Condensed Notes

250 / 220 / 180 KTS (0.60 MT) 200 / 180 / 160/ VREF +5 KTS 250 / 225 / 175 KTS (0.70 MT) 206 KTS 195 KTS 109 / 106 / 99 KTS 0.75 MT 270 KTS / 0.75 MT 210 KTS MINIMUM 24 KTS ALTITUDES: ▪ MAX OPERATING: ▪ INOP YD AND MACH TRIM ▪ FLAPS 100 / 200 ▪ LDG GEAR / FLAPS 390 ▪ MAX FIELD ELEV 45,000 FT 41,000 FT 25,000 FT 20,000 FT 14,500 FT / 15,000 FT (ASC 068) 2 D O O R S ▪ EMERGENCY EXITS ▪ PRIMARY (LAND EVAC) ▪ SECONDARY ▪ MAIN ENTRANCE DOOR ▪ CABIN WINDOWS (4) ▪ BAGGAGE DOOR 3 L I G H T I N G ▪ SUBSYSTEMS ▪ FLIGHT DECK LIGHTING ▪ CABIN LIGHTING ▪ SERVICE COMPARTMENT LIGHTING ▪ EXTERIOR LIGHTING ▪ EMERGENCY LIGHTING ▪ EXTERIOR LIGHTING ▪ BEACON, STROBE, NAV, ICE INSP, LOGO, RAMP, LANDING, PULSE, TAXI, WING TIP TAXI, AND WHEEL WELL LIGHTS ▪ STROBE LIGHT – 2 IN EACH LOCATION ▪ STROBE LIGHT FAULT INDICATOR ▪ NAV LIGHTS - 2 IN EACH LOCATION ▪ TAXI LIGHTS (3) – AUTO OFF ON GEAR RETRACTION ▪ LANDING LIGHTS – AUTO OFF AT 18000’ ▪ LANDING LIGHT OPERATION LIMITED TO 5 MINUTES WHEN ON THE GND ▪ EMERGENCY LIGHTING ▪ OVERWING EGRESS, UNDERWING EGRESS, EMERG LIGHT BATTERIES, EMERG CONTROL SWITCHES, AND MAIN ENTRANCE DOOR EMERG LIGHTS ▪ WHEN ON E-BATTS ONLY THE MASTER LIGHTING CONTROL KNOB FUNCTIONS ▪ STROBE LIGHT FAULTS ▪ THE SYSTEM DEFAULTS TO THE TOP STROBE LIGHT ▪ IT ONLY GOES TO THE BOTTOM STROBE IF THERE IS A PROBLEM WITH THE TOP STROBE ▪ A TRIPPED FAULT INDICATOR COULD BE A BAD TOP BULB, A MOMENTARY ELEC SPIKE, OR A HARD LANDING ▪ ANN LIGHT TEST ▪ TESTS ALL BULBS EXCEPT 5: - FIRE HANDLES (2) - FUEL CONTROL SWITCHES (2) - PAX OXYGEN ▪ CABIN RATE OF CHANGE – FULL DESCENT 4 F I R E P R O T E C T I O N ▪ COMPONENTS ▪ SMOKE DETECTION ▪ SMOKE EVAC HANDLE ▪ ENG FIRE DETECTION ▪ PYLON OVERHEAT ▪ APU FIRE DETECTION ▪ PAX COMP AND TAIL COMP O’HEAT ▪ BAG COMP ▪ DEFLATES BAG DOOR SEAL ▪ TWO FIRE LOOPS ▪ FIRE DETECTOR CONTROL UNIT ▪ 2500F ▪ SINGLE LOOP ▪ SENSES FIRES AND FAULTS ▪ THERMAL SWITCHES ▪ 1500F ▪ PAX COMP AND TAIL COMP O’HEAT DETECTION ▪ LEER, REER, AEER ▪ FWD, L AFT, CENTER AFT, R AFT FLOOR ▪ AFT EQUIPMENT APU: ▪ FIRE DETECTION ▪ HIGH GAS PRESSURE SENSOR  ▪ LOW GAS PRESSURE SENSOR  ▪ FIRE BELL (GND) ▪ SEALED TUBE ▪ HEAT PRODUCES HIGH PRESSURE ▪ LOOKS FOR RUPTURED TUBE ▪ HELIUM GAS ▪ AUTO-SHUTDOWN ▪ NO AUTO-SHUTDOWN ▪ APU FIRE TEST ▪ 6 LIGHTS, 2 CAS MSGs APU FIRE APU FIRE DETECTOR FAIL ▪ A TEST WILL NOT SHUTDOWN THE APU ▪ FIRE BELL WILL ONLY SOUND ON THE GND ▪ BEFORE STARTING THE APU CONFIRM FIRE BOTTLE DISCHARGE, L-R NOT DISPLAYED ESSENTIAL AC-BUS FAIL ENG: ▪ SENSORS MOUNTED ON RAILS SHEATHS OF STAINLESS STEEL SURROUNDED BY GLASS OXIDE MATERIAL. HEAT AFFECTS CURRENT ▪ FIRE HANDLE SHUTS OFF: ▪ AT THE 7TH AND 12TH STAGES ▪ AT THE IDG ▪ AT THE BLEED AIR DUCT ▪ FRONT ENG MOUNT ▪ ENG ANTI-ICE DUCT (L ENG) ▪ L ENG LOOP A, R ENG LOOP B – L ESS DC ▪ L ENG LOOP B, R ENG LOOP A – R ESS DC ▪ FUEL – AT THE TANK, FUEL SHUTOFF VALVE ▪ HYD – HYD SHUTOFF VALVE BETWEEN THE HYD RESERVOIR AND THE HYD PUMP ▪ ELEC – AT THE IDG G U L F S T R E A M G 4 5 0 Condensed Notes  TABLE OF CONTENTS  PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 4.0, 201909 P A G E 5 ▪ 2 FIRE BOTTLES (L AND R) ▪ HALON 1301 (CF3Br) ▪ 600 PSI AT 700F ▪ “BOTTLE DISCHARGE” CAS WHEN AT 200 PSI ▪ RIGHT BOTTLE IS #1 SHOT ▪ LEFT BOTTLE IS #2 SHOT ▪ INTENTIONAL DISCHARGE: INTO THE ENG NACELLE ▪ THERMAL DISCHARGE: INTO THE TAIL COMPARTMENT ▪ L/R ENGINE FIRE TEST “EIGHT LIGHTS” 6 LIGHTS, 2 CAS MSGs: ▪ LOOP A LIGHTS (2) LOOP B ▪ MASTER WARN LIGHTS (2) ▪ FIRE HANDLE LIGHTS (1) ▪ L/R FUEL CONTROL SWITCH LIGHTS (1) ▪ THREE-CHIME AURAL WARNING TONE ▪ ENGINE FIRE CAS MESSAGE (1) ▪ ENGINE FIRE LOOP ALERT CAS MESSAGE (1) ▪ ▪ ENGINE FIRE DETECTION FAULT TEST “EIGHT LIGHTS” NOTE: CHECKS THE FAULT DETECTION CIRCUIT OF THE FIRE DETECTION CONTROL UNIT, NOT THE LOOPS. EIGHT (8) AMBER LIGHTS: ▪ TEST LEGEND IN THE FAULT TEST SWITCH ▪ FAULT LEGENDS IN THE LEFT/RIGHT LOOP A/B SWITCHES ▪ TWO-CHIME AURAL CAUTION TONE ▪ FIRE DETECTION LOOP FAULT CAS MESSAGE ▪ 2500F THERMAL SWITCHES - RED CAS ▪ 1500F THERMAL SWITCHES - AMBER CAS ▪ TAIL COMPARTMENT (2) ▪ R AFT FLOOR NEAR HOT AIR DUCTING (3) ▪ CENTER AFT FLOOR NEAR HOT AIR MANIFOLD (2) ▪ L AFT FLOOR NEAR HOT AIR DUCTING (3) ▪ AFT BAGG / AEER (2) ▪ CABIN FLOOR BENEATH MED AREA (5) ▪ LEER (3) ▪ REER (2) ▪ PORTABLE FIRE EXTINGUISHERS ▪ LAV FIRE EXTINGUISHERS ▪ HALON (8.2 LBS) – OIL, GREASE, AND ELEC FIRES. ▪ WATER AND ANTIFREEZE (7 LBS) – PAPER OR CLOTH FIRES. ▪ INTEGRATED FIRE DETECTOR AND EXTINGUISHING UNIT (9 CU IN EXT AGENT) ▪ CAPPED FUSIBLE ALLOY (1700F) ▪ DISCHARGE INTO TRASH BINS (3-15 SEC) 5 C O M M U N I C A T I O N S ▪ VOICE ▪ VHF (3) – TRANSCEIVERS AND ANTENNAS, MCDU OR CCD (8.33 OR 25 KHz INCREMENTS) ▪ HF (2) – TRANSCEIVERS AND COUPLER, MCDU ▪ HF ANTENNA ATTACHMENT MAKES ACFT AN ANTENNA ▪ SATCOM ▪ VHF #3 NORMALLY USED FOR DATA ▪ ACP ▪ EMER BUTTON ▪ BYPASSES ACP ▪ DIRECT LINK BETWEEN HEADSET AND COMM #1 ▪ SELCAL ▪ VHF (3) AND HF (2) ▪ 4 LETTER DECODER CARD IN EACH AUDIO INTERFACE UNIT (AIU) ▪ CVR ▪ 120 MIN ▪ COCKPIT VOICE RECORDER UNIT – TAIL COMP – SOLID STATE DIGITAL MEMORY, WATER ACTIVATED BEACON – INTERNAL BATTERY ▪ 2.5 G IMPACT SWITCH ▪ DFDR ▪ 25 HRS OF DATA – TAIL COMP ▪ DFR/CMC EVENT SWITCH ON OVERHEAD (RECORDS -30 SEC + 1 MIN) ▪ ELT ▪ AEER ▪ 121.5 MHz, 243.0 MHz, and SAT FREQ 406.025 MHz ▪ 72 HR TRANSMIT TIME ▪ LAT LONG INTERFACE FROM IRS 6 E L E C T R I C A L ▪ 1 HMG (SEP) ▪ G450, 5 Kva, 115 V, 400 HZ, 3 PHASE AC ▪ 1 E-INV / “STBY” INVERTER ▪ 1 Kva, 115 V AC, PHASE A ▪ 1 (OR 2) 60 Hz CONVERTER ▪ 115 V, 60 HZ, SINGLE PHASE AC ▪ 2 BATTERIES ▪ 24 V, 24 CELL, 45 AMP HR, LEAD ACID ▪ 2 BATTERY CHARGERS ▪ 38 AMP CHARGE MODE, 40 AMP TR MODE ▪ 2 EXTERNAL POWER ▪ AC (115 V, 400 HZ) & DC (28 V - 300 AMPS) ▪ 2 BPCUs BUS POWER CONTROL UNIT ▪ 3 GENERATORS ▪ 40 Kva, 115 V, 3 PHASE AC ▪ 4 E-BATTS ▪ 24 V, 9 AMP HR, LEAD ACID ▪ 4 GCUs ▪ 2 IDG ▪ 1 APU GEN ▪ 1 HMG (SEP) ▪ 5 AC BUSES ▪ 2 MAIN AC BUSES, L/R ▪ 2 STBY AC BUSES, L/R ▪ 1 ESS BUS ▪ 5 TRUs 115 V AC TO 28 V DC – 250 AMPS ▪ 2 ESS TRUs, L/R ▪ 2 MAIN TRUs, L/R ▪ 1 AUX TRU ▪ 5 AC SOURCES ▪ 2 IDGs, L/R ▪ 1 APU GEN ▪ 1 HMG ▪ 1 EXT AC ▪ 7 DC BUSES ▪ 2 MAIN DC BUSES, L/R ▪ 2 ESS DC BUSES, L/T ▪ 2 BATT BUSES, L/R ▪ 1 GND SERVICE BUS ▪ 8 DC SOURCES ▪ 2 BATTs, L/R ▪ 5 TRUs ▪ 1 EXT DC G U L F S T R E A M G 4 5 0 Condensed Notes  TABLE OF CONTENTS  PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 4.0, 201909 P A G E 6 AC POWER SOURCES CONTROLLED AND PROTECTED BY GCUs (4) ▪ CSD IDGs (2) 40 kVA, 115 V, 3 PHASE AC ▪ APU GEN 40 kVA, 115 V, 3 PHASE AC ▪ HMG 5 kVA, 115 V, 400 HZ, 3 PHASE   ▪ L & R STBY AC BUSES ▪ AUX TRU   ▪ L ESS DC BUS ▪ R ESS DC BUS AC POWER FLOW: “GENERALLY, AC POWERS HEATERS, MOTORS, AND CHARGERS” 1) IDG/APU GEN/EXT AC 2) L & R MAIN AC BUSES 3) L & R STBY AC BUSES L MAIN AC BUS  ▪ L ESS AC BUS ▪ L ESS TRU  ▪ L MAIN TRU  ▪ AUX TRU (PRIMARY) ▪ L BATT CHARGER  L ESS DC BUS L MAIN DC BUS ▪ 38AMP CRG MODE ▪ 40AMP TR MODE R MAIN AC BUS  “5 TRUs; 7 COUNTING THE BATT CHARGERS” ▪ R ESS AC BUS ▪ R ESS TRU  ▪ R MAIN TRU  ▪ AUX TRU (SECONDARY) ▪ R BATT CHARGER  R ESS DC BUS R MAIN DC BUS ▪ 38AMP CRG MODE ▪ 40AMP TR MODE TRUs (5) – 250 A EA 115 V AC TO 28 V DC AUX TRU PRIORITY: “LEFT BEFORE RIGHT, ESSENTIAL BEFORE MAIN” 1) L ESS DC BUS 2) R ESS DC BUS 3) L MAIN DC BUS 4) R MAIN DC BUS WHEN OPERATING THE HMG THE AUX TRU CAN POWER BOTH THE L AND R ESS DC BUSES. DC POWER SOURCES: ▪ MAIN BATTERIES (2) “2 APU START ATTEMPTS + 30 MIN” ▪ 24 V, 45 AMP HR ▪ LEAD-ACID ▪ APU START ▪ AUX PUMP ▪ L & R ESS DC BUSES ▪ GSB (R BATT ONLY) ▪ E-BATTS (4) - 24 V, 9 AMP HR - LEAD-ACID - ACTIVATES IF ESS DC BUS HAS < 20 V ▪ L & R E-BATTS  ▪ FWD & AFT E-BATTS  ▪ L & R EMERG DC BUSES ▪ ESS FLT INST BUS ▪ IRUs (3) ▪ EMERG LTS ▪ AVIONICS E-BATTS (2) POWER ▪ CAPT AUDIO PANEL ▪ CLOCKS (2) ▪ GEAR HANDLE AND LIGHTS ▪ EBDI ▪ SFD ▪ MCDU 1 – STBY ENG INST AND FUEL ▪ MCDU 3 – BACKUP RADIO (COM,NAV,XPDR 1) ▪ GND SERVICE BUS ▪ GND ▪ AIR ▪ R MAIN BATT ▪ EXT DC ▪ R MAIN DC BUS ▪ FUELING PANEL ▪ ENG OILER ▪ WHEEL WELL LTS ▪ BTM ANTI-COL LT ▪ UTILITY LTS ▪ SWITCHES (3) ▪ AUTO OFF ▪ FWD EXT ACCESS ▪ TAIL COMPARTMENT ▪ REMOTE REFUELING ▪ MAIN DOOR CLOSED, AND ▪ FWD ACCESS DOOR CLOSED, AND ▪ TAIL COMPARTMENT DOOR CLOSED BPCUs (2): “LOCATED IN THE LEER AND REER” ▪ L & R NETWORKS ▪ POWER DISTRIBUTION ▪ POWER PROTECTION STBY INV / (E-INV) 28 V DC T0 1 kVA, 115 V AC  ESS AC BUS, PHASE A 60 HZ CONVERTER (1 0R 2) 115 V, 60 HZ ▪ GALLEY POWER AUTO SHED IDG LOAD LIMIT ▪ WHEN AMBIENT >1100F/43.50C, LIMIT IDG LOAD TO 45% (18kVA) TO KEEP FUEL TEMP <950C 7 A P U – H O N E Y W E L L 3 6 – 1 5 0 ▪ SINGLE SHAFT, CONSTANT SPEED GAS TURBINE ENGINE ▪ ACCESSORY GEARBOX DRIVES: ▪ APU GEN ▪ LUBRICATION PUMP (OIL PUMP) ▪ INTEGRAL OIL RESERVOIR (2 QTS) ▪ SPEED SENSOR  ECU ▪ EXHAUST SECTION ▪ EJECTOR PUMP DRAWS AMBIENT AIR WHICH LOWERS EGT AND NOISE ▪ ELEC – L OR R BATT BUS APU MASTER SWITCH  ECU ▪ ECU MODES ▪ NON-ESS (GND) ▪ ESS (AIR) ▪ 15 MIN AFTER LND ▪ FUEL COMPONENTS “ BURNS 200 PPH (30 GAL PER HR)” ▪ L TANK/L PUMP ▪ FUEL SHUTOFF VLV ▪ APU FUEL CONTROL ▪ X FLOW & R PUMP ▪ APU MASTER ▪ FIRE ▪ APU GEN ▪ 40Kva, 115 V, 3 PHASE AC ▪ GND 95% + 4 SEC ▪ AIR 99% + 2 SEC ▪ APU AIR  LOAD CNTL VLV  MANIFOLD & ISO VLV: “AVAIL 100% RPM + 90 SEC” ▪ L/R ECS (PACKS) ▪ ENG START ▪ STARTER LIMITS – BATTERY 28 V DC MOTOR MOUNTED TO THE DRIVESHAFT OF THE ACCESSORY GEARBOX ▪ 3 ATTEMPTS ▪ 1 HR COOL DOWN ▪ STARTER LIMITS – DC CART ▪ 3 ATTEMPTS WITH 15 MIN COOL DOWN IN BETWEEN ▪ 1 HR COOL DOWN ▪ CONSECUTIVE STARTS LIMIT 6 AT 10 MIN INTERVALS ▪ MAX ALTITUDE / LOAD <0.85 MT FL370 / 100% (40kVA) ▪ MAX ALTITUDE / LOAD >0.85 MT ≥ FL300 / 85% ▪ GUARANTEED START ALTITUDE ≤ FL370 ▪ MASTER ON: 1) ECU PERFORMS BIT (“READY” FLASHES – BULB CHECK) 2) OIL TEMP SENSED 3) APU DOOR OPENS (650 OR 270) 4) FUEL SHUTOFF VLV OPENS 5) “READY” LIGHT (15 SEC) ▪ START BUTTON: “100% RPM = 62,000 RPM” MAX EGT: 973O (START) 747O (RUNNING) MAX RPM: 107% 1) APU STARTER (LEFT BATT) 2) 5% - APU FUEL CONTROL SHUTOFF VLV OPENS & IGN 3) 7% - “READY” LIGHT GOES OUT 4) 46-60% - STARTER CUT-OUT 5) 95% - IGN CUT-OUT 6) 95% + 4 SEC – GEN ON 7) 100% + 90 SEC – AIR AVAIL ▪ STOP BUTTON 1) OVERSPEED SIGNAL TO ECU (107%) 2) FUEL CONTROL UNIT SHUTS OFF FUEL TO APU 3) BIT TEST 4) SURGE CONTROL VALVE CYCLES 5) <35% RPM, ECU CLOSES INLET DOOR 6) ECU MONITORS EGT AND RPM FOR 5 MIN 7) AFTER 5 MIN “APU MASTER” CAS DISPLAYED ▪ SURGE CONTROL VALVE ▪ PREVENTS COMPRESSOR STALLS ▪ > 16,500 FT OPENS AT 60% RPM G U L F S T R E A M G 4 5 0 Condensed Notes  TABLE OF CONTENTS  PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 4.0, 201909 P A G E 7 8 P O W E R P L A N T: R O L L S – R O Y C E T A Y – 6 1 1 – 8 C ▪ MEDIUM BYPASS TURBOFAN ▪ 13,850 LBS OF THRUST AT SEA LEVEL ▪ THE RIGHT ENGINE IS THE CRITICAL ENGINE ▪ HP AND LP COMPRESSOR SECTIONS ARE DRIVEN BY THEIR OWN COAXIAL SHAFTS/SPOOLS (SHAFT WITHIN A SHAFT) – BEARINGS ▪ CLOCKWISE ROTATION ▪ OIL COOLING VIA FUEL-OIL HEAT EXCHANGER ▪ 75% OF LP COMPRESSOR “FAN AIR” BYPASSES ▪ 25% HP SECTION COMBUSTION CHAMBER ▪ BYPASS AIR AND COMBUSTION AIR ARE MIXED BY A CRENELATED FLANGE ▪ LP / INNER SPOOL ▪ 3 STAGE LP COMPRESSOR SECTION – ENG FRONT DRIVEN BY 3 TURBINE STAGES – AFT ENG ▪ INLET GUIDE VANES DIRECT LP AIR IN THE COMPRESSOR TO REGULATE PRESSURE ▪ HP / OUTER SPOOL ▪ 12 STAGE HP COMPRESSOR SECTION DRIVEN BY 2 TURBINE STAGES ▪ FIXED STATORS ARE BETWEEN EACH COMPRESSOR STAGE ▪ COMBUSTI0N CHAMBER ▪ 10 COMBUSTION LINER ASSEMBLIES ▪ 10 FUEL SPRAY NOZZLES ▪ TWO IGN PLUGS – LINERS 4 & 8 O’CLOCK POSITIONS ▪ ACCESSORY DRIVES ▪ HIGH SPEED GEARBOX ON THE HP COMPRESSOR ▪ LOW SPEED GEARBOX ON THE LP COMPRESSOR ▪ ENG FUEL SYSTEM THE ELEC FUEL CONTROL (EEC) IS A COMPONENT OF THE FADEC ▪ TANK BOOST PUMPS (ELEC)  FUEL SHUTOFF VALVES  LP PUMP FUEL-OIL HEAT EXCHANGER  FUEL FILTER  LOW PRESSURE SWITCH (15 PSI)  HP PUMP FUEL FILTER  FUEL METERING UNIT  HP FUEL SHUTOFF VALVE  FUEL FLOW TRANSMITTER  FUEL SPRAY NOZZLES (10) ▪ THE LP PUMP CAN SUCTION FEED THE ENG <FL200 ▪ IGN ▪ TWO IGN PLUGS EACH ENG (CONT IGN) ▪ ONLY ONE IS USED FOR START ▪ THE EEC ALTERNATES WHICH IGN IS USED FOR START (IF NO IGN CYCLE FUEL CONTROL SWITCH TWICE) ▪ FADEC / EEC ▪ EEC CONTROL MODES ▪ THE EEC IS AT THE HEART OF THE FADEC ▪ EACH EEC HAS DUAL CHANNELS ▪ EACH EEC RECEIVES INPUT FROM THE 3 MAUs AND THE 3 ADMs ▪ EACH EEC OUTPUTS TO THE FWCs AND CMC ▪ AT >35% HP RPM A DEDICATED GEN (3 PHASE AC, PERM MAGNET ALTERNATOR (PMA), RECTIFIED BY THE PSU INTO 28 V DC) POWERS THE FADEC AND EEC ▪ PRIMARY CONTROL MODE - USES HP FOR IDLE (LOW OR HIGH) - USES EPR ABOVE IDLE ▪ ALTERNATE CONTROL MODE – LP RPM – TAKEOFF IN ALT IS PROHIBITED ▪ REVERSE THRUST CONTROL MODE – LP RPM ▪ “SOFT REVERSION” – EEC REVERTS TO LP ▪ “HARD REVERSION” – CREW SELECTS LP ▪ IDLE CONTROL – HIGH IDLE ▪ FLAPS > 22O ▪ LANDING GEAR DOWN ▪ WOW IN THE AIR ▪ REMAINS IN HIGH IDLE FOR 5 SEC AFTER LANDING ▪ THRUST REVERSERS ▪ ELEC CONTROLLED ▪ HYDRAULICALLY OPERATED ▪ 2 LOCKING LATCH MECHANISMS ▪ MECHANICAL SPRINGS HOLD T/Rs SHUT, HYDRAULIC PRESSURE UNLOCKS THE HOOKS ▪ MAX REVERSE – 65% LP DECREASES TO 55% BETWEEN 60 AND 50 KTS (30 SEC MAX) ▪ IDLE REVERSE BY 60 KTS ON LANDING ▪ INOP T/Rs - ADD 600 FT TO THE ACC-STOP DIST ▪ IF A T/R DEPLOYS IN FLT THE ENG GOES TO IDLE, BUT THE THROTTLE DOES NOT MOVE ▪ ENG OIL ▪ R ENG OIL TANK – 15.5 PINTS (10.8 USABLE) ▪ L ENG OIL TANK – 14.5 PINTS (10.8 USABLE) ▪ LUBRICATES THE ROLLER/ THRUST BEARINGS AND GEARS ▪ PRESSURE REGULATED (200 PSI) ▪ TEMPERATURE CONTROLLED VIA FCOC ▪ OIL PUMP DRIVEN BY THE ACCESSORY GEARBOX ▪ FUEL-OIL HEAT EXCHANGER (FCOC), IDG FCOC ▪ CHECK OIL BETWEEN 5-30MIN AFTER SHUTDOWN - LAST FLIGHT OF THE DAY - 14 CUMULATIVE HRS ▪ ENG OIL REPLENISHING SYSTEM – 14 PINTS ▪ OIL TANK OIL QUANTITY TRANSMITTER OIL PUMP  FCOC  OIL TEMP TRANSDUCER  OIL FILTER (DPI BYPASSES AT 30 PSI)  ENG BEARINGS, RADIAL DRIVE, AND ACC GEARBOX  SCAVENGE PUMPS  MAGNETIC CHIP DETECTORS  OIL TANK… ▪ AIR TURBINE STARTER ▪ APU AIR ▪ EXTERNAL AIR ▪ CROSSBLEED ▪ STARTER IS CONNECTED TO THE ENG ACCESSORY GEARBOX AND TURNS THE HP SECTION OF THE ENG ▪ SHOULD CLOSE AT 41- 44% HP ▪ NORMAL START ▪ START MASTER ▪ FUEL CONTROL SWITCH ▪ THE EEC PROTECTS AGAINST OVERTEMPS AND OVERSPEEDS ▪ ALTERNATE START ▪ CRANK MASTER ▪ FUEL CONTROL SWITCH ▪ CREW SELECTS IGN ▪ THE EEC DOES NOT PROTECT START ▪ DRY CRANK ▪ WET CRANK ▪ CRANK MASTER ▪ CRANK MASTER AND FUEL CONTROL SWITCH ▪ FUEL CONTROL SWITCH – RUN ▪ FADEC LOGIC COMMANDS IGN IF START MASTER IS ON ▪ HP FUEL SOV OPEN IF HP RPM > 9% ▪ FUEL CONTROL SWITCH – OFF ▪ HP FUEL SOV CLOSES – CUTS OFF ALL FUEL TO THE SPRAY NOZZLES ▪ EEC CHANNEL CHANGE ▪ IGN OFF ▪ QUICK RELIGHT POSSIBLE BY RETURNING SWITCH TO RUN ▪ GND OPS KEEP OUT OF ZONE: ▪ 60% - 72% LP RPM PROHIBITED >10 SEC ▪ AUTOMATIC PROTECTION IF PARK BRAKE IS SET LP% HP% TGT TIME START – GND/AIR - - 7000C / 780C0 - OVR SPD/TEMP 96.5 101.6 8200C 20 SEC TAKEOFF 95.5 100.6 8000C 5 / 10 MIN MAX CONT 95.5 97.5 7150C - THRUST REV 65.0 - - 30 SEC ENG GND START: ▪ MAX TAILWIND / X-WIND ▪ MAX TGT TO START ▪ MIN OIL TEMP ▪ OIL TEMP <-100C ▪ START SYNOPTIC ▪ STARTER DUTY ▪ START TGT ENG AIRSTART: ▪ ALTITUDE ▪ AIRSPEED ▪ TGT 25 KTS 2000C -400C PERFORM CRANK CYCLE (SEE QRH), TURN GEN OFF 8000 TGT SCALE (NORM 10000) ▪ 3 START CYCLES OF 3 MIN EACH ▪ 15 SEC BETWEEN START CYCLES ▪ AFTER 3 CYCLES DELAY 15 MIN 7000C <FL250 250-325 KTS 7800C G U L F S T R E A M G 4 5 0 Condensed Notes  TABLE OF CONTENTS  PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 4.0, 201909 P A G E 8 ENG FUEL TEMP: ▪ MINIMUM ▪ MAXIMUM / TRANSIENT ▪ OAT >1100F / 43.50C -400C +950C / 1300C (15 MIN) LIMIT IDG LOAD TO 45% (18kVA) FUEL TANK TEMP: ▪ MINIMUM ▪ MAXIMUM -400C +540C OIL TEMP: ▪ MIN FOR START ▪ MIN FOR THROTTLE ADVANCE ▪ MIN FOR TAKEOFF THRUST ▪ MAX TEMP / TRANSIENT -400C -300C +200C (QRH) +1050C / +1200C (15 MIN) OIL PRESS – MIN: ▪ TAKEOFF / MCT / IDLE 30 PSI / 25 PSI / 17 PSI 9 F U E L ▪ WING FUEL TANKS THE WING 3O DIHEDRAL FORMS A NATURAL GRAVITY FLOW TOWARDS THE WING ROOT ▪ 29500 LBS OF FUEL ▪ FIVE COMPARTMENTS ▪ 6 DRAINS ▪ VENTS ▪ QTY PROBES (20) ▪ TEMP SENSOR (LEFT HOPPER) ▪ TEST ▪ HOPPER TANK LOW LEVEL PROBE – 650 LBS IN HOPPER ▪ 4370 GAL ▪ SEPARATED BY RIBS AND JOINED BY BAFFLES ▪ 5 V – CAPACITORS ▪ MAX+54OC ▪ MIN -40OC ▪ 7000/7000/14000 ▪ 190 GAL (1283 LBS) ▪ FLAPPER VALVES ▪ EJECTOR PUMPS OVERFLOW THE HOPPER TANK ▪ HYD FLUID-TO-FUEL HEAT EXCHANGERS ▪ FQSC ▪ “FUEL QUANTITY SIGNAL CONDITIONER” ▪ PROCESSES SIGNALS FROM PROBES ▪ REPORTS QUANTITY TO MAUs ▪ CONTROLS AUTO REFUEL PROCESS ▪ VENTILATION ▪ FORWARD AND AFT VENT DUCT ▪ VENT PLENUM ▪ FLOAT-OPERATED VENT / RELIEF VALVES ▪ NONRELIEVING FLOAT VENT VALVES ▪ OVERBOARD LINE VENT INLET AND FLUSH VENT INLET/OUTLET (RAM AIR INLET) ▪ BOOST PUMPS 16 PSI MIN ▪ L/R MAINS ▪ L/R ALT ▪ L/R ESS DC ▪ L/R MAIN DC ▪ FUEL SHUTOFF VALVES ▪ APU SHUTOFF VALVE ▪ CONTROLLED BY THE FIRE HANDLE (ESS DC) ▪ FAIL FROZEN ▪ CONTROLLED BY THE APU MASTER (ESS DC) ▪ FAIL FROZEN ▪ FILTRATION NOTE: G450 FUEL FILTERS WILL NOT BYPASS ▪ GRAVITY FUELING SCREENS ▪ BOOST PUMP INLETS ▪ FUEL FILTER – PRIOR TO FUEL METERING UNITS (FMUs) - 5 PSI DIFFERENTIAL – FUEL FILTER L-R CAS - 55 PSI DIFFERENTIAL – FUEL PRESSURE LOW L-R CAS ▪ FUEL BALANCING ▪ CROSSFLOW (ESS DC) ▪ INTERTANK (ESS DC) ▪ 400 LB IMBALANCE ▪ 2000 LB IMBALANCE ▪ PRESSURIZED FUEL ▪ VALVE BETWEEN HOPPERS ▪ ≥ 60500 LBS ▪ ≤ 55000 LBS 10 H Y D R A U L I C ▪ LEFT SYSTEM 18.4 GAL ▪ RESERVOIR – STORAGE ▪ MANIFOLD – DISTRIBUTION ▪ SHUTOFF VALVE ▪ FILTER MANIFOLD ▪ 6.4 GAL (4.4 FOR LEFT, 2.0 FOR AUX) ▪ FULL SHOWN AT 2.8 GAL ▪ MIN 2.75 GAL ▪ CLOSED BY FIRE HANDLE (PUMP ISOL FROM RES) ▪ RIGHT SYSTEM 7.5 GAL ▪ RESERVOIR ▪ MANIFOLD – DISTRIBUTION ▪ SHUTOFF VALVE ▪ FILTER MANIFOLD ▪ 1.5 GAL ▪ FULL SHOW AT 0.7 GAL ▪ MIN 0.7 GAL ▪ CLOSED BY FIRE HANDLE (PUMP ISOL FROM RES) ▪ ENG DRIVEN HYD PUMPS ▪ ELEC DRIVEN AUX HYD PUMP ▪ 3000 PSI ▪ 20.5 GAL/MIN – TAKEOFF ▪ 14.5 GAL/MIN – FLT IDLE ▪ 10.5 GAL/MIN – GND IDLE ▪ 3000 PSI ▪ 1 OR 2 GAL/MIN (ASC) ▪ L & R HEAT EXCHANGERS ▪ IN THE L & R FUEL HOPPERS ▪ AUX PUMP ▪ ARMED TO ACTIVATE WHEN L SYS/PTU PRESS <1500 PSI AND BRAKE >10O,WOW – GND ▪ PTU ▪ PREVENTS AUTO PTU OPERATION ▪ ARMED TO ACTIVATE WHEN L SYS PRESS <1500 PSI ▪ 3000 PSI ▪ 10 GAL/MIN ▪ L HYD LOW (<1 GAL) ▪ R HYD HOT (>1040C) ▪ HMG ▪ POWERED BY L SYS OR PTU ▪ 5kVA, 115 V, 400 Hz AC ▪ ACCUM PRECHARGE – SHOCK ABSORPTION ▪ LEFT SYSTEM ▪ RIGHT SYSTEM ▪ AUX SYSTEM ▪ 1200 PSI ▪ 1200 PSI ▪ 1200 PSI G U L F S T R E A M G 4 5 0 Condensed Notes  TABLE OF CONTENTS  PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 4.0, 201909 P A G E 9 COMPONENT SYSTEM LEFT RIGHT PTU AUX EMER ELEVATOR ●● √ √ STALL BARRIER ●● √ √ AILERONS ●● √ √ SPOILERS (FLT & GND) ●● √ √ GND SPOILER SERVO ●● √ √ RUDDER ●● √ √ YAW DAMP ●● √ √ L THRUST REV ● √ R THRUST REV ● √ PTU MOTOR ● √ FLAPS ●●● √ √ √ LDG GEAR/DOORS ●●●● √ √ GND √ NOSEWHEEL STEERING ●● √ √ BRAKES ●●●● √ √ √ √ HMG MOTOR ●● √ √ PARK BRAKE PRESSURE ● √ MAIN ENTRANCE DOOR ● √ ▪ L HYD FAIL LOSE: ▪ L THRUST REVERSER ▪ L YAW DAMPER ▪ R HYD FAIL LOSE: ▪ R THRUST REVERSER ▪ R YAW DAMPER ▪ PTU 11 L A N D I N G G E A R ▪ EXTENSION AND RETRACTION (NORM) ▪ NITROGEN (EMERG) ▪ LANDING GEAR HANDLE ▪ REQUIRES ELEC (ESS DC) TO OPERATE ▪ REQUIRES HYD (L SYS OR PTU) TO ACTUATE COMPONENTS ▪ SEQUENCING VALVES ▪ OPENS GEAR DOORS AND UPLOCKS ▪ PRESSURIZES THE HYD LINES WITH NITROGEN ▪ DRIVES THE GEAR DOWN AND LOCKED ▪ ANTI-SKID BRAKES ▪ TOUCHDOWN PROTECTION – LOCKED WHEEL ▪ TOUCHDOWN/HYDROPLANE PROTECTION – HYD PRESS REMOVED FROM BRAKES TIL 30KTS SENSED OR 5 SECONDS OF GND CONTACT ▪ BRAKE SNUB – ON RETRACTION (FOR 3 SEC) ▪ NO PROTECTION BELOW 10 KTS ▪ WHEEL-SPEED TRANSDUCERS (70% DIFFERENTIAL) ELECTRONIC LOGIC ▪ SWITCH ON – BRAKES SYNOPTIC 3000 PSI SCALE ▪ SWITCH OFF – BRAKES SYNOPTIC 800 PSI SCALE ▪ DISPATCH WITH ANTI- SKID INOP REQUIRES: ▪ OPERATIVE GROUND SPOILERS ▪ FLAPS 200 ▪ COWL/WING ANTI-ICE OFF ▪ DRY RUNWAY ▪ NOSEWHEEL STEERING ▪ ELEC CONTROLLED “STEER BY WIRE”- ELEC SIGNAL TO A TRANSDUCER ▪ HYDROMECHANICAL ACTUATION (L HYD / PTU SYS) ▪ TILLER – 80O TO 82O (<18 KTS) ▪ PEDAL STEERING – 7O (16O – TILLER MALFUNCTION) ▪ SHIMMY DAMPENING ▪ WOW ▪ WOW ON EACH MAIN ▪ FWC PRESUMPTIONS: FWC WARNS OF DISAGREEMENT ▪ COMBINED WOW ▪ AIR: RA >150 FEET ▪ GND: <50 KT AIRSPEED ▪ WHEEL SPEED SENSORS (>47 KTS) ▪ GROUND SPOILERS ▪ THRUST REVERSERS ▪ GEAR UNSAFE WARNING ▪ GEAR UP ▪ < 345 FT ▪ TLA < 5O ▪ GEAR HORN ▪ SILENCE AVAIL IF FLAPS < 22 O ▪ DUMP VALVE, IF PRESSED ▪ ELEC MOVES THE DUMP SHUTTLE VALVE TO THE HYD FLUID POSITION FROM THE NITROGEN GAS EXTENSION POSITION ▪ REMOVES HYD PRESS FROM DE-SPIN SYSTEM. IF GEAR PINS ARE LEFT IN AND THE HANDLE IS RAISED THE DE-SPIN SYSTEM APPLIES BRAKE PRESSURE. TO RELEASE THE BRAKE PRESSURE BEFORE LANDING THE DUMP VALVE MUST BE PRESSED. ▪ PARK BRAKE ▪ 1700 PSI MIN TO SET (3000 PSI RECOMMENDED) 12 F L I G H T C O N T R O L S ▪ ELEVATOR ▪ CABLES, CRANKS, AND PUSHRODS ▪ HYDRAULIC BOOST ACTUATOR (L, R HYD) ▪ TWO TRIM TABS, L & R ▪ AILERONS ▪ CABLES, CRANKS, AND PUSHRODS ▪ HYDRAULIC BOOST ACTUATORS (L, R HYD) ▪ L WHEEL L AILERON, R WHEEL  R AILERON ▪ CONTROL WHEELS ARE JOINED ▪ THE TWO OUTBOARD SPOILERS ASSIST ROLL AUTHORITY (55O) ▪ TRIM TAB IN THE LEFT AILERON ONLY ▪ RUDDER ▪ CABLES AND BELLCRANKS ▪ DUAL TANDEM HYDRAULIC ACTUATOR (L, R HYD) ▪ 220 ▪ TRIM ADJUSTS THE NEUTRAL POSITION OF THE RUDDER ▪ DUAL CHANNEL YAW DAMPER (L, R HYD) ▪ FLAPS (0O TO 39O) ▪ STAB (-1.0O TO -4.6O) ▪ FSECU ▪ EMER STAB ▪ FOWLER TYPE FLAPS ▪ MOVES IN CONJUNCTION WITH STABILIZER VIA FSECU ▪ ELECTRICALLY CONTROLLED – RVDTs (2) ▪ HYDRAULICALLY OPERATED (L,PTU,AUX HYD) – FLAP DRIVE GEAR BOX (2 FLAP HYD MOTORS) ▪ JACKSCREWS DRIVEN BY TORQUE TUBES DRIVEN BY GEARBOX – HYD MOTOR ▪ FORCE LIMITERS ▪ ALT FLAP – SECONDARY CONTROL – BYPASSES THE FSECU (ALT FLAP = “FSECU BYPASS”) ▪ ELECTRICALLY CONTROLLED ▪ ELECTRICALLY POWERED/OPERATED - ELEC MOTOR/GEARBOX & TORQUE TUBE - PRIMARY CHANNEL – MAIN DC BUS - SECONDARY CHANNEL (EMER STAB) – R STBY AC BUS (HMG) ▪ COMMAND SIGNALS: - PRIMARY – FLAP HANDLE - SECONDARY – YOKE ELEV TRIM (EMER STAB) ▪ SIGNALS THE FLAP POWER DRIVE UNIT TO HYDRAULICALLY MOVE THE FLAPS ▪ SIGNALS 2 AC MOTORS TO DRIVE THE STAB ▪ MONITORS: FLAP ASYMMETRY, FLAP/STAB MISCOMPARE, ETC… ▪ STAB POSITION IS CONTROLLED WITH YOKE ELEC PITCH TRIM, “PULL IT DOWN” ▪ SPOILERS ▪ ROLL AUGMENTATION (2 OUTBOARD PANELS – 55O LIMIT) ▪ FLT SPOILERS (6 PANELS – 26O LIMIT) ▪ GND SPOILERS (6 PANELS – 55O) ▪ ELECTRICALLY CONTROLLED ▪ HYDRAULICALLY OPERATED (L AND R HYD) ▪ DISABLED WITH “LATERAL CONTROL” OFF G U L F S T R E A M G 4 5 0 Condensed Notes  TABLE OF CONTENTS  PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 4.0, 201909 P A G E 10 ▪ GND SPOILERS ▪ R ESS DC ▪ ARMED ▪ PLA – IDLE ▪ WOW – GND ▪ OR, WHEEL SPIN UP (>47 KTS) IF FLAPS > 22 O ▪ OR, WHEEL SPIN UP (>47 KTS) W/ GPWS GND SPLR O’RIDE ON DISPATCH WITH GND SPOILERS INOP REQUIRES: ▪ OPERATIVE ANTI-SKID ▪ FLAPS 200 ▪ COWL/WING ANTI-ICE OFF ▪ STALL BARRIER ▪ PLI VISIBLE AT 0.70 AOA ▪ SHAKER AT 0.85 AOA ▪ PUSHER AT 1.00 AOA ▪ GUST LOCK ▪ MECHANICAL LATCHES ▪ AILERONS, ELEVATOR, AND RUDDER ▪ ≤ 60 KT GUSTS HOPS ▪ AILERON ▪ ELEV ▪ RUDDER “FORCELINKS”. HOPS CAN BE RESET WITH CBs ONLY ▪ BOTH L AND R HYD FLUID IS SHUTOFF TO BOTH AILERON AND BOTH SPOILER ACTUATORS (GND/FLT) ▪ BOTH L AND R HYD FLUID IS SHUTOFF ▪ L AND/OR R HYD FLUID SHUTOFF DEPENDENT UPON WHICH SYSTEM EXPERIENCED THE HARDOVER 13 P N E U M A T I C S ▪ SOURCES OF PNEUMATIC AIR: ▪ ENGINES (NORMALLY 500 OF, 40 PSI) ▪ APU ▪ EXTERNAL AIR ▪ FAN INLET ▪ 7TH STAGE ▪ 12TH STAGE ▪ PRESSURE REGULATED BY LOAD CONTROL VALVE ▪ TWO SEPARATE AND INDEPENDENT PNEUMATIC SYSTEMS ▪ CAPABLE OF OPERATING CONNECTED VIA ISOLATION VALVE ▪ BLEED AIR VALVES AKA “MANIFOLD PRESSURE REGULATING VALVES” ▪ CONTROLLED BY ▪ MODULATED BY THE BAC ▪ 40 ±3 PSI GOAL ▪ BLEED AIR SWITCHES ▪ RAM AIR SWITCH ▪ ENG START SWITCHES ▪ BLEED AIR CONTROLLERS (BAC) (ESS DC BUS) ▪ OPENS AND CLOSES 12TH STAGE AIR TO SUPPLEMENT 7TH STAGE AIR AS NECESSARY ▪ CONTROLS TEMP VIA PRE-COOLER ▪ CONTROLS PRESSURE VIA BLEED AIR VALVES ▪ PRESSURE TARGET ▪ IF 7TH < 15 PSI IN CRUISE 12TH STAGE OPENS ▪ IF 7TH < 26 PSI IN DESCENT 12TH STAGE OPENS ▪ IF 7TH <35 PSI SINGLE PACK 12TH STAGE OPENS ▪ TEMPERATURE TARGET (AT PRE- COOLER OUTPUT) ▪ NORMAL: ▪ SINGLE BLEED OR SINGLE WING A/I: ▪ 400OF MAX ▪ 500OF MAX ▪ ISOLATION VALVE ▪ OPENS: ▪ MANUALLY ON ▪ APU AIR ON ▪ START MASTER ▪ CRANK MASTER ▪ PNEUMATIC USERS: ▪ PACKS ▪ ENG ANTI-ICE ▪ WING ANTI-ICE ▪ STARTER ▪ VALVES ▪ L/R BLEED AIR VALVES (ESS DC, FAIL CLOSED) ▪ L/R COWL ANTI-ICE VALVES (ESS DC, FAIL OPEN) ▪ L/R WING ANTI-ICE VALVES (ESS DC, FAIL CLOSED) ▪ L/R STARTER VALVES (ESS DC, FAIL CLOSED) ▪ ISOLATION VALVE (ESS DC, FAILS FROZEN) ▪ L/R PACK VALVES (ESS DC, FAIL OPEN) SUBCOMPONENTS: ▪ MANIFOLD PRESSURE REGULATING VALVES ▪ HIGH STAGE BLEED VALVES ▪ FAN AIR VALVES ▪ CHECK VALVES ▪ “BLEED AIR CONFIGURATION” ▪ APU AND ENG BLEED AIR – ON ▪ BOTH ENG BLEED ON AND ISOL VALVE OPEN 14 A I R C O N D I T I O N I N G ▪ FUNCTIONS: ▪ CABIN AIRFLOW ▪ TEMP CONTROL ▪ EQUIPMENT COOLING ▪ CABIN AIRFLOW AND TEMP CONTROL ▪ MODULATED VIA AIR CONDITIONING CONTROLLERS (ACC) VIA PACKS VIA TRIM AIR VALVES AND DELIVERED VIA 3 ZONE DELIVERY DUCTS. ▪ MANUAL TEMP CONTROL: 350F - 2300F ▪ AUTO TEMP CONTROL: 600F - 900F ▪ EQUIPMENT COOLING ▪ FANS FOR LEER AND REER (L/R PSUs) HIGH SPEED <FL350, LOW SPEED >FL350 ▪ (PSU) FANS FOR TRUs; LOW SPEED <FL350, HIGH SPEED >FL350 ECS PACKS ▪ PACK VALVE CLOSES WHEN: “ENERGIZED CLOSED, FAIL OPEN” ▪ RAM AIR ▪ PNEUMATICALLY DRIVEN TURBINES ▪ DIFFUSERS ▪ HEAT EXCHANGERS ▪ WATER EXTRACTORS “NO SOCK” ▪ PACK SWITCH - OFF ▪ RAM AIR SWITCH - ON ▪ START/CRANK MASTER – RIGHT PACK (WOW IN GND) ▪ ENG START SWITCH – LEFT PACK (WOW IN GND) ▪ COOLS THE PACK HEAT EXCHANGER ▪ A FAN RUNS WHEN ON THE GND TO DRAW AIR IN ▪ AIR EXHAUSTED THROUGH LOUVERS ▪ PRIMARY AND SECONDARY “RADIATORS” ▪ MAX TEMP 4500F ▪ AIR IS CENTRIFUGALLY SPUN FORCING MOISTURE OUT ▪ MOISTURE IS ALSO VAPORIZED VIA HEAT ▪ MANIFOLDS: ▪ COLD AIR MANIFOLD ▪ HOT AIR MANIFOLD ▪ GASPERS ▪ THREE DUCTS ▪ OZONE SCRUBBERS ▪ 4000F ▪ TRIM AIR VALVES ▪ MIX HOT AIR WITH COLD AIR G U L F S T R E A M G 4 5 0 Condensed Notes  TABLE OF CONTENTS  PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 4.0, 201909 P A G E 11 15 P R E S S U R I Z A T I O N ▪ COMPONENTS: ▪ CABIN PRESSURE CONTROLLER (CPC) - REER ▪ CABIN PRESSURE CONTROL PANEL (CPCP) ▪ CABIN PRESSURE SELECTOR PANEL ▪ CABIN PRESSURE INDICATOR PANEL ▪ THRUST RECOVERY OUTFLOW VALVE (TROV) ▪ CABIN PRESSURE RELIEF VALVE ▪ PRESSURIZATION MOTORS (3) NOTE: THE ACTIVE CPC CHANNEL AUTOMATICALLY SWITCHES EVERY FLIGHT. NOTE: CPC CHANNELS CAN BE MANUALLY SWITCHED BY CYCLING THE CPCP MANUAL PUSH-BUTTON. AC MOTOR #1 ▪ CPC CHANNEL 1 (MODE: AUTO1) CONTROLLED IN BOTH AUTO AND SEMI ▪ ESS AC POWERED AC MOTOR #2 ▪ CPC CHANNEL 2 (MODE: AUTO2) CONTROLLED IN BOTH AUTO AND SEMI ▪ R MAIN AC POWERED DC MOTOR ▪ MANUALLY CONTROLLED, BYPASSES THE CPC ▪ L ESS DC POWERED ▪ MODES: AUTO & SEMI HAVE DUAL CHANNELS (R MAIN AC & L ESS AC) ▪ AUTO 500/ 300 FPM ▪ SEMI ▪ MANUAL ▪ ADS, FMS, MAU ▪ FLIGHT AT 9 KTS OR PLA >15O ▪ LDG AT -1,000 DESCENT ▪ CREW PROG CPCP ▪ CREW SEL FLT/LDG AFTER LANDING THE CPCS ▪ CLIMBS THE CABIN AT 500 FPM FOR ONE MINUTE, THEN ▪ CLIMBS THE CABIN AT 2000 FPM UNTIL THE TROV IS FULLY OPEN ▪ 90 SECONDS AFTER LANDING THE CPRV OPENS ▪ CABIN PRESSURE RELIEF VALVE ▪ PARTIALLY OPENS AT 9.74 PSI ▪ FULLY OPENS AT 9.94 PSI TO 10.15 PSI ▪ NEG DIFF PRESSURE RELIEF AT -0.25 PSI ▪ LIMITATIONS ▪ MAX DIFF - AIR ▪ MAX DIFF - GND ▪ 9.94 PSI ▪ 0.3 PSI ▪ CABIN PRESSURE LOW TRIP POINTS ▪ 8000’ ▪ 10000’ ▪ 14500’ ▪ 15500’ ▪ 10000’ ▪ LFE <7500’ ▪ LFE 7500’-9500’ ▪ LFE 9500’-14000’ ▪ LFE >14000’ (ASC 068) ▪ MANUAL MODE ▪ O2 MASK DROP ▪ 14750’ ± 250’ ▪ 15750’ ± 250’ (HIGH ALT SWITCH, ASC 068) ▪ EDM ARMED: ▪ EDM MODE ACTIVATED THE AIRCRAFT AUTOMATICALLY: ▪ ≥FL400 & ▪ AUTOPILOT ENGAGED ▪ “CABIN LOW PRESS” ▪ A/T ENGAGE – GO TO IDLE ▪ GP SPEED – MAN 340 KTS ▪ GP HDG – 900 LEFT TURN ▪ GP ALT – 15000’ ▪ GP FLCH ▪ AIRCRAFT TURN LEFT 900, DESCENDS AT VMO/MMO, CAPTURES 15000’ ▪ GP SPEED – MAN 250 KTS 16 I C E A N D R A I N ▪ PROTECTED COMPONENTS ▪ WING LEADING EDGES ▪ ENG COWL INLET LEADING EDGES ▪ WINDSHIELDS ▪ CABIN WINDOWS ▪ EVS WINDSHIELD ▪ PROBE SENSORS - AOA PROBES - PITOT PROBES - TAT PROBES ▪ BLEED AIR HEAT (130OF) ▪ BLEED AIR HEAT ▪ ELEC HEAT (114OF) ▪ ELEC HEAT ▪ ELEC HEAT ▪ ELEC HEAT COWL ANTI-ICE: ▪ SAT < 100C, VISIBLE MOISTURE ▪ SAT < 10C, VISIBLE MOISTURE, GND OPS A/I ON FOR TAXI AND TAKEOFF -SET 85% LP FOR 2 SEC PRIOR TO T/O -SET 85% LP FOR 1 MIN EVERY HR ▪ COWL ANTI-ICE VALVES FAIL OPEN – ELEC CONT, PNEUM DRIVEN. ▪ 7TH AND 12TH STAGE BLEED AIR DOWNSTREAM OF THE ENGINE BLEED PRESSURE REGULATING SHUTOFF VALVE – NO PRECOOLER. WING ANTI-ICE: ▪ THE BLEED AIR CONTROLLER CONTROLS THE WING ANTI-ICE CONTROL VALVES. ▪ 12TH STAGE AIR AUGMENTS 7TH STAGE AIR TO PROVIDE 400OF (500OF S.E.) TO THE BLEED AIR MANIFOLD. ▪ THE WING ANTI-ICE CONTROL VALVES FAIL CLOSED. ▪ CROSS-OVER DUCT PROVIDES REDUNDANCY. ▪ LEADING EDGE TARGET TEMP: 130OF. ▪ OVER TEMP PROTECTION AT 180OF. ▪ ICE DETECTORS ▪ VIBRATING SENSOR ▪ 40,000 HZ ▪ AUTO MODE: ON ▪ AUTO MODE: OFF ▪ INHIBITED > FL350 ▪ TAKEOFF ▪ LDG ▪ TIME DELAY ▪ OFF < 1500 FT AGL ▪ TIL TOUCHDOWN ▪ ICE DETECT – 1 MIN ▪ COWL A/I – 3 MIN ▪ WING A/I – 5 MIN ▪ COLD WEATHER OPERATIONS NOTE: DURING VERY COLD TEMPERATURES BAROMETRIC ALTIMETERS READ ERRONEOUSLY HIGH, THUS CAUSING THE ACTUAL AIRCRAFT ALTITUDE TO BE SIGNIFICANTLY LOWER THAN INDICATED ALTITUDE. G450 AIRCRAFT WITH ASC 059B HAVE TEMP COMPENSATION CAPABILITY THROUGH LANDING INIT IF SELECTED ON FLIGHT CONFIG PAGE 2. ▪ REFERENCE AOM CH 7 – ALL WEATHER OPERATIONS AND PROCEDURES ▪ REFERENCE COLD WEATHER OPERATIONS MANUAL (CWOM) ▪ ≤ 0 OC CONSULT CWOM – WATER DRAINING ▪ ALTIMETRY: QRH-NG ALTERNATE NORMALS ENG START: ▪ QRH-NG, ALTERNATE NORMALS “COLD WEATHER START AND OPERATIONS” ▪ -40OC: MINIMUM OIL TEMP FOR START ▪ ≤ -10 OC OIL TEMP – PERFORM CRANK CYCLE (QRH-NG). TURN GEN SWITCHES OFF FOR START. ▪ ALLOW MAX LP AND HP RPM FOR 45 SEC PRIOR TO SELECTING FUEL CONT ON COWL ANTI-ICE (GND AND FLT): ▪ SELECT ON IF SAT ≤+10OC (50OF) WITH VISIBLE MOISTURE / CONTAMINATED SURFACE CONDITIONS ENG ICING NOTES ▪ CAN OCCUR BELOW 8OC ▪ AS AIR IS DRAWN INTO THE ENGINE THE TEMPERATURE DROPS AND THE MOISTURE CONDENSES INTO DROPLETS. THESE DROPLETS CAN STRIKE METAL PARTS AND FREEZE ▪ ICE SHEDDING PROCEDURE: REDUCE POWER LEVER (ONE AT A TIME) TO IDLE FOR 5 SEC, ADVANCE TO 85% LP FOR 2 SEC, THEN RETURN TO NORMAL SETTING G U L F S T R E A M G 4 5 0 Condensed Notes  TABLE OF CONTENTS  PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 4.0, 201909 P A G E 12 TAXI: ▪ -30OC: MINIMUM OIL TEMP FOR TAXI ▪ TAXI WITH FLAPS UP ▪ HEAT BRAKES TO 100OC. THIS DISSIPATES MOISTURE FROM THE BRAKES; PREVENTS FROZEN BRAKES ON LANDING ▪ WHILE STOPPED EXERCISE BRAKES TO 3000 PSI – DON’T SET PARKING BRAKE FOR EXTENDED PERIODS ▪ AVOID USING REV THRUST IF POSSIBLE ▪ MIN OIL TEMP FOR TAKEOFF IS +20OC ▪ PERFORM CONTAMINATION CHECK IF OAT <1OC PERFORM ENG RUN UP (<60 MIN INTERVALS): ▪ LP RPM .... 85%, PAUSE 1 MIN, RETURN TO IDLE TAKEOFF PLANNING: ▪ DO NOT USE REDUCED (FLEX) THRUST ▪ CONSIDER USING MIN V1 PRIOR TO TAKEOFF PERFORM ENG ICE CLEARING PROCEDURE: ▪ LP RPM ................................. 85%, PAUSE 2 SEC ▪ ENG OPERATION...................... CHECK NORMAL ▪ TAKEOFF POWER ......................................... SET AFTER TAKEOFF: ▪ DELAY GEAR RETRACTION, IF PRACTICAL ▪ CONSIDER CYCLING THE GEAR ▪ WARM WHEEL WELLS USING WING ANTI-ICE NOTE: PERIODICALLY DISENGAGE AUTOPILOT TO CHECK TRIM AND HANDLING MINIMUM MANEUVERING SPEEDS: ▪ FLAPS 0O: 200 KCAS ▪ FLAPS 10O: 180 KCAS ▪ FLAPS 20O: 160 KCAS ▪ FLAPS 39O: VREF + 5 KTS PITOT SYSTEM ICING: ▪ CRUISE AOA: 0.2-0.3 (3-5O PITCH) ▪ APPROACH AOA: 0.4 (3-5O PITCH) ▪ VREF AOA: 0.5 (3-5O PITCH) PITOT SYSTEM AND AOA VANE ICING: ▪ USE GPS GROUND SPEED BEFORE LANDING: ▪ EXTEND LANDING GEAR EARLIER THAN NORMAL ▪ SELECT ANTI-SKID OFF, PERFORM SEVERAL BRAKE APPLICATIONS TO 3000 PSI, THEN SELECT ANTI-SKID ON LANDING: ▪ PERFORM FIRM TOUCHDOWN ▪ CONSIDER PULLING SPEED BRAKE HANDLE AS A BACKUP TO THE AUTO GND SPLR SYSTEM ▪ LOWER NOSE IMMEDIATELY ▪ APPLY MODERATE-TO-FIRM BRAKE PRESSURE SMOOTHLY AND SYMMETRICALLY ▪ MAINTAIN CONSTANT BRAKE PRESSURE ALLOWING THE ANTI-SKID TO WORK ▪ BE PREPARED FOR DOWNWIND DRIFT ▪ NO TURNS UNTIL VERY SLOW TAXI SPEED IS ATTAINED 17 O X Y G E N ▪ OXYGEN BOTTLES (2) ▪ 1800 PSI NORMAL, 1500 PSI MINIMUM ▪ 230 CUBIC FEET TOTAL ▪ LOCATED BENEATH THE FLOORBOARDS ▪ PRESSURE REGULATORS REDUCE PRESSURE TO 55-60 PSI ▪ OVERBOARD DISCHARGE LINE (GREEN DISK) - OVERPRESSURE - OVERTEMPERATURE ▪ CREW/PAX O2 VALVE LEVER - ON/OFF ▪ PAX O2 SYSTEM CONTROL KNOB - AUTO/OFF/MAN ▪ THE MASKS DEPLOY AT 14750’ ± 250’ (15750’ ± 250’ – ASC 068) AND FLOWS UNTIL THE CABIN REACHES 13750 ± 250’ ▪ QUICK-DONNING EROS O2 MASKS - N: DILUTED - 100% - EMERGENCY OXYGEN ROTARY KNOB – POSITIVE PRESSURE FLOW - AUTO POSITIVE PRESSURE FLOW AT FL350. CERTIFIED TO FL400. 18 F L O W S AFTER APU START BEFORE STARTING ENGINES AFTER ENGINE START AFTER LANDING MISSED APPROACH G U L F S T R E A M G 4 5 0 Condensed Notes  TABLE OF CONTENTS  PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 4.0, 201909 P A G E 13 19 P LA N E V I E W A V I O N I C S ▪ HONEYWELL PRIMUS EPIC PLANEVIEW AVIONICS ▪ LCDs (4) – DUs ▪ SFD ▪ EBDI ▪ DCs (2) ▪ CCDs (2) ▪ (EDS) ELECTRONIC DISPLAY SYSTEM ▪ INTERNAL IRU ▪ MAGNETOMETER ▪ IRS 1/2/SFD ▪ MAUs (3) ▪ COMPUTERS ▪ RECEIVE AND TRANSMIT DATA VIA ASCBs ▪ MAU 1 & 3 – LEER, MAU 2 – REER ▪ PLUG IN CARDS (16 IN EACH MAU) – LINE REPLACEABLE UNITS/MODULES ▪ EACH MAU HAS DUAL PWR SUPPLIES (A&B) - MAU 1A: L ESS DC & R MAIN DC - MAU 1B: R ESS DC & L MAIN DC - MAU 2A: R MAIN DC & L MAIN DC - MAU 2B: R ESS DC & L MAIN DC - MAU 3A: L MAIN DC & R MAIN DC - MAU 3B: L ESS DC & R MAIN DC ▪ MAU MODULES ▪ AIRCRAFT PERSONALITY ▪ CONTROL MODULES ▪ ACTUATOR MODULES ▪ AGM MODULES ▪ GPS MODULES (2) ▪ CMC MODULES ▪ DATABASE MODULES ▪ GP ▪ WEATHER CONTROLLER ▪ TCAS (TA < 500’) ▪ MCDU ▪ TONE, MWS ▪ AP/FD, YD, AT ▪ TRIM (PITCH,AUTO,MACH) ▪ STALL PROTECTION ▪ PFD ▪ ND ▪ CAS ▪ SYSTEMS ▪ WEATHER ▪ CAMERA ▪ ANNUNCIATION ▪ 1 IN MAU 2 AND 3 ▪ NAV (IN EACH AGM) ▪ TERRAIN ▪ AGMs (4) ▪ CREATE AND DISPLAY GRAPHICS ON DUs ▪ AGMs ARE IN EACH MAU - MAUs 1 & 2 HAVE 1 AGM EACH - MAU 3 HAS 2 AGMs ▪ CONTROLLED BY “DISPLAY SYSTEM CONTROL” SWITCHES (4) (OPERATE ON THE GND ONLY) ▪ OPERATES AUTOMATICALLY WHEN AIRBORNE ▪ SYS LOGIC BORROWS FROM DU#3/AGM#3 WHEN FAILURES OCCUR ▪ DU POWER SOURCES ▪ DU 1 ▪ DU 2 ▪ DU 3 ▪ DU 4 ▪ L ESS DC ▪ L MAIN DC ▪ R MAIN DC ▪ R ESS DC ▪ IRU (3) LASER RING GYROS ▪ ATTITUDE INFO FROM GRAVITY ▪ TRUE NORTH FROM EARTH’S TRUE EAST ROTATION ▪ UPDATED BY GPS (2) ▪ PRIMARY PWR IF INPUT >18 V DC < 36 V DC ▪ SECONDARY PWR (E-BATTS) IF PRIMARY PWR < 18 V DC ▪ STATIONARY ALIGNMENT (5-17 MIN) ▪ ALIGN IN MOTION (15-30 MIN) – REQUIRES GPS INPUT; TURNS HELP ▪ AUTO REALIGN – UPDATES WHEN NOT IN MOTION ▪ HYBRID IRS – GPS, H IRS, DME/DME, VOR/DME, IRS ▪ AIR DATA SYSTEM (ADS) ▪ 3 AIR DATA MODULES (ADMs) ▪ SOURCES: PITOT/STATIC AND TAT ▪ DIGITAL DATA TRANSMITTED TO THE EDS, SFD, EBDI, FMSs, FADECs, & CPAM ▪ AUTOMATIC SENSOR REVERSION IN FLIGHT ONLY (>60 KTS) ▪ IRS ▪ ADS ▪ RAD ALT ▪ FWC ▪ MONITOR AND WARNING SYSTEM (MWS) ▪ FWCs (2) WITHIN 2 MAUs ▪ WARNINGS (RED, TRIPLE CHIME) ▪ CAUTION (AMBER, DOUBLE CHIME) ▪ ADVISORY (BLUE, SINGLE CHIME) ▪ PFDs ▪ PLI ▪ THRUST DIRECTOR ▪ AIRSPEED TREND VECTOR ▪ ALTITUDE TREND VECTOR ▪ VISIBLE AT 0.70 AOA ▪ WHEN A/Ts OFF ▪ AIRSPEED IN 6 SEC ▪ ALTITUDE IN 6 SEC ▪ CCDs ▪ FUNCTIONS THAT THE CCD DOES THAT THE DC CAN’T DO: ▪ GRAPHIC FLIGHT PLANNING ▪ RADIO TUNING ▪ AMEND ROUTE ▪ CHART SELECTION ▪ RANGE CHANGES, ETC ▪ RNP VALUES ▪ OCEANIC/REMOTE ▪ ENROUTE ▪ TERMINAL (DEST<30NM OR ON SID/STAR) ▪ RAD (RADIO) ▪ APPROACH (2 NM FROM FAF) ▪ 4.0 ▪ 2.0 ▪ 1.0 ▪ 0.5 ▪ 0.3 ▪ AOA GUIDE ▪ CRUISE ▪ APPROACH ▪ VREF ▪ O.2 TO 0.3 AOA (30 TO 50 PITCH) ▪ 0.4 AOA ▪ 0.5 AOA ▪ VSD ▪ ACTUAL FLIGHT PATH ANGLE ▪ SPEED PREDICTION CIRCLE ▪ TERRAIN UNDER FLIGHT PLAN / TERRAIN UNDER TRACK ▪ AUTO SPEEDS ▪ V2 ON TAKEOFF ▪ AT 400’ WITH FLAPS UP AND FLCH – 200 KTS ▪ AT 1500’ V1, VR, V2 DISAPPEAR ▪ AT 2500’/ + 4NM – 250 KTS ▪ AT 10000’ – 300/.75 AUTOTHROTTLE SPEED SCHEDULE EXAMPLE ▪ DC VREF ▪ FLAP INOP VREF ▪ FLAP HANDLE POSITION ▪ CURRENT AIRCRAFT WEIGHT HANDLE ACTUAL CORRECTION 10O 0O +10 ±2KTS 20O 10O +5 ±2 KTS 39O 20O +5 ±2 KTS ▪ WARN INHIBIT ▪ GEAR MUST BE DOWN ▪ ON TAKEOFF – COMES OFF AT 400’ ▪ AFTER LANDING – MUST BE DESELECTED BY CREW ▪ INHIBITS AMBER AND BLUE CAS CHIMES – NOT CAS MSG ▪ EXCEPTIONS: - CAT 2 INVALID - LATERAL CPL DATA INVALID (LATERAL OR VERTICAL) - LPV UNAVAILABLE G U L F S T R E A M G 4 5 0 Condensed Notes  TABLE OF CONTENTS  PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 4.0, 201909 P A G E 14 ▪ TERRAIN INHIBIT ▪ SELECT WITHIN 15 NM OF AN AIRPORT THAT: - HAS NO PUBLISHED IAP - < 3500’ RUNWAY - NOT IN TERRAIN DATABASE - IF QFE ALTIMETER IS BEING USED IN NON WGS-84 COUNTRIES ▪ TERRAIN AWARENESS ▪ TERRAIN RANGE ▪ CFIT DISPLAY ▪ 20 NM ▪ 5 NM INNER RING ▪ 10 NM OUTER RING ▪ WINDSHEAR WARNING ▪ TAKEOFF ▪ APPROACH ▪ MISSED APPROACH ▪ GND TO 1500’ AGL ▪ 1500’ TO 10’ AGL ▪ TO 1500’ AGL ▪ RADAR - HONEYWELL PRIMUS 880 ▪ WHILE REFUELING ▪ DIST FROM FUELING ▪ DIST FROM PERSONNEL ▪ TO TURN ON (GND) ▪ NEVER ▪ 300’ ▪ 49’ ▪ STAB 4 TIMES IN 3 SEC ▪ AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) ▪ TWO CHANNELS (1 & 2) - EACH CHANNEL HAS ITS OWN FLIGHT GUIDANCE CONTROL SYSTEM (FGCS) - EACH FGCS HAS ITS OWN: - AUTOPILOT - FLIGHT DIRECTOR - AUTOTHROTTLE - YAW DAMPER - STALL PROTECTION ▪ AFCS INPUTS: - FMS, IRS, & GP ▪ FLIGHT MODE ANNUNCIATIONS: ▪ LATERAL ▪ PERFORMANCE ▪ VERTICAL ▪ FMS, HDG, LOC, VOR, ETC.. ▪ IAS, FLCH, GA, HOLD, ETC.. ▪ ALT, ASEL, FPA, GA, ETC.. ▪ FLCH PERFORMANCE MODE ▪ IAS OR MACH MODE (SPEED HOLD MODE) ▪ FOR ALT CHANGE > 6000’: - CLIMB THRUST - IDLE THRUST ▪ HOLD PERFORMANCE MODE ▪ ENGAGES AT 60 KTS ▪ DISENGAGES AT 400’ ▪ THE AUTOTHROTTLE DRIVE MOTORS DE- ENERGIZE AND THE CREW CAN EASILY MOVE THROTTLES ▪ TO (TAKEOFF) PERFORMANCE MODE ▪ TO (TAKEOFF) VERTICAL MODE ▪ ARMED WHEN ▪ ENGAGE WHEN ▪ BOTH ENG RUNNING ▪ ONE ENG INOP ▪ EPR TARGET (RATED/FLEX) ▪ V2 IN GP ▪ ISOL VALVE IS CLOSED ▪ EPR > 1.05 ▪ AIRSPEED < 60 KTS ▪ A/T ENGAGE PRESSED ▪ INITIALLY 8O PITCH ▪ THEN V2 TO V2 + 10 ▪ UNTIL FLAP CHANGE ▪ INITIALLY 8O PITCH ▪ THEN V2 TO V2 + 10 UNTIL 1500 ‘ AGL ▪ AT 1500 ‘ AGL - VSE ▪ GA VERTICAL MODE TO/GA PRESSED: ▪ AVAIL: - < 16500’ MSL - < 200 KTS - < 2000’ AGL ▪ COMMANDS: - WINGS LEVEL - INITIALLY 8O PITCH - THEN FLAP SPEED SCHEDULE UP TO 17 O PITCH LIMIT ▪ GP - BANK ▪ HIGH BANK ▪ LOW BANK ▪ 28O (AUTO < 28500’) ▪ 17O (AUTO > 29500’) ▪ PFD-CMD ▪ L & R LIT ▪ ILS APP < 1200’ AGL ▪ HUD ▪ BOX FOR EVS OPERATIONS ▪ AIRPORT LINES / EXTENDED CENTERLINE ▪ RUNWAY LINES / EXTENDED CENTERLINE ▪ FLARE CUE ▪ FLIR ▪ EVS ▪ AUTO, H OR L ▪ APPEAR AT 2000’ RA ▪ DISAPPEAR AT 325’AGL ▪ DEPICTS 800’/8000’ RWY ▪ APPEAR AT 350’ RA ▪ DISAPPEAR AT 60’ RA ▪ DEPICTS 150’/8000’ RWY ▪ 1000’ AIM POINT LINE ▪ < 100’ RA AUTOPILOT ▪ MIN ENGAGE HEIGHT ▪ MIN DISENGAGE HEIGHT ▪ 200 FT ▪ PRECISION APPROACH - 60 FT ▪ NON-PRECISION - 50 FT < MDA ▪ LNAV/VNAV – AT DA COLD WEATHER ▪ 65O F (18O C) ▪ 50O F (10O C) ▪ 32O F (0O C) ▪ 14O F (-10O C) ▪ 5O F (-15O C) ▪ -4O F (-20O C) ▪ -20O F (-28O C) ▪ -40O F (-40O C) ▪ MIN TEMP FOR: - DUs, IRUs, EERs - SFD (CB – POP E-9) - EBDI (CB – CPOP D-9) ▪ ICING CONDITIONS EXIST WHEN IN VISIBLE MOISTURE (COWL HEAT) ▪ PURGE WATER IF AIRCRAFT IS LEFT UNHEATED > 90 MIN ▪ GEN SWITCHES OFF FOR ENG START ▪ PURGE WATER SYSTEM REGARDLESS OF CABIN TEMP ▪ REMOVE BATTs ▪ REMOVE LIFE RAFTS ▪ MIN FOR ENG START G U L F S T R E A M G 4 5 0 Condensed Notes  TABLE OF CONTENTS  PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 4.0, 201909 P A G E 15 20 S O P NOTE: AOM  CHAPTER 6 GROUND/FLIGHT CHARACTERISTICS AND PROCEDURES GULFSTREAM HAS ADVISED THAT THE INITIAL, CRITICAL PILOT RESPONSES FOR THE FOLLOWING EMERGENCY PROCEDURES SHOULD BE PERFORMED PROMPTLY WITHOUT REFERENCE TO A CHECKLIST: I M M E D I A T E A C T I O N : ▪ REJECTED TAKEOFF ▪ ENGINE FAILURE/FIRE AFTER V1 ▪ EMERGENCY DESCENT ▪ RAPID DECOMPRESSION ▪ AUTOPILOT OR AUTOTHROTTLE UNCOMMANDED DISCONNECT ▪ ENGINE EXCEEDANCE ▪ OVERSPEED ▪ STALL PROTECTION/STALL WARNING ACTIVATION ▪ FLIGHT CONTROL JAMS ▪ TOTAL LOSS OF BRAKING ▪ EGPWS ALERT ▪ WINDSHEAR ALERT ▪ TCAS ALERT ▪ IN ADDITION, PILOTS ARE EXPECTED TO DON OXYGEN MASKS PROMPTLY WHEN APPROPRIATE (e.g. WHEN SMOKE IS DETECTED) ▪ NORMAL START, RIGHT ENG: NOTE: ENSURE RESIDUAL TGT IS < 200OC, IF NOT, PERFORM A CRANK CYCLE. NOTE: WITH TAILWINDS > 10 KTS, ACHIEVE MAX CRANKING RPM AND VERIFY POSITIVE LP RPM PRIOR TO SELECTING RUN. ▪ BLEED AIR PRESS ▪ START MASTER- PUSH ▪ R ENG START-PUSH ▪ VERIFY LP (2%) AND HP (20%) ▪ R FUEL CNTL – RUN ▪ AT 44% HP ▪ MIN ENG IDLE ▪ MIN OIL PRESS ▪ HYD PRESSURES ▪ “SINGLE RUDDER” ▪ 28 PSI MIN ▪ R ECS PACK TURNS OFF ▪ L ECS PACK TURNS OFF “SVO” ▪ “IGN” ▪ “SVO/IGN OUT” ▪ 49% HP ▪ 17 PSI ▪ 0,0,3000,3000 ▪ ON NOTE: PRESS AND HOLD THE START SWITCH UNTIL SVO IS DISPLAYED. OTHERWISE YOU’LL GET A SAV MAINTENANCE CAS MESSAGE. QRH - START MASTER OFF, CYCLE FUEL CONTROL, ATTEMPT ANOTHER START. NOTE: WHEN THE ENG START PAGE TGT TEMP SCALE CHANGES FROM 800O TO 1000O THE ENG START IS COMPLETE. ▪ ENGINE START ABNORMALS ▪ ENGINE FAILURE TO START (QRH EB-29 FIRST STEP: FUEL CONTROL…OFF) ▪ HOT START (QRH EB-31 FIRST STEP: FUEL CONTROL…OFF) ▪ STARTER VALVE FAILS TO OPEN (QRH EB-29 FIRST STEP: START MASTER…OFF) ▪ STARTER VALVE FAILS TO CLOSE (QRH EB-30 FIRST STEP: START MASTER…OFF) ▪ CROSSBLEED START (ALTERNATE NORMALS QRH NG-16) ▪ AIR START (QRH EB-17) ▪ NORMAL TAKEOFF ▪ ROTATE TO 14O ▪ PM, “POSITIVE RATE” ▪ PM, “400 FT” ▪ PF, “GEAR UP” ▪ PF, “FLAPS UP, FLCH” ▪ STEEP TURNS ▪ 15000’, 250 KTS ▪ DISENGAGE 1. HDG 2. A/T 3. A/P NOTE: WHEN ROLLING THROUGH ≥32O BANK, AN INVERTED TRIANGLE APPEARS AT THE 45O POSITION. IT DISAPPEARS FROM VIEW AT ≤30O. ▪ APPROACH TO STALL - CLEAN ▪ SET MAN SPEED 160 KTS ▪ BRIEF “STOP TRIM AT VREF” & “CALL 140” ▪ IDLE THRUST ▪ STOP TRIMMING AT VREF STALL WARNING ACTIVATION I M M E D I A T E A C T I O N : ▪ ANNOUNCE “STALL” ▪ REDUCE AOA, SELECT TO/GA POWER ▪ ROLL, UNLOAD THE WING ▪ ATTITUDE – TO RECOVER TO LEVEL FLIGHT ▪ APPROACH TO STALL – TAKEOFF CONFIGURATION ▪ FLAPS 20O ▪ SET HEADING CHANGE ▪ IDLE THRUST ▪ STOP TRIMMING AT VREF STALL WARNING ACTIVATION I M M E D I A T E A C T I O N : ▪ ANNOUNCE “STALL” ▪ REDUCE AOA, SELECT TO/GA POWER ▪ ROLL, UNLOAD THE WING ▪ ATTITUDE – TO RECOVER TO LEVEL FLIGHT ▪ DURING RECOVERY CALL “SYNC HEADING” ▪ APPROACH TO STALL – LANDING CONFIGURATION ▪ GEAR DOWN, FULL FLAPS ▪ VERTICAL SPEED -700 FPM ▪ IDLE THRUST ▪ STOP TRIMMING AT VREF STALL WARNING ACTIVATION I M M E D I A T E A C T I O N : ▪ ANNOUNCE “STALL” ▪ REDUCE AOA, SELECT TO/GA, CALL “FLAPS 20” ▪ ROLL, UNLOAD THE WING ▪ ATTITUDE – TO RECOVER TO LEVEL FLIGHT ▪ AT POSITIVE RATE, CALL “GEAR UP, HDG, FLCH” ▪ AT 160 KTS, CALL “FLAPS UP” ▪ JAMMED STABILIZER I M M E D I A T E A C T I O N : ▪ REDUCE PITCH WITH BANK / INCREASE PITCH WITH TRIM ▪ CALL “JAMMED STABILIZER CHECKLIST” ▪ RUNAWAY PITCH TRIM I M M E D I A T E A C T I O N : ▪ A/P DISC – PUSH AND HOLD ▪ PITCH TRIM – DISENGAGE ▪ A/P DISC - RELEASE ▪ CALL “RUNAWAY PITCH TRIM CHECKLIST” G U L F S T R E A M G 4 5 0 Condensed Notes  TABLE OF CONTENTS  PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 4.0, 201909 P A G E 16 ▪ EMERGENCY DESCENT EDM PROCEDURE: NOTE: THE GUIDANCE PANEL WILL BE LOCKED UNTIL THE ADM HAS BEEN TERMINATED BY DISCONNECTING THE AUTOPILOT. NOTE: DONNING OXYGEN MASKS: - REMOVE GLASSES - REMOVE HEADSET, PUT THEM AROUND YOUR NECK - DON OXYGEN MASK, SELECT MIC TO MASK - REPLACE HEADSET OR SELECT SPEAKER ON NOTE: CPC CHANNELS CAN BE SWITCHED BY SELECTING MANUAL AND RETURNING TO AUTO. MANUAL PROCEDURE: NOTE: A -8000 FPM V/S DESCENT CAN BE DIALED, THE AIRCRAFT WILL NOT OVERSPEED WHEN ON AUTOPILOT DUE TO OVERSPEED PROTECTION. NOTE: SLOW DECOMPRESSION: >10 SEC RAPID DECOMPRESSION: 1-10 SEC EXPLOSIVE DECOMPRESSION: <1 SEC EDM ARMED: ▪ ≥FL400 & ▪ AUTOPILOT ENGAGED EDM ACTIVATED: ▪ “CABIN PRESSURE LOW” I M M E D I A T E A C T I O N : PF DUTIES: “MASKS MASKS!” OXYGEN MASK ..............................................DON EDM .........................................................MONITOR SPEEDBRAKES ......... DEPLOY (NEARING MMO/VMO) CALL .......... “LOSS OF PRESSURIZATION CHECKLIST” PM DUTIES: “MASKS MASKS!” OXYGEN MASK ..............................................DON PASSENGER OXYGEN MASKS....................... DEPLOY EXTERIOR LIGHTS ................................................ON TRANSPONDER.......................................... SET 7700 ATC.............................. NOTIFY, ASK MSA ALTITUDE LOSS OF PRESSURIZATION CHECKLIST .... COMPLETE THE AIRCRAFT AUTOMATICALLY: ▪ A/T ENGAGE – GO TO IDLE ▪ SPEED – MAN 340 KTS ▪ HDG – 900 LEFT TURN ▪ ALT – 15000’ ▪ FLCH ▪ AIRCRAFT TURNS LEFT 900, DESCENDS AT VMO/MMO, LEVELS 15000’ ▪ GP SPEED – MAN 250 KTS NOTE: DO NOT REMOVE OXYGEN MASK UNTIL BELOW 10,000 FT – THE AIRCRAFT WILL LEVEL AT 15,000 FT. PERFORM EMERGENCY DESCENT: I M M E D I A T E A C T I O N : PF DUTIES: “MASKS MASKS!” OXYGEN MASK ..............................................DON POWER LEVERS ................................................. IDLE TCS ............................................... PRESS AND HOLD HEADING ........................................... TURN 90 DEG AIRSPEED .... MMO/MVO (IF NO STRUCTURAL DAMAGE) SPEEDBRAKES.............................................. DEPLOY NOTE: AN INITIAL PITCH ATTITUDE OF 8O TO 10O NOSE DOWN IS RECOMMENDED. AS SPEED APPROACHES VMO/MMO EXTEND SPEED BRAKES. ADJUST PITCH TO AVOID OVERSPEED. CALL: “SET 15,000 FT”, “SYNC HEADING”, “MAN SPEED, SYNC”, “FLCH” TCS ............................................................. RELEASE CALL .......... “LOSS OF PRESSURIZATION CHECKLIST” PM DUTIES: “MASKS MASKS!” OXYGEN MASK ..............................................DON PASSENGER OXYGEN MASKS....................... DEPLOY EXTERIOR LIGHTS ................................................ON TRANSPONDER.......................................... SET 7700 GP .............................. SET (ALT, HDG, SPEED, FLCH) ATC.............................. NOTIFY, ASK MSA ALTITUDE LOSS OF PRESSURIZATION CHECKLIST .... COMPLETE NOTE: DO NOT REMOVE OXYGEN MASK UNTIL BELOW 10,000 FT. ▪ ENGINE FAILURE IN FLIGHT NOTE: QRH STEP “MATCH FGC TO OPERATING ENGINE.” THIS SHOULD OCCUR AUTOMATICALLY WITH THE LOSS OF THE IDG. ▪ QRH OPTIONS: - ENGINE SHUTDOWN IN FLIGHT - ENGINE FAILURE ABOVE V1 - AIRSTART – WINDMILLING NOTE: DO NOT ATTEMPT AIRSTART IF: - FIRE - FOD - FROZEN NOTE: USE OF THE AUTOTHROTTLE DURING SINGLE ENGINE APPROACH IS PROHIBITED. NOTE: THE QRH HAS ENGINE OUT DRIFTDOWN CHARTS (EB-14). ▪ DUAL ENGINE FAILURE NOTE: MAXIMUM GLIDE HAPPENS AT ABOUT 0.30 AOA. ▪ QRH OPTIONS: - DUAL ENGINE FLAMEOUT - DUAL ENGINE FAILURE – MID-ALTITUDE - DUAL ENGINE OUT LANDING PROCEDURE NOTE: ENG AIRSTART ENVELOPE ≤ 25,000 FT, ≥ 250 KTS (G450); APU START ENVELOPE ≤ 37,000 FT (G450). NOTE: USE OF THE STANDBY ELECTRICAL POWER (HMG) IS NOT POSSIBLE WITH BOTH ENGINES WINDMILLING. GG ▪ ENGINE FIRE / FAILURE AT V1 NOTE: A LEFT ENG FAILURE WILL CAUSE A BREAK POWER TRANSFER. IF USING FGC1 THE LATERAL MODE MAY CHANGE. I M M E D I A T E A C T I O N : ▪ CALLOUT “ENGINE FAILURE” ▪ AT POSITIVE RATE, CALL “GEAR UP, MANUAL SPEED, FLCH” ▪ HOLD V2 TO V2+10 ▪ AT 1500’ AGL (OR CLEAR OF OBSTACLES), CALL “AUTO SPEED” ▪ AT V2+10, CALL “FLAPS UP” ▪ AT VSE, CALL “SET MCT” (715OC / 860OC) ▪ CALL “ENGINE FIRE CHECKLIST” OR “ENGINE FAILURE ABOVE V1 CHECKLIST” (AS APPROPRIATE) ▪ CALL “START THE APU” (APU INFLIGHT OPERATION – ALTERNATE ELECTRICAL POWER SOURCE, QRH EA-20 ▪ CALL “TRAFFIC PATTERN CHECKLIST” ▪ CALL “ONE ENGINE INOPERATIVE LANDING PROCEDURE CHECKLIST” ▪ ENGINE FIRE IN FLIGHT I M M E D I A T E A C T I O N : AFFECTED ENGINE ........................................... IDENTIFY AFFECTED ENGINE POWER LEVER ........................... IDLE AFFECTED ENGINE FUEL CONTROL ........................... OFF AFFECTED ENGINE FIRE HANDLE ............................ PULL AFFECTED ENGINE FIRE HANDLE .... ROTATE OUTBOARD CALL “ENGINE FIRE IN FLIGHT CHECKLIST” (EC-3) ▪ ENGINE SHUTDOWN GUIDELINES SHUTDOWN FOR THE FOLLOWING: ▪ ENGINE FIRE ▪ VIBRATION - EXTREME ENG VIB FELT IN THE AIRPLANE, OR IF VIB IS ACCOMPANIED BY OTHER FAILURE INDICATIONS ▪ LOSS OF POWER - EXCESSIVE OR UNCONTROLLABLE POWER LOSS ▪ OIL PRESSURE - SUDDEN INCREASE OR DECREASE IN OIL PRESSURE BEYOND LIMITS, OR SUSTAINED HIGH OIL PRESS ABOVE LIMITS ▪ TGT - SUDDEN UNCONTROLLABLE INCREASE IN TGT BEYOND LIMITS ▪ ANY OTHER ADVISABLE CONDITION ▪ ENGINE EMERGENCIES ▪ ENGINE FAILURE CONSIDERATIONS (QRH EB-1) ▪ ENGINE FAILURE BELOW V1 (QRH EB-1) ▪ ENGINE FAILURE ABOVE V1 (QRH EB-2) ▪ ENGINE SHUTDOWN IN FLIGHT (QRH EB-13) ▪ ONE ENGINE INOPERATIVE LANDING PROCEDURE (QRH EB-18) ▪ ONE ENGINE INOPERATIVE GO-AROUND PROCEDURE (QRH EB-20) G U L F S T R E A M G 4 5 0 Condensed Notes  TABLE OF CONTENTS  PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 4.0, 201909 P A G E 17 ▪ DECLARING AN EMERGENCY NOTE: GAC IN-FLIGHT EMERGENCY SUPPORT: 912-965-4178 STATE: ▪ AIRCRAFT IDENTIFICATION ▪ NATURE OF EMERGENCY ▪ SOULS AND FUEL ON BOARD (IN TIME) ▪ PILOT’S DESIRES ▪ “STANDBY, KEEP AN EYE ON US” ▪ AFTER LANDING INTENTIONS NOTE: MEDLINK IN-FLIGHT EMERGENCY SUPPORT: 602-239-3627 FLIGHT ATTENDANT BRIEF: ▪ T - TYPE OF EMERGENCY ▪ E - WHETHER AN EVACUATION WILL BE NECESSARY ▪ S - WHAT SIGNAL WILL BE USED (AND WHEN) FOR BRACE AND EVACUATE; “EASY VICTOR, EVACUATE, ETC” ▪ T - TIME AVAILABLE TO PREPARE ▪ APRCH ANNUNCIATOR ▪ FOR FMS FLOWN APPROACHES THE APRCH ANNUNCIATION MUST TURN ON 2NM BEFORE THE FAF ▪ THIS CONFIRMS SENSOR CONFIGURATION IS CORRECT AND SENSOR INTEGRITY IS WITHIN LIMITS FOR THE APPROACH ▪ BLUE NEEDLE APPROACHES NAV SOURCE: IFMSI APCH TYPE GP BUTTON APCH MINS ALT PRESELECT VERTICAL MODE LATERAL MODE RNP (LPV) APRI DA MAA VGP LPV FMS RNAV (LNAV / VNAV) VGP RNAV (LNAV) DDA(1) VOR(2) RNAV (CIRCLE) LNAVI VNAVI MDA MDA VPATH VOR(2) (CIRCLE) ▪ GREEN NEEDLE APPROACHES NAV SOURCE: INAVI APCH TYPE GP BUTTON APCH MINS ALT PRESELECT VERTICAL MODE LATERAL MODE ILS APRI DA MAA GS LOC LOC LNAVI VS/FPAI (3) DDA(1) MAA(4) VS/FPA LOC (CIRCLE) MDA MDA VOR APRI VS/FPAI (3) DDA(1) MAA(4) VORAP VOR (CIRCLE) MDA MDA BC LOC BCI VS/FPAI (3) DDA(1) MAA(4) BC BC LOC (CIRCLE) MDA MDA (1) DDA = MDA + 60 FT (3) MATCH VERTICAL TRACK (DASHED MAGENTA ON VSD) TO FMS DEPICTED VERTICAL PATH (4) VS/FPA WILL HONOR THE ALT PRESELECT, SET MAA WHEN APPROPRIATE TO NOT INTERFERE WITH DESCENT NOTE: APR AND VS/FPA BUTTONS ARE USED FOR A GREEN NEEDLE VOR APPROACH (VORAPP), THE ALTITUDE WINDOW WILL BE HONORED. ▪ GO AROUND – TWO ENGINE* *WITH ENHANCED NAV ▪ CALL, “GO AROUND, FLAPS 20” ▪ SELECT TO/GA, PITCH INTO FD ▪ AT POSITIVE RATE, CALL “GEAR UP, SET UP THE MISSED APPROACH” ▪ PM SELECTS: 1. GEAR UP 2. GROUND SPOILERS OFF 3. SET/CONFIRMS MISSED APPROACH ALT 4. CONFIRMS PF GP IN FMS 5. SELECTS MAN SPEED 200 KTS 6. SELECTS FLCH ▪ AT VREF +20, CALL “FLAPS UP” ▪ CALL “TRAFFIC PATTERN CHECKLIST” ENHANCED NAV NOTE: WHEN GA MODE IS SELECTED WITH THE ACTIVE LATERAL MODE BEING LNAV, THE LATERAL MODE DOES NOT TRANSITION TO WINGS LEVEL/HEADING HOLD; IT REMAINS IN LNAV. NOTE: A FULLY COUPLED AUTO MISSED APPROACH IS POSSIBLE WITH ONLY – “TOGA, FLAPS 20, POSITIVE RATE, GEAR UP, 400’, FLAPS UP” – EVERYTHING ELSE WORKS AUTOMATICALLY, - AS LONG AS THE MISSED APPROACH ALTITUDE IS SET IN THE ALTITUDE PRESELECT. ▪ GO AROUND – SINGLE ENGINE* *WITH ENHANCED NAV NOTE: USE OF THE AUTOTHROTTLE DURING SINGLE ENGINE APPROACH IS PROHIBITED. NOTE: SINGLE ENGINE AUTOPILOT COUPLED GO-AROUND IS NOT APPROVED. ▪ CALL, “GO AROUND, FLAPS 20” ▪ SELECT TO/GA, PITCH INTO FD ▪ AT POSITIVE RATE, CALL “GEAR UP, SET UP THE MISSED APPROACH” ▪ PM SELECTS: 1. GEAR UP 2. GROUND SPOILERS OFF 3. SET/CONFIRMS MISSED APPROACH ALT 4. CONFIRMS PF GP IN FMS 5. SELECTS MAN SPEED (NOT 200 KTS) 6. SELECTS FLCH ▪ AT 1500’ AGL (OR CLEAR OF OBSTACLES) AND VREF +20, CALL “FLAPS UP, SET VSE” (VSE=0O FLAP VREF) ▪ AT VSE (0O FLAP VREF), CALL “SET MCT” (715OC) ▪ CALL “ONE ENGINE INOPERATIVE GO-AROUND PROCEDURE CHECKLIST” ▪ CALL “TRAFFIC PATTERN CHECKLIST” ▪ CALL “ONE ENGINE INOPERATIVE LANDING PROCEDURE CHECKLIST” ▪ MIN SPEED FOR FLAP RETRACTION ▪ TAKEOFF, NORMAL & V1 CUT: V2+10 ▪ GO AROUND, NORMAL AND S.E.: VREF(20) +20 ▪ WINDSHEAR / CFIT ESCAPE QRH: SUPPLEMENTAL DATA, S-7 WINDSHEAR / MICROBURST QRH: RED TAB, MA-9 AND AMBER TAB, MB- 54 - OTHER WARNING ANNUNCIATIONS I M M E D I A T E A C T I O N : ▪ DISCONNECT AUTOPILOT AND AUTOTHROTTLES ▪ MAX POWER (ENSURE SPEEDBRAKES ARE RETRACTED) ▪ 3O TO 4O PER SECOND ROTATION ▪ PITCH UP TO 25O OR PLI ▪ SPD, VREF -20 KTS OR PLI ▪ NO CONFIG CHANGES TILL CLEAR NOTE: A PITCH ATTITUDE OF 25 DEG HAS BEEN DEMONSTRATED AT MAX LNDG WT WITH FULL FLAPS. POST WINDSHEAR: ▪ CALL “MAN SPEED 250, FLCH” ▪ ENGAGE AUTOTHROTTLES ▪ TCAS ALERT I M M E D I A T E A C T I O N : ▪ TCS – PRESS AND HOLD ▪ PITCH – FLY-TO-BOX ▪ ATC – NOTIFY “TCAS RA” ▪ WHEN CLEAR, “RETURNING TO ASSIGNED ALTITUDE” G U L F S T R E A M G 4 5 0 Condensed Notes  TABLE OF CONTENTS  PLEASE EMAIL CORRECTIONS TO: sefoltz@outlook.com REV 4.0, 201909 P A G E 18 ▪ CONTAMINATED RUNWAY RESTRICTIONS ▪ TAKEOFF ▪ LANDING ▪ FLAPS 20O ONLY ▪ OPERATIVE ANTI-SKID ▪ OPERATIVE AUTO GROUND SPOILERS ▪ OPERATIVE THRUST REVERSERS ▪ MAX STANDING WATER – 0.39IN ▪ RATED THRUST ONLY, ETC… ▪ FLAPS 39O ONLY ▪ OPERATIVE ANTI-SKID ▪ OPERATIVE THRUST REVERSERS ▪ MAX STANDING WATER – 0.59IN ▪ THRESHOLD SPEED VREF TO VREF+10 ▪ LANDING DIST ADJUSTMENTS “RULE OF THUMB” ▪ EXCESS AIRSPEED ▪ DOWNHILL ▪ FLOATING ▪ EXCESSIVE TCH ▪ DELAYED BRAKING ▪ DRY RUNWAY, AN ADDITIONAL 300 FT PER 10 KTS ▪ WET RUNWAY, AN ADDITIONAL 500 FT PER 10 KTS ▪ EXTENDED FLARE, AN ADDITIONAL 2500 FT PER 10 KTS ▪ AN ADDITIONAL 10% OF LANDING DISTANCE PER 1% DOWN SLOPE ▪ AN ADDITIONAL 230 FT PER SECOND ▪ AN ADDITIONAL 200 FT PER 10 FT ABOVE TCH ▪ AN ADDITIONAL 220 FT PER SECOND ▪ FLEX TAKEOFF RESTRICTIONS (AFM APPENDIX A) ▪ NO TAILWIND ▪ NO DOWNHILL SLOPE ▪ NO CONTAMINATION ON RUNWAY (BUT WET IS OK) ▪ NO WING ANTI-ICE ▪ ANTI-SKID MUST BE OPERATIVE ▪ AUTO GROUND SPOILERS MUST BE OPERATIVE IF FLAPS 10O, ETC… ▪ TOTAL LOSS OF BRAKING I M M E D I A T E A C T I O N : ▪ THRUST REVERSE – MAXIMUM ▪ PTU AND AUX PUMP – ON ▪ BRAKES – RELEASE ▪ ANTI-SKID – OFF ▪ BRAKES – APPLY 400 PSI MAXIMUM ▪ PARKING BRAKE – APPLY 400 PSI MAXIMUM IF BRAKE PEDALS INOPERATIVE ▪ UNCOMMANDED NOSEWHEEL STEERING I M M E D I A T E A C T I O N : ▪ DIFFERENTIAL BRAKES AND RUDDER - USE ▪ NOSEWHEEL STEERING SWITCH – OFF ▪ REJECTED TAKEOFF I M M E D I A T E A C T I O N : ▪ “ABORT” ▪ IDLE POWER, MAX BRAKES ▪ MAX REVERSE ▪ EXTEND SPEED BRAKES ▪ NOTIFY ATC ▪ SET PARKING BRAKE ▪ ADVISE PAX, “REMAIN SEATED – REMAIN SEATED” ▪ QRH OPTIONS: - REJECTED TAKEOFF (QRH MISCELLANEOUS INDEX, EI-12) - ENGINE FAILURE BELOW V1 - THRUST REVERSER UNLOCK OR DEPLOY DURING TAKEOFF ▪ EMERGENCY EVACUATION QRH LAST PAGE NOTE: THE FIRE HANDLE RELEASE BUTTON WILL NEED TO BE PRESSED. PARK / EMERG BRAKE ........................................ SET L / R FUEL CONTROL SWITCHES ......................... OFF L / R FIRE HANDLES .......... PULL (IF REQ DISCH 1 / 2) CABIN PRESSURE CONTROL ...................... MANUAL OUTFLOW VALVE ................................... FULL OPEN APU MASTER...................................................... OFF L / R MAIN BATTERIES ........................................ OFF PASSENGERS / CREW .............................. EVACUATE EVACUATION COMMANDS: “OPEN SEAT BELTS, LEAVE EVERYTHING, COME THIS WAY, GET OUT, RUN AWAY FROM THE AIRCRAFT”