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removed for refilling.
B. APU Fire Extinguishing System:
The APU fire extinguishing system, shown simplified in Figure 7,
incorporates a single-shot bottle located in the tail compartment. The APU
fire bottle is loaded with 2.5 pounds by weight of Halon™ 1301 and is
charged with nitrogen to 600 +25 / -0 psi at 70° F. The firing head being is
identical to those used on the engine fire bottles, except only one is
installed on the APU fire bottle.
The APU fire bottle is located on the aft side of the APU compartment,
under the utility hydraulic pump. A pressure gauge is installed on the bottle,
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allowing pressure to be checked on preflight inspections. The tail
compartment must be entered, however to gain access to the gauge. Like
the engine fire bottles, pressure and thermal relief are provided. Also like
the engine fire bottles, once discharged, the APU fire bottle cannot be
refilled on the aircraft.
Firing the bottle is accomplished by depressing the APU FIRE EXT switch,
located on the APU control panel on the cockpit overhead panel.
Depressing the switch allows 28 VDC power to detonate the squib, freeing
the extinguishing agent to flow through a single dedicated line to the APU
compartment. The amber FIRE EXT DISCHD legend in the switch will then
illuminate.
C. Portable Fire Extinguishing System:
The aircraft is equipped with two portable fire extinguishers (Figure 9) to
aid the flight crew in combating different types of fires which may occur.
The cockpit fire extinguisher contains either Halon™ 1211 or Carbon
Dioxide (CO2). The cabin fire extinguisher contains water.
The cockpit fire extinguisher is mounted behind the copilot’s seat and is
used to combat Class A, B and C fires. It is typically loaded with Halon™
1211 and pressurized with nitrogen. Halon™ 1211 is a relatively nontoxic
agent that leaves no residue.
Cockpit fire extinguishers loaded with CO2 contain a safety disc to permit
release of the agent through the horn in the event of excessive pressure.
The cabin fire extinguisher is typically located on the aft end of the radio
rack. It is loaded with water and uses an incorporated CO2 cartridge to
expel the water. It should be used to combat only Class A fires. Twisting the
handle punctures the cartridge and pressurizes the container, making the
extinguisher ready for use. If inadvertently pressurized, the extinguisher
should not be left in the aircraft. Rather, it should be removed from the
aircraft, discharged and serviced in accordance with the GIV Aircraft
Maintenance Manual.
3. Controls and Indications:
A. Circuit Breakers (CBs):
Circuit Breaker Name: CB Panel: Location: Power Source:
APU FIRE EXT P I-10 ESS DC Bus
FIRE EXT SHOT #1 P G-8 ESS DC Bus
FIRE EXT SHOT #2 P H-8 ESS DC Bus
B. Messages and Annunciations:
Annunciation: Cause or Meaning:
Amber FIRE EXT DISCHD legend
illuminated on APU FIRE EXT switch on
APU control panel.
APU fire extinguisher agent discharged.
4. Limitations:
A. Flight Manual Limitations:
There are no limitations established at the time of this revision.
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Engine / APU Fire Extinguishing System Simplified Block Diagram
Figure 7
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Engine FIRE Handles
Figure 8
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Portable Fire Extinguishers
Figure 9
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FLIGHT CONTROLS
2A-27-10: General
The Gulfstream IV primary flight controls system, shown in Figure 1, is a mechanically
actuated, hydraulically operated system that provides boosted surface control to
overcome the aerodynamic forces associated with high speed flight. This allows the
aircraft to be comfortably and reliably steered through the pitch, roll and yaw axes.
The primary flight control surfaces (elevators, ailerons and rudder) are positioned by
tandem type hydraulic actuators. The actuators receive hydraulic operating pressure
from both the Combined and Flight hydraulic systems, as shown in Figure 2. Both
hydraulic systems maintain a system pressure of 3000 psi. Loss of a single hydraulic
system has no effect on operation of the primary flight controls, as the remaining system
　
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