One Engine Inoperative Landing Procedure
Landing with an engine out in this Gulfstream is easier than previous Gulfstreams in some ways, the same in some ways, but harder in others. Easier: the fly-by-wire makes keeping the airplane under control easier, rudder trim is easier, and the checklists are simpler (and easier). Same: you cannot use the autothrottles on approach and you cannot use the autopilot during the go around. Harder: You have to maintain at least 200 KCAS when clean in icing conditions, you have to delay flaps in icing conditions until on approach, and if you are going to use Wing Anti-Ice with a single bleed source you will have to shut down an ECS pack.
I like to fly most of the approach coupled so as to reduced the PM's workload and to increase my situational awareness. Of course that bumps into one limitation (no autothrottles on a single-engine approach) and puts us at risk for violating another (no autopilot on a single-engine missed). So, I try to do the following. I want to fly coupled until course intercept then I disengage the autothrottles. I then configure a bit early so the autopilot can deal with the flaps and gear while I try to massage the throttle with the changing rudder requirements. Then I'll let the autopilot catch the glide slope. Now it is up to me to remember to disengage the autopilot prior to landing or the missed approach. I start to chant — yes, chant — "autopilot next, autopilot next."
- Autothrottle: Prohibited during single engine approach.
- Hydraulic Systems: Operation of speed brakes, flaps, landing gear, thrust reversers and brakes should occur as separate events, not simultaneously.
- WAI: Wing Anti-Ice operations with a single bleed source is restricted to single ECS pack operations.
- If Wing Anti-Ice is required:
- ECS Pack (Affected Engine) . . . OFF
- Isolation Valve . . . Closed (Out)
- WAI . . . ON
- If the left engine has failed:
- PTU . . . ARMED / ON
- AUX PUMP . . . ARMED / OFF
- Fuel Balance . . . Monitor and Maintain
- FLAPS . . . 20°
- LANDING GEAR / Lights . . . DOWN / 3 green
- Hydraulics / Brake Accumulators . . . Check / 3000 PSI
- SEAT BELT / NO SMOKE PASSENGER WARNING . . . ON
- Final Approach Fix
- a. Autothrottles . . . Disconnect
- FLAPS . . . 39°
- Airspeed . . . VREF for 39° flaps + 5 KCAS
- Operating Thrust Reverser . . . As required
- If Go-around required:
- Refer to 04-08-40, One Engine Inoperative Go-Around Procedure
- If airplane evacuation is necessary:
- Refer to 04-19-50, Emergency Airplane Evacuation.
WAI MUST BE ACTIVATED AND REACH AN OPERATING TEMPERATURE GREATER THAN 100°F PRIOR TO ENTRY INTO ICING CONDITIONS.
Refer to 02-08-60, Fuel Balancing in Flight.
Nominal approach speed is VREF + 5 knots. In strong wind conditions, add to VREF ½ of the steady state wind plus the gust increment to a maximum additive of 20 knots. This additive must be accounted for in the FMS when completing landing perf in order to obtain an accurate landing distance calculation.
Consideration should be given to neutralizing yaw trim input prior to landing to aid in directional control as power levers are reduced to idle.
Gulfstream GVII-G500 Airplane Flight Manual, Revision 1, August 31, 2018