the learning never stops!

This is a work in progress


AFM Procedure

[AFM, §04-13-30]

Possible Cause

The rudder is jammed in a fixed position due to mechanical interference or internal actuator failure.

images

Click photo for a larger image

System Impacts

Jam of the 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 Turn Coordination: 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.
  • 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 Controlability 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 to account for the shallow approach angle.

    Wheel fuse plug release may occur due to added landingcspeed 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. 8. Landing

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

    b. Nosewheel . . . Lower to runway immediately

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

    . 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
Top