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Rudder Failure

G500 Abnormal Procedures

This is a work in progress


AFM Procedure

[AFM, §03-13-120]

Possible Cause

The rudder flight control surface is inoperative. The Remote Electronics Units (REUs) and/or control surface Hydraulic Actuators (HAs) or Electrical Back-Up Actuators (EBHAs) on rudder is inoperative resulting in the flight control surface being in a damped bypass (float) or jammed position.

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System Impacts

The loss of rudder will result in reduced lateral-directional (roll-yaw) control effectiveness. The following additional flight control functions will be inoperative.

  • FCS Yaw Damping: Inoperative.
  • FCS Yaw Trim: Inoperative. The yaw trim indicator will move in response to Yaw Trim knob inputs but the aircraft will not respond as the rudder is failed.
  • FCS Turn Coordination: Inoperative.
  • Steep Approach: Unavailable.

Corrective Action

NOTE

To view the FCS Synoptic Legend, refer to 03-13-190, FCS Synoptic Legend.

  1. Autopilot . . . OFF

  2. Airspeed . . . 285 KCAS / 0.90M maximum

  3. Sidestick, Roll Inputs . . . Minimize

  4. Verify rudder operational status Apply small rudder inputs
  5. a. If the airplane yaws in response to rudder pedal inputs:

    (1) YAW TRIM . . . As required

    (2) Airplane . . . Land as soon as practicable

    b. If the airplane does not respond to rudder pedal inputs:

    (1) Airplane . . . Land as soon as practicable

    (2) Altitude . . . 35,000 feet maximum

    (3) Airspeed . . . 285 KCAS / 0.90M maximum (VREF +10 KCAS minimum)

    (4) Yaw . . . Use differential thrust (as required)

    NOTE

    The use of autopilot may reduce workload and reduce Dutch Roll oscillations.

    (5) AP As required

  6. To minimize sideslip buildup (Dutch Roll):
  7. a. Roll . . . Use smooth inputs

  8. Select Airport for Landing
  9. a. Select Airport Select one with minimal gusting wind conditions (if possible)

    b. Landing . . . Controllability Check Perform

    (1) Refer to 03-13-10, Landing Controllability Check.

    c. Runway . . . Select longest / widest runway with most favorable crosswind (from opposite side of rudder trailing edge)

    NOTE

    Landing distance should be based on VREF +10 KCAS to touchdown increased by a 1.25 factor for a shallow approach.

    Wheel fuse plug release may occur due to added landing speed under combinations of high field elevation, landing weight and OAT.

    d. Landing . . . Distance Recalculate with a 1.25 factor

  10. Approach
  11. a. Approach . . . Plan long / shallow final approach and wide pattern with shallow bank angles

    b. Airspeed . . . VREF+10 KCAS minimum to touchdown

    c. Autothrottle . . . Disconnect

    d. Runway Alignment . . . Use Differential Thrust

  12. Landing
  13. a. Landing . . . Flare Minimize / Maintain throttle positions

    b. Nosewheel . . . Lower to runway immediately

    c. POWER LEVERS . . . IDLE (after nosewheel on ground)

    d. Thrust Reversers (Left and Right) . . . Minimize use above idle position

    e. For directional control on ground:

    (1) Rudder Pedals / Differential Brakes . . . As required

References

Gulfstream GVII-G500 Airplane Flight Manual, Revision 1, August 31, 2018

Revision: 2019-04-18
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