Taxi Checklist

James Albright (a former G450 driver)

Updated: 2021-05-25

In the Air Force we used to say your career could survive crashing an airplane in flight but crashing an airplane during taxi was fatal. Of course there were exceptions both ways but the point was taken, if anything goes wrong during taxi, the best course of action may be to set the parking brake and set things right.

Everything here is from the references shown below, with a few comments in an alternate color.

Taxi

[G450 Airplane Flight Manual §2-04-02]

1. Transponder . . . AS REQUIRED

   Some older TCAS systems require you place the system to STBY if you need to have the transponder on while on the ground. I don't think that is necessary with our system, which will automatically inhibit the RA function while we are on the ground. (The fear was that an aircraft approaching to land would be commanded to go around if you were near the runway with your TCAS system set to TA/RA.)

2. EXTERIOR LTS . . . AS REQUIRED

   [AC 120-74B ¶7.h.(2)(b)]: Prior to commencing taxi, turn on navigation, position, anti-collision, and logo lights, if available. To signal intent to other pilots, consider turning on the taxi light when the aircraft is moving or intending to move on the ground, and turning it off when stopped, yielding, or as a consideration to other pilots or ground personnel. Strobe lights should not be illuminated during taxi if they will adversely affect the vision of other pilots or ground personnel.

3. Brake System 1/6 System Page . . . SELECTED

   This should be in view of the pilot.

4. Brakes . . . CHECKED

5. FLAPS / STAB . . . SET FOR TAKEOFF

6. TRIM SETTINGS (3) . . . SET

7. Slip Indicators / Compasses / Flight Instruments . . . CHECKED

   We've adopted a technique of briefing "around the PFD" starting with the airspeed and working clockwise: "40 knots indicated, V2 bugged, heading, takeoff, takeoff, first altitude is ____, altimeter ____ gives me ____ feet, zero VSI, heading is ____, no flags."

8. Engine Instruments . . . CHECKED / ALL WHITE

9. CABIN PRESSURE CONTROL . . . RECHECKED FOR FLIGHT

   [G450 Aircraft Operating Manual §2A-21-30.2.B.] With the FLIGHT / LANDING push-button on the cabin pressure control panel selected to LANDING, taxi speed > nine (9) knots, power levers to a position of fifteen degrees (15°) forward or more, and a cabin or baggage door previously opened and closed, the pressurization system will change to FLIGHT.

   If the mode isn't FLIGHT you can simply press the button and make it FLIGHT.

10. Thrust Reversers (First Flight of Day) . . . CHECK

    CAUTION: IF A RAPID “DEPLOY-STOW-DEPLOY” SEQUENCE IS PERFORMED DURING TAXI, A T/R TIMING ISSUE MAY RESULT IN A RED REV ICON DISPLAYED INSIDE THE AFFECTED LP ANALOG INDICATOR (“POINTER GAUGE”) AND THE AFFECTED THRUST REVERSER WILL BE DISPLAYED IN RED ON THE FLIGHT CONTROLS SYNOPTIC PAGE, WITH NO CAS MESSAGES. A RED REV ICON INSIDE THE LP ANALOG INDICATOR WILL REQUIRE THAT THE ENGINE BE SHUT DOWN AND RESTARTED. IF THE CMC HAS THE LATEST LOADABLE DIAGNOSTIC INFORMATION (LDI) UPDATE, THERE WILL ALSO BE A CHECK CMC MESSAGE.

    NOTE: If CHECK CMC message appears, see EICAS Thrust Reverser Red Rev Indication Mitigation Procedure in the G450 Quick Reference Handbook (QRH), Section ND. For aircraft serial numbers 4245 and subsequent and aircraft having ASCs 909, 909A or 910 (or later approved revision) installed, aircraft with LDI part numbers, GIV_426.1_D14_01292011P (cert Delta), GIV_428.0_E10_01292011P (cert Echo), GIV_430.1_F02_01292011P (cert Fox) and later versions, see Option A on page ND-5. Aircraft with LDI part numbers GIV_426.1_D13_09302010P (cert Delta), GIV_428.0_E09_09302010P (cert Echo), GIV_430.1_F01_11152010P (cert Fox), will NOT have a CHECK CMC message and must accomplish Option B on page ND-6 after last use of thrust reversers prior to takeoff.

    If you have the correct ASC or an upgrade LDI and you do not get a "CHECK CMC" message after testing the thrust reversers, Option A on QRH ND-5 says you are good to go.

    If you do not have the correct ASC and an older LDI, you will need to perform the QRH page ND-6 procedure before takeoff. It takes about three minutes to accomplish but has to be done. Where do you find your LDI version? Page 10 of the CMS.

11. Takeoff Briefing . . . ACCOMPLISHED

    [G450 Quick Reference Handbook, pg. ND-3] The takeoff briefing should include the normal call-outs during the acceleration phase to V1 and VR, runway and departure SID, ATC clearance, takeoff configuration, climb performance, and Go/No-Go criteria should also be addressed, including specific duties during an aborted takeoff.

    [G450 Aircraft Operating Manual, §06-02-30 ¶1.] The Takeoff Briefing should always be accomplished during a low stress environment such as on the ramp before aircraft movement. If a runway change occurs during aircraft movement, the aircraft should be stopped when possible and the Takeoff Briefing accomplished with the Parking Brake set. Loading FMS data or accomplishing a Takeoff Briefing while the aircraft is taxiing is not recommended. The Takeoff Briefing has the most variables of any crew briefing. While it is impossible to list every variable, Gulfstream recommends that at a minimum, the following points be discussed by the flight crew before departure: RUNWAY & DEPARTURE SID / ATC CLEARANCE / TAKEOFF CONFIGURATION/CLIMB PERFORMANCE / GO/NO-GO DECISION CRITERIA

    FOR AIRCRAFT 4001-4244 WITHOUT ASC 908B OR ASC 909 (OR LATER APPROVED REVISIONS). TAKEOFFS DURING STRONG CROSSWINDS OR GUSTY CONDITIONS, AIRPLANES EQUIPPED WITH AOA VANES (ASC 055 AND SN 4143 AND SUBS) MAY EXPERIENCE AN AOA MISCOMPARE SITUATION DURING TAKEOFF ROLL. WHEN THIS OCCURS, THE CAS (CREW ALERTING SYSTEM) MAY DISPLAY AOA MISCOMPARE RELATED AMBER (CAUTION) AND CYAN (ADVISORY) MESSAGES AT APPROXIMATELY 60 KCAS. THESE MESSAGES WILL CLEAR AS THE AIRPLANE ACCELERATES PAST 80 KNOTS ON THE WAY TO V1. WITH THIS KNOWLEDGE, FLIGHT CREWS SHOULD BRIEF THIS SITUATION WHEN STRONG CROSSWIND OR GUSTY WIND CONDITIONS ARE PRESENT SO AS TO AVOID UNNECESSARY REJECTED TAKEOFFS KNOWING THAT THE MESSAGES WILL CLEAR AND DO NOT AFFECT SAFETY OF FLIGHT.

12. HUD Combiner . . . DEPLOY FOR USE / CHECK

13. Primary and Standby Displays . . . SET FOR DEPARTURE PROCEDURE

14. Guidance Panel . . . SET

    You should have three numbers correctly set, a lateral mode button and the correct PFD CMD button set.

15. WARN INHIBIT . . . INHIBIT

16. BLEED AIR Control Panel . . . APU OFF / L & R ENG ON

17. COWL ANTI-ICE (2) / WING ANTI-ICE (2) . . . AS REQUIRED

18. Flight Controls Synoptic Page . . . SELECT

19. Flight Observer Seat Position / Interior Doors . . . CHECK

20. Flight Controls . . . CHECK

Minimum Pavement for 180° Turn

The "Minimum Taxi Strip for 180 Degree Turn" has been a standard in Gulfstream manuals for decades. In the GIII the diagram told us the wing tip would grow 1.5 feet beyond the nose so we would routinely taxi within 5 feet of objects and make maximum effort turns for minimum space usage. For various Gulfstreams:

• GIII: nose to inside wheel 44.0 feet, to outside wing 45.5 feet.

• GIV: nose to inside wheel 46.5 feet, to tail 48.2 feet.

• G450: nose to inside wheel 47.4 feet, to tail 48.2 feet.

• G550: nose to inside wheel 53.2 feet, to outside wing 56.0 feet.

Why is this important? You will hear most Gulfstream pilots say "the wing grows" in a turn and that is true for the GIII, GV, and G550. But in the case of the GIV and G450 it is the tail that grows.