GVII Initial Study Guide
James Albright
Updated: 3 June 2019
If you are headed to GVII Initial and had a look at the study materials, you can be forgiven for feeling a little lost. It is a new airplane, after all. I felt the same way. But I've been through this more than a few times. (This was type rating number nine for me.) But the feeling of aimlessness continues during initial. They will tell you that "you have to get through the complexity to get to the simplicity." That method works. But I think there is a better way.
You can do it their way and survive. In fact, if you are showing up for class in the next few days, that's probably what you should do. But if you have about a month before initial begins, you might want to try my method. I think, in retrospect, it would have allowed me to more tightly focus my efforts, avoid a lot of wasted time, and I would have left initial with a firmer grasp on the airplane. I hope I can do that for you now.
The FlightSafety International GVII Initial Course was quite good, but I often felt directionless in my efforts. I admitted my angst to several instructors and heard the same thing: "You have to get through the complexity to get to the simplicity." After three weeks of this I got my type rating and moved on. But looking back at the experience, I think there has to be a better way. Let me give it a shot.
Study Strategy
This is a holistic airplane. What that means is everything is connected to everything else. You cannot study one system and then move on to the next system, then move on to normal procedures, etcetera. What you did for all those airplanes up to now will not work, at least not efficiently. When you go to initial they will teach you in a method that seems aimless but does eventually get you to where you need to be. You won't have an "ah ha!" moment, but you will realize at the end of the course that you have learned.
I think your learning will be broad enough to pass a check ride but not deep enough to really have mastered the airplane. I think a month of prestudy will get you spooled up pretty well so that you can really maximize your time in class. I'm not sure my method is the best way, but I do think it is a better way.
You will need either the Gulfstream manuals or the Flight Safety International “Flight Bag.” I prefer the Gulfstream manuals and will point you to the Airplane Flight Manual (AFM), the Operating Manual (OM), or the Production Aircraft Systems (PAS) manual. If you are coming from earlier Gulfstreams you might be used to having the aircraft systems explained in the OM. That isn’t the case with the GVII, all that is in the PAS. Also, you might be looking for a Quick Reference Handbook (QRH). We don’t have one. We go directly to the AFM.
Before you get started, be mindful of acronyms. You might be tempted to disregard them because while they existed your previous aircraft, you could get long without them. Not true in the GVII. The CAS and AFM both speak to you in this language called GVII. You should compile a list until you have them memorized.
Week One: Appreciate the virtual switch, explore the OHPTS, start on those limitations
The "virtual circuit breaker" is really a "virtual switch" and is usually nothing more than a way to save weight and panel space. But if you really embrace what this does for you, it can completely change how the manufacturer designs a cockpit and the way you fly airplanes. Gulfstream has done just that with the GVII and that is why you cannot learn this airplane system by system. I think the best place to start is with a look at Circuit Breakers for a basic understanding about how traditional physical circuit breakers work and a look at how a solid state, or "virtual" circuit breaker is different. The key point to realize is that these solid state breakers also make excellent switches.
Traditional hardware switches and circuit breakers:
Advantages:
They maintain a fixed position in the cockpit or elsewhere in the airplane; once you learn where they are, you can easily find them.
Disadvantages:
They are prone to breaking with repeated use or age; when they break the switched item is no longer usable.
They take up panel space as well as space behind the panels for all the wires connecting them.
They add to their aircraft's weight, as do all the wires used to connect them.
They are only selectable by a human hand, other systems on the airplane cannot access them unless they are equipped with expensive, heavy, and space consuming solenoids.
Solid State "Virtual" switches and circuit breakers:
Advantages:
They do not break with physical use, wear and tear, or age.
They do not take any panel space or space behind the panels for connecting wires.
They save a considerable amount of weight.
They provide access to other aircraft systems; if another system wants to change the status of a "virtural" switch, it can do so with a digital or analog signal.
Disadvantages:
You may have to hunt around menus to find them.
As you can see, the pros of one are the cons of the other. The GVII uses solid state switches and circuit breakers for most functions. Exceptions include those items that are used before the various computers and screens have booted or those that must be accessed in the event the computers or screens will have become inaccessible.
Once you realize the magic that goes on behind all the cockpit glass, it becomes easier to understand the function of a lot of that glass. Much of your interface with various airplane systems will take place on three Over Head Panel Touch Screens (OHPTS). You should get familiar with them before you venture into the world of aircraft systems. (See the PAS for more.)
While you are doing all this, it is never too early to start the rote memorization of limitations. FSI provides flash cards for this purpose. There are a number of card decks out there in various flash card apps.
Week Two: Learn a new CAS Philosophy, learn a few systems
You may have heard this is a "fly-by-wire" airplane and that is certainly true. But before you learn about that, it is more important to learn that this is a "fly-by-CAS" airplane because Gulfstream has reinvented the CAS. The idea behind the new CAS Philosophy is that all those solid state switches will simplify your normal and abnormal procedures. You need to grasp how this works before you go any further. (See the AFM, Section 00-20-70.)
Depending on your level of Gulfstream experience, some of the GVII Systems may look familiar. You should still study them fairly closely, because no system has gone unchanged. I recommend the following order:
Fuel System — This is a good system to start with because it has a lot of OHPTS switches that have simple results: on / off, or open / close. Once you understand this system, the others will become easier. Note to you with previous Gulfstream experience: while the components look the same, they are not. The fuel pumps and valves are all different, which means the limitations and procedures are different too. (See the PAS)
Electrical System — This system is just about automatic thanks mostly to those solid state switches. At first glance the synoptics look similar to those of the G450 and G550, but they have significant differences. (See the PAS)
Landing Gear and Brakes System — The landing gear and the gear doors are all computer controlled, greatly reducing the number of hydraulic lines, valves, and associated parts. The brakes also represent a departure from previous Gulfstreams, not only because we now have autobrakes but the inboards and outboards have been split up and the accumulators are pressurized a bit differently. (See the PAS)
Pneumatic System — Gulfstream long ago figured out how to get more air out of two stages of the engine compressor and the change to Pratt & Whitney engines means you will never be short of pneumatics. (See the PAS)
Air Conditioning — The air conditioning system is a lot like the GV and later. (See the PAS)
Pressurization System — The maximum differential is higher so the cabin altitudes are significantly lower. (See the PAS)
Auxiliary Power Unit — The APU is usable in flight. (See the PAS)
Powerplant — These Pratt & Whitney engines represent a significant change for Gulfstream, but the result is higher speeds and lower fuel consumption. System abnormal procedures are easier to deal with, but you now have two types of fires to consider. Air starts are significantly easier. (See the PAS)
Doors — The main entrance door is different and will require a new thought process for even the mundane task of opening it. The cabin doors will automatically open before landing. (See the PAS)
Fire Protection — Even the fire protection system has been simplified; fault detection is now automatic and continuous. (See the PAS)
Ice and Rain Protection System — The ice detectors are the same as with the GV and later, but the numbers are a bit different. (See the PAS)
Oxygen System — The oxygen system is simplified and the masks are more comfortable. (See the PAS)
Water and Waste Systems — The water system now has two tanks, the purge process is easier, and the waste system is a bit easier. (See the PAS)
Don't worry if you can't get to them all, just plow through them in the order given. As time permits in the following weeks you can catch up. You might be tempted to skip ahead to the flight control system but don't. In the end this airplane flies basically like an airplane. We'll get into the flight control system in week four.
Week Three: Get comfortable with the TSC, try a few normal procedures
Most of your interaction with the airplane will be through the Touch Screen Controllers; this will cover everything from your conventional FMS, radio tuning, and even for things like dimming the lights of your displays. You can access all of these functions through menus, but there is an easier way.
Now is a great time to start looking at some Normal Procedures. I would concentrate on the following for now:
Airplane Power-up (See the OM, Chapter 2 which is also called “Ground and Flight Operations”)
Engine Start (See the OM, Chapter 2)
Functional Checks (See the OM, Chapter 1, concentrate on FCS Test, FCS Trim Checks, Fire Test, Flight Controls Check, and Master Test.)
Takeoff (See the OM, Chapter 2 which is also called “Ground and Flight Operations”)
Approaches (See the OM, Chapter 2 which is also called “Ground and Flight Operations”)
Landing (See the OM, Chapter 2 which is also called “Ground and Flight Operations”)
Week Four: All about flight controls
Even if you haven't completed all systems you started in week two, you need to devote the last week to Flight Controls. I think this system isn't as difficult as the study materials would lead you to believe. But here is an area where you have to digest two or three systems at once because they are so interrelated:
Flight Controls — The flight control system is described in the PAS and Chapter 2 of the OM but they do not teach the system from the ground up. If you’ve never flown a Gulfstream fly-by-wire system, it can be very confusing. I recommend you watch the videos we have on the subject several times before looking at the PAS or OM. You can find these videos in the blog, June through July 2020 or right here:
Hydraulic System — Half of the hydraulic system is very similar to what you might have seen on previous Gulfstreams (GV and later) until you get to the flight control system. Then you will see that a lot has been removed (no HOPS, for example) but an electrical-hydraulic backup on some of the flight controls has been added. You need to get comfortable with this as you get comfortable with the flight control system itself. (See the PAS)
Autopilot — The autopilot and autothrottles are more closely linked and do more than previous Gulfstreams. The fact the airplane is fly-by-wire makes this possible. (If time permits, look at the OM Chapter 2 for autopilot and auto throttle protections and the PAS flight control section for descriptions. But don’t get bogged down by it, concentrate on the big picture of the flight control system first.)
Flight Control Laws — A flight control "law" is nothing more than software instructions and are better thought of as "modes." Once you understand how the airplane works in normal mode, it then helps to know what happens when you lose various sensors and computers, and how the degraded modes impact how you fly the airplane. (See the PAS)
Questions and Answers
Flight Safety puts out a very long list of questions in their client study guide. It is worth your while to read this over and over again because your oral questions come directly from the guide. You can know the airplane well enough to fly it, but if you don’t know the answers to the questions they have in this guide, you won’t pass your oral.
Checkride Strategy
We all have our own strategies for these things. Given the requirements, my weaknesses, and what I am expecting, here are mine.
My sim partner and I agreed I would go first. While he is setting up the cockpit I'll program the flight plan.
I don't plan on being too elaborate for the initial takeoff briefing, only to mention V2, VSE, the acceleration altitude, and emergency return plans.
I've never had problems with steep turns and using HUD symbology in the HUD or PFD makes them easier still. Just keep the dot on the horizon line, roll smoothly into the turn, trim using the stick pitch trim (TSS doesn't trim for more than 1 G), and add just a little thrust. I'll ask for a roll out call at 15° but I tend to roll quicker than that, so I'll wait until 10° to reverse the direction of roll. I don't change the trim or thrust, just hold what I've got. As we approach our original heading I'll removed the added thrust and use the TSS to retrim for 1 G level flight.
Stalls are fairly benign since we exit at the first sign. I will be using the HUD since one of the signs can appear in the HUD. Full power is not always needed and in some cases can make things worse. Reduce angle of attack, add power, and get the airplane out of any low speed cues.
The nose tracks more quickly during the V1 on this airplane than any I've flown before, and once the nose starts moving it is hard to arrest. I keep my eyes outside during the takeoff roll and move the rudders to keep the nose straight. Once the nose is in the air I shift to the PFD to double check I have the correct rudder and then know I will end up needing all of it. The next task is to keep the speed between V2 and V2+10. Some of the instructors will tell you this is easy on the HUD, where you will have the so-called "staple" with both speeds next to the FPV. I find this too hard to do, since you have fewer roll and heading cues. So I crosscheck the speed and ask for FLCH which is supposed to stay in the correct speed range. Once 1,500' above the runway I ask for VSE and accelerate. Once at VREF+20 ask for the flaps up and accelerate to 200 knots. I will, at that point, trim the rudder.
For each single engine approach, the idea is to minimize your workload without violating the restrictions against being coupled below 200 feet (non LPV or ILS), going around with the autopilot, or having the autothrottles connected for a single engine approach. So I have the AP and AT engaged just prior to joining the instrument final, ask for Flaps 10° and then disengaging the AT and centering the rudder trim. Since one of the single engine approaches has to be handflown, I'll disengage the AP prior to the glideslope intercept on the first, which is usually to a missed approach. For the others, I'll leave the AP engaged until 200 feet.
At glideslope intercept I like to call for the landing and taxi lights to be killed, announce my intentions to fly to the DA posted on the PFD, and if I have EVS lights to go further to the SA posted on the PFD. This is a good time to say "set missed approach altitude and kill the landing and taxi lights." If and when I see the EVS lights, I'll add to the callout "EVS lights, continuing to 100 feet." If I hear "secondary" and the PM hasn't said go around, I say "landing, lights on please." Otherwise it is "Go around, flaps 20" while pressing TOGA, pushing the thrust levers forward in time with the rudder, and rotating into the flight director. At positive rate, "gear up, set me up for the missed." Clean up is as before, except we skip VSE and go right to 200 KCAS.
For the circle to land at KMEM, I expect either the RNAV 27 or ILS 27 (with or without glideslope), circle to 18R. In either case brief you will be getting down to the Cat C minimums of 940' and once the field is in sight, turn right 45° and time for 45 seconds. If you have to go missed before turning to the landing runway, simply jog back to the left and flight straight out. Otherwise, turn 270° to align. Adjust your MAP display for a 2 nm ring and that will make the ILS or RNAV "feather" 2 nm and give you a target. The ILS has a step down fix at IPEPE which holds you up to 980'. You can ask approach to call it for you or you can use your FMS to circle it on the MAP display. Once the airport is in sight, call it, and turn to offset. You should be able to make out the left and right runways before timing is expired but turn to parallel by heading for the end of the feather on 18R. Since your ASEL is set on the missed approach altitude, you can begin your descent with the FPA button. Roll out on centerline and place the 3° HUD FPA on the end of the runway. This will probably be your "performance landing" so set Autobrakes to HIGH, once down take over and get down to taxi speed as soon as possible.