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turning on the display units
• the display units should be selected OFF when not needed
• the display unit fans be selected OFF when display units are
selected OFF
• all six display units are turned on whenever the EICAS
display units are needed
(2) Electronic Checklist:
Any change to the airplane that results in the electronic checklist
being incompatible with the required flight crew procedure to the
extent that the electronic checklist could be considered hazardously
misleading will require the electronic checklist to be either revised or
disabled entirely.
OPERATING MANUAL
2A-31-00 PRODUCTION AIRCRAFT SYSTEMS
Page 40
January 31/02
Revision 6
Display Power Panel
Figure 14
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-31-00
Page 41
January 31/02
Revision 6
Display Brightness Panel
Figure 15
OPERATING MANUAL
2A-31-00 PRODUCTION AIRCRAFT SYSTEMS
Page 42
January 31/02
Revision 6
Navigation Display Joystick Panel
Figure 16
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-31-00
Page 43
January 31/02
Revision 6
OPERATING MANUAL
THIS PAGE IS INTENTIONALLY LEFT BLANK.
2A-31-00 PRODUCTION AIRCRAFT SYSTEMS
Page 44
January 31/02
Display Units and Display
Controllers
Figure 17
OPERATING MANUAL
2A-31-00
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January 31/02
SPZ-8000 Display
Switching and Display
System Control Panel
Figure 18
OPERATING MANUAL
2A-31-00
Page 47 / 48
January 31/02
SPZ-8400 Display
Switching and Display
System Control Panel
Figure 19
OPERATING MANUAL
2A-31-00
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January 31/02
LANDING GEAR
2A-32-10: General Description
The Gulfstream IV landing gear has dual wheels on both the main and steerable nose
gear. The main gear retract laterally into wheel wells on either side of the fuselage keel
at the wing root area. The auto-centered nose gear retracts forward into a wheel well
beneath the cockpit. Integrated gear doors close upon completion of gear extension and
retraction providing an aerodynamically conformal fuselage surface.
Landing gear operation normally uses 3000 psi pressure from the Combined hydraulic
system. Extension and retraction selections are made with the cockpit landing gear
handle that is mechanically linked to the landing gear selector valve. The selector valve
directs hydraulic pressure in a defined sequence to open the gear doors, extend or
retract the gear and close the doors when the gear have reached the selected position.
If Combined hydraulic system pressure is not available, the Utility system pressure may
be used for landing gear operation, provided adequate fluid remains in the Combined
system. In the event that Combined system fluid is lost, a single-use emergency gear
extension system operated with a 3000 psi nitrogen gas bottle will extend the landing
gear, but leave the gear doors open. The landing gear operating system is shown in
Figure 1.
Landing gear position is indicated on the gear control panel by a green light for each gear
and a red light in the landing gear control handle. Illumination of the red landing gear
handle light indicates a disagreement between the selected and actual position of one or
more of the landing gear. The individual gear green lights come on when the
corresponding landing gear is down and locked.
In addition to the red landing gear position disagreement light in the gear handle, a
warning horn/klaxon will sound if the landing gear is not down and locked and the aircraft
configuration, altitude and/or power setting approximates the landing configuration.
A proximity, or nutcracker switch is installed on each gear. As the weight of the aircraft
compresses the shock struts of the landing gear, the nutcracker switches close
completing circuits for relays to aircraft systems that only operate on the ground.
Conversely, when airborne, the nutcraker switches open, providing an in-the-air signal to
systems that operate only in flight.
Main landing gear brakes are air-cooled multiple carbon-fiber discs with anti-skid
protection. Overheat protection for the tires/wheels is provided by fusible plugs in the
wheels that melt, releasing tire pressure, if high temperature thresholds are exceeded.
Brake temperatures are monitored (on aircraft S/Ns 1000 to 1155 with ASC 167 and S/N
1156 and subsequent) and indicated on cockpit displays.
The Combined hydraulic system provides 3000 psi for normal brake operation. Hydraulic
fuses are incorporated into the brake hydraulic lines and close to prevent fluid loss if a
　
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