User's Group

Gulfstream GVII

Eddie sez:

Membership

If you would like to join this group the only qualification needed is the keys to a GVII, or the prospect of a GVII in the future, and the desire to learn and help others to learn. Just use the contact button on the bottom or top of this page and send me an email.

Organization of These Notes

Whenever I post a number of notes I'll email everyone using a "blind copy" so you will only see your own email address and mine. I'll include the notes in the email. You can reference past notes here. I'll try to incorporate those notes where they belong in the website but also here, below. The most recent will be on top.

But just because I have this incessant need to group things alphabetically, chronologically, or topically, here is an alphabetic list to get you started. (Scroll below the list of the most recents.)

Last revision:

2020-06-25


Most Recent Notes (on top)


GVII Autothrottle Differences

Post by: ja1

Posted: 25 June 2020

If you have time in previous Gulfstreams with autothrottles, you will be used to pushing the throttles forward somewhat (GV/G450/G550: "the EPR values of both engines are greater than 1.05 EPR") and pressing one of the engage switches aft of the throttle stems, making sure you do so before 60 knots. The key was achieving the EPR prior to hitting the switches. That doesn't work in the GVII. What does the book say about this?

The PAS is fairly cryptic: "A/T ENG / DISENG button — Push either with thumb — Auothrottles (AT) → ON if engagement critea met" but then it doesn't say what those criteria are. The "Ground and Flight Operations" section of the Operating Manual (02-01-10, p. 12) is what we are looking for:

  • The green TO annunciation indicates that the Takeoff Thrust Control Mode is engaged where the Auto-Throttles are being commanded to the Takeoff or FLEX N1. The Auto-Throttles engage in the TO mode when the thrust levers are manually advanced above 19-degrees TLA, the airspeed is below 60 knots, N1 split between engines is less than 10%, and one of the A/T engagement switches are depressed.
  • The white TO armed annunciation (left side of the center FMA) indicates that the Takeoff Thrust Control Mode has been armed. It’s automatically armed on the ground when:
    1. At least one engine is running
    2. Guidance panel speed target is set
    3. Thrust reversers are stowed
    4. Valid ADS and IRS sensors selected on PFD source
    5. FCCs in normal mode
    6. FADECs are valid
    7. Engine not in alternate mode

This always worked in the simulator but in our airplane it only worked as advertised for the first month but then we had times when the autothrottles would not engage during takeoff. We took videos of everything and Gulfstream cheerfully replaced our throttle quadrant. A few weeks later the problem returned. More videos.

Turns out it was operator (us) error but our engines bear some of the blame. The criteria says you need at least 19-degrees Throttle Lever Angle. (The PAS and many Gulfstream manuals favor the term TLA, Throttle Lever Angle, but do use the term TRA, Throttle Resolver Angle also.) That doesn't seem like much, but if you get into the CMC you can get the angle and it turns out 19-degrees is almost halfway forward.

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Photo: Throttle Lever Angle of 19°, as measured by the CMC.
Click photo for a larger image

So we became very careful to push the throttles up at least that far, but we did so smoothly. That only made matters worse and we rarely got them to engage correctly. More videos. Then Gulfstream said we had more than a 10% N1 split between engines when we hit the engage button. But on the video that happened with the left engine at 42% and the right at 47%, only five percent difference! Wrong, it was a 100(47-42)/40 = 13%. More video.

So I put a camera on the jump seat and made a conscious effort to push the throttles quickly (nothing smooth about it) to a little more than halfway. As it turns out, we have a considerable lag in our left engine going through 50% or so. According to Pratt, the engines have 5 seconds to make it to the target N1 and as long as they both do that, there is no given tolerance for having them spool up in sync. So what to do?

Unlike the older Gulfstreams, the autothrottles don't care about a minimum N1 at engagement; only that the engines are withn 10 percent of each other. We figured that as long as we have the throttle lever angle satisfied, we can engage the autothrottles and let the engines spool up after we hit the switch. Here is a video of that technique: G500 Engage Autothrottles TLA technique. The pilot pushed the throttles almost to the target setting and pushed an autothrottle engage switch when the left engine was still at 24.5% and the right was at 25.2%, a 0.7% reading difference and 3% between engines. Into the 30% range the right engine raced past the left and the largest difference was when the left engine was at 48.3% and the right was at 58.3%, a 10.0% reading difference and 21% between engines.

Lesson learned: if you wait for some spool up and your engines are not well matched, you will be outside the split tolerance of 10% between engines and the autothrottles will not engage.

Now if your engines are perfectly matched this will not have been a problem for you. But if you have been hit and miss with the autothrottles, give this technique a try. For us, it is yet another item of muscle memory that needs relearning in this airplane.

GVII Visual Approach Programming

Post by: ja1

Posted: 29 May 2020

We have been on the hunt for a good way to program a visual approach so as to have course and vertical path presented to the end of the runway, something we took for granted in older Gulfstreams. At long last we have it:

  1. From the Flight Plan page select the destination runway.
  2. If there is already an approach loaded, delete it by pressing Dep/Arr, pressing the APR button, and selecting None. Apply and activate.
  3. Select the runway.
  4. Select Intercept.
  5. Enter the runway approach course. Apply and activate.

Thanks to Brandon Williams for this elegant solution. Here is a short video walking through the procedure: GVII Visual Approach Programming

G500 Oceanic Contingencies

Post by: jc1

Posted: 25 May 2020

In a collaborative effort from Nat Iyengar, Guy Gribble (International Flight Resources), Mitch Launius (30 West IP), and Jon Cain, we have an oceanic contingency guide for the GVII. The authors emphasize that this is an open-source document from a collaborative effort over many years.

GVII Oceanic Contingencies

G500 PAS Rev 4 Review

Post by: ja1

Posted: 25 May 2020

The Log of Revisions pages indicate changes to Sections 2, 4, 7, 8, 9 10, and 17. I could not find any changes in Sections 4 or 8.

  • p. 2-35 — Added a photo of the internal baggage door handle for aircraft 72034 and subsequent and 73015 and subsequent.
  • p. 2-46 — Added Cockpit Voice Recorder location "on right side of the tail compartment, forward of the main battery."
  • p. 2-50 — Added interior baggage door limitation for G600 (must remain closed above 45,000') while keeping G500 limitation the same (must remain closed above 40,000').
  • p. 7-11 — Corrects error of maximum gravity refueling level for G600 (33,500 lbs.)
  • p. 7-14 — Adds G600 fuel in hopper to generate a "L-R Fuel Level Low" amber CAS (less than 750 lbs.).
  • p. 7-24 — Removes "mitigating steps for suction feed issues > 20,000' MSL" from page, does not appear anywhere else new.
  • p. 7-44 — Adds G600 level of fuel that will generate white dashes on display during pressure refueling (30,750 lbs.).
  • p. 9-7 — Removes duplicate information regarding CAI auto inhibit on the ground.
  • p. 9-10 — Adds sentence to explain purpose of EVS window heat on the ground: "Utilized to remove EVS window ice, frost, and fogging when automatic heat is not commanded."
  • p. 10-38 — Adds G600 Cyan tire pressures and recommended tire pressures for takeoff.
  • pp. 17-1 to 17-3 — Adds description of Air Data System and Voted Altitude.

Short Term Storage

Post by: ja1

Posted: 7 Apr 2020

If recent worldwide events have your flight operation grounded, you might be wondering about the care and feeding of your airplane as it sits in a hangar without moving week after week. The G500 Maintenance Manual has a few procedures for "Preservation," flight ready or short term, but neither really applies exactly. I think if your airplane is sitting securely in a hangar for a few weeks you are probably okay if you simply disconnect the main batteries, the EBHA battery, and pull the breakers on the eBatts. You might also want to purge the water system. But you should definetly look at the Short Term Storage checklist in the Maintenance Manual §10-30-02. Discussed here: Short Term Storage.

G500 AOM Rev 7

Post by: ja1

Posted: 13 Mar 2020

This change only impacts those with the TOLD database installed.

[AOM. §07-02-40]

02-02-10 Airplane Power-up and 02-05-30 Descent

This revision changes the instruction to enter "VREF+5" into the Flaps 39 VREF Perf Init to "VREF+5 or VREF+Additive" as required by the recent AFM revision.

VREF Additive

Post by: ja1

Posted: 11 Mar 2020

You must make the VREF additive called for by the AFM, it is no longer optional. You might think you already know how to do this, and you probably do, but there is an easier and safer way. This is a two step process. First, you have to make sure you have enough runway for the additional speed crossing the threshold. Second, you need to fly it. Fortunately, both of these steps can be done with a few key presses.

Step One: Do I have enough runway?

From the TSC FMS page select the "Perf Landing" page and enter the additive to the Threshold speed and Confirm Init to LDG Data. The computed landing distance will include this speed additive to your landing distance.

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Photo: GVII Touch Screen Controller Perf Landing Page, with a 5 knot VREF additive
Click photo for a larger image

This automates the process of assuming you will be crossing the threshold with all of the additive so you can be assured you will still have enough landing distance. Many of us have been doing this manually for years. See: Gust Additives.

Step Two: Fly the Additive

From the TSC FPLN page select "Flight Progress" and then "Departure and Approach Speeds" and enter the additive. The auto-throttle speed target will adjust automatically for you once you select the Flaps Down (39°) and will hold that until crossing the threshold.

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Photo: VREF additive on TSC
Click photo for a larger image

In previous Gulfstreams we would MAN SPEED the target and you can do that with this airplane too, but don't. Keeping auto speeds will make a go around easier (one less button to remember).

G500 AFM Rev 5

Post by: ja1

Posted: 7 Mar 2020

The Teterboro Incident

A GVII-G500 got into AOA pitch limiting very close to the ground and had a landing hard enough to cause some damage (since repaired) that brought to light several lessons which have been highlighted by G500-MOL-20-006 which tells us: "Initial data analysis of the event indicates the aircraft flight control system entered Angle of Attack (AOA) limiting mode at approximately 40 feet Above Ground Level (AGL) following a series of large, rapidly alternating pitch stick inputs. Once in AOA limiting mode, the aircraft did not respond as expected to subsequent aft stick inputs, resulting in the hard landing." Furthermore:

As a precaution going forward, operators are reminded that Section 01-03-40 of the G500 Airplane Flight Manual (AFM) provides the following guidance: “Rapid and large alternating control inputs, especially in combination with large changes in pitch, roll or yaw, and full control inputs in more than one axis at the same time, should be avoided as they may result in structural failures at any speed, including below the maneuvering speed”. Adherence to this procedure also mitigates activation of AOA limiting in scenarios similar to the event described.

You should also view the excellent video referenced in G500-MOL-20-007. To summarize: Make the necessary half-the-steady, all-the gust, up to 20 knots VREF additive and hold that to the threshold when your autothrottles will begin to retard normally. Avail yourself of the TSC Perf Landing gust additive to ensure you have enough runway. Be gentle with the stick. Avoid rapid control inputs and reversals in pitch, roll, and yaw axis. Make note of these changes to the AFM.

Maximum Crosswind Landing Component

[AFM, §01-02-10, ¶3.d.] The maximum crosswind component for landing (including gusts) is 22 knots.

The video makes note of the fact AOA-Limiting occurs sooner with "wing low" crosswind controls and that you should hold the crab until approaching the flare. For more about how to do this, see: Crosswind Landing.

Approach Speed

[AFM, §01-03-40, ¶15] Approach Speed

  1. Approach speed for normal approaches (Flaps 39) is VREF + half the steady state wind plus the gust increment up to a maximum additive of 20 knots.
  2. Minimum approach speed is VREF + 5 knots.
  3. Approach Speed shall be maintained to the runway threshold and shall be used to determine landing performance except for abnormal flap approaches. Abnormal flap approaches must comply with the procedures in section 03-12-10, Zero Flaps or Partial Flaps Landings.

At long last at least one manufacturer acknowledges that the idea you need to magically return the airplane to VREF after adding a gust additive is not practical. It is much safer to ensure you have the necessary landing distance and keep the additive. More about how to do this: Gust Additives.

Normal Control Laws

[AFM, §01-27-10]

WARNING

RAPID AND LARGE ALTERNATING PITCH CONTROL INPUTS, SUCH AS AN ABRUPT PULL-PUSH-PULL, MAY REDUCE THE AIRPLANE RESPONSE TO SUBSEQUENT CONTROL INPUTS TO LESS THAN WHAT MAY BE REQUIRED FOR NORMAL AIRPLANE HANDLING.

NOTE

AOA limiting may occur without stick shaker activation or display of FCC AOA Limiting (advisory) CAS message below 400 ft.

Takeoff and Landing Data (TOLD)

[AFM, §01-34-40, ¶5.] The approach speed additive shall be entered into TOLD to calculate runway landing distance. Maximum landing weight shall be calculated by utilizing the approach speed additive in 05-11-20, Tire Speed and BKE Limited Maximum Landing Weight or 5A-11-20, Tire Speed and BKE Limited Maximum Landing Weight.

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Photo: GVII Touch Screen Controller Perf Landing Page, with a 5 knot VREF additive
Click photo for a larger image

Yes, this is a change to the way we've always done things, but it makes sense. Why? See: Gust Additives. Make note of the word "shall," this is not an optional procedure. Also note that this will not automatically bump the speed for the autothrottles, you still have to do that using the manual speed button. A note in the landing section of normal procedures has been upgraded to a warning and the language strengthened a bit:

[AFM, §02-05-50, ¶5.] Landing and [AFM, §04-08-40, ¶8.] One Engine Inoperative Landing Procedure

WARNING

APPROACH SPEED IS VREF + 5 KNOTS; HOWEVER, IN STRONG WIND CONDITIONS, ADD TO VREF 1/2 OF THE STEADY STATE WIND PLUS THE GUST INCREMENT TO A MAXIMUM ADDITIVE OF 20 KNOTS. APPROACH SPEED, INCLUDING ANY GUST ADDITIVE SHALL BE MAINTAINED TO THE THRESHOLD AND SHALL BE USED TO DETERMINE LANDING DISTANCE.

So this has become procedure for normal and engine out landings. What about a no flap?

Zero Flaps or Partial Flaps Landings

[AFM, §03-12-10, ¶4.b.] Airspeed — Establish VREF at the Runway Threshold.

So there remains a time when you are asked to lose the additive and that is with zero or partial flaps.

Threshold Speeds

What is notable about this change is what has been deleted:

[Previous AFM, §05-11-10, ¶1] For the GVII-G500, a final approach speed margin of 5 KIAS is recommended but not mandatory.

G500 AOM Rev 6

Post by: ja1

Posted: 27 Feb 2020

Cold Soak

The section (AOM, §03-01-10) that used to say "Airplane start-up is prohibited after extended exposure to ambient temperatures below -40°C. For temporary shut-downs at temperatures below -40°C, the airplane is to be considered cold soaked if the time with airplane power off exceeds 5 hours." has been deleted.

For ASC 022 / EASA aircraft, this section (AOM, §3A-01-10) used to say the procedures were good "down to -20°C" but now say "below -20°C." Paragraphs saying you could have CPAM Fail CAS messages or delayed HUD symbology have been deleted.

De-ice prior to engine start

The Preflight Inspection section (AOM, §03-01-20) that once told you to shut down the APU and close the TROV and then sent you to the section on de-icing, now simply sends you to that section.

External Engine Heating

The section (AOM, §03-01-40) that required you to preheat the engine if the engine oil temperature is at or below -30°C prior to start and if it had been less than 8 hours since shutdown has been deleted.

For ASC 022 / EASA aircraft, this section (AOM, §03-01-40) is still present, a note was moved prior to exiting the checklist.

Cold Weather Operations Engine Starting

For ASC 022 / EASA aircraft, this section AOM, §3A-01-50) is greatly simplified. You no longer have to deselect the generators but are told that "During cold weather starts, oil pressure may temporarily exceed maximum pressure limits until oil temperature rises."

Cold Weather Minimum recommended brake temperature

The sections (AOM, §03-01-60, now §03-01-50, and for ASC 022 / EASA aircraft §3A-01-06) that told you to avoid puddles and slush during taxi is changed to remove that and add "For taxi on contaminated surfaces, utilize brakes to achieve a minimum brake temperature of 100°C. This aids in dissipating moisture in the brakes." This is in keeping with general practice using carbon-carbon brakes, but it isn't easy getting the brakes that warm before takeoff. See: Carbon-carbon brakes.

Post De-Icing Inspection

It may seem minor, but the title of the paragraph in AOM, §03-01-70 (now §03-01-60) that used to be "Preflight De-Icing Inspection Checklist" is now "Post De-Icing Inspection Checklist" is actually quite important. The checks must be accomplished after de-icing, you cannot assume the de-ice was successful.

Operations without TOLD Database Installed

This section (AOM, §07-02-40) has changed quite a bit:

  • The takeoff data section is simplified.
  • A taxi section is added that notes the FCS pitch trim indication defaults to Flaps 20° and that it is okay to set a Flaps 10° trim setting, even though the indication may remain white or amber on the TSC/POF/Taxi display.
  • A climb section is added, noting you must clear all V-speeds except VREF.

Entry Into Service - Day 1

Post by: ja1

Posted: 21 Feb 2020

I had — emphasize "had" — a recurring nightmare that the day we first brought our new, shiny G500 to our hangar we would find out the airplane doesn't fit. When I was first asked to consider the airplane, I got myself a 125' tape measure and measured. We have a 95 feet, 1 inch gap when our hangar doors are fully open. Our G450 fit without a problem. But a G500 is (87'1" - 77'4") = 9'9" wider. So, theoretically we only have (95'1" - 87'1") / 2 = 4' on each wing. Theoretically.

Along the way I had a stripe painted right down the middle of the hangar. And then just outboard of each main gear. I sent everyone to marshaling school. We instituted very strict wing walking procedures: hand on the wing, other hand stretched out, driver stops as mains cross threshold, each wing walker verbally confirms clearance. But still the nightmares persisted. But today we brought her in. Four feet on each wing to spare.

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Photo: 87 feet, 1 inch, about four feet on each wingtip
Click photo for a larger image

The first thing we did was do three takeoffs and landings for one of our pilots, each with an ILS approach and a quick reloading of the flight plan in the FMS, all handled by our Entry Into Service (EIS) pilot. Then I got into the seat with a reload of the flight plan to KBED. The FMS loaded with a speed of 160 knots and altitude of 180 feet. Try as we might, we couldn't change that. Our EIS pilot called all the experts and all we heard was "we've never heard that one before." Finally someone suggested pulling and resetting the MAU circuit breakers. That worked, but I told the EIS pilot, "let's never do that again."

We flew the airplane to KBED for my third landing in the jet. All was good. Then off to KIAD, still good. Back to KBED, still good. The 160 knots / 180 feet reload remains a mystery. So far I have had four takeoffs and landings, my partner four more. So far every landing in the airplane I've witnessed was what we in the G450 world would call perfect: on speed, in the touchdown zone, smooth. I am going to like this airplane.

Entry Into Service - Day 2

Post by: ja1

Posted: 22 Feb 2020

The previous night we got a chip detector message so we inspected that in the morning, delaying our start a little.

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Photo: A chip detector with a few chips (those things that look like bubbles on the brown collar)
Click photo for a larger image

Pratt & Whitney recommends and will pay for a complete oil system flush between 50 and 100 hours, replacing the oil and the oil filter.

We flew off to Memphis for some barbecue. The good folks at Wilson Air placed us right under their canopy.

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Photo: A GPS-unfriendly canopy
Click photo for a larger image

I've parked under that canopy with three different models of Gulfstreams and never had an issue. This time everything was fine until the synthetic vision started moving the world around us until it had enough and quit. Then the exocentric view on our displays quit too. Neither came back.

We did some more maintenance training and then called it a day.

Entry Into Service - Day 3

Post by: ja1

Posted: 23 Feb 2020

On day three we went to Teterboro because we are drawn to it like moths to a light bulb, we can't help ourselves. The FMS once again, defaults to 160 knots but this time to 1050' altitude. We powered down to black, brought it back to life, and things worked as they should.

We flew on to Atlanta Peachtree for some lunch but left the aircraft powered as we re-planned for St. Petersburg Clearwater. Again the FMS forced us to 160 knots but this time only 60 feet. So we did the power down routine again. After that leg, our plan was to return to Bedford for a pending trip and now the FMS took us back to the 160 knots and 180 feet:

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Photo: The FMS wants to do 160 knots
Click photo for a larger image

That's when we realized the error happened during all but one FMS flight plan change with the power never shut down since the last landing, the speed was always 160 knots, and the altitude was always the threshold crossing height of our planned destination. The next day's trip canceled so we called it a night and stayed at KPIE.

Entry Into Service - Day 4

Post by: ja1

Posted: 24 Feb 2020

We had another robust day of flying planned, four legs in all. I made the mistake of letting my boss know I wasn't feeling well (headache and sore throat) and she was worried about the Coronavirus. I assured her that if it was anything, it was more likely to be the Dos Equis Virus. Well that was the wrong answer and she ordered me home to bed. Oh well.

On the way home, while climbing out in clouds at the appropriate temperature we turned the Cowl Anti-Ice (CAI) on. A few minutes later we got the following CAS message:

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Photo: R-CAI Valve Fail Open message
Click photo for a larger image

Sure enough the right engine CAI was around 55 psi. At that moment we popped out of the clouds so we turned the CAI off in accordance with the AFM. We sent our EIS pilot home and scheduled several days of maintenance with the EIS mechanic. We had a handful of interior squawks, the FMS issue, and this CAI Valve.

Entry Into Service - Day 5

Post by: ja1

Posted: 25 Feb 2020

As I lay in bed, sidelined by what appears more likely to be the Modelo Especial Virus, the maintenance team went to work replacing the CAI valve and reloading software.

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Photo: The Cowl Anti-Ice Valve
Click photo for a larger image

While the airplane is beautiful inside and out, it is hard to imagine it as being "battle ready." The EIS period is five days for the pilot and ten days for the mechanic. Those look like good recommendations to me.

As I write this we still don't know for sure what is causing the 160 knots FMS issue. If you have seen this, please let me know!

Postscript to the FMS Issue

As I write this I haven't tried these solutions, but I will. It appears our problems are common to the fleet given certain conditions on a quick turn. I'll try to isolate those conditons. The proposed solutions include:

  • Switching the nav source back to FMS 1 & 2, as appropriate, taking FMS nave sources out of NAV 1 & 2. Then hit TOGA.
  • If that doesn't work, try loading a new cruise altitude in the Perf Init then put the cruise altitude you want back in.
  • If that doesn't work, try going to manual speeds, spinning something in there, then back to auto speeds.
  • Also, make sure you're uploading a recall into the FMS before doing any Perf Init or Takeoff Init computations. That should also prevent the CYAN TO/GA Fixed Pitch CAS from manifesting. If you do see that one, load a new cruise altitude then go back to what you actually want for the cruise altitude in the Perf Init.

Another Postscript to the FMS Issue

I am impressed at how our users knew how to deal with this even as the test crews at Gulfstream did not. So far this has happened to me one more time and pressing TO/GA after the new flight plan was loaded instantly cured the problem. Video: G500 FMS Flight Plan 160 Knot TO/GA Fix.

Flight Control Surface Shutdown (Airworthiness Directive)

Post by: il1

Posted: 14 Feb 2020

The FAA has received at least 30 reports of the flight control computer (FCC) commanding flight control surfaces into damped by-pass mode (surface shutdown). During the investigation of these events, it was discovered that the existing GVI and GVII airplane flight manuals, in most cases, allow continued flight after a surface shutdown, and the GVI airplane flight manual allows takeoff with an inboard spoiler shutdown.

The FCC commanding of a surface into damped by-pass mode is the protection provided against flight control hydraulic force fights and flight control surface hard-over events. If the FCC detects a flight control anomaly, it commands the surface into damped by-pass mode. The FCC software will not command a second surface on an axis of control into damped by-pass mode. Any flight control surface shutdown results in the loss of FCC-provided protection against future flight control surface hard-over and force-fight events on the remaining, operable flight control surfaces on that axis of control. In addition, certain other system failures will result in the loss of FCC protection against flight control surface hard-overs and force-fights.

Loss of flight control surface protection could lead to loss of structural integrity of the airplane and loss of control of the airplane. The FAA is issuing this AD to address the unsafe condition on these products.

Download the Airworthiness Directive: Airworthiness Directive 2020-02-18.

UPDATE 15 Feb 2020

Gulfstream has released G500-MOL-20-0004 that points out AFMS GVII-G500-2019-08 last year that addresses this issue. That AFMS directed a "Land as soon as possible" step for many of the flight control related abnormal and emergency procedures.

The Final (?) Type IV Anti-Ice Update

Post by: ja1

Posted: 1 Feb 2020

We are no longer prohibited from using Type IV Anti-ice fluids.

[G500-MOL-20-0003] Gulfstream has successfully completed certification efforts in accordance with Federal Aviation Administration (FAA) Policy Statement PS-ANM-25-10, which contains new guidance for approval of the use of Type II, III, and IV deice and anti-ice fluids. As a result of thorough testing and evaluation, the following Airplane Flight Manual (AFM) limitation has been developed:

[GVII-G500 AFMS 2020-01, §01-30-50] Anti-Ice and De-Ice Fluids

01-30-50: Anti-ice and Deice Fluids

  1. Approved SAE Type Fluids:
    1. Type I Glycol-Based Fluids (AMS1424)
    2. Type I Non-Glycol-Based Fluids (AMS1424)
    3. Type II, III, and IV Glycol-Based Fluids (AMS1428)
  2. Use of the approved fluid types is prohibited at ambient temperatures below the Lowest Operational Use Temperature (LOUT) specified for the fluid. LOUT data is available in the Operating Manual (OM), Section 03-02-10: Holdover Times for Type I, II, III and IV Fluid Mixtures.
  3. Wing Anti-Ice shall be selected on prior to takeoff when operating with Type II, III, or IV fluids applied.
  4. The cumulative time with Wing Anti-Ice ON and Type II, III, or IV fluids applied shall not exceed 20 minutes prior to takeoff.

[G500-MOL-20-0003] As specified in AFM Section 01-30-20, Wing Anti-Ice must be selected ON for a minimum of 4 minutes prior to takeoff. The 20-minute cumulative time, identified in item 4 above, is intended to prevent coagulation of the anti-ice fluid on the leading edge while providing some operational flexibility prior to takeoff. Operators maintain the ability to turn Wing Anti-Ice off, in the event of a departure delay, to stop the cumulative 20-minute timer. When the Wing Anti-Ice is selected back ON, the minimum time specified in AFM Section 01-30-20 must again be observed. Detailed guidance on operations with Type II, III and IV fluids is provided in OM Sections 03-01-70 and 3A-01-70.

For an even better explanation, see §03-01-70, quoted in the G500 AOM Rev 5 update given below.

G500 AOM Rev 5

Post by: ja1

Posted: 1 Feb 2020

This revision is primarily about cold weather operations and de-ice / anti-ice procedures. It was issued on the same day G500-MOL-20-0003 was issued, removing the Type IV Anti-ice fluid restriction.

Pedestal Trim Switches

AOM, §01-01-70: FCS Trim Checks — The "Backup Pitch Trim" switch has been renamed the "Pedestal Pitch Trim" switch but the procedure itself is identical. They forgot to rename it on step d, so we might see another change to this in the future.

Cold Weather Operations

AOM, §03-01-10: Cold Weather General Guidances — Airplane start-up is prohibited after extended exposure to ambient temperatures below -40°C. For temporary shut-downs at temperatures below -40°C, the airplane is to be considered cold soaked if the time with airplane power off exceeds 5 hours.

AOM, §03-01-20: Preflight Inspection — Directs you to shut the APU down and close the TROV if deicing prior to engine start. It also references a deice procedure in §03-01-70.

AOM, §03-01-30: Airplane Power-up— Provides criteria for when the batteries should be warmed (if cold soaked less then -20°C). Where the procedure used to say "allow the cockpit to reach normal operating temperature by waiting 15 minutes before continuing normal checks or AFM procedures," the 15 minute time period has been deleted.

AOM, §03-01-40: External Engine Heating — A nonsensical note about the rate of engine oil cooling was removed.

AOM, §03-01-50: Engine Starting — The procedure has been simplified. You don't need to switch the engine generators off prior to start.

AOM, §03-01-70: De-icing and Anti-icing — Adds an explanation to why wing anti-ice must be selected prior to takeoff, limits the time WAI can be on, and provides actions if the time is exceeded:

  • Type II, III, and IV anti-ice fluids are high viscosity fluids. During the takeoff roll, the fluids are designed to shear off the wing during the takeoff roll, however a limited amount of fluid can accumulate along the leading edge of the wings during takeoff roll and then flow over the top of the wing as the aircraft rotates. This characteristic is called a secondary wave and can momentarily degrade the aerodynamics of the wings. Wing Anti-Ice (WAI) heats the wing leading edges and applied anti-ice fluids preventing this secondary wave behavior. Because of this secondary wave behavior, if Type II, III or IV fluid is applied to the wings, WAI must be on prior to takeoff.
  • WAI may not be on for more than an accumulated total of 20 minutes. If WAI is on for more than 20 minutes, the fluid begins to coagulate on the hot leading edges and contaminates the wings in the same manner as snow and ice. If WAI is turned on in anticipation of takeoff and the takeoff is subsequently delayed, turn WAI off until takeoff is again expected within a few minutes. The time when WAI is off does not count toward the 20-minute time limit.
  • If the 20-minute cumulative limit is exceeded, the fluid must be washed off the leading edges, then reapplied if necessary, before takeoff. Additional applications of de-ice or anti-ice fluid are not effective to clean the wing leading edges.

The procedure also adds "coagulated anti-ice fluid" to the list of things that need to be inspected "hands-on" during preflight de-icing inspection.

AOM, §03-01-90: Lineup / Takeoff — Warns that TAT indications on DU2 and DU3 should be within 4°C of a source off the airplane, such as ATIS, Tower, or METAR.

AOM, §03-01-110: Landing — The Highlights for Revision 5 says a warning and a new step were added, but the text of this section appears unchanged.

AOM, §03-01-120: Taxi / Parking — A typographical error was corrected.

ASC 022 / EASA Section 3A

It appears section 3A has been added for ASC 022 / EASA. At first glance, the section mirrors Section 3 but not all of the Revision 5 changes have been adopted and some of the adoptions have changed. Section 3A-01-30, for example, mirrors Section 3-01-30 from Revision 4. Section 3A-01-50 still requires the engine generators be shut off prior to engine start. It is almost as if the person doing this section didn't get all the memos issued to the person doing Section 3.

Holdover Tables

AOM, §03-02-10: Holdover Times for SAE Type I, II, III, and IV Fluid Mixtures — Updates tables with 2019-2020 FAA Guidance.

Cold Weather Altimeter Errors, Temperature Compensation

AOM, §03-02-20: Cold Weather Altimeter Errors — Improves the readability of the explanation while reformatting and decreasing the readability of the table.

AOM, §03-02-40: Temperature Compensation — Adds three photos of the TSC Flight Plan page before temp comp, pending activation, and following temp comp.

High Altitude Airports

AOM, §03-03-40: Line Up / Takeoff: High Altitude Airports — Corrected a grammatical error.

Oil, Fuel, and Other Handling Procedures

AOM, §04-01-20: Fuel Servicing — A note referencing an ECB (Electronic Circuit Breaker) was changed to a SSPC (Solid State Power Controller). Another note was corrected to say maximum overwing fuel load is approximately 22,500 pounds (and not 22,600 pounds).

Several of the servicing sections used to read as if they came from the maintenance manual and contained information a pilot would not need. These have been cleaned up nicely.

Performance

AOM, §05-09-10: General Information — We are told that if we come up with a equivalent water depth for slush, wet snow, and dry snow of less than 3 mm, we are to use 3 mm. This can be confusing given the lower value on the table other than 0 is 5 mm. But the verbiage in previous paragraph says you can divide dry snow depth by 6 to get an RSC. So if you have 12 mm of dry snow you have an RSC of 2, but you are to use 3 mm. Gulfstream also added the title "MAXIMUM RECOMMENDED CROSSWIND BASED OF CANADIAN RUNWAY FRICTION INDEX" to the crosswind component chart. That changes the importance of that chart significantly.

AOM, §05-10-10: SID Climb Performance (OEI and AEO) — This was moved from the old Section 05-05-60 and the title was changed. But everything within the section appears to be identical.

QFE Operations

AOM, §07-02-10: QFE Operations — Now specifies you set QNH before entering the flight plan and conducting the Perf Init and Perf Takeoff, and then setting QFE.

Another Rudder Wedge Photo

Post by: ja1

Posted: 17 Jan 2020

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Photo: G650 Rudder Wedge Installation
Click photo for a larger image

The G650 rudder wedges are being installed in the field. I thought this would be of interest since they are built into our G500s and G600s. To install on the airplanes without them, the paint is stripped and a wedge half is glued onto either side. The wedge itself is white, the blue/green tape is used to keep it in place as the adhesive cures. The tape is removed and then the wedge itself is painted to match the desired color.

Why is this of concern? See below: Rudder Wedges, the G650, the G600, and the G500

Recommendations to Prolong the Life of the Main Batteries

Post by: ja1

Posted: 15 January 2020

[The Gulfstream Journal, January 2020, p. 6]

  • The battery service life and electrolyte consumption of Ni-Cad Batteries will vary depending on the duty cycle, average ambient temperature, and charge method utilized. The Gulfstream large cabin family of aircraft implements Ni-Cad Batteries in the Left/Right Main Ship Battery (MSB) positions. G650/G650ER and G500/G600 also have an Electrical Backup Hydraulic Actuator (EBHA) Battery.
  • Gulfstream suggests the following recommendations to prolong the life of these batteries:
  • Duty Cycle. Battery life is negatively-impacted with higher utilization. While both Left/Right MSBs are used to support aircraft power on and Aux Hydraulic Pump operation, the Left MSB is used to assist an APU Start. As a consequence, the higher duty cycle experienced by the Left MSB will result in lower service life compared with the other Right MSB. The EBHA Battery will mostly remain as a backup power source with a much lower duty cycle compared with the MSBs. Gulfstream Recommendation: an effective way to compensate for the difference in duty cycle between the Left and Right MSB is by doing a scheduled rotation that will swap both MSB at a given interval. That practice will contribute to balance and maximize the life between both MSBs. Another important recommendation to reduce the duty cycle on MSBs is minimizing the time spent on batteries only and avoiding running the Aux Hydraulic pump for extended durations.
  • Average Ambient Temperature. Intrinsic to the Ni-Cad technology is the fact that battery life will reduce with the increase of average ambient temperature. A rule is that battery life is reduced in half (TBC) for every 10C° increase in average ambient temperature. Gulfstream Recommendation: operators may want to consider removing the battery from the aircraft and keep those in ambient room conditions in case of prolonged parking in hot weather conditions.
  • Charge Method. All Gulfstream large-cabin aircraft utilize a dedicated Battery Charger to charge each battery individually, and this is considered by battery manufactures the best method to ensure a longer battery life in the field when compared with float charge.

Another Reason to Wait for the IRUs (Fuel Upload)

Post by: kl1

Posted: 21 December 2019

Approaching 250 hours in our 600. So far so good. Only issue was trying to take on a full load of fuel one day in Hong Kong. Could not get more than 40,100#’s. Unfortunately, we began fueling PRIOR to the IRS’s being fully online. We, and GULFSTREAM, believe that was most likely the cause. We have done numerous full fueling tests since that event with no issues, AS LONG AS YOU WAIT FOR ALL THREE IRS’s TO INITIALIZE. There do seem to be fewer issues the longer you wait to fuel after alignment.

Type IV, Light at the end of the tunnel?

Post by: ja1

Posted: 15 December 2019

I am in negotiations with Gulfstream about the delivery of our G500, which we have formally refused until the Type IV Anti-ice issue is resolved. With the end of the year approaching, that has caused some focus on our account and this issue. So they have been listening. One of my complaints is that we customers are being left in the dark about the reason all this has happened and when we can expect resolution. They promise an official letter on all of this shortly and have asked me to help get the word out. I will email all members of the users group when that happens. In the interim, here is what they are saying about the issue right now:

  • The certification basis for the G500 and G600 was set by the FAA in 2013.
  • A new FAA policy statement (PS-ANM-25-10) was issued in March 2015 which set new rules for approval of Type II, III, and IV deicing/ anti-icing fluids. An FAA review resulted in this new requirement being levied on the G500 and G600 after the G500 was certified.
  • When Revision 3 of the G500 AFM was issued (July 16, 2019) a limitation (01-30-50) was added restricting the airplane to Type I de-ice / anti-ice fluids.
  • Certification testing is underway right now.
  • Certification completion and AFMS publication is expected in January.

HUD Comp Fan Fail

Post by: ja1

Posted: 7 December 2019

What the AFM says:

[AFM, §3C-08-40]

  • Possible Cause: The HUD computer fan has failed.
  • Displayed CAS: HUD Comp Fan Fail
  • System Impacts: HUD computer cooling capability reduced.
  • Corrective Action: avoid extended fan operation

What the FAQ says:

[FAQ, p. 44] If the message continues to cycle on and off, SSPC #3417 (HUD FAN L) may be pulled to prevent nuisance cycling. It is recommended the SSPC be reset for ground operations. Fixed in G500 Block 1.

What I've Learned Elsewhere:

The HUD COMP FAN FAIL message was designed to display when the HUD is on and the fan isn’t working. The system determines that the fan is operating by looking at the fan motor current draw. If the motor’s current draw is zero to x amps and the fan motor is supposed to be running, the CAS message will post because the assumption is the fan motor isn’t operating due to the low current draw.

This plan worked perfectly in the lab but on some installations depending on cabin altitudes the amp draw required to operate the fan drops so low that the system assumes the fan isn’t operating, the CAS message is posted. The fan continues to operate but the system thinks it isn’t working.

The system message anomaly first occurs around FL330 - FL350. The CAS message posts every time the amperage drops to the trigger value. An annoying on and off chime occurs until climbing through an altitude that gives a cabin altitude high enough that the fan current draw is low enough to keep the CAS message displayed constantly. The fan motor continues to run, the message posts but has no effect on the fan motor.

The problem is that you normally do not fly above FL410 so the CAS message cycling doesn’t go steady until approx 41,300 feet, that’s what we experienced. You will have to pull the circuit breaker to stop the flashing and cycling tones at FL410. On descent passing through FL300 or so, reset the breaker.

It’s important to note, the HUD can continue to be operated at altitude without the fan operating.

Post by: ja1

Posted: 7 December 2019

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Photo: G500 aft-left wing link
Click photo for a larger image

There are a series of large and small wing links that do the job of attaching the wings to the fuselage. They are shaped like dog bones and have hollow pins in bushings held in place with bolts at each end. The tolerances are very small but with some aircraft there can be some play that is noticed during turbulence as a slight popping noise. The fix is to shore the airplane to remove the load from the affected wing link and replace the bushing. The shoring process takes a day the remove and replace operation just a few minutes.

So how do you know you have this problem? I was told someone seated over the wings might notice a slight popping noise underneath during "heavy turbulence." We noticed it in turbulence that I would call no worse than moderate. So we replaced two wing links.

A Better Visual Approach

Post by: mm0

Posted: 6 December 2019

The search for how to program a visual approach has yield this improved method on the FSI desktop trainer:

  1. Select Landing Runway and apply to Flight Plan
  2. FMS > FMS Tools > Fix Info > FPLN WPTS (select the runway)
  3. Enter Point with reciprocal of inbound and a distance (I used 040/5, for a 1500’ gate)
  4. **** The desktop trainer would not allow me to apply this to the flight plan. The aircraft may allow this. If not, see the following steps ****

  5. You will see a blue triangle on the map which represents your point. Use your CCD to click directly on top of that point and go DIRECT.
  6. Re-select the point (CCD or FMS) and choose to INTERCEPT with the published runway heading.
  7. Select the fix and go to CROSS/RTA to enter the 1500’ gate.

UPDATE: A better solution: GVII Visual Approach Programming

Yet Another Type IV Anti-Ice Update

Post by: ja1

Posted: 4 December 2019

Two days ago the chief test pilot of the G500 program (they seem to have a lot of those) told a recurrent class that the results of the tests two weeks ago were that they found the Type IV fluid tended to pool in a "deadzone" behind the leading edge of some portions of the wing and caused a very slight degradation of lift. In fact, this fluid dried and was noticeable after landing but it washed right off. Their corrective action will be to require the wing anti-ice be turned on "a few minutes" early to burn it off.

I suppose it doesn't hurt to burn the fluid off the leading edge since it will be burning off the contamination as well, so I suppose this solution should be workable. But I do have a concern that the information from another one of their chief test pilots just a few weeks ago was different and that they didn't notice any problems during developmental testing. I am also wondering why this news comes through a recurrent class where the rest of us in the field are left to wonder when we will be able to use Type IV.

As I wrote three weeks ago, we delayed delivery of our airplane until this issue gets resolved. Of course there was pushback from Gulfstream and at one point I was told we were the only customer doing this. One of their responses was we could take delivery later, but we would have to pay our balance due on the airplane by the end of the month. This week I told them that wasn't going to happen and we would not close on the airplane until the airplane was actually "all weather" as the product specification says. And they agreed.

Rudder Wedges, the G650, the G600, and the G500

Post by: ja1

Posted: 12 November 2019

As you may have heard, the G650 has experienced a few instances of what have been called “Dutch roll oscillations” (G650 ASC 134) resulting in release of G650ER-MOL-19-0015 which reports a crew receiving an amber Rudder Fail CAS followed by a yawing motion that persisted until the aircraft was slowed in accordance with their QRH procedure. The fix is to install wedges on the rudder which dampen any oscillations by creating a centering force on the rudder. Until then they have a new speed restriction. That leaves us in the GVII world wondering if this G650 fly-by-wire issue impacts us. I hear that the rudder on the G500 and G600 have been modified and do not have this "unpowered rudder oscillation."

While I was inspecting our G500 right out of the paint shop last week I noticed the trailing edge of the rudder was flared very slightly and I have now been told that is the wedge we’ve heard will be put on the G650 (and is already on the G500 and G600) to take care of the Dutch roll oscillations. Gulfstream released a Customer Call about this. I described this wedge as no more than 3 or 4 mm in size but if you look at the photo (look at the stripe) it may be that the wedge begins around 15 mm from the edge and tapers out.

I also heard from an “inside” source that the original problem was actually discovered during G500 certification which is why the GVII comes originally with what we have learned to call the wedge. I was sent the attached photo from a G600 showing that wedge. It is very hard to see on the photo but the sender included a drawing that accurately depicts what I saw on my rudder.

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Photo: The rudder wedge on a G600
Click photo for a larger image

Another Type IV Anti-Ice Update

Post by: ja1

Posted: 12 November 2019

Up until this morning, my flight department was scheduled to take delivery of our G500 early next month and give up our G450 a week later. The AFM limitation restricting us to Type I Deice fluid only came out when I was in initial and it has taken me months to wrap my head around the problem. Over the weekend I realized that the best case scenario for us would be to have the Type IV tests completed this week, add a week for Gulfstream to submit the results, and 30 days for the FAA to remove the restriction. That takes us to Christmas. I cannot trade a fully capable G450 for a G500 that is not capable of taking off in icing conditions. We are based in New England, after all. So, this morning, I let Gulfstream know we will not accept the airplane until this is resolved.

I am now told there is a G500 on its way to Alaska to get the certification done. So I am now hoping for an early January delivery date. I am relaying this information in case you are wondering about when we will be getting Type IV permission. I am betting on January.

Type IV Anti-Ice Update

Post by: cg0

Posted: 5 November 2019

I heard from a member of the design/test team some reassuring news about the delay of getting approval to use Type IV Anti-ice fluid. He says that during “developmental testing” of the G500 and Type IV anti-ice fluid, the airplane did well and far exceeded the tolerances needed for certification, but there was no one from the FAA on board. They basically need to perform takeoffs at the right (cold) temperatures in VMC conditions to measure the lift degradation with the various types of Type IV on the wing and measure the performance. The airplane did so well they decided to skip the 2nd phase of the process and go right to “concurrent testing,” which is done concurrently with the FAA on board. But then they forgot to follow through.

Months later a G500 took off from a Russian airport with Type I fluid on the wings and the fluid appeared to “bake” on the wing’s leading edges. GAC investigated, determined that this was likely due to the quality of the fluid since this had not been reported before. (The residue brushed off without much effort.) But then they realized they never got around to getting the official okay from the FAA about Type IV and levied the restriction we have been living with.

On one hand this is bothersome: how could they have neglected this certification? But on the other hand it is reassuring. The tests have already been passed all they need to do is repeat this with the FAA on board. I am told it takes a week to process the results and the FAA 30 days to approve it. So that is where we are. They are waiting for cold temperatures in VMC conditions where they can repeat the tests with FAA inspectors on board.

Fault Detection and Exclusion (FDE)

Post by: sf1

Posted: 5 November 2019

Have you ever wondered about the AFM limitation (01-03-10: Types of Airplane Operations Permitted) that says in several places: GNSS FDE availability must be verified prior to flight? In previous airplanes we assumed this meant the RAIM check but our AFM doesn’t put it that way. RAIM (Receiver autonomous integrity monitoring) simply assesses the integrity of global positioning system (GPS) signals in a GPS receiver system and we do have ways of checking that from our cockpit avionics. FDE (Fault Detection and Exclusion) goes one step further and lets us know which satellites to exclude from consideration. The regulations require FDE for oceanic and other operations. Our FMS doesn’t do this automatically and our AFM says that “GNSS FDE availability must be verified prior to flight.” How do we do that? I asked and was told that is up to us and our service provider. My service provider is ARINC Direct and our defaults did not include FDE. One phone call later and it does. (See screen grab.) The pull-down menu did not include an FDE option until we asked for it. If you solve this riddle with another service provider, please let me know how you did that and I will pass that along. See AC 20-138D for more about RAIM versus FDE.

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Photo: ARINCDirect FDE selection, example
Click photo for a larger image

Once this is done, you should get a reassuring note about FDE at the end of your flight plan:

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Photo: ARINCDirect flight plan with FDE note, example
Click photo for a larger image

TO/GA Recovery

Post by: tp0

Posted: 5 November 2019

If you’ve ever hit the TO/GA button inadvertently during an approach and wondered how to recover the answer is you cannot if you are in IMC. Unlike other Gulfstreams, TO/GA in the GVII not only sequences the FMS into the missed approach, but it also gets rid of the approach navigation aids and pushes everything in the FMS into the go around mode. Unless you are in VMC or have a long way to go, if one of the pilots hits TO/GA, you are going around.

Landing Gear Handle Brightness at Night

Post by: tp0

Posted: 5 November 2019

Have you wondered about the landing gear handle light being too bright at night? Go to night presets and increase the brightness if you need to. That will be dimmer than using the default day brightness turned down to its lowest setting.

High, Hot, and Heavy Flaps 10°

Post by: tp0

Posted: 5 November 2019

If you were wondering about the high, hot, and heavy note to retract flaps to 10° at 180 knots and up at 200 knots it was because they discovered a G500 in those conditions leaving Rwanda got several “airspeed low” audible warnings. Further investigation revealed the system worked as advertised, the aircraft was never unsafe, but the messages proved unnerving for some passengers. There is evidence to suggest the advantages of taking off with Flaps 10° could outweigh the negatives and this might become our preferred takeoff flap setting.

Visual Approach Setup

Post by: tp0

Posted: 5 November 2019

Technique

  1. Arrival POF: Select Runway and apply.
  2. Type in ICAO/opposite runway bearing/6 nm.
  3. Let FMS figure out crossing altitude.
  4. Make crossing altitude a HARD ALTITUDE for newly created waypoint.
  5. Select LNAV/VNAV.

Example (say no approach to Runway 26 at KTUL):

  1. Arrival Phase of Flight - Select Runway 26 with no approach.
  2. Type in waypoint before RW26 on Flight Plan page on TSC (KTUL/086/6).
  3. FMS will kick back say 2200 feet for altitude at this waypoint.
  4. Type in hard altitude of 2200 feet.
  5. Select LNAV/VNAV.
  6. If it worked well and the Crew went to this airport a lot, they could create a custom waypoint, maybe call it T26, FAF26, etc. Then they could just type in FAF26 and put 2200 in when wanting to do a visual approach.

Note: this only works where the airport's geographic center is somewhere along the runway. We are searching for a solution that works for any runway but the finest minds at Gulfstream and FlightSafety have yet to crack this puzzle. If you figure it out, please let me know.

UPDATE: A better solution: GVII Visual Approach Programming

Entry into Service Lessons Learned

Has your entry into service been trouble free? What do you wish you knew before you had to learn it the hard way? Here are a few submissions.

Post by: Various

Posted: 25 September 2019

  1. Some airports have a 75,000 lb. maximum weight restriction that other Gulfstreams are able to get around using an ASC that "officially" reduces our maximum ramp weight. Gulfstream says this is in the works for the G500.
  2. The HF defaults to Emergency mode and wrong settings. It is fairly easy to correct but sometimes it doesn’t take the changes until a few tries.
  3. The GCMS has been acting up now and then freezing the moving map on cabin monitors. Gulfstream Maintenance techs are now telling us to wait until the IRUs Align before turning on Cabin power. A 650 driver confirms this is their SOP. This means you will be using flashlights for a few minutes. You cannot reset the cabin using a SSPC, it can only be reset by going to black.
  4. We have also heard of fueling faults resulting from fueling before the IRUs have finished aligning.
  5. The break away trim around the aft lav door...well it sure does break away. It’s often busted for us, scotch tape (shhhh!) to the rescue. When the aft bag door is open and the MED is open a differential pressure causes it to slam and bust. Very flimsy.
  6. Don’t put anything on the floor during power up in the forward lav as there’s a weight sensor. This was a favorite spot for me and others to put a backpack or briefcase. What happens is if the system senses weight there during a system power up it disables water to the forward lav and you’re out of luck until depowering. Very little info out there, as in none, on this and we lost a lot of time chasing this down.
  7. Gulfstream Maintenance told me the 3 (now 4) minute wing heat limitation is basically gumming up deice fluid and causing a lot of bright work issues. He was involved in a deice departure last winter that the bright work needed to buffed out twice to make leading edges look good.
  8. We had the acoustic door closed while waiting on PAX. Once they arrived, we opened the door, but it was how it was opened that affected the CAS. I know we are all trying to be gentle with the hinges and latches and rightfully so. In this case, the door was not retracted past the plastic lever/locking mechanism that makes the acoustic door CAS appear for takeoff and landing. It's the same lever on top of the door that we actuate to move the door open from the stowed position. We had briefed aborting only for conditions unsafe for flight, thus continued the takeoff. Point of the story, we can still be gentle with everything but make sure that door in particular moves past the locking mechanism. Here are two photos. The one on the right “not latched” was closed just enough to not generate the CAS on taxi. However, during acceleration for takeoff, it moved aft enough to open the switch and generate the CAS.

  9. images

    Photo: Acoustic door fully open (left), not fully open (right)
    Click photo for a larger image

  10. Maintenance has asked us to spread the word on the cockpit floor compartment hinges. The current hinges are weak, so please open and close them gently. They believe they are breaking when the doors are overextended while opening.
  11. Maintenance opens the lav door and sets the door stopper when the aircraft arrives back home. If the stopper is set "lever under the deadbolt," the door is more difficult to move. However, with much force, it rips the stopper off the bottom of the door.
  12. Auto switch of speeds to 250 below 10,000 is dependent solely on the rate of descent and when the FCS determines the speed needs to start slowing in order to meet the limitation. This is regardless of altitude Pre-Selector or whether VNAV or FLCH/VSPD is being used. If you look at the VSD, you can see a notch where the descent path shallows out a bit, this corresponds to the altitude at which the FCS has calculated the slow down.

Type I De-ice / Anti-Ice

Post by: ja1

Posted: 24 September 2019

Section 01-30-50 of the AFM says the only kind of deicing fluid you can use is Type 1, period. Why is that?

I've heard two stories out there about the reason Type 4 is not yet approved: Gulfstream hasn't tested the engines for it yet or the fluid cakes on the wings because of the requirement to preheat them 4 minutes prior to takeoff. Turns out the reason does have to do with testing, but not with the engines. This from someone in the G500/G600 Program:

"The FAA has asked Gulfstream to test all fluid types per the 2015 policy memo PS-ANM-25-10 even though this was not part of the originally agreed cert basis of the G500 & G600 models. This new requirement was levied on the aircraft prior to G500 AFM revision 3 and the basic version of the G600 AFM. The limitation will be lifted pending successful completion of the testing as described in the policy statement. Target for this task completion is December of 2019. I believe when you review the policy memo you will find it does not mention anything specifically about engine testing. Indeed, fluid susceptibility of the engine is demonstrated and certified during the separate Part 33 engine test program."

G500 AOM Rev 4

Post by: ja1

Posted: 23 September 2019

The highlights for revision mention contaminated runway takeoff and landing performance plus a few broken links. The only really significant change is we now have a way of adjusting landing distances on contaminated runways for the type of contaminant, the temperature, and our chosen speed additive.

AOM, §05-09-10, Crosswind Limitations on Contaminated Runways — No significant change, they simply fixed two placeholders that said "cross reference" instead of the actual link that got by the editors for Revision 3.

AOM, §05-09-20, Contaminated Runway Takeoff Performance — No significant change, they simply fixed two placeholders that said "cross reference" instead of the actual link that got by the editors for Revision 3.

AOM, §05-09-30, Contaminated Runway Landing Performance — There were several "cross reference" broken links here too. But there were a few things of note:

  • The text used to recommend calculating landing performance using contaminated runway distance data for standing water if weather conditions included heavy rainfall only for EASA operators, it not applies to us all.
  • The text used to specify a 115% additive when landing on contaminated runways; the mention of this in §05-11-30 is now used for this.
  • The landing distance factor table (Table 6) now simply sends you to the appropriate section for the needed factors.
  • The recommendation for landing distance factors used to cite Advisory Circular 25-32 but now simply refers you to the limitations section of the AFM.
  • The text makes note of the fact braking performance is given for autobrakes HIGH or OFF, depending on the runway condition and flaps, with corrections provided for other autobrake settings.
  • The paragraph that notes "If the HUD Flare Cue is displayed during a landing on a wet, standing water, slush, dry snow, wet snow, ice or compacted snow runway, no further landing distance additive is required" now includes instructions on how to get the flare cue display using the HUD/EVS tab of the TSC.
  • The Landing Distance Contaminated Runway, Flaps 39°, Single Thrust Reverser Operational now has a second page, allowing corrections for temperature, the contaminant, and speed additive.

G500 AFM Rev 4

Post by: ja1

Posted: 16 September 2019

The big things here are the change of the pre-takeoff wing anti-ice limitation from three minutes to four and a new rejected takeoff procedure. Not everything that has been changed is on the list of changes page and not everything with a Revision 4 on the page has been changed. The administrative process is a bit lacking.

AFM, §01-03-10, Types of Airplane Operations Permitted — The operation "/I and /G special FMS procedures operations" has been deleted. The ADS-B Out section now says "The installed ADS-B out system complies with EASA CS ACNS Subpart D section 4 (ADS-B Out)."

I am not sure what the /I and /G special FMS procedures are. I initially thought they meant the Block 10 flight plan codes for IRS and GNSS but the fact they've been deleted brings this into question.

AFM, §01-03-20, GVII Temperature Operating Envelope — The minimum temperature for ground start has been lowered from -20°C to -40°C.

AFM, §01-27-20, Degraded Control Law — added "Takeoff is prohibited when operating in a flight control law mode other than Normal (Alternate, Direct, or Backup)."

AFM, §01-30-20, wing Anti-Ice — revised the restriction to read "Wing anti-ice shall be selected on at least 4 minutes prior to setting takeoff power."

AFM, §02-04-10, Taxi — revised the caution to read "Wing anti-ice shall be selected on at least 4 minutes prior to setting takeoff power."

AFM, §02-05-30, Descent — The procedure was to select wing and cowl anti-ice systems when entry into icing is "imminent" but now it says "anticipated."

AFM, §02-06-60, Quiet Shutdown — The old procedure assumed the APU was already secured, the new procedure mentions this explicitly as Step 1.

AFM, §02-08-60, Fuel Balancing in Flight — A note used to say correcting fuel imbalances less than 400 lbs is not recommended. Now it says "Under normal operations, do not balance fuel unless it is near, or above, a limit stated in 01-03-80, Maximum Fuel Imbalance."

AFM, §02-08-100, Departure Airport not in FMS Database — The procedure now walks you through the needed FMS entries.

AFM, §02-08-110, Arrival Airport not in FMS Database — The procedure now walks you through the needed FMS entries.

AFM, §02-08-130, High Crosswind Takeoff Procedure — The procedure now specifies applying the brakes prior to adding thrust, but it appears to have a mistake in that it asks you to set "throttle" prior to brake release instead of "throttles."

AFM, §03-16-150, TSC Blank or Unresponsive — The procedure is the same, but now it applies to a blank or an unresponsive TSC, as opposed to just a blank TSC.

AFM, §03-20-30, MAU / MRC / NAVCOM Overheat — The requirement to descend to 35,000 feet or below has been deleted.

AFM, §04-19-80, Rejected Takeoff — This new procedure codifies what you already knew: throttles - idle, wheel brakes - apply maximum, thrust reversers - apply maximum. Once you are clear of the runway, get into the appropriate checklists.

G500 PAS Rev 3

On the surface of it, this change can be summarized by one thought: the G600 has been certified. The entire PAS bears "Revision 3 (Re-issue) July 15/19" on each page because the title of the manual now includes the G600. Specifically, it says "GVII-G500/G600 Production Aircraft Systems" on each page.

But on the last item shown here, p. 14-18, there is something very big. More about that . . .

Post by: ja1

Posted: 28 August 2019

PAS, p. 2-35 reflects the standardization of the internal baggage compartment door limitation which requires it remain closed above 45,000 feet. (The old restriction in the G500 was 40,000 feet.) Curiously, p. 2-50 forgets about this and still has the old restriction.

PAS, p. 6-19 adds column headings to the flight control mode comparison chart.

PAS, p. 6-23 adds column headings to the pitch and roll control normal / degraded active / passive chart.

PAS, p. 9-7 catches up with cowl anti-ice restrictions: "During ground operations above 15°C, cowl anti-ice operation is inhibited with an engine operating above 72% N1, and CAI will be auto inhibited on ground with TAT > 15°C with an engine operating > 72% N1"

PAS, p. 9-29 adds column headings to the WAI OFF and ON engine idle chart and adds a reference to the AFM for engine vibrations in icing conditions.

PAS, p. 2-32 adds a bullet point about vibrations in icing conditions.

PAS, p. 14-18 completely changes several concepts with flight idle and changes what was called "WAI Idle" to "FIKI Idle." The term "FIKI" does not appear in any other GVII publication that I have. (I've asked the question and have the answer in the next paragraph.) It also formalized what we used to call "KOZ" (Keep Out Zone) into what it now calls the "NDZ" (No Dwell Zone).

From ASC No. 022: "This service change improves engine response and reduces cabin effects during severe Flight Into Known Icing (FIKI) encounters. EEC software version 5.4.2.4 and replacement of the compressor inlet cone optimizes the aircraft engines providing greater protection for operations under icing conditions. Items addressed by this update include: Changes to No-Dwell Zone (NDZ) and flight idle schedule to improve performance during icing; Burner Pressure (PB) limits to protect against over-thrust due to Total Air Temperature (TAT) inputs; Improved N2 threshold for rotor bow abort; Thrust setting updates for increased fan tip clearance."

I've heard that in severe icing the engines can produce noises during ice shedding that can be heard in the cabin. This doesn't happen often (I'm told only 4% of the time under these conditions) but often enough to do something about it. The problem occurs while we are transiting through 41 and 46% N1 during FIKI. To counter this, starting with Block 1 and ASC 022, they have increased the weight of inlet cone on the engine and the FADEC has been modified to allow a smooth reduction or increase of thrust through the NDZ by use of engine speed averaging. Let's say you are at 47% N1 on both engines and need a little less thrust, something that could be achieved by reducing both engines to 44% N1, right in the middle of the NDZ. The FADEC will bring one engine to less than 41% N1 and keep the other above 46% N1, perhaps setting the left engine to 41% N1 and the right to 47% N1, for an effective average of 44% N1 on each. I am told you will be able to see this on the engine instruments but the effect should be transparent if you aren't watching the engine instruments closely. So now you know about FIKI. I imagine this will be explained a bit better in future issues of the PAS.

Radar Course

Post by: mb1

Posted: 28 August 2019

The GVII radar is a marvelous piece of technology which is also used in the GVI. Here is a good way to learn about that radar: https://youtu.be/XhYQgfyU31o.

G500 AOM Rev 3

There is clearly something odd about this change. The list of changes on the "Highlights for Revision 3" page includes pages that were from earlier revisions. AOM, §01-01-90, Flight Controls Check, for example, is identical but the page says REVISION 3 and the change bars would have you believe the entire procedure was rewritten, but they are identical. This is true for several items. You would believe QFE operations are completely changed, for another example, but they are identical to Revision 2. Some of the pages with REVISION 3 on the bottom right have not been changed, some of the pages with revision bars are from earlier changes. So I've ignored all that and only included what appears to be changed since Revision 2.

Post by: ja1

Posted: 3 August 2019

AOM, §01-01-40 now has you check oxygen pressure when doing the crew oxygen mask check.

AOM, §03-01-30 adds extensive guidance on starting the APU during cold weather operations if the airplane has been cold soaked.

AOM, §03-01-40 adds a section about external engine heating if attempting an engine start when engine oil is at or below -30°C and it has been less than 8 hours since shutdown (because of rotor bow).

AOM, §03-01-50 adds several steps to engine starting procedures when the oil temperature is less than -30°C.

AOM, §03-01-90 removes the requirement to check TAT probe agreement during lineup/taxi during cold weather operations.

AOM, §03-02-10 revises Holdover Times tables and moves them to the front of this section.

The revisions page says AOM, §03-02-40 says Temperature Compensation has been added but it is identical to Revision 2 except for an added note that tells us that FMS values modified by Temp Comp calculation are shown in cyan when pending activation; they are in green once activated.

G500 AFM Rev 3

Revision 3 of the GVII-G500 Airplane Flight Manual is dated July 16, 2019, just four days shy of the one year anniversary of the original publication. There are a few changes to consider here.

Thanks to group member dh1 for summarizing much of this change, which I've added here. He also notes that there is a new quiet shutdown checklist and that the new Brake Energy charts are more realistic.

Please note there are also revisions to the AOM and PAS; I'll get to them next week.

Post by: ja1

Posted: 1 August 2019

AFM, §01-02-10 used to say "Takeoff Crosswind Limits, Normal Takeoff - 30 knots." Now it says "Takeoff Crosswind Limits, Static Takeoff - 30 knots, NOTE: For crosswinds above 30 knots, refer to 02-08-130, High Crosswind Takeoff Procedure." That added procedure has you set 57% N1 until 20 knots and then MTO. That adds 500 feet to our required field length. This implies there isn't a limit for a rolling takeoff. A similar change is made to AFM, §01-71-20.

AFM, §01-03-10 imposes a long list of required equipment for RNP AR approaches. The change marker would lead you to believe is is just the item "3 Display Units" but it really than entire column.

Several of the limitations rename "Flaps 39°" to read "Flaps Down" which is a throwback to earlier Gulfstreams. You just have to realize that having your flaps set to 10° or 20° are not flaps down. This affects your maximum flaps altitude (AFM, §01-03-30), maximum flaps extended speed (AFM, §01-03-40), maximum load acceleration (AFM, §01-03-50), and throughout the manual where Flaps 39° is used.

AFM, §01-03-90 is added to require the SAFO 19001 1.15 minimum landing distance safety factor to your unfactored landing distance.

AFM, §01-12-30 states explicitly "The use of fuel additives is not required." The section with acceptable APU fuel is gone so the paragraph and table number is different. There is still a table of approved fuel additives, but it is Table 3 now.

AFM, §01-12-50 gives us a new limitation for minimum ambient temperatures for refueling operations: -40°C for Jet A1, -30°C for all other approved fuels.

AFM, §01-22-30 prohibits you from taking off with any RAD Alt failure unless you have ASC 17 (EEC software update) or ASC 22 (which is another update scheduled for this fall).

AFM, §02-02-10 Has you check fuel quantity and the CMC during the Airplane Power Up check for a 500 lb. fuel discrepancy.

AFM, §02-05-10 recommends retracting flaps to 10° when above 400 feet AAL and accelerating through 400 feet AAL and delaying selecting flaps up until accelerating through 200 KCAS during performance limited takeoffs.

AFM, §02-05-20 recommends the FMS fuel quantity not be updated in flight.

AFM, §02-05-50 says that flaps must be set to 20° prior to selecting flaps to down.

AFM, §02-06-30 says we should delay 5 seconds between shutting down engines to reduce the likelihood of a break power transfer.

AFM, §01-30-40 prohibits the selection of TAT probe heat with either engine running.

AFM, §01-30-50 prohibits the use of anything but Type I for deicing.

AFM, §01-32-10 the tire check after two hours stationary limitation has been removed.

AFM, §01-34-40 prohibits the use of ASC 001 TOLD if ASC 022 (EEC 5.4.2.4) is installed. I'm not sure about this one.

AFM, §01-35-20 changes some oxygen limitations. The warnings about passenger masks not providing sufficient oxygen for prolonged operation above 34,000 feet and prolonged operation above 25,000 feet cabin altitude with passengers aboard not being recommended are deleted. There is a new limitation: "The passenger oxygen system shall not be used for periods exceeding 15 minutes above 25,000 feet cabin altitudes."

AFM, §01-71-10 removes the thrust reverser 30 seconds limitation.

Changes to AFM, §03-01-20 and AFM, §03-01-40 remove some information about a dual pack failure; it used to tell you that the cabin will climb to 8,000 feet in 3 minutes at normal cruise altitudes.

AFM, §03-04-30 has changed the Left Main AC Bus Fault procedure quite a bit.

AFM, §03-07-40 has changed engine vibration in icing conditions procedure.

AFM, §03-14-20 and 30 give us new fuel imbalance procedures.

AFM, §03-17-10 adds steer by wire fail considerations to the landing gear failure to retract procedure.

AFM, §03-17-20 revises the landing gear failure to extend procedure.

AFM, §03-20-10 has simplified the Forward Floor and/or TRU Hot procedure, eliminating the need to go CPCS Semi as a first step. §03-20-20 does the same for the EER Hot / PDB Overheat procedure.

AFM, §03-21-20 adds a caution to the Dual Bleed Air System Failure procedure that tells you that the cabin will climb to 8,000 feet in 3 minutes at normal cruise altitudes. §03-21-40 does the same for the Dual Bleed Air Hot procedure.

AFM, §03-21-50 has you going to idle on the affected engine for a Bleed Pressure High - Single CAS message.

AFM, §03-21-100 revises the CPCS Failure procedure.

AFM, §04-06-20 revises the Engine Failure above V1 procedure.

AFM, §04-06-30 revises the Dual Engine Failure procedure.

AFM, §04-08-20 revises the assisted airstart procedure. Of note: the engine could begin a windmill start on its own but will transition to an assisted start once the start switch is pressed; so don't delay hitting that switch for more than 5 seconds. The windmill airstart now has a procedure of its own in §04-08-30.

AFM, §04-21-30 corrects an error to say an EDM is armed anytime airplane altitude is at or above 40,000 feet, and adds consideration for passenger lighting.

AFM, §05-04-10 explains that it isn't necessary to limit takeoff grossweight in an emergency return landing put you above the tire limit speed of 224 mph (195.5 KTGS) if you land without a VREF additive, but if you do to recompute using a chart added for that possibility.

Parts of AFM, §05 are modified to add climb gradient penalties for en route climb with ECS on and to limit stall reference speeds for landing at Brake Energy limited weights.

AFM, §5A and Appendix A1 are added for performance with ASC 22 installed (New EEC software 5.4.2.4).

AFM, Appendix A has you check Brake Energy limits if your BTMS temperature is greater than 80°C prior to commencing takeoff using reduced thrust.

There are other changes, but not really that significant in my view.

High Cabin Temperature Requires Manual Temp Control

Post by: st1

Posted: 15 July 2019

Added to: G500 Air Conditioning System

We had to manually control the aft cabin temperature recently. Turns out the temp sensor behind the aft facing seat across from dIvan became disconnected behind the side panel and gave an incorrect cold temp reading. The actual temp in back was in high 70’s, the temp sensor was saying 50f, and duct was 160f before selecting manual. Manual mode allows direct valve positions shown as a percentage for conditioned air rather than setting a temp in auto, pic attached. As soon as we selected manual we were able to get a comfortable temp in the back after a few adjustments. At our destination FAST techs found the issue and reconnected the temp sensor. We haven’t had any issues since.

images

Photo: Aft cabin manual temperature control
Click photo for a larger image

images

Photo: Aft cabin temperature sensor
Click photo for a larger image

Servicing Engine Oil Using Ground Service Bus Only

Post by: st1

Posted: 9 July 2019

Added to: G500 Powerplant

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.

Temporary Certificate Valid Dates

Post by: GM2

Posted: 9 July 2019

Keep an eye on the validity of your temporary certificate. The FAA has had a backlog of issuances and mine will expire in a few weeks. I just requested a new temporary from FSI today as the airman registry does not show the GVII type yet. FSI called the FAA and apparently the FSDO must and has signed off on the issuance, but the document is in the mail back to Oklahoma City and the FAA quarantines incoming mail for three weeks to avoid threats. I know one January and one February airman that have received theirs but an earlier (November) airman just received his within the last couple of weeks. Just a heads up.


See Also:

Gulfstream GVII-G500 Aircraft Operating Manual, Revision 7, March 9, 2020

Gulfstream GVII-G500 Airplane Flight Manual, Revision 5, March 3, 2020

Gulfstream GVII-G500 Airplane Flight Manual Supplement No. GVII-G500-2020-01, Anti-Ice and De-Ice Fluids, Basic Issue, January 31, 2020

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

Gulfstream GVII-G500 Production Aircraft Systems, Revision 4, January 06, 2020

Gulfstream GVII-G500 Maintenance and Operations Letter G500-MOL-20-0003, Ice and Rain Protection (ATA 30) - Approved Anti-ice and Deice Fluid Update, January 31, 2019