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Standby Pitot STBY PITOT ESS DC Bus R MAIN AC Bus φA
Left AOA AOA ESS DC Bus ESS DC Bus
Right AOA AOA R MAIN DC Bus R MAIN DC Bus
OPERATING MANUAL
2A-30-00 PRODUCTION AIRCRAFT SYSTEMS
Page 28
October 11/02
Revision 8
B. Circuit Breakers (CBs):
Circuit Breaker Name: CB Panel: Location: Power Source:
AOA PRB HTR #1 CP L-14 ESS DC Bus
AOA PRB HTR #2 CP M-14 R MAIN DC Bus
STBY PITOT HT CONT CP L-13 ESS DC Bus
STBY PITOT HT PWR CP M-13 R MAIN AC Bus φB
L PITOT HT CONT CP L-12 ESS DC Bus
R PITOT HT CONT CP M-12 R MAIN DC Bus
L PITOT HT PWR CP L-11 ESS AC φA
R PITOT HT PWR CP M-11 R MAIN AC Bus φA
TOTAL TEMP PROBE HTR CP L-10 R MAIN AC Bus φB
TOTAL TEMP VALVE CP M-10 R MAIN DC Bus
C. Caution (Amber) CAS Messages:
CAS Message: Cause or Meaning:
L-R PITOT HT FAIL Pitot tube heater elements not energized.
STBY PITOT HT FAIL Standby pitot heater element not energized.
AOA HEAT 1-2 FAIL Angle-of-attack probe heater has failed.
TAT PROBE HT FAIL Total Air Temperature probe heater has failed.
4. Limitations:
A. Flight Manual Limitations:
There are no Flight Manual limitations for probe anti-ice system at the time
of this revision.
B. System Notes:
(1) Loss of AOA Probe Heat In Flight:
If an AOA probe heater fails in flight and the associated CB is of no
assistance, it is recommended that icing conditions be avoided, if
possible. If flight into icing conditions is unavoidable, it is
recommended that the stall barrier computer with the associated
failed AOA probe heater be disabled through its associated CB and
the operative system be monitored. Full stall barrier protection will
still be provided by the operative system.
(2) Loss of Pitot Probe Heat In Flight:
If a pitot probe heater fails in flight, it is recommended that the flight
crew be alert for erroneous indications from the airspeed indicator,
air data system computer, airspeed warning sensor and Mach trim
compensation.
(3) Loss of TAT Probe Heat In Flight:
If a TAT probe heater fails in flight and the associated CB is of no
assistance, the flight crew should be aware that TAT inputs to the
DADCs may be inaccurate which, in turn, may affect DADC outputs
to the FMS. It is therefore recommended that the flight crew be alert
for inaccurate readouts from the FMS.
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-30-00
Page 29
October 11/02
Revision 8
OPERATING MANUAL
THIS PAGE IS INTENTIONALLY LEFT BLANK.
2A-30-00 PRODUCTION AIRCRAFT SYSTEMS
Page 30
October 11/02
ANTI-ICE HTR Control
Panel
Figure 10
OPERATING MANUAL
2A-30-00
Page 31 / 32
October 11/02
INDICATING / RECORDING
2A-31-10: General
The Gulfstream IV indicating / recording system provides the flight crew with positive
control and visible operational indications of integrated aircraft systems. It also provides
independent, accurate time displays necessary for any timed flight maneuvers. Visible
and aural annunciations are presented to the flight crew in the form of messages and
tones categorized as warning, caution and advisory. The system also receives,
processes, records and displays data from associated aircraft systems.
The indicating / recording system is divided into the following subsystems:
• 2A-31-20: Cockpit Clocks System
• 2A-31-30: Flight Data Recording System
• 2A-31-40: Central Warning System
• 2A-31-50: Central Display System
2A-31-20: Cockpit Clocks System
1. General Description:
The cockpit clocks provide accurate time displays necessary for any timed flight
maneuvers. This includes emergency turn coordination when operating on
standby instruments.
2. Description of Subsystems, Units, and Components:
There are two cockpit clocks: #1 and #2 (commonly referred to as pilot’s and
copilot’s), located on the left and right side of the flight panel, respectively. They
are capable of displaying the following types of time:
• Greenwich Mean Time (GMT)
• Local Time (LT)
• Flight Time (FT)
• Elapsed Time (ET)
Each clock has a two inch digital display with a microprocessor-controlled
chronometer and incandescent lighting. Conventional time is displayed in hours
and minutes. Chronometer time is displayed in minutes and seconds. Both types
of time are displayed in decimal form.
Each clock continues to receive power in all electrical power configurations down
to and including the Emergency 28 VDC bus. Internal batteries are also installed
to ensure operation in the event of a total loss of aircraft power. When fully
　
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