Gulfstream GVII

Eddie sez:

For most of us longtime Gulfstream pilots and mechanics, giving up our Rolls-Royce engines seemed a bitter pill to swallow. But Pratt & Whitney seemed to have produced a winner here. These engines put our more thrust with less weight, and seem to be even more automatic than those RR powerplants. You will have less to do during normal and abnormal operations.

For a quick refresher or a good intro, be sure to see Ivan Luciani's notes: G500 Powerplant System Notes.

There are also a few flash cards here: G500 Flashcards and Quizlet.

Everything here is from the references shown below, with a few comments in an alternate color.


Photo: G500 Powerplant, general description, PAS, p. 14-1
Click photo for a larger image

How it Works . . .

The Components in Greater Detail . . .

Limitations and Abnormal Procedures . . .

Last revision:


How it Works . . .


The "powerplant" refers to the engine, all its accessories, and nacelle, and the thrust reversers. The basic engine is also found in some airliners where the core is about the same but the size of the fan stage is drastically larger. Why is that? The airline version needs to lift a lot of weight from the runway so the large fan provides a lot of low altitude thrust, sacrificing speed and range. The corporate version doesn't have the same weight problem off the runway, so the engine is shaped for high altitude efficiency.

[PAS, p. 14-1] The Pratt & Whitney PurePower PW800 Engine is a PW814GA on the G500 and produces 15,144 lbs of thrust. It is a PW815GA on the G600, which produces 15,681 lbs of thrust. It is optimized for high-flying, fast, long-range business jets. It features a high-bypass turbo fan with a 6:1 bypass ratio. Of note, it has a single-stage, titanium LP fan.


PAS, p. 14-2]

  • The engine has a twin spool, high-bypass turbofan with a full length annular bypass duct.
  • The low pressure rotor (N1) has a single stage fan and 2 stage compressor which are driven by a 5 stage turbine.
  • The high pressure rotor (N2) has an 8 stage compressor driven by a 2 stage turbine.
  • The combustor is of a straight flow configuration with 16 fuel spray nozzles and 2 ignitors.
  • An accessory gear box is hard mounted on the lower side of the engine. It extracts power from the N2 compressor shaft to drive a breather, fuel metering unit, hydraulic pump, integrated drive unit, oil pump, and a permanent magnet generator. It also contains the starter which spins the N2 shaft for engine starting.

Engine Fuel and Control

Engine Ignition

[PAS, p. 14-9]

  • 28V DC is used to generate a high voltage energy pulse transmitted through ignition leads to ignitor plugs in the combustor.
  • A dual channel exciter on each engine is controlled by a dual channel EEC. On the ground each EEC channel only controls one ignition channel. EEC channel A controls ignition exciter channel A which energizes igniter A, and EEC channel B controls ignition exciter channel B which energizes igniter B.
  • When pulled, the fire handles will turn ignition off through the FADEC.
  • The fuel control switches will change EEC channels approximately 30 seconds after selecting RUN to OFF, provided the WOW has cycled from Gnd to Air to Gnd.
  • The engine start switch will cause one igniter to be used during ground starts using a low spark rate at temperatures above -18°C or a high spark rate when colder.
  • Two igniters are used simultaneously at a high spark rate in the event of an engine flameout, engine surge, during a quick relight (for 30 seconds after fuel control switch transitions back from OFF to RUN), and during air starts.
  • When ignition is on, a green IGN icon appears on the 1/6 primary engine display.

Engine Exhaust

Engine exhaust is directed into a nozzle assembly aft except when using thrust reverers which direct the thrust forward. More about this: Thrust Reversers.

Engine Oil


To service the oil you will need the ground service bus to check levels and the main batteries on to use the remote oil replenishing pump.

Engine Starting

The normal engine start is fairly automatic. Keep in mind that FADEC protection during start only exists on the ground.

[PAS, p. 14-10] There are three requirements for engine start: rotation, fuel, and ignition. Rotation is normally achieved using a pneumatic air turbine starter driven by the APU, and external aircart, or from crossbleed for the opposite engine. Rotation can also be achieved from windmilling while in flight.

The option for starting with an external aircart doesn't really exist. At least on our airplane the plumbing is there but the receptacle is bolted shut and painted over. I hear that Gulfstream had problems with insuring no flammables are leaked in the area and simply gave up on the capability.

Normal Ground Start

[PAS, p. 14-11]

  • Normal ground start is the only start mode where FADEC auto protection available. Auto aborts start for: TGT start limit exceedance or abnormal start condition detection.
  • Autostart sequence once air source available
    • Select Fuel Control switch to RUN. The active FADEC channel prepares to start engine selected, the onside main fuel pump switches on, the beacon turns on, the left PACK switches off, the isolation Valve opens (if it isn't already).
    • The Starter Air Valve (SAV) is commanded open and the N2 spool of the selected engine turns. As N2 increases above fuel flow enable threshold, the FADEC commands fuel flow and igniter(s) On.
    • If needed, the FADEC can "depulse" to modulates FF and ignition to keep TGT within limits. It can drop the fuel flow all the way to zero if needed.
  • After engine start the igniter(s) turn off after light off detected and the SAV closes. The onside ALT fuel pump turns on and the left PACK turns on 10 seconds after engine start.

Rotor Bow Protection

[PAS, p. 14-12]


Photo: G500 Powerplant, Engine crank time for rotor bow protection, PAS, p. 14-12
Click photo for a larger image

  • Rotorbow: Thermal bowing or warping of N1 and N2 shafts, Due to asymmetrical cooling after shutdown, Can cause some fan blade rubbing which is normal, Automatic procedure to mitigate if engine shutdown < 8 hours.
  • Eng Rotorbow Protect: FADEC performs dry cranking cycle, Starter valve modulates On and Off to maintain 7.5% N2, SVO icon displays throughout procedure, Draws airflow into engine for cooling, Helps straighten shafts before accelerating to normal operating speeds, 15 to 120 seconds duration, depending upon both time at idle before shutdown and time since shutdown. When dry cranking cycle is complete, starter valve N2 modulation ends, controlled by FADEC, after light off, FADEC controls engine acceleration to idle.

Automatic Start Abort

[PAS, p. 14-13] Ground start auto aborted for no light-off within 20 secs after fuel flow and ignition turned on, TGT overtemp (> 875°C) during ground start, > 875°C if depulse 2nd attempt, No TGT signal, No N1 signal ≥ 45% N2, No N2 speed detected within 30 secs of SAV opening, No fuel flow, Hung start, Ignition failure. CAS message: Autostart Abort. Initial corrective action: Associated Fuel Control → Leave in RUN position, FADEC auto engine cranks for 30 secs if Fuel Control left in RUN position, Cause of engine failure to start → Investigate / correct.

Flameout Detection and Recovery

[PAS, p. 14-13] Always active when engine is running, Not selectable by flight crew, Initiated by EEC for engine abnormality, Energizes both igniters at high spark rate (3 sparks / sec), Schedules fuel flow until RPM stabilizes or 30 secs, If engine speed falls below 12% N2 → Shuts down, Restart may be attempted if flameout occurs. Resulting CAS message: Eng Out (U). If Eng Fail (U) → Do not attempt restart.

Quick Relight

[PAS, p. 14-13] Provides auto relight if Fuel Control selected OFF then back ON ≥ 20% N2, effective if return to ON accomplished within 20 secs. Enabled in-flight only ≤ 16,500', between 150 - 200 KCAS. When activated: Fuel commanded ON, both igniters energized at high spark rate (3 sparks / sec) for 30 secs, hydraulic pump offloaded if N2 falls below idle speed. System returns to normal when light off detected.



    Photo: G500 Powerplant, Airstart envelope, PAS, p. 14-14
    Click photo for a larger image

  • Airstart Envelope: Assisted → VREF to VMO, Windmill → 250 KCAS to VMO
  • Only 1 airstart checklist (Located in AFM Quick Reference Procedures → Engines)
  • FADEC prompts windmill airstart if 9% < N2 < 59%, Airspeed > 250 KCAS, Altitude ≤ 16,500’, Windmill Start Envelope, Pilot selects fuel control switch to RUN, See AFM Airstart checklist for full procedure.
  • Otherwise FADEC prompts Assisted Airstart to allow either: Crossbleed restart or APU Assisted restart, Assisted Start Envelope, Pilot selects fuel control switch to RUN and presses Start button, See AFM Airstart checklist for full procedure.

The Components in Greater Detail . . .

Accessory Gearbox

Air Turbine Starter (ATS)

Electronic Engine Control (EEC)

Engine Fuel System


Photo: G500 Powerplant, Fuel system, PAS, p. 14-4
Click photo for a larger image

[PAS, p. 14-4]

  • The engine fuel system pumps and meters fuel to the engine based on pilot demands transmitted through the EEC.
  • Low pressure fuel is provided from the wing system. See: Fuel System.
  • The Fuel Metering Unit (FMU) turns this into high pressure fuel for the engine; controls amount of fuel delivered to the fuel spray nozzles. As thrust levers are advanced or retarded, the EEC commands FMU to modulate fuel to nozzles. When the fuel control switch is moved to OFF, the FMU closes, all fuel cutoff to spray nozzles and the engine shuts down.
  • The FMU contains two internal pumps: a Low Pressure (LP) 1st stage pump and a High Pressure (HP) 2nd stage pump.
  • A fuel filter receives fuel from 1st stage LP pump, removes debris and contaminates.
  • A filter bypass valve ensures continual fuel flow to engine if filter blocked. Filtered fuel then returned to the 2nd stage HP pump.
  • High pressure fuel then sent in 2 directions: 16 fuel spray nozzles in the engine combustor and excess fuel recirculated through fuel / oil heat exchanger (hot oil is cooled by fuel, cold fuel is heated by oil). From the fuel / oil heat exchanger: some returned to wing fuel tanks when Heated Fuel Return System (HFRS) is activated (See Fuel System for HFRS details), remainder mixed with the FMU 1st stage LP pump impeller to ensures fuel doesn’t ice at fuel filter inlet.

Engine Oil System


Photo: G500 Powerplant, Oil system, PAS, p. 14-5
Click photo for a larger image

[PAS, pp. 14-5 to 14-6]

  • The engine oil system supplies engine lubrication during operation.
  • The oil tank is integral with Accessory Gearbox (AGB). Oil quantity can be observed electronically through cockpit TSCs, ground Service 1/6 synoptic pages, and a fluid Quantity Indicator (FQI) in tail compartment.
  • Aircraft inclination affects reading
  • From the sight glass on the oil tank: Green = good, Red = low or high. Fill to the target line.
  • A constant volume pump draws oil from the tank.
  • Pressurized oil is delivered from the pump to an oil filter. An Oil Filter Bypass Valve (OFBV) opens when filter clogged → filter pressure > 55 psi. An Oil Filter Differential Pressure (OFDP) sensor provides crew with early indication of partial or fully clogged filter.
  • Air Cooled Oil Cooler (ACOC). Filtered oil routed to the ACOC, provides oil cooling using fan bypass airflow. Thermal / pressure bypass valve allows oil to bypass the ACOC on cold day conditions.
  • Fuel Oil Heat Exchanger (FOHE): Receives oil downstream of the ACOC, cools the oil and warms the fuel.
  • Oil temp and pressure indications monitored in cockpit; measured downstream of the FOHE on the main engine oil supply path.
  • Pressurized oil distributed to various main-shaft bearings, accessory components. Each supply line fitted with last chance strainer which protects oil nozzles from contamination.
  • An oil scavenge system efficiently returns oil to tank from various cavities.

Engine Oil Servicing


Photo: G500 Powerplant, Oil servicing, PAS, p. 14-7
Click photo for a larger image

[PAS, p. 14-7]

  • Check oil quantity after shutdown of last flight of day or at intervals not > 24 hours cumulative flight time, 10 to 30 mins after engine shutdown to avoid overfilling. If not within this window and shutdown quantity not recorded, idle engine for 10 mins, shutdown, check after 5 mins.
  • Gravity fill at oil tank on engine or fill via Fluid Quantity Indicator (FQI) System.
  • Oil portion of FQI found on left side of tail compartment at top of ladder. Provides single point for checking oil quantity for engines and APU. Requires ground service electrical power.
  • Fluid Quantity Indicator (FQI). To check oil quantity: Turn Display Panel TEST / ON / OFF switch to TEST, any fault messages will display on the FQI (Successful test → FQI will display “PASS”). To replenish, move HYD / OIL switch down to OIL. Indicates FULL, amount low in pints, or ADD.
  • “SELECT” switch toggles values back and forth between Current (C) and Historic (H) values; historic snapshot taken 4, 6, 8, and 10 mins after engine shutdown.
  • To replenish oil: move selector valve to desired position, move FILL / SELECT switch to FILL; energizes replenishing pump, when indicator reads FULL → pump auto stops.

Photo: G500 Powerplant, Oil quantity indicator, PAS, p. 14-8
Click photo for a larger image

Servcing Engine Oil Using Ground Service Bus Only

If you look at the Frequently Asked Questions section of the Gulfstream GVII manuals you will see this one: "Can I remotely replenish my oils and hydraulics on the G500?" The answer is yes, "if you select the main batteries ON and the Ground Service Bus switch ON." In previous Gulfstreams all you needed was the ground service bus, for this one you need both. Why? We asked the guy in charge of the system at Gulfstream and here is what he said:

"At one-time Rsvr Qty Left and Right were wired to RDC 20. Program said we needed redundancy so we split off and wired to RDC22 for the Right System. Unknowing at the time, RDC22 is not wired for GSB. As such, not available for replenishment via the Replenisher System on the ground with aircraft powered down. At the time we realized, the design was mature and to reconcile would take wiring changes as well as re-allocation of RDC's. Program at that time opted not to pursue the change. Since then, it has come up again and PR015301 was initiated on 10.04.18. It is still shown as in "Root Cause" and classified as a 3A (Significant Negative Impact). Since is still as "Root Cause", I do not know what the impacts are for the change nor the time frame to implement."

We hear there is a program change request to fix this, but for now you need the battery switch on as well as the ground service bus.

Engine Vibration Monitoring (EVM)

Fuel Control Switches

Fuel Flow Meter

Full Authority Digital Electronic Control (FADEC)


Photo: FADEC, PAS, p. 14-17
Click photo for a larger image

[PAS, pp. 14-16 to 14-17]

  • Mounted on outside, upper portion of engine
  • Consists of 3 major components: Electronic Engine Controller (EEC), Data Storage Unit (DSU), Permanent Magnet Alternator (PMA) to provide an independent power source.
  • Controls N1 speed / thrust based on throttle position, ambient conditions, and level of engine bleed extraction.
  • Electronic Engine Controller (EEC)
    • Dual Channel: A and B (one active and one standby), Identical software in both channels, If issue arises, control given to “healthiest” channel, Active channel alternates after each flight cycle and shutdown.
    • Communicates with various systems across the DCN, Receives inputs from various sensors then controls: Engines, Thrust Reversers, Cowl anti-icing.
    • Provides data for cockpit display parameters.
    • Performs engine diagnostics and mx functions to determine dispatch ability, airworthiness of rotating components.
    • Has full authority to shutdown the engine upon command.
    • images

      Photo: G500 Powerplant, Idle speeds, PAS, p. 14-18
      Click photo for a larger image

    • EEC Idle Schedules - N1 idle schedule contains the following six modes:

      1. Flight Idle - Gear up and Flaps < 22º

        • Minimum idle speed

        • Spool up time longest

      2. Approach Idle - Gear down OR Flaps > 22º

        • N1 increases 2-3% above flight idle for improved go-around performance

      3. Ground Idle - Weight On Wheels + 5 secs

        • Delay ensures satisfactory engine response for go-around after touchdown

      4. Wing Anti-Ice Idle (FIKI Idle)

        • Idle fixed at 47% N1 to limit engine vibration during ice shedding

        • Active when the following conditions exist:

          • WAI - ON

          • Gear - Up OR Flaps < 22º OR Airspeed > 160 KCAS

          • SAT < -5ºC for G500. SAT < 0ºC for G600 or G500 with ASC 022.

      5. No Dwell Zone (NDZ) (G600 or G500 with ASC 022)

        • Prevents steady-state engine operation in the N1 resonance zone (41% < N1 < 46%)

        • When the commanded N1 (throttle lever angle) is within the NDZ, in lieu of either engine being allowed to dwell at or near the resonance zone, the engines N1 are split as required to achieve the total net commanded thrust.

        • Left engine bias to ≤ 41% N1 during NDZ split

        • Right engine bias to ≥ 46% N1 during NDZ split

        • Cockpit indication limited to displayed N1%

        • Active when the following conditions exist:

          • WAI - ON

          • Gear - Down OR Flaps > 22º OR Airspeed < 160 KCAS

          • SAT < 0ºC

      6. NDZ with Elevated EVM Logic (G600 or G500 with ASC022)

        • Active anytime NDZ logic enabled AND EVM > 1.0 ips to limit resonance zone transitions during ice shedding events with elevated EVMs.

        • FADEC limits N1 transitions from power settings > 46% N1 into NDZ (1)

        • N1 idle floor remains fixed 46% N1 until one of the following occurs:

          • EVM remains less than 1.0 ips for 10-seconds

          • Throttle manually set to idle (2)

          • SAT < 0ºC


          (1) If N1 is below 41% at the beginning of an elevated EVM scenario, the initial transition up through the N1 resonance zone is not restricted. Once above 46% N1, the NDZ elevated EVM logic will persist.

          (2) Autothrottle idle position is insufficient to remove N1 floor.

  • Data Storage Unit (DSU) contains engine trim data. Utilized by EEC to make all engines produce same thrust.
  • Permanent Magnet Alternator (PMA) is the primary source of EEC power once engine > 52% N2. ESS DC is the EEC primary power source prior to engine start and during engine windmilling ops. The EEC backup power source after engine start.

High Pressure Compressor

High Pressure Turbine

Igniter Plugs

Ignition Exciter

Low Pressure Compressor

Low Pressure Turbine

N1 Sensor

N2 Sensor


Nose Cone Spinner

When I went through initial the instructor said the vents on the nose cone spinner were to prevent ice formation. As it turns out that is not true, those are just air vents for the bearings.

Oil Pump

Oil Tank

Permanent Magnet Alternator (PMA)

Remote Oil Sensor (ROLS)

Starter Air Valve (SAV)

Throttle Quadrant Assembly (TQA)


Photo: G500 Powerplant, Thrust lever quadrant, PAS, p. 14-19
Click photo for a larger image

[PAS, pp. 14-19 to 14-24]

    Takeoff / Go Around (TO / GA) button

  • One on each thrust lever.
  • When pressed on ground: T/O thrust control mode is commanded, Rated or FLEX based on crew selection in Perf Takeoff on TSC, Flex N/A at EIS.
  • When pressed in flight: Go-Around thrust control mode is commanded, Flight plan sequences to missed approach procedure, Autopilot and autothrottles (if engaged) remain engaged.
  • A/T ENG / DISENG button

  • One on each thrust lever.
  • Push either with thumb. Autothrottles (AT) → ON if engagement criteria met (AT1 / AT2 icon displays at top left portion of PFD).
  • Disengages AT if already selected ON, AT1 / AT2 icon displays at top left portion of PFD.
  • A/T DISC button

  • One on each thrust lever.
  • Pressing either button disconnects AT.
  • Can also disconnect A/T by manually adjusting throttles with 20 lbs force or selecting the other A/T channel.
  • Will automatically disconnect with a fault, engine failure, WOW on the ground mode, or if FADEC reverts to alternate control.
  • Hold Mode

  • Enters when on the ground, AT engaged, airspeed > 60 knots.
  • Canceled when altitude > 400' or thrust levers manually moved.
  • When in hold mode, changes in bleeds are ignored by the EECs and N1 change are prevented.
  • PFD indicated HOLD.
  • Thrust Levers

  • In Normal Mode, EEC generates N1 based on thrust lever position and ambient temperature, altitude, Mach Number, aircraft bleed configuration, and various modes such as reverse/forward thrust..
  • Alternate Mode: thrust lever directly sets N1 speed. Occurs (soft reversion) when EEC can't control thrust normally because of a loss of air data or other reason. Eng Alt Ctrl (U) Crew selects via ENGINE CONTROL switches on overhead panel (hard reversion) Eng Alt Ctrl (U) to attempt to recover normal mode.

Thrust Reversers


Photo: G500 Powerplant, Thrust reversers, PAS, p. 14-15
Click photo for a larger image

[PAS, p. 14-15]

  • Incorporates two pivoting doors (upper and lower), located at aft end of each engine nacelle, final exhaust nozzle defined by aft edge of upper / lower TR doors.
  • Crew commands reverse thrust via reverse levers on throttle quadrant, Pivoting doors deploy, Deflects exhaust forward to provide deceleration force during landing, reject takeoff, and taxi.
  • Electrically controlled, hydraulically operated by onside hydraulic systems.
  • Prerequisites for deployment: some combination of WOW / Wheel spin up from both sides, thrust levers idle, reverse levers moved from stow position to reverse command.
  • EEC schedules N1 speed between idle and max reverse based on reverse lever position. Can go directly from idle to full reverse (no idle detent). Actuators first move doors to overstow position for locks to unlock, then actuator extends and TR doors deploy, once re-stowed, hydraulic pressure removed from actuator.
  • There are three levels of defense to prevent inadvertent deployment. If inadvertent deployment occurs, EEC limits forward thrust to idle regardless of thrust lever position.

Turbine Gas Temperature (TGT)

Limitations and Abnormal Procedures . . .


Engine Operation

[AFM, §01-71-10]


Photo: Engine operation limitations, AFM, §01-71-10
Click photo for a larger image

  • Acceleration Limits: Engine operation below zero G is limited to 7 seconds.

  • Takeoff in alternate control mode is prohibited.

  • Operation in icing conditions in alternate control mode is prohibited.

Powerplant Wind Operating Envelopes


Photo: Powerplant Wind Operating Envelopes, AFM, §01-71-20
Click photo for a larger image

Airstart Envelope


Photo: Airstart envelope, AFM, §01-71-30
Click photo for a larger image


Photo: Airstart envelope, AFM, §01-71-30, figure 1
Click photo for a larger image

Engine Fuel Temperature

[AFM, §01-73-10]

  • Minimum Engine Fuel Temperature for Takeoff Power: +9°C

Thrust Reversers

[AFM, §01-78-10]

  1. Cancellation of reverse thrust should be initiated to reach the reverse idle position by 60 KCAS.

  2. The thrust reversers shall be deployed and stowed at least once every 100 hours.

  3. If in an emergency, reverse thrust is used to bring the airplane to a halt, record and report such an operation for maintenance action.

  4. Use of thrust reversers for backing the airplane is not approved.

  5. The use of both thrust reversers simultaneously is prohibited below 10 KGS.

Oil Temperature

[AFM, §01-79-10]

  1. Minimum oil temperature for ground start is -20°C.

  2. Minimum oil temperature for takeoff power is +10°C.


  4. Maximum temperature for continuous operation is + 135°C

    1. Between 135°C and 146°C engine operation limited to 10 minutes.

    2. Between 146°C and 155°C engine operation limited to 10 minutes at flight or ground idle.

Oil Pressure

[AFM, §01-79-20]

  • Maximum Engine Oil Pressure: 275 PSI for up to 300 seconds.


Photo: Minimum oil pressure, AFM, §01-79-20
Click photo for a larger image

Starter Duty

[AFM, §01-80-10]

  1. Three start attempts of up to 3 minutes, with 15 seconds between start cycles, followed by a 10 minute cooling period.

  2. One start attempt of up to 5 minutes, followed by a 10 minute cooling period.

  3. NOTE: A 10 minute cooling period is required if a start attempt exceeds 3 minutes.

Abnormal Operations

Engine Start

Engine start on the ground is fairly simple thanks to the FADEC, but you don't have that protection in the air.

Start Valve Fail Open on Ground

Air Start

Start Valve Fail Open if Flight

Engine Failure

If you lose an engine there are several possible checklists which can cause a bit of confusion. The CAS provides one of two red messages to get you started. A Eng Fail (U) message tells you that the failure is such that a restart is not recommended and will lead you to one of the following checklists. Alternatively, a Eng Out (U) message tells you that the failure is such that a restart is possible and will also lead you to one of the following checklists. As of this writing there is a typo in the AFM with leads you to something called "Available" which is meant to be "Engine Failure in Flight".

Engine Failure Below V1 — This is the only really obvious failure; if the failure occurs below V1, abort the takeoff and deal with it as a ground emergency.

Engine Failure Above V1 — In some aircraft this is the only other choice, but we have "airborne" options too. So this is the one for the takeoff portion until the takeoff is over. When does that happen? I am guessing once the aircraft is fully cleaned up you are no longer doing a takeoff. But even if you are doing this checklist, because you have had an engine failure during takeoff, it doesn't deal with engine fires. For that, you need one of the fire in flight checklists.

Engine Failure in Flight — This checklist is very much like the previous, but instead of covering the "get away from the ground" items it mentions drift down.

Engine Core Fire in Flight — The CAS message will say Engine Core Fire and will leave no doubt. You will shut the engine down and pull the fire handle but not discharge the bottle.

Engine Fire in Flight — The CAS message will say Engine Fire (U) and will add the directive >Reduce Throttle to Idle. You will shut the engine down, pull the fire handle, and discharge the bottle.

Dual Engine Failure

Engine Exceedance

Inadvertent Engine Shutdown

Landing with Engine Problems

One Engine Inoperative Landing Procedure

One Engine Inoperative Go-Around Procedure

Thrust Reverser Unlocked/Deployed

Dual Engine Out Landing Procedure

See Also:

Gulfstream GVII-G500 Airplane Flight Manual, Revision 4, August 29, 2019

Gulfstream GVII-G500 Production Aircraft Systems, Revision 3, July 15, 2019