual or Operating Manual
Section 13-03-20, Landing Field Length Charts (GIVSP)
and Section 13-03-30, Landing Field Length
Charts (Non-SP GIV). Use of reverse thrust reduces
landing distances given in the AFM/OM.
OPERATING MANUAL
EXPANDED ABNORMAL / EMERGENCY PROCEDURES 05-02-00
Page 5
October 11/01
Revision 5
OPERATING MANUAL
THIS PAGE IS INTENTIONALLY LEFT BLANK.
05-02-00 EXPANDED ABNORMAL / EMERGENCY PROCEDURES
Page 6
October 11/01
AUTO FLIGHT SYSTEM
05-03-10: Autopilot Malfunction
IF THE AUTOPILOT MALFUNCTIONS, DISENGAGE AUTOPILOT AS FOLLOWS:
1. Autopilot Disconnect (A/P DISC) Button (Either Control Wheel).........PRESS
(MOMENTARILY)
The autopilot may also be disengaged by any of the following methods:
• Selection of the Autopilot ON switch capsule (flight guidance panel, labeled
A/P ON) to off (ON legend extinguished).
• Actuation of the electric elevator trim switch.
• Depressing either G/A (go-around) button.
CAUTION
IF THE AUTOTHROTTLE IS ENGAGED WHEN THE
G/ABUTTONIS DEPRESSED,THEAUTOTHROTTLE
WILL ADVANCE POWER TO G/A EPR.
If a Flight Guidance Computer (FGC) fails, the second FGC will continue to control the
airplane. A failure of the second FGC will disconnect the autopilot.
In the event that the previously-mentioned methods should fail, the autopilot may be
overpowered by the pilot.
05-03-20: Autothrottle Malfunction
The autothrottle may be disengaged by any of the following methods:
• Actuating the A/T ENG/DISENG thumb switch located on either power lever.
• Actuating the A/T DISC button on either power lever knob.
• Selection of the Autothrottle ARM switch capsule (Flight Guidance Panel, labeled
A/T ARM) to off (ON legend extinguished).
If the previously-mentioned methods fail, the autothrottle may be overpowered by the
pilot and will automatically disengage. Override forces may be as high as forty (40)
pounds.
A failure of either autothrottle control system will result in system disengagement. The
opposite Autothrottle Computer should be selected using the Display Controller and the
autothrottle rearmed using the Flight Guidance Panel before reengaging the autothrottle.
05-03-30: AFGCS Failure
The AFGCS incorporates monitors that ensure the safety of the system. These monitors
provide “Fail Operational” and “Fail Passive” operational capabilities, outlined as follows:
• Fail Operational: If monitors detect a failure condition within a Flight Guidance
Computer (FGC), the failed FGC will be shut down and control of the airplane will
　
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