Falcon 50 Checklist

Falcon 50
Cockpit Reference Handbook
October 2005
Notice: This Falcon 50 Cockpit Reference Handbook is to be used for

aircraft familiarization and training purposes only. It is not to be used as,
nor considered a substitute for the manufacturers Pilot or Maintenance
Manuals.
SimuFlite
Copyright 2008, CAE, Inc.

All rights reserved.
Excerpted materials used in this publication
have been reproduced with permission of
Dassault Falcon Jet Corporation.
Printed in the United States of America.
Introduction
SimuFlite
Welcome to CAE SimuFlite!

Our goal is a basic one: to enhance your safety, proficiency
and professionalism within the aviation community. All of us
at CAE SimuFlite know that the success of our company
depends upon our commitment to your needs. We strive for
excellence by focusing on our service to you.
We urge you to participate actively in all training activities.
Through your involvement, interaction, and practice, the full
value of your training will be transferred to the operational
environment. As you apply the techniques presented through
CAE SimuFlite training, they will become second nature to
you.
Thank you for choosing CAE SimuFlite. We recognize that
you have a choice of training sources. We trust you will find
us committed to providing responsive, service-oriented
training of the highest quality.
Our best wishes are with you for a most successful and
rewarding training experience.
The Staff of CAE SimuFlite
Falcon 50
October 1997
1-1
Developed for Training Purposes Only
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Falcon 50
October 1997
Introduction
Introduction
SimuFlite created this reference handbook for cockpit use. It is

an abbreviated version of the SimuFlite Technical Manual and
includes international flight planning information. Please refer to
the front of each chapter for a table of contents.
The Procedures chapter contains four elements: Preflight
Inspection, Expanded Normal Procedures, a sample Standard
Operating Procedure (SOP), and Maneuvers.
The Limitations chapter contains general, operational, and
aircraft systems limitations.
The alphabetically arranged Systems chapter includes key
data on particular systems and relevant color schematics.
The Flight Planning chapter includes maximum allowable
takeoff and landing weight flow charts and a sample weight and
balance form. International flight planning information includes
a checklist, a glossary of frequently used international flight
operation terms, and sample flight plan forms (ICAO and FAA)
with completion instructions.
The Servicing chapter contains servicing specifications and
checklists for fueling, defueling, and other servicing procedures.
The Emergency Information chapter provides basic first aid
instructions.
Information in the Conversion Tables chapter may facilitate
your flight planning and servicing computations.
Falcon 50
October 1997
1-3
1-4
Falcon 50
October 1997
Operating Procedures
This chapter contains four sections: Preflight Inspection,

Expanded Normal Procedures, a sample Standard Operating
Procedure (SOP), and Maneuvers. Although these procedures
are addressed individually, their smooth integration is critical
to ensuring safe, efficient operations.
Preflight Inspection contains an abbreviated checklist for
the exterior inspection as well as preflight cockpit and cabin
checks.
Expanded Normal Procedures presents checklists for normal
phases of flight. Each item, when appropriate, is expanded to
include cautions, warnings, and light indications.
Standard Operating Procedures details Pilot Flying/Pilot Not
Flying callouts and verbal or physical responses.
Maneuvers contains pictorial representations of specific
maneuvers.
Falcon 50
October 1997
2-1
2-2
Falcon 50
October 1997
Preflight
Table of Contents
Interior Preflight Inspection. . . . . . . . . . . . . . . . . . . . . . 2A-3

Cockpit Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-3
Cabin Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-5
Exterior Walkaround. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-6
Preliminary Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-6
Left Nose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-6
Right Nose. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-7
Forward Right Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-8
Aft Right Wing/No. 3 (Right) Engine . . . . . . . . . . . . . . . . . 2A-9
Aft Fuselage/No. 2 (Center) Engine . . . . . . . . . . . . . . . . 2A-11
Aft Compartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-12
Lower Aft Fuselage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-14
No.1 (Left) Engine/Aft Left Wing. . . . . . . . . . . . . . . . . . . 2A-15
Forward Left Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-17
Interior/Passenger Loading . . . . . . . . . . . . . . . . . . . . . 2A-19
Falcon 50
October 1997
2A-1
2A-2
Falcon 50
October 1997
Preflight Inspection
Interior Preflight Inspection

Cockpit Inspection
Batteries . . . . . . . . . . . . . . . . . . . . . CONNECTED
Documents . . . . . . . . . . . . . . . . . . . . . ON BOARD
registration certificate
airworthiness certificate
radio station license
aircraft log (with flight and inspection times)
Airplane Flight Manual
operating/performance manuals
systems pilot manuals.
Keys . . . . . . . . . . . . . . . . . . . CHECKED/STOWED
Smoke Goggles . . . . . . . . . . . . . CHECKED/STOWED
C and D Bus Switches . . . . . . . . . . . . . . . . . . TIED
Battery 1 and 2 Switches . . . . . . . . . . . . . . . . . . ON
Left and Right Main Buses . . . . . . . . CHECK VOLTAGE
(24V OR MORE)
#2P.BK Annunciator . . . . . . . . . . . . . EXTINGUISHED
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . SET
If parking brake is already applied, move the parking
brakehandle full forward, then aft to the intermediate
detent to provide moderate braking. When the handle is
in the full forward position, note that the #2P.BK light is
extinguished. If the light is blinking, activate the standby
hydraulic pump. If parking brake is not applied, move the
handle to the intermediate detent.
Falcon 50
October 1997
2A-3
#2P.BK Annunciator . . . . . . . . . . . . . . . ON STEADY

Fuel Quantity Selector . . . . . . . . . . . . . . . . . . TOT
Total Fuel Quantity . . . . . . . . . . . . . . . . ADEQUATE
Fuel Quantity Selector . . . . . . . . . . . . . . . . . REAR
Horizontal Stabilizer Trim Indicator . . . . . GREEN BAND
Battery 1 and 2 Switches . . . . . . . . . . . . . . . . . OFF
Passenger Oxygen Selector . . . . . . . . . . . . NORMAL
Oxygen Pressure . . . . . . . . . . . . . . . . . . . . CHECK
Crew Only/Below 10,000 ft MSL . . . . 650 PSI MINIMUM
10 passengers/Up to FL410 . . . . . . . 700 PSI MINIMUM
For flight above FL 410, check Performance Manual,
Gen. Sup. I, or Operations Manual, Sec. 4, Subsect.
60.
2A-4
Falcon 50
October 1997
Cabin Inspection
Emergency Exit Security Devices . . . . . REMOVE/STOW
First Aid Kit . . . . . . . . . ON BOARD/CONTENTS VALID
Extinguishers . . . . . . . ON BOARD/VALID INSPECTION
Crash Ax (if on aircraft equipment list) . . . . . . STORED
Nose and Main Gear
Free Fall Extension Controls . . . . . . . . . . STOWED
ECU Inlet Door Control . . . . . . . . . . . . . . . . CHECK
Handle . . . . . . . . . . . . . . . . . . . . . . PUSHED IN
The door remains open except for ditching.
Fuel Transfer Shutoff
Valve Controls . . . . . . . . . . . . . . . . CHECK OPEN
Operating Tool . . . . . . . . . . . . . . . . . . . . STORED
Survival Equipment
(overwater flight) . . . . . . . . . . . . . STORED/VALID
INSPECTION DATES
Passenger Seats/Belts . . . . SECURE/GOOD CONDITION
Galley and Lavatory . . . . . . . . . . . CLEAN/SECURED
Passenger Oxygen Masks . . . . . . . . . . . . . SECURE
Falcon 50
October 1997
2A-5
Exterior Walkaround
Preflight Inspection Walkaround Path
Obtain folding ladder from the baggage or aft compartment, a

flashlight, and a standard screwdriver to begin the exterior inspection.
For ease of reference, unfold the preflight inspection diagram.

Note that segments identified by letters A through I match
the following checklists.
Preliminary Check
Fuel Sump Drains . . . . . . . . . . DRAIN AS NECESSARY
A
C
Covers/Pins . . . . . . . . . . . . . . . . . . REMOVE/STOW
Ladder . . . . . . . UNFOLD/CONFIGURE AS NECESSARY
A Left Nose
Left Static Port . . . . . . . . . . . . . . . . . . . . . . CLEAR
Stall Vane . . . . . . . . . . FREE/HORIZONTAL POSITION
Emergency Static Port . . . . . . . . . . . . . . . . . . CLEAR
I
H
G
Left Pitot Tube . . . . . . . . . . . . . . . . UNOBSTRUCTED
Left Nose Cone Latches . . . . . . . . . . . . . . . . SECURE

Nose Cone . . . . . . . . . . . . . . . . . . . . UNDAMAGED
Left Windshield . . . . . . . . . . CLEAN/GOOD CONDITION
D5_PF_001.ai
Wiper . . . . . . . . . . . . . . . . . . . . . . . . . PARKED
2A-6
Temperature Probe . . . . . . . . . . . . . UNOBSTRUCTED
Falcon 50
October 1997
Nose Gear . . . . . . . . . . . . . . . . . . . . . . . INSPECT

Tire Inflation:
Bias Ply Tires . . . . . . . . APPROX 136 PSI (9.4 BAR)
Radial Tires . . . . . . . . APPROX 155 PSI (10.9 BAR)
Strut Extension (with full fuel) . . . . . . . . 2 TO 3 INCHES
Red Tire Slippage Marks . . . . . . . . CORRESPOND TO
YELLOW VALVE STEM
Taxi Light . . . . . . . . . . . . . . . . . . GOOD CONDITION
Nosewheel Steering Linkage Locking Pin . . . . INSTALLED
Bonding Wire . . . . . . . . . . . . . . . . . CONNECTED
Nose Gear Strut Doors/Linkage . . . . . GOOD CONDITION
Nosewheel Well/Doors . . . . . . . . . . GOOD CONDITION
B Right Nose
Right Pitot Tube . . . . . . . . . . . . . . . UNOBSTRUCTED
Emergency Static Port . . . . . . . . . . . . . . . . . . CLEAR
Right Nose Cone Latches . . . . . . . . . . . . . . . SECURE
Stall Vane . . . . . . . . . . FREE/HORIZONTAL POSITION
Right Static Port . . . . . . . . . . . . . . . . . . . . . CLEAR
Lavatory Service Door (if forward) . . . . CLOSED/SECURE
Right Windshield . . . . . . . . . CLEAN/GOOD CONDITION
Wiper . . . . . . . . . . . . . . . . . . . . . . . . . PARKED
Angle-of-Attack Probe (if installed) . . . . . MOVES FREELY
Falcon 50
October 1997
2A-7
C Forward Right Wing

Right Landing Light . . . . . . . . . . . CLEAN/UNDAMAGED
Vent . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Park Brake Accumulator Sight Gage . . . . . . . . . . CHECK
Minimum Charge . . . . . . . . . . . . . . . . . . . 950 PSI
Normal Charge . . . . . . . . . . . . . . . . . . . 3,000 PSI
Normal Charge (standby pump) . . . . . . . . . . 2,150 PSI
Antennas . . . . . . . . . . . . . . . . . . GOOD CONDITION
Fuel Sumps . . . . . . . . . . . . . . CLOSED/NO LEAKAGE
Right Emergency Exit Door . . . . FLUSH WITH FUSELAGE
Outside Access Red Button Cover . . . . . . . . IN PLACE
Right Wing Ice Inspection Light
(if installed) . . . . . . . . . . . . . . . GOOD CONDITION
Emergency Exit Ground Light . . . . . . .GOOD CONDITION
No. 3 Engine Intake/Fan/Spinner . . . . . . . . UNDAMAGED
Pt2/Tt2 Probe . . . . . . . . . . . . . . . UNOBSTRUCTED
Gravity Fueling Port Fuel Cap . . . . . . . . . . . . SECURE
Check for evidence of tampering.
Lifeline Attach Point . . . . . . . . . . . . . UNOBSTRUCTED
Right Wing Leading Edge Slats . . . . . GOOD CONDITION
2A-8
Falcon 50
October 1997
D Aft Right Wing/No. 3 (Right) Engine

Right Wing Tip . . . . . . . . . . . . . . . . . . UNDAMAGED
Navigation/Strobe Lights . . . . . SECURE/UNDAMAGED
Right Aileron . . . . . . . . . . . . . . . . GOOD CONDITION
Actuator . . . . . . . . . . . . . . SECURE/NO LEAKAGE
Cautio
The carbon-fiber reinforced plastic aileron requires special
care when cleaning. Consult the Maintenance Manual for
scouring and cleaning information.
Static Dischargers . . . . . . . . . . UNDAMAGED/SECURE
Note any missing static dischargers.
Flaps . . . . . . . . . . . . . . . . . . . . GOOD CONDITION
Airbrakes . . . . . . . . . . RETRACTED/GOOD CONDITION
Some creepage from stowed position is common.
Right Wing Underside . . . . . UNDAMAGED/NO LEAKAGE
Right Main Gear and Wheel Well . . . . . . . . . . INSPECT
Tire Inflation:
38,800 Lbs GTOW Certified . . . . . . 203 PSI (14 BAR)
40,780 Lbs GTOW Certified . . . . . 210 PSI (14.5 BAR)
Tire/Wheel Alignment Marks . . . . . . . . CORRESPOND
Brake Wear Pins . . . . . . . . . . . . . . . . . EXTENDED

note:
Check brake wear pins for sufficient indication. A
card passed along the surface of the ring should
catch on the brake wear pin. The brakes must be
applied for a proper check.
Falcon 50
October 1997
2A-9
Strut Extension (full fuel) . . . . MORE THAN 2.5 INCHES

Wheel Well Door . . . . . . . . . . . . . . . . . . . . OPEN
Overheat Detection Loop . . . . . . . . . . . . INTEGRITY
Doors/Attachments . . . . . . . . . . . GOOD CONDITION
Aft Lavatory Service Door
(if installed) . . . . . . . . . . . . . . .CLOSED/SECURE
No. 3 Nacelle/Pylon . . . . . . . . . . . . . . . . . . INSPECT
Nacelle Drain . . . . . . . . . . . . . . . . . NO LEAKAGE
Engine Cowling . . . . . . . . . . . . . . . . . . LATCHED
Oil Level (sight gage) . . . . . . . . . OPERATING RANGE
Oil/Fuel Filter Bypass Pins . . . . . . . . . . . . . . . . . IN
Tailcone . . . . . . . . . . . . . . . . . GOOD CONDITION
Engine Exhaust Cover . . . . . . . . . . . . . . REMOVED
External Power Access Door . . . . . . . CLOSED/SECURE
No. 2 Hydraulic System
Ground Connection Door . . . . . . . . CLOSED/SECURE
Single Point Fueling Panel . . . . . . . . . . . . . . INSPECT
Switches/Fuel Tank
Valve Control Lever . . . . . PROPERLY POSITIONED
Door . . . . . . . . . . . . . . . . . . . CLOSED/SECURE
The five latches should be closed in order from front to
rear.
Crew/Cabin ECU Intakes,
Exhausts . . . . . . . . . . . . . . . CLEAR/UNDAMAGED
Ditching Door/Safety Pin . . . . . . . . . . OPEN/REMOVED
APU Inlet/Exhaust . . . . . . . . . . . CLEAR/UNDAMAGED
2A-10
Falcon 50
October 1997
E Aft Fuselage/No. 2 (Center) Engine

No. 2 Engine Nacelle/Cowling . . . . . . . . . . . . INSPECT
Cowling . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Oil/Fuel Bypass Indicators . . . . . . . . . . . . . . . . . IN
Oil Level . . . . . . . . . . . . . . . . OPERATING RANGE
Cowling . . . . . . . . . . . . CLOSE/LATCHES SECURE
Thrust Reverser Doors . . RETRACTED/GOOD CONDITION
Exhaust Cover . . . . . . . . . . . . . . . . . . . . REMOVED
Tailcone Area . . . . . . . . . . . . . . . GOOD CONDITION
Rear Static Discharger . . . . . . . . UNDAMAGED/SECURE
Aft Navigation Light . . . . . . . . . . . . . . . UNDAMAGED
Horizontal Stabilizer . . . . . . . . . . . . GOOD CONDITION
Static Dischargers . . . . . . . . . UNDAMAGED/SECURE
Vertical Fin . . . . . . . . . . . GOOD CONDITION/INSPECT
Static Dischargers . . . . . . . . . UNDAMAGED/SECURE
Trim Position Marks . . . . . . . . . . . . . . . . ALIGNED
APU/No. 2 Engine
Generator Cooling Ports . . . . . . CLEAR/UNDAMAGED
Falcon 50
October 1997
2A-11
F Aft Compartment
Aft Compartment Door . . . . . . . . . . . . . . . . . . OPEN
Electrical Panel . . . . . . . . . . . . . . . . . . . . INSPECT
Circuit Breakers (Figure 2A-1) . . . . . . . . . . . . . . . IN
See Systems, page 4-18, for a functional description of
these circuit breakers.
Generator Switches . . . . . . . . . . . . . . . . GUARDED
Batteries . . . . . . . . . . . . . . . . . . . . . CONNECTED
Apply clockwise pressure to each connector knob to ensure
connector is seated.
Hydraulic Reservoirs . . . . . GOOD CONDITION/LEAKAGE
Fluid Level (sight gages) . . . . . . . OPERATION RANGE
Standby Pump Selector . . . . . . . . . . . SAFETY-WIRED/
IN FLIGHT POSITION
Engine Fire Extinguisher Gages (3) . . . CHECK PRESSURE
Determine proper pressure according to information on the
bottle decal.
APU Extinguisher Pressure . . . . . . . . . . 360 TO 385 PSI
S-Duct Door (optional) . . . . . . . . . . . . . . . . . . OPEN
No. 2 Engine:
Fan/Spinner . . . . . . . . . . . . . . . . . . UNDAMAGED
Pt2/Tt2 Probe . . . . . . . . . . . . . . . UNOBSTRUCTED
S-Duct Door . . . . . . . . . . . . . . . . . . . CLOSE/LATCH
2A-12
Falcon 50
October 1997
D5_Pf_002.ai
Circuit Breakers
Falcon 50
October 1997
2A-13
G Lower Aft Fuselage

Fire Extinguisher Blowout Discs . . . . . . . . ALL IN PLACE
Baggage Compartment . . . . . . . . . . GOOD CONDITION
Baggage/Aft Compartment
Fire Bottle Indicators . . . . . . . . . . . . 575 TO 625 PSI
To open the baggage compartment door, push the flush
tab forward of the handle. The handle pops out. Rotate the
handle clockwise to unlock the door. Lower the door gently
to full open.
To close the baggage compartment door, raise it to full
closed position. Firmly rotate the handle counterclockwise
as far as it will go. Be sure the tab forward of the handle is
flush with the skin; then stow the handle by pushing it in.
Observe the four visual indicators are properly aligned.

note:
A missing disc and associated red indication mean
the associated bottle has discharged and must be
refilled and disc replaced.
2A-14
Falcon 50
October 1997
H No.1 (Left) Engine/Aft Left Wing

No.1 Nacelle/Pylon . . . . . . . . . . . . . . . . . . INSPECT
Engine Cowling . . . . . . . . . . . . . . . . . . LATCHED
Oil Level (sight gage) . . . . . . . . . OPERATING RANGE
Oil/Fuel Filter Bypass Pins . . . . . . . . . . . . . . . . . IN
Tailcone . . . . . . . . . . . . . . . . . GOOD CONDITION
Engine Exhaust Cover . . . . . . . . . . . . . . REMOVED
Left Main Gear and Wheel Well . . . . . . . . . . . INSPECT
Tire Inflation:
38,800 GTOW Certified . . . . . . . . 203 PSI (14 BAR)
40,780 GTOW Certified . . . . . . . 210 PSI (14.5 BAR)
Tire/Wheel Alignment Marks . . . . . . . . CORRESPOND
Brake Wear Pins . . . . . . . . . . . . . . . . .EXTENDED

note:
Check brake wear pins for sufficient indication. A
card passed along the surface of the ring should
catch on the brake wear pin. The brakes must be
applied for a proper check.
Strut Extension (full fuel) . . . . MORE THAN 2.5 INCHES
Wheel Well Door . . . . . . . . . . . . . . . . . . . . OPEN
Overheat Detection Loop . . . . . . CONFIRM INTEGRITY
Doors/Attachments . . . . . . . . . . . GOOD CONDITION
Flaps . . . . . . . . . . . . . . . . . . . . GOOD CONDITION
Falcon 50
October 1997
2A-15
Airbrakes . . . . . . . . . . RETRACTED/GOOD CONDITION

Some creepage from stowed position is common.
Static Dischargers . . . . . . . . . . UNDAMAGED/SECURE
Note any missing static dischargers.
Left Aileron . . . . . . . . . . . . . . . . . GOOD CONDITION
Actuator . . . . . . . . . . . . . . SECURE/NO LEAKAGE
Cautio
The carbon-fiber reinforced plastic aileron requires special
care when cleaning. Consult the Maintenance Manual for
scouring and cleaning information.
2A-16
Falcon 50
October 1997
I Forward Left Wing

Left Wing Tip . . . . . . . . . . . . . . . . . . . UNDAMAGED
Navigation/Strobe Lights . . . . . SECURE/UNDAMAGED
Left Wing Underside . . . . . . UNDAMAGED/NO LEAKAGE
Left Wing Leading Edge Slats . . . . . . GOOD CONDITION
Gravity Fueling Port Fuel Cap . . . . . . . . . . . . SECURE
Check for evidence of tampering.
Lifeline Attach Point . . . . . . . . . . . . . UNOBSTRUCTED
Left Emergency Exit Door . . . . . FLUSH WITH FUSELAGE
Outside Access Red Button Cover . . . . . . . .IN PLACE
Folding Ladder . . SECURE TO FUSELAGE ATTACH POINTS
No.2 Engine Intake . . . . . . . . CLEAR/GOOD CONDITION
Folding Ladder . . . . . . . . . REMOVE FROM FUSELAGE
ATTACH POINTS

note:
Verify ladder attach points (spring-loaded discs)
are flush (out position). If the discs are not flush,
airflow across them creates noise in the cabin.
No.1 Engine Intake . . . . . . . . CLEAR/GOOD CONDITION
Fan/Spinner . . . . . . . . . . . . . . . . . . UNDAMAGED
Pt2/Tt2 Probe . . . . . . . . . . . . . . . . . . . . . INTACT
Emergency Exit Ground Light . . . . . . GOOD CONDITION
Falcon 50
October 1997
2A-17
Left Landing Light . . . . . . . . . . . CLEAN/UNDAMAGED

Vent . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
Left Wing Ice Inspection Light
(if installed) . . . . . . . . . . . . . . . GOOD CONDITION
Oxygen Filler Cover . . . . . . . . . . . . . . . . . . SECURE
Vent Disc . . . . . . . . . . . . . . . . . . VERIFY INTACT
Oxygen Pressure Gage . . . GREEN RANGE (SUFFICIENT
FOR PLANNED FLIGHT)
Standby Inverter CB
(forward of entry door, if installed) . . . . . . . . . . . . . IN
Cabin Door Seal . . . . . . . . GOOD CONDITION/ALIGNED
Entrance Stairs . . . . . . . . . . . . . . . . . . . . INSPECT
Step Storage Doors . . . . . . . . . . . CLOSED/SECURE
Handrail/Guide Arms/Door Hinges . . . . . . . . SECURE
2A-18
Falcon 50
October 1997
Interior/Passenger Loading
Baggage . . . . . . . . . . . . . . . . . . . . . . . SECURED
Cabin Door . . . . . . CLOSED/LATCHED/UNOBSTRUCTED
Emergency Exits . . . . . . . . . . . . . . . ACCESS CLEAR
Passenger Briefing . . . . . . . . . . . . . . . . . COMPLETE
According to Part 91.519 requirements, the pilot-in-command
or a crewmember briefs the passengers on smoking, use of
safety belts, location and operation of the passenger entry
door and emergency exits, location and use of survival
equipment, and normal and emergency use of oxygen
equipment. For flights over water, the briefing should include
ditching procedures and use of flotation equipment.
An exception to the oral briefing rule is if the pilot-in-command
determines the passengers are familiar with the briefing
content. A printed card with the above information should be
available to each passenger to supplement the oral briefing.
Passengers Seat Belts . . . . . . . . . . . . . . . FASTENED
Keys . . . . . . . . . . . . . . . . . . . ON BOARD/STOWED
Falcon 50
October 1997
2A-19
2A-20
Falcon 50
October 1997
Expanded Normal Procedures

Table of Contents
Checklist Usage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-3

Normal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-4
Before Starting Engines. . . . . . . . . . . . . . . . . . . . . . . . . . .2B-4
Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-18
After Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-20
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-25
Before Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-26
Lineup. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-27
Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-28
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-29
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-30
Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-30
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-33
After Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-34
Shutdown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2B-35
Multiple Start Attempts. . . . . . . . . . . . . . . . . . . . . . . . . . .2B-36
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-37
Postflight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-38
Mooring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-38
Towing and Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-39
Falcon 50
October 1997
2B-1
Hot Weather Operation. . . . . . . . . . . . . . . . . . . . . . . . . 2B-43

Ground Cooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-43
Engine Starts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-43
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-43
Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-43
Shutdown and Postflight. . . . . . . . . . . . . . . . . . . . . . . . . 2B-43
Cold Weather Operations. . . . . . . . . . . . . . . . . . . . . . . 2B-45
Preflight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-45
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-47
After Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-48
Taxi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-48
Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-49
After Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-49
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-50
Crosswind Considerations. . . . . . . . . . . . . . . . . . . . . . . . 2B-50
After Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-51
Parking and Securing Aircraft . . . . . . . . . . . . . . . . . . . . . 2B-51
Expected Heavy Snow . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-52
Deicing Supplemental Information. . . . . . . . . . . . . . . . . .2B-53
Deicing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-54
2B-2
Falcon 50
December 1998
Checklist Usage
Tasks are executed in one of two ways:
as a sequence that uses the layout of the cockpit controls and
indicators as cues (i.e., flow pattern)
as a sequence of tasks organized by event rather than panel
location (e.g., After Takeoff, Gear RETRACT, Yaw Damper
ENGAGE).
Placing items in a flow pattern or series provides organization and
serves as a memory aid.
A challenge-response review of the checklist follows execution of
the tasks; the PNF calls the item, and the appropriate pilot responds
by verifying its condition (e.g., Engine Anti-Ice [challenge] ON
[response]).
Two elements are inherent in the execution of normal procedures:
use of either the cockpit layout or event cues to prompt the correct
switch and/or control positions
use of normal checklists as done lists.
Falcon 50
October 1997
2B-3
Normal Procedures
Cockpit Flow Pattern
Before Starting Engines

Power Off Cockpit Flow Check
Pilots Oxygen Mask . . . . . . . . . . . . . . . . CHECKED
Press the red button and listen for a hiss in the oxygen mask.
INS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HF Radio . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Compass . . . . . . . . . . . . . . . . . . . . . . . . SLAVED
Pilots Audio Panel . . . . . . . . . . . . . . . . . . . . . SET
Audio (Listen) SPK, ST (Side Tone),
VHF1 and VHF2, and CPIT . . . . . . . . . DEPRESSED
Microphone Selectors VHF2 . . . . . . . . . DEPRESSED
Volume Control . . . . . . . . . . . . . . . . . AS DESIRED
VHF2 is usually the primary communication radio.
Floor Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check that pilots FLOOR heat switch is off.
Static Selector . . . . . . . . . . . . . . . . . . . . NORMAL
Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Emergency Horizon . . . . . . . . . . . . . . . . . . CAGED
Parking Brake . . . . . . . . . . . INTERMEDIATE DETENT
Fire Handles . . . . . . . . . . . . . . . . . . . . . . . . . . IN
D5_En_001.ai
Extinguisher Switches (6) . . . . . . . . . ZERO/SAFETIED
2B-4
Landing Gear Lever . . . . . . . . . . . . DOWN/LATCHED

EMERG Gear Pull Handle . . . . . . . . . . . . IN/LATCHED
Falcon 50
October 1997

Pressurization Controller . . . . . . . . . . . . . . . . . SET
RATE Knob . . . . . . . . . . . . . . . . . . . . . DETENT
BARO Knob . . . . . . . . . . . GREEN MARKS ALIGNED
AT 29.92 IN.HG.
ALT Knob . . . . . . . . . . . . . . . . . . . FLIGHT LEVEL
(DESTINATION ELEVATION)
Move the pointer to intended flight level plus 1,000 ft or
destination field elevation on the outer scale, whichever
results in a higher reading.
Pressurization Selector Switch . . . . . GUARDED/AUTO
Manual Pressurization Control . . . . . . . . . . . . . . DN
Turn knob fully counterclockwise (i.e., arrow on the green
DN mark).
Thrust Reverser Switch . . . . . . . . . . . . . . GUARDED
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OF
Brake Switch . . . . . . . . . . . . . . . . . . . . . . . #1/ON
Standby Pump . . . . . . . . . . . . . . . . . . . . . . . OFF
Temperature Selectors . . . . . . . . . . . . . . . . . AUTO
Temperature Controls . . . . . . . . . . . . . . 12 OCLOCK
Power Levers . . . . . . . . . . . . . . . . . . . . . CUTOFF
Radio Master . . . . . . . . . . . . . . . . . . . . . . . . OFF
Airbrake Handle . . . . . . . . (POSITION 0) RETRACTED
Stab Trim Normal CB . . . . . . . . . . . . . . . . . . . . . IN
Slat/Flap Handle . . . . . . . . . . . . . . . . . . . . CLEAN
Emergency Slat Switch . . . . . . . . . . . . . . GUARDED
Falcon 50
October 1997
2B-5
Copilot Oxygen Mask . . . . . . . . . . . . . . . CHECKED

Press the red button and listen for a hiss in the oxygen mask;
observe no loss of pressure on the oxygen pressure gage.
Compass . . . . . . . . . . . . . . . . . . . . . . . . SLAVED
Copilots Audio Panel . . . . . . . . . . . . . . . . . . . SET
Audio (Listen) SPK, ST (Side Tone),
VHF1 and VHF2 . . . . . . . . . . . . . . . . DEPRESSED
Microphone Selectors VHF2 and CPIT . . . DEPRESSED
Volume Control . . . . . . . . . . . . . . . . . AS DESIRED
VHF2 is usually the primary communication radio.
Floor Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
Check that copilots and third crewmembers floor switch is
off.
Nose Cone Lever . . . . . . . . . . . . . . . . . . . . . OPEN
Oxygen Quantity . . . . . . . . . . . . . . . . . . CHECKED
The pressure gage should indicate a maximum of 1,850 PSI
on a standard day. For minimum pressure, refer to General
Supplement 1 in the Performance Manual or the Operating
Manual, Book 2, Section 4, Sub-section 60.
Passenger Oxygen Control . . . . . . . . . . . . . NORMAL
Floor Heat Rheostat . . . . . FULL COUNTERCLOCKWISE
Pitot/Static Selector . . . . . . . . . . . . . . . . . NORMAL
Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
Lighting Rheostats (10) . . . . . . COUNTERCLOCKWISE
Windshield Wipers (2) . . . . . . . . . . . . . . . . . . . OFF
Interior/Exterior Light Switches (7) . . . . . . . . . . . OFF
NAV, ANTI-COL, LANDING, TAXI, WING, DOME, CABIN
Anti-Ice Panel Engines (3) and Airframe . . . . . . . OFF
2B-6
Falcon 50
October 1997

Bleed Air Panel . . . . . . . . . . . . . . . . . . . . . . . SET
CABIN/CREW . . . . . . . . . . . . . . . . . . . . . . AUTO
BAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ISOLATION Valve . . . . . . . . . . . HORIZONTAL (TIED)
HP1, HP3, HP2, PRV . . . . . . . . . . . . . . . . . AUTO
Inverters/AC1 & AC2 . . . . . . . . . . . . . . . . . . . . OFF
Standby Inverter . . . . . . . . . . . . . . . . CENTER/OFF
XFR Pumps (3) . . . . . . . . . . . . . . . . . . . . . . . OFF
XFR INTERCOMS (2) . . . . . . . . . VERTICAL (CLOSED)
Booster Pumps (3) . . . . . . . . . . . . . . . . . . . . . OFF
X Feeds (2) . . . . . . . . . . . . . . . VERTICAL (CLOSED)
Windshield Heat Switches (3) . . . . . . . . . . . . . . OFF
Pitot Heat Switches (2) . . . . . . . . . . . . . . . . . . OFF
Start Selectors (3) . . . . . . . . . . . . . . . . GRD START
Engine Computer Switches (3) . . . . . . . . . . . . . . ON
Power Selector Switch (DC) . . . . . . . . . . . . NORMAL
Generator Switches (3) . . . . . . . . . . . . . . . . . . . ON
Battery Switches (2) . . . . . . . . . . . . . . . . . . . . OFF
LH-RH Bus (Main Bus Tie) Selector . . . . . . . FLT NORM
Circuit Breakers . . . . . . . . . . . . . . . . . . CHECKED
All circuit breakers should be in.
Falcon 50
October 1997
2B-7
Power On, Part 1

Batteries . . . . . . . . . . . . . . . . . . . . . ON/CHECKED
Turn the battery switches ON. Observe activation of aircraft
electrical systems. Observe BAT 1 and BAT 2 annunciators
extinguish on the Failure Warning Panel. Check that Left
and Right Main bus voltages are more than 24V. Observe
nominal load on ammeters.
Main Bus Tie (LH-RH Bus) Selector . . . . . . . . . . TIED
Observe illumination of the BUS TIED annunciator. Buses
must be tied for APU start.
External Lights . . . . . . . . . . . . . . ON AS REQUIRED
Fire Warnings . . . . . . . . . . . . . . . . . . . . . TESTED
Press to test. Observe illumination of the three engine
FIRE PULL handle lights, the APU FIRE, WHEELS, FIRE
BAG COMPT, and FIRE AFT COMPT annunciators. The
fire warning horn sounds. Silence the horn with the HORN
SILENCE button on the pedestal.
*Failure Warning Panel . . . . . . . . . . . . . . . . TESTED
Press the TEST button. Observe illumination of Failure
Warning Panel annunciators, all hydraulic panel lights,
all lights on the overhead panel except the DC and AC
switchlights, the thrust reverser lights, and flight director/
autopilot mode indicator lights. The BRIGHT/DIM switch
dims the lights.
*Items marked with an asterisk (*) are accomplished only on the first flight of the
day.
2B-8
Falcon 50
October 1997

*Landing Gear Panel . . . . . . . . . . . . . . . . . TESTED
Press the TEST button on the landing gear control panel. Check
for the landing gear aural warning, and observe illumination of
the:
red and green GEAR indicator lights
flashing light in the gear handle
SLATS red and green lights
AIR BRAKE light.
Silence the aural warning with the HORN SILENCE button.
*T/O CONFIG/NO. 2 ENG FAIL . . . . . . . . . . . . TESTED
Advance the No. 2 power lever to takeoff position. Observe
illumination of the T/O CONFIG and the ENGINE 2 FAIL
annunciators; return the power lever to cutoff, and observe the
annunciators extinguish.
APU/GPU/No. 2 Engine . . . . . . . . . . . . . . . STARTED
APU Start:
No. 2 Booster Pump . . . . . . . . . . . . . ON/LIGHT OUT
Check that FUEL 2 annunciator extinguishes.
Cautio
If light-off does not occur within ten seconds, discontinue start.
Wait five minutes before attempting another start.
APU MASTER . . . . . . . . . . . . . . . . . . . . . . . ON
APU GEN . . . . . . . . . . . . . . . . . . . . . . . . . . ON
APU BLEED . . . . . . . . . . . . . . . . . . . . . . . OFF
day.
Falcon 50
October 1997
2B-9
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Press the APU MASTER button. Observe illumination of the
MASTER button. Press the GEN light switch, which energizes the START button relays. Press the APU START button. Observe an increase in APU N1 RPM. Observe ignition
on the EGT gage when RPM exceeds 10%. Maximum EGT
during start is 975 C. Maximum stabilized EGT is 735C.
Stabilized RPM is 100%. To discontinue start and shutdown
APU, press the STOP/LOP button. If that fails, press the
MASTER button.
On aircraft with SBF50-0051, automatic APU shutdown occurs
for:
overtemperature
overspeed
low oil pressure
fire detection
flight/ground relays inflight
APU accessories overcurrent.
When automatic shutdown occurs, the MASTER button flashes
and must be reset before attempting another start.
APU Generator . . . . . . . . . . . . . . . . . . CHECKED
Check loads less than 300A (1.0). Check Main bus voltage 27V
within three minutes of the start, 28.5V thereafter.
Batteries . . . . . . . . . . . . . . . . . . . CHARGE RATE
2B-10
Falcon 50
October 1997

GPU Start (Maximum 1,000A at 28V):
If a ground power unit is used in lieu of the APU, stop at APU
START in the above checklist. A suitable ground power unit is
capable of producing 28V at 1,000A and has current protection
against loads higher than 1,000A.

note:
Generators will not come on line until the external
power plug pin No. 3 is not powered.
Power Selector . . . . . . . . . . . . . . . . . EXT POWER
Set the power selector switch to EXT POWER position.
Battery Lights . . . . . . . . . . . . . . . . . . . . . . . ON
Observe the BAT 1 and BAT 2 annunciators illuminate.
Bus Voltage . . . . . . . . . . . . . . . . . . . . . . . . 28V
Check Main bus voltage on both voltmeters. Continue with
Before Start checks.
No. 2 Engine Start:
Using this start method, the No. 2 engine serves as the APU
until the other engines are started.
If Temperature is Less Than -15 C:
Power Selector Switch . . . . . . . . . LOW TEMP START
Observe BAT 1 annunciator illuminates.
Engine No. 2 Booster Pump . . . . . . . . . . . . . . . ON
Check FUEL 2 annunciator extinguishes.
Falcon 50
October 1997
2B-11
Engine No. 2 Gen . . . . . . . . . . . . . . . . . . . . . ON

Engine No. 2 Computer . . . . . . . . . . . . . . . . . . ON
Engine No. 2 Start Selector . . . . . . . . GROUND START
Engine No. 2 Start Button . . . . . . . . . . . . . . . PUSH
Hold the start button for approximately 2 seconds. Release.
Observe N2 rotation. At greater than 10% N2, observe N1
rotation.
Batteries . . . . . . . . . . . . . . . . . . . CHARGE RATE
Power Lever (with N1 rotation) . . . . . . . . . . . . . IDLE
Observe the IGN light illuminates, then observe ignition by a
rise in ITT. Ignition must occur within 10 seconds of advancing
the power lever to IDLE. Observe oil pressure indications within
10 seconds of ignition indications. Observe idle stabilized within
50 seconds of ignition. Maximum allowable ITT during engine
start is 907C. If the following do not occur, abort start.
ITT should stay within maximum limit of 907C.
Both N1 and N2 rise smoothly to their normal idle values.
Oil pressure rises within 10 seconds of ignition.
At idle, all engine parameters are normal, while OIL, GEN,
and PMP annunciators extinguish.
Engine No. 2 GEN . . . . . . . . . . . . . . . . . . CHECK
Check Main bus voltage 27V within three minutes of the start,
28.5V thereafter.
2B-12
Falcon 50
October 1997

Power On, Part 2
INVERTERS . . . . . . . . . . . . . . . . . . . CHECKED/ON
Check as follows.
AC 1 Switchlight . . . . . . . . . . . . . . . . . . . . . . ON
ST-BY Inverter Switch . . . . . . . . . . . . . . . . . . LEFT
AC 1 Light . . . . . . . . . . . . . . . . . . . . . . . . . OUT
AC Voltage . . . . . . . . . . . . . . . 115V (110 TO 120V)
AC 1 Inverter Switch . . . . . . . . . . . . . . . . . . . . ON
ST-BY Inverter Switch . . . . . . . . . . . . . . . CENTER
AC 1 Light . . . . . . . . . . . . . . . . . . . . . . . . . OUT
AC Voltage . . . . . . . . . . . . . . . 115V (110 TO 120V)
ST-BY Switch . . . . . . . . . . . . . . . . . . . . . RIGHT
AC Voltage . . . . . . . . . . . . . . . 115V (110 TO 120V)
AC 2 Light . . . . . . . . . . . . . . . . . . . . . . . . . OUT
AC 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . ON
ST-BY Switch . . . . . . . . . . . . . . . . . CENTER/OFF
AC Voltage . . . . . . . . . . . . . . . 115V (110 TO 120V)
AC 2 Light . . . . . . . . . . . . . . . . . . . . . . . . . OUT
AC 1, 2, or INS switchlight connects the respective W, X
or INS bus to the AC voltmeter.
Falcon 50
October 1997
2B-13
EFIS Masters (if installed) . . . . . . . . . . . . . . . . . ON

INS/IRS . . . . . . . . . . . . . . . . . . . . . . STBY/ALIGN
FMS (if installed) . . . . . . . . . . . . . . . . . INITIALIZED
Seat Belt/No Smoke lights . . . . . . . . . . . . . . . . . ON
Emergency Exit Lights . . . . . . . . . CHECKED/ARMED
Place the emergency lights switch to ON. Observe illumination
of the cockpit dome lights, the entry door emergency light,
the overwing hatch emergency lights, and the annunciator in
the overhead panel. Place the switch to ARMED and observe
that the lights and the annunciator extinguish.
Seats and Pedals . . . . . . . . . . . . . . . . . ADJUSTED
Pull the lever at the base of the instrument panel to position
the rudder pedals. Raise the lever under the outboard front
of the seat to adjust it fore and aft. A rocker switch on the
outboard side of the seat raises and lowers the seat. A button aft of the vertical adjustment switch allows adjustment
of the seat back.
Battery Temperature Indicators . . . . . . . . . . . TESTED
Press the less 50 button, read temperature indications,
and subtract 50 to determine actual battery temperatures.
Compare with ambient temperature; the values should be
about equal.
Press the TEST button on the battery temperature indicator
and observe that both battery temperature indicators rise.
Observe the amber WARM annunciator illuminate as both
indicators pass 120F. Observe the indicator red HOT
annunciator and the HOT BAT annunciator on the Failure
Warning Panel when the pointers pass through 150F.
2B-14
Falcon 50
October 1997

Fuel/Gross Weight Counters . . . . . . . . . ZEROED/SET
Pull the gross weight counter knob. The fuel used counter
zeroes automatically. Turn the same knob to + or to set
gross weight. Pull the reset knob on each of the engine fuel
flow indicators to zero the counters.
FUEL TOT and REAR . . . . . . . . . . . . . . . CHECKED
Using TOT/REAR selector, check that fuel quantities are
correct in the feeder tanks (rear position) and in the feeder
tank and associated wing tank (position TOT). After checking
TOT, place switch in REAR position. This is the normal flight
position that permits a fast check for proper fuel transfer to
the three feeders.
Hydraulic Quantity . . . . . . . . . . . . . . . . . CHECKED
Quantity should be 3/4 or more to remain in the green after
start.
*Standby Pump . . . . . . . . . . . . . . . . . . . ON/AUTO
Move the standby pump switch to ON and observe hydraulic
system 2 pressure rise to 2,150 PSI, then cycle between 1,500
and 2,150 PSI. Move the switch to AUTO and observe continued
operation. Not required if No. 3 engine is running.
VMO/CAB Warning . . . . . . . . . . . . . . . . . . . TESTED
Press each test button on the pedestal. With the CAB
button pressed, the high cabin altitude aural warning
sounds and the red CABIN annunciator on the Failure
Warning Panel illuminates. The CAB aural warning can
be silenced with the HORN SILENCE button on the
pedestal. Depressing the VMO/MMO test button activates
the overspeed aural warning, which cannot be silenced.
day.
Falcon 50
October 1997
2B-15
*STALL 2 (and AUTO SLATS LIGHT

if SB F50-0166 installed) . . . . . . . . . . . . . . TESTED
Press the STALL 2 test button. The stall warning horn
sounds; it cannot be silenced. The three IGN lights
illuminate. Observe a red SLATS in transit light, then a
green SLATS extended light as the outboard slats are
automatically extended. Visually confirm slat extension.
Hold the button depressed five seconds; the AUTO SLATS
light illuminates. Release the button. The stall warning
horn stops, the slat green light extinguishes and the slat
red light illuminates. The ignitor lights extinguish after ten
seconds. The outboard slats remain extended unless the
No. 2 e
ngine is running.
*Trims (5) . . . . . . . . . . . . . . . . . . . . CHECKED/SET
Individually activate the half switches for the three normal
trim systems (i.e., aileron, stabilizer, and rudder). Observe
no movement of the yoke/pedals and no movement of the
associated trim indicator. Activate the normal trim switch
nose-up on the pilots yoke. While the trim is moving,
activate the trim switch on the copilots yoke nose-down
and release. Observe stab movement stops. Repeat in the
opposite direction.
Activate the TAILPLANE EMERG switch, observe the normal
circuit breaker below the switch trips. Observe the trim moves
in the direction commanded. Reset the trim circuit breaker
and set the stab trim to the takeoff position with the yoke trim
switch. Move the aileron and rudder trim switches and observe
the trim indicator, yoke and pedals for proper movement. Set
each indicator at zero. Activate the emergency aileron trim
in each direction, observing that the AIL ZERO annunciator
illuminates. Move the emergency aileron trim to neutral; AIL
ZERO annunciator extinguishes.
day.
2B-16
Falcon 50
October 1997

*Airbrakes . . . . . . . . . . . . . . . CYCLED/POSITION 0
Move the airbrake handle to position 1. Observe illumination of
the AIR BRAKE light on the landing gear panel; visually check
extension of the center panel on each wing. Move the handle
to position 2; visually check extension of all three airbrake
panels on each wing. Move the airbrake handle to position 0
(retracted). Observe the AIR BRAKE light extinguish; visually
check that all airbrake panels stow.
*Standby Pump . . . . . . . . . . . . . . . . . . . . . . . OFF
Radar Altimeter . . . . . . . . . . . . . . . . . . . . TESTED
*Radio Master, Radios . . . . . . . . . . . . . . ON/TESTED
Obtain current ATIS information and ATC clearance.
RMI Selectors . . . . . . . . . . . . . . . . . . . . . . . . SET
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Altitude Alert (ASEL) . . . . . . . . . . . . . . . . . . . . SET
Pressurization . . . . . . . . . . . . . . . . . CHECKED/SET
Set pressurization for cruise altitude if it was not set during
cockpit flow checks.
Oxygen Masks/Comm . . . . . . . . . . . . . TESTED/100%
Select the MASK and CPIT buttons on each audio panel.
Tap the mask receptacle; check for speaker audio. Press
the 100% tab on the oxygen mask.
TOLD Card/Bugs . . . . . . . . . . . . . . COMPUTED/SET
Compute takeoff data. Set airspeed bugs in accordance
with current SOP.
Navigation Systems . . . . . . . . . . . . . PROGRAMMED
EFIS Masters (if installed) . . . . . . . . . . . . . . . . OFF
day.
Falcon 50
October 1997
2B-17
Starting Engines
Parking Brake . . . . . . . . . FULL FORWARD/FULL AFT
Observe the #2P.BK light extinguishes at forward position.
#2P. BK Light . . . . . . . . . . . . . . . . . . . ON STEADY
Cabin Warning Light . . . . . . . . . . . . . . . . . . . OUT
Fuel Booster Pumps . . . . . . . . . . . . . . . . . . . . ON
Select the No. 1 and 3 BOOSTER pumps on; select the No.
2 BOOSTER pump on. Check the FUEL 1, FUEL 2, and
FUEL 3 annunciators extinguish.
External Lights . . . . . . . . . . . . . . ON AS REQUIRED
Engines . . . . . . . . . . . . . . . . . . . . . . . . . START
Recommended start sequences are 2-3-1 or 3-2-1.
Start Button . . . . . . . . . HELD 2 SECONDS/RELEASED
Observe N2 rotation.
At 12 to 15% N2 and with N1 indicating rotation:
Power Lever . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Observe the IGN light illuminates when power lever is
advanced.
Observe ignition on the ITT within 10 seconds after power
lever moved to IDLE. Observe oil pressure indications within
10 seconds of ignition indication. Observe idle stabilized
within 50 seconds of ignition. Maximum allowable ITT during
start is 907C. Use the same procedure for each engine in
turn. Between engine starts, check the load on the generator
of the first engine started, and delay subsequent starts until
it is less than 300A. Discontinue a start whenever any of the
following occur.
There is no N1 rotation or N1 remains close to zero when N2
reaches 20%.
2B-18
Falcon 50
October 1997

ITT does not rise within 10 seconds of ignition on (i.e., power
lever advanced to idle).
Oil pressure does not rise within 10 seconds after ignition.
ITT is rising rapidly toward the 907C limit.
N1 or N2 does not rise rapidly and smoothly to idle RPM (57
to 62% N2).
Terminate the start sequence manually if the IGN light remains
illuminated with N2 RPM above 50%.
Aborted Engine Start
Power Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
Start Selector . . . . . . . . . . . . . MOTOR-START-STOP
Dry Motoring
Power Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
Start Selector . . . . . . . . . . . . . MOTOR-START-STOP
Start Button (15 seconds maximum) . . PUSH AND HOLD
ITT must be less than 200C for subsequent start.
Falcon 50
October 1997
2B-19
After Start
Engine Instruments . . . . . . . . . . . . . . . . CHECKED
Hydraulic Pressures/Quantities . . . . . . . . . CHECKED
Check quantities are in green range and pressures are
2,800 to 3,200 PSI.
Hydraulic Warning Lights . . . . . . . . . . . . . CHECKED
Check all lights extinguished except #2P.BK.
Power Selector Switch . . . . . . . . . . . . . . . NORMAL
APU/GPU . . . . . . . . . . . . SHUT DOWN/DISCONNECT
If APU no longer needed, shut down the APU.
APU STOP/LOP (STOP) Switchlight . . . . . . . PRESSED
BLEED Switchlight . . . . . . . . . . . . . PRESSED/OUT
GEN Switchlight . . . . . . . . . . . . . . . PRESSED/OUT
Verify that APU EGT is decreasing and APU N1 is
decreasing to 0%. The LOP (OIL) light should illuminate
between 40 and 30% N1 RPM.
If the GPU is in use, a disconnect signal should be given
to the ground crew. The crew should ensure that they
have received a GPU disconnected signal from the
ground crew before taxiing.
Failure Warning Panel . . . . . . . . . . . . . . . . NORMAL
L. PITOT, R. PITOT, MACH TR, BUS TIED, and YAW DAMP
(Sperry, if installed) are the only annunciators illuminated.
Main Bus Tie
(LH-RH Bus) Selector . . . . . . . . . . . . FLT NORMAL
Observe that BUS TIED light extinguishes.
Bus Voltage . . . . . . . . . . . . . . . . . . . . . CHECKED
Check bus voltage 27V for first three minutes after last start
sequence ended, then 28.5V.
2B-20
Falcon 50
October 1997

Generator Amperages . . . . . . . . . . . . . . . CHECKED
Select the ammeters to GEN 1, 2, and 3 in turn and observe
nominal load. Check No. 1 and No. 2 amps are approximately
equal.
Batteries . . . . . . . . . . . . . . . . . . . . CHARGE RATE
Select the ammeters to BAT 1 and BAT 2. Observe zero
or a slight minus reading, which indicates a charge to the
batteries.
Horizon Standby Power Voltage
(if installed) . . . . . . . . . . . . . . . . . . . . CHECKED
Press the HRZN ST-BY PWR test button (if installed) on the
overhead panel. Observe voltage on left voltmeter. Press the
E BATT 2 test button (if installed) on the overhead panel. Observe voltage on right voltmeter. Fully charged batteries should
read approximately 25V on their respective voltmeters.
EFIS Masters (if installed) . . . . . . . . . . . . . . . . . ON
XFR Pumps/Fuel Panel . . . . . . . . . . . . ON/CHECKED
Turn the three XFR pumps on. Observe the XFR annunciators
extinguish.
*Engine Computers . . . . . . . . . . . . . . . . CHECKED
Check each of the engine computers in turn. While guarding
the power lever, place the engine computer switch to
OFF. Observe a slight change in ITT and N1; the CMPTR
annunciator illuminate. If uncontrolled acceleration develops,
turn the engine computer on and shut down the engine.
Advance the power lever; observe N2 and ITT respond to
power lever movement. Retard the power lever; observe N2
and ITT. Move the computer switch back to ON; observe the
CMPTR annunciator extinguish and N1 idle speed stabilize
at initial reading.
day.
Falcon 50
October 1997
2B-21
Windshield/Side Heat . . . . . . . . NORMAL/NORMAL/ON

Airframe Anti-Ice . . . . . . . . . . . . . . . . . . CHECKED
Check first flight of day or if weather conditions warrant.
Airframe Anti-Ice Switch . . . . . . . . . . . . . . . . NORM
As soon as ITT rise is observed:
Airframe Anti-Ice Switch . . . . . . . . . . . . . . . . ST-BY
Observe that ITT continues to rise on engines No. 1 and 3.
Airframe Anti-Ice Switch . . . . . . . . . . . . . . . . . OFF
Observe ITT on engines No. 1 and 3 return to approximately
the values they were at before the check.
*Engine Anti-Ice . . . . . . . CHECKED/ON AS REQUIRED
Bleed Air PRV Switch . . . . . . . . . . . . . . . . . . OFF
Observe that engine No. 2 ITT decreases.
Engine Anti-Ice Switches . . . . . . . . . . . . . . . . . ON
Turn engine anti-ice switches for engines No. 1, 2, and 3
ON. OBserve ITT rise on all three engines.
Engine Anti-Ice Switches . . . . . OFF/ON AS REQUIRED
With engine anti-ice switches OFF, observe ITT decrease
on all three engines. If engine anti-icing required for
takeoff, leave engine anti-ice switches ON.
If No. 2 engine anti-ice switch is off, observe that No. 2
engine ITT increases approximately to the value observed
before the check.
Cautio
If APU is running, ensure APU bleed is off prior to
accomplishing any anti-ice checks.
day.
2B-22
Falcon 50
October 1997

Check each engine. Turn the PRV off; turn engine anti-ice
switches on. Observe a slight rise in the ITT for each engine.
Observe illumination of the amber lights for the respective
engines. If there is visible moisture, or if the ceiling is less
than 2,000 ft and the temperature is less than 10C, leave
the switches on. If not, turn the switches off; observe the
amber light extinguish and a slight decrease in the ITT. Turn
the PRV switch back to AUTO.
Aircraft Lighting . . . . . . . . . . . . . . ON AS REQUIRED
Standby Horizon . . . . . . . . . . . . . . . . . . UNCAGED
Emergency Battery Two (if installed) . . . . . . . . . . . ON
Flight Instruments . . . . . . . . . . . . . . . . . . TESTED
Radar . . . . . . . . . . . . . . . . . . . . . . . . . STANDBY
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . TESTED
Ensure parking brake is engaged; this test disables No. 1
brakes during test.
Brake Selector No. 1 . . . . . . . . . . . . . . . . . . . ON
Press the brake pedals, observe illumination of the L and
R green lights, which indicates pressure to the brakes.
Press and release the anti-skid test button while holding
brake pressure. Pressing the test button simulates
a rolling speed of 85 kts; releasing it simulates wheel
locking. The anti-skid system commands the brakes to
unlock; a wheel speed is then sensed and braking is
commanded. The lights extinguish during unlocking and
illuminate during braking as follows.
L and R lights momentarily extinguish.
L and R lights illuminate for 2 to 2.5 seconds.
L and R lights extinguish.
On aircraft without SB F50-0020: the L and R lights
illuminate after about eight seconds.
END OF TEST
Release brake pedal pressure.
Falcon 50
October 1997
2B-23
Standby Pump . . . . . . . . . . . . . . . . . . . . . . . . ON
Cockpit Voice Recorder . . . . . . . . . . . . . . . TESTED
Flight Recorder (if installed) . . . . . . . . . . . CHECKED
Flight Recorder (if installed) Date and Time . . . . . . SET
Radios/Navs . . . . . . . . . . . . . . . . . . ON/CHECKED
*STALL 1 (and AUTO SLATS Light
if SBF50-0166 is installed) . . . . . . . . . . . . TESTED
Press the STALL 1 test button; the three IGN lights illuminate.
Observe sounding of the stall warning horn; the horn cannot
be silenced. Observe the red slats-in-transit light illuminate;
the red light extinguishes and the green slats extended light
illuminates. Visually check the outboard slats extended. With
SB F50-166 installed, hold the button depressed for five
seconds; the AUTO SLATS light illuminates. Release the
button and observe the green slats extended light extinguish;
the red in-transit light illuminates then extinguishes when the
outboard slats are retracted. The three IGN lights extinguish
in ten seconds.
Mach Trim . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Turn the switch ON. Observe that it holds in position and the
MACH TR annunciator extinguishes. The Mach trim system
does a self-test before engaging.
Autopilot/FD Function . . . . . . . . . . . . . . . CHECKED
Autopilot Disengage . . . . . . . . . . . . . . . . CHECKED
Yaw Damper . . . . . . . . . . . . . . . . . . . ON/OFF/(ON)
Turn the yaw damper ON, then OFF as required:
ON for a Sperry autopilot
OFF for a Collins APS 80 autopilot
ON or OFF for Collins APS 85 autopilot with linear yaw
damper system.
INS/IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV
day.
2B-24
Falcon 50
October 1997
Taxi
Taxi Light . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Parking Brake . . . . . . . . . . . . . . . . FULL FORWARD
Steering . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Depress the steering wheel and turn in each direction; observe
appropriate aircraft turns.
Brakes (#2 and #1) . . . . . . . . . . . . . . . . . CHECKED
Move brake selector switch to #2 position and push each
brake individually; observe the #2P.BK light illuminate and
the aircraft slowing. Move brake selector switch to #1/ON.
Push the brakes sufficiently to verify the #1 brakes are again
functioning.
*Slats/Flaps . . . . . . . . . . . . . . . . . . . CYCLED/SET
Sequentially (i.e., one position at a time) set the SLAT/
FLAP handle to S + FLAPS 48, then back to S + FLAPS
20. Observe slat and flap extension and retraction on the
indicators. Check for proper indication at each stop of the
SLAT/FLAP handle. From the S + FLAPS 20 position,
return the flap handle directly to CLEAN; check that the
SLATS green light extinguishes. The red in-transit light
illuminates until the flaps are at zero, then extinguishes.
Set the SLAT/FLAP handle to S + FLAPS 20 for takeoff
(slats only if desired). Check that the SLATS green light
illuminates and the flaps indicator position is correct.
*Thrust Reverser . . . . . . . . . . . . . . . . . . CHECKED
Move the thrust reverser lever to reverse idle; observe
illumination first of the amber TRANSIT light, then the green
DEPLOYED light when the TRANSIT light extinguishes.
Move the reverser stow switch to STOW; observe the REV
UNLOCK annunciator illuminate. The DEPLOYED light
extinguishes and the TRANSIT and REV UNLOCK lights
illuminate, then extinguish after a few seconds. Stow the
thrust reverser lever, then move the reverser stow switch
to the guarded position.
day.
Falcon 50
October 1997
2B-25
Before Takeoff
Trims (3) . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Slats/Flaps . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Flight Controls . . . . . . . . . . . . . . . . . . . CHECKED
Move all three flight controls through full travel. Ensure that
they return to neutral, with no binding.
Cockpit Window . . . . . . . . . . . . . . CLOSED/LOCKED
Check that the green band on the release button is visible.
Crew Briefing . . . . . . . . . . . . . . . . . . . COMPLETE
In accordance with current SOP, brief first assigned heading,
altitude, fix and emergency intentions.
Flight Instruments . . . . . . . . . . . . SET FOR TAKEOFF
Check that avionics, radios, and flight instruments are properly
set for departure.
APU BLEED, GEN, MASTER . . . . . . . . . . . . . . . OFF
APU MASTER switch to off after APU N1 is less than 1%
and after BLEED and GEN switches are off.
Brake Selector . . . . . . . . . . . . . . . . . . . . . . #1/ON
F.A.T.S. . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Check flaps, airbrakes, trims, speeds (i.e., F.A.T.S.) for
takeoff.
2B-26
Falcon 50
October 1997
Lineup
Start Selectors (3) . . . . . . . . . . . . . . . . . AIR START
IGN lights illuminate.
Pitot Heat Switches (2) . . . . . . . . . . . . . . . . . . . ON
The L PITOT and R PITOT annunciators extinguish.
Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . OFF (ON)
Set as required according to weather conditions.
Exterior Lights . . . . . . . . . . . . . . ON AS REQUIRED
Warning Lights/Flags . . . . . . . . . . . . . . . . . CLEAR
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . ON
Falcon 50
October 1997
2B-27
Climb
Start Selectors (3) . . . . . . . . . . . . . . . . GRD START
IGN lights extinguish.
Anti-Ice (Eng/Airframe) . . . . . . . . . . . . . . . OFF(ON)
Set as required by meteorological conditions.
Taxi Light . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
No Smoking . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . UP
Slats/Flaps . . . . . . . . . . . . . . . . . . . . . . . CLEAN
Standby Pump . . . . . . . . . . . . . . . . . . . . . . AUTO
Pressurization/Temperature Controllers . . . . CHECKED
Check cabin altitude and differential PSI on the triple indicator
for proper operation. Adjust temperature controls as required
for passenger/crew comfort.
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . ON
Above 10,000 Ft
Seat Belts/No Smoking . . . . . . . . . . . . . . . OFF(ON)
Set as required for flight conditions.
Transition Altitude
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . 29.92
Oxygen Quantity . . . . . . . . . . . . . . . . . . CHECKED
Turn landing lights and ice inspection lights off if not required.
2B-28
Falcon 50
October 1997
Cruise
The following checklist should be accomplished on a formal
basis after level-off, at one hour intervals during cruise, and prior
to beginning descent.
Entrance Door Curtain . . . . . . . . . . . . . . . . CLOSED
Systems Checks . . . . . . . . . . . . . . . . COMPLETED
Circuit Breakers . . . . . . . . . . . . . . . . . . . ALL SET
Electrical Systems . . . . . . . . . . . . . . . . . . CHECK
Check Main bus voltage and generator and battery
loads. Check AC 1 and AC 2 volts.
Fuel System . . . . . . . . . . . . . . . . . . . . . . CHECK
Check quantities; regulation levels; maintain balance;
crosscheck fuel used counters.
Engines . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check all engine parameters.
Hydraulic System . . . . . . . . . . . . . . . . . . . CHECK
Check pressures and quantities.
Environmental System . . . . . . . . . . . . . . . . CHECK
Check cabin altitude, differential pressure, vertical
speed, and temperature.
Oxygen System . . . . . . . . . . . . . . . . . . . . CHECK
Check pressure and crew mask oxygen flow availability.
Falcon 50
October 1997
2B-29
Descent
Pressure/Temperature Controllers . . . . . . . . . . . SET
Set landing field elevation on the pressure controller. For
alternate setting procedures, see Maneuvers chapter.
Cockpit Curtain/Door . . . . . . . . . . . . . . . . . . OPEN
Entrance Door Curtain . . . . . . . . . . . . . . . . . OPEN
Anti-Ice Systems . . . . . . . . . . . . . . . . . . . ON (OFF)
Select anti-icing ON before entering icing conditions.
Altimeters (Transition Level) . . . . . . . . . . . . SET QNH
Turn landing lights, anti-collision lights, and ice inspection
lights on before passing FL 180 transition level.
Seat Belt/No Smoking . . . . . . . . . . . . . . . . . . . ON
Select on prior to passing 10,000 ft.
Approach
(Descending below 18,000 ft or within 50 miles of destination.)

TOLD Card/Bugs . . . . . . . . . . . . . . COMPUTED/SET
Compute landing data. Set airspeed and altitude bugs
in accordance with current SOP. Correct VREF by 1/2 the
steady headwind and all of the gust factor to a maximum
of 20 kts.
2B-30
Falcon 50
October 1997

Crew Briefing . . . . . . . . . . . . . . . . . . COMPLETED
The crew briefing should be completed prior to 18,000 ft
when possible, and should include the following items.
Review TOLD card including weather, field conditions,
and speeds.
Set bugs on both airspeed indicators.
If weather or runway conditions are adverse or any
aircraft systems are inoperative, discuss intentions and
special instructions.
Review the approach procedure:
approach to be executed
field elevation
if a procedure turn, inbound course to the FAF, side of
procedure turn, and initial altitude.
inbound heading of the final approach course.
final approach course intercept altitude
timing
DA/DH/MDA or MAP (non-precision approach)
intersections, DME stepdowns, or any other special or
unusual procedures
type of approach lights (night or day)
missed approach procedure, heading, and altitude.
Falcon 50
October 1997
2B-31

Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . #1/ON
Standby Pump . . . . . . . . . . . . . . . . . . . . . . . . ON
When Handed-Off to Approach Control or

Approach Assigned
Avionics/(Flight Director/Radios) . . . . . . . . . . . . SET
Slats/Flaps . . . . . . . . . . . . . . . . . . . . S + Flaps 20
2B-32
Falcon 50
October 1997
Before Landing
Landing Gear . . . . . . . . . . . . . . . . . . . . . . DOWN
Hydraulic Pressures/Quantities . . . . . . . . . CHECKED
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . TESTED
Depress the brake pedals. The green L and R lights remain
extinguished. Press and release the ANTI-SKID test button.
The green L and R lights illuminate until the test button is
released. After approximately one-half second, the green L
and R lights illuminate again for two seconds, then extinguish.
Release the brake pedals; observe the L and R lights remain
extinguished.
Start Selectors . . . . . . . . . . . . . . . . . . . AIRSTART
IGN lights illuminate.
*STALL 1 and STALL 2 . . . . . . . . . . . . . . . . TESTED
Press the STALL 1 and STALL 2 test buttons. No indication
hould occur. An active test indicates a failure in the flight/
ground detection system. Test is not required if SB F50-0166
is installed.
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . OFF/ON
Set OFF for aircraft with Collins APS 80 autopilot
Set ON for aircraft with Sperry autopilot
Set OFF or ON for Collins APS 85 autopilot with linear
yaw damper system.
Airbrakes . . . . . . . . . . . . . . . . . . . . . RETRACTED
Slats/Flaps . . . . . . . . . . . . . . . . SET FOR LANDING
Autopilot . . . . . . . . . . . . . . . . . . . . DISENGAGED
day.
Falcon 50
October 1997
2B-33
After Landing
Main Bus Tie LH-RH Bus Selector . . . . . . . . . . . TIED
Observe BUS TIED light illuminated.
Start Selectors . . . . . . . . . . . . . . . . . . GRD START
Observe IGN lights extinguish.
Pitot Heat Switches . . . . . . . . . . . . . . . . . . . . OFF
Windshield/Side Heat . . . . . . . . . . . . . . . . . . . OFF
Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . OFF/(ON)
In icing conditions, leave the engine anti-ice on.
Airframe Anti-Ice . . . . . . . . . . . . . . . . . . . . . . OFF
Anti Collision Lights . . . . . . . . . . . . . . . . . FUS/RED
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . OFF
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Transponder . . . . . . . . . . . . . . . . . . . . . STANDBY
Thrust Reverser . . . . . . . . . . . . . . . . . . . STOWED
Slats/Flaps . . . . . . . . . . . . . . . . . . . . . . . CLEAN
Airbrakes . . . . . . . . . . . . . . . . . . . . . . POSITION 0
Floor Switches . . . . . . . . . . . . . . . . . . . . . . . OFF
APU . . . . . . . . . . . . . . . . . . . . . . . . . . ON (OFF)
2B-34
Falcon 50
October 1997
Shutdown
Trims . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Radios/INS/IRS . . . . . . . . . . . . . . . . . . . . . . . OFF
FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Parking Brake . . . . . . . . . . . . . . . . . . . . FULL AFT
EFIS Masters (if installed) . . . . . . . . . . . . . . . . OFF
Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . OFF
Standby Horizon . . . . . . . . . . . . . . . . . . . . CAGED
Emergency Bat 2 Power (if installed) . . . . . . . . . . OFF
Standby Pump . . . . . . . . . . . . . . . . . . . . . . . OFF
Power Levers . . . . . . . . . . . . . . . . . . . . . CUTOFF
Transfer (XFR) Pumps (3) . . . . . . . . . . . . . . . . . OFF
Booster Pumps (3) . . . . . . . . . . . . . . . . . . . . . OFF
Exterior/Interior Lights . . . . . . . . . . . . . . . . . . OFF
Emergency Lights . . . . . . . . . . . . . . . . . . . . . OFF
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Main Bus Tie (LH-RH Bus) Selector . . . . . . . FLT NORM
C and D Bus Switches . . . . . . . . . . . . . . . . . . . OFF
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Chocks . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Parking Brake (after chocks installed) . . . . . . . . . OFF
Entrance, Stair, and Aisle Light Switches . . . . . . . OFF
Turn off the entrance light switch when leaving the aircraft.
Oxygen Valve . . . . . . CLOSED (IF A LONG STOPOVER)
Falcon 50
October 1997
2B-35
Multiple Start Attempts

After an unsuccessful start attempt that did not exceed a duration
of 40 seconds of starter operation, proceed as follows.
After a one-minute stop, perform a dry motoring for not more
than 15 seconds followed by a two-minute stop. Perform
another start attempt; interrupt it if start termination is not
reached within 30 seconds (instead of 40 seconds for the first
attempt). If unsuccessful, allow another two-minute stop, then
perform a second motoring (limited to 15 seconds) followed by
a one-minute stop. Perform a third and last start attempt (for
30 seconds); if unsuccessful, interrupt the start. During the
30-minute cooling cycle, attempt to identify the fault.
Attempt another start only if ITT drops to below 200C.
Limit start attempts to a maximum of three for the same engine.
After three attempted starts, observe a cooling period of 30
minutes, minimum. The delay between two successive start
attempts should be multiplied by two in hot weather conditions
(temperatures above 30C [86F]).
2B-36
Falcon 50
October 1997
Parking
Aircraft . . . . . . . . . . . . . . . . . . PARKED INTO WIND
Park the aircraft in a laterally level condition. If the parking
area is pitched, level the lateral axis.
Battery Switches . . . . . . . . . . . . . . . . . . . . . . OFF
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . SET
Push the button on the PARK BRAKE handle to unlock, then
pull out to set to intermediate detent.
Cautio
Do not set brakes permanently while they are heated.
Main Landing Gear Wheels . . . . . . . . . . . . CHOCKED
Park Brake . . . . . . . . . . . . . . OFF (FULL FORWARD)
note:

There is no locking system for either the control
surfaces or linkages. When the aircraft is parked
and engines shut down, stored hydraulic pressure
in the actuator barrels holds the control surfaces
in neutral position.
Falcon 50
October 1997
2B-37
Postflight
Protective Covers . . . . . . . . . . . . . . . . . INSTALLED
Entry, Aft and Baggage
Compartment Doors . . CLOSED/LOCK AS REQUIRED
Engine Oil Level . . . . . . . . . . . . . . . . . . CHECKED
Check oil level within one hour of shutdown.
Engine Oil Filter and
Fuel Filter Bypass Pins . . . CHECKED NOT EXTENDED
General Postflight Inspection . . . . . . . . . PERFORMED
Mooring
In Severe Storm or Wind Conditions (30 kts or higher):

Main Landing Gear Wheels . . . . . . . . . . . . CHOCKED
Mooring Fitting Caps . . . . . . . . . . . . . . . REMOVED
Tiedown Rings . . . . . . . . . . . . . . . . . . INSTALLED
Screw a tiedown ring into each of the front and rear mooring
fittings, and moor aircraft with ropes or cables. Before flight,
remove tiedown rings and replace mooring fitting caps.
2B-38
Falcon 50
October 1997
Towing and Taxiing

Tow the aircraft forward or push aft with a manufacturer-approved towbar attached to the nose gear. If the aircraft is towed
from soft sand, earth, or mud, or if nose gear towing exceeds
the towbars structural limitations, use the main gear to tow the
aircraft.
The minimum turning radius (Figure 2B-1, following page) is
shown below.
With Steering Disconnected . . . . . . . . . . . . . 36.7 FT
With Steering Engaged (taxi only) . . . . . . . . . . 44.3 FT
A crewmember or qualified person must be in the cockpit during
towing operations to watch for hazardous conditions and to stop
the aircraft if the towbar disengages.
Nose Gear Towing
Cabin Door . . . . . . . . . . . . . . . . . . . . . . CLOSED

Steering Control . . . . . . . . . . . . . . DISCONNECTED
Towbar . . . . . . . . . . . . . . . . . . . . . . . ATTACHED
Landing Gear/Brakes . . . . . . . . CHECKED/RELEASED
Check that landing gear is free of obstructions and brakes
are released.
Towing Vehicle . . . . . . . . . . . . . IN LOW GEAR ONLY
WHILE TOWING
Make smooth starts and stops. Station wing and tail walkers
if necessary to ensure clearance. If possible, establish
communication between the tug operator and the person in
the cockpit.
Falcon 50
October 1997
2B-39
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3.980 M (13.05 FT.)

0.365 M (1.19 FT.)
D5_En_002.ai
6.100 M (20.01 FT.)
2B-1
2B-40
Falcon 50
October 1997
Extrication From Soft Ground

The manufacturers extrication towing bridle and a tractor
towbarattached to the main gear removes the aircraft from soft
ground.
Aircraft . . . . . . . . . . . . . . . . . . . . . . .CENTERED
Defuel the aircraft if necessary to balance and/or reduce
weight.
Baggage and Passenger
Compartments . . . . . . . .UNLOADED IF REQUIRED
Landing Gear . . . . . . . . . . . . . . . . . . . .CHECKED
Check the landing gear locking and install downlocking
safetydevices. Remove the tachometer generators and their
mountsfrom each main landing gear axle.
Extrication Tool . . . . . .INSTALLED ON MAIN WHEELS
Steering Control . . . . . . . . . . . . . .DISCONNECTED
Tractor Towbar . . . . . . . . . . . . . . . . . .INSTALLED
Aircraft . . . . . . . . . .TOWED STRAIGHT AHEAD ONLY
Falcon 50
October 1997
2B-41
2B-42
Falcon 50
October 1997
Hot Weather Operation

Ground Cooling
Observe aircraft performance limitations computed in the AFM.

Temperature affects engine thrust, braking, takeoff distance,
and climb performance. In areas of high humidity, non-metallic
materials absorb moisture and increase the weight of the aircraft. In very dry areas, protect the aircraft from dust and sand.
Engine Starts
During engine starts at high outside temperatures, engine

temperature is higher than normal, but should remain within
limits.
note:

Refer to the Temperature and Altitude Envelope
Chart in Limitations chapter for maximum possible
temperature. At sea level, maximum temperature
for operation is 50C (122F).
Taxi
If airport surfaces are sandy or dusty, avoid the exhaust wake

and propwash of other aircraft.
Takeoff
Ensure takeoff performance is adequate for the conditions and

runway length.
Shutdown and Postflight
Install all aircraft protective covers. Do not allow sand or dust to

enter fuel tanks while refueling. Do not leave reflective objects
in the cockpit on the glareshield; reflected heat can distort the
windshield optical properties.
Falcon 50
December 1998
2B-43
2B-44
Falcon 50
December 1998
Cold Weather Operations

Preflight
Aircraft . . . . . . . . . SNOW, ICE, OR FROST REMOVED

Snow, ice, or frost accumulation on the aircraft may cause
serious aerodynamic disturbances and unbalanced flight
loads, which could damage the structure in flight. Such accumulations can adversely affect takeoff distance and climb
performance.
Control Surfaces . . . . . . . . . . . . CLEARED OF SNOW
OR FROZEN ACCUMULATION
To ensure proper travel, remove all traces of snow or other
frozen accumulation, and ensure no water refreezes after
deicing with heated air.
Cautio
Do not spray deicing fluid in areas where spray or fluid can
enter the engine or APU inlets. If deicing fluid is used to clean
these areas, thoroughly wipe it clean before starting.
Air Inlets and
Exhaust Outlets . . . . . . CHECKED FOR BLOCKAGE
Overboard Drains . . . . . . . CHECKED FOR BLOCKAGE
Static Ports . . . . . . . . . . CHECKED FOR BLOCKAGE
Unobstructed static ports are vital to maintain reliable airspeed,
altitude, and rate-of-climb readings.
Pitot Heads . . . . . . . . . . CHECKED FOR BLOCKAGE
Ice formations near the pitot tubes can cause inaccurate
airspeed readings.
Falcon 50
December 1998
2B-45
Slats, Brake Units, Struts, Actuators . . . . . . CHECKED

Check for hydraulic leaks. See the Operating Manual, Section
2 for strut inflation.
Cabin and Cockpit . . . . . . . . . . . . . . . . PREHEATED
Preheat these areas for passenger and crew comfort as well
as for proper operation of the cockpit instruments.
APU . . . . . . . . . PREHEATED IF BELOW -35C (-31F)
The APU may be heated by placing an 850-watt heating
blower by the air intake.
Engines . . . . . . . . . . . . . PREHEATED IF REQUIRED
The engines may be heated with two 850-watt heating
blowers, one placed in the intake and the other in the
exhaust.
Batteries . . . . . . . . . . . . . REMOVED AND WARMED
Prior to starting, remove and warm the aircraft batteries,
including the standby horizon battery as well as those for
the INS/IRS, Omega, VHF No. 3, and emergency battery 2
(if installed).
2B-46
Falcon 50
December 1998
Starting
First Engine Start . . . . . . . . . . USE LOW TEMP START

For the first engine start in ambient temperatures lower
than -15C (5F), use a LOW TEMP START (i.e., batteries
in series). Use SPR, if necessary, at the beginning of each
start cycle; press and hold the SPR button until ITT reaches
400C.
note: Minimum temperature for engine starting is -40C
(-40F), which is the minimum oil temperature
limitation.

note:
Depending on the ambient temperature, APU and
engine can be slower than normal. Oil pressure
peaks may be observed during starts.

note:
It is recommended that idle power not be exceeded
until oil temperature is greater than 30C.
Falcon 50
December 1998
2B-47
After Start
Control Surfaces . . . . . . . . . . . . . TRAVEL CHECKED

Cold hydraulic fluid in the servo actuators combined with
congealed grease in bearings may prevent full control
surface travel, especially the ailerons. Check carefully to
ensure the sluggishness is not due to snow or ice.
Any sluggishness should cease after all controls are exercised
and the hydraulic fluid is cycled. With the engines running,
move each control surface until the sluggishness dissipates.
Check full travel of all controls and trims, as well as slats,
flaps, and airbrakes.
Windshield/Cockpit Windows . . . . . . . . . PREHEATED
IF NECESSARY
If the airframe temperature is -15C or below, the windshield
and cockpit side and aft windows must be preheated for 15
minutes prior to taxiing from the ramp.
Taxi
Prior to taxiing, check ramp, taxiway, and runway conditions

and braking reports.
Directional Control . . . . . NOSEWHEEL STEERING AND
DIFFERENTIAL THRUST USED
If nosewheel steering becomes ineffective when taxiing,
use differential braking. The nosewheel may skid; a rough
spot or reaching the end of an icy patch could damage the
aircraft.
Brakes . . . . . . . . . . . . . . . . . . . . . USE MINIMIZED
Use minimum necessary wheel braking on surfaces covered
with snow or slush. Ice buildup on the brakes may cause the
wheels to lock during subsequent landing.
Flaps . . . . . . . . . . . . . . . . . . . . . . . RETRACTED
Flaps remain in retracted position until lineup for takeoff.
2B-48
Falcon 50
December 1998
Takeoff
Runway . . . . . . . . . . . . . . . CONDITIONS VERIFIED

Measure depth of standing water, slush, or snow in a sufficient
number of places to be representative of the entire length of
the runway required, particularly the high-speed portion of
the takeoff roll.
Parking Brake . . . . . . . . . . . . . . . . . . . RELEASED
Verify parking brake is released prior to takeoff on an icy or
snow-covered runway.
Takeoff . . . . . . . . . . . . CONTINUOUS IGNITION USED
During takeoff on wet or snow-covered runways, use
continuous ignition (AIRSTART position).
note:

For additional recommendations for takeoff on
contaminated runways, see the SimuFlite Technical
Manual, Maneuvers chapter.
After Takeoff
Landing Gear . . . . . . . . . . . . . . . . . . . . . CYCLED

After takeoff from a snow or slush-covered runway, accelerate
to a maximum of 190 kts and cycle the gear several times to
remove slush, ice, or snow that may have accumulated on the
gear and brakes during taxi and takeoff.
Falcon 50
December 1998
2B-49
Landing
Landings may be attempted with up to a maximum of 3/4- inch

of wet snow, water, or slush for a short distance on the runway
(1/2-inch if runway is continuously covered).
Landing Gear . . . . . . . . . . . . . . . . . . . EXTENDED
Brake Selector . . . . . . . #1/OFF/TOE BRAKES PUMPED
If takeoff was made from a snow- or slush-covered runway,
before landing and after the gear is extended, move the
brake selector to #1/OFF. Pump the toe brakes several times
to exercise them and to prevent landing with the wheels
locked due to the accumulation of frozen slush.
Brake Selector . . . . . . . . . . . . . . . . . . . . . . #1/ON
Select #1/ON for landing for anti-skid protection.
note:

For additional recommendations for landing on
contaminated runways, see the SimuFlite Technical
Manual, Maneuvers chapter.
Crosswind Considerations
On contaminated runways, exercise extreme care even when

crosswinds are below demonstrated values given in the AFM.
2B-50
Falcon 50
December 1998
After Landing
Nosewheel Steering . . . . . . . . . . . USE IMMEDIATELY

Elevator . . . . . . . . . . . . . . . . . . . . . . NOSE DOWN
Nosewheel steering effectiveness increases with forward
pressure on the yoke.
Ailerons . . . . . . . . NEUTRALIZED DURING ROLLOUT
Slats/Flaps . . . . . . . . . . . . . . . . . . . S + FLAPS 20
After landing on a contaminated runway, do not raise slats
and flaps above S + FLAPS 20 until a visual inspection of
the slat and flap wells confirms no ice has accumulated that
could damage surfaces during retraction.
Parking and Securing Aircraft
Aircraft . . . . . . . . . . . . . . . . . . . . . . . INTO WIND

Wheels . . . . . . . . . . . . . . . . . . . . . . . . CHOCKED
Parking Brake . . . . . . . . . . . . . . . . . . . RELEASED
Lavatory . . . . . . . . . . . . . SERVICED AND DRAINED
Freezeable Liquids . . . . . . . . . . REMOVED/DRAINED
All water and freezeable liquids must be removed from the
aircraft.
Oxygen Controller . . . . . . . . . . . . . . . . . . CLOSED
Oxygen Bottle Valve . . . . . . . . . . . . . . . . . CLOSED
Batteries . . . . . . . . . . . . . . . . . REMOVED/STORED
At temperatures below -15C (5F), remove all batteries
from aircraft and store in a warm area.
Engine Covers . . . . . . . . . . . . . . . . . . . INSTALLED
Pitot/Static/Other Probe Covers . . . . . . . . INSTALLED
Nosewheel Steering
Linkage Lock Pin . . . . . . . . REMOVED IF AIRCRAFT
BEING MOVED
Falcon 50
December 1998
2B-51
Expected Heavy Snow
Snowfall on a parked aircraft can shift the CG aft. A four-inch

snow accumulation adds approximately 2,800 lbs to the aircraft
weight. With unfavorable CG conditions (i.e., wing tanks empty
with feeders full), the aircraft can tip onto its tail. Hangar aircraft
if possible; otherwise, avoid parking with an aft fuel CG.
Aircraft . . . . . . . . . . . . . . . . MOORED/CUSHIONED
Use the tiedown ring attached to the nose jacking point.
If practicable, stack tires under the aircraft, forward of the
center engine lower cowling.
Forward Area of Aircraft . . . . . . . . . BALLAST ADDED
Fuel . . . . . . . . . . . . . . . . REFUELED AS REQUIRED
Refuel as required to move the CG forward. Approximately
9,000 lbs of fuel results in a more favorable forward CG than
regulation level fuel.
2B-52
Falcon 50
December 1998
Deicing Supplemental Information
This section provides supplementary information on aircraft

deicing, anti-icing/deicing fluids, deicing procedures, and
aircraft operating procedures. Consult the AFM, Maintenance
Manual Chapter 12 Servicing, and FAA Advisory Circulars
for deicing procedures, holdover times, fluid specifications,
recommendations, and hazards.
Federal Aviation Regulations (FARs) prohibit takeoff with snow,
ice, or frost adhering to the wings and control surfaces of the
aircraft. It is the responsibility of the pilot-in-command to ensure
the aircraft is free of snow, ice, or frost before takeoff.
Failure to adequately deice the aircraft can result in seriously
degraded aircraft performance, loss of lift, and erratic engine
and flight instrument indications.
Following extended high-altitude flight, frost can form at ambient
temperatures above freezing on the wings underside in the fuel
tank areas. Refueling the aircraft with warmer fuel usually melts
the frost.
Falcon 50
December 1998
2B-53
Deicing
When necessary, use the following methods to deice the aircraft:

placing the aircraft in a warm hangar until the ice melts
mechanically brushing the snow or ice off with brooms,
brushes, or other means
applying a heated water/glycol solution (one-step procedure)
applying heated water followed by an undiluted glycol-based
fluid (two-step procedure).
Two types of anti-icing/deicing fluids are in commercial use:
SAE/ISO Types I and II. Type I fluids are used generally in North
America. Type II fluids, also referred to as AEA Type II, are used
generally in Europe.
Type I fluids are unthickened glycol-based fluids that are usually
diluted with water and applied hot; they provide limited holdover
time.
Type II fluids are thickened glycol-based fluids that are usually
applied cold on a deiced aircraft; they provide longer holdover
times than Type I fluids.
Holdover time is the estimated time that an anti-icing/ deicing

fluid protects a treated surfact from ice or frost formation.
2B-54
Falcon 50
December 1998

Many factors influence snow, ice, and frost accumulation and
the effectiveness of deicing fluids. These factors include:
ambient temperature and aircraft surface temperature
relative humidity, precipitation type, and rate
wind velocity and direction
operation on snow, slush, or wet surfaces
operation near other aircraft, equipment, and buildings
presence of deicing fluid and its type, dilution strength, and
application method.
Cautio
Type II FPD generally should not be applied forward of the
wing leading edges. If used for deicing, do not apply forward
of cockpit windows. Ensure that radome and cockpit windows
are clean.
Cautio
If APU/engines are running when spraying of deicing fluids
is in progress, turn cabin and crew conditioning switches to
OFF.
Falcon 50
December 1998
2B-55
One-step deicing involves spraying the aircraft with a heated,

diluted deicing/anti-icing fluid to remove ice, snow, or frost.
The fluid coating then provides limited protection from further
accumulation.
Two-step deicing involves spraying the aircraft with hot water
or a hot water/deicing fluid mixture to remove any ice, snow,
or frost accumulation followed immediately by treatment with
antiicing fluid (usually Type II FPD fluid).
Deice the aircraft from top to bottom. Avoid flushing snow, ice, or
frost onto treated areas. Start the deicing process by treating the
horizontal stabilizer followed by the vertical stabilizer. Continue
by treating the fuselage top and sides. Finally, apply deicing fluid
to the wings.
Deicing fluid should not be applied to:
pitot/static tubes, static ports, temperature probes, AOA
vanes, or TAT probe
gaps between control surfaces and airfoil
cockpit windows
passenger windows
air, APU, and engine inlets and exhausts
vents and drains
wing and control surface trailing edges
brakes.
Do not use deicing fluid for engines. After deicing engine,
start engine(s) immediately to prevent any reicing condition. Select engine anti-ice on after engine start.
2B-56
Falcon 50
December 1998

Do not use deicing fluid to deice engines. Mechanically remove
snow and ice from the engine inlet. Check the first stage fan
blades for freedom of movement. If engine does not rotate
freely, deice engine with hot air.
After aircraft deicing and anti-icing, visually inspect the
following areas to ensure that they are free from ice, snow,
and frost accumulations:
wing leading edges, upper and lower surfaces
vertical and horizontal stabilizer leading edges, side panels,
and upper and lower surfaces
ailerons, elevator, and rudder
flaps, flap tracks, and flap drive mechanisms
ground and flight spoilers
engine inlets and exhausts
cockpit windows
communication and navigation antennas
fuselage
AOA probes, pitot tubes, static ports, and SAT/TAS probe
fuel tank vents
cooling and APU air inlets and exhausts
landing gear including brakes, wheels, tires, struts, and
doors.
When unsure of wing cleanliness, perform a hands on inspection
to verify that all wing surfaces are clean of ice, snow, and frost.
Falcon 50
December 1998
2B-57
2B-58
Falcon 50
December 1998
Standard Operating Procedures

Table of Contents
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-3

Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-3
Flow Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2C-3
Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-4
Omission of Checklists . . . . . . . . . . . . . . . . . . . . . . . . 2C-4
Challenge/No Response. . . . . . . . . . . . . . . . . . . . . . . 2C-5
Abnormal/Emergency Procedures. . . . . . . . . . . . . . . . . . .2C-5
Time Critical Situations . . . . . . . . . . . . . . . . . . . . . . . . 2C-6
Rejected Takeoffs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-6
Critical Malfunctions in Flight. . . . . . . . . . . . . . . . . . . . 2C-7
Non-Critical Malfunctions in Flight. . . . . . . . . . . . . . . . 2C-7
Radio Tuning and Communication . . . . . . . . . . . . . . . . . . 2C-7
Altitude Assignment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-8
Pre-Departure Briefings. . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-8
Advising of Aircraft ConfigurationChange. . . . . . . . . . . . . 2C-9
Transitioning from Instrument toVisual Conditions . . . . . . 2C-9
Phase of Flight SOP . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-11
Takeoff Roll. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-12
Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-13
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-16
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-17
Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-19
Falcon 50
October 1997
2C-1
Precision Missed Approach. . . . . . . . . . . . . . . . . . . . . . . 2C-24

Precision Approach Deviations. . . . . . . . . . . . . . . . . . . . 2C-25
Non-Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . 2C-26
Non-Precision Missed Approach. . . . . . . . . . . . . . . . . . . 2C-31
Non-Precision Approach Deviations . . . . . . . . . . . . . . . . 2C-33
Visual Traffic Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-34
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-36
2C-2
Falcon 50
October 1997
General Information
SimuFlite strongly supports the premise that the disciplined

use of well-developed Standard Operating Procedures (SOP)
is central to safe, professional aircraft operations, especially in
multi-crew, complex, or high performance aircraft.
If your flight department has an SOP, we encourage you to use
it during your training. If your flight department does not already
have one, we welcome your use of the SimuFlite SOP.
Corporate pilots carefully developed this SOP. A product of their
experience, it is the way SimuFlite conducts its flight operations.
The procedures described herein are specific to the Falcon 50
and apply to specified phases of flight. The flight crew member
designated for each step accomplishes it as indicated.
Definitions
LH/RH Pilot Station. Designation of seat position for

accomplishing a given task because of proximity to the
respective control/indicator. Regardless of PF or PNF role,
the pilot in that seat performs tasks and responds to checklist
challenges accordingly.
PF Pilot Flying. The pilot responsible for controlling the flight
of the aircraft.
PIC Pilot-in-Command. The pilot responsible for the operation
and safety of an aircraft during flight time.
PNF Pilot Not Flying. The pilot who is not controlling the flight
of the aircraft.
Flow Patterns
Flow patterns are an integral part of the SOP. Accomplish the

cockpit setup for each phase of flight with a flow pattern, then
refer to the checklist to verify the setup. Use normal checklists
as done lists instead of do lists.
Falcon 50
October 1997
2C-3
Flow patterns are disciplined procedures; they require pilots who

understand the aircraft systems/controls and who methodically
accomplish the flow pattern.
A standardized flow pattern for the cockpit setup before starting
engines appears in the Expanded Normals chapter.
Checklists
Use a challenge-response method to execute any checklist. After

the PF initiates the checklist, the PNF challenges by reading the
checklist item aloud. The PF is responsible for verifying that the
items designated as PF or his seat position (i.e., LH or RH) are
accomplished and for responding orally to the challenge. Items
designated on the checklist as PNF or by his seat position are the
PNFs responsibility. The PNF confirms the accomplishment of
the item, then responds orally to his own challenge. In all cases,
the response by either pilot is confirmed by the other and any
disagreement is resolved prior to continuing the checklist.
After the completion of any checklist, the PNF states
___ checklist is complete. This allows the PF to maintain
situational awareness during checklist phases and prompts the
PF to continue to the next checklist, if required.
Effective checklists are pertinent and concise. Use them the
way they are written: verbatim, smartly, and professionally.
Omission of Checklists
While the PF is responsible for initiating checklists, the PNF

should ask the PF whether a checklist should be started if, in
his opinion, a checklist is overlooked. As an expression of good
crew resource management, such prompting is appropriate for
any flight situation: training, operations, or checkrides.
2C-4
Falcon 50
October 1997
Challenge/No Response
If the PNF observes and challenges a flight deviation or critical
situation, the PF should respond immediately. If the PF does
not respond by oral communication or action, the PNF must
issue a second challenge that is loud and clear. If the PF does
not respond after the second challenge, the PNF must ensure
the safety of the aircraft. The PNF must announce that he is
assuming control and then take the necessary actions to return
the aircraft to a safe operating envelope.
Abnormal/Emergency Procedures
When any crewmember recognizes an abnormal or emergency

condition, the PIC designates who controls the aircraft, who
performs the tasks, and any items to be monitored. Following
these designations, the PIC calls for the appropriate checklist.
The crewmember designated on the checklist accomplishes the
checklist items with the appropriate challenge/response.

note:
Control means responsible for flight control of the
aircraft, whether manual or automatic.
The pilot designated to fly the aircraft (i.e., PF) does not perform
tasks that compromise this primary responsibility, regardless of
whether he uses the autopilot or flies manually.
Both pilots must be able to respond to an emergency situation
that requires immediate corrective action without reference to a
checklist. The elements of an emergency procedure that must
be performed without reference to the appropriate checklist are
called memory or recall items. Accomplish all other abnormal and
emergency procedures while referring to the printed checklist.
Accomplishing abnormal and emergency checklists differs
from accomplishing normal procedure checklists in that the
pilot reading the checklist states both the challenge and the
response when challenging each item.
Falcon 50
October 1997
2C-5
When a checklist procedure calls for the movement or manipulation

of controls or switches critical to safety of flight (e.g., throttles,
engine fire switches, fire bottle discharge switches), the pilot
performing the action obtains verification from the other pilot that
he is moving the correct control or switch prior to initiating the
action.
Any checklist action pertaining to a specific control, switch, or
equipment that is duplicated in the cockpit is read to include its
relative position and the action required (e.g., Left Throttle
OFF; Left Boost Pump NORMAL).
Time Critical Situations
When the aircraft, passengers, and/or crew are in jeopardy,

remember three things.
FLY THE AIRCRAFT Maintain aircraft control.
RECOGNIZE CHALLENGE Analyze the situation.
RESPOND Take appropriate action.
Rejected Takeoffs
The rejected takeoff (abort) procedure is a preplanned maneuver;

both crewmembers must be aware of and briefed on the types
of malfunctions that mandate an abort. Assuming the crew trains
to a firmly established SOP, either crewmember may call for a
rejected takeoff.
The PF normally commands and executes the rejected takeoff
for directional control problems or catastrophic malfunctions.
Additionally, any indication of the following malfunctions prior to
V1 is cause for a rejected takeoff:
engine failure
engine fire
thrust reverser deployment.
When the PNF calls an abort, the PF announces Abort. or
Continue. and executes the appropriate procedure.
2C-6
Falcon 50
October 1997
Critical Malfunctions in Flight
In flight, the observing crewmember positively announces a

malfunction. As time permits, the other crewmember makes
every effort to confirm/identify the malfunction before initiating
any emergency action.
If the PNF is the first to observe any indication of a critical failure,
he announces it and simultaneously identifies the malfunction
to the PF by pointing to the indicator/annunciator.
After verifying the malfunction, the PF announces his decision
and commands accomplishment of any checklist memory items.
The PF monitors the PNF during the accomplishment of those
tasks assigned to him.
Non-Critical Malfunctions in Flight
Procedures for recognizing and verifying a non-critical malfunction

or impending malfunction are the same as those used for time
critical situations: use positive oral and graphic communication to
identify and direct the proper response. Time, however, is not as
critical and allows a more deliberate response to the malfunction.
Always use the appropriate checklist to accomplish the corrective
action.
Radio Tuning and Communication
The PNF accomplishes navigation and communication radio

tuning, identification, and ground communication. For navigation
radios, the PNF tunes and identifies all navigation aids. Before
tuning the PFs radios, he announces the NAVAID to be set. In
tuning the primary NAVAID, the PNF coordinates with the PF
to ensure proper selection sequencing with the autopilot mode.
After tuning and identifying the PFs NAVAID, the PNF announces
(Facility) tuned and identified.
Falcon 50
October 1997
2C-7
Monitor NDB audio output anytime the NDB is in use as the

NAVAID. Use the marker beacon audio as backup to visual
annunciation for marker passage confirmation.
In tuning the VHF radios for ATC communication, the PNF
places the newly assigned frequency in the head not in use
(i.e., preselected) at the time of receipt. After contact on the new
frequency, the PNF retains the previously assigned frequency
for a reasonable time period.
Altitude Assignment
The PNF sets the assigned altitude in the altitude alerter and
points to the alerter while orally repeating the altitude. The PNF
continues to point to the altitude alerter until the PF confirms the
altitude assignment and alerter setting.
Pre-Departure Briefings
The PIC should conduct a pre-departure briefing prior to each

flight to address potential problems, weather delays, safety
considerations, and operational issues. Pre-departure briefings
should include all crewmembers to enhance team-building and set
the tone or the flight. The briefing may be formal or informal, but
should include some standard items. The acronym AWARE works
well to ensure no points are missed. This is also an opportunity
to brief any takeoff or departure deviations from the SOP due to
weather or runway conditions.

note:
The acronym AWARE stands for the following.
Aircraft status
Weather
Airport information
Route of flight
Extra
2C-8
Falcon 50
October 1997
Advising of Aircraft Configuration

Change
If the PF is about to make an aircraft control or configuration

change, he alerts the PNF to the forthcoming change (e.g.,
gear, speedbrake, and flap selections). If time permits, he also
announces any abrupt flight path changes so there is always
mutual understanding of the intended flight path.
Time permitting, a PA announcement to the passengers precedes
maneuvers involving unusual deck or roll angles.
Transitioning from Instrument to

Visual Conditions
If visual meteorological conditions (VMC) are encountered

during an instrument approach, the PNF normally continues to
make callouts for the instrument approach being conducted.
However, the PF may request a changeover to visual traffic
pattern callouts.
Falcon 50
October 1997
2C-9
2C-10
Falcon 50
October 1997
Phase of Flight SOP

Holding Short

P

PN

call:
Before Takeoff
checklist.

action:
Complete Before
Takeoff checklist.

call:
Before Takeoff
checklist complete.
Takeoff Briefing
Brief the following:

action:
initial heading/
course
initial altitude
airspeed limit
(if applicable)
clearance limit
emergency return
plan
SOP deviations
Consider the following:
impaired runway
conditions
weather
obstacle clearance
SIDS
Cleared for Takeoff

call:
Lineup checklist.
Complete Lineup

action:
checklist.

call:
Lineup checklist
complete.
Falcon 50
October 1997
2C-11
Takeoff Roll

P

PN
Setting Takeoff Power

action:
Max Power.

call:
Max power.
Initial Airspeed Indication

call:
Airspeed alive.
at 80 KIAS
80 kts crosscheck.

call:

action:
Move left hand to
yoke (unless nose
wheel steering needed
for crosswind).

call:
My yoke.

call:
CALL Your yoke.
At V1
V1.

call:

action:
Move hand from
power levers to yoke.

call:
My yoke.
(if left hand is still on
nose steering wheel)

call:
Your yoke.
At VR

call:
Rotate.

action:
Rotate to takeoff pitch
attitude (approximately
14 or higher as required
by performance).
2C-12
Falcon 50
October 1997
Climb

P

PN
At Positive Rate of Climb

call:
Positive rate.
Only after PNFs call,

call:
Gear up.

call:
Gear selected up.
When gear indicates
up, Gear indicates up.
After Gear Retraction

action:
Immediately
accomplish attitude
correlation check.
PFs and PNFs ADI
displays agree.
Pitch and bank angles
are acceptable.
Attitudes check. Or,

call:
if a fault exists, give
a concise statement
of the discrepancy.
At V2 + 15 KIAS (Minimum) and 400 Ft Above Airport Surface

(Minimum)

call:
Flap speed.

call:
Slats only.

call:
Slats selected.
When flaps indicate
0, Slats indicated.
Falcon 50
October 1997
2C-13
Climb (cont)

P

PN
At V2+25 KIAS (Minimum)

call:
Clean wing.

call:
Clean wing
selected. When slat
red light goes out,.

call:
Clean wing indicated.
At 1.5VS (Minimum)

call:
Climb power.
Climb power set.

call:
At 1,500 Ft (Minimum) Above Airport Surface and Workload
Permitting

call:
Climb checklist.
Complete climb

action:
checklist.

call:
Climb checklist
complete.
At Transition Altitude
29.92 set.

call:
Transition Altitude
checklist.

call:
29.92 set.

action:
Complete Transition
Altitude checklist.

call:
Transition Altitude
checklist complete.
2C-14
Falcon 50
October 1997
Climb (cont.)

P

PN
At 1,000 Ft Below Assigned Altitude

call:
_____ (altitude) for
_____ (altitude).
(e.g., 9,000 for 10,000.)
Falcon 50
October 1997

call:
_____ (altitude) for
_____ (altitude).
(e.g., 9,000 for 10,000.)
2C-15
Cruise

P

PN

call:
Cruise Checklist.
Complete Cruise

action:
checklist.

call:
Cruise checklist
complete.
Altitude Deviation in Excess of 100 Ft

call:
Altitude.
Correcting.

call:
Course Deviation in Excess of One Half Dot

call:
Course.

call:
Correcting.
2C-16
Falcon 50
October 1997
Descent

P

call:
Descent checklist.

PN

action:
Complete Descent
checklist.

call:
Descent checklist
complete.
At 1,000 Ft Above Assigned Altitude

call:
(altitude) for
(altitude).
(e.g., 10,000 for 9,000.)

call:
(altitude) for
(altitude).
(e.g., 10,000 for 9,000.)
At Transition Level

call:
Altimeter set .

call:
Altimeter set .
At 10,000 Ft

call:
10,000 ft.

call:
Check.
Speed 250 kts.
Maintain sterile cockpit below 10,000 ft above airport surface.
Falcon 50
October 1997
2C-17
Descent (continued)

P

PN
At Appropriate Workload Time

Review
Review
Review the following:
approach to be executed
field elevation
appropriate minimum sector altitude(s)
inbound leg to FAF, procedure turn direction and altitude
final approach course heading and intercept altitude
timing required
DA/MDA
MAP (non-precision)
VDP
special procedures (DME step-down, arc, etc.)
type of approach lights in use (and radio
keying procedures, if required)
missed approach procedures
runway information conditions
Brief the following:

action:
configuration
approach speed
minimum safe altitude
approach course
FAF altitude
DA/MDA altitude
field elevation
VDP
missed approach
--
heading
--
altitude
--
intentions
abnormal implications.
Accomplish as many checklist items as possible. The Approach

checklist must be completed prior to the initial approach fix.
2C-18
Falcon 50
October 1997
Precision Approach

P

PN
Prior to Initial Approach Fix

call:
Approach checklist.

action:
Complete Approach
checklist up to slat
and flap selection.
Slats only.

call:
Slats selected.

call:
When slat green
light illuminates,
Slats indicated.
Flaps 20.

call:

call:
Flaps selected 20.
When flaps indicate 20
Flaps indicate 20.

call:
Approach checklist
complete.
At Initial Convergence of Course Deviation Bar

call:
Localizer/course
alive.

call:
Localizer/course
alive.
At Initial Downward Movement of Glideslope Raw Data Indicator

call:
Glideslope alive.

call:
Glideslope alive.
When Annunciators Indicate Localizer Capture

call:
Localizer captured.
Falcon 50
October 1997

call:
Localizer captured.
2C-19
Precision Approach (cont.)

P

PN
At One Dot From Glideslope Intercept

call:
One dot to go.

call:
Gear down.
Landing checklist.

call:
Gear selected down.
When gear indicates
down,
Gear indicates down.

action:
Complete Landing
checklist except for
full flaps and autopilot/
yaw damper
When Annunciator Indicates Glideslope Capture

call:
Glideslope captured.
call:

Glideslope captured.

call:
Flaps FULL (or 48).

call:
Flaps selected FULL (or
48).
When flaps indicate
48, Flaps indicate
FULL (or 48).
If the VOR on the PNFs side is used for crosschecks on the

intermediate segment, the PNFs localizer and glideslope status
calls are accomplished at the time the PNF changes to the ILS
frequency. This should be no later than at completion of the FAF
crosscheck, if required. The PNF should tune and identify his
NAV radios to the specific approach and monitor.
2C-20
Falcon 50
October 1997

P

PN
At FAF

call:
Outer marker.
or Final fix.

action:
Start timing.
Visually crosscheck
that both a
ltimeters
agree with crossing
altitude.
Set missed approach altitude in
altitude alerter.
Check PF and PNF
instruments.
Call FAF inbound.

call:
Outer marker. or
Final fix.
Altitude checks.
At 1,000 Ft Above DA(H)

call:
Check.
Falcon 50
October 1997
1,000 ft to

call:
minimums.
2C-21

P

PN
At 500 Ft Above DA(H)

call:
500 ft to minimums.

call:
Check.
NOTE: An approach window has the following parameters:
within one dot deflection, both LOC and GS
IVSI less than 1,000 fpm
IAS within VAP 10 kts (no less than VREF)
no flight instrument flags with the landing runway or visual references
not in sight
landing configuration.
When within 500 ft above touchdown, the aircraft must be within the approach
window. If the aircraft is not within this window, a missed approach must be
executed.
200 ft to minimums.

call:

call:
Check.

call:
100 ft to minimums.

call:
Check.
2C-22
Falcon 50
October 1997

P

PN
At Point Where PNF Sights Runway or Visual References

call:
Going visual. Land.
or Missed approach.

call:
Runway (or visual
reference) _____
oclock.

action:
As PF goes visual,
PNF transitions to
instruments.
At DA(H)
call:

Minimums. Runway
(or visual reference)
_____ oclock.

action:
Announce intentions.

call:
Going visual. Land.
or Missed approach.
Falcon 50
October 1997

action:
As PF goes visual,
PNF transitions to
instruments.
2C-23
Precision Missed Approach

P

PN
At DA(H)
Missed approach.

call:

action:
Apply power firmly
and positively. Activate
go-around mode and
initially rotate the nose
to the flight director
go-around attitude.

call:
Flaps 20.
Minimums. Missed

call:
approach.
Assist PF in setting

action:
power for go-around.

call:
Flaps selected 20.
When flaps indicate 20,
Flaps indicate 20.

call:

Positive rate.
Gear up.

call:

call:
Gear selected up.
When gear indicates up,
Gear indicates up.

action:
Announce heading
and altitude for
missed approach.
2C-24
Falcon 50
October 1997
Precision Approach Deviations

P

PN
One Half Dot Glideslope

One half dot (high,

call:
low) and (increasing,
holding, decreasing).

call:
Correcting.
One Half Dot Localizer

call:
Correcting.
call:

One half dot (right,
left) and (increasing,
VAP _____10 KIAS

call:
Correcting.

call:
Speed (plus or minus)
_____ and (increasing,
At or Below VREF
VREF. or

call:
VREF minus _____
(knots below VREF).

call:
Correcting.
Rate of Descent Exceeds 1,000 FPM

call:
Correcting.
Falcon 50
October 1997
Sink _____ (amount)

call:
hundred and
(increasing, holding,
decreasing).
2C-25
Non-Precision Approach

P

PN
Prior to Initial Approach Fix

Approach checklist.

call:

call:
Slats only.

call:
Flaps 20.
Complete Approach

action:
slats and flaps.
Slats selected.

call:
When slat green
light illuminates,
Slats indicated.

call:
Flaps selected 20.
Flaps indicate 20.

call:
Approach checklist
complete.
At Initial Convergence of Course Deviation Bar
Localizer/course

call:
alive.

call:
Localizer/course
alive.
When Annunciators Indicate Course Capture

Localizer/course

call:
captured.
2C-26

call:
Localizer/course
captured.
Falcon 50
October 1997
Non-Precision Approach (cont.)

P

PN
Prior to FAF

call:
Gear down.
Landing checklist.
2 miles/1 minute

call:
from FAF.
Gear selected down.

call:
When gear indicates
down, Gear
indicates down.
Complete Landing

action:
full flaps and autopilot/
yaw damper.
Falcon 50
October 1997
2C-27

P

PN
At FAF

call:
Outer marker.
or Final fix.

call:
Outer marker or
Final fix.

action:
Start timing.
Visually crosscheck
that both altimeters
agree.
Set MDA (or nearest
100 ft above) in altitude
alerter.
Check PF and PNF
instruments.
Call FAF inbound.

call:
Altimeters check.
At 1,000 Ft Above MDA

call:
Check.
2C-28
call:

1,000 ft to minimums.
Falcon 50
October 1997

P

PN
At 500 Ft Above MDA

500 ft to minimums.

call:

call:
Check.
NOTE: An approach window has the following parameters:
within one dot CDI deflection or 5 bearing
IVSI less than 1,000 fpm
IAS within VAP 10 kts target speed 10 kts
no flight instrument flags with the landing
runway or visual references not in sight
landing configuration, except for full flaps
When within 500 ft above touchdown, the aircraft must be within the
approach window. If the aircraft is not within this window, a missed
approach must be executed.
At 200 ft above MDA

call:
200 ft to minimums.

call:
Check.
At 100 ft above MDA

call:
100 ft to minimums.

call:
Check
At MDA
Check.

call:
Falcon 50
October 1997
Minimums. (time) to

call:
go. or Minimums.
(distance) to go.
2C-29

P

PN
At Point where PNF Sights Runway or Visual References

call:
Going visual. Land.
or Missed approach.
2C-30

call:
Runway (or
visual reference)
_____ oclock.
Falcon 50
October 1997
Non-Precision Missed Approach

P

PN
At MAP

call:
Missed approach.

action:
Apply power firmly
and positively. Activate
go-around mode and
initially rotate the nose
to the flight director
go-around attitude.

call:
Missed approach point.
Missed approach.
Assist PF in setting

action:
power for go-around.

call:
Flaps 20.

call:
Flaps selected 20.
Flaps indicate 20.
Positive rate.

call:

call:
Gear up.

call:
Gear selected up.
When gear indicates up,
Gear indicates up.

action:
Announce heading
and altitude for
missed approach.
Falcon 50
October 1997
2C-31
Non-Precision Missed Approach (cont.)

P

PN
At VReF+ 5 (Minimum) and 400 Ft Above Airport Surface (Minimum)

call:
Slats only.

call:
Slats selected.
When slats indicate

slats only,
Slats indicate.
At VREF + 20 KIAS (Minimum)

call:
Clean wing.

call:
Wing selected clean.
When slat red light
goes out, Wing
indicates clean.
At 1,500 Ft (Minimum) Above Airport Surface and Workload

Permitting

call:
Climb checklist.
Complete Climb

action:
checklist.

call:
Climb checklist
complete.
2C-32
Falcon 50
October 1997
Non-Precision Approach Deviations

P

PN
One Dot Localizer/VOR

call:
One dot (right, left)
and (increasing,

call:
Correcting.
5 At or Beyond Midpoint for NDB Approach
call:

(degrees off

call:
Correcting.
course) (right, left)

and (increasing,
VAP 10 kts

call:
Speed (plus or

call:
Correcting.
minus) and
(increasing,
At or Below VREF

call:
VREF. or

call:
Correcting.
VREF minus ____

(knots below VREF).
Descent is 200 FPM of Briefed Rate

call:
Sink (amount)

call:
Correcting.
Falcon 50
October 1997
hundred and
(increasing, holding,
decreasing).
2C-33
Visual Traffic Patterns

P

PN
Before Pattern Entry/Downwind (1500 Ft Above Airport Surface)

call:
Approach checklist.
Slats only.

call:

action:
Complete approach
checklist.

call:
Slats selected.
When slat green
light illuminates,
Slats indicated.

call:
Flaps 20.
Flaps selected 20.

call:
Flaps indicate 20.

call:
Approach checklist
complete.
Downwind

call:
Gear down. Landing
checklist.

call:
Gear selected down.
When gear indicates
down, Gear
indicates down.
Complete Landing

action:
checklist except
for full flaps.
2C-34
Falcon 50
October 1997
Visual Traffic Patterns (cont.)

P

PN
At 1000 Ft Above Airport Surface

call:
Check.

call:
1,000 AGL.

call:
Check.

call:
500 AGL.

call:
Check.
Falcon 50
October 1997

call:
200 AGL.
2C-35
Landing

P

PN
At Point on Approach When PF Sights Runway or Visual Reference

(On Final)

call:
Going visual. Land.
Flaps FULL (or 48).

action:
Push autopilot
disconnect switch.

call:
Flaps selected FULL (or
48).
When flaps indicate
48, Flaps indicate
FULL (or 48).

action:
Continue with:
speed check
vertical speed check
Autopilot/yaw

call:
damper off.
callouts
gear down verification
flap verification.

call:
Final gear and flaps
recheck.
Before Landing checklist
complete.
At 100 Ft Above Touchdown

call:
100 ft.
At 50 Ft Above Touchdown

call:
50 ft.
At Touchdown

call:
Airbrakes.
Extend airbrakes.

action:

call:
Airbrakes extended.
2C-36
Falcon 50
October 1997
Landing (cont.)

P

PN
At Thrust Reverser Deploy

Reverser deployed.

call:
At 80 KIAS

call:
80 kts.
Falcon 50
October 1997
2C-37
2C-38
Falcon 50
October 1997
Maneuvers
Table of Contents
Normal Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-3

Rejected Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-5
Engine Failure at V1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-7
Steep Turns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-9
Approach to Stalls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2D-11
Recovery from Unusual Attitudes . . . . . . . . . . . . . . . . . . 2D-13
Precision Approach and Landing. . . . . . . . . . . . . . . . . . . 2D-15
Non Precision Approach and Landing. . . . . . . . . . . . . . . 2D-17
Non-Precision Approach and Landing
(Constant Rate Descent). . . . . . . . . . . . . . . . . . . . . . . . . 2D-19
Visual Approach / BalkedLanding. . . . . . . . . . . . . . . . . . 2D-21
Circling Approach and Landing. . . . . . . . . . . . . . . . . . . . 2D-23
No-Flap Approach and Landing. . . . . . . . . . . . . . . . . . . . 2D-25
Go-Around / Missed Approach . . . . . . . . . . . . . . . . . . . . 2D-27
Falcon 50
October 2005
2D-1
2D-2
Falcon 50
October 2005
Maneuvers
Normal Takeoff
TAKEOFF
FLIGHT DIRECTOR - SET
BRAKES - HOLD
POWER - SET T/O THRUST
BRAKES - RELEASE
3
AT 80 KT
AIRSPEED INDICATORS - CROSSCHECK
AT V1
CALL "V1"
RIGHT HAND - MOVE TO CONTROL WHEEL
ROLLING TAKEOFF*
POWER - FULL THRUST
*SEE NOTE
4
WHEN APPROPRIATE
NOSE STEERING WHEEL - RELEASE
LEFT HAND - MOVE TO CONTROL WHEEL
NOTE: THE AFM DOES NOT PRESENT ROLLING
TAKEOFF DATA, HOWEVER, THE TAKEOFF
WILL MEET RUNWAY REQUIREMENTS IF
FULL TAKEOFF THRUST IS ACHIEVED AT A
POINT WHERE THE REMAINING RUNWAY
IS GREATER THAN THE BALANCED FIELD
LENGTH REQUIRED.
AT VR
CALL "VR"
ROTATE TO COMPUTED
PITCH ATTITUDE
Falcon 50
October 2005
AT 3,000 FT AGL MINIMUM

CLIMLB CHECKLIST - COMPLETE
AIRSPEED - 1.5 VS (MIN)
POWER - MAX CONTINUOUS
CONFIGURATION - CLEAN
AT POSITIVE RATE OF CLIMB

GEAR UP
D5_2D_001.ai
AIRSPEED - ALLOW TO INCREASE

AT V2 + 15 KTS (MIN) AND AT LEAST 400' AGL (PRACTICAL 140 KT)
CONFIGURATION - SLATS
AT V + 25 KTS (MIN) (PRACTICAL 160 KTS)
2
AIRSPEED 1.5 VS (MIN)
POWER - SET MAX CLIMB
AFTER TAKEOFF CHECKLIST - COMPLETE
2D-3
2D-4
Falcon 50
October 2005
Maneuvers
Rejected Takeoff
T AKEOFF
BRAKES - HOLD
POWER LEVERS - FULL FORWARD
BRAKES - RELEASE
TIMING - START
ROLLING TAKEOFF*
POWER - FULL THRUST
*SEE NOTE
NOTE:
PRIOR TO V1
DECISION TO REJECT
CALL "ABORT" - ABORT AS BRIEFED
BRAKES - MAXIMUM PRESSURE
POWER LEVERS - IDLE
AIRBRAKES - POSITION 2
THRUST REVERSER - DEPLOY
LEFT HAND - MOVE TO STEERING
AT 80 KT
1AIRSPEED INDICATORS CROSSCHECK
NOSE STEERING WHEEL RELEASE WHEN APPROPRIATE
LEFT HAND - MOVE TO
CONTROL WHEEL
THE AFM DOES NOT PRESENT ROLLING

LENGTH REQUIRED.
Falcon 50
October 2005
BE PREPARED TO
ACCOMPLISH EMERGENCY SHUTDOWN AND
EVACUATION CHECKLIST IF REQUIRED
CLEAR THE RUNWAY, IF POSSIBLE
D5_2D_002.ai
2D-5
2D-6
Falcon 50
October 2005
Maneuvers
Engine Failure at V1
TAKEOFF
BRAKES - HOLD
POWER - SET T/O THRUST
BRAKES - RELEASE
3
AT 80 KT
AIRSPEED INDICATORS - CROSSCHECK
PITCH - MAINTAIN AS CALCULATED

AIRSPEED - MAINTAIN V (MIN) OR
2
SPEED ATTAINED UNTIL 400 FT. AGL (MIN)
10 1500 FEET AGL (MIN)

CHECKLIST - ENGINE
FAILURE AT V1 - COMPLETE
CONTACT ATC
AT V1
RIGHT HAND - MOVE TO CONTROL WHEEL
ENGINE FAILURE RECOGNIZED
MAINTAIN DIRECTIONAL CONTROL
ROLLING TAKEOFF*
POWER - FULL THRUST
*SEE NOTE
4
WHEN APPROPRIATE
NOSE STEERING WHEEL - RELEASE
LEFT HAND - MOVE TO CONTROL WHEEL
NOTE: THE AFM DOES NOT PRESENT ROLLING
LENGTH REQUIRED.
AT VR
ROTATE TO 14 (MIN)
(OR COMPUTED PITCH ATTITUDE)
Falcon 50
October 2005
AT 400 FT AGL MINIMUM

AIRSPEED - ACCELERATE TO V2 +15
AIRSPEED - ACCELERATE TO V2 +25
AIRSPEED - 1.5 VS
POWER - SET CLIMB POWER
FAILED ENGINE - IDENTIFY
AT POSITIVE RATE OF CLIMB

CONFIGURATION - GEAR UP
D5_2D_003.ai
2D-7
2D-8
Falcon 50
October 2005
Maneuvers
Steep Turns
2 BANK - SMOOTHLY ROLLTO 45
CLEAN CONFIGURATION
POWER - 74%
AIRSPEED - 250 KIAS
ATTITUDE - 2
3
THIS MANEUVER MAY BE USED FOR 180 OR 360
TURN, AND MAY BE FOLLOWED BY A
REVERSAL TO THE OPPOSITE DIRECTION.
TOLERANCES:
SPEED 10 KIAS
ALTITUDE 100 FT
BANK 5
HEADING 10
Falcon 50
October 2005
LEAD ROLL OUT TO ASSIGNED HEADING BY

APPROXIMATELY 10
WINGS - SMOOTHLY ROLL LEVEL
TRIM - AS REQUIRED
PITCH - AS REQUIRED
POWER - REDUCE TO MAINTAIN 250 KIAS
ALTITUDE - MAINTAIN AS ASSIGNED

AIRSPEED - MAINTAIN 250 KIAS
BANK - MAINTAIN 45
D5_2D_004.ai
ALTITUDE - MAINTAIN
TRIM - AS DESIRED
PITCH - INCREASE TO 3.5
POWER - SET TO MAINTAIN
ALTITUDE AND AIRSPEED
2D-9
2D-10
Falcon 50
October 2005
Maneuvers
Approach to Stalls
*BANK IS SHOWN IN TAKEOFF

CONFIGURATION STALL, BUT
MAY BE INCLUDED IN ANY OF
THE STALL DEMONSTRATIONS.
TAKEOFF CONFIGURATION STALL (15 TO 30 OF BANK*, S +20)

POWER - 50%
TRIM - VREF
ALTITUDE - MAINTAIN AND SLOW TO FIRST
INDICATION OF STALL WARNING
RECOVERY
- POWER - MAXIMUM THRUST
- ATTITUDE - ROLL WINGS LEVEL
- ATTITUDE - MAINTAIN PITCH INITIALLY (+10),
THEN DECREASE TO MAINTAIN ALTITUDE
- AIRSPEED - ACCELERATE TO 160 KIAS
- ALTITUDE - MINIMUM LOSS
- POWER - REDUCE TO APPROX. 80%.
NOTE: IF PERFORMING STALL

SERIES, RETAIN CONFIGURATION.
3
MINIMUM ALTITUDE 5,000 AGL

MAXIMUM ALTITUDE 20,000 MSL
CON
STA
NT
E
UD
TIT
AL
T
N
TA
NS
CO
ALT
ITU
DE
Falcon 50
October 2005
BEFORE BEGINNING STALL PRACTICE

VREF - COMPUTED
CLEARING TURNS - COMPLETE
(IN AIRCRAFT ONLY)
CLEAN CONFIGURATION STALL

SET AIRSPEED BUG - VREF
POWER - IDLE
TRIM TO 150 KIAS
ALTITUDE - MAINTAIN AND SLOW TO FIRST
INDICATION OF STALL WARNING
RECOVERY
- ATTITUDE - MAINTAIN PITCH INITIALLY (+10), THEN
DECREASE TO MAINTAIN ALTITUDE
- AIRSPEED - ACCELERATE TO APPROXIMATELY 180 KIAS
- POWER - REDUCE TO APPROXIMATELY 70%
LANDING CONFIGURATION STALL (S + FLAPS 48, GEAR DOWN)

POWER LEVERS AT 60%
TRIM - VREF
ALTITUDE - MAINTAIN - AND SLOW TO FIRST INDICATION
OF STALL WARNING
RECOVERY
- ATTITUDE - MAINTAIN PITCH INITIALLY (+10), THEN DECREASE
TO MAINTAIN ALTITUDE
BY VREF - 5,
- CONFIGURATION - S + FLAPS 20
AT POSITIVE RATE
- GEAR - UP
AT VREF +5 (MIN)
- CONFIGURATION - SLATS (PRACTICAL 140 KTS)
AT VREF + 20 (MIN)
- CONFIGURATION - CLEAN (PRACTICAL 160 KTS)
- AIRSPEED - 180 KTS
D5_2D_005.ai
2D-11
2D-12
Falcon 50
October 2005
Recovery from Unusual Attitudes
1 NOSE-HIGH - SPEED DECREASING

APPLY MAX. THRUST
ROLL TOWARD NEAREST HORIZON (65-90
DEPENDING ON SEVERITY OF NOSE-HIGH
ATTITUDE AND SPEED DECAY)
ALLOW NOSE TO FALL THROUGH THE HORIZON
LEVEL WINGS
ADJUST THRUST AND ATTITUDE
2 NOSE-LOW - SPEED INCREASING

REDUCE THRUST
LEVEL WINGS
AIRBRAKES AS REQUIRED FOR
SEVERITY OF NOSE-LOW ATTITUDE AND
RATE OF SPEED INCREASE RELATIVE TO MMO/VMO
SMOOTHLY RETURN TO STRAIGHT AND LEVEL FLIGHT
Falcon 50
October 2005
D5_2D_006.ai
AVOID ROLLING PULL-OUTS
2D-13
2D-14
Falcon 50
October 2005
Maneuvers
Precision Approach and Landing
RADAR VECTORS
WITHIN RANGE
POWER - 60% N1
APPROACH CHECKLIST - BEGIN
AIRSPEED BUG - SET TO VREF
RADAR VECTORS
2A TERMINAL AREA
POWER - 65%
AIRSPEED - 200 KTS
3A
RADAR VECTORS (WITHIN 5 NM OF FAF)

CONFIGURATION S + FLAPS 20
APPROACH CHECKLIST COMPLETE
POWER - 68%
AIRSPEED - 140 KIAS
3
PROCEDURE TURN INBOUND
CONFIGURATION - S + FLAPS 20
AIRSPEED 140 KTS
CHECKLIST - APPROACH
CHECKLIST COMPLETE
IAF OUTBOUND
TIMING - START
AIRSPEED - 200 KTS (MAXIMUM)
ON FINAL
AIRSPEED VREF + WIND FACTOR
BEFORE LANDING CHECKLIST - COMPLETE
4 ONE DOT BELOW GLIDESLOPE INTERCEPT
GEAR - DOWN
BEFORE LANDING CHECKLIST - BEGIN
AT GLIDESLOPE INTERCEPT
SLOWING TO VREF + WIND FACTOR
Falcon 50
October 2005
THRESHOLD
POWER REDUCE TO IDLE
TOUCHDOWN
AIRBRAKE EXTEND
BRAKES AS REQUIRED
REVERSE THRUST AS REQUIRED
D5_2D_007.ai
1A
WITHIN 3 MINUTES OF IAF

POWER - 60% N 1
AIRSPEED - 200 KTS
APROACH CHECKLIST - BEGIN
AIRSPEED BUG - SET TO V
2D-15
2D-16
Falcon 50
October 2005
Maneuvers
Non Precision Approach and Landing
1A
RADAR VECTORS
WITHIN RANGE
APPROACH CHECKLIST - BEGIN
AIRSPEED BUG - SET TO VREF
RADAR VECTORS
2A TERMINAL AREA
AIRSPEED - 160 KTS
3A

AIRSPEED - 200 KTS
DESCENT CHECKLIST - COMPLETE
AIRSPEED BUG - SET TO V REF
RADAR VECTORS
APPROACH CHECKLIST - COMPLETE
AIRSPEED - 140 KIAS
2
33
AIRSPEED 140 KTS
CHECKLIST - APPROACH
CHECKLIST COMPLETE
IAF OUTBOUND
TIMING - START
AIRSPEED - 200 KTS (MAXIMUM)
BEGIN APPROACH CHECKLIST
AT MDA
ALTITUDE - MAINTAIN
POWER - INCREASE
AIRSPEED - 140 KIAS
PROCEED TO VDP OR MAP
ON FINAL - LANDING ASSURED

AIRSPEED APPROPRIATE FOR CONFIGURATION
CONFIGURATION - S + FLAPS 48 (OPTIONAL)
LANDING CHECKLIST - COMPLETE
5 AT FAF
PRIOR TO FAF
GEAR - DOWN
BEFORE LANDING CHECKLIST - BEGIN
AIRSPEED - 140 KIAS
AIRSPEED - 140 KTS

TIMING - START
BEGIN DESCENT - 1000 - 1500 FPM
Falcon 50
October 2005
THRESHOLD
POWER REDUCE TO IDLE
TOUCHDOWN
AIRBRAKE EXTEND
BRAKES AS REQUIRED
D5_2D_008.ai
2D-17
2D-18
Falcon 50
October 2005
Maneuvers
Non-Precision Approach and Landing
(Constant Rate Descent)
1A AREA ARRIVAL (RADAR)
AIRSPEED 200 KT OR AS
REQUIRED
CHECKLIST DESCENT
CHECKLIST COMPLETE
2A TERMINAL AREA (RADAR)

AIRSPEED 200 KT
CHECKLIST APPROACH CHECKLIST COMPLETE
PRIOR TO SLATS AND FLAPS
3A WITHIN 5 NM OF FAF (RADAR)
CONFIGURATION SLATS AND FLAPS 20 DEGREES

3 PROCEDURE TURN INBOUND
IAF OUTBOUND
AIRSPEED - 200 KTS MAX
TIMING START
CHECKLIST APPROACH CHECKLIST
CONFIGURATION APPROACH SLATS AND FLAPS


AIRSPEED 200 KT
CHECKLIST DESCENT CHECKLIST COMPLETE
AT FAF
FLAPS LANDING
AIRSPEED APPROPRIATE
FOR CONFIGURATION
CHECKLIST LANDING CHECKLIST COMPLETE
TOUCHDOWN
AIRBRAKES POSITION 2
BRAKES AS REQUIRED
4 OUTSIDE FAF
6 THRESHOLD
POWER POWER LEVERS TO IDLE

Falcon 50
October 2005
D5_2D_009.ai
CONFIGURATION LANDING GEAR DOWN

AIRSPEED 140 KT
CHECKLIST LANDING CHECKLIST BEGIN
2D-19
2D-20
Falcon 50
October 2005
Maneuvers
Visual Approach / BalkedLanding
ABEAM LANDING THRESHOLD

GEAR DOWN
CHEKCLIST - LANDING CHECKLIST
BEFORE PATTERN ENTRY DOWNWIND 1,500 FT AGL

CONFIGURATION AS REQUIRED
APPROACH CHECKLIST COMPLETE
AIRSPEED 200 KTS (MAXIMUM)
BASE LEG
RATE OF DESCENT ESTABLISH AT 600 TO 800 FPM
CONFIGURATION - APPROACH SLATS + FLAPS
DESCENT
DESCENT CHECKLIST COMPLETE
AIRSPEED BUGS SET
6A THRESHOLD LANDING
POWER IDLE
ON FINAL
Falcon 50
October 2005
8B AT 400 FT AGL (MINIMUM)

AIRSPEED ACCELERATE
AT VREF + 5 (MIN)
- CONFIGURATION SLATS
7B POSITIVE RATE OF CLIMB
AT VREF + 20 (MIN)
GEAR UP
- CONFIGURATION CLEAN
PITCH 14 (MIN)
POWER MAX CONTINUOUS
AIRSPEED VREF - 5 (MINIMUM)
D5_2D_010.ai
6B THRESHOLD BALKED LANDING

FLIGHT DIRECTOR GO AROUND MODE
PITCH 14
POWER MAXIMUM THRUST
AIRSPEED VREF - 5 (MIN)
7A TOUCHDOWN
AIRBRAKE EXTEND
BRAKES AS REQUIRED
2D-21
2D-22
Falcon 50
October 2005
Maneuvers
Circling Approach and Landing
1
1
FLY 90 DEGREES TO
RUNWAY START TIMING
CROSSING RUNWAY
CENTERLINE AFTER 15
SECONDS, TURN TO
DOWNWIND
15 SEC
15 SEC
4
30 0 BANK
30
C
SE
RUNWAY IN SIGHT AND

WITHIN CIRCLING APPROACH AREA
TURN 45 DEGREES FROM RUNWAY
CENTERLINE
TIMING START
AFTER 30 SECONDS, TURN TO DOWNWIND
45 DEG
FLY OVER RUNWAY

WHEN ESTABLISHED ON CENTERLINE,
30 DEGREES BANK TURN TO DOWNWIND
ABEAM POINT
15 SEC
RECOMMENDATIONS
CONFIGURATION - S + 20
GEAR DOWN
AIRSPEED 140 KT
F/D ALTITUDE HOLD SELECT
F/D HEADING SELECT
USE OF AUTOPILOT IS OPTIONAL
SLIGHT ADJUSTMENTS TO TIME OR HEADING
MAY BE MADE TO ADJUST FOR WIND
KEY POINT
CAUTION: FAR 91.175 REQUIRES
IMMEDIATE EXECUTION OF
THE MISSED APPROACH PROCEDURE
WHEN AN IDENTIFIABLE PART OF THE
AIRPORT IS NOT DISTINCTLY VISIBLE
TO THE PILOT DURING THE CIRCLING
MANEUVER, UNLESS THE INABILITY
TO SEE RESULTS FROM A NORMAL
BANK OF THE AIRCRAFT DURING THE
APPROACH.
Falcon 50
October 2005
BASIC CIRCLING PATTERN
1
TURN TO FLY OVER RUNWAY
AT RUNWAY END, 30 DEGREES
BANKED TURN TO DOWNWIND
ENTER BASIC PATTERN AS APPROPRIATE FOR

AIRCRAFT POSITION.
START TIMING ABEAM APPROACH END OF RUNWAY.
START FINAL TURN, MAXIMUM 30 DEGREES BANK.
WITH RUNWAY IN SIGHT AND IN POSITION TO MAKE A

NORMAL DESCENT TO LANDING
BEFORE LANDING CHECKLIST - COMPLETE
DESCENT FROM MDA BEGIN
IF NOT IN A POSITION TO MAKE A NORMAL LANDING:
GO-AROUND EXECUTE
AT THRESHOLD:
D5_2D_011.ai
NOTE:
BASED ON 30 DEG BANK TURNS USE CATEGORY C OR
D MINIMUMS. A MINIMUM OF 300 FT OBSTACLE
CLEARANCE PROVIDED AT 1.7 NM (CATEGORY C) OR
2.3 NM (CATEGORY D) FROM ANY RUNWAY.
2D-23
2D-24
Falcon 50
October 2005
Maneuvers
No-Flap Approach and Landing
AREA ARRIVAL (RADAR)

AIRSPEED 200 KT OR
AS REQUIRED
CHECKLIST DESCENT
CHECKLIST COMPLETE
2A
TERMINAL AREA (RADAR)

AIRSPEED 1.43 VS (MINIMUM)
TO SLATS AND FLAPS
3A
WITHIN 5 NM OF FAF (RADAR)

1
2

CHECKLIST DESCENT AND ABNORMAL
CHECKLISTS COMPLETE
AIRSPEED 200 KT MAXIMUM
IAF OUTBOUND
TIMING START
CHECKLIST APPROACH CHECKLIST
COMPLETE TO SLATS EXTENDED
GLIDESLOPE INTERCEPT
CHECKLIST LANDING
CHECKLIST COMPLETE
LANDING ASSURED
AIRSPEED VREF + 20

AIRSPEED 1.5 VS (MINIMUM)
CONFIGURATION - EXTEND SLATS
ONE DOT PRIOR TO GLIDESLOPE INTERCEPT

CONFIGURATION LANDING GEAR DOWN
POWER REDUCE
CHECKLIST LANDING CHECKLIST BEGIN
AIRSPEED SLOW TO VREF + 20
Falcon 50
October 2005
THRESHOLD
POWER POWER LEVERS TO IDLE
TOUCHDOWN
AIRBRAKES POSITION 2
BRAKES AS REQUIRED
REVERSE THRUST AS
REQUIRED
D5_2D_012.ai
1A
2D-25
2D-26
Falcon 50
October 2005
Maneuvers
Go-Around / Missed Approach
1 MISSED APPROACH
FLIGHT DIRECTOR - GO-AROUND
PITCH - 14 (MINIMUM)
POWER - MAXIMUM THRUST
AIRSPEED - VREF - 5 (MINIMUM)
AIRBRAKES - 0
CONFIGURATION - IF S + 48 SELECT S + 20
- IF S + 20 SELECT SLATS ONLY
- IF SLATS ONLY, MAINTAIN
Falcon 50
October 2005
POSITIVE RATE
GEAR - UP
AIRSPEED - VREF - 5 (MIN)
ACCELERATE TO 1.5 VS (MINIMUM)

FOLLOW MISSED APPROACH PROCEDURE
ADVISE ATC
AT 400 FT AGL MINIMUM

AIRSPEED - ACCELERATE
AT VREF + 5 (MINIMUM)
AT VREF + 20 (MINIMUM)
D5_2D_013.ai
CLIMB CHECKLIST - COMPLETE
2D-27
2D-28
Falcon 50
October 2005
Limitations
Table of Contents
General Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

Authorized Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Baggage Limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Maximum Passengers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Minimum Flight Crew. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Noise Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Operational Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Weight Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Center of Gravity Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Speed Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Takeoff and Landing Operational Limits . . . . . . . . . . . . . . 3-10
Enroute Operational Limits . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Systems Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Electrical and Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
Hydraulics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
Ice and Rain Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
Landing Gear and Brakes. . . . . . . . . . . . . . . . . . . . . . . . . 3-25
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
Pneumatic and Pressurization. . . . . . . . . . . . . . . . . . . . . . 3-25
Falcon 50
October 1997
3-1
Powerplant and APU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26

Thrust Reverser. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
3-2
Falcon 50
October 1997
Limitations
General Limitations
Authorized Operations
When the appropriate instruments and equipment are installed,

approved, and in an operative condition, the following operations are authorized:
day and night VFR
IFR and automatic approaches to CAT I weather minimums
extended overwater
icing conditions.
Baggage Limit
The baggage compartment is limited to 2,205 lbs (1,000 kg)

and must not exceed a floor loading of 123 lb/ft2 (600 kg/
m2).
The baggage compartment maximum weight limit should be
reduced by permanent installation of equipment.
Maximum Passengers
Certified limit for passengers is 19.

Maximum number of passengers for flight above 45,000 ft
(aircraft with SB F50-163) is 12.
The Performance Manual provides approved interiors accommodating 12 passengers, using the third crewmember
seat as a passenger seat.
Minimum Flight Crew
The minimum flight crew is a pilot and a copilot.
Information shown in italics is not included in the AFM Limitations chapter.
Falcon 50
October 1997
3-3
Noise Levels
In compliance with FAR 36 and ICAO Arrt (part 2, chapter 3

or Annex 16 amendment 4), the measured noise levels are:
Measuring Point
Noise Level (EPNdB)
Takeoff (with Cutback)
84.8 *
Approach **
S + FLAPS 20***
S + FLAPS 48
89.8
97.1 **
Sideline
91.5
* Takeoff configuration for this noise level is S + FLAPS 20 at 40,780 lbs

(18,500 kg).
** Aircraft weight for approach is 35,715 lbs (16,200 kgs).
*** ICAO only.
note: No determination has been made by the FAA that

the noise levels of this aircraft are or should be
acceptable or unacceptable for operation at, into,
or out of any airport.
3-4
Falcon 50
October 1997
Limitations
Operational Limitations
Weight Limits
Maximum Ramp Weight:

Without SB F50-161 . . . . . . . 38,800 LBS (17,600 KG)
With SB F50-161 . . . . . . . . . 40,780 LBS (18,500 KG)
Unpaved Runway Operations . . . . . . . . . . 33,070 LBS
Maximum Takeoff Weight:
Without SB F50-161 . . . . . . . . . . . . . . 38,800 LBS
With SB F50-161 . . . . . . . . . . . . . . . . 40,780 LBS
The takeoff weight is further limited by the most restrictive
condition of the configuration used.
Slats + Flaps 20:
takeoff and accelerate-stop distances
climb gradient
Slats:
brake energy
takeoff and accelerate-stop distances
climb gradient
Maximum Landing Weight:
All Aircraft . . . . . . . . . . . . . 35,715 LBS (16,200 KG)
Falcon 50
October 1997
3-5
The landing weight is further limited by the most restrictive

condition of the configuration used:
Approach, Slats + Flaps 20; Landing, Slats + Flaps 48 :
landing climb gradient
approach climb gradient
landing distance
Approach, Slats; Landing, Slats + Flaps 20 :
landing climb gradient and maximum brake energy
approach climb gradient
landing distance
Maximum Zero Fuel Weight . . . . . 25,570 LBS (11,600 KG)
Minimum Flight Weight . . . . . . . . 18,959 LBS (8,600 KG)
Center of Gravity Limits
See Figure 3-1.

Datum is 25% of mean aerodynamic chord (MAC), which is
marked on aircraft and coincides with fuselage station (FS)
382.83 inches (9,724 mm); FS + 0 is the forward end of the
aircraft nose cone.
Mean Aerodynamic Chord (MAC):
Length 111.77 inches (2,839 mm)
Leading edge of MAC (zero percent) at FS 354.89 inches
(9,014 mm)
Loading
The aircraft must be loaded in compliance with the center of

gravity limits (Figure 3-1). Information for determination of the
aircrafts weight and balance are included in the Performance
Manual DTM 912, Section 2 Loading.
3-6
Falcon 50
October 1997
Limitations
D5_3_001.ai
Falcon 50
October 1997
3-7
Speed Limits
Operational Speeds
VA, Maneuvering . . . . . . . . . . . . . . . . . . . . 210 KIAS
Cautio
Full application of rudder and aileron controls, as well as
maneuvers that involve angles-of-attack near the stall, must
be confined to speeds below VA.
VFE, Slats and Flaps Operating or Extended (maximum)
Slats . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS
Slats + Flaps 20 . . . . . . . . . . . . . . . . . . 190 KIAS
Slats + Flaps 48 . . . . . . . . . . . . . . . . . . 175 KIAS
Slats + Flaps 20
(German Registration) . . . . . . . . . . . . . . 170 KIAS
Slats + Flaps 48
(German Registration) . . . . . . . . . . . . . . 165 KIAS
AUTO SLAT Light Illuminated . . . . . . . . . . . 270 KIAS
VLE/MLE, Landing Gear Extended . . . . . . 220 KIAS/0.75 M
VLO/MLO, Landing Gear Operating . . . . . . 190 KIAS/0.70 M
VMCA, Minimum Control Air . . . . . . . . . . . . 82.5 KCAS
VMCA (Dutch Registration) . . . . . . . . . . . . . . . 84 KCAS
VMO/MMO, Maximum Operating
Sea Level to 10,000 ft . . . . . . . . . LINEAR INCREASE
FROM 350 TO 370 KIAS
10,000 to 24,000 ft . . . . . . . . . . . . . . . . . 370 KIAS
Above 24,000 ft . . . . . . . . . . . . . . . . . . . . 0.86 M

3-8
Falcon 50
October 1997
Limitations
10,000 to 23,380 ft (German registration) . . . . . 370 KIAS
Above 23,380 ft (German registration) . . . . . . . . 0.85 M
Cautio
The maximum operating limit speed (VMO/MMO) must not be
deliberately exceeded in any regime of flight (i.e., climb,
cruise, descent) unless a higher speed is authorized for flight
test or pilot training.
Cracked Windshield
Maximum Airspeed . . . . . . . . . . . . . . . . . . 230 KIAS
DV Window Open
Hydraulic System
If either or both hydraulic systems are inoperative, maximum

airspeed is 260 KIAS or 0.76 M.
Mach Trim
If Mach trim is inoperative and the autopilot is not

engaged,maximum airspeed is 0.78 M.
Thrust Reverser Deployed in Flight
Tire Speed
Ground Speed . . . . . . . . . . . . . . . . . . . . . 180 KTS
Turbulent Air Penetration
Airspeed . . . . . . . . . . . . . . . . . . . . 280 KIAS/0.76 M
Windshield Wiper Operating
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . 205 KIAS
Falcon 50
October 1997
3-9
Takeoff and Landing Operational Limits

Airport Pressure Altitude
Without SB F50-154 . . . . . . . . . . -1,000 TO +10,000 FT

With SB F50-154
(per General Supplement 10) . . . . -1,000 TO +14,000 FT
Autopilot (Collins APS 80 and APS 85)
Minimum Engaged Height, Enroute . . . . . . . . . . 1,000 FT

Minimum Engaged Height, Approach:
Radio Altimeter Operative . . . . . . . . . . . . . . . 50 FT
Radio Altimeter Inoperative . . . . . . . . . . . . . . 100 FT
The autopilot must be off for takeoff and landing.
Contaminated Runway
Water On Runway . . . . . . . . DEMONSTRATED 3/4 INCH

MAXIMUM (DRY ON UNPAVED RUNWAY)
Service Newsletter #34: maximum of 1/2 inch equivalent
water depth recommended.
Demonstrated Crosswind Component
Takeoff And Landing . . . . . . . . . . . . . . . . . . . 23 KTS
Engine Synchronizer
The engine synchronizer system must not be used during

takeoffs, landings, and missed approaches.
Fuel Control Computers
Engine fuel control computers must be operative for takeoff.
3-10
Falcon 50
October 1997
Limitations
Tailwind
Maximum Wind Speed . . . . . . . . . . . . . . . . . 10 KTS
Runway Conditions
The maximum slopes approved for takeoff and landing

operations are +2.5% (uphill) and -2.5% (downhill).
The runway must be hard surfaced. General Supplement
3 permits operations on unpaved surfaces (Australian
registration Specific Supplement 3).
Runways Operation on Unpaved (Dry) (Aircraft

with SB F50-71); General Supplement No. 3

note:
Operation on unpaved runway may damage the
belly anti-collision light and the inboard flap lower
skin. Consequently, when such runways are used
other than occasionally, it is recommended that the
aircraft be modified with SB F50-0071.
Maximum Ramp Weight . . . . . . . . 33,070 LB (15,000 KG)
Maximum Takeoff Weight . . . . . . . 33,070 LB (15,000 KG)
The modified takeoff weight may be reduced by the most
restrictive of takeoff and accelerate-stop distances or climb
gradients.
The approved takeoff configuration is slats + flaps 20.
Maximum Landing Weight . . . . . . . 33,070 LB (15,000 KG)
The modified landing weight may be reduced by the most
restrictive of approach and landing climb gradients.
The approved landing configuration is slats + flaps 48.
Main tire deflection may be 32%.
Falcon 50
October 1997
3-11
The anti-skid system must be in proper operating condition

and the brake selector set to #1 ON position for takeoff and
landing on unpaved runways.
Landings mandatorily must be recorded on an approved
operational document (i.e., journey log, aircraft logbook,
or equivalent) taking into account that one landing on an
unpaved runway is equivalent to:
two landings on a hard surface runway for the nose gear
strut
one landing on a hard surface runway for the main gear.
Cautio
The condition of unpaved runways varies greatly with
precipitations and must be inspected prior to each use.
The center of gravity limits are as shown in Figure 3-2.
The runway must be dry gravel or dry soil.
The runway LCN or CBR must be lower than or equal to the
specification shown in Table 3-1 below.
Aircraft Weight
Specification
27,560 lbs (12,500 kg)
33,070 lbs (15,000 kg)
LCN, Flexible Runway
10
13
LCN, Rigid Runway
6.1
8.7
CBR
12.5
16.2
144 PSI, 10 bars
174 PSI, 12 bars
Main Tire Pressure,

Weight-on-Wheels
Table 3-1: LCN and CBR Ratings
3-12
Falcon 50
October 1997
Limitations
D5_3_002.ai
Operation on Unpaved Runways
Falcon 50
October 1997
3-13
Landing and Takeoff Between 10,000 and

14,000 Ft (Aircraft with SB F50-154); General
Supplement No. 10
Takeoff and Landing
Airport Pressure Altitude . . . . . . . -1,000 TO +14,000 FT

Observe limitations in the Wide Cut Type Fuel Operating
Envelope shown in Figure 3-4, page 3-23.
Observe the temperature and altitude limits shown in Figure
3-3.
Warnin
In the event of depressurization, set the oxygen controller
to OVERRIDE for automatic presentation and supplying of
passenger oxygen masks.
Cautio
Take all necessary precautions to maintain the oxygen controller
in the CLOSED position as long as the aircraft is on the ground.
The NORMAL position should be used only during the climb as
soon as the cabin altitude is below 9,500 ft.
3-14
Falcon 50
October 1997
Limitations
D5_3_003.ai
Temperature and Altitude Envelope
Falcon 50
October 1997
3-15
Enroute Operational Limits

Maximum Operating Altitude
Without SB F50-163 . . . . . . . . . . . . . . . . . . . FL 450

With SB F50-163 . . . . . . . . . . . . . . . . . . . . . FL 490
Maximum altitude with slats or flaps extended is 20,000 ft.
Cautio
At altitudes above 20,000 ft, do not establish or maintain a
configuration with the flaps or the slats extended.
Maximum altitude for standby hydraulic pump operation is
45,000 ft.
Maneuvering Flight Load Factors
Flaps Up . . . . . . . . . . . . . . . . . . . . . . . +2.6 TO -1
Flaps Down . . . . . . . . . . . . . . . . . . . . +2 TO ZERO
These load factors limit the angle of bank permitted in turns
and limit the severity of pull-up and pushover maneuvers.
3-16
Falcon 50
October 1997
Limitations
Systems Limitations
Avionics and Communications
Autopilot APS 80 and APS 85
Minimum Engaged Height Excluding Approach . . . 1,000 FT
Minimum Engaged Height:
Radio Altimeter Operative . . . . . . . . . . . . . . . 50 FT
Radio Altimeter Inoperative . . . . . . . . . . . . . . 100 FT
The autopilot must be off for takeoff and landing.
Collins APS-85 Autopilot (Falcon Jet STC)
Maximum autopilot operation speed is VMO/MMO.
During autopilot operation, a pilot must be seated at the
controls with seat belt fastened.
The autopilot must not be used during takeoff or landing.
The autopilot preflight must be conducted and found
satisfactory prior to each flight on which the autopilot is to
be used.
Do not use autopilot if normal stabilizer trim is inoperative.
This system has been evaluated and approved for Category II
landings meeting the performance standards of Appendix 1 or
AC 120-29 if the green CAT II light is illuminated. Compliance
with these performance standards does not constitute approval
to conduct Category II operations.
Collins VNI-80D
The VNI-80D must not be used as a primary means for
vertical navigation.
The VNI-80D must not be used for approach.
Falcon 50
October 1997
3-17
Collins Dual EFIS Instrument and Flight Director

System, EFIS-86C(1) (Falcon Jet STC)
After a DPU, MPU, or DCP unit is replaced, all reversionary

modes must be checked for proper operation before flight.
The pilots and copilots EADI and EHSI must be operational
for takeoff; one DPU or MPU may be inoperative.
Aircraft performance and operation must not be predicated
on the use of the Multifunction Display page and emergency
checklists; the FAA-approved AFM must take precedence.
The aircraft must be equipped with an independently powered
third attitude gyro.
The Composite mode may be used during IFR operation
only after a failure of one of the pilots EADI or EHSI.
This system has been evaluated and approved for dual LRN
(INS, VLF/OMEGA, or GNS-1000).
Dispatch with an engine generator inoperative is not
authorized in night or IMC conditions.
The Pilots Guide, publication number 523-077336-001117
revision dated 5-30-84 or later, must be immediately available
to the flight crew during flight.
This system has been evaluated and approved for Category
II landings if the green CAT II light is illuminated.
On DC cooling fan configurations, the nose fan must be
operative (i.e., GND BLWR light out) for all ground operations
if ambient temperature is above 80F. Ground operations
are limited to 30 minutes if ambient temperature is between
71F and 80F, and one hour if ambient temperature is 70F
or less if the nose fan is inoperative.
On AC cooling fan configurations, EFIS equipment fans
1 and 2 must be operational for all ground operations including takeoff (i.e., the EFIS FAN 1 and EFIS FAN 2 annunciators must be off).
3-18
Falcon 50
October 1997
Limitations
Collins Dual Electronic Flight Instrument System,

EFIS-86(C) 14 (Falcon Jet STC)
After a DPU, MPU, or DCP unit is replaced, all reversionary

modes must be checked for proper operation before flight.
The pilots and copilots EADI and EHSI must be operational
for takeoff; one DPU or MPU may be inoperative.
Aircraft performance and operation must not be predicated
on the use of the Multifunction Display page and emergency
checklists; the FAA-approved AFM must take precedence.
The aircraft must be equipped with an independently powered
third attitude gyro.
The Composite mode may be used during IFR operation
only after a failure of one of the pilots EADI or EHSI.
This system has been evaluated and approved for dual LRN
(INS, VLF/Omega, or GNS-1000).
Dispatch with an engine generator inoperative is not
authorized in night or IMC conditions.
The Pilots Guide, Collins EFIS 85C(14)/86C(14) Electronic
Flight Instrument System publication number 523-0775579001117 dated 27 September, 1988, or later revision, must
be immediately available to the flight crew during flight.
The nose fan must be operative (i.e., GND BLWR light
extinguished) for all ground operations if ambient
temperature is above 80F. Ground operations are limited
to 30 minutes if ambient temperature is between 71F and
80F, and one hour if ambient temperature is 70F or less
if the nose fan is inoperative.
This system has been evaluated and approved for Category
II landings meeting the performance standards of Appendix
1 of AC 120-29 if the green CAT II light is illuminated.
Compliance with these performance standards does not
constitute approval to conduct Category II operations.
Falcon 50
October 1997
3-19
Electrical and Lighting

DC Voltage
Maximum DC Voltage . . . . . . . . . . . . . . . . . . . . 32V
Maximum Generator Output
To 39,000 Ft . . . . . . . . . . . . . . . . . . . . . . . . . 300A
Above 39,000 Ft . . . . . . . . . . . . . . . . . . . . . . 250A
Transient . . . . . . . . . . . . . 350A (1 MINUTE MAXIMUM)
Maximum Inverter Output (Each)
Output . . . . . . . . . . . . . . . . . . . . . . . . . . . 750VA
Output (aircraft with M1703) . . . . . . . . . . . . . . 350VA
Flight Controls
Airbrakes
Canadian registration: extension of the airbrakes within 500

ft from the ground is not permitted.
Flaps
In flight, extend flaps to the next detent only after cessation

of movement to the previous detent position.
Do not extend the flaps if the slat green light is extinguished.
Cautio
At altitudes above 20,000 ft, do not establish or maintain a
configuration with the flaps or the slats extended.
3-20
Falcon 50
October 1997
Limitations
Fuel
Approved Anti-Icing Additives
Anti-icing additives, conforming to AIR 3652 or MIL-I-27686D

or E specifications (JP4/JP8), or MIL-I-85470 (JP5) or
equivalent at a concentration not in excess of 0.15% by
volume, are approved for use.
Approved Anti-Static Additives
Anti-static additives are approved in amounts to bring the

fuel up to 300 conductivity units if the quantity added does
not exceed:
1 ppm for Shell ASA 3
3 ppm for STADIS 450.
Approved Biocide Additives
SOHIO Biobor JF biocide additive, or equivalent, is approved

for use in the fuel at a concentration not to exceed 270 ppm
(equivalent to 20 ppm of elemental boron).
Approved Fuels
Refer to Servicing chapter for approved fuels.

Cautio
For aircraft under Australian registration, the use of alternative and wide cut fuels is restricted. Obtain approval from
Secretary to the Department of Aviation. Refer to Air Navigation Order 108.46.
Fuel Capacities
The total usable fuel quantity is 2,315 U.S. gallons (8,763

liters), or 15,514 lbs (7,037 kg). Refer to Servicing chapter for
fuel capacities.
Falcon 50
October 1997
3-21
Wide-Cut Type Fuel Operating Envelope

Observe limitations shown in Figure 3-4.
Pressure Fueling System
Maximum Feed Pressure . . . . . . . . . . 50 PSI (3.5 BARS)
Specific Gravity
If the type of fuel shown in Approved Fuels and used in

the aircraft is changed or if these fuels are mixed, the
appropriate adjustment must be made at the fuel control
computer in conformance with instructions in the approved
AiResearch TFE731-3 Maintenance Manual.
Unusable Fuel
The amount of fuel left in the tanks when the fuel quantity
indicators reach zero is not safely usable in all flight
conditions.
3-22
Falcon 50
October 1997
Limitations
D5_3_004.ai
Wide-Cut Type Fuel Operating Envelope
Falcon 50
October 1997
3-23
Hydraulics
Hydraulic Fluids
Hydraulic fluids approved for use must conform to MIL-H-5606
specification (NATO codes H515 or H520).
Hydraulic Systems
If either or both hydraulic systems are inoperative, the maximum
airspeed is 260 KIAS or 0.76 M.
Standby Pump
Maximum Altitude for

Standby Pump Operation . . . . . . . . . . . . . 45,000 FT
Ice and Rain Protection

Engine Anti-Ice
Engine anti-ice must be off when total temperature is above
+10C.
Wing Anti-Ice
Do not operate wing anti-ice on the ground except for maintenance
checks conducted in accordance with the Maintenance

Manual.
Wing anti-ice must be off when total temperature is above
+10C.
3-24
Falcon 50
October 1997
Limitations
Landing Gear and Brakes

Anti-Skid
Anti-skid must be operative, except in accordance with

AFM,Annex 4.
Brake Kinetic Energy Limit
Limit Per Brake . . . . . . . . . 10,841,169 FT/LB (14,697 kJ)

Canadian Registration Limit Per Brake
Normal RTO Stop . . . . . . 10,841,169 FT/LB (14,697 kJ)
Maximum RTO Stop . . . . . 13,460,831 FT/LB (18,249 kJ)
Nose Wheels
Nose wheels must be equipped with chined tires.
Oxygen System
Minimum Oxygen Pressure

Below 10,000 Ft Without Passengers . . . . . . . . 650 PSI
Minimum Two Crew with 10 or
Fewer Passengers to FL 410 . . . . . . . . . . . . 700 PSI
Above FL 410, refer to Operations Manual, Section 4-60-21or
Performance Manual G. S. 1.
Pneumatic and Pressurization

Cabin Pressurization
Maximum Differential
Without SB F50-163 . . . . . . . 9.1 PSI (628 MILLIBARS)

With SB F50-163 . . . . . . . . . 9.5 PSI (655 MILLIBARS)
Falcon 50
October 1997
3-25
Powerplant and APU

Approved Oils
The following Type II oils (EMS 53110), in accordance with

AiResearch Manufacturing Company of Arizona, are approved
for use:
Aeroshell 500
Castrol 5000
Exxon 2380
Mobil Jet Oil II.
The above brands may be mixed.
APU
Maximum EGT Rated . . . . . . . . . . . . . 680C (1,255F)

Maximum EGT Allowed . . . . . . . . . . . . 732C (1,350F)
Maximum Generator Load . . . . . . . . . . . . . . . . . 300A
Maximum Speed Rated . . . . . . . . . . . . . . . . . . 100%
Maximum Speed Allowed . . . . . . . . . . . . . . . . . 110%
The APU is approved for ground use only.
APU bleed air must be off for engine or airframe anti-ice
checks.
Cautio
Discontinue APU start (STOP pushbutton) if T5 does not rise
within 10 seconds. Wait five minutes prior to attempting a
second start.

Falcon 50
October 1997
3-26
Limitations
Engine Operating Limits
N1%*
RPM
N2%**
RPM
ITT
(C)
Time Limit
Starting Ground/Air - Normal
9071
Starting Ground/Air Transient (Maximum)
9272
10 seconds
9773
5 seconds
101.5
100
9071
5 minutes
917
10 seconds
Maximum Continuous
101.5
100
8851
Transient (Maximum)
103
103
1 minute
105
105
5 seconds
Maximum Cruise
(TFE731-3D-1C Engine Only)
885
Ground Start/Starter Assist

Airstart from 10% N2 to
Lightoff
10 seconds
maximum
Windmilling Airstart from

Windmilling N2 to 60% N2
25 seconds
maximum
Ground Start from Lightoff

to Idle
50 seconds
maximum
Condition
Takeoff - Normal
Takeoff - Transient
(Maximum)
* 100% N1 = 20,688 RPM

** 100% N2 = 29,692 RPM
TFE731-3D-1C (Allied Signal) Engine ITT Limitations:
910C
929C
3
971C
1
2
Falcon 50
October 1997
3-27
Engine Start Abort Conditions
Discontinue an engine start if any of the following occur.

Oil pressure does not rise within 10 seconds after light-off.
ITT does not rise within 10 seconds after power lever opened
to idle.
ITT is rising rapidly and approaching the 907C limit.
N1 remains close to zero when N2 is 20%.
N2 speed is not rising rapidly and smoothly to idle after
power
lever is advanced to idle.
N2 fails to rotate.
N2 fails to reach 10% in six seconds.
Unusual noise is heard or vibration is detected.
Engine Synchronizer
The engine synchronizer system must not be used during

takeoffs, landings, and missed approaches.
Fuel Control Computers
Engine fuel control computers must be operative for takeoff.
Oil Pressure
Maximum Takeoff, Continuous, or Idle . . . . . . . . . 46 PSI

Minimum Takeoff or Continuous . . . . . . . . . . . . . 38 PSI
Minimum Idle . . . . . . . . . . . . . . . . . . . . . . . 25 PSI
Maximum Transient . . . . 55 PSI (LESS THAN 3 MINUTES)
3-28
Falcon 50
October 1997
Limitations
Oil Temperature
Maximum Sea Level to FL 300 . . . . . . . . . . . . . . 127C

Maximum Above FL 300 . . . . . . . . . . . . . . . . . 140C
Maximum Transient
(All Altitudes) . . . . . . . 149C (2 MINUTES MAXIMUM)
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . -40C
Minimum for Power above Idle . . . . . . . . . . . . . . +30C
Powerplant Manufacturer/Model
Garrett, TFE731-3-1C
Thrust Ratings (Uninstalled, Sea Level, ISA)
Takeoff . . . . . . . . . . . . . . . . . 3,700 LBS (1,649 daN)

Maximum Continuous . . . . . . . . . 3,700 LBS (1,649 daN)
Thrust Setting
Takeoff and maximum continuous thrust must be based on the

N1 values given in AFM, Section 5, unless ITT is limiting.
Falcon 50
October 1997
3-29
Thrust Reverser
The thrust reverser is approved for ground use only.

Thrust reverser must not be used for taxiing in reverse.
On landing, do not attempt a go-around after reverse thrust
is selected.
With a thrust reverser deployed in flight, reduce airspeed to
230 KIAS or less.
The thrust reverser should not be used for more than 30
seconds.
There should be a minimum of 41/2 minutes between thrust
reverser usage.
3-30
Falcon 50
October 1997
Systems
Table of Contents
Avionics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-1
Electrical Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-1
Environmental Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . 4C-1
Fire Proctection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-1
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E-1
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F-1
Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4G-1
Ice and Rain Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . 4H-1
Landing Gear, Brakes, Steering . . . . . . . . . . . . . . . . . . . . . 4I-1
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4J-1
Powerplant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4K-1
Thrust Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4L-1
Falcon 50
October 1997
4-1
4-2
Falcon 50
October 1997
Avionics
Pitotic/Static System
EXT TEMP
PROBE
COPILOT'S PITOT
PROBE
TOTAL TEMP
PROBE
EMERGENCY STATIC SOURCE
MACH/
AIRSPEED
INDICATOR
STANDBY
ALTIMETER
CURRENT
SENSE
A
LH PITOT
HEAT
NORM EMERG
A
L PITOT
R PITOT
CP
B
U
S
CP
COPILOT'S
ALTIMETER
VERTICAL SPEED
INDICATOR
AIR DATA
COMPUTER
2
STATIC
SELECTOR
SLATS IAS
SWITCH
MACH/AIRSPEED
INDICATOR
AIR DATA
COMPUTER
1
TRIPLE INDICATOR
(ALT, P, AND
CABIN VERTICAL
SPEED)
PILOT'S
ALTIMETER
A BUS
VMO/MMO
WARNING
MISC
TOTAL TEMP
Falcon 50
October 1997
CURRENT
SENSE
OTHER
NORMAL PANEL
ONLY
COPILOT
PITOT/STATIC
SELECTOR
RH PITOT
HEAT
B
U
S
1 AIRCRAFT 160 AND SUBSEQUENT;

LANDING GEAR WARNING SYSTEM
OPERATED BY LH AIR DATA M 0.27
OUTPUT.
LDG 160 KT
SWITCH
PILOT STATIC SOURCE
ROLL
ARTHUR-Q UNIT
PILOT PITOT SOURCE
PT2
ELEVATOR
ENGINE 1 ARTHUR-Q UNIT
COPILOT STATIC SOURCE

COPILOT PITOT SOURCE
MECHANICAL CONNECTION
D5_4A_001.ai
PILOT'S PITOT
PROBE
4A-1
Collins EFIS 86 System
NO. 1
EFD-85 (EADI)
OR
EFD-86 (EADI)
(PFD)
NO. 2
EFD-85 (EADI)
OR
EFD-86 (EADI)
(PFD)
MFD-85A
NO. 1
EFD-85 (EHSI)
OR
EFD-86 (EHSI)
(ND)
NO. 2
EFD-85 (EHSI)
OR
EFD-86 (EHSI)
(ND)
WEATHER
RADAR
SYSTEM
WXP-85
NO. 1
DPU-85G
OR
DPU-86G
NO. 2
DPU-85G
OR
DPU-86G
MPU-85G
OR
MPU-86G
AIRCRAFT
SYSTEM
NO. 1
NO. 1
DCP-85E
NO. 2
DCP-85E
CHP-85D
END OF COMPOSITE MODE

CANCELLATION OF UP OR
DN SELECTIONS
AIRCRAFT
SYSTEM
NO. 2
TRANSFER OF EADI TO EHSI

AND
TRANSFER OF EHSI TO MFD
COMMUTATION
ON MPU
TRANSFER OF EHSI
IMAGE ON MFD
UP
NORM
ON
CDRV
ATT
HDG
CTL
DISPLAY
MIX
ADC
TEST
EFIS TEST
X-FER
ADC COMMUTATION
4A-2
COMMUTATION
ON IRS 3
DCP COMMUTATION
D5_4A_002.ai
-EHSI COMPOSITE IMAGE

(AFTER DEPRESSION
OF DN)
-EADI COMPOSITE IMAGE
(AFTER DEPRESSION
OF UP)
Falcon 50
October 1997
Avionics
Pitot/Static System
An electrically heated pitot probe on each side of the aircraft

nose supplies pitot pressure to the flight instruments. Static
ports on the left and right forward fuselage supply static pressure to the pilots, copilots, and emergency static systems.
As originally equipped, the pilots pitot/static system supplies
the:
pilots Mach/airspeed indicator
pilots vertical speed indicator (VSI)
standby altimeter
air data computer (ADC)
The ADC, in turn, drives the pilots altimeter, airspeed warning
system, total temperature system, stall No. 1 automatic slat
extension disarming and monitoring of automatic slat extension
system 1 or 2 disarming, and other systems requiring flight
environment data. On S/N 160 and subsequent, the ADC also
supplies the landing gear warning system.
If the pilots normal static system develops a blockage or leak,
placing the static selector in the EMERG position selects the
emergency static source to all the systems except the standby
altimeter and the VSI.
As originally equipped, the copilots pitot/static system supplies
the:
copilots Mach/airspeed indicator
landing gear warning system (S/Ns 001 to 159)
roll Arthur-Q unit
elevator Arthur-Q unit (static pressure only)
pressurization system triple indicator
stall No. 2 automatic slat extension disarming
optional second ADC.
Falcon 50
October 1997
4A-3
Placing the copilots pitot/static selector in the PANEL ONLY

position closes two valves to isolate the cabin triple indicator,
landing gear warning, roll Arthur-Q unit, and elevator Arthur-Q
unit from the pitot/static sources.
Flight Control Systems
Automatic flight control systems (AFCS) combine the functions

of an autopilot, flight director, yaw damper, and elevator trim
system to provide automatic flight path and attitude control
through the pitch, roll, and yaw axes. Various subsystems of
the AFCS include:
air data computer (ADC)
autopilot system
flight director system
flight instrumentation
navigation sensors.
Supplied with inputs from these subsystems, the AFCS generates
the appropriate pitch, roll, and yaw commands or cues to fly the
aircraft from its actual attitude to a desired attitude.
On aircraft with the Collins APS-80, the yaw system uses
the autopilots rudder servo to move the entire rudder control
linkage and surface. On aircraft with the Collins APS-85, the
yaw damper is a linear actuator that acts on the rudder control
linkage at the rudder servo. Yaw damping moves the rudder
without moving the rudder pedals.
4A-4
Falcon 50
October 1997
Avionics
Collins EFIS 86
Later model aircraft have an electronic flight instrumentation
system that consists of:
pilots electronic attitude director indicator (EADI) and
horizontal situation indicator (EHSI)
copilots EADI and EHSI
pilots and copilots display control panels
multifunction display (MFD)
two display processing units and one multifunction
processing unit.
The MFD functions as a navigation data display and radar indicator. Several types of reversionary switching systems allow
composite display of EADI or EHSI data on a crewmembers
single display (e.g., EADI on EHSI or EHSI on EADI). Switching
also allows the multifunction processing unit to drive either the
pilots or copilots electronic flight instruments.
The Dassault International separate pilot and copilot installed
reversionary panels control the reversionary modes for each
side of the instrument panel separately. Controls for composite
(mix) modes, MPU drive to replace the DPU, DCP selection,
and attitude information source are on those panels.
The most common installation is the Dassault Falcon Jet reversionary panel with four, three-vertical-position lever locking
switches. The middle position on all the switches is the default
(or normal) condition. The outside left or right switches placed
up will display the composite mode on the respective left or right
EADI. The same switches selected down will display the composite mode on the respective left or right EHSI. The second
switch from the left edge of the reversionary panel controls the
display control panels (DCPs). When selected to the up position, the pilots DCP controls both EADIs and EHSIs.
Falcon 50
May 1998
4A-5
When the down position is selected, both EADIs and EHSIs

arecontrolled by the copilots DCP. In the middle position, each
DCPcontrols its own EADI and EHSI. The second switch from
theright controls the MPU drive. In the middle position, the
MPUdrives the MFD. If the MPU drive switch is selected up,
the MPUreplaces the pilots DPU and still drives the MFD as a
repeaterof the pilots EHSI.
The less common version is the Dassault International
rever-sionary panel depicted on page 4A-2.
4A-6
Falcon 50
May 1998
Electrical Systems
DC Electrical System
NO. 3 ENGINE FIRE DETECTION SYSTEM

NO. 3 ENGINE FIRE EXTINGUISHER SYSTEM
OMEGA NAVIGATION SYSTEM
HF CONTROL SYSTEM
HF POWER SYSTEM
PASSENGER CABIN LOUDSPEAKERS
INTERPHONE AND PUBLIC ADDRESS CIRCUIT
COPILOT'S HEADING REFERENCE SYSTEM
NO. 2 INVERTER (COPILOT'S INVERTER)
ST-BY-CONTROL OF INVERTER POWER TRANSFER
AND SYNCHRONIZATION CIRCUIT
CABIN INDIRECT - LIGHTING OF SECTIONS OF THE
COPILOT'S INSTRUMENT PANEL SEGMENTS
LIGHTING OF COPILOT'S SEGMENTS
NO. 3 ENGINE INTERTURBINE TEMPERATURE
NO. 3 ENGINE N1 AND N2 MONOPOLE
SPEED SENSORS
NO. 3 ENGINE COMPUTER
NO. 3 ENGINE STARTING CIRCUIT
WIPER RH-COPILOT'S WINDSHIELD WIPER
ROLL EMERG - EMERGENCY ROLL TRIM
TRIM RUDDER-RUDDER TRIM
INSTR 2-VIBRATOR FOR COPILOT'S ALTIMETER
ANNUNC RH-COPILOT'S WARNING ANNUNCIATOR
FD2-COPILOT'S FLIGHT DIRECTOR
FLITE FONE
A
D
F
2
D
M
E
2
V
O
R
2
V
H
F
2
ATC 2
E N G I N E M O N I TO R I N G A N D C O P I L O T ' S
INSTRUMENT PANEL LIGHTING
CONTROL CIRCUITS OF BELLY ANTI-COLLISION
LIGHT AND RH LANDING LIGHT
BELTS - NO SMK'G-PASSENGER INSTRUCTIONS
TOILET COMPARTMENT LIGHT
COPILOT'S MAPLIGHT
LIGHTING OF RH SIDE OF CONTROL PEDESTAL
TOILET LIGHTING SYSTEM-RAZOR OUTLET

CABIN DISPLAY
POWER SUPPLY FOR RH LANDING LIGHT
PRESSURE-TEMPERATURE OF NO. 3 ENGINE
ENGINE SYNCHRONIZATION
NO. 3 TRANSFER PUMP
PRESSURE FUEL-REFUELING CIRCUIT
LP 2-3 CROSSFEED CONTROL SYSTEM
MONITORING CIRCUIT OF NO. 2 HYDRAULIC SYSTEM
CABIN TEMPERATURE REGULATION
HEATING CONTROL CIRCUIT FOR COPILOT'S WINDSHIELD
RH PITOT HEAT-HEATING CIRCUIT FOR RH PITOT PROBE
HEATING CIRCUIT FOR RH STATIC PORTS
HEATING CIRCUIT FOR RH STALL VANE
FLAP CONTROL
INERTIAL NAVIGATION SYSTEM

RADIO ALTIMETER
WEATHER RADAR
TAPE RECORDER
CONTROL CIRCUIT FOR BAR EQUIPMENT
PASSENGER READING LIGHTS
CONTROL CIRCUIT FOR PILOT'S AND COPILOT'S SEATS
STROBOSCOPIC WING LIGHTS
TAXING LIGHT
PRESSURE-TEMPERATURE OF OIL OF NO. 1 ENGINE
PRESSURE-TEMPERATURE OF OIL OF NO. 2 ENGINE
NO. 1 TRANSFER PUMP
NO. 2 TRANSFER PUMP
LP1 CROSSFEED CONTROL

STEERING CIRCUIT
MONITORING OF NO. 1 HYDRAULIC SYSTEM
EMERGENCY WING ANTI-ICING SYSTEM
DEFOGGING OF AFT SIDE WINDOWS
FLIGHT COMPARTMENT TEMPERATURE REGULATION
CABIN TEMP
NOSE CONE BLOWER
HEATED CARPET IN FLIGHT COMPARTMENT
AOA INDICATOR
ROLL TRIM, YAW TRIM, HORIZONTAL STABILIZER
POSITION INDICATOR
ROLL TRIM CONTROL CIRCUIT
DG 1 - PILOT'S HEADING REFERENCE SYSTEM

ADF 1
DME 1
VOR 1
ICS 1 - INTERPHONE AND PUBLIC ADDRESS SYSTEM
VHF 1
ATC 1
LIGHTING OF INSTRUMENTS AND CENTER PANEL
LH LANDING LIGHT POWER SUPPLY
ANTI-COLLISION LIGHT ON VERTICAL STABILIZER
CONTROL CIRCUIT FOR LH LANDING LIGHT
READING - LIGHT OF CIRCUIT BREAKER PANEL
PILOT'S MAP LIGHT
LIGHTING OF THE PILOT'S DIGITAL DISPLAY SEGMENTS
NAVIGATION LIGHT
LIGHTING OF LH SIDE OF CONTROL PEDESTAL
LIGHTING OF OVERHEAD INSTRUMENT PANEL
NO. 1 INVERTER (PILOT'S INVERTER)
AUTOMATIC IGNITION CONTROL SYSTEM
THRUST REVERSER CONTROL SYSTEM
REVERSE CONTROL WARN
NO. 1 ENGINE N1 AND N2 MONOPOLE SPEED SENSORS
NO. 1 ENGINE STARTING CIRCUIT
NO. 2 ENGINE N1 AND N2 MONOPOLE SPEED SENSORS
NO. 1 ENGINE LP BOOSTER PUMP
NO. 1 ENGINE FLOWMETER
FUEL GAGING UNITS FOR LH TANKS
NO. 2 ENGINE FLOWMETER
FUEL GAGING UNITS FOR CENTER FUEL TANKS
LANDING GEAR CONTROL CIRCUIT
LANDING GEAR AURAL WARNING ANNUNCIATOR
LH GROUND/FLIGHT SWITCHES
ELECTRICALLY-DRIVEN PUMP CONTROL CIRCUIT
HEATING CONTROL CIRCUIT FOR PILOT'S WINDSHIELD
LH PITOT HEAT-HEATING CIRCUIT FOR LH PITOT PROBE
HEATING CIRCUIT FOR LH STATIC PORT
HEATING CIRCUIT FOR LH STALL VANE
PILOT'S WINDSHIELD WIPER
NO.1 ENGINE ANTI-ICING SYSTEM
CONTROL CIRCUIT FOR FLIGHT COMPARTMENT
AIR-CONDITIONING
PRESSURIZATION, AUTO DUMP
NO. 2 ENGINE ANTI-ICING SYSTEM
NO. 1 AND NO. 2 ENGINE HP BLEED
NO. 2 ENGINE PRV VALVE
DEFOGGING OF SLIDING WINDOW
AIRBRAKE CONTROL SYSTEM
ARTHUR Q-UNIT MONITORING
NORMAL HORIZONTAL STABILIZER CONTROL SYSTEM
CONTROL CIRCUIT FOR LH AUTO SLATS
INDICATION SYSTEM FOR SLATS
AIR DATA COMPUTER
EXT TEMP - ANTI-ICING OF OUTSIDE
TEMPERATURE PROBE
FLIGHT RECORD - FLIGHT RECORDER
AP-RUD-YAW DAMPER
AP-ELEV-ELEVATOR POWER SERVO UNIT
AP-AIL-AILERONS POWER SERVO UNIT
AP-CMPTR-AUTOPILOT COMPUTER
HRZN-ST-BY PWR-STANDBY HORIZON
INSTR 1 - INSTRUMENT CONNECTED TO
THE AIR DATA COMPUTER
ANNUC LH - FLIGHT DIRECTOR ANNUNCIATOR
COMPAR - COMPARATOR
FD1 - PILOT'S FLIGHT DIRECTOR
TO STBY INVERTER
TO COPILOT INVERTER
E BATT
2
(OPTIONAL)
0
20
B
U
S
200
A_
300
350
EXTINGUISHER POWER SUPPLY

APU AIR INTAKE DOOR (ON SOME A/C)
PILOT'S AND COPILOT'S DOME LIGHTS
ENTRANCE LIGHTS
BAGGAGE COMPARTMENT, REAR
COMPARTMENT AND NOSE CONE LIGHTS
PRESSURE REFUELING
GEN 1-2 ENERGIZING
GEN 3 ENERGIZING
R
M B
A U
I S
N
M
A
I
N
R W/S
HEAT
B
U
S
PRIMARY A BUS
AUXILIARY C BUS
PILOT'S WINDSHIELD
ELECTRIC DRIVEN HYDRAULIC PUMP
TIE OF LH AND RH MAIN BUSES
CONTROL OF LH STARTERGENERATORS LH DC VOLTMETER
L
M B
A U
I S
N
A-B
GEN 3
A-B
BAT 1
M
A
I
N
B
U
S
GEN 2
RCR
V_
30
B
U
S
A-B
HOT BAT
100
100
A_
A-B
GCU
START
GPU
BATT
1
Falcon 50
October 1997
AC SN 95 AND
SUBSEQUENT
GEN 2
GEN 1
GEN 1
GEN 2
BAT 1
FRENCH
AMERICAN
VOLTMETER
HORIZ
STBY BATT
SERIES
START
RELAY
1 SHUNT SYMBOLS
200
300
350
GPU
START
GCU
RCR
L
AMMETER
A-B
A-B
GEN 1
GEN
S
T
A
R
T
L W/S
HEAT
GEN 3
+
BATT
2
BATT BUS
A-B
MAKE AND
BREAK RELAY
GCU
PARALLEL
START
SERIES
PROTECTION
25
BAT
BAT 2
BUS TIED
SWITCH
STBY
PUMP
20
APU
GEN
START
BUS TIED
B
U
S
115V AC
APU
START
MAKE AND
BREAK RELAY
C BUS
SWITCH
B
U
S
26V AC
BATTERY
GCU
RCR
D BUS SWITCH
GEN 3
GPU
RIGHT NO. 3 GEN
RCR
B
U
S
B
U
S
BAT 2
LEFT NO. 1 AND 2 GEN
B
A B
T U
T S
R
AMMETER
VOLT
METER
B
U
S
A
U
X
B
U
S
100
30
V_
PRIMARY B BUS
AUXILIARY D BUS
INS INVERTER
COPILOT'S WINDSHIELD
STANDBY INVERTER
TIE OF LH AND RH MAIN BUSES
CONTROL OF RH STARTERGENERATOR RH DC VOLTMETER
25
BAT
100
GEN
B
U
S
A
U
X
NOTE: CIRCUIT BREAKERS ON A OR B BUS HAVE WHITE COLLARS.

CIRCUIT BREAKERS ON C OR D BUS HAVE GREEN COLLARS. CIRCUIT
BREAKERS POWERED BY BOTH A AND B BUSES HAVE RED COLLARS.
ADDITIONALLY, LINEAR YAW DAMPER CB'S (2) HAVE RED COLLARS.
TO PILOT INVERTER
D5_4B_001.ai
AUXILIARY POWER UNIT

NO. 3 ENGINE FLOWMETER CIRCUIT
FUEL GAGING UNITS FOR RH TANKS
FUEL TRANSFER INTERCONNECTION
LANDING GEAR INDICATION
RH GROUND/FLIGHT SWITCH
ANTI-SKID CIRCUIT
BRAKE INDICATION
NO. 3 ENGINE ANTI-ICING SYSTEM
NO. 3 ENGINE HP BLEED CONTROL
SHUTOFF VALVE CONTROL
WING ANTI-ICING
PASSENGER CABIN AIR-CONDITIONING
VALVE CONTROL
BAGGAGE COMPARTMENT PRESSURIZATION
INLET VALVE
BAGGAGE COMPARTMENT ISOLATION
SHUTOFF VALVE
CONTROL CIRCUIT FOR RH AUTO SLATS
FLAP POSITION INDICATION
AIRBRAKES POSITION INDICATION
EMERGENCY HORIZONTAL STABILIZER CONTROL
RH POWER SUPPLY FOR MASTER WARNING PANEL
RH POWER SUPPLY FOR AURAL WARNING
ANNUNCIATOR
EMERGENCY LIGHTING SYSTEM
4B-1
4B-2
Falcon 50
October 1997
Electrical Systems
AC Electrical System
TO RIGHT
MAIN BUS
INS 115V BUS
INS
FROM
C BUS
TO B
BUS
VOLT
METER
INS AND THE INS

CIRCUITRY IS AN
OPTION
INERTIAL NAVIGATION SYSTEM BLOWER

INERTIAL NAVIGATION SYSTEM HEATER
INERTIAL NAVIGATION SYSTEM POWER SUPPLY
AC
BUS 1
INS 115V BUS
INS
CONTROL
26V Y BUS
AC
BUS 2
INS
INVERTER
NO. 1 HYDRAULIC PRESSURE AC S/N 001-202

NO. 1 VERTICAL GYRO SYNCHROS
INERTIAL NAVIGATION SYSTEM SYNCHROS
PILOT'S RMI SYNCHROS
FREQUENCY MONITORING OF PILOT'S AC POWER SYSTEM
NO. 1 FLIGHT DIRECTOR SYNCHROS
2
6
V
FLT-GROUND
RELAYS
(FLT MODE)
1
1
5
V
A
C
INV 1
AC 1
A
C
PILOT
INVERTER
FROM
A BUS
B
U
S
W
B
U
S
400 CPS
FREQUENCY
MONITOR
STBY
INVERTER
FROM R
MAIN BUS
FROM
B BUS
STBY
INV 2
A.C. 2
2
6
V
FROM
B BUS
A.C. 1
AC 2
COPILOT
INVERTER
B
U
S
1
1
5
V
A
C
X
B
U
S
PHASE PARALLELING
CIRCUIT (SIMPLIFIED)
A
B
26V Z BUS
NO. 2 HYDRAULIC PRESSURE AC S/N 001-202
NO. 2 VERTICAL GYRO SYNCHROS
COCKPIT'S RMI SYNCHROS
NO. 2 FLIGHT DIRECTOR SYNCHROS
FREQUENCY MONITORING OF COPILOT'S AC POWER SYSTEM
115V X BUS
A
C
STBY
115V W BUS
VERTICAL GYRO 1
PILOT'S HEADING REFERENCE SYSTEM
FLIGHT RECORDER
TURN AND BANK INDICATOR
LH ELECTRICAL PACK BLOWER
AUTOMATIC PILOT AMPLIFIER
AUTOMATIC PILOT COMPUTER
YAW DAMPER
WINDSHIELD DEFOGGING BLOWER AC S/N 001-079
PILOT'S FLIGHT DIRECTOR
ADC 1 (SPERRY)
GLARESHIELD LIGHTING STRIP

NO. 2 VERTICAL GYRO
WEATHER RADAR STABILIZATION
OMEGA
VOICE RECORDER
COPILOT'S FLIGHT DIRECTOR
RH ELECTRICAL RACK BLOWER
ADC 2 (SPERRY) (OPTIONAL)
NOTE: STANDARD LRFC COMPLETED AIRCRAFT 163 AND SUBSEQUENT DO NOT HAVE AC-POWERED VERTICAL GYROS OR
HEADING REFERENCE SYSTEMS. THE ASSOCIATED 26V AC AND
115V AC CIRCUITS FOR FLIGHT INSTRUMENTS (EXCEPT THE
RMI's) ARE NOT REQUIRED. THE INSTRUMENTS ARE
DC-POWERED.
DASSAULT MODIFICATION M1703 ELIMINATES THE STANDBY
INVERTER. ONLY THE PILOT AND COPILOT INVERTERS DIRECTLY
SUPPLY THEIR RESPECTIVE 115V AND 26V BUSES. THE AC 1 AND
AC 2 LIGHTS INDICATE THE FAILURE OF THE RESPECTIVE
INVERTERS.
CIRCUIT BREAKERS ON AC BUSES HAVE GREY COLLARS.
TO A/C BUS
Falcon 50
October 1997
D5_4B_002.ai
FROM R
MAIN BUS
4B-3
4B-4
Falcon 50
October 1997
Electrical Systems
DC System
DC power sources includes:

two batteries
three engine-driven generators
one APU-driven generator
external power system.
Multiple buses distribute power from the various DC power
sources to aircraft systems. These include:
Battery bus
Start bus
Left and Right Main buses
A and C buses
B and D buses.
The Left Main bus powers the A and C buses and the Right
Main bus powers the B and D buses. Placing the bus tie switch
in the closed position connects the Left Main bus to the Right
Main bus.
Batteries
With the batteries connected, the No. 1 battery supplies the

Battery bus through the Start bus and the No. 2 battery directly
supplies the Battery bus.
With the power selector switch in the NORMAL position and the
BAT 1 and BAT 2 switches on, the No. 1 battery ground connect
and battery make-and-break relays (RCRs) close. The No. 1
battery then supplies the Left Main bus the No. 2 battery powers
the Right Main bus.
Falcon 50
October 1997
4B-5
If a reverse current condition occurs (250A) or low battery

voltage (8V) condition occurs, the associated make-and-break
relay opens to protect the aircraft from a shorted battery and the
electrical system from low battery voltage.
Placing the power selector switch in the LOW TEMP START
position connects the batteries in series to the Start bus; this
provides approximately 48V DC for engine starting. When the
batteries are connected in series to the Start bus, the No. 2
battery supplies the Battery and Main buses.
With the generators supplying power to the aircraft electrical
system, the batteries function as buffers to absorb voltage and
current spikes generated within the DC electrical system.
Generators
With the associated GEN switch in on during the engine start

sequence, the engines EEC commands the generator control
unit (GCU) to terminate the start sequence at approximately
50% N2 RPM by:
cutting off the start contactor holding circuit
establishing the balance circuit
applying field current for generator operation.
Controlled by the GCU, generator output builds until it exceeds
Main bus voltage. When this occurs, the GCU closes the
generator reverse current relay (RCR) to connect generator
output to the Main bus. The associated GEN light extinguishes.
Normally, the No. 1 and No. 2 generators power the Left Main
bus and the No. 3 generator powers the Right Main bus. The
Main buses, in turn, supply their primary and auxiliary buses.
4B-6
Falcon 50
October 1997
Electrical Systems
The GCUs also:
regulate generator output to 28.5V DC
equalize generator voltages
provide overvoltage protection
limit generator load to 370A
reduce battery charging after engine start
prevent generator operation under certain conditions (e.g.,
external power connected).
If the GCU detects an overvoltage or the field circuit short
protection detects an overcurrent in the field circuit, the generator
switch is tripped off, the field circuit is broken, and the GCU
opens the associated RCR. If excessive current flows from the
Main bus to the generator, a reverse current loop in the RCR
opens the RCR by breaking its holding circuit. The associated
generator is not connected to the Main bus and the GEN light
illuminates when the RCR opens.
APU Generator
When the APU reaches approximately 95% N1 RPM, its GCU

closes a reverse current relay to connect generator output to the
Right Main bus. The APUs GCU provides the same protective
functions as those for the engine-driven starter/generators.
Falcon 50
October 1997
4B-7
External Power
With a ground power unit (GPU) connected to the aircraft and

the engine and APU generators not operating, placing the
power selector switch in the EXT POWER position disconnects
the batteries from the aircraft electrical system. With GPU connected and operating and the power selector switch in the EXT
POWER position, the GPU contactor energizes. The GPU then
powers the Start, Battery, and Left Main buses. Closing the
Main bus tie relay powers the Right Main bus.
A connector protection printed circuit protects the aircraft electrical system from GPU overvoltage. If GPU voltage exceeds
32.2V, the printed circuit opens the GPU contactor to disconnect
external power. If voltage drops below 8V, the GPU contactor
opens to protect the electrical system from an undervoltage
condition.
Power Distribution
The Battery bus receives power from:

both batteries connected in parallel
No. 2 battery during a low temperature start
Start bus during an engine start (APU or engine generator)
GPU during external power operation.
The Start bus receives power from:
both batteries connected in parallel during a normal battery
start
both batteries in series (48V DC) during a low temperature
start
both batteries in parallel with the APU generator during an
APU assisted start
both batteries in parallel with one generator during a
generator assisted start
ground power unit.
4B-8
Falcon 50
October 1997
Electrical Systems
The Left Main bus receives power from the:
No. 1 battery
No. 1 generator
No. 2 generator
ground power unit.
The Right Main bus receives power from the:
No. 2 battery
No. 3 generator
APU generator.
Normally, the Left and Right Main buses receive power from
separate sources. If a Main bus loses power (i.e., generator
loss), placing the Bus Tie switch in the closed (horizontal)
position energizes the bus tie relay to tie the Left and Right
Main buses. With the bus tie switch in the tied position, the BUS
TIED annunciator illuminates.
The Left Main bus supplies the A and C buses and the Right
Main bus supplies the B and D buses. Both the C and D buses
are load shedding buses. If necessary to reduce the aircrafts
electrical load, placing the BUS C and BUS D knobs in the load
shed position opens relays to disconnect these buses from the
respective Main bus.
Circuit breakers and fuses connect the buses to the various
pieces of aircraft equipment requiring DC power. CBs on the
overhead panel are color coded to identify their power source.
White CBs protect those circuits supplied by the A or B bus;
red CBs protect items powered by both the A and B buses,
and green CBs protect C or D bus items. Gray CBs protect AC
powered items.
Falcon 50
October 1997
4B-9
CBs on the power supply unit in the rear compartment should

be checked during the preflight inspection (see Table 4B-1,
below, and Figure 2A-1, page 2A-13).
Circuit Breaker
Function
BAT 1/BAT 2
Supplies power to the respective batteryswitches.
EXCIT GEN 1-2

EXCIT GEN 3
Supplies power to reset generators No. 1and No.

2 and to generator No. 3respectively.
IGNITION 1
IGNITION 2
IGNITION 3
Power directly to the respective electronicengine

computers (EECs) and through theengine ignition
switches to each ignition system.
APU
On S/Ns 001 to 048, supplies power toAPU door

closing circuit if the APU wasinstalled by the
airframe manufacturer.
FIRE
Supplies power to all Battery bus poweredfire

extinguishing systems.
EMGY LIGHT
Supplies power to all convenience lightsand

ressure fueling.
p
BAT BUS PW 1
BAT BUS PW 2
Supplies power to the Battery bus.
LH BUS COUPLING
Supplies power to the bus tie relay, to tripthe No. 1

and No. 2 generator switches if afault occurs, and
to the left voltmeter.
RH BUS COUPLING
Supplies power to the bus tie relay, to tripthe No.

3 generator switch if a fault occurs,right voltmeter,
and the three minute voltage reduction timer.
SERIES START
Protects Battery bus from a high voltage onthe

Start bus if the start series protectionrelay fails.
Table 4B-1: Aft Compartment CBs
4B-10
Falcon 50
October 1997
Electrical Systems
AC System
Most aircraft have two primary 750VA static inverters that supply
115V and 26V AC for various aircraft equipment. A third standby
inverter provides 115V and 26V AC if a primary inverter fails.
On the ground the standby inverter can also supply power for
optional inertial navigation system (INS) equipment.
On aircraft with a simplified AC system, two 350VA static
inverters are the sole source of 115V and 26V AC power. If
an inverter fails, the associated 115V and 26V AC buses lose
power.
Optional static inverters supply 115V AC for INS equipment.
The 26V AC outputs are unused.
Placing the AC 1 and AC 2 switches in the on position supplies 28V DC from the A and B buses to the pilots and copilots
inverter oscillating circuits. The inverters convert the 28V DC
power input from the A and B buses into 115V and 26V AC, 400
Hz, singlephase power. The pilots inverter supplies the 115V
W bus and the 26V Y bus. The copilots inverter supplies the
115V X bus and the 26V Z bus. Selecting AC BUS1 or AC BUS2
allows monitoring of AC bus 1 or AC bus 2 voltage on the AC
voltmeter.
B bus power controls the activation of the standby inverters oscillator control circuit and the connection of the standby inverter
output to the pilots or copilots AC buses. The Right Main bus
powers the standby inverter.
If an inverters output voltage varies from 26V or frequency varies from 400 Hz, the inverters monitor circuit illuminates the associated AC1/AC2 annunciator. On aircraft with SB F50-0214,
the circuit monitors 26V AC to a closer tolerance.
On aircraft without the simplified AC system, the standby
inverter can be manually selected through the ST-BY switch
if an inverter fails (AC1/AC2 annunciator illuminated). Moving
the ST-BY switch toward the failed inverters switch connects
the standby inverters 115V and 26V AC outputs to the failed
inverters buses. Whenever the Right Main bus is powered, the
standby inverter is powered.
Falcon 50
October 1997
4B-11
Lighting
Lighting System
Control
Power Source
Dome
Door/Overhead Switches
Battery Bus
Map
Lights Rheostat
A bus (pilots)
D bus (copilots)
Glareshield
SHIELD
X bus (115V AC)
CB Panel
Overhead Panel Switch
A bus
Overhead Panel
OVERHEAD
A & B buses
Integral Instrument
Pilots INSTRUMENTS
Pilots SIDE/CENTER
Copilots INSTRUMENTS
Copilots SIDE/CENTER
A bus
A bus
D bus
D bus
Failure Warning Panel
DIM/BRIGHT
A & B buses
Cockpit
Passenger Compartment
Window/Panel
CABIN
Various
Reading/Spot
Individual Controls
C bus
Lavatory
Door Switch
D bus
Warning Signs
FASTEN BELTS
No Smoking
D bus
Emergency
EMERGENCY ARMED/
ON/OFF
A & B buses
(charging)
Battery packs
(illumination)
Navigation
NAV
A bus
Anti-collision
ANTICOL
A bus
D bus
Landing
LANDING
A bus (left)
D bus (right)
Taxi
TAXI
C bus
Wing Inspection
WING
A bus (left)
D bus (right)
Exterior Lighting
Table 4B-2: Lighting System Controls
4B-12
Falcon 50
October 1997
Electrical Systems
Electrical System
Power Source
Two batteries
26V DC, 23 amp/hour
Three engine-driven generators
28.5V DC, 350A maximum
APU-driven generator
28.5V DC, 300A maximum
Three inverters 750 VA maximum total
115V AC, 400 Hz, 750 VA maximum
Two inverters (aircraft with modification
M1703) 350 VA maximum total
INS inverter
Distribution
DC Power
Battery bus
Start bus
Left Main bus
Primary A bus
Auxiliary C bus
Right Main bus
Primary B bus
Auxiliary D bus
Distribution
AC Power
Pilots (AC1) W bus 115V, 400 Hz

AC power Pilots (AC1) Y bus 26V, 400 Hz
Copilots (AC2) X bus 115V, 400 Hz
Copilots (AC2) Z bus 26V, 400 Hz
INS inverter INS bus 115V, 400 Hz
Control, Monitor, and Protection data on following page.
Falcon 50
October 1997
4B-13
Electrical System (cont.)

Control
DC System
Power selector switch
GEN 1/GEN 2/GEN 3 switches
BAT 1/BAT 2 switches
Bus tie switch
Auxiliary C and D (Load-shedding) switches
AC System
AC1 inverter switch
AC2 inverter switch
Standby inverter switch (except on aircraft
with modification M1703)
Monitor
DC voltmeter/ammeters
Annunciators
GEN 1, GEN 2, GEN 3
BAT 1, BAT 2
HOT BAT
BUS TIED
Battery temperature indicator
AC voltmeter
AC1/AC2 annunciators
Protection
Circuit breakers
Current limiters
Reverse current relays
Generator control units
4B-14
Falcon 50
October 1997
Electrical Systems
Lighting System
Power Source
28V DC
Primary A and B buses
Auxiliary C and D buses
115V AC, 400 Hz
X bus
Control
Flight deck lighting

Pilots dimmer control panel
Copilots dimmer control panel
Switches
Interior light
Exterior light
Proximity (taxi lights)
C and D bus tie
Monitor
Warning and advisory lights
Protection
Circuit breakers
Falcon 50
October 1997
4B-15
4B-16
Falcon 50
October 1997
Environmental Systems
D5_4C_001.ai
Bleed Air System
Falcon 50
October 1997
4C-1
4C-2
Falcon 50
October 1997
Air Conditioning System
B BUS
D BUS
1
BAG
PRESS
COND'G
CABIN
CAB TEMP
CONTROL
CREW
40
CKPT TEMP
CONTROL
AUTO
PASSENGER
20
AUTO
0
COLD HOT
COLD HOT MANUAL
OFF
HP
BLEED
1-2
LP
LP
CABIN
TEMP
A BUS
AUTO
C BUS
ON
PROBE
AMPLIFIER
BAGGAGE COMPARTMENT
INTERCONNECTION VALVE
OFF
BLEED AIR
CREW
CABIN
AUTO
MAN.
BAGGAGE
COMPARTMENT
CABIN
A-B
COND'G
OVHT
AUTO
OFF
PRV
HP2
HP3
HP1
ISOLATION
AUTO
MANUAL
HP BLEED 3
TO CREW
TEMP CONTROL
COND'G
CREW
S-DUCT
ANTI-ICE
RECIRCULATED
AIR
TO
CREW
TEMP
VALVE
INDIC
GASPER
BAG
TIME
DELAY
CIRCUIT
TIME
DELAY
CIRCUIT
LP BLEED
NO. 2
BAGGAGE
SUPPLY VALVE
CREW
ECU
PRV
CABIN
ECU
DUCT
PROBE
GASPER
TO CREW
PROBE
AMPLIFIER
APU
PRV AIR
RECIRCULATED
AIR
FLOW
RESTRICTORS
CONDITIONING AIR SUPPLY
BLEED AIR
OVERHEAT
SENSORS
LP BLEED NO. 3
LP BLEED NO. 1
COMMON MANIFOLD AIR

COOLED CONDITIONING AIR
A BUS ON SOME A/C
CONDITIONED AIR
Falcon 50
October 1997
OFF
MASTER
ON
START
GEN
BLEED
AIR
STOP
LOP
AIRFRAME
ANTI-ICE
D5_4C_002.ai
CABIN AIR
1 "BAG PRESS" ON
4C-3
4C-4
Falcon 50
October 1997
Pressurization System
COPILOT
STATIC SYSTEM
10
TRIPLE INDICATOR
MB
AR
8
6
4
AR
P0
CABIN ALTITUDE (* 1,000 FT)
PRESSURIZATION RANGE - AUTO MODE
7
60
8.8
I)
PS
-1
T
AL
UP
RATE
1000 0
DN
10
20
30
40
AIRCRAFT ALTITUDE (* 1,000 FT)
CABIN
40
PNEUMATIC
OUTFLOW VALVE
(EMERGENCY)
5
7
1
2
3
4
CABIN
PRESS
INPUT
MB
COPILOT
PITOT
STATIC
SELECTOR
9
20
10
50
MANUAL
PRESSURIZATION
CONTROLLER
E
JET
PUMP
10
0
HT
T
AL
B A RO
25
8
7
30
ABC
40 SEMO 35
FILTER
CABIN
AIR
30 in. Hg
50
45
A BUS
29
FL IG
10,000 FT
CABIN ALTITUDE
CABIN
.
0M
R AT
A-B
NO. 1 AND NO. 2 ENGINE

HP BLEED AIR OR APU
LP BLEED AIR
4
5
AUTOMATIC
PRESSURIZATION
CONTROLLER
AUTO
M
A
N
DUMP
AUTO
MAN
DUMP
ELECTROPNEUMATIC
OUTFLOW VALVE
PRESSURIZATION
SELECTOR SWITCH
STATIC AIR
VACUUM PRESSURE
SERVO SYSTEM (CONTROL CHAMBER PRESS)

CABIN PRESSURE
Falcon 50
October 1997
CABIN
PRESS
A BUS
D5_4C_003.ai
MANUAL REF PRESSURE
4C-5
4C-6
Falcon 50
October 1997
Bleed Air Supplies
Consisting of main and auxiliary LP and HP bleed air sources

from the engines and APU, bleed air supplies:
cabin, cockpit, and baggage compartment pressurization
and air conditioning (main)
nose cone avionics ventilation (main)
wing and No. 2 engine S-duct anti-icing (main)
hydraulic reservoir pressurization (auxiliary)
fuel tank pressurization (auxiliary)
pressurization jet pump (auxiliary).
Low pressure (LP) bleed air flows to the bleed air manifold.
Under certain conditions, high pressure (HP) bleed air flows
through opened HP valves into the LP lines to supplement the
low pressure air. HP air supplies the engine anti-icing systems
and pressurization jet pump. If bleed air flow from the bleed air
manifold to the air conditioning system is insufficient, HP bleed
air from the No. 2 engine supplements the air supply through
the pressure regulating valve (PRV).
Check valves in the supply and distribution lines restricts bleed
air flow toward an inoperative engine or APU.
The bleed air manifold is the primary collection and distribution
point for bleed air from the engines and APU. It essentially consists of two sections connected through a normally open isolation valve. If one section develops a leak or contains smoke,
turning the ISOLATION valve to the closed position isolates the
two sections from each other.
Falcon 50
October 1997
4C-7
Air Conditioning
The air conditioning system consists of two identical supplying

subsystems that separately feed the cockpit and cabin.
Bleed air enters the cockpit and cabin air conditioning subsystems through the conditioning valves. With the switches in
the OFF position, the valves are closed. Placing the CABIN
or CREW BLEED AIR switches in ON immediately opens the
valves.
With the switches in AUTO, valve opening depends on power
lever position and actuation of the ground/flight relay. At engine
speeds below 54 FCU, the valves are open. On the ground,
advancing a power lever above 54 FCU automatically closes
the conditioning valves to prevent an air conditioning surge with
high engine power settings. After takeoff, the valves slowly open
to restore air conditioning and pressurization operation.
With the valves open, bleed air flows toward the cockpit and
cabin temperature regulating valves through flow restrictors.
The restrictors limit the bleed air demand required from the
engines and dampen bleed air pressure surges caused by rapid
throttle movement. The bleed air flow then splits and passes
through the temperature regulating valves.
Controlled manually or automatically through the temperature
control panel, each pair of valves inversely opens and closes
to regulate bleed air flow through the hot air supply line and the
line connected to the environmental cooling units (ECUs).
With an AUTO/MAN switch in the AUTO position, the thermostatic
control system regulates air temperature in that zone (cockpit
or cabin) based on temperature data supplied by temperature
probes. If the temperature is lower than the desired setting,
the system closes the valve supplying the ECU and opens the
valve that bypasses the ECU; air temperature increases. If the
temperature is higher, the ECU supply valve opens and the
bypass valve closes; air temperature decreases.
4C-8
Falcon 50
October 1997
Placing the AUTO/MAN switch in the MAN position allows the
crew to manually control the temperature control valves through
the COLD/HOT switches. Holding the switch toward COLD increases airflow through the ECU to decrease air temperature;
holding the switch toward HOT decreases airflow through the
ECU to increase air temperature.
Air entering the ECU first passes through the air-cooled heat
exchanger where it is initially cooled. The air continues through
a second section of heat exchanger which uses previously
cooled air conditioned air to cool that section. At this stage of
the cooling process, water vapor in the airflow condenses; the
recovered water is then used to assist cooling in the heat exchanger. Air entering the turbine gives up its remaining heat
while its pressure rapidly decreases as it expends energy to
spin the turbine. The turbine also drives a fan that forces outside air through the heat exchanger. The rapid cooling effect
created by the turbine can cause the air temperature to drop
below freezing. To prevent this temperature drop from occurring, a temperature-controlled antiice valve injects hot bleed air
into the air stream to maintain it at approximately 37F (3C).
Baggage Compartment
The airflow bypassing the crew ECU also supplies the baggage
compartment ventilation system. With the BAG switch in ON,
28V DC from the A bus powers the supply and isolation valves
open. Hot bleed air flowing through the supply valve warms the
baggage compartment. The isolation (interconnection) valve
serves to balance pressure between the baggage compartment
and the passenger cabin. Placing the switch in OFF closes both
valves to isolate the baggage compartment from the cabin and
the air conditioning system.
Falcon 50
October 1997
4C-9
Nose Cone
On the ground only, a fan powered by 28V DC from the C bus
circulates cooling air through the nose cone compartment. In
flight with the NOSE handle in the open position, a valve opens
to admit cockpit air into the nose cone for air conditioning.
Pressurization
With a constant supply of conditioned air entering the pressure

vessel, the pressurization system automatically maintains a
selected cabin altitude, climb rate, and descent rate by regulating cabin airflow to atmosphere through two outflow valves. A
pressure regulator partially pressurizes the nose cone above
ambient pressure by maintaining a partial pressure proportional
to cabin pressure.
The cabin systems 8.8 PSID (607 mbar) rating provides a comfortable 8,000 ft cabin altitude at 45,000 ft. Overpressure relief
valves prevent cabin pressure differential from exceeding 9.15
PSID (627 mbar). If cabin altitude exceeds 12,500 1,500 ft,
the outflow valves close to prevent further cabin pressure loss.
On aircraft with SB F50-154, the cabin altitude must exceed
14,500 ft to close the outflow valves.
On aircraft with SB F50-163, the systems 9.15 PSID (627
mbar) rating provides an 8,000 ft cabin altitude to 49,000 ft.
Overpressure relief valves prevent cabin pressure differential
from exceeding 9.5 PSID (665 mbar). If cabin altitude exceeds
12,500 ft, the outflow valves close to prevent further cabin pressure loss.
If cabin altitude exceeds 10,000 500 ft, the CABIN annunciator
illuminates and the warning horn sounds.
4C-10
Falcon 50
October 1997
Automatic Operation
With the pressurization selector switch in AUTO, 28V DC from
the A bus supplies the pressurization system controller. After
setting the desired cabin altitude (ALT), cabin rate-of-change
(RATE), and reference pressure (BARO) adjustments, the
pressurization system regulates cabin altitude and rate-ofchange.
On the ground, the system holds the outflow valves open and
the cabin does not pressurize.
Advancing the throttles above 54 FCU on the ground signals
the controller to begin cabin pressurization. The controller
closes the electro-pneumatic outflow valve. The pneumatic
valve follows the electro-pneumatic valve. Cabin altitude does
not exceed ambient pressure and ambient air should not be
entering the cabin.
When the aircraft leaves the ground, the controller pressurizes
the cabin based on the RATE setting and cabin altitude. When
the aircraft reaches cruising altitude, the controller governs the
outflow valves, which open to stabilize cabin air loss at a rate
necessary to maintain the desired cabin altitude.
Manual Operation
If the normal pressurization system fails, placing the pressurization selector switch in MAN cuts power to the pressurization
controller. Adjusting the manual PRESSURIZATION knob
between DN and UP directly controls outflow valve opening and
closing with vacuum pressure supplied by the pressurization jet
pump.
Falcon 50
October 1997
4C-11
With the knob in DN, the manual pressurization controller provides a cabin descent rate of approximately 1,000 FPM down
by cutting vacuum pressure to the outflow valves. The outflow
valves closes and cabin pressure increases. Placing the knob in
UP supplies vacuum pressure to the outflow valves. The valves
open and cabin altitude climbs at approximately 1,500 FPM.
Adjusting the knob within the white sector between DN and UP
regulates vacuum pressure to provide a relatively stable cabin
altitude.
Dump
Placing the pressurization controller switch in DUMP supplies
28V DC from the A bus to drive the electro-pneumatic outflow
valve to the full open position with the pneumatic outflow valve
following it. An altitude limiting aneroid on both outflow valves
limits cabin altitude by closing the outflow valves at 12,500
1,500 ft (14,500 1,500 ft on aircraft with SB F50-154).
4C-12
Falcon 50
October 1997
Main LP Bleed Air

Power Source
Engines 1/2 (right ports)

Engine 3 (left port)
APU port
Distribution
Common manifold
RH (crew/baggage) conditioning
LH (cabin) conditioning
Wing and S-duct anti-icing
Control
Switches
ISOLATION valve
APU BLEED AIR
Engine power regulation
Monitor
Annunciators
APU BLEED
BLEED OVHT
APU BLEED AIR switchlight
Secondary LP Bleed Air

Power Source
Engines 1/2 (left port)
Distribution
Both hydraulic reservoirs

Fuel tanks
Jet pump (APU bleed air ground only)
Control

APU BLEED AIR switch
Monitor
Annunciators
TK.P1
TK.P2
Fuel transfer
Falcon 50
October 1997
4C-13
Main HP Bleed Air

Power Source
Engine HP bleed ports
Distribution
Common manifold
Conditioning systems
Wing and S-duct anti-icing
Pressure regulating valve
Engine anti-icing internal
Control
Switches
HP1, HP2, HP3
PRV
ISOLATION
ENG 2 and AIRFRAME anti-ice
Monitor
BLEED OVHT annunciator

Engine ITT gages
Anti-icing indicator lights
Protection
Circuit breakers
Secondary HP Bleed Air

Power Source
Engines 1/2 HP bleed port line tap offs
Distribution
Pressurization jet pump
Control
Monitor
Triple indicator
RATE
DIFF PRESSURE
Cabin ALTITUDE
4C-14
Falcon 50
October 1997
Pressurization System
Power Source
Combined engine bleed air

Common bleed air manifold
Engine 2 HP bleed air
Pressure regulating valve
Primary A bus
Distribution
Electropneumatic outflow valve

Nose cone area (partial pressurization)
Pneumatic outflow valve
Cabin
Cockpit
Baggage compartment
Control
Switches
CABIN BLEED AIR
CREW BLEED AIR
BAG BLEED AIR
PRV
AUTO-MAN-DUMP pressurization selector
ALT/RATE/BARO automatic pressurization
control knobs
UP/DN manual pressurization control knob
NOSE cone control handle
Monitor
Triple indicator
RATE
DIFF PRESSURE
Cabin ALTITUDE
Cabin annunciator
Audible warning
Protection data on following page.
Falcon 50
October 1997
4C-15
Pressurization System (cont.)

Protection
Circuit breakers
Overpressure relief
Negative pressure relief
Cabin altitude limiter
4C-16
Falcon 50
October 1997
Air Conditioning System

Power Source
No. 2 engine HP bleed air

APU bleed air
Common manifold
ECUs (2)
Distribution
Cabin
Crew
Baggage compartment
Nose cone compartment
Control
Switches
HP1, HP2, HP3
PRV
ISOLATION
CABIN BLEED AIR
CREW BLEED AIR
BAG BLEED AIR
CREW AND PASSENGER AUTO/MANUAL
CREW AND PASSENGER COLD/HOT
Auto temperature selectors
CREW
PASSENGER
NOSE cone control handle
Crew/cabin gaspers
Rapid pre-conditioning (flood duct) door
Electric floor heat switches and rheostat
Monitor and Protection data on following page.
Falcon 50
October 1997
4C-17
Air Conditioning System (cont.)

Monitor
Temperature regulating valve indicators

CREW
PASSENGER
Cabin temperature indicator
Annunciators
CONDG OVHT
APU BLEED
BLEED OVHT
Protection
Circuit breakers
4C-18
Falcon 50
October 1997
Fire Proctection
Fire Detection/Extinguishing System

ENGINE FIRE
LIGHT
TELEFORCE
CABLE
FUEL SHUTOFF
VALVE
ENGINE 3
DETECTOR
WHEELS
DETECT 3
L R
B BUS
ENG 3
AUDIO
WARN A A
PULL
PULL
PULL
FIRE
BAG COMP
1
0
FIRE
AFT COMP
1
0
1
0
TEST
FIRE
FIRE
APU
1
0
1
0
DETECT 2
B
U
REAR CMPT S
BAG CPMPT
1
0
A BUS
B BUS
A
L/G WHEEL
WELL DETECTORS
FIRE
AFT COMPARTMENT
BAGGAGE
COMPARTMENT
B
U
S
AURAL
WARNING
AFT
COMPARTMENT
FIRE DETECTOR
FIRE
BAGGAGE AND AFT

COMPARTMENT
EXTINGUISHERS
APU
DETECTOR
ENGINE 2
DETECTOR
APU
ENG 2
SMOKE
DETECTOR
B
AUDIO U
WARN B S
APU EXTINGUISHER
ENGINE
EXTINGUISHERS
ENG 1
DETECT
1
ENGINE 1
DETECTOR
Falcon 50
October 1997
A BUS
DISCHARGE
INDICATORS
SYSTRON-DONNER
FIRE DETECTION LOOP
NOTE: PLACING THE AFT COMP
EXTINGUISHER SWITCH TO POSITION 1
DISCHARGES BOTH THE BAGGAGE
AND AFT COMPARTMENT BOTTLES
INTO THE AFT COMPARTMENT.
D5_4D_001.ai
DISCHARGE
INDICATORS
4D-1
4D-2
Falcon 50
October 1997
Fire Protection
Fire Detection
Stainless steel sensing tubes (Systron Donner detector) connected to a responder provide fire detection for the engine
nacelles, APU compartment, main gear wheel wells, and aft
compartment (see Table 4D-1).
When exposed to a high ambient temperature along the tubes
length, the tubes inert gas expands and pressure within the
tube increases. Exposing a small section of the tube to high
temperature (e.g., flame) results in the release of a gas by the
tubes titanium core. As the gas pressure in the tube increases,
it closes the responder pressure switch. The associated visual
warning light illuminates and the fire horn sounds.
Pulling an illuminated engine FIRE PULL handle mechanically
closes the associated engines fuel shutoff valve. Pulling the
No. 2 engine FIRE PULL handle also stops fuel flow to the APU
by closing the No. 2 engine fuel shutoff valve.
Fire Detection
System
Temperature
14C
25F
Engine
Ambient
Spot
204
482
400
900
APU
Ambient
Spot
204
482
400
900
Wheel Well
Ambient
Spot
132
427
270
800
Aft Compartment
Ambient
Spot
132
315
270
600
Warning
FIRE PULL
Fire Horn
FIRE APU
Fire Horn
APU shutdown
L/R WHEELS
Fire Horn
FIRE AFT COMP
Fire Horn
Table 4D-3: Fire Detection Systems
Falcon 50
October 1997
4D-3
If a sensing tube leaks and loses its inert gas, the normally
closed responder integrity switch opens. The affected system
fails its next test.
Pressing the TEST button tests the fire protection system by:
sounding the fire horn
illuminating the FIRE PULL, FIRE APU, FIRE AFT COMP,
FIRE BAG COMP lights
checking sensing tube integrity
checking fire extinguisher squib continuity
checking the baggage compartment smoke detector.
If a portion of the fire protection system fails, the associated
warning light fails to illuminate.
When there is a sufficient smoke build-up in the baggage
compartment, an optical smoke detector sounds the fire horn
and illuminates the FIRE BAG COMP light.
Fire Extinguishing
Three dual outlet fire extinguisher bottles supply fire extinguishing agent for the No. 1, 2, and 3 engines. Two single-outlet bottles
supply the APU and aft compartment. A single dual-outlet bottle
supplies the baggage compartment and aft compartment. All
six bottles contain Halon 1301 extinguishing agent pressurized
with nitrogen. The nitrogen charge increases bottle pressure for
quick discharge.
If a bottle overheats, the increased bottle pressure ruptures
an overpressure relief device to discharge bottle contents to
atmosphere through a vent on the left rear fuselage. Bottle
discharge dislodges the vents opaque cap revealing its red
interior.
4D-4
Falcon 50
October 1997
Fire Protection
Placing an ENG switch in the 1 position supplies 28V DC from
the A bus (No. 1 and 2 engine) or B bus (No. 3 engine) to fire
the associated bottles explosive cartridge. Extinguishing agent
flows to the engine nacelle. Placing the switch in the 2 position
supplies 28V DC from the Battery bus to discharge another
bottle in the same engine.
Selecting the 1 position on the APU FIRE switch supplies 28V
DC from the Battery bus to fire the APUs fire extinguisher bottle
into the APU enclosure.
Selecting position 1 of the FIRE AFT COMP switch supplies
28V DC from the Battery bus to discharge both bottles in the
baggage compartment into the aft compartment.
Selecting position 1 of the FIRE BAG COMP switch supplies
28V DC from the Battery bus to discharge the right side
baggage compartment fire extinguisher bottle into the baggage
compartment.
Falcon 50
October 1997
4D-5
Fire Detection
Power Source
Primary A bus
Engine 1
Engine 2
Baggage compartment
Wheel wells L/R
Aft compartment
Primary B bus
Engine 3
APU
Distribution
All three engines

APU (if installed) (automatic shut down)
Baggage compartment (smoke detector)
Aft compartment
Main gear wheel wells
Control
Test button
Horn silence
Monitor
Aural warning (can be silenced)

Annunciators
FIRE 1 PULL (Engine 1)
FIRE BAG COMP
FIRE APU
FIRE AFT COMP
Fire WHEELS L/R
Fire warning panel test
Protection
Circuit breakers
System fails to test if faulty
4D-6
Falcon 50
October 1997
Fire Protection
Fire Extinguishing
Power Source
Primary A bus
ENG 1 and ENG 2 position 1
Primary B bus
ENG 3 position 1
Battery bus
ENG 1, ENG 2, ENG 3 position 2
FIRE BAG COMP position 1
FIRE AFT COMP position 1
FIRE APU position 1
Distribution
Halon 1301 extinguishers for

Three engines
Baggage compartment
Aft compartment
APU
Control
FIRE PULL (fuel shutoff) handles for

engines 1, 2, 3
Six extinguisher switches
Monitor
Fire panel annunciators
Protection
Circuit breakers
Thermal discharge overpressure relief for
bottles
Falcon 50
October 1997
4D-7
4D-8
Falcon 50
October 1997
Flight Controls
Slats
Normal Operation
INBOARD SLAT
NORMAL
ACTUATORS
OUTBOARD SLAT
E
EMERGENCY
ACTUATOR
R
R
AIR
BRAKE
SUPPLY
CONTROL
VALVE
FLAPS
UP
DN
SLATS
48 20
SLAT
INDIC
RESTRICTOR
OUTBOARD SLATS
EMER SOLENOID
VALVE
SOLENOIDS
SLATS
CONTROL
VALVE
A
B
U
S
R P
2 FLAP
SWITCH
NO. 1
SYSTEM
TELEFORCE
CONTROL CABLE
EMERG
SLATS
CLEAN
SLATS
S + FLAPS 20
S + FLAPS 48
R
NO. 2
SYSTEM
NOTE: ACTUATORS ARE MARKED AT

FITTINGS WITH THE LETTERS S&R,
WHICH ARE FRENCH ABBREVIATIONS
FOR EXTEND AND RETRACT. THIS
DIAGRAM USES E&R TO ABBREVIATE
EXTEND AND RETRACT.
NO. 1 SYSTEM SUPPLY AND
RETRACT LOAD PRESSURE
NO. 1 SYSTEM EXTEND
PRESSURE
RETURN
NO. 2 SYSTEM SUPPLY
Falcon 50
October 1997
D5_4E_001.ai
EMERGENCY
ACTUATOR
4E-1
Slats
Emergency Operation
INBOARD SLAT
NORMAL
ACTUATORS
OUTBOARD SLAT
EMERGENCY
ACTUATOR
SUPPLY
CONTROL
VALVE
FLAPS
UP
DN
SLATS
RESTRICTOR
48 20
OUTBOARD SLATS
EMER SOLENOID
VALVE
SLAT SOLENOIDS
INDIC
SLATS
CONTROL
VALVE
A
B
U
S
B
TELEFORCE
CONTROL CABLE
NO. 1
SYSTEM
B
U
S
CLEAN
SLATS
S + FLAPS 20
S + FLAPS 48

RETURN
NO. 2 SYSTEM SUPPLY
NO. 2 SYSTEM EXTEND PRESSURE
4E-2
P
NO. 2
SYSTEM
EMERG
SLATS
NOTE: THE OPERATION OF THE SLAT SYSTEM

IN THE EMERGENCY MODE IS BY ACTUATION
OF THE EMERGENCY ACTUATORS ONLY BY
OPERATION OF THE OUTBOARD SLATS
EMERGENCY SOLENOID VALVE.
NOTE: ACTUATORS ARE MARKED AT FITTINGS
WITH THE LETTERS S&R WHICH ARE FRENCH
ABBREVIATIONS FOR EXTEND AND RETRACT.
THIS DIAGRAM USES E&R TO ABBREVIATE
EXTEND AND RETRACT.
D5_4E_002.ai
AIR
BRAKE
EMERGENCY
ACTUATOR
Falcon 50
October 1997
Flight Controls
Slats
Automatic System 1
INBOARD SLAT
NORMAL
ACTUATORS
OUTBOARD SLAT
E
EMERGENCY
ACTUATOR
R
R
AIR
BRAKE
EMERGENCY
ACTUATOR
FLAPS
UP
DN
SLATS
SUPPLY
CONTROL
VALVE
IAS > 270 KT

AIR DATA
SWITCH
48 20
SLAT
INDIC
OUTBOARD SLATS
EMER SOLENOID
VALVE
A
SLATS
CONTROL
VALVE
B
U
S
LH AUTO
SLAT
A
AUTO
SLATS
SOLENOID A
17 OR 27 LH
STALL VANE
SWITCHES
TELEFORCE
CONTROL
CABLE
EMERG
SLATS
R P
NO. 1
SYSTEM
R
NO. 2
SYSTEM
CLEAN
S + FLAPS 20
S + FLAPS 48

NO. 1 SYSTEM EXTEND
PRESSURE
RETURN
NO. 2 SYSTEM SUPPLY
Falcon 50
October 1997
NOTE: ACTUATORS ARE MARKED AT

FITTINGS WITH THE LETTERS S&R, WHICH
ARE FRENCH ABBREVIATIONS FOR EXTEND
AND RETRACT. THIS DIAGRAM USES E&R TO
ABBREVIATE EXTEND AND RETRACT.
NOTE: AIRCRAFT SN 168 AND

SUBSEQUENT AND AIRCRAFT MODIFIED
WITH SB F-50-0166 HAVE ADDITIONAL
CIRCUITRY TO MONITOR BOTH NUMBERS
1 AND 2 AUTOMATIC SLAT SYSTEMS. IF
THE AUTO SLAT LIGHT ILLUMINATES IN
FLIGHT, IT MAY INDICATE A FAILURE IN
THE STALL-AUTOMATIC SLAT EXTENSION
CIRCUITS OR AUTO SLAT EXTENSION
PROTECTION CIRCUIT.
D5_4E_003.ai
SLATS
4E-3
Slats
Automatic System 2
INBOARD SLAT
NORMAL
ACTUATORS
OUTBOARD SLAT
E
EMERGENCY
ACTUATOR
R
R
AIR
BRAKE
EMERGENCY
ACTUATOR
FLAPS
UP
DN
SLATS
48 20
SUPPLY
CONTROL
VALVE
IAS > 270 KT

AIRSPEED
SWITCH
SLAT
INDIC
A
SLATS
CONTROL
VALVE
B
U
S
R P
B
B
U
S
OUTBOARD SLATS
EMER SOLENOID
VALVE
RH AUTO
SLAT
AUTO
SLATS
NO. 1
SYSTEM
SOLENOID B
EMERG
SLATS
R
NO. 2
SYSTEM
TELEFORCE
CONTROL
CABLE
19 OR 27 RH
STALL VANE
SWITCHES
SLATS
S + FLAPS 20
S + FLAPS 48

RETURN
NO. 2 SYSTEM SUPPLY
4E-4
NOTES: ACTUATORS ARE MARKED AT

FITTINGS WITH THE LETTERS S&R
WHICH ARE FRENCH ABBREVIATIONS
FOR EXTEND AND RETRACT. THIS
DIAGRAM USES E&R TO ABBREVIATE
EXTEND AND RETRACT
NOTES: AIRCRAFT SN 168 AND
SUBSEQUENT AND AIRCRAFT
MODIFIED WITH SB F-50-0166 HAVE
ADDITIONAL CIRCUITRY TO MONITOR
BOTH NUMBERS 1 AND 2 AUTOMATIC
SLAT SYSTEMS. IF THE AUTO SLAT
LIGHT ILLUMINATES IN FLIGHT, IT MAY
INDICATE A FAILURE IN THE
STALL-AUTOMATIC SLAT EXTENSION
CIRCUITS OR AUTO SLAT EXTENSION
PROTECTION CIRCUIT.
D5_4E_004.ai
CLEAN
Falcon 50
October 1997
Flight Controls
Flaps Control System
FLAP MOTOR GEAR ASSY
2 LIMIT SW
(LEADING
EDGES)
TO SLATS INDICATING
CLEAN
SLATS
I
N
D
I
C
A
T
I
N
G
S
W
I
T
C
H
SLATS RETRACTED
A-B
T/O
CONFIG
SLATS
EXTENDED
FLAP 0
S + FLAPS 20
S + FLAPS 48
AIR
BRAKE
0 TO 5
0 TO 22
FLAPS
RETRACTED
0
0 TO 22
DOUBLE ANGLE
DRIVE
0
0 TO 48
>22
0 TO 20
0 TO 48
FLAPS
EXTENDED 48
TO L/G
WARNING
EXTENDED
FLAP
CONTROL
FLAP
ASYMMETRY
EXTENDED
RH FLAP POSITION
TRANSMITTER
RETRACTED
FLAP A/B
INDIC
+28V DC
FAILURES
FLAP
RETRACT
SOLENOID
#2 HYD
SYSTEM
PRESSURE
ANGLE
DRIVE
SCREW
ACTUATOR
ELECTROVALVE
B
B
U
S
#2 HYD
SYSTEM
RETURN
48
RETRACTED
B
U
S
FLAPS
48 20
>5
>5
FLAP
HYDRAULIC
MOTOR WITH
GEAR
REDUCTION BOX
FLAP
EXTENSION
SOLENOID
>20
DN
0 TO 5
>22
UP
SLATS
TO T/O CONFIG
FLAPS
20
SLATS/FLAPS
CONTROL UNIT
TO AP GAIN
AND AUTHORITY
SWITCHING
INBOARD
FLAP
LINK ROD
LIAISON
MASTER WARNING PANEL

FLAP ASYM
FLAP POSITION
INDICATOR
N
+
(43D)
DEUTSCH
DIFF
RELAY
EXTENDED
EXTENDED
LH FLAP POSITION
TRANSMITTER
RETRACTED
EXTENDED
Falcon 50
October 1997
OUTBOARD
FLAP
POTENTIOMETER
FOR ASSYMETRY
DETECTION
D5_4E_005.ai
S
L
A
T
S
FLAP CONTROL LINKAGE
4E-5
4E-6
Falcon 50
October 1997
Flight Controls
Airbrake System
TRIM/AIRBRAKE
CONTROL UNIT
P
R
I
M
A
R
Y
POS 1
A/B
CONTROL
B
U
S
1
2
EXTENDED
RETRACTED
RH OUTBOARD
AIRBRAKE
EXTENDED
INBOARD/
OUTBOARD
POS 2
RETRACTED
RH MEDIAN
AIRBRAKE
NORMAL
EXTENDED
RH INBOARD
AIRBRAKE
RETRACTED
B
AIR
BRAKE
TO STANDBY
HYD PUMP
A-B
T/O
CONFIG
MEDIAN
LH INBOARD
AIRBRAKE
PRINTED
CIRCUIT
BOARD
GROUND/FLIGHT RELAYS
CHECK VALVE
84 FCU
POWER
LEVER
SWITCHES
LH MEDIAN
AIRBRAKE
LH OUTBOARD
AIRBRAKE
CALIBRATED VALVE
SYSTEM PRESSURE
SYSTEM RETURN
1
S/N 001 TO 147
OPERATING FLUID RETURN
S/N 148 AND SUBSEQUENT
OPERATING FLUID PRESSURE
Falcon 50
October 1997
D5_4E_006.ai
PRESSURE RELIEF VALVE
4E-7
4E-8
Falcon 50
October 1997
Flight Controls
Primary Flight Controls
In response to crew inputs and autopilot commands, the

mechanically controlled and hydraulically boosted primary
flight controls (aileron, elevator, and rudder) control the aircraft
through the roll, pitch, and yaw axes.
Movement of the control wheel, control column, or rudder
pedals mechanically operates a servo-actuator at the control
surface that, in turn, moves the related control surface. Each
servoactuator is a two-barrel device with one barrel powered by
the No. 1 hydraulic system and the other barrel powered by the
No. 2 hydraulic system. If one hydraulic system fails, the other
system continues to power the actuator. If both systems fail,
the flight control reverts to mechanical control with a resultant
increase in control forces.
Because the primary flight controls are hydraulically boosted,
control surfaces do not return control loads to the flight controls.
Artificial feel units (AFUs) acting on the aileron, elevator, and
rudder operating mechanisms provide an increased control
force with greater control surface deflection. Arthur-Q units,
controlled by total (pitot) and static pressure and powered by
No. 1 hydraulic system pressure, proportionally vary control
forces with changes in airspeed. The aileron and elevator
control linkage mechanisms each have an Arthur-Q unit; the
rudder control linkage does not.
If an Arthur-Q unit malfunctions, the Q UNIT annunciator
illuminates when the position of the Arthur-Q unit is not correct
for the airspeed flown as provided for the No. 1 air data computer
(ADC).
Falcon 50
October 1997
4E-9
Ailerons
Moving the control wheel left or right from neutral deflects the
ailerons through a system of tubes, bellcranks, rods, and an
amedee unit connected to the two aileron servo-actuators.
Pressing the left or right side of the dual-action AILERON trim
switch supplies 28V DC from the C bus to the aileron trim
actuator. The actuator, exerting force on the aileron control
linkage, shifts the linkage to provide approximately 50% of
normal aileron deflection.
Pressing one of the EMERG buttons supplies 28V DC from the
B bus to drive the emergency trim actuator. The emergency
trim actuator directly acts on the left aileron servo-actuator. If
the trim actuator is not in the neutral position, the AIL ZERO
annunciator illuminates. The emergency aileron trim actuator
provides limited roll control if the aileron control linkage fails.
Elevator
Moving the control column forward or aft from neutral
operates a system of bellcranks, levers, and rods connected
to the hydraulically powered elevator servo-actuator. The
servo-actuator then deflects the elevator for pitch control.
Actuating the control wheel trim switches supplies 28V DC from
the A bus to the dual-motor horizontal stabilizer trim actuators
primary motor. The actuator then pivots the stabilizer on its
rear hinge point for trim control. If the normal trim system fails,
actuating the TAILPLANE EMERG switch supplies 28V DC from
the B bus to the actuators other motor and mechanically opens
the normal trim circuit breaker.
With the aircraft on the ground, the power levers forward of 84
FCU, and the horizontal stabilizer is out of the takeoff range (-3
to -7), the T/O CONFIG annunciator illuminates.
4E-10
Falcon 50
October 1997
Flight Controls
Rudder
Crew inputs through the interconnected rudder pedals deflect the
rudder left or right from neutral through a system of bellcranks,
rods, and tubes connected to the rudder servo-actuator in the
vertical stabilizer. The rudder servo-actuator also provides
gust dampening on the ground with the hydraulic systems
unpowered.
Actuating the split dual-action RUDDER switch left or right
supplies 28V DC from the D bus to the rudder trim actuator.
The actuator then positions the rudder left or right from neutral
through the normal linkage.
Secondary Flight Controls
The hydraulically powered secondary flight controls include

slats, flaps, and airbrakes.
Slats
Moving the slats/flaps handle from the CLEAN to SLATS position
mechanically operates the slat control valves pilot spool. No. 1
hydraulic system pressure then flows through the slat supply
distributor and control valve to the inboard and outboard slat
actuators extend ports. Restrictor valves in the pressure supply
lines ensure that the outboard slats extend faster than the inboard
slats. During slat transition, a red in transit light illuminates.
When the slats extend completely, four microswitches actuate
to extinguish the in transit light and illuminate the green SLATS
extended light. Actuation of the inboard slat microswitches also
energizes the control valve solenoid slide valve. This slide valve
prevents retraction of the outboard slats until the inboard slats
retract.
Falcon 50
October 1997
4E-11
Placing the slats/flaps handle in the CLEAN position shifts the

control valve slide to connect the inboard slat actuator extension
ports to return. When the inboard slats retract, the control valve
solenoid de-energizes allowing the outboard slats to retract.
Emergency Extension
If the normal slats extension system malfunctions or the No.
1 hydraulic system fails, actuating the EMERG SLATS switch
energizes the emergency solenoid selector valve with 28V DC
from the B bus. The selector valve then supplies No. 2 hydraulic
system pressure to the outboard slat emergency actuators. The
inboard slats do not extend.
Automatic Extension
If the aircrafts local angle-of-attack (AOA) exceeds 17, the left
AOA vane energizes the control valves A solenoid with 28V DC
from the A bus. The control valve then supplies No. 1 hydraulic
system pressure to extend the outboard slats. A safety feature
provided by the air data computer (ADC) prevents automatic
slat extension above 265 KIAS.
When local AOA decreases below 17, the left AOA vane deenergizes the control valve solenoid; outboard slats retract.
If the No. 1 system fails or the No. 1 automatic slat system
fails to extend the slats and the aircrafts local AOA exceeds
approximately 19, the right AOA vane energizes the control
valves B solenoid with 28V DC from the B bus. If No. 1 system
pressure is available, the control valve then supplies No. 1
system pressure to extend the outboard slats. Whether No. 1
system pressure is available or not, the emergency solenoid
selector valve activates to supply the emergency outboard
actuators to extend the outboard slats. An indicated airspeed
switch supplied by the copilots pitot/static system prevents
automatic slat extension above 265 5 KIAS.
4E-12
Falcon 50
October 1997
Flight Controls
If the safety features for the No. 1 and No. 2 automatic slat
extension systems fail, a monitor circuit detects the malfunction
above 270 kts and illuminates the AUTO SLATS annunciator.
With the annunciator illuminated, limit airspeed to 270 kts to
prevent structural damage caused by inadvertent automatic slat
extension at high airspeeds.
Flaps
Each two section (inboard and outboard) Fowler-type flap
extends either partially to increase lift or fully to increase lift and
drag. The slat/flap handle has detents for:
CLEAN flaps and slats retracted
SLATS only slats extended
S + 20 FLAPS slats extended and flaps at 20 deflection
S + 48 FLAPS slats extended and flaps at 48 deflection.
A mechanical stop at the slat/flap handle S + FLAPS 20 position
prevents direct selection of S + 48 FLAPS from CLEAN or
SLATS and retraction from S + 48 FLAPS to SLATS or CLEAN.
The slat/flap handle should not be selected to the next position
during extension until the slats or flaps have reached their
previously selected position.
Lifting then moving the slat/flap handle from one position to
the next actuates a microswitch associated with the selected
position. During flap extension, 28V DC from the D bus energizes
the control valve extend solenoid. During flap retraction, the
control valve retract solenoid energizes.
The control valve then routes No. 2 hydraulic system pressure
to the flap motor. The flap motor extends or retracts the
flaps through a reduction gearbox, mechanical linkages, and
screwjacks. When the flaps reach the selected position, a
flap position microswitch opens to cut power to the energized
solenoid. Hydraulic system pressure to the motor is stopped
and the flaps stop at the selected position.
Falcon 50
October 1997
4E-13
Two flap position transmitters drive the asymmetry monitoring

circuit. If the flaps move asymmetrically, the monitoring circuit
trips a relay that cuts power to the extend or retract solenoid.
The FLAP ASYM annunciator then illuminates; the flaps stop
moving.
The left flap position transmitter also supplies a signal for
the configuration panel flap indicator. The right flap position
transmitter may supply a signal for an optional flight data
recorder (FDR).
Airbrakes
Moving the AIRBRAKES handle from the 0 position to the 1

position energizes the median airbrake control valve. The
valve opens. No. 2 hydraulic system pressure flowing to the
center airbrake panel actuators overcomes retract pressure to
drive the panels to the 50 position. If No. 2 hydraulic system
pressure is less than 1,500 PSI and the standby pump switch
is in the AUTO position, selection of position 1 activates the
standby hydraulic pump.
Moving the handle to the 2 position energizes the inboard/
outboard control valve. The median control valve remains
energized. The inboard/outboard control valve then opens. No.
2 system pressure flows to the inboard and outboard airbrake
actuators. The inboard panels extend to 37 and the outboard
panels extend to 67.
Placing the AIRBRAKES handle in the 0 position de-energizes
the control valves so that hydraulic pressure to the actuators
extend ports stop. No. 2 system pressure drives the actuators
to the retracted position.
The AIRBRAKE annunciator illuminates if any of the airbrake
panels are not retracted.
4E-14
Falcon 50
October 1997
Flight Controls
Primary Flight Controls

Power Source
Hydraulic Systems 1/2
Distribution
Aileron, elevator, and rudder servo control

actuators
Arthur Q Units
Power Source
Hydraulic System 1
Copilot static system (static pressure data)
Copilot pitot system (aileron Arthur Q)
Engine No. 1 pressure (Pt2) probe
(elevator Arthur Q)
Control
NORMAL/PANEL ONLY dual isolation valve

selector
Monitor
Q UNIT light
Falcon 50
October 1997
4E-15
Pitch Trim Normal

Power Source
Primary A bus
Control
Split yoke switches

Autopilot system
Mach trim system
Distribution
Horizontal stabilizer
Monitor
Trim indicator
Clacker
T/O CONFIG light
Protection
Circuit breakers
Cross relays
Pitch Trim Emergency

Power Source
Primary B bus
Control
TAILPLANE switch
Distribution
Horizontal stabilizer
Monitor
Trim indicator
Clacker
Protection
Circuit breakers
4E-16
Falcon 50
October 1997
Flight Controls
Roll Trim Control Normal

Power Source
Auxiliary C bus
Control
AILERON switch
Monitor
AILERON Scale of trim indicator
Protection
Circuit breakers
Cross relays
Roll Trim Control Emergency

Power Source
Primary B bus
Control
Two red pushbuttons below AILERON trim

switch
Distribution
Left aileron
Monitor
AIL ZERO light
Protection
Circuit breakers
Rudder Trim
Power Source
Auxiliary D bus
Control
RUDDER switch
Distribution
Rudder
Monitor
RUDDER scale of trim indicator
Protection
Circuit breakers
Cross relays
Falcon 50
October 1997
4E-17
Slats Normal Operation

Power Source
Hydraulic System 1
Primary A bus
Indication
Manual
Control Extension
Manual and Primary A bus
Control retraction
Control
Slat/flap control handle
Distribution
Inboard slats
Outboard slats
Monitor
SLATS in-transit red arrow light

SLATS green slat-shaped light
Annunciators
T/O CONFIG
AUTO SLATS
Slats Emergency
Power Source
Hydraulic System 2
Primary B bus
Control
EMERG SLATS red guarded switch
Distribution
Outboard slats only

Extension only
Monitor

Protection
Circuit breakers
4E-18
Falcon 50
October 1997
Flight Controls
Slats Automatic System 1

Power Source
Hydraulic System 1
Primary A bus
Control
Left stall vane automatic activation at 17
Distribution
Outboard slats
Monitor

IGN lights
Audible stall warning
STALL 1/2 test switches
Protection
Circuit breakers
Slats Automatic System 2

Power Source
Hydraulic Systems 1/2

Primary B bus
Control
Right stall vane automatic activation at 19
Distribution
Outboard slats
Monitor

IGN lights
Audible stall warning
STALL 1/2 test switches
Protection
Falcon 50
October 1997
Circuit breakers
4E-19
Flaps
Power Source
Auxiliary D bus (control)

Hydraulic System 2 (operation)
Primary B bus (indication)
Control
Slat/flap handle
Distribution
Inboard and outboard flaps
Monitor
Flap position indicator

Annunciator
FLAP ASYM
T/O CONFIG
Protection
Circuit breakers
Flaps assymetry circuit (cuts power to
hydraulic reduction gear motor)
Airbrakes
Power Source
Hydraulic System 2
Primary A bus (control)
Primary B bus (indication)
Control
Airbrake handle
Distribution
Six airbrake panels
Monitor
Annunciators
AIRBRAKE
T/O CONFIG
Protection
Circuit breakers
4E-20
Falcon 50
October 1997
Fuel System
Fuel System
OPTIONAL FUEL TEMP

PROBE SB F 50-0136
OR OPT 28-00-1
C B US
LO
PRESSURE REFUELING PANEL
B
FUEL 3
PRESSURE OPERATED TRANSFER VALVE

CONTROLLED BY LOWER FLOAT VALVE
FUEL GAGE
PROBE
A
B
XFR
D B US
XFR
PUMP 2
HI
FIRE
3
PULL
L O FUEL
B B US
MECHANICAL
DEFUEL VALVE
XFR
PUMP 3
APU SOLENOID
VALVE
SOLENOID
VALVES
XFR PUMP
XFR PUMP
BOOST 3
FIRE
2
PULL
XFR
BOOST
1
B B US
BOOST
2
XFR PUMP
FUEL GAGE
PROBE
XFR
A B US
A
XFR
XFR
LO FILL
SWITCH
MECHANICAL
DEFUEL VALVE
X FEED
FIRE
1
PULL
B B US
FUEL TRANSFER
SHUTOFF VALVES
(MECHANICAL)
A
XFR
JET
PUMP
PRESSURE-OPERATED
TRANSFER VALVES
CONTROLLED BY
LOWER FLOAT VALVES
Falcon 50
October 1997
TELEFORCE
CABLE
A
FUEL 1
SOLENOID
VALVE
BOOSTER
BOOSTER
X FEED
FUEL 2
FUEL GAGE PROBE

MECHANICAL
DEFUEL VALVE
XFR
INTERCOM
BOOSTER
ENG 2
ENG 1
FUEL
SYSTEM
X FEED
2-1
X FEED
2-3
C B US
D B US
LOW PRESSURE
HIGH PRESSURE
PRESSURE NO FLOW
MOTIVE FLOW
FUEL SUPPLY
TELEFORCE CABLE
D5_4F_001.ai
XFR
PUMP 1
REAR
SOLENOIDS ARE OPERATED BY HI-LO SWITCH ON PRESSURE

REFUELING PANEL. THE NO. 1 AND NO. 3 SOLENOID VALVES
CAN ALSO BE OPERATED BY THE EMERGENCY TRANSFER
SWITCH AFTER SB 175.
D B US
PRESSURE
FUELING
4F-1
4F-2
Falcon 50
October 1997
Fuel System
Refueling System
CONTROLLED BY VENT VALVE
CONTROL MICROSWITCH
OVERFULL
SWITCHES
AIR VENT VALVE
FILL SWITCHES
FILL SWITCHES
FUELING
OK
6
STOP
FUELING
ON
CENTER
OFF
LH WING
OFF
REFUEL
SOLENOID
VALVES
ON
LO
RH WING
AIR VENT VALVE

CONTROLLED BY VENT VALVE
CONTROL MICROSWITCH
TO TRANSFER
MANIFOLD
STOP
FUELING
FUELING
OK
ON
TO
TRANSFER
MANIFOLD
TEST
CIRCUIT
VALVE
REFUELING
TEST
LEVER
CENTER
ON
DEFUEL
VALVE
RH WING
ON
TEST
OFF
OFF
OFF
HI
DEFUELING
OFF
REAR
LO
LH REAR RH
VENT VALVE TEST
REFUEL
MANIFOLD
HI
REAR
2
LH WING
ON
OFF
TRANSFER
MANIFOLD
ON
PRESSURE REFUELING PANEL
STOP FUELING INDICATOR IS

CONTROLLED BY VENT VALVES
NOT OPEN OR TWO OVERFULL
FLOAT SWITCHES IN THE CENTER
WING SECTION AND ANOTHER
OVERFULL FLOAT SWITCH AT THE
TOP OF THE CENTER FEED TANK
VENT VALVE
CONTROL MICROSWITCH
DEFUEL
VALVE
VENT VALVE HANDLE
LO LEVEL
FLOAT SWITCH 1,750 LBS
(ON FUEL GAGING PROBE)
PRESSURE REFUELING
COUPLING
NOTE: REFUEL POWER IS FROM

THE BATTERY BUS AS SOON AS
THE REFUEL DOOR IS OPEN
FUEL IN TANK
Falcon 50
October 1997
D5_4F_002.ai
REFUELING PRESSURE
4F-3
4F-4
Falcon 50
October 1997
Fuel System
Fuel Storage
Fuel storage consists of:

left and right wing tanks
center wing tank
three feeder tanks.
See Table 4F-1 for fuel tank capacities.
The left and right wing tanks consist of an inboard and outboard
tank separated by a rib. Flapper valves in the rib allow fuel
flow inward from the outboard to the inboard area but restrict
outward movement. Normally, a jet pump powered by a transfer
pump moves fuel from the outboard tank to the inboard tank. If
the normal auxiliary transfer system fails, fuel gravity flows from
the outboard to inboard tank through the flapper valves.
Tank
Wing
Left
Center
Right
U.S.Gals
Pounds
Liters
Kilograms
559
410
559
3748
2749
3748
2117
1553
2117
1700
1247
1700
210
367
210
1404
2460
1404
793
1390
793
637
1116
637
91
261
91
609
1750
609
344
988
344
276
794
276
2315
1971
15513
13213
8763
7463
7037
5993
Feeder
(High Level Fill)
Left
Center
Right
Feeder
(Low Level Fill)
Left
Center
Right
Total
High Level
Low Level
Figure 4F-1: Fuel Capacities
Falcon 50
October 1997
4F-5
The center wing tank extends from the forward to aft spar and
from wing root to wing root.
The feeder tanks consist of a fuselage tank between the
passenger cabin and the baggage compartment separated by
two structural frames. The left feeder tank supplies the No. 1
engine, the center tank supplies the No. 2 engine, and the right
tank feeds the No. 3 engine.
Capacitance-type fuel probes in the wing and feeder tanks drive
three fuel quantity indicators. With the selector switch in the
TOT position, the indicators show total fuel quantity in each
tank group (i.e., left, center, and right wing plus the respective
left, center, and right feeder tanks). Placing the switch in REAR
shows feeder tank fuel quantity. If any feeder tanks fuel level
drops to 300 lbs, a float-operated switch illuminates the LO
FUEL annunciator.
Manually operated drains at the tanks low points allow
accumulated water removal and fuel sampling. Electrically
operated valves vent the tanks to atmosphere during refueling.
Nonpressurized air spaces between the cabin and the center
and feeder tanks vented with ported cabin air prevent fuel fume
accumulation.
With the No. 1 or No. 2 engine operating, auxiliary LP bleed air
pressurizes the wing and feeder tanks to ensure fuel movement
without operation of the transfer and booster pumps. Pressure
reducing valves pressurize the wing tanks to 4.2 PSI and the
feeder tanks to 1.9 PSI above ambient pressure. If a tank
overpressurizes, relief valves open at 5.5 PSI (wing) or 3.3
PSI (feeder tanks). Each wing tank has a negative pressure
relief valve that opens at -0.29 PSI to vent the wing tanks to
atmosphere.
4F-6
Falcon 50
October 1997
Fuel System
Fuel Distribution
With the three XFR PUMP switches in the on position, 28V DC

from the C and D buses power the transfer pumps. Each pump
draws fuel from its tank through a strainer and a mechanically
operated fuel transfer shutoff valve and then supplies it through
a check valve to the feeder tank transfer valve. As the engine
consumes fuel and tank level drops below its regulation point
(600 lbs), the lower float valve opens the transfer valve to
maintain fuel level at its regulation point. After the wing tanks
empty, turn the XFR PUMP switches off.
The XFR intercom manifold interconnects the transfer lines from
the wing tanks to the feeder tanks after the check valves in each
transfer line. The manifold contains interconnection valves that
connect together the left to center and center to right systems.
The valves, if open, allow any wing tank to supply any feeder
tank. However, fuel cannot be moved from one wing tank to
another wing tank.
The left and right transfer pumps also power the wing tank
jet pumps. With the transfer pumps operating, the jet pumps
transfer fuel from the outboard wing tank to the inboard wing
tank. If the transfer system fails, fuel tank pressurization and
gravity flow moves fuel to feeder tanks.
With the three BOOSTER switches in the on position, the
booster pumps receive 28V DC from the A and B buses. The
pumps draw fuel from the bottom of their feeder tanks and pump
it through the fuel shutoff valves at approximately 10 to 16 PSI
to the enginedriven fuel pumps. The center booster pump also
supplies the auxiliary power unit (APU). Pulling the respective
FIRE PULL handle closes the fuel shutoff valve at the base of
the feeder tank and stops fuel flow to that engine.
Falcon 50
October 1997
4F-7
A pressure switch in each engine fuel supply line at the engine

closes to illuminate the associated FUEL annunciator at a
decreasing fuel pressure of 5.5 PSI. The pressure switches
open with an increasing pressure of 6.5 PSI.
If a booster pump fails, placing an associated X FEED knob
in the crossfeed position opens a supply manifold crossfeed
valve. The operating pump then supplies the failed pumps
engine through the crossfeed line.
Refueling
With Battery bus power available, opening the fueling access

door actuates a switch to power the fueling system and illuminate
the STOP FUELING light. Connecting the fuel hose operates
the vent valve handle on the fueling adapter to supply 28V DC
to the wing, center, and feeder tank vent valves. When the vent
valves open, the FUELING OK light illuminates. If the cockpit is
powered, the FUELING annunciator will be illuminated.
Placing the L.H. WING, CENTER, and R.H. WING refuel
switches in the on position opens the wing tank refuel solenoid
valves. Selecting HI or LO with the REAR switch selects the
desired fuel load in the feeder tanks. Maximum fueling delivery
pressure is 50 PSI.
With the REAR switch in HI, the feeder tank solenoid valves
open to allow the upper float to control the complete filling of
the feeder tanks. Feeder tank filling stops when fuel reaches
the upper float valve level. With the switch in LO, the solenoid
valves are closed; the feeder tank filling stops when fuel level
reaches the feeder tank lower float valve level in the left and
right feeder tanks and the lo level fill float valve switch in the
center feeder tank.
4F-8
Falcon 50
October 1997
Fuel System
Fuel flows from the refueling receptacle through the refuel
manifold into the left, center, and wing tanks through the refuel
valves and the into feeder tanks through the transfer valves.
Operating the TEST LEVER supplies fuel directly to the feeder
tank float valve bowls and operates the wing tank solenoid
valves. The transfer and solenoid valves close, and fueling
stops. Resetting the TEST LEVER continues normal fueling.
The wing tanks can be partially fueled by placing the L.H. WING,
CENTER, and R.H. WING switches in OFF when the desired
fuel level is reached. The refueling solenoid valves close, and
fueling stops.
As the wing tanks reach full, float switches open to cut power to
the refuel solenoid valves. The solenoid valves close; fuel flow
to the wing fuel tanks stop. As the fuel level in the feeder tanks
reach their selected level, the associated float valve actuates to
close the transfer valve. The center feeder tank employs a float
switch that stops fueling at the LO fill level. Fueling then stops.
When fueling is complete, moving the refueling lever down
after disconnecting the refueling nozzle closes the fuel tank
vent valves. The FUELING OK light extinguishes; the STOP
FUELING light illuminates. Place the L.H. WING, CENTER,
and R.H. WING switches in the OFF position and the REAR
switch in the LO position. Close the access door starting with
the forward latch then moving rearward.
If the FUELING annunciator illuminates, it indicates:
fueling access door not closed
vent valve not closed
D bus not powered
defueling valve not closed.
Falcon 50
October 1997
4F-9
If pressure fueling is not possible, the aircraft can be gravity

fueled. As with all fueling operations, the aircraft and fuel truck
must be properly grounded to minimize fire risk.
With electrical power available (APU or external power), placing
the GRAVITY FUELING switch in ON opens the vent valves
and center tank refueling solenoid valve. The LH and RH XFR
PUMP switches must be ON and XFR INTERCOM valves must
be in the open position to enable center wing tank and feeder
tank fueling.
As fuel enters through the overwing fueling adapters, it gravity
flows from the outboard to inboard wing tanks. The wing tank
transfer pumps then provide fuel to the center wing tank and
feeder tanks. When the fuel tanks reach the desired fuel load,
turn the LH and RH XFR PUMP switches OFF and place the XFR
INTERCOM valves in the closed position. Turn the GRAVITY
FUELING switch OFF and place the REAR switch in the LO
position if it was selected to HI.
4F-10
Falcon 50
October 1997
Fuel System
Fuel System
Power Source
Primary A Bus
Left and center booster pumps
Left and center fuel gages
Primary B bus
Right booster pump
Right fuel gage
Fuel temperature gage (SB F50-0136)
Transfer intercom valves
EMERG. FUEL TRANSFER switch
(SB F50-0175)
Auxiliary C bus
Left and center transfer pumps
Left crossfeed valve
Auxiliary D bus
Right transfer pump
Right crossfeed valve
Distribution
Left, center, right wing tanks

Left, center, right feeder tanks
Left, center, right engines
APU (center feeder tank)
Control
Manual fuel transfer shutoff valves

Switches
XFR pump; (left/center/right)
XFR INTERCOM (left/right)
BOOSTER pump (left/center/right)
XFEED (left/right)
REAR TOT fuel quantity indicator
Monitor data on following page.
Falcon 50
October 1997
4F-11
Fuel System (cont.)

Monitor
Fuel quantity indicators (left, center, right)

FUEL TEMP indicator (SB F50-0136)
Total fuel used indicator (SB F50-0003)
Fuel XFR lights (left, center, right)
Annunciators
FUEL 1, FUEL 2, FUEL 3
FUELING
LO FUEL
4F-12
Falcon 50
October 1997
Hydraulic System
Hydraulic System
A BUS (28V DC)
LH MAIN BUS
ST-BY
PUMP
STBY
PUMP
AUTO
SYSTEM 1
RESERVOIR
ON
B BUS
OFF
TK.P1
PMP3
SYSTEM 2
RESERVOIR
PMP 2
A BUS
ST
PMP
TK.P2
STANDBY
PUMP
SELECTOR
PUMP NO. 2
CENTER ENGINE
PUMP
NO. 1
LH ENGINE
STANDBY
PUMP
SYSTEM 2
ACCUMULATOR
PMP 1
SYSTEM 1
ACCUMULATOR
STANDBY PUMP CONTROL

PRESSURE SWITCH
SYSTEM 1 PRESSURE
TRANSMITTER
HYDR
SYSTEM 2
PRESSURE
TRANSMITTER
HYDR
AILERON
QTY PSI 1000
HYDR 1
C BUS
AC1-26V BUS
PUMP NO. 3
RH ENGINE
RUDDER
3
2
1
0
HYDR 1
THRUST
REVERSER
ACCUMULATOR
T
THRUST
REVERSER
STANDBY PUMP CONTROL
PRESSURE SWITCH
ELEVATOR
ELEVATOR
ARTHUR Q
FLAPS
AILERON
ARTHUR Q
AIRBRAKES
SLATS
NORMAL
EMERGENCY
SLATS
LANDING
GEAR
NOSE WHEEL
STEERING
3
2
1
0
QTY PSI 1000
HYDR 2
HYDR 2
D BUS
BRAKES
EMER
BRAKES
NORMAL
BRAKES
PARKING
AC2-26V BUS
#2P. BK
Falcon 50
October 1997
PARKING BRAKES
ACCUMULATOR
ON S/N 203 AND SUBSEQUENT, PRESSURE

INDICATION IS POWERED BY C AND D BUSES
D5_4G_001.ai
NO. 1 HYD SYSTEM

NO. 2 HYD SYSTEM
RETURN
FLUID SUPPLY
AIR PRESSURE
4G-1
4G-2
Falcon 50
October 1997
Hydraulic System
Hydraulic Systems
The left and center engine hydraulic pumps power the No. 1
hydraulic system and the right engine and standby hydraulic
pumps power the No. 2 hydraulic system. During ground
operations, a hydraulic mule can power each hydraulic system
separately.
No. 1 hydraulic system supplies:
aileron, elevator, and rudder actuator barrel 1
aileron and elevator Arthur-Q units
inboard and outboard normal slats
landing gear
normal No. 1 braking
thrust reverser actuator.
No. 2 hydraulic system supplies:
aileron, elevator, and rudder actuator barrel 2
flaps
airbrakes
outboard (emergency) slats
nose wheel steering
emergency No. 2 braking
parking brakes.
Each engine-driven hydraulic pump draws fluid from the
ressurized reservoir associated with its system. Pressurization
p
of the reservoir to 21.3 PSI (1.47 bar) ensures positive fluid flow
to the pumps and prevents cavitation. Pressure and vacuum
relief valves prevent reservoir overpressurization (26.1 PSI)
and a negative pressure (0.38 PSI). If a reservoirs pressure
drops below 16 PSI (1.1 bar), a pressure switch illuminates the
respective TK.P1 or TK.P2 light.
Falcon 50
October 1997
4G-3
Under approximately 2,800 to 3,200 PSI pressure, the selfregulating pumps deliver fluid through check valves, filters, and an
accumulator to the using systems. The accumulator, pressurized with nitrogen at 1,470 PSI (100 bar), provides a pressure
reserve during system operation and absorbs pressure surges
caused by system cycling.
If a pump fails, a pressure switch downstream of the pump
outlet closes at 1,508 PSI (104 bar) to illuminate the associated
PMP light.
A pressure transmitter downstream of the accumulator drives
the cockpit HYDR pressure gages.
After powering the various aircraft systems, hydraulic fluid returns to the reservoir.
In addition to the engine-driven pumps, an electrically powered
standby hydraulic pump is in the aft compartment. The A bus
supplies control power and the Left Main bus supplies operating
power.
On the ground, the standby hydraulic pump can supply either
the No. 1 or No. 2 hydraulic system through the selector valve.
Normally, the selector valve is left in the IN FLIGHT position
where the standby pump connects with the No. 2 hydraulic system. If the valve is not in the IN FLIGHT position, the ST PUMP
annunciator illuminates continuously.
On the ground with the STBY PUMP switch in ON or AUTO,
the standby pump operates when No. 2 hydraulic system pressure drops below 1,500 PSI. In flight with the switch in ON, the
pump operates when No. 2 system pressure drops to 1,500
PSI. However, in the AUTO position, the pump does not operate
until No. 2 system pressure drops to 1,500 PSI and the airbrake
selector is in 1 or 2 position. In all cases, the pump continues
operating until system pressure reaches 2,150 PSI. If the pump
operates for more than 60 seconds, the ST PUMP annunciator
illuminates.
4G-4
Falcon 50
October 1997
Hydraulic System
Hydraulic System
Power Source
Three engine-driven pumps

Primary A bus
Standby electric pump control
Left Main bus
Standby electric pump power
Annunciator indication
Auxiliary C and D buses
Quantity indication
Pressure indication
(S/Ns 001 to 202 with SB F50-0215;
S/N 203 and subsequent)
26V AC Y and Z buses
Pressure indication (S/Ns 001 to 202)
Distribution
System 1
Rudder, elevator, and aileron
servo-actuators
Elevator and aileron Q units
Normal (inboard and outboard) slats
Thrust reverser (through an accumulator)
Landing gear
Normal (No. 1) brakes
System 2
Rudder, elevator, and aileron
servo-actuators
Flaps
Airbrakes
Emergency (outboard only) slats
Nosewheel steering
Emergency (No. 2) brakes
Parking (emergency) brakes through
an accumulator
Control
Standby pump mode selector switch

Standby pump manual selector handle
(ground use only)
Monitor and Protection data on following page.
Falcon 50
October 1997
4G-5
Hydraulic System (cont.)

Monitor
Hydraulic System 1 QTY/PSI indicators

Hydraulic System 2 QTY/PSI indicators
Annunciators
PMP 1, PMP 2, PMP 3
TK.P1, TK.P2
ST.PMP
#2P.BK
Gages
Park brake accumulator pressure
Thrust reverser accumulator pressure
System accumulator pressure
Hydraulic fluid quantity sight glass
Protection
Circuit breakers (indication)

Current limiter (standby pump)
Hydraulic system pressure relief valves
Tank pressure relief
4G-6
Falcon 50
October 1997
Anti-Icing Systems
HP1
WSHLD
FRONT LH
RH PITOT
HT
D BUS
DV
WINDOW
A BUS
R. PITOT
TOTAL AIR
TEMP PROBE
CURRENT
SENSE
SIDE
ENG 3
COPILOT
MAX
NORM
OFF
AFT SIDE
WINDOW
XFR
HP
PORT
LP
TO INBOARD AND
OUTBOARD
SLAT MANIFOLDS
RH PITOT
PROBE
S-DUCT
ANTI-ICING
VALVE
PT2 /TT2
PROBE
PT2 /TT2
PROBE
HP2
BLEED OVHT
SENSORS
AIR FRAME
LH COND
VALVE
ISOLATION
VALVE
L. PITOT
CURRENT
SENSE
MAX
OFF
B BUS
AIR FR
A BUS
LH PITOT
HEAT
A BUS
C BUS
STBY
AIR FR
WSHLD
FRONT LH
LP
HP1
STBY
HP3
HP BLEED
3
TO TANK
PRESSURIZATION
TO PRESS
JET PUMP
TO TANK
PRESSURIZATION
2
BLEED OVHT
SENSOR
WITH ANTI-ICING SWITCHES ON

INDICATIONS ARE:
ENG 1
ENGINE 1
A BUS
1 GREEN ALL PRESSURE SWITCHES CLOSED

1. AIR INTAKE
2. S-DUCT
3. DOME SPINNER (IF INSTALLED)
LP AIR
2 GREEN ALL PRESSURE SWITCHES CLOSED

1. AIR INTAKE
2. DOME SPINNER (IF INSTALLED)
HP/LP MIXED AIR
3 GREEN BOTH PRESSURE SWITCHES CLOSED
HP AIR
Falcon 50
October 1997
S DUCT INLET
VALVE
NORM
PT2 /TT2
PROBE
NORM
PILOT
DOME
SPINNER
ST-BY
NORM
OFF
PILOT
TO PRESS
JET PUMP
APU
ANTI-ICE
STATIC
PORTS
STALL
VANES
HP
PORT
PRV
3
LH PITOT
PROBE
HP2
BLEED
OVHT
SENSOR
RH MAIN BUS
LH MAIN BUS
EXT
TEMP
PROBE
PRV
TO S-DUCT
ANTI-ICING
HP3
RH COND VALVE
CONICAL
SPINNER
A BUS
ENGINE 2
B BUS
ENGINE 3
C BUS
HP BLEED
1-2
ENG 2
D5_4H_001.ai
COPILOT
4H-1
4H-2
Falcon 50
October 1997
Anti-Icing Systems
With SB 50-225
HP1
HP BLEED
1-2
ENG 2
ENG 3
B BUS
ENGINE 3
S-DUCT
ANTI-ICING
VALVE
PT2 / TT2
PROBE
TO INBOARD AND
OUTBOARD
SLAT MANIFOLDS
TO
S-DUCT
ANTI-ICING
HP
PORT
LP
PRV
HP2
BLEED
OVHT
SENSOR
PT2 / TT2
PROBE
HP3
RH COND VALVE
CONICAL
SPINNER
A BUS
ENGINE 2
HP2
BLEED
OVHT
SENSORS
AIR FRAME
LH COND
VALVE
DOME
SPINNER
ST-BY
NORM
OFF
LP
B BUS
C BUS
TO PRESS
JET PUMP
TO TANK
PRESSURIZATION
ENG 1
HP3
ENGINE 1
HP AIR
FLIGHT/
GROUND
RELAYS
30 SEC
TIME
DELAY
S DUCT
INLET
VALVE
TO TANK
PRESSURIZATION
HORN
BLEED
OVHT
SENSOR
A BUS
HP BLEED 3
LP AIR
HP/LP MIXED AIR
Falcon 50
October 1997
D5_4H_002.ai
STBY
AIR FR
TO PRESS
JET PUMP
HP1
PT2 / TT2
PROBE
AIR FR
APU
AIRFRAME
ANTI-ICE
HP
PORT
PRV
ISOLATION
VALVE
4H-3
4H-4
Falcon 50
October 1997
Bleed air and electrical anti-icing systems provide anti-icing

protection for the:
engine air inlets, No. 2 engine S-duct, and Pt2/Tt2 probes
wing leading edge slats
windshields
pitot probes, static ports, and stall vane
total air temperature (TAT) probe
optional angle-of-attack probe.
Electrically powered windshield wipers clear rain from the main
windshields.
Engine
Turning the ENG 1, ENG 2, and ENG 3 switches to the on position supplies 28V DC from the A and B buses to the engine antiicing valves and the S-duct anti-icing valve. The valves open
and hot high pressure (HP) bleed air warms the engine inlets.
Bleed air from the common manifold heats the S-duct. When
bleed air supply pressure to the respective systems exceeds 4
PSI (0.276 bar), pressure switches close to illuminate the green
ENG 1, ENG 2, and ENG 3 lights. If pressure drops below 4 PSI
(0.276 bar), the green ENG light extinguishes and the indicator
illuminates amber. With an ENG switch in the off position, the
respective amber ENG light illuminates when bleed air pressure
in the anti-ice system exceeds 4 PSI (0.276 bar).
With the ENG switches in the on position, 28V DC from the A and
B buses powers the engine Pt2/Tt2 probe heating elements.
Falcon 50
October 1997
4H-5
Wing Leading Edges
With the AIRFRAME ANTI ICE switch in the NORM position,

28V DC from the B bus powers the normal airframe anti-icing
valve open.
If the normal airframe anti-icing valve fails to open, placing the
AIRFRAME ANTI ICE switch in the STBY position supplies 28V
DC from the C bus to power the standby airframe anti-icing
valve open. Selecting either the NORM or STBY position on the
AIRFRAME ANTI ICE switch with the HP1 and HP2 switches in
the AUTO position opens the HP 1 and HP 3 valves.
Hot HP bleed air from the No. 1 and No. 3 engines then flows
through the open HP valves, combines with engine low pressure
(LP) bleed air and then enters the bleed air common manifold.
From the bleed air manifold, this combination of approximately
30% HP and 70% LP bleed air flows through the open airframe
anti-icing valve (normal or standby) toward the wing leading
edges. Before reaching the leading edges, the supply duct splits
to separately supply the left and right wing systems.
At each wing root, the bleed air supply splits again to supply
the inboard fixed wing root leading edge structure and the
slats through two telescopic fittings. With the AIRFRAME ANTI
ICE switch in NORM or STBY, a pressure switch in each wing
between the inboard and outboard telescopic fittings illuminates
the green AIRFRAME light when bleed air pressure exceeds
4 PSI (0.276 bar). If bleed air pressure fails to reach 4 PSI at
either pressure switch, the AIRFRAME light illuminates amber.
With the AIRFRAME switch in OFF, the amber AIRFRAME light
illuminates if either pressure switch senses more than 4 PSI.
After warming the leading edges, bleed air exhausts overboard.
4H-6
Falcon 50
October 1997
Windshield
Placing the WINDSHIELD PILOT and WINDSHIELD COPILOT

switches in the NORM position supplies 28V DC to the left and
right windshield temperature regulators. Refer to Table 4H-1
for control and heating power. Placing the WINDSHIELD SIDE
switch in ON supplies 28V DC to the left sliding/right side window
controller and the right rear window regulators. Temperature
probes in the left, right, and center windshields, the right side,
and right rear windows monitor temperature.
With a windshields temperature below 30C (86F), its regulator energizes a normal heating relay to supply 28V DC to the
windshields heating element. As windshield probe temperature
exceeds 30C (86F), the regulator de-energizes the relay to cut
power to the element. When the windshield probe cools below
25C (77F), the regulator energizes the relay to supply power
to the heating element.
Windshield
Control
Control
Power
Heating
Power
Pilots
WINDSHIELD PILOT
A bus
LH Main
Copilots
WINDSHIELD COPILOT
D bus
RH Main
Center
Left Half
Right Half
WINDSHIELD PILOT
WINDSHIELD COPILOT
A bus
D bus
LH Main
RH Main
Left Sliding
WINDSHIELD SIDE
A bus
A bus
Right Side
WINDSHIELD SIDE
A bus
A bus
Right Rear
WINDSHIELD SIDE
C bus
C bus
Optional
Left Rear
WINDSHIELD SIDE
C bus
C bus
Table 4H-1: Windshield Heating
Falcon 50
October 1997
4H-7
Placing the WINDSHIELD PILOT and WINDSHIELD COPILOT

switches in the MAX position supplies power to the regulators
and energizes the maximum power heating relays. When the
relays close, the heating element power supply is connected
in parallel and inserts a resistor in the center windshield power
supply. This increases the power supplied to the left and right
windshield heating elements, removes some of the power supplied to the center windshield heating elements, and supplies it
to the left and right windshield.
If windshield temperature exceeds 60C (140F), the regulator
automatically cuts power to the affected windshield. The regulators also provide open circuit and short circuit protection by
cutting power to the affected windshield. If a fault develops in
a windshield heating regulator, switching circuits automatically
transfer control to the opposite regulator and illuminate the XFR
light.
Windshield Defogging
On S/Ns 001 to 079, movement of the WSHLD handle operates a potentiometer connected to the windshield defogging
control unit. An electric blower circulates air across the inside
of the left, center, and right windshields. With the handle in the
full aft position the system is off. Advancing the handle forward
increases blower speed until at approximately 95% maximum
speed, the controller energizes a heating element to warm the
air.
When air temperature reaches 60C (140F), the control units
thermostat de-energizes the heating elements relay. If air
temperature reaches 126C (258F), a thermal fuse melts to
disable the heating element.
On S/N 080 and subsequent, air obtained from the air conditioning system defogs the windshields.
4H-8
Falcon 50
October 1997
Windshield Wipers
With the PILOT WIPER and COPILOT WIPER switches in the

ON position, 28V DC from the A and D buses supplies the left
and right windshield wiper motors. A gearbox then converts
motor circular motion into a reciprocating motor for the wipers.
Placing a switch in the OFF position cuts power to the
associated wiper motor and the windshield stops at its last
position. Momentarily holding the switch in the PARK position
supplies 28V DC to energize the wipers parking relay. The
motor operates at slow speed until the parking cam cuts power
when the wiper reaches the recessed parked position.
Pitot/Static
Turning the PITOT PILOT and PITOT COPILOT switches on

supplies 28V DC from the A and D buses to the respective
pitot probe and angle-of-attack sensor heating elements. The
switches also energize the left and right anti-icing relays that
supply power to both static ports. The PITOT PILOT switch
activates a circuit to heat the outside air temperature (OAT)
probe. The PITOT COPILOT switch also controls the optional
angle-of-attack probe heating circuits.
If power to the pitot probe or static port heating elements is
off, fails, or a low current condition exists, the associated
printed circuit causes illumination of the respective PITOT
annunciator.
Falcon 50
October 1997
4H-9
Airframe Anti-Ice
Power Source
Primary B bus (normal)

Auxiliary C bus (standby)
HP and LP bleed air
Distribution
Fixed leading edge of wing

Inboard slats
Outboard slats
Control
Switches
AIR FRAME
ISOLATION
HP 1, HP 2, HP 3
Monitor
AIRFRAME amber/green anti-ice light

ITT gages
Total air temperature (TAT) gage
Protection
Circuit breakers
4H-10
Falcon 50
October 1997
Engine Anti-Ice
Power Source
HP bleed air intakes

HP and LP bleed air (Engine No. 2 S-duct)
Primary A bus (Engines 1/2)
Primary B bus (Engine 3)
Distribution
Engines 1/3
Nacelles
Elliptical spinner (if installed)
Engine 2
S-duct inlet
S-duct
Elliptical spinner (if installed)
All engine Pt2/Tt2 sensors (electrically heated)
Control
Switches
ENG 1, ENG 2, ENG 3 anti-ice
HP 1, HP 2, HP 3
Isolation valve
Monitor
ENG 1, ENG 2, ENG 3 amber/green

anti-ice lights
ITT gages
TAT indicator
Protection
Falcon 50
October 1997
Circuit breakers
4H-11
Pitot/Static Anti-Icing
Power Source
Primary A, Auxiliary C, and Auxiliary D buses
Distribution
Pitot probes
Pilot
Copilot
Normal static ports Left and Right
Angle-of-attack probe
Total air temperature (TAT) probe
Stall vanes L/R
Control
PILOT PITOT switch

Static ports L/R
Left pitot probe
TAT probe
Left stall vane
COPILOT PITOT switch
Static ports L/R
Right pitot probe
AOA probe
Right stall vane
Monitor
Annunciators
L PITOT (A bus)
R PITOT (B bus)
A/A ammeter
Protection
Circuit breakers
4H-12
Falcon 50
October 1997
Windshield Anti-Ice
Power Source
Left Main DC bus

Right Main DC bus
Primary A and Auxiliary D buses
Auxiliary C bus (side windows)
Distribution
Pilot, copilot, center windshields

Pilot DV (sliding) window
Copilot DV (non-sliding) window
Aft right window
Aft left window (option 30-45-10)
Control
PILOT windshield switch (OFF, NORM, MAX)

Pilot windshield
Left center windshield
COPILOT windshield switch (OFF, NORM,
MAX)
Copilot windshield
Right center windshield
SIDE windshield switch (OFF, ON)
Sliding window
Right DV window
Right aft window
Left aft window (option 30-45-10)
Monitor
XFR windshield light
Protection
Circuit breakers
Windshield current limiters
Falcon 50
October 1997
4H-13
Windshield Wipers
Power Source
Primary A bus
Auxiliary D bus
Distribution
Pilot windshield
Copilot windshield
Control
Switches
PILOT WIPER
COPILOT WIPER
Protection
Circuit breakers
4H-14
Falcon 50
October 1997
Landing Gear, Brakes, Steering
Landing Gear System

Normal Operation
A IR
B RA K E
L /G CONTROL
CIRCUIT CA RD
FL A PS
L/G RETRACTION
LINE
MAIN L/G
MANUAL
UNLOCKING
UP
DN
SL ATS
L /G CONTROL
SEL ECTOR
SOL ENOID VALVE
48 20
MOVING
B
U
S
RH MAIN L/G
UPLATCH BOX
L A NDING GEA R
MAIN L/G
MANUAL
UNLOCKING
NOSE L/G
UPLATCH BOX
NOSE L/G MANUAL

UNLOCKING ON AFT
LEFT SIDE OF
PEDESTAL
TEST
NOSE
RH
EMER-GEAR PULL
LH
L/G
INDIC
DOOR CONTROL
SOL ENOID VALVE
LH MAIN L/G
UPLATCH BOX
NOSE GEAR
ACTUATOR
MAIN L/G ACTUATING CYLINDERS
A
B
U
S
L/G EXTENSION LINE
L/G
CONTROL
DOOR
OPENING
LINE
NOSE L/G
TELESCOPIC BAR
NO. 1 SYSTEM
PRESSURE
TO MANUAL
CONTROL
TO RETRACTION
BRAKING
SYSTEM
RETURN
PRESSURE
NORMAL/EMERGENCY SELECTOR
(IN NORMAL POSITION)
PRESSURE
RETURN
TELEFORCE CABLE
Falcon 50
October 1997
RH MAIN
DOOR
UPLATCH
MAIN DOOR
ACTUATING
CYLINDERS
LH MAIN
DOOR UPLATCH
D5_4I_001.ai
MICROSWITCH
4I-1
4I-2
Falcon 50
October 1997
Landing Gear/Brakes/Steering
Landing Gear System

Emergency Operation
AIR
BRAKE
L/G RETRACTION
LINE
L/G CONTROL
CIRCUIT CARD
FLAPS
MAIN L/G
MANUAL
UNLOCKING
UP
DN
SLATS
B
U
S
L/G CONTROL
SELECTOR
SOLENOID VALVE
48 20
L/G EXTENSION LINE
MOVING
RH MAIN L/G
UPLATCH BOX
LANDING GEAR
MAIN L/G
MANUAL
UNLOCKING
NOSE L/G
UPLATCH BOX
NOSE L/G MANUAL

UNLOCKING ON
AFT LEFT SIDE OF
PEDESTAL
TEST
NOSE
RH
EMER-GEA R PUL L
LH
L/G
INDIC
DOOR CONTROL
SOLENOID VALVE
LH MAIN L/G
UPLATCH BOX
MAIN L/G ACTUATING CYLINDERS
A
B
U
S
NOSE GEAR
ACTUATOR
DOOR
OPENING
LINE
L/G
CONTROL
NOSE L/G
TELESCOPIC
BAR
NO. 1 SYSTEM
PRESSURE
TO MANUAL
CONTROL
MICROSWITCH
PRESSURE
NORMAL/EMERGENCY
SELECTOR
(IN EMERGENCY
POSITION)
RETURN
TELEFORCE CABLE
Falcon 50
October 1997
RH MAIN
DOOR
UPLATCH
MAIN DOOR
ACTUATING
CYLINDERS
LH MAIN
DOOR UPLATCH
D5_4I_002.ai
TO RETRACTION
BRAKING
SYSTEM
RETURN
PRESSURE
4I-3
Nosewheel Steering
FLIGHT/GROUND
NOSE LANDING
GEAR SIGNAL
BUS C
NOSE
WHL
CONTROL WHEEL
PUSH TO ACTIVATE
CONTROL WHEEL SIGNAL
CONTROL
AMPLIFIER
WHEEL POSITION SIGNAL

NOSE GEAR
SHOCK
ABSORBER ROD
RECOPY
POTENTIOMETER
HYDRAULIC
UNIT
CONTAINING
ANTI-SHIMMY
ACCUMULATOR
MECHANICALLY
OPERATED
CONTROL VALVE
L/G UP
RETURN
TO SYSTEM 2
RESERVOIR
CONTROL SIGNAL
SERVO VALVE UNIT
4I-4
#2
SYSTEM
PRESS
OPEN IN LANDING
GEAR DOWN
POSITION
RETURN
TO
SYSTEM
STEERING ELECTRO-DISTRIBUTOR
CLOSES WHEN: CONTROL WHEEL
RELEASED, AIRCRAFT IN FLIGHT
OR FAULT IN NOSEWHEEL
STEERING SYSTEM.
D5_4I_003.ai
L/G DWN
FILTER
Falcon 50
October 1997
Braking System
PEDALS FOR NORMAL-EMERGENCY BRAKING MODES
COPILOT
PILOT
BRAKE
DISTRIBUTOR
PRESSURE WHEN LANDING

GEAR IS RETRACTED
PARKING/EMERGENCY
BRAKE HANDLE
SYSTEM
RETURN
PARK
B
U
S
PARK BRAKE
DISTRIBUTOR
EMERGENCY
(#2) BRAKING
SECTION
NO.1 HYDRAULIC
SYSTEM
NORMAL (#1) BRAKE

SELECTOR
VALVE
NO. 1
NO. 2
OFF
NO. 1
OFF
BRAKE
ACCUMULATOR
FOR PARKING
MODE OF BRAKE
APPLICATION
OVER PRESSURE
RELIEF VALVE
STANDBY
PUMP
ON
PUSH
CONTROL
NORMAL (#1)
BRAKING
SECTION
UNLOCK
EMERGENCY
(#2) BRAKE
SELECTOR
VALVE
SHUTTLE
VALVES
NO. 2
HYDRAULIC
SYSTEM
PRESSURE
SERVO
VALVE
B
#2P.BK
SERVO
VALVE
FLASHER
UNIT
B
B
U
S
ANTISKID
GEAR
CONTROL
LEVER
SWITCH
ANTI-SKID
SYSTEM
NO.1 NORMAL BRAKES

NO.2 BRAKES
PARKING/EMERGENCY AND NO. 2 BRAKES
PARKING BRAKES
Falcon 50
October 1997
D5_4I_004.ai
RETURN
4I-5
4I-6
Falcon 50
October 1997
Landing Gear and Brakes
The Falcon 50 has a tricycle-type landing gear consisting of a

dual wheel nose gear and dual wheel main gear. The chined
nosewheel tires deflect water and slush outward away from the
engine intakes. Inflate the nosewheel to approximately 136 PSI
(9.4 bar) for bias ply tires and 158 PSI (10.9 bar) for radial tires.
Inflate the main wheel tires to approximately 210 PSI (14.5 bar).
The tires should be inflated with nitrogen only (see Servicing).
Each landing gear has an air/oil type strut that absorbs taxiing
and landing shocks. No. 1 hydraulic system pressure normally
retracts and extends the landing gear. If the hydraulic system
fails, an emergency extension system mechanically releases
the landing gear uplocks to allow the gear to free fall and lock in
the extended position.
An electrically controlled and hydraulically powered nosewheel
steering system positions the nose gear in response to
nosewheel tiller movement.
The main gear has hydraulically operated brakes with an
electrically operated anti-skid system. The anti-skid system
provides maximum braking efficiency while minimizing wheel
skid. A second hydraulically operated brake system without
anti-skid protection is a back up to the normal system.
Falcon 50
October 1997
4I-7
Proximity Switches
Two proximity switches on the nose, left main, and right main
landing gear provide on ground and in air indications to various aircraft systems. When the struts extend during takeoff, the
proximity switches energize ground/flight relays that, in turn,
complete circuits for their related aircraft system (see Table
4I-1).
Proximity Switch
Nose Gear1
Sensor 1
Sensor 1 or 2
Sensor 1 and 2
Right Main Gear1
Sensor 1
Sensor 2
Left Main Gear1

Sensor 1
Sensor 2
Left and Right Main Gear2

Sensor 1 and 2
System
Landing gear handle latch
Stall relay monitor (SB 50-166)
Nosewheel steering
No. 2 engine fail light
Anti-skid system
No. 2 stall relay
Crew conditioning valve
Pressurization system
INS Standby inverter disconnect
No. 1 stall relay
Standby hydraulic pressure control
Cabin conditioning valve
Pressurization system
Standby horizon
Landing gear handle latch
Stall relay monitor (SB F50-166)
Battery vent blower
Nose cone fan
Auxiliary power unit (APU)
Start circuits for ground start
Refuel circuit power
Thrust reverser system
Takeoff warning
Air data computer (ADC)
Table 4I-1: Landing Gear Proximity Switches

1
Strut extended
Strut compressed
4I-8
Falcon 50
October 1997
Retraction
After lift-off with the nosewheel centered, extension of the nose
and left main landing gear struts actuates the proximity switches.
The ground/flight relays energize to release the landing gear
handle solenoid lock.
Moving the gear handle from the DOWN to UP position begins
the retraction sequence by shifting the door control directional
valve to the open position and illuminating the red gear handle
light. No. 1 hydraulic system pressure to the main landing gear
door actuators unlocks the doors. As the doors unlock, the red
LH and RH MOVING lights illuminate. When the doors open
completely, the landing gear directional valve shifts to supply
No. 1 hydraulic system pressure to the nose and main landing
gear actuators. The landing gear then unlocks, the green LH,
RH, and NOSE lights extinguish, the red NOSE light illuminates,
and the landing gear begins retracting.
When the landing gear retract fully, the gear engage their
mechanical uplocks and the door directional valve shifts to
route hydraulic pressure to close the main landing gear doors.
The red gear handle and NOSE lights extinguish. As the main
gear doors close, the red LH and RH lights extinguish. When
the gear is in the uplatches, hydraulic pressure to the actuators
stops.
Falcon 50
October 1997
4I-9
Extension
Moving the landing gear control handle to the DOWN position
illuminates the red gear handle light and shifts the door control
valve to the open position. No. 1 hydraulic system pressure unlocks the doors. The red LH and RH lights illuminate. When the
doors open completely, the landing gear control valve shifts to
direct hydraulic pressure to the extend side of the landing gear
actuators. The landing gear unlocks and begins extending. The
red NOSE light illuminates.
As the landing gear locks in the extended position, the green
LH, NOSE, and RH lights illuminate and the red gear handle
and NOSE lights extinguish. The door control valve then shifts
to supply hydraulic pressure for main landing gear door closing. The doors close and the red LH and RH lights extinguish.
Hydraulic pressure remains on the extend side of the landing
gear actuators.
Emergency Extension
If the normal gear control system fails, pulling the EMERG
GEAR PULL handle out mechanically operates the emergency
gear extension control valve. The valve routes No. 1 hydraulic
system pressure to simultaneously open the main landing gear
doors and extend the landing gear.
If the No. 1 hydraulic system fails, placing the gear handle in the
DOWN position, then pulling the EMERG GEAR PULL and the
manual gear unlocking handles mechanically releases the door
and landing gear uplocks. The landing gear freefall and lock in
the extended position.
When the landing gear extends successfully, the green LH,
NOSE, and RH lights and the red LH and RH MOVING lights
are illuminated.
4I-10
Falcon 50
October 1997
Nosewheel Steering
With the aircraft on the ground, electrical power available, and

the No. 2 hydraulic system pressurized, nosewheel steering is
available up to 60 left or right from center.
Pushing the nosewheel steering handle in energizes the solenoid
directional valve to admit hydraulic pressure to the nosewheel
steering system. While holding the handle in, turning it left
or right from neutral generates electrical steering commands
proportional to the handle direction of rotation and amount
of deflection. Steering commands, amplified by the control
amplifier, position the servovalve. The servovalve, in turn, shifts
to direct hydraulic pressure to move the hydraulic unit through
the directional control valve. The hydraulic unit then moves the
nosewheel in the desired direction. A repeater/potentiometer
provides nosewheel position to the control amplifier.
Releasing the steering handle allows the nosewheel to return to
center. During takeoff, the electro-distributor closes to remove
hydraulic pressure from the nosewheel steering system. A
centering cam ensures that as the nose gear strut extends,
the nosewheel moves to the center position. If it fails to center,
the proximity switches do not reach the in air position and the
landing gear cannot be retracted.
Falcon 50
October 1997
4I-11
Normal Braking
With the brake selector switch in the #1/ON or #1/OFF position,

the normal brake selector valve is normally open to supply No.
1 hydraulic system pressure to the braking distributor valve.
Applying pressure to the toe brakes mechanically operates
the valve to supply hydraulic pressure proportional to braking
effort to the brake assemblies. As braking pressure builds to
approximately 660 PSI, a pressure switch in each main gears
braking line illuminates the respective green L and R lights. The
lights extinguish with a decreasing pressure of approximately
400 PSI.
Anti-Skid
With the landing gear handle in DOWN and the brake selector
switch in the #1/ON position, 28V DC from the B bus supplies the
anti-skid control unit. The anti-skid system provides maximum
braking efficiency on most runway surfaces while preventing
wheel skid. Above 23 kts (aircraft without SB F50-20) or 25 kts
(aircraft with SB F50-020) groundspeed, the anti-skid system
monitors wheel speed with a transducer in each main wheel
axle.
If the control unit senses a sudden wheel deceleration indicative
of a skid, it reduces braking pressure to the affected side through
an electrically operated servo valve. After the wheel spins up,
normal braking operation resumes.
Below 40 kts, the anti-skid servo-valve limits braking pressure
to approximately 800 PSI. This limits the aircrafts deceleration
to approximately 0.3Gs.
4I-12
Falcon 50
October 1997
Emergency Braking
Placing the braking selector switch in the #2/OFF position

energizes the emergency brake selector valve to supply No.
2 hydraulic system pressure through the emergency braking
section of the braking distributor valve. The normal brake selector
valve energizes to the closed position. Anti-skid protection is
not available. As braking pressure reaches 145 to 232 PSI,
pressure switches in either supply line to the brake assemblies
close to illuminate the #2P.BK annunciator.
Parking Brake
Pulling the PARK BRAKE handle out activates the parking

brake distributor valve. The first detent supplies approximately
390 PSI of braking pressure from the No. 2 hydraulic system
to the brake assemblies. Pulling the handle out to its second
detent supplies approximately 1,600 PSI of braking pressure.
A hydraulic accumulator between the No. 2 hydraulic system and
the parking brake distributor valve stores hydraulic pressure. If
the No. 2 hydraulic system is not operating, the accumulator
supplies sufficient pressure to operate the parking brake several
times. The #2P.BK annunciator flashes if accumulator pressure
drops below 1,200 PSI.
Falcon 50
October 1997
4I-13
Landing Gear System

Power Source
Hydraulic System 1
Control
Configuration panel test button

Normal landing gear control handle
EMERG-GEAR: PULL handle
Manual release D ring handles
Gear override pushbutton
Monitor
Gear/door position lights (red/green)

Flashing light in normal gear handle
Gear warning horn
Protection
Circuit breakers
Proximity switches
Hydraulic pressure relief valves
Nose gear centering cam
4I-14
Falcon 50
October 1997
Anti-Skid System
Power Source
Primary B bus
Hydraulic System 1
Distribution
No. 1 Brake system
Control
Brake selector switch

Normal gear control handle
Nose gear ground/flight switch
Anti-skid test button
Monitor
L brake pressure light

R brake pressure light
Protection
Circuit breakers
Nosewheel Steering System

Power Source
Auxiliary C bus
Hydraulic System 2
Control
Nosewheel steering control wheel

Nose gear ground/flight switch
Nosewheel steering linkage connection
Monitor
Hydraulic System 2 pressure/quantity

Control response
Protection
Circuit breakers
Falcon 50
October 1997
4I-15
4I-16
Falcon 50
October 1997
Oxygen System
Oxygen System
PASSENGER OXYGEN
CONTROLLER UNIT
PRESSURE
GAGE
COPILOT
MASK BOX
PILOT MASK
BOX
PILOT SUPPLY
AIR VENT
(OVER PRESS RELIEF)
PRESSURE
GAGE
HP VALVE
(SHUTOFF)
COPILOT SUPPLY
PRESSURE
REDUCING
VALVE
Falcon 50
October 1997
BOTTLE
LOW PRESSURE
HIGH PRESSURE
TO PASSENGER
OXYGEN MASKS
D5_4J_001.ai
FILLING
INLET
4J-1
4J-2
Falcon 50
October 1997
Oxygen system
Oxygen
From a 76.6 cubic foot (2,165 liters) oxygen bottle under the left
cabin floor aft of the main entrance door, oxygen flows under
pressure through the normally open shutoff valve to the pressure
reducing valve. The bottles filler valve is accessible through a
small access panel on the left fuselage aft of the main entrance
door. The shutoff valve should be opened slowly (approximately
10 seconds) to prevent system damage caused by a pressure
surge. The reducing valve decreases normal bottle pressure
to 70 PSI (4.8 bar) before it reaches the crew and passenger
distribution systems.
To prevent bottle overpressurization, a frangible disc ruptures
between 2,700 and 3,000 PSI (186 and 206.8 bars) to release
bottle contents to atmosphere through a vent on the fuselage
side.
Minimum pressure in the oxygen bottle for dispatch with crew
only below 10,000 ft MSL is 650 PSI. For dispatch above 10,000
ft with passengers, the minimum pressure is 700 PSI. Tables in
the Operating Manual Book 2 and charts in the Performance
Manual, General Supplement No. 1 provide the minimum
required oxygen pressure for flight above 41,000 ft and for
overwater operations.
Crew System
The crew oxygen system consists of two EROS oxygen masks.

Each quick donning crew mask, stored in a mask box on the
pilots and copilots side consoles, is a diluter-demand type with
a self-contained pressure regulator and an inflatable harness.
With the masks N/100% PUSH tab out, the mask provides
oxygen diluted with cabin air proportional to cabin altitude. At
approximately 30,000 ft cabin altitude (CPA), the mask provides
100% oxygen. Above approximately 33,000 CPA, the mask
goes into pressure breathing mode. Pushing the button in to
the 100% position provides 100% oxygen regardless of cabin
altitude. A test button allows testing of the mask and regulator
for the pressure breathing function.
Falcon 50
October 1997
4J-3
Passenger System
The passenger oxygen distribution system supplies oxygen

from the oxygen bottle through a passenger oxygen controller.
With the control knob in the NORMAL position, the system
automatically provides oxygen to the passenger mask boxes
if cabin altitude exceeds 11,500 750 ft. The ARMED indicator
turns white when the controller regulator functions to supply the
passenger system.
The initial pressure surge to the mask boxes releases latches
that open the mask box doors and allow the masks to drop
and hang from their lanyards. Oxygen pressure supplied to the
passenger system turns the SUPPLY indicator white.
Below 18,000 ft cabin altitude, the control unit provides oxygen
at 27.5 PSI (1.9 bar). Above 18,000 ft oxygen pressure is 70
PSI (4.8 bar).
Placing the control knob in the OVERRIDE position manually
activates the passenger oxygen system to deploy the passenger
masks and provide oxygen regardless of cabin altitude. Selecting
the CLOSED position disables the passenger oxygen system.
Placing the knob in the FIRST AID position supplies oxygen to
the passenger oxygen system at 27.5 PSI (1.9 bar). This position
does not affect controller automatic operation nor does it deploy
the passenger masks. Therapeutic masks may be used at the
optional therapeutic oxygen outlets or the normal passenger
oxygen masks may be manually deployed individually.
When oxygen use is not required, pressing the RESET button
releases oxygen in the passenger distribution lines.
4J-4
Falcon 50
October 1997
Oxygen System
Oxygen System
Power Source
One 76.6 cubic-ft oxygen bottle

(1,850 PSI at 21C)
Optional 115 cubic-ft oxygen bottle
Distribution
Crew distribution system

Passenger distribution system
(including optional third crew member outlet)
Passenger masks
First aid system (optional two cabin outlets)
Therapeutic masks (optional)
Control
PASSENGER OXYGEN selector

(copilots right side console)
Crew masks
N/100% PUSH selector
Test button
Passenger mask lanyards
Shutoff valve near bottle
Passenger oxygen RESET button
Monitor
Oxygen bottle pressure gage

(aft of main entry door)
Oxygen system pressure gage
(copilots right console)
Mode selector on controller
ARMED and SUPPLY indicators
Protection
Pressure reducing valve

Frangible disc (overpressure relief)
Falcon 50
October 1997
4J-5
4J-6
Falcon 50
October 1997
Powerplant
Garrett TFE731-3-1C Engine

4-STAGE
LOW-PRESSURE
COMPRESSOR
HIGH-PRESSURE
COMPRESSOR
PT2/TT2
PROBE
FUEL MANIFOLD
(PRIMARY/SECONDARY)
HIGH-PRESSURE
TURBINE
3-STAGE
LOW-PRESSURE
TURBINE
FAN
N1 MONOPOLE
PLANETARY
GEARBOX
OIL SCAVENGE
LINE
ACCESSORY
GEARBOX
TRANSFER
GEAR BOX
ASSEMBLY
N2 MONOPOLE
Falcon 50
October 1997
FUEL
NOZZLE
D5_4K_001.ai
BYPASS
DUCT
4K-1
4K-2
Falcon 50
October 1997
Powerplant
Engine Oil System

VENT
BREATHER
PRESSURIZING
VALVE (MAINTAINS
MINIMUM OF 4 PSIA)
NO. 4 AND 5
BEARING CAVITY
ACCESSORY DRIVE
GEARBOX ASS'Y
COMMON
SCAVENGE
RESERVOIR
TRANSFER
GEARBOX ASS'Y
TRANSFER
GEARBOX
ASSY SCAVENGE
OIL 1
OIL 2
OIL 3
EACH
ENG
PLANETARY GEAR
ASS'Y NO.1, 2, AND 3
BEARINGS
TEMP
EACH
ENG
OIL PUMP
INLET
HP AND
SCAVENGE
OIL PUMPS
NO. 6
BEARING
SUMP
C BUS
OIL 1
150 70 60
OIL
50
C PSI
0
METAL
PARTICLE
DETECTOR
40
20
ENG #1
ENG #2
ENG #3
OIL 2
OIL 3
PRESS
EACH
ENG
D BUS
OIL COOLER
(HALF SECTION)
OIL TANK
BYPASS VALVE
CHECK
VALVE
TEMPERATURE
AND PRESSURE
CONTROL VALVE
REGULATOR AND
RELIEF VALVE
P INDICATOR
FUEL
IN
FILTER
TEMPERATURE
BYPASS VALVE
FUEL
OUT
FILTER INDICATOR
BYPASS VALVE
HIGH PRESSURE OIL

SCAVENGE OIL
BYPASS
VALVE
FUEL HEATER
FUEL IN
FUEL OUT
OIL COOLER
(QUARTER SECTION)
FUEL/OIL COOLER
VENT LINE
OIL PRESSURE SENSING PORT
Falcon 50
October 1997
D5_4K_002.ai
OIL SUPPLY
4K-3
4K-4
Falcon 50
October 1997
Powerplant
Powerplant
Three Garrett TFE731-3-1C turbofan engines power the Falcon

50 aircraft. At sea level on a standard day, each engine produces
3,700 lbs of static thrust. Each engine consists of:
geared single-stage fan
four-stage axial LP compressor and single-stage centrifugal
HP compressor
annular combustion chamber
axial single-stage HP turbine and three-stage LP turbines
transfer and accessory gearboxes.
The HP section drives the transfer gearbox that, in turn, powers
the accessory gearbox. The accessory gearbox has drive pads
for the oil pump, fuel pump/fuel control unit, hydraulic pump,
and starter/generator. The oil filter is also on the accessory
gearbox.
A magnetic transducer measures LP compressor/turbine shaft
speed and provides speed signals to the N1 indicator and EEC.
A magnetic transducer on the transfer gearbox measures HP
compressor/turbine shaft speed and provides speed signals to
the N2 indicator and the EEC.
Ten chromel-alumel thermocouples extending into the gas path
between the HP and LP turbines drive the interstage turbine
temperature (ITT) gage and provide ITT data to the electronic
engine control (EEC).
On the ground with the No. 2 power lever at the 84 FCU position
or greater and engine N2 RPM is less than 85%, the ENG 2
FAIL annunciator illuminates. The annunciator also illuminates
if the S-duct access door latch is unlocked.
Falcon 50
October 1997
4K-5
Lubrication
The engine-driven oil pumps pressure element draws oil from
the reservoir and provides it under pressure through a pressure
regulator and filter to the fuel heater. The pressure regulator
maintains oil pressure at approximately 42 4 PSI.
Hot oil flowing through the fuel heater warms fuel, if needed,
before it reaches the fuel control unit (FCU). After passing
through the fuel heater, oil flows toward the three section air/
oil cooler. A temperature-controlled bypass valve opens and
closes to regulate oil flow through the cooler.
After leaving the air/oil cooler, the oil flow splits. One flow
continues to the No. 6 bearing sump and the No. 4 and 5 bearing
cavity. The other flow splits with one branch travelling to the
accessory drive and transfer gearboxes and the other flowing
to the fuel/oil cooler.
In the fuel/oil cooler, a bypass valve opens and closes in an
attempt to maintain oil at a maximum temperature of 90C
(194F). Downstream of the fuel/oil cooler, pressure and
temperature transmitters drive the oil and temperature gages. If
oil pressure falls to 25 PSI or less, a pressure switch between
the fuel/oil cooler and fan gearbox illuminates the associated
OIL annunciator.
After flowing through the fuel/oil cooler, oil flows to the engines
No. 1, 2, and 3 bearings and the fan planetary gear case. After
the oil lubricates, cools, and cleans the engine, the oil pump
scavenge elements draw the oil from the bearing sumps,
cavities, and casings and return it to the oil tank. On the return
line to the tank, a chip detector illuminates the OIL annunciator
if sufficient metal accumulates on the chip detector.
4K-6
Falcon 50
October 1997
Powerplant
Engine Controls
The full aft power lever position is 0 FCU (fuel cutoff). The second lever stop is at the 15 FCU or idle position. Movement from
cutoff to idle or idle to cutoff requires lifting up on a unlatching
catch to unlock the power lever. Further forward movement from
the idle position to the maximum thrust position is unrestricted.
When the EEC is operating normally, movement of the throttle
lever indirectly controls engine thrust through the EEC. The
EEC, in response to power level position as detected at the fuel
control unit (FCU angle) and engine parameters, provides an
electric signal to the hydro-mechanical FCU torque motor. The
FCU then either increases or decreases fuel flow to vary engine
thrust.
With the EEC failed or in manual mode, movement of the power
lever directly controls engine thrust through the fuel control unit
(FCU).
Fuel and Fuel Control

The fuel control system provides fuel under pressure from the
fuel pump, filters contaminants, meters fuel with an electronic
engine computer (EEC) and hydro-mechanical fuel control unit
(FCU), and then delivers the fuel from the fuel flow divider to the
12 duplex nozzles. The EEC provides efficient fuel scheduling
and overspeed, surge, and overtemperature protection based
on engine inlet pressure (Pt2), inlet temperature (Tt2), ITT, N1
RPM, N2 RPM, and power lever angle (PLA).
Falcon 50
October 1997
4K-7
With the CMPTR switch on, the EEC commands the FCUs
torque motor to provide the correct fuel flow during all operating
conditions. The EEC provides overtemperature and overspeed
protection by limiting fuel flow through the FCU. The EEC also
controls the engines surge bleed valve to prevent engine
surging and stalling during acceleration and deceleration. The
A bus powers the No. 1 and No. 2 engine EECs and the B bus
powers the No. 3 engine EEC. The associated engine CMPTR
annunciator illuminates if the EEC loses power or fails.
Pressing a start pressure regulator (SPR) switch supplies
additional fuel during engine start. Normally, the EEC assists
engine starting by supplying additional fuel up to an ITT of
200C. During cold weather starts, pressing the switch supplies
additional fuel above 200C. Release the switch when ITT
reaches 400C.
Ignition System
On the ground, advancing the throttle lever from cutoff to idle
energizes the ignition system after a start button has been
pressed and the start selector switch is in the GRD START
position. Supplied with 28V DC from the A bus (No. 1 and 2
engines) or B bus (No. 3 engine) through relays, the ignition
exciter box supplies 18,000 to 24,000 volts to fire the two ignitor
plugs in each engine. During ignition system operation, the
respective IGN light illuminates to indicate power to the exciter
box.
Placing the start selector switch in AIR START provides
continuous ignition system operation. The start selector
switch in MOTOR START-STOP position breaks the automatic
engine start sequence and eliminates any power to the ignition
system. With the switch in this position, pressing the associated
start button motors the engine; the ignition system does not
operate.
4K-8
Falcon 50
October 1997
Powerplant
Auxiliary Power Unit

On the original factory installation and most STC installations,
a Garrett GTCP-36-100A auxiliary power unit (APU) provides
bleed air and DC power for ground operations. The APU is
for ground use only and ground/flight relays prevent in flight
operation.
The APU powerplant is a continuous cycle, gas turbine engine
that has a single stage, radial inflow turbine. A starter-generator
provides torque for APU starting and, after the APU reaches
operating speed, DC power. The APU has aircraft-independent
lubrication, fuel and fuel control, ignition, fire protection, and
internal electrical systems. The APU draws fuel from a tap in the
No. 2 engine fuel feed line downstream of the booster pump.
Pulling the No. 2 engine FIRE PULL handle stops fuel flow to
the APU by closing the No. 2 engine fuel shutoff valve.
APU operation is automatic during the start, operating, and
shutdown cycles. After pressing the MASTER, GEN, and then
START switches, the APU starts and accelerates to its normal
operating speed. On factory installations with SB F50-051
or STC installations, the APU automatically shuts down in an
overtemperature or low oil pressure condition occurs for more
than 10 seconds, a generator circuit fails, or an overspeed condition occurs. On factory installations without SB F50-051,
the APU automatically shuts down if an overspeed condition
occurs. An OIL light illuminates if oil pressure is low. Pressing
the STOP button simulates an overspeed condition and initiates
APU shut down.
Falcon 50
October 1997
4K-9
4K-10
Falcon 50
October 1997
Thrust Reverser
Thrust Reverser System

SECONDARY LOCK
SOLENOID
ACTUATOR
FROM THRUST
REVERSER CONTROL
MICROSWITCH
A-B
REV
UNLOCK
DEPLOYED
A
B
U
S
TRANSIT
THRUST REVERSER
ARMING MICROSWITCH
(IDLE)
REVERSE
CONTROL
REVERSE
WARN
FLT
GND
RELAYS
A
DOOR
LATCHED
SWITCHES
B
U
S
THRUST REVERSER
CONTROL MICROSWITCH
HYD SYSTEM
NO. 1
ELECTROMAGNET
LATCHING POWER LEVER
IN IDLE POSITION
NORM
ACCUMULATOR
4-WAY ELECTRODISTRIBUTOR
PRESSURE
RETURN
Falcon 50
October 1997
D5_4L_001.ai
TO CONTROL
CABLE SELECTOR
UNIT
STOW
ELECTROMAGNET
LATCHING THRUST
REVERSER LEVER
DEPLOY
SYSTEM RETURN
STOW
4L-1
4L-2
Falcon 50
October 1997
Thrust Reversers
Thrust Reverser
The single electrically controlled and hydraulically operated

thrust reverser deploys to deflect No. 2 engine thrust forward to
reduce landing roll and brake wear.
Normally, No. 1 hydraulic system pressure operates the thrust
reverser. If the No. 1 system fails, an accumulator stores
sufficient pressure for one cycling of the thrust reverser through
the deploy and stow sequence.
Deploy
With the No. 2 engine power lever in idle, the mechanical
thrust reverse lever lock releases for thrust reverser lever. A
solenoidoperated lock allows the thrust reverse lever a small
amount of upward movement but prevents full thrust reverse
lever movement.
With the aircraft on the ground, pulling the reverse lever up a small
amount electrically unlatches the door S lock then energizes the
solenoid valve to route No. 1 hydraulic system pressure to the
thrust reverser actuator. Initial movement S latch actuator and
thrust reverser doors illuminates the TRANSIT light. When the
doors reach the fully deployed position, microswitches actuate
to release the thrust reverser lever solenoid lock, extinguish the
TRANSIT light, illuminate the DEPLOY light, and maintain the
solenoid valve in the deploy position.
After the reverse lever lock releases, pulling the lever up
increases reverse thrust from the No. 2 engine.
Falcon 50
October 1997
4L-3
Stow
Pushing the thrust reverse lever forward actuates the thrust reverser control switch to begin the stow sequence. The solenoid
valve shifts to route hydraulic pressure to the stow side of the
actuator. As the reverser doors begin stowing, microswitches
deactuate to extinguish the DEPLOY light and illuminate the
TRANSIT light and REV. UNLOCK annunciator.
When the reverser doors reach the stow position and lock, the
TRANSIT light and REV. UNLOCK annunciator extinguish and
the throttle lock releases.
Emergency Stow
If an inadvertent thrust reverser deployment occurs, placing
the THRUST REVERSER switch in the STOW position directly
energizes the solenoid valve to the stow position with 28V DC
from the A bus. The directional valve then routes No. 1 hydraulic
system pressure to the stow side of the thrust reverser actuator. Hydraulic pressure forces the thrust reverser doors to the
stowed position.
4L-4
Falcon 50
October 1997
Thrust Reversers
Thrust Reverser System

Power Source
Hydraulic System 1
(including a dedicated accumulator)
Primary A bus
Distribution
Center engine
Control
Thrust reverser lever on center engine

power lever
Emergency STOW switch (guarded)
Monitor
Annunciators
TRANSIT (amber)
DEPLOYED (green
REV UNLOCK (red)
Reverser accumulator pressure gage
(aft compartment)
Protection
Circuit breakers
Flight/ground relays
Falcon 50
October 1997
4L-5
4L-6
Falcon 50
October 1997
Flight Planning
Table of Contents
Frequent or Planned Destinations Record. . . . . . . . . . . 5-3

Flight Planning General. . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Takeoff Weight Determination. . . . . . . . . . . . . . . . . . . . . . . 5-5
Maximum Allowable Landing
Gross Weight Determination. . . . . . . . . . . . . . . . . . . . . . . . 5-8
Weight and Balance Determination. . . . . . . . . . . . . . . . . . 5-11
International Flight Planning . . . . . . . . . . . . . . . . . . . . . 5-15
Frequently Used International Terms. . . . . . . . . . . . . . . . . 5-15
International Operations Checklist. . . . . . . . . . . . . . . . . . . 5-17
ICAO Flight Plan Form Completion Items 7-19. . . . . . . . 5-23
FAA Flight Plan FormCompletion Instructions. . . . . . . . . . 5-33
ICAO Weather Format. . . . . . . . . . . . . . . . . . . . . . . . . . . 5-37
Sample TAF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-39
Decoding TAFs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-42
Sample METAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-44
Falcon 50
October 1997
5-1
5-2
Falcon 50
October 1997
Flight Planning
Frequent or Planned Destinations

Record
Airport Ident.
FBO
Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering
Tel: ( )
Airport Ident.
FBO
Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering
Tel: ( )
Airport Ident.
FBO
Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering
Notes
Tel: ( )
Falcon 50
October 1997
5-3
Airport Ident.
FBO
Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering
Tel: ( )
Airport Ident.
FBO
Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering
Tel: ( )
Airport Ident.
FBO
Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering
Notes
Tel: ( )
5-4
Falcon 50
October 1997
Flight Planning
Flight Planning General

Takeoff Weight Determination
Charts in the Aircraft Flight Manual (AFM), Performance, Section

5, facilitate determination of the maximum takeoff gross weight
permitted by FAR 25, as well as associated speeds and flight
paths.
The flow chart (Figure 5-1) on the following page illustrates the
steps to determine maximum allowable takeoff gross weight.
The aircraft may be limited in takeoff gross weight by field
length, climb gradient, obstacle clearance, or brake energy, as
specified in the AFM, Limitations (Structural) section (Figure
5-2, page 5-7).
Falcon 50
October 1997
5-5
D5_5_001.ai
Takeoff Weight Determination Procedure
5-6
Falcon 50
October 1997
Flight Planning
Minimum Climb/Obstacle Clearance
D5_5_002.ai
One Engine Inoperative
Falcon 50
October 1997
5-7
Maximum Allowable Landing Gross

Weight Determination
Charts in the Aircraft Flight Manual (AFM), Performance,

Section 5, facilitate determination of approach and landing climb
performance, landing field length requirements, and approach
speed values. See Section 1 for structural weight limit.
The maximum allowable landing weight (Figure 5-3) is limited
by the most restrictive of the following: runway length available,
approach climb (one engine inoperative), landing climb (all
engines operating), or maximum approved landing weight.
The flow chart (Figure 5-4) on the following page illustrates the
steps to determine maximum allowable landing gross weight.
D5_5_003.ai
Landing Path Profile
5-8
Falcon 50
October 1997
Flight Planning
D5_5_004.ai
Maximum Allowable Landing Gross

Weight Determination Procedure
Falcon 50
October 1997
5-9
D5_5_005.ai
Aircraft Loading Form/Moments Table
5-10
Falcon 50
October 1997
Flight Planning
Weight and Balance Determination
To determine that an aircraft is within and remains within the gross

weight and center of gravity limitations, follow the steps below to
complete a Loading Schedule. Refer to the Performance Manual
Section 2, Loading, for appropriate charts and diagrams.
1. E
nter the basic weight and moment on the Loading Schedule
(Figure 5-5).
2. R
ecord empty weight and moment changes, if any, and add
them to or subtract them from the basic weight and moment.
Record results in the EMPTY WEIGHT row.
3. E
nter weights for miscellaneous supplies and baggage in the
appropriate rows (i.e., COAT-RACK, COAT-ROOM, GALLEY,
etc). Use the weight and moment table to determine moments;
enter these in corresponding rows.
4. A
ssume standard weights for each passenger (165 lbs) and
each crewmember (170 lbs). Record these weights and
moments in appropriate columns. Line through the weight
and moment areas of seats not occupied as well as other
standard-weight items that are not loaded for the trip.
5. T
he baggage compartment is divided into three zones, I,
II, and III, with a capacity of one metric ton, or 2,200 lbs.
Determine the weights and moments for the load distributed
in each zone; record this data on the Loading Schedule in
the appropriate area. If baggage loaded in the interior is
moved to a location already calculated, determine the new
weight and moment, then replace the existing values in the
corresponding row.
6. T
otal the columns in the Loading Schedule, then enter the
results in the TOTAL row.
7. S
ubtract the total negative moment from the total positive
moment. Enter a negative value (without a sign) in the left
box below the TOTAL row; enter a positive value (without a
sign) in the right box below the TOTAL row.
Falcon 50
October 1997
5-11
8. E
nter the weight from the TOTAL row in the ZERO FUEL
WEIGHT row, then enter the combined moment result in the
ZERO FUEL WEIGHT row in the corresponding MOMENTS
column.
9. T
he Weight and Balance DIagram (Figure 5-6) depicts an
envelope, subdivided into zones, for zero fuel weight and
moment, which must fall within the envelope to be within
zero fuel weight limits. The zone into which the zero fuel
weight and moment fall determines possible fuel loading
limitations. Zone limitations are defined at the bottom of the
diagram.
10. Record the fuel weight on the Loading Schedule FUEL row,
and enter the moment in the appropriate positive or negative
MOMENTS column of the FUEL row.
11. Add the zero fuel weight to the fuel weight; record the sum
in the WEIGHT column of the TAKEOFF WEIGHT row. Add
the zero fuel weight moment to the fuel moment, then record
the result in the appropriate negative or positive MOMENTS
column of the TAKEOFF row.
Both the zero fuel weight moment and the fuel moment may
be negative, positive, or a combination of both. Observe the
positives and negatives when combining the zero fuel weight
and fuel moments. The resultant sign determines the column
into which the final moment is entered.
12. Plot the computed takeoff weight and moment on the Weight
and Balance Diagram to determine if the intersection is in
the maximum takeoff weight envelope. Enter the derived
percent CG on the Loading Schedule CG POSITION row,
center column.
Use the Weight and Balance Diagram to determine the zero fuel
weight limits. Identify the limitations associated with the zone in
which the intersection occurs.
5-12
Falcon 50
October 1997
Flight Planning
D5_5_006.ai
Weight and Balance
Falcon 50
October 1997
5-13
5-14
Falcon 50
October 1997
Flight Planning
International Flight Planning

Frequently Used International Terms
International Term
Explanation
ACC
Area Control Center
ADCUS
Advise Customs
AFIL
Air-Filed ICAO Flight Plan
ARINC
Aeronautical Radio Inc.
ATS
Air Traffic Services
BERNA
Swiss Radio Service
DEC
General Declaration (customs)
ETP
Equal Time Point (navigation)
FIC
Flight Information Center
FIR
Flight Information Region
GCA
Ground Controlled Approach
GEOMETER
A clear plastic attachment to a globe that

aids in making surface measurements
and determining points on the globe
IATA
International Air Traffic Association
ICAO
International Civil Aviation Organization
MET
See METAR
METAR
Routine Aviation Weather Reports
MNPS
Minimum Navigation Performance Specifications
NAT
North Atlantic
Falcon 50
October 1997
5-15
International Term
Explanation
NOPAC
North Pacific
OAG
Official Airline Guide
OKTA
Measure of cloud cover in eighths

(five OKTAs constitute a ceiling)
OTS
Organized Track Structure
PPO
Prior Permission Only
PSR
Point of Safe Return (navigation)
QFE
Used in some nations; an altimeter setting

that causes the altimeter to read zero feet
when on the ground
QNE
Altimeter setting used at or above transition

altitude (FL 180 in U.S.); this setting is always
29.92
QNH
Altimeter setting that causes altimeter

to read field elevation on the ground
SITA
Societe Internationale de
Telecommunications Aeronautiques;
international organization provides
global telecommunications network
information to the air transport industry
SPECI
Aviation selected special WX reports
SSR
Secondary Surveillance Radar
TAF
Terminal Airdrome Forecast
UIR
Upper Information Region
UTA
Upper Control Area
WWV/WWVH
Time and frequency standard broadcast

stations
5-16
Falcon 50
October 1997
Flight Planning
International Operations Checklist
Aircrews are required to carry all appropriate FAA licenses

and at least an FCC Restricted Radio Telephone Operations
license. In addition, passport, visas, and an International
Certificate of Vaccination are often required. The International
Flight Information Manual (IFIM) specifies passport, inoculation
and visa requirements for entry to each country.
The IFIM is a collection of data from Aeronautical Information
Publications (AIP) published by the civil aviation authorities
(CAA) of various countries.
The following detailed checklist should be helpful in establishing
international operations requirements and procedures. You may
want to use it to prepare your own customized checklist for your
organizations planned destinations.
I. DOCUMENTATION
PERSONNEL, CREW
Airmans certificates
Physical
Passport
Extra photos
Visa
Tourist card
Proof of citizenship (not drivers license)
Immunization records
Travelers checks
Credit cards
Cash
Passenger manifest (full name, passport no.)
Trip itinerary
International drivers license
Falcon 50
October 1997
5-17
AIRCRAFT
Airworthiness certificate
Registration
Radio licenses
MNPS certification
Aircraft flight manual
Maintenance records
Certificates of insurance (U.S. military and foreign)
Import papers (for aircraft of foreign manufacture)
II. OPERATIONS
PERMITS
Flight authorization letter

Overflights
Landing
Advance notice
Export licenses (navigation equipment)
Military
Customs overflight
Customs landing rights
SERVICES
Inspection
Customs forms
Immigrations
Agricultural (disinfectant)
Ground
Handling agents
FBOs
5-18
Falcon 50
October 1997
Flight Planning
Fuel (credit cards, carnets)
Maintenance
Flyaway kit (spares)
Fuel contamination check
Financial
Credit cards
Carnets
Letters of credit
Banks
Servicing air carriers
Handling
Fuelers
Travelers checks
Cash
COMMUNICATIONS
Equipment
VHF
UHF
HF SSB
Headphones
Portables (ELTs, etc.)
Spares
Agreements
ARINC
BERNA (Switzerland)
SITA
Stockholm
Falcon 50
October 1997
5-19
NAVIGATION
Equipment
VOR
DME
ADF
Inertial
VLF/OMEGA
LORAN
GPS
Publications
Onboard computer (update)

En route charts (VFR, IFR)
Plotting charts
Approach charts (area, terminal)
NAT message (current)
Flight plans
Blank flight plans
III. OTHER PUBLICATIONS
Operations manual
International Flight Information Manual
Maintenance manuals
Manufacturers sources
World Aviation Directory
Interavia ABC
Airports International Directory
MNPS/NOPAC
Customs Guide
5-20
Falcon 50
October 1997
Flight Planning
IV. SURVIVAL EQUIPMENT
Area survival kit (with text)

Medical kit (with text)
Emergency locator transmitter
Floatation equipment
Raft
Life Jackets
V. FACILITATION AIDS
U.S. Department of State

U.S. Department of Commerce
U.S. Customs Service
National Flight Data Center (FAA) Notams
FAA Office of International Aviation
FAA Aviation Security
VI. OTHER CONSIDERATIONS
Pre-flight planner
Aircraft locks
Spare keys
Security devices
Commissary supplies
Electrical adapters (razors, etc.)
Ground transportation
Hotel reservations
NBAA International Feedback cards
Catering
WX service
Reservations
Slot times
Falcon 50
October 1997
5-21
D5_5_007.ai
ICAO International Flight Plan Form
5-22
Falcon 50
October 1997
Flight Planning
ICAO Flight Plan Form Completion

Items 7-19
Complete all ICAO flight plans prior to departure. Although the

ICAO flight plan form is printed in numerous languages, the
format is always the same.
Always enter cruising speed and cruising level as a group. In
the body of the flight plan form, if one item changes, the other
item must be re-entered to keep speed and level a matched
pair.
Always enter latitude and longitude as 7 or 11 characters. If
entering minutes of one, enter minutes of the other as well,
even if zeros.
Significant points should not be more than one hour apart.
Consider entering overflight/landing permissions after RMK/ in
Item 18.
Item 7: Aircraft Identification

(7 characters maximum)
Insert (A) the aircraft registration marking or (B) aircraft operating

agency ICAO designator followed by the flight identification.
A. Insert only the aircraft registration marking (e.g., EIAKO,
4XBCD, N2567GA) if one of the following is true:
the aircrafts radiotelephony call sign consists of the aircraft
registration marking alone (e.g., OOTEK)
the registration marking is preceded by the ICAO telephone
designator for the aircraft operating agency (e.g., SABENA
OOTEK
the aircraft is not equipped with radio.
Falcon 50
October 1997
5-23
B. Insert the ICAO designator for the aircraft operating agency

followed by the flight identification (e.g., KL511, WT214,
K7123, JH25) if the aircrafts radiotelephony call sign consists
of the ICAO telephony designator for the operating agency
followed by the flight identification (e.g. KLM 511, NIGERIA
213, KILO UNIFORM 123, JULIETT HOTEL 25).
Item 8: Flight Rules and Type of Flight

(1 or 2 characters)
Flight Rules: Insert one of the following letters to denote the

intended flight rules category:
I if IFR
V if VFR
Y if IFR first*
Z if VFR first*
*Note: Specify in Item 15 (Route) the point(s) where a
flight rules change is planned.
Type of Flight: Insert one of the following letters to denote the
type of flight when so required by the appropriate ATS authority:
S if scheduled air service
N if non-scheduled air transport operation
G if general aviation
M if military
X if other than the above
Item 9: Number (1 or 2 characters) and Type of

Aircraft (2 to 4 characters) and Wake Turbulence
Category (1 character)
Number of Aircraft: Insert number of aircraft if more than one.

Type of Aircraft: Insert the appropriate designator as specified in
ICAO Doc 8643, Aircraft Type Designators. If no such designator
has been assigned, or in case of formation flight comprising more
than one aircraft type, insert ZZZZ, then specify in Item 18 the
number(s) and type(s) of aircraft, preceded by TYP/.
5-24
Falcon 50
October 1997
Flight Planning
Wake Turbulence Category: Insert / + H, M, or L:
/H Heavy maximum certificated T/O mass of 136,000
kg (300,000 lbs) or more
/M Medium maximum certificated T/O mass of less
than 136,000 kg but more than 7,000 kg (between 15,500
and 300,000 lbs)
/L Light maximum certificated T/O mass of 7,000 kg or
less (15,500 lbs)
Item 10: Equipment
Radio Communication, Navigation, and Approach Aid

Equipment: Insert one of the following letters:
N if COM/NAV/approach aid equipment is not carried or
is inoperative.
S if standard COM/NAV/approach aid equipment
(VHF RTF, ADF, VOR, ILS, or equipment prescribed by
ATS authority) is on board and operative;
and/or insert one of the following letters to indicate corresponding
COMM/NAV/approach aid equipment is available and operative:
O VOR
A not allocated
B not allocated
P not allocated
C LORAN C
Q not allocated
D DME
R RNP type certification
E not allocated
F ADF
T TACAN
G (GNSS)
U UHF RTF
H HF RTF
V VHF RTF
I Inertial Navig.
W when prescribed by ATS
J (Data Link)
X when prescribed by ATS
K (MLS)
Y when prescribed by ATS
L ILS
Z Other (specify in Item 18)
M Omega
Falcon 50
October 1997
5-25
SSR Equipment: Insert one of the following letters to describe

the operative SSR equipment on board:
N None
A Transponder Mode A (4 digits- 4 096 codes)
C Transponder Mode A and Mode C
X Transponder Mode S without aircraft ID or pressurealtitude transmission
P Transponder Mode S with pressure altitude transmission, but without aircraft ID transmission
I Transponder Mode S with aircraft ID transmission, but
without pressure-altitude transmission
S Transponder Mode S with both pressure altitude and
aircraft ID transmission
Item 13: Departure Aerodrome (4 characters) and

Time (4 characters)
Departure Aerodrome: Insert one of the following:
ICAO four-letter location indicator of the departure

aerodrome.
If no location indicator assigned, insert ZZZZ, then specify in
Item 18 the name of the aerodrome, preceded by DEP/.
If flight plan submitted while in flight, insert AFIL, then specify
in Item 18 the four-letter location indicator of the ATS unit
from which supplementary flight plan data can be obtained,
preceded by DEP/.
Time: Insert one of the following:
for a flight plan submitted before departure: the estimated
off-block time
for a flight plan submitted while in flight: the actual or
estimated time over the first point of the route to which the
flight plan applies.
5-26
Falcon 50
October 1997
Flight Planning
Item 15: Cruising Speed (5 characters), Cruising

Level (5 characters), and Route
Cruising Speed: Insert the true air speed for the first or whole
cruising portion of the flight in one of the following forms:
Kilometers per hour: K + 4 figures (e.g., K0830)
Knots: N + 4 figures (e.g., N0485)
Mach number: M + 3 figures (e.g., M082) if prescribed by
ATS.
Cruising Level: Insert the planned cruising level for the first or
whole portion of the planned route using one of the following
forms:
Flight level: F + 3 figures (e.g., F085; F330)
Standard metric level in tens of metres: S + 4 figures (e.g.,
S1130) if prescribed by ATS.
Altitude in hundreds of feet: A + 3 figures (e.g., A045;
A100)
Altitude in tens of metres: M + 4 figures (e.g., M0840)
For uncontrolled VFR flights: VFR
Route: Include changes of speed, level, and/or flight rules.
For flights along designated ATS routes:
If the departure aerodrome is on or connected to the ATS
route, insert the designator of the first ATS route.
If the departure aerodrome is not on or connected to the ATS
route, insert the letters DCT followed by the point of joining
the first ATS route, followed by the designator of the ATS
route.
Insert each point at which a change of speed, change of
level, change of ATS route, and/or a change of flight rules
is planned. For a transition between lower and upper ATS
routes oriented in the same direction, do not insert the point
of transition.
In each case, follow with the designator of the next ATS route
segment even if it is the same as the previous one (or with
DCT if the flight to the next point is outside a designated route),
unless both points are defined by geographical coordinates.
Falcon 50
October 1997
5-27
Flights outside designated ATS routes:

Insert points not normally more than 30 minutes flying time
or 200 nautical miles apart, including each point at which a
change of speed or level, a change of track, or a change of
flight rules is planned.
When required by ATS, define the track of flights operating
predominantly in an east-west direction between 70N
and 70S by reference to significant points formed by the
intersections of half or whole degrees of latitude with meridians
spaced at intervals of 10 degrees of longitude. For flights
operating in areas outside those latitudes, define the tracks
by significant points formed by the intersection of parallels of
latitude with meridians normally spaced not to exceed one
hours flight time. Establish additional significant points as
deemed necessary.
For flights operating predominantly in a north-south direction,
define tracks by reference to significant points formed by
the intersection of whole degrees of longitude with specified
parallels of latitude that are spaced at 5 degrees.
Insert DCT between successive points unless both points are
defined by geographical coordinates or bearing and distance.
Examples of Route Sub-entries
Enter a space between each sub-entry.
1. ATS route (2 to 7 characters): BCN1, B1, R14, KODAP2A
2. Significant point (2 to 11 characters): LN, MAY, HADDY
degrees only (7 characters insert zeros, if necessary):
46N078W
degrees and minutes (11 characters insert zeros if
necessary): 4620N07805W
bearing and distance from navigation aid (NAV aid ID [2 to
3 characters] + bearing and distance from the NAV aid
[6 characters insert zeros if necessary]): a point 180
magnetic at a distance of 40 nautical miles from
VOR DUB = DUB180040
5-28
Falcon 50
October 1997
Flight Planning
3. Change of speed or level (max 21 characters):
insert point of change/cruising speed and level
LN/N0284A045, MAY/N0305F180, HADDY/N0420F330,
DUB180040/M084F350
4. Change of flight rules (max 3 characters):
insert point of change (space) change to IFR or VFR
LN VFR, LN/N0284A050 IFR
5. Cruise climb (max 28 characters)
insert C/point to start climb/climb speed / levels
C/48N050W / M082F290F350
C/48N050W / M082F290PLUS
C/52N050W / M220F580F620
Item 16: Destination Aerodrome (4 characters),

Total Estimated Elapsed Time (EET, 4
characters), Alternate Aerodrome(s) (4
characters)
Destination aerodrome: insert ICAO four-letter location indicator.

If no indicator assigned, insert ZZZZ.
Total EET: insert accumulated estimated elapsed time. If no
location indicator assigned, specify in Item 18 the name of the
aerodrome, preceded by DEST/.
Alternate aerodrome(s): insert ICAO four-letter location indicator. If
no indicator assigned to alternate, insert ZZZZ and specify in Item
18 the name of the alternate aerodrome, preceded by ALTN/.
Falcon 50
October 1997
5-29
Item 18: Other Information
This section may be used to record specific information

as required by appropriate ATS authority or per regional air
navigation agreements. Insert the appropriate indicator followed
by an oblique stroke (/) and the necessary information. See
examples below.
Estimated elapsed time/significant points or FIR boundary
designators: EET/CAP0745,XYZ0830.
Revised destination aerodrome route details/ICAO aerodrome
location indicator: RIF/DTA HEC KLAX. (Revised route
subject to reclearance in flight.)
Aircraft registration markings, if different from aircraft I.D. in
Item 7: REG/N1234.
SELCAL code: SEL/ .
Operators name, if not obvious from the aircraft I.D. in Item
7: OPR/ .
Reason for special handling by ATS (e.g., hospital aircraft,
one-engine inoperative): STS/HOSP, STS/ONE ENG
INOP.
As explained in Item 9: TYP/ .
Aircraft performance data: PER/ .
Communication equipment significant data: COM/UHF
Only.
Navigation equipment significant data: NAV/INS.
As explained in Item 13: DEP/ .
As explained in Item 16: DEST/ , or ALTN/ .
Other remarks as required by ATS or deemed necessary:
RMK/ .
5-30
Falcon 50
October 1997
Flight Planning
Item 19: Supplementary Information
Endurance: insert fuel endurance in hours and minutes.

Persons on Board: insert total persons on board, including
passengers and crew. If unknown at time of filing, insert TBN
(to be notified).
Emergency Radio, Survival Equipment, Jackets, Dinghies:
cross out letter indicators of all items not available; complete
blanks as required for items available. (jackets: L = life jackets
with lights, J = life jackets with fluorescein).
ICAO Position Reporting Format
Outside the U.S., position reports are required unless specifically

waived by the controlling agency.
Initial Contact (Frequency Change)
1. Call sign
2. F
light level (if not level, report climbing to or descending to
cleared altitude)
3. Estimating (next position) at (time) GMT
Position Report
1. Call sign
2. P
osition (if position in doubt, use phonetic identifier. For
oceanic reports, first report the latitude, then the longitude
(e.g., 50N 60W)
3. Time (GMT) or (UST)
4. A
ltitude or flight level (if not level, report climbing to or
descending to altitude)
5. Next position
6. Estimated elapsed time (EET)
Falcon 50
October 1997
5-31
D5_5_008.ai
FAA Flight Plan Form
5-32
Falcon 50
October 1997
Flight Planning
FAA Flight Plan Form

Completion Instructions
Block 1 Check the type flight plan. Check both the VFR
and IFR blocks if composite VFR/IFR.
Block 2 Enter your complete aircraft identification, including
the prefix N, if applicable.
Block 3 Enter the designator for the aircraft, or if unknown,
the aircraft manufacturers name.
When filing an IFR flight plan for a TCAS equipped
aircraft, add the prefix T for TCAS.
Example: T/G4/R.
When filing an IFR flight plan for flight in an aircraft
equipped with a radar beacon transponder, DME
equipment, TACAN-only equipment or a combination
of both, identify equipment capability by adding a
suffix to the AIRCRAFT TYPE, preceded by a slant
(/) as follows:

/X no transponder

/T transponder with no altitude encoding capability

/U transponder with altitude encoding capability

/D DME, but no transponder

/B DME and transponder, but no altitude encoding
capability

/A DME and transponder with altitude encoding
capability

/M TACAN only, but no transponder

/N TACAN only and transponder, but with no altitude encoding capability

/P TACAN only and transponder with altitude
encoding capability

/C RNAV and transponder, but with no altitude
encoding
Falcon 50
October 1997
5-33
/R RNAV and transponder with altitude encoding

capability

/W RNAV but no transponder

/G FMS/EFIS/R
This suffix is not to be added to the aircraft
identification or be transmitted by radio as part of the
aircraft identification.

/E Flight Management System (FMS0 with

barometric Vertical Navigation (VNAV), oceanic,

en route, terminal, and approach capability.

Equipment requirements are: (a) dual FMS

which meets the specifications of AC25-15,

Approval of Flight Management Systems in

Transport Category Airplanes; AC20-129,

Airworthiness Approval of Vertical Navigation

(VNAV) Systems for use in the U>S> National

Airspace System (NAS) and Alaska; AC20-130,

Airworthiness Approval of Multi-Sensor

Navigation Systems for use in the U.S. National

Airspace System (NAS) and Alaska; or equivalent

criteria as approved by Flight Standards.

(b) A flight director and autopilot control system

capable of following the lateral and vertical

FMS flight path.

(c) At least dual inertial reference units (IRUs).

(d) A database containing the waypoints and

speed/altitude constraints for the route

and/or procedure to be flown that is

automatically loaded into the FMS flight

plan.

(e) An electronic map.

/F A single FMS with barometric VNAV, en route,
terminal, and approach capability that meets

the equipment requirements of /E (a) above.

5-34
Falcon 50
October 1997
Flight Planning
Block 4 Enter your true airspeed (TAS).
Block 5 Enter the departure airport identifier code, or if
code is unknown, the name of the airport.
Block 6 Enter the proposed departure time in Coordinated
Universal Time (UTC). If airborne, specify the actual
or proposed departure time as appropriate.
Block 7 Enter the appropriate IFR altitude (to assist the
briefer in providing weather and wind information).
Block 8 Define the route of flight by using NAVAID identifier
codes, airways, jet routes, and waypoints.
Block 9 Enter the destination airport identifier code, or if
unknown, the airport name. Include the city name
(or even the state name) if needed for clarity.
Block 10 Enter estimated time enroute in hours and minutes.
Block 11 Enter only those remarks pertinent to ATC or to
the clarification of other flight plan information,
such as the appropriate call sign associated with
the designator filed in Block 2 or ADCUS.
Block 12 Specify the fuel on board in hours and minutes.
Block 13 Specify an alternate airport, if desired or required.
Block 14 Enter the complete name, address, and telephone
number of the pilot in command. Enter sufficient
information to identify home base, airport, or
operator. This information is essential for search
and rescue operations.
Block 15 Enter total number of persons on board (POB),
including crew.
Block 16 Enter the aircrafts predominant colors.
Falcon 50
October 1997
5-35
Block 17 R
ecord the FSS name for closing the flight plan. If
the flight plan is closed with a different FSS or
facility, state the recorded FSS name that would
normally have closed your flight plan. Information
transmitted to the destination FSS consists only of
that in Blocks 3, 9, and 10. Estimated time enroute
(ETE) will be converted to the correct estimated
time of arrival (ETA).
Optional Record a destination telephone number to assist
search and rescue contact should you fail to report
or cancel your flight plan within 1/2 hour after your
estimated time of arrival (ETA).
5-36
Falcon 50
October 1997
Flight Planning
ICAO Weather Format
On July 1, 1993, the worldwide (ICAO) and North American

aerodrome weather codes merged into a new international
code for forecasts and reports. The new codes are the result of
an effort to meet revised aeronautical requirements and reduce
confusion in the aviation community.
The United States converted to METAR/TAF format on July
1, 1996 with terminal aerodrome forecast (TAF) replacing
the terminal forecast airport and meteorological aviation
routine weather report (METAR) replacing the airport surface
observation (AOS).
Although the aviation community now uses a standard set of
codes, some differences remain between U.S. and ICAO codes.
For example, the following differences may remain in effect.
Horizontal visibility is reported in statute miles (SM) in the U.S.
code and in meters in the ICAO code. To avoid confusion,
the suffix SM follows the visibility value if it is reported in U.S.
code. Additionally, when forecast visibility in the U.S. exceeds
six statute miles, the prefix P appears (e.g., P6SM - a visibility
forecast greater than six statute miles).
Runway visual range (RVR) is reported in feet (FT) in the U.S.
code and in meters in ICAO code. When RVR is reported for
a U.S. runway, the suffix FT is added (e.g., R27L/2700FT,
runway 27 left RVR 2,700 ft). RVR is reported only in actual
weather, not a forecast TAF.
Ceiling and visibility okay (CAVOK) is not used in the U.S.
Temperature, turbulence, and icing conditions are not
forecast in a U.S. TAF. Turbulence and icing are forecast in
Area Forecasts (FAS). Surface temperatures are forecast
only in public service and agricultural forecasts.
Trend forecasts are not included in U.S. METARs.
Falcon 50
October 1997
5-37
An altimeter setting in a U.S. METAR is in inches of mercury.

In an ICAO METAR, it is in hectopascals (millibars). To avoid
confusion, a prefix is always assigned: an A for a U.S. report
or a Q for an ICAO report (e.g., A2992 or Q1013).
In the U.S., remarks (RMKs) precede recent (RE) weather
and wind shear (WS) information reported at the end of
METARs.
Low level windshear, not associated with convective activity,
will appear in U.S., Canadian, and Mexican TAFs.
5-38
Falcon 50
October 1997
Flight Planning
Sample TAF
A terminal aerodrome forecast (TAF) describes the forecast

prevailing conditions at an airport and covers either a 9-hour
period or a 24-hour period. Nine-hour TAFs are issued
every three hours; 24-hour TAFs are issued every six hours.
Amendments (AMD) are issued as necessary. A newly issued
TAF automatically amends and updates previous versions.
Also, many foreign countries issue eighteen hour TAFs at
six-hour intervals.
The following example has detailed explanations of the new
codes.
KHPN 091720Z 091818 22020KT 3/4SM -SHRA
BKN020CB FM2030 30015G25KT 1500 SHRA
OVC015CB PROB40 2022 1/4SM TSRA OVC008CB
FM2300 27008KT 1 1/2SM -SHRA BKN020
OVC040 TEMPO 0407 00000KT 1/2SM -RABR
VV004 FM1000 22010KT 1/2SM -SHRA OVC020
BECMG 1315 20010KT P6sM NSW SKC
KHPN. ICAO location indicator. The usual 3 letter identifiers we are
familiar with are now preceeded by a K for the contiguous United
States. Alaska and Hawaii will use 4 letter identifiers with PA and
PH respectively. Changes are planned to incorporate alphabetic
identifiers for those weather reporting stations where numbers
and letters are now used (e.g., W10 changed to KHEF).
091720Z. Issuance time. The first two digits (09) indicate the
date; the following four digits (1720) indicate time of day. All
times are in UTC or Zulu.
091818.Valid period. The first two digits (09) indicate the date.
The second two digits (18) are the hour that the forecast period
begins. The last two digits (18) indicate the hour that the forecast
expires. The example is a 24-hour forecast.
Falcon 50
October 1997
5-39
22020KT. Surface wind. The first three digits (220) are true
direction to the nearest 10. The next two digits (20) indicate
speed. KT indicates the scale is in knots. TAFs may also use
kilometers-per-hour (KMH) or meters per second (MPS). If gusts
are forecast, a G and a two-digit maximum gust speed follow
the five-digit wind reading (e.g., 22020G10KT). Five zeros and
the appropriate suffix indicate calm winds (e.g., 00000KT/KMH/
MPS).

note:
Towers, ATIS and airport advisory service report
wind direction as magnetic.
3/4SM. Prevailing horizontal visibility. Visibility (3/4SM) is in
statue milles in the U.S. However, most countries use meters
which appears with no suffix (e.g., 1200).
-SHRA.Weather and/or obstruction to visibility (Table 5-A, page
5-42). The minus sign (-) indicates light, a plus sign (+) indicates
heavy, and no prefix indicates moderate. If no significant weather
is expected, the group is omitted. If the weather ceases to be
significant after a change group, the weather code is replaced
by the code for no significant weather (NSW).
BKN020CB.Cloud coverage/height/type. The first three letters
indicate expected cloud coverage. Cloud height is indicated by
the second set of three digits; these are read in hundreds of feet
(or multiples of 30 meters). When cumulonimbus is forecast,
cloud type (CB) follows cloud height.
When an obscured sky is expected and information on vertical
visibility is available, the cloud group is replaced by a different
five-digit code (e.g., VV004). The first two digits are Vs. The
three figures following indicate vertical visibility in units of 100
ft. For indefinite vertical visibility, the two Vs would be followed
by two slash marks (VV//).

note:
More than one cloud layer may be reported.
5-40
Falcon 50
October 1997
Flight Planning
FM2030. Significant change expected in prevailing weather.
The from code (FM) is followed by a four-digit time code (2030).
Prevailing weather conditions consist of surface wind, visibility,
weather, and cloud coverage.
PROB40 2022. Probability (PROB) and a two-digit code
for percent (40) is followed by a four-digit code (2022) that
indicates a beginning time (20) and an ending time (22) to
the nearest whole hour for probable weather conditions. Only
30% and 40% probabilities are used; less than these are not
sufficient to forecast; 50% and above support the normal
forecast.
TEMPO. Temporary change followed by a four-digit time.
Forecasts temporary weather conditions. Indicates that
changes lasting less than an hour and a half may occur
anytime between the two-digit beginning time and two-digit
ending time.
Falcon 50
October 1997
5-41
Decoding TAFs
The latter half of the sample TAF is decoded based on the

preceding information.
30015G25KT 1/2SM SHRA OVC015CB
Surface winds, 300 true direction
Mean speed, 15 kts
Gusts, maximum gust 25 kts
Visibility, 1/2 statute mile
Moderate showers of rain
Overcast at 1,500 ft with cumulonimbus clouds
FM2300 27008KT 1 1/2SM -SHRA BKN020 OVC040
Significant change expected from 2300 hours
Surface winds, 270 true direction at 8 kts
Visibility, one and one-half statute mile
Light showers of rain
Broken clouds at 2,000 ft with a second overcast layer at
4,000 ft
TEMPO 0407 00000KT 1/4SM -RA BR VV004
Temporary between 0400 and 0700 hours
Calm winds
Visibility 1/4 statute mile
Light rain and mist
Indefinite ceiling, vertical visibility 400 ft
FM1000 22010KT 1/2SM -SHRA OVC020
Significant change expected from 1000 hours
Surface winds, 220 true direction at 10 kts
Visibility, 1/2 statute mile
Light showers of rain
Overcast skies at 2,000 ft
5-42
Falcon 50
October 1997
Flight Planning
BECMG 1315 20010KT P6SM NSW SKC
Change to the forecast conditions between 1300 and 1500
hours
Expected surface winds, 200 true direction at 10 kts
Visibility, more than 6 statute miles
No significant weather
Clear skies
Falcon 50
October 1997
5-43
Sample METAR
A routine aviation weather report on observed weather, or

METAR, is issued at hourly or half-hourly intervals. A special
weather report on observed weather, or SPECI, is issued when
certain criteria are met. Both METAR and SPECI use the same
codes.
A forecast highly likely to occur, or TREND, covers a period of
two hours from the time of the observation. A TREND forecast
indicates significant changes in respect to one or more of the
following elements: surface wind, visibility, weather, or clouds.
TREND forecasts use many of the same codes as TAFs.
Most foreign countries may append a TREND to a METAR or
SPECI. In the U.S., however, a TREND is not included in a
METAR or SPECI.
The following example indicates how to read a METAR.
KHPN 201955Z 22015G25KT 2SM
R22L/1000FT TSRA OVC010CB 18/16 A2990
RERAB25 BECMG 2200 24035G55
KHPN.ICAO location indicator.
201955Z. Date and time of issuance. METARs are issued
hourly.
22015G25KT.Surface wind (same as TAF). If the first three digits
are VAR, the wind is variable with wind speed following. If direction
varies 60 or more during the ten minutes immediately preceding
the observation, the two extreme directions are indicated with the
letter V inserted between them (e.g., 280V350).

note:
G must vary 10 kts or greater to report gust.
5-44
Falcon 50
October 1997
Flight Planning
2SM.Prevailing horizontal visibility in statute miles. In the U.S.,
issued in statute miles with the appropriate suffix (SM) appended.
When a marked directional variation exists, the reported minimum
visibility is followed by one of the eight compass points to indicate
the direction (e.g., 2SMNE).
R22L/1000FT. The runway visual range group. The letter R
begins the group and is followed by the runway description
(22L). The range in feet follows the slant bar (1000FT). In other
countries range is in meters and no suffix is used.
TSRA OVC010CB.Thunderstorms (TS) and rain (RA) with an
overcast layer at 1,000 ft and cumulonimbus clouds.

note:
More than one cloud layer may be reported.
18/16.Temperatures in degrees Celsius. The first two digits (18)
are observed air temperature; the last two digits (16) are dew
point temperature. A temperature below zero is reported with a
minus (M) prefix code (e.g., M06).
A2990.Altimeter setting. In the U.S., A is followed by inches
and hundredths; in most other countries, Q is followed by
hectopascals (i.e., millibars).
RERAB25. Recent operationally significant condition. A two
letter code for recent (RE) is followed by a two letter code for
the condition (e.g., RA for rain). A code for beginning or ending
(B or E) and a two-digit time in minutes during the previous
hour. When local circumstances also warrant, wind shear may
also be indicated (e.g., WS LDG RWY 22).
note:

A remark (RMK) code is used in the U.S. to precede
supplementary data of recent operationally significant
weather.

note:
RMK [SLP 013] breaks down SEA LVL press to
nearest tenth (e.g., 1001.3 reported as SLP 013).
Falcon 50
October 1997
5-45
BECMG AT 2200 24035G55.A TREND forecast. The becoming

code (BECMG) is followed by a when sequence (AT 2200) and
the expected change (e.g., surface winds at 240 true at 35 kts
with gusts up to 55 kts).

note:
For more information on METAR/TAF, consult
the FAA brochure New Aviation Weather Format
METAR/TAF. Copies may be obtained by writing
to: FAA/ASY-20, 400 7th Street, S.W. Washington,
DC 20590.
5-46
Falcon 50
October 1997
Servicing
Table of Contents
Servicing Record. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Approved Fuels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Fuel Capacities. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Engine Computer Adjustment. . . . . . . . . . . . . . . . . . . . . . . 6-8
Fuel Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Fueling Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Ground Power Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Landing Gear System. . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Tire Inflation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Strut Extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Oil Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Approved Engine Oils. . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Thrust Reverser Pinning. . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Falcon 50
October 1997
6-1
6-2
Falcon 50
October 1997
Servicing
Servicing Record
DATE
QTY
DATE
QTY
Engine Oil
Hydraulic Fluid
D5_6_001.ai
Oxygen
Falcon 50
October 1997
6-3
Servicing Record (continued)

DATE
QTY
DATE
QTY
Other
Other
D5_6_002.ai
Other
6-4
Falcon 50
October 1997
Servicing
Fuel
Approved Fuels
Fuel Specification
EMS 53111 - Kerosene
ASTM D 1655 (Jet A)
CAN 2-3.23 (Jet A)
EMS 53112 - Kerosene
ASTM D 1655 (Jet A1)
CAN 2-3.23 (Jet A1)
DERD 2494 (AVTUR)
DERD 2453 (AVTUR/FSii)
MIL-T-83133 (JP8)
AIR 3405C
AIR 3405C
EMS 53113 - Wide-Cut
ASTM D 1655 (Jet B)
CAN 2-3.22 (Jet B)
MIL-T-5624 (JP4)
AIR 3407B
DERD 2486 (AVTAG)
DERD 2454 (AVTAG/FSii)
CAN 2-3.22
EMS 53116 - High Flash-Point
AIR 3404C
AIR 3404C
DERD 2498 (AVCAT)
MIL-T-5624 (JP5)
DERD 2452 (AVCAT/FSii)
CAN 3GP24
CAN 3GP24
Additives
Freezing
Point
(C)
Anti-Ice
Anti-static
NATO
Code
-40
-40
*
*
*
With
-47
-47
-47
-47
-50
-50
-50
*
*
Without
With
With
Without
With
With
With
With
*
*
*
F35
F34
F34
F35
F34
-50
-50
-58
-58
-58
-58
-58
*
*
With
With
Without
With
With
*
With
With
*
*
Without
With
F40
F40
F40
F40
-46
-46
-46
-46
-46
-46
-46
Without
With
Without
With
With
Without
With
*
*
Without
Without
Without
*
*
F43
F44
F43
F44
F44
F43
F44
Table 6-1: Approved Fuels

*Information to be checked with the fuel supplier.
Falcon 50
October 1997
6-5
Cautio
For aircraft under Australian registration, the use of wide-cut
fuels is restricted. Obtain approval from the Secretary to the
Department of Aviation. Refer to Air Navigation Order 108.46.

note:
When wide-cut fuels are used, the takeoff operating
envelope is revised (refer to Limitations chapter).
6-6
Falcon 50
October 1997
Servicing
Fuel Capacities
Fuel Density (at 59F) . . . . . . . . . 6.7 LBS/ONE U.S. GAL
U.S.
GALS
Liters
LBS
Left
559
2117
3748
Center
410
1553
2749
Right
559
2117
3748
Left Regulation Level

Left High Level
91
210
344
793
609
1404
91
261
367
344
988
1390
609
1750
2460
91
210
344
793
609
1404
System 1 (Left) Total Usable Fuel
769
2910
5152
System 2 (Center) Total Usable Fuel
777
2943
5209
System 3 (Right) Total Usable Fuel
769
2910
5152
Total Quantity
2315
8763
15,513
Fuel Storage Area

Wing
Tanks
Center Regulation Level

Feeder
Center Refueling Low Level
Tanks
Center High Level
Right Regulation Level
Right High Level
Table 6-2: Fuel Capacities
Fuel Quantity Indicators
The fuel quantity selector switch normally should remain in the

REAR position.
note:

The amount of fuel left in the tanks when fuel quantity
indicators reach zero is not safely usable in all flight
conditions.
Falcon 50
October 1997
6-7
Engine Computer Adjustment

When changing the fuel type or mixing fuels, adjust the engine
computer according to instructions in the approved AiResearch
TFE731-3 Maintenance Manual. This is necessary to maintain
the engine start characteristics and acceleration/deceleration
performance.
Fuel Additives
The following additives and corresponding concentration ranges
are authorized for use in the Falcon 50 fuel system.
Anti-Icing
AIR 3652
MIL-I-27686 D or E
MIL-I-85470 or equivalent
Maximum Concentration . . . . . . . . 0.15% BY VOLUME
Anti-Static
SHELL ASA 3 (or equivalent) . . . . . . . . . . . ONE PPM
STADIS 450 . . . . . . . . . . . . . . . . . . . THREE PPM
Anti-Microbiological . . . . . . . . . . . . SOHIO BIOBOR JF
Maximum Concentration . . . . . . . . . . . . . . 270 PPM
(EQUIVALENT TO 20 PPM ELEMENTAL BORON)
Cautio
Do not pour non-diluted additives into an empty tank.
6-8
Falcon 50
October 1997
Servicing
Fueling Procedures
Pressure Fueling
Proper Grounding . . . . . . . . . . . . . . ACCOMPLISHED

Refueling Door . . . . . . . . . . . . . . . . . . . . . OPENED
STOP FUELING Light . . . . . . . . . . . . . . . . . . . . ON
Fuel Tank Vent Valves (Lever) . . . . . . . . . . . OPEN (UP)
STOP FUELING Light . . . . . . . . . . . . . . . . . . . . OFF
FUELING OK Light . . . . . . . . . . . . . . . . . . . . . . ON
Refueling Nozzle . . . . . . . . . . . . . . . . . CONNECTED
LH Wing, Center, RH Wing Switches . . . . . . . . . . . . ON
Rear Selector Switch . . . . . . . . . . . . . . . . . . . . . LO
Automatic Shutoff . . . . . . . . . . . . . . . . . . . TESTED
While refueling, turn the test lever. Within a few seconds,
fuel flow from the refueler stops. Set the test lever back to
normal.
Cautio
If auto shutoff test is not satisfactory, stop refueling and
troubleshoot as required.

note:
Maximum refueling pressure is 50 PSI.
Refuel . . . . . . . . . . . . . . . . . . . DESIRED AMOUNT
If more than low fill is desired, switch to high when low fill is
completed.
Rear Selector Switch . . . . . . . . . . . . HI (IF REQUIRED)
Refueling Nozzle . . . . . . . . . . . . . . . DISCONNECTED
Vent Valve Handle . . . . . . . . . . . . . . . . . . . . DOWN
Falcon 50
October 1997
6-9
FUELING OK Light . . . . . . . . . . . . . . . . . . . . . OFF

LH Wing, Center, RH Wing Switches . . . . . . . . . . . OFF
Rear Switch . . . . . . . . . . . . . . . . . . . . . . . . . . LO
Refueling Door . . . . . . . . . . . CLOSED AND LATCHED
Set the five latches in order from front to rear.
Grounding Wire . . . . . . . . . . . . . . . DISCONNECTED
FUELING Light (master warning panel) . . . . . . . . . . OFF
Gravity Refueling
note:

Gravity refueling requires Battery bus (total refueling)
or D bus (partial refueling) power. Because of the time
required for gravity fueling, external or APU power is
required. Although Dassault only mentions the use
of external power, there is no limitation on APU use
during refueling. During APU use, a crew member
should monitor its operation from the cockpit.
Utilize life-line attach point grounding tool stowed at refueling
panel (SB F50-0183).
External Power . . . . . . . . . . . . . . . . . ON/SELECTED
Bus C, Bus D Switches . . . . . . . . . . . . . . . . . . . . ON
Gravity Fueling Switch (left electrical rack) . . . . . . . . . ON
Overwing Fueling Port (one each wing) . . . . . . . OPENED
Refuel Wing Tanks . . . . . . . . . . . . . . . AS REQUIRED
6-10
Falcon 50
October 1997
Servicing
XFR Intercoms . . . . . . . . . . . . . . . . . . . . . . OPEN
RH, LH XFR Pump Switches . . . . . . . . . . . . . . . . ON
Center Wing/ Feeder Tanks (through the
intercom manifold and transfer system) . . . . REFUELED
Rear Selector Switch . . . . . . . . . . . . HI (IF REQUIRED)
Feeder Tanks . . . . . . . . . . . REFUELED AS REQUIRED
Wing Tanks . . . . REPLENISHED TO DESIRED QUANTITY
Gravity Fueling Switch . . . . . . . . . . . . . . . . . . . OFF
Refueling Door . . . . . . . . . . . . . . . CLOSED/LATCHED
Overwing Fueling Caps . . . . . . . SECURELY REPLACED
Grounding Wire . . . . . . . . . . . . . . . DISCONNECTED
FUELING Light (Failure Warning Panel) . . . . . . . . . . OFF
XFR Intercoms . . . . . . . . . . . . . . . . . . . . . CLOSED
RH, LH XFR Pump Switches . . . . . . . . . . . . . . . . OFF
Bus C, Bus D Switches . . . . . . . . . . . . . . . . . . . OFF
APU/External Power . . . . . . . . . . . . . . AS REQUIRED
Defueling
External Power . . . . . . . . . . . . . . . . . . . . . . . . ON
Bus C, Bus D Switches . . . . . . . . . . . . . . . . . . . . ON
Vent Valve Handle . . . . . . . . . . . . . . . . . . . . . . UP
STOP FUELING Light . . . . . . . . . . . . . . . . . . . . OFF
FUELING OK Light . . . . . . . . . . . . . . . . . . . . . . ON
Falcon 50
October 1997
6-11
Defueling Nozzle . . . . . . . . . . . . . . . CONNECTED TO

REFUELING CONNECTOR
Defueling Switch . . . . . . . . . . . . . . . . . . . . . . . ON
XFR Pump Switches . . . . . . . . . . . . . . . . . . . . . ON
Booster Pump Switches . . . . . . . . . . . . . . . . . . . ON
X Feed Switches . . . . . . . . . . . . . . . . . . . . . OPEN
Defuel . . . . . . . . . . . . . . . . . . AMOUNT REQUIRED
Ground Power Unit

Maximum Amperage . . . . . . . . . . . . . . . . . . . 1,000A
Maximum Voltage . . . . . . . . . . . . . . . . . . . . 32V DC
6-12
Falcon 50
October 1997
Servicing
Hydraulic System
Approved Hydraulic Fluid . . . . . . . . . . . . . . MIL-H-5606
(NATO CODES H515 or H520)
Hydraulic Systems 1/2 Reservoir Capacities:
Full (each) . . . . . . . . . . . . . . . . . . . 2.62 U.S. GAL
Total (each) . . . . . . . . . . . . . . . . . . 3.65 U.S. GAL
Accumulator Preloads:
Parking Brake . . . . . . . . . . . . . . . . . . . . . 950 PSI
Main System (each) . . . . . . . . . . . . . . . . 1,450 PSI
Thrust Reverser . . . . . . . . . . . . . . . . . . 1,450 PSI
Cautio
When servicing through the reservoir filler inlets, completely
relieve systems and air pressures prior to complete removal
of the caps.
Warnin
Paint damage may occur with hydraulic fluid contact
Falcon 50
October 1997
6-13
Landing Gear System

Tire Inflation
At ambient temperatures above 20C (68F), consult tire pressure

charts in the Maintenance Manual, Tome 3, Chapter 32.
At 20C (68F) or below with weight on wheels:
Main Wheels
Maximum 38,800 Lbs GTOW . . . . . APPROX 203 PSI
(14 BAR)
Certified 40,780 Lbs GTOW . . . . . . APPROX 210 PSI
(14.5 BAR)
Nose Wheels
Conventional Tires . . . . . . . . . . . APPROX 136 PSI
(9.4 BAR)
Radial Tires . . . . . . . . . . . . . . . APPROX 158 PSI
(10.9 BAR)
Strut Extension
Hydraulic Fluid . . . . . . . . . . . . . . . . . . . MIL-H-5606
Inflation . . . . . . . . . . . . . . . . . . . . . . . NITROGEN
Approximate Pressures at 20C with Full Strut Extension:
Main Gear . . . . . . . . . . . . . . . . . . . . . . . 290 PSI
Maximum travel is 16.5 inches (420 mm).
Nose Gear . . . . . . . . . . . . . . . . . . . . . . 232 PSI
Maximum travel is 11.4 inches (290mm).
6-14
Falcon 50
October 1997
Servicing
Oil Engine
Approved Engine Oils
The following Type II oils in accordance with AiResearch EMS

53110 Type II are approved for use in the Falcon 50. These
brands may be mixed.
Aeroshell 500
Castrol 5000
Exxon 2380
Mobil Jet II
Tank Capacity . . . . . . . . . . . . . . . . . . . 1.5 U.S. GAL
Maximum Consumption . . . . . . . . . . . 0.05 U.S. GAL/HR
Oxygen System
Maximum Pressure (at 21C) . . . . . . . . . . . . 1,850 PSI
Minimum Pressure:
Crew Only Below 10,000 ft . . . . . . . . . . . . . 650 PSI
Crew/10 or Fewer Passengers to FL410 . . . . . . 700 PSI
For flight above FL410, refer to the Operations Manual,
Section 4, or Performance Manual, G.S.1.
Falcon 50
October 1997
6-15
Thrust Reverser Pinning

Thrust Reverser . . . . . . . . . . . STOWED AND LOCKED
Verify that the thrust reverser doors are stowed and locked.
Locking Pin . . . . . . . . . . . . . . . . . . . . . . . INSERT
Insert the pin through the holes in the thrust reverser
secondary lock (Figure 6-1, shown with access panel
removed. Thrust reverser is pinned with access panel
installed). The pin should be impossible to remove by
pulling upwards. Remove the red pennant and ring from
the locking pin.
CONTROL REVERSE Circuit Breaker . . . . . . . . . . PULL
Thrust Reverser Lever . . . . . . . . . . . . . . . . PLACARD
D5_6_001.ai
Place a placard on the thrust reverser lever to inform the

crew that the thrust reverser is inoperative.
6-16
Falcon 50
October 1997
Emergency Information
Table of Contents
The ABCs of Emergency CPR . . . . . . . . . . . . . . . . . . . . . 7-3
Heart Attack. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Choking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Emergency Equipment Record . . . . . . . . . . . . . . . . . . . . 7-6
Falcon 50
October 1997
7-1
D5_7_002.ai
Reproduced with permission. MedAire, Inc
7-2
Falcon 50
October 1997
The ABCs of Emergency CPR

Establish victims unresponsiveness.
Gently shake victim and shout, Are you all right?
AIRWAY
Open airway: lift chin, tilt head. (With neck injury, lift chin but
do not tilt head.)
Look for chest movement.
Listen for sound of breathing.
Feel for breath on your cheek.
BREATHING
Head tilt position pinch victims nose shut while lifting chin
with your other hand.
Give two full breaths while maintaining airtight seal with your
mouth over victims mouth.
Note: A pocket mask can be used instead, but proper head
position and air-tight seal must be maintained.
CIRCULATION
Locate carotid artery pulse; hold 10 seconds. If no pulse:

Begin external chest compressions by locating hand
position two fingers above notch and placing heal of hand
on breastbone.
Perform 15 compressions of 11/2 to 2 inches at a rate of
80 to 100 compressions per minute. (Count, One and two
and three and , etc.) Come up smoothly, keeping hand
contact with victims chest at all times.
Repeat the cycle of two breaths, 15 compressions until
victims pulse and breathing return. If only the pulse is present, continue rescue breathing until medical assistance is
available.
Reproduced with permission. MedAire, Inc.

Falcon 50
October 1997
7-3
Heart Attack
Signals
Pressure, squeezing, fullness, or pain in center of chest

behind breastbone.
Sweating
Nausea
Shortness of breath
Feeling of weakness
Actions for Survival

Recognize signals
Stop activity and lie or sit down

Provide oxygen if available
If signals persist greater than two minutes, get victim to medical assistance
Reproduced with permission. MedAire, Inc
7-4
Falcon 50
October 1997
D5_7_001.ai
Choking
If victim can cough or speak:
encourage continued coughing
provide oxygen if available.
If victim cannot cough or speak
perform Heimlich maneuver (abdominal thrusts):

1. stand behind victim; wrap arms around victims waist
2. place fist of one hand (knuckles up) in upper abdomen*
3. grasp fist with opposite hand
4. press fist into upper abdomen* with quick, inward and
upward thrusts
5. perform maneuver until foreign body is expelled
provide supplemental oxygen if available.
*If victim is pregnant or obese, perform chest thrusts instead
of abdominal thrusts.
Reproduced with permission. MedAire, Inc.

Falcon 50
October 1997
7-5
Emergency Equipment Record

Emergency
Equipment
Location
Date Last
Serviced
First Aid Kit
Fire Extinguisher(s)
Fire Axe
Life Rafts
Life Vests
Oxygen (Walkaround
Bottle)
Overwater
Survival Kit
Passenger
Briefing Card
Other:
7-6
Falcon 50
October 1997
Conversion Tables
Table of Contents
Distance Conversion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3

Meters/Feet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Statute Miles/Kilometers/Nautical Miles . . . . . . . . . . . . . . . 8-4
Kilometers/Nautical Miles/Statute Miles . . . . . . . . . . . . . . . 8-5
Weight Conversion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Fuel Weight to Volume Conversion. . . . . . . . . . . . . . . . . 8-7
Volume Conversion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Temperature Conversion . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
International StandardAtmosphere (ISA) . . . . . . . . . . . 8-10
Altimeter Setting Conversion. . . . . . . . . . . . . . . . . . . . . 8-11
Cabin Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Falcon 50
October 1997
8-1
8-2
Falcon 50
October 1997
Conversion Tables
Distance Conversion
Meters/Feet
Meters
Feet
Meters
Feet
.3048
3.2908
.61
6.58
.91
9.87
1.22
13.16
1.52
16.45
1.83
19.74
2.13
23.04
2.44
26.33
2.74
29.62
3.1
10
32.9
6.1
20
65.8
9.1
30
98.7
12.2
40
131.6
15.2
50
165.5
18.3
60
197.4
21.3
70
230.4
24.4
80
263.3
27.4
90
296.2
31
100
329
61
200
658
91
300
987
122
400
1316
152
500
1645
183
600
1974
213
700
2304
244
800
2633
274
900
2962
305
1000
3291
Falcon 50
October 1997
8-3
Statute Miles/Kilometers/Nautical Miles

Statute Miles
Kilometers
.62137
Nautical Miles
.53996
1.24
1.08
1.86
1.62
2.49
2.16
3.11
2.70
3.73
3.24
4.35
3.78
4.97
4.32
5.59
4.86
6.21
10
5.40
12.43
20
10.80
18.64
30
16.20
24.85
40
21.60
31.07
50
27.00
37.28
60
32.40
43.50
70
37.80
49.71
80
43.20
55.92
90
48.60
62.14
100
54.00
124.27
200
107.99
186.41
300
161.99
248.55
400
215.98
310.69
500
269.98
372.82
600
323.98
434.96
700
377.97
497.10
800
431.97
559.23
900
485.96
621.37
1000
539.96
8-4
Falcon 50
October 1997
Conversion Tables
Kilometers/Nautical Miles/Statute Miles

Kilometers
Nautical Miles
Statute Miles
1.8520
1.1508
3.70
2.30
5.56
3.45
7.41
4.60
9.26
5.75
11.11
6.90
12.96
8.06
14.82
9.21
16.67
10.36
18.52
10
11.51
37.04
20
23.02
55.56
30
34.52
74.08
40
46.03
92.60
50
57.54
111.12
60
69.05
129.64
70
80.56
148.16
80
92.06
166.68
90
103.57
185.20
100
115.08
370.40
200
230.16
555.60
300
345.24
740.80
400
460.32
926.00
500
575.40
1111.20
600
690.48
1296.40
700
805.56
1481.60
800
920.64
1666.80
900
1035.72
1852.00
1000
1150.80
Falcon 50
October 1997
8-5
Weight Conversion
Lbs/Kilograms
Lbs
Kgs
Lbs
Kgs
2.2046
.4536
4.40
.91
6.61
1.36
8.82
1.81
11.02
2.27
13.23
2.72
15.43
3.18
17.64
3.63
19.84
4.08
22.0
10
4.5
44.1
20
9.1
66.1
30
13.6
88.2
40
18.1
110.2
50
22.7
132.3
60
27.2
154.3
70
31.8
176.4
80
36.3
198.4
90
40.8
220
100
45
441
200
91
661
300
136
882
400
181
1102
500
227
1323
600
272
1543
700
318
1764
800
363
1984
900
408
2205
1000
454
8-6
Falcon 50
October 1997
Conversion Tables
Fuel Weight to Volume Conversion

U.S. Gal/Lbs; Liter/Lbs; Liter/Kg
Turbine Fuel Volume/Weight
(up to 5 lbs variation per 100 gallons due to fuel grade and temperature)
U.S.
Gal
Lbs
U.S.
Gal
Lbs
Ltr
Lbs
Ltr
Lbs
Ltr
Kg
Ltr
Kg
.15
6.7
.57
1.8
1.25
.8
.30
13.4
1.14
3.6
2.50
1.6
.45
20.1
1.71
5.4
3.75
2.4
.60
26.8
2.28
7.2
5.00
3.2
.75
33.5
2.85
9.0
6.25
4.0
.90
40.2
3.42
10.8
7.50
4.8
1.05
46.9
3.99
12.6
8.75
5.6
1.20
53.6
4.56
14.4
10.00
6.4
1.35
60.3
5.13
16.2
11.25
7.2
1.5
10
67
5.7
10
18
12.5
10
3.0
20
134
11.4
20
36
25.0
20
16
4.5
30
201
17.1
30
54
37.5
30
24
6.0
40
268
22.8
40
72
50.0
40
32
7.5
50
335
28.5
50
90
62.5
50
40
9.0
60
402
34.2
60
108
75.0
60
48
10.5
70
469
39.9
70
126
87.5
70
56
12.0
80
536
45.6
80
144
100.0
80
64
13.5
90
603
51.3
90
162
113.5
90
72
15
100
670
57
100
180
125
100
80
30
200
1340
114
200
360
250
200
160
45
300
2010
171
300
540
375
300
240
60
400
2680
228
400
720
500
400
320
75
500
3350
285
500
900
625
500
400
90
600
4020
342
600
1080
750
600
480
105
700
4690
399
700
1260
875
700
560
120
800
5360
456
800
1440
1000
800
640
135
900
6030
513
900
1620
1125
900
720
150
1000
6700
570
1000
1800
1250
1000
800
Falcon 50
October 1997
8-7
Volume Conversion
Imp Gal/U.S. Gal; U.S. Gal/Ltr; Imp Gal/Ltr
Imp
Gal
.83267
U.S.
Gal
Imp
Gal
U.S.
Gal
U.S.
Gal
Ltr
U.S.
Gal
Ltr
Imp
Gal
Ltr
Imp
Gal
Ltr
1.2010
.26418
3.7853
.21997
1.67
2.40
.52
7.57
0.44
4.5460
9.09
2.49
3.60
.79
11.35
0.66
13.64
3.33
4.80
1.06
15.14
0.88
18.18
4.16
6.01
1.32
18.92
1.10
23.73
5.00
7.21
1.59
22.71
1.32
27.28
5.83
8.41
1.85
26.50
1.54
31.82
6.66
9.61
2.11
30.28
1.76
36.37
7.49
10.81
2.38
34.07
1.98
40.91
8.3
10
12.0
2.6
10
37.9
2.2
10
45.6
16.7
20
24.0
5.3
20
75.7
4.4
20
91.0
24.9
30
36.0
7.9
30
113.5
6.6
30
136.4
33.3
40
48.0
10.6
40
151.4
8.8
40
181.8
41.6
50
60.1
13.2
50
189.2
11.0
50
227.3
50.0
60
72.1
15.9
60
227.1
13.2
60
272.8
58.3
70
84.1
18.5
70
265.0
15.4
70
318.2
66.6
80
96.1
21.1
80
302.8
17.6
80
363.7
74.9
90
108.1
23.8
90
340.7
19.8
90
409.1
83
100
120
26.4
100
379
22
100
455
167
200
240
53
200
757
44
200
909
249
300
360
79
300
1136
66
300
1364
333
400
480
106
400
1514
88
400
1818
416
500
601
132
500
1893
110
500
2273
500
600
721
159
600
2271
132
600
2728
583
700
841
185
700
2650
154
700
3182
666
800
961
211
800
3028
176
800
3637
749
900
1081
238
900
3407
198
900
4091
833
1000
1201
264
1000
3785
220
1000
4546
8-8
Falcon 50
October 1997
Conversion Tables
Temperature Conversion
Celsius/Fahrenheit
C
-54
-65
-32
-26
-10
14
12
54
34
93
-53
-63
-31
-24
-9
16
13
55
35
95
-52
-62
-30
-22
-8
18
14
57
36
97
-51
-60
-29
-20
-7
19
15
59
37
99
-50
-58
-28
-18
-6
21
16
61
38
100
-49
-56
-27
-17
-5
23
17
63
39
102
-48
-54
-26
-15
-4
25
18
64
40
104
-47
-53
-25
-13
-3
27
19
66
41
106
-46
-51
-24
-11
-2
28
20
68
42
108
-45
-49
-23
-9
-1
30
21
70
43
109
-44
-47
-22
-8
32
22
72
44
111
-43
-45
-21
-6
34
23
73
45
113
-42
-44
-20
-4
36
24
75
46
115
-41
-42
-19
-2
37
25
77
47
117
-40
-40
-18
39
26
79
48
118
-39
-38
-17
41
27
81
49
120
-38
-36
-16
-3
43
28
82
50
122
-37
-35
-15
-5
45
29
84
51
124
-36
-33
-14
-7
46
30
86
52
126
-35
-31
-13
-9
48
31
88
53
127
-34
-29
-12
-10
10
50
32
90
54
129
-33
-27
-11
-12
11
52
33
91
55
131
Falcon 50
October 1997
8-9
International Standard
Atmosphere (ISA)
Altitude/Temperature
Altitude
(ft)
ISA
(C)
Altitude
(ft)
ISA
(C)
Altitude
(ft)
ISA
(C)
Altitude
(ft)
ISA
(C)
S.L.
15.0
11,000
-6.8
22,000
-28.5
33,000
-50.3
1,000
13.0
12,000
-8.8
23,000
-30.5
34,000
-52.3
2,000
11.0
13,000
-10.7
24,000
-32.5
35,000
-54.2
3,000
9.1
14,000
-12.7
25,000
-34.5
36,000
-56.2
4,000
7.1
15,000
-14.7
26,000
-36.5
37,000
-56.5
5,000
5.1
16,000
-16.7
27,000
-38.4
38,000
-56.5
6,000
3.1
17,000
-18.7
28,000
-40.4
39,000
-56.5
7,000
1.1
18,000
-20.6
29,000
-42.4
40,000
-56.5
8,000
-0.8
19,000
-22.6
30,000
-44.4
41,000
-56.5
9,000
-2.8
20,000
-24.6
31,000
-46.3
42,000
-56.5
10,000
-4.8
21,000
-26.6
32,000
-48.3
43,000
-56.5
8-10
Falcon 50
October 1997
Conversion Tables
Altimeter Setting Conversion

Hectopascals or Millibars/Inches of Mercury
1 hectopascal = 1 millibar = 0.02953 inch of mercury
Hectopascals
or Millibars
880
890
900
910
920
930
940
950
960
970
980
990
1000
1010
1020
1030
1040
1050
25.99
26.28
26.58
26.87
27.17
27.46
27.76
28.05
28.35
28.64
28.94
29.23
29.53
29.83
30.12
30.42
30.71
31.01
26.16
26.46
26.75
27.05
27.34
27.64
27.94
28.23
28.53
28.82
29.12
29.41
29.71
30.00
30.30
30.59
30.89
31.18
26.19
26.49
26.78
27.08
27.37
27.67
27.96
28.26
28.56
28.85
29.15
29.44
29.74
30.03
30.33
30.62
30.92
31.21
26.22
26.52
26.81
27.11
27.40
27.70
27.99
28.29
28.58
28.88
29.18
29.47
29.77
30.06
30.36
30.65
30.95
31.24
26.25
26.55
26.84
27.14
27.43
27.73
28.02
28.32
28.61
28.91
29.21
29.50
29.80
30.09
30.39
30.68
30.98
31.27
Inches of Mercury
26.02
26.31
26.61
26.90
27.20
27.49
27.79
28.08
28.38
28.67
28.97
29.26
29.56
29.85
30.15
30.45
30.74
31.04
26.05
26.34
26.64
26.93
27.23
27.52
27.82
28.11
28.41
28.70
29.00
29.29
29.59
29.88
30.18
30.47
30.77
31.07
26.07
26.37
26.67
26.96
27.26
27.55
27.85
28.14
28.44
28.73
29.03
29.32
29.62
29.91
30.21
30.50
30.80
31.10
Falcon 50
October 1997
26.10
26.40
26.70
26.99
27.29
27.58
27.88
28.17
28.47
28.76
29.06
29.35
29.65
29.94
30.24
30.53
30.83
31.12
26.13
26.43
26.72
27.02
27.32
27.61
27.91
28.20
28.50
28.79
29.09
29.38
29.68
29.97
30.27
30.56
30.86
31.15
8-11
D5_8_001.ai
Cabin Altitude
8-12
Falcon 50
October 1997

Falcon 50 Checklist

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Falcon 50

Cockpit Reference Handbook

Notice: This Falcon 50 Cockpit Reference Handbook is to be used for

Copyright 2008, CAE, Inc.

Welcome to CAE SimuFlite!

The Staff of CAE SimuFlite

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SimuFlite created this reference handbook for cockpit use. It is

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This chapter contains four sections: Preflight Inspection,

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Interior Preflight Inspection. . . . . . . . . . . . . . . . . . . . . . 2A-3

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Interior Preflight Inspection

#2P.BK Annunciator . . . . . . . . . . . . . . . ON STEADY

Preflight Inspection Walkaround Path

Obtain folding ladder from the baggage or aft compartment, a

For ease of reference, unfold the preflight inspection diagram.

Fuel Sump Drains . . . . . . . . . . DRAIN AS NECESSARY

Left Pitot Tube . . . . . . . . . . . . . . . . UNOBSTRUCTED

Left Nose Cone Latches . . . . . . . . . . . . . . . . SECURE

Left Windshield . . . . . . . . . . CLEAN/GOOD CONDITION

Temperature Probe . . . . . . . . . . . . . UNOBSTRUCTED

Nose Gear . . . . . . . . . . . . . . . . . . . . . . . INSPECT

C Forward Right Wing

D Aft Right Wing/No. 3 (Right) Engine

Strut Extension (full fuel) . . . . MORE THAN 2.5 INCHES

E Aft Fuselage/No. 2 (Center) Engine

G Lower Aft Fuselage

H No.1 (Left) Engine/Aft Left Wing

Airbrakes . . . . . . . . . . RETRACTED/GOOD CONDITION

I Forward Left Wing

Left Landing Light . . . . . . . . . . . CLEAN/UNDAMAGED

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Expanded Normal Procedures

Checklist Usage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-3

Hot Weather Operation. . . . . . . . . . . . . . . . . . . . . . . . . 2B-43

Expanded Normal Procedures

Cockpit Flow Pattern

Before Starting Engines

Extinguisher Switches (6) . . . . . . . . . ZERO/SAFETIED

Landing Gear Lever . . . . . . . . . . . . DOWN/LATCHED

Expanded Normal Procedures

Copilot Oxygen Mask . . . . . . . . . . . . . . . CHECKED

Expanded Normal Procedures

Power On, Part 1

Expanded Normal Procedures

Expanded Normal Procedures

Engine No. 2 Gen . . . . . . . . . . . . . . . . . . . . . ON

Expanded Normal Procedures

EFIS Masters (if installed) . . . . . . . . . . . . . . . . . ON

Expanded Normal Procedures

*STALL 2 (and AUTO SLATS LIGHT

Expanded Normal Procedures

Expanded Normal Procedures

Expanded Normal Procedures

Windshield/Side Heat . . . . . . . . NORMAL/NORMAL/ON

Expanded Normal Procedures

Expanded Normal Procedures

Expanded Normal Procedures

Expanded Normal Procedures

(Descending below 18,000 ft or within 50 miles of destination.)

Expanded Normal Procedures

Circuit Breakers . . . . . . . . . . . . . . . . . . CHECKED