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possible asymmetric braking effects. However, Gulfstream does not recommend
this in the event that the operational TR is needed for any reason during period
the single malfunctioning TR is locked down.
The following references should be consulted if a TR system malfunction is
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-78-00
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May 30/02
Revision 7
suspected or a failure is detected:
• GIV Airplane Flight Manual, Abnormal Procedures, Section 3-24-00, Thrust
Reverser System
• GIV Airplane Flight Manual, Emergency Procedures, Section 4-24-00,
Thrust Reverser System
• GIV Aircraft Maintenance Manual, Chapter 78, Engine Exhaust
• GIV Master Minimum Equipment List, System 78
• GIV Operating Manual, Limitations, Section 01-78-10, Reverse Thrust
• GIV Operating Manual, Abnormal/Emergency Procedures, Section 05-24-
00, Thrust Reverser System
3. Subsystems, Units and Components:
For the purposes of this discussion, the engine exhaust system is divided into the
following subsystems:
• 2A-78-20: Thrust Reverser System
2A-78-20: Thrust Reverser System
1. General:
(See Figure 4.)
A. Description:
The engine exhaust (aft cowl) system directs the exhaust gases from the
engine turbine section aft and into the atmosphere. The Thrust Reverser
(TR) exhaust unit for the Gulfstream IV is an airframe furnished component
and is therefore not considered a part of the engine. It is intended for
ground use only and provides a means of decelerating the aircraft during
landing roll. When the reverser assembly is in the stowed position, it forms
the engine exhaust nozzle and the aft most portion of the nacelle fairing.
B. Operation:
Between touchdown and 70 KCAS, reverse thrust may be used to shorten
landing roll distance. The thrust reverser system is armed upon touchdown
(with both nutcrackers in the ground mode or wheel speed sensors
detecting acceleration) and the power lever for specific reverser is at IDLE.
Only when the indication system on the instrument panel indicates REV
ARM can reverse thrust be utilized. Reverse thrust is obtained by pulling up
and aft on the reverse thrust levers. When the reverser doors unlock, the
REV UNLOCK light will illuminate and when the doors are fully deployed,
REV DPLY light will illuminate. Increased reverse thrust is obtained by
further aft movement of reverse levers.
(1) Arming System:
When the power lever mounted in the cockpit control pedestal is in
the idle position (left power lever electrical switch also in idle
position), the reverse thrust lever can be moved in its upward / aft
direction for deployment.
Providing that the following conditions are met, 28V DC essential
bus power is transmitted via the L TR CONT circuit breaker to the
left TR arm indicator, resulting in the REV ARM light on the pilot’s
instrument panel to illuminate:
OPERATING MANUAL
2A-78-00 PRODUCTION AIRCRAFT SYSTEMS
Page 2
May 30/02
Revision 7
• Left power switch in the idle position
• Left fire handle in the normal position
• T/REV EMER STOW switch not depressed (and on airplanes
SN 1000 - 1143 excluding SN 1034 not having Aircraft
Service Change (ASC) 166 Nutcracker No. 3 relay energized
[on ground configuration]) or on airplanes SN 1000 - 1143
excluding 1034 having ASC 166 and airplanes SN 1034,
1144 and subsequent
• Either nutcracker No. 3 relay energized (on ground
configuration) or TR wheel speed relay energized (wheel
speed above 65 MPH)
(2) Deployment:
When reverse thrust lever is moved in its upward / aft direction, a
sector wheel and push-pull rod in the cockpit pedestal is caused to
move forward to activate the left TR lever switch into the deploy
position. Power from the 28V DC essential bus is also routed to
energize the left secondary lock relay. When this relay is energized,
a circuit is completed via the L SEC LOCK circuit breaker and the
closed contacts of the left secondary lock relay to energize the
secondary lock actuator. With the secondary lock actuator
energized, the circuit (coming through L T/REV CONT circuit
breaker) is also completed to energize solenoid No. 1 of the left TR
selector control valve. This routes hydraulic pressure to the deploy
side of the TR actuator, resulting in the unlocking of the TR actuator
primary lock and deploying the doors.
NOTE:
On airplanes SN 1000 - 1143 excluding SN 1034
having ASC 166 and airplanes SN 1034, 1144 and
subsequent, the left secondary lock time delay relay is
energized after 5 seconds. Power is no longer routed
　
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