05 50 00 Ic

MSG-3 MAINTENANCE MANUAL
UNSCHEDULED MAINTENANCE CHECKS — INSPECTION / CHECK

1. Aircraft Departure From Runway / Taxiway (Including Bearing Surface Failure and Subsequent
Aircraft Penetration) While Taxiing / Towing / Parked — Inspection
A. General
Any time an aircraft departs runway or taxiway, a special inspection should be made of nose landing
gear and Main Landing Gear (MLG) including wheels, tires and brakes.
The following is not considered a runway departure and requires no inspection:
• Outboard wheel on MLG leaves runway but impacts no objects
• Nose landing gear or one MLG leaves runway and the following applies:
– No significant sinking (less than 4 inches)
– No additional power was required to return to runway
B. Preparation
(1) References
• Hard / Overweight Landing - Inspection, 05-50-00, Inspection / Check
• Main Landing Gear Wheel / Tire Failure - Inspection, 05-50-00, Inspection / Check
• Nose Gear Wheel Assembly - Removal / Installation, 32-41-01, Removal / Installation
or Code 324009
• Main Gear Wheel Assembly - Removal / Installation (ABS), 32-42-01, Removal /
Installation or Code 324011
• Main Gear Wheel Assembly - Removal / Installation (Dunlop), 32-42-01, Removal /
• Hydromechanical Analog Braking (HMAB) Alternate Brake System - Operational Test,
32-43-00, Adjustment / Test or Code 324203
• Main Gear Brake - Removal / Installation (Brake-by-wire), 32-43-00, Removal /
• Main Gear Brake - Removal / Installation (Hydromechanical Analog Brake / Dunlop),
32-43-00, Removal / Installation or Code 324260
• Brake-By-Wire Alternate Brake System - Operational Test, 32-43-01, Adjustment / Test
or Code 324132
• Dunlop Component Maintenance Manual, Section 32-43-37
• Aircraft Braking System (ABS) Maintenance Manual AP-67
(2) Aircraft Preparation
(a) Remove wheel and tire assembly from gear which departed runway / taxiway. See one
of the following as required:
• Nose Gear Wheel Assembly - Removal / Installation, 32-41-01, Removal /
• Main Gear Wheel Assembly - Removal / Installation (Dunlop), 32-42-01, Removal
/ Installation or Code 324250
• Main Gear Brake - Removal / Installation (Brake-by-wire), 32-43-00, Removal /
• Main Gear Brake - Removal / Installation (Hydromechanical Analog Brake /
Dunlop), 32-43-00, Removal / Installation or Code 324260
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C. Procedure
(1) On Aircraft 1000 thru 1213 excluding 1183 not having ASC 190, perform NDT wheel
inspection per ABS Maintenance Manual AP-671 (eddy current / ultrasonic and Zyglo).
(2) On Aircraft 1000 thru 1213 excluding 1183 having ASC 190 and Aircraft 1183, Aircraft 1214
and subsequent, perform NDT wheel inspection per Dunlop Component Maintenance
Manual, Section 32-43-37 (Check Procedures).
(3) Visually inspect brake assembly, then comply with applicable step as follows:
(a) If damaged, replace brake assembly. See Main Gear Brake - Removal / Installation
(Brake-by-wire), 32-43-00, Removal / Installation or Code 324104 or Main Gear Brake
- Removal / Installation (Hydromechanical Analog Brake / Dunlop), 32-43-00, Removal
/ Installation or Code 324260.
(b) If no damage, perform the following applicable procedure:
1 On Aircraft 1000 thru 1213 excluding 1183 not having ASC 190, Brake-By-Wire
Alternate Brake System - Operational Test, 32-43-01, Adjustment / Test or Code
324132.
2 On Aircraft 1000 thru 1213 excluding 1183 having ASC 190 and Aircraft 1183,
Aircraft 1214 and subsequent, Hydromechanical Analog Braking (HMAB)
Alternate Brake System - Operational Test, 32-43-00, Adjustment / Test or Code
324203.
(c) Replace damaged tires on any affected wheels.
(d) Install wheel and tire assembly on affected landing gear. Comply with the following as
applicable:
• Nose Gear Wheel Assembly - Removal / Installation, 32-41-01, Removal /
• Main Gear Wheel Assembly - Removal / Installation (Dunlop), 32-42-01, Removal
/ Installation or Code 324250
NOTE: Tire on same strut as damaged tire is suspect and should also be replaced.
D. Follow On
(1) Inspect landing gear surrounding area. See Main Landing Gear Wheel / Tire Failure -
Inspection, 05-50-00, Inspection / Check.
(2) Inspect airframe. See Hard / Overweight Landing - Inspection, 05-50-00, Inspection / Check.
(3) Inspect the work area for foreign objects and damage.
(4) Record all maintenance actions in accordance with current governing authority.
2. Flight Control Gust Lock System High Wind Gust — Inspection
NOTE: This procedure provides instructions for an inspection if it is confirmed or suspected that an
aircraft has been exposed to high wind gusts of 60 mph or higher. This procedure also provides
instruction when aileron, elevator and / or rudder positions indicate damage to mechanical
components or support structure.
A. Preparation
(1) References
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• Supplemental Heating - Removal / Installation, 25-27-00, Removal / Installation or

Code 252011
• Gust Lock System - Operational Test, 27-05-00, Adjustment / Test or Code 277011
• Floorboard Clip Nut - Check, 53-00-00, Inspection / Check or Code 532016
(a) Prepare aircraft for safe ground maintenance.
(b) Verify gust lock latches engage properly.
NOTE: Control surfaces should be locked in the following positions:
• Ailerons (0 ± 1.5°)
• Rudder (0 ± 0.25°)
• Elevators (13 ± 1.0° trailing edge down)
B. Inspection
(1) Gain access to tail compartment from door.
NOTE: If discrepancies are found in this procedure, contact Gulfstream Technical
Operations for disposition and assistance.
(a) Looking aft of door opening, approximately FS 769 - FS 793, visually inspect the
following for binding, distortion and separation at mechanical connections or structural
attachments:
• Rudder gust lock mounting brackets
• Elevator gust lock mounting brackets
• Crank assemblies
• Latch hooks
• Pushrods
• Rollers
• Spring rods
• Torque tubes
(2) Remove / displace heater mats as required (if installed), to facilitate floor panel removal. See
Supplemental Heating - Removal / Installation, 25-27-00, Removal / Installation or Code
252011.
(3) Remove floorboards FLR 33 and FLR 37. See Figure 601.
(4) Visually inspect aileron gust lock mounting brackets, sector assemblies, latch hook and spring
rod for binding, distortion and separation at mechanical connections or structural
attachments.
(5) In cockpit, remove pedestal access panels 101-PED-LH-3 and 101-PED-RH-3. See Figure
602.
(6) Visually inspect gust lock sector, cables and channels for binding, distortion and separation at
mechanical connections or structural attachments.
(7) Based on results of visual inspections in Step 2.B.(1) thru Step 2.B.(6), repair damage as
required.
(8) Verify gust lock control lever operates smoothly and can be locked in the up (ON) position and
down (OFF) position.
(9) Verify aileron, rudder and elevators move throughout full range of travel with gust lock control
lever in the down (OFF) position.
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C. Follow On
(2) If installed, perform Floorboard Clip Nut - Check, 53-00-00, Inspection / Check or Code
532016.
(3) Install floorboards FLR 33 and FLR 37 removed in Step 2.B.(3).
(4) Install heater mats (if removed) in Step 2.B.(2). See Supplemental Heating - Removal /
Installation, 25-27-00, Removal / Installation or Code 252011.
(5) Install pedestal access panels removed in Step 2.B.(6).
(6) Perform Gust Lock System - Operational Test, 27-05-00, Adjustment / Test or Code 277011.
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FLR-26 FLR-30 FLR-34 FLR-38

FLR-17 FLR-20 FLR-22

FLR-16 FLR-19

FLR-15 FLR-21
FS 193 FS 193E FS 287

FS 257
FS 181
FLR-18 FS 133 FS 235.5
FS 193B
FS 169
AIRCRAFT 1000 THRU AIRCRAFT 1447
80324C00
Forward Cabin Access Panels

Figure 601 (Sheet 1 of 2)
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FLR-19
FLR-16A
FLR-19A FLR-19B
FLR-16


FLR-21
FLR-15
FS 193 FS 193E FS 287
FLR-15A
FS 257
FS 181
FLR-18 FS 133 FS 235.5
FS 193B
FS 169
AIRCRAFT 1448 AND SUBSEQUENT
80314C00
Forward Cabin Access Panels

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FLR-1 FLR-4
101-LH-CNSL-1
101-RH-CNSL-1
101-LH-CNSL-2
101-RH-CNSL-2
101-LH-CNSL-3
101-RH-CNSL-3
FLR-3
FLR-5
FLR-7 FLR-13
FLR-11 FLR-14
SEE DETAIL A
FLR-12 FLR-10 FLR-6
FLR-9
FLR-8
ACCESS OPENINGS - COCKPIT
101-PED-LH-3(SHN) 101-PED-LH-2
101-PED-RH-3(OPP) 101-PED-RH-2
101-PED-LH-1(SHN)
101-PED-RH-1(OPP)
DETAIL A
LEGEND
ACCESS OPENINGS
101 - COCKPIT COMPARTMENT
CNSL - CONSOLE
- PEDESTAL
FLR - FLOORBOARD
PED - PEDESTAL
80312C00
Cockpit Access Panels

Figure 602
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3. Aircraft Severe Turbulence Reported — Inspection

A. General
The Gulfstream IV aircraft is gust critical over the entire aircraft. Due to low wing loading, it will
experience higher ″g″ loadings for a given turbulence level than many other aircraft.
Turbulence violent enough to damage the airframe may have damaged or dislodged anything not
fully secured in cabin and baggage compartments. Glassware or delicate items may be broken if
not secured in cabinets.
B. Preparation
(1) References
• Jacking Aircraft, 07-01-00, Servicing
• Landing Gear Cycling - Operational Check, 32-00-00, Adjustment / Test or Code
323002
C. Procedure
(1) Comply with exterior inspection of aircraft for skin buckles and fuel leaks.
(2) Inspect the following areas for buckling:
• Both surfaces of wing
• Fuselage from FS 300 - FS 600
• Wing-to-fuselage fairing
• Wing leading edge
• Horizontal tail lower surface
(3) Check main entry door for operation and fit.
(4) Check radio racks and equipment mountings, ensure equipment is secure.
(5) Check security of cabinets and equipment mountings.
(6) Remove carpet between FS 321 - FS 498 and check breather beam at BL 6.0 (right side) and
two tie straps across it for cracks and working fasteners.
(7) Check cabin and baggage compartments interior for signs of impact damage from loose
objects flying around.
(8) Check baggage door for ease of operation and fit.
(9) Inspect interior of aft fuselage for damage to equipment and equipment mountings.
(10) Inspect vertical tail-pick-up frames at FS 713, FS 757 and FS 793 (primarily at vertical tail
attachments) for cracks and working fasteners.
(11) Check engine mountings for permanent deformation.
NOTE: The best indication is engine cowling operation. If the cowling opens and closes and
secures normally, there is probably no structural damage. This check should be
done by someone familiar with normal operation of cowling.
(12) Inspect nacelle and pylon interior to see if abnormal deflections have caused chafing of lines,
cables, etc.
NOTE: Engine mounting is flexible and severe turbulence will create greater than usual
motion.
(13) Extend flaps to 39 degrees, extend flight / ground spoilers and open main wheel doors.
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(14) Examine rear beam of wing for any of the following:

• Web buckles, working fasteners, etc.
• Check all control runs, lines and cable runs, etc. for possible chafing due to excessive
wing deflection
(15) Examine hydraulic line runs to wheel well for signs of excessive movement of structure.
(16) Check main landing gear uplock and its supporting structure for cracks or deformation.
(17) Check wing-to-fuselage attachment fittings for distortion, cracks or working fasteners.
(18) Place aircraft on jacks. See Jacking Aircraft, 07-01-00, Servicing.
(19) Perform Landing Gear Cycling - Operational Check, 32-00-00, Adjustment / Test or Code
323002.
(20) Check fit of main landing gear fairings and main wheel doors with surrounding structure.
(21) Remove fairings at horizontal and vertical tail intersection and check structure thus exposed
for cracks or working fasteners.
NOTE: If all these inspections prove negative for damage, it can be assumed that structure
has not been overstressed and it can be returned to service.
Report any discrepancies to Gulfstream Technical Operations for assistance and
disposition.
D. Follow On
(1) Remove aircraft from jacks. See Jacking Aircraft, 07-01-00, Servicing.
4. Aircraft Towed / Suspected of Being Towed Beyond 83° With Steering Unit Torque Arm Connected
— Inspection
A. Preparation
(1) References:
• Nose Gear Steering Unit - Friction Check, 32-52-01, Inspection / Check or Code
325005
B. Procedure
NOTE: The following inspection requirements are to be accomplished in the order listed below.
If discrepancies are noted, Contact Gulfstream Technical Operations for assistance.
(1) Disconnect upper torque arm from steering unit.
(2) Visually inspect nose landing gear torque arms for signs of distortion, cracking, or restriction
of motion.
(3) Inspect for distortion of bushings.
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CAUTION: IF ONLY JACKING AT NOSE, ENSURE MAIN WHEELS ARE CHOCKED.

(4) Jack nose of aircraft to allow for full extension of nose gear piston. See Jacking Aircraft,
07-01-00, Servicing.
(5) Insert rod through nose gear axle and attempt to rotate.
NOTE: If axle rotates when checked, the nose landing gear and steering unit must be
replaced.
(6) Check steering unit rotation limits by inserting a rod through torque arm lugs and rotating
steering unit left and right. Limits are 80° (±3°).
NOTE: If steering unit rotation exceeds 80° (±3°), the steering unit must be replaced.
(7) Perform Nose Gear Steering Unit - Friction Check, 32-52-01, Inspection / Check or Code
325005.
(8) Remove and inspect (one at a time) each of the 5 bolts that attach the steering unit mounting
flange to the steering unit. Reinstall each bolt prior to removing next one.
NOTE: If any one of the 5 bolts shows signs of crank-shafting or has sheared, the steering
unit must be replaced.
(9) Remove and inspect (one at a time) each of the 6 bolts and bores that attach the steering unit
mounting bracket to nose landing gear attach flange. Reinstall each bolt prior to removing
next one.
NOTE: If discrepancy exists on any one of the 6 bolts or bores, the steering unit must be
replaced.
(10) Reconnect upper torque arm to steering unit.
C. Follow On
5. Bruce Lighting System Fluorescent Lighting Component Failure — Inspection
NOTE: This procedure applies to all aircraft with Bruce Industries cabin lighting installed not having arc
detection protection.
Perform within 5 flights or 10 flight hours, (whichever occurs first) of a fluorescent lighting system
component failure, perform the following procedure.
An alternative to complying with this procedure is to deactivate system and placard INOP.
A. Preparation
(1) References
• Bruce Industries Service Letter SL-BC5-0618-901-33-01
• Bruce Industries Installation Manual 810-040
(b) Remove or open closeouts as required to gain access to fluorescent lamps and ballasts
and associated wiring.
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B. Procedure
(1) Locate and replace failed fluorescent lighting component. Refer to Bruce Industries
Installation Manual 810-040 for removal and installation procedures.
(2) Inspect each fluorescent lamp and ballast connection in system for the following:
• Overheat condition
NOTE: This condition is characterized by melted or discolored wire, connectors or pins and
is indicative of a potentially hazardous situation requiring immediate corrective
action.
Remove and replace all questionable materials displaying this condition.
• Improper connector locking
NOTE: Proper installation of connector body is accomplished by sliding connector body until
external locking mechanism is engaged. If ballast connector is not correctly locked,
tension or pulling of harness may separate connector from ballast.
Verify that locking tabs for each lamp pin are in place securing lamp into lampholder
connector. Loose contacts may cause arcing.
• Missing ejection spring
NOTE: Ejection springs must be installed to prevent partially engaged pins from sustaining
a high impedance or intermittent contact which could cause arcing.
Refer to Bruce Industries Service Letter SL-BC5-0618-901-33-01 for proper
installation of ejection spring.
• Electrical arcing / carbonization on lamp holder or ballast electrical connection
NOTE: Electrical arcing will cause an increase in heat at point of arcing and, if sustained,
will cause lamp holder contact or ballast electrical connection to discolor and
possibly become pitted.
Connections exhibiting this condition must be replaced.
• Improper wire stripping / broken wire strands
NOTE: Improper wire stripping can produce a potentially hazardous condition. Insulation left
between conductor and pin will cause an increase in resistance as well as heat.
Nicked or broken strands can cause the same condition.
When stripping wire, do not expose more wire than required to ensure proper
positioning and contact inside contact pin.
(3) Inspect all lamps for near end-of-life conditions.
NOTE: End-of-life conditions are as follows:
• Diminished light output
• Darkening of lamp ends
• Persistent flickering
• Instability of light output
• Persistent ultraviolet glow
If any near end-of-life conditions are found during this inspection or during future
line checks, affected lamps should be replaced.
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If any lamps or ballast are found to display an overheated condition, i.e., melted,
burnt or discolored, please contact Gulfstream Technical Operations for
assistance.
C. Follow On
(2) Install or close closeouts opened in Step 5.A.(2)(b).
6. Cockpit Side Window Distortion — Inspection
A. General
This procedure should be used to inspect cockpit side windows which develop bands of fogging or
distortion.
B. Preparation
(b) Depress the following circuit breakers:
CB NAME CB PANEL CB LOCATION

L FRONT PWR Copilot ANTI-ICE SYSTEM
L SIDE PWR Copilot ANTI-ICE SYSTEM
R FRONT PWR Copilot ANTI-ICE SYSTEM
R SIDE PWR Copilot ANTI-ICE SYSTEM
(c) Apply electrical power to aircraft.

C. Procedure
(1) On cockpit overhead panel, comply with the following:
(a) In WINDSHIELD section, select switches as follows:
• LFRS switch on (depressed)
• RFLS switch on (depressed)
(b) In annunciation light section, verify the following:
• LEFT FRONT WINDOW switch light on
• RIGHT FRONT WINDOW switch light on
• LEFT SIDE WINDOW switch light on
• RIGHT SIDE WINDOW switch light on
WARNING: DO NOT TOUCH WINDSHIELD OR WINDOWS WITH WINDSHIELD
HEAT ON. TOUCHING WINDSHIELD OR WINDOWS WITH
WINDSHIELD HEAT ON MAY CAUSE ELECTRICAL SHOCK TO
PERSONNEL.
NOTE: When main windshield heat is selected on, current through heater film will
generate an electric voltage / field on outboard surface of glass.
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(2) Verify cockpit side windows begin to warm.

(3) After 5 minutes, visually inspect cockpit side windows for horizontal bands of distortion.
NOTE: Distortion bands are acceptable within a 2 inch band at top or bottom edge of clear
opening in windows including area over temperature sensor leads but more than 1/8
inch from temperature sensor grids.
(4) On cockpit overhead panel, in WINDSHIELD section, select switches as follows:
• LFRS switch OFF (extended)
• RFLS switch OFF (extended)
(5) Verify windows begin to cool.
(6) If discrepancies are found, contact Gulfstream Technical Operations for assistance.
D. Follow On
(2) Pull circuit breakers depressed in Step 6.B.(1)(b).
7. Composite Rudder — Suspected Damage / Delamination Inspection
A. General
Composite rudders are manufactured in a method completely different from an aluminum rudder.
Composite manufacture for rudder utilizes layers of graphite / epoxy resin. These layers are then
bonded together under heat and pressure to make individual skins, ribs, beams, etc. Individual parts
are, in turn, bonded or mechanically joined together to create rudder assembly.
Inspection of composite rudder is considerably different from aluminum rudder because of
laminations.
In the event of external source damage to rudder skin, very small damage evidence will be seen on
external layer. Internal layer damage will be increased and laminations will likely have separated.
Any suspect damage should be inspected both externally and internally. NDT methods will be
required to accurately establish amount of damage.
B. Procedure
(1) Inspect rudder surfaces and edges for damage.
(2) Accurately document any damage found.
(3) Contact Gulfstream Technical Operations for assistance and disposition.
C. Follow On
8. Engine Fire Extinguisher Discharge — Follow-up Requirements
A. Preparation
(1) References
• Engine Fire Extinguisher Two Way Check Valve Tee - Detailed Inspection, 26-02-00,
Inspection / Check or Code 262143
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• Engine Fire Bottle - Removal / Installation, 26-02-00, Removal / Installation or Code

262025
B. Inspection
(1) Whenever an engine fire extinguisher is discharged through two way check valve, perform
Engine Fire Extinguisher Two Way Check Valve Tee - Detailed Inspection, 26-02-00,
Inspection / Check or Code 262143.
(2) Replace engine fire bottle. See Engine Fire Bottle - Removal / Installation, 26-02-00, Removal
/ Installation or Code 262025.
C. Follow On
9. Flap Overspeed — Inspection
A. Preparation
(b) Gain access to flap tracks by lowering flaps to full down position.
B. Procedure
(1) Inspect for broken or cracked flap rollers.
(2) Inspect flap tracks for scoring or gouges.
(3) Inspect flap drive rods for excessive wear and damage.
(4) Inspect flap skins for wrinkles and damage.
(5) Inspect rear beam for any signs of damage as follows:
• Cracked or distorted clips
• Loose or missing rivets
(6) Inspect flap actuator housing for distorted clips, screws or damage.
(7) If discrepancies are found, Contact Gulfstream Technical Operations for assistance and
disposition.
C. Follow On
(2) Raise flaps as required.
10. G-Monitor System (Supplemental Information For Hard / Overweight Landing) — Inspection
NOTE: On aircraft having G-monitor system installed, the following applies as an alternative to
accomplishing Hard / Overweight Landing - Inspection, 05-50-00, Inspection / Check.
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A. General
The G-monitor system is designed to aid in determining the need for a Hard / Overweight Landing
- Inspection, 05-50-00, Inspection / Check prior to the next departure. It must be noted that the
maximum certified landing weight of applicable aircraft remains unchanged by this installation as
follows:
• Aircraft 1000 thru Aircraft 1213 excluding Aircraft 1183 not having ASC 190: 58,500 pounds
• Aircraft 1000 thru Aircraft 1213 excluding Aircraft 1183 having ASC 190 and Aircraft 1183,
Aircraft 1214 and subsequent: 66,000 pounds
Landing in excess of this specified weight is considered an emergency procedure.
If it is necessary to land in excess of specified weight or if a harder than normal landing is
suspected, comply with this procedure.
The G restrictions shown on Figure 603 and Figure 604 are based upon Federal Aviation
Administration (FAA) required combinations of gross weight and landing sink rate. Normal
crosswind, crab angles and one versus two main landing gear conditions are accounted for in
selection of acceleration limits. Measured accelerations less than or equal to allowable G
restrictions will not result in excessive structural loads.
NOTE: It is essential that operating crew record all such incidents in log book listing as many
particulars as possible such as weight at touchdown, crosswind, landing crab angle,
simultaneous main landing gear contact and G-meter computer display. The crew must
then contact appropriate maintenance personnel for final disposition of actions to be
performed.
Actions performed can then be signed off by appropriate maintenance personnel and
aircraft released for further flights on basis of acceptable G-monitor readings, landing
conditions and visual checks.
See G-Monitor System, 31-04-00, System Description for description of system,
components, locations and operational features.
B. Preparation
(1) References
• Hard / Overweight Landing - Inspection, 05-50-00, Inspection / Check
• G-Monitor System, 31-04-00, System Description
C. Procedure
(1) Acceptable / Unacceptable Landing Criteria
(a) Using calculated landing weight at touchdown and vertical acceleration read from
G-Monitor display, comply with the following:
1 Find intersection of the two parameters on appropriate figure below:
• Aircraft 1000 thru Aircraft 1213 excluding Aircraft 1183 not having ASC 190:
Figure 603
• Aircraft 1000 thru Aircraft 1213 excluding Aircraft 1183 having ASC 190 and
Aircraft 1183, Aircraft 1214 and subsequent: Figure 604
2 From intersection, determine if landing G indication is in acceptable or
unacceptable category.
NOTE: If G indication is acceptable, no further action is required. No log book
entry is required.
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3 If G indication is unacceptable, comply with Hard / Overweight Landing -

Inspection, 05-50-00, Inspection / Check.
NOTE: If no damage or abnormalities are indicated as a result of full inspection,
log book entry may be cleared by authorized maintenance personnel or
actions and subsequent flight operations continued.
4 If discrepancies are found, Contact Gulfstream Technical Operations for
assistance and disposition.
D. Follow On
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Aircraft 1000 thru Aircraft 1213 excluding Aircraft 1183 not having ASC 190: Figure 603
Figure 603
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Aircraft 1000 thru Aircraft 1213 excluding Aircraft 1183 having ASC 190 and Aircraft 1183, Aircraft 1214 and
subsequent: Figure 604
Figure 604
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11. Hard / Overweight Landing — Inspection

A. General
When a hard / overweight landing is reported, the following information should be obtained from
flight crew:
Was it a two point or three point landing?
NOTE: Most landings are two point and there is no need to worry about nose gear unless there is
evidence that it was actually involved.
Was there any significant amount of side load applied to landing gear?
NOTE: Critical side forces would produce a lateral acceleration of 0.5G or more and this would be
detectable by occupants.
What was ground speed at touchdown?
B. Preparation
(1) References
• G-Monitor System (Supplemental Information For Hard / Overweight Landing) -
Inspection, 05-50-00, Inspection / Check
• Main Landing Gear - Removal / Installation, 32-01-00, Removal / Installation or Code
321001
• Main Landing Gear Sponson Bores - Structural Inspection, 32-10-00, Inspection /
Check or Code 321401
• ABS Maintenance Manual AP-671
• Dunlop Maintenance Manual, Section 32-43-37
(b) On aircraft having G-monitor system installed, see G-Monitor System (Supplemental
Information For Hard / Overweight Landing) - Inspection, 05-50-00, Inspection / Check.
C. Procedure
CAUTION: TIRE SPEED LIMITATIONS WILL BE EXCEEDED IF TOUCHDOWN IS MADE IN
EXCESS OF 182 KNOTS GROUND SPEED.
(1) Obtain the following information from flight crew on aircraft:
QUESTION ANSWER
1. Was landing a 2 or 3 point landing? 2 Point: _____ 3 Point: _____
2. Was there a significant amount of side load? Yes _____ No _____
3. What was ground speed at touchdown? Knots: _____
(2) Inspect nose gear / Main Landing Gear (MLG) shock struts for grease marks.
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NOTE: If MLG shock struts closed within an inch of maximum available travel and nose
gear closed to within two inches of available travel, then this is evidence that limit
vertical loads have been exceeded. Extreme vertical loads could force oil past seals.
This will show up as spilled oil around wheels and axle and a loss in strut air
pressure, so strut oil and air pressure should be checked preferably with aircraft on
jacks and no load on gear.
(3) Inspect main landing gear as follows:
NOTE: Critical portion of aircraft for hard / overweight landings is MLG and it’s immediate
attaching structure and wing rear beam between gear and fuselage side.
(a) Inspect main landing gear including side brace attachment fitting, side brace, wheels
and tires.
NOTE: On Aircraft 1000 thru 1213 excluding 1183 not having ASC 190, wheels
should be NDT inspected per ABS Maintenance Manual AP-671 (eddy current
/ ultrasonic and Zyglo).
On Aircraft 1000 thru 1213 excluding 1183 having ASC 190 and Aircraft 1183,
Aircraft 1214 and subsequent, wheels should be NDT inspected per Dunlop
Maintenance Manual, Section 32-43-37 (Check Procedures).
(b) Inspect trunnion support rib at BL 85 and steel covers on top and bottom surface.
(c) Inspect wing rear beam from left BL 85 to right BL 85.
(d) Inspect wing to fuselage attachment fittings at FS 345 and FS 452.
(e) Inspect aircraft fuselage for skin wrinkles between cabin windows below engine pylons
and on bottom center line directly aft of main wheel well.
(4) If there was significant side load, comply with the following:
CAUTION: If Vertical or Lateral Loads are exceeded, landing gear components may be
compromised and require further inspection.
NOTE: If loading was mainly in vertical and drag plane, then damage would be expected to
show up first around aft trunnion pin of MLG.
(a) If vertical loads are in the unacceptable range, inspect gear pins. Refer to the following
Steps.
(b) Check area shown in Figure 605.
(c) Check sponson top and bottom cover plates.
(d) Check wing connections at FS 345 and FS 452 as an additional precaution.
(e) Check wing to fuselage fairing and secondary structure aft of wing rear beam and
inboard of BL 85 for buckles or working fasteners.
(5) If nothing is found in above steps, comply with the following:
NOTE: If bending or buckling has occurred, it will show up as changes in clearance
between gear and surrounding structure, fairing and its surroundings and location of
uplock hook on uplock roller. It is possible to detect smaller deformations if operator
has previously swung the gear and measured actual clearances on his aircraft. To
be strictly accurate, weight condition of aircraft (primarily the amount of fuel in tanks)
should be known and repeated each time gear is swung.
(a) Jack aircraft. See Jacking Aircraft, 07-01-00, Servicing.
05-50-00
Page 620
April 30/22
(b) Retract landing gear.

(c) Inspect the following:
• Clearance between gear and surrounding structure
• Fairing and surrounding area
• Location of uplock hook on roller
(6) As a final check, comply with the following:
NOTE: If it is not convenient to put aircraft on jacks at its location after incident, visual
checks indicated above must be done more thoroughly and if nothing is found,
aircraft can be ferried gear down to a more suitable base where retraction test can
be carried out.
(a) Remove MLG. See .
(b) Inspect trunnion pin(s) and check for the following:
• Crankshafting
• Condition of holes in gear and leg
(c) Comply with Main Landing Gear Sponson Bores - Structural Inspection, 32-10-00,
Inspection / Check or Code 321401.
(d) Install MLG. See Main Landing Gear - Removal / Installation, 32-01-00, Removal /
Installation or Code 321001.
(e) Check MLG to see if it is horizontal.
NOTE: If limit side loads on MLG were exceeded, one would expect that when aircraft
is on jacks with no load on MLG, axle would no longer be horizontal. This
would be mainly the result of twisting and bending of trailing arm, twisting and
bending of trunnion post and deformation of lugs at trailing arm-trunnion post
intersection. The axle itself might be bent.
The MLG side brace is loaded almost entirely by gear side loads. If it received
a compression load (due to an inward acting side load on gear), then when it
is dismantled there would be brinell marks where segments of internal locking
mechanism bear on barrel. By comparing brinell marks on side brace with
what was obtained on structural test specimen at limit load, it is possible to get
a rough indication of what sort of load was applied. This estimate would have
to be made through Gulfstream Technical Operations. It is not recommended;
however, that side brace be dismantled unless there is other evidence of
excessive load application. On the other hand, if said brinell marks are found
when side brace is dismantled for normal overhaul, then this is clear evidence
that gear (at some time) received an excessive side load and it should be
inspected accordingly.
(f) Check nose gear axle ensuring it is horizontal.
NOTE: Check of axle should be made with aircraft on jacks and levelled.
Nose gear is critical for towing (both forward and aft) and for side loads
induced by ground handling maneuvers. Excessive fore and aft loads will
overload drag brace and its attaching hardware and fittings and downlock
links. Excessive side loads will overload axle, shock strut oleo, outer cylinder
to trunnion lugs, trunnion / trunnion pins (fore and aft bulkhead at BL 12) and
frame at FS 85. Like the MLG, under side load it will bend before it will break.
05-50-00
Page 621
April 30/22
(g) Retract gear and check for clearances around wheels and how uplock hook mates with
gear.
NOTE: This should indicate whether anything has shifted. Withdrawing knee pin
joining trunnion to outer cylinder and top trunnion pins and examining for
crankshafting and condition of holes will confirm that gear is satisfactory.
The next question that arises is: ″How much deformation can be accepted?″
Basically, the answer is: ″If it is possible, making adjustments as necessary to
still retract and extend gear and to slide shock strut oleo in and out, gear is
basically usable.″
The gear and its supports must be checked very carefully for cracks using
Magnaflux or dye penetrant, if possible (where technical assistance is needed
contact Gulfstream Aerospace Engineering). Bearings must be checked for
play and re-bushed if necessary as play in bearings can give rise to shimmy
and vibration. If axle is not correctly lined up, there will be a penalty in
excessive tire wear.
disposition.
D. Follow On
05-50-00
Page 622
April 30/22
Main Landing Gear Shock Strut - Inspection

Figure 605
05-50-00
Page 623
April 30/22
12. Main Landing Gear Wheel / Tire Failure — Inspection

A. General
When either a wheel or tire has failed, an immediate and thorough inspection should be performed.
B. Preparation
(1) References
• Aircraft Braking Systems Manual AP-671
• Dunlop Component Maintenance Manual, Sections 32-43-37 and 32-43-38
• Goodyear Aircraft Tire Care Manual
C. Procedure
(1) Visually inspect the following items on landing gear that wheel or tire failure has occurred for
damage:
NOTE: Opposite wheel and brake on same axle of failed wheel / tire should also be
inspected.
On Aircraft 1000 thru 1213 excluding 1183 not having ASC 190 refer to Aircraft
Braking Systems Manual AP-671.
On Aircraft 1000 thru 1213 excluding 1183 having ASC 190 and Aircraft 1183,
Aircraft 1214 and subsequent, refer to Dunlop Component Maintenance Manual,
Sections 32-43-37 and 32-43-38.
(a) All hydraulic lines, fittings and swivels on strut.
(b) Antiskid and nutcracker harness.
(c) Skin and structure on wheel well doors and fairings.
(d) Skin and structure of flaps, wing trailing edge and fuselage fillet for damage or
distortion.
(2) Inspect the following items in wheel well:
(a) All exposed hydraulic components and lines.
(b) All engine and flight control cables.
(c) All electrical components and wires.
(d) All ducts, gyros / covers, skin and structural areas.
(3) Replace tires on same axle of failed wheel / tire. Scrap removed tire.
NOTE: Refer to Goodyear Aircraft Tire Care Manual.
D. Follow On
05-50-00
Page 624
April 30/22
13. Pressure Differential Exceedance — Inspection

A. Preparation
(1) Reference
• Supplemental Heating - Removal / Installation, 25-27-00, Removal / Installation or
Code 252011
B. Procedure
NOTE: If differential pressure has exceeded 13.0 psi, contact Gulfstream Technical Operations for
assistance and disposition.
(1) Inspect floor beams for damage or distortion.
(2) If differential pressure has exceeded 10.0 psi, comply with the following:
(a) On aircraft fuselage, comply with visual inspection of the following:
1 Inspect all pressure skins on aircraft exterior for damage or distortion.
2 Inspect all aircraft windows, frames and surrounding skin areas for damage or
distortion.
(b) Remove interior furnishings and carpeting as required to gain access to floorboards
being removed.
(c) Remove floor heater mats, if installed. See Supplemental Heating - Removal /
(d) Remove the following pressure floorboards. See Figure 606.
(e) Remove floorboards in area of lavatory. See Figure 606.

NOTE: Locations may vary depending on outfitter configuration.
(f) Inspect structural installation of lavatory drain.
disposition.
C. Follow On
(2) Close floorboards opened in Step 13.B.(2)(d) and Step13.B.(2)(e).
(3) Install floor heater mats removed in Step 13.B.(2)(c). See Supplemental Heating - Removal /
(4) Install carpeting and interior furnishings removed in Step 13.B.(2)(b).
05-50-00
Page 625
April 30/22
FLR-62 SEE DETAIL A
FLR-63
FLR-64
FLR-66
FLR-42 FLR-47 FLR-52 FLR-54 FLR-57 FLR-61

FLR-46 FLR-51
FLR-41
FLR-45 FLR-50 FLR-56 FLR-60 FLR-65
FLR-106 FS596 JB-1
FS FS FS FS FS FS FS FS AUX PWR RELAY BOX

321 345 395 452 498 526 572 635
FS FS
FLR-58 539 596
AIRCRAFT 1000 THRU AIRCRAFT 1269
FLR-58B FLR-58C
FLR-62
SEE DETAIL A
FLR-63
FLR-64
FLR-66

FLR-46 FLR-51
FLR-41
FLR-106 FS596 JB-1
FS FS FS FS FS FS FS FS AUX PWR RELAY BOX

321 345 395 452 498 526 572 635
FS FS
539 596 FLR-58A
FLR-58
AIRCRAFT 1270 AND SUBSEQUENT 04324C03
Mid / Aft Fuselage - Access Panels

Figure 606
05-50-00
Page 626
April 30/22
14. Repairs, Modifications and Outfitting Changes — Inspection

A. General
Airworthiness of an aircraft can be adversely affected by repairs, modifications or outfitting changes.
Changes to outfitting may require a review of floor loading and interior stress analysis to ensure
structure will meet the positive strength margins required by Federal Aviation Administration (FAA).
Incorporation of repairs or modifications must be classified as major or minor changes. Major
changes require verification by stress analysis to ensure that change does not adversely affect
airworthiness of aircraft.
The following areas are covered under a floor loading and interior stress analysis:
• Cabin floor seat tracks • Floor panels / Floorboards

• Cabin floor seat track beams • Seat characteristics (vendor seats only)
• Cross beams • Galley / lavatory installations
• Frames • Fuselage pick-up points for galleys, etc.
• Upper wing planks • Fuselage penetrations
B. Procedure
(1) For questions or dispositions relating to this requirement, contact Gulfstream Technical
Operations.
C. Follow On
15. Reported Lightning Strike — Inspection
A. General
Lightning strike incidents, involving Gulfstream Aircraft, have destroyed pitot heads and caused
localized burns on trailing edges on the empennage. Copper lightning conductors have become the
electrical extremity of the aircraft and attracted lightning strikes.
B. Preparation
(1) Reference
• Rolls-Royce Publication M-Tay-1RR
(a) Obtain the following information from flight crew and / or occupants of aircraft:
Table 601: Lightning Strike Information
QUESTION ANSWER
1. Did anyone actually see strike and if so, where was Yes ___ No ___
it?
2. Was landing gear extended or retracted? Extended: Retracted:
___ ___
05-50-00
Page 627
April 30/22
QUESTION ANSWER
3. Were flaps extended or retracted? Extended: Retracted:
___ ___
4. Were spoilers extended or retracted? Extended: Retracted:
___ ___
C. Procedure
(1) Determine where current entered and left aircraft.
NOTE: Static discharge wicks are the most likely exit path for electrical current. Since
surface coating is the main conducting path on these, surface will show a charred
appearance. These particular wicks must be replaced if this effect is observed.
Extremities of aircraft, wingtips, winglets, nose and tail are likely areas and any other
projecting sharp corners (see Table 601). Any strike forward of windshield should
have been observed by flight crew. Inspect aft corners of control surfaces and tabs
since these may not have been in neutral position at instant of strike. The usual
indication is a small hole up to 1/4 inch diameter with adjacent sputtering of molten
metal and discoloration of paint.
(2) If there is evidence that current passed through a moveable surface (i.e., an aileron or
spoiler), comply with inspection of all connections between that surface and parent surface.
NOTE: These are bonding jumpers, hinge bearings and control system. In case of wing-
mounted moveable surfaces, inspect controls all the way along rear beam. In case
of empennage, inspect controls as far as fuselage. If there are indications that heavy
current went through a bearing. The suspected bearing should be taken apart for
examination of bearing surfaces and condition of grease and a sealed proprietary
bearing that does not readily come apart should be replaced. If current traveled
through an elevator, the horizontal tail pivot area and horizontal tail actuator and its
attachments should be inspected. If there are no signs visible to the eye, then a
functional check of particular system will complete inspection.
(3) If landing gear was down, comply with thorough inspection of gear.
NOTE: It is unlikely that lightning damage would affect structural integrity or shock
absorbing quantities of gear but grease nipples have been melted and any
projecting component hung on gear is vulnerable. If there are indications that
current passed through gear, then all bearings between fixed airframe structure and
where current went from gear to air should be inspected. Where a grease nipple has
been melted, that joint must be taken apart and condition of surfaces inspected,
melted grease nipple replaced and all grease passages cleared. This should be
done within 50 flying hours.
(4) If there are more than two square inches of paint discoloration on any component attributable
to electrical discharge, then all moveable joints between electrical discharge points and
airframe structure should be taken apart and inspected.
(5) If bracket on landing gear has been struck, comply with the following:
(a) If bracket held an electrical component, comply with functional / operational check of
electrical component.
(b) If bracket held a hydraulic component, drain, flush and refill hydraulic system.
05-50-00
Page 628
April 30/22
NOTE: If a hydraulic component is struck, it is possible that hydraulic fluid within the
component could have been subject to excessive heat. If this possibility
exists, hydraulic system should be drained, flushed and refilled. Normally,
current will pass through structure and gear rather than hydraulic
components. Generated heat absorbed by hydraulic fluid will depend on how
much of a mass of metal there is around to form a heat sink. If there is any
doubt, the hydraulic system should be drained.
(6) Comply with visual inspection of all structural joints between point where current entered
airframe and point where it left.
NOTE: On occasion, one rivet has a lower resistance than others and attracts a low current.
This can cause a rivet to melt away. Paint discoloration will also be evident. If such
a condition covers an area of several fasteners, it will be necessary to check the
heat treat condition of the material to determine if it has been locally affected. If this
situation is encountered, contact Gulfstream Technical Operations for assistance.
(7) Comply with visual inspection external projections such as antennas or angle-of-attack
probes.
NOTE: External projections attract electrical discharge currents. If these components
continue to function satisfactorily, it is an indication that there was probably no
damage incurred.
(8) Refer to Rolls-Royce Publication M-Tay-1RR for additional information concerning engine
inspections after lightning strike.
D. Follow On
16. Aircraft Residual Deicing / Anti-icing Fluid — Inspection / Cleaning
NOTE: Aircraft winter operation may require ground application of deicing and anti-icing fluids to protect
against performance degradation due to presence of snow, ice or frost in critical locations on the
aircraft. This can result in fluid collecting in aerodynamically quiet areas or crevices, which do not
flow off the wing during the takeoff ground roll. An accumulation of fluids in these areas can dry
to a gel-like or powdery substance and can under certain atmospheric conditions rehydrate and
expand and at higher altitudes freeze. In some cases the residues had been generated from
fluids applied many months, or even years earlier. Fluid gels have been found in and around
gaps between stabilizers, elevator tabs and hinge areas. This can be especially critical for non-
powered control surfaces such as trim tabs and can restrict flight control movement.
The operation of aircraft flight controls has been impaired by rehydrated residue from thickened
anti-icing fluids (Type II and Type IV) that have frozen. Type III fluids have not been linked to any
events involving control problems, but they have only been available for a short time and there
is no fundamental reason to expect that they will not have the same residue problems that have
been caused by Type II and Type IV fluids. Such occurrences have not been reported when a
two step deicing / anti-icing procedure is used in which the first step is a hot Type 1 fluid mixture
or hot water.
Aircraft exposed to anti-icing fluids shall be subjected to periodic inspections for fluid residue and
any residue found shall be removed in accordance with this procedure. The frequency of the
inspections should be based on each operator’s experience after at least one winter season
worth of data. For the period of time prior to accumulating sufficient inspection data to define the
frequency appropriate to the operator’s circumstances the following schedule shall be utilized.
05-50-00
Page 629
April 30/22
Before the winter season any aircraft that has been previously treated with Type II, Type III or
Type IV deicing / anti-icing fluids in previous years shall be inspected and cleaned as outlined in
this procedure. After the initial inspection the process shall continue as long as the aircraft is
subjected to Type II, Type III or Type IV deicing / anti-icing fluids unless a two step process is
used.
If an aircraft has been inspected and cleaned as outlined in this procedure and it is not exposed
to deicing / anti-icing fluids no further inspection will be required until the aircraft is exposed to
the fluids again. Some operators will find the need to inspect more frequently and Gulfstream
encourages the inspections to be performed as frequently as practical until sufficient data has
been accumulated to define the appropriate frequency.
A. Preparation
CONSUMABLES
Deicing / Anti-icing fluid ........................................................................................................... Type I

(1) Reference
• Prevention of Corrosion, 51-01-00, Servicing
(b) Apply electrical power to aircraft.
(c) Apply hydraulic power to aircraft.
WARNING: FAILURE TO ENSURE ALL PERSONNEL AND EQUIPMENT ARE
CLEAR OF FLIGHT CONTROL SURFACES BEFORE OPERATING
FLIGHT CONTROLS MAY RESULT IN SERIOUS INJURY OR DEATH.
(d) Move flap handle to full DOWN (39°).
NOTE: When external dc power or the battery is used, flaps will not move until the
EMER STAB button is selected to ARM.
(e) Verify flaps move full down.
(f) Remove hydraulic power from aircraft.
(g) Remove electrical power from aircraft.
(h) Remove the following aileron access panels (see Figure 608):
21-UPR-TE-1 21-UPR-TE-3 21-LWR-TE-3 21-LWR-TE-5

21-LWR-TE-7 21-LWR-TE-9 22-UPR-TE-1 22-LWR-TE-3
22-LWR-TE-5 22-LWR-TE-7 22-LWR-TE-9
(i) Remove the following elevator and elevator trim tab hinge access covers (see Figure
609):
37-TE-UPR-3 37-TE-UPR-5 37-TE-UPR-7 38-TE-UPR-3

38-TE-UPR-5 38-TE-UPR-7
05-50-00
Page 630
April 30/22
(j) Remove the following vertical stabilizer and empennage access panels (see Figure
610):
109-LH TE-1 109-LH TE-3 109-LH TE-5 109-LH TE-7

109-BUL-5LH 109-BUL-5RH
B. Procedure
(1) Inspect for presence of dry or rehydrated deicing / anti-icing residue on aerodynamic quiet
areas as follows:
(a) Inspect locations shown in Figure 607.
(b) Visually inspect for presence of dry or rehydrated residue on any hardware or structure
in area.
NOTE: Residue may be difficult to see, especially if dry.
Dry residue will normally be a thin film that may be hard to see, especially if
partially covered by dirt or grease.
Rehydrated residue will often be a gel like substance of more visible
thickness.
(c) Spray area with a fine mist of water to rehydrate any residue that may be present.
NOTE: The use of warm or hot water may accelerate the rehydration process.
Wait at least 15 minutes to allow rehydration to take place.
(d) If no rehydrated residue is visible, repeat Step 16.B.(1)(c) a minimum of 3 additional
times including the 15 minute wait time to allow rehydration to take place.
(2) Once residue from deicing / anti-icing fluid has been identified and locations recorded,
remove residue as follows:
CAUTION: DO NOT SPRAY CONTROLS WITH WATER WHEN AMBIENT
TEMPERATURE IS BELOW FREEZING UNLESS AIRCRAFT IS IN A
HEATED HANGAR. DOING SO MAY RESULT IN ICE THAT IMPAIRS
FLIGHT CONTROL OPERATION.
THE CLEANING PROCESS HAS THE POTENTIAL OF REMOVING
GREASE FROM CONTROL SYSTEM BEARINGS AND FITTINGS.
CARE SHOULD BE TAKEN TO AVOID SPRAYING HIGH VELOCITY
CLEANING FLUIDS INTO BEARINGS AND FITTING OR ONTO
CONTROL CABLES.
THE CLEANING PROCESS HAS THE POTENTIAL TO WASH RESIDUE
INTO OTHER AREAS WHERE IT MAY DEPOSIT AND CREATE
FUTURE PROBLEMS. THESE AREAS MUST BE FLUSHED UNTIL
OPERATOR IS CONFIDENT THAT ANY DEICING / ANTI-ICING FLUID
RESIDUE IS COMPLETELY REMOVED FROM THE AIRCRAFT.
(a) Apply warm water, Type I fluid or a mixture of Type I fluid and warm water with a hose
and nozzle at the lowest velocity that is sufficient to remove the residue.
NOTE: Test data has shown that using a detergent additive with water reduces
cleaning effectivity. In addition, Type II, Type III or Type IV (thickened) fluid
should not be used.
05-50-00
Page 631
April 30/22
(3) After cleaning, lubricate fittings and bearings subjected to the cleaning process and apply
corrosion inhibiting compound. See Prevention of Corrosion, 51-01-00, Servicing.
(4) Repeat Step 16.B.(1) for areas cleaned of residue within 3 days.
(5) If residue is found, repeat Step 16.B.(2) to Step 16.B.(4).
NOTE: Inspection and cleaning should be repeated until no additional residue is found.
C. Follow On
(2) Apply electrical power to aircraft.
(3) Apply hydraulic power to aircraft.
WARNING: FAILURE TO ENSURE ALL PERSONNEL AND EQUIPMENT ARE CLEAR
OF FLIGHT CONTROL SURFACES BEFORE OPERATING FLIGHT
CONTROLS MAY RESULT IN SERIOUS INJURY OR DEATH.
(4) Move flap handle to UP.
NOTE: When external dc power or the battery is used, flaps will not move until the EMER
STAB button is selected to ARM.
(5) Verify flaps move full up.
(6) Remove hydraulic power from aircraft.
(7) Remove electrical power from aircraft.
(8) Install access panels removed in Step 16.A.(2)(h) to Step 16.A.(2)(j).
05-50-00
Page 632
April 30/22
AILERON HINGE LINE
AERODYNAMIC
WING REAR BEAM
QUIET AREAS
ELEVATOR
HINGE LINE
RUDDER
HINGE LINE
ELEVATOR TRIM
TAB HINE LINE
HORIZONTAL
STABILIZER
PIVOT POINT
AILERON TRIM
TAB HINE LINE
92455B00
Aircraft Aerodynamic Quiet Areas

Figure 607
05-50-00
Page 633
April 30/22
21-UPR-TE-5
FWD
21-UPR-TE-4
OUTBD
FUEL FILLER ACCESS OPENINGS

21-UPR-TE-1 LEFT WING AND
21-UPR-TE-2 AILERON TOP VIEW
21-UPR-TE-3 LEGEND
23-UPR-1
21 - LEFT WING
23-UPR-2
23-UPR-3 23 - LEFT AILERON
23-UPR-4 LE - LEADING EDGE
21-LE-2 TE - TRAILING EDGE
FT - FUEL TANK
21-LE-1 21-LE-3
21- LWR - LOWER
FT 21-LE-4
-1 SR - SPONSON RIB
21-
21- FT UPR - UPPER
-3
FT 21-LE-5
-2 21-
21- FT 21-LE-6
FT -5
-4 21- 21-LWR-TE-5
21- FT
FT -7 21-LE-7
21-FT-19 -6 21-
21- FT 21-FT-15
-9
FT 21- 21-LWR-TE-6
21-FT-20 -8 FT
21- -11 21-FT-16
FT 21-
-10 F
21- T-1 21-FT-17
FT 3
-12 21-LE-8
21-LE-9
21-LWR-TE-1
21-FT-14 21-FT-18
FWD 21-LWR-TE-2
21-LWR-TE-3 21-LWR-TE-9
21-SR-1
OUTBD 21-LWR-TE-8
ACCESS OPENINGS 21-LWR-TE-7
LEFT WING AND 21-LWR-TE-4
23-LWR-5
23-LWR-1
AILERON BOTTOM VIEW 23-LWR-2
23-LWR-6
23-LWR-7 23-LWR-3
23-LWR-4
03613C02
Aileron Access Panels

05-50-00
Page 634
April 30/22
FWD
OUTBD
LEGEND
22 - RIGHT WING
24 - RIGHT AILERON
LE - LEADING EDGE FUEL FILLER
TE - TRAILING EDGE
FT - FUEL TANK
LWR - LOWER
SR - SPONSON RIB 22-UPR-TE-1
UPR - UPPER 22-UPR-TE-2
22-UPR-TE-3 22-UPR-TE-4
ACCESS OPENINGS
RIGHT WING AND AILERON
TOP VIEW 22-LE-2 22-LE-1
22-LE-3
FWD
22-LE-4 -1
FT
OUTBD 22-
-3
FT
22- -2
22-LE-5 FT
T-5 22-
22-LE-7 2-F
2 -4
FT
22-FT-15 22-LE-6 FT
-7 22-
22- -6
FT
FT
-9 22- 22-FT-19
22-LWR-TE-5 22- T-8
-1 1
22-F
22-FT-16 FT 22-FT-20
22- -10
3 FT
22-FT-17
FT-1 22-
22-LE-8 22- T-1
2
F
22-LE-9 22-
-14
FT
22-FT-18 22- 22-LWR-TE-1
22-LWR-TE-2
22-LWR-TE-9 22-LWR-TE-3 22-SR-1
22-LWR-TE-8
22-LWR-TE-7 ACCESS OPENINGS

22-LWR-TE-4 RIGHT WING AND AILERON
22-LWR-TE-6
24-LWR-3 24-LWR-2 24-LWR-1 BOTTOM VIEW
03614C02
Aileron Access Panels

05-50-00
Page 635
April 30/22
LEGEND
37 - LH HORIZONTAL STABILIZER 37-LE-1
39 - LH ELEVATOR
LE - LEADING EDGE 37-UPR-1
TE - TRAILING EDGE
UPR- UPPER
LWR- LOWER
2 -3
TIP- TIP E- PR
3 7-L
37-U
2
P R-
37-UPR-8
37-U
6 4
R- -
-U
P PR
37 -U 37-TE-UPR-1
-9 37
37-TE-UPR-6 PR
-U
37-TE-LWR-6 37 37-TE-LWR-1
-5
37-TE-UPR-8 R-
7 PR
37-TE-LWR-8 -10 P - U
3 PR -U 37 -3
E- 7-U 37 - UPR 37-TE-UPR-2
L 37-TE-LWR-2
37
- 3
37-TE
37-TE-UPR-4
37-TIP-1 -11 37-TE-LWR-4
-12 UP
R
PR 37
- R-5
37
-U E -UP
37 -T
39-UPR-2
13
P R-
-U
37 R-7
-UP
37-TE 3
PR-
39-U
39-UPR-1
-7 39-LWR-1
39- UPR
39-UPR-4
39-LWR-4
39-UPR-8
39-LWR-8 39-UPR-5
39-UPR-10 39-UPR-9 39-UPR-6
39-UPR-11
39-UPR-12
39-UPR-13
39-UPR-15
39-UPR-14
FWD
VIEW LOOKING DOWN OUTBD
03617C03
Elevator Access Panels

05-50-00
Page 636
April 30/22
LEGEND
38 - RH HORIZONTAL STABILIZER
38-LE-1 40 - RH ELEVATOR
LE - LEADING EDGE
38-UPR-1 TE - TRAILING EDGE
UPR- UPPER
LWR- LOWER
38 38 TIP- TIP
-U -LE
PR -2
38 -3
-U
PR
-2 38-UPR-8
38 38
-U -U
P R- PR
38-TE-UPR-1 4 -6 38
-U
PR-
9 38-TE-UPR-6
38-TE-LWR-1 38 38-TE-LWR-6
-U 38
PR -U 38 38-TE-UPR-8
38- -5 PR -U 38
TE -7 PR -L 38-TE-LWR-8
38-TE-UPR-2 -UP -10 E-
R-3 3
38-TE-LWR-2
38
38-TE-UPR-4 -U 38 38-TIP-1
38-TE-LWR-4 38- PR- -U
TE 11 PR-
-U PR
-5 12
40-UPR-2 38
-U
PR
38- -13
T E-U
PR
40-U -7
PR-
3
40-UPR-1 40-U
40-LWR-1 P R-7
40-UPR-4
40-LWR-4
40-UPR-8
40-UPR-5 40-LWR-8
40-UPR-6 40-UPR-9 40-UPR-10
40-UPR-11
40-UPR-12
40-UPR-13 40-UPR-15
FWD 40-UPR-14
OUTBD
VIEW LOOKING DOWN

03616C00
Elevator Access Panels

05-50-00
Page 637
April 30/22
109-BUL-9LH
109-BUL-6LH
109-BUL-4LH
109-BUL-7
109-BUL-2
109-BUL-1
109-BUL-5LH 109-BUL-8LH
109-BUL-3
109-LE-1 109-LH TE-7
109-LE-1A 109-LH TE-6
109-LE-2 109-LH TE-5
109-LH TE-4
UP
109-LH TE-3
FWD
109-LH TE-2
1 109-LH-7
109-LH TE-1
1 109-LH-8
1 109-LH-11 VERTICAL STABILIZER
LEFT SIDE
1 109-LH-9 1 109-LH-10
LEGEND
109 - VERTICAL STABILIZER. LE - LEADING EDGE UPR - UPPER
DORSAL FIN AND BULLET TE - TRAILING EDGE LH - LEFT HAND
110 - RUDDER RB - REAR BEAM RH - RIGHT HAND
BUL - BULLET LWR - LOWER
NOTES:
1 THESE PANELS APPLICABLE TO AIRCRAFT 1000 THRU AIRCRAFT 1171 HAVING ASC 230
2 THESE PANELS APPLICABLE TO AIRCRAFT 1172 THRU AIRCRAFT 1191 HAVING ASC
230 AMENDMENT 1 AND AIRCRAFT 1192 AND SUBSEQUENT 17988C05
Empennage / Vertical Stabilizer Access Panels

05-50-00
Page 638
April 30/22
109-BUL-9RH
109-BUL-3RH 109-BUL-5RH
109-BUL-6RH 109-BUL-4RH
109-RH-5
109-BUL-8RH
109-RH TE-7 109-RH-3
109-RH TE-6
(PLUG)
109-RH-2
109-RH-6
109-RH-4 109-LE-1
109-RH-TE-5 109-RH TE-4
(PLUG)
109-RH-TE-3 109-RH-1
109-RH TE-2
(PLUG)
UP 109-RH TE-1
1 109-RH-7
FWD
1 109-RH-11
1 2 109-RH-8
VERTICAL STABILIZER 1 2 109-RH-10
RIGHT SIDE 1 109-RH-9
110-UPR-1
109-RB-10
110-LH-1
109-RB-9 110-RH-1
110-LH-2 109-RB-8
110-RH-2
109-RB-7
110-LH-3
109-RB-6
110-LWR-1 110-LH-4
109-RB-5
110-RH-3
110-LH-5 109-RB-4
110-RH-4
109-RB-3
110-LH-6
109-RB-2
109-RB-1
RUDDER VERTICAL STABILIZER RUDDER

LEFT SIDE REAR BEAM RIGHT SIDE
LOOKING FORWARD 55139C01
Empennage / Vertical Stabilizer Access Panels

05-50-00
Page 639
April 30/22
17. Aircraft Exposure to Volcanic Ash — Inspection

NOTE: Volcanic ash particles are usually less than 5 microns and very abrasive. Ash can penetrate all
orifices and cause erosion or etching on the surface. Ash particles can accumulate on all
lubricated surfaces, in all corners and can cause contamination of all system filters. It is not
possible to determine the level of damage volcanic ash contamination can cause. Therefore a
full aircraft inspection is necessary to determine the extent of contamination.
A. Preparation
(1) References
• Aircraft Pre Volcanic Ash Fallout (Outside) - Storage, 10-00-00, Servicing
• Aircraft Washing, 12-00-00, Maintenance Practices
• APU Oil Change GTCP36-100(G) - Service, 49-90-00, Servicing or Code 499010
• Main Entrance Door - Lubrication, 52-10-00, Servicing or Code 521003
• Main Entrance Door - Zonal Inspection, 52-10-00, Inspection / Check or Code 521028
• Rolls-Royce TAY 611 Engine After Ingestion of Volcanic Ash Inspection
• Allied Signal Engines General Field Service Notes, 00-1149
B. Inspection
CAUTION: DO NOT RUB AIRCRAFT SURFACE WHEN REMOVING VOLCANIC ASH AS
RUBBING CAN CAUSE ABRASION DAMAGE.
(1) If a layer of ash is present on the aircraft surfaces, remove ash with a vacuum cleaner.
NOTE: Ash can be blown off or removed with a soft cloth, but only if vacuuming is not
practical.
(2) Wash off remaining residue as follows:
NOTE: Pressure washing of aircraft is not recommended due to the adverse effects on
aircraft components. The high-velocity water and cleaning agents can force dirt,
contamination and moisture into bearings, bushed joints, actuator seals, electrical
components, faying surfaces and structural joints resulting in increased
maintenance costs and unserviceability.
If protective covers / devices were installed on aircraft for Aircraft Pre Volcanic Ash
Fallout (Outside) - Storage, 10-00-00, Servicing, leave them on until aircraft washing
is complete.
(a) Wash aircraft exterior, see Aircraft Washing, 12-00-00, Maintenance Practices.
(3) Remove installed protective covers and devices. See Aircraft Pre Volcanic Ash Fallout
(Outside) - Storage, 10-00-00, Servicing if required.
(4) Inspect airframe as follows:
(a) From ground level, at a distance no greater than arms length, begin visual inspection
forward of main entrance door and proceed clockwise around aircraft.
(b) Follow sequence detailed in Preflight - Inspection.
(c) During walk-around inspection, visually inspect lower fuselage exterior (floor level and
below) and wing as follows:
1 Verify there is no evidence of ash ingestion and / or clogging of the following
05-50-00
Page 640
April 30/22
areas of fuselage mounted probes / ports, pressurization relief valve, outflow

valve, wing tank vents and Auxiliary Power Unit (APU) exhaust.
2 Verify there is no evidence of erosion on painted surfaces of radome.
3 Verify there is no evidence of erosion on painted surfaces of upper / lower wing.
4 Verify there is no evidence of abrasions on wing leading edges, landing or
navigation light lenses.
5 Examine all aerodynamic seals and curtains.
6 Examine all lower antennas for damage.
7 Perform detailed inspection for evidence of ash accumulation on all flight control
components.
NOTE: If aircraft was on ground with applicable protective covers installed, see
Aircraft Pre Volcanic Ash Fallout (Outside) - Storage, 10-00-00,
Servicing, when volcanic ash contamination occurred, this inspection is
not required if no ash is discovered after protective covers are removed.
a Lubricate exposed portions of flight control actuator pistons with Skydrol.
b Operate all control surfaces while listening for abnormal sounds. Correct as
required.
(d) Inspect landing gear as follows:
Aircraft Pre Volcanic Ash Fallout (Outside) - Storage, 10-00-00, Servicing,
when volcanic ash contamination occurred, this inspection is not required if no
ash is discovered after protective covers are removed.
1 Inspect all landing gear structure, wheel wells and all associated components for
damage and / or ash contamination to include:
• Attachment section of landing gear
• Actuator rods
• Chrome area of shock absorber
• Mechanical linkage and moving parts
• Electrical switches and sensors
2 Inspect landing gear chrome areas for corrosion and recoat with MIL-PRF-5606
as required.
3 Inspect all landing gear doors for ash contamination to include:
• Door skins
• Door hinges
• Actuator rods
(e) From a maintenance platform or on surface of fuselage, visually inspect upper fuselage
exterior (above floor level) and empennage as follows:
1 Verify no evidence of erosion on painted surfaces around windshields or side
windows.
2 Verify there is no evidence of abrasions on windshield and side windows /
frames, cabin fixed frames, emergency exit windows / frames, vertical stabilizer
and horizontal stabilizer leading edges.
05-50-00
Page 641
April 30/22
3 Verify there is no evidence of ash ingestion or clogging of ram air inlet duct or
APU air inlet door.
4 Examine all upper antennas for damage.
5 Verify all pylon seals are not contaminated.
6 Verify elevator / horizontal stabilizer seals / curtains are not contaminated.
(5) Inspect aircraft systems as follows:
(a) Inspect all probes and sensors for damage and ash contamination to include:
• Pitot probes
• Static probes
• TAT probes
• AOA probes
NOTE: Ensure that AOA probes move freely and pitot probes drain holes are not
clogged.
(b) Visually inspect fuselage ram air inlet interior for ash clogging or coating.
(c) Visually inspect left and right fuselage ram air overboard vent interior for ash clogging
or coating.
(d) Visually inspect left and right pylon fan air outlet louvers for ash clogging or coating.
NOTE: If ash clogging or coating is observed in Step 17.B.(5)(b), Step 17.B.(5)(c) or
Step 17.B.(5)(d), access internal areas / components of the air conditioning
packs and air cycle machines and inspect.
(e) Perform Engine After Ingestion of Volcanic Ash Inspection if applicable.
NOTE: Refer to Rolls-Royce TAY 611 Maintenance Manual, Section 05-52-04, Engine
After Ingestion of Volcanic Ash.
If aircraft was on ground with applicable protective covers installed, see
(f) Perform APU After Ingestion of Volcanic Ash Inspection (if applicable) as follows:
CAUTION: AVOID OPERATION IN KNOWN VOLCANIC ASH-LADEN
ENVIRONMENTS. OPERATION IN HIGH CONCENTRATIONS OF ASH
OR LESSER CONCENTRATIONS FOR PROLONGED PERIODS IS
CONSIDERED ABUSIVE TO THE AUXILIARY POWER UNIT AND WILL
LIKELY RESULT IN INCREASED COST OF OWNERSHIP.
If aircraft was on ground with applicable protective covers installed, see Aircraft Pre
Volcanic Ash Fallout (Outside) - Storage, 10-00-00, Servicing, when volcanic ash
contamination occurred, this inspection is not required if no ash is discovered after
protective covers are removed.
1 Visually inspect APU oil and fuel filters.
NOTE: Replace APU oil after each 100 hours of operation.
2 Service / replace APU oil as required. See APU Oil Change GTCP36-100(G) -
Service, 49-90-00, Servicing or Code 499010.
05-50-00
Page 642
April 30/22
3 At this interval, visually inspect compressor section to assure there are no

abnormal conditions.
NOTE: If operation in ash laden regions cannot be avoided, Honewell/Allied
Signal Service Information Letter (SIL), APU-3, dated December 11,
1985, Maintenance and Inspection Recommendations for Auxiliary
Power Units Operating in Ash-laden Environments provides the
following:
Whenever possible, avoid operation in known volcanic ash laden
environment.
If operation in an ash laden environment cannot be avoided the
following is recommended:
• Whenever possible turn off those bleed systems not required
consistent with the aircraft manufacturers operating procedures to
minimize pneumatic system contamination
• Remove, inspect and clean or replace as appropriate, all control
air filters at an increased frequency consistent with the operator’s
experience
• Spare end units and detail parts carried on board affected aircraft
should be properly protected / packaged
• Unscheduled removals should be carefully analyzed to determine
the degree of contamination and to what extent this condition
contributed to component removal. This would allow appropriate
inspection intervals and / or increased control filtration to be
determined
• External components surfaces should be examined for ash
buildup over / around vent areas, including working surfaces,
linkages and unsealed bearings. Clean and / or remove as
appropriate
(g) Inspect the main entry door as follows:
1 Perform Main Entrance Door - Zonal Inspection, 52-10-00, Inspection / Check or
Code 521028.
2 Perform Main Entrance Door - Lubrication, 52-10-00, Servicing or Code 521003.
(h) Perform interior inspection as follows:
1 Inspect the following cabin and cockpit areas for ash contamination and vacuum
/ soft cloth clean if required:
• Interior surfaces
• Full face oxygen masks
• Avionics compartment (all items that are visible)
• Cooling / ventilation areas
• Electrical connection points
• Line Replaceable Units (LRUs)
05-50-00
Page 643
April 30/22
NOTE: The LRUs that have signs of heavy contamination, especially around
ventilation holes, may have to be returned to their respective
manufacturer for internal inspection.
2 Inspect tail compartment for ash contamination and vacuum / soft cloth clean if
required.
C. Follow On
18. Bird Strike — Inspection
A. Preparation
(1) Reference(s)
• Windshield and Side Window - Cleaning Procedures, 56-10-00, Cleaning / Painting
B. Inspection
(1) Carry out a complete check of the aircraft surfaces and all components which protrude from
it, to include windshields, horizontal, vertical and wing leading edges.
(2) Inspect landing gear struts, electrical harnesses, hydraulic lines, wheels, tires, taxi lights,
doors and rods for general condition and damage.
(3) Inspect the engine nose cowls and engine cowl doors for general condition and damage.
(4) If pilot reports any failure or a circuit breaker has tripped, this can be the result of mechanical
damage to electrical components. Carry out a visual and functional check of affected system.
(5) If any damage is found, contact Gulfstream Technical Operations for disposition and
assistance.
C. Follow On
05-50-00
Page 644
April 30/22

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MSG-3 MAINTENANCE MANUAL

UNSCHEDULED MAINTENANCE CHECKS — INSPECTION / CHECK

• Supplemental Heating - Removal / Installation, 25-27-00, Removal / Installation or

FLR-26 FLR-30 FLR-34 FLR-38

FLR-25 FLR-29 FLR-33 FLR-37

FLR-24 FLR-28 FLR-32 FLR-36

FS 193 FS 193E FS 287

AIRCRAFT 1000 THRU AIRCRAFT 1447

Forward Cabin Access Panels

FLR-26 FLR-30 FLR-34 FLR-38

FLR-25 FLR-29 FLR-33 FLR-37

FLR-24 FLR-28 FLR-32 FLR-36

AIRCRAFT 1448 AND SUBSEQUENT

Forward Cabin Access Panels

ACCESS OPENINGS - COCKPIT

Cockpit Access Panels

3. Aircraft Severe Turbulence Reported — Inspection

(14) Examine rear beam of wing for any of the following:

CAUTION: IF ONLY JACKING AT NOSE, ENSURE MAIN WHEELS ARE CHOCKED.

CB NAME CB PANEL CB LOCATION

(c) Apply electrical power to aircraft.

(2) Verify cockpit side windows begin to warm.

• Engine Fire Bottle - Removal / Installation, 26-02-00, Removal / Installation or Code

3 If G indication is unacceptable, comply with Hard / Overweight Landing -

11. Hard / Overweight Landing — Inspection

(b) Retract landing gear.

Main Landing Gear Shock Strut - Inspection

12. Main Landing Gear Wheel / Tire Failure — Inspection

13. Pressure Differential Exceedance — Inspection

FLR-44 FLR-45 FLR-50 FLR-51

(e) Remove floorboards in area of lavatory. See Figure 606.

FLR-62 SEE DETAIL A

FLR-42 FLR-47 FLR-52 FLR-54 FLR-57 FLR-61

FLR-106 FS596 JB-1

FS FS FS FS FS FS FS FS AUX PWR RELAY BOX

AIRCRAFT 1000 THRU AIRCRAFT 1269

FLR-42 FLR-47 FLR-52 FLR-54 FLR-57 FLR-61

FLR-106 FS596 JB-1

FS FS FS FS FS FS FS FS AUX PWR RELAY BOX

AIRCRAFT 1270 AND SUBSEQUENT 04324C03

Mid / Aft Fuselage - Access Panels

14. Repairs, Modifications and Outfitting Changes — Inspection

• Cabin floor seat tracks • Floor panels / Floorboards

Table 601: Lightning Strike Information

Deicing / Anti-icing fluid ........................................................................................................... Type I

21-UPR-TE-1 21-UPR-TE-3 21-LWR-TE-3 21-LWR-TE-5

37-TE-UPR-3 37-TE-UPR-5 37-TE-UPR-7 38-TE-UPR-3

109-LH TE-1 109-LH TE-3 109-LH TE-5 109-LH TE-7

AILERON HINGE LINE

Aircraft Aerodynamic Quiet Areas

FUEL FILLER ACCESS OPENINGS

Aileron Access Panels

22-LWR-TE-7 ACCESS OPENINGS

Aileron Access Panels

VIEW LOOKING DOWN OUTBD

Elevator Access Panels

VIEW LOOKING DOWN

Elevator Access Panels

109-LE-1A 109-LH TE-6

109-LE-2 109-LH TE-5

Empennage / Vertical Stabilizer Access Panels

RUDDER VERTICAL STABILIZER RUDDER