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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

CHAPTER 5–12
AIRCRAFT GENERAL
CONTENTS
CHAPTER 5 ............................................................................................................................ 5-1
INTRODUCTION ................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
DESIGN CHARACTERISTICS ............................................................................................. 5-2
Aircraft Performance..........................................................................................................5-2
G500 Aircraft Weights ..................................................................................................... 5-2
G550 Aircraft Weights ..................................................................................................... 5-2
Cabin Standards ............................................................................................................... 5-3
Differences from Previous Gulfstream Aircraft............................................................... 5-7
AIRCRAFT SYSTEMS........................................................................................................... 5-9
Airframe Innovations ....................................................................................................... 5-9
Engines............................................................................................................................. 5-9
Auxiliary Power Unit..................................................................................................... 5-11
Hydraulics...................................................................................................................... 5-13
Flight Controls....................................................................................................................... 5-13
Landing Gear ................................................................................................................. 5-13
Environmental Control System...................................................................................... 5-15
Fuel System.................................................................................................................... 5-15
Electrical Power ............................................................................................................. 5-17
G500/G550 Avionics Equipment Functions .................................................................. 5-19
AIRCRAFT PLACARDS...................................................................................................... 5-21
General........................................................................................................................... 5-21
Caution and Warning Placards....................................................................................... 5-21

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

Instruction and Information Placards............................................................................. 5-21

Locator Placards ............................................................................................................ 5-21
CHAPTER 12—SERVICING............................................................................................... 12-1
INTRODUCTION ................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
JACKING, LIFTING, AND SHORING ............................................................................... 12-3
Operational Requirements ............................................................................................. 12-3
Individual Nose and Main Gear Jacking........................................................................ 12-5
Fuselage Jacking ............................................................................................................ 12-7
Lifting and Shoring........................................................................................................ 12-9
PARKING, STORAGE, AND MOORING ........................................................................ 12-11
Parking Procedures ...................................................................................................... 12-11
Storage ......................................................................................................................... 12-13
Mooring ....................................................................................................................... 12-15
LEVELING AND WEIGHING .......................................................................................... 12-17
Leveling ....................................................................................................................... 12-17
Weighing...................................................................................................................... 12-19
TOWING............................................................................................................................. 12-19
SERVICING........................................................................................................................ 12-25
Fuel System Servicing ................................................................................................. 12-25
Oil System Servicing .................................................................................................. 12-27
Hydraulic System Servicing ........................................................................................ 12-35
Pneumatic System Servicing ....................................................................................... 12-39
Oxygen System Servicing ........................................................................................... 12-43
Anti-Icing/Deicing....................................................................................................... 12-44
Aircraft Washing.......................................................................................................... 12-45

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ILLUSTRATIONS
Figure Title Page
5-1 Aircraft Dimensions ................................................................................................. 5-4
5-2 Emergency Exits....................................................................................................... 5-6
5-3 Rolls-Royce Deutschland BR710 Engine ................................................................ 5-8
5-4 Engine Instrument Displays ..................................................................................... 5-9
5-5 Auxiliary Power Unit ............................................................................................. 5-10
5-6 APU Synoptic Page............................................................................................... 5-11
5-7 2/3 Hydraulic Synoptic Page.................................................................................. 5-12
5-8 Flight Control Locations ........................................................................................ 5-12
5-9 Flight Control Synoptic Page ................................................................................. 5-13
5-10 ECS/PRESS Synoptic Page.................................................................................... 5-14
5-11 Fuel System Synoptic Page .................................................................................... 5-14
5-12 Gulfstream G500/G550 Electrical Schematic........................................................ 5-16
5-13 AC and DC Synoptic Pages.................................................................................... 5-17
5-14 PlaneView System Overview ................................................................................. 5-18
5-15 Flight Displays ....................................................................................................... 5-19
5-16 Locator Placard—Emergency Window Exits ........................................................ 5-20
12-1 Aircraft Jacking...................................................................................................... 12-2
12-2 Axle Jack Provisions .............................................................................................. 12-4
12-3 Main Landing Gear With Jack Adapter ................................................................. 12-5
12-4 Fuselage Jack Point Locations ............................................................................... 12-6
12-5 Locations of Pneumatic Bags and Stabilizing Line Attachments .......................... 12-8
12-6 Landing Gear Pins................................................................................................ 12-10
12-7 Protective Covers ................................................................................................. 12-12

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12-8 Tire Covers........................................................................................................... 12-13

12-9 Battery Disconnect............................................................................................... 12-13
12-10 Mooring Rings ..................................................................................................... 12-14
12-11 Longitudinal Leveling Brackets........................................................................... 12-16
12-12 Lateral Leveling Brackets .................................................................................... 12-17
12-13 Torque Link Disconnect....................................................................................... 12-18
12-14 Nose Strut Extension............................................................................................ 12-20
12-15 Nosewheel Steering Collar................................................................................... 12-21
12-16 Nose Wheel Well Parking Brake Accumulator Gage .......................................... 12-22
12-17 Tow Bar Attachment ............................................................................................ 12-23
12-18 Single-Point Pressure Refueling .......................................................................... 12-24
12-19 Overwing Fueling ................................................................................................ 12-24
12-20 Ground Service Control Panel ............................................................................ 12-26
12-21 Engine Oil Tank Location .................................................................................... 12-26
12-22 Oil Tank Sight Gage............................................................................................. 12-28
12-23 APU Gearbox....................................................................................................... 12-28
12-24 Remote Oil Replenishment System ..................................................................... 12-30
12-25 Air Turbine Starter ............................................................................................... 12-32
12-26 Hydraulic System Schematic ............................................................................... 12-34
12-27 Hydraulic Reservoir ............................................................................................. 12-35
12-28 Remote Hydraulic Replenishing System ............................................................. 12-36
12-29 Landing Gear Strut Filler Valves ......................................................................... 12-38
12-30 Emergency Extension Blowdown Bottles............................................................ 12-40
12-31 Oxygen Service Panel .......................................................................................... 12-42

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

CHAPTER 5
AIRCRAFT GENERAL

INTRODUCTION
This training manual presents a description of the major airframe systems and engines
installed on the Gulfstream G500/G550 aircraft. The information contained herein is in-
tended only as an instructional aid. This material does not supersede, nor is it meant as
a substitute for, any of the manufacturer’s operating manuals. The material presented
has been prepared from the basic design data. All subsequent changes in aircraft appearance
or system operation will be covered during academic training and subsequent revisions
to this manual.

GENERAL
The Gulfstream G500/G550 is a low-wing, This chapter describes the design character-
twin fan-jet, pressurized transport category istics of the Gulfstream G500/G550 aircraft
airplane, specifically designed for all-weather and identifies the major aircraft systems, air-
operations and certified to fly at altitudes up craft placards, interior furnishings and equip-
to 51,000 feet. ment, and outfitting options. It covers material
from the following ATA chapters:
The minimum crew required is a pilot and copi-
lot. • 6—Dimensions and Areas

Many aircraft systems and standards, along • 11—Placards and Markings

with their effect on aircraft performance, are
unique to the Gulfstream G500/G550 . • 25—Equipment/Furnishings

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DESIGN The basic operating weight of the Gulfstream

G550 includes the manufacturer’s bare empty
CHARACTERISTICS weight and the typical operating items listed
below:
The mission for which the Gulfstream G550
is designed is to provide executive travelers Flight crew—three (3) at 170 lbs each = 510
with the longest-range non-stop capability Flight attendant—one (1) at 170 lbs = 170
available.
Crew baggage—four (4) at 30 lbs = 120
AIRCRAFT PERFORMANCE Engine oil = ........................................123
The Gulfstream G550 has been designed to a Unusable/Undrainable fuel ................189
range specification of 6,750 nm. This criterion Supplies ................................................688
dictated fuselage size, wing, engines, fuel ca-
pacity, and weight.The normal cruising speed Maximum payload for the Gulfstream G550
of the Gulfstream G550 is 459 knots true air- with maximum fuel on board is 1,600 lbs (727
speed (KTAS)/0.80 Mach, which is also the kg), including passengers (8) and baggage.
long-range cruise airspeed. Initial cruising The maximum useable fuel weight for the
altitude is 41,000 feet and will be achieved in Gulfstream G550 is 41,300 lbs (18,773 kg).
21 minutes. Maximum cruising speed is 499
KTAS (maximum operating Mach 0.885).

Maximum cruising altitude is 51,000 feet with

a climb rate of 4,188 fpm, and total flight time
is approximately 14 hours. This is based on
maintaining 0.80 Mach, 99% Boeing stan-
dardized winds, and ATC airway routing. With
the aircraft at 51,000 feet, the cabin altitude
would be equivalent to 6,000 feet (1,829 me-
ters) with 10.17 psid.

G550 AIRCRAFT WEIGHTS

• Maximum ramp—91,400 lbs
(41,458 kg) (Allows 400 lbs of fuel for
engine run-up and taxi)
• Maximum takeoff—91,000 lbs
(41,277 kg)
• Maximum landing—75,300 lbs
(34,227 kg)
• Maximum zero fuel—54,500 lbs
(24,721 kg) (Maximum allowable weight
of a loaded aircraft without fuel).

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

CABIN STANDARDS NOTES

Seats
All passenger compartment seats must meet
regulatory requirements. The maximum num-
ber of passengers the Gulfstream G500/G550
can carry is 19 (13 is typical). All seats are se-
cured to the aircraft structure, have three point
restraints, and may be configured as follows:

• Single forward facing seats are designed

to meet a 16-g requirement. Seats have
various levels of foam options (soft to
firm) and various seat coverings from
which to choose. Side facing seats must
also meet a 16-g requirement. Seat belts
are lever or push-button release type.
• Double seats are available with the same
standards as the single seats.
• Triple (divan) style seats 37 to 39 inches
wide are available and include stowage
underneath.

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

93.45 ft

35.17 ft

25.86 ft

96.40 ft

Figure 5-1. Aircraft Dimensions

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

Interior Dimensions and NOTES

Capacities
Cabin length .................. 43 ft 11 in. (13.4 m)

Cabin height ...................... 6 ft 2 in. (1.9 m)

Cabin width ........................ 7 ft 4 in. (2.2 m)

Cabin volume .......... 1,669 cu ft (47.3 cu m)

Baggage compartment
length .................................... 6 ft 2 in. (1.9 m)

Baggage compartment
volume ............................ 226 cu ft (6.4 cu m)

Baggage compartment
capacity .......................... 2,500 lb (1,134 kg)

Exterior Dimensions
Wing span ........................ 93 ft 6 in. (28.5 m)

Wing area (each wing) .............. 1,136.5 sq ft

Height (top of vertical

stabilizer to ground) ...... 25 ft 10 in. (7.9 m)

Horizontal
stabilizer span .............. 35 ft 2 in. (10.72 m)

Horizontal
stabilizer area ...... 260.85 sq ft (24.23 sq m)

Total length
(tip of nose to end of
horizontal stabilizer) .... 96 ft 5 in. (29.4 m)

Fuselage stations (FS) represent edges of ver-

tical planes perpendicular to the horizontal
reference plane and show measurement of
length along the longitudinal (X) axis. The
stations locate points along the fuselage from
FS 0.00 located 4 inches aft of the forward tip
of the nose radome (Figure 5-1).

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

PRIMARY ESCAPE ROUTES

SECONDARY ESCAPE ROUTES TO BE USED

ONLY ON INSTRUCTIONS FROM FLIGHT CREW

ENTRANCE DOOR
EXTERNAL
BAGGAGE
COMPARTMENT
DOOR
EMERGENCY ESCAPE
WINDOWS (2 PER SIDE)

Figure 5-2. Emergency Exits

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

DIFFERENCES FROM PREVIOUS Windows

GULFSTREAM AIRCRAFT There are fourteen windows in the passenger
cabin (seven per side) (Figure 5-1). They are
Datum Line located 49 inches apart on center and are el-
The datum line is an imaginary vertical plane liptical in shape (19 x 26 inches), water tight,
from which all horizontal measurements are and electrically heated.
taken. On the Gulfstream G500/G550 aircraft
the datum line is located at FS –4.00. This Emergency Exits
means that the datum line is located 4 inches
in front of the tip of the nose radome, which Of the fourteen windows in the passenger com-
is FS 0.00. partment, four are removable—two on the left
and two on the right side located over the wing.
Water Line (WL) The removable windows are capable of being
opened from either inside or outside for emer-
The water lines represent edges of planes par- gency egress. The main entrance door is cer-
allel to the horizontal reference plane. This tified as an emergency exit, and the baggage
plane is parallel to the fuselage centerline and compartment door may also be used as an aux-
locates points, components, and distances iliary emergency exit (Figure 5-2).
above a theoretical datum line (WL 0.00). For
the Gulfstream V, WL 0.00 is 100 inches below
the centerline of the fuselage datum. NOTES
Buttock (Butt) Line (BL)
The butt line shows measurement of width to
the left and right of the aircraft centerline.
Measurements, in inches, to the left of BL
0.00 are designated left buttock line (LBL), and
measurements to the right of BL 0.00 are des-
ignated right buttock line (RBL). Wing stations
represent planes perpendicular to the wing
reference plane and parallel to the fuselage
centerline and are measured from WS 50.00
(FS 397.513 BL 0.00 WL 39.982) to WS
531.000 (BL 531.000).

Doors
The baggage compartment door is a 40 x 36-
inch plug-type door on the left side of the air-
plane. The main entrance door is a 36 x 60-inch
passenger entrance door. An unpressurized
tail compartment houses the auxiliary power
unit (APU), the air-conditioning units, and
other equipment. The entrance to this com-
partment is from the ground, through an ac-
cess (ventral) door with a self-contained
folding ladder. There are also several service
doors located all over the aircraft; these are dis-
cussed in Chapter 51–57, “Structures.”

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

Figure 5-3. Rolls-Royce Deutschland BR710 Engine

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

AIRCRAFT SYSTEMS NOTES

AIRFRAME INNOVATIONS
Innovations in the airframe include an en-
larged cockpit, relocated airstair, new trail-
ing-edge components, new wing technology,
nacelle and thrust reversers, and newly de-
signed winglets.

ENGINES
The Gulfstream G500/G550 has two aft fuse-
l a g e - m o u n t e d R o l l s - R oy c e D e u t s c h l a n d
BR700-710C4-11 engines (Figure 5-3) with
a static thrust of 15,385 pounds each at ISA
+15°C (86°F). Each engine is a high bypass
turbofan with a bypass ratio of 4.0:1 and is
controlled by a full authority digital engine
control (FADEC).

Control of the BR710 engine is electronic, via

dual-channel engine electronic controllers
(EEC’s). Nothing mechanical connects the
pilot’s power levers and the engines. The
power levers send electronic signals to the
EEC’s microprocessors, which command en-
gine power. This system protects against en-
gine overspeed and overtemperature.

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

PRIMARY ENGINE ALTERNATE ENGINE

SECONDARY ENGINE COMPACTED ENGINE

Figure 5-4. Engine Instrument Displays

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

Primary Engine Indications NOTES

The normal configuration format at initial ap-
plication of full electrical power places the pri-
mary engine display 1/6 window in the top
right section of DU No. 2 with the secondary
engine display 1/6 window directly below in
the bottom right of DU No. 2. In this config-
uration, the primary engine contains analog
dial representations for EPR, TGT and LP rpm
and digital indications for HP rpm and fuel
flow (FF) with a split arrow icon showing dif-
ferences in engine FF.

The secondary engine display 1/6 window will

display only digital indications for the fol-
lowing engine parameters: oil pressure, oil
temperature, LP and HP EVM, hydraulic pres-
sures, fuel tank temperature and fuel quantity
(a split arrow icon representing differences in
tank quantities).

If for any reason the flight crew chooses to re-

arrange the default display format, the fol-
lowing options are available:

1. If the secondary engine 1/6 window is

eliminated from display, the primary
engine 1/6 window format will change
to an alternate engine 1/6 window dis-
play where the digital indications of HP
rpm and fuel flow (and split arrow dif-
ference icon) are replaced with digital
readings of fuel quantity including a
total fuel indication and a split arrow
tank difference icon.
2. A compacted engine 1/6 window may be
elected for display during normal en-
gine operations. If only battery power is
available for the aircraft electrical sys-
tem, and engines are operating, the 1/6
compacted engine display is the default
presentation. The compacted window
contains digital indications for EPR,
TGT, LP and HP rpm, FF, oil pressure,
oil temperature and fuel quantity.

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

Figure 5-5. Auxiliary Power Unit

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

AUXILIARY POWER UNIT

The auxiliary power unit (APU) is the RE220, The APU provides pneumatic power in the
developed by Honeywell. The APU is a gas tur- form of compressed air for operation of air-
bine engine that starts with aircraft or ground craft main engine starters and environmental
DC power and then operates on aircraft-sup- control. The engine has five basic operating
plied fuel. The APU is to provide an alternate modes: ready to load (full rpm with no shaft
source of pneumatic power for the main engine or bleed load), main engine starting (bleed
start system and the environmental control load), environmental control (bleed load),
system, and provide shaft power to drive the electrical power generation (shaft load) and
auxiliary AC generator. Engine operation is combination operation (simultaneous shaft
controlled by four systems: fuel, lubrication, and bleed loads). The APU can be started up
electrical and pneumatic. The control system to 43,000 feet, although 39,000 feet is guar-
consists of an electronic control unit (ECU) anteed. The auxiliary AC generator is rated at
and sensors that measure APU operating pa- 40 kVa electrical load up to 45,000 feet. APU
rameters, which the ECU uses to control the operations can be monitored from the APU
engine. The ECU ensures the APU and all of control panel located on the cockpit overhead
its subsystems operate correctly in response panel or using the 1/6 synoptic page APU
to all environmental and load conditions. BLEED (Figure 5-6).

APU
EGT RPM
495 °C 101.1 %

Open

L R
45 Psi 45 Psi

Bleed Air Pressure

Figure 5-6. APU Synoptic Page

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

Left HYDRAULICS Right

12 ∞C 24 ∞C
Full Full
Low Low
1.5g
4.7g

Left Right
Aux
3000 psi psi
3000 psi
L T/R R T/R

Aileron
Elev
Flt Spl
Gnd Spl
Stl Bar
YD1 Rudder YD2

NWS
PTU
Main Door 0 psi

Flaps
Gnd Spl Ctrl

Brakes HMG

Ldg Gear
ACCUM
3000 psi BOTTLE 3100 psi

Figure 5-7. 2/3 Hydraulic Synoptic Page

ELEVATOR
TRIM TAB

AILERON ELEVATOR
ELEVATOR
FLAP TRIM TAB
LATERAL AXIS

RUDDER
LONGITUDINAL AXIS

SPOILERS

AILERON TRIM TAB

AILERON

VERTICAL AXIS

Figure 5-8. Flight Control Locations

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

HYDRAULICS damper, and for ground operation of the land-

ing gear. The 2/3 HYDRAULICS synoptic
Hydraulic power is supplied to the aircraft by page displays system operation and indicates
three independent systems designated as left any abnormal condition (Figure 5-7).
system, right system, and auxiliary system.
All systems operate at 3,000 psi nominal pres- FLIGHT CONTROLS
sure. The left hydraulic system is powered by
one variable displacement pump mounted on Gulfstream G500/G550 flight controls fea-
the left engine. This system powers the flight ture conventional mechanical linkages with
controls, ground spoiler control, wing flaps, dual servo hydraulic boost for all axes. Roll
brakes, nose wheel steering, landing gear, and authority is augmented by combined aileron
hydraulic motor generator. The right hydraulic and spoiler action (Figures 5-8 and 5-9). An
system is powered by one variable displacement aileron and elevator disconnect is provided
pump mounted on the right engine. This sys- in case of jammed controls and both electric
tem powers the flight controls and through the and manual pitch trim is available. Roll and
power transfer unit; ground spoiler control, yaw trim are manually operated, and dual-
wing flaps, brakes, nose wheel steering, land- channel yaw dampers are provided. The 2/3 or
ing gear, and hydraulic motor generator. A DC a 1/6 FLIGHT CONTROL synoptic page de-
electrically-driven pump is provided for op- picts system operation and indicates any ab-
eration of the main entrance door, alternate normal condition in the system (Figure 5-9)
power for flaps, brakes, steering, rudder, yaw

1/6 PAGE

1 1

2/3 PAGE

Figure 5-9. Flight Control Synoptic Page

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

1/6 PAGE

2/3 PAGE

Figure 5-10. ECS/PRESS Synoptic Page

12,400

6200 6200
43 38

21 14

Figure 5-11. Fuel System Synoptic Page

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

LANDING GEAR A fuel return to tank system is also provided

to warm the fuel in the tanks for high altitude
The Gulfstream G500/G550 landing gears are operation or any time the fuel tank tempera-
fully retractable, tricycle landing gear with tures are very low. The FUEL synoptic page
standard dual wheels. Oil-pneumatic shock depicts operation of the fuel system and indi-
struts provide support of the aircraft during cates any abnormal conditions within the sys-
landing and while on the ground. The gear is tem (Figure 5-11).
electrically controlled and hydraulically ac-
tuated and is normally pressurized from the left
hydraulic system. The landing gear incorpo- NOTES
rates an electronically controlled antiskid
braking system and a nose wheel steering sys-
tem. The FLIGHT CONTROL synoptic page
can be displayed as 1/6 or 2/3, and depicts
landing gear position with weight on wheels
information (Figure 5-9).

ENVIRONMENTAL CONTROL
SYSTEM
The environmental control system (ECS) can
sustain a maximum pressure differential of
10.17 psi. This allows a 6,000-foot cabin al-
titude at FL 510. The ECS consists of dual air
cycle machines, a three-zone temperature con-
trol, water separators, and ozone filters. Dual
digital controls that are tied into the flight
management system normally govern cabin
pressurization. The 2/3 or a 1/6 ECS/PRESS
synoptic page depicts operation of the pneu-
matic system and indicates any abnormal con-
ditions within the system (Figure 5-10).

FUEL SYSTEM
The fuel system consists of two integral wing
tanks with a total usable capacity of 41,300
pounds (Figure 5-11). Cross-flow capability
by way of a cross-feed valve allows fuel from
either tank manifold to feed the opposite tank
manifold. Fuel transfer between tanks is pro-
vided through the intertank valve. This pro-
vides for fuel balancing.

Refueling is accomplished by gravity or pres-

sure fueling. Automatic or manual refuel-
ing capability is available in the pressure
fueling mode.

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5-18
LAC AAC RAC
034T1
L GCU APU R GCU
GCU
EAC CTA 4
CTA 1
CTA 2
L BPCU

LEFT MAIN AC BUS RIGHT MAIN AC BUS

LAXC RAXC

REAC
LMTAC R BPCU
RMTAC
ATAC 1
R MAIN TRU
LEAC HMG Sw to LAC

ATAC 2
LEFT
LEFT MAIN ESS AC BUS RIGHT RIGHT
ESS TRU AUX MAIN ESS
HE 5 TRU TRU
TRU TRU

HE 1 AC Aÿ HE 8 LSAC RSAC
HE 3 HE 2 HE 4
E-INV APC EDC/
LMDC ADC
LEDC RMDC REDC
R BPCU
L BPCU L STBY AC BUS R STBY AC BUS
R BPCU R BPCU w/ SEP
LMDXC RMDXC R ESS Sw OFF
L BPCU
L MAIN DC BUS R MAIN DC BUS
R BPCU
LEDXC REDXC

FOR TRAINING PURPOSES ONLY

LEDBC REDBC
GSBC
LEIDC REIDC 1
L ESS DC BUS R ESS DC BUS
BC 1 BC 2
BATT TIE BUS

HE 7 HE 6 GSBC
2
LBCC RBCC GND SRV BUS
GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

L BATT R BATT
CHGR L Batt AUX HYD APU START R Batt CHGR
Sw ON Sw ON
MOT CONT CONT
international
FlightSafety

Figure 5-12. Gulfstream G500/G550 Electrical Schematic

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

ELECTRICAL POWER The HMG is able to provide power to the

standby AC busses and to the essential DC
The Gulfstream G500/G550 electrical power busses via the AUX TRU during emergency
system (EPS) provides AC and DC power and conditions. Emergency power is provided by
a means of control, protection, and distribution four 9 amp-hour battery packs. Two battery
of electrical power required for ground and in- packs provide power for the emergency light-
flight operations of the aircraft (Figures 5-12 ing system and two battery packs provide
and 5-13). Primary electrical power is provided power for the avionics backup battery sys-
by the AC power system, comprised of two en- tem. The emergency lighting system provides
gine-driven integrated drive generators (IDGs) cabin and over-the-wing emergency exit light-
and an auxiliary-power-unit-driven generator. ing, and the avionics backup battery system
DC power is provided by five transformer rec- provides power for standby flight instruments
tifier units (TRUs) and supplemented by two and inertia reference units (IRU) during emer-
nickel-cadmium batteries. A DC-power ground gency conditions.
service bus (GSB) is provided to allow routine
aircraft servicing without powering other air-
craft systems. The aircraft is equipped with a
standby electrical power system that is powered
by a hydraulic motor generator (HMG).

Figure 5-13. AC and DC Synoptic Pages

FOR TRAINING PURPOSES ONLY 5-19

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

Figure 5-14. PlaneView System Overview

5-20 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

G500/G550 AVIONICS
The purpose of the Planeview system is to The Primus Epic system takes advantage of
provide pilots with real-time information advancements in flat panel display technol-
about airports, weather, air traffic and ter- ogy and cursor control devices and couples
rain, all displayed on four large landscape, these with the modular integration of many of
flat-screen monitors. These advancements the stand-alone utilities functions into the
greatly improve situational awareness for pi- avionics suite. Many control functions that
lots and provide instant access to information were previously individual line replacement
necessary to make safe flying decisions in units (LRUs) in older systems are function-
adverse or low-visibility conditions.The most ally integrated into the modular avionics unit
significant advantage is improved safety. (MAU) and the modular radio cabinets (MRC)
of the Primus Epic system.
The Planeview system is based on the
Honeywell EPIC architecture and consists of
three 16 user slot dual channel MAUs, four
large format flat panel displays, dual EGPWS,
dual EPIC radios, TCAS, three AV-900 (ACPs)
audio panels, various controllers, sensors and
servos.

PRIMARY FLIGHT DISPLAY (PFD) NAVIGATION DISPLAY (INAV)

Figure 5-15. Flight Displays

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

OPEN DOOR ESCAPE WINDOW

RELEASE
PULL HANDLE UP
PUSH WINDOW IN PUSH

LOCATOR PLACARDS

Figure 5-16. Locator Placards—Emergency Window Exits

5-22 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

AIRCRAFT PLACARDS NOTES

GENERAL
Aircraft placards are classified as either ex-
terior or interior. In either case, Gulfstream
G500/G550 placarding is consistent with FAA
requirements for safety and emergency rescue.
Both exterior and interior placards fall into one
or more of the following categories:

• Caution and warning

• Instruction and information
• Locator

CAUTION AND WARNING

PLACARDS
Caution and warning placards provide for the
prevention of injury to personnel and damage
to equipment.

INSTRUCTION AND
INFORMATION PLACARDS
Instruction and information placards provide
information on the operation of controls and
equipment.

LOCATOR PLACARDS
Locator placards point out locations such as
the emergency exits and identify components
such as vents, electrical connectors, and ac-
cess panels (Figure 5-16).

NOTE
If placards need replacing, refer to
the Illustrated Parts Catalog for or-
dering information.

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

CHAPTER 12
SERVICING

INTRODUCTION
This chapter presents an overview of the Gulfstream G500/G550 aircraft ground han-
dling and servicing procedures. All values such as pressures, temperatures, rpm, and power
requirements are used for their illustrative meaning. The current manufacturer’s
Maintenance Manual must be consulted for all maintenance specifications, tolerances,
and the actual values. This data must be determined from approved Gulfstream refer-
ence material.

GENERAL
Aircraft ground handling and servicing in- • To recover a disabled aircraft
volves the equipment, methods, and proce- • To determine the exact weight of an air-
dures used on the ground in the following craft
situations:
• To properly store an aircraft for an ex-
• To move an aircraft when it is impossi- tended period of time
ble or impractical to move it under its • To replenish expended consumables
own power

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Figure 12-1. Aircraft Jacking

12-2 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

This chapter covers material from the fol-

lowing ATA chapters: CAUTION
If stairway is to remain extended while
• 7—Lifting and Shoring aircraft is on jacks, ensure lower step
• 8—Leveling and Weighing of air stair door is supported.
• 9—Towing and Taxiing
• 10—Parking and Mooring CAUTION
• 12—Servicing • Ensure there is sufficient tail clear-
ance when jacking aircraft while
JACKING, LIFTING, AND inside hangar.
SHORING
• To prevent aircraft from falling on
Jacking is performed when it is necessary to its tail section while being jacked,
remove, repair, replace, and functionally check counterweights can be attached to
the landing gear and its components. Jacking nose gear of aircraft.
is also a method used to weigh the aircraft.
Lifting and shoring are performed when it is
necessary to recover an aircraft that has landed • To prevent damage to nose gear
with one or more collapsed landing gear shock strut, ensure that nose wheel
(Figure 12-1). steering torque links are connected.

OPERATIONAL CAUTION
REQUIREMENTS
To prevent the possibility of aircraft
Jacking the aircraft is performed in accor- slipping off jacks while being raised,
dance with the GAC Maintenance Manual ensure that parking brake has been
(07-10-00) by using one of two methods: in- released.
dividual nose and main gear jacking or three-
point fuselage jacking.
CAUTION
CAUTION Prior to applying electrical power to
a jacked aircraft, ensure that probe
• If aircraft is to be jacked out of heat and cabin window circuit break-
doors, head aircraft into the wind. ers are pulled and cabin window heat
switch is selected to off.
• Do not jack if maximum gusts ex-
ceed 20 mph.

• Do not jack if wind velocity ex-

ceeds 10 mph, unless the aircraft
is snubbed at all mooring points.

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

JACK ADAPTER
11.16" TO GROUND
NOSE LANDING GEAR
FLAT TIRE GROUND LEVEL RH WHEEL OMITTED FOR CLARITY

16.45"

MAIN LANDING GEAR

FLAT TIRE GROUND LEVEL LH WHEEL OMITTED FOR CLARITY

GEAR JACK SPECIFICATIONS

JACK ROLL UNDER
EXTENDED
POINT FLAT TIRE
INCHES INCHES
NLG 11.61 14.04
MLG 16.45 20.70

GEAR DIMENSIONS
MAIN LANDING NOSE LANDING
ITEM GEAR GEAR
INCHES INCHES
TIRE DIA 35.00 21.25
NORMAL
ROLLING 15.22 9.15
STATUS
FLAT TIRES 11.90 7.30
RADIUS
DISTANCE
BETWEEN 7.06 5.47
NORMAL
TIRES
DISTANCE
BETWEEN 5.50 3.62
FLAT
TIRES

Figure 12-2. Axle Jacking Provisions

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

INDIVIDUAL NOSE AND MAIN essary to use the fuselage jack point. If both
GEAR JACKING tires are flat on the main gear, it will be nec-
essary to use the wing jack point.
A fold-down jack pad is provided at the bot-
tom of the nose gear shock strut. The jack pad The maximum aircraft weight for single wheel
is spring-loaded to the down or folded posi- jacking is 90,900 pounds, which is also the
tion and must be held in place while the jack maximum gross weight of the aircraft.
is placed in position, which requires a 25-ton
low-profile axle jack (Figure 12-2). WARNING
For individual main gear jacking, a jack pad Do not exceed the jack extension
adapter is inserted into the aft portion of the screw beyond the specific limits sten-
main landing gear trailing arm between the two ciled on the jack. Serious injury to
wheels. A 25-ton low-profile jack is required personnel or damage to the aircraft
with the use of a wheel jack pad for main gear can result.
jacking. Because of the close proximity of the
brake lines to the jack pad, caution must be
used when positioning the jack on the pad. CAUTION
A jack with a minimum capacity of 12 tons and Walking on the empennage or outer
with an extension range of 11.61–14.04 inches wing of the aircraft, while on jacks,
is required to raise the aircraft at the nose jack may cause movement of the aircraft.
point. For jacking individual main landing Caution must be observed at all times
gear struts, an axle jack with a minimum of 20 and personnel must be limited to
tons and with an extension of 16.45–20.70 those absolutely necessary for proper
inches is required with the use of a wheel jack performance of this operation.
pad. If both nose tires are flat, it will be nec-

MAIN LANDING GEAR

TRAILING ARM

BUSHING

JACK ADAPTOR
ENVIRONMENTAL CAP

Figure 12-3. Main Landing Gear With Jack Adapter

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

WING TRIPOD JACK

FS 635.314
NOSE LANDING GEAR RBL 201.605
TRIPOD JACK WL 46.922
FS 120.000
RBL 0.000
WL 53.000

WING TRIPOD JACK

FS 635.314
RBL 201.605
WL 46.922

Figure 12-4. Fuselage Jack Point Locations

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

FUSELAGE JACKING CAUTION

There are three fuselage jacking points: one
at the nose, located at fuselage station (FS) Bolts of correct length must be used
120.00°, and one at each wing, located at FS to install wing jacking pads. If im-
635.31 (Figure 12-4). A 12-ton jack with a proper bolts are used, damage to
46- to 75-inch extension range is required for dome nuts in wing will result, caus-
the nose fuselage jacking point. The wing ing a fuel leak which will require ex-
fuselage jacking points require 25- or 30-ton tensive maintenance and repair.
jacks with a 54- to 81-inch extension range.
Aircraft gross weight restrictions apply if 25- CAUTION
ton tripod jacks are employed.
To prevent damage to the nosewheel
The maximum aircraft weight for three-point steering unit, do not operate the nose-
jacking is 77,260 pounds using 25-ton jacks wheel steering while aircraft is on
and 90,900 pounds using 30-ton jacks. It is im- jacks with torque links connected.
perative that personnel closely follow notes,
cautions, and warnings associated with aircraft
jacking published in Chapter 7 of the manu- NOTES
facturer’s Maintenance Manual.

CAUTION
If the nose gear is to be retracted,
the fuselage jack must be installed
with one leg facing aft to prevent
damage to the nose gear fairing door.
Ensure that the special nose gear pad
has been installed.

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

REAR VIEW SEE NOTE 1

3 4 5 6

LIFTING BAGS (REF)

JACK POINTS
STABILIZING LINE
ATTACHMENT POINTS

SEE NOTE 2

3 FT
MINIMUM
(2 PLACES 2

6 3

TOP VIEW 5 4 STABILIZING LINE (REF)

(TYPICAL 6 PLACES)
LIFTING
BAGS (REF)

PROVIDE CLEARANCE 1
FOR JACK (2 PLACES)

FS 133 (REF) 8

SIDE VIEW SEE NOTE 1

1 2

NOTES:
1. TO AVOID POSSIBLE STRUCTURAL DAMAGE, USE RATIO OF 8 TO 1 ON ALL STABILIZING LINES.
NEVER ALLOW RATIO TO EXCEED 4 TO 1 DURING RAISING PROCESS.
2. STAKES ARE SHOWN FOR CLARITY ONLY.

Figure 12-5. Locations of Pneumatic Bags and Stabilizing Line Attachments

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

LIFTING AND SHORING NOTES

Before performing any lifting and shoring of
the aircraft, personnel must be familiar with
the aircraft structure and its limitations and be
proficient in the use of lifting equipment and
its limitations (Figure 12-5). Compliance with
all notes, cautions, and warnings in Chapter
7 of the manufacturer’s Maintenance Manual
is necessary to properly lift or shore the air-
craft and prevent injury to personnel or dam-
age to the aircraft.

Lifting of the aircraft is accomplished using

either pneumatic lifting bags or a crane and
sling. Close attention must be given to air-
craft attitude during air bag lifting. The air-
craft should be kept in equilibrium by
controlling the air bag inflation and relying on
stabilizing lines to further preclude structural
damage. When using the crane and sling
method, it should be noted that there are no
provisions for hoisting the entire weight of the
aircraft. When using mechanical lifting equip-
ment for hoisting the nose of the aircraft,
slings should be placed at FS 133.

NOTE
Tail support or an air bag should be
placed under the aft fuselage to pre-
vent the aircraft from tipping on its tail.

Pneumatic lifting bags are used when there is

not sufficient ground clearance available to use
standard jacks. Shoring is generally used to
support a portion or the entire aircraft during pe-
riods of extended, heavy maintenance. Contact
Gulfstream Technical Operations for shoring
procedures.

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

DOWNLOCK PIN

NOSE LANDING GEAR

DOWNLOCK PIN

MAIN LANDING GEAR

Figure 12-6. Landing Gear Pins

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

PARKING, STORAGE, NOTES

AND MOORING
The purpose of parking and mooring is to
safely secure, protect, and prevent inadvertent
movement of the aircraft in all weather con-
ditions. There are two types of parking meth-
ods: parking and storage. Outside storage
procedures are based on a humid, tropical at-
mosphere. Based on this somewhat severe cli-
mate, an aircraft remaining inoperative for 15
days or more is considered as having aircraft
in storage. Requirements for inside storage
are the same as outside storage, as specified
i n C h a p t e r 1 0 o f t h e m a n u f a c t u r e r ’s
Maintenance Manual.

PARKING PROCEDURES
Parking procedures are required any time the
aircraft remains inoperative for 14 days or
less. When the aircraft is parked for a short pe-
riod of time, the downlock pins must be in-
stalled on each gear (Figure 12-6), and the
parking brake, located on the center console,
must be set until the chocks are in place. Once
the chocks are in place, the parking brake
should be released in order to prevent undue
wear and inadvertent locking of the brakes.

A gust lock is provided to lock all primary

flight controls without the use of external
locking devices. The gust lock lever is located
in the cockpit on the center pedestal to the
right of the throttle quadrant. With the gust
lock on, each flight control surface is pro-
tected in winds up to 60 mph.

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

(LH AND RH) (LH AND RH)

COWLING AND DOOR ACOC OUTLET
VENT COVER COVER

(LH AND RH)

ENGINE EXHAUST COVER

(LH AND RH)

AIR CYCLE MACHINE
(LH AND RH) EXHAUST COVER
ANGLE OF ATTACK
PROBE COVER

(RH ONLY) (RH ONLY)

STATIC PORT/SAFETY CABIN OUTFLOW
VALVE COVER VALVE COVER

FUEL VENT SCREEN

(LH AND RH) (RH ONLY) (WING UNDERSIDE)
AIR CYCLE MACHINE APU EXHAUST
EXHAUST COVER COVER PRECOOLER EXHAUST COVER
COVER (PYON UNDERSIDE)
INLET PYLON EXHAUST COVER
VENT (NEW LOCATION)

PYLON INLET COVER

ICE DETECTOR
PROBE COVER

PYLON INLET COVER

COVER PYLON EXHAUST COVER

INLET (NEW LOCATION)
VENT
PRECOOLER EXHAUST COVER
(PYON UNDERSIDE)
FUEL VENT SCREEN
(WING UNDERSIDE)
(RH ONLY) (RH ONLY)
RAM AIR RAM AIR
SCOOP COVER SCOOP COVER

ENGINE INLET COVER ENGINE INLET COVER

TAI OUTLET TAI OUTLET

COVER COVER

PITOT STATIC PITOT STATIC

PROBE COVER PROBE COVER

Figure 12-7. Protective Covers

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

If the aircraft is to be left unattended for a pe- STORAGE

riod longer than one overnight stay, or if
weather conditions make it advisable, install When the aircraft is parked for a period of
all protective covers (Figure 12-7). time greater than 15 days, it will be considered
storage. Storage inspection intervals are the
Extended Parking same for aircraft parked inside or outside.
These inspection intervals include parking and
If the aircraft is scheduled to be parked longer storage checks. For specific storage require-
than one night, or weather conditions make it ments, consult the GAC Maintenance Manual
advisable, all protective covers should be in- or the appropriate vendor manual. Unless the
stalled. The gust lock control, located on the engines have been preserved, it is recom-
center console, should be set to prevent un- mended to operate the engines at least once
wanted movement of the control surfaces. Tire every 7 days to maintain optimum performance.
covers should be installed to protect the tires Consult Chapter 10 of the GAC Maintenance
from undue weathering and spillage from fuels, Manual and the BR710 Maintenance Manual
solvents, and other fluids (Figure 12-8). for specific requirements for flight-ready,
short- and long-term storage.
The main entrance door, baggage compart-
ment door, and tail compartment door should The tires must be rotated and checked for ad-
all be closed. Finally, if the aircraft will be equate pressure. Rotation of the tires can be
parked for a period of more than three days, accomplished by towing or taxiing when com-
disconnect the main batteries located in the tail bined with running engines. This should be ac-
compartment, via the battery connectors, to complished as a function of the seven-day
prevent depletion of the aircraft battery charge storage inspection requirement. The electronic
(Figure 12-9). equipment must be energized weekly for one
hour to ensure proper operation, which can be
accomplished using ground power, the APU,
or combined with the engine run.

NOTE
When the aircraft is parked for ex-
tended periods (considered storage),
parking requirements must also be
satisfied.

Figure 12-8. Tire Covers Figure 12-9. Battery Disconnect

FOR TRAINING PURPOSES ONLY 12-13

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

45°
45

NOSE GEAR MOORING

45°
45

MAIN GEAR MOORING

Figure 12-10. Mooring Rings

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

MOORING NOTES
The aircraft must be moored if it is unpro-
tected and the wind speed is predicted to be
above 30 knots.

If the wind is expected to exceed 30 knots due

to a severe storm or wind condition, the air-
craft should be hangared. If hangaring or fly-
ing the aircraft to a safe location is not possible,
the aircraft must be moored. Refer to the man-
ufacturer’s Maintenance Manual for the ap-
propriate procedures.

The aircraft must be positioned with its nose

facing into the prevailing wind and have a
total distance equaling the length of the air-
craft, plus 15 feet separating it from other air-
craft. For mooring purposes, there are two
mooring rings located on each nose gear strut
and one mooring ring located on each main
gear strut. Once the aircraft has been moored,
ensure that all the requirements for short-term
parking have been completed. Tiedown lines
should be attached to the mooring rings on
both the main and nose gear (Figure 12-10).

CAUTION
After mooring and before flight, en-
sure that the mooring rings are re-
turned to their stowed position by
the torsion springs.

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

NOSE WHEEL WELL

SPIRIT LEVEL

STA 44.5
BULKHEAD

STA 61.500 LEVEL

LUG

LEVEL LUGS JIG POINT

WL 70.00

DETAIL OF JIG POINT

FW
D STA 71.500

LONGITUDINAL LEVELING POINTS

(RIGHT-HAND SIDE)

DIGITAL LEVEL

Figure 12-11. Longitudinal Leveling Brackets

12-16 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

LEVELING AND
WEIGHING
LEVELING A spirit level is positioned on these brackets,
and the aircraft is level when the bubble is
Leveling the aircraft is required to prevent centered. The lateral leveling brackets are lo-
tipping when jacking the aircraft. It is also re- cated on the face of the nose wheel well bulk-
quired prior to weighing the aircraft in order head at FS 44.50 (Figure 12-12).
to obtain an accurate weight.

Leveling the aircraft is accomplished by rais-

ing or lowering the individual struts or the in- Before working in any wheel well,
dividual fuselage jacks. The longitudinal ensure that the landing gear and land-
leveling brackets are located on the right side ing gear door ground safety devices
of the nose wheel well at FS 61.5 and FS 71.5 are installed.
(Figure 12-11).

STA 44.50 SPIRIT LEVEL

LEVEL LUGS
FW
D
JIG POINT
WL 70.00

LATERAL LEVELING POINTS

(FORWARD BULKHEAD)

NOSE WHEEL WELL

DIGITAL LEVEL

Figure 12-12. Lateral Leveling Brackets

FOR TRAINING PURPOSES ONLY 12-17

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

REMOVE PIP PIN

BEFORE TOWING

NOSE LANDING GEAR

Figure 12-13. Torque Link Disconnect

12-18 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

WEIGHING TOWING
Weighing the aircraft is done in order to verify
the empty weight of the aircraft and to determine Towing is performed when the aircraft must
a new empty weight for center of gravity (CG) be moved and it is impossible or impractical
and takeoff and landing calculations. to move it under its own power.

The aircraft can be weighed using one of two CAUTION

methods: portable platform scales or an elec-
The nosewheel steering unit torque
tronic weighing kit (PN JP-50K-3), which uses
links must be disconnected prior to
load cells attached to the fuselage and wing
towing the aircraft. Rotation of the
jacks. In order to obtain an accurate empty
nosewheel beyond its normal limit of
weight, an inventory of equipment for the cur-
82° can cause serious damage to the
rent aircraft configuration must be obtained,
nosewheel steering unit. With the
regardless of the method used.
steering unit torque links discon-
nected, the nosewheel can rotate 360°
Before weighing, the landing gear must be
(Figure 12-13 and Figure 12-15).
extended, and the flaps and thrust reversers
must be retracted. All fluids, such as hydraulic
fluid, APU oil, and engine oil, must be serviced CAUTION
to operational levels. The toilet, as well as
wash and galley water, should be drained in Do not forcibly remove the nose land-
a c c o r d a n c e w i t h t h e m a n u f a c t u r e r ’s ing gear torque link safety pin.
Maintenance Manual. The aircraft should be
defueled, and all equipment and protective
material that are not part of the basic aircraft
inventory should be removed from the interior
and exterior of the aircraft. The aircraft must
be clean and dry with all protective covers re-
moved. The entry door must be closed. The air-
craft must be weighed in a closed hangar with
no blowers or ventilating systems impinging
on the aircraft.

Refer to Chapter 8 of the manufacturer’s

Maintenance Manual and the Weight and
Balance Manual for specific details concern-
ing aircraft weighing procedures.

FOR TRAINING PURPOSES ONLY 12-19

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

Figure 12-14. Nose Strut Extension

12-20 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

A minimum of six personnel is recommended

for aircraft towing: two wing walkers, one tail
walker, one brake rider, one supervisor, and
one tow vehicle operator. Consult the local
operational requirements and the manufac-
t u r e r ’s M a i n t e n a n c e M a n u a l f o r t ow i n g
specifics.

CAUTION
To prevent possible damage to the
nosewheel self-centering cams, do
not tow aircraft if dimension X, as
shown on nose landing gear strut in-
flation instruction plate, exceeds 13.5
inches (Figure 12-14).

OVERTRAVEL INDICATOR

Figure 12-15. Nosewheel Steering Collar

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

PARKING/EMERGENCY
BRAKE ACCUMULATOR
INDICATOR VALVE

EMERGENCY LANDING
GEAR BOTTLE
INDICATOR/FILLER VALVE

DUMP
ACCUM
ALVE
FILLER V PRESS

NO
WARNING
2 3
WARNING
1

2 TIGHTEN
RELEASE
4

3
LOCKNUT PSXIG1000
0

BEFORE PAR
1

G BR
REMOVIN
0

PSIG
X 1000
FILLER PRI
TOR DUMP
CONNEC
R
ACCUMULATO
E
TT LE GAG
LG EMERG BO ALV
E &
ILLER TVOR: ERVED
F A S
OR MUL IL OB
MU LATGE ACCAULVE UNT REASELOW 70°F
CCU CHAR DER V INC BE
0°F OR
RAKE A TUOM UNLZOEAS 0 PSI AT°F7ABOVE
B C CILI 0
B BE 12 CH 10
TE A STA A LY
A C TUAPRESS AD TOI FOR E ING ON
Y 1. AGE RELO 5 PS R N N
ENC G UM P ASE 2 WA OGE
EM ERG E I . A
2 RDC C CRE
E ITR
AR GA G 00 PS PSI O EN
D ING GEALVE &OAD OF 3A1SE TO 70 US
LAN ILLER VTO PRELR DECREW 70°F
F TTLE ASE O BELO
BO INCRE VE OR
RGE
CHA AT 70°F 10°F ABO
E
SUR EACH ING ONLY
PRES FOR RN
WA GEN D
RO
NIT
UTB
USE O FWD

Figure 12-16. Nose Wheel Well Parking Brake Accumulator Gage

12-22 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

A parking brake accumulator pressure gage is

CAUTION located on the copilot’s flight panel. There is
If the torque links are not discon- also a direct reading gage on the left side of the
nected and the towing angle exceeds nose wheel well. The indicator should read
82°, the steering unit hard stops may 3,000 psi for a full charge (Figure 12-16). If
be sheared. A red overtravel warning cockpit gage indicates less than 3,000 psi min-
indicator will pop up on the steering imum required pressure, select auxiliary pump
unit collar if 82° has been exceeded. to ON to replenish hydraulic brake pressure. Six
Mandatory inspection for sheared full applications of parking and emergency
stops shall then be performed prior brake system can be made with a fully charged
to the next flight (Figure 12-15). accumulator (3,000 psi).

WARNING

Do not use tow bars that are not rated

for a Gulfstream G500/G550. The
possibility of failure could result in
serious injury to personnel.

Using an approved tow bar, the aircraft can

be towed forward or pushed backward on
hard surfaces. Provisions for attaching the tow
bar are located on the axle of the nosewheel
assembly (Figure 12-17). In order to tow the

TOW BAR PINS

NOSE STRUT

Figure 12-17. Tow Bar Attachment

FOR TRAINING PURPOSES ONLY 12-23

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

FUELING ADAPTER

Figure 12-18. Single-Point Pressure Refueling

SINGLE-POINT PRESSURE REFUELING

FUELING CAP

Figure 12-19. Overwing Fueling

12-24 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

aircraft at a gross weight of 90,900 pounds

in dry conditions, a tow vehicle capable of WARNING
providing 12,000 pounds of drawbar pull is
required. Before refueling, ensure aircraft is
bonded to the fuel source.
When towing the aircraft from a soft surface,
the aircraft must first be defueled, and 3⁄4-inch WARNING
cables must be secured to the main gear moor-
ing rings. Two towing vehicles are required Do not operate radar within 100 yards
with a 12,000-pound maximum drawbar pull. of a fueling/defueling operation.
The maximum recommended towing speed
for all surface conditions is 5 mph. Consult
Chapter 9 of the manufacturer’s Maintenance CAUTION
Manual for specific towing procedures
Fueling operations should be con-
ducted with wings level. A nonlevel
CAUTION condition may result in fuel imbal-
ance.
Before proceeding to tow aircraft,
ensure there is enough clearance at
wingtips in the even a turn is re- CAUTION
quired. Due to wing sweepback,
when aircraft is turned, the wing will Maximum fuel imbalance shall not
swing out as it completes an arc. On exceed 2,000 pounds. Aircraft jack-
sharp turns, the tail will require more ing is prohibited with any fuel im-
clearance than wings. balance.

SERVICING
Aircraft servicing is performed to replenish
consumables expended during flight opera-
tions or ground maintenance. Servicing is a
means of maintaining efficiency and reducing
the risk of mechanical damage to various air-
craft systems. When systems requiring ser-
vicing use unusual amounts of fluids, gases,
or lubricants, this may be an indicator of leak-
age, wear, possible component failure or sys-
tem failure.

FUEL SYSTEM SERVICING

Fuel system servicing includes fuel/defuel
operations, single-point pressure fueling,
overwing gravity fueling, auto fueling func-
tion, and ground service operation control
panel.

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

OIL QTY
PINTS BELOW FULL

L ENG – 1.5

R ENG – 2.0
ON
APU –1.5

FILL ON

OFF
GND SVC
BUS SWITCH
TEST OFF

Figure 12-20. Ground Service Control Panel

Figure 12-21. Engine Oil Tank Location

12-26 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

Fuel/Defuel Operations Auto Fueling Function/Control

The total capacity of the Gulfstream G550 Panel Location
fuel system is 6,118.5 U.S. gallons. This The Gulfstream G500/G550 is capable of “auto
equates to 3,059.25 gallons per wing tank. fueling,” which means that preprogrammed
The fueling nozzle pressure optimum range is fuel loads can be preselected on the ground ser-
35 to 55 psi, which is the standard for most vice control panel located on the systems mon-
large commercial and military aircraft. Chapter itor test panel in the cockpit. When the
12 of the manufacturer’s Maintenance Manual preselected fuel load is reached, fueling ceases
provides complete details of the most ac- automatically (Figure 12-20).
ceptable fuel grades found around the world.
NOTE
Single-Point Pressure Fueling The ground service bus must be en-
Single-point pressure fueling is accomplished ergized to accomplish the auto fuel-
through a fueling adapter located in the for- ing function.
ward right wing-to-fuselage fillet area at ac-
cess point 192CB. The optimum fueling hose
pressure should be between 35 and 55 psi OIL SYSTEM SERVICING
(Figure 12-18).
Be aware that working around turbine engine
equipment requires special equipment, pro-
Overwing Gravity Fueling tective clothing, and the use of good judg-
m e n t . To x i c c h e m i c a l s a n d i n h e r e n t l y
Overwing gravity fueling is accomplished hazardous conditions provide the potential
through a fueling cap on the top of each wing, for a dangerous work environment.
outboard near the winglets (Figure 12-19).

WARNING

Engine components may be hot

enough to cause injury to personnel
for up to one hour after shutdown.
Wear protective equipment and ap-
propriate clothing when working in
the vicinity of a hot engine. If burned,
flush skin with cold water and seek
medical attention.

WARNING

Synthetic oils approved for use in

the BR710 engine may contain an
additive called Tricreasyl Phosphate,
which is an asphyxiant. It is highly
poisonous and can be absorbed
through the skin.

FOR TRAINING PURPOSES ONLY 12-27

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

Figure 12-22. Oil Tank Sight Gage

OIL COOLER TUBE HOIST PRESSURE

INTERFACE MOUNT FILL
PAD
AFT OIL
SUPPLY
HOIST AFT OIL
RETURN
MOUNT
PAD
GRAVITY OIL FILL
REMOTE
OIL FILL

LEVEL
SENSOR

APU
GROUNDING GRAV
LUG OIL FILL

HARNESS
CLAMP BOSS APU
OIL HEATER MOUNT
BOX COMPRESSOR
SEAL PORT
DRAIN PLUG WITH
MAGNETIC PICKUP
COLLECTOR

Figure 12-23. APU Gearbox

12-28 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

The Hispano-Suiza gearbox holds 14.4 quarts

CAUTION of oil. Refer to the GAC Maintenance Manual
Oil systems should not be serviced or the vendor manual for a complete and ac-
cold. All lubrication systems of the curate list of approved oils (Figure 12-22).
Gulfstream G500/G550 should be
checked after operation while still NOTE
at, or at least near, operating tem-
For an accurate quantity reading, en-
peratures. Overfilling of oil tank can
sure that the engine has been shut
o c c u r i f e n g i n e o i l l ev e l i s n o t
down for at least 5 minutes, but not
checked between 5 and 30 minutes
longer than 30 minutes, prior to de-
after engine shutdown. Damage to
termining servicing requirements.
engine can occur if oil system is over-
filled.
APU Oil System Servicing
Engine Oil System Servicing The auxiliary power unit (APU) is housed
within the left side of the tail compartment in
The oil tank is located on the left side of either
a fireproof, titanium, box-like enclosure, di-
engine accessory drive gearbox and is an in-
rectly aft of the primary pressure bulkhead. The
tegral part of that module. The servicing points
oil tank holds a total of 5.25 quarts of either
are different on the left and right engines, due
Type I or Type II military-specification oils.
to their location in relation to the cowl access
The APU oil sump should be filled through the
panels. Servicing the left engine requires open-
gravity fill cap until oil can be seen at the bot-
ing the lower engine cowl door, whereas ser-
tom of the screen in the filler port. The oil
vicing the right engine is accomplished through
level should be checked 5 to 15 minutes after
an access panel located on the fixed cowl on
shutdown. It is recommended that the APU be
the inboard side (Figure 12-21).
disabled via circuit breakers, etc., prior to per-
forming maintenance or service. This is done
to help prevent injury to personnel. The GAC
Maintenance Manual cautions against mixing
different specifications or brands of oil in the
APU gearbox sump (Figure 12-23).

FOR TRAINING PURPOSES ONLY 12-29

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

R E
ENG NG
L

AP
F
OF

U
OIL SELECTOR
REPLENISHER VALVE DETAIL A
VENT TANK

ENGINE
OIL CAP

SIGHT GAGE
0–14 PINTS
QUICK DISCONNECT
AUXILIARY
FILL ACCESS SEE DETAIL A

OIL QUANTITY SEE DETAIL B

INDICATOR

OIL QTY
PINTS BELOW FULL

L ENG – 1.5

R ENG – 2.0

APU –1.5

FILL ON

TEST OFF

DETAIL B

Figure 12-24. Remote Oil Replenishment System

12-30 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

NOTES Remote Oil Replenishment

System
The Gulfstream G500/G550 incorporates a
convenient servicing feature that allows the re-
plenishment of the engine and APU oil sys-
tems via a remote servicing panel. This panel
is located in the left side of the tail compart-
ment at the top of the entrance ladder. Its reser-
voir is located just above the panel and has a
capacity of 6 U.S. quarts of oil (1.5 gallons)
(Figure 12-24).

FOR TRAINING PURPOSES ONLY 12-31

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

V BAND
COUPLING
CLAMP
STARTER
QAD ADAPTER

FRONT
STARTER
AIR DUCT

ACCESSORY
GEARBOX

OIL FILL PLUG

DRAIN PLUG/CHIP
DETECTOR

Figure 12-25. Air Turbine Starter

12-32 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

NOTES Starter Servicing

The starter is mounted on the right front face
of the engine accessory drive gearbox (Figure
12-25). Its servicing port is on the left side of
the unit, closest to the engine centerline. It is
accessed only by dropping the lower engine
cowl door.

The air turbine starter holds a maximum of 260

cc of oil in its sump. Mixing of engine oils is
not recommended, but approved brands may
be mixed if operationally essential. Changes
from one approved oil to different approved
oil must be made slowly by the usual proce-
dure to fill the oil system during servicing.
Refer to vendor manual when changing brand
of oil.

NOTE
Oils listed below are those oils that
are approved for G500/G550 oil-ser-
viced equipment and are commonly
used on the engine and engine starter.
See Rolls-Royce Deutschland
Maintenance Manual for complete
list of approved lubricating oils.

• Aeroshell Turbine Oil 500 (ROYCO

500)
• Castrol 5000 Gas Turbine Oil
• Esso/Exxon 2380 Turbo Oil
• Mobil Jet Oil II
• Mobil Jet Oil 254

FOR TRAINING PURPOSES ONLY 12-33

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

ELEVATORS ELEVATORS
STALL BARRIER STALL BARRIER
AILERONS RUDDER
FLT SPOILERS YAW DAMP
SPEED BRAKES AILERONS
LEFT T/R FLT SPOILERS
SPEED BRAKES
RUDDER/ RIGHT T/R
YAW DAMP 1
GROUND SPOILERS
L SYS OR PTU OR AUX PRESS
GROUND SPOILERS SIGNAL REQ'D FOR R SYS USE

GND SPLR SERVO PRESS

STANDBY ELECTRICAL POWER
MASTER
WING FLAPS
LANDING GEAR ON
NOSE WHEEL STEER
BRAKES
HMG
MOTOR

PWR XFR UNIT

STBY RUD
OFF/ARM ON

ON NOT
ON
ARM

AUX
PUMP
ACCUM LEFT ACCUM RIGHT
ENG ENG
AUX PUMP PUMP
SOV
DISCH DISCH

AUX 1 2 2 1

L R
BOOST
PUMP

L SYS R SYS
AUX PUMP
OFF/ARM ON
NOT
ARM ON

AUX

L SYS
R SYS
L SYS/PTU
L SYS/PTU/AUX CHECK VALVE ( FLOW )
PTU NITROGEN
AUX ELECT CONT SHUTOFF VALVE

Figure 12-26. Hydraulic System Schematic

12-34 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

Integrated Drive Generator Type II oils listed below are those

oils that are approved for G500/G550
T h e i n t eg r a t e d d r ive g e n e r a t o r ( I D G ) i s oil-serviced equipment and are com-
mounted on the right rear face of the acces- monly used between all equipment
sory drive gearbox. An oil level sight gage is (engine, engine starter, etc.):
provided to show when the oil level is low or
if there is an overfill condition. The oil ca-
pacity of the IDG oil system is 3.4 to 4.15 U.S. • Aeroshell Turbine Oil 500 (ROYCO
quarts. Damage to the IDG will result if it is 500)
allowed to operate with insufficient oil quan- • Castrol 5000 Gas Turbine Oil
tity in the sump.
• Esso/Exxon 2380 Turbo Oil
NOTE • Mobil Jet Oil II

BLEED
BUTTON

R SYS
RESERVOIR

FW
D

L SYS/AUX
RESERVOIR

INDICATOR

D
FW
REFILL

LL
FU

TY
EMP

Figure 12-27. Hydraulic Reservoir

FOR TRAINING PURPOSES ONLY 12-35

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

REPLENISHER TANK

1.50

1.25

1.00
SIGHT GAGE
20

25

S
ION
UCT
STR
OU TIN
G IN DHG
RFA 'GNOIS
TB ER
OPE
IH O
P

D
T
ISH IHONO RIG
H
LEN HO OFF
REP IGH
LIC C NO N
RAU OIHH O LEF
T
HYD IHONG HIDHG IOH8P
P
JOIO BIU F
IU DNF NP9H
1. F GFS RG
D
BS F IUO
2, N
OIU GU HG
9P
SELECTOR
FW
IUB P9 8
UIH
NIN ET P
8H
3. S P9H89
4. IP E TH
HDF
G P IH F'G
N
VALVE
GIO
]ND FGP
H
PID
C NO

RESERVOIR
QUANTITY
INDICATOR

Figure 12-28. Remote Hydraulic Replenishing System

12-36 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

• Mobil Jet Oil 254 HYDRAULIC SYSTEM

The mixing of oil types when ser- SERVICING
vicing the IDG is not permitted. Refer
to the Hamilton Sundstrand Standard As in most large jet aircraft, the Gulfstream
Practices Manual for complete list of G500/G550 has two main hydraulic systems: a
approved oils. backup hydraulic system and an emergency sys-
tem. The Gulfstream G500/G550 systems are
labeled “left system,” “right system,” “power
transfer unit” (PTU), and “auxiliary system”
(Figure 12-26).
The left and right system reservoirs require
manual servicing of hydraulic fluid. The aux-
iliary reservoir is an integral part of the left
system reservoir and is full any time the left
reservoir contains more than 2 gallons of fluid.
The left hydraulic system has a total capacity
of 20.6 U.S. gallons. The reservoir itself holds
5.7 gallons and is serviced to 4.8 gallons. The
right system has a total capacity of 7.0 U.S.
gallons. The reservoir holds 1.8 U.S. gallons
and is serviced to 1.5 gallons.
Each reservoir has a cable-operated, direct-
reading gage. The hydraulic fluid grade spec-
i f i c a t i o n i s P h o s p h a t e - E s t e r Ty p e I V
(SKYDROL) (Figure 12-27).

Ground Hydraulic Service Panel

The ground hydraulic service panel is located
on the aircraft belly, just forward of the tail com-
partment access door. It consists of six quick-
disconnect fittings. The quick-disconnects
provide for connection of a ground hydraulic
test rig and external fluid servicing cart.

Remote Hydraulic Replenishing

System
There is a hydraulic replenishing feature in-
corporated in the Gulfstream G500/G550 that
makes servicing both left and right hydraulic
systems convenient through a single replen-
ishing source. The hydraulic replenishing
panel is positioned in the right side of the tail
compartment, at the top of the ladder, oppo-
site the engine/APU remote servicing panel.
The replenishing tank is located directly above
the hydraulic replenishing panel and holds
1.5 U.S. gallons. There is a sight gage for di-

FOR TRAINING PURPOSES ONLY 12-37

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

MAIN GEAR
STRUT
SERVICE
VALVE

VALVE CAP

VALVE STEM

SWIVEL NUT

VALVE BODY

PIN
NOSE GEAR
STRUT 0-RING
SERVICE BACKUP RING
VALVE
0-RING

Figure 12-29. Landing Gear Strut Filler Valves

12-38 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

rect tank level readings (Figure 12-28).

CAUTION

WARNING SKYDROL Type IV phosphate ester

hydraulic fluid can damage paints,
rubber and plastic materials. Care
SKYDROL Type IV phosphate ester
must be taken to prevent spillage
hydraulic fluid is combustible and
from remaining on surfaces or dam-
can be a health hazard. Inhalation of
age may result.
vapor and contact with skin and eyes
should be avoided. The fluid should
not be exposed to extreme heat or
open flames. All material safety data NOTES
sheet recommendations for health
and safety precautions should be fol-
lowed. To prevent injury to person-
nel and damage to equipment,
protective caps should be installed on
all open electrical disconnects, open
hoses and ports.

FOR TRAINING PURPOSES ONLY 12-39

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

T
OU
T IN
OU
IN

NOSE WHEEL WELL NOSE WHEEL WELL

(RIGHT SIDE) (LEFT SIDE)

Figure 12-30. Emergency Extension Blowdown Bottles

12-40 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

PNEUMATIC SYSTEM Landing Gear Strut Servicing

SERVICING The procedure for servicing the landing gear
struts is found in Chapter 32, “Landing Gear,”
NOTE of the GAC Maintenance Manual rather than
All pneumatic servicing require- Chapter 12, “Servicing.” There are two meth-
ments of the Gulfstream G500/G550 ods of pneumatic servicing of landing gear
aircraft call for dry nitrogen. struts: weight on wheels or aircraft on jacks.

Using the weight-on-wheels method, the shock

Tire Servicing—Main Landing absorber “X” dimension may be checked with
the aircraft on the ground using a high pres-
Gear/Nose Landing Gear sure gage (0 to 6,000 psi)and the information
Recommended tire pressures will yield opti- on the data plate for the shock absorber. This
mum tire life and the lowest operating tire method is not as accurate as the following
temperatures. These recommended pressures procedure (with the aircraft on jacks) due to
are listed in Chapter 32 of the Aircraft shock absorber friction, and should not be
Maintenance Manual. The operator is required used indiscriminately.
to maintain the minimum tire pressure at each
given weight. The procedure for the aircraft-on-jacks method
c a n b e f o u n d i n C h a p t e r 3 2 o f t h e G AC
Maintenance Manual. It requires the use of a
NOTE nitrogen source with a standard 3⁄4-inch ser-
P r e s s u r e s a r e b a s e d o n t a k e o ff vicing valve and MIL-H-5606, MIL-H-83282
weight, not landing weight. or MIL-H-87257 hydraulic fluid (Figure 12-
29).

For weight off wheels condition, sub-

tract 4%.

Tire pressure varies with temperature change.

For temperature corrections, add 1% pressure
for each 5°F above 70°F, subtract 1% for each
5°F below 70°F. Allow adequate time for tire
to cool down after operation prior to check-
ing pressure (approximately 2 hours).

WARNING

Do not stand in front of wheel flanges

while servicing.

FOR TRAINING PURPOSES ONLY 12-41

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

RELIE

F
P.

O
XY. H.

RELIEF VALVE
INDICATOR

ER
NG 0
SE EN 100
PAS
X YG ALVEED 0
O R ROVV
E P 200
1 000 I L L E A P N A RY G I N G
F RCIS UTIO HAR
0 E C
EX RECAN RE HALL 0 EN
200
YG
P HE EA S Y OX NDER
S W AR , DR L I
P E N E CY EW
EN
STE VALV CLEA -FRE CR
EW CR
0 YG
OX NDER
BE D OIL
L I AN
CY EW
CR

Figure 12-31. Oxygen Service Panel

12-42 FOR TRAINING PURPOSES ONLY

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

Landing Gear Blowdown Bottle NOTES

A standard 3⁄4-inch servicing valve is used to
replenish the nitrogen to the blowdown bot-
tle system. The Gulfstream G500/G550 has
two blowdown bottles located in the nose
wheel well (Figure 12-30).

One is on the left forward side, adjacent to the

parking/emergency brake accumulator; the
other is on the right forward side. Both bot-
tles are serviced by a common manifold, via
the servicing valve. The system is serviced to
3,100 ±50 psi at 70°F.

Further servicing information for the emer-

g e n cy b l ow d ow n b o t t l e c a n b e f o u n d i n
Chapter 32 of the GAC Maintenance Manual.

WARNING

Before working in any wheel well,

ensure all landing gear and landing
gear door safety devices are installed.

Parking/Emergency Brake
Accumulator
A standard 3⁄4-inch servicing valve is used to
replenish the nitrogen to the brake accumu-
lator. The valve is located in the nose wheel
well on the left forward side, adjacent to the
landing gear emergency blowdown bottle ser-
vicing valve. The accumulator is serviced to
1,200 ±50 psi at 70°F (See Figure 12-16).

WARNING

Before working in any wheel well,

ensure all landing gear and landing
gear door safety devices are installed.

CAUTION
Aircraft should be chocked, as brakes
will release when the accumulator
is unloaded.

FOR TRAINING PURPOSES ONLY 12-43

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

OXYGEN SYSTEM SERVICING CAUTION

The oxygen system of the Gulfstream
G500/G550 aircraft comprises two indepen- If the cylinder is filled too rapidly, ex-
dent systems: one for the flight station crew cessive heat will develop.
and one for the passengers. Only the flight
station system is installed in production air- Oxygen System Servicing
craft. The passenger system options are var-
ied, and provisions are covered during aircraft Port/Valve
outfitting. Prior to servicing, a visual inspection of the
relief valve indicator should be accomplished.
It is located at FS 254 on the lower right sec-
WARNING tion of the fuselage, adjacent to the oxygen ser-
vicing panel (Figure 12-31).
Do not permit open flame, fire or ig-
nition sources within 50 feet of air- Although there are two independent oxygen
craft during oxygen servicing. systems on the Gulfstream G500/G550 air-
craft, there is only one servicing port/valve for
WARNING both systems. The system is configured with
a common manifold assembly, which incor-
Do not permit aircraft servicing or porates a check valve for each system to pre-
maintenance operations during oxy- vent depletion of both bottles in the case of
gen servicing. leakage, failure, or isolated system use.

The servicing port is located on the lower right

WARNING fuselage, just forward of the fuselage wing
fillet panel (Figure 12-31).
Ensure hands, tools and clothing are
free of grease and oil. These con-
taminants will ignite upon contact
with pure oxygen under pressure.

CAUTION
Electrostatically ground the aircraft
and electrostatically bond oxygen
servicing equipment to the aircraft.

CAUTION
Only use aviators breathing oxygen for
servicing oxygen system. Do not use
oxygen intended for medical purposes,
or such industrial uses as welding.
Such oxygen may contain excessive
moisture that could freeze in valves
and lines of the oxygen system.

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GULFSTREAM G500/G550 MAINTENANCE TRAINING MANUAL

ANTI-ICING/DEICING NOTE
The Federal Aviation Authority prohibits take- Both Type I and Type II FPD fluids
off with snow, ice, or frost adhering to the are recommended for use on
wings or control surfaces of the aircraft. Gulfstream aircraft (GAC Operations
Manual, Volume 3, Chapter 7).
The standard practice is to inspect and deice
the aircraft using the appropriate means avail-
able and then depart as quickly as possible. Use Anti-icing/Deicing Procedures
of heated solutions for deicing, followed by Gulfstream does not recommend the use of
an anti-icing process using a colder but more undiluted Type II FPD fluids. The table used
concentrated solution, produces a significantly for flight crew guidelines in determining anti-
lower freezing point on the aircraft surfaces. icing holdover times is also a good guideline
for ground personnel in predetermining ratio
There are two types of deicing fluids, which parameters, concentration levels, and ambient
are referred to as freezing point depressant temperatures associated with mixing and ap-
(FPD) fluids. The Society of Automotive plying FPD fluids to the aircraft.
Engineers (SAE) or the International Standards
Organization (ISO) Type I fluids are generally Severe weather diminishes protection times for
used in North America. SAE/ISO Type II flu- anti-ice fluids. Heavy precipitation rates, high
ids, also referred to as Association of European moisture content, high wind velocity, or jet
Airlines (AEA) fluids, are generally used in blast will reduce the estimated holdover range.
Europe. Skin temperature that is lower than ambient
temperature will also reduce protection time.
Anti-icing and Deicing Methods
of Removal CAUTION
The removal of snow, ice, or frost can be ac-
complished by mechanical means, chemical If a de-icing solution is inadvertently
means, or a combination of both. Removal by sprayed into the engine or APU in-
mechanical means involves using brooms, lets or contacts the exhaust when the
brushes, squeegees, and similar equipment. engines or the APU are operating, a
potentially unsafe condition could
Removal by the use of chemicals can be a one- develop in the cabin. Engine bleeds
step process or a two-step process. The one- should be off and doors and outflow
step process uses a heated, water-diluted valve closed during de-icing opera-
deicing fluid to remove ice, snow, or frost and tions to minimize the risk of cabin en-
also to protect the treated surface from further vironment contamination. It is
immediate accumulation. The two-step process recommended that the APU not be
uses the same heated fluid as does the one-step running and the APU air inlet door
process but is immediately followed by a be closed during de-icing operations.
colder, more concentrated anti-ice fluid. The
two-step method usually involves using Type CAUTION
II FPD fluids.
Do not use deice fluid on the brakes
Removal by a combination of methods in- and/or wheels.
volves combining mechanical and/or chemi-
cal methods to properly deice the aircraft.

FOR TRAINING PURPOSES ONLY 12-45