Falcon - 2000 - PTM - V2r2 - MCD Description Des Systemes PDF

FlightSafety international
INSTRUCTIONAL SYSTEMS DIVISION 8900 Trinity Blvd. Hurst, Texas 76053 (817) 276-7500 FAX 817) 276-7501
FALCON 2000 PILOT TRAINING MANUAL
Record of Revision No. 2
This is a complete reprint of the Falcon 2000 Pilot Training Manual, Volume 2.
The portion of the text or figure affected by the current revision is indicated by a solid
vertical line in the margin. A vertical line adjacent to blank space means that material
has been deleted. In addition, each revised page is marked “Revision 2” in the lower
left or right corner.
The changes made in this revision will be further explained at the appropriate time in
the training course.
The best safety device in any aircraft is a well-trained pilot…

FALCON 2000
PILOT TRAINING MANUAL
VOLUME 2
AIRCRAFT SYSTEMS
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Courses for the Falcon 2000 and other Falcon aircraft are taught at the following
FlightSafety learning centers:
FlightSafety International
Teterboro Learning Center
Teterboro Airport
100 Moonachie Avenue
Moonachie, New Jersey 07074
Phone: (201) 528-0100
Toll-Free: (800) 827-8058
Fax: (201) 528-0101
DFW Learning Center
3201 E. Airfield Drive
P.O. Box 613169
DFW Airport, TX 75261-3169
Phone: (972) 534-3200
Toll-Free: (866) 486-8733
Fax: (972) 534-3199
Paris Learning Center
FlightSafety International SARL
BP 25, Zone d’Aviation d’Affaires
Bldg. 404, Aeroport du Bourget
93352 Le Bourget, CEDEX
FRANCE
Phone: +33 (1) 49-92-19-19
Fax: +33 (1) 49-92-18-92
Columbus Learning Center
Port Columbus International Airport
625 North Hamilton Road
Columbus, OHIO 43219
Phone: (614) 559-3700
Toll-Free: (800) 896-9653
Fax: (614) 559-3715
Copyright © 2001 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Pilot Manuals and Maintenance Manuals. It is to be used for
familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict

between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our
training program.

CONTENTS
Chapter 1 AIRCRAFT GENERAL
Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER UNIT
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
APPENDIX
ANNUNCIATOR PANEL
INSTRUMENT PANEL POSTER

CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-1
STRUCTURES ........................................................................................................................ 1-3
General ............................................................................................................................. 1-3
Fuselage ........................................................................................................................... 1-3
Engine Nacelles ............................................................................................................. 1-19
Wings ............................................................................................................................. 1-20
Empennage..................................................................................................................... 1-20
AIRPLANE SYSTEMS ........................................................................................................ 1-21
General........................................................................................................................... 1-21
Electrical Power System ................................................................................................ 1-21
Master Warning System................................................................................................. 1-22
Lighting System............................................................................................................. 1-22
Fuel System.................................................................................................................... 1-25
Auxiliary Power Unit..................................................................................................... 1-26
Powerplant ..................................................................................................................... 1-26
Fire Protection System................................................................................................... 1-27
Pneumatic System.......................................................................................................... 1-27
Ice and Rain Protection Systems ................................................................................... 1-28
Air-Conditioning System ............................................................................................... 1-29
Pressurization................................................................................................................. 1-29
Revision 1 FOR TRAINING PURPOSES ONLY 1-i

Hydraulic Power Systems .............................................................................................. 1-30

Landing Gear and Brakes .............................................................................................. 1-31
Flight Controls ............................................................................................................... 1-32
Avionics ......................................................................................................................... 1-35
Oxygen System .............................................................................................................. 1-37
Water System ................................................................................................................. 1-38
PARKING AND MOORING ................................................................................................ 1-38
1-ii FOR TRAINING PURPOSES ONLY Revision 1

ILLUSTRATIONS
Figure Title Page
1-1 Exterior Dimensions.................................................................................................... 1-2
1-2 Minimum Turning Radii ............................................................................................. 1-3
1-3 Release of Steering Control (Towing)......................................................................... 1-4
1-4 Cockpit ........................................................................................................................ 1-5
1-5 Pilot’s and Copilot’s Seats........................................................................................... 1-6
1-6 Passenger Cabin (Typical)........................................................................................... 1-7
1-7 Tail Cone ..................................................................................................................... 1-8
1-8 Overall Layout and Structure ...................................................................................... 1-9
1-9 Passenger/Crew Door Assembly............................................................................... 1-10
1-10 Passenger Door Latching and Unlatching Mechanism ............................................. 1-11
1-11 Electrical Lifting Mod for Passenger Door............................................................... 1-12
1-12 Baggage Compartment Door .................................................................................... 1-14
1-13 Baggage Compartment Door Handle Control Mechanism ....................................... 1-15
1-14 Forward Servicing Compartment Door..................................................................... 1-16
1-15 Aft Servicing Compartment Door............................................................................. 1-17
1-16 Emergency Exit Door Location, Controls, and Indicators........................................ 1-18
1-17 Main Landing Gear Doors ........................................................................................ 1-19
1-18 Wings and Empennage.............................................................................................. 1-20
1-19 DC Power Generation System .................................................................................. 1-21
1-20 Warning Panel ........................................................................................................... 1-22
1-21 Engine Indication Electronic Displays...................................................................... 1-22
1-22 Exterior Lighting System .......................................................................................... 1-23
1-23 Emergency Lighting System ..................................................................................... 1-24
1-24 Wing Fuel Tanks ....................................................................................................... 1-25
Revision 1 FOR TRAINING PURPOSES ONLY 1-iii

1-25 Engine ....................................................................................................................... 1-26

1-26 Fire and Smoke Detection System ............................................................................ 1-27
1-27 Ice and Rain Protection Systems............................................................................... 1-28
1-28 Air-Conditioning System .......................................................................................... 1-29
1-29 Hydraulic Power System........................................................................................... 1-30
1-30 Landing Gear and Wheel Well Door......................................................................... 1-31
1-31 Landing Gear System................................................................................................ 1-32
1-32 Aileron Control System ............................................................................................ 1-33
1-33 Rudder Controls ........................................................................................................ 1-34
1-34 Avionics Master Switchlights ................................................................................... 1-35
1-35 Antenna Locations .................................................................................................... 1-36
1-36 Cockpit Oxygen System............................................................................................ 1-37
1-37 Right Front Galley and Electrical Panel.................................................................... 1-38
1-38 Parking and Mooring ............................................................................................... 1-39
1-iv FOR TRAINING PURPOSES ONLY Revision 1

CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Falcon 2000. The information contained herein is intended only as an
instructional aid. This material does not supersede, nor is it meant to substitute for,
any of the manufacturer’s system or operating manuals. The material presented has
been prepared from the basic design data. All subsequent changes in airplane ap-
pearance or system operation will be covered during academic training and subsequent
revisions to this manual.
GENERAL
The Falcon 2000 is manufactured by Dassault length is 66 feet 3 inches, and it has a wingtip-
Aviation. It is a light-alloy, low-wing, twin-jet to-wingtip width of 63 feet 4 inches. These and
monoplane with one CFE-738-1-1B engine on other dimensions of the aircraft are shown in
each side of the fuselage and a Garrett GTCP Figure 1-1.
36-150 (F2M) auxiliary power unit. Its overall
FOR TRAINING PURPOSES ONLY 1-1

1-2
(63 FT 4 IN.)
19.328 M
(14 FT 7 IN.)
4.450 M
6.980 M
(22 FT 9 IN.)
(98.4 IN.)

2.500 M
(24 FT 3 IN.)
7.394 M
(66 FT 3 IN.)
NOTE; 20.228 M
A MINIMUM TAIL CLEARANCE OF
7.2 m (23 FEET 8 INCHES) IS REQUIRED
FOR THE HANGAR (FLOOR TO CEILING).
Figure 1-1. Exterior Dimensions

The nosewheel maximum steering angle dur- FUSELAGE

ing taxiing is 60°, and the turning radius ap-
plicable to this angle is shown in Figure 1-2. The fuselage is of monocoque construction and
Towing of the aircraft requires the release of is made of a light alloy. The framework is of fail-
the steering control Figure 1-3. safe design and satisfies damage tolerance cal-
culation conditions. The outer skins of the
This aircraft is designed to be flown with a fuselage are chemically milled and stiffened by
minimum flight crew of two. Passenger seat- stringers made of extrusions of variable thick-
ing varies according to the client’s selected op- nesses and sections. The stringers are riveted
tions. Most cabin configurations allow for to the structure.
eight to ten passengers.
Skids are positioned underneath the fuselage
to protect the fuel tanks in the event of a belly
landing.
STRUCTURES
The main sections of the fuselage include the
GENERAL nose cone, cockpit, cabin, and baggage com-
partment. These sections are pressurized.
The airplane is primarily constructed of high-
resistance aluminum alloy, although certain In addition, there is an unpressurized aft fuse-
structures are made of other materials. The pri- lage and tail cone section.
mary structures of the aircraft include the fuse-
lage, engine nacelles, wings, and empennage.
60
90
M)
)
UP S 3 M
CO WS 0.08
CO NW - 14.
D
N -1
LE
D
(r ~
(r ~
LE
UP
FT
FT
33
47
UN
14 FT (4.2 M)
Figure 1-2. Minimum Turning Radii

FITTINGS TO PIN TORQUE
1-4
LINK UPPER ARM IN UP
POSITION WITH THREADED
PIN AND NUT
POSITION
WHEN
COUPLED
SWIVEL
A
SHOCK
ABSORBER
SLIDING
TUBE
POSITION
WHEN
UNCOUPLED
DETAIL F
TORQUE LINK PIN

ARM
NUT
LOCKING
TAB
FRONT

TORQUE LINK
QUICK REMOVAL
PIN
CROSS-SECTION A
TORQUE LINK HINGE DETAIL
COUPLING/UNCOUPLING
F POSITION
TOW TOW BAR
(UNSTABLE)
FITTINGS
POSITION WHEN UNCOUPLED TORQUE
BAR IS HOOKED LINK LOWER ARM
Figure 1-3. Release of Steering Control (Towing)

Nose Cone in the cockpit are the instrument panel,

glareshield, overhead panel, side consoles,
The nose cone consists of a radome made of circuit-breaker panels, lighting, three seats, a
composite materials. It is hinged on a chassis false floor in part of the compartment, an op-
which moves parallel to the aircraft center- tional separating curtain, two closets, three
line. A counterbalancing actuator holds the windshields and four windows, an optional
cone in the up position. This position allows sliding door to separate the cockpit from the
an umbrella-like shield to be extended in bad passenger cabin, and an optional lavatory.
weather to protect the equipment mounted on
the fixed chassis. The instrument panel glareshield is covered
with black leather and has a slide-mounted
Cockpit sun visor on each side. This sun visor consists
of a sheet of tinted plexiglass. Each sun visor
The cockpit is composed of a variety of phys- can be pulled rearward and raised to cover the
ical and structural features designed for the front windshield and part of the pilot’s and
control and flight of the aircraft (Figure 1-4). copilot’s windshields. For additional sun pro-
For the comfort and protection of the crew, the tection, two roller-type sunshades are mounted
cockpit is insulated against sound and heat. A on each side of the cockpit. These can be used
central pedestal is located between the pilot’s to completely or partially cover the rear side
and copilot’s seats. The central pedestal con- windows and the front side windows.
tains the engine and flight controls including
the flaps, slats, airbrakes, ailerons, rudder,
and horizontal stabilizer trim. Also located
on the central pedestal are the radio and nav-
igation controls. Other components located
THIRD CREWMEMBER
SEAT
COPILOT SEAT
GLARESHIELD
CENTRAL
PEDESTAL
PILOT SEAT
PILOT CLOSET
Figure 1-4. Cockpit

The cockpit is designed for a crew of three. The Jump Seat

controls and seating are identical for the pilot
and copilot for maximum comfort and safety. The third crewmember uses the jump seat
The control pedals are adjustable to allow for a situated adjacent to the passenger compart-
pilot height of 60 to 75 inches. ment door.
For safety, this seat is equipped with a three-

Pilot’s and Copilot’s Seats point harness consisting of an upper shoulder
The pilot’s and copilot’s seats manually adjust strap equipped with an inertia reel, and two
forward and backward. They have a manual lower side straps of adjustable length joined
backrest and armrest tilt angle adjuster. The to the seat pan.
seat height adjustment system is electrical.
A life jacket is located under each cockpit seat.
Each seat has a five-point harness and belt
assembly secured to the seat structure. To allow Passenger Cabin
full freedom of movement for the pilot, the
harness assembly consists of a horizontal lap belt, The passenger cabin is designed so that the
a harness consisting of two inertia-reel-mounted basic installation can be adapted to suit the par-
shoulder straps, and a strap fixed to the front of the ticular requirements of the customer (Figure
seat passing between the knees leading to the 1-6). The sofa, seats, galley, video cabinet, re-
buckle. The seat adjustment controls and locations frigerator, bar, tables, ambient lighting, and ar-
are illustrated in Figure 1-5. rangement of the lavatory can be varied as
ARMREST VERTICAL
ADJUSTMENT LEVER
BACKREST ANGLE
PUSHBUTTON
HEIGHT ADJUSTMENT
SWITCH
HEIGHT ADJUSTMENT
TRANSLATION DISPLACEMENT CONTROL ELECTRIC MOTOR
Figure 1-5. Pilot’s and Copilot’s Seats
1-6 FOR TRAINING PURPOSES ONLY

T
PULL HERE
EXI
EXIT
TO OPEN
EXIT
EXIT E
X
I
EXIT T
EXIT

EXIT
Figure 1-6. Passenger Cabin (Typical)
1-7
required to meet client needs. An emergency Aft Fuselage and Tail Cone
exit is located on the right side at the 7th win-
dow. An EXIT sign is located above the emer-
Section
gency exit. The aft fuselage is located behind the bag-
gage compartment. It is an unpressurized com-
The cabin is insulated against heat and sound. partment and contains the forward service
The walls have a lining shell consisting of compartment (FSC) and aft service compart-
strip panels, window panels, and ceiling. ment (ASC). The tail cone, aft of the ASC,
These are assembled together to form a rigid, houses the APU (Figure 1-7).
independent shell, connected to the structure
by flexible supports. The lining shell meets
safety standards and complies with fire- Doors
proofing regulations.
General
The cabin has 18 windows with an option for The Falcon 2000 has five exterior doors (Figure
two additional windows. 1-8). On the left side of the fuselage are the
passenger/crew door, the baggage compartment
Ordinance signs which notify the passengers door, and the forward servicing compartment
when to fasten seat belts and when not to smoke door. The emergency exit is located on the right
are located throughout the passenger cabin. A side of the fuselage. The aft servicing
RETURN TO SEAT indicator light located in compartment door is located underneath the
the lavatory illuminates simultaneously with the fuselage, aft of the FSC.
cabin FASTEN BELT signs. Other ordinance
signs include an attendant call switchlight and
the accompanying indicator lights on the galley
front face to notify the attendant of the call
origin. An optional gong, heard through the
pilots’ and passengers’ loudspeakers when the
FASTEN BELT sign illuminates, is available.
Baggage Compartment
The baggage compartment is located aft of
the passenger cabin and is divided to form
two sections. It has a fireproof trim panel as-
sembly made of aluminum honeycomb.
The forward section contains a wardrobe while

the aft section is equipped with two folding
shelves for hand baggage. The shelves can be
placed in either stowage or normal use posi-
tion, depending on the volume of baggage on
a given flight. Nets are provided to hold the bag-
gage in place. The compartment is limited to
a maximum weight capacity of 1,600 pounds.
APU
The baggage compartment contains a smoke
detector, and can be accessed through the lava- Figure 1-7. Tail Cone
tory to allow fire fighting.
1-8 FOR TRAINING PURPOSES ONLY Revision 1

BAGGAGE
ENTRANCE TOILET COMPARTMENT
39
0 5 7 19 21 26 33
PASSENGER CABIN
COCKPIT FORWARD
SERVICING
EMERGENCY EXIT
COMPARTMENT
(RH SIDE)
APU COMPARTMENT
AFT AFT SERVICING

SERVICING COMPARTMENT
ENTRANCE FUEL TANKS COMPARTMENT DOOR
NOSE CONE DOOR
BAGGAGE FORWARD
COMPARTMENT SERVICING
DOOR COMPARTMENT DOOR

1-9
Figure 1-8. Overall Layout and Structure
Passenger/Crew Door be accomplished by turning the control han-

dle 230°. A DOORS warning light on the warn-
The passenger/crew door provides normal ac- ing panel illuminates when the aircraft systems
cess to the aircraft. Located on the forward left are energized and when either of the two han-
side of the aircraft, it is hinged at its lower sec- dles are moved from the latched position.
tion and equipped with an integral airstair
(Figure 1-9). Two lateral telescopic rods limit The door can be closed from either inside or
the amount of opening of the door. The door outside the aircraft. To close the door from
has an opening/closing control with a coun- the inside, one must lift the door by means of
terbalancing device, two latching/unlatching the control handle. To close the door from the
controls (one inboard and one outboard), and outside, it must be pushed up manually. When
a mechanical locking device which is con- the door engages the frame, it is guided by a
trolled by the pressurizing flap. The function roller which engages the guide track of the
of the pressurizing flap is to block the door frame and the handrail guide. The end of travel
control mechanism during pressurized flight. is controlled with the outboard handle.
When not in flight, the door is opened by first
unlocking the outboard handle with a key.
After the door is unlocked, it must be un-
latched. The unlatching device is controlled
by a dual mechanism. It can be actuated from
inside with a handle on the airstair box or
from the outside by a handle located on the
lower center section of the door. The door is
opened by tilting it on its hinge. When the
door is opened from the outside, door move-
ment must be manually supported while in
motion. Opening the door from the inside can
FIXED HANDRAIL
GUIDE AT FR 7
RETRACTABLE
STEP TELESCOPIC
HANDRAIL
TELESCOPIC ROD
TELESCOPIC ROD
STOP
STEP LIGHTING
SWITCH
GUIDE AT FR 5 SPOTLIGHT
INBOARD WINDOW
CONTROL HANDLE
LATCHING/UNLATCHING FOLDING STEP
CRANKPIN
Figure 1-9. Passenger/Crew Door Assembly

;;;
; WINDOW
LATCHING/UNLATCHING
CONTROL HANDLE
LINK RODS
OUTER OPENING
MECHANISM BOX
Figure 1-10. Passenger Door Latching and Unlatching Mechanism
Revision 1 FOR TRAINING PURPOSES ONLY 1-11

DOOR LIFT AND EXT LIFT INHIBT

PUSHLIGHTS ARE ADDED
DOOR EXT
LIFT LIFT
INHIBIT
MECHANICAL DOOR LIFTING
HANDLE IS REMOVED
EXTERNAL LIFT PUSHBUTTON
Figure 1-11. Electrical Lifting Mod for Passenger Door

PASSENGER DOOR (Electrical

Lifting Mod)
Aircraft serial number 138 and subsequent in-
corporate Modification M1378 which removes
the mechanical door lifting handle of the pas-
senger door and installs controls for electri-
cal lifting of the door. This function is only
operational on the ground.
Electrical lifting may be controlled from in-

side or from outside the aircraft via the DOOR
LIFT pushbutton. Lifting is controlled by
holding down the pushbutton. When the door
is fully up, releasing the pushbutton initiates
a 2-second timeout holding the door against
its stops and giving the operator time to grasp
the door to close it.
The internal control is located on the top strip

of the cabinet located behind the Pilots seat.
The control button is a square, lighted push-
button marked DOOR LIFT, fitted with a trans-
parent guard to prevent unwanted operation
(Figure 1-11).
The external control is located on the fuselage

next to the oxygen vent. The pushbutton, lo-
cated behind a silicone membrane, is marked
DOOR LIFT and can be controlled directly
from the outside.
The external control can be inhibited from the

inside by pressing the EXT LIFT INHIBIT
pushbutton. This pushbutton is lit white when
pushed down.
During lifting, the geared motor automati-

cally disconnects its power supply:
• If an overload is detected during oper-

ation (obstacle, etc.)
• If lifting is not completed within 30 sec-
onds. In particular, if the pushbutton is
blocked pressed in, the geared motor is
only supplied for 30 seconds.
The geared motor supply is from a direct bat-
tery line via the ceiling light PCB (crash PCB).

Baggage Compartment Door The spring counterbalancing device supports

the door weight during the opening motion.
The baggage compartment may be accessed Opening travel is limited by two cables wound
from the aircraft interior, through the lava- on reels and installed on either side of the
tory or through an exterior door. The interior door. This door is equipped with three fixed
door provides in-flight access to the com- steps and one folding step, a control device,
partment in case of fire or other needs. The ex- and a counterbalancing device. Additional
terior door provides loading access for baggage door components include a pressurizing flap
and is located on the left side of the fuselage. located inside the door, a latching assembly,
and a door-locking safety assembly.
The exterior baggage compartment door
(Figure 1-12) is hinged on its lower side and
opens outward by tilting the door forward.
MICROSWITCH
DOOR
FRAME
UPPER LATCH
GUIDE FITTING
LOWER
GUIDE
PROXIMITY
SENSOR
COUNTER-
BALANCING
CABLE
DOOR
THRESHOLD
HOLDING FAIRING
CABLE
LATCHING AUXILIARY
PAWL DOOR
DOOR MECHANISM
ACCESS DOOR
FOLDING STEP
STOW CAP
FOLDING
STEP
REEL
DOOR
Figure 1-12. Baggage Compartment Door

Three separate mechanisms control the open- A microswitch located under each upper guide
ing and closing of the door: the safety lock, the controls illumination of the compartment when
unlocking flap, and the control handle. The the airplane is on the ground or in flight and the
safety lock controls locking and unlocking of door is unlatched. These microswitches also
the latching mechanism. When the unlocking indicate a door-unlatched condition through
flap is depressed, it frees the latch pawl. The illumination of the warning panel DOORS light.
control handle allows the door to be moved Two proximity sensors also actuate illumination
clear of the frame or to engage it by lifting or of the compartment and the DOORS warning
lowering the handle. The baggage door handle light when they detect the latch pawl or the
control mechanism is illustrated in Figure 1-13. safety finger leave the engaged position. The
door-closed-and-latched condition is checked
To close the door, the bottom step must first while the aircraft systems are energized and the
be folded and locked in its retaining clip. The aircraft is sitting on its wheels, it is also
door may then be lifted using the control han- monitored in flight.
dle, and engaged in its frame. When the con-
trol handle is lowered, the unlocking flap is
automatically returned to a flush position. The
latch pawl holds the door against the frame.
EXTERNAL CONTROL
UNLOCKED POSITION
LOCK
CONTROL
HANDLE
SAFETY FLAP PUSH

BAGGAGE
COMPARTMENT
DOOR
Figure 1-13. Baggage Compartment Door Handle Control Mechanism

Forward Servicing The handle is rotated downward, allowing the

Compartment Door door to tilt outward. The door must be manu-
ally supported during its travel. Cables support
The forward servicing compartment door pro- the door once reaching its maximum opening
vides access to the forward servicing com- position. The ladder tilts outward from the
partment and is equipped with a folding ladder door opening and may be unfolded after
for entry (Figure 1-14). The door is hinged on removing the locking pin. The ladder is
its lower side and is latched with a three-latch equipped with a cable to limit its travel, and
mechanism controlled from the outside by a after being unfolded it is held in place by a strip
retractable handle. This handle is locked in po- and pin located on its lower element. Closing
sition with a key. the door can be accomplished by reversing this
process. A microswitch monitors the door and
The forward servicing compartment door opens illuminates the DOORS light on the warning
from the outside only. The door is opened by panel if the forward servicing compartment
first releasing the control handle from its hous- door is not closed and latched. The forward
ing by depressing the button labeled “PUSH.” service compartment door is monitored on
the ground only.
DOOR HINGE
LADDER HOLDING LADDER HOLDING

CABLE CABLE
LADDER SLIDING
LATCH REAR PAWL
PANEL
DOOR/LADDER
RETAINING PIN
DOOR/LADDER
RETAINING STRIP
Figure 1-14. Forward Servicing Compartment Door

Aft Servicing Compartment Door unlatching pushbutton may then be depressed

to actuate the latch control handle. The door
The aft servicing compartment door is located must be manually supported during its open-
under the aircraft, on the centerline, and is ing travel.
equipped with two fixed steps and a folding
ladder (Figure 1-15). This door provides ac- The door-closing procedure is the reverse of
cess to the aft service compartment, which the door-opening procedure. A microswitch in
houses the engine and APU fire bottles, as the door actuates illumination of both the com-
well as various hydraulic components. partment interior and the DOOR warning light
in the cockpit. The aft service compartment
This door is opened by first unlocking it with door is monitored on the ground only.
a key and then rotating the latch which blocks
the unlatching mechanism pushbutton. The
36 BEARING
RUBBER STOP
34
FOLDED EDGE
STEP
LOCK
CABLE
STEP
PAWL
FOLDING LADDER
Figure 1-15. Aft Servicing Compartment Door

Emergency Exit To open the emergency exit from the passenger

cabin, one must simply pull the handle. To open
The emergency exit is a panel located on the from the outside, a red plexiglass cover must first
right side of the aircraft (Figure 1-16). This be broken. Press the pushbutton within the cover
panel is at the midsection of the airplane and to open the emergency exit. Figure 1-16
opens over the right wing. It is fitted with a cen- illustrates the location of the emergency exit and
ter window and equipped with a quick-release its interior and exterior opening control locations.
mechanism which can be actuated from in- As an option the aircraft may be fitted with an
side or outside the aircraft. The emergency emergency exit panel located on the left side of
exit can be identified inside the aircraft by the aircraft.
the indicating plate next to the handle and the
illuminated sign above the window frame.
EXIT
CABIN
LIGHTS
PULL HERE
TO OPEN
(INSTRUCTIONS ON HINGED
HANDLE COVER)
PULL RED HANDLE

LIFT UP EXIT
THROW EXIT OUTSIDE
EMERGENCY EXIT TIRER LA POIGNEE ROUGE
SOULEVER L'ISSUE
INBOARD VIEW JETER L'ISSUE A L'EXTERIEUR
PLACARD
RED FRANGIBLE
COVER
EXIT
PUSH TO OPEN
POUSSER POUR OUVRIR
PLACARD
EMERGENCY EXIT
OUTBOARD VIEW
Figure 1-16. Emergency Exit Door Location, Controls, and Indicators

Landing Gear Doors Windows

The landing gear doors enclose the wheel
wells when the landing gear is retracted. Each Cockpit
main landing gear has a main door and a strut The cockpit has a front windshield, pilot’s
door (Figure 1-17). The nose landing gear has and copilot’s windshields, left and right front
two symmetrical main doors, a main shield windows, and left and right rear windows. All
door, and an auxiliary shield door. windows are equipped with an electrical anti-
icing system. The left front window, next to
The main landing gear main doors are hinged the pilot, slides rearward to open.
to the fuselage lower section and are
hydraulically actuated. Each strut door is
hinged on the lower surface of the wing. Passenger Cabin
The passenger cabin has 18 windows with an
The nose landing gear main doors open later- option of two additional windows. One of
ally on two hinges with the actuating rod con- these windows is located in the center of the
nected to the rear hinge fitting. The main emergency exit panel.
shield door is hinged on the aircraft structure
and linked to the landing gear strut by two
adjustable rods. The auxiliary shield door is ENGINE NACELLES
attached to the torque link.
The nacelles house the engines and consist of
the air intake, cowlings, rear body, and fan rear
inner cowling. They are mounted by pylons to
each side of the aft fuselage.
MAIN L/G UPLOCK
LINK ROD
MAIN L/G DOOR STRUT

LATCH DOOR
MAIN L/G DOOR
ACTUATOR MAIN L/G BRACE
STRUT ACTUATOR
MAIN DOOR MAIN L/G STRUT
SLIDING ROD
WHEELS
Figure 1-17. Main Landing Gear Doors

WINGS EMPENNAGE
The aircraft wings are dual swept. Each wing The aircraft empennage includes a horizontal
consists of a fixed stressed structure and sev- stabilizer and a swept-back vertical stabilizer
eral mobile components (Figure 1-18). (Figure 1-18).
The fixed structure includes a fuel tank; the The horizontal stabilizer supports the pitch
outboard leading edges; and compartments control surface through two elevators and two
for the airbrakes, ailerons and flaps, and main fairings. It has an adjustable angle of attack
landing gear. The mobile components include to provide for the pitch trim function.
a leading-edge slat, dual slotted flaps, one
aileron, and three airbrake panels. The vertical stabilizer consists of a vertical fin
and a rudder which is hinged on the fin. The
fairings remain in contact with the vertical
stabilizer, regardless of the horizontal stabi-
lizer angle of attack.
RUDDER
AILERON
ELEVATOR
FLAPS
AIRBRAKES
SLAT
NACELLES
FLAPS
AILERON
AIRBRAKES
SLAT
Figure 1-18. Wings and Empennage

AIRPLANE SYSTEMS generator is located in the tail cone. The bat-

tery is on the DC power rack in the forward ser-
vicing compartment.
GENERAL
Independent multiple-bus systems distribute
The following is a brief introduction to the power to systems throughout the airplane.
major airplane systems of the Falcon 2000. Controls and indicators for the system are
Detailed descriptions of these systems are located on the overhead panel. Two main
given in the subsequent chapters of this train- electrical boxes, in the forward service com-
ing manual. partment, contain many of the current limiters
and circuit breakers used to protect the entire
ELECTRICAL POWER SYSTEM electrical system.
Electrical power is supplied by a DC power sys- An external DC source may be used for ser-
tem (Figure 1-19). It consists of engine-driven vicing, checking, and operation of the entire
rectified alternators, an APU-driven starter- DC distribution system. The external power
generator, and a 24-VDC battery. The gener- receptacle is located within the ground service
ators (rectifier-alternators) are located in the access panel.
left and right engine nacelles. The APU starter-
MAIN
ELECTRICAL
RECTIFIER ALTERNATOR BOXES
(GENERATOR)
APU STARTER-
GCU GENERATOR
CIRCUIT-BREAKER EXTERNAL
PANELS POWER
RECEPTACLE
OVERHEAD
PANELS RECTIFIER
ALTERNATOR
(GENERATOR)
BATTERY
ELECTRICAL CABINETS
• CONNECTIONS
• PCB
• RELAYS
Figure 1-19. DC Power Generation System

MASTER WARNING SYSTEM

The master warning system is comprised of
visual and audio warning systems, a cockpit
voice recorder, and engine indication elec-
tronic displays (Figure 1-20).
The audio warnings are distributed to the cock-

pit loudspeaker and crew headsets. The cock-
pit voice recorder records the sounds of the
cockpit. Three engine indication electronic
displays (EIEDs) show data issued from the en-
gine, APU, hydraulic, and fuel systems (Figure
1-21). Two clocks display local or GMT time
and stopwatch function.
LIGHTING SYSTEM
The Falcon 2000 lighting system consists of
exterior, interior and emergency lighting.
Exterior Lighting
The airplane exterior lights (Figure 1-22) in-
clude navigation lights, a top anticollision
light, landing lights, a taxi light, and wing ice
detection lights. Fin logo and bottom anti-
collision lights are an option.
BRIGHT
DIM
TEST RESET
PITCH T/O AIL

FADEC 1 FADEC 2
FEEL CONFIG FEEL
AUTO FLAP AIL
START 1 START 2
SLATS ASYM ZERO
LH ST BY RH
OIL 1 OIL 2
PROBES PITOT PROBES
AP
AP MISTRIM
TRIM FAIL
THRUST APU THRUST
APU GEN APR
REVERSER 1 FAULT REVERSER 2
GEN 1 BAT GEN 2
LH BUS RH BUS
FUEL 1 HOT BAT FUEL 2
ISOL TIED
LO NOSE ECU AFT COMP LO
FUEL 1 CONE OVH'T OVHT OVHT FUEL 2
PUMP 1 HYDR # TK HYDR # 2 PUMP 2 PUMP
HYDR # 1 PRESS ISOL HYDR # 1 HYDR # 2
BRAKE STD BY
FUELING BRAKE BRAKE
PRESS PUMP
BRAKE RECIR
DOORS ANTI - ICE CABIN
ACCU ISOL
Figure 1-20. Warning Panel Figure 1-21. Engine Indication

Electronic Displays

Interior Lighting Emergency Lighting

The interior of the aircraft has lighting in the The Falcon 2000 has an emergency lighting
cockpit, passenger and crew areas, baggage system (Figure 1-23) in case of total power fail-
compartment, and service compartments. The ure. This system illuminates the pilot’s and
cockpit has glareshield lights, indicator and copilot’s dome lights, passenger door and aisle
warning lights, and overhead lights. The pas- spotlights, the exit and emergency exit lights,
senger area has illuminated switches and signs, and necessary signal signs.
aisle lighting, entranceway lighting, and read-
ing lights. Baggage and service compartments
are also illuminated.
LH NAVIGATION
RED LIGHT AND
ANTICOLLISION
RED ANTICOLLISION
FIN LOGO WHITE LIGHT
LIGHT
LIGHTS
(OPTIONAL)
LANDING AND
TAXI LIGHT
EXTERIOR
EMERGENCY
EXIT LIGHT
WING ICE
DETECTION
LIGHTS
EXTERIOR
REAR NAVIGATION
EVACUATION
AND ANTICOLLISION
LIGHT
WHITE LIGHT
RH NAVIGATION
GREEN LIGHT AND
ANTICOLLISION BELLY
WHITE LIGHT ANTICOLLISION
LIGHT (OPTIONAL)
Figure 1-22. Exterior Lighting System

1-24
T
EMERGENCY LIGHTING
EXI
EMERGENCY EXIT PULL HERE EXIT
HANDLE LIGHT TO OPEN BATTERY PACK
EXIT
AISLE LIGHT
PASSENGER E
AISLE LIGHT EXIT AISLE LIGHT
DOOR X
COPILOT EXIT I
SPOTLIGHTS T
DOME LIGHT
EXIT

PILOT EMERGENCY EMERGENCY AISLE LIGHTS

DOME LIGHT LIGHTING LIGHTING
BATTERY PACK BATTERY PACK
EXIT
Figure 1-23. Emergency Lighting System
Revision 1
FUEL SYSTEM The aircraft uses a pressure-refueling system,

or it can be gravity-refueled. The cockpit has
Engine fuel is stored in wing tanks (Figure switches, lights, and electronic displays to
1-24). The tanks are sealed structurally and are control and indicate conditions of the fuel
coated with protective paint. They contain system. Switches are used to shut off fuel to
drainage systems for defueling and evacuation the engines if necessary. Lights indicate valves
of water. Total fuel capacity is 12,155 pounds. that are open, discrepancies between valve
and switch positions, and low fuel levels.
Fuel is supplied to the engines and APU by Electronic displays indicate fuel quantity,
booster pumps and jet pumps. Crossfeed flow, and temperature data.
units exist to balance fuel levels between
tanks, and supply fuel to an engine from the
opposite system in case of a pump failure.
Figure 1-24. Wing Fuel Tanks

AUXILIARY POWER UNIT POWERPLANT

The aircraft is equipped with a Garrett GTCP The Falcon 2000 is equipped with two jet en-
36-150 (F2M) auxiliary power unit (APU) in- gines with dual flow, a front single-stage fan,
stalled inside the tail cone. The functions of two spool turbines, and a mixer nozzle (Figure
the APU include: 1-25). Thrust load is approximately 5,888
pounds at 86˚F at sea level. The engines pro-
• Environmental control system airflow vide a five-stage HP axial flow compressor
for quick acceleration and deceleration with-
• Main engine starting out compressor stall risks and to enhance
fuel consumption control at all engine speeds.
• Electrical power supply
The engines are mounted on the airplane with
fail-safe-type mounts on the front and rear.
The cockpit, overhead panel, warning panel,
maintenance panel, and EIED have specific
sections for APU controls and indications.
FAN SHROUD MIXER

NOZZLE
FADEC
IN-LINE COMBUSTION
FAN
SPINNER
IGNITER PLUG
AIR TURBINE IGNITION EXCITER

STARTER
HYDRO MECHANICAL UNIT WITH FUEL PUMP AND FILTER
ACCESSORY GEARBOX WITH (GENERATOR, HYD PUMP(s), OIL PUMPS, PMA)
Figure 1-25. Engine

FIRE PROTECTION SYSTEM pear on the fire control panel and/or warning
panel. The visual warnings indicate which
The fire protection system consists of a part of the aircraft is affected so appropriate
fire/heat/smoke detection system, warning measures may be taken.
system and fire extinguishers.
Extinguishing System
Detection System
Aircraft fires can be extinguished by fire ex-
The detection system (Figure 1-26) consists tinguishers in each engine and APU com-
of fire detectors, overheat sensors and a smoke partment and hand-held fire extinguishers
detector. The engines and APU have fire located in the cabin and cockpit. Landing gear
detectors. Overheat sensors are located in the wheel well overheating may be eliminated by
forward service compartment, landing gear extending the landing gear.
wheel wells, and the nose cone avionics bay.
A smoke detector is located in the baggage
compartment.
PNEUMATIC SYSTEM
The pneumatic system supplies pressurized
Warning System air required by some aircraft systems and
equipment. This is accomplished by bleed air
If a fire is detected in the aircraft, an audio from both engines or APU.
warning is activated, and visual warnings ap-
RH MAIN L/G COMPARTMENT SMOKE ENGINE FIRE 1 APU FIRE

OVERHEAT SENSOR DETECTOR DETECTOR DETECTOR
LH MAIN L/G COMPARTMENT FSC OVERHEAT ENGINE FIRE 1

OVERHEAT SENSOR PROBE DETECTOR
Figure 1-26. Fire and Smoke Detection System

Each engine is fitted with a low-pressure air from the engines provides ice protection to
bleed-air port which supplies pneumatic pres- the wing leading edges, leading-edge slats,
sure to the interconnection manifold. The APU engine air intake lips, and the air intake for the
bleed-air port supplies pressure to the common air-conditioning heat exchanger. The electri-
feeder. The ground air connector allows a cal system, using heating resistors, protects the
ground unit to supply needed air for the air- cockpit windshield and windows and various
conditioning system and for main engine start probes and sensors from icing.
if necessary.
Rain protection is provided to the pilot’s and
copilot’s windshields through electrically op-
ICE AND RAIN PROTECTION erated windshield wipers.
SYSTEMS
Windshield demisting is accomplished through
The Falcon 2000 is equipped with anti-icing
the cockpit air-conditioning supply and ven-
systems and rain protection (Figure 1-27).
tilation from the EFIS air-conditioning system.
The two anti-icing systems include a pneu-
Cabin window demisting is through dry air
matic system which uses hot air and an elec-
circulation between outboard and inboard
trical system using heating resistors. Hot bleed
window panes.
AIR-CONDITIONER HEAT
WING ANTI-ICE EXCHANGER INLET
WINDSHIELD ANTI-ICE
ENGINE ANTI-ICE
Figure 1-27. Ice and Rain Protection Systems

AIR-CONDITIONING SYSTEM • Cold-air system (air conditioning, cabin

and cockpit gaspers, and EFIS cooling)
The air-conditioning system (Figure 1-28)
maintains the cockpit, passenger cabin, bag-
gage compartment, and nose cone at a suitable
PRESSURIZATION
pressure and temperature regardless of flying The pressurization system maintains a pres-
conditions. The system consists of: sure inside the fuselage which is comfortable
for the passengers and crew regardless of the
• Distribution system supplying the cock- flying conditions. Two areas of the aircraft
pit and passenger cabin are pressurized.
• Cabin, nose cone, and baggage compart- The main pressurized area consists of the
ment pressurization system cockpit, passenger cabin, lavatory, and bag-
gage compartment. This area is supplied by the
• Environmental control unit supplying air- conditioning system. The other pressur-
conditioned air for temperature control ized area is the nose cone. It is slightly pres-
to the gaspers, EFIS, and various systems surized in flight by an automatic control
according to the options available system.
Air-conditioning distribution contains four Pressurization can be maintained automati-
systems, which route air to various using cally or manually. In automatic mode, a pro-
points to obtain optimum air temperature grammed pressurization law is followed to
distribution: ensure the nominal differential pressure is
9 psi.
• Cockpit air-conditioning system
A warning system alerts the crew if the cabin
• Passenger cabin air-conditioning and altitude pressure exceeds 10,000 feet or if
floor-heating system there is a failure in the air recirculation
automatic closure system.
• Cockpit and cabin recirculation system
COCKPIT DUCT
PASSENGER
TEMP SENSOR
DOOR AIR-CONDITIONING
COPILOT A/C HEATING PAX GASPERS COMPUTER
COPILOT GASPER
PILOT
GASPER
PILOT A/C PAX GASPERS LAVATORY
COCKPIT
TEMPERATURE HEATING
SENSOR
Figure 1-28. Air-Conditioning System

HYDRAULIC POWER SYSTEMS The No. 1 hydraulic system supplies pressur-

ized fluid to components of the following:
The hydraulic power system (Figure 1-29) is
comprised of a main hydraulic power supply • Flight control servo actuators
system and an auxiliary system.
• Pitch Arthur variable bellcrank
Hydraulic power is used throughout the aircraft
to control various systems. The main hydraulic • No.1 engine thrust reverser
power supply consists of two independent, si-
multaneously operating systems, designated • Slats (normal)
as the No. 1 and No. 2 hydraulic systems. Each
system draws hydraulic fluid from its respec- • No. 1 braking system with anti-skid
tive reservoir, pressurizes the fluid, and routes
it to components of the user systems.
21 PSIA
1
#1 SYSTEM FUEL
SHUT OFF
FUEL
SHUT OFF
#2 SYSTEM
RESERVOIR RESERVOIR
TRANS TRANS
LH ENGINE ENGINE 1 ENGINE 2 RH ENGINE

LEGEND
SUPPLY
PMP1 7 PMP2
SYS1 130 PSI 3 SYS1 SYSTEM #1
PRESSURE
2 SYSTEM #2
PRESSURE
8 “GRND TEST” STANDBY PUMP
PRESSURE
PMP
SYS2
STANDBY
PUMP 9
SELECTOR 11
ISOLATION
VALVE
“IN FLIGHT”
HYDR # TK
PITCH 1. PRESS PRESS SWS
SERVO-ACTUATOR
4 5
PUMP 1
RUDDER 2. HYDR # 1 PRESS SW
6 10
SERVO-ACTUATOR
PUMP 2
ROLL 3. HYDR # 1 PRESS SW
SERVO-ACTUATOR
AIRBRAKE 4. #1 STBY PUMP PRESS SW
HOLD DOWN 5. #2 STBY PUMP PRESS SW
ACCUMULATOR 6. #1 HYDR SYS
PRESS TRANSMITTER
ENGINE #1 T/R (OPT) ENGINE #2 T/R (OPT) 7. PUMP 2 HYDR # 1
OVERPRESS RELIEF
PITCH ARTHUR AIRBRAKES 8. PUMP 1 HYDR # 1
< S/N 63 OVERPRESS RELIEF
SLATS EMER SLATS PUMP

9. HYDR # 2 PRESS SW
BRAKING BRAKING 10. #2 HYDR SYS

PRESS TRANSMITTER
11. SYS 2 PUMP
L G & DOORS OVERPRESS RELIEF
EMERGENCY/
PARKING BRAKE
NWS
FLAPS
Figure 1-29. Hydraulic Power System

• Landing gear The nose landing gear has nosewheel steering

capabilities for taxiing with a turning radius
• Nosewheel steering of 60˚ left or right of center.
The No. 2 hydraulic system supplies pressur-

ized fluid to components of the following:
• Flight-control servoactuators
• No. 2 engine thrust reverser
• Slats (emergency)
• No. 2 braking system with anti-skid
• Parking/emergency brake
• Flaps
• Airbrakes
Figure 1-30. Landing Gear and Wheel
The auxiliary hydraulic system operates as an
Well Door
automatic emergency backup in case of fail-
ure of the No. 2 hydraulic systems. It also
provides hydraulic supply for the pitch and
rudder servoactuators. Brakes
Cockpit indicators exist to warn of hydraulic The braking system consists of a control unit
system problems. assembly, a carbon (hot) section, and an antiskid
system. The braking system is electrically
controlled through the braking and steering
LANDING GEAR AND BRAKES control unit (BSCU), which determines the
hydraulic pressure applied to the brakes. A
Landing Gear parking brake control allows emergency
nondifferential progressive braking.
The landing gear consists of two main land-
ing gears and a nose landing gear. Each land- The carbon wheel brakes consist of a double
ing gear is a retractable tricycle-type fitted hydraulic crown equipped with two separate
with a dual-wheel arrangement (Figure 1-30). groups of brake pistons. These are located in
The nose landing gear retracts forward, and t h e m a i n l a n d i n g g e a r w h e e l s . T h ey a r e
each main landing gear retracts inboard. Doors supplied with hydraulic power by two separate
are provided for closure of the landing gear circuits which may be used separately or
wheel wells. The landing gears are electrically simultaneously.
controlled, hydraulically actuated, and me-
chanically locked. The landing gear system is
illustrated in Figure 1-31.

Figure 1-31. Landing Gear System
FLIGHT CONTROLS • Flight environment data group
The aircraft flight controls are hydraulically • Attitude and direction data group
boosted, nonreversible, and fully reversionary.
The controls are hydraulically operated but, • Inertial reference system
in case of total hydraulic failure, the aircraft
can be fully controlled. Ailerons
In flight, the aircraft is controlled by the The two ailerons are controlled from the
following: pilot’s and copilot’s control columns and are
actuated through linkage rods (Figure 1-32).
• Ailerons for roll control They can also be controlled by the autopilot
servomotor.
• E l eva t o r s a n d a m o b i l e h o r i z o n t a l
stabilizer for pitch control Elevators
• Rudder for yaw control The two elevators control pitch from the pilot’s
and copilot’s control columns through control
• Leading edge slats and flaps for high lift linkage rods actuating the servoactuator. The
pitch control uses an independent trim system
• Airbrake panels to set the horizontal stabilizer deflection angle.

28˚ 20˚ - UP
24˚ 20˚ - DOWN
AILERON EMERGENCY
TRIM ACTUATOR
28˚ 20˚ - UP
24˚ 20˚ - DOWN
Figure 1-32. Aileron Control System

Rudder Flaps
The rudder is controlled from the pilot’s and Each wing has two flaps for high lift which are
copilot’s control pedals through control link- controlled by the pilot. These are designed to
age rods actuating the rudder (Figure 1-33). increase the aerodynamic lift during takeoff
The pedal assemblies may be adjusted to fit the and landing phases.
height of the pilot.
Airbrakes
Slats
Airbrakes provide the aircraft with aerody-
The two leading-edge slats are on the outer namic braking. There are six airbrake panels
section of each wing. These provide proper which are actuated by individual differential
aerodynamic lift and flow. actuators. There is no mechanical synchro-
nization between the airbrakes.
RUDDER
PEDALS
RUDDER
SERVO
RUDDER
LINKAGE
Figure 1-33. Rudder Controls

AVIONICS These groups interface with each other and

with other avionics of the aircraft through the
The avionics system of the aircraft includes the integrated avionics processor system.
navigation, automatic flight control, and com-
munications systems. The avionics master Automatic Flight Control
switchlights are located above the pilot’s seat,
on the left and right side of the overhead panel
System
(Figure 1-34). The autoflight system integrates information
from the attitude and heading reference/inertial
Navigation reference system (AHRS/IRS), air data com-
puters (ADCs), and electronic flight instrument
The Falcon 2000 navigation system incorpo- system (EFIS) to provide the necessary stabi-
rates solid-state, high-integration computer lization and control for optimum performance.
circuitry which displays necessary operational This system consists of an autopilot, mach trim,
information on cathode-ray tube screens. yaw damper, and flight director.
The navigation system is divided into four The system is a dual system with identical
groups to separate the various functions: systems for the pilot and copilot. The two
systems operate together to drive the flight
• I n s t r u m e n t l a n d i n g / m a r ke r b e a c o n control servos. The flight director is avail-
system able independently of the autopilot functions.
• Independent position-determining group
• Dependent position-determining group
• Flight management system
LH AV RH AV
MASTER MASTER
Figure 1-34. Avionics Master Switchlights

Communications The VHF system provides short-range

communication with ground and air radio
T h e c o m m u n i c a t i o n s s y s t e m a l l ow s t h e stations. The PA system allows the crew to
crewmembers to speak with each other, the make announcements to the passengers and
passengers, other aircraft, and ground radio flight attendants. The interphone system
stations. Radio frequencies can be changed permits communication with the ground
manually or preloaded and controlled by inputs servicing personnel and cabin crews. The
from the flight management system. audio interface unit selects and controls the
various aircraft audio signals.
The basic communication system includes a
very high frequency (VHF) system, a public
address (PA) system, an interphone system,
and an audio interface unit. Controls for each
system are located on the pilot’s and copilot’s
control panels. Antennas for these systems
are located at various points on the aircraft, as
illustrated in Figure 1-35.
VHF 1
VHF 1
VHF 2 VHF 3
Figure 1-35. Antenna Locations

OXYGEN SYSTEM The crew oxygen system includes masks with

integrated regulators. The passenger system
The aircraft has an oxygen system (Figure 1-36) includes masks supplied with oxygen
to supply oxygen to the crew and passengers in controllers for high altitudes.
case of depressurization or in case smoke in
the cabin. The system is supplied by a high-pres-
sure gas cylinder.
COPILOT OXYGEN MASK TO THERAPEUTIC SOCKETS
COPILOT OXYGEN
MASK BOX OXYGEN SUPPLY
TO PASSENGER
OXYGEN CONTROLLER
OXYGEN CYLINDER
PILOT OXYGEN MASK
PILOT OXYGEN
MASK BOX
HARNESS
MIKE
"EMERGENCY" TEST
AND CONTROL KNOB
COPILOT MASK BOX
OXYGEN FLOWMETER INDICATOR
WITH MASK INSTALLED
COPILOT CONSOLE
Figure 1-36. Cockpit Oxygen System

WATER SYSTEM PARKING AND MOORING

The aircraft is equipped with a 10-gallon-
When the aircraft is parked overnight or in
capacity fresh water supply for the right front
strong wind conditions, the parking brake
galley and the rear lavatory washbasin. This
must be set and mooring equipment installed
system includes a water tank, pressure pump,
for aircraft protection and personnel safety.
wa t e r q u a n t i t y i n d i c a t o r, a n d t wo wa t e r
This equipment includes:
heaters. Circuit breakers, controls, and indi-
cators for the water system are located in the
• Main landing gear wheel chocks
galley (Figure 1-37). The associated waste
water system provides drainage from all fresh
• Mooring lugs to be installed under the
water use areas and waste water areas, as
wings and at the front jacking point
well as from areas of condensation or possi-
ble leakage.
• Engine air intake blanks
FULL
• Exhaust duct blanks for the APU and
3/4
1/2
1/4
engines
LOW DRAIN FWD AFT TOIL
EMPTY
PUSH
TO
READ • Heat exchanger air intake blank and rod
MAST
HEATER
WATER
PUMP
WATER
HEATER
GALLEY
LIGHT
LIQUID
DISP
COFFEE
MAKER OVEN
• Static pressure normal probe cover
5 2.5 20 5 10 50 50
• Static pressure standby probe cover

WATER
HEATER LIQUID
DISP
WATER
PUMP
GALLEY
LIGHT
• Temperature probe cover
COFFEE
MAKER
• Pitot probe cover
• AOA sensor cover
The parking and mooring equipment and

associated installation points are illustrated in
Figure 1-38. Strong wind conditions are defined
as greater than 65 knots, and under these condi-
tions the plane must be parked with its nose into
the wind. The pitot pressure probes, exhaust cov-
ers, and protectors are installed after the points
of installation are cool enough to touch with the
hand. Do not install these while the airplane is
still hot. All ground support equipment must be
moved away from the aircraft and the cockpit
overhead BAT switch set to off. All mooring is
done with a slightly taut cable or rope. If snow
is expected, the aircraft must be moored at the
front mooring point.
Figure 1-37. Right Front Galley and

Electrical Panel

TIEDOWN RING
(AH21)
INSTALLATION OF
MOORING LUGS
UNDERNEATH WINGS
INSTALLATION OF
MOORING LUG
AT FRONT JACKING POINT
Figure 1-38. Parking and Mooring (Sheet 1 of 3)

1-40
PITOT PROBE COVER
STATIC PRESSURE
STANDBY PROBE COVER
AOA SENSOR COVER NORMAL STATIC PROBE COVER

TEMPERATURE
PROBE BLANK

Revision 1
APU EXHAUST DUCT BLANK HEAT EXCHANGER AIR

(SEEN FROM REAR) INTAKE BLANK AND ROD
ENGINE AIR INTAKE

BLANKS
GALE WIND
F 2 M
STRAP
ENGINE EXHAUST
DUCT BLANKING COVER
GALE WIND STRAP
ATTACHMENT ON
VENTILATION LOUVERS

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL............................................................................................................................... 2-1
DC POWER SYSTEM ............................................................................................................ 2-2
General ............................................................................................................................. 2-2
Distribution Buses............................................................................................................ 2-2
Protection ......................................................................................................................... 2-4
Control ............................................................................................................................. 2-4
Indication and Warning .................................................................................................... 2-6
BATTERY................................................................................................................................ 2-7
General ............................................................................................................................. 2-7
Ventilation ........................................................................................................................ 2-7
Indication and Monitoring ............................................................................................... 2-7
Digital Battery Temperature Indicator ............................................................................. 2-8
Control ............................................................................................................................. 2-8
Operation.......................................................................................................................... 2-9
Battery Bus Circuits ......................................................................................................... 2-9
APU GENERATOR................................................................................................................. 2-9
General ............................................................................................................................. 2-9
Indication ....................................................................................................................... 2-12
Control ........................................................................................................................... 2-12
Operation ....................................................................................................................... 2-12
FOR TRAINING PURPOSES ONLY 2-i

GENERATORS ..................................................................................................................... 2-12

General........................................................................................................................... 2-12
Indication ....................................................................................................................... 2-14
Control ........................................................................................................................... 2-14
Operation ....................................................................................................................... 2-15
EXTERNAL DC POWER..................................................................................................... 2-15
General........................................................................................................................... 2-15
Control ........................................................................................................................... 2-15
Protection ....................................................................................................................... 2-15
Indication ....................................................................................................................... 2-15
Operation ....................................................................................................................... 2-18
DC POWER DISTRIBUTION.............................................................................................. 2-20
System Description ........................................................................................................ 2-20
Bus-Tie Relays............................................................................................................... 2-20
Circuit-Breaker Panels ................................................................................................... 2-20
Battery Bus .................................................................................................................... 2-20
Avionics Masters............................................................................................................ 2-20
Automatic Load Shedding and Switching ..................................................................... 2-21
Normal Operation .......................................................................................................... 2-24
Abnormal Operation ...................................................................................................... 2-24
Non-Essential System Load Shed.................................................................................. 2-24

ILLUSTRATIONS
Figure Title Page
2-1 DC Power Generation System ................................................................................. 2-2
2-2 Electrical Power Schematic...................................................................................... 2-3
2-3 Main Electrical Boxes .............................................................................................. 2-4
2-4 DC Supply Control Panel ......................................................................................... 2-5
2-5 Master Warning Panel .............................................................................................. 2-6
2-6 Battery Temperature Indicator (Analog) .................................................................. 2-7
2-7 Digital Battery Temperature Indicator ..................................................................... 2-8
2-8 Battery Switch On—Bus Ties Open ...................................................................... 2-10
2-9 Battery Switch On—Bus Ties Closed .................................................................... 2-11
2-10 APU Generator Operation—Bus Ties Closed........................................................ 2-12
2-11 Generator 2 Operation—Bus Ties Closed.............................................................. 2-16
2-12 Flight Normal Operation ........................................................................................ 2-17
2-13 Ground Power ........................................................................................................ 2-18
2-14 External Power Operation ...................................................................................... 2-19
2-15 Battery Bus............................................................................................................. 2-21
2-16 Left/Essential Bus-Tie Logic ................................................................................. 2-22
2-17 Essential/Right Bus-Tie Logic ............................................................................... 2-23
2-18 Generator 1 Failure in Flight.................................................................................. 2-25
2-19 Generator 2 Failure in Flight.................................................................................. 2-26

CHAPTER 2
ELECTRICAL POWER SYSTEMS
G
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INTRODUCTION
This chapter describes the electrical power systems of the Falcon 2000 aircraft. All val-
ues used for voltage, amperage, and tolerances are for illustrative purposes only. Actual
values must be obtained from the manuals and publications issued by or on behalf of the
airplane manufacturer, the certification agency of the country of origin, and the Federal
Aviation Administration.
GENERAL
The Falcon 2000 uses DC power for control, For power distribution, the electrical system
operation, and indication of the various sys- incorporates a multiple-bus system intercon-
tems installed in the aircraft. nected by relays, circuit breakers, and con-
tactors, which may be used to isolate a
DC power is provided by two engine-driven malfunctioning bus or power source.
alternator-rectifiers and by a conventional 24-
VDC nicad battery. The alternator-rectifiers The Falcon 2000 is unique in that it does not
will be referred to as “generators” for the use conventional inverters to provide the 115-
remainder of this training manual. Electrical and 26-volt AC requirements of the aircraft.
power is also provided by an auxiliary power Equipment requiring alternating current con-
unit (APU) and, on the ground, by a ground tain integral inverters to provide the required
power unit (GPU). current. Solid-state inverters may be installed
to satisfy various customer options.

DC POWER SYSTEM charging. As the CFE738 engines are air-

started, electrical power is not needed for
engine starting except to control the start
GENERAL sequence.
The DC power system of the Falcon 2000 is a An approved GPU may be used for prolonged
conventional 24 to 28.5-volt system that has periods to power the DC system to facilitate
four power sources: one battery, two engine- maintenance and servicing. The GPU may
driven generators, and an APU-driven starter also be used to start the APU but it cannot be
generator that may be operated in flight up to used to charge the battery.
35,000 feet. The electrical system may also be
powered on the ground by a GPU. Figure 2-1 depicts the major electrical com-
ponents of the DC power system and their
The battery provides power primarily to start locations.
the APU and acts as a surge damper for the gen-
erators. It may also be a source of emergency
in-flight power for a limited period of time if DISTRIBUTION BUSES
all generated power is lost.
D C p ow e r d i s t r i bu t i o n i s a c h i eve d b y a
Either of the engine-driven generators or the multiple-bus system consisting of four major
APU generator is capable of powering the buses: battery bus, left main bus, essential
entire DC system and of providing battery bus, and right main bus (Figure 2-2).
MAIN
ELECTRICAL
RECTIFIER ALTERNATOR BOXES
(GENERATOR)
APU STARTER-
GCU GENERATOR
CIRCUIT-BREAKER EXTERNAL
PANELS POWER
RECEPTACLE
OVERHEAD
PANELS RECTIFIER
ALTERNATOR
(GENERATOR)
BATTERY
ELECTRICAL CABINETS
• CONNECTIONS
• PCB
• RELAYS
Figure 2-1. DC Power Generation System

EXT PWR (APU)
FLIGHT
NORM
25 25
20
HRZN AHS1 AHS2 20
BAT LH BUS ESS BUS RH BUS BAT
Revision 2
GEN GEN
0 30 0 30 THRUST APU THRUST
V- V- APU GEN APR
GEN 1 APU BAT GEN 2 GEN 1 BAT GEN 2

100 200
GEN1 APU BAT 100 200
0 300 0 300
100 400 100 400

A- 450
A- 450 LH BUS RH BUS
ISOL TIED
DC SUPPLY
TO AMMETER A1 BUS
A2 BUS
A3 WINDSHIELD
GENERATOR 1 GEN 1 A4 CABIN
ACCOMMODATION
CONTACTOR
LH MAIN BUS
TO VOLTMETER
APU
TO AMMETER CONTACTOR LH/ESS
CIRCUIT
TIE LOGIC
BUS-TIE RELAY
LH/ESS BUS
APU START
CONTACTOR
ESSENTIAL BUS
APU GEN
4P CONTROL TO VOLTMETER
FIRE EXTINGUISHERS
ST-BY PUMP
ESSENTIAL BUS
FIRE SOV
SLATS BATTERY
PRESSURE REFUEL CONTACTOR
BATTERY BUS
BATTERY LIGHTS 1 (AND MAIN CABIN ESS/RH

DOOR CLOSING > SN 138) BUS-TIE RELAY
CIRCUIT
TIE LOGIC
LIGHTS 2
ESS/RH BUS
GPU RECEPTACLE
GPU
TO AMMETER CONTACTOR B1 BUS
TO AMMETER
B2 BUS
B3 WINDSHIELD
B4 GALLEY
GENERATOR 2
RH MAIN BUS
GEN 2 TO VOLTMETER
CONTACTOR
2-3
Figure 2-2. Electrical Power Schematic
The DC distribution system is normally op- PROTECTION

erated as independent left and right systems.
The left system consists of the left main bus Circuit protection is provided by conventional
and the essential bus, which are connected by trip-free circuit breakers located above the
the normally closed LH/ESS bus-tie relay. overhead panel (see Panel Poster). Feeder ca-
bles to the sub-buses are protected by current
The battery bus is connected to the essential limiters. Hall-effect current sensors detect
bus by the battery contactor. The right system excessive reverse current flow to the power
consists of the right main bus. The two systems sources.
may be connected, if required, by the normally
open ESS/RH bus-tie relay. CONTROL
The two bus-tie relays may be automatically The electrical system is controlled by switches
positioned by system logic during certain located on the DC SUPPLY section of the
operations that will be discussed in detail later overhead panel (Figure 2-4). The engine gen-
in this chapter. Further, there are various au- erators, APU generator, battery, and external
tomatic and selective load-shedding features. power are controlled by switches that will be
covered in separate sections to follow. The
The buses and bus ties are contained in the LH bus-tie relays are controlled by rotary
and RH main electrical boxes located in the switches.
forward service compartment (Figure 2-3).
FWD IN
RH MA AL
RIC
IN ELECT
LH MA AL BOX
C T R IC
ELE
BOX
GCU 2
GCU 1
APU GCU
BATTERY
Figure 2-3. Main Electrical Boxes

25
20
BAT
GEN
0 30
V-
100 300
0 400
100
A- 450
RIGHT BUS-TIE AHS 2
ROTARY SWITCH PUSHBUTTON
LEFT ESSENTIAL
HORIZON AHS 1 BUS-TIE EXTERNAL POWER
PUSHBUTTON PUSHBUTTON ROTARY SWITCH SWITCHLIGHT VOLTMETER
EXT PWR
FLIGHT
NORM
25 25
20 HRZN AHS1 AHS2 20
BAT
GEN
LH BUS ESS BUS RH BUS BAT
GEN
0 30 0 30
V- V-
GEN1 APU BAT GEN 1 APU BAT GEN 2

100 300 100 300
0 400 0 400
100
A- 450 100
A- 450
DC SUPPLY
AMMETER AND GEN 1 APU BAT GEN 2 AMMETER

VOLTMETER SWITCH SWITCH SWITCH SWITCH
SELECTOR SWITCH
25
20
BAT
GEN
0 30
V-
100 300
0 400
100
A- 450
Figure 2-4. DC Supply Control Panel

The LH/ESS bus-tie relay is controlled by The left ammeter always indicates the am-
the LH/ESS rotary bus-tie switch and is nor- perage (load) of the selected power source.
mally closed. The ESS/RH bus-tie relay is
controlled by the ESS/RH rotary bus-tie The right voltmeter is always connected to
switch and is open when the switch is in the the right main bus. The right ammeter will
FLIGHT NORM position. Both relays have only read GEN 2 amperage. When a GPU is
automatic functions that will be discussed in used, it is connected to the right main bus.
the DC Power Distribution section of this GPU voltage is shown on the right voltmeter,
chapter. but GPU amperage is not displayed in the
cockpit.
INDICATION AND WARNING Lights on the master warning panel (Figure
Two voltmeters and two ammeters on the DC 2-5) provide indications of system malfunc-
SUPPLY portion of the overhead panel (Figure tions and abnormalities.
2-4) provide indications of the DC power
system. HRZN and AHS 1 and 2 Test
The left voltmeter and ammeter are controlled Pushbuttons
by the GEN 1–APU-BAT selector switch The left voltmeter indicates the standby hori-
located on the left side of the DC SUPPLY zon battery voltage or the AHS 1 battery volt-
panel. When selected to the GEN 1 position, age when the respective button is pushed. The
the voltmeter is connected to the left main right voltmeter indicates the AHS 2 battery
bus; when it is selected to the APU or BAT voltage when that button is pushed.
position, it is connected to the essential bus.
BRIGHT
DIM
TEST RESET
PITCH T/O AIL

FADEC 1 FADEC 2
FEEL CONFIG FEEL
AUTO FLAP AIL
START 1 START 2
SLATES ASYM ZERO
LH ST BY RH
OIL 1 OIL 2
PROBES PITOT PROBES
AP
TRIM FAIL AP MISTRIM
THRUST APU THRUST

APU GEN APR
GEN 1 BAT GEN 2
LH BUS RH BUS
ISOL TIED
FUEL 1 CONE OVHT OVHT OVHT FUEL 2
BRAKE STD BY
FUELING BRAKE BRAKE
PRESS PUMP
BRAKE RECIR
ACCU ISOL
Figure 2-5. Master Warning Panel

BATTERY When it is selected to the BAT position, the left

voltmeter reads essential bus voltage and the
left ammeter reads the rate of battery charge
GENERAL or discharge. A standard battery temperature
indicator is located on the copilot instrument
A single 24-volt, 36-ampere-hour nickel- panel (Figure 2-6). The indicator scale is color-
cadmium battery is mounted on the DC power coded as follows:
rack in the forward service compartment (see
Figure 2-3). The battery is connected directly Red 160 to 190°F Hot
to the battery bus, which is connected to the
essential bus through the battery contactor. Amber 120 to 160°F Warm
The battery connection is a standard quick-
disconnect adapter. Green 100 to 120°F Normal
VENTILATION Amber WARM and red HOT lights on the in-

dicator will illuminate as the temperature rises
The battery is always ventilated. On the through the appropriate sector of the gage.
ground, ventilation is provided by a battery fan. When the gage rises into the hot sector, the red
The fan operates if the battery switch is on, HOT BAT annunciator on the master warning
ground proximity sensors detect an on-ground panel will also illuminate and the “gong,” as-
situation, and the EXT PWR switch is off. In sociated with red annunciators, will sound.
flight, continuous ventilation is provided by
a venturi airflow system that operates through The indicator may be tested by a TEST but-
the battery drain tube. ton located next to the gage. When the button
is pressed, the indicator needle will rise
through the scales to the top of the gage. As
INDICATION AND MONITORING it passes through the amber and red sectors,
The position of the battery contactor is indi- the appropriate lights will illuminate.
cated on the master warning panel by the BAT
annunciator. When the contactor is closed, In the case of low battery temperature, the
the annunciator is extinguished and when it is temperature may be read by using the LESS
open, the annunciator is illuminated. Battery 50°F button. When pressed, 50° is added to the
voltage and amperage readings are controlled actual battery temperature; battery tempera-
by the GEN 1–APU–BAT selector switch. ture will then be 50° less than the indicated
value. If the battery sensors are disconnected,
OFF
180
WARM HOT
160
140
LESS 50°F
120
BAT TEMP
TEST
Figure 2-6. Battery Temperature Indicator (Analog)

the needle will go to the OFF position at the ERR—Temperature probe shorted
top of the scale, the amber WARM and red
TEST GOOD or TEST ERR
HOT lights on the indicator will illuminate,
and the HOT BAT annunciator on the master
warning panel will illuminate. When the digital indicator is tested, the
WARM and HOT lights illuminate, TEST
GOOD and TEST ERR messages are dis-
DIGITAL BATTERY played, the red HOT BAT light on the master
TEMPERATURE INDICATOR warning panel illuminates and the “gong”
sounds.
(Standard > 59 optional on Aircraft < 59.)
If the digital battery indicator is installed CONTROL

(Figure 2-7), temperatures between 32°F and
160°F are displayed and the following warn- The battery connection is controlled by a two-
ing lights are provided: position magnetic switch, labeled BAT, on
the DC SUPPLY panel.
Amber BATTERY–WARM 120°F
NORMAL—In the ON (up) position, the bat-
Red BATTERY–HOT 160°F tery contactor is closed, connecting the bat-
tery bus to the essential bus.
If the BATTERY-HOT light illuminates, the OFF—In the OFF (down) position, the battery
red HOT BAT annunciator on the master warn- contactor is opened, disconnecting the battery
ing panel will also illuminate and the “gong,” bus from the essential bus.
associated with red annunciators, will sound.
• If excessive reverse current is detected,
The following additional information is the BAT switch will trip to the OFF
provided: position.
In order to close the battery contactor, the
COLD—Battery temperature below 32°F battery must produce a minimum of 18 volts.
HOT—Battery temperature greater than If the battery voltage falls below 11 to 12
160°F volts, there is insufficient power to keep the
contactor closed; the contactor will open and
the BAT annunciator will illuminate.
The battery is protected from excessive charg-

ing by a Hall-effect sensor. If it detects reverse
current flow to the battery greater than 330
amps for three seconds or more, the BAT
switch trips to the OFF position and the bat-
059°F tery contactor opens.
BATTERY
HOT WARM
When the BAT switch is off, the battery will
power only the battery bus which is connected
to certain essential services, such as pressure
refueling and some lights. These will be de-
scribed later under DC Power Distribution.
Figure 2-7. Digital Battery Temperature

Indicator

OPERATION The lights powered from the battery bus are

covered in Chapter 3, “Lighting,” of this man-
Figure 2-2 depicts the battery connected to the ual. If optional circuits are installed by the op-
battery bus with the BAT switch off. The bat- e r a t o r, t h e y w i l l b e l i s t e d i n t h e A F M
tery supplies power to the battery bus through supplements.
the Hall-effect sensor. There are no indications
on the voltmeters or ammeters. A BATTERY IN USE light on the forward main
entry door bulkhead (see Chapter 3, “Lighting”)
Figure 2-8 shows the BAT switch in the nor- will illuminate if a generator switch is on and
mal position and all other switches in the off any of the following lights are on:
position. The battery contactor is closed to
connect the battery to the essential bus through • Forward or rear service compartments
the battery bus. On the DC SUPPLY panel the
left voltmeter shows battery volts and the left • Baggage compartment
ammeter shows the battery load. The right • Stair lights
voltmeter and ammeter show “0” because there
is no power on the right main bus. • Flight deck dome lights
• Nose cone utility light
In Figure 2-9, the LH-ESS and ESS-RH bus-
ties have been closed connecting battery power In addition, the battery, if connected, will
to the left and right main buses and to the be discharged if the slat/flap handle is out of
entire DC distribution system. On the master the Clean position, the emergency slat switch
warning panel the LH BUS ISOL annunciator is ON or if either of the refueling doors are
is out (normal condition) and the RH BUS open. The BATTERY IN USE light will not
TIED annunciator is illuminated (abnormal illuminate.
condition). Both voltmeters indicate battery
voltage (because all the buses are tied) and the
left ammeter indicates the battery load. APU GENERATOR
BATTERY BUS CIRCUITS GENERAL
The battery bus is a hot bus and is continuously A combination starter-generator is mounted
powered whenever the battery is installed and on the APU accessory drive. It is used pri-
connected. marily as an alternate source of electrical
power on the ground or to replace a lost or
Battery power is available to the single-point faulty generator in flight. The operating en-
refueling panel, the fire extinguishers, the velope and limitations of the APU and APU
fire fuel shutoff valves, and the slats regard- generator can be found in the Limitations sec-
less of the position of the BAT switch. If a GPU tion of the Normal Procedures Checklist.
is connected and operating and the GPU switch
on the DC SUPPLY panel (see Figure 2-4) is The APU generator is rated at 28.5 volts with
on (in), the battery contactor is open. The a power output of 9 kw and is controlled by
battery continues to power the battery bus and its own generatorcontrol unit (GCU). The
the battery receives no charging power. APU is connected to the essential bus through
a Hall-effect sensor and the APU contactor.
For APU starting, control, and operation see

Chapter 6, “Auxiliary Power Unit,” of this
manual.

EXT PWR (APU)
FLIGHT
NORM
2-10
25 25
20
HRZN AHS1 AHS2 20
GEN GEN
0 30 0 30
V- V-
THRUST APU THRUST
APU GEN APR
100 200 100 200
0 300 0 300
100 400 100 400 GEN 1 BAT GEN 2

A- 450
A- 450
DC SUPPLY LH BUS RH BUS

ISOL TIED
TO AMMETER A1 BUS
A2 BUS
A3 WINDSHIELD
ACCOMMODATION
CONTACTOR
LH MAIN BUS TO VOLTMETER
APU
CIRCUIT
TIE LOGIC
BUS-TIE RELAY
LH/ESS BUS
APU START
CONTACTOR
ESSENTIAL BUS
APU GEN
FIRE EXTINGUISHERS
ST-BY PUMP
FIRE SOV
ESSENTIAL BUS
SLATS BATTERY
BATTERY BUS

CIRCUIT
TIE LOGIC
LIGHTS 2
ESS/RH BUS
GPU RECEPTACLE
GPU
TO AMMETER
B2 BUS
B3 WINDSHIELD
B4 GALLEY
GENERATOR 2
RH MAIN BUS
GEN 2 TO VOLTMETER
CONTACTOR
Revision 2
Figure 2-8. Battery Switch On—Bus Ties Open
EXT PWR (APU)
FLIGHT
NORM
25 25
20
HRZN AHS1 AHS2 20
GEN
Revision 2
GEN
0 30 0 30
V- V- THRUST APU THRUST
APU GEN APR

100 200 100 200 GEN 1 BAT GEN 2
0 300 0 300
100 400 100 400

A- 450
A- 450
LH BUS RH BUS
DC SUPPLY ISOL TIED
TO AMMETER A1 BUS
A2 BUS
A3 WINDSHIELD
ACCOMMODATION
CONTACTOR
LH MAIN BUS
TO VOLTMETER
APU
CIRCUIT
TIE LOGIC
BUS-TIE RELAY
LH/ESS BUS
APU START
CONTACTOR
ESSENTIAL BUS
APU GEN
TO VOLTMETER
4P CONTROL
FIRE EXTINGUISHERS
ST-BY PUMP
ESSENTIAL BUS
FIRE SOV
SLATS BATTERY
BATTERY BUS

CIRCUIT
TIE LOGIC
LIGHTS 2
ESS/RH BUS
GPU RECEPTACLE
GPU
TO AMMETER
B2 BUS
B3 WINDSHIELD
B4 GALLEY
GENERATOR 2
RH MAIN BUS
GEN 2 TO VOLTMETER
CONTACTOR
2-11
Figure 2-9. Battery Switch On—Bus Ties Closed
EXT PWR (APU)
FLIGHT
NORM
2-12
25 25
20
HRZN AHS1 AHS2 20
GEN GEN
0 30 0 30
V- V-
THRUST APU THRUST
APU GEN APR
100 200 100 200
0 300 0 300
100
A- 400 100
A- 400
GEN 1 BAT GEN 2
450 450
DC SUPPLY LH BUS RH BUS

ISOL TIED
TO AMMETER A1 BUS
A2 BUS
A3 WINDSHIELD
ACCOMMODATION
CONTACTOR
LH MAIN BUS TO VOLTMETER
APU
CIRCUIT
TIE LOGIC
LH/ESS BUS
APU START BUS-TIE RELAY
CONTACTOR
ESSENTIAL BUS
APU GEN
FIRE EXTINGUISHERS
ST-BY PUMP
ESSENTIAL BUS
FIRE SOV
SLATS BATTERY
BATTERY BUS

CIRCUIT
TIE LOGIC
LIGHTS 2
ESS/RH BUS
GPU RECEPTACLE
GPU
TO AMMETER
B2 BUS
B3 WINDSHIELD
B4 GALLEY
GENERATOR 2
RH MAIN BUS
GEN 2 TO VOLTMETER
CONTACTOR
Revision 2
Figure 2-10. APU Generator Operation—Bus Ties Closed
INDICATION A Hall-effect sensor protects the APU gener-

ator from excessive reverse current. If this
The position of the APU contactor is indi- occurs, the APU contactor will open and the
cated on the master warning panel by the APU APU GEN annunciator will illuminate.
GEN annunciator. When the contactor is
closed, the annunciator is out, and when it is APU excitation is controlled by the APU GEN
open the annunciator is illuminated. (If the switch. If the switch is moved to the OFF
APU Master Switch is in the ON position.) (down) position, the APU generator will drop
off the line and the APU GEN annunciator
APU generator voltage and amperage read- will illuminate.
ings are controlled by the GEN 1–APU–BAT
selector switch. When it is selected to the
A P U p o s i t i o n , t h e l e f t vo l t m e t e r r e a d s OPERATION
essential bus voltage and the left ammeter Figure 2-10 depicts the APU in operation. The
reads the APU load. APU contactor is closed, connecting the APU
generator to the essential bus. The LH-ESS and
CONTROL ESS-RH bus ties have been closed, connect-
ing APU generator power to the left and right
Once the APU is started, the APU generator main buses and to the entire DC distribution
is controlled by a two-position magnetic system. With the BAT switch on, the APU
switch, labeled APU, on the DC SUPPLY generator powers the battery bus through the
panel (see Figure 2-4) and by the APU gen- battery contactor and charges the battery.
erator control unit (GCU). The switch controls
the excitation of the generator field and must On the master warning panel the APU GEN an-
be on for APU start. nunciator is out, the LH BUS ISOL annunci-
ator is out (normal condition) and the RH BUS
NORMAL—In the ON (up) position, the APU TIED annunciator is illuminated (abnormal
contactor is closed, connecting the APU to condition). Both voltmeters indicate APU gen-
the essential bus. In the OFF (down) position, erator voltage (because all the buses are tied)
the APU contactor is opened, disconnecting and the left ammeter indicates the APU gen-
the APU from the essential bus. erator load.
When the GCU detects a fault, it causes the
APU switch to move to the OFF position and
the APU contactor to open. GENERATORS
With the switch in the ON (up) position, and GENERAL
after the APU has achieved 99% N1 +4 seconds,
the APU contactor will close, connecting the Identical generators are mounted on each
APU generator to the essential bus. engine accessory drive. The operating limi-
tations of the generators can be found in the
The APU is regulated to 28.5 volts by the APU Limitations section of the Normal Procedures
GCU. The GCU allows the APU generator to Checklist.
be paralleled with the engine-driven genera-
tors and provides overvoltage and overcurrent The generators are rated at 28.5 volts with a
protection. If either of these conditions are power output of 12 kw and each is controlled
detected, the GCU will cause the APU switch by its own generator control unit (GCU). The
to move to the OFF (down) position. The APU generators are connected to the respective left
GEN annunciator on the master warning panel or right main bus through a Hall-effect sensor
will illuminate. and a generator contactor.

INDICATION The generators are regulated by their respec-

tive GCUs. The GCUs monitor signals from
The position of the generator contactor is in- the Hall-effect sensor, which detects reverse
dicated on the master warning panel by the current, and a printed circuit board to provide
GEN 1 or GEN 2 annunciator. When the con- the following functions:
tactor is closed, the light is out and when it is
open, the light is illuminated. • Voltage regulation to 28.5 volts
Number 1 generator voltage and amperage • Overvoltage protection

readings are controlled by the GEN • Undervoltage monitoring
1–APU–BAT selector switch. When the GEN
1 position is selected, the left voltmeter reads • Current output limiting
left main bus voltage and the left ammeter • Load equalization
reads the load on generator 1.
• Diode failure detection
Number 2 generator voltage and amperage The GCU will cause the GEN switch to trip to
are read on the right voltmeter and ammeter. the OFF position for two conditions:
These indications are not selectable. The right
voltmeter always reads right main bus voltage • Overvoltage greater than 32.5 volts
and the right ammeter always reads the load
on generator 2. • Overcurrent greater than 15 amps in the
field circuit
If these conditions occur, the GCU will open
CONTROL the GEN contactor and the GEN switch will
The generators are controlled by two-position move to the OFF position. The GEN 1 or GEN
magnetic switches, labeled GEN 1 and GEN 2 annunciator on the master warning panel
2, on the DC SUPPLY panel and by their will illuminate.
respective generator control units (GCU).
The GCUs also protect the system from less
Generator excitation is controlled by the serious conditions:
respective GEN switch. If the switch is moved
to the OFF (down) position, the generator will • Reverse current greater than 10 to 30
drop off the line and the generator contactor amps
will open causing the GEN 1 or GEN 2 an- • Diode failure
nunciator on the master warning panel to
illuminate. For some faults a generator may be • Generator failure
reset by moving the generator switch to OFF In these conditions the GEN switch will NOT
and then back to ON. trip to the OFF position. However, the gener-
ator contactor will open and the GEN 1 or
NORMAL—In the ON (up) position, the GEN GEN 2 annunciator on the master warning
contactor is closed, connecting the GEN to its panel will illuminate.
respective main bus.
Undervoltage below 25.0 volts will cause the
OFF—In the OFF (down) position, the GEN GEN 1 or GEN 2 annunciator on the master
contactor is opened, disconnecting the GEN warning panel to illuminate. This is a warn-
from its respective main bus and deenergizes ing only; the generator contactor will stay
the excitation field. closed and the generator remains on the line,
if it is the only source of electrical power to
• When the GCU detects certain faults, it that bus.
causes the GEN switch to move to the
OFF position and the GEN contactor to
open.

OPERATION ternal power receptacle in the ground service

access panel located on the aft right side of the
Figure 2-11 depicts the No. 2 engine started and aircraft (Figure 2-13). A ground power unit
the No. 2 generator on the line. The ESS/RH box, located in the access panel, contains the
bus-tie is closed, connecting the right main bus G P U r e l a y a n d a t wo - p o s i t i o n m a g n e t i c
to the essential bus and the LH/ESS bus-tie is breaker switch.
closed connecting the essential bus to the left
main bus. The battery bus is connected to the The maximum output of the GPU should not
essential bus through the battery contactor. exceed 1200 amps with the voltage regulated
No. 2 generator is therefore powering the at 28.5 VDC.
entire electrical system and is providing charg-
ing to the battery. The closed ESS/RH bus tie
is an abnormal condition as indicated by the CONTROL
illuminated RH BUS TIED annunciator on the Application of external power to the aircraft
master warning panel. distribution system is controlled by the EXT
PWR switchlight located on the DC SUPPLY
Figure 2-12 depicts both engines operating panel. The switchlight illuminates white when
and both generators on the line. With the depressed and GPU power is available to the
ESS/RH bus-tie switch in the FLIGHT NORM aircraft.
position, the ESS/RH bus-tie is open, isolat-
ing the right main bus from the essential bus.
The LH/ESS bus-tie switch is in the closed po- PROTECTION
sition, connecting the essential bus to the left The magnetic breaker switch located on the
main bus. The battery bus is connected to the ground power unit box powers a printed cir-
essential bus through the battery contactor. cuit board (PCB) that monitors GPU voltage
output. If output voltage is greater than 30
In this setup the electrical system is ready for ±.5 or less than 16 volts, the PCB will trip the
flight as indicated by the absence of any warn- magnetic breaker switch on ground power unit
ing lights on the master warning panel. The box isolating the GPU output from the distri-
electrical system is separated into two inde- bution system. The magnetic breaker switch
pendent distribution systems. The No. 1 gen- may be reset if the fault is transitory and no
erator powers the left main bus, its associated longer exists. When the GPU access door is
A1, A2, A3, and A4 buses, and the essential closed, the magnetic breaker switch is opened
bus; it also powers the battery bus and charges mechanically. The switch must be reclosed
the battery. The No. 2 generator powers the before GPU power can be reapplied.
right main bus and its associated B1, B2, B3,
and B4 buses.
INDICATION
The EXT PWR switchlight on the DC SUPPLY
EXTERNAL DC POWER panel illuminates to indicate that GPU power
is connected to the distribution system. The
GENERAL GEN 1, GEN 2, BAT, and RH BUS TIED an-
nunciators will illuminate as a result of au-
An approved external ground power unit tomatic functions associated with GPU power.
(GPU) may be connected to provide an alter- The APU GEN annunciator will illuminate
nate source of DC power for ground operation, if the APU Master Switch is on (in) and the
APU start, as well as to save the battery. The APU GEN contactor is open.
GPU is connected to a standard three-pin ex-

EXT PWR (APU)
FLIGHT
2-16
NORM
25 25
20
HRZN AHS1 AHS2 20
GEN GEN
V- V- APU GEN APR
GEN 1 APU BAT GEN 2

GEN 1 BAT GEN 2
100 200
0 300 0 300
100 400 100 400 LH BUS RH BUS

A- 450
A- 450
ISOL TIED
DC SUPPLY
TO AMMETER A1 BUS
A2 BUS
A3 WINDSHIELD
ACCOMMODATION
CONTACTOR LH MAIN BUS TO VOLTMETER
APU
CIRCUIT
TIE LOGIC
BUS-TIE RELAY
LH/ESS BUS
APU START
CONTACTOR
ESSENTIAL BUS
APU GEN
FIRE EXTINGUISHERS
ST-BY PUMP
ESSENTIAL BUS
FIRE SOV
SLATS BATTERY
BATTERY BUS

CIRCUIT
TIE LOGIC
LIGHTS 2
ESS/RH BUS
GPU RECEPTACLE
GPU
TO AMMETER
B2 BUS
B3 WINDSHIELD
B4 GALLEY
GENERATOR 2
RH MAIN BUS
GEN 2 TO VOLTMETER
CONTACTOR
Revision 2
Figure 2-11. Generator 2 Operation—Bus Ties Closed
EXT PWR (APU)
FLIGHT
NORM
25 25
20
HRZN AHS1 AHS2 20
GEN GEN
Revision 2
V- V- APU GEN APR
GEN 1 APU BAT GEN 2

GEN 1 BAT GEN 2
100 200
0 300 0 300
100 400 100 400 LH BUS RH BUS

A- 450
A- 450
ISOL TIED
DC SUPPLY
TO AMMETER A1 BUS
A2 BUS
A3 WINDSHIELD
GENERATOR 1 A4 CABIN
GEN 1 ACCOMMODATION
CONTACTOR
LH MAIN BUS
TO VOLTMETER
APU
CONTACTOR LH/ESS
CIRCUIT
TO AMMETER
TIE LOGIC
LH/ESS BUS
APU START BUS-TIE RELAY
CONTACTOR
ESSENTIAL BUS
APU GEN
FIRE EXTINGUISHERS
ST-BY PUMP
ESSENTIAL BUS
FIRE SOV
SLATS BATTERY
BATTERY BUS

CIRCUIT
TIE LOGIC
LIGHTS 2
ESS/RH BUS
GPU RECEPTACLE
GPU
TO AMMETER
B2 BUS
B3 WINDSHIELD
B4 GALLEY
GENERATOR 2
RH MAIN BUS
GEN 2 TO VOLTMETER
CONTACTOR
2-17
Figure 2-12. Flight Normal Operation
OF
F
GP
U
OFF
GPU
ON
GROUND POWER UNIT BOX EXTERNAL POWER RECEPTACLE
Figure 2-13. Ground Power
OPERATION Figure 2-14 illustrates external power opera-

tion. When the EXT PWR switchlight is
When external power is applied to the air- depressed, the GPU contactor and the ESS/RH
craft and the external power switch at the bus-tie relay are both closed regardless of R/H
receptacle is on, the GPU relay activates in- bus tie switch position. The battery contactor
hibiting circuits that cause the engine and opens, BAT annunciator illuminates, battery
APU Generator contactors to open, isolating charging is prevented and battery alone pow-
these power sources from the distribution ers the battery bus. The GPU is then connected
system. The GEN 1 and GEN 2 annunciators to the right main bus and the rest of the dis-
will illuminate. The APU GEN annunciator tribution. The switchlight and the RH BUS
will illuminate if the APU Master Switch is TIED annunciator are illuminated.
on (in).

NOTE: THE EXT PWR
SWITCHLIGHT IS IN (ON)
(APU)
Revision 2
APU
FAULT
A4 CABIN
ACCOMMODATION
4P CONTROL
FIRE EXTINGUISHERS
FIRE SOV
SLATS
PRESSURE REFUEL
BATTERY BUS

LIGHTS 1 (AND MAIN CABIN
DOOR CLOSING > SN 138)
LIGHTS 2
2-19
Figure 2-14. External Power Operation
DC POWER GRAY—Essential bus
DISTRIBUTION WHITE—A1 and A2 buses
GREEN—B1 and B2 buses

SYSTEM DESCRIPTION
D C p ow e r d i s t r i bu t i o n i s a c h i eve d b y a RED—Dual supplied
multiple-bus system consisting of four major
buses: battery bus, left main bus, essential ORANGE—Equipment that may be load shed
bus, and right main bus. The distribution to maintain minimum configura-
system is normally operated as independent tion
left and right systems. The two systems may
be connected, if required, by the normally Buses A1, A2, A3, and A4 and B1, B2, B3, and
open ESS/RH bus-tie relay. B4 are protected by current limiters located
in the main electrical boxes.
The left system consists of the left main bus
and the essential bus, which are connected by BATTERY BUS
the normally closed LH/ESS bus-tie relay and
the battery bus. The battery bus is connected The battery bus (Figure 2-15) is always pow-
to the essential bus by the battery contactor. ered if the battery is connected. It powers
The left main bus powers the following buses: certain essential items including the following:
A1, A2, A3, and A4 (see Figure 2-2).
• Pressure refueling
The right system consists of the right main bus, • Engine and APU fuel shutoff valves
which powers the following buses; B1, B2, B3,
and B4 (see Figure 2-2). • Engine (position 2) and APU (position
1) fire extinguishers
The left, essential and battery buses and the • Normal slats (also powered from A2)
right main bus are contained in the LH and RH
main electrical boxes, respectively, in the for- • Emergency slats
ward service compartment (see Figure 2-3). • Lights:
• Forward service compartment
BUS-TIE RELAYS • Aft service compartment
Two bus-tie relays, the normally open ESS/RH • Baggage compartment
bus-tie relay and the normally closed LH/ESS
bus-tie relay, are controlled by rotary switches • Nose cone utility
on the DC SUPPLY panel and connect the
main buses to the essential bus. The two bus- • Vestibule and stair
tie relays may be automatically positioned by
system logic during certain operations (see The battery bus also powers the battery con-
Automatic Load Shedding and Switching). tactor through the BAT switch and initiates
APU starting through the APU start relay.
CIRCUIT-BREAKER PANELS
AVIONICS MASTERS
Three circuit-breaker panels (left, center, and
right) are located on the overhead panel. The The avionics systems are selectively powered
breakers are grouped by aircraft system and by two latching switchlights on the left and
are enclosed by colored lines for ease of right circuit-breaker panels (see Panel Poster).
identification. The breakers are color-coded These switches, labeled LH and RH AVION-
according to bus: ICS MASTER are used primarily to remove

TO APU FIRE EXTINGUISHERS

10A
PRESSURE REFUELING
10A
FIRE SHUTOFF VALVES

5A
APU BATTERY SWITCH CONTROL

START 5A (4P CONTROL)
RELAY
BATTERY
CONTRACTOR
BATTERY
SLATS
5A
*CIRCUIT LOGIC DISABLES
THESE LIGHTS IF THE * LIGHTS 1 (AND MAIN CABIN
10A DOOR CLOSING < SN 138)
BATTERY, GEN 1, GEN 2, AND
APU GEN SWITCHES ARE ALL IN
THE OFF POSITION * LIGHTS 2
10A
Figure 2-15. Battery Bus

power from the avionics on the ground when Load Shedding
they are not needed. When either of the
switches is pushed in, the respective avionics Figure 2-16 depicts the logic circuit for the
are disconnected and the switchlight is illu- LH/ESS bus-tie relay. The relay is powered
minated. Similar switches installed as cus- from both the left main and essential buses and
tomer options control the flight management is normally controlled by the LH-ESS rotary
systems (FMS). These switches, labeled LH bus-tie switch. The relay is normally closed.
and RH FMS MASTER are adjacent to the The LH BUS ISOL annunciator on the master
avionics master switches. warning panel illuminates if the relay is open.
If generator 1 power is lost in flight, with all

AUTOMATIC LOAD SHEDDING switches in the normal position, the bus tie
AND SWITCHING will open, isolating the left main bus. This is
accomplished by the battery protection PCB for
The electrical system is provided with several the purpose of saving the battery. The left main
automatic features to preserve electrical power bus will be regained if the following occur:
or to reduce electrical load. Logic circuits
control the following: • The APU generator contactor is closed
(APU generator on line); or
• LH/ESS bus-tie relay
• The ESS/RH bus-tie relay is closed and
• ESS/RH bus-tie relay the generator 2 contactor is closed (gen-
Additionally, certain flight essential items erator 2 on line); or
normally powered from buses B1and B2 are
powered from buses A1 and A2 when the slats
are extended.

LH/ESS
TIE CONTACTOR
LH BUS ESS BUS
REPRESENTATION OF SIMPLIFIED AIRCRAFT

WIRING CONFIGURATION
LH/ESS TIED
ROTARY TIE
CONTACTOR ESS/RH
SWITCH TIE
SLATS
APU GEN GEN 2 CONTACTOR
RETRACTED
CONTACTOR CONTACTOR
UNTIED
WOW FLT SLATS

EXTENDED
TIED
GEN 1 GPU
CONTACTOR CONTACTOR
Figure 2-16. Left/Essential Bus-Tie Logic
• The ESS/RH bus-tie relay is open, the source of power. The right main bus will be re-
generator 2 contactor is closed (gener- gained if the ESS/RH bus-tie relay is closed and:
ator 2 on line), and the slats are
extended. • The LH/ESS bus-tie relay is closed and
the generator 1 contactor is closed (gen-
If the aircraft is on the ground and the LH/ESS erator 1 on line); or
rotary bus-tie switch is closed, the LH/ESS
bus-tie relay is powered closed by a PCB • The APU generator contactor is closed
through the weight-on-wheels relays. The bus (APU generator on line).
will also be regained if the GPU contactor is The ESS/RH bus-tie relay is automatically
closed and GPU power is being used. In any closed if the EXT PWR switch/light is ener-
case, the relay will open if the LH-ESS rotary gized closed even if the ESS-RH rotary bus-
bus-tie switch is opened. tie switch is in the open position. If the aircraft
is on the ground and the ESS-RH rotary bus-
Figure 2-17 depicts the logic circuit for the tie switch is closed, the ESS/RH bus-tie relay
ESS/RH bus-tie relay. The relay is powered is powered closed by a PCB through the
from both the essential and right main buses weight-on-wheels relays.
and is normally controlled by the ESS/RH
rotary bus-tie switch. The relay is normally The RH BUS TIED annunciator on the mas-
open. The RH BUS TIED annunciator on the ter warning panel also indicates the condition
master warning panel illuminates if the relay of the 225 amp current limiter between the
is closed. essential and right main buses. Even if all the
closed conditions above are met, the light will
If generator 2 power is lost in flight, with all not illuminate if the current limiter is open,
switches in the normal position, the right main indicating that the two buses are not tied.
bus is unpowered as generator 2 is its only

ESS/RH
TIE CONTACTOR
ESS BUS RH BUS
REPRESENTATION OF SIMPLIFIED AIRCRAFT

WIRING CONFIGURATION
ESS/RH
ROTARY TIE
CONTACTOR
SWITCH
GEN 2 APU GEN EXT PWR
CONTACTOR CONTACTOR SWITCH
TIED NORM GPU

GEN 1
CONTACTOR
WOW FLT
LH/ESS BUS
CONTACTOR
Figure 2-17. Essential/Right Bus-Tie Logic
Load Switching When the slat relay is closed, the following

avionics are powered from buses A1 and A2:
Certain copilot avionics that are normally
powered from buses B1 and B2 are powered • Copilot’s primary function display (PFD)
by buses A1 and A2 when the slats are ex-
tended. This allows the copilot to continue • Copilot’s air reference panel (ARP)
receiving critical communication and navi- • VOR/LOC 2
gation information should the No. 2 engine or
generator fail immediately after takeoff or in • AHS 2/AHRS 2
the landing phase. • ADC 2
• RH IAPS
On slat retraction, when the slat relay is
opened, the power reverts to the B1 and B2
buses if generator 2 is on line. If generator 2
is off line and the ESS-RH bus-tie relay is
open, the equipment is unpowered.

NORMAL OPERATION LIMITATIONS

Figure 2-12 depicts normal, in-flight opera- Maximum Voltage of
tions. The distribution system is operating as DC System ....................................29.5 VOLTS
independent left and right systems. The LH-
ESS rotary bus-tie switch is horizontal, clos- Maximum Generator Output In Flight:
ing the LH-ESS bus-tie relay and the ESS-RH
rotary bus-tie switch is in the FLIGHT NORM • Stabilized ....................................400 AMPS
position, opening the ESS-RH bus-tie relay. • Maximum Generator Output
Generator 1 supplies the left distribution and On Ground ..................................300 AMPS
charges the battery and generator 2 supplies
the right distribution. NOTE
On the ground with only one engine
ABNORMAL OPERATION running and the left, essential, and
right buses tied, it is mandatory not
Figure 2-18 shows an in-flight situation with to exceed the 300 amps generator
the slats retracted and generator 1 off line. The load limit.
LH-ESS bus-tie logic PCB has opened the LH-
ESS bus-tie relay, isolating the left main buses
even though the LH-ESS rotary bus tie switch Battery Temperature:
remains tied. The left main bus may be re- • Amber WARM Light
gained (depending on the nature of the gener- Illuminates At or Above .....120°F (48.9°C)
ator problem) either by powering the APU
generator, or by closing the ESS-RH rotary • Red HOT Limit Illuminates
bus-tie switch provided generator 2 is on line. At or Above ........................160°F (71.1°C)
Figure 2-19 shows an in-flight situation with

the slats retracted and generator 2 off line. NON-ESSENTIAL SYSTEM
The ESS-RH rotary bus-tie switch is in the LOAD SHED
FLIGHT NORM position so the right main
bus is unpowered. The right bus may be re- In flight if the aircraft is powered by less than
gained (depending on the nature of the gen- (any) two generators, bus A-4, B-4 and side
erator problem) by closing the ESS-RH bus-tie windshield heat are depowered. If no genera-
switch if generator 1 or the APU generator is tors are powering the aircraft, drain mast heat-
on line. If the slats are extended, the equipment ing is also depowered. There is no manual
listed in the previous Load Switching section override capability.
will be powered from buses powered by the left
main bus.

(APU)
THRUST APU THRUST

Revision 2
A4 CABIN
ACCOMMODATION
4P CONTROL
FIRE EXTINGUISHERS
FIRE SOV
SLATS
PRESSURE REFUEL
BATTERY BUS

LIGHTS 2
*
*
* REFER TO PAGE 2-21,

AUTO LOAD-SHED
2-25
Figure 2-18. Generator 1 Failure in Flight
(APU)
2-26
THRUST APU THRUST
TO AMMETER
GENERATOR 1 A4 CABIN
*
ACCOMMODATION
APU START
CONTACTOR
4P CONTROL
FIRE SOV
SLATS
PRESSURE REFUEL
BATTERY BUS

LIGHTS 2
* REFER TO PAGE 2-21,

AUTO LOAD-SHED
Revision 1
Figure 2-19. Generator 2 Failure in Flight
CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING........................................................................................................... 3-2
Cockpit Lighting .............................................................................................................. 3-2
Passenger Cabin Lighting ................................................................................................ 3-3
Baggage and Service Compartment Lighting .................................................................. 3-8
EXTERIOR LIGHTING ......................................................................................................... 3-8
Navigation Lights............................................................................................................. 3-8
Anticollision Lights ......................................................................................................... 3-8
Landing Lights ................................................................................................................. 3-9
Taxi Light......................................................................................................................... 3-9
Wing Ice Detection Lights ............................................................................................. 3-10
EMERGENCY LIGHTING ................................................................................................. 3-10

ILLUSTRATIONS
Figure Title Page
3-1 Interior Lighting Controls ........................................................................................... 3-3
3-2 Passenger and Crew Entrance Lights .......................................................................... 3-4
3-3 Passenger and Crew Door Airstair Lighting ............................................................... 3-5
3-4 Passenger Cabin Lighting Controls............................................................................. 3-6
3-5 Passenger Compartment Reading, Table, and Lavatory Lights................................... 3-7
3-6 Exterior Light Locations ............................................................................................. 3-9
3-7 Exterior Lighting Controls ........................................................................................ 3-10
3-8 Emergency Lighting Controls ................................................................................... 3-11
3-9 Exterior Emergency Lighting.................................................................................... 3-12
3-10 Interior Emergency Lighting..................................................................................... 3-13
FOR TRAINING PURPOSES ONLY 3-iii

CHAPTER 3
LIGHTING SYSTEMS
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EXIT
INTRODUCTION
The Falcon 2000 lighting system is composed of the interior, exterior, and emergency
lighting subsystems. The interior lighting consists of the cockpit lighting, the passenger
cabin lighting, and the baggage and service compartment lighting. Exterior lighting
includes the navigation and logo lights, the anticollision lights, the landing and taxi
lights, and the wing-ice detection lights. The emergency lighting system provides
lighting to the emergency exits and their signal signs in the event of total electrical
power failure.
GENERAL
The Falcon 2000 lighting system has three (3) and circuit-breaker panel lights. Passenger
subsystems: interior, exterior, and emergency. compartment lights and signs use pushbut-
tons in the cockpit, airstair, passenger/crew en-
Interior lighting consists of cockpit, passen- trance, lounges, and lavatory. A microswitch
ger cabin, baggage, and service compartment in the door lock controls the lavatory light.
lighting. Cockpit lighting uses rheostats to Passenger reading and table lights have indi-
control instrument and overhead panels, pilot vidual switches. Baggage and service com-
and copilot map lights, and glareshield lights. partments have individual lights activated by
Pushbutton switches illuminate dome lights microswitches in the doors.

Airplane exterior lighting includes naviga- bulb is for normal lighting purposes. The other
tion, anticollision, landing, taxi, and wing ice two bulbs in the dome light are for emergency
detection lights, plus an optional fin logo light. lighting, and are controlled by the emergency
All exterior lights are activated by toggle lighting system. The dome lights are powered
switches on the cockpit overhead panel. directly from the 28-volt DC battery bus.
Should an abnormal aircraft situation occur,
Emergency lighting is available to illuminate the battery power supply may be isolated by
emergency exit signs and lights when a total placing the GEN 1, GEN 2, APU GEN, and
power failure occurs. Three batteries supply BAT switches to the OFF position.
aircraft emergency lighting. If total power
failure occurs, electricity is available to illu-
minate two bulbs in the pilot and copilot dome Glareshield Lights
lights, passenger door and aisle spotlights, The SHIELD rheostat on the overhead panel
emergency exit signal signs, emergency exits, above the pilot seat controls the brightness of
and the exterior escape path lighting. the left and right fluorescent tubes located
under the top edge of the glareshield.
INTERIOR LIGHTING
Overhead Panel Lights
Illumination of the aircraft interior is accom-
plished through incandescent and fluorescent The OVERHEAD rheostat on the panel above
lights for both direct and indirect lighting as the copilot seat adjusts the brightness of the
appropriate to the functional activities con- overhead panel backlighting.
ducted in that part of the aircraft.
The following aircraft areas use interior

Instrument Lights
lighting: Rheostats labeled “PILOT” and “COPILOT”
on the overhead panels control brightness of
• Cockpit the respective instrument panels.
• Passenger cabin
• Baggage and service compartments Map Reading Lights
Rheostats labeled “READING LIGHT” adjust
COCKPIT LIGHTING the brightness of the map lights located on the
cockpit ceiling above the pilot and copilot seats.
Controls for cockpit lighting are located on the
two (2) overhead panels above the pilot and
copilot seats (Figure 3-1). Controls for pas- Circuit-Breaker Panel Lighting
senger information signs, emergency lights, Two (2) spotlights on the partition behind the
cabin lighting, and cockpit dome lights are pilot and copilot illuminate the circuit-breaker
found on the forward part of the overhead panel. A CB PANEL pushbutton located on the
panel. Switch functions are as described in right lower section of the circuit-breaker panel
the following paragraphs. controls the spotlights.
Cockpit Dome Lights

Two (2) dome lights on each side of the over-
head panel provide general cockpit lighting.
Each dome light has three (3) bulbs. The
DOME switch located on the right front part
of the overhead panel controls one bulb. This

No Smoking/Fasten Belts Cabin Lighting Switch

Light Switches Passenger cabin lighting operation is depen-
Switchlights for each sign are located on the dent on the position of this switch. ALL or PAX
right front part of the overhead panel. They ac- allows operation of the appropriate cabin
tivate the no smoking/fasten belts signs lo- lights. OFF position deactivates the majority
cated throughout the aircraft. On aircraft serial of light switches on the left forward bulkhead
number 70 and beyond, the no smoking sign (Figure 3-2).
illuminates upon activation of the passenger
oxygen system. PASSENGER CABIN LIGHTING
Controls for the majority of passenger cabin
Emergency Light Switch illumination are found on the left side of the
This switch will be discussed in the Emergency forward cabin bulkhead. Switches provide
Lighting Section of this chapter. electricity to the passenger and crew entrance
door area lights, airstair lights, passenger
INTERIOR LIGHTS SECTION OF

OVERHEAD PANEL
FASTEN EMERG
BELTS LIGHTS
DOME CABIN
ARM ALL
ON PAX
OFF OFF
INTERIOR LIGHTS
PILOT AND COPILOT

INTERIOR LIGHTS DOME
SWITCH CIRCUIT-BREAKER PANEL
SPOTLIGHTS PUSHBUTTON
PILOT DOME LIGHT COPILOT DOME LIGHT
PILOT INSTRUMENT
RHEOSTAT
PILOT MAP READING COPILOT MAP READING
LIGHT LIGHT
OVERHEAD PANEL
RHEOSTAT
RIGHT GLARESHIELD RIGHT GLARESHIELD COPILOT INSTRUMENTS

TUBE TUBE RHEOSTAT
GLARESHIELD LIGHT
RHEOSTAT
Figure 3-1. Interior Lighting Controls

BATT
BAGGAGE AISLE CABIN CABIN IN
LIGHT LIGHT FWD ON AFT ON USE
STAIR ENTRY CABIN CABIN

LIGHT LIGHT FWD BRT AFT BRT
(GENERIC LAYOUT, MAY

VARY IN YOUR AIRCRAFT)
IT
EX
IT
EX
Figure 3-2. Passenger and Crew Entrance Lights

compartment ceiling and aisle lights, passen- cabin bulkhead (Figure 3-2). The switchlight
g e r r e a d i n g l i g h t s , a n d l ava t o r y l i g h t s . is powered only when the CABIN selector
Operation of certain switches depends on the switch in the cockpit is set to ALL.
position of the CABIN selector switch on the
cockpit overhead panel. Switch functions are
as described in the following paragraphs. Passenger and Crew Door
Airstair Lighting
Passenger and Crew Each of the five (5) doorsteps has an individ-
Entrance Lights ual spotlight (Figure 3-3). Illumination of
these spotlights is controlled by either the
Lighting is provided by four (4) white fluo- STAIR LIGHT switchlight on the forward
rescent tubes that are controlled by the cabin bulkhead (Figure 3-2), or the pushbut-
ENTRY LIGHT switchlight on the forward ton located on the left side of the stairs when
ENTRANCE STEP SPOTLIGHT
ENTRANCE STEP SPOTLIGHT
ENTRANCE STEPS LIGHTING

PUSHBUTTON ENTRANCE STEP SPOTLIGHT
ENTRANCE STEP SPOTLIGHT ENTRANCE STEP SPOTLIGHT
Figure 3-3. Passenger and Crew Door Airstair Lighting

they are extended (Figure 3-3). The spotlight Aisle Lighting

circuit is only energized when the aircraft
senses weight on wheels. Five (5) lamps controlled by the AISLE LIGHT
switchlight provide normal lighting of the aisle
(Figure 3-2).
Passenger Compartment Lights
The CABIN FWD ON and CABIN AFT ON Passenger Reading
switchlights (Figure 3-2) provide normal in- and Table Lights
direct lighting of the front and rear lounges.
Illumination is by four (4) rows of fluorescent These lights have individual switch controls
tubes distributed along the floor and ceiling at each seat and table (Figure 3-5). Lighting
of the passenger compartment. The CABIN of the entertainment cabinet is by spotlight
FWD BRT and CABIN AFT BRT switchlights with a built-in control.
(Figure 3-2) provide bright lighting of either
area. None of these four switches will work un- Lavatory Lighting
less the CABIN selector switch in the cock- Six (6) lamps and three (3) fluorescent bulbs
pit is in the PAX or ALL position (Figure 3-4). provide lavatory compartment illumination.
The six (6) lamps and one fluorescent tube
are controlled by the VANITY switchlight. A
FASTEN BELTS NO SMOKING

SWITCHLIGHT SWITCHLIGHT
FASTEN EMERG
BELTS LIGHTS
DOME CABIN
ARM ALL
ON PAX
OFF OFF ENTRANCE AND
CABIN LIGHTING
SWITCH
INTERIOR LIGHTS
Figure 3-4. Passenger Cabin Lighting Controls

THIRD
CREWMEMBER
READING LIGHT
SWITCHLIGHT
PASSENGER
PASSENGER TABLE LIGHT READING LIGHT READING LIGHT READING LIGHT VANITY
LIGHT
READING LIGHT SWITCHLIGHT SWITCHLIGHT SWITCHLIGHT
PASSENGER READING LIGHT VANITY LIGHT
READING LIGHT PASSENGER READING LIGHT PASSENGER PUSHBUTTON
SWITCHLIGHT
SWITCHLIGHT TABLE LIGHT READING LIGHT
02(T)
02
;
02
;
;;; ;;;; 02 02(T) XXXX 02(T) EXIT 02 02
02 02 02 02
;;;;

THIRD CREWMEMBER PASSENGER READING LIGHT READING LIGHT PASSENGER PASSENGER

READING LIGHT PASSENGER
SWITCHLIGHT
READING LIGHT
;
TABLE LIGHT SWITCHLIGHT TABLE LIGHTS READING LIGHTS
READING LIGHT TABLE LIGHT PASSENGER PARTITION DOOR

TABLE LIGHT READING LIGHT
SWITCHLIGHT SWITCHLIGHT READING LIGHT PASSENGER MICROSWITCH
SWITCHLIGHT SWITCHLIGHT
READING LIGHTS
Figure 3-5. Passenger Compartment Reading, Table, and Lavatory Lights
3-7
second fluorescent tube is powered directly which could result in an untimely discharge
from the B1 bus. The third fluorescent bulb of the aircraft battery: nose cone, cockpit dome,
illuminates through a door-locked microswitch stairlights, baggage compartment, forward
when the lavatory door is locked. service and aft service compartments.
BAGGAGE AND SERVICE

COMPARTMENT LIGHTING EXTERIOR LIGHTING
Switch functions are as described in the fol- All exterior lights are activated by toggle
lowing paragraphs. switches on the cockpit overhead panel. The
light positions are shown in Figure 3-6.
Nose Cone Compartment
Lighting NAVIGATION LIGHTS
A hand-held inspection light with a built-in A three-position NAV switch (Figure 3-7)
switch is provided for inspection of equip- located on the exterior lights section of the
ment within the compartment. overhead panel controls the navigation light
system. In the OFF position, no navigation
lights are illuminated. When in NAV-LOGO,
Baggage Compartment the red left wingtip fairing light, green right
Lighting wingtip fairing light, white rear fairing light
just below the vertical stabilizer, and the ver-
A ceiling light controlled by microswitches in tical fin logo lights all illuminate. When NAV
both the interior and external doors will illu- is selected, only the vertical fin logo lights
minate when either door is opened. Exterior extinguish.
lighting of the compartment door is accom-
plished by a floodlight powered through the
PYLON LIGHT pushbutton, or by a switch ANTICOLLISION LIGHTS
light located on the inside forward frame of the
baggage compartment door. There are two (2) types of anticollision lights
on the Falcon 2000:
Forward/Aft Servicing • A red strobe light at the top of the fin and
a red belly strobe on aircraft number 52
Compartment Lighting and beyond
Both compartments have a ceiling light acti- • Three (3) white strobe lights, one at the
vated by the opening of the door. rear fairing tip and one at each wingtip
fairing
Fueling Coupling and Fueling These lights are controlled through the AN-
Panel Lighting TICOL selector switch located on the exterior
lights section of the overhead panel. The switch
Opening the access doors at these two locations has three positions:
activates microswitches that illuminate the
respective areas. RED—Illuminates the red strobe light
only, normally turned on just prior
“Bat In Use” Indicator Lighting to engine start
This indicator illuminates on the ground as ALL—Illuminates all strobe lights, nor-
mally turned on just before depar-
soon as a battery-supplied lighting circuit is en- ture and turned off after landing
ergized. It provides a visual check should any
of the following lighting circuits be energized, OFF—Removes power to all the lights

LANDING LIGHTS landing lights. Each switch has an OFF,

PULSE, and ON position. Selecting one switch
Landing lights are recessed in compartments to the PULSE position causes that landing
within the wing-to-fuselage fairings. A ven- light to flash on and off. Selecting both
tilation louver provides cooling for the lights. switches to the PULSE position allows both
Two (2) LANDING switches (LH and RH) lo- lights to flash on and off in sequence. Selecting
cated on the exterior lights section of the over- either or both switches to the ON position
head panel control the lights (Figure 3-7). causes the respective light to illuminate steady.
Switch positions are ON or OFF. Above each
switch is an indicator light to verify the land-
ing lights are illuminated if ON is selected. Do TAXI LIGHT
not use landing lights for more than 15 min- A taxi light is installed on the nose gear land-
utes while on the ground or damage will re- ing strut to provide visibility while taxiing.
sult. Allow the lights to cool for 45 minutes The TAXI light switch is located on the exte-
before using them again. rior lights section of the overhead panel. To
activate the taxi light, the switch must be in
An optional pulse light system is available the ON position with the nose gear down and
that makes the aircraft more visible to other air- locked. The taxi light cannot be illuminated
craft by flashing landing lights in an alternat- with the nose gear retracted. If the light is on
i n g s e q u e n c e . Tw o ( 2 ) L A N D I N G l i g h t prior to retraction, it will automatically turn
switches (LH and RH) located on the exterior off upon retraction.
lights section of the overhead panel control the
REAR ANTICOLLISION
RED LIGHT
LH NAVIGATION RED LIGHT
LH WING ANTICOLLISION LIGHT
LH/RH WING ICE

DETECTION LIGHTS
REAR NAVIGATION AND

ANTICOLLISION WHITE LIGH
LH/RH
BELLY
EVACUATION
ANTICOLLISION
TAXI LIGHT LIGHTS
LIGHT (OPTIONAL) RH NAVIGATION
GREEN LIGHT
LH/RH LANDING RH WING
LIGHTS ANTICOLLISION
WHITE LIGHT
Figure 3-6. Exterior Light Locations

WING ICE DETECTION LIGHTS EMERGENCY LIGHTING

These lights illuminate the wing leading edges
for visual detection of icing. They are in- The emergency lighting system is designed so
stalled on the left and right fuselage fairing that if total power failure occurs, electricity
skins. Control of the lights is through the is available to illuminate the pilot and copi-
WING switch located on the exterior lights lot dome lights, passenger door and aisle spot-
section of the overhead panel. lights, emergency exit signal signs, emergency
exits, and the exterior escape path lighting
(Figures 3-8, 3-9, 3-10).
Arming and control of the emergency lighting

system is through the EMERG LIGHTS switch
located on the interior lights section of the
LH LANDING RH LANDING
LIGHT LANDING LIGHTS LIGHT
SWITCH INDICATOR LIGHT SWITCH
LDG
NAV ANTICOL LANDING TAXI WING
NAV ALL ON
NAV–LOGO RED PULSE
OFF OFF OFF
EXTERIOR LIGHTS
NAVIGATION LIGHTS ANTICOLLISION TAXI LIGHT ICING DETECTION
SELECTOR SWITCH LIGHTS SWITCH LIGHTS SWITCH
SELECTOR SWITCH
Figure 3-7. Exterior Lighting Controls

overhead panel. The switch has three positions: If the switch is OFF, the emergency lighting
ARM, ON, and OFF. Above the switch is an system is disarmed and will not come on dur-
EMERG LIGHTS indicator light that illumi- ing any loss of aircraft electrical power. The
nates if the emergency lighting system is ON. EMERG LIGHTS indicator will be illuminated
if 28VDC is present.
If set to ARM, the emergency lighting system
will activate if power is lost to Bus A1 and Bus The power source for emergency lighting is a
B1. The EMERG LIGHTS indicator is not il- battery pack of three (3) batteries that has an
luminated. automatic energizing device designed to ac-
tivate if the system is armed and a power loss
When the switch is ON, the emergency light- occurs. A standby battery is also available to
ing system is active and the indicator light is energize the standby horizon in case of elec-
illuminated. The ON position is also used for trical power failure.
test purposes.
EMERGENCY LIGHTING
INDICATOR LIGHT
FASTEN EMERG
BELTS LIGHTS
DOME CABIN
ARM ALL
ON PAX
OFF OFF
INTERIOR LIGHTS
EMERGENCY LIGHTING
ARMING/CONTROL SWITCH
Figure 3-8. Emergency Lighting Controls

OUTSIDE EMERGENCY
EXIT LIGHT
DETAIL A
EVACUATION A
LIGHT
DETAIL B
EXTERIOR EVACUATION LIGHT
ESCAPE ROUTE ON WING
EXTERIOR EMERGENCY EXIT LIGHT
Figure 3-9. Exterior Emergency Lighting

PULL HERE EXIT
TO OPEN EMERGENCY LIGHTING
EMERGENCY EXIT BATTERY PACK
EXIT
HANDLE LIGHT
EXIT
E
X
I
T
COPILOT AISLE LIGHT AISLE LIGHT EXIT E AISLE LIGHT

EXIT X
DOME I
LIGHT T
02(T)
02 02 02 02(T) XXXX 02(T) EXIT 02 02
;

;;;;;;;
02 02 02 02
PILOT
DOME
LIGHT
;;;
PASSENGER AISLE LIGHT AISLE LIGHT
EMERGENCY DOOR
EMERGENCY
LIGHTING SPOTLIGHTS
EXIT LIGHTING
BATTERY PACK BATTERY PACK
Figure 3-10. Interior Emergency Lighting
3-13
CHAPTER 4
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
MASTER WARNING PANEL (MWP)................................................................................... 4-2
System Operation............................................................................................................. 4-3
Master Warning Panel Lights........................................................................................... 4-3
SYSTEM-SPECIFIC PANEL LIGHTS ................................................................................ 4-10
Overhead Panel Lights................................................................................................... 4-10
Configuration Panel Lights ............................................................................................ 4-12
Battery Temperature Indicator Lights............................................................................ 4-12
Cabin Pressure Digital Controller Lights....................................................................... 4-12
Fire Control Panel Lights............................................................................................... 4-13
Automatic Power Reserve Lights .................................................................................. 4-13
Thrust Reverser Lights................................................................................................... 4-13
AUDIO WARNING UNIT (AWU) ....................................................................................... 4-14

ILLUSTRATIONS
Figure Title Page
4-2 Master Warning Panel (Later Aircraft)..................................................................... 4-3
4-3 Horn Silence Pushbutton........................................................................................ 4-14
TABLES
Table Title Page
4-1 Master Warning Panel Lights ................................................................................... 4-4
4-2 Overhead Panel Lights ........................................................................................... 4-10
4-3 Configuration Panel Lights .................................................................................... 4-12
4-4 Battery Temperature Indicator Lights .................................................................... 4-12
4-5 Cabin Pressure Digital Controller Lights............................................................... 4-12
4-6 Fire Control Panel Lights ....................................................................................... 4-13
4-7 Automatic Power Reserve Lights........................................................................... 4-13
4-8 Thrust Reverser Lights ........................................................................................... 4-13
4-9 Audio Warnings...................................................................................................... 4-14

CHAPTER 4
TEST
INTRODUCTION
The master warning system on the Falcon 2000 provides a warning of airplane equip-
ment malfunctions and unsafe operating conditions which require immediate attention
or an indication that a particular system is in operation. A system of aural tones is also
used to draw attention to certain system situations.
GENERAL
The master warning system on the Falcon 2000 lights will activate the MWP. Other lights may
uses a master warning panel (MWP), system- also confirm that a selected system configu-
specific panel warnings, and an audio warn- ration has been achieved. In all cases, the pres-
ing unit to alert the flight crew of an abnormal ence of an annunciator light, panel warning
or serious condition that must be dealt with light, or the sound of an aural warning (voice
using Abnormal or Emergency checklists. Any or gong) requires some action on the part of
red warning light on the MWP will activate the the flight crew.
audio warning unit. Some system-specific

BRIGHT
DIM
TEST RESET
PITCH T/O AIL

FADEC 1 FADEC 2
FEEL CONFIG FEEL
AUTO FLAP AIL
START 1 START 2
SLATS ASYM ZERO
LH ST BY RH
OIL 1 OIL 2
PROBES PITOT PROBES
AP
AP MISTRIM
TRIM FAIL
THRUST APU THRUST
APU GEN APR
GEN 1 BAT GEN 2
LH BUS RH BUS
ISOL TIED
BRAKE STD BY
FUELING BRAKE BRAKE
PRESS PUMP
BRAKE RECIR
ACCU ISOL
MASTER WARNING the lights. On these aircraft, the RESET push-

button changes a flashing red or flashing amber
PANEL (MWP) MWP light to a steady BRIGHT or DIM light,
depending on the intensity selected.
The MWP consists of eight (8) red and forty-
three (43) amber annunciator lights and is Later aircraft incorporate a modified MWP
located at the top left side of the center with red MASTER WARNING and amber
instrument panel. Two versions of the MWP are MASTER CAUTION switchlights located on
installed on the F2000. MWP lights illumi- the glareshield in front of each pilot (Figure 4-
nate in response to the presence of system 2). These switchlights are lit by two (2)
anomalies. Initial illumination of any light as incandescent light bulbs each. The newer MWP
flashing or steady depends on the type of MWP annunciator lights are lit by light emitting
installed. A TEST button, when pushed and diodes (LEDs) that only illuminate in the steady
held, tests the operation of all lights on the mode. The red MASTER WARNING flashes in
M W P, b o t h M A S T E R WA R N I N G a n d response to a steady red annunciator light. The
CAUTION panels (later aircraft), overhead amber MASTER CAUTION flashes in response
panels, instrument panels, pilot/copilot to a steady amber annunciator light. TEST and
consoles, and pedestal. A two-position BRIGHT-DIM controls are on the panel di-
BRIGHT-DIM switch determines intensity of rectly above the annunciator lights. RESET is
light bulb/LED illumination. Upward move- accomplished by pressing the MASTER
ment of the switch gives maximum brightness. WARNING or MASTER CAUTION switch-
Downward movement lowers the brightness. lights. This resets the appropriate red or amber
light, and rearms system logic. MWP lights al-
Pressing RESET (button or switchlights) ways remain steady. If the aircraft is on the
rearms MWP system logic. ground, MASTER light indications are inhibited
when engines are not running.
Early aircraft have MWP annunciator lights
(Figure 4-1) lit by two (2) incandescent bulbs. Circuit-breaker protection is on the Essential
T h e T E S T, B R I G H T- D I M , a n d R E S E T and B1 busses.
controls are located on the panel directly above

Figure 4-2. Master Warning Panel (Later Aircraft)
SYSTEM OPERATION warnings. If a steady amber light illuminates

on the MWP and slats are retracted, the amber
On initial application of electrical power to the MASTER CAUTION switchlights are trig-
aircraft, all annunciator lights illuminate in the gered to illuminate steady BRIGHT and a
BRIGHT mode. DIM may be selected if “Gong” can be heard. Pressing either amber
desired. MASTER CAUTION switchlight will extin-
guish both steady amber switchlights, and
On all aircraft, position of the slats deter- reset the control logic of the MWP amber
mines whether the initial MWP flashing light lights and FADEC indicator lights. If slats are
will be BRIGHT or DIM. Flashing capability extended, all lights operate as described above
is a function of either fuel engine switch placed except the position of the BRIGHT-DIM
in the ON position. switch determines the illumination intensity
of the MASTER WARNING and MASTER
On early aircraft, when a MWP flashing light CAUTION lights when first activated.
illuminates and the slats are retracted, the
light is automatically displayed in the BRIGHT
position. If slats are extended, the MWP light MASTER WARNING PANEL
will initially flash DIM. When the RESET LIGHTS
button is pressed, the flashing light will then
be a steady BRIGHT or DIM light, depending Table 4-1 lists each MWP annunciator light and
on the position of the BRIGHT-DIM switch. the causes for illumination. More informa-
tion on the lights is available in each system
On later aircraft, when a steady red light chapter.
illuminates on the modified MWP and slats are
r e t r a c t e d , t h e r e d M A S T E R WA R N I N G
switchlights flash BRIGHT, accompanied by
a voice warning or “Gong”. Pressing either red
MASTER WARNING switchlight will extin-
guish both flashing red switchlights, reset sys-
tem logic, and silence the audio or voice

Table 4-1. MASTER WARNING PANEL LIGHTS

DOORS
Annunciator Cause for Illumination
On ground: Passenger, baggage, forward

DOORS servicing or aft servicing
compartment doors, or emergency
exit not closed.
In flight: Passenger or baggage door, or

emergency exit not closed. An aural
“Gong” is heard.
ELECTRICAL
Battery temperature greater than 71° C

HOT BAT
(160° F). Accompanied by “Gong” sound.
No. 1 generator not connected to system, or

GEN 1
voltage less than 25 ±1 volts
No. 2 generator not connected to system, or

GEN 2
voltage less than 25 ± 1 volts.
APU master switch "ON" and APU Generator not

connected to ESS bus or voltage less than 25 ± 1 volts.
APU GEN
(During APU startup the light will remain illuminated
until APU GEN contactor closes.)
Battery contactor open. Battery not connected to

BAT ESS bus.
RH BUS ESS/RH bus-tie relay closed.

TIED Essential and right main buses tied.
LH BUS LH/ESS bus-tie relay closed.

ISOL LH main and ESS Buses not tied.

Table 4-1. MASTER WARNING PANEL LIGHTS (Cont)

APU
• APU failed (followed/not followed by APU shutdown), or

APU
• APU door not closed with one or both throttles set at
FAULT full power and weight on wheels, or
• APU bleed valve not closed with APU BLEED switch
OFF, or
• In some instances with APU BLEED switch in
AUTO, APU bleed valve should be closed.
APU FAULT light will illuminate.
FUEL
Fuel system pressure less than approximately 5.0 psi.

FUEL 1
FUEL 2
LO Left or right feeder tank quantity less than 250 pounds.

FUEL 1
LO
FUEL 2
• Either fueling vent valve not closed, and/or

FUELING • Either refueling door not closed, or
• Fueling lever not set to OFF, or
• Defueling valve not closed.
• Loss of bus B2
ENGINE
At least one engine FADEC is faulty or not energized.

FADEC 1
FADEC 2


ENGINE (Cont)
Respective engine oil pressure is less than

OIL 1
25 psi. Accompanied by a “Gong” sound.
OIL 2
APR APR unable to automatically actuate.
Thrust reverser not actuated: Respective TR

THRUST
system pressurized or respective TR door
REVERSER 1
unlatched.
or
THRUST Thrust reverser actuated: TR not fully deployed

REVERSER 2 or fully stowed within 4.5 seconds of the command to
deploy or stow.
Respective engine start valve not closed after

START 1
engine start.
START 2
FIRE PROTECTION
AFT COMP Forward servicing compartment temperature

OVHT greater than 90° C (194° F).
AIR CONDITIONING/PRESSURIZATION
Cabin altitude greater than 10,000 ±500 feet

CABIN (Aural “Cabin” voice warning sounds).
Recirculation valve not closed with aircraft altitude

RECIR
greater than 15,000 feet. Recirculation valve not
ISOL
opened with aircraft altitude lower than 15,000 feet.


AIR CONDITIONING/PRESSURIZATION (Cont)
ECU ECU compressor exhaust temperature greater than

OVHT 220° C (428° F) for at least five seconds.
NOSE Nose cone temperature greater than 70° C (158° F).

CONE OVHT
ANTI-ICING
LH Heating of associated static and/or total pressure

PROBES probes faulty.
or
RH
PROBES respective AOA vane heat faulty.
ST BY Heating of standby total pressure probe faulty.

PITOT
• Malfunction of ENG 1, ENG 2, or WINGS

ANTI-ICE ANTI-ICE, or
• TAT greater than 20° C with engine or wing
anti-ice system selected ON, or
• Wing anti-ice system selected ON when aircraft
on ground.
FLIGHT CONTROLS
T/O Whenever one or both throttles advanced above

CONFIG MAX CLIMB, and:
• Flaps position greater than 22°, or
• Both slats not extended fully, or
NOTE • Either center or inboard airbrake not fully retracted, or
Aural "No Take Off" voice • Stabilizer trim outside –2° to –6° envelope, or
warning sounds.
• BRAKE PRESS illuminated, or
• Autopilot engaged


FLIGHT CONTROLS (Cont)
• IAS ≥210 + slats extended

PITCH • Self test failure
FEEL • Feel unit not in proper position based on horizontal
stabilizer position
• Power supply failed
Roll Arthur actuator in wrong position (discrepancy

AIL
between IAS [ADC 2] and position of variable bellcrank).
FEEL
• Either stall system remained in Ground Test mode

AUTO after take off
SLATS or
• 5° difference between AOA vane angles
or
• Either stall system still armed at IAS > 280 kts
or
• Both ADC's inop
FLAP Asymmetrical flap extension has occurred.

ASYM (Accompanied by FLAP CTRL C/B popped.)
AIL
Emergency trim actuator not in neutral position.
ZERO
HYDRAULICS
PUMP 1 No. 1 hydraulic system No. 1 pump (located on

HYDR # 1 No. 1 engine) pressure output less than 1,500 psi.
PUMP 2 No. 1 hydraulic system No. 2 pump (located on

HYDR # 1 No. 2 engine) pressure output less than 1,500 psi.
No. 2 hydraulic system pump (located on No. 2

PUMP
engine) pressure output less than 1,500 psi.
HYDR # 2
Electric pump in non-stop operation for more than

STD BY
one minute, or electric pump selector in aft service
PUMP
compartment set to GROUND TEST position.


HYDRAULICS (Cont)
HYDR # TK Pressurization of one or both hydraulic reservoirs is

PRESS less than 16 psi absolute.
No. 2 hydraulic system isolation valve not in correct

HYDR # 2 position. On ground valve should be open. In flight,
ISOL valve should be closed when slats retracted and open
when slats extended.
BRAKES
Both braking systems failed.

BRAKE
Aural “Gong” sounds.
BRAKE One braking system failed.
BRAKE Park brake lever set, and/or residual pressure in one

PRESS or both wheel brakes with brake pedals neutral.
BRAKE Park brake accumulator pressure less than 2,100 psi.

ACCU
AUTOPILOT
Autopilot failed or manually disengaged (Aural

AP
“Autopilot” voice warning sounds).
MISTRIM Trim outside autopilot coupler envelope.
AP Pitch automatic compensation failed.

TRIM FAIL

SYSTEM SPECIFIC Table 4-2. OVERHEAD PANEL LIGHTS

(Cont)
PANEL LIGHTS DC SUPPLY PANEL
OVERHEAD PANEL LIGHTS Annunciator Cause for Illumination
Table 4-2 lists the faults or system configu- EXT PWR

rations necessary to illuminate each annunci- External power switchlight
ator light. depressed.
Table 4-2. OVERHEAD PANEL LIGHTS

ICE AND RAIN PROTECTION PANEL
AIR-CONDITIONING PANEL
Normal operation if minimum N1

CABIN channel of PAX
maintained
PAX temperature control computer
failed in automatic mode.
Engine: Insufficient pressure to
nacelle (Below 4 psi)
COCKPIT channel of CREW
CREW temperature control computer
failed in automatic mode.
+ Wing: Left or right wing pressure
less than 4 psi or valve not
ANTI-ICE fully open when power set
below Max Climb
ISOL Bleed-air isolation valve closed.
(FLASHING)
Engine: Excessive pressure to
nacelle (Above 70 psi)
Wing: Valve fully open when
INTERIOR LIGHTS PANEL + power set at or above
Max Climb
Annunciator Cause for Illumination ANTI-ICE or
Eng or Anti-ice ON and
Cockpit repeater that indicates Wing: TAT 20° C or greater
FASTEN
FASTEN BELTS illuminated on
BELTS
passenger address panel.
Indication fault
EMERG LIGHT selector switch +
EMERG Avoid or leave icing conditions
set to ON or OFF when normal
LIGHTS
power supply available. ANTI-ICE
A cockpit repeater that indicates

NO SMOKING illuminated on Wing anti-ice selected ON
passenger address panel. while on ground
ANTI-ICE or
Any amber light on overhead
anti-ice panel illuminates.

Table 4-2. OVERHEAD PANEL LIGHTS (Cont)

FUEL PANEL
XTK Crosstank valve not closed.
One of two cross-boost valves

X-BP not closed.
Associated centerwing tank level

LEVEL less than 1,000 pounds.
WINDSHIELD PANEL
One of two temperature probes

XFR either disconnected or short-
circuited.
EXTERIOR LIGHTS PANEL

LANDING switches set to the

LDG ON or PULSE position.
APU PANEL
During Start
MASTER Flashing Green: APU ECU powered, self-test initiated, APU door opens.
Steady Green: End of self-test, APU door open, EIED APU page displayed, ready for start.
During Shutdown
Flashing Green: APU door and fuel valve close. Light flashes until pushed OFF.
Light Extinguished: When pushed by pilot, ECU is unpowered.
START/STOP When Switchlight Pushed

Steady Green: Automatic start sequence initiated, or APU running.
Light Extinguished: Overspeed signal shuts down APU, master caution light flashes,
APU FAULT light illuminates on master warning panel.

CONFIGURATION PANEL BATTERY TEMPERATURE

LIGHTS INDICATOR LIGHTS
Table 4-3 lists the causes of annunciator light Table 4-4 lists the causes to illuminate both an-
illumination. nunciator lights.
Table 4-3. CONFIGURATION PANEL
Table 4-4 . BATTERY TEMPERATURE
LIGHTS
INDICATOR LIGHTS
FLIGHT CONTROLS
Annunciator Cause for Illumination Annunciator Cause for Illumination
WARM
Disagreement exists between
Battery temperature is between
position of slats and selected
configuration. 120° F (48.9° C) and 160° F (71° C).
Both slats extended. If flashing, slats

have extended automatically or HOT
disagreement between slat position Battery temperature is greater
and selected position. than 160° F (71° C).
One airbrake not retracted or if
AIR flashing, airbrakes have
BRAKE automatically retracted with
control lever extended position.
LANDING GEAR
CABIN PRESSURE DIGITAL
CONTROLLER LIGHTS
Respective main landing gear door Table 4-5 lists the causes to illuminate both an-
is not closed. nunciator lights.
• Nose gear in transit Table 4-5. CABIN PRESSURE DIGITAL

• Nose gear not locked down CONTROLLER LIGHTS
• Nose gear doors not fully opened
with nose gear fully extended
Respective landing gear extended DUMP
and downlocked
LH NOSE RH When switchlight activated by pilot,
ON both outflow valves open and
LANDING GEAR CONTROL LEVER depressurize cabin.
MAN
Flashes for 2 conditions:
1. After 20 second delay indicates Manual pressurization activated
disagreement between handle ON when switchlight pushed ON by
position and gear position. (Does pilot.
not look at gear doors.)
2. Both power lever angles (PLA)
< Max Cruise, and IAS < 160 kts,
and Radio Alt < 500 ft,
and
All 3 gear not down and locked.
OR
Both power lever angles (PLA)
and Radio Alt not available
and
All 3 gear not down and locked.
(Items in #2 are accompanied by
nonsilenceable "Gear" voice)

FIRE CONTROL PANEL LIGHTS Table 4-7. AUTOMATIC POWER

RESERVE LIGHTS
Table 4-6 summarizes the causes of annunci-
ator light illumination. PANEL LIGHTS
Table 4-6. FIRE CONTROL PANEL
LIGHTS
When switchlight pressed in,
PANEL LIGHTS APR
DISARM APR deactivated in each
FADEC.
Fire condition exists in No. 1 engine When switchlight pressed in, APR
FIRE 1 APR activated even upon failure of
(sounds fire audio warning).
O'RIDE automatic engagement system
(throttle levers set to TAKE OFF).
Fire condition exists in No. 2 engine
FIRE 2
THRUST REVERSER LIGHTS
FIRE Fire condition exists in APU Table 4-8 illustrates the lights and causes for
APU (sounds fire audio warning). illumination.
Table 4-8. THRUST REVERSER LIGHTS

Associated fire detection system
unable to detect a fire. PANEL LIGHTS
FAULT
Discrepancy exists between
actual and requested position of Aircraft on Ground
TRANS
fuel shutoff valve and/or respective
• Throttle lever between IDLE and
hydraulic shutoff valve.
TRANS T/R IDLE.
• Thrust reverser door in transit
between locked and fully deployed.
Aircraft in Flight
Temperature greater than 160° C • Thrust reverser not stowed
(336° F) in left or right main gear well • An abnormal situation
(sounds fire audio warning). • FADEC runs engine at idle thrust
Aircraft on Ground
• Throttle lever between IDLE
DEPLOY
and T/R IDLE.
Smoke in baggage compartment
FIRE • Thrust reverser fully deployed
BAG COMP has been detected
and hydraulically locked.
Aircraft in Flight
• Thrust reverser fully deployed
AUTOMATIC POWER RESERVE and hydraulically locked.
LIGHTS • An abnormal situation.
• FADEC runs engine at idle thrust.
Table 4-7 lists the causes to illuminate both
annunciator lights.

AUDIO WARNING UNIT

(AWU)
The AWU consists of a gong or synthetic voice
sound that alerts the flight crew to a serious or
abnormal condition. Warnings are transmit-
ted to the crew through the AWU loudspeaker,
or through the pilot and copilot intercom con-
trol system (headsets or cockpit loudspeak-
ers). Any red or amber warning light on the
MWP will activate the audio warning unit.
The HORN SIL pushbutton (figure 4-3) on the
pedestal can silence some warnings.
Table 4-9 lists the audio warnings and their Figure 4-3. Horn Silence Pushbutton
causes.
Table 4-9. AUDIO WARNINGS
SIMULTANEOUS
TYPE OF WARNING OR HORN
WARNING SOUND INDICATION CAUSE SILENCE
Takeoff “No takeoff” T/O CONFIG light • Flap position NO

configuration on Master angle greater
Warning Panel than 22°, or
• Slats not
extended, or
• Airbrakes not
retracted, or
• Horizontal
stabilizer
outside the –2°
to –6° range, or
• Warning panel
BRAKE PRESS
light illuminated,
or
• Autopilot
engaged
Autopilot “Autopilot” AP light on Autopilot failure. YES

configuration Master Warning Autopilot disconnection
Panel
Red AP
annunciator on
primary FH display

Table 4-9. AUDIO WARNINGS (Cont)
SIMULTANEOUS
Landing gear “Gear” Gear • At least one NO. Indicator light
gear not down of landing gear
and locked and control lever
both throttle flashes after 20-
levers set to less second delay when
than MAX disagreement
CRUISE between landing
gear lever position
and
and gear position.
• ADC-measured
IAS less than
160 knots
and
• Radio altimeter
height less than
500 feet, if valid
or
Radio altimeter
not valid
YES. The landing
• When testing the gear control lever
configuration indicator light
panel flashes immediately.
Cabin pressure “Cabin” CABIN light on Cabin altitude YES

Master Warning greater than 10,000
Panel ±500 feet
Horizontal Clacker noise None Movements of NO
stabilizer horizontal stabilizer,
movement regardless of
operating mode
VMO/MMO Continuous one- None Overspeed NO
second tone

SIMULTANEOUS
Fire Alternating FIRE light on fire Detection of fire in any YES

continuous sound control panel of the following:
• No. 1 engine
• No. 2 engine
• APU
• Wheel well overheat
• Detection of smoke
in Baggage
compartment
Warning panel light “Gong" Red Master Illumination of any

Warning Panel light red warning light


SLATS NOT EXTENDED
SIMULTANEOUS
Stall “Stall” None • Aircraft in CLEAN NO

configuration
with the airbrakes
extended and the
aircraft AOA
greater than 12°,
or
• Airbrakes
retracted and the
aircraft AOA
greater than
13.2°
SLATS EXTENDED
SIMULTANEOUS
Stall “Stall” None • Aircraft at takeoff: NO

With 10° or 20°
flaps, airbrakes
retracted, and
aircraft AOA
greater than
12.8°
• Aircraft at
landing:
Aircraft AOA
greater than
12.2°

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
FUEL STORAGE AND DISTRIBUTION SYSTEM............................................................. 5-3
Component Description ................................................................................................... 5-3
Controls and Indications .................................................................................................. 5-7
System Operation........................................................................................................... 5-12
FUEL INDICATING SYSTEM ............................................................................................ 5-23
Component Description ................................................................................................. 5-23
Controls and Indications ................................................................................................ 5-24
APU FUEL SYSTEM ........................................................................................................... 5-25
REFUEL/DEFUEL SYSTEM............................................................................................... 5-25
LIMITATIONS ...................................................................................................................... 5-30
Fuel Specifications......................................................................................................... 5-30
Operational Limitations ................................................................................................. 5-30

ILLUSTRATIONS
Figure Title Page
5-1 Falcon 2000 Fuel Tank System ................................................................................... 5-2
5-2 Fuel Storage and Distribution System Components ................................................... 5-4
5-3 FUEL Panel Location.................................................................................................. 5-5
5-4 Aft Servicing Compartment Pressure Gage ................................................................ 5-6
5-5 Fuel Tank Drain Valves ............................................................................................... 5-8
5-6 FUEL Control Panel.................................................................................................... 5-9
5-7 Fire Control Panel ..................................................................................................... 5-10
5-8 Master Warning Panel Indications ............................................................................ 5-11
5-9 Circuit Breakers and Location .................................................................................. 5-13
5-10 Fuel System—Normal Operation.............................................................................. 5-14
5-11 Fuel System—Left Booster Pump Failed ................................................................. 5-15
5-12 Fuel System—Tank Balancing with Left Booster Pump Failed ............................... 5-16
5-13 Fuel System—Right Booster Pump Failed ............................................................... 5-17
5-14 Fuel System—Tank Balancing with Right Booster Pump Failed............................. 5-18
5-15 Fuel System—Left Engine Failed............................................................................. 5-20
5-16 Fuel System—Tank Balancing with Left Engine Failed........................................... 5-21
5-17 Fuel System—Tank Balancing with Both Booster Pumps Operable........................ 5-22
5-18 Location of Fuel Quantity Probes ............................................................................. 5-23
5-19 EIED Fuel Indications............................................................................................... 5-25
5-20 Refuel/Defuel System Components and Location .................................................... 5-27
5-21 Overwing Filler Caps and Location .......................................................................... 5-27
5-22 Gravity Defueling ..................................................................................................... 5-28

TABLES
Table Title Page
5-1 EIED Display ............................................................................................................ 5-24
5-2 Usable Fuel Distribution ........................................................................................... 5-30
FOR TRAINING PURPOSES ONLY 5-v

CHAPTER 5
FUEL SYSTEM
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4 6
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MAIN
FUEL
2 8
LBS X 100
0 10
INTRODUCTION
This chapter describes the components and operation of the fuel system including the
fuel storage and distribution system, fuel indicating system, APU fuel system, re-
fuel/defuel system, and limitations.
GENERAL
Fuel is stored in two separate tank systems engine and the APU. The left and right tank
(left and right), located in the wings and fuse- systems may be connected through a cross-
lage section between the wings (Figure 5-1). tank interconnect valve in order to balance
Fuel is transferred inboard to the respective fuel loads.
system feeder sumps by transfer jet pumps and
gravity flow. Major controls for the fuel sys- All fuel tanks are normally pressurized by
tem are located on the FUEL control panel, m e t e r e d l ow p r e s s u r e e n g i n e b l e e d a i r.
in the cockpit overhead. Negative pressure relief valves prevent booster
pump cavitation in the event of pressurization
Each engine is normally fed low pressure fuel failure.
by an electric booster pump from its respec-
tive tank system. The left system normally Fuel quantity is monitored by a series of AC
supplies fuel to the auxiliary power unit (APU). capacitance probes, which give separate read-
C r o s s - f e e d i n g i s a l s o ava i l a b l e t o e a c h ings for each system.

5-2
RIGHT WING
OUTBOARD
SECTION
SEALED
PARTITIONS
CENTER WING
TANK
RIGHT WING
INBOARD SECTION
WING TANKS
LEFT LATERAL
TANK REAR
FEEDER
CENTER WING
LEFT LATERAL
TANK
CENTER WING
RIGHT LATERAL
TANK
NEGATIVE PRESSURE
RELIEF VALVE

LEFT WING
INBOARD SECTION
RIGHT LATERAL
TANK FRONT LEFT WING
FEEDER OUTBOARD
SECTION
LEGEND
LEFT TANK SYSTEM
HYDRAULIC DUCT
RIGHT TANK SYSTEM TUBE
Figure 5-1. Falcon 2000 Fuel Tank System

The fuel quantity management computer • APU fuel shutoff valve

(FQMC) controls the fuel quantity indica-
• Tank pressurization system
tor and displays faults associated with the
system on the center engine instrument • Drain valves
electronic display (EIED). Fuel quantity,
fuel flow, fuel temperature and total fuel
used are also displayed on the center EIED. Fuel Storage Tanks
Low-fuel-level (250 pounds remaining) and Two separate tank systems store fuel. The left
low-pump-pressure warning lights are lo- system consists of the left wing tank (inboard
cated on the master warning panel. Low fuel and outboard) and half of the center wing tank.
indicator lights (1000 pounds remaining) The right system consists of the right wing tank
are located on the FUEL control panel in the (inboard and outboard) and half of the center
cockpit overhead. wing tank (Figure 5-1).
The single-point pressure-fueling system can The left and right wing tanks are divided into
be used for complete or partial fueling and inboard and outboard sections that are sepa-
defueling. Two overwing fueling ports are rated by baffles with one-way flapper valves.
provided for gravity refueling. These valves permit movement of fuel inboard
but restrict outboard fuel movement during
FUEL STORAGE AND maneuvering flight.
DISTRIBUTION SYSTEM The center wing tank is divided into left and
right sections. Each section is further divided
Fuel is stored in two separate tank systems (left as follows: a left lateral and a lateral rear
and right) (Figure 5-1). Each system contains feeder section; a right lateral and a lateral
a feeder tank that is kept full by its respective front feeder section. The left and right lateral
system transfer jet pumps. In the event of jet sections are physically connected to their
pump failure, the sumps are kept full by grav- respective inboard wing tanks by baffles and
ity flow through a series of flapper valves. flapper valves. The right lateral front feeder
and left lateral rear feeder sections are con-
An electric booster pump is located in the nected to their respective lateral tanks but are
feeder tank of each system. During normal separated from each other by a bulkhead that
operation, each booster pump supplies fuel to forms the division between the left and right
its respective engine. A cross-boost pump sys- tank system. The cross-tank interconnect valve
tem allows either tank system to supply either is located on this bulkhead and is used to trans-
engine or the APU when necessary. fer fuel between the left and right systems. The
electric booster pumps are located in the re-
spective lateral front and rear feeder sections,
COMPONENT DESCRIPTION which are the low points of each system.
System components (Figure 5-2) include:
• Fuel storage tanks
• Electric booster pumps
• Fuel transfer jet pumps
• Cross-boost pump system
• Cross-tank interconnect valve
• Cross-tank solenoid valve
• Engine fuel shutoff valves

All tanks are pressurized to permit engine op- Fuel Transfer Jet Pumps
eration at all altitudes and power settings up
to and including maximum rated power, should Four transfer jet pumps are located in each tank
a booster pump become inoperative. system. These jet pumps ensure an adequate
supply of fuel exists in the center wing tank
feeder sections at all times. Located in each
Electric Booster Pumps tank system, three jet pumps transfer fuel from
An electric booster pump is installed in each the inboard and outboard wing tanks to the cen-
feeder section (left lateral rear and right lat- ter wing tank feeder sections. The fourth jet
eral front) of the center wing fuel tank. Each pump ensures adequate flow to the booster
pump draws fuel through a filter screen and pump within each feeder section (Figure 5-2).
ejects low pressure fuel to its respective en-
gine feed line (Figure 5-2). Jet pumps are used in the wings for fuel trans-
fer because they are lightweight, have no
Booster pumps are controlled by the left and moving parts, and are extremely reliable.
right BOOSTER pump switches located on
the FUEL control panel.
JET PUMP
RIGHT
CROSS-TANK BOOSTER
INTERCONNECT PUMP
VALVE
LEFT
BOOSTER
PUMP
CROSS-TANK
SOLENOID CHECK
LEFT VALVE VALVE
RIGHT
CROSS-BOOST CROSS-BOOST
PUMP PUMP
VALVE VALVE
LEGEND
NO. 1 APU NO. 2 LEFT TANK SYSTEM
ENGINE FUEL SOV ENGINE
FUEL FUEL RIGHT TANK SYSTEM
SOV SOV
LEFT BOOST PUMP PRESSURE
LEFT ENGINE RIGHT ENGINE RIGHT BOOST PUMP PRESSURE

FEED FEED
SUCTION
Figure 5-2. Fuel Storage and Distribution System Components

Cross-Boost Pump System Cross-Tank Interconnect Valve

The cross-boost pump system consists of two The cross-tank interconnect valve is
cross-feed manifolds and two cross-boost located in the center wing tank bulkhead which
pump valves (Figure 5-2). It is utilized for divides the left and right tank systems. The
both cross-feed and cross-tank (fuel balanc- valve is spring-loaded closed.
ing) operations.
This valve, in conjunction with the cross-boost
The cross-boost pump system provides the pump system, provides the capability of bal-
capability of cross-feeding fuel from either or ancing fuel between the left and right tank
both tank systems to either or both engines. systems. Cross-tanking is activated only when
the cross-boost pump rotary switch (X-BP) is
In addition, the system provides the capabil- in the horizontal position, and the XTK switch
ity of cross-tanking (fuel balancing) between is in either the left or right position.
the left and right tank systems. When the cross-
tank selector switch (XTK) is positioned to the
left or right detent (Figure 5-3) and the cross- Fuel Shutoff Valves
boost pump selector (X-BP) is in the open Fuel shutoff valves (SOV), located immediately
position (horizontal). downstream of the cross-boost pump valves,
allow fuel to be isolated from either engine or
the APU (Figure 5-2). These valves are operated
by dual electric motors. Each is supplied by sep-
arate and independent power sources. With a
failure of one source, the other is fully capable
of operating the shutoff valve. The shutoff valves
are controlled by guarded FUEL SHUT OFF
switches on the fire control panel.
Tank Pressurization System

The fuel tanks are automatically pressurized
by low-pressure bleed air from the engines.
This system is operational any time either
engine is running. The system provides posi-
tive pressure to the fuel tanks which reduces
fuel vaporization at high altitudes. In the event
XTK
of a failure of both electric booster pumps,
this system provides enough pressure to main-
BOOSTER BOOSTER
tain a positive fuel flow to the engines at all
LEVEL LEVEL
altitudes and power settings. A direct-reading
system air pressure gage (Figure 5-4) is located
X-BP in the aft servicing compartment.
The tank pressurization system is equipped

with negative pressure-relief valves which
vent the tanks to outside air any time outside
pressure is greater than tank pressure. This pre-
vents booster pump cavitation in the event of
a tank pressurization failure.
ENG 1 APU ENG 2
FUEL
Figure 5-3. FUEL Panel Location

LH/RH FUEL
TANK
PRESSURE GAGE
2 3
1 4
0 5
ASC COMPARTMENT
Figure 5-4. Aft Servicing Compartment Pressure Gage

Tank Drain Valves LEVEL Warning Annunciators

The fuel tanks are equipped with external drain The amber low fuel quantity annunciators,
valves (Figure 5-5) located at the lowest point labeled “LEVEL,” illuminate to indicate that
of each tank. These valves provide for testing usable fuel level in the respective tank has
and draining of accumulated water. They can dropped below 1,000 pounds remaining.
also be used for complete tank draining.
NOTE
During the external preflight inspection, fuse-
lage fuel drains should be checked, using the Operational considerations are as-
tank draining tool (Figure 5-5). Drained fuel sociated with the LEVEL warning
should be checked for the presence of water lights. Refer to the MEL for specific
and other contaminants. information.
CONTROLS AND INDICATIONS Cross-Tank Selector Switch (XTK)

When selected to the left or right, the cross-
FUEL Control Panel tank selector switch (XTK) opens the cross-
The FUEL control panel (Figure 5-6) is located tank solenoid valve, provided the X-BP rotary
in the center of the overhead panel. It contains switch is horizontal. This allows fuel booster
all major fuel system controls, except for the pressure to open the cross-tank interconnect
fuel shutoff valves. The following controls valve. Fuel then flows between the two fuel
and indications are located on this panel. systems. The XTK switch has three positions:
• Center (unlabeled)—All cross-tank
Left and Right BOOSTER Pump functions are disabled. The cross-tank
Switches interconnect valve is closed.
The BOOSTER switches control the electric • Left or right —With the X-BP rotary
booster pumps located in each center wing switch horizontal, the cross-tank
solenoid valve opens, then the cross-
feeder section. Each switch has two positions: tank interconnect valve opens by fuel
• BOOSTER (up)—ON booster pressure. The cross-boost pump
valves are configured to the appropriate
• Down (unlabeled)—OFF cross-tank configuration. The jet pumps
in the “from” system operate and the jet
pumps in the “to” system shut down.
This provides a relative high level in
the “from” lateral feeder to the “to” lat-
eral feeder tank, causing fuel to flow
between these tanks through the cross-
tank interconnect valve.

5-8
A
FOUR FUEL PUMP COMPARTMENT
DRAINS
ESS AUTO
PR
TURN
DRAINING TOOL DETAIL A

FUEL DRAIN WITH
REMOVABLE SEAL

DRAIN OPERATION
OPENING :
INSERT TOOL IN SLOT, PUSH, AND THEN TURN ASSEMBLY
ONE QUARTER OF A TURN, CLOCKWISE OR
COUNTERCLOCKWISE.
CLOSING :
INSERT TOOL IN SLOT, TURN ONE QUARTER OF A TURN
CLOCKWISE OR COUNTERCLOCKWISE, AND ALLOW
ASSEMBLY TO SLIDE DOWN.
Figure 5-5. Fuel Tank Drain Valves

XTK Indicator Annunciator The rotary switch has two positions: vertical
or horizontal. When used in conjunction with
The amber XTK indicator annunciator illuminates the XTK switch it provides three functions:
whenever fuel booster pressure is sensed in the
line between the solenoid and cross-tank • Rotated to the vertical position—system
interconnect valves. This occurs whenever the is not active.
solenoid valve is not fully closed, unless neither • Rotated to the horizontal position (cross-
electric booster pump is operating. tank selector switch centered)—system
is in cross-feed mode.
Cross Boost Pump Rotary Switch • Rotated to the horizontal position (cross-
(X-BP) tank selector switch in the left or right
The X-BP rotary switch controls the cross- position)—system is in cross-tank mode.
feed function of the fuel system. This switch
also enables the function of the cross-tank
selector switch. X-BP Indicator Annunciator
Illumination of the amber X-BP annunciator
indicates that one of the cross-boost pump
valves is not fully closed.
CROSS-TANK
LEFT BOOSTER INDICATOR
PUMP SWITCH
XTK
BOOSTER BOOSTER
LEVEL LEVEL
CROSS-BOOST
LEVEL WARNING
PUMP X-BP LIGHT
INDICATOR
CROSS-TANK
SWITCH
CROSS-BOOST
PUMP ROTARY
SWITCH
ENG 1 APU ENG 2

FUEL
Figure 5-6. FUEL Control Panel

Fire Control Panel TRANS Annunciator

The fire control panel (Figure 5-7) contains the The amber TRANS annunciator indicates
indicators for both engines and APU fire position of the respective fuel SOV and/or hy-
detection, as well as controls for operating and draulic SOV(s) do not correspond with the
monitoring the fuel shutoff valves. This position of the fuel shutoff switch. Initially,
discussion is concerned with the fuel control when the switch is selected to a new position,
functions only. For a discussion of fire control the TRANS light is illuminated during the
related functions refer to Chapter 8, “Fire short interval the valves are transitioning to
Protection,” of this training manual. the newly commanded position. If a valve
freezes in an intermediate position or fails to
operate at all, the light remains illuminated.
Fuel Shutoff Switches
There are three fuel shutoff switches: one for
each engine and one for the APU. Each fuel Master Warning Panel
shutoff switch is a guarded toggle switch. By Annunciators
opening the guard and placing the switch to the For a more complete list of causes and action
up position, the respective shutoff valve (SOV) to be taken in the event of the illumination of
is commanded to close, isolating the associ- a warning panel annunciator, refer to Chapter
ated engine (or APU) from the fuel supply. The 4, “Master Warning,” of this training manual.
engine fuel SOVs also control hydraulic SOVs
which are discussed in Chapter 13 “Hydraulic
Systems.”
L R
FUEL FUEL FUEL H H
O O
DISCH SHUT DISCH SHUT DISCH SHUT
W V W V
OFF OFF OFF H H H H
2 1 2 E T E T
E E
1 1 L L
0 0 0
TRANS TRANS TRANS
FIRE
BAG COMP
FAULT FAULT FAULT
FIRE 1 FIRE APU FIRE 2

TEST
Figure 5-7. Fire Control Panel

FUEL 1 and 2 Annunciators FUELING Annunciators

Illumination of the amber FUEL 1 or FUEL 2 Illumination of the amber FUELING caution
caution annunciators (Figure 5-8) indicates a annunciators indicates:
fuel supply pressure drop at the entrance to the
• One or both fueling vent valves have
associated engine fuel control unit. not closed, and/or
LO FUEL 1 and LO FUEL 2 • One of the two refueling doors is not
closed, and/or
Annunciators
Illumination of the amber LO FUEL 1 or LO • Vent valve lever is not set to off
FUEL 2 caution annunciators indicates a low- • Defueling valve not closed
fuel-level (250 pounds remaining) in the as-
sociated tank system. • Loss of B2 bus power
NOTE
Operational considerations are as-
sociated with the LO FUEL caution
annunciators. Refer to the MEL for
specific information.
BRIGHT
DIM
TEST RESET
PITCH T/O AIL

FADEC 1 FADEC 2
FEEL CONFIG FEEL
AUTO FLAP AIL
START 1 START 2
SLATS ASYM ZERO
LH ST BY RH
OIL 1 OIL 2
PROBES PITOT PROBES
AP
THRUST APU APR THRUST

REVERSER 1 APU GEN FAULT REVERSER 2
GEN 1 BAT GEN 2
LH BUS RH BUS
ISOL TIED
BRAKE STD BY
FUELING BRAKE BRAKE
PRESS PUMP
BRAKE RECIR
ACCU ISOL
Figure 5-8. Master Warning Panel Indications

Associated Circuit Breakers Operation with One Booster

Circuit breakers associated with the fuel stor- Pump Failed
age and distribution system are located on the When one electric booster pump fails, the af-
rear portion of the central overhead panel fected engine may be cross-fed using the cross-
(Figure 5-9): boost pump system. The failed booster pump
• BOOST 1—Controls ESS bus power to should be turned off and the X-BP rotary
the left booster pump switch rotated to the horizontal position.
• FUEL 2 SHUT OFF—Controls A1 bus In this configuration, left and right cross-boost
power to the right engine fuel shutoff pump valves are positioned by a logic circuit
valve that looks at the position of No. 2 BOOSTER
• BOOST 2—Controls B1 bus power to pump switch while monitoring fuel pressure
the right booster pump to No. 2 engine:
• X-BP—Controls B1 bus power to the • If No. 2 BOOSTER pump switch is on
crossfeed valves with inlet fuel pressure normal, the left
cross-boost pump valve is positioned to
• FUEL 1 SHUT OFF—Controls B2 bus supply No. 1 engine from the right fuel
power to the left engine fuel shutoff tank system (Figure 5-11).
valve
• Should either No. 2 BOOSTER pump
• FUEL APU SHUT OFF—Controls B2 switch be off, or inlet fuel pressure to No.
bus power to the APU fuel shutoff valve 2 engine be below normal, the right
cross-boost pump valve is positioned to
supply No. 2 engine from the left tank
SYSTEM OPERATION system (Figure 5-13).
Normal Operation
In either case, both engines will be fed from
During normal operation (Figure 5-10), the the operating booster pump. Transfer jet pumps
XTK valve is closed (switch centered). Cross- are active only in the tank system with the op-
boost pump valves are set to their respective erating booster pump.
fuel tank system jet pumps with the X-BP ro-
tary switch vertical. A cross-boost pump valve Prolonged operation in this configuration will
is considered by Dassault to be “closed” when result in fuel tank imbalance. This can be cor-
it provides feed to its respective system jet rected by placing the XTK switch toward the
pumps. It is considered to be “open” in the op- low tank system. Now both engines continue to
posite position. be fed from the operating booster pump, but
opening the cross-tank interconnect valve re-
Transfer jet pumps move fuel inboard from the configures the left and right cross-boost pump
wing tanks to the lowest point in the center valves to provide motive-flow to the high side
wing tank. If the jet pumps fail, fuel will flow tank transfer jet pumps (Figures 5-12 and 5-14).
inboard by gravity. Flapper valves allow fuel This increased flow of fuel into the high side
to flow inboard toward the center wing tank feeder sump causes fuel to flow by gravity
feeder sections but not in the opposite direc- through the cross-tank interconnect valve and
tion. Engine fuel feed is by an electric booster into the low side feeder sump. This configura-
pump direct to the respective engine. tion should be maintained until the fuel is bal-
anced between the left and right systems.

CIRCUIT-BREAKER PANEL
LEFT BOOSTER PUMP
CIRCUIT BREAKER
RIGHT FUEL SHUTOFF

VALVE CIRCUIT
BREAKER
RIGHT BOOSTER PUMP

CIRCUIT BREAKER
CROSSFEED VALVE
CIRCUIT BREAKER
LEFT FUEL SHUTOFF

VALVE CIRCUIT BREAKER
APU FUEL SHUTOFF

VALVE CIRCUIT BREAKER
Figure 5-9. Circuit Breakers and Location

XTK
BOOSTER BOOSTER
LEVEL LEVEL
LEGEND CONFIGURATION
X-BP
LEFT TANK SYSTEM • BOTH BOOSTER PUMPS ON
• CROSS-BOOST PUMP ROTARY
RIGHT TANK SYSTEM
SWITCH VERTICAL
LEFT BOOST PUMP PRESSURE • CROSS-TANK SELECTOR
SWITCH CENTERED
RIGHT BOOST PUMP PRESSURE
SUCTION
ENG 1 APU ENG 2

JET PUMP
FUEL
RIGHT
CROSS-TANK BOOSTER
INTERCONNECT PUMP
VALVE
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID CHECK
LEFT VALVE VALVE
RIGHT
PUMP PUMP
VALVE VALVE
NO. 1 APU NO. 2

FUEL FUEL
SOV SOV
LEFT ENGINE RIGHT ENGINE

FEED FEED
Figure 5-10. Fuel System—Normal Operation

XTK
BOOSTER BOOSTER
LEVEL LEVEL
X-BP
LEFT TANK SYSTEM • LEFT BOOSTER PUMP OFF,
RIGHT TANK SYSTEM RIGHT BOOSTER PUMP ON
(ONLY ONE OPERABLE)
LEFT BOOST PUMP PRESSURE • CROSS-BOOST PUMP ROTARY
RIGHT BOOST PUMP PRESSURE SWITCH HORIZONTAL
CROSS-TANK SELECTOR
SUCTION • SWITCH CENTERED
ENG 1 APU ENG 2

JET PUMP
FUEL
RIGHT
CROSS-TANK BOOSTER
INTERCONNECT PUMP
VALVE
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID CHECK
LEFT VALVE VALVE
RIGHT
PUMP PUMP
VALVE VALVE
NO. 1 APU NO. 2

FUEL FUEL
SOV SOV

FEED FEED
Figure 5-11. Fuel System—Left Booster Pump Failed

XTK
BOOSTER BOOSTER
LEVEL LEVEL
X-BP
(ONLY ONE OPERABLE)
LEFT BOOST PUMP PRESSURE • CROSS-BOOST PUMP ROTARY
• CROSS-TANK SELECTOR
SUCTION SWITCH RIGHT (TO LOW-
LEVEL SIDE)
ENG 1 APU ENG 2

JET PUMP
FUEL
RIGHT
CROSS-TANK BOOSTER
INTERCONNECT PUMP
VALVE
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID CHECK
LEFT VALVE VALVE
RIGHT
PUMP PUMP
VALVE VALVE
NO. 1 APU NO. 2

FUEL FUEL
SOV SOV

FEED FEED
Figure 5-12. Fuel System—Tank Balancing with Left Booster Pump Failed

XTK
BOOSTER BOOSTER
LEVEL LEVEL
X-BP
LEFT TANK SYSTEM
• LEFT BOOSTER PUMP ON
RIGHT TANK SYSTEM (ONLY ONE OPERABLE)
RIGHT BOOSTER PUMP OFF
SUCTION
SWITCH CENTERED
ENG 1 APU ENG 2

JET PUMP
FUEL
RIGHT
CROSS-TANK BOOSTER
INTERCONNECT PUMP
VALVE
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID CHECK
LEFT VALVE VALVE RIGHT
PUMP PUMP
VALVE VALVE
NO. 1 APU NO. 2

FUEL FUEL
SOV SOV

FEED FEED
Figure 5-13. Fuel System—Right Booster Pump Failed

XTK
BOOSTER BOOSTER
LEVEL LEVEL
LEFT TANK SYSTEM X-BP
• LEFT BOOSTER PUMP ON
RIGHT TANK SYSTEM (ONLY ONE OPERABLE), RIGHT
BOOSTER PUMP OFF
SUCTION
SWITCH LEFT (TO LOW-LEVEL
SIDE).
ENG 1 APU ENG 2

JET PUMP
FUEL
RIGHT
CROSS-TANK BOOSTER
INTERCONNECT PUMP
VALVE
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID CHECK
LEFT VALVE VALVE
RIGHT
PUMP PUMP
VALVE VALVE
NO. 1 APU NO. 2

FUEL FUEL
SOV SOV

FEED FEED
Figure 5-14. Fuel System—Tank Balancing with Right Booster Pump Failed

Operation with One Engine Fuel Tank Balancing

Failed If a fuel imbalance occurs with both booster
When either engine fails, the respective FUEL pumps operating normally, rotate the X-BP
E N G s w i t c h i s p l a c e d t o O F F, a n d t h e switch to the horizontal position. Then move
respective tank electric boost pump switch is the XTK switch toward the low tank, and turn
turned off. off the low tank booster pump (Figure 5-17).
If extended flight is necessary, the X-BP switch In this configuration, the cross-boost pump
should be rotated to the horizontal position valves are reconfigured to feed both engines
(Figure 5-15), and the XTK switch should be from the high side tank. Motive flow is provided
moved toward the low tank (Figure 5-16). to the jet pumps in the high side tank, and the
cross-tank interconnect valve allows fuel to
In this configuration, the solenoid valve opens flow from the high side tank to the low side tank
allowing fuel pressure to open the cross-tank feeder sump. This configuration should be
interconnect valve. Left and right cross-boost maintained until the fuel is balanced.
pump valves are reconfigured to provide
motive-flow to the high side tank transfer jet
pumps. This increased flow of fuel into the
high side feeder sump causes fuel to flow
through the cross-tank interconnect valve
and into the low side feeder sump. This con-
figuration should be maintained until fuel is
balanced between systems.

XTK
BOOSTER BOOSTER
LEVEL LEVEL
X-BP
LEFT BOOST PUMP PRESSURE SWITCH HORIZONTAL
RIGHT BOOST PUMP PRESSURE • CROSS-TANK SELECTOR
SWITCH CENTERED
SUCTION
ENG 1 APU ENG 2

JET PUMP
FUEL
RIGHT
CROSS-TANK BOOSTER
INTERCONNECT PUMP
VALVE
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID CHECK
LEFT VALVE VALVE
RIGHT
PUMP PUMP
VALVE VALVE
NO. 1 APU NO. 2

FUEL FUEL
SOV SOV

FEED FEED
Figure 5-15. Fuel System—Left Engine Failed

XTK
BOOSTER BOOSTER
LEVEL LEVEL
X-BP
LEFT BOOST PUMP PRESSURE SWITCH HORIZONTAL
RIGHT BOOST PUMP PRESSURE • CROSS-TANK SELECTOR
SWITCH RIGHT (TO LOW-
SUCTION LEVEL SIDE)
ENG 1 APU ENG 2

JET PUMP
FUEL
RIGHT
CROSS-TANK BOOSTER
INTERCONNECT PUMP
VALVE
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID CHECK
LEFT VALVE VALVE
RIGHT
PUMP PUMP
VALVE VALVE
NO. 1 APU NO. 2

FUEL FUEL
SOV SOV

FEED FEED
Figure 5-16. Fuel System—Tank Balancing with Left Engine Failed

XTK
BOOSTER BOOSTER
LEVEL LEVEL
X-BP
LEFT TANK SYSTEM
• LEFT BOOSTER PUMP (HIGH-
RIGHT TANK SYSTEM LEVEL SIDE) ON, RIGHT
LEFT BOOST PUMP PRESSURE BOOSTER PUMP (LOW-
LEVEL SIDE) OFF
RIGHT BOOST PUMP PRESSURE • CROSS-BOOST PUMP ROTARY
SUCTION SWITCH HORIZONTAL
SWITCH RIGHT (TO LOW-
LEVEL SIDE)
ENG 1 APU ENG 2
JET PUMP
FUEL
RIGHT
CROSS-TANK BOOSTER
INTERCONNECT PUMP
VALVE
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID CHECK
LEFT VALVE VALVE
RIGHT
PUMP PUMP
VALVE VALVE
NO. 1 APU NO. 2

FUEL FUEL
SOV SOV

FEED FEED
Figure 5-17. Fuel System—Tank Balancing with Both Booster Pumps Operable

FUEL INDICATING COMPONENT DESCRIPTION

SYSTEM Fuel Quantity Probes
The fuel indicating system monitors and dis- The aircraft is equipped with five fuel quan-
plays all appropriate fuel system data for each tity probes (Figure 5-18) for each tank system,
engine and fuel tank system. located as follows:
• One probe for each center wing feeder
Capacitance probes, impellers, thermistors, tank
and thermometers send signals to the fuel
quantity management computer (FQMC). The • One probe for each center wing lateral
FQMC then processes all signal data for cock- tank
pit display. Fuel quantity remaining, fuel flow, • One probe for each inboard wing tank
quantity used, and fuel temperature data (op-
tional) are displayed on the center EIED. • Two probes for each outboard wing tank
Figure 5-18. Location of Fuel Quantity Probes

Each capacitance-type fuel probe sends a sig- exist, these probes send a signal to the FQMC,
nal to the FQMC. Each signal is measured by which controls the closing of the electric re-
two independent channels to ensure reliabil- fueling valves.
ity. Signals are used by the FQMC to compute
total fuel quantity. A microprocessor contin-
uously computes the fuel quantity within each CONTROLS AND INDICATIONS
tank system and compensates for aircraft at- Fuel quantity remaining, quantity used, flow,
titude by using signals from the AHRS or the and temperature indications are displayed on
IRS (if installed). the No. 2 EIED (Figure 5-19). Some display
colors vary in relation to existing conditions.
NOTE See Table 5-1 for further details.
Operational considerations are as- During normal operations, Class 2 messages
sociated with the FQMC. Refer to
the MEL for specific information. are viewable by depressing the No. 2 EIED
SCAN key. MSG are displayed in red on the
ground and in yellow in flight. They indicate
Low-Level Sensors the loss of FQMC channel (FQMC CHAN-
N E L 1 FA I L E D o r F Q M C C H A N N E L 2
There are two sets of fuel low-level sensors FAILED) or an erroneous fuel quantity value
(thermistors): (FUEL QTY LEFT DEGRADED or FUEL
• One set located with the center wing QTY RIGHT DEGRADED).
lateral tank fuel probes provides the
1,000-pound remaining notification
(LEVEL lights on the FUEL control NOTE
panel) when uncovered. Operational considerations are as-
• A second set located with the center sociated with the FQMC channels.
wing feeder tank fuel probes provides the Refer to the MEL for specific infor-
250-pound remaining notification (LO mation.
FUEL 1/LO FUEL 2 lights on the warn-
ing panel) when uncovered. The amount of fuel left in the tanks
when the fuel quantity indicators
Overfill Sensors reach zero is not safely usable in all
flight conditions.
Full tank conditions are sensed by the out-
board wing fuel probes. If full tank conditions
Table 5-1. EIED DISPLAY
COLOR SCHEME DISPLAY PRECISION
DISPLAY GREEN ON BLACK ON WHITE DIGITAL ANALOG

PARAMETER UNIT
RANGE BLACK YELLOW ON RED DISPLAY DISPLAY
Fuel Flow pph 0 to 3,000 - - - 5 pph ±10 pph
Fuel Used lb 0 to 9,990 - - - 10 lb -
Fuel Quantity lb 0 to 6,500 200 to 6,500 - 0 to 190 10 lb -
Fuel Temp.* °C –60 to +99° –60 to +99° 101° - 1°C -
*OPTIONAL

APU FUEL SYSTEM The aircraft may be defueled using the booster
pumps and suction from the fuel carrier or
The APU fuel distribution system normally de- through drain valves located in the bottom of
livers fuel on demand from the left engine each tank system.
feed line to the APU. The APU may also be
cross-fed from the right tank system with the COMPONENT DESCRIPTION
use of the cross-boost pump system. Fuel for
the APU is controlled by the APU FUEL Vent Valves
SHUTOFF switch. For more information on Vent valves are used by the refueling and de-
the APU, see Chapter 6, “Auxiliary Power fueling system to equalize tank pressure with
Unit,” of this training manual. ambient air. The vent valve control lever is lo-
cated in front of the refueling connector
(Figure 5-20). The shape and position of the
REFUEL/DEFUEL lever ensures it must be actuated to allow
SYSTEM opening of the filler connector. Setting the
lever to the up position opens the vent valves
The Falcon 2000 is normally pressure-refueled. electrically. The red STOP FUELING light
It has the capability to pressure-refuel all tanks on the refueling panel remains illuminated
fully or partially. Gravity refueling through until both vent valves are fully open.
two wing filler ports is also available.
INSTANTANEOUS
FUEL FLOW DATA
FUEL
FF
1400 PPH
1400
FUEL QUANTITY
(REMAINING)
QTY
4000 LB 190
FUEL QUANTITY
(USED)
FU
4600 LB
4600
TEMP 23 °C MSG
RCONF SCAN
Figure 5-19. EIED Fuel Indications

5-26
A VENT VALVE
CONTROL LEVER
B
PLUG
CAUTION
FUEL TYPES: JET A-A1-B-JP4-JP5
FOR ADDITIVES SEE AIRPLANE FLIGHT MANUAL
1. CHECK STOP FUELING LIGHT ILLUMINATION
2. PULL SAFETY LEVER AND REMOVE COUPLING CAP
3. CONNECT GROUND TERMINAL
4. CONNECT COUPLING
FUELING
1. LEFT/RIGHT SWITCHES: ON DOOR
2. CHECK FUELING TRUCK PRESSURE (30-50 PSI)
3. DURING FUELING PUSH TEST BUTTON
• FUELING SHOULD STOP WITHIN 5 SEC.
• IF NOT: STOP FUELING AND ALERT CREW
4. IF STOP FUELING LIGHT ILLUMINATES
STOP FUELING
5. LEFT/RIGHT SWITCHES: OFF
6. REINSTALL COUPLING CAP
USABLE FUEL QUANTITY 1813 US GAL. DETAIL B

REFUEL CONNECTOR (50QS)
LEFT TANK REFUELING
SWITCH RIGHT TANK REFUELING
SWITCH
PRESSURE FUELING PANEL
(140QS1) ON ON
FULL FULL
OFF OFF
FULL COUPLING/AIRCRAFT ELECTROSTATIC
5 10 PARTIAL
TEST STOP

0 15 FUELING BALANCING CONNECTOR
PARTIAL REFUELING
(140QS2)
SELECTOR
DOOR
PARTIAL REFUELING REFUELING AUTOMATIC (140QS3)

SWITCH INTERRUPTION "TEST"
PUSHBUTTON
DETAIL A
PRESSURE-FUELING PANEL (140QS)
Revision 1
Figure 5-20. Refuel/Defuel System Components and Location
Refueling Connector sensor detects that the respective tank is full.

When partially refueling the tanks, they are
The refueling connector (Figure 5-20) incor- closed by the FQMC when fuel reaches the
porates a valve which normally closes the appropriate level.
filler neck. When a fuel coupling is connected,
the valve is opened. The lever controlling the
vent valves is located in front of the refueling Suction Defuel Valve
connector, and must be actuated to allow the This valve is controlled by the DEFUELING
opening of the filler connector. switch on the maintenance panel. When the
valve is open, the fueling manifold is connected
NOTE to the left engine feed manifold. This allows
fuel to be removed from either tank system, de-
The refueling connector door can-
pending on FUEL panel switch configuration.
not be closed if the control lever re-
mains in the raised position.
Overwing Filler Caps
Refuel Shutoff Valves Filler caps (Figure 5-21) are located on top of
each wing. When refueling through these filler
The refuel shutoff valves are located at the caps, it is not necessary to open the wing vent
outboard section of each wing fuel tank and valves. However, it is recommended that the
controlled electrically by the FQMC. Each fuel tanks be depressurized prior to opening
valve is automatically closed when the full any filler caps.
SURIZED T
; PRES ANK
IO N
UT JET A1 JET B
LIFE
C A JE T A– – JP
LIN
E L 4–
FU JP
E
5
US
L
E O N IN
B
TO S P E D T O
O
E
S
R
CIAL U
R W E D IN P R E S S
EF
UE PT
CLO
LIN G C O M
SE
NS
LLO
EN
GA
OP
S
REFUELING
CAP
TO
TA
AI LO
L
R
FO C R A AL L
S G NUA
REFUELING CAP R
FU
FT
E LI
USA
BLE CAPACITY 181
3U
MA
G
NG
IN S T R OP ER
UCTION SEE
COUPLING JACK
OR COUPLING CLAMP
TANKER
CLAMP
CROSS SECTION
ELECTROSTATIC
CONNECTION
TOOLING RIGHT LANDING GEAR
(VIEW FROM REAR)
Figure 5-21. Overwing Filler Caps and Grounding Location

GRAVITY DEFUELING VALVE
DRAIN PIPE CAP
Figure
Figure5-22.
5-22. Gravity
GravityDefueling
Defueling

CONTROLS AND INDICATIONS detects that a tank has reached half of the
quantity selected, the FQMC closes the
Pressure-refueling controls are located inside respective refueling valve, and the respective
an access door on the lower right side of the FULL light illuminates. This ensures that the
aircraft, near the refueling connector (Figure tanks are refueled symetrically.
5-20). The pilot needs to be familiar with these
controls to safely refuel the aircraft. Pressure-Refueling Procedures
For detailed refueling procedures and con-
SYSTEM OPERATION siderations, refer to the FUEL section of the
Ground Servicing Manual.
Normal Pressure Fueling
Pressure refueling of all tanks is accomplished Suction Defueling
with electrical power from the battery bus. The
system accepts pressure of 30 to 50 psi and is A combination of booster pump pressure and
designed to stop automatically when refueling fuel carrier suction is required for suction de-
is complete. Pressure refueling may be com- fueling. It is controlled by the DEFUELING
pleted entirely from the ground without en- switch on the maintenance panel. Selecting the
trance to the cockpit. An abbreviated checklist switch to the on position connects the fueling
is placarded on the refueling control panel door. manifold to the left engine supply line.
To commence pressure refueling, place the With carrier suction and the DEFUELING
vent valve control lever to the up position, switch on, the left tank system is defueled by
causing the two vent valves to open. Once the turning the left booster pump on.
valves are fully open, the red STOP FUELING
warning light extinguishes. Fuel may now be With carrier suction and the DEFUELING
pumped into the left and right tank systems. switch on, the right tank system is defueled by
turning the right booster pump on and select-
When full tank sensors detect a full tank, ing the X-BP switch to the horizontal position.
the respective FULL light illuminates, and This utilizes the cross-boost pump system
the associated refuel shutoff valve is closed plumbing.
by the FQMC.
Both tank systems may be defueled simulta-
neously by selecting the X-BP switch to the
WARNING horizontal position and turning both booster
pumps on.
Refueling must be stopped immedi-
ately whenever the red STOP RE-
FUELING indicator light illuminates. Gravity Defueling
Illumination of this light indicates It is also possible to gravity-defuel the aircraft
that one of the vent valves has closed using the drain valves located in the bottom
prior to the respective refueling valve of the tanks (Figure 5-22). Using this method,
closing. Continued fueling could re- a receptacle must be positioned to receive
sult in tank rupture. fuel.
Partial Refueling The following types of draining can be selected:

It is possible to partially refuel the aircraft. The • Aircraft total fuel draining.
partial refueling switch should be set to
PARTIAL. The partial refueling quantity knob • Draining of the left fuel tank group,
should be set to the desired quantity of total comprising the left wing tank and the
aircraft fuel. When the fuel quantity system left-center wing tank.

• Draining of the right fuel tank group, NOTE

comprising the right wing tank and the
right-center wing tank. The amount of fuel remaining in the
tanks when the fuel quantity indi-
Total left or right tank draining is accom- cators reach zero is not safely us-
plished through the gravity-defueling valve. able in all flight conditions.
Booster switches and the cross-boost pump ro-
tary switch are used to pump and direct the fuel
flow according to the tank being drained. Fuel Temperature
The procedures for gravity defueling are the In-flight tank fuel temperature must be main-
same as those previously discussed for Suction tained at least 3°C above the freezing point of
Defueling. fuel being used.
Maximum Fuel Unbalanced

LIMITATIONS for Flight
Maximum fuel asymmetry is 2,200 pounds.
FUEL SPECIFICATIONS
Refer to the Airplane Flight Manual for all au- Pressure Fueling System
thorized fuels and fuel additives. Maximum feed pressure is 50 psi/3.5 bars/350 kPa.
OPERATIONAL LIMITATIONS Fuel Quantity Management

Total Usable Fuel Computer (FQMC)
The fuel quantity management computer
The total usable fuel quantity is distributed as (FQMC) must be operative for takeoff.
described in Table 5-2.
Table 5-2. USABLE FUEL DISTRIBUTION

FUEL QUANTITY LITERS KG U.S. GAL LB
(D = 0.803)
Left wing + half center wing box 3,429 2,753 906 6,070
Right wing + half center wing box 3,437 2,760 908 6,085
Airplane total capacity 6,866 5,513 1,814 12,155

CHAPTER 6
AUXILIARY POWER UNIT
CONTENTS
Page
INTRODUCTION .................................................................................................................. 6-1
GENERAL .............................................................................................................................. 6-1
SYSTEM DESCRIPTION ...................................................................................................... 6-2
SYSTEM COMPONENTS .................................................................................................... 6-3
Air Intake ........................................................................................................................ 6-3
APU Starter-Generator .................................................................................................... 6-3
Oil System ....................................................................................................................... 6-3
Fuel System ..................................................................................................................... 6-4
Bleed-Air System ............................................................................................................ 6-4
Electronic Control Unit (ECU) ....................................................................................... 6-4
Operational Monitoring System ...................................................................................... 6-5
Master Switchlight .......................................................................................................... 6-5
APU Start/Stop Switchlight ............................................................................................ 6-5
APU Generator Switch .................................................................................................... 6-5
Master Warning Panel ..................................................................................................... 6-8
Engine Indication Electronic Displays ............................................................................ 6-8
Miscellaneous Messages ................................................................................................. 6-8
APU OPERATION ................................................................................................................. 6-9
APU Start ........................................................................................................................ 6-9
APU Shutdown ............................................................................................................. 6-10
LIMITATIONS ..................................................................................................................... 6-10

ILLUSTRATIONS
Figure Title Page
6-1 Auxiliary Power Unit Location ................................................................................ 6-2
6-2 APU Exhaust and Compartment Ventilation............................................................ 6-3
6-3 Air Intake.................................................................................................................. 6-3
6-4 APU Electronic Control Unit ................................................................................... 6-4
6-5 APU Controls and Indications.................................................................................. 6-6

CHAPTER 6
AUXILIARY POWER UNIT
INTRODUCTION
The Falcon 2000 aircraft is equipped with a Garrett GTCP 36-150 (F2M) auxiliary
power unit (APU), located in the tail cone under the vertical fin. Designed to operate on
the ground and during flight, the APU provides functions for the environmental control
system (ECS), engine starting, and electrical power generation.
GENERAL
The Falcon 2000 aircraft is equipped with a ing, and shutdown, controls operation of the
Garrett GTCP 36-150 (F2M) auxiliary power APU. It is designed to operate on the ground
unit (APU). The APU provides bleed air for and in flight. Fuel and electrical power from
engine starting and air conditioning. It is the aircraft systems must be available for all
equipped with a 28.5 volt DC, 9-kW, starter- phases of APU operation.
generator to supply electrical power. The
electronic control unit (ECU), which per- NOTE
forms automatic and continuous monitoring
of APU parameters during start, accelera- If the APU is inoperative, the air-
tion, idle, maximum bleed air/electrical load- craft may be flown DAY VMC only.

SYSTEM DESCRIPTION atomized fuel, and ignited. Resulting gas pres-

sure is routed through nozzle guide vanes to
The APU is a basic gas-turbine engine located drive the turbine, which in turn drives the
in the aircraft tailcone beneath the vertical compressor and gearbox. When the APU is
stabilizer (Figure 6-1). It has three operating running, compressed air is supplied to the
modes: main engine start (MES), environ- pneumatic manifold supply duct for air
mental control system (ECS), and electrical conditioning and engine start. The accessory
power generation. Start controls are located on gearbox drives the 28.5-VDC generator to
the cockpit overhead panel. Information for N 1 supply electrical requirements.
rpm and EGT is displayed on the bottom en-
gine indication electronic display (EIED). Variable diffuser vanes downstream from the
compressor respond to signals from the APU
During engine start and air-conditioning ECS ECU to satisfy air conditioning and electrical
operations, bleed-air shutoff valve modula- load demands. The fuel control unit schedules
tion is monitored and controlled by the APU fuel to maintain rpm at 102%. As demand on
ECU. An accessory gearbox, driven by the the APU increases, and rpm begins to decrease,
APU drive shaft has a fuel pump, oil pump, and more fuel is scheduled to maintain rpm at 102%.
a 28.5-VDC starter-generator. Fault indica- A subsequent rise in EGT results.
tions are displayed on the cockpit master warn-
ing panel, and the APU may shut down if APU exhaust gases exit through a duct at the
certain limits are exceeded. end of the tailcone (Figure 6-2). Two airscoops
on the tail cone exterior provide compartment
Air for APU operation enters the aircraft ventilation for the APU. A compartment vent
through an air intake door on the right side of ejector, located between the APU primary
the tailcone where it is drawn through the air nozzle and the exhaust duct, provides for air
inlet into the combustion chamber, mixed with circulation.
APU
ASSEMBLY
Figure 6-1. Auxiliary Power Unit Location

AIR INTAKE EXHAUST
AIR INTAKE
Figure 6-2. APU Exhaust and

Compartment Ventilation
SYSTEM COMPONENTS
AIR INTAKE
Air for APU operation enters through an elec-
trically operated door (Figure 6-3) on the right Figure 6-3. Air Intake
side of the tail cone. The actuator that opens
and closes the door operates through the APU
MASTER switchlight on the cockpit overhead OIL SYSTEM
control panel. The door can be opened or
closed manually. Air entering the door is The APU has an independent oil system. The
routed directly to the APU air inlet. same type oil used by the engines lubricates
the APU. Oil quantity (expressed as LEVEL) is
read on the bottom EIED maintenance page
APU STARTER-GENERATOR when the aircraft is on the ground. The main-
T h i s u n i t i s a c t iva t e d t h r o u g h t h e A P U t e n a n c e p a g e i s n o t ava i l a b l e i n f l i g h t .
START/STOP switchlight. During the start Components of the oil system are mounted on
cycle, the starter disengages at a given rpm, the accessory gearbox. A gear-type pump sup-
and the unit continues to operate as a 28.5-VDC plies oil pressure to the system and powers the
generator. This generator supplies the essential APU fuel pump. Oil pressure and oil tempera-
bus in parallel with the battery and GEN 1. It ture switches transmit electrical signals to the
can supply 300 amps on the ground. A genera- ECU to initiate automatic shutdown if limits are
tor control unit controls generator output. An exceeded.
internal fan cools the starter-generator, and dis-
charges through a port in the tail cone.

FUEL SYSTEM valve by way of logic implanted in the bleed

switch circuit card. If the combined electrical
The APU fuel system is fully automatic and uses and pneumatic loads approach the APU limit
the same fuel supply as the aircraft engines. A (as read on the EGT), electrical loads receive
flexible supply line feeds to the APU from the priority over air conditioning, and pneumatic
No. 1 engine fuel system, upstream of the engine requirements are adjusted to maintain EGT
fuel shutoff valve. This line then passes through within limits.
the APU fuel shutoff valve, and into the APU
fuel control unit. Fuel then flows through the More information can be found on this subject
high-pressure fuel pump, the fuel flow servo in Chapter 9, “Pneumatics” of this manual.
valve, and the fuel electric valve to injectors in
the combustion chamber. The APU MASTER
switchlight controls the OPEN/CLOSE position ELECTRONIC CONTROL UNIT
of the fuel electric valve. (ECU)
The APU ECU is mounted in the aft service
BLEED-AIR SYSTEM compartment just forward of the APU com-
partment (Figure 6-4). Powered by the essen-
The APU bleed-air system provides pneu- tial bus, the ECU performs automatic
matic air to the aircraft common supply duct monitoring and control of performance and
for engine starting, air conditioning, and pres- system limits during APU start, operation,
surization. Air is routed through a duct from and shutdown. Control functions of the ECU
the APU compressor to a bleed-air valve. The include:
APU bleed switch controls the APU bleed
APU ECU
Figure 6-4. APU Electronic Control Unit

• Starter control Normal and abnormal APU indications are

grouped in the central portion of the main
• Fuel valve operation
instrument panel on the bottom EIED panel.
• Igniter operation Additionally, an OIL TEST APU pushbutton
is located on the right side maintenance panel.
• Fuel scheduling
• Hourmeter operation
MASTER SWITCHLIGHT
• Bleed-air valve operation
The MASTER switchlight controls the APU air
• Automatic shutdown when limits are intake door and the APU self-test function.
exceeded Pushing the switchlight causes the green light
element to flash indicating that the self-test is
in progress, and the fuel valve and air intake door
OPERATIONAL MONITORING are opening. When the light illuminates steady,
SYSTEM the APU is ready to start and the APU page ap-
pears on the bottom EIED. This switch also
N1 System serves as an auxiliary means of shutting down
the APU if the normal shutdown sequence fails.
The N 1 monitoring system has a magnetic
speed sensor installed on the accessory gear-
box. Data signals from the speed sensor are APU START/STOP
shown on the bottom EIED APU page. The SWITCHLIGHT
ECU uses the sensor signals to regulate start,
run, and normal/emergency shutdown. The APU START/STOP switchlight provides
the normal means of controlling APU opera-
tion. Pressing the switchlight once causes the
T5 Temperature Monitoring green light element to illuminate, indicating
System the automatic start sequence has begun.
Pressing the switchlight a second time causes
The system has a thermocouple mounted in the the internal light to extinguish and APU op-
APU exhaust stream to measure engine gas eration to terminate by simulating an over-
temperature. Information from the thermo- speed condition (117% N 1 ).
couple is routed through the ECU and dis-
played on the EIED APU page as exhaust gas
temperature (EGT). APU GENERATOR SWITCH
This two-position ON/OFF switch controls
Hourmeter/Start Counter excitation of the APU generator field. The
The counter is an eight-digit display unit lo- APU generator switch is a start dependency,
cated inside the ECU. There is also an exter- and it must be in the ON position for the APU
nal counter. It indicates APU operating time to crank.
and the number of APU starts.
Controls and Indicators

All controls for normal operation of the APU
are on the cockpit overhead panel (Figure
6-5). Associated APU circuit breakers are
found on the overhead ESS BUS circuit-
breaker panel. The FIRE WARNING panel
contains the FIRE APU warning light and an
APU fuel shutoff control switch.

OVERHEAD PANEL
APU
APU SWITCH
CENTER CB PANEL
APU START/STOP
APU MASTER
SWITCHLIGHT
SWITCHLIGHT
WARNING PANEL
BRIGHT
DIM
TEST RESET
PITCH T/O AIL

FADEC 1 FADEC 2
FEEL CONFIG FEEL
AUTO FLAP AIL
START 1 START 2
SLATES ASYM ZERO
LH ST BY RH
OIL 1 OIL 2
PROBES PITOT PROBES
AD
AP MISTRIM
TRIM FAIL
THRUST APU THRUST
APU GEN APR
GEN 1 BAT GEN 2
LH BUS RH BUS
ISOL TIED
BRAKE STD BY
FUELING BRAKE BRAKE
PRESS PUMP
BRAKE RECIR
ACCU ISOL
Figure 6-5. APU Controls and Indications (Sheet 1 of 2)

FIRE WARNING PANEL
APU APU FUEL SHUTOFF

EXTINGUISHER CONTROL PSI
C TEMP C
PSI
CONTROL
FIRE APU
{
APU LIGHT N1 46 % DOOR
EGT 275 OIL

APU PAGE C
RCONF SCAN
CHIP
DETECTOR
CHIP
FULL DETECTOR FULL
LEVEL
FULL
-1 FULL
-1
LEVEL
APU
{
-1 ADD QTS -1
-2 -2
ADD QTS 1400
MAINTENANCE -2 -2
APU 1400
OIL LEVEL
PAGE APU OIL LEVEL
RCONF SCAN
OIL TEST
APU PUSHBUTTON
Figure 6-5. APU Controls and Indications (Sheet 2 of 2)

MASTER WARNING PANEL N1 Display

The digital APU N 1 display ranges from 0 to
APU Generator Light 128%. Changing display colors indicate the
When the APU is running, the APU GEN amber following APU operational speed ranges:
warning light (Figure 6-5) illuminates if: • Green—0 to 106% rpm
• The APU generator is not connected to • Yellow—107 to 112% rpm
the ESS BUS.
• Red—113 to 128% rpm
• APU generator output is less than 24
volts ± 1 for 40 seconds.
EGT Display
APU FAULT Light The digitally displayed APU exhaust gas tem-
The “APU FAULT” amber warning light perature numbers are indicated in degrees
(Figure 6-5) illuminates on the ground and in Celsius. Colors are displayed for two modes
flight when: of APU operation.
• The ECU has detected a fault. APU starting colors are as follows:
• After a 6 second time delay if the APU • Green on black—0 to 690°C
bleed air valve is not closed while the • Black on yellow—691 to 974°C
“APU BLEED” selector switch is set
to “AUTO”. • White on red—975 to 999°C
It illuminates on the ground when: APU under ECS or engine start load colors are
• The APU air intake door is not shut with as follows:
one throttle lever pushed to full power • Green on black—0 to 690°C
(for whichever position of the “APU
MASTER” switch/light. • Black on yellow—691 to 746°C
It illuminates in flight when: • White on red—747 to 999°C
• The APU air intake door is not shut after
a 45 second time delay whatever the po- MISCELLANEOUS MESSAGES
sition of the throttle levers and with the
“APU MASTER” switch/light disen- Two windows on the right side of the APU
gaged (switch popped out, light extin- page display in the bottom EIED display four
guished). possible messages in black letters on a yellow
background.
NOTE
A/C > 35: the time delay is 50 sec. The upper window displays the following:
• BLEED—Indicates a discrepancy be-

ENGINE INDICATION tween the bleed air valve position and the
ELECTRONIC DISPLAYS APU bleed selector switch position
APU Page • DOOR—Indicates an APU air intake
door fault
The EIED APU page (Figure 6-5) is auto-
matically displayed when the APU MASTER NOTE
switchlight is depressed, the APU self-test is If both faults occur simultaneously,
satisfied, and the inlet door is full open. During BLEED has priority over DOOR.
APU operation, the following types of infor-
mation are shown.

The lower window displays the following: generator for electrical requirements and bleed
air for a starter-assist airstart. With the APU
• An OIL message indicates that oil tem-
perature or pressure is beyond accept- door open during flight, various performance
able parameters. penalties must be applied.
• An OVSP message indicates an APU Abnormal or emergency malfunctions of the
overspeed occurrence. APU are handled in accordance with appro-
priate checklists.
NOTE
If both faults occur simultaneously, During an APU start, the ECU automatically
OVSP has priority over OIL. controls the sequence of events leading either
to a successful start or an automatic shutdown.
Controls on the cockpit overhead panel and
Engine Oil—APU Page indications on the main instrument panel allow
the crew to monitor APU operation. The ECU
Pressing the OIL TEST APU button elec- automatically terminates APU operation and
tronically checks the APU oil quantity. The test illuminates the APU FAULT light if any of
button is located on the MAINTENANCE the following malfunctions occur:
TEST PANEL located adjacent to the copilot
seat on the right hand side of the cockpit (see • Overspeed—On ground only
Figure 6-5). Test results are shown in color on • Loss of N 1 signal—On ground only
the EIED #3 MAINTENANCE page OIL
LEVEL window. A green window indicates • Speed drop
sufficient oil is present. A yellow window in- • Slow start
dicates oil servicing is required.
• Overtemperature
• APU fire
APU OPERATION • No flame
The APU is normally started soon after the • Loss of EGT signal
flight crew reports to the aircraft. Air condi- • Fuel control torque motor failure
tioning and ground electrical requirements are
provided at a fuel cost of approximately 150 • Fuel solenoid failure
lbs/hr. Shortly before takeoff, the APU is shut • Low oil pressure
down so that the door is closed for departure.
• High oil temperature
CAUTION • Inlet door position fault
Do not take off with the APU door • ECS overheat
open unless all speeds, runway length
reductions, aircraft weight reduc- APU START
tions, climb gradient reductions, and
obstacle clearance reductions have Two adjacent switchlights on the overhead
been applied in accordance with panel labeled “MASTER” and “STOP/START”
Annex Two of the Airplane Flight control the start-up process (see Figure 6-5).
Manual. The APU GEN switch is a start dependency and
must be ON. Start-up is initiated by pressing
the MASTER switchlight. This action causes
Should an engine fail during flight, the APU the switchlight to begin flashing green, initi-
should be started as soon as time and circum- ates a self-test, opens the fuel valve, and com-
stances permit in order to provide a second mands the air intake door to open. When the

self-test is complete and the door is open, the seconds, a maintenance message will appear
MASTER switchlight illuminates steady in the center EIED. In addition, if either throt-
green, and the APU page is displayed on the tle is advanced beyond MAX CLIMB while
bottom EIED. The APU is ready to start. on the ground, the APU FAULT light will il-
luminate, and a DOOR message will appear
If either engine generator is on line and a on the upper window of the APU page on the
start-up sequence is initiated, the ECU acti- bottom EIED.
vates ignition, opens the APU fuel electric
valve, regulates fuel scheduling, and modu- If power is removed from the essential bus by
lates the variable diffuser. The BAT light il- turning OFF the GEN 1, APU GEN, BAT, and
luminates while the battery is powering the GEN 2 switches while the APU door is clos-
starter-generator. Once the starter-generator ing, the door will continue to close through bat-
becomes a full-time 28.5-VDC generator, the tery bus power.
APU GEN and BAT lights extinguish. If start-
ing the APU on battery only, the BAT light
does not illuminate. If during start or con-
tinuous operation the APU exceeds any of
LIMITATIONS
the 14 limits previously listed, it will auto-
APU operation with passengers in the cabin
matically shut down. Both switchlights remain
and no crewmember present is not authorized.
green while the APU is running.
Maximum starting and operating altitude for
The APU gives priority to electrical power
the APU is 35,000 feet.
requirements over pneumatic air demands.
Once in continuous operation, the APU has no
Maximum N 1 speed is 110%.
further electrical switch dependency to con-
tinue running. However, if the switches for
EGT (T 5 ) limits for the APU are as follows:
GEN 1, APU GEN, BAT, and GEN 2 are
switched OFF, the APU will shut down because • Starting—974°C
of the loss of power to the APU ECU.
• Stabilized—746°C
Maximum transient (one-minute maximum)
APU SHUTDOWN generator output is 350 amps. Stabilized gen-
Upon pressing the START/STOP switchlight erator output is as follows:
to stop the APU, the following events occur: • SL to 10,000 feet—300 amps
• The START/STOP switchlight extin- • 10,000 to 25,000 feet—250 amps
guishes.
• 25,000 to 35,000 feet—200 amps
• The MASTER switchlight changes from
steady to flashing green. Main engine start (MES) via the APU is avail-
able up to 26,000 feet.
• The ECU generates an overspeed signal.
• The ECU signals a fuel shutoff solenoid
to close and the APU shuts down.
When APU speed drops below 10%, the APU

door is normally signaled to close by press-
ing the flashing MASTER switchlight OFF.
The door normally closes in approximately 20
seconds. If the door does not close within 45

CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
GENERAL............................................................................................................................... 7-1
ENGINE SECTIONS .............................................................................................................. 7-2
Modules............................................................................................................................ 7-2
Major Assemblies ............................................................................................................ 7-2
ENGINE SYSTEMS ............................................................................................................... 7-3
Fuel System...................................................................................................................... 7-3
Ignition System ................................................................................................................ 7-7
Oil System........................................................................................................................ 7-8
Starting System .............................................................................................................. 7-10
Thrust Reverser .............................................................................................................. 7-12
ENGINE CONTROLS AND INDICATIONS ...................................................................... 7-15
Instrument Panel ............................................................................................................ 7-15
Engines Panel................................................................................................................. 7-17
Warning Panel ................................................................................................................ 7-17
Power Control Unit ........................................................................................................ 7-17
EIED Data Displays....................................................................................................... 7-19
Circuit Breakers ............................................................................................................. 7-21
Maintenance Panel ......................................................................................................... 7-21
ENGINE OPERATION ......................................................................................................... 7-22
Start................................................................................................................................ 7-22

Static Operation ............................................................................................................. 7-23

Shutdown ....................................................................................................................... 7-23
LIMITATIONS ...................................................................................................................... 7-23
Engine ............................................................................................................................ 7-23
Fuel System.................................................................................................................... 7-24
Lubrication System ........................................................................................................ 7-25
ADDITIONAL ILLUSTRATIONS....................................................................................... 7-25

ILLUSTRATIONS
Figure Title Page
7-1 Engine Modules and Major Assemblies................................................................... 7-2
7-2 Fuel System .............................................................................................................. 7-4
7-3 HMU......................................................................................................................... 7-5
7-4 FADEC ..................................................................................................................... 7-6
7-5 Ignition System......................................................................................................... 7-7
7-6 Oil System ................................................................................................................ 7-8
7-7 Oil Pump................................................................................................................... 7-9
7-8 External Air Connector .......................................................................................... 7-10
7-9 Air Turbine Starter ................................................................................................. 7-10
7-10 Engine Start System ............................................................................................... 7-11
7-11 Thrust Reverser ...................................................................................................... 7-13
7-12 Thrust Reverser Controls and Indications .............................................................. 7-14
7-13 Engine Controls and Indications ............................................................................ 7-16
7-14 Engine Indication Electronic Displays (EIEDs) .................................................... 7-18
7-15 Engine Circuit Breakers and Maintenance Panel................................................... 7-20
7-16 No. 3 EIED Maintenance Page—Engine Oil System ............................................ 7-21
7-17 Engine—Left Side View ........................................................................................ 7-26
7-18 Engine—Right Side View ...................................................................................... 7-27

CHAPTER 7
POWERPLANT
#1 DC
GEN
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INTRODUCTION
The Falcon 2000 is powered by two CFE738-1-1B jet engines, mounted on each side of
the aircraft along the aft fuselage. The engine is manufactured by a joint partnership of
AlliedSignal and the General Electric Company, and is a twin-spool, high-bypass fan
jet producing 5,888 pounds of thrust.
GENERAL
The CFE738 has a combination of axial- and reverser system. Engine control is provided by
centrifugal-flow compressors and incorpo- two full-authority digital electronic controls
rates a direct-drive, single-stage fan with a (FADECs).
bypass ratio of 5.3:1.
Engine operating parameters, ranges, and self
Each engine has a self-contained oil, fuel detected faults are displayed on three engine
control, ignition, nacelle anti-ice, and thrust indication electronic displays (EIEDs).

ENGINE SECTIONS remaining in the combustion gases exiting the

HP turbine into driving power for the fan.
MODULES Airflow from the fan is divided in two by the

fan bypass stators. Approximately 84% of the
The CFE738 turbofan engine is composed of airflow is routed around the engine and out the
the following four modules (Figure 7-1): exhaust nozzle. This flow acts as an engine
coolant and enhances thrust. Approximately
• Module 1—Fan 16% is routed through the engine core to the
• Module 2—Gas generator, consisting gas generator. Fan rpm is displayed as N 1 rpm
of the high-pressure (HP) compressor on the upper EIED.
and the two-stage HP turbine
• Module 3—Low-pressure (LP) turbine High-Pressure Spool
with exhaust nozzle, consisting of the The HP spool is composed of a five-stage,
three-stage turbine and mixer nozzle a x i a l - f l ow c o m p r e s s o r a n d a o n e - s t a g e ,
• Module 4—Accessory gearbox centrifugal-flow compressor driven by a two-
stage HP turbine. The axial-flow compressor
incorporates a variable-geometry stator vane
MAJOR ASSEMBLIES system which provides optimum performance
over the entire operating range of the engine.
Low-Pressure Spool Variable stator vanes facilitate rapid, stall-
The LP spool is composed of a single-stage fan free acceleration and deceleration, and opti-
and a three-stage turbine connected by a com- mize fuel economy.
mon shaft. The turbine converts the energy
FAN GAS GENERATOR LP TURBINE AND EXHAUST

MODULE 1 MODULE 2 MODULE 3
THREE-STAGE MIXER NOZZLE

LP TURBINE
ACCESSORY GEARBOX HP COMPRESSOR TWO-STAGE
(MODULE 4) HP TURBINE
Figure 7-1. Engine Modules and Major Assemblies

At maximum power, the variable vanes are The accessory gearbox includes an integral
positioned open to optimize compressor air- engine oil reservoir and lube pump which
flow. At compressor speeds less than 100%, minimizes weight and reduces external plumb-
the pumping characteristics of the individual ing. Gearbox-driven accessories include:
compressor stages are higher in the forward
stages of the axial compressor than in the aft • Generators
stages. To compensate for this, the variable- • Engine oil pump
geometry system closes the variable stators in
the forward part of the compressor as a func- • Permanent magnet alternator (PMA)
tion of compressor rpm. • Fuel hydromechanical unit (HMU)
Air density, which also affects compressor be- • Airstarter motor
havior, is monitored and an appropriate com- • Hydraulic pumps (1 pump for left en-
pensation added to the variable-geometry gine, 2 pumps for right engine)
schedule.
During start, compressor rpm is insufficient Exhaust Nozzle

to allow correct compressor blade angle-of-
attack maintenance, and the resultant poor T h e e x h a u s t n o z z l e i s a d iv e rg e n t d u c t
airflow cannot support proper combustion. equipped with a 20-lobe mixer. The mixer
The start bleed valve corrects this problem by combines fan bypass air and LP turbine exhaust
opening and venting an appropriate amount of gas in a manner that increases thrust and re-
compressor discharge air. As compressor rpm duces noise.
builds and the variable vanes optimize the air-
flow, the start bleed valve progressively closes Engine Mounts
(not the start valve for main engine start). Engine thrust loads are transmitted to the air
frame through two mounts. The forward mount
Low-pressure bleed air is extracted from the is attached at the interface between the com-
fifth stage of the axial-flow compressor. Low- pressor case and the front frame. The rear
pressure bleed air is used to supply air for the mount is located on the aft turbine frame.
pressurization, air-conditioning and wing anti-
ice. High-pressure bleed air from the
centrifugal-flow compressor is used for engine ENGINE SYSTEMS
nacelle anti-ice.
FUEL SYSTEM
Combustion Plenum
The combustion plenum is annular in design System Description
and contains 15 fuel injector nozzles. The engine fuel system (Figure 7-2) is de-
signed to supply the required amount of fuel
Accessory Gearbox at the proper pressures for operation of the en-
The accessory gearbox is a lightweight, cast- gine throughout its operating range. Fuel is
aluminum housing located at the bottom drawn from the aircraft supply, pressurized, fil-
forward end of the engine. It is driven by the tered, heated (if necessary), and metered to the
HP spool. combustor for the selected engine operation
and power setting. These functions are per-
formed by a main fuel pump (MFP) and main
fuel control (MFC), both housed within the
hydromechanical unit (HMU) mounted on the
aft face of the accessory gearbox.

The MFC and automatic power reserve (APR) Main Fuel Control
system are managed by a system consisting of
two interactive FADEC computers installed on The main fuel control (MFC) provides
each engine. hydromechanical control of engine fuel flow,
VG actuator position, and fuel pressure for the
start bleed valve. The MFC receives fuel from
System Components the fuel pump, electrical fuel flow shutoff
signals from the airframe, and various torque
HMU Fuel Control Unit motor signals from the FADEC for control of
The HMU (Figure 7-3) pressurizes and meters fuel flow and VG position.
the fuel, provides overspeed shutdown, fuel
shutoff, windmill bypass, and variable guide- The MFC also houses four electrohydraulic
vane (VG) actuator commands. servo valves (EHSV) that respond to the
FADEC and cockpit signals. The cockpit shut
HMU
FUEL CONTROL
FLOWMETER UNIT
FUEL
TEMPERATURE
SENSOR FUEL
PUMP
FILTER
HP
STAGE
BY-PASS
VALVE
LP
FUEL/OIL STAGE
HEAT EXCHANGER
ENGINE
AIRCRAFT
FUEL
SHUTOFF VALVE
LEGEND
LOW PRESSURE
HIGH PRESSURE
REGULATED PRESSURE
Figure 7-2. Fuel System

HMU FUEL PUMP ferential across the filter reaches 17 to 20

psid. A yellow mechanical pop-up pin ex-
tends on the HMU to provide a visual indi-
cation of the impending bypass.
Fuel/Oil Heat Exchanger

To prevent fuel icing, the fuel is passed through
a fuel/oil heat exchanger prior to entering the
main fuel pump. The temperature of the fuel
exiting the heat exchanger is monitored by
the FADECs. If the temperature drops exces-
sively, a class 2 message is displayed on the
No. 2 EIED.
Fuel Flowmeter and Manifold

FUEL FILTER Metered fuel exiting the HMU passes through
Figure 7-3. HMU an engine-mounted fuel flowmeter and on to
the fuel manifold, where 15 fuel injectors
distribute the atomized fuel into the engine
off and overspeed EHSVs are plumbed in
combustor.
series. For the engine to operate, both must be
deenergized. The cockpit shutoff EHSV is
controlled by the FUEL ENG 1 or 2 switch in FADEC
the cockpit. The overspeed EHSV is controlled The CFE738 uses a computer-based electronic
by the engine overspeed sensor. Should either engine control system to control engine re-
or both of these EHSVs be energized, servo sponse to cockpit thrust commands. This
fuel pressure is routed to the shutoff and wind- system also provides information for cockpit
mill bypass valve, causing the valve to close indications, maintenance reporting, and engine
and terminating fuel flow to the engine. The condition monitoring. The control system is
fuel flow monitor switch signals the FADEC composed of two engine-mounted FADECs
when fuel flow has been shut off. Fuel flow is (Figure 7-4) with electrically redundant
controlled by dual redundant electrical fuel architecture. The dual FADECs crosstalk
flow signals to a single-stage metering EHSV. continuously during operation, receiving input
Two redundant electrical feedback signals are data from the engines, the aircraft air data
required to operate the valve, one signal from computers, and the fuel quantity management
FADEC A and the other from FADEC B. The computers.
metering valve schedules fuel flow as
commanded by the metering EHSV. Dual Full control of fuel flow and VG position,
metering valve position resolvers provide feed- ignition, and start bleed air is accomplished
back signals to both FADECs. by using one FADEC in an active mode and one
FADEC in a standby mode. The active FADEC
HMU Fuel Pressurization and relinquishes control to the standby FADEC
Filtration only when it becomes necessary to maintain
engine performance. The active FADEC
Fuel from the aircraft supply enters the two- always controls the engine and is termed the
stage main fuel pump, where it is filtered and “in-control FADEC.” The standby FADEC is
the pressure increased to provide fuel atom- normally powered and actively processes its
ization. In the event of fuel filter icing or con- inputs. The in-control FADEC communicates
tamination, an impending bypass condition with the standby FADEC via a cross talk se-
class 2 message is sent to the cockpit EIED. rial data link to allow data comparison and to
This warning occurs when the pressure dif-

aid in fault detection and isolation. In single- OEO logic automatically resets (ITT) inter-
channel operation, fault strategies are imple- turbine temperature limits on the operating
mented to minimize in-flight engine shutdown. engine in the event of an engine failure.
Backup signals are synthesized in lieu of de-
powering the failed FADEC. The engine is shut APR is designed to be used during the take-
down only when a fault would result in unsafe off and climb phases. When the FADEC senses
engine operation. For specific faults a hard- a difference in N 1 of 10% or greater between
ware reset is commanded by the FADEC, in an the two engines, APR automatically engages.
attempt to clear the fault. If the fault clears fol- Upon APR engagement, ITT limits increase
lowing a hardware reset, an engine start may be from normal takeoff limit of 864°C to 890°C.
attempted (depending on the engine-starting APR activation will occur provided the am-
envelope). bient temperature is above ISA +15°C and
both power lever angles (PLA) are at or above
Electrical power for the FADEC is provided the MAX CLIMB detent. If the power lever
by the essential bus during engine start. At setting is in the MAX CRUISE detent or above,
approximately 45% N 2 , the FADEC electrical engine thrust can still be modulated with the
power supply switches over to 28 VDC from respective power lever.
the corresponding PMA.
While OEO logic is designed to modulate the
Automatic Power Reserve System (ECS) environmental control system bleed
valves, the crew and passenger air-conditioning
The FADEC power management logic imple-
valves close to minimize bleed-air extraction
ments an automatic power reserve (APR) and
during APR activation.
an other-engine-out (OEO) function. APR and
FADEC
GENERATOR
AIR TURBINE STARTER
Figure 7-4. FADEC

APR is available up to a maximum altitude of IGNITION SYSTEM

15,000 feet. APR activation will be counted
as three additional cycles on the engines and System Description
five hours operating time.
The CFE738 engine ignition system (Figure
APR is limited for emergency operations. 7-5) is a dual igniter system using a power
input from the permanent magnet alternator
Controls and Indications (PMA). The ignition system is capable of
continuous operation when required and se-
APR DISARM Pushbutton lected by a cockpit switch. There are no spe-
The normal position is out with light extin- cific duty cycle limitations on continuous
guished. The guarded APR is armed. operation. The system may be operated as
long as necessary when the flight environ-
When the APR DISARM pushbutton is de- ment dictates its use. Prolonged unnecessary
pressed, it will illuminate (white). Automatic use of the system, however, reduces igniter
APR is inhibited. plug life.
APR O' RIDE Pushbutton Component Description

The APR O’RIDE pushbutton will illuminate The ignition system consists of two key com-
(green) when depressed. The APR is activated ponents:
if the ambient temperature is greater than ISA
+15°C and the (PLAs) power lever angles are • Ignition exciter
at or above MAX climb setting. This will re- • Igniter plugs
sult in ITT limit increase from 864°C to 890°C
even upon failure of the automatic engagement. Electrical power for the ignition system is
The difference of 10% N 1 is not required, provided by the PMA.
therefore both engines will provide APR
power.
FWD
IGNITER PLUG
IGNITION EXCITER
Figure 7-5. Ignition System

Ignition Exciter The oil system (engine, oil reservoir, oil cooler,
fuel heater, and related lines) total quantity is
The ignition exciter consists of two high- 1.85 U.S. gallons.
voltage coils, one per igniter plug, which are
supplied power from the PMA during the entire During engine operation, oil is drawn from the
startup sequence from 7% N 2 to starter cutout. reservoir and pressurized by the integral pump.
Pressurized oil flows through a 3-micron filter
Igniter Plugs and a thermostatically controlled air/oil cooler.
Two igniter plugs are mounted at the 4- and
8-o’clock positions in the combustor case. Cold oil bypasses this cooler: hot oil is cooled
Each igniter plug provides a spark rate of two by convection using fan bypass air. The oil then
to five sparks per second and is air-cooled by flows through a fuel heat exchanger, where the
HP compressor output. temperature of the oil warms the fuel to prevent
ice formation in the fuel system.
OIL SYSTEM The oil distribution manifold directs oil to the
turbine bearing sump, the forward sump, and
System Description the accessory gearbox. Hot oil from the tur-
bine bearing sump is scavenged back to the
The engine oil system (Figure 7-6) is a self- tank by a scavenge pump element. Oil in the
contained, independent system with an oil forward sump gravity-flows around the tower
tank integral with the accessory gearbox. The shaft into the accessory gearbox, where it is
system provides lubrication for the low- and scavenged by a three-element scavenge pump.
high-pressure rotor bearings, as well as fuel All return oil flows across a deaerator and a
heating at the inlet of the HMU. breather. A pressurizing valve vents the air
overboard.
AIR/OIL
HEAT EXCH
HEAT
EXCHANGER
ACCESSORY GEARBOX
OIL TANK DISTRIB
LEGEND PUMP
PRESSURIZATION
OIL
SUPPLY FILTER
PRESSURE
RETURN
Figure 7-6. Oil System

System Components Oil Filter Assembly

and Pressure Regulator
Oil Tank
These two items are located at the pump out-
The engine oil reservoir is integral to the ac- let. The pressure regulator maintains the oil
cessory gearbox. The service port incorpo- pressure between 30 and 100 psig. The oil
rates a fill-to-spill principle, with a scupper filter assembly takes the oil from the regula-
drain. Minimum oil capacity for the tank is five tor feed and filters it.
U.S. quarts.
In the event of filter clogging, oil is diverted
Provisions are made for an optional oil level to the oil pressure system and the resulting by-
sensor assembly. Oil quantity can be dis- pass is indicated by the clogging indicator on
played on the ground by pressing the SCAN the No. 3 EIED OIL MAINTENANCE page.
key on the lower EIED. The service port has (Which can be accessed weight-on-wheels
a screen to prevent foreign objects from only.)
entering the oil tank.
Oil Cooler
Oil Pump
The oil cooler cools the oil using fan bypass
The gear-type pump (Figure 7-7) is located on air. When the oil temperature is greater than
the right rear side of the accessory gearbox and 130°C, a thermal bypass valve routes the oil
is an integral part of the gearbox. through the cooler. When the oil temperature
drops below 121°C, the bypass opens, and the
oil is routed directly to the distribution system.
OIL PUMP
Fuel/Oil Heat Exchanger
The fuel/oil heat exchanger heats the fuel to
a temperature between 0°C (32°F) and 45°C
(113°F). A bypass valve is incorporated in the
system to allow the fuel to bypass the fuel/oil
heat exchanger if fuel heating is not required.
Pressurizing Valve
To maintain an adequate pump booster pressure,
the pressurizing valve regulates the pressur-
ization within the accessory gearbox up to an
altitude of 51,000 feet.
HYDRAULIC PUMP
Chip Detector
The chip detector is mounted in the oil scav-
Figure 7-7. Oil Pump
enge system, upstream of the oil tank return.
It consists of two separate magnetic detec-
tors, one to monitor the front sump return and
the other to monitor the rear sump return.
Detection of any contaminants is displayed
on the No. 3 EIED on the ground, only, no in-
flight indication will be available.

STARTING SYSTEM Component Description

System Description Airstarter
C o n t r o l l e d f r o m t h e ove r h e a d p a n e l , a n The airstarter (Figure 7-9) consists of a turbine,
airstarter provides both in-flight and ground a free wheel, and a reducer which drives the
operation engine starts. Compressed air is accessory gearbox. The airstarter is equipped
supplied for the engines through a starting with its own lubrication system. The oil level
valve by one of the following: can be visually checked when the engine lower
cowls are opened.
• APU
• External air connector (Figure 7-8)
• Bleed air from the other engine
The starting sequence is automatically con-

trolled by the FADECs, which also provide
starting protections. Both FADECs require
uninterrupted aircraft 28-VDC power during
engine starting.
Power interruptions during a start reset the

FADEC start protection logic and interrupt
starting fuel flow. The in-control FADEC
provides overtemperature protection for ground
starts. There is no start protection for airstarts. Figure 7-9. Air Turbine Starter
Engine Starting Valve

T h e e n g i n e s t a r t i n g va l ve ( F i g u r e 7 - 1 0 )
controls the introduction of air to the airstarter
and is operated from the cockpit through the
ENGINES panel on the overhead panel.
Figure 7-8. External Air Connector

NO. 2 ENGINE STARTER
NO. 2 ENGINE
BLEED-AIR VALVE
NO. 2 ENGINE
STARTING HP
VALVE
START LP
PRESSURIZATION
ISOLATION VALVE
GROUND AIR
CONNECTOR
PRESSURIZATION
APU BLEED-AIR VALVE
PRESSURIZATION

START LP HP
NO. 1 ENGINE
STARTING
VALVE
NO. 1 ENGINE
BLEED-AIR VALVE
NO. 1 ENGINE
STARTER
Figure 7-10. Engine Start System
7-11
THRUST REVERSER is designed to limit engine thrust based on

thrust reverser position inputs. FADEC thrust
System Description reverser logic is designed to allow maximum
reverse thrust only if the thrust reverser is
The engine exhaust system has a thrust reverser fully deployed on the ground, and to set idle
(Figure 7- 11). The thrust reverser is used only thrust if the thrust reverser is not fully stowed.
on the ground and slows the aircraft after land- The FADEC logic is designed such that dur-
ing by redirecting the engine exhaust. It is ing any reversal in flight, the engine will pro-
controlled by the pilot through the power lever duce no more than flight idle thrust.
on each throttle control unit. All three land-
ing gear must have weight-on-wheels for thrust
reverser deployment. Component Description
The thrust reverser is electrohydraulically The components of the thrust reverser system
actuated. It consists of two doors tilting in include the fixed structure, mobile structure,
the vertical plane driven by two double-acting and hydraulic system. The fixed structure sup-
hydraulic actuators. The No. 1 hydraulic sys- ports the moving components and provides
tem powers the No. 1 engine thrust reverser, an attachment for the thrust reverser system
and the No. 2 hydraulic system powers the to the engine. The mobile structure consists of
No. 2 engine thrust reverser. The thrust reverser two clamshell doors and four hydraulic actu-
consists of three main elements: ator link rods, two per side.
• Fixed structure The hydraulic system consists of a hydraulic

accumulator, hydraulic control valves, and
• Mobile structure two hydraulic actuators. A thermal relief is
• Hydraulic system provided on the tank return line. The accu-
mulator will provide approximately six (three
In flight, if the thrust reverser system senses deploy/three stow) operations from the accu-
an unlocked door, it initiates an automatic mulator pressure.
restow sequence. The reverser system pro-
vides the following cockpit indications: Controls and Indications
• TRANS—Reverser unlocked
TRANS Light
• DEPLOY—Deployed reverser
The white TRANS light (Figure 7-12) is lo-
• THRUST REVERSER (1 or 2)—T.R. cated on the main instrument panel and indi-
Malfunction *Master Warning Panel cates the following:
The FADEC uses PLA and main and nose • Normally the light is extinguished, in-
gear WOW inputs to determine if the thrust dicating the thrust reversers are not in
reverser has been commanded to deploy or transit and are either fully deployed or
remain stowed. If the aircraft is on the ground stowed.
and the power levers are in the reverse detent,
the FADEC assumes that the thrust reverser • When illuminated, the TRANS light in-
is commanded to deploy. dicates the thrust reversers are in transit.
The N 1 speed demand from PLA is trimmed

to achieve N 1 synchronization. The FADEC

CENTER
UPPER LATCH
LATCH SWITCH
SWITCH
HOOK DRY CYLINDER LINK ROD
FULL DEPLOY SWITCH
STOW PORT
PRIMARY ACTUATOR
LATCH LOWER DEPLOY

ACTUATOR LATCH PORT
SWITCH
Figure 7-11. Thrust Reverser

WARNING PANEL
BRIGHT
DIM
TEST RESET CENTER CIRCUIT-BREAKER
FADEC 1
PITCH T.O. AIL
FADEC 2
PANEL
FEEL CONFIG FEEL
AUTO FLAPS AIL
START 1 START 2
SLATS ASYM ZERO
LH STD BY RH
OIL 1 OIL 2
PROBES PITOT PROBES
AP
TRIM FAIL A.P. MISTRIM
THRUST APU THRUST

APU FAULT APR
REVERSER 1 GEN REVERSER 2
GEN 1 BAT 1 GEN 2
FUEL 1
LH BUS
ISOL
HOT BAT
RH BUS
TIED
FUEL 2 5 5
LO NOSE CONE ECU AFT COMP LO
FUEL 1 OVH'T OVH'T OVH'T FUEL 2
PUMP 1 HYDR TK HYDR 2 PUMP 2 PUMP
HYDR 1 PRESS ISOL HYDR 1 HYDR 2 DEPLOY STOW
FUELING BRAKE BRAKE
BRAKE ST BY REVERSE 1
PRESS PUMP
BRAKE RECIR
ACCU ISOL
TAKE TAKE
OFF OFF
MAX MAX
CLIMB CLIMB
MAX MAX
CRUISE CRUISE
IDLE IDLE
T/R T/R
IDLE IDLE
MAX MAX
T/R T/R
THRUST REVERSERS
ENG 1 ENG 2
THROTTLE
DEPLOY STOW
CONTROL
REVERSE 2
LEVERS
Figure 7-12. Thrust Reverser Controls and Indications

DEPLOY Light ENGINE CONTROLS

The green DEPLOY light is located below the
TRANS light and indicates the following: AND INDICATIONS
• Normally the light is extinguished and INSTRUMENT PANEL
indicates that the thrust reverser doors
are not in the fully deployed position. MACH HOLD
• An illuminated DEPLOY light indicates An optional MACH HOLD system is avail-
that the thrust reverser doors are in the able that allows the airccraft to maintain a
fully deployed position. preselected MACH speed by varying N 1 power
settings. The following conditions should be
THRUST REVERSER 1 and 2 Lights observed to engage MACH HOLD:
The THRUST REVERSER 1 and 2 lights are • Indicated MACH >.5 <.85
located on the warning panel. Lights extin-
guished indicates that the thrust reverser sys- • Altitude > 20,000 feet
tem is operating correctly. • Level Flight (Autopilot engagement is
recommended)
An illuminated THRUST REVERSER 1 or 2
amber light indicates: • Both engines operating
• Thrust reverser not actuated: Respective • Power levers below MAX CRUISE and
TR system is pressurized or respective in same position
TR door is unlatched. • MACH number stabilized—throttles
• Thrust reverser actuated: TR is not fully stationary
deployed or fully stowed within 4.5 sec- To activate the system press the MACH HOLD
onds of the command to deploy or stow. pushbutton. MACH HOLD will disengage
under the following conditions:
Thrust Reverser Control Levers
• Engine failure (automatic)
The thrust reverser control levers are located
on the throttle control unit and are used in • Throttles at idle or above MAX CRUISE
conjunction with the throttle levers. (automatic)
To operate the thrust reverser, simply raise • MACH HOLD pushbutton (if engaged)
the thrust reverser control levers and move depressed
the power levers into the T/R IDLE detent. N1 limits:
Modulate the power levers between T/R IDLE
and MAX T/R as necessary. FADEC limits N 1 at:
To stow the thrust reversers, move the power • N 1 MAX CRUISE

levers out of the thrust reverser range to the • N 1 PLA
IDLE detent. The thrust reverser control levers
drop down, and forward thrust is now available. When N 1 is reaching N 1 PLA –5% or N 1 PLA
+5% the PLA bug will flash on the EIED. To
follow the desired MACH number and stop
the bug from flashing, the pilot has to bring
the PLA bug in front of the average N 1 pointer.

WARNING PANEL
BRIGHT
DIM
TEST RESET
PITCH T.O. AIL

FADEC 1 FADEC 2
FEEL CONFIG FEEL
AUTO FLAPS AIL
START 1 START 2
SLATS ASYM ZERO
LH STD BY RH
OIL 1 OIL 2
PROBES PITOT PROBES
AP
TRIM FAIL A.P. MISTRIM
THRUST APU THRUST

APU FAULT APR
REVERSER 1 GEN REVERSER 2
GEN 1 BAT 1 GEN 2

IGNITION PANEL
LH BUS RH BUS
ISOL TIED
LO NOSE CONE ECU AFT COMP LO
FUEL 1 OVH'T OVH'T OVH'T FUEL 2 IGNITION FUEL FUEL
PUMP 1 HYDR TK HYDR 2 PUMP 2 PUMP ON
ENG 1 ENG 2
HYDR 1 PRESS ISOL HYDR 1 HYDR 2
BRAKE ST BY
FUELING BRAKE BRAKE
PRESS PUMP
NORMAL
BRAKE RECIR
ACCU ISOL
MOTORING OFF
START
TAKE TAKE
OFF OFF
SYNC
ON MAX MAX
CLIMB CLIMB
OFF
MAX MAX
CRUISE CRUISE
ENGINES
ENGINE 1 IDLE IDLE
ENGINE 2
T/R T/R
IDLE IDLE
MAX MAX
T/R T/R
RTU 1 RTU 2
ON
OFF
ATC 1 ATC 2
APR APR
ST BY
DISARM O' RIDE
THROTTLE
CONTROL UNIT
Figure 7-13. Engine Controls and Indications

ENGINES PANEL START 1 or 2 Light

Normally this light is extinguished, indicating
IGNITION Switch that the engine-starting valve is in the com-
The ENGINES IGNITION selector switches manded position.
(Figure 7-13) are three-position toggle
switches. There is one switch for each engine, When illuminated, this light indicates the
each with the following functions: engine-starting valve is not closed after a start-
ing sequence.
• NORMAL—Ignition system is auto-
matically energized by the FADECs dur-
ing the start sequence or whenever OIL 1 or 2 Light
commanded by the FADECs. Normally this light is extinguished, indicat-
• IGNITION—Both igniter plugs are man- ing that oil pressure in the associated engine
ually energized and remain so until an- is within limits.
other switch position is selected.
When illuminated, this red light indicates that
• MOTORING—This position allows the associated engine oil pressure is below 25 psig.
engine to be motored without energiz-
ing the igniter plugs.
APR Light
START Pushbuttons This amber light illuminates when APR au-
tomatic engagement has failed.
Starting or dry-motoring of the corresponding
engine is initiated when either switch is
depressed. POWER CONTROL UNIT
N1 SYNC Switch FUEL ENG 1 and 2 Switches
The engines are synchronized through the N 1 The FUEL ENG 1 and 2 switches are identi-
synchronization switch. Engine #1 is the mas- cal and control fuel to their respective en-
ter and Engine #2 is the slave. There are no gines. They function as follows:
specific indicators used to display N 1 syn-
chronization status. The switch has the fol- • ON—The fuel engine shutoff servo valve
to the selected engine is commanded
lowing functions: open.
• ON—N 1 synchronization is engaged. • OFF—The fuel engine shutoff servo
valve to the selected engine is com-
• OFF—N1 synchronization is disengaged. manded closed.
WARNING PANEL Power Levers

The throttle control unit has a power lever for
FADEC 1 or 2 Light each engine. These levers individually advance
Either FADEC fault light is illuminated when or retard their respective engines. Each lever is
the associated FADEC is not energized or if detented and labeled for the following positions:
a critical fault is detected. Illumination of a
FADEC light indicates that the associated • IDLE
FADEC is incapable of controlling the engine. • MAX CRUISE
• MAX CLIMB
• TAKE OFF

N1 PLA BUG
N1 MAX BUG
5 % 5
10 10
N1 MIN AVI
0 0
I
66.7 N1 12.8 I IGN MESSAGE
G G
N N
5 °C 5
10 10
N1 DIGITAL DISPLAY
0 ITT 0
622 860 ITT DIGITAL DISPLAY
93.8 N2 % 37.0
N2 DIGITAL DISPLAY
RCONF SCAN
EIED 1
FUEL
340 FF 335
PPH
QTY
3000 LB 3015
FU
410 LB
420 CLASS 2 OR 3
MESSAGE
TEMP 13°C MSG
RCONF SCAN
EIED 2
N1 POINTER
N1 N1 - N2 VIBRATION
VIB INDICATION
N2
N2 POINTER
PRESS
OIL PRESS
75 42 41 74
PSI PSI
°C TEMP °C
HYDR
PRESS PRESS
2970 2970
PSI PSI
QTY
RCONF SCAN
EIED 3
Figure 7-14. Engine Indication Electronic Displays (EIEDs)

APR DISARM Switchlight No. 2 EIED Display

Normally this guarded switchlight is not The No. 2 EIED (middle) display normally
depressed or illuminated. The APR is in the presents fuel system information. A MSG
automatic mode and armed. (message) flag appears on the face of the
display when the EIED detects fault messages
When the switchlight is depressed and illu- requiring a maintenance action. The messages
minated white, the APR is manually disarmed. are issued for the FADEC, FQMC, and APU
computers or for the EIED system itself.
APR O'RIDE Switchlight
Two kinds of messages are displayed: class 2
Normally this switchlight is not depressed or and class 3. Class 2 messages are indicated by
illuminated. The APR is in the automatic mode. a yellow background and black letters in flight
When the switchlight is depressed and illu- and by red background with white letters on
minated green, the APR is manually armed the ground. Class 3 messages are displayed by
and all automatic functions are overridden.
a white background and black letters.
EIED DATA DISPLAYS No. 3 EIED Display
In the normal flight configuration, engine The following parameters are always displayed
information is displayed on the three engine in flight on the No. 3 EIED (lower) display:
indication electronic display (EIED) indicators
(Figure 7-14). • N 1 and N 2 vibration
No. 1 EIED Display • Engine oil temperature and pressure
The following information is available on the • Hydraulic quantity and pressure
No. 1 EIED (upper) display: • APU information automatically after
• ITT (T 4.5 ) and N 2 APU computer power-up for APU start
monitoring
• Demand N 1 bug—An N 1 bug indicat-
ing N 1 physical speed demand. This bug
represents the PLA-commanded N 1 . SCAN Button
• Maximum N 1 bug—Other bug display Pressing the SCAN pushbutton displays
capabilities are sometimes activated. secondary data such as maintenance and fail-
During takeoff or go-around when the ure messages. On the ground, when the APU
computed aircraft speed is below 200 page is displayed, depressing the SCAN key
knots, a maximum N 1 bug will be dis- a second time displays a maintenance page.
played, indicating FADEC-computed
maximum N 1 speed. The purpose of this page (Figure 7-15) is to
• Yellow arc—When wing anti-ice is se- provide additional APU and engine informa-
lected, a yellow arc is provided to show tion as follows:
the minimum N 1 speed necessary to sup-
ply sufficient wing anti-icing. • Engine oil filter clogging
• IGN flag—An IGN flag is displayed (one • Engine chip detector
for each engine) when the in-control • Engine oil quantity
FADEC is commanding ignition to that
engine. • APU oil quantity
• The SCAN key permits display of the
FADEC in control (A or B) for each en-
gine. Pressing the SCAN key again re-
moves the in-control display.

CENTER CIRCUIT-BREAKER
PANEL
NOTE: MAY VARY BY SERIAL NUMBER
Figure 7-15. Engine Circuit Breakers and Maintenance Panel

A2 Bus
ENG OIL • EIED 3 LH (5 amps)
FILTER • FADEC B LH (5 amps)
CLOGGING
CHIP B1 Bus
DETECTOR
• EIED 1 RH (5 amps)
FULL FULL
LEVEL
• FADEC A RH (5 amps)
-1 -1
ADD QTS
-2 -2 • FADEC B RH (5 amps)
1400
• ENG 2 VIBR (1 amp)
APU OIL LEVEL
RCONF SCAN • OIL RH (1 amp)
Figure 7-16. No. 3 EIED Maintenance

Page—Engine Oil System
B2 Bus
RCONF Button • FADEC B RH (5 amps)
Pressing the RCONF pushbutton switches off
a failed EIED screen. The failed screen data
are distributed among the valid screens. MAINTENANCE PANEL
Pressing the RCONF pushbutton a second time The maintenance panel is located on the right
switches on the screen if it is back on line. Data cockpit bulkhead and contains two pushbut-
distribution then returns to the initial state. tons which allow the clearing of the FADEC
fault memories (Figure 7-16). Only on air-
CIRCUIT BREAKERS craft < SN 33, the maintenance panel also con-
tains two guarded switches which control the
Circuit breakers for the engine controls and
FADECs.
indicators are mounted on the left-center area
of the center overhead circuit-breaker panel.
ENGINES FADEC Switches
Essential Bus • ON—S/N <32 the normal guarded po-
sition. The two FADECs for the re-
• EIED 1 LH (5 amps) spective engine are powered.
• FADEC A LH (5 amps) • OFF—The guard must be raised to select
• EIED 2 LH (5 amps) this position. Electrical power is re-
moved from both engine FADECs. It is
• IGNITION 1 (2.5 amps) impossible to start the engine with the
• IGNITION 2 (5 amps) switch in this position.
A1 Bus MEMORY CLEAR Pushbuttons

• LO FUEL (5 amps) When both start selector switches set to mo-
toring, depressing the right or left pushbutton
• ENG 1 VIBR (1 amp) momentarily, clears the respective engine’s
• OIL LH (1 amp) FADEC fault memory.

ENGINE OPERATION In-Flight Start

The airstarter is supplied through either the
START APU bleed-air valve or the other engine’s LP
compressor. Follow the same procedures out-
During engine start, the in-control FADEC lined above under Ground Start with APU.
automatically initiates ignition and fuel to the
engine. As the engine accelerates to idle, Hot-Start Protection
ignition and starter are terminated, and the
engine continues to accelerate to ground idle. Hot-start protection logic terminates fuel and
ignition if ITT exceeds 815°C limit or if the
initial ITT prior to a start attempt exceeds
Ground Start with APU 150°C temperature limit. Hot-restart logic is
The airstarters are supplied through the APU disabled when motoring. Hot-start protection
bleed-air valve, an isolation valve, and the logic terminates fuel by closing the fuel me-
corresponding engine-starting valve. The two tering valve in the HMU. Hot-start protection
engines may be started one after the other. logic is active only for ground starts.
Place the ENGINES IGNITION switch to
NORMAL. Place the corresponding power Hung-Start Protection
lever to IDLE and the respective FUEL ENG
switch to ON, and press the respective EN- The hung-start protection logic terminates
GINES START pushbutton. After the first en- fuel and ignition and cuts out the starter if a
gine is started, ensure the corresponding hung-start condition exists. A hung start is
START warning light is not illuminated before declared if N 2 speed is not accelerating ac-
repeating the same procedure for the other cording to a predetermined schedule between
engine. light-off N 2 and idle speed. After N 2 speed
has rolled below 7% rpm, the hung-start logic
clears, allowing another start attempt. Light-
Ground Start with Ground off speed is the speed at which turbine tem-
Support Compressor perature (ITT) increases markedly above the
The airstarters are supplied through the ground initial starting turbine temperature. Hung start
air connector, an isolation valve, and the is not active during wet or dry motoring.
corresponding engine-starting valve. Follow
the same procedures outlined above under The FADEC transmits a class 3 HUNG START
Ground Start with APU. fault message to the EIED in the event of an au-
tomatically aborted hung start attempt.
Ground Start with No. 1
or No. 2 Engine Bleed Air Engine Flameout Detection
The engine flameout detection takes place
The bleed air from the LP compressor of the
when the N 2 unwind rate is abnormally high.
running engine supplies the airstart through the
The FADECs automatically command ener-
bleed-air valve, an isolation valve, and the
gizing of the two igniter plugs, even if the
other engine-starting valve.
ENGINES IGNITION switch is in the NOR-
MAL position.
Place the BLEED switch for the engine to be
started in the AUTO position. Then follow the
In order to prevent the occurrence of an engine
same procedures outlined above under Ground
flameout at high angle of attack, the stall warn-
Start with APU.
ing circuit commands the energizing of the
two igniter plugs. This function is independent
of the flameout detection generated by the
FADECs.

STATIC OPERATION This flameout indication is used to turn on

ignition and schedule relight fuel flow. The ig-
Built-in-test (BIT) functions detect failures nition control logic holds ignition on for a pe-
both internal and external to the FADEC and riod of five seconds after a flameout on the
are divided into two categories: power-up and ground. Relight attempts are terminated if the
continuous. BIT faults are latched into FADEC engine rolls below the starter cutout threshold.
memory for troubleshooting. With no overspeed conditions sensed by the
FADEC and the aircraft fuel flow signal set on,
Each FADEC has a dedicated input from an the shutoff valve is opened, allowing the me-
engine-driven permanent magnet alternator tering valve to regulate fuel to the combustor.
(PMA). When the engine speed is 45% N 2 and
above, the dedicated permanent magnet alter-
nator input has the capability of providing all Normal Shutdown
electrical power for the FADEC system. In accordance with the Flight Manual, after
Selection between the aircraft 28 VDC and engine cool-down at idle speed, place the FUEL
permanent magnet alternator power is per- ENG and BOOST switches in the OFF position.
formed automatically by the FADEC. In addi-
tion, during sub-idle operation (starting) on the
ground only, the control system prevents the
engine from exceeding starting ITT limits. LIMITATIONS
SHUTDOWN ENGINE
Automatic Shutdown Thrust rating (uninstalled, sea level, ISA):
Fuel shutoff is controlled by the shutoff valve • Takeoff (five minutes maximum)
and overspeed torque motors. The shutoff 5,888 pounds
torque motor receives an electrical input from • Maximum continuous 5,613 pounds
the aircraft to shut off or enable fuel flow.
The overspeed torque motor is controlled by
both FADECs based on speed sensor input. Thrust Setting
The FADECs terminate fuel flow when N 2 ex- Engine low-pressure rotor speed N 1 is used as
ceeds established limits. In flight, once fuel the thrust setting parameter. Takeoff and
flow is terminated, it remains off until N 2 falls maxi m u m continuous thrust are defined in
below 25%. Below 25% the FADEC auto- the AFM.
matically turns on relight ignition and fuel
flow. On the ground, fuel is latched off until Rotor Speed Limits
FADEC power is cycled.
Rotor speed limits are as follows:
Automatic relight ignition control logic turns • Condition of use
on ignition when an engine flameout has
been detected by the FADEC. Flameout is de- • N1
clared when:
• N2
• The engine is decelerating faster than the
deceleration schedule. • Maximum/normal takeoff
• The engine decelerates below the se- • 96.7%
lected minimum idle control schedule.
• 106%

• Maximum continuous Miscellaneous Engine Limits

• 96.7% • Maximum N 2 starter reengagement limit
is 53.6% (starter cutout).
• 104.9%
• Thrust reverser is approved for use only
on the ground
Interstage Turbine Limits
Interstage turbine temperature limits for FUEL SYSTEM
specific conditions and times are shown below:
• Ground start (five minutes maximum) Approved Fuel

815°C Fuel used must conform to specifications given
• Restart maximum temperature 150°C in the “Limitations” section of the AFM. Base
fuel grades approved for use are as follows:
• Normal takeoff 864°C (2 minutes max)
• Maximum takeoff (five minutes maxi- • Jet A
mum) with APR 890°C • Jet A-1
• Maximum takeoff (five minutes maxi- • JP-4/Jet B (see note)
mum) 851°C
• JP-8
• Maximum continuous 861°C
• Airstart 890°C NOTE
• Windmilling maximum temperature (ten J-P4/JET B allowed for aircraft with
seconds maximum) 970°C M1903 or SB F2000-202. Use of J-
P4/JET B fuel limits flight altitude
• Windmilling maximum temperature to 23,000 ft after low booster pump
(two seconds maximum) 1,000°C failure.
Starting Times Total Usable Fuel

Engine starting times for ground and air
operations are listed below. Total usable fuel quantity in U.S. gallons is
distributed as follows:
Ground Start
• Left wing + half center wing box 906
• From start to light-off after 22% N 2 10
seconds maximum • Right wing + half center wing box 908
• F r o m l i g h t - o ff t o i d l e 6 0 s e c o n d s • Aircraft total capacity 1,814
maximum
NOTE
Airstart (From Light-Off to Idle) The amount of fuel left in the tanks
when the fuel quantity indicator
• Assisted 90 seconds reaches zero is not safely usable in
• Windmilling 180 seconds all flight conditions.
Engine Vibration Limits

• N1 1.0 inch per second
• N2 1.5 inches per second

Fuel Additives Miscellaneous Oil System

The following types of additives, in accordance Limitations
with AFM requirements, are approved for use • OIL 1 and OIL 2 warning lights illumi-
in the fuel: nate if oil pressure is less than 25 psi.
• Anti-icing
• In case of takeoff at very low tempera-
• SOHIO biocide tures, the TEMP OIL indication may
• Antistatic drop into the yellow range during the
takeoff run.
Miscellaneous Fuel System
Limitations ADDITIONAL
• Maximum fuel dissymmetry is 2,200
pounds.
ILLUSTRATIONS
• Pressure fueling system maximum feed
Figures 7-17 through 7-18 illustrate various
pressure is 50 psi.
components of the powerplant system.
LUBRICATION SYSTEM
The approved oil for use in the engine is
General Electric Specification D50TF1, or
AlliedSignal EMS 53110, Type II oil.
Approved Oils
• Oil conforming to General Electric
Specifications D50TF1, or Allied Signal
oil specification EMS 53110.
• Mobil Jet Oil II, Mobil 254 and
Aeroshell/Royco Turbine Oil 560 are
the only MIL-L-23699 approved lubri-
cating oils authorized for the use in this
engine.
Oil Pressure Limits

• Operating range 60 to 85 psi
• Transient (three minutes maximum) 85
to 100 psi
• Minimum (at idle) 30 psi
• Cold start (oil temperature less than
0°C) (2 1/2 minutes maximum) 135 psi
Oil Temperature Limits

• Maximum—138°C
• Transient (three minutes) 138 to 155°C
• Cold start –40°C
• Minimum 30°C

7-26
AIRCRAFT FWD MOUNT ENGINE HP PRESSURE
INTERFACE MAIN MOUNT BLEED
FUEL MANIFOLD
MIXER NOZZLE
FADEC

ENGINE
AFT MOUNT
LP PRESSURE
BLEED
ACCESSORY
IGNITION EXCITER
GEARBOX
FUEL FILTER
Figure 7-17. Engine—Left Side View

HP TURBINE
COOLING AIR
FADEC

STAGE 3
BUFFER AIR
ITT HARNESS
OIL SERVICE
PORT
FUEL HEATER
AIR/OIL COOLER
OIL
RESERVOIR
Figure 7-18. Engine—Right Side View
7-27
CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL............................................................................................................................... 8-1
FIRE DETECTION ................................................................................................................. 8-2
System Description .......................................................................................................... 8-2
Controls and Indications .................................................................................................. 8-4
FIRE EXTINGUISHING ........................................................................................................ 8-6
System Description .......................................................................................................... 8-6

ILLUSTRATIONS
Figure Title Page
8-1 Fire Detection System .............................................................................................. 8-2
8-2 Engine Fire Detectors............................................................................................... 8-3
8-3 Horn Silence Button ................................................................................................. 8-4
8-4 Fire Control Panel .................................................................................................... 8-5
8-5 Engine and APU Fire Extinguisher Bottles.............................................................. 8-7
8-6 Engine and APU Fire-Extinguishing System........................................................... 8-8
8-7 Hand-Held Fire Extinguisher Locations................................................................. 8-11

CHAPTER 8
FIRE PROTECTION
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INTRODUCTION
The Falcon 2000 fire protection system provides warning of fire, smoke, or equip-
ment overheating. It allows for the extinguishing of fires by fixed and hand-held fire
extinguishers.
GENERAL
Fire detection systems consist of three fire warning and fire control panels. Both are
detectors, three overheat probes, and one located on the center instrument panel and
smoke detector. Fire detectors are located in consist of an audio warning, warning lights,
each of the two engine areas and the APU control switches, and test buttons.
area. The landing gear wheel wells, forward
service compartment, and nose cone are Extinguishing of engine and APU fires is
equipped with overheat detection. A smoke de- accomplished by a built-in, three-bottle system.
tector is located in the baggage compartment. Two hand-held fire extinguishers protect the
cabin and cockpit. Elimination of an overheat
Warning, control, and test devices for the fire condition in the landing gear wheel wells is ac-
protection system are located on the master complished by extension of the landing gear.

FIRE DETECTION tubes vary in length depending on location. In

the sealed box, one switch activates the alarm
signal, and the other determines integrity of
SYSTEM DESCRIPTION the system.
The engine and APU detection systems are com- Capillary tubes contain pressurized inert gas
posed of three capillary tube-type fire detectors and a metallic web. The web absorbs hydro-
(Figure 8-1). They are located in the two engine gen at low temperatures and releases it as a gas
nacelles and the APU compartment. Thermal at high temperatures. This is a reversible pro-
switches are located in each landing gear wheel cess, therefore after cooling, the web will
well, and resistance overheat probes are located again absorb hydrogen. Pressure switches on
in the forward service compartment, and in the the end of the tubes are each equipped with a
nose cone to detect overheat conditions. An op- diaphragm. One switch is normally open.
tical smoke detector is located in the baggage When its diaphragm is deformed by increased
compartment. pressure, the switch closes and transmits an
alarm signal that activates both the audio warn-
COMPONENT DESCRIPTION ing and fire control panel warning light. The
other switch acts to determine system integrity
Engine and APU Fire Detectors and is normally held closed by pressure of the
inert gas. However, when system gas pressure
Each fire detector consists of a stainless steel decreases due to leakage, the subsequent loss
capillary tube sealed on one end and equipped of pressure opens the switch and illuminates
with a sealed box containing two pressure the amber fault light on the panel.
switches on the other end (Figure 8-2). The
ENGINE FIRE
EXTINGUISHERS
ENGINE FIRE DETECTOR
OVERHEAT SMOKE
DETECTORS DETECTOR
ENGINE 2
SHUTTLE APU
VALVE FIRE
DETECTOR
LANDING
GEAR APU
COMPARTMENT
WHEELWELL BAGGAGE
COMPART-
MENT SHUTTLE
VALVE
ENGINE 1
ENGINE
FSC OVERHEAT FIRE
PROBE APU FIRE
ENGINE SENSORS
EXTINGUISHER
Figure 8-1. Fire Detection System

Two modes of operation are used by the cap- The second mode of action occurs when there
illary tube fire detectors. The first mode is by is a very localized temperature rise. The
generalized overheating of the detector. The detector is sensitive to a local temperature of
detector is sensitive to an average temperature 482 ±14°C such as can be expected from a
of 204 ±14°C. As the temperature in the zone flame or jet of hot fluid on a small portion of
surrounding the detector approaches this level the capillary tube. When this occurs, the metal-
of sensitivity, a corresponding rise in pres- lic web releases hydrogen gas, that in turn,
sure of the inert gas causes deformation of increases the overall amount of gas in the tube.
the diaphragm. This action closes the respec- This increased gas pressure causes deforma-
tive warning pressure switch, which illumi- tion of the diaphragm, closing of the warning
nates the FIRE warning light and activates the pressure switch, illumination of the appro-
audio warning. priate red FIRE warning light, and activation
of the audio warning.
CAPILLARY
INERT TUBE
GASES
PRESSURE
SWITCHES
METAL
CORE
SWITCH
DIAPHRAGMS
CAPILLARY TUBE
Figure 8-2. Engine Fire Detectors

Overheat Sensors Smoke Detectors

When an overheat condition exists in the land- A smoke detector is located in the baggage
ing gear wheel well area, thermal switches compartment, in a path of airflow created by
installed there send a signal to activate the the ventilation system. It consists of an opti-
audio warning and illuminate the respective cal cell that is sensitive to photo-reflection
wheel well overheat annunciator on the fire and diffusion of light through smoke.
control panel. Pressing the HORN SIL button
(Figure 8-3) silences the audio warning. The smoke detector operates by directing a
cylindrical light beam into a deflection cham-
The forward service compartment contains a ber. A photosensitive cell is kept in darkness
resistance overheat probe to detect an overheat at a right angle to the light beam. Smoke
condition. If an overheat condition exists, this entering the detection chamber intersects the
probe sends a signal to illuminate the amber light beam and reflects (scatters) the light.
AFT COMP OVHT annunciator on the mas- When a sufficient amount of light is reflected
ter warning panel. There is also an overheat onto the photosensitive cell, the red FIRE
sensor in the nose cone and an annunciator BAG annunciator illuminates on the fire con-
light (NOSE CONE OVHT) on the master trol panel and the audio warning sounds.
warning panel. Pressing the HORN SIL button silences the
audio warning. The warning annunciator (and
the audio warning) will go out once the air is
NOTE clear and the photosensitive cell no longer
No audio warning is sounded. receives sufficient reflected light.
CONTROLS AND INDICATIONS

Fire Control Panel
The fire control panel has four sections (Figure
8-4). Two sections are for indication and con-
trol of fire in the engine compartments. A
third section is for indication and control of
fire in the APU compartment. A fourth section
is for indication of overheat in the wheel wells
and/or smoke in the baggage compartment.
Engine and APU Fire Indicators

and Controls
PUSHBUTTON Engine Compartment and APU Fire
Warning Lights
The FIRE 1, FIRE 2, or FIRE APU red warn-
ing lights illuminate when the system detects
a fire in the corresponding engine or APU
HORN SIL area. If the FIRE APU warning light illumi-
nates, the APU is automatically shut down by
Figure 8-3. Horn Silence Button the APU electronic control unit.

TEST
PUSHBUTTON
WARNING PANEL
BRIGHT
DIM
TEST RESET
PITCH T/O AIL

FADEC 1 FADEC 2
FEEL CONFIG FEEL
AUTO FLAP AIL
START 1 START 2
SLATES ASYM ZERO
LH ST BY RH
OIL 1 OIL 2
PROBES PITOT PROBES
AP
THRUST APU THRUST

APU GEN APR
GEN 1 BAT GEN 2
LH BUS RH BUS
ISOL TIED
BRAKE STD BY
FUELING BRAKE BRAKE
PRESS PUMP
BRAKE RECIR
ACCU ISOL AFT
COMPARTMENT
OVERHEAT
LIGHT
LEFT WHEEL
OVERHEAT
APU FUEL WARNING LIGHT
SHUT-OFF FIRE CONTROL PANEL
TRANS LIGHT
FUEL FUEL FUEL RIGHT WHEEL
NO. 1 ENGINE
DISCH SHUT DISCH SHUT DISCH SHUT L R OVERHEAT
FUEL SHUT-OFF H O H O
OFF OFF OFF WARNING LIGHT
VALVE 2 1 2
V V
W H W H
TRANS LIGHT RR12830 02-05 H T H T
1 1 09/13-01 E E
0 0 0 Modified by RB E E
2-3-03 L L
FAULT FIRE TRANS TRANS ModifiedTRANS
by LK FIRE BAGGAGE
ENGINE 1 FIRE COMPARTMENT
LIGHT FAULT FAULT FAULT BAG COMP LIGHT
ENGINE 1 FIRE 1 FIRE APU FIRE 2 NO. 2 ENGINE

TEST FUEL SHUT-OFF
FIRE LIGHT
VALVE TRANS
LIGHT
FAULT FIRE TEST

FAULT FIRE ENGINE 2 ENGINE 2 PUSHBUTTON
APU LIGHT LIGHT FIRE LIGHT
APU FIRE LIGHT
Figure 8-4. Fire Control Panel

FUEL SHUT OFF Switches NOTE

The APU and each engine have separate FUEL During this test, automatic closing of
SHUT OFF switches. Raising the guard and the APU fuel shutoff valve is inhib-
placing the switch in the up position shuts off ited to prevent APU shutdown.
fuel to the corresponding engine fuel system.
Raising the No. 1 engine FUEL SHUTOFF Actuation of the TEST button checks integrity
switch also causes one valve under the left of the:
hydraulic reservoir to close. Raising the No.
2 engine FUEL SHUTOFF switch will also • Engine and APU fire detection systems
cause one valve under the left hydraulic reser- • Landing gear overheat detection system
voir and one valve under the right hydraulic and the fire control panel LH WHEEL
reservoir to close. OVHT and RH WHEEL OVHT warn-
ing lights.
TRANS Light • Baggage compartment smoke detector
The TRANS light illuminates if there is a dis- system and the FIRE BAG COMP warn-
crepancy in the position of a fuel shutoff switch ing light
and its respective FUEL SHUTOFF and/or
HYDRAULIC SHUTOFF valve(s). Master Warning Panel
Fault Warning Light The AFT COMP OVHT light and its TEST
button are located on the master warning panel
The FAULT warning light comes on when the (Figure 8-4). This light illuminates if an over-
second switch opens in one of the fire detec- heat condition exists in the forward servicing
tors. This indicates loss of pressure in the cap- compartment. To test the integrity of this light,
illary tube and a subsequent malfunction of the press the master warning panel TEST button.
fire detection equipment.
Wheel Well Overheat Indicators FIRE EXTINGUISHING

Illumination of the LH WHEEL OVHT or RH
WHEEL OVHT red warning light indicates an
overheat condition in the respective landing SYSTEM DESCRIPTION
gear well. The warning light will go out when The fire-extinguishing system is composed
the condition cools to a normal temperature. of one APU, two engine fire bottle extin-
guishers, and two hand-held fire extinguish-
Baggage Compartment Smoke ers. The engine and APU fire extinguishers are
Indicator located in the aft service compartment. One
The FIRE BAG light illuminates if smoke is hand-held extinguisher is stored in the cock-
detected in the baggage compartment. pit. The other is in the rear cabin area.
Testing the System

Warning lights and their corresponding logic
circuits can be tested by depressing the fire
control panel TEST pushbutton.

COMPONENT DESCRIPTION by two nozzles at the end of the tubing. The

bottle for the APU compartment has one
Engine and APU Extinguisher pressure-head with an electrically triggered
pyrotechnical cartridge. Discharge is identi-
Bottles cal to that of the bottles for the engine com-
Each engine or APU fire extinguisher consists partment. Each bottle has a pressure gage to
of one bottle containing 3 pounds (1.36 kg) of verify content volume. All three of the bottles
Halon 1301 (Figure 8-5). Selector switches on are located in the aft service compartment.
the fire control panel control discharge of these
extinguishers. Bottles for the engines are dis- The bottles are also fitted with a pressure
charged through either of two pressure heads relief valve. In the event of overpressure, the
and a single electrically triggered pyrotechni- valve frangible disk will break, and Halon
cal cartridge (squib) per head. Halon then trav- will discharge through a drain leading to the
els through a length of tubing to the engine rear compartment drainage system.
compartment and is discharged onto the engine
APU FIRE NO. 2 ENGINE NO. 2 ENGINE FIRE

EXTINGUISHER FIRE BOTTLE EXTINGUISHER
FIRST
NO. 1 ENGINE
APU FIRE FIRE BOTTLE
BOTTLE NO. 1 ENGINE FIRE
EXTINGUISHER SECOND
NO. 1 ENGINE FIRE
EXTINGUISHER FIRST NO. 2 ENGINE FIRE
EXTINGUISHER SECOND
Figure 8-5. Engine and APU Fire Extinguisher Bottles

NOTE Extinguisher Shuttle Valves

In the event of engine fire, only two HALON 1301 in the engine fire extinguisher
engine bottles are available to ex- bottles (Figure 8-6) is sent through tubing that
tinguish the fire. Both bottles may be runs from the extinguisher bottle to the engine
discharged to the same engine, but a compartment. HALON is discharged through
bottle can be used only once. Once two nozzles at the end of the tubing. The dis-
a bottle is used in one engine, its en- charge nozzles can be supplied by either of the
tire contents are discharged and are two engine extinguisher bottles. However,
not available to the other engine. engine extinguisher shuttle valves isolate the
two engine compartment fire extinguishers.
There is no provision for the APU These shuttle valves enable the discharge of
bottle to be discharged into either Halon into either engine compartment through
engine, nor can either engine bottle automatic shutoff of the unused extinguishing
be used for the APU. circuit.
NO. 2 ENGINE FIRE NO. 2 ENGINE FIRE

EXTINGUISHER EXTINGUISHER NO. 2 ENGINE FIRE
SHUTTLE VALVE FIRST PYROTECHNICAL EXTINGUISHER
CARTRIDGE BOTTLE
NO. 1
ENGINE FIRE
EXTINGUISHER
SECOND
PYROTECHNICAL
CARTRIDGE
NO. 2
ENGINE FIRE
EXTINGUISHER
SECOND
PYROTECHNICAL
CARTRIDGE
NO. 1
ENGINE FIRE
EXTINGUISHER
BOTTLE
NO. 1
ENGINE FIRE
EXTINGUISHER
SHUTTLE VALVE
APU FIRE
NO. 1 ENGINE FIRE
APU FIRE EXTINGUISHER EXTINGUISHER BOTTLE
EXTINGUISHER FIRST
PYROTECHNICAL CARTRIDGE FIRST PYROTECHNICAL
CARTRIDGE
Figure 8-6. Engine and APU Fire-Extinguishing System (Sheet 1 of 2)

ENGINE 1 FIRE ENGINE 1 FIRE
DISCH DISCH
2 2
(L 10WB) (R 10WB)
1 1
0 FIRE FIRE 0
TRANS ENGINE 1 TRANS
CONTROL CONTROL
FAULT PANEL PANEL FAULT
FIRE 1 FIRE 1
1st PYROTECHNICAL 2nd PYROTECHNICAL

NORMAL EMERGENCY
ENGINE 2 FIRE ENGINE 2 FIRE
DISCH DISCH
2 FIRE 2
1 (L 20WB) CONTROL 1
0 0
FIRE PANEL
TRANS (R 20WB) TRANS
CONTROL ENGINE 2
FAULT PANEL 2nd FAULT
PYROTECHNICAL
FIRE 2 FIRE 2
1st PYROTECHNICAL
NORMAL EMERGENCY

APU FIRE
DISCH
1
FIRE 0
CONTROL TRANS
(11WB) PANEL
APU
FAULT
FIRE APU
Figure 8-6. Engine and APU Fire-Extinguishing System (Sheet 2 of 2)
8-9
Hand-Held Extinguishers fire bottle to the same engine compart-

ment. This switch position is used when
Two hand-held fire extinguishers each contain both fire extinguishers are needed to
2.5 pounds (1.13 kg) of Halon 1211. These fire combat a fire in the same engine
extinguisher bottles are equipped with a pres- compartment. To move the switch to this
sure gage to indicate pressure inside the bottle position, pull out the switch to move it
and an ambient temperature correction table past the No. 1 position.
to determine the amount of HALON avail-
able. The pressure gage has a green sector for
quick verification that content volume is within APU Discharge Selector Switch
operating capacity. The safetied selector switch for the APU com-
partment is identical to those for the engines
The fire extinguisher for the baggage com- except that it has only two positions:
partment is stored in the passenger cabin
(Figure 8-7). The fire extinguisher located in • 0 position—The “off” position. A snap
the cockpit is stored behind the pilot seat. wire safety device keeps the switch in
Both may be used to fight fires in all passen- this position.
ger, crew, and baggage areas.
• 1 position—This position sends battery
bus power to the pyrotechnical cartridge
CONTROLS AND INDICATIONS and releases the bottle contents to the
Discharge of the engine and APU fire extin- APU compartment.
guishers is controlled by selector switches on There is no backup extinguisher for the APU
the fire control panel. compartment.
Engine Discharge Selector WARNING

Switches T h e s e fi r e ex t i n g u i s h e r s c a n b e
The engine fire extinguishers are operated by discharged when the battery switch
discharge safetied selector switches, labeled is set to off.
“DISCH,” which are located on the fire con-
trol panel (see Figure 8-4). Each engine DISCH
switch has three positions: SYSTEM OPERATION
• 0 position—The “off” position. A snap Engine Fire-Extinguishing
wire safety device keeps the switch in Operation
this position.
Fire in an engine compartment illuminates the
• 1 position—When selected, B1 bus engine FIRE warning light and activates the
power (No. 1 engine) or A2 bus power audio warning. To discharge the fire extin-
(No. 2 engine) activates the first py- guisher, follow the engine fire checklist in the
rotechnical cartridge and releases emergency section of the Airplane Flight
HALON from the first engine bottle to Manual (AFM).
the associated engine compartment.
• 2 position—Battery bus power activates To silence the audio warning, press the HORN
the second pyrotechnical cartridge and SIL pushbutton on the pedestal once the
releases HALON from the other engine location of the fire is known for certain.

HAND-HELD FIRE
EXTINGUISHER
HAND-HELD FIRE
EXTINGUISHER
Figure 8-7. Hand-Held Fire Extinguisher Locations

APU Fire-Extinguishing FAULT Light Illumination

Operation If an engine fire panel FAULT light illumi-
A fire in the APU compartment will illuminate nates, a leak in the detection loop, a power
the APU FIRE warning light and activate the failure or short circuit in the detector wiring
audio warning. To discharge the APU fire of the corresponding engine is indicated.
extinguisher, follow the APU fire checklist in Specific procedures to follow are contained
the emergency section of the AFM. in both the Airplane Flight Manual and
Operating Manual—Procedures. Additional
Pressing the HORN SIL pushbutton silences information may also be found in the Pilot
the audio warning once the location of the fire Training Manual, Volume 1, under “Abnormal
is known for certain. Procedures.” A landing should be completed
as soon as possible.
Landing Gear Wheel If the APU fire panel FAULT light illumi-
Well Overheat nates, a leak in the detection loop or a power
If an overheat condition is detected in either failure or short circuit in the detector wiring
main wheel well, the LH WHEEL WELL or of the APU is indicated. Specific procedures
RH WHEEL WELL will illuminate. Specific to follow are contained in both the Airplane
procedures to follow in the event of a landing F l i g h t M a n u a l a n d O p e ra t i n g M a n u a l —
gear wheel well overheat annunciator illumi- Procedures. Additional information may also
nation are contained in both the Airplane be found in the Pilot Training Manual, Volume
Flight Manual and Operating Manual— 1, under “Abnormal Procedures.” The APU
Procedures. Additional information may also should be shut down immediately.
be found in the Pilot Training Manual, Volume
1, under “Emergency Procedures.”
Press the HORN SIL pushbutton to silence

the audio warning.
Baggage Compartment,
Passenger Cabin, and Cockpit
Fires
If a smoke condition is detected in the baggage
compartment, the FIRE BAG annunciator will
illuminate. Specific procedures to follow in the
event of a FIRE BAG annunciator illumination
are contained in both the Airplane Flight
Manual and Operating Manual —Procedures.
Additional information may also be found in
the Pilot Training Manual, Volume 1, under
“Emergency Procedures.”
Press the HORN SIL pushbutton to silence

the audio warning.

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION .................................................................................................................. 9-1
GENERAL .............................................................................................................................. 9-1
SYSTEM COMPONENTS .................................................................................................... 9-3
Common Supply Duct ..................................................................................................... 9-3
Duct Isolation Valve ........................................................................................................ 9-3
Engine Bleed Air Valve ................................................................................................... 9-3
Engine Bleed Air Check Valve ....................................................................................... 9-3
APU Bleed Air Valve ...................................................................................................... 9-3
APU Electronic Control Unit (ECU) .............................................................................. 9-3
APU Check Valve ........................................................................................................... 9-4
Ozone Catalyzer .............................................................................................................. 9-4
Ground Air Connector .................................................................................................... 9-4
SYSTEM CONTROLS/INDICATIONS ................................................................................ 9-5
BLEED 1 AND BLEED 2 Switches ............................................................................... 9-5
APU BLEED Switch ....................................................................................................... 9-6
Duct Isolation Selector Switch ........................................................................................ 9-7
Duct Isolation Light ........................................................................................................ 9-7
Warning Panel ................................................................................................................. 9-7
Pressurization/Air Conditioning Valves .......................................................................... 9-8
Air Conditioning Jet Pump ............................................................................................. 9-8
Wing Anti-Ice Valve ........................................................................................................ 9-8

Engine Start Valves ......................................................................................................... 9-8

SYSTEM OPERATION ......................................................................................................... 9-8
Normal Operation ......................................................................................................... 9-10
Abnormal Operation ..................................................................................................... 9-10
SYSTEM LIMITATIONS .................................................................................................... 9-10
9-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic System .................................................................................................... 9-2
9-2 Engine Bleed Air and Bleed Air Check Valves........................................................ 9-4
9-3 Air Conditioning Panel............................................................................................. 9-5
9-4 Circuit-Breaker Panel ............................................................................................... 9-6
9-6 Air Conditioning Supply and Jet Pump Valve.......................................................... 9-8
9-7 Wing Anti-Ice Valve................................................................................................. 9-9
9-8 Engine Starting Valves ............................................................................................. 9-9

CHAPTER 9
PNEUMATICS
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
The Falcon 2000 pneumatic system supplies bleed air to the pressurization system, air-
conditioning system, wing anti-ice system, dual heat exchanger air-conditioning jet
pump, and the engine start valves.
GENERAL
The pneumatic system (Figure 9-1) uses a Sources of LP air to the common supply duct
common supply duct to route low pressure are the engines, APU, and a ground power
(LP) bleed air to the pressurization system, air- unit (GPU). Engine LP air is supplied from the
conditioning system, wing anti-ice system, 5th-stage engine compressor through a bleed-
dual heat exchanger air-conditioning jet pump, air valve in the engine pylon. The APU sup-
and the engine start valves. A duct isolation plies air for engine starting and air condi-
valve, when closed, divides the common sup- tioning/pressurization, both on the ground and
ply duct into two parts. Auxiliary LP bleed air in the air. APU air cannot be used to supply
is also used to pressurize both the fuel tanks wing anti-ice. A GPU may be connected for
and hydraulic reservoirs. engine starting and for air conditioning.

REAR CONE
FEEDER
ISOLATION
APU BLEED-AIR VALVE
VALVE
OZONE
CATALYZER
CHECK VALVE
PRESSURIZATION
COMMON
FEEDER OZONE CATALYZER
DUCT
CHECK
VALVE CHECK
VALVE
AFT SERVICING
PRESSURIZATION
PRESSURIZATION
COMPARTMENT
BLEED-
AIR
VALVE
HP
HP
BLEED-AIR
VALVE
LP
LP
CREW PAX
AC AC
START
START
FORWARD SERVICING
COMPARTMENT
GROUND WING AC JET-PUMP

ENGINE ENGINE
AIR ANTI-ICE VALVE
ANTI-ICE ANTI-ICE
CONNECTION
Figure 9-1. Pneumatic System

Engine anti-ice uses high pressure (HP) bleed ENGINE BLEED AIR
air from the 6th-stage (centrifugal compressor)
engine compressor through its own duct system
CHECK VALVE
to heat the forward lip of the engine nacelle. The check valves, in the engine pylons (Figure
When the engine anti-ice switch is on, electri- 9-2), prevent reverse flow of LP bleed air into
cal power is provided to heat the T2 probe. the engine compressor. No electrical power is
required.
An auxiliary LP bleed-air duct takes 5th-stage
engine compressor air to pressurize both the
fuel tanks and hydraulic reservoirs. This LP air APU BLEED AIR VALVE
is provided as long as either engine is running.
This electrically operated solenoid valve
enables APU bleed air to flow into the com-
An ozone catalyzer limits the ozone concen-
mon supply duct (Figure 9-1). Electrical
tration in the engine bleed air supplied to the
power actuates the solenoid, thus permitting
air-conditioning system.
the pneumatic force of APU bleed air to open
the valve and flow into the duct. If electrical
power is lost, the valve will close. The valve
SYSTEM COMPONENTS has two limiting functions:
• Limits the APU exhaust gas temperature
COMMON SUPPLY DUCT to 690°C or below.
The main ducting that connects the engines, • Limits the APU bleed airflow rate, es-
A P U , a n d g r o u n d a i r s o u r c e s t o t h e a i r- pecially during engine start in high am-
conditioning, pressurization, and wing anti-ice bient temperatures.
systems, and to the dual heat exchanger air-
conditioning jet pump, is called the common APU ELECTRONIC CONTROL
supply duct. Air temperatures in this duct can
exceed 450°F. The majority of this ducting is in
UNIT (ECU)
the forward service compartment (Figure 9-1). The temperature and volume of APU bleed air
is controlled by the ECU. When the APU bleed
DUCT ISOLATION VALVE switch is in AUTO, system demand for pneu-
matic air is sensed by the ECU, and the APU
A n e l e c t r i c a l l y a c t iva t e d m o t o r - d r iv e n bleed-air valve is modulated by the ECU to
butterfly valve divides the common supply maintain sufficient airflow below the limiting
duct into two parts when it is closed (Figure temperature of 690°C. If the APU bleed switch
9-1). Once closed, the No. 1 engine, APU is ON or OFF, then the ECU monitors the
bleed air, and passenger air conditioning position of the APU bleed-air valve and illu-
become one part. The No. 2 engine, crew air m i n a t e s t h e A P U FAU LT l i g h t w h e n a
conditioning, wing anti-ice, and the ground air disagreement exists between switch and valve
connector form the other part. If electrical position.
power to the valve is lost, it will remain in its
last position. The normal position is open.
NOTE
The acronym ECU in this paragraph
ENGINE BLEED AIR VALVE can be easily confused with the ECU
Two valves, in their respective engine pylons, acronym associated with the air-
a r e e l e c t r i c a l l y a c t iva t e d m o t o r- d r iv e n conditioning system’s environmen-
butterfly valves controlled by a two-position tal control unit that produces cold air
BLEED 1 or BLEED 2 switch (Figure 9-2). If for the pressure vessel.
electrical power is lost, the valve remains in
its last position.

Figure 9-2. Engine Bleed Air and Bleed Air Check Valves
APU CHECK VALVE GROUND AIR CONNECTOR

This valve (see Figure 9-1) prevents common The ground air connector, below the right en-
supply duct air from the engines or GPU from gine nacelle, supplies pressurized air from a
entering the APU compressor. The valve keeps GPU to the common supply duct through an in-
air from being forced back to the APU from tegral check valve. GPU air should not exceed
the common supply duct. a pressure of 60 psi, a temperature of 500°F,
or a flow of 100 lbs/min at sea level and 59°F.
OZONE CATALYZER
The ozone catalyzer limits ozone concentration
in the bleed air supplied to the passenger and
crew air-conditioning systems. Catalyzers, in
the forward servicing compartment, are in-
stalled in the ducting immediately downstream
of the common supply duct and prior to the
flow limiter (Figure 9-6).

SYSTEM CONTROLS/ • The APU is operating, the APU bleed-

air switch is in AUTO, and the WINGS
INDICATIONS ANTI-ICE switch is OFF.
• The APU bleed valve is not fully closed.
BLEED 1 AND BLEED 2 (The APU FAULT annunciator light will
come on if the APU bleed valve does not
SWITCHES close within four [4] seconds of a close
The BLEED 1 and BLEED 2 switches, at the command).
top of the overhead AIR CONDITIONING • The APU bleed switch is in the OVER-
panel (Figure 9-3), have positions AUTO and RIDE (ON) position.
OFF. The switches control the flow of LP
bleed airflow to the common supply duct. • The respective engine’s startup sequence
is initiated.
In the AUTO position, a switch logic circuit In the OFF position, the respective engine
monitors the position of the APU bleed-air bleed-air valve is closed.
valve, wing anti-ice switch, APU fault light,
and the engine start circuit. If the engine is Circuit-breaker protection is on the A2 and B2
running, LP bleed air will be allowed into the busses (Figure 9-4).
common supply duct from that engine unless:
Figure 9-3. Air Conditioning Panel

Figure 9-4. Circuit-Breaker Panel
APU BLEED SWITCH and engine bleed-air valve position (open or

closed).
This switch controls the APU bleed-air valve
solenoid that allows or prevents APU bleed air
from entering the common supply duct. It is NOTE
a three-position switch (AUTO–ON–OFF on With the APU not running, selecting
earlier aircraft), (AUTO–OFF–OVERRIDE the OVERRIDE (ON) position on
on later aircraft) on the upper half of the AIR the APU BLEED switch will close
CONDITIONING overhead panel (Figure 9- the engine bleed-air valves. If pres-
3). If electrical power is lost, the APU bleed- surization is desired, it will not occur.
air valve closes.
With the APU running, the engine
In the AUTO position, the APU ECU is in
bleed-air valves should be closed
command of the bleed-air valve in the AUTO
with the APU BLEED AIR switch
position. If the APU is operating, its bleed-air
in the OVERRIDE (ON) position.
valve is open, except under the following
However, if the valves do not close,
conditions:
then engine and APU bleed air will
• The WINGS ANTI-ICE switch is in the simultaneously flow to the common
ON position. supply duct.
• Either engine bleed valve has not closed
within two (2) seconds following a close In both of these cases, the APU
command. FAULT light will not illuminate.
In the OVERRIDE or ON position, the APU
bleed- air valve is commanded open. It ignores In the OFF position, the APU bleed-air valve
APU configuration (running or not running) is commanded to close.

Circuit-breaker protection is on the essential bus. WARNING PANEL

Reverse airflow from the common supply duct The APU FAULT light, in the center section
into the APU could cause damage to the tur- of the master warning panel (Figure 9-5),
bine section. The APU check valve prevents illuminates in response to a pneumatic mal-
this situation. It is backed up by APU BLEED function when the following occur:
switch logic commands to the engine and APU
bleed valve through the APU ECU. Two • The APU has failed.
examples follow: • The APU bleed-air valve is commanded
1. If either engine bleed-air valve receives to close and is still open after four seconds.
a close command and does not close in Other causes for the APU FAULT annuncia-
four seconds, the ECU will close the tor light illuminating are discussed in the APU
APU bleed-air valve. chapter.
2. If the APU bleed valve receives a close
BRIGHT
command, and does not close within
four seconds, the ECU closes the en- TEST
DIM
RESET
gine bleed-air valves and illuminates
PITCH T/O AIL
the APU FAULT light. FADEC 1
FEEL CONFIG FEEL
FADEC 2
AUTO FLAP AIL

START 1 START 2
SLATES ASYM ZERO
LH ST BY RH
DUCT ISOLATION SELECTOR OIL 1
PROBES
AP
PITOT
AP
PROBES
MISTRIM
OIL 2
SWITCH THRUST
REVERSER 1
TRIM FAIL
APU GEN
APU
FAULT
APR
THRUST
REVERSER 2
The duct isolation selector switch is a two- GEN 1 BAT GEN 2
position rotary switch on the overhead AIR FUEL 1

LH BUS
ISOL
HOT BAT
RH BUS
TIED
FUEL 2
CONDITIONING panel that controls the duct LO

FUEL 1
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
isolation valve (Figure 9-3). They are as PUMP 1

HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
follows: FUELING BRAKE BRAKE

BRAKE
PRESS
STD BY
PUMP
BRAKE RECIR
ACCU ISOL
• Open (Horizontal)—All LP bleed

sources are available to all systems on
the common supply duct.
• Closed (Vertical)—Two separate supply
ducts are established. Not all LP bleed
sources are available to all systems.
Circuit-breaker protection is on the essential bus,
COND’G MAN, center circuit-breaker panel.
DUCT ISOLATION LIGHT

A duct ISOL light on the overhead AIR CON-
DITIONING panel monitors valve operation
(see Figure 9-3). The light is extinguished
when the valve is fully open (normal posi-
tion), and illuminated when the valve is not
fully opened. Illumination of this light is not
reflected on the master warning panel.

PRESSURIZATION/AIR ENGINE START VALVES

CONDITIONING VALVES The engine start valves are connected to the
The pressurization/air-conditioning BLEED common supply duct and open to allow LP
AIR valves are connected to the common sup- bleed air to start the engines (Figure 9-8).
ply duct to allow or prevent heating, cooling,
and pressurization (Figure 9-6). SYSTEM OPERATION
AIR-CONDITIONING JET PUMP The pneumatic system is designed to provide
sufficient air to accomplish all required tasks
The venturi-type air-conditioning jet pump under normal circumstances.The engines or
uses LP bleed air from the common supply APU provide air for the system while in
duct, through the jet pump valve, to increase flight. On the ground, air may also be sup-
ram airflow through the air-conditioning heat plied by a GPU.
exchanger (Figure 9-6).
When operated in auto mode, system circuit
WING ANTI-ICE VALVE logic regulates the supply of air. This circuit
logic can be overridden anytime by select-
The wing anti-ice valve opens to allow LP bleed
ing one of the bleed-air switches out of the
air from the common supply duct to heat the
AUTO position.
leading edge of the wings and the air intake for
the air-conditioning heat exchanger at the base
of the vertical stabilizer (see Figure 9-7).
ENGINE LP
BLEED AIR VALVE
JET PUMP VALVE
OZONE
CATALYZERS
ENGINE LP
BLEED AIR VALVE
OZONE CATALYZERS
Figure 9-6. Air Conditioning Supply and Jet Pump Valve

Figure 9-7. Wing Anti-Ice Valve
Figure 9-8. Engine Starting Valves

Normal priority sets APU bleed air as the pri- During incidents involving loss of cabin pres-
mary source to the common supply duct anytime sure, wing anti-ice malfunctions, or an aft
the APU is running. However, if wing anti-ice compartment overheat, the crew close the duct
is required, then engine bleed air takes priority, isolation valve in order to divide the common
since APU bleed air has insufficient volume supply duct in half. Once two separate ducts
for simultaneous operation of wing anti-ice and are established, the cause of the malfunction
the remaining bleed-air requirements. can be identified and isolated.
Normal Operation CAUTION

During normal operation, the BLEED 1, The APU bleed valve switch is nor-
BLEED 2, and APU BLEED switches are set mally carried in the AUTO position.
to AUTO, and the isolation switch is open. Flight crews must remember that
APU bleed air is commonly used for engine whether the APU is running or not
start. During engine start, the bleed air-valve running, placing the APU bleed valve
of the engine being started closes automatically switch to the OVERRIDE (ON) po-
(see Figure 9-3). sition will signal both engine bleed
valves to close. If the switch is placed
Once engines are running, the APU retains to ON while airborne, and the APU
priority as the primary source of bleed air until is not running, the aircraft will
it is either shut down or the APU BLEED depressurize. Use caution to not
switch is turned off. Once the APU is shut inadvertently actuate the switch
down or APU BLEED switch turned off, the en- while exiting or entering the pilot
gine bleed valves open automatically and LP seats during flight.
bleed air for the common supply duct is
provided only by the engines. The APU ECU
If electrical power is lost to the APU bleed-
constantly monitors the position of all bleed-
air valve, it fails to the closed position.
air valves. If a valve is found to be in the wrong
position, the APU FAULT light illuminates.
If the engines and APU are running simulta- SYSTEM LIMITATIONS
neously, and the wing anti-ice switch is turned
ON, the APU bleed-air valve closes and the If the common supply duct isolation valve is
engine bleed-air valves open. The system is closed, then:
designed so that only engine bleed air may be
supplied to the wing anti-ice system. • No. 1 engine or the APU can only
supply the passenger air-conditioning
system and the dual heat exchanger
ABNORMAL OPERATION air-conditioning jet pump
If either engine bleed-air valve receives a close • No. 2 engine and the GPU can only
command, and does not close within four supply the crew air-conditioning system
seconds, the ECU closes the APU bleed-air and the wing anti-ice system
valve. If the APU bleed-air valve receives a
close command, and does not close within When a GPU is used, the following minimum
four seconds, the ECU closes the engine bleed- and maximum output from the air cart should
air valves and illuminates the APU FAULT be available to start the CFE 738 engine:
light. In both cases, this action was taken to
prevent engine bleed airflow into the APU, • Pressure—60 psi maximum; 49 psi at
even though the APU check valve provides 59°F; 44 psi at 122°F
protection. • Temperature—500°F maximum
• Flow—100 lbs/min maximum; 77
lbs/min at 59°F; 67 lbs/min at 122°F

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
ENGINE ANTI-ICE SYSTEM ............................................................................................. 10-3
Components ................................................................................................................... 10-3
WING ANTI-ICE SYSTEM ................................................................................................. 10-5
Components ................................................................................................................... 10-5
PROBE ANTI-ICE SYSTEM ............................................................................................... 10-8
WINDSHIELD ANTI-ICE AND DEMISTING SYSTEMS .............................................. 10-11
Windshield Anti-ice System ........................................................................................ 10-11
Windshield Demisting System .................................................................................... 10-13
WINDSHIELD WIPERS .................................................................................................... 10-13
WATER LINE HEATING ................................................................................................... 10-14

GENERAL USAGE ............................................................................................................ 10-14

Engine Anti-ice Usage................................................................................................. 10-15
Wing Anti-ice Usage ................................................................................................... 10-15

ILLUSTRATIONS
Figure Title Page
10-1 Ice and Rain Protection System ............................................................................. 10-2
10-2 Engine Anti-ice System.......................................................................................... 10-3
10-3 Engine Anti-ice Controls and Indications .............................................................. 10-4
10-4 Wing Anti-ice System ............................................................................................ 10-6
10-5 Wing Anti-ice Controls and Indications................................................................. 10-7
10-6 Probes..................................................................................................................... 10-9
10-7 Probe Anti-ice Controls and Indications.............................................................. 10-10
10-8 Windshields.......................................................................................................... 10-11
10-9 Windshield Anti-ice Controls .............................................................................. 10-12
10-10 Windshield Wiper Controls.................................................................................. 10-13
10-11 Water Drain Heat System..................................................................................... 10-14

FALCON 2000
FALCON 2000 PILOT
PILOT TRAINING
TRAINING MANUAL
MANUAL
CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
This chapter describes the components and operations of the ice and rain protection systems
including the engine anti-ice, wing anti-ice, and probe anti-ice systems, also described
in this chapter are the windshield anti-ice and demisting system and the windshield wiper
and water line heating systems.
GENERAL
Ice and rain protection systems utilize a com- engine are electrically anti-iced, yet inte-
bination of pneumatic and electric anti-ice com- grated with the operation of their respective
ponents to prevent ice formation and ensure engine anti-ice system.
unobstructed forward visibility (Figure 10-1).
Wing anti-ice is also controlled through
The No. 1 and No. 2 engine anti-ice systems switches on the ANTI-ICE panel. The engines
are independent of each other. Engine anti- supply low-pressure (LP) compressor bleed air
icing is controlled through switches on the to the wing anti-ice system, through the com-
ANTI-ICE panel. Each engine supplies high mon feeder duct. The system provides anti-
pressure (HP) compressor bleed air to its re- icing to the wing leading edges, slats, and air
spective engine inlet lip. T 2 probes for each conditioning heat exchanger inlet.

Probe anti-ice is controlled through switches and the cabin windows is accomplished through
on the PITOT panel. Electrical elements are the cabin ventilation system.
used to heat the pitot probes, static probes,
AOA sensors, and OAT probe. The standby Windshield wiper control switches are located
pitot probe is also heated electrically. on the left and right WIPER panels. Windshield
wipers are provided on the pilot and copilot
Windshield anti-ice control switches are lo- windshields only.
cated on WINDSHIELD panel. Each cockpit
window is equipped with an electric heating The water drain mast heater utilizes automatic
element. electric elements to heat waste water prior to
entering the aft drain mast.
Demisting for the front and side cockpit wind-
shields is provided by the air conditioning cock-
pit distribution system and the EFIS ventilation
system. Demisting of the rear cockpit windows
WINDSHIELD ANTI-ICE
WING ANTI-ICE AIR CONDITIONER HEAT
EXCHANGER INLET
ENGINE ANTI-ICE
Figure 10-1. Ice and Rain Protection System

ENGINE ANTI-ICE COMPONENTS

SYSTEM Engine Anti-icing Valve
The No. 1 and No. 2 engine anti-icing solenoid
SYSTEM DESCRIPTION valves open on command, allowing HP bleed
air to enter the anti-ice ducts. A pressure reg-
Each engine uses high pressure (HP) com-
ulator, integrated into the valve, maintains 53
pressor bleed air to heat the engine inlet lip
psi regardless of compressor output. This
(Figure 10-2). Bleed air flow is regulated by
solenoid valve is spring loaded closed, either
an engine anti-icing valve, controlled by the
on command or with loss of electrical power.
respective ANTI-ICE ENG 1 and ENG 2
switches, and monitored by a printed circuit
board. High-Pressure Switch
The T 2 probes for each engine are electrically A high-pressure switch is located downstream
heated whenever their respective engine anti- of the anti-icing valve. It monitors bleed air
ice control switch is on. pressure and triggers an overpressure indica-
tion when pressure is at or above 90 psi.
;;
LOW-PRESSURE SWITCH T2 PROBE HIGH-PRESSURE SWITCH ENGINE ANTI-ICING VALVE
;;;
;; ;; HP
; ;;
LP
;;;;;
; ;; ;
ANNULAR DIFFUSER
Figure 10-2. Engine Anti-ice System

Low-Pressure Switch CONTROLS AND INDICATIONS

A low-pressure switch is located downstream
of the high-pressure switch. The low-pressure Anti-ice Panel
switch monitors for positive pressure at or Engine and wing anti-ice controls are inte-
above 4 psi when the system is on, and low grated on the ANTI-ICE panel located on the
pressure below 4 psi when the system is off. overhead panel (Figure 10-3).
Annular Diffuser Engine Anti-ice Switches

Anti-ice ducting connects directly to the an- The ENG 1 and ENG 2 anti-ice switches are
nular diffuser located in the forward engine na- located on the ANTI-ICE panel. Each switch
celle. The diffuser circulates bleed air within controls the operation of its engine anti-ice
the lip of the nacelle. valve. A printed circuit board monitors for
proper operation. The switches also control the
electric heating element for the T 2 probe in
each engine.
CENTER CB PANEL
ANTI-ICE PANEL
ANTI-ICE ENGINE LIGHTS
ANTI-ICE ENGINE SWITCHES

BRAKE STD BY
FUELING BRAKE BRAKE
PRESS PUMP
BRAKE RECIR
ACCU ISOL
WARNING PANEL
Figure 10-3. Engine Anti-ice Controls and Indications

FALCON 2000
FALCON 2000 PILOT
PILOT TRAINING
TRAINING MANUAL
MANUAL
Engine Anti-ice Indicator Lights the printed circuit board. When the engine
anti-ice valve opens, the amber ANTI-ICE
There is a green and amber light adjacent to ENG light illuminates momentarily until the
each engine anti-ice switch that monitors sys- low pressure switch senses more than 4 psi.
tem operation. Ground test functions of these The green ANTI-ICE ENG light illuminates
lights are accomplished through the TEST once the system is operating normally. The T 2
push button on the master warning panel. probe heater is also energized whenever the
switch is on. When the anti-ice switch is se-
The amber ENG 1 and/or ENG 2 lights illu- lected off, the corresponding green ANTI-
minate steady when the corresponding con- ICE ENG light extinguishes, the amber light
trol switch is on and system pressure is less illuminates until the valve fully closes, and the
than 4 psi. T 2 probe heater is deenergized.
The amber ENG 1 and/or ENG 2 lights
flash(es) when the corresponding control
switch is on and: WING ANTI-ICE SYSTEM
• System supply line pressure is greater SYSTEM DESCRIPTION
than 70 psi. Probable cause: faulty reg-
ulation of the engine anti-ice valve. The engines supply low-pressure bleed air to
• Outside air temperature greater than the wing anti-ice system, through the common
20ºC (68ºF). feeder duct (Figure 10-4). Bleed air flows from
the feeder duct through the wing anti-icing
• With the respective control switch off, valve controlled by the WINGS switch on the
system supply line pressure is greater ANTI-ICE panel. With wing anti-ice on, bleed
than 4 psi. Probable cause: engine anti- air also flows to the air conditioning heat ex-
ice valve stuck open. changer inlet lip. Either engine is capable of
The green ENG 1 and/or ENG 2 lights illu- supplying bleed air to the anti-ice system pro-
minate steady when the corresponding control vided the duct isolation valve is open.
switch is on and system pressure is normal.
Downstream of the wing anti-ice valve, the
ducting branches to supply each wing sepa-
Master Warning Panel rately. Each wing duct further divides into
Annunciators two lines to supply hot air to both the wing
Whenever illumination of the amber ENG 1 leading edge and slat structures.
and/or ENG 2 lights occur (steady or flashing),
the amber ANTI-ICE light on the master warn- COMPONENTS
ing panel illuminates after a four (4) second
delay. Wing Anti-icing Valve
The wing anti-icing valve controls the flow of
Circuit Breakers bleed air from the common feeder duct to the
ENG 1 and ENG 2 anti-ice system circuit wing anti-ice system and to the air condi-
breakers are located on the overhead panel in tioning heat exchanger inlet lip. The valve is
the ANTI-ICE section. controlled by the ANTI-ICE WINGS switch
and power lever position. The valve is fully
closed when the switch is off. The valve is fully
SYSTEM OPERATION open when the switch is on and the power
levers are below the MAX CLIMB detent
Positioning an engine anti-ice switch to the on (maximum continuous power). The valve is
position activates the controlling functions of

partially open when the switch is on and one Telescoping Tubes

or both power levers are at or above the MAX
CLIMB detent. In each wing, a telescopic tube connects the
wing anti-ice duct to the slats distribution
In any event, the anti-ice valve will close when manifold when they are retracted or extended.
either:
• The APU BLEED is ON, or

• An engine start valve is open. Anti-ice Panel
The wing and engine controls are integrated
Anti-icing Pressure Switches on the ANTI-ICE panel, located on the over-
head panel (Figure 10-5).
A wing anti-icing pressure switch is located
in each wing feeder line to provide pressure
information to the printed circuit board. Anti-ice Wings Switch
Detection threshold is set at 4 psi. The WINGS switch controls the wing anti-
icing valve through power lever position.
;;
TELESCOPIC TUBE
;;
WING ANTI-ICE
PRESSURE SWITCH ENGINE
;;;
WING
BLEED-AIR
ANTI-ICE
VALVE
;;;;;;;;;;;
VALVE
;;;;;
AIR-CONDITIONING HEAT
;;;;;;;;;;;
EXCHANGER INLET
;;;
GROUND AIR
CONNECTOR
;;;;;;;;;;;
;;; ;;
;;;;
;;;;;;;;;;;
;;; ;; ;
;;
;;;;;;;;;;;
;;;;;;;; ;
;;
;;;;;;;;;;;;;
;;;;;;;;
;; ;; ;;
; ;
;;;;;;;; ;
;;
;;;
;;
;;;;;;;; BRAKE HEATING
LINE (OPTIONAL)
ENGINE
BLEED-AIR
VALVE
Figure 10-4. Wing Anti-ice System

Anti-ice Wings Lights • APU BLEED switch is ON.

Annunciators • An engine start valve is open.
On the ANTI-ICE panel, one green and one • One of the engine bleed valves is closed
amber light monitor wing anti-ice operation with the BLEED 1/BLEED 2 switch set
through a printed circuit board. Ground test to AUTO.
functions of these annunciators are accom- When the ANTI-ICE WINGS switch is set to
plished through the TEST pushbutton on the on, the amber light flashes under the following
master warning panel. conditions:
The amber WINGS light illuminates steady if • The anti-icing valve is fully open when
the control switch is on and: either power lever is at or above the
MAX CLIMB detent.
• System pressure is less than 4 psi
or
• The valve is not fully open when power
levers are below MAX CLIMB. • Outside air temperature is greater than
68ºF (20ºC).
CENTER CB PANEL
WINGS
ANTI-ICE PANEL
ANTI-ICE WING LIGHTS
ANTI-ICE WING SWITCH

BRAKE STD BY
FUELING BRAKE BRAKE
PRESS PUMP
BRAKE RECIR
ACCU ISOL
WARNING PANEL
Figure 10-5. Wing Anti-ice Controls and Indications

When the ANTI-ICE WINGS switch is turned PROBE ANTI-ICE

off, the amber light flashes if:
• Either the left or right anti-icing pres- SYSTEM
sure switch detects more than 4 psi.
• The anti-icing valve is not fully closed. SYSTEM DESCRIPTION
The green WINGS light illuminates when the The probe anti-ice system provides protec-
wing anti-ice is on and working normally. tion for the pitot probes, static probes, AOA
sensors, and outside temperature probe (Figure
10-6). Each probe is heated by electric resis-
Master Warning Panel Light tors. The probes are divided into three groups
Whenever steady or flashing illumination of and heat selection is controlled by three
the amber WINGS light occurs, the amber corresponding cockpit switches. The heating
ANTI-ICE light on the master warning panel resistor current to each probe is monitored,
illuminates after an eight-second delay. The e x c e p t f o r t h e OAT t e m p e r a t u r e p r o b e .
light also illuminates immediately after the Abnormal readings are indicated by three
system is activated when the aircraft is on the lights on the master warning panel.
ground.
NOTE
If the ANTI-ICE warning light is
Pitot Anti-ice Panel
illuminated because either engine The PITOT control panel is located on the
bleed valve is closed, setting the overhead panel (Figure 10-7). Three switches
BLEED 1 and/or BLEED 2 switch are provided for control of the probe anti-ice
to OFF extinguishes the light. system:
• PILOT switch controls power to:

Circuit Breaker • Left side pitot probe
The WINGS circuit breaker is located on the
overhead circuit-breaker panel. • Left side AOA sensor
• Left and right side static probes
SYSTEM OPERATION • Outside temperature probe (OAT)
Selecting ANTI-ICE WINGS switch on opens • Pitch AFU on electric Pitch Feel
the wings anti-ice valve. For normal operation, Aircraft (serial 63+)
the BLEED 1 and BLEED 2 switches are set
to AUTO. When the wing anti-icing valve • COPILOT switch controls power to:
opens, the amber ANTI-ICE WINGS light • Right side pitot probe
illuminates momentarily until both pressure
switches read more than 4 psi. The green • Right side AOA sensor
ANTI-ICE ENG light illuminates when the • Right and left side static probes
system is operating normally. When the anti-
ice switch is selected off, the corresponding • ST BY switch controls power to the
green ANTI-ICE ENG light extinguishes. The standby pitot probe.
amber light remains illuminated until the anti-
icing valve fully closes. NOTE
The standby static ports are not
heated.

LEFT AOA SENSOR

TEMPERATURE PROBE
PILOT STATIC PORT
STANDBY STATIC PORT STANDBY PITOT PROBE PILOT PITOT PROBE
Figure 10-6. Probes

Warning Panel Annunciator RH PROBES Annunciator

Abnormal system operation or configuration The amber RH PROBES annunciator illumi-
is indicated on the master warning panel by nates when the PITOT COPILOT switch is
t h r e e a n n u n c i a t o r s : L H P RO B E S , R H off, or when low or no current flow is present
PROBES, ST BY PITOT. in at least one of the following probes:
• Right side pitot probe

LH PROBES Annunciator
• Right side static probe
The amber LH PROBES annunciator illumi-
nates when the PITOT PILOT switch is off, or • Right side AOA sensor
when low or no current flow is present in at
least one of the following probes:
ST BY PITOT Annunciator
• Left side pitot probe The amber ST BY PITOT annunciator illu-
• Left side static probe minates when the ST BY PITOT switch is off
or no current flow is present in the standby
• Left side AOA sensor pitot probe.
LEFT CB PANEL
CENTER CB
PANEL
PILOT ST BY COPILOT
BRIGHT
DIM
PITOT TEST RESET
PROBE ANTI-ICE PANEL FADEC 1

PITCH T/O AIL
FADEC 2
FEEL CONFIG FEEL
AUTO FLAP AIL
START 1 START 2
SLATES ASYM ZERO
LH ST BY RH
OIL 1 OIL 2
PROBES PITOT PROBES
AP
AP MISTRIM
TRIM FAIL
THRUST APU THRUST
APU GEN APR
WARNING PANEL
Figure 10-7. Probe Anti-ice Controls and Indications

Circuit Breakers The left half of the front windshield and the
pilot windshield are controlled by one circuit.
Each probe is individually protected by a cir- The right half of the front windshield and the
cuit breaker labeled as follows: copilot windshield are controlled by a sepa-
rate but identical circuit. Each circuit has its
• TEMP PROBE own power supply, temperature-regulating
• LH PITOT HEAT device, and control. Each circuit is capable of
controlling the opposite windshield circuit.
• RH PITOT HEAT
• LH STATIC HEAT Lateral windshields are controlled by a sepa-
rate circuit which cannot be interlinked to any
• RH STATIC HEAT other circuit.
• LH AOA HEAT
The rear windshields are controlled by a sepa-
• RH AOA HEAT rate circuit that is identical to the lateral circuit.
The system is activated by three switches

WINDSHIELD ANTI-ICE located on the overhead panel. Each heating
element is controlled by a regulator to main-
AND DEMISTING tain windshield temperature between 77 and
SYSTEMS 86ºF. In case of an in-flight power supply fail-
ure, the heating relays automatically shut off
the heating of the cockpit lateral and rear win-
WINDSHIELD ANTI-ICE dows in order to reduce power consumption.
SYSTEM
The windshield anti-ice system consists of a
network of heating elements incorporated
into the outer panes of the cockpit windows
(Figure 10-8).
FRONT WINDSHIELD
COPILOT’S WINDSHIELD
PILOT’S WINDSHIELD
LEFT LATERAL/ RIGHT LATERAL

OPENING WINDSHIELD WINDSHIELD
LEFT REAR WINDOW RIGHT REAR WINDOW

Figure 10-8. Windshields

Controls and Indications from the element when the outer pane
temperature reaches 86 ±2.7ºF (30
WINDSHIELD Panel ±1.5ºC).
The windshield anti-ice controls are provided • MAX—Power supplied to the pilot and
on the WINDSHIELD panel, located on the copilot windshields is increased while
overhead panel. Three switches control the power to the front windshield is
activation of the windshield heating anti-ice decreased.
elements (Figure 10-9). The three-position The WINDSHIELD SIDE switch energizes the
PILOT and COPILOT switches control power circuits for the lateral and rear windows when
to their respective window and half of the selected on.
front window. Each position operates as
follows:
XFR Light
• OFF—The corresponding heating With the failure of a front windshield regula-
circuits are not energized. tor, the amber XFR light will illuminate to
• NORM—The regulator supplies power indicate the automatic transfer of control from
to the heating element when the tem- the failed regulator to the good front wind-
perature of the outer pane drops below shield regulator.
77 ±2.7ºF (25 ±1.5ºC). Power is removed
WINDSHIELD ANTI-ICE PANEL
Figure 10-9. Windshield Anti-ice Controls

Circuit Breakers The rear cockpit windows are covered with a

pane of insulating plexiglass. Each piece of
Four circuit breakers protect the windshield plexiglass is drilled with two small holes to
anti-ice system: allow recirculation of drier cockpit air between
the window and plexiglass.
• WSHLD FRONT LH
• WSHLD FRONT RH The cabin windows have one hole in the inner
pane to allow recirculation of drier cabin air.
• DV WINDOW
• AFT SIDE WINDOW
WINDSHIELD WIPERS
WINDSHIELD DEMISTING
SYSTEM Two windshield wipers are stowed behind fair-
ings under the pilot and copilot windshields.
The windshield demisting system uses con- Controls are provided on the WIPER panels
ditioned air directed through the wind- located on the overhead panel. Each switch has
shield/footwarmer manual distributors. EFIS three positions labeled OFF, SLOW, and FAST
cooling air is also vented through two screened (Figure 10-10).
ports at the base of the pilot, copilot, and front
windshields. The PILOT switch is protected by the WIPER
LH circuit breaker supplied by the essential bus.
CENTER CB PANEL CENTER CB PANEL
PILOT WIPER CONTROL COPILOT WIPER CONTROL

Figure 10-10. Windshield Wiper Controls

The COPILOT switch is protected by the WIPER GENERAL USAGE

RH circuit breaker supplied by the B1 bus.
The following operational considerations
WATER LINE HEATING apply to the ice and rain protection systems:
Water evacuated from the toilet, sink, water • Icing conditions exist when OAT on the
drain flexible hoses, and air-conditioning lines ground or TAT in flight is 10ºC or below
is routed to the aft drain mast (Figure 10-11). and visible moisture in any form is
The water drain mast heater surrounds the end present. Visible moisture means clouds,
fittings of the hoses leading to the drain mast. fog with visibility of one mile or less,
The heater operates when at least one gener- rain, sleet, snow, or ice crystals.
ator, the APU, or a GPU is operating, to prevent • Icing conditions also exist when the
water in the drain mast from freezing before OAT on the ground is 10ºC or below,
it is vented overboard. The water drain mast and operations are conducted on ramps,
heater is protected by the DRAIN HEAT cir- taxiways, or runways where surface
cuit breaker. In flight, if there are less than 2 snow, ice, standing water, or slush may
generators on-line, the drain mast is not heated. be ingested by the engines or freeze on
the engines, nacelles, or engine probes.
FLEXIBLE DRAIN
HOSES
HEATED FLEX
HOSES
AFT DRAIN MAST
Figure 10-11. Water Drain Heat System

ENGINE ANTI-ICE USAGE

• Engine anti-ice must be used on the
ground when icing conditions exist, and
in flight before entering icing condi-
tions.
• The engine anti-ice system should not be
used above 10ºC.
WING ANTI-ICE USAGE

• The wing anti-ice system must not be
used on the ground except limited checks
conducted in accordance with Flight
Manual or Maintenance Manual in-
structions.
• The wing anti-ice system should not be
used above 10ºC.

CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
ENVIRONMENTAL CONTROL UNIT (ECU) ................................................................... 11-4
TEMPERATURE CONTROL SYSTEM .............................................................................. 11-8
System Operation......................................................................................................... 11-12
DISTRIBUTION SYSTEM ................................................................................................ 11-12
System Description ...................................................................................................... 11-12
Component Description ............................................................................................... 11-15
Controls and Indications .............................................................................................. 11-15
VENTILATION SYSTEM.................................................................................................. 11-15
Controls and Indications .............................................................................................. 11-16

ILLUSTRATIONS
Figure Title Page
11-1 Cabin and Cockpit Supply Manifolds .................................................................... 11-2
11-2 Environmental Control Unit (ECU) ....................................................................... 11-4
11-3 Heat Exchanger Inlet and Outlet ............................................................................ 11-5
11-4 Turbocooler ........................................................................................................... 11-6
11-5 Condenser and Water Separator ............................................................................. 11-6
11-6 ECU Cockpit Controls and Indicators.................................................................. 11-10
11-7 Distribution System.............................................................................................. 11-13
11-8 Ventilation Controls and Indicators...................................................................... 11-17

CHAPTER 11
AIR CONDITIONING
INTRODUCTION
This chapter describes the components and operation of the air conditioning system in-
cluding the environmental control unit (ECU), temperature control system, distribution
system, and ventilation system.
GENERAL
The air conditioning system provides condi- The air conditioning system has the following
tioned air to the passenger cabin and cockpit. major subsystems:
The system also provides ventilation for the
nose cone and EFIS. The system may be op- • Environmental control unit (ECU)
erated on the ground without the engines run-
• Temperature control system
ning by using air from the APU or Ground
Power Unit. Temperature is regulated auto- • Distribution system
matically by air conditioning computer(s).
• Ventilation system
The system is automatic with manual controls
available for backup.

The air conditioning system utilizes bleed air plished through a series of valves controlled
from the engines, the APU or the GPU. Bleed by the air-conditioning computer. Cooled air
air is supplied to the air conditioning system from the ECU is also supplied to the cold air
through separate lines on the common feeder distribution system for the cabin and cockpit
duct, (Figure 11-1) located on either side of gaspers, and EFIS cooling diffusers.
the bleed air isolation valve. Part of the bleed
air from each line is routed through the ECU Automatic temperature control is accom-
where it is cooled. plished by the air conditioning computer. The
computer has three independent sections in-
Part of the bleed air from the left line is bypassed cluding: the cockpit computer, the passenger
around the ECU and fed into the passenger cabin computer, and the manual computer.
cabin distribution system. Part of the bleed air The first two computers control the mixing of
from the right line is bypassed around the ECU the air in their respective distribution sys-
and fed into the cockpit distribution system. tems. The manual computer is used for backup.
Temperature selection is accomplished by set-
Conditioned air is provided to the cockpit and ting the desired cockpit and cabin temperature
cabin distribution system by mixing the hot by- on the air conditioning control panel temper-
passed bleed air with the cooled air ECU air ature controllers.
downstream of the ECU. Mixing is accom-
PNEUMATIC SYSTEM
Figure 11-1. Cabin and Cockpit Supply Manifolds (Sheet 1 of 2)

COMMON FEEDER DUCT (CENTER)
COMMON FEEDER DUCT (LEFT SIDE)
COMMON FEEDER DUCT (RIGHT SIDE) EXTERNAL (GPU) AIR DUCT MANIFOLD
Figure 11-1. Cabin and Cockpit Supply Manifolds (Sheet 2 of 2)

The ventilation system uses a series of ducts COMPONENT DESCRIPTION

and fans to ventilate the nose cone, EFIS,
cockpit, passenger cabin, baggage compart- This section provides a description of the fol-
ment, and lavatory. lowing ECU components.
• Flow limiters
ENVIRONMENTAL • Air conditioning hot and cold valves
CONTROL UNIT (ECU) • Dual heat exchanger
SYSTEM DESCRIPTION • Dual heat exchanger jet pump
The purpose of the ECU (Figure 11-2) is to • Jet pump valve
generate cold air for the air-conditioning sys- • Compressor
tem. This is accomplished by using bleed air
from the common feeder duct to drive a tur- • Condenser
bocooler (air cycle machine). The ECU and all • Water separator
of its components are located in the forward
service compartment. • Atomizer
WATER
SEPARATOR
DUAL HEAT
CONDENSER EXCHANGER
COMPRESSOR
OVERHEAT
TURBINE OUTLET SENSOR HOT
TEMPERATURE ATOMIZER VALVE COLD ENGINE NO. 2
SENSORS VALVE BLEED AIR
BLEED
AIR
RECIRCULATION LIM OZ
VALVE
JET
RECIRCULATION PUMP
CHECK VALVE
E2
COOL RAM-AIR
AIR RAM AIR
OUTLET DUCT
E1 ISOLATION
VALVE
TURBINE OUTLET JET PUMP
EJECTOR VALVE
APU
LIM OZ BLEED
AIR
BLEED
AIR
COLD ENGINE NO. 1
COMPRESSOR HOT VALVE BLEED AIR
VALVE
TURBINE
TURBOCOOLER TURBINE OUTLET
TEMPERATURE
CONTROL VALVE
Figure 11-2. Environmental Control Unit (ECU)

• Turbocooler entering the compressor of the turbocooler. The

secondary heat exchanger cools warm bleed
• Turbine outlet temperature control valve
air entering the turbine of the turbocooler.
• Turbine outlet temperature control sensors
The entire unit is located in a ram air duct
• Compressor overheat sensor
through which ambient ram air flows. This
ram air cools the bleed air on both sides of the
Flow Limiters dual heat exchanger. The duct inlet is located
at the base of the vertical stabilizer. The out-
Flow limiters (Figure 11-2) are located in each let is located on the right side of the fuselage
supply line, downstream of the common feeder (Figure 11-3).
duct. They restrict the amount of bleed air en-
tering the air conditioning system.
Dual Heat Exchanger Jet Pump
Air Conditioning Hot The jet pump (Figure 11-2) is an injector
placed in the ram-air ducting. The jet pump
and Cold Valves i n c r e a s e s r a m - a i r f l ow t h r o u g h t h e h e a t
There are four air conditioning electric valves exchanger while on the ground and during low
(Figure 11-2) that control bleed air supply speed flight.
from the flow limiters. The two hot-air bypass
valves control bleed air flow around the ECU,
to the cockpit and passenger cabin distribution Jet Pump Valve
systems. The two cold-air valves control bleed The jet pump valve (Figure 11-2) regulates the
air flow to the ECU. bleed air supply to the jet pump. The valve is
normally closed, but cycles open or closed as
follows:
Dual Heat Exchanger
• On the ground, the valve opens when
The dual heat exchanger (Figure 11-2) is a either of the air conditioning systems is
single unit containing two independent heat in service.
exchangers. The unit acts as a radiator to cool
bleed air into and through the ECU. The pri- • In flight, the valve opens when airspeed
mary heat exchanger cools hot bleed air drops below 300 KTAS.
Figure 11-3. Heat Exchanger Inlet and Outlet

When the valve is open and maximum engine • In flight, the valve closes when engine
performance is required, the valve cycles restart is initiated.
closed as follows: • The valve closes any time the ANTI-
ICE WINGS switch is set to on.
• On the ground, the valve closes when an
engine start is in progress.
• On the ground, the valve closes when the Turbocooler
temperature control valves are closed The turbocooler (Figures 11-2 and 11-4), is a
and either power lever is set to 12.5° or turbine coupled to a compressor. It is an energy
greater. converter. The pressure and temperature of the
• In flight, the valve closes when airspeed air passing through the compressor is increased
is greater than 300 KTAS. while the temperature and pressure are de-
creasing in the air passing through the turbine.
Regulated hot bleed air is circulated through

the turbine casing to prevent turbine icing and
to control outlet air temperature.
Condenser
The condenser (Figures 11-2, 11-5) removes
moisture from the bleed air prior to entering
the turbine inlet. To accomplish this, cooling
air is supplied by a portion of the air re-routed
from the turbine outlet. As the bleed air en-
Figure 11-4. Turbocooler tering the condenser is cooled, water vapor
condenses into droplets. The water droplets
then flow downstream to the water separator.
CONDENSER
WATER
SEPARATOR
Figure 11-5. Condenser and Water Separator

Water Separator (428°F)] a signal is sent to the passenger cabin

air-conditioning computer and the amber ECU
The water separator (Figures 11-2, 11-5) re- OVHT light illuminates on the master warning
moves water droplets formed in the condenser, panel.
and most of the remaining air moisture
(through force of impact against the separa-
tor walls) from the bleed air. The water is then SYSTEM OPERATION
routed to the atomizer. The bleed air is routed
to the turbine inlet. Normal Operation
All air conditioning control switches are set
Atomizer to AUTO. This allows automatic system op-
The atomizer (Figure 11-2) receives water eration under control of the cockpit and pas-
from the separator and discharges it as a fine senger air conditioning computers.
mist into the secondary heat exchanger. The
ev a p o r a t i n g m i s t l o w e r s t h e r a m - a i r In this configuration, bleed air from the com-
temperature. This improves the efficiency of mon feeder duct enters the ECU through the
the heat exchanger, while dissipating water two air conditioning electric cold valves. Bleed
from the ECU system. a i r t h e n f l ow s t h r o u g h t h e p r i m a r y h e a t
exchanger where it is cooled before entering
the compressor. Compressor action increases
Turbine Outlet Temperature both bleed air pressure and temperature, how-
Control Valve ever air is still cooler than when it entered the
The turbine outlet temperature control valve ECU because of the temperature drop across
(Figure 11-2) automatically regulates air tem- the primary heat exchanger.
perature at the turbine outlet to maintain 3°C
(37.4°F). The valve accomplishes this by reg- Air next flows through the secondary heat
ulating hot bleed-air flow through the casing of exchanger, where it is cooled again before
the turbocooler. Valve operation is controlled entering the condenser. The condenser is a
by the cockpit air conditioning computer. heat exchanger that further cools the air, while
removing water vapor from it, through the
use of a mix of turbine outlet air and (when
Turbine Outlet Temperature the recirculation valve is open) cabin air.
Control Sensors
Two turbine outlet temperature control sensors Just prior to the turbine, air flows to the sep-
(Figure 11-2) monitor the temperature of arator, where the condensed water drains into
cooled air flowing from the turbine outlet the atomizer and is discharged into the ram air
duct. One sensor transmits temperature read- stream of the heat exchanger.
ings to the cockpit air conditioning computer.
The other sensor transmits its readings to the Dry warm air from the separator now flows into
manual air conditioning computer. the turbine, that drives the compressor through
a connecting shaft. The driving action of the
turbine lowers the temperature and pressure
Compressor Overheat Sensor of the air.
The compressor overheat sensor (Figure 11-2)
monitors the temperature of air flowing from The air then flows through the turbine outlet
the compressor outlet and detects possible ejector. This provides a pressure drop for fur-
overheating in the turbocooler compressor. If ther cooling and venturi effect for motive flow
a n ove r h e a t c o n d i t i o n i s s e n s e d [ 2 2 0 ° C of the recirculation system.

A portion of cold air from the ejector is routed COMPONENT DESCRIPTION

to the condenser to cool the air entering the tur-
bine inlet. The rest of the cold air is routed to Major components of the temperature control
the distribution systems. system are:
• Cockpit computer
Abnormal Operation
• Passenger cabin computer
When an engine is shutdown in flight and the
bleed air isolation valve is closed, bleed air • Manual air conditioning computer
from the operating engine is sufficient for • Air conditioning electric valves
continued ECU operation.
• Ambient temperature sensors
Further operation will be discussed in the tem- • Duct temperature sensors
perature control system section.
Cockpit Computer
TEMPERATURE The cockpit computer controls cockpit tem-
perature and turbine outlet temperature. The
CONTROL SYSTEM computer also monitors the compressor out-
let temperature. These functions are performed
SYSTEM DESCRIPTION automatically when the AIR CONDITION-
ING panel CREW mode switch is set to AUTO.
General The cockpit computer receives data from the
following components:
Passenger cabin and cockpit temperatures may
be controlled separately and are managed au- • CREW temperature controller (located
tomatically by the air conditioning computer. on AIR CONDITIONING control panel)
This is accomplished by metering the hot and
cold valves in the proper ratio to achieve the • Cockpit ambient sensor
desired temperature in each area. The computer • Cockpit duct temperature sensor
also provides failure warning for any of the
temperature control components. The air con- • Turbine outlet temperature sensor
ditioning computer consists of three inde- • Compressor overheat sensor
pendent computers:
• No. 2 engine throttle lever
• Cockpit computer—Controls the cock-
pit temperature and monitors turbine Based on switch settings and sensor data, the
outlet temperature to prevent turbine cockpit computer sends commands to the right
icing. side hot and cold valves. Valve movement me-
• Passenger cabin computer—Controls ters the proper mix of hot bleed air (bypass air)
passenger cabin temperature and mon- and cold air (ECU air) flowing into the cock-
itors compressor outlet temperature to pit distribution system. Mixing occurs down-
prevent compressor overheat. stream of the ECU and will be discussed in the
distribution system section.
• Manual computer—Provides backup for
both automatic computers. The computer also maintains the correct tur-
bine outlet temperature by controlling the tur-
bine outlet temperature control valve.

Passenger Cabin Computer Air Conditioning Hot

The passenger cabin computer automatically and Cold Valves
controls passenger cabin temperature and mon- There are four air conditioning electric valves.
itors ECU compressor outlet temperature. These Two hot air valves control bleed air flow by-
functions are performed automatically when passed around the ECU to the cockpit and pas-
the AIR CONDITIONING panel PAX mode senger cabin distribution systems. Two cold air
switch is set to AUTO. The cabin computer re- valves control bleed air flow through the ECU
ceives data from following components: to the distribution systems. The valves operate
in pairs consisting of one hot valve and one
• PAX temperature controller (located on cold valve. One pair (left side) controls bleed
AIR CONDITIONING control panel) air flow to the passenger cabin distribution sys-
• Cabin ambient sensor tem. The other pair (right side) controls bleed
air flow to the cockpit distribution system.
• Cabin duct temperature sensor
• No. 1 engine throttle lever In AUTO, both pairs are controlled by their re-
spective air conditioning computer, and
• Compressor overheat sensor positioned based on temperature settings for
their respective areas. In MANUAL, both pairs
Based on switch settings and sensor data, the are controlled by the manual computer.
passenger cabin computer sends commands
to the left side hot and cold valves to meter the Ambient Temperature Sensors
proper mix of hot bleed air (bypass air) and
cold air (ECU air) flowing into the passenger There are two ambient temperature sensors,
cabin distribution system. Mixing occurs one in the passenger cabin and one in the cock-
downstream of the ECU and will be discussed pit. They measure ambient air temperature
in the distribution system section. and send this information to their respective
air conditioning computer.
The computer also monitors the compressor
outlet temperature and illuminates the amber
ECU OVHT light on the master warning panel Duct Temperature Sensors
if an overheat condition is sensed. There are two duct temperature sensors, one
in the passenger cabin distribution duct and one
in the the cockpit distribution duct. They mea-
Manual Computer sure incoming duct temperature air and send
The manual computer provides manual tem- this information to their respective air condi-
perature control of the passenger cabin and tioning computer.
cockpit. The major operational difference be-
tween the automatic and manual computers is
control of the hot and cold valves. During CONTROLS AND INDICATIONS
manual operation, the hot and cold valves are
directly controlled by the PAX and CREW Master Warning Panel
temperature controllers without regard to other The amber ECU OVHT light on the master
system parameters. (Selection of the manual warning panel (Figure 11-6) illuminates when
computer will be discussed in the controls and air temperature at the compressor outlet
indications section.) exceeds 220°C (428°F) for five seconds.

CONDITIONING
MANUAL
OVERHEAD PANEL
WARNING PANEL
HYDR # 1 PRESS ISOL HYDR # 1 HYDR # 2 PAX CREW
FUELING BRAKE BRAKE
BRAKE
PRESS
STD BY
PUMP
AC AC
BRAKE RECIR
ACCU ISOL
DIGITAL
DISPLAY
PAX CREW
ECU MODE
OVERHEAT MODE
PAX CREW
TEMPERATURE TEMPERATURE
CONTROLLER CONTROLLER
Figure 11-6. ECU Cockpit Controls and Indicators

AIR CONDITIONING Overhead CREW Mode Switch

Panel The CREW mode toggle switch is used to se-
The AIR CONDITIONING overhead panel lect one of the following operational modes:
(Figure 11-6) contains the controls and indi-
cators necessary to control and monitor the air • AUTO—Activates the cockpit computer
conditioning system. • MANUAL—Activates the cockpit pro-
cessor of the manual computer.
PASSENGER and CREW Air
Conditioning Switches CREW Annunciator
PASSENGER and CREW air conditioning tog- The amber CREW annunciator illuminates to
gle switches perform the following functions: indicate a failure of:
• AUTO—Enables computer control of • The cockpit computer
the respective hot and cold valves
• The cockpit processor of the manual
• OFF—Closes the respective hot and cold computer
valves
• A right side electric valve or cockpit
system sensor
PAX Mode Switch
The PAX mode toggle switch is used to select If the failure is in the automatic computer, se-
one of the following passenger system oper- lecting the mode switch to MANUAL extin-
ational modes: guishes the light.
• AUTO—Activates the passenger cabin PAX and CREW Temperature
computer.
Controllers
• REMOTE (optional)—Transfers pas-
senger temperature selection control The PAX and CREW temperature controllers
from the cockpit overhead panel to a (Figure 11-6) are graduated rotary switches.
temperature control knob in the pas- When either mode switch is set to AUTO, the
senger cabin. respective air conditioning computer auto-
matically regulates the temperature according
• MANUAL—Activates the passenger to the controller setting. Temperatures in the
cabin processor of the manual computer. range of 53.6 to 89.0°F may be selected.
PAX Annunciator When a system is operating in manual, the

temperature controller directly controls the
The amber PAX annunciator illuminates to respective hot and cold valves.
indicate a failure of:
• The passenger cabin computer

Digital Temperature Indicator
The digital temperature indicator displays
• The passenger cabin processor of the passenger cabin ambient air temperature in
manual computer
degrees Celsius.
• A left side electric valve or passenger
cabin system sensor CABIN DUCT Switchlight
This is an optional feature. If installed, the
If the failure is in the automatic computer, switchlight is located next to the digital tem-
setting the mode switch to MANUAL extin- perature indicator. This feature enables the
guishes the light.

crew to display either cabin temperature or SYSTEM OPERATION

cabin duct temperature.
Normal Operation
When the CABIN DUCT switchlight is ex-
tinguished, cabin temperature is displayed in Normal mode for the temperature control
the digital temperature indicator. When illu- system is automatic. This mode is established
minated, cabin duct temperature is displayed by setting the PASSENGER and CREW air
in the digital temperature indicator. c o n d i t i o n i n g s w i t c h e s a n d t h e PA X a n d
CREW mode switches to AUTO. In this con-
Instrument Panel figuration, each system is regulated auto-
matically by its respective air conditioning
COND’G EMERG Switch computer. The desired temperatures of the
passenger and crew spaces are set on their re-
The air conditioning emergency switch is a spective temperature controllers.
guarded, two-position toggle switch, located
on the copilot instrument panel below the
navigational display. The switch may be set Manual Operation
as follows: Either system can be operated manually by
setting the PAX and/or CREW mode switch to
• Normal (guard lowered)—Allows elec- MANUAL which activates the manual air con-
trical power to activate all computers. ditioning computer for the appropriate system.
• Emergency (guard raised)—Disables In manual, the hot and cold valves for that
the automatic computers and sends system are directly controlled by the respec-
emergency power to the manual com- tive temperature controller.
puter. The two cold valves close and the
hot valves open to maximum. The hot Non-Normal Operation
valves are regulated manually with their
respective temperature controllers. If the PAX or CREW annunciator illuminates,
automatic computer failure is a possibility.
Set the respective mode switch to MANUAL.
Maintenance Panel If manual mode does not resolve the problem,
set the COND’G EMERG switch to emer-
COND’G MAN Indicator Minelco gency. In this configuration, both cold valves
The air conditioning manual indicator minelco close and the hot valves are directly controlled
is located on the maintenance panel next to the by their temperature controller.
copilot seat. The indicator minelco turns red
if one of the processors in the manual air con-
ditioning computer fails. If there is weight-on- DISTRIBUTION SYSTEM
wheels, the PAX and CREW lights will also
illuminate simultaneously.
SYSTEM DESCRIPTION
Circuit-Breaker Panel The distribution system (Figure 11-7) con-
• C O N D ’ G C R E W c i r c u i t b r e a ke r — sists of ducts, valves, and vents which deliver
Protects the cockpit section of the ECU conditioned air to the passenger and crew
(bus B1) and is rated at 5 amps. areas. It consists of the following five major
subsystems:
• COND’G CABIN circuit breaker—
Protects the passenger cabin section of • Cold air distribution
the ECU (bus A1) and is rated at 5 amps.
• Hot air distribution
• COND’G MAN circuit breaker—Protects
the manual computer and the triple indi- • Cockpit distribution
cator (bus E) and is rated at 5 amps.

Revision 1
AC MANUAL
INTERCONNECT VALVE AIR-CONDITIONING
PASSENGER COMPUTER
DOOR PAX GASPERS
HEATING COCKPIT DUCT
TEMP SENSOR MIXING
COPILOT AC CHECK PAX TEMP VENTURI
FLAPPER SENSOR
VALVE VALVE HOT
CONSOLE HOT AIR
CHECK
COPILOT GASPER VALVE
RECIR-
CULATION
VALVE
COLD
COCKPIT
DISTRIBUTORS CONNECTIONS PRESSURE
ACCORDING TO CONTROL
FURNISHINGS VALVE
LAYOUT
CHECK
MAINTENANCE VALVES
PORTS
PILOT GASPER

CONSOLE COCKPIT HOT
TEMPERATURE LAVATORY
FLAPPER
PILOT AC SENSOR HEATING
VALVE MIXING
PAX DUCT VENTURI
PAX GASPERS TEMP SENSOR
11-13
Figure 11-7. Distribution System
• Passenger cabin and lavatory distribution Passenger Cabin and Lavatory

• Passenger cabin and cockpit air Distribution
recirculation
Conditioned air is distributed to the passen-
ger cabin by two ducts. The ducts are located
Cold Air Distribution in the lower right and left side consoles.
Cold air from the ECU is delivered directly to The cabin floor is heated by two ducts running
the passenger cabin and cockpit gaspers, and lengthwise under the floor.
to the EFIS diffusers.
The lavatory receives conditioned air from
Initially, the supply duct is divided into two the left passenger cabin duct. The nozzle is lo-
sections, each supplying five passenger cabin cated in the lower part of the compartment.
gaspers in the upper service strips.
Further downstream the sections rejoin to sup- Passenger Cabin and Cockpit
ply the pilot and copilot gaspers, EFIS cool- Air Recirculation
ing diffusers, and outlets (depending on layout
of the cabin). The purpose of the recirculation system is to
minimize engine bleed air use. Passenger cabin
A pressure control valve in the feeder line and cockpit air recirculates through two bi-
leading to the other distribution ducts main- directional manifolds (two-way ducts) located
tains a positive pressure differential in the in the upper right and left service strips.
gasper supply duct. This ensures proper airflow
regardless of cabin pressure. A flapper valve at the end of each recircula-
tion two-way duct controls the volume of air
exhaust for increased cooling or air intake for
Hot Air Distribution “renewal”.
A mixing venturi is located in each of the
cockpit and passenger cabin distribution ducts Both flapper valves are forced open when the
t o r eg u l a t e c o n d i t i o n e d a i r t e m p e r a t u r e manifolds are distributing cold air.
entering their respective areas.
The recirculation two-way ducts:
Each venturi is supplied a measured amount • Route warmed air from the upper part of
of hot bleed air from its hot valve as determined the cabin to mix with conditioned air
by the air conditioning computer. The hot air when a temperature increase is required.
in each duct is mixed with cold air directly • Deliver cold air to the upper part of the
from the ECU to provide conditioned air. cabin when a temperature decrease is
required.
Cockpit Distribution
Conditioned air is distributed to the cockpit via
two distributor systems. One system delivers
air to the left side, the other delivers air to the
right. The pilot and copilot each have a
selection lever to channel flow to their feet or
the glareshield.

COMPONENT DESCRIPTION • ISOL—Recirculation valve closes.
Air Conditioning Interconnect RECIR ISOL Annunciator

Valve When illuminated, the amber RECIR ISOL
An air conditioning interconnect valve (Figure annunciator located on the master warning
11-7) is located in a line connecting the cock- panel, indicates that the recirculation valve is
pit and passenger cabin ducts, and accessible open when it should be closed, or closed when
in the lower right console. The valve is normally it should be open.
closed. If the supply of either system fails, the
valve can be manually opened from within the SYSTEM OPERATION
passenger cabin to supply the faulty system.
Normal Operation
Recirculation Valve The distribution system is normally operated
with the air conditioning interconnect valve
The recirculation valve (Figure 11-7), located closed and the RECIRC switch set to AUTO.
in the baggage compartment, allows cabin air
to recirculate back to the ECU. The valve
closes automatically at altitudes above 15,000 Non-Normal Operation
feet. The amber recirculation isolation (RECIR If passenger or crew air conditioning becomes
ISOL) annunciator illuminates on the master inoperative, the air conditioning interconnect
warning panel if the valve fails to open or valve can be opened so that air from the work-
close correctly. ing system is shared.
If the valve fails to close automatically, it may If the recirculation valve is stuck open, the
be closed by setting the RECIRC switch to amber RECIR ISOL annunciator illuminates.
ISOL. It can be closed manually by a me- It may be closed by setting the RECIRC
chanical control located in the lavatory. The switch to ISOL, or manually closing the re-
valve is located in the baggage compartment. circulation valve through an access panel lo-
cated in the lavatory.
Pressure Control Valve
The pressurization control valve (Figure 11-
7) automatically maintains pressure in the
VENTILATION SYSTEM
gaspers above pressure in the cabin. Gasper
pressure is maintained at .2 to .36 psi above SYSTEM DESCRIPTION
cabin pressure.
The ventilation system provides positive air
circulation in those spaces where it is required.
Nose Cone Ventilation
RECIRC Switch
The nose cone is ventilated by a fan drawing
The recirculation toggle switch, located on air from the nose wheel well into the com-
the copilot instrument panel below the navi- partment base. Air vents through a pressure-
gational display, controls the emergency controlled valve at the compartment top. Nose
closing of the recirculation valve. The switch cone ventilation components are:
has two positions that function as follows:
• Electric fan—Draws air in from the nose
• AUTO—Recirculation valve opens when wheel well.
aircraft altitude is less than 15,000 feet
and closes when altitude is greater than
15,000 feet.

• Control valve—Allows air to vent into the EFIS units. The diffusers are located behind
the nose wheel well through a ventila- and below the instrument panel.
tion port.
The nose cone is protected from overtemper-
ature by a thermal switch. It illuminates the Master Warning Panel
amber NOSE CONE OVHT annunciator on
the master warning panel if the temperature The amber NOSE CONE OVHT light illumi-
reaches 70°C (158°F). nates when the temperature in the nose cone
exceeds 70°C (Figure 11-8).
Cockpit Ventilation The amber AFT COMP OVHT light illumi-
Air from the cockpit flows through ports on nates when the temperature in the forward
the sides of the pedestal. Air circulates under service compartment exceeds 90°C.
the floor and passes over the fuel tanks, so that
airflow prevents odors from spreading to the The amber ECU OVHT light illuminates when
cabin. Finally, air rises behind the paneling of the turbocooler compressor outlet tempera-
the baggage compartment, where it is vented ture exceeds 220°C.
through both pressurization valves.
Passenger Cabin Ventilation Left Circuit-Breaker Panel

• PFD LH circuit breaker—Protects the
Air from the passenger cabin vents through two l e f t p r i m a r y f l i g h t d i s p l a y a n d fa n
ports at the base of the aft toilet compartment. circuits (bus E) and is rated at 10 amps.
Air entering the right port flows through the
toilet compartment, exits through the rear • MFD LH circuit breaker—Protects the
bulkhead into the baggage compartment, and left multifunction display and fan
vents through both pressurization valves. Air circuits (bus A1) and is rated at 10 amps.
entering the left port circulates under the wash-
basin cabinet, flows into the baggage com-
partment, and vents overboard through both Right Circuit-Breaker Panel
pressurization valves. • NOSE CONE FAN circuit breaker—
Protects the nose cone fan circuit (bus
EFIS Cooling and Ventilation B2) and is rated at 10 amps.
The EFIS cooling and ventilation system has: • PFD RH circuit breaker—Protects the
right primary flight display and fan
• Four electric fans, two on the pilot side, circuits (bus B1) and is rated at 10 amps.
two on the copilot side • MFD RH circuit breaker—Protects the
• Three cold-air diffusers right multifunction display and fan
circuits (bus B1) and is rated at 10 amps.
The electric fans draw cockpit air into a
distribution duct. The air is directed over the
EFIS display units for cooling and ventila- SYSTEM OPERATION
tion. Air then vents above the glareshield
through two grille-covered ports. Normal Operation
Operation of the ventilation system is auto-
Three diffusers feed cold air to the EFIS fans. matic and does not require crew intervention.
This allows the cold air to be circulated over

CONDITIONING
MANUAL
OVERHEAD PANEL
WARNING PANEL
BRAKE STD BY
PAX CREW
FUELING BRAKE BRAKE
PRESS PUMP AC AC
BRAKE RECIR
ACCU ISOL
DIGITAL
DISPLAY
PAX CREW
ECU MODE MODE
OVERHEAT
PAX CREW
TEMPERATURE TEMPERATURE
CONTROLLER CONTROLLER
Figure 11-8. Ventilation Controls and Indicators

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
CABIN PRESSURIZATION SYSTEM................................................................................ 12-2
NOSE CONE PRESSURIZATION SYSTEM.................................................................... 12-11
Component Description............................................................................................... 12-13

ILLUSTRATIONS
Figure Title Page
12-1 Pressurized Areas ................................................................................................... 12-2
12-2 Pressurization System ............................................................................................ 12-3
12-3 Pressurization Outflow Valves ............................................................................... 12-5
12-4 Pressurization Controls .......................................................................................... 12-7
12-5 Nose Cone Pressurization .................................................................................... 12-12
TABLE
Table Title Page
12-1 Pressurization System Fault Codes ........................................................................ 12-8

FALCON 2000
FALCON 2000 PILOT
PILOT TRAINING
TRAINING MANUAL
MANUAL
CHAPTER 12
PRESSURIZATION
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INTRODUCTION
This chapter describes the components and operation of the pressurization system in-
cluding the cabin pressurization system and nose cone pressurization system.
GENERAL
The pressurization system is designed to main- Cabin altitude is achieved by venting mea-
tain a safe and comfortable cabin altitude sured amounts of conditioned air through two
inside the fuselage throughout all flight outflow valves, mounted in the aft pressure
conditions. The pressurized space includes bulkhead (in the baggage compartment).
the nose cone, cockpit, passenger cabin, lava-
tory, and baggage compartment (Figure 12-1). The nose cone is pressurized by allowing cabin
The system is normally operated in automatic air to flow into the nose cone compartment
but may be operated manually as required. through a small orifice in the cockpit bulkhead.
Major controls associated with the pressur- Measured amounts of air are vented through
ization system are located on the center an automatically controlled valve. Nose cone
instrument panel. pressurization is fully automatic and does not
require crew intervention.
Cabin pressurization occurs as the result of
conditioned air flowing into the fuselage area.

PASSENGER CABIN
COCKPIT LAVATORY
;;;
;;;
NOSE CONE
;
NOSEWHEEL
WELL
FUEL TANK BAGGAGE
COMPARTMENT
Figure 12-1. Pressurized Areas

In the automatic mode, two outflow valves
CABIN (electropneumatic and pneumatic) acting as
PRESSURIZATION “lead” and “slave” valves operate together
and adjust the cabin air venting rate to main-
SYSTEM tain the pressurization schedule.
SYSTEM DESCRIPTION The “lead” electropneumatic outflow valve

utilizes a combination of electrical and pneu-
The cabin pressurization system has the m a t i c a c t u a t o r s . T h e va l v e r e s p o n d s t o
following major components (Figure 12-2): commands from the digital controller and moves
to the appropriate position.
• Digital cabin pressure controller
• Manual cabin pressure controller The “slave” pneumatic valve is designed to
• Electropneumatic outflow valve mimic the position of the electropneumatic
valve. A pneumatic connection line between
• Pneumatic outflow valve the two valves provides for control of the
Main control for the pressurization system pneumatic valve.
is provided by the digital cabin pressure
controller. Two modes of operation are avail- Va c u u m r e q u i r e d f o r va l ve a c t u a t i o n i s
able: automatic and manual. The system continuously provided to the outflow valves
powers up in the automatic mode. The only and manual controller by the vacuum jet pump
required crew action remaining is to set land- any time either engine or the APU is running.
ing field elevation into the digital controller
before takeoff. Once set, the system follows Manual mode is selected by depressing the
a programmed pressurization schedule that manual (MAN) switchlight. In manual, the
ensures a maximum cabin altitude of 8,000 electropneumatic valve is closed, and the
feet at a flying altitude of 47,000 feet, with pneumatic valve is operated independently by
a maximum pressure differential of 9 psi. the manual controller. The rotary control knob
allows the crew to manually select the desired
cabin altitude.

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PILOT TRAINING
TRAINING MANUAL
MANUAL
TRIPLE
INDICATOR
MANUAL
CONTROLLER
DIGITAL
CONTROLLER
ELECTRO- PNEUMATIC
PNEUMATIC VALVE
VALVE
VACUUM JET
PUMP
ENG NO. 1 ENG NO. 2

BLEED AIR BLEED AIR
Figure 12-2. Pressurization System

FALCON 2000
FALCON 2000 PILOT
PILOT TRAINING
TRAINING MANUAL
MANUAL
The digital controller also provides a cabin Electropneumatic Outflow

dump function. Depressing the DUMP switch-
light moves the outflow valves to the full open
Valve
position. This results in rapid cabin depres- The electropneumatic outflow valve (Figure
surization. 12-3) is mounted at the top of the aft pressure
bulkhead in the baggage compartment. The
valve is spring-loaded closed. It utilizes a com-
COMPONENT DESCRIPTION bination of electrical and pneumatic actuators
to vent measured amounts of conditioned air
Vacuum Jet Pump from the cabin. Valve operation is automatically
The vacuum jet pump (Figure 12-2) provides controlled by the digital cabin pressure
the vacuum required to actuate the outflow controller according to the programmed pres-
valves.Vacuum is continuously provided to surization schedule.
the outflow valves and manual controller any
time either engine or the APU is running. The digital controller commands the valve
motor to position a cam (blanking plate). Cam
The jet pump consists of bleed air flowing position determines whether the valve cham-
through a nozzle to create a vacuum. The jet ber is exposed to cabin air pressure or vacuum
pump is supplied with engine and/or APU from the jet pump line. In this manner, the
low pressure bleed air. The jet pump cannot digital controller regulates the chamber
be supplied by a GPU. Without engine or pressure of the valve.
APU bleed air the jet pump is inoperative,
thus allowing the outflow valves to spring- When pressure inside the valve chamber is
load close. higher than ambient pressure, the valve closes.
Conversely, when pressure inside the valve
chamber is lower than ambient pressure, the
Digital Cabin Pressure valve opens enabling cabin venting. The actual
Controller position of the valve determines the cabin
venting rate.
The digital cabin pressure controller (Figure
12-2) has automatic and manual modes. The valve has three built-in protection devices:
In automatic, the digital controller regulates • Overpressure — If cabin pressure exceeds
cabin pressurization on the ground and in ambient pressure by 9.3 psi (639), this
flight. Cabin altitude is calculated from a overpressure commands the outflow valve
permanently programmed pressurization to open, causing the cabin pressure to
schedule. The ADC sends aircraft altitude, drop and cabin altitude to rise.
vertical speed, and barometric correction
information to the digital controller. The • Underpressure — If cabin pressure falls
controller analyzes this information, landing to .3 psi below ambient pressure, this
gear status, and throttle lever position. It then underpressure commands the outflow
calculates the proper cabin altitude. valve to open, causing outside air to
enter the cabin and equalize the pressure.
The controller enables selection of the manual • Cabin altitude limiter— If cabin altitude
mode, but serves no function once manual is exceeds 14,000 feet the cabin altitude
selected. limiter commands the outflow valve to
f u l l y c l o s e , a l l ow i n g t h e c a b i n t o
pressurize if possible.

LEGEND
DP NEGATIVE PRESSURE
PA CONTROL PRESSURE
PC CABIN PRESSURE
Revision 1
PR REFERENCE PRESSURE WARNING
PS STATIC PRESSURE
MANUAL REGULATOR
CABIN
PRESS
A1 01000
DIGITAL CABIN
PRESSURE
CONTROLLER
CABIN
CAPSULE
ALTITUDE
FALCON
LIMITATION
FALCON 2000
PC PR
2000 PILOT
CABIN PNEUMATIC
PC ALTITUDE RELAY
PC LIMITATION
CAPSULE PC ELECTRIC
PC
P VALVE PC
PC
PILOT TRAINING
OVER-
PRESSURE
TORQUE SAFETY
MOTOR CAPSULE

BLANKING
PLATE CHECK
TRAINING MANUAL
MANUAL
PA PA
VALVE
PC
PC PC PC
PS
CABIN CABIN
INTERIOR INTERIOR
EXTERIOR PS
PS DP
MAIN EXTERIOR
OUTFLOW
VALVE No. 1 AND No. 2 ENGINE EMERGENCY OUTFLOW
OR APU HP AIR VALVE
12-5
Figure 12-3. Pressurization Outflow Valves
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Pneumatic Outflow Valve • DUMP guarded amber switchlight—

Opens both outflow valves causing rapid
The pneumatic outflow valve (Figure 12-3) is cabin depressurization. It remains illu-
mounted at the top of the aft pressure bulkhead minated once depressed.
in the baggage compartment. The valve is
primarily pneumatically controlled. • MAN amber switchlight—Activates
manual mode and remains illuminated
In automatic mode, it provides backup for the once depressed.
electropneumatic outflow valve by operating • Toggle switch ±—Sets landing field
as its “slave.” Valve chambers are pneumati- elevation.
cally connected with a hose. Since the digital
controller regulates chamber pressure in the The digital controller performs an automatic
electropneumatic valve, it simultaneously self test at power-on and continuous surveil-
regulates the chamber of the pneumatic valves. lance thereafter. Failure codes are displayed
Therefore, the pneumatic valve mimics the in the LAND ELEV display window. The codes
position of the electropneumatic outflow valve. are described in Table 12-1.
The pneumatic valve incorporates an electric Manual Cabin Pressure

valve component that is only functional with
power levers advanced and weight on wheels.
Controller
Under these conditions, the electric signal The manual cabin pressure controller is located
closes the pneumatic valve. This is done to on the center of the instrument panel (Figure
compensate for lag caused by a flow restric- 12-4). It provides manual control of the pres-
tor in the pneumatic line connecting the valve surization system. It is activated by selecting
chambers. the MAN switchlight on the digital cabin pres-
sure control panel.
In manual mode, the valve operates indepen-
dently from the electropneumatic valve, which The rotary knob controls a needle valve that
remains closed in the manual mode. It is pneu- regulates the amount of vacuum suction from
matically controlled by the crew with the man- the jet pump to the pneumatic outflow valve
ual pressure controller and pneumatic relay. chamber. Pressure in the chamber controls the
opening and closing of the outflow valve
This valve also incorporates the same three which, in turn, controls venting of cabin air to
protective devices as the electropneumatic valve. regulate cabin pressurization.
In the DN position, the needle valve is closed.

CONTROLS AND INDICATIONS This closes the pneumatic valve and pressur-
izes the cabin. In the maximum down (DN)
Digital Cabin Pressure position, the cabin will pressurize around
Controller –1,500 feet/minute.
The digital cabin pressure controller panel
In the UP position, the needle valve is open.
(CABIN PRESS) is located on the center of the
This opens the pneumatic valve and depres-
instrument panel (Figure 12-4). It contains
surizes the cabin. In the maximum up (UP)
the following controls and indicators:
position, the cabin will depressurize at 2,500
• LAND ELEV—Displays preset landing feet/minute.
field elevations or fault codes. Elevations
between –1,500 and 14,000 feet may be
set with the ± toggle switch.

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WARNING PANEL OVERHEAD PANEL

GEN 1 BAT GEN 2
LH BUS RH BUS
ISOL TIED
BRAKE STD BY
FUELING BRAKE BRAKE
PRESS PUMP
BRAKE RECIR
ACCU ISOL
RECIRCULATION CABIN
ISOLATION
MANUAL
CONTROLLER
RECIRCULATION
ISOLATION
TRIPLE INDICATOR
DIGITAL CABIN PRESSURE

CONTROLLER
Figure 12-4. Pressurization Controls

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TRAINING MANUAL
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Table 12-1. PRESSURIZATION SYSTEM FAULT CODES
FAULTS DETECTED AT POWER-ON
MEMORY
FAULT ITEM IN OUTFLOW VALVE
CONDITIONS STORAGE CONSEQUENCES
CODE QUESTION POSITIONS
(EEPROM)
A001 RAM memory Open on ground, Altitude
YES closed in flight selection
impossible
A004 On ground Pneumatic valve and Actuated Altitude
only YES electric valve selection
control impossible
A005 On ground Signal Actuated
YES
only Zc > 10,000 ft
A006 EEPROM Open on ground, Altitude
NO (non-volatile closed in flight selection
memory) impossible
A007 On ground Torque motor Open on ground, Altitude
only YES safety transistor closed in flight selection
control impossible
FAULTS DETECTED DURING CONTINUOUS SURVEILLANCE
MEMORY
FAULT ITEM IN OUTFLOW VALVE
CONDITIONS STORAGE CONSEQUENCES
CODE QUESTION POSITIONS
(EEPROM)
A010 Torque motor Closed Altitude
YES control selection
impossible
A011 ZA1 + VZA1 ARINC 1 Closed
+ BAR01 not NO
valid
A012 ZA2 + VZA2 ARINC 2 Closed
+ BAR02 not NO
valid
A013 ZA1 + ZA2 ARINC 1 and 2 Control on last "MAN" mode
not valid YES ZA validation requested
A020 On ground ARINC 1 and 2 Control with
VZA1 + VZA2 YES VZLIMC
not valid = + 650 ft/min.
VZLIMD
= – 400 ft/min.

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PILOT TRAINING
TRAINING MANUAL
MANUAL
Triple Indicator CABIN PRESS Circuit Breaker

The triple indicator is located at the center of The CABIN PRESS circuit breaker, located on
the instrument panel, above the digital cabin the center circuit breaker panel, protects the
pressure controller (Figure 12-4). power supply of the cabin pressurization
circuit (bus A1) and is rated at 5 amps.
The triple indicator displays cabin altitude,
cabin pressure differential, and vertical speed SYSTEM OPERATION
of cabin altitude. Cabin altitude is indicated
on the inner right semi-circular scale ranging
from –1,000 to 47,000 feet. The cabin pressure Automatic Mode (Normal)
differential is indicated on the outer right In automatic, cabin pressurization is controlled
semi-circular scale ranging from –1 to 10 psi. and monitored by the digital cabin pressure
The left scale indicates the cabin vertical speed controller. It provides automatic control of cabin
ranging from ± 2,000 feet/minute. altitude and pressure differential according to
a programmed schedule. Crew interaction is
limited to selection of the landing field eleva-
RECIRC Switch tion prior to takeoff. This is accomplished by
The recirculation isolation (RECIRC) switch adjusting the ± toggle switch until the desired
is located at the center of the instrument panel. field elevation is displayed in the window. The
It has two positions: digital controller receives aircraft altitude, ver-
tical speed, and barometric correction infor-
• AUTO—Allows automatic operation of mation. Control information such as
the cabin air recirculation system that re- weight-on-wheels and power lever position is
turns cabin air to the ECU. also received. The digital controller analyzes the
data and calculates the best cabin altitude based
• ISOL—Closes the recirculation valve. on the current conditions and the pressurization
schedule. With this data, the digital controller
CAUTION also performs several programmed sequences:
In the event of recirculation duct fail- • Power-on self-test
ure, it may be necessary to close the
valve to maintain a safe cabin altitude. • Ground prepressurization sequence
• Takeoff sequence (with return to field)
Master Warning Panel • Climbout and enroute sequence
CABIN Annunciator • Descent
Illumination of the red CABIN annunciator • Landing fields at altitudes greater than
light (Figure 12-4) indicates that the cabin 8,000 feet
altitude has exceeded 10,000 feet ± 500 feet. A • Landing sequence
“CABIN” voice warning also sounds and may
be silenced. It also provides continuous monitoring of the
system in AUTO mode.
RECIRC ISOL Annunciator
NOTE
Whenever the aircraft is above 15,000 feet,
illumination of the amber RECIR ISOL For proper operation of the automatic
annunciator (Figure 12-4) indicates that the pressurization controller, the manual
recirculation valve is not closed. Whenever the controller must be positioned at the
aircraft is below 15,000 feet, illumination of green (DN) indicator.
the RECIR ISOL annunciator indicates that the
recirculation valve is not open.

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MANUAL
Power-On Self-Test Descent

Power-on self-test is automatically initiated When power levers are reduced and a rate of
when the system is powered on in AUTO mode. descent of more than 200 feet/min is established,
If the test is error free, the digital controller cabin altitude will decrease to the preset landing
displays five zeros and is ready for landing field field elevation minus 300 feet, at a rate of
elevation entry. If a fault is detected, a flashing approximately 450 feet./min.
code is displayed that identifies the failure. If
altitude selection is impossible, the system must Landing above 8,000 Feet
be operated in the manual mode.
Landing at altitudes of 8,000 feet or higher
require a special automatic sequence to prevent
Ground Pressurization Sequence the cabin altitude from exceeding 8,000 feet
The ground prepressurization sequence prevents enroute. However, this is automatic and does not
a sudden change in the cabin pressure at require action on the part of the crew other than
rotation. The sequence is initiated by the weight- setting the landing field elevation before takeoff.
on-wheels switch sensing ground and power
levers set to takeoff power. During takeoff roll, Landing Sequence
the controller-produced cabin reference altitude
is reset to 100 feet below takeoff field elevation. During landing, when weight-on-wheels is
This causes the outflow valves to close, detected and the power levers are retarded to
pressurizing the cabin. Once off the ground, the idle, the depressurization sequence begins. To
cabin reference altitude is replaced by the one prevent sudden pressure changes in the cabin at
originally calculated by the controller (takeoff landing, the aircraft must be subjected to a slight
field elevation). pressure differential. This is accomplished by
the digital controller ordering a cabin altitude
equal to the selected altitude minus 300 feet.
Takeoff Sequence
The takeoff sequence (with return to field) does Continuous Monitoring
not require reselection of the preset landing field
elevation if an emergency return to the takeoff After the power-on self-test in AUTO mode,
field is necessary. The digital pressure controller the system is continuously monitored for
remembers the takeoff field elevation for five errors. Failures are indicated by a fault code
minutes. If an emergency return to the takeoff displayed in the digital controller window.
field is initiated within five minutes, pressure
calculations are based upon this elevation. After
five minutes, the calculated cabin altitude is
based upon the original preset landing field
elevation.
Climbout and Enroute Sequence

During the climbout and enroute sequence, the
digital controller calculates cabin altitude based
on the pressurization schedule, which is
designed to reach the maximum pressure
differential at the lowest possible cabin altitude
with a minimum cabin rate of climb.

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PILOT TRAINING
TRAINING MANUAL
MANUAL
Manual Mode (Non-Normal) protection remains active during this func-

tion, to prevent cabin altitude from rising
If the automatic pressurization system fails, above 14,000 feet.
the manual (backup) system must be activated
by depressing the MAN switchlight on the
CABIN PRESS panel. The amber annunciator
(MAN) illuminates, indicating that the NOSE CONE
following occurred: PRESSURIZATION
• Automatic mode is deselected SYSTEM
• The electro-pneumatic outflow valve is
closed SYSTEM DESCRIPTION
• The manual controller is activated The nose cone pressurization system is com-
• The pneumatic outflow valve is placed pletely automatic and does not require crew
under control of the manual controller intervention (Figure 12-5). It consists of the
following components:
Cabin altitude can be set by observing the triple
indicator and rotating the manual control knob • Control valve
until the desired conditions are indicated. To
establish a level cabin altitude, the manual • Pneumatic actuator
control knob is positioned to achieve a zero • Diaphragm
vertical speed on the left scale of the triple
indicator. A cabin climb is established when the • Flapper valve
control knob is moved within the UP range. The • Overpressure check valve
rate of climb can be increased or decreased by
adjusting the position of the control knob on the Nose cone pressurization works in a simular
scale. To select a cabin descent, the control manner to cabin pressurization. Conditioned
knob is moved within the DN range until the air enters the nose cone from the cabin through
required descent rate is achieved. a diaphragm in the nose cone bulkhead.
Pressure is regulated by venting measured
amounts of air through a ventilation duct and
Since the electropneumatic outflow valve is
into the nose wheel well. Flow rate through the
signaled to close in MAN, the control knob only
duct is managed by the pneumatic actuator,
works the pneumatic outflow valve. Valve range
which operates the control valve. The valve and
is from fully open to fully closed, and it can
the actuator are calibrated to automatically
command a cabin altitude rate of change from
maintain the correct pressure.
–1,500 feet/minute to +2,500 feet/minute.
Rapid Depressurization (DUMP)

If a situation develops that requires immedi-
ate depressurization of the cabin, the DUMP
function may be activated. This is accom-
plished by depressing the DUMP switchlight
on the CABIN PRESS panel. The amber light
illuminates, indicating that the dump func-
tion is active. Both outflow valves are pneu-
matically opened, causing them to vent cabin
air at the maximum rate and depressurize the
cabin. DUMP is available in either automatic
or manual mode. Maximum cabin altitude

DIAPHRAGM
THERMAL SWITCH
PNEUMATIC
ACTUATOR
VENTILATION
DUCT
PRESSURIZATION
PORT
NOSE WHEEL WELL

CONTROL PRESSURE
VALVE PORT
FLAPPER VALVE FAN OVERPRESSURE

CHECK VALVE
Figure 12-5. Nose Cone Pressurization

COMPONENT DESCRIPTION Flapper Valve

A flapper valve is a simple free-floating,
Control Valve hinged flap at the end of the fan duct. It is
The control valve is a butterfly valve located opened by airflow entering the compartment
in the nose cone ventilation duct. It is con- when the fan is in operation. When the fan is
trolled by the pneumatic actuator and regulates stopped, it closes by its own weight and acts
air flow rate through the duct. Since there is like a check valve.
a metered flow of air entering the nose cone,
the amount of air vented through the duct
determines cabin altitude of the nose cone. Overpressure Check Valve
When closed, the valve allows air to leak only In the event of overpressure in the nose cone,
through two small orifices. One orifice has a the overpressure check valve opens and vents
fixed diameter while the other is adjustable. the excess air into the nose wheel well. The
This leakage is designed to maintain a cabin va l ve o p e n s w h e n t h e a m b i e n t p r e s s u r e
altitude in the nose cone slightly higher than differential reaches 1.59 psi.
cabin altitude, ensuring a constant flow of
conditioned air from the cabin.
Pneumatic Actuator
The purpose of the pneumatic actuator is to
control flow rate of air through the nose cone
vent. The actuator opens or closes the control
va l ve b a s e d o n t h e p r e s s u r e d i ff e r e n t i a l
between the nose cone and the cabin. The
actuator controls the valve by sensing cabin
pressure through a hose connected to the cabin.
Cabin pressure is applied to one side of the
piston while the other side is subjected to the
force of a spring and nose cone air pressure.
When cabin pressure is zero, the valve is wide
open. It begins to close when cabin pressure
differential reaches between 1.74 and 2.46
psi. The valve is totally closed when cabin
pressure differential is between 3.04 and 3.77
psi. When closed, the valve is not airtight. It
has two calibrated orifices: one fixed and the
other adjustable. These orifices actually
control target pressure and ensure proper
ventilation of the nose cone compartment.
Diaphragm
An 8mm diameter diaphragm is located in the
cabin air inlet to the nose cone to limit air
flow rate.

CHAPTER 13
HYDRAULIC POWER
CONTENTS
Page
INTRODUCTION ................................................................................................................ 13-1
GENERAL ........................................................................................................................... 13-1
MAIN HYDRAULIC SYSTEM .......................................................................................... 13-2
System Description ....................................................................................................... 13-2
System Components ..................................................................................................... 13-4
AUXILIARY HYDRAULIC SYSTEM ............................................................................... 13-7
System Description ....................................................................................................... 13-7
CONTROLS AND INDICATIONS ..................................................................................... 13-9
Cockpit Overhead Control Panel .................................................................................. 13-9
Warning Panel Indications ............................................................................................ 13-9
Engine Indication Electronic Display (EIED) ............................................................ 13-11
SYSTEM OPERATION ..................................................................................................... 13-11
Normal Operation ....................................................................................................... 13-11
No. 1 System Ground Test Operation ......................................................................... 13-11
Loss of No. 2 System In Flight or No. 2 System Ground Test Operation .................. 13-11
System Protection ............................................................................................................... 13-13
LIMITATIONS ................................................................................................................... 13-13

ILLUSTRATIONS
Figure Title Page
13-1 Ground Service Connections.................................................................................. 13-2
13-2 Hydraulic System ................................................................................................... 13-3
13-3 No. 2 System Manifold .......................................................................................... 13-4
13-4 No. 1 System Manifold .......................................................................................... 13-4
13-5 Hydraulic System Components.............................................................................. 13-5
13-6 Hydraulic Manifolds and Clogging Indicators....................................................... 13-6
13-7 Engine-Driven Hydraulic Pump............................................................................. 13-7
13-8 Hydraulic Accumulator.......................................................................................... 13-7
13-9 Auxiliary Hydraulic System................................................................................... 13-8
13-10 Hydraulic Controls and Indicators ....................................................................... 13-10
13-11 Hydraulic System EIED....................................................................................... 13-12
13-12 No. 1 Hydraulic System—Normal Distribution .................................................. 13-14
13-13 No. 2 Hydraulic System—Normal Distribution .................................................. 13-15
13-14 Hydraulic System—Loss of No. 1 System Pump 1 Pressure .............................. 13-16
13-15 Hydraulic System—Loss of No. 1 System Pump 2 Pressure .............................. 13-17
13-16 Hydraulic System—Loss of No. 2 System Pump Pressure in Cruise.................. 13-18
13-17 Hydraulic System—Loss of No. 2 System Pump Pressure
on Takeoff or Approach ....................................................................................... 13-19
13-18 Auxiliary Hydraulic System—Maintenance Test Operation of System No. 1 .... 13-20
13-19 Auxiliary Hydraulic System—Maintenance Test Operation of System No. 2 .... 13-21

CHAPTER 13
HYDRAULIC POWER
INTRODUCTION
The main and auxiliary hydraulic systems provide power for the Falcon 2000. The main
hydraulic system consists of two independent systems, designated as the No. 1 and No.
2 hydraulic systems. The auxiliary system automatically supplies limited power for cer-
tain main hydraulic system failures. Cockpit indication and warning systems provide nec-
essary information to monitor the hydraulic system during flight and ground operations.
GENERAL
The No. 1 hydraulic system has two engine The auxiliary hydraulic system has a single
driven pumps, one each on the left and right electric standby pump, which pressurizes the
engines. The No. 2 system has a single engine No. 2 hydraulic system in case of a loss of
driven pump on the right engine for hydraulic pressure or pump failure in the No. 2 system
pressure. During normal operation, each sys- when in flight. The auxiliary system facili-
tem draws fluid from its respective reservoir, tates testing of either hydraulic system during
pressures the fluid, and routes it to system ground operations.
components.

Each system operates independently, supplying The No. 1 hydraulic system provides pressure
pressured fluid to components of the flight for:
controls, thrust reversers, landing gear and
• Flight controls
brakes.
• Pitch Arthur variable bellcrank (A/C
Cockpit controls for the hydraulic systems below serial number 63)
are on the overhead HYDRAULIC control • No. 1 engine thrust reverser
panel. Associated circuit breakers are on the
center section of the overhead circuit breaker • Slats (normal and automatic extension)
panel (ESS BUS, A1 BUS and B2 BUS). The • Braking (No. 1 system)
warning panel lights on the main instrument
panel provide hydraulic system cockpit indi- • Landing gear normal/emergency oper-
cations. An engine indication electronic EIED ation
on the main instrument panel lists system fluid • Nosewheel steering
pressure and quantity information.
The No. 2 hydraulic system provides pressure

for:
MAIN HYDRAULIC
SYSTEM • Flight controls
• No. 2 engine thrust reverser
SYSTEM DESCRIPTION • Slats (emergency and automatic exten-
The main hydraulic system (Figure 13-2) con- sion)
sists of two separate systems, designated as the • Braking (No. 2 system)
No. 1 and No. 2 systems. The No. 1 system is
supplied hydraulic fluid under pressure, • Parking/emergency brake
assisted by an accumulator, from a mechani- • Flaps
cal pump on each engine. The No. 2 system is
supplied hydraulic fluid under pressure, as- • Airbrakes
sisted by an accumulator, from a mechanical
pump on the right engine or from an electric
standby (auxiliary) pump. During normal
operation, the No. 1 and No. 2 systems both
supply pressurized fluid at 2,900 to 3,000 psi
(200 to 206 bars).
Hydraulic reservoirs, accumulators, and man-

ifolds accommodate system requirements for
monitoring and controlling fluid under pres-
sure before delivery to the aircraft systems. A
standby electric pump provides fluid pressure
in case of system No. 2 engine-driven pump
failure and for ground test operations of either
system.
The ground service connections for the

hydraulic systems are in the aft service com- Figure 13-1. Ground Service Connections
partment (Figure 13-1).

21 PSIA
1 1
#1 SYSTEM FUEL
SHUT OFF
FUEL
SHUT OFF
#2 SYSTEM
RESERVOIR RESERVOIR
TRANS TRANS
PMP1 7 PMP2
SYS1 130 PSI 3 SYS1
8 “GRND TEST”
PMP
SYS2
STANDBY
PUMP 9
SELECTOR 11
ISOLATION
VALVE
“IN FLIGHT”
PITCH
SERVO-ACTUATOR
4 5
6 RUDDER 10
SERVO-ACTUATOR
ROLL
SERVO-ACTUATOR
ENGINE #1 T/R (OPT) ENGINE #2 T/R (OPT)

AIRBRAKE
PITCH ARTHUR HOLD DOWN
< S/N 63 AIRBRAKES ACCUMULATOR
SLATS EMER SLATS
BRAKING BRAKING
HYDR # TK
1. PRESS PRESS SWS
L G & DOORS
2. PUMP 1
HYDR # 1 PRESS SW
EMERGENCY/
PARKING BRAKE
PUMP 2 NWS
FLAPS
4. #1 STD BY PUMP PRESS SW
6. #1 HYDR SYS
PRESS TRANSMITTER LEGEND
7. PUMP 2 HYDR # 1
OVERPRESS RELIEF SUPPLY
8. PUMP 1 HYDR # 1
OVERPRESS RELIEF SYSTEM #1 PRESSURE
PUMP SYSTEM #2 PRESSURE
9. PRESS SW
HYDR # 2
STANDBY PUMP PRESSURE
10. #2 HYDR SYS
PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
Figure 13-2. Hydraulic System

SYSTEM COMPONENTS Hydraulic Manifolds

The No. 1 and No. 2 hydraulic manifolds
Reservoirs (Figures 13-3, 13-4 and 13-6) route fluid from
The main hydraulic system reservoirs (Figure the pumps to the various user systems. The
13-5) are on the left and right sides of the aft manifolds contain components that monitor
servicing compartment. Both reservoirs are and control fluid flow prior to delivery to the
identical in design but have different fluid applicable systems. Each manifold contains
capacities. With the landing gear down and standard hydraulic system components such as
locked, fluid capacity for the No. 1 system filters, clogging indicators, check valves,
reservoir is 2 U.S. gallons (7.4 liters). The priority valves, pressure relief valves, pressure
No. 2 system contains 1.6 U.S. gallons (6 switches, and pressure transmitters. The
liters) with a partition to provide a fluid reserve standby pump selector valve is mounted above
of 2.1 U.S. quarts (2 liters) for the auxiliary the No. 2 system manifold.
hydraulic system.
Engine bleed air pressurizes both reservoirs

through a common connection with the fuel
tank pressurization system. There is an air
filter at the reservoir pressurization inlet con-
nection of each reservoir with a pressure
reducer that limits internal pressure to 21 psi
(1.5 bars).
Components common to both reservoirs are

listed below. These components are in each
system’s respective hydraulic reservoir and
manifold.
• Pressure relief valve—Opens to relieve
pneumatic pressure at 26 psi (1.8 bars) Figure 13-3. No. 2 System Manifold
• Fluid transmitter—Transmits fluid quan-
tity in the reservoir to the EIED
• Fluid quantity window—Visual quan-
tity indicator with minimum/maximum
marks calibrated at 1.59 to 1.95 U.S.
gallons (6 to 7.4 liters)
• Pressure switch—Illuminates the HYDR
TK PRESS light if pneumatic pressure
is less than 16 psi (1.1 bars)
• Depressurization valve—Manual valve
to relieve excess pneumatic pressure in
the reservoir
Figure 13-4. No. 1 System Manifold

RESERVOIRS
STANDBY PUMP
SELECTOR VALVE
HYDRAULIC MANIFOLDS
STANDBY ELECTRIC
HYDRAULIC PUMP
ACCUMULATOR
NO. 1 SYSTEM NO. 2 SYSTEM

Figure 13-5. Hydraulic System Components

L PUMP R PUMP OUTLET

RETURN FILTER CLOGGING
REGULATION INDICATOR
FILTER
CLOGGING
INDICATOR
R PUMP
RETURN
REGULATION
FILTER
CLOGGING
INDICATOR
L PUMP OUTLET
NO. 1 SYSTEM
FILTER CLOGGING
FILTER
INDICATOR
CLOGGING
INDICATOR
NO. 1 HYDRAULIC SYSTEM

(L SIDE)
PUMP RETURN
REGULATION
FILTER
CLOGGING
INDICATOR
NO. 2 SYSTEM
RETURN
FILTER
UNCLOGGED CLOGGING
INDICATOR
PUMP OUTPUT
FILTER
CLOGGING
INDICATOR
CLOGGED
STANDBY ELECTRIC
CLOGGING INDICATOR PUMP OUTPUT
NO. 2 HYDRAULIC SYSTEM FILTER CLOGGING
(R SIDE) INDICATOR
Figure 13-6. Hydraulic Manifolds and Clogging Indicators

Hydraulic Pumps
All three of the engine-driven, constant-pres-
sures, variable-flow main hydraulic pumps
are identical (Figure 13-7). The No. 1 hydraulic
system has a pump mounted on each engine,
while the No. 2 system has a single pump
mounted on the right engine.
Each pump is self-regulated, according to flow

demands from the aircraft systems. An inter-
nal impeller at the input side of each pump
assists positive fluid flow to the pistons to
prevent hydraulic fluid cavitation.
Figure 13-8. Hydraulic Accumulator
AUXILIARY HYDRAULIC
SYSTEM
SYSTEM DESCRIPTION
The auxiliary hydraulic system automatically
supplies hydraulic pressure for the pitch and
rudder servoactuators in case of No. 2 system
failure and can supplement the No. 2 system
in case of a pressure decrease. Controls for the
auxiliary system are on the cockpit overhead
Figure 13-7. Engine-Driven Hydraulic HYDRAULIC control panel. Component
Pump circuit breakers are on the ESS BUS section
of the overhead circuit breaker panel. Part of
Accumulators the reservoir for the No. 2 main hydraulic sys-
tem contains the auxiliary system fluid supply.
The No. 1 and No. 2 systems each have an The auxiliary system also provides pressure for
accumulator (Figure 13-8) mounted in the ground test operations of either main hydraulic
aft servicing compartment that provides a system. Supply to ground test the No. 1 and No.
constant positive pressure source. One side 2 system is discussed later in this chapter.
of an internal piston in each accumulator has
a pneumatic charge to provide the pressure
source and absorb shocks within the system. SYSTEM COMPONENTS
A pressure gage mounted on each accumulator
reflects the value of the internal pneumatic Standby Electric Pump
charge. Newer aircraft have hydraulic accu- During flight, the standby electric pump
mulators without the pressure gage. (Figure 13-9) in the aft servicing compart-
ment, automatically comes on if the pressure
in the No. 2 system drops to less than 1,680
psi (103.5 bars).
The standby pump is normally isolated during

flight operations if main hydraulic system

21 PSIA
1 1
#1 SYSTEM FUEL
SHUT OFF
FUEL
SHUT OFF
#2 SYSTEM
RESERVOIR RESERVOIR
TRANS TRANS
PMP1 7 PMP2
SYS1 130 PSI 3 SYS1
8 “GRND TEST”
PMP
SYS2
STANDBY
PUMP 9
SELECTOR 11
ISOLATION
VALVE
“IN FLIGHT”
PITCH
SERVO-ACTUATOR
4 5
6 RUDDER 10
SERVO-ACTUATOR
ROLL
SERVO-ACTUATOR

AIRBRAKE
< S/N 63 AIRBRAKES
ACCUMULATOR
SLATS EMER SLATS
BRAKING BRAKING
HYDR # TK
1. PRESS PRESS SWS
L G & DOORS
2. PUMP 1
HYDR # 1 PRESS SW EMERGENCY/
PARKING BRAKE
PUMP 2 NWS
3. HYDR # 1 PRESS SW FLAPS
6. #1 HYDR SYS
7. PUMP 2 HYDR # 1
8. PUMP 1 HYDR # 1
10. #2 HYDR SYS
PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
Figure 13-9. Auxiliary Hydraulic System

pressure is equal to or greater than 2,450 psi. The HYDR 2 ISOL switch has three positions:
Power from the essential bus powers the pump
• AUTO—WOW the isolation valve is open.
through the ST BY PUMP switch on the over-
head HYDRAULIC panel. • In flight with slats extended, the iso-
lation valve is open. With slats re-
t r a c t e d , t h e va l ve i s c l o s e d ( s e e
Hydraulic Isolation Valve Figure 13-16 and 13-17).
The hydraulic isolation valve (Figure 13-9) • OPEN—Electronically opens the isola-
is in the aft servicing compartment. The HYDR tion valve
2 I S O L s w i t c h o n t h e c o c k p i t ove r h e a d
HYDRAULIC panel determines automatic or • CLOSED—Electrically closes the
manual operation of the valve. isolation valve
Standby Pump Selector Valve ST BY Pump Switch

The standby pump selector valve (Figure 13- The ST BY PUMP switch (Figure 13-10)
9) is a manually controlled, two-position provides automatic or manual control of the
valve in the aft servicing compartment. The standby electric hydraulic pump. The standby
FLIGHT and GROUND TEST positions route pump delivers hydraulic fluid under pressure,
system 1 or system 2 pressure to user system depending on the position of the standby pump
components, according to the functions being selector valve and main hydraulic system
performed. operating pressure. In either case, the standby
pump deactivates when the associated main
hydraulic system pressure reaches 2,450 psi.
CONTROLS AND With the ST BY PUMP switch in AUTO, the
INDICATIONS standby pump activates if:
• The standby pump selector valve is in the
Cockpit controls and indications for the FLIGHT position, and No. 2 main
hydraulic system consist of switches and hydraulic system pressure is less than
circuit breakers on the overhead panel, main 1,680 psi (103 bars).
instrument panel caution and warning lights,
and EIED display information. • The standby pump selector valve is in the
GROUND TEST position, and No. 1
main hydraulic system pressure is less
COCKPIT OVERHEAD than 1,680 psi (103 bars).
CONTROL PANEL
Placing the ST BY PUMP switch in the OFF po-
The HYDRAULIC OVERHEAD CONTROL sition inhibits operation of the electrical pump.
panel (Figure 13-10) contains the HYDR 2
ISOL and ST BY PUMP switches. These
switches are primarily associated with abnormal WARNING PANEL INDICATIONS
and/or auxiliary hydraulic system operation.
The following amber caution lights (Figure 13-
10) are associated with the hydraulic system:
HYDR 2 ISOL Switch • PUMP 1 HYDR 1—Illuminates if left
The HYDR 2 ISOL switch (Figure 13-10) engine pump pressure for the No. 1
provides control over automatic and manual system is less than 1,500 psi (103 bars)
opening and closing of the hydraulic isola-
tion valve. • PUMP 2 HYDR 1—Illuminates if right
engine pump pressure for the No. 1
system is less than 1,500 psi (103 bars)

5
ST BY
PUMP
21/2
HYDR
ISOL
ESS BUS
5 5 21/2 20 5 5 5 OVERHEAD PANEL
EIED 1 FACEC A LH FUEL BOOST L/G STD BY COND’G
LH LH CMPTR 1 EMERG PUMP MAN
HYDR2 STD BY
ISOL PUMP
AUTO AUTO
5 21/2 5 10 21/2 21/2 15
OPEN
EIED 2 1 2 APU BRAKE HYDR ST BY
IGNITION CLOSED OFF
LH CMPTR 1 ISOL PITOT
HYDRAULIC
SELECTOR SWITCH SWITCH

HYDR 2 ISOL STD BY PUMP
LH BUS
WARNING PANEL
RH BUS
ISOL TIED
BRAKE STD BY
FUELING BRAKE BRAKE
PRESS PUMP
BRAKE RECIR
ACCU ISOL
Figure 13-10. Hydraulic Controls and Indicators

• HYDR TK PRESS—Illuminates if air EIED A/C A/C A/C

pressure in either reservoir is less than COLOR WITHOUT WITH WITH
16 psi (1.1 bars) SECTORS M 769 M 769 M 1859
• PUMP HYDR 2—Illuminates if right Green 50–100 70–100 50–100

engine pump pressure for the No. 2 Yellow 30–50 50–70 —
system is less than 1,500 psi (103 bars) Red 0–30 0–50 0–50
• HYDR 2 ISOL—Illuminates when the
valve position does not agree with the
slat position or with the aircraft’s ground SYSTEM OPERATION
or flight operational status
• ST BY PUMP—Illuminates when the NORMAL OPERATION
standby pump operates continuously for
more than one minute, or when the Normal operation of the main hydraulic system
standby pump selector is set to “Ground includes:
Test.” • Running the aircraft engine to operate
the engine-driven hydraulic pumps
ENGINE INDICATION • Using the auxiliary hydraulic pump for
ELECTRONIC DISPLAY (EIED) ground test operations
An EIED (Figure 13-11), mounted on the main During normal operation, the engine-driven
instrument panel, provides No. 1 and No. 2 hydraulic pumps automatically supply
hydraulic system pressure and quantity hydraulic pressure to the aircraft systems. The
information on its lower half, as follows: HYDR 2 ISOL and ST BY PUMP switches are
p l a c e d i n t h e AU T O p o s i t i o n . C u r r e n t
• PRESS display numbers shown under hydraulic pressure and fluid quantity are shown
the PRESS label indicate the current on the EIED.
fluid pressure in the No. 1 or No. 2 main
hydraulic system. Green numbers Illustrations of normal and abnormal system
displayed on a black background indi- operating conditions are shown in (Figures
cate that system pressure is equal to or 13-12 through 13-19).
greater than 2,900 psi and less than 3,100
psi. Black numbers displayed on a
yellow background indicate that system NO. 1 SYSTEM GROUND TEST
pressure is less than 2,900 psi or greater OPERATION
than 3,100 psi.
• Fluid quantity indication in % During maintenance ground testing opera-
tions, placing the standby pump selector valve
The analog display is as follows: to the GROUND TEST position causes the
• a pointer for hydraulic system 1 on electrically driven auxiliary hydraulic pump
the left output to supply the No. 1 main hydraulic
system from the No. 1 reservoir.
• a pointer for hydraulic system 2 on
the right
LOSS OF NO. 2 SYSTEM IN
Between the two pointers, a sector com-
prising two to three colors displays the hy- FLIGHT OR NO. 2 SYSTEM
draulic reservoir capacity from 0 to 100%. GROUND TEST OPERATION
• In-flight operation—With the HYDR 2
ISOL and ST BY PUMP switches in
AU TO , t h e s t a n d b y e l e c t r i c p u m p
pressurizes the No. 2 hydraulic system.

N1
VIB
N2
PRESS OIL PRESS
0 24 24 0
PSI PSI
°C TEMP °C
HYDR
PRESS PRESS
20 2910
PSI PSI
QTY
RCONF SCAN
HYDR
PRESS PRESS
20 2910
PSI PSI
QTY
RCONF SCAN
Figure 13-11. Hydraulic System EIED

• Ground test operation—Place the standby

pump selector valve to flight position
and the STD BY PUMP switch to AUTO
to pressurize the No. 2 system.
SYSTEM PROTECTION
Circuit breakers on the cockpit overhead con-
trol panel (Figure 13-10) provide protection
for hydraulic system controls and indicators.
Circuit breakers associated with the main

hydraulic system are HYDR 1 INDC and
HYDR 2 INDC. Both provide electrical circuit
protection for the pressure transmitters that
provide information for the EIED hydraulic
pressure display. Each circuit breaker has a 1.0
amp rating.
Circuit breakers associated with the auxiliary

hydraulic system are ST BY PUMP and HYDR
ISOL. The ST BY PUMP circuit breaker has
a rating of 5 amps, and the HYDR ISOL circuit
breaker has a rating of 2.5 amps.
LIMITATIONS
The hydraulic fluid authorized for use must
comply with AIR 3520 or MIL-L-5606 (NATO
code H515 or H520) specifications.

21 PSIA
1 1
#1 SYSTEM FUEL
SHUT OFF
FUEL
SHUT OFF
#2 SYSTEM
RESERVOIR RESERVOIR
TRANS TRANS
PMP1 7 PMP2
SYS1 130 PSI 3 SYS1
8 “GRND TEST”
PMP
SYS2
STANDBY
PUMP 9
SELECTOR 11
ISOLATION
VALVE
“IN FLIGHT”
PITCH
SERVO-ACTUATOR
4 5
6 RUDDER 10
SERVO-ACTUATOR
ROLL
SERVO-ACTUATOR

AIRBRAKE
< S/N 63 AIRBRAKES ACCUMULATOR
SLATS EMER SLATS
HYDR # TK BRAKING BRAKING

1. PRESS PRESS SWS
L G & DOORS
2. PUMP 1
HYDR # 1 PRESS SW
EMERGENCY/
PARKING BRAKE
PUMP 2 NWS
FLAPS
6. #1 HYDR SYS
PRESS TRANSMITTER
7. PUMP 2 HYDR # 1
LEGEND
8. PUMP 1 HYDR # 1
9. PUMP PRESS SW SYSTEM #2 PRESSURE
HYDR # 2
10. #2 HYDR SYS
PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
Figure 13-12. No. 1 Hydraulic System—Normal Distribution RR1269A

21 PSIA
1 1
#1 SYSTEM FUEL
SHUT OFF
FUEL
SHUT OFF
#2 SYSTEM
RESERVOIR RESERVOIR
TRANS TRANS
PMP1 7 130 PSI PMP2

SYS1 3 SYS1
8 “GRND TEST”
PMP
SYS2
STANDBY
PUMP 9
SELECTOR 11
ISOLATION
VALVE
“IN FLIGHT”
PITCH
SERVO-ACTUATOR
4 5
6 RUDDER 10
SERVO-ACTUATOR
ROLL
SERVO-ACTUATOR

AIRBRAKE
PITCH ARTHUR AIRBRAKES HOLD DOWN
< S/N 63 ACCUMULATOR
SLATS EMER SLATS

1. PRESS
PRESS SWS
L G & DOORS
PUMP 1
EMERGENCY/
PARKING BRAKE
3.
PUMP 2 NWS
HYDR # 1 PRESS SW FLAPS
6. #1 HYDR SYS
7. PUMP 2 HYDR # 1
8. PUMP 1 HYDR # 1
9. PUMP SYSTEM #2 PRESSURE

HYDR # 2 PRESS SW
10. #2 HYDR SYS
PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
Figure 13-13. No. 2 Hydraulic System—Normal Distribution

21 PSIA
1 1
#1 SYSTEM FUEL
SHUT OFF
FUEL
SHUT OFF
#2 SYSTEM
FAILURE OF RESERVOIR RESERVOIR
PUMP 1 OF TRANS TRANS
SYSTEM #1
PMP1 7 PMP2
SYS1 130 PSI 3 SYS1
8 “GRND TEST”
PMP
SYS2
STANDBY
PUMP 9
SELECTOR 11
ISOLATION
VALVE
“IN FLIGHT”
PITCH
SERVO-ACTUATOR
4 5
6 RUDDER 10
SERVO-ACTUATOR
ROLL
SERVO-ACTUATOR

AIRBRAKE
SLATS EMER SLATS

1. PRESS SWS
PRESS
L G & DOORS
2. PUMP 1
HYDR # 1 PRESS SW
EMERGENCY/
PARKING BRAKE
3.
PUMP 2 NWS
6. #1 HYDR SYS
7. PUMP 2 HYDR # 1
8. PUMP 1 HYDR # 1
9. PUMP PRESS SW SYSTEM #2 PRESSURE

HYDR # 2
10. #2 HYDR SYS
PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
Figure 13-14. Hydraulic System—Loss of No. 1 System Pump 1 Pressure

21 PSIA
1 1
#1 SYSTEM FUEL
SHUT OFF
FUEL
SHUT OFF
#2 SYSTEM
RESERVOIR RESERVOIR
TRANS TRANS
PMP1 7 130 PSI PMP2

SYS1 3 SYS1
FAILURE OF
PUMP 2 OF
2 SYSTEM #1
8 “GRND TEST”
PMP
SYS2
STANDBY
PUMP 9
SELECTOR 11
ISOLATION
VALVE
“IN FLIGHT”
PITCH
SERVO-ACTUATOR
4 5
6 RUDDER 10
SERVO-ACTUATOR
ROLL
SERVO-ACTUATOR

AIRBRAKE
SLATS EMER SLATS

1. PRESS
PRESS SWS
L G & DOORS
PUMP 1
EMERGENCY/
PARKING BRAKE
3.
PUMP 2 NWS
6. #1 HYDR SYS
7. PUMP 2 HYDR # 1
8. PUMP 1 HYDR # 1
9. PUMP SYSTEM #2 PRESSURE

HYDR # 2 PRESS SW
10. #2 HYDR SYS
PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
Figure 13-15. Hydraulic System—Loss of No. 1 System Pump 2 Pressure

21 PSIA
1 1
#1 SYSTEM FUEL
SHUT OFF
FUEL
SHUT OFF
#2 SYSTEM
RESERVOIR RESERVOIR
TRANS TRANS
PMP1 7 130 PSI PMP2

SYS1 3 SYS1
8 “GRND TEST”
FAILURE OF
PMP
#2 SYSTEM
SYS2 PUMP
STANDBY
PUMP 9
SELECTOR 11
ISOLATION
VALVE
“IN FLIGHT”
PITCH
SERVO-ACTUATOR
4 5
6 RUDDER 10
SERVO-ACTUATOR
ROLL
SERVO-ACTUATOR

AIRBRAKE
SLATS EMER SLATS

1. PRESS
PRESS SWS
L G & DOORS
PUMP 1
EMERGENCY/
PARKING BRAKE
3.
PUMP 2 NWS
6. #1 HYDR SYS
7. PUMP 2 HYDR # 1
8. PUMP 1 HYDR # 1
9.
HYDR # 2 PRESS SW
10. #2 HYDR SYS
PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
Figure 13-16. Hydraulic System—Loss of No. 2 System Pump Pressure in Cruise

21 PSIA
1 1
#1 SYSTEM FUEL
SHUT OFF
FUEL
SHUT OFF
#2 SYSTEM
RESERVOIR RESERVOIR
TRANS TRANS
PMP1 7 130 PSI PMP2

SYS1 3 SYS1
8 “GRND TEST”
FAILURE OF
PMP
#2 SYSTEM
SYS2 PUMP
STANDBY
PUMP 9
SELECTOR 11
ISOLATION
VALVE
“IN FLIGHT”
PITCH
SERVO-ACTUATOR
4 5
6 RUDDER 10
SERVO-ACTUATOR
ROLL
SERVO-ACTUATOR

AIRBRAKE
SLATS EMER SLATS

1. PRESS
PRESS SWS
L G & DOORS
PUMP 1
EMERGENCY/
PARKING BRAKE
3.
PUMP 2 NWS
6. #1 HYDR SYS
7. PUMP 2 HYDR # 1
8. PUMP 1 HYDR # 1
9.
HYDR # 2 PRESS SW
10. #2 HYDR SYS
PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
Figure 13-17. Hydraulic System—Loss of No. 2 System Pump Pressure

on Takeoff or Approach

21 PSIA
1 1
#1 SYSTEM FUEL
SHUT OFF
FUEL
SHUT OFF
#2 SYSTEM
RESERVOIR RESERVOIR
TRANS TRANS
PMP1 7 130 PSI PMP2

SYS1 3 SYS1
8 “GRND TEST”
PMP
SELECTOR SYS2
STANDBY
PUMP 9
SELECTOR VALVE IN 11
GROUND TEST POSITION
ISOLATION
VALVE
“IN FLIGHT”
PITCH
SERVO-ACTUATOR
4 5
6 RUDDER 10
SERVO-ACTUATOR
ROLL
SERVO-ACTUATOR

AIRBRAKE
SLATS EMER SLATS

1. PRESS
PRESS SWS
L G & DOORS
PUMP 1
EMERGENCY/
PARKING BRAKE
3.
PUMP 2 NWS
6. #1 HYDR SYS
7. PUMP 2 HYDR # 1
8. PUMP 1 HYDR # 1
9.
HYDR # 2 PRESS SW
10. #2 HYDR SYS
PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
Figure 13-18. Auxiliary Hydraulic System—Maintenance Test Operation of System No. 1

21 PSIA
1 1
#1 SYSTEM FUEL
SHUT OFF
FUEL
SHUT OFF
#2 SYSTEM
RESERVOIR RESERVOIR
TRANS TRANS
PMP1 7 130 PSI PMP2

SYS1 3 SYS1
8 “GRND TEST”
PMP
SYS2
STANDBY
PUMP 9
SELECTOR 11
ISOLATION
SELECTOR VALVE IN VALVE
FLIGHT POSITION “IN FLIGHT”
PITCH
SERVO-ACTUATOR
4 5
6 RUDDER 10
SERVO-ACTUATOR
ROLL
SERVO-ACTUATOR

AIRBRAKE
SLATS EMER SLATS
HYDR # TK PRESS SWS BRAKING BRAKING

1. PRESS
L G & DOORS
PUMP 1
EMERGENCY/
PARKING BRAKE
3.
PUMP 2 NWS
6. #1 HYDR SYS
7. PUMP 2 HYDR # 1
8. PUMP 1 HYDR # 1
9.
HYDR # 2 PRESS SW
10. #2 HYDR SYS
PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
Figure 13-19. Auxiliary Hydraulic System—Maintenance Test Operation of System No. 2

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION ................................................................................................................ 14-1
GENERAL ........................................................................................................................... 14-1
Landing Gear ................................................................................................................ 14-1
Brakes ........................................................................................................................... 14-3
Nosewheel Steering ...................................................................................................... 14-3
MAIN LANDING GEAR .................................................................................................... 14-3
Main Landing Gear and Doors ..................................................................................... 14-3
NOSE LANDING GEAR ..................................................................................................... 14-6
Nose Landing Gear and Doors ...................................................................................... 14-6
PROXIMITY SENSORS ...................................................................................................... 14-9
General .......................................................................................................................... 14-9
Landing Gear Controls and Indications ...................................................................... 14-10
LANDING GEAR OPERATION ....................................................................................... 14-14
Normal Extension and Retraction ............................................................................... 14-14
Emergency Landing Gear Extension .......................................................................... 14-17
Free-Fall Emergency Landing Gear Extension .......................................................... 14-17
Wheels and Tires ........................................................................................................ 14-19
BRAKES ............................................................................................................................ 14-20
General ........................................................................................................................ 14-20

System Components ................................................................................................... 14-20

Brake System Controls and Indications ...................................................................... 14-21
Braking System Operation .......................................................................................... 14-24
NOSEWHEEL STEERING ............................................................................................... 14-25
General ....................................................................................................................... 14-25
System Components ................................................................................................... 14-25
NWS Controls and Indications ................................................................................... 14-27
Nosewheel Steering Operation ................................................................................... 14-29
Aircraft Towing ........................................................................................................... 14-29
LIMITATIONS ................................................................................................................... 14-29
Maximum Landing Gear Operating Speed ................................................................. 14-29
Maximum Landing Gear Extended Speed .................................................................. 14-29
Tires and Brakes ......................................................................................................... 14-29

ILLUSTRATIONS
Figure Title Page
14-1 Landing Gear System............................................................................................. 14-2
14-2 Main Landing Gear and Door Assemblies............................................................. 14-4
14-3 Bush and Claw Downlock Mechanism .................................................................. 14-5
14-4 Nose Landing Gear ................................................................................................ 14-7
14-5 Nose Landing Gear Doors...................................................................................... 14-9
14-6 Landing Gear Controls and Indications ............................................................... 14-11
14-7 Landing Gear Indications..................................................................................... 14-12
14-8 Landing Gear Extension Sequence ...................................................................... 14-15
14-9 Landing Gear Retraction Sequence ..................................................................... 14-16
14-10 Landing Gear Emergency Free-Fall..................................................................... 14-18
14-11 Main Landing Gear Wheel................................................................................... 14-19
14-12 Nose Landing Gear Wheel................................................................................... 14-19
14-13 Brake System Controls and Indications ............................................................... 14-22
14-14 Parking Brake Accumulator Gage ....................................................................... 14-23
14-15 Maintenance Panel ............................................................................................... 14-24
14-16 Nosewheel Steering.............................................................................................. 14-26
14-17 Nosewheel Steering Actuator............................................................................... 14-27
14-18 Nosewheel Steering Controls and Indications ..................................................... 14-28
14-19 Aircraft Towing.................................................................................................... 14-30

CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
The hydraulically operated, electrically controlled landing gear system for the Falcon
2000 consists of two main landing gears and a single nose gear. Each landing gear
(Figure 14-1) is fitted with a dual-wheel arrangement. The nose gear has a steering sys-
tem for taxiing. Doors for the main gear operate hydraulically, while the nose gear doors
are mechanically opened and closed. An emergency landing gear extension and a free-
fall mode provide for gear extension in case of normal landing gear extension failure.
GENERAL
LANDING GEAR
During normal operations, landing gear and sequencing, and indication of gear and gear
gear door operation are electrically controlled, door operations. Weight-on-wheels informa-
hydraulically actuated and mechanically tion is provided by separate ground/flight
locked. Proximity sensors, located on all three proximity sensors located on each gear strut.
landing gear assemblies, are used for control,

STRUT DOOR
NOSE L/G COMPARTMENT
MAIN L/G COMPARTMENTS
STRUT DOOR
LH MAIN RH MAIN
MAIN DOORS
L/G LEG L/G LEG
NOSE L/G NOSE L/G
DOORS
Figure 14-1. Landing Gear System
Landing gear and gear doors are mechanically shock absorbers in the main and nose landing
uplocked in the retracted position. During gear legs absorb loads imposed during aircraft
normal operations, gear uplocks and gear landing operations. Dual-wheel assemblies
door latches are hydraulically released. An on each main landing gear incorporate
emergency GEAR PULL handle and three hydraulic disc brakes.
mechanical unlocking control handles are
provided for the opening of gear doors and Nose gear extension and retraction is initiated
emergency extension of the gear. Normal by the nose gear actuator. Nose gear locking
landing gear extension and retraction is and release mechanisms are identical to those
selected using the landing gear control han- found on the main gear. Opening and closing
d l e . P r o x i m i t y s e n s o r s p r ov i d e p o s i t i o n of the nose gear doors are accomplished using
information needed to sequence landing gear mechanical attachments to the nose gear as-
operations. Normal sequencing of gear sembly.
operations includes opening of the main gear
doors, extension or retraction of the landing Nosewheel steering reacts to inputs from a
gear, and closing of the main gear doors. handwheel on the pilot side console. Movement
of the nosewheel is controlled by a computer-
Each main landing gear assembly incorpo- managed electrohydraulic control system.
rates a hydraulic brace strut actuator that
extends and retracts the gear. These actuators
also act as side braces when the gear is down
and locked. Gear pins are not required. Integral

BRAKES actuators also act as side braces. The main

landing gear uplocks are mechanically engaged
Either pilot can apply normal and/or emer- and hydraulically released during normal
gency braking. Normal braking with antiskid operations. When extended, the main gear is
is powered by the No. 1 and No. 2 hydraulic downlocked using a bush-and-claw locking
systems and is differential and progressive. At mechanism inside the brace strut actuator and
retraction, automatic braking occurs to stop hydraulic pressure that is constantly applied
main wheel rotation. when the gear is down and locked.
Emergency braking is powered by the No. 2 Each main gear also features two ground/flight
hydraulic system or pressure from a parking proximity sensors and two tachometer gen-
brake accumulator. Emergency braking is ac- erators for the brake antiskid system. Each
tivated by a parking brake handle (not with the main wheel drives its respective tachometer
toe pedals) and is progressive but not differ- generator.
ential. Antiskid protection is not provided in
this mode of braking. Hydraulically operated main gear door actu-
ators allow door opening and closing during
gear extension and retraction. Identical door
NOSEWHEEL STEERING latches on each main landing gear provide for
Nosewheel steering is provided by a rack-and- door-closed position security. Mechanical
pinion actuator on the nose gear. Pressure door locks hydraulically release during door
from the No. 1 hydraulic system powers the operation. A strut door on each main gear
actuator. Depressing and rotating the hand- mechanically operates through a link rod
wheel on the pilot side console provide elec- attachment between the door and the brace
trical signals to operate a control valve on the strut actuator.
steering actuator. Feedback signals from a po-
tentiometer cancel out steering signals as the Each main landing gear has a dual-wheel
selected nosewheel position is obtained. assembly fitted with a hydraulically operated
disc brake unit.
The nosewheel assembly is self-centering. A
hydraulic shutoff valve closes when SYSTEM COMPONENTS
ground/flight proximity sensors detect a
weight-off-wheels condition to prevent inad- Struts
vertent nosewheel steering operation in flight.
The main landing gear struts are oleopneumatic
shock absorbers. Shock absorbers on the
Falcon 2000 use nitrogen-charged hydraulic
MAIN LANDING GEAR fluid and a flow-limiting valve to accomplish
shock dampening. The sliding rod part of the
MAIN LANDING GEAR AND strut serves as the mobile portion of the shock
DOORS absorber. The following are attached to the
sliding rods of the main gear shock absorbers:
Primary elements of the two main landing • Wheel axles
gear assemblies (Figure 14-2) are the strut,
brace strut actuator, and main wheel assembly. • Brake units
Strut assemblies are the primary structural el- • Torque links
ement of the main landing gear and attach to
spars within the aircraft wings. Hydraulic • Antiskid system tachometers
brace strut actuators on each main landing Ground/flight proximity sensors detect a com-
gear assembly extend and retract the gear. pressed or extended shock absorber status and
When the gear is down and locked, these provide that information to aircraft systems.

14-4
MAIN L/G UPLOCK
PIPING
LINK ROD
STRUT ELECTRIC HARNESS
MAIN L/G DOOR

PROXIMITY SENSORS LATCH MAIN L/G BRACE
UPLOCK STRUT ACTUATOR
ROLLER STRUT
MAIN L/G DOOR DOOR
SWIVEL COUPLINGS ACTUATOR
SLIDING
ROD
TORQUE LINK ARMS MAIN L/G STRUT
MAIN DOOR
SLIDING ROD
BRAKE UNIT
ATTACHMENT
HOSES
FLANGE

JACK PAD WHEEL

SWIVEL COUPLINGS
TACHOMETERS WHEEL
BRAKES
WHEELS
Figure 14-2. Main Landing Gear and Door Assemblies

Brace Strut Actuators One sensor controls the gear operating se-
quence; the other provides gear position in-
Hydraulically operated brace strut actuators dications and warnings.
provide main gear extension, retraction, and
downlocking. Two proximity sensors installed Each double-acting actuator is equipped with
on each assembly detect and transmit gear po- a mechanical bush-and-claw downlock sys-
sition signals to the landing gear control circuit. tem that is hydraulically unlocked during gear
retraction (Figure 14-3).
CUT AWAY DRAWING APPLIES TO

MLG BRACE STRUT ACTUATORS AND THE
NOSE GEAR DRAG BRACE
SPRING SPRING
PROXIMITY PROXIMITY
SENSOR NO. 1 SENSOR NO. 2
BUSH BUSH
AND AND
CLAWS CLAWS
NOTE: SENSOR NUMBERS 1 AND 2

ARE FOR CLASSROOM
SLIDING ROD DISCUSSION ONLY.
Figure 14-3. Bush and Claw Downlock Mechanism

Main Landing Gear Uplocks NOSE LANDING GEAR

Main landing gear uplocks are mechanically
locked and hydraulically or mechanically re- NOSE LANDING GEAR AND
leased. Each uplock consists of the following:
DOORS
• A mechanical pivoting hook
Primary components of the nose landing gear
• A locking lever (Figure 14-4) are the following:
• A hydraulic release actuator • Strut
The uplock mechanically engages the gear • Sliding rod
strut during gear retraction. During normal
gear extension, the uplock actuator hydrauli- • Actuator
cally releases. • Drag brace
For mechanical release, an internal manual Ball-joint assemblies hinge the strut to two
uplock release mechanism attaches through a longitudinal beams at the sidewalls of the
cable to the landing gear emergency free-fall nosewheel compartment. An oleopneumatic
release handle in the cockpit. shock absorber serves as the interface between
the strut and the sliding rod.
Main Landing Gear Door A double-acting hydraulic actuator extends
Actuators and retracts the nose gear during normal
operations. The drag brace assembly main-
Double-acting hydraulic main gear door tains a downlock position whenever the nose
actuators open and close the doors during land- gear extends using a mechanical bush-and-
ing gear operations. Each door’s actuator in- claw downlock system similar to that found on
cludes a proximity sensor that sends position the main landing gear brace strut actuator.
signals to the landing gear control system for
proper landing gear and gear door sequencing. Nosewheel steering is electrohydraulically
controlled using a computer-managed rack-
Main Landing Gear Door Latch and-pinion steering system. Pilot inputs for
directional control of the steering system are
The main landing gear door latch is identical made from a cockpit handwheel.
to the main landing gear uplock. A mechani-
cally pivoting hook engages the door during
closing and hydraulically releases it during
landing gear extension.
Each door lock has two proximity sensors that

send position signals to a hydraulic door
solenoid valve. The solenoid valve works in
conjunction with a hydraulic actuator that
releases the door latch.

ACTUATOR SWIVEL
COUPLINGS
ELECTRIC HARNESS
NWS POSITION
SENSOR
NWS ACTUATOR STRUT

DRAG BRACE
UPLOCK ROLLER PROXIMITY

SENSORS
TORQUE LINK
MIDDLE HINGE
SLIDING ROD
DOOR ACTUATING
ROLLERS
Figure 14-4. Nose Landing Gear

SYSTEM COMPONENTS Nose Landing Gear Drag Brace

The sole function of the nose gear drag brace
Strut and Sliding Rod is to downlock the nose gear assembly. The
The combined components of the strut and drag brace is connected through ball-joint fit-
sliding rod form an oleopneumatic shock ab- tings to the strut and aircraft fuselage. An in-
sorber for the nose gear. Nitrogen-charged t e r n a l bu s h - a n d - c l a w d ow n l o c k s y s t e m
hydraulic fluid flows through an internal flow engages when the gear is extended to provide
limiter to produce the shock-dampening effect. the downlock feature.
The strut and sliding rod employ internal cams During gear retraction, the nose gear drag
to center the dual-wheel assembly when the brace hydraulically releases before the nose
sliding rod is fully extended. The centering ac- gear actuator begins to retract the gear.
tion aligns the wheel assembly with the aircraft
centerline.
Nose Gear Doors
Landing gear system components mounted on
the nose gear strut include the following: Doors for the nose gear (Figure 14-5) include
the following:
• Uplock roller
• Main doors
• Door actuating rollers
• Main shield door
• Torque links
• Auxiliary shield door
• Ground/flight proximity sensors
All nose gear doors are mechanically opened
• Nosewheel steering actuator. and closed by movement of the nose gear as-
Attached to the lower end of the sliding rod is sembly during extension and retraction. The
the nose gear wheel. nose gear main doors are not hydraulically
sequenced as are the main landing gear doors.
Actuator Both main doors of the nose gear hinge at the

fuselage and operate through symmetrical
During normal operation, a double-acting hy- mechanisms attached to the gear compartment
draulic actuator cycles the nose gear assem- sidewalls. Door actuating rollers on the torque
bly for extension or retraction. The actuator link arms engage the symmetrical door mech-
is attached to hinges on the strut and drag anisms to provide nose gear door movement
brace assemblies. Normal operation of the ac- during gear extension or retraction.
tuator is initiated by repositioning the cock-
pit landing gear control handle. The main shield door attaches to a hinge point
on the fuselage and to the gear strut through
two connecting rods. The auxiliary shield door
attaches to the torque link assembly through
two adjustable links. As the nose gear extends
or retracts, the shield doors operate through
mechanical connections.

PROXIMITY SENSORS PROXIMITY SENSORS

NG MAIN DOORS NOSE GEAR
CONTROL LINKAGE "DOWN AND LOCKED"
DRAG BRACE
NOSE L/G
UPLOCK
PROXIMITY SENSORS
NG
"UP AND LOCKED"
MAIN
SHIELD
DOOR
MAIN DOORS
PROXIMITY SENSORS
GROUND/FLIGHT
NOSE GEAR
DOOR CLOSING
ROLLER AUXILIARY
SHIELD
DOOR
CROSS SECTION
Figure 14-5. Nose Landing Gear Doors
PROXIMITY SENSORS Proximity Sensors

The ground/flight detection system provides
GENERAL data concerning whether the aircraft is on the
ground or in flight through proximity sensors
Proximity sensors transmit signals that are on the landing gear shock absorbers.
used for the following:
Two proximity sensors are installed on each
• Ground/flight detection
of the three landing gear shock absorber as-
• Control of landing gear and gear door se- semblies. These sensors detect a compressed
quencing or extended shock absorber and provide that
• Cockpit indications of gear and gear information to systems throughout the
door position aircraft.

Proximity sensors transmit signals to the land- LANDING GEAR CONTROL LEVER
ing gear logic circuit for control and se-
quencing of the landing gear system during
extension and retraction cycles. Sensors are on Flashes for 2 conditions:
the following: 1. After a 20 second delay it indicates
a disagreement between handle
• Uplocks position and gear position. (Does
not look at gear doors.)
• Actuators 2. If, Both power lever angle (PLA)
• Door latches and Radio Alt < 500 ft,
and
• Drag braces All 3 gear not down and locked.
OR
Information from the ground/flight proximity If, Both power lever angle (PLA)
sensors combines with data from the control < Max Cruise, and IAS < 160 kts,
and indication proximity sensors to determine and Radio Alt not available
if gear retraction will be allowed. All three and
ground/flight proximity sensors must indi- All 3 gear not down and locked.
cate a no weight-on-wheels status before gear (Items in #2 are accompanied by
nonsilenceable "Gear voice")
retraction will commence.
Proximity sensors used for control of gear NOTE

and gear door sequencing also provides cock- The flashing gear control handle and
pit indications of gear and gear door position “Gear” voice alerts are only canceled
by illuminating appropriate indicator lights if all three landing gear No. 2 prox-
on the landing gear configuration panel. imity sensors are satisfied.
Specific indications will be discussed later
in this chapter.
LANDING GEAR CONTROLS
Proximity sensor No. 1 on both main landing AND INDICATIONS
gear brace strut actuators and the nose gear
drag brace commands the main landing gear Circuit Breakers
doors to close. It also cancels the 20-second
time delayed flashing gear control handle. Landing gear system circuit breakers are lo-
cated on the overhead CB panel (Figure 14-6).
Specific circuit breakers are the following:
NOTE
• L/G EMERG (5 amps, ESS bus)
These actions only occur if all three
landing gear No. 1 proximity sen- • L/G CONTROL (5 amps, A1 bus)
sors (Figure 14-3) are satisfied. • L/G INDC (5 amps, B1 bus)
Proximity sensor No. 2 (Figure 14-3) turns Landing Gear Control Lever
on the associated green arrow light on the
landing gear configuration panel indicating The landing gear control lever is located on the
the gear is down and locked. It also cancels the main instrument panel (Figure 14-6). Selecting
20-second time delayed flashing gear control either the uplocked or the downlocked position
handle. It also cancels the “Gear” voice alert initiates the operating sequence for the gear and
that would occur if all of the following con- doors to position accordingly. Each of the two
ditions are met: positions has a detent for operational feel.
NOTE An electromagnet, controlled by the

ground/flight relays, prevents the lever from
Proximity sensor 1 and 2 numbers being moved to the uplocked position when a
are for classroom discussion only. weight-on-wheels signal is present.

CONFIGURATION
PANEL
CENTER G
E
CIRCUIT-BREAKER A
L/G EMERGENCY
PANEL FREE-FALL
R
U
RELEASE- HANDLE N
L
O
C
K
P
U
S
H
P
U
L
L
L/G EMERGENCY
HYDRAULIC EXTENSION
HANDLE
CONTROL LEVER
Figure 14-6. Landing Gear Controls and Indications

– NOSE GEAR IN TRANSIT

– NG DOORS
NOT OPEN OR
NOT CLOSED
LMG DOOR RMG DOOR

UPLOCKS ARE OPEN UPLOCKS ARE OPEN
LM GEAR RM GEAR
DOWN AND LOCKED DOWN AND LOCKED
NOSE GEAR DOWN AND LOCKED.*
*THE SAME SWITCH THAT TURNS ON THE NOSE GEAR "GREEN" LIGHT TURNS OFF THE "RED" LIGHT,
UNLESS EITHER NOSE GEAR DOOR FAILS TO REMAIN FULL OPEN AFTER NOSE GEAR EXTENSION.
NOSE GEAR
DOOR SENSORS
RED
GREEN
NG DOWN
SENSOR
NOTES:
1. WITH THE GEAR HANDLE DOWN, POWER TO BUS A-1, AND HYDRAULIC PRESSURE IN #1 SYSTEM,
PRESSURE IS CONTINUOUSLY APPLIED TO THE EXTENSION SIDE OF ALL 3 GEAR ACTUATORS WHEN
GEAR IS EXTENDED. (DOES NOT APPLY TO GEAR DOORS).
2. BOTH MAIN GEAR DOORS MUST BE FULLY OPEN BEFORE ANY GEAR WILL MOVE TO THE EXTEND OR
RETRACT POSITION.
3. BOTH MAIN GEAR DOORS WILL REMAIN FULLY OPEN UNLESS SENSORS CONFIRM ALL 3 GEAR ARE UP
AND LOCKED WHEN RETRACTED, OR DOWN AND LOCKED WHEN EXTENDED.
4. ONCE GEAR IS UP AND LOCKED WITH DOORS CLOSED, HYDRAULIC PRESSURE IS REMOVED FROM
THE SYSTEM. GEAR HANGS ON UPLOCKS.
5. RED AND GREEN INDICATOR LIGHTS RECEIVE POWER FROM B1 OR ESS BUS. IF B1 POWER FAILS,
INDICATION POWER COMES FROM ESS BUS.
Figure 14-7. Landing Gear Indications

The landing gear control lever handle flashes • Either radio altimeter indicates 500 feet
red after a 20-second time delay if there is a lack or less; or radio altimeter data is not
of compliance between the selected gear han- valid (RA inoperative or altitude in ex-
dle position and the position of at least one cess of 2,500 AGL)
gear. There is only one bulb in the handle. and
Replacement of the bulb is a maintenance item.
• Indicated airspeed is equal to or less
than 160 knots as measured by the air
Landing Gear data computer
Configuration Panel
The landing gear configuration panel has the fol-
NOTE
lowing indications and controls (Figure 14-7): The red light in the landing gear con-
trol lever flashes each time the voice
• Red MOVING lights—The red left and warning repeats.
right MOVING lights illuminate when
the respective main landing gear door is
not closed and locked. The center light Emergency Gear Extension
illuminates if the nose gear is not up Controls
and locked or down and locked. The
center red light will also illuminate if the GEAR PULL Hydraulic Extension
nose gear is down, locked and either Handle
nose gear door did not remain full open
after nose gear extension. It is possible to manually direct hydraulic
pressure to lower the gear and gear doors, if the
• Green LANDING GEAR lights—The gear fails to extend as a result of an electrical
green LH, NOSE, and RH LANDING control problem. The GEAR PULL handle has
GEAR arrow-shaped lights illuminate if an UNLOCK PUSH button that must be
the respective landing gear is down and depressed in order to pull the handle (Figure
locked. 14-6). Pulling the handle operates an emergency
• TEST button—The TEST button checks selector valve through a flexible cable that
the landing gear configuration panel removes electrical control from the normal
lights and voice warning system for landing gear sequence. This action also allows
proper operation. All panel lights illu- hydraulic pressure, if available, to simultaneously
minate, the landing gear handle flashes open the landing gear doors and extend all three
immediately, and the aural warning landing gear.
“Gear” alert is transmitted through the
audio system. There is no 20-second time Landing Gear Emergency Free-Fall
delay for the flashing handle when test-
ing the system. The horn silence button Release Handles
is only effective in silencing the “Gear” Each landing gear has an individual release
voice warning when performing this test. handle should the gear fail to extend as a result
of an electrical and/or hydraulic failure. When
pulled, these handles mechanically open their
Voice Warning corresponding gear doors and release the as-
A repeating “Gear” voice warning sounds sociated landing gear uplocks.
when all of the following conditions are met:
In order to operate this free-fall capability,
• At least one gear is not down and locked the GEAR PULL handle must be actuated first.
and Pulling the GEAR PULL handle properly po-
sitions the emergency selector valve for free-
• Both throttle levers are set below MAX fall operation.
CRUISE
and

14-14
IAS ≤ 160 KT AND RADIOALTITUDE =INVALID
BEFORE L/G
"IDLE" AND/OR
EXTENSION
ALTITUDE< 500 FT AND RADIOALTITUDE=VALID
VOICE CONTROL CONFIGURATION

NOSE GEAR MAIN GEAR "HORN SIL" WARNING LEVER PANEL
MOVING
"GEAR" LANDING GEAR LANDING GEAR UPLOCKED

TEST
LH NOSE RH
MAIN DOORS CLOSED AND LOCKED
L/G NORMAL FLASHING
MODE HANDLE
EXTENSION
CONTROL SET TO DOWN POSITION

MOVING
LANDING GEAR
"GEAR" TEST
LH NOSE RH
MAIN DOORS UNLOCKING

FLASHING AND OPENING
HANDLE
LANDING GEAR UP UNLOCKING AND

MOVING
EXTENSION
"GEAR" LANDING GEAR
TEST
LH NOSE RH
FLASHING LANDING GEAR DOWNLOCKED

HANDLE

MOVING
LANDING GEAR MAIN DOORS CLOSING

TEST
LH NOSE RH
MOVING
LANDING GEAR
LANDING GEAR DOWNLOCKED
TEST
LH NOSE RH
Revision 1
Figure 14-8. Landing Gear Extension Sequence
NOTE Pressure is continuously applied to the

extension side of all three landing gear actu-
The normal landing gear control han- ators when the following conditions are met:
dle should be in the down position be- gear is extended with gear handle down, elec-
fore attempting to use the emergency trical power supplied to bus A-1, and hydraulic
controls. pressure to the No. 1 system. Hydraulic pres-
sure is not continuously applied to the gear
doors when the gear is down and locked.
LANDING GEAR
OPERATION Sequencing of the gear extension and retraction
process adheres to the following conditions:
NORMAL EXTENSION AND • All three ground/flight proximity sen-

sors must indicate no weight-on-wheels
RETRACTION before the gear retraction sequence will
Normal landing gear extension and retraction commence.
is electrically controlled, electro-hydraulically • Both main gear doors must be fully open
operated and mechanically locked. Normal before any gear will move to the extend
system operation is initiated by reposition- or retract position.
ing the landing gear control lever to the gear • Both main gear doors will remain fully
down or gear up position. Repositioning the open unless proximity sensors confirm
lever provides electrical input to the landing all three landing gear are up and locked
gear control system to initiate the landing when retracted, or down and locked
gear extension or retraction sequence. when extended.
During normal extension/retraction, landing Once the gear is up and locked with doors
gear and gear door selector valves electrically closed, hydraulic pressure is removed from the
determine the operating sequence of the gear system.
and gear doors. The selector valves direct
hydraulic pressure based on the position of the The landing gear retraction sequence (Figure
control lever and on the basis of proximity 14-9) is essentially a reverse process of the ex-
sensor data. Gear and gear door indicator tension cycle. When the cockpit control lever
lights on the configuration panel reflect land- is moved to the up position, the following ac-
ing gear movement (red) and confirmation of tions occur:
the gear being down-and-locked (green) as • The main gear doors open
determined by proximity sensor data.
• Gear braces/actuators unlock
During the extension sequence (Figure 14-8) • Gear actuators cycle the gear up
moving the control lever to the down position
initiates the following actions: • Uplocks engage
• Main gear doors unlatch • The main gear doors close
• Main gear door actuators cycle open
• Landing gear uplocks unlock
• Landing gear actuators cycle down
• Landing gear strut actuators and/or drag
braces lock
• Door actuators cycle closed
• Door locks engage

CONTROL CONFIGURATION
14-16
VOICE LEVER PANEL
NOSE GEAR MAIN GEAR "HORN SIL" WARNING (100GM) (30CZ)
MOVING
LANDING GEAR LANDING GEAR UPLOCKED

TEST
LH NOSE RH
MOVING
MAIN DOORS CLOSING
LANDING GEAR
TEST
LH NOSE RH
LANDING GEAR UPLOCKED
MOVING
LANDING GEAR DOWN UNLOCKING
LANDING GEAR
TEST
AND RETRACTION
LH NOSE RH
MAIN DOORS OPEN
MOVING
MAIN DOORS UNLOCKING AND
LANDING GEAR
TEST OPENING
LH NOSE RH

CONTROLS SET TO UP POSITION
MOVING
LANDING GEAR DOWNLOCKED

LANDING GEAR
TEST MAIN DOORS CLOSED AND LOCKED
LH NOSE RH
NOTE: START HERE

BEFORE L/G "TAKE OFF" AND WORK UP
RETRACTION "MAX CLIMB"
"MAX CRUISE"
Figure 14-9. Landing Gear Retraction Sequence
Revsiion 1
EMERGENCY LANDING GEAR FREE-FALL EMERGENCY

EXTENSION LANDING GEAR EXTENSION
The emergency landing gear extension system The emergency free-fall extension system is
is to be used when extension in normal mode to be used if all other extension methods fail.
is unsuccessful. Before proceeding with any Before proceeding with any emergency gear
emergency gear extension procedure, ensure extension procedure, ensure the normal land-
the normal landing gear control handle is in ing gear control handle is in the down position.
the down position.
Operation of the free-fall option (Figure 14-
Emergency landing gear extension is initiated 10) is associated with the complete loss of
by first actuating the GEAR PULL handle. hydraulic power and the need to extend the
This causes a cable connection to operate a landing gear in flight. To actuate the free-fall
l ev e r o n t h e e m e rg e n c y s e l e c t o r va l v e . system, the landing gear emergency selector
Movement of the emergency selector valve valve must be repositioned by pulling the
initiates the following simultaneous events: GEAR PULL handle. This allows unrestricted
fluid return to the No. 1 hydraulic system,
• Emergency selector valve microswitches
deactivate the normal landing gear se- thereby relieving any possible fluid lock in the
quencing. system.
• Shuttle valves in the hydraulic supply When the landing gear emergency free-fall
unit direct pressure to open door latches release handles are pulled, mechanical link-
and uplocks and also pressurize the land- ages release the door latches and landing gear
ing gear actuators. uplocks. Gravity extends the gear. When the
• Check valves in the hydraulic supply free-fall extension procedure is complete, the
unit open to allow fluid return to the three green and two red left and right config-
No. 1 hydraulic system, avoiding uration panel lights will be illuminated.
restrictors in the normal system return
flow.
NOTE
Door opening and landing gear
extension occur without sequencing.
The main landing gear doors will
remain open.
At the end of the emergency extension cycle,

all three green lights and the red left and right
configuration panel lights are illuminated.

MAIN L/G AND DOOR
14-18
FLEXIBLE UNLOCKING
CONTROLS
A
B
FRAME 11
PRESSURE SEAL
OBLONG HOLE
MAIN L/G
SLIDING
UPLOCK
SEAL
FRAME 11
PRESSURE

SEAL
NOSE L/G
UPLOCK
MAIN L/G
DETAIL A DETAIL B DOOR LATCH
NOSE GEAR EMERGENCY MAIN L/G AND DOOR EMERGENCY
FREE-FALL RELEASE HANDLE FREE-FALL RELEASE HANDLES
Figure 14-10. Landing Gear Emergency Free-Fall

WHEELS AND TIRES Nose Landing Gear Wheels

The main and nose landing gear wheels are fit- Each nose gear wheel (Figure 14-12) has an
ted with split-rim aluminum alloy wheels. A aluminum split rim. Tapered roller bearings
seal between the wheel halves prevents ni- support the wheel on the axle. The outer rim
trogen pressure leakage. Each wheel is half has a tire inflation valve.
equipped with an inflation valve. Driving
tenons in the main gear wheels drive the ro-
tating discs of the brake unit. Tubeless radial
tires are used on each wheel.
Main Landing Gear Wheels

Each main gear wheel (Figure 14-11) has an
aluminum split rim. The key components of an
assembled wheel are the following:
• An inflation valve
• Three thermal relief plugs
• A heat shield
The heat shield protects the wheel and tire Figure 14-12. Nose Landing Gear Wheel
from heat generated by the wheel brakes.
Tires
Installation of radial tires on one main gear and
conventional tires on the other main gear is for-
bidden. Any of the following conditions war-
rant tire replacement:
• Depth of tread grooves is less than

0.5mm (0.02 inch).
• Flat spots that reach the metal rein-
forcing ply or obliterate the tread groove.
• Nylon rings visible through cracks at
the bottom of the thread groove.
Figure 14-11. Main Landing Gear Wheel

BRAKES antiskid functions according to aircraft

deceleration data as determined by IRS atti-
tude-groundspeed information and wheel
GENERAL speed. For proper operation of nosewheel
steering and antiskid braking, the landing gear
The brake system has two independent input control lever must be in the down position.
and control systems feeding into the main
landing gear wheel brakes. Mechanically con- Each BSCU performs the following functions:
nected pilot and copilot brake pedals provide
normal braking input to two brake and steer- • Runs self-test at turn-on
ing control units (BSCUs). The BSCUs are • Acquires inputs and generates corre-
dual-channel controls that determine pressure sponding outputs
applied to the wheel brakes by varying current
to left and right brake servo valves. Each chan- • Differentiates between braking channels
nel is hydraulically and electrically indepen- • Determines in-flight or ground phase
dent. The BSCUs, with inputs from pedal
position and antiskid control, route corre- • Applies braking control and regulation
sponding signals to the servo valves. (antiskid)
• Applies automatic braking upon landing
Parking brake application is through the PARK gear retraction
BRAKE handle on the pilot side of the instru-
ment panel. Application of the parking brake • Monitors system components
causes non differential and non anti-skid brak- • Performs functional test upon landing
ing to all wheel brakes powered by the No. 2 gear extension
hydraulic system.
• Transmits maintenance data
Each BSCU also acquires aircraft system in-
SYSTEM COMPONENTS formation concerning:
Wheel Brakes • Aircraft attitude and deceleration (IRS
inputs)
Each main gear brake assembly has six brake
pistons. Three of these pistons are connected • Landing gear control lever position
to the No. 1 hydraulic system. The remaining • Main landing gear wheel rotational speed
three pistons are connected to the No. 2 hy-
draulic system. • Presence of wheel brake hydraulic pressure
The hot section of the brake assembly contains Brake Pedal Position
two rotating and three stationary discs. Applying Transmitters
the brakes causes hydraulic pressure through the A brake pedal position transmitter sends
pistons to force the discs together. The result- position signals to the BSCUs that correspond
ing disc compression causes brake application to the position of each brake pedal. Each trans-
according to pedal input. A brake wear indica- mitter is capable of producing signals corre-
tor is on each main gear wheel assembly. sponding to pedal at rest, full braking, and all
pedal positions between the two extremes.
Brake and Steering Control
Units (BSCUs)
Each BSCU controls the brake isolating elec-
tric valves and servo valves associated with the
respective channel. The BSCU also performs

Brake Isolating Electrovalves Emergency Park Brake Valve

The No. 1 and No. 2 hydraulic systems sup- The emergency park brake valve is a pro-
ply respectively an isolating electrovalve gressively opened valve that routes pressure
mounted in the left and right main landing from the No. 2 hydraulic system to the wheel
gear compartments. Each isolating elec- brakes during emergency braking. The valve
trovalve operates through BSCU control, sup- mechanically opens as the cockpit PARK
plying hydraulic system pressure to the servo BRAKE handle is pulled. A proximity sensor
valves when pedal compression thresholds associated with the PARK BRAKE handle
reach a certain value. supplies an at-rest or activated signal to
extinguish or illuminate the BRAKE PRESS
amber light. The T.O. CONFIG warning light
Brake Servo Valves will illuminate if a power lever is moved to the
Each of the four brake servo valves is associ- TAKE OFF position.
ated with a specific hydraulic system respon-
sible for supplying wheel brake pressure to
each valve’s respective main landing gear.
BRAKE SYSTEM CONTROLS
The servo valve output is dependent on brake AND INDICATIONS
pedal position transmitter signals regulated
by the BSCU. Circuit Breakers
Brake system circuit breakers are located on
Tachometers the overhead CB panel (Figure 14-13).
Inboard and outboard tachometers in the axle
of each main gear wheel send a signal to the Specific circuit breakers are the following:
BSCU proportional to wheel speed. The signal • BRAKE CMPTR 1 (2.5 amps, bus E)
is applied to the antiskid function of the BSCU.
• BRAKE CMPTR 2 (2.5 amps, bus B1)
• BRAKE 2 ST BY (2.5 amps, bus A2)
Brake Pressure Switches
Brake pressure switches are installed down-
stream of each brake servo valve. With brake Pilot and Copilot Pedals
pedals at rest and pressure detected by the Mechanically connected pilot and copilot ped-
pressure switches, the BRAKE PRESS light als provide normal control of the main gear
will illuminate on the master warning and brakes. Brake pedal position transducers con-
caution panel. If at least one throttle lever is vert the mechanical pedal input to electrical
set to the TAKE OFF position, the red T. O. signals that are transmitted to the two BSCUs.
CONFIG light will illuminate and the “No The BSCUs, in turn, operate the gear brakes
Take-Off” oral warning is triggered. through the electrically operated hydraulic
servo valves.
Pedal-at-Rest Sensor
Each brake pedal has a pedal-at-rest sensor that PARK BRAKE Handle
sends at-rest or not-at-rest signals to the Pulling the PARK BRAKE handle causes No.
BSCUs. Signals from the pedal-at-rest sensors 2 hydraulic system pressure to be applied to
are also routed to the brake warning circuit. the landing gear brakes. The handle has two
locking detented positions:
• The first detent meters up to 1,450 PSI
• The second detent meters 3,000 PSI

BRIGHT
DIM
TEST RESET
PITCH T/O AIL

FADEC 1 FADEC 2
FEEL CONFIG FEEL
AUTO FLAP AIL
START 1 START 2
SLATES ASYM ZERO
LH ST BY RH
OIL 1 OIL 2
PROBES PITOT PROBES
AP
AP MISTRIM
TRIM FAIL
THRUST APU THRUST
APU GEN APR
GEN 1 BAT GEN 2
LH BUS RH BUS
ISOL TIED
BRAKE STD BY
FUELING BRAKE BRAKE
PRESS PUMP
BRAKE RECIR
ACCU ISOL
WARNING PANEL
NOTE
PANEL LAYOUT MAY VARY
PILOT COPILOT
PARK BRAKE PEDALS PEDALS
HANDLE
CENTER
CIRCUIT-BREAKER
PANEL
SERVO PITCH AFU MINELCO/LIGHT
CHECK OVER HEAT HEAT/TEST TEST
HEAT TEST
LH RH
COND'G MAN STAB FUEL ON
MAINTENANCE
OFF INTERFACE
FLIGHT CONTROL MAINT. DIAG
STEERING HYDR#1 DEFOGGING
LH RH PITCH RUD LH AIL RH AIL
LH RH OIL TEST MINELCO'S 1 OR 3 2

BRAKE HYDR#2 MEMORY CLEAR APU RESET AHRS
ENGINES FADEC
MAINTENANCE PANEL NOTE

Figure 14-13. Brake System Controls and Indications

To return the handle to the pushed-in (stowed) may also indicate the park brake valve is not
position from either detent, depress the closed or the PARK BRAKE handle is not in
UNLOCK PUSH button and move the handle the retracted position. Additional considera-
forward to release the brakes. tions for this light’s illumination include the
following:
Warning Panel Lights • The light illuminates normally when the
park brake handle is pulled.
The amber BRAKE light illuminates when one
BSCU braking channel is faulty. Illumination • When the light is illuminated, and at
is caused by either a loss of electrical power least one throttle lever is set to TAKE-
of one computer or a system failure signal OFF, the “No Takeoff” voice warning is
from one computer. This light means pedal initiated and the red T.O. CONFIG light
braking with antiskid protection is available, illuminates.
however, landing distances will be moderately • The light is inhibited from illumination
increased and more pedal stroke may be needed when the landing gear lever is set to the
to obtain the required deceleration. up position and during the 6.5-second
time delay at the beginning of the anti-
The red BRAKE light illuminates to indicate skid function test.
both BSCU braking channels are faulty.
Illumination is caused by a dual failure signal Illumination of the amber BRAKE ACCU light
from both electrical braking channels. This shows the parking brake system pressure is less
light means pedal braking is inoperative or than 2,100 PSI (145 bars). Accumulator pres-
unsafe and that landing distances are signifi- sure is shown on a gage visible in the right wing
cantly increased. Use of the emergency/park- wheel well (Figure 14-14). When the light
ing brake system may be used to stop the illuminates, pulling the park brake six times
aircraft, however, antiskid will not be avail- causes the pressure to drop to zero.
able. An audio warning accompanies illumi-
nation of this light.
NOTE
If the IRS units are not turned on for
taxi, amber and red BRAKE lights
will illuminate. In flight, if a dual
AHRS or IRS failure is identified
before landing, pedal braking will
be available, however, effectiveness
of that braking will be in a “down-
graded” mode. In flight or on the
ground, without IRS input to the
BSCUs, antiskid braking will only be
available in a “downgraded” mode: Figure 14-14. Parking Brake
approximately 50% that of normal. Accumulator Gage
The amber BRAKE PRESS light will illumi-

nate after a one-second delay to indicate resid-
ual pressure exists in at least one wheel brake
with the pedals at the rest position. The light

Maintenance Panel actuation induces electrical signals, through

pedal position transmitters, to each channel of
The maintenance panel (Figure 14-15) is part the BSCU system. The BSCUs respond to this
of the aircraft centralized maintenance system. input by sending signals to the electrically
It includes BRAKE indicators. controlled hydraulic servo valves, which then
a p p l y f l u i d p r e s s u r e t o t h e w h e e l b r a ke
The magnetic indicators are normally white. assemblies.
An indicator turns red when it senses an
abnormality in the associated system. A
tripped indicator remains red until the main- Antiskid System
tenance panel RESET pushbutton is pressed. The antiskid system prevents locking of the
main gear wheels during heavy braking by
BRAKING SYSTEM modulating pressure at the brake units. When
the brake pedals are depressed, the BSCU
OPERATION causes servo valves to modulate braking
pressure according to wheel speed informa-
Braking During Taxi tion received from the tachometer generators
Operation of the normal braking system dur- on the main gear wheels. In the event of a
ing taxi is initiated through the mechanically main wheel tire blowout or dual tachometer
connected pilot and copilot pedals. Pedal generator failure, a burst tire discriminator

HEAT TEST
LH RH
MAINTENANCE
OFF INTERFACE

ENGINES FADEC
MAINTENANCE PANEL
NOTE
Figure 14-15. Maintenance Panel

system will completely release braking pres- NOSEWHEEL STEERING

sure on both wheels of the gear leg. After a
0.4 second time delay, the BSCU cancels the
brake release order. From then on, antiskid GENERAL
will function using rotation speeds from the
undamaged wheel. The computer-managed, electro-hydraulically
controlled nosewheel steering system (NWS)
operates through manual input from a cockpit
Parking Brake/ handwheel (Figure 14-16). The No. 1 hydraulic
Emergency Brake system provides fluid pressure to the NWS ac-
tuator assembly through the landing gear con-
Parking brake application is initiated through trol unit. The BSCUs send commands to the
the three-position PARK BRAKE handle on NWS actuator assembly to direct movement of
the left side of the main instrument panel. the nosewheel. Steering commands are based
Pressing the UNLOCK PUSH bar releases on inputs the BSCU receives from the pilot
the handle for movement to one of the two handwheel position and nosewheel position
brake application detents. The handle is data obtained from the position sensor installed
spring-loaded to the retracted (off) position. on the NWS actuator. An electrical slaving
Pulling the handle mechanically actuates the unit translates signals from the BSCUs to the
emergency park brake valve, which allows hydraulic unit of the NWS actuator assembly.
No. 2 hydraulic system pressure to be applied
to the wheel brakes. A proximity sensor on the
emergency park brake valve senses the new SYSTEM COMPONENTS
valve position and illuminates the warning
panel BRAKE PRESS light. NWS Handwheel
and Solenoid Valve
Moving the PARK BRAKE handle between the
off position and the first detent causes pres- Manually operating the handwheel allows the
sure applied to the wheel brakes to range from nosewheel to turn 60° to either side from the
0 to 1,450 PSI (0 to 100 bars). This phase of centered position. The handwheel is a poten-
brake application is for parking and emer- tiometer powered by the BSCU. A push-in
gency braking. Limiting the braking pressure f u n c t i o n a l l ow s h a n d w h e e l r o t a t i o n b y
to this range prevents skidding during emer- electrically opening a solenoid valve. The
gency braking. Pulling the park brake handle solenoid valve initiates flow of No. 1 hydraulic
to the second detent delivers 3,000 PSI (206 system pressure to the NWS unit.
bars) of fluid pressure to the wheel brakes. This
application is for holding the aircraft during
cross-engine starts and various engine ground-
run operations.

NOSEWHEEL
STEERING WHEEL
SOLENOID VALVE
NO. 1 SYSTEM PRESSURE
NO. 1 SYSTEM RETURN
+ 28-VDC STEER NO. 1 + 28-VDC STEER NO. 2
NO. 1 BSCU NO. 2 BSCU
SLAVING
UNIT
HYDRAULIC
CONTROL
UNIT
RACK-AND-PINION ACTUATOR
ASSEMBLY
POSITION
SENSOR
Figure 14-16. Nosewheel Steering

NWS Actuator Assembly • Monitors data consistency between

ground and flight data, as well as be-
The NWS actuator assembly (Figure 14-17) is tween landing gear control lever position
mounted on the nosewheel landing gear and and the down-and-locked data
consists of the following:
• Initiates maintenance panel indications
• A slaving unit as required
• Hydraulic unit
• Rack-and-pinion assembly NWS CONTROLS AND
• Position sensor INDICATIONS
Commands from the BSCU, acted upon by the Circuit Breakers
slaving and hydraulic units to drive the rack
and pinion, mechanically turn the nosewheel. NWS circuit breakers (Figure 14-18) are on the
An antishimmy restrictor valve inside the slav- overhead CB panel. Specific circuit breakers
ing unit dampens wheel oscillation. are the following:
• NOSE WHL 1 (2.5 amps, bus A1)
• NOSE WHL 2 (2.5 amps, bus B2)
Handwheel
When the handwheel is pushed in, a spring-
loaded handwheel lock is overridden. The
handwheel can be turned 120° in either
direction from center, corresponding to nose-
wheel deflection of ±60° from center. When
released, the handwheel is spring-loaded back
to the zero position (wheels centered).
Movement of the handwheel and nosewheel
are not directly proportional. In other words,
Figure 14-17. Nosewheel Steering moving the handwheel half way does not
Actuator move the nosewheel half way. Rotation of
the handwheel 60° to either side of center
results in the nosewheel moving only 8° to
No. 1 and No. 2 Brake Steering either side of center. Continued rotation of the
hand wheel past the 60° position to the 120°
and Control Units position moves the nosewheel from 8° to 60°.
The steering channel of each BSCU: Care must be taken to avoid over controlling
the aircraft when turning the handwheel past
• Controls functions within the slaving the 60° position.
unit
• Acknowledges the position of the hand-
wheel and nosewheels
• Monitors electrical power for the hand
wheel, position sensor, and switch
control to the opposite BSCU in case
of an electrical failure or faulty posi-
tion indication

ROTATION OF HANDWHEEL
FOR NOSEWHEEL STEERING
HANDWHEEL
PRESS TO RELEASE FOR

HANDWHEEL UNLOCKING
CENTER
NOSEWHEEL CIRCUIT-BREAKER
STEERING HANDWHEEL PANEL
MAINTENANCE PANEL
HEAT TEST
LH RH
MAINTENANCE
OFF INTERFACE

ENGINES FADEC
NOTE
PANEL LAYOUT MAY VARY.
Figure 14-18. Nosewheel Steering Controls and Indications

Maintenance Panel LIMITATIONS

The maintenance panel (see Figure 14-15)
includes left and right STEERING indica- MAXIMUM LANDING GEAR
tors. The magnetic indicators are normally
white. An indicator turns red when it senses OPERATING SPEED
an abnormality in the associated system. A V LO ............................. 190 KIAS
tripped indicator remains red until the main-
tenance panel RESET pushbutton is pressed. M LO ........................... 0.75 M
NOSEWHEEL STEERING MAXIMUM LANDING GEAR

OPERATION EXTENDED SPEED
Operating the handwheel opens a solenoid V LE ............................. 245 KIAS
valve to route No. 1 hydraulic system pressure
to the slaving/hydraulic unit on the nose land- M LE ........................... 0.75 M
ing gear. It also transmits electrical signals to
the BSCU, which controls operation of the
slaving/hydraulic unit and the NWS control ac- TIRES AND BRAKES
tuator. The NWS control actuator operates a
rack-and-pinion gear that turns the nosewheel • Maximum tire operating speed is 195
knots.
assembly according to handwheel displace-
ment. A position sensor mounted on the rack- • Brake kinetic energy limit is 15,000 kJ
and-pinion assembly provides a feedback per brake.
signal to the BSCU to verify and update its out- • N o s ew h e e l m u s t b e e q u i p p e d w i t h
put signal. During flight, the handwheel out- chined tires.
put signals are electrically disabled.
AIRCRAFT TOWING
Before towing the aircraft (Figure 14-19)
disconnect the NWS by accomplishing the
following:
• Uncouple the torque link arm from the

swivel tube
• Lift the ratchet and unscrew the knurled
nut
• Remove the pin and lower the torque
link arm over the swivel tube
• Hold the torque link in the raised posi-
tion and insert the pin through the upper
fitting
Attach the tow bar by positioning it on the
tow fitting and lowering the bar over the fitting.
C h e c k t h e p a r k i n g / e m e rg e n cy b r a ke f o r
serviceability before towing. During towing,
an operator is required in the cockpit to apply
the parking/emergency brake as necessary.

FITTINGS TO PIN TORQUE
14-30
LINK UPPER ARM IN UP
POSITION WITH THREADED
PIN AND NUT
POSITION
WHEN
COUPLED
SWIVEL
A
SHOCK
ABSORBER
SLIDING
TUBE
POSITION
WHEN
UNCOUPLED
DETAIL F
TORQUE LINK PIN

ARM
NUT
LOCKING
TAB
FRONT

TORQUE LINK
QUICK REMOVAL
PIN
CROSS-SECTION A
TORQUE LINK HINGE DETAIL
COUPLING/UNCOUPLING
F POSITION TOW BAR
TOW (UNSTABLE)
FITTINGS
POSITION WHEN UNCOUPLED TORQUE
BAR IS HOOKED LINK LOWER ARM
Figure 14-19. Aircraft Towing

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-2
PRIMARY FLIGHT CONTROLS ........................................................................................ 15-2
Common Components ................................................................................................... 15-2
Ailerons (Roll) ............................................................................................................... 15-5
Rudder (Yaw)................................................................................................................. 15-7
Elevators (Pitch)............................................................................................................. 15-9
Trim Systems ............................................................................................................... 15-11
SECONDARY FLIGHT CONTROLS................................................................................ 15-17
Trailing-Edge Flaps ..................................................................................................... 15-17
Leading-Edge Slats...................................................................................................... 15-20
Airbrakes ..................................................................................................................... 15-23
ELECTRICAL POWER REQUIREMENTS...................................................................... 15-25

ILLUSTRATIONS
Figure Title Page
15-1 Flight Control Surfaces .......................................................................................... 15-3
15-2 Servoactuator.......................................................................................................... 15-4
15-3 Maintenance Panel ................................................................................................. 15-5
15-4 Roll Control Component Locations ....................................................................... 15-6
15-5 Rudder Pedal Adjustment ...................................................................................... 15-7
15-6 Yaw Control Component Locations ....................................................................... 15-8
15-7 Pitch Control Component Locations.................................................................... 15-10
15-8 Control Wheels..................................................................................................... 15-11
15-9 Aileron Trim Controls and Indications ................................................................ 15-12
15-10 Rudder System Controls and Indications............................................................. 15-14
15-11 Elevator System Controls and Indications ........................................................... 15-15
15-12 Flap System.......................................................................................................... 15-16
15-13 Flap, Slat, and Airbrake Controls and Indications ............................................... 15-18
15-14 Slat System........................................................................................................... 15-20
15-15 Angle-of-Attack Vanes......................................................................................... 15-22
15-16 STALL 1 and STALL 2 Test ................................................................................ 15-23
15-17 Airbrake System................................................................................................... 15-24
TABLE
Table Title Page
15-1 Electrical Power Requirements and Circuit Protection ........................................ 15-26

CHAPTER 15
FLIGHT CONTROLS
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INTRODUCTION
The flight controls of the Falcon 2000 are predominantly electrically controlled and hy-
draulically actuated from one or both hydraulic systems. The primary flight controls
(ailerons, elevator, and rudder) are powered from both hydraulic systems but can be con-
trolled manually if a complete hydraulic failure occurs. The horizontal stabilizer is op-
erated electrically. Secondary controls (trailing edge flaps, leading edge slats and
airbrakes) are controlled by one of the two hydraulic systems.

GENERAL • Dual servoactuators that are supplied

simultaneously by both hydraulic
systems
The control columns, yokes, and rudder ped-
als are mechanically linked to dual powered • Antiflutter/antigust accumulators that
barrel type servoactuators. The primary con- prevent control flutter in the event of
trol surfaces (Figure 15-1) are non-reversible; loss of hydraulic power and maintain
they do not transmit gust loads back to the the control surfaces in the neutral posi-
cockpit controls. Each hydraulic system pow- t i o n o n s h u t d ow n w h e n h y d r a u l i c
ers one side of the servoactuator and is capa- powered is removed
ble of operating the controls in the event of a • Main artificial feel units (AFUs)
failure of the other system. In the event of a
total failure of the hydraulic systems, con- • Auxiliary AFUs
ventional control linkages can position the
servoactuators to operate the control surfaces. Additionally, the elevator and aileron systems
feature variable bellcranks (Arthur units) that
The ailerons and rudder are trimmed electri- vary the forces on the control column. These
cally by moving the control linkage, which increase or decrease the resistance of the con-
repositions the neutral point of the controls. trols based on inputs from the air data com-
The horizontal stabilizer is electrically puter (aileron and elevator) or horizontal
trimmed via a dual powered jackscrew in the stabilizer and leading edge slats (elevator).
vertical stabilizer.
The servoactuators, AFUs, and antiflutter
The secondary flight controls surfaces are op- accumulators are common to all the primary
erated by electrical controls that activate sin- control surfaces. They perform the same func-
gle-channel hydraulic actuators. The No. 1 tion, however, their location and operation
hydraulic system normally operates the slats are different.
while the No. 2 system operates the flaps and
airbrakes. The slats may be extended by the No.
2 system via an Emergency Slat switch if the Servoactuators
No. 1 system should fail. In addition, either sys- The servoactuators (Figure 15-2) consist of
tem can extend the slats in the automatic mode dual independent barrel and piston assemblies
should an impending stall be sensed. operating in unison. The two barrel and piston
assemblies are completely separate but are
A single autopilot and yaw damper operate operated simultaneously by the No. 1 and
the control surfaces via servo-motors attached No. 2 hydraulic systems. One end of the as-
to the control linkages. A Mach trim system sembly is attached to the airframe and the
will automatically operate the horizontal other to the flight control. The flow of hy-
stabilizer under certain circumstances. draulic fluid extends or retracts the barrel
against the fixed position piston, thus chang-
ing the position of the flight control.
PRIMARY FLIGHT
Since the servoactuators are powered by both
CONTROLS hydraulic systems, failure of either system
does not affect the operation of the controls.
COMMON COMPONENTS If both hydraulic systems should fail, the
servoactuators are mechanically linked to the
The ailerons, rudder, and elevator controls cockpit controls via conventional rigid link-
have several design features in common: age. The primary flight controls will still be
operational through this fixed linkage although
the control forces will be considerably higher.

RUDDER
ELEVATOR
HORIZONTAL
STABILIZER
AILERON
AIRBRAKES
FLAPS
FL
A /C R
SLAT
Figure 15-1. Flight Control Surfaces

Antiflutter Accumulator Main Artificial Feel Unit (AFU)

Assemblies The main artificial feel units simulate aero-
The function of the antiflutter accumulators dynamic loads on the flight controls. Due to the
is to retain fluid within the assembly to pre- non-reversible nature of the servoactuators
vent surface flutter in the event of a complete there are no actual loads transmitted to the
hydraulic failure. They also maintain the cockpit controls. The AFUs provide resistance
primary flight control surfaces in the neutral by spring tension. The greater the control
position when hydraulic pressure is removed deflection, the greater the tension in propor-
on engine shutdown. Because of the antiflut- tion to the amount of the deflection from the
ter accumulaors, the aircraft does not have a neutral position. The AFU always tries to return
need for control gust locks. the control toward the neutral position.
AUXILIARY AIRFRAME
AFU ATTACHMENTS
ATTACHMENT
AILERON
ATTACHMENT
CONTROL
LINKAGE
ATTACHMENT
Figure 15-2. Servoactuator

Auxiliary AFU Abnormal operation is indicated by a red

Minelco, which may be cleared by the RESET
The function of the auxiliary AFUs is to re- switch on the maintenance panel. All red in-
turn the control surface to the neutral position dications must be cleared before flight. Should
in the event of a failure of the control linkage. a Minelco remain red after reset, maintenance
They are connected to the servoactuators must be performed on the aircraft before it
opposite from the control linkage attachment. can be flown.
Maintenance Panel AILERONS (ROLL)

The maintenance panel above the copilot side Aileron movement is initiated by movement
panel (Figure 15-3) contains magnetic indi- of either control wheel. The control wheels
cators (Minelcos) to check normal operation are interconnected and allow movement up
of the following: to 60° left or right. The control movement is
transmitted by conventional rigid linkage to
• The four aileron antiflutter accumulators
the servoactuators (Figure 15-4). The link-
• The two rudder servoactuator accumu- age consists of push-pull rods, pulleys, and
lators bellcranks. It is through this linkage that
• The two elevator servoactuator accu- roll control is maintained in the event of a
mulators complete hydraulic failure.

HEAT TEST
LH RH
MAINTENANCE
OFF INTERFACE

ENGINES FADEC
NOTE MINELCO RESET BUTTON

PANEL LAYOUT MAY VARY.
MINELCO FAILURE INDICATORS
Figure 15-3. Maintenance Panel

15-6
LINKROD
RH SERVO-ACTUATOR
LINKROD LINKROD
COPILOT RH AUXILIARY AFU

CONTROL WHEEL
PILOT
CONTROL WHEEL RH AFU LINKROD
LINKROD
28˚ 20˚
24˚ 20˚ LINKROD
LINKROD LINKROD AUTOPILOT

LINKROD
SERVOMOTEUR
NORMAL
AILERON
TRIM MOTOR LINKROD
QUADRANT 1
LINKROD
LINKROD
LINKROD LINKROD
LINKROD LINKROD
LINKROD
MAIN AFU LINKROD AILERON EMERGENCY

LINKROD TRIM ACTUATOR 28˚ 20˚
ARTHUR VARIABLE LINKROD

24˚ 20˚
BELLCRANK
LINKROD
LINKROD
LINKROD LINKROD
LINKROD
LINKROD
LINKROD LH
LINKROD SERVO-ACTUATOR
LINKROD LINKROD
LINKROD
LINKROD
Figure 15-4. Roll Control Component Locations
Revision 1
Autopilot Servo AIL FEEL Light

The autopilot servo is connected to the rigid The AIL FEEL light on the master warning
control linkage. When the autopilot is en- panel will illuminate for the following reasons:
gaged it provides roll control by directly mov-
• The Arthur variable bellcrank is in the
ing the control linkage. The autopilot servo is wrong position as sensed by the Arthur
electrically operated. control box (as indicated above)
AND/OR
Arthur Variable Bellcrank
• ADC failure
The aileron control linkage includes an elec-
trically variable bellcrank (Arthur unit). The
Arthur unit adjusts the travel of the main AFU RUDDER (YAW)
in relation to the indicated airspeed. As the air-
speed increases the Arthur unit varies its pivot Rudder movement is controlled by the pilot and
point to increase the spring tension of the co-pilot rudder pedals. The pedals are inter-
AFU. This requires that more force be applied connected under the cockpit floor and, like the
to the controls for greater control movement. ailerons, are connected to the servoactuators
by rigid linkage (Figure 15-4). Maximum rud-
Airspeed information to the aileron Arthur der deflection is 29° left or right. As with the
unit is supplied by the No. 1 air data com- ailerons, the linkage provides the crew with
puter (ADC). A printed circuit board monitors rudder control even with a complete hydraulic
the aileron Arthur and provides fault detection. failure. The pilot and copilot rudder pedals are
The circuit board receives variable bellcrank individually adjustable for pilot height by
position information and compares it to speed handles, attached to the pedals (Figure 15-5).
information from the No. 2 ADC.
At speeds below 140 KIAS and above 378

KIAS, the load factor is constant: minimum at
low speeds and maximum at high speeds.
Between 140 knots and 378 knots, the force
varies according to the airspeed input from the
ADC. If the position of the bellcrank, as sensed
by the printed circuit board and compared to
the speed information from the No. 2 ADC, dis-
agrees with its programmed position, the bell-
crank defaults to the low speed position. In this
case, the control feel would be normal at ap-
proach (low) speeds but would be light at
cruise (high) speeds.
The AIL FEEL warning light will illuminate on

the master warning panel after a three-second
delay to alert the crew to this condition. Figure 15-5. Rudder Pedal Adjustment

15-8
29˚
29˚
LINKROD
YAW DAMPER LINKROD
RUDDER
SERVO-ACTUATOR
AUXILIARY AFU
LINKROD
LINKROD
LINKROD LINKROD
LINKROD
CONNECTION
LINKROD
ROD
LINKROD LINKROD RUDDER TRIM

LINKROD
LINKROD ACTUATOR
LINKROD
LINKROD
LINKROD
LINKROD LINKROD
MAIN AFU
COPILOT CONTROL
PEDAL ASSEMBLY

LINKROD LINKROD LINKROD LINKROD

PILOT CONTROL
PEDAL ASSEMBLY
LINKROD
LINKROD
LINKROD
Figure 15-6. Yaw Control Component Locations
Revision 1
Yaw Damper varies its pivot point to increase or decrease the

spring tension on the AFU. This varies the
The yaw damper is controlled by the autopi- amount of force required to deflect the controls.
lot. It is attached to the rigid linkage adjacent
to the servoactuator. A functional yaw damper The elevator Arthur is positioned to the low
is not required for flight, however failure of the speed range whenever the leading edge slats
system results in a reduced air speed operat- are extended or whenever the horizontal sta-
ing range. bilizer is trimmed to a low speed position (less
than –4° pitch). It is positioned to the high
ELEVATORS (PITCH) speed range when the stabilizer is in a high
speed position (greater than +1° pitch). Within
Aircraft elevators are actuated by either control the high speed range and the low speed range,
column through the conventional linkage to a the Arthur variable bell crank position is a
single dual-barrel servoactuator. As with the function of the aircraft speed as determined by
other control surfaces, the elevator servoactu- output from the ADCs.
ator is powered by both hydraulic systems. The
single servoactuator moves both elevators si- In the event of a failure of the No. 1 hydraulic
multaneously through rigid linkage (Figure system, the elevator Arthur is automatically
15-7). Travel of the elevator is mechanically lim- repositioned by internal springs to the low
ited to 16° nose down and 20° nose up. speed position. (SN < 63).
The position of the variable bellcrank is con-

Arthur Variable Bellcrank tinuously monitored by the Arthur control
Like the aileron control linkage, the elevator box. If the position of the bellcrank disagrees
linkage includes a variable bellcrank (Arthur with the proper position as programmed within
unit). The Arthur unit adjusts the travel of the the Arthur control box, the control box will
main AFU in relation to inputs from the Arthur cause the PITCH FEEL light on the master
control box. In aircraft before SN 62, the warning panel to illuminate.
elevator Arthur is powered from the No. 1
hydraulic system. In aircraft SN 63 and Weight-off-wheels data is used by the Arthur
subsequent, it is electrically powered. control box to prevent the actuation of pitch
feel until the aircraft is airborne. Until weight-
An Arthur control box sends signals to the off-wheels is sensed, the bellcrank will re-
Arthur variable bellcrank to control its position. main in the low speed position.
It receives input from the following sources:
• Horizontal stabilizer position PITCH FEEL Light
• Leading-edge slat position The PITCH FEEL light on the master warn-
ing panel will illuminate for any one of sev-
• Arthur variable bellcrank position eral abnormal situations:
• Ground / flight information from weight- • The Arthur variable bellcrank is in the
off-wheels sensors wrong position as sensed by the Arthur
• Speed data from the No. 1 and No. 2 control box (as indicated above)
ADC • No power to the Arthur control box
• Arthur self test failure
The Arthur control box sends signals to the
Arthur unit in relation to speed input from the • The slats are extended at a speed greater
No. 1 and No. 2 ADC, the position of the slats, than 210 KIAS
and the position of the horizontal stabilizer. It

15-10
LINKROD
LINKROD LINKROD
LINKROD
LINKROD
PITCH
SERVO-ACTUATOR 20˚
AUXILIARY AFU 16˚

LINKROD
LINKROD LINKROD LINKROD ARTHUR VARIABLE

BELLCRANK
LINKROD
COPILOT CONTROL
COLUMN LINKROD MAIN APU
LINKROD
PILOT CONTROL
COLUMN
LINKROD LINKROD
CONNECTING
ROD
LINKROD LINKROD
LINKROD
LINKROD

LINKROD AP SERVOMOTOR
LINKROD LINKROD
LINKROD
LINKROD LINKROD
LINKROD
LINKROD
CONNECTING ROD
LINKROD
Figure 15-7. Pitch Control Component Locations

TRIM SYSTEMS with actuation of only one of the rocker

switches, it indicates that a short circuit
The trim systems of the Falcon 2000 consist exists within the system.
of trim switches in the cockpit, trim actuators
connected to the control linkage, a trim indi- If a runaway trim should occur, actuation of
cator on the instrument panel, circuit break- the trim switches in the opposite direction to
ers, and warning lights. The elevator and the runaway should stop the runaway.
aileron have emergency trim switches but the
rudder has a normal trim system only.
Aileron Trim
The normal pitch trim switches are on the Aileron trim is electrically controlled and hy-
outboard handles of the pilot and copilot draulically actuated. The trim actuator (Figure
control wheels (Figure 15-8). The remainder 15-9) is electrically driven and is controlled
of the trim switches are found on the by the AILERON dual-rocker switch on the
airbrake/tailplane/trim unit (ATT) on the pedestal. Both halves of the switch must be de-
center pedestal. Normal trim switches are pressed simultaneously to complete circuitry
a l l d u a l r o c ke r t y p e s . I n a l l t h r e e a xe s , for trim actuation. If trim occurs with one
actuation of both rocker switches is required switch depressed, a malfunction exists.
to move the control surface. If the trim moves
PILOT
CONTROL COLUMN/WHEEL
3
NOSEDOWN
4
1 NOSEUP
NOSEDOWN
2
NOSEUP
COPILOT
CONTROL COLUMN/WHEEL
5
NOSEDOWN 7
NOSEDOWN
6
NOSEUP
8
NOSEUP
PILOT HS DUAL ROCKER
COPILOT HS DUAL ROCKER
Figure 15-8. Control Wheels

NOTE Movement of the AILERON trim switch ap-

plies 28 VDC to the trim actuator. Linear mo-
Runaway aileron trim can be stopped tion from the actuator displaces the input arm
by applying opposite trim and then on the servoactuator, thus hydraulically repo-
disengaging the control circuit sitioning the ailerons. Maximum trim deflec-
breaker. Trim will remain inoperative. tion of the aileron is 12°, 30'. Maximum aileron
trim is indicated by a reading of 50 on the
trim indicator.
5 5 5 5
WSHLD TRIM FLAP A/B TRIM
FRONT LH INDIC INDIC INDIC
15 5
LH AOA TRIM
5
HEAT AILERON
TRIM
AILERON
5 20 5 5
BLEED DV SLAT LH AUTO
1 WINDOW INDIC SLAT
-COND’G FLT CONTROL
15 20 15 5
WIPER AFT SIDE STAB AIL
RH WINDOW NORMAL FEEL
DIM 15 5
RESET
RH AOA RH AUTO
HEAT SLAT
T/O AIL
FADEC 2
CONFIG FEEL
FLAP AIL
ASYM ZERO
START 2 10 5
ST BY RH DRAIN ROLL
OIL 2 HEAT EMERG
PITOT PROBES
AP MISTRIM
CENTER CB PANEL
THRUST
APU FAULT APR
REVERSERS 1
WARNING PANEL
AIL NOSE DN
L R 2
TAILPLANE AIR
0 0
BRAKES 0
DOWN
E
0 50 50 T AFT
AILERON A 4
M
E B
R 1 RUDDER
G 6
RUDDER
UP L R 8
FWD
10
NORMAL 40 40
0 NOSE UP
AIRBRAKE/TAILPLANE/TRIMS TRIM INDICATOR AIL

CONTROL UNIT
L R
0 0
AILERON
50 50
Figure 15-9. Aileron Trim Controls and Indications

Aileron position is shown on theAIL position The yaw damper consists of an electrically
indicator on the instrument panel. Do not at- driven actuator attached to the rudder linkage.
tempt aileron trim when hydraulic pressure is It is controlled by the autopilot.
not available.
Pitch Trim
Emergency aileron trim control is provided in
case the aileron control linkage seizes. The Pitch trim is accomplished by repositioning of
emergency aileron trim is operated by an emer- the horizontal stabilizer. The pitch angle of
gency trim motor attached to the left aileron the stabilizer is adjusted by a jackscrew in the
servoactuator. The motor is controlled by two vertical stabilizer. The jackscrew is driven by
red pushbuttons on the ATT trim unit. Pushing one of two identical electric motors: one motor
either button moves the left aileron only and is actuated by the normal trim system, the other
provides for emergency roll control. If the left by the emergency trim system.
aileron binds, the servo and the connecting
linkage will cause the right aileron to move to Normal trim is accomplished by a pair of
provide the emergency control. dual rocker switches on the control columns.
Emergency pitch trim is controlled by the
EMERG tailplane switch on the ATT unit. A
Actuation of the emergency trim system is NORMAL circuit breaker, also on the ATT
monitored by illumination of an AIL ZERO unit, prevents simultaneous actuation of both
light on the master warning panel. The light systems.
illuminates whenever the left aileron is out of
the neutral position. The EMERG tailplane switch is a three position
switch spring-loaded to the center neutral
Rudder Trim position. When the EMERG tailplane switch is
Rudder trim is electrically controlled and activated to the UP or DOWN position, it
hydraulically actuated. The trim actuator mechanically pops the NORMAL circuit
(Figure 15-10) is electrically driven and is breaker, preventing actuation of the normal
c o n t r o l l e d b y t h e RU D D E R d u a l - r o c ke r pitch trim system.
switch. Both halves of the switch must be
moved simultaneously to complete circuitry The position of the horizontal stabilizer is
for trim actuation. If trim occurs with one indicated on the trim position indicator (Figure
switch half depressed, a malfunction exits. 15-11). The indicator is graduated in one-
degree increments from 2° nosedown to 10°
noseup. A green band between –2° and –6°
NOTE noseup shows the acceptable takeoff range.
Runaway rudder trim can be stopped
by applying opposite trim and then Autopilot Servo
disengaging the control circuit breaker.
The autopilot servo is connected directly to the
horizontal stabilizer. When the autopilot is
Movement of the RUDDER trim switch applies engaged, it provides pitch control by directly
28 VDC to the linear rudder trim actuator. As moving the stabilizer.
the actuator drives, the main AFU is moved to
displace linkage to the servoactuator, hy- Mach Trim and Overspeed Mode
draulically repositioning the rudder. Maximum
rudder deflection with the trim system is ± 12° The horizontal stabilizer, through the autopilot,
30'. Trim deflection is shown on the RUDDER has a Mach trim feature. This function is oper-
trim position indicator. A reading of 40 on the ational between 0.77 and 0.87 Mach indicated
indicator relates to 12° 30' of rudder trim. speed and requires only that the autopilot be
functional. Mach trim provides a minimum

L/G ST BY COND'G WINGS STAB FLAP

EMERG PUMP MAN EMERG CONTROL
BRAKE HYDR ST BY WIPER PITCH TRIM A/B

CMPTR 1 ISOL PITOT LH FEEL RUDDER CONTROL
RUDDER TRIM CB
TRIM
RUDDER
TAILPLANE
DOWN
AIR
BRAKES AIL NOSE DN
0 L R 2
0 0
AILERON E 0
M
E
1
R S
G 50 50 T AFT
RUDDER A 4
B
UP RUDDER 6
NORMAL
L R 8
FWD
10
40 40
0 NOSE UP
RUDDER TRIM SWITCHES

RUDDER TRIM INDICATOR
RUDDER
RUDDER
L R
40 40
0
Figure 15-10. Rudder System Controls and Indications

10
5 10
STAB
D’G WINGS STAB FLAP EMERG
N EMERG CONTROL
5 15 5 5 5
BY WIPER PITCH TRIM A/B
5
OT LH FEEL RUDDER CONTROL
PITCH
FEEL
5 5 5 5
D'G CABIN WSHLD TRIM FLAP A/B
IN PRESS FRONT LH INDIC INDIC
5 15 5
ATIC LH AOA TRIM
AT HEAT AILERON
15
5 20 5 5
STAB
NE BLEED DV SLAT LH AUTO NORMAL
1 WINDOW INDIC SLAT
CE-COND’G FLT CONTROL
5 15 20 15 5
NE WIPER AFT SIDE STAB AIL
RH WINDOW NORMAL FEEL
5 15 5
D’G RH AOA RH AUTO
W HEAT SLAT
BRIGHT
5
DIM 5 10 5
TEST RESET AP
BLEED DRAIN ROLL TRIM
2 HEAT EMERG
PITCH T/O AIL

FADEC 1 FADEC 2
FEEL CONFIG FEEL 5 5 5
AUTO FLAP AIL
START 1 START 2 ATIC WSHLD AP
SLATES ASYM ZERO AT FRONT RH TRIM
LH ST BY RH
OIL 1 OIL 2
PROBES PITOT PROBES
AP
AP MISTRIM
TRIM FAIL CENTER CB
THRUST APU THRUST
REVERSER 1 APU GEN
FAULT
APR
REVERSERS 1 PANEL
BAT
NOSE DN
WARNING PANEL AIL NOSE DN
2
L R 2
0 0
0 0
TAILPLANE AIR S
DOWN BRAKES 50 50 T AFT
TAILPLANE S
DOWN 0 A
B
4
T AFT
AILERON E RUDDER A 4
M
E
1 6
B
R
E
G L R FWD
8
RUDDER
M 10 6
E UP
40 40
0 NOSE UP
R
G NORMAL 8
FWD
10
UP TRIM PANEL NOSE UP
N ATT CONTROL BOX
Figure 15-11. Elevator System Controls and Indications

JACKSCREWS
TRANSMISSION
SHAFTS
FLAPS
40 ˚
OUTER FLAP CROSS SECTION
LINK ROD
40 ˚
INNER FLAP CROSS SECTION
Figure 15-12. Flap System

amount of control force when the aircraft is SECONDARY FLIGHT

hand-flown. This minimum force is provided by
the AFUs and Arthur units except at high alti- CONTROLS
tudes and high airspeeds. When necessary, Mach
trim trims the aircraft in the direction opposite The secondary flight controls consist of four
to the movement of the pilot’s control inputs, flap panels, two leading-edge slats, and six air-
thus requiring the pilot to move the controls brake panels. All the surfaces are electrically
more. The Mach trim feature is overriden by op- controlled and hydraulically actuated.
eration of the normal pitch trim system or by
autopilot trimming of the horizontal stabilizer. TRAILING-EDGE FLAPS
When the normal trim switch is released, Mach
trim resumes its automatic function, if neces- The flap system consists of inboard and out-
sary. If Mach trim is not functional, a yellow MT board double-slotted Fowler flaps on each
is displayed on the pilot and copilot PFDs. wing (Figure 15-12). They travel on rails and
rollers and are actuated by six jackscrews
The overspeed mode is similar to the Mach powered by a single hydraulic motor. One
trim. When the aircraft IAS or Mach exceeds jackscrew actuates the outboard flap and two
V MO or M MO , a command is generated to the j a c k s c r ew s a c t u a t e t h e i n b o a r d f l a p s .
flight director to maintain a reference speed Transmission shafts connect each jackscrew in
below the limiting V MO or M MO . Automatic series to the hydraulic motor. The inboard and
operation of the overspeed mode requires that outboard panels on each wing are intercon-
the autopilot be operational and selected on. nected by a link rod. Maximum deflection of
the flaps is 40°.
Takeoff Configuration Warning
The T/O CONFIG annunciator on the master Flap Power Drive Unit
warning panel will illuminate to show im- Hydraulic pressure from the No. 2 system
proper positioning of the horizontal stabilizer powers the single flap motor. The flap motor
for takeoff. If the stabilizer is not between 2° is connected to transmission shafts that actu-
and 6° noseup when either power lever is ad- a t e e a c h j a c k s c r ew s i m u l t a n e o u s l y. T h e
vanced past the maximum climb detent, the an- jackscrews position the flaps aft and down the
nunciator will illuminate. At the same time, rails to the selected position.
the “No Takeoff” audio warning will sound.
The takeoff configuration warning does not

monitor the position of the aileron or rudder trim.
Audio Warning
Movement of the stabilizer, either by the nor-
mal or emergency trim system, is announced
by an audio warning. Whenever the trim sys-
tems are actuated, the audio warning, described
as a 12.5-Hz rattle, is activated.

CENTER CB PANEL
10
STAB FLAP FLAP
EMERG CONTROL CONTROL
5 5 5
5
PITCH TRIM A/B
FEEL RUDDER CONTROL
A/B
CONTROL
BRIGHT 5 5 5
WSHLD TRIM FLAP A/B
FRONT LH INDIC INDIC
DIM
TEST
15 5 5
PITCH T/O AIL LH AOA TRIM
FEEL CONFIG FEEL HEAT AILERON FLAP A/B
INDIC
AUTO FLAP AIL
SLATS ASYM ZERO
LH ST BY RH
PROBES PITOT PROBE 20 5 5
AP DV SLAT LH AUTO
AP MISTR
TRIM FAIL WINDOW INDIC SLAT
APU APR
APU GEN
FAULT FLT CONTROL
5 5
WARNING PANEL 20 15 5 SLAT LH AUTO
INDIC SLAT
AFT SIDE STAB AIL
WINDOW NORMAL FEEL
15 5
RH AOA RH AUTO
HEAT SLAT
5
RH AUTO
TAILPLANE AIR SLAT
DOWN BRAKES
E
0
AILERON
M
E
R 1 AIR
G BRAKE
RUDDER FLAPS
UP
UP 0
10
NORMAL
DN 20
40
SLATS
MOVING
ATT CONTROL BOX LANDING GEAR

TEST
LH NOSE RH
AIR
BRAKES CONFIGURATION PANEL
CLEAN
0 10˚ FLAPS + SLATS

AIR
20˚ FLAPS + SLATS BRAKE FLAPS
1 40˚ FLAPS + SLATS
UP
0
EMERG
SLATS
10
DN 20
40
NORMAL SLATS/FLAPS CONTROL BOX SLATS
Figure 15-13. Flap, Slat, and Airbrake Controls and Indications

Controls and Indications Flap position is sensed by a potentiometer on

the left outboard flap panel. Position is mon-
The position of the flaps is controlled by the itored on the Slat/Flap indicator on the cen-
slat/flap handle on the aft center pedestal ter instrument panel. The flap gage reads in
(Figure 15-13). Moving the handle to one of increments of 0°, 10°, 20° and 40° but will also
the four detented positions actuates one of a show movement of the flaps as they travel be-
set of contactors which sends a signal to the tween the selected positions.
slat/flap control box. The control box in turn
sends a signal to the flap motor to drive the
flaps to the selected position. The slat/flap Flap Asymmetry
handle also controls the movement of the lead- A printed circuit board and two potentiome-
ing-edge slats which move in concert with the ters, one on each outboard flap are designed
flaps. In order for the flaps to move from the to monitor the simultaneous movement of the
retracted position, the slats must first fully flaps. Should asymmetric movement of the
extend. Conversely, the flaps must fully retract flaps be detected, the circuit board will cause
before the slats will retract. The four detented the FLAP CONTROL circuit breaker on the
positions for the slat/flap handle are: overhead CB panel to pop. This will cause
• CLEAN—Slats and flaps are retracted flap movement to stop. At this time the FLAP
ASYM warning light on the master warning
• 10° FLAPS + SLATS—Slats extended panel will also illuminate (Figure 15-13). The
and flaps to 10° asymmetry threshhold is a 5° difference be-
• 20° FLAPS + SLATS—Slats extended tween the flaps at takeoff settings and 8° for
and flaps to 20° landing settings. An asymmetry can only be
reset once the aircraft is on the ground.
• 40° FLAPS + SLATS—Slats extended
and flaps to 40°
To move the slat/flap handle from one detent The T/O CONFIG annunciator on the master
to the next, the handle must be moved upward warning panel will illuminate to show im-
out of the detent in order to be unlocked. A stop proper positioning of the flaps for takeoff. If
at the 20° FLAPS + SLATS position prevents the flaps are extended to a position greater
inadvertent movement to the 40° FLAPS + than 22° when either power lever is advanced
SLATS position. In flight, the handle should past the maximum climb detent, the annunci-
be moved to the next detent only when flap ator will illuminate. At the same time, the “No
movement has stopped at the selected position. Takeoff” audio warning will sound.

LEADING-EDGE SLATS each slat operates in the normal and automatic

modes. The center actuators function in the
The leading-edge slats consist of single slot- emergency mode. Depending on the mode of
ted slats on the outboard portion of each wing operation, the system may be operated by ei-
(Figure 15-14). They travel on six tracks per ther the No. 1 or No. 2 hydraulic system.
wing and are controlled by three hydraulic Maximum slat extension is 30°.
actuators per slat. The system operates in three
modes: normal, emergency, and automatic. The slats can be protected from icing by bleed
An actuator on the inner and outer portion of air from the engine compressor sections.
ACTUATORS
6 TRACKS BEARING
ON ROLLERS
SLAT RETRACTED
30°
SLAT EXTENDED
Figure 15-14. Slat System

Actuators Automatic Mode

Each of the three actuators consists of a sin- Automatic operation of the slats is controlled
gle barrel with a sliding piston attached to an by signals from the angle-of-attack (AOA)
actuating arm. Hydraulic pressure moves the vanes on the left and right side of the forward
piston causing the slat to move down or up the fuselage (Figure 15-15) through printed cir-
tracks. When the slats are operated in the nor- cuit boards. If an angle of attack approaching
mal or automatic mode, pressure from the No. stall is sensed by either AOA vane, the printed
1 hydraulic system supplies the inboard and circuit board sends a signal to extend the slats.
outboard actuators. If the emergency system The AOA vanes operate separately and are set
is used, pressure from the No. 2 hydraulic sys- to operate at slightly different angles of attack.
tem supplies the center actuator. The 2 hy-
draulic system can only be used to extend the When the angle-of-attack threshhold is
slats; No. 1 system pressure must be avail- reached, the printed circuit board will also
able for slat retraction. command retraction of the airbrakes, if they
are extended, initiation of automatic engine ig-
nition, and a “Stall” audio warning. When the
Normal Operation angle of attack is reduced below the threshhold,
In the normal mode of operation, the position the AOA vanes and printed circuit boards will
of the slats is controlled by the slat/flap han- command retraction of the slats. The auto-
dle on the aft center pedestal. Whenever the matic ignition and audio warning will be ter-
handle is moved from the CLEAN position to minated. Ignition will remain on until 10
one of the extend detents, a contact is made and seconds after the stall condition is no longer
the slats are commanded to the move to the ex- sensed. The airbrakes remain retracted.
tend position. The slats are retracted when
the handle is moved back to the CLEAN po- The automatic mode of slat extension is can-
sition. A slats/flaps control box sequences the celled by a signal from the ADC at indicated
extension of the flaps and slats. On extension, airspeeds greater than 265 knots. If the sys-
the slats are fully deployed before travel of the tem remains armed at a speed above 280 KIAS,
flaps begins. During retraction, the flaps must an AUTO SLAT light on the master warning
retract fully before slat retraction commences. panel will illuminate (Figure 15-13). The sys-
tem is also disarmed on the ground by left and
right landing gear weight-on-wheels proxim-
Emergency Operation ity sensors.
If No. 1 hydraulic power for normal extension
is lost or during certain malfunctions, an emer-
gency mode, controlled by a red guarded emer-
gency slat switch on the aft center pedestal, is
provided. Use of the emergency slat switch op-
erates the emergency actuators to extend the
slats.
CAUTION
When the Emergency Slats switch
has been used, it must not be returned
to the OFF positon.

Figure 15-15. Angle-of-Attack Vanes
The automatic operation of the slats can be An amber TRANSIT light illuminates when the
tested on the ground with a pair of pushbut- slats are not in the selected position.
tons on the pedestal (Figure 15-16). The but-
tons are labeled STALL 1 and STALL 2.
Actuation of the STALL 1 button tests the cir- Takeoff Configuration Warning
cuits from the left AOA vane and the No. 1 hy- The T/O CONFIG annunciator on the master
draulic system. The STALL 2 button tests the warning panel will illuminate to show im-
circuits on the right side and the No. 2 hy- proper positioning of the slats for takeoff. If
draulic system. Either button also tests the the flaps are not extended or if the slat/flap han-
voice warning, automatic engine ignition, and dle is in the CLEAN position when either
automatic retraction of the airbrakes. power lever is advanced past the maximum
climb detent, the annunciator will illuminate.
At the same time, the “No Takeoff” audio
Slat/Transit Lights warning will sound.
Slat operation is indicated by two lights on the
configuration panel. A green SLAT light in the
shape of the slats illuminates when the slats
are fully extended. The light is steady if ex-
tension is commanded by the normal or emer-
gency modes of operation. It will flash if the
extension is a result of actuation from the au-
tomatic mode.

Figure 15-16. STALL 1 and STALL 2 Test
AUTO SLATS Light 2 hydraulic system. The airbrakes are elec-

trically controlled by a three-position control
The AUTO SLATS light on the master warn- lever on the ATT unit on the aft center pedestal.
ing panel will illuminate for any one of sev-
eral abnormal situations:
• Either stall system is not disarmed by
Airbrake Pressure-Holding
280 KIAS (as indicated above) Valve
• Malfunction of the slats monitoring sys- When hydraulic pressure is removed from the
tem system, whether it is caused by normal shutdown
or by failure of the No. 2 hydraulic system, the
• Failure of one weight-on-wheels prox- airbrake pressure-holding valve maintains resid-
imity sensor to the ground mode ual pressure in the servoactuators. This serves
• ADC failure to keep the airbrakes flush to the upper surface
of the wing.
• Disagreement of more than 5° between
the two AOA sensors
AIRBRAKES
The airbrake system consists of three exter-
nally hinged panels on the upper surface of
each wing (Figure 15-17). Each panel is ac-
tuated by a servoactuator supplied by the No.

HYDRAULIC ACTUATORS
AIRBRAKE PANEL
37°
INNER CROSS SECTION
50°
CENTER CROSS SECTION

68°
OUTER CROSS SECTION
Figure 15-17. Airbrake System
Controls and Indications During a stall situation, the airbrakes will be

commanded to the stowed position by signals
N o r m a l ex t e n s i o n a n d r e t r a c t i o n o f t h e from the AOA vanes. The handle will remain
airbrakes is accomplished with the airbrake in the selected position. Normal operation of
control lever. It is set to one of the following the airbrakes is inhibited until the airbrake
positions: control lever is repositioned to Position 0 and
• Position 0—Airbrakes are retracted the stall AOA is no longer exceeded. At high
airspeeds, the outboard airbrake panel may
• Position 1—Center airbrake panel only not fully extend due to high aerodynamic loads.
is extended
• Position 2—All three panels are
extended

AIRBRAKE Light ELECTRICAL POWER

Operation of the airbrake is indicated by an
AIRBRAKE light on the configuration panel.
REQUIREMENTS
The light illuminates whenever any one of the The electrical power requirements of the flight
six airbrake panels is not in the retracted controls systems are listed in Table 15-1.
position.

The T/O CONFIG annunciator on the master
warning panel will illuminate if either the
center or inboard airbrake panel is extended
and either power lever is advanced past the
maximum climb detent. At the same time, the
“No Takeoff” audio warning will sound.

Table 15-1. ELECTRICAL POWER REQUIREMENTS AND CIRCUIT PROTECTION
FLIGHT CONTROL COMPONENT CIRCUIT BREAKER BUS

AILERON ARTHUR VARIABLE BELLCRANK AIL FEEL B1 BUS
AILERON ADC 1 ADC 1 A2 BUS
AILERON ADC 2 ADC 2 B2 BUS
YAW DAMPER AP TRIM B2 BUS
ELEVATOR ARTHUR VARIABLE BELLCRANK PITCH FEEL ESS BUS
NORMAL AILERON TRIM TRIM AILERON A1 BUS
EMERGENCY AILERON TRIM ROLL EMERG B2 BUS
RUDDER TRIM TRIM RUDDER ESS BUS
NORMAL PITCH TRIM STAB NORM B1 BUS
EMERGENCY PITCH TRIM STAB EMERG ESS BUS
MACH TRIM AP TRIM B2 BUS
TRIM INDICATION TRIM INDIC A1 BUS
FLAP CONTROL FLAP CONTROL ESS BUS
FLAP INDICATION FLAP A/B A1 BUS
NORMAL SLAT CONTROL SLATS* BATTERY BUS
NORMAL SLAT CONTROL LH AUTO SLATS A2 BUS
EMERGENCY SLAT CONTROL SLATS* BATTERY BUS
SLAT INDICATION SLAT INDIC A2 BUS
LH AUTO SLATS LH AUTO SLATS A2 BUS
RH AUTO SLATS RH AUTO SLATS B1 BUS
AIRBRAKE CONTROL A/B CONTROL ESS BUS
AIRBRAKE INDICATION FLAP A/B A1 BUS

*THE SLATS CIRCUIT BREAKER IS IN THE LH MAIN ELECTRICAL BOX IN THE FORWARD SERVICE COMPARTMENT.

CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
FLIGHT ENVIRONMENT DATA SYSTEM....................................................................... 16-3
Air Data System............................................................................................................. 16-3
Pitot-Static System......................................................................................................... 16-3
Pneumatic Instruments................................................................................................... 16-3
Speed, Mach, and Altitude Warnings ............................................................................ 16-5

ILLUSTRATIONS
Figure Title Page
16-1 Altitude Warning Conditions ................................................................................. 16-4

CHAPTER 16
AVIONICS
INTRODUCTION
The Falcon 2000 Avionics operation relies on an integrated avionics processor system
(IAPS), four integrated electronic flight displays, and associated sensors. Architecture
and component packaging result in enhanced dependability. Interwiring is reduced and
reliability enhanced through reduced number of line-replaceable units and an extensive
use of built-in diagnostics. Advanced electronic flight displays provide for more effi-
cient crew operation. Several system options are available according to customer pref-
erence. The specific operation of avionics groups not discussed in this chapter will be
covered using vendor supplied material.
GENERAL
Avionics systems are divided into six groups (EFIS), the autonomous position determining
to more readily separate the various functions. systems, and the radio-navigation systems.
The groups include the flight environment
data system, the attitude and heading reference These groups interface with each other and
system (AHRS), the inertial reference system other avionics systems through the IAPS.
(IRS), the electronic flight instrument system

The flight environment data system includes • Display control panel (DCP)—Allows
the following equipment: selection of desired navigation displays
• Air data system—Supplies data to the • Reversion selection panel (RSP)—
primary flight displays and the naviga- Controls brightness of the EFIS CRTs
tion and flight control systems and allows transfer to crosside systems
when instrument failure occurs
• Pitot-static system—Supplies total and
static pressure and temperature data to • Primary flight displays (PFDs)—
the air data computer (ADC) and the Combines aircraft attitude, altitude, air-
standby pneumatic instruments speed, and navigation progress on a
single CRT display
• Pneumatic instruments—The standby
altimeter and airspeed indicator are sup- • Multifunction displays (MFDs)—
plied by the standby pitot-static system; Provide navigation, mapping, TCAS,
they serve as backups in case of failure and weather radar displays. MFDs can
of the primary instruments be reconfigured as PFDs, if necessary.
• Speed, Mach, and altitude warnings—
Inform the crew when the upper limit of The following systems use EFIS for display
the aircraft flight envelope has been ex- purposes:
ceeded; the altitude warning is shown in
(Figure 16-1). • Radio altimeter—Measures distance
between aircraft and ground when this
distance is less than 2,500 feet
The attitude and heading system includes the
following equipment: • Weather radar—Detects and locates rain
and/or turbulence within a ±60° sector
• Attitude heading computer (AHC)— with respect to the fuselage longitudi-
Provides attitude and heading parame- nal axis
ters to the EFIS displays, TCAS
processor, and flight control computer • Traffic alert and collision avoidance
system (TCAS)—Interrogates transpon-
• Internal compensation unit (ICU)— ders of other aircraft in the area to
Cancels flux detector alignment errors determine if a collision threat exists
and magnetic effects caused by the air-
frame
The following is used for radio navigation:
• Control compensation unit (CCU)—
Used to compensate for local magnetic • Automatic direction finder (ADF)—
disturbances Indicates direction of the point of ori-
gin of a wave with respect to the aircraft
• Flux detector unit (FDU)—Measures centerline
magnetic flux and provides this data to
the AHC • Distance measuring equipment
(DME)—Computes the start range dis-
• Standby instruments—The standby com- tance between the aircraft and a ground
pass and horizon indicators are backup beacon
sources of information in case of failure
of the primary instruments. • Air traffic control (ATC) transponder—
Enables ground radar to positively iden-
tify an aircraft based on the code
The inertial reference system (IRS) supplies transmitted
attitude, heading, and present position data to
• VOR/ILS/marker—Provides informa-
the EFIS displays and the autopilot.
tion concerning bearing, approach path,
and runway location
The electronic flight instrument system (EFIS)
includes the following equipment:

• Radio tuning unit CDI or HSI main dis- • Mach speed

play page—Serves as a backup naviga-
tion display • Vertical speed
• Flight management system (FMS)— • Air temperatures
Provides lateral and vertical navigation,
automatic and remote radio tuning; a PITOT-STATIC SYSTEM
navigation data base
• Enhanced ground proximity warning There is a left and right primary pitot-static
system (EGPWS)—Provides aural and system and a standby system. Each system
visual warning when an aircraft posi- has a static pressure and a total temperature
tion/altitude could result in collision line. The primary systems provide the fol-
with the ground lowing information to their respective ADCs:
• Total or pitot pressure
FLIGHT ENVIRONMENT • Static pressure
DATA SYSTEM • Total temperature

• Angle-of-attack
The flight environment data system includes
the following subsystems:
Pitot-Static Tubes
• Air data system
Each pitot-static tube is able to monitor and
• Pitot-static system report the ram and static pressure throughout
• Pneumatic instruments the operational speed range of the aircraft.
All three tube systems operate independently.
• Speed, Mach, and altitude warnings The pilot (left) pitot-static line supplies the No.
1 ADC; the copilot (right) line supplies the No.
AIR DATA SYSTEM 2 ADC and the standby system supplies the
standby pneumatic instruments. All three pitot-
The air data system senses, processes, and static tubes are heated to prevent ice buildup.
displays atmospheric data. Both the pilot and For more information on the pitot-static
copilot systems contain an air data reference system, see Chapter 17, “Miscellaneous
panel (ARP) and an air data computer (ADC). Systems.”
The flight control panel (FCP) is used to pre-
select altitude.
PNEUMATIC INSTRUMENTS
Air Data Computer The standby altimeter, Mach/airspeed indi-
cator, and triple indicator (Figure 16-1) are
Both air data computers are identical. Each pressure-operated and do not require electri-
ADC receives inputs from the outside tem- cal power to display information. They do use
perature probe and the pitot-static air input a standby battery for illumination. The triple
ports. ADCs process this air data and provide indicator is discussed in Chapter 12,
the following outputs: “Pressurization.”
• Barometric altitude correction
• Preselected altitude advisories
• Indicated airspeed
• True airspeed

STANDBY MACH/AIRSPEED INDICATOR
60
80
9
100
8 400
120
350
KNOTS
7 140
300
160
250 200
6 180
0 12
0 2 3
9 1 1
ALTITU
DE
4
5
6
CA
8 1 2000 2
BIN
7
0 RATE
X1000
X1000 8
7 ALT 3 9
1 CABIN 10
N BAR
6 1013 4 2 20
40
5
STANDBY ALTIMETER TRIPLE INDICATOR
Figure 16-1. Standby Pneumatic Instruments

Standby Altimeter SPEED, MACH, AND ALTITUDE

The standby altimeter is a combination digi- WARNINGS
tal and analog gage that can continuously dis- The speed and Mach limit warning informs the
play altitude from –1,000 to 51,000 feet. The crew that the upper speed limit of the aircraft
analog needle indicates altitude from 0 to flight envelope has been exceeded. The signal
1,000 feet in 200-foot increments. Thousands is issued from the ADC airspeed and altitude
and hundreds of feet are displayed on the dig- detection unit. This signal triggers an audio
ital counter. Negative altitudes are indicated warning when the aircraft speed or Mach
by the red-and-white-striped sector of the number exceeds V MO /M MO . The alarm is a
10,000-foot drum. modulated signal of increasing pitch.
The barometric setting is entered by turning The altitude warning system provides the
the knob at the lower left corner of the gage. pilot with visual and audio indications of de-
The setting, in millibars, is displayed in the viation from the altitude selected on the PFD
center of the lower portion of the gage. through the flight control panel ALT SEL
control.
Standby Mach/Airspeed
Indicator
The standby Mach/airspeed indicator features
a fixed IAS scale, graduated from 60 to 400
knots, and its associated pointer. It also
includes a rotating Mach scale from 0.3 to 1.
Above 200 knots IAS, the Mach number is
indicated by the position of the rotating scale
underneath the pointer.

CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 17-1
GENERAL ............................................................................................................................ 17-1
OXYGEN SYSTEM.............................................................................................................. 17-2
System Components ...................................................................................................... 17-2
PITOT-STATIC SYSTEM ..................................................................................................... 17-8
System Components ...................................................................................................... 17-8
COCKPIT VOICE RECORDER SYSTEM........................................................................ 17-10
System Description...................................................................................................... 17-10
System Components .................................................................................................... 17-10
Controls and Indications.............................................................................................. 17-10
FLIGHT DATA RECORDER SYSTEM ............................................................................ 17-13
Component Description............................................................................................... 17-13
EMERGENCY LOCATOR TRANSMITTER.................................................................... 17-14

System Operation ........................................................................................................ 17-15

WATER/WASTE SYSTEM ................................................................................................ 17-15
CLOCKS ............................................................................................................................. 17-23

ILLUSTRATIONS
Figure Title Page
17-1 Oxygen Cylinder and Gage.................................................................................... 17-2
17-2 Crew Oxygen System............................................................................................. 17-4
17-3 Passenger Oxygen System ..................................................................................... 17-5
17-4 Passenger Oxygen System Controls and Equipment ............................................. 17-7
17-5 Pitot-Static System ................................................................................................. 17-8
17-6 Pitot-Static System Sensors.................................................................................... 17-9
17-7 Cockpit Voice Recorder Controls and Indications............................................... 17-10
17-8 FDR System Controls and Indications................................................................. 17-12
17-9 Emergency Locator Transmitter .......................................................................... 17-14
17-10 ELT Switch .......................................................................................................... 17-15
17-11 Water/Waste System Components ....................................................................... 17-16
17-12 Fresh Water System Controls and Indications ..................................................... 17-20
17-13 Cockpit Clock System.......................................................................................... 17-24

CHAPTER 17
MISCELLANEOUS SYSTEMS
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RESET
ANTI-ICE
12 ON
TEST
OIL
16
8 BLOWER
OFF
NO 1 FUEL ENG 1 XMSN
TRANS CHIP OIL
NO 1 FUEL NO 1 FUEL 90° BOX
LOW FILTER OIL
4 BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
0
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INTRODUCTION
Miscellaneous systems discussed in this chapter are the oxygen, pitot-static, flight data
recorder, cockpit voice recorder, emergency locator transmitter, water/waste, and clock
systems. System and component descriptions, controls and indicators, and operational
details for the various systems are included.
GENERAL
The oxygen system provides the crew and cockpit audio data. The emergency locator
passengers with emergency oxygen when transmitter sends a signal of aircraft location
necessitated by aircraft conditions. in an emergency.
The normal pitot-static system supplies ambient The water/waste system provides an optional
air pressure sources to the air data computer fresh water supply and a wastewater disposal
(ADC). The standby pitot-static system provides system. The fresh water system supplies the
ambient air pressure sources to flight instruments galley and toilet water requirements. The
requiring air pressure inputs. wastewater system provides for refuse-water
holding and evacuation.
The flight data recorder stores aircraft flight
and systems data as required by applicable
regulations. The cockpit voice recorder stores

Identical clocks are installed on the left and • Green ……………… 700 to 1,850 psi
right sides of the cockpit main instrument
panel. Each clock displays present-time, flight- • Amber …………… 1,850 to 2,200 psi
duration, and time-elapsed data. An elapsed
time clock is also available within the elec- During preflight inspection, the oxygen shut-
tronic flight instrument system (EFIS). off valve should be open (turned clockwise),
and minimum pressure on the gage should be
not less than 1,500 psi.
OXYGEN SYSTEM The standard cylinder capacity is 2,200 liters.
An optional 3,300-liter bottle is available.
SYSTEM DESCRIPTION
The oxygen system supplies oxygen to the CAUTION
crew and passengers in the event of decom-
pression or smoke in the aircraft. Oxygen is The HP pressure gages (near the
stored in a single high-pressure cylinder fitted cylinder and the right side console)
with a pressure-reducer valve. permanently indicate the pressure in
the cylinder whether the valve is open
The crew oxygen system is equipped with two or closed.
inflatable harness masks containing individ-
ual regulation and control functions. As an
option, two therapeutic outlets may also be
connected to the crew oxygen system.
The passenger oxygen system consists of an

oxygen controller and individual passenger
masks. This system deploys the mask and sup-
plies oxygen if cabin altitude exceeds a set
value. The controller, mounted on the forward
section of the copilot console, contains an
oxygen cylinder pressure gage along with the
necessary passenger oxygen system controls.
SYSTEM COMPONENTS
Oxygen Cylinder
The single supply cylinder (Figure 17-1) for PRESSURE-
the oxygen system is located behind an access REDUCING VALVE
door just aft of the main cabin access door. The 100
bottle attachment fixtures include a pressure- CONTROL VALVE 50
1000 1500
reducing valve, shutoff control valve, refill 500
line, and cylinder pressure gage line. The pres- 0 0 2200 150
sure gage shows psi and bar pressure markings: BAR PSI
OXYGENE
• Red ……………………… 0 to 200 psi
• Amber ………………… 200 to 700 psi Figure 17-1. Oxygen Cylinder and Gage

Crew Oxygen System An additional feature of the mask regulator is

“ground test.” Pressing the EMERGENCY
Masks control knob should cause a hissing noise
inside the mask that indicates the mask is
The pilot and copilot oxygen masks are stowed
functioning properly. A flowmeter in the line
in mask boxes in the rear section of each side
to the mask indicates oxygen flow.
control console (Figure 17-2). For ease of ac-
cess, the masks protrude through the opening
The crew oxygen system (Figure 17-2) consists
in the box doors. Each box includes oxygen and
of two inflatable harness masks with self-
radio jacks for connecting the mask to the cor-
contained controls and regulators. The crew
responding circuit.
system is active whenever the oxygen bottle
control valve is open. An optional therapeutic
The two identical crew masks have inflatable
system is connected to the crew system.
harnesses for quick donning. As an option, a
third crew member mask may be available for
the jumpseat. They are inflated by pressing the Therapeutic Oxygen Circuit
red harness inflation control lever on either (If Installed)
side of the mask regulator assembly. The The therapeutic oxygen circuit (Figure 17-3)
N–100% switch on the mask regulator modi- is connected, in line with the crew oxygen
fies the amount of oxygen delivered by the system, directly to the oxygen cylinder. The
mask regulator. At the “N” position, ambient system consists of the supply line, a manually
air mixes with oxygen as it is delivered. At the controlled valve, and two therapeutic mask
“100%” position, the mask regulator delivers sockets. The valve and socket doors in the
pure oxygen. cabin overhead are marked “O 2 VALVE” and
“ O 2 ,” r e s p e c t ive l y. O x y g e n f l ow t o t h e
The regulator normally operates in a “demand” theropeutic circuit is controlled by a 4th po-
mode until the automatic pressure function sition on the Oxygen Control Panel marked
initiates at 35,000 to 45,000 feet altitude. The “FIRST AID”.
automatic pressure mode augments the vol-
ume of oxygen normally delivered in the de-
mand mode. Passenger Oxygen System
The passenger oxygen system (Figure 17-3)
The mask regulator also incorporates a man-
consists of an oxygen controller, pneumatic
ual EMERGENCY mode initiated by pressing
mask deployment locks, and passenger masks.
and rotating the EMERGENCY knob and mov-
ing the N–100% switch to 100%. The EMER-
GENCY mode provides pressure oxygen
delivery regardless of the operating altitude.
In this mode the smoke goggles may be used
and pressurized by air from the mask.

COPILOT’S MASK
COPILOT’S MASK BOX
OXYGEN
CYLINDER PRESSURE-
REDUCING VALVE
PILOT’S MASK
PILOT’S MASK BOX
MASK BOX WITH

MASK IN PLACE
HARNESS
N
REGULATOR
100%
PUSH
RADIO
JACK
OXYGEN
EMERGENCY
CONNECTION
“N-100%”
CONTROL
PRESS PUSHBUTTON
TO
TEST EMERGENCY CONTROL
AND TEST KNOB
FLOWMETER HARNESS
INDICATOR INFLATION
CONTROL LEVER
Figure 17-2. Crew Oxygen System

PASSENGER
OXYGEN
CONTROLLER
MANUAL VALVE
THERAPEUTIC
SOCKET
RIGHT
PASSENGER
MASKS
LEFT
PASSENGER
MASKS
THERAPEUTIC
SOCKET
RIGHT
PASSENGER
MASK
Figure 17-3. Passenger Oxygen System

PASSENGER OXYGEN Controller Passenger Oxygen Mask

A mode selector switch on the PASSENGER The passenger masks are stowed in mask boxes
OXYGEN controller (Figure 17-4) controls labeled “O 2 ” along the cabin and toilet over-
the passenger oxygen system. Selector switch head panels. The external door of each box is
positions and functions are as follows: held closed and opened by a pneumatic lock.
This lock is opened through the NORMAL or
• CLOSED—The supply of oxygen to the
passenger system only is removed. OVERRIDE mode setting on the PASSEN-
GER OXYGEN controller. When the masks are
• NORMAL—A pneumatic lock in the deployed and the attaching cord is pulled to
passenger mask boxes opens automati- release the oxygen valve safety pin, the mask
cally and provides oxygen to the pas- delivers 70 psi at a constant flow rate. An elas-
senger system if cabin pressure altitude tic band holds the mask in place when it is
exceeds 11,500 ±750 feet. The PASS donned.
ON indicator on the PASSENGER OXY-
GEN controller turns white when this
mode is activated.
• OVERRIDE—The pneumatic lock in
the passenger mask boxes opens man-
ually and provides oxygen to the pas-
senger masks regardless of cabin
altitude; the OVERRIDE mode also
turns the PASS ON indicator white.
• FIRST AID (optional)—This position
open the manually operated valve in the
Therapeutic line making O 2 available
to the first aid mask sockets.
The CYLINDER PRESSURE gage indicates

oxygen cylinder pressure even when the cylin-
der shutoff valve is closed. The gage markings
indicate the following:
• Red range (0 to 200 psi)—Oxygen sup-
ply is low. If oxygen is required, im-
mediately descend to an altitude where
oxygen is no longer necessary.
• First amber range (200 to 700 psi)—
Oxygen supply corresponds to approx-
imately two hours supply for the crew
only.
• Second amber range (1,850 to 2,200
psi)—The oxygen cylinder is charged
above its normal capacity.

PRESSURE-OPERATED LATCH
OXYGEN VALVE
SAFETY PIN MASK BOX
RIGHT SERVICE UNIT
INTERNAL DOOR
EXTERNAL DOOR
WINDOW
MASK SUPPLY DUCT
CORD
PASSENGER MASK
ECONOMIZER BAG
PRESSURE GAGE
CYLINDER
PASSENGER OXYGEN NORMAL
CLOSED OVERRIDE
20
15
PSI
10 SELECTOR SWITCH
X1000
5 PASS ON
0
PRESSURE
PNEUMATIC INDICATOR
THERAPEUTIC SYSTEM
TO PASSENGER
OXYGEN SYSTEM
Figure 17-4. Passenger Oxygen System Controls and Equipment

PITOT-STATIC SYSTEM Each of the two static pressure sources are

dual ports. One of the dual ports is for ADC1
and the other is for ADC2. The two sources are
SYSTEM DESCRIPTION cross-coupled to reduce side-slip effect. The
static pressure ports include an anti-ice circuit.
The pitot-static system (Figure 17-5) consists A standby static pressure source and two sep-
of separate pilot and copilot systems in addi- arate ports are cross-coupled to reduce side-
tion to the standby system. slip effect.
SYSTEM COMPONENTS
The three total pressure probes (Figure 17-6)
are identical and include an anti-ice circuit.
STANDBY SYSTEM NORMAL SYSTEM
TRIPLE
STANDBY COPILOT
INDICATOR
STATIC TOTAL
Z/VZ/P
NO. 2
ADC
COPILOT
STATIC
STANDBY
ALTIMETER
STANDBY WATER
STATIC DRAIN
PILOT
STATIC
NO. 1
STANDBY ADC
MACH/ TOTAL
STANDBY AIRSPEED PITOT
TOTAL INDICATOR
LEGEND
STANDBY STATIC SYSTEM
STANDBY TOTAL SYSTEM
PILOT NORMAL STATIC SYSTEM
COPILOT NORMAL STATIC SYSTEM
NORMAL TOTAL SYSTEM
Figure 17-5. Pitot-Static System

SYSTEM OPERATION sure sources are interconnected and are routed

to the following:
Pilot pitot-static sources supply air pressure
data through air lines to the No. 1 ADC system. • Triple indicator Z/VZ/∆P
Copilot pitot-static sources supply air pressure • Standby altimeter
data through air lines to the No. 2 ADC system.
Pilot and copilot static pressure sources are in- • Standby Mach/airspeed indicator
terconnected to create a redundant static pres-
sure source for both ADC systems. The standby static pressure air line incorpo-
rates a water drain between the ports and the
The standby total pressure source is routed instruments.
through an air line to the standby Mach/air-
speed indicator. The two standby static pres-
NOTE:
LEFT SIDE IS SHOWN;
RIGHT SIDE IS SIMILAR.
PILOT'S NORMAL STATIC PORT
COPILOT'S NORMAL
STATIC PORT
PILOT'S NORMAL
TOTAL PROBE
STANDBY TOTAL PROBE

(LEFT SIDE ONLY)
STANDBY STATIC PORT
Figure 17-6. Pitot-Static System Sensors

MICROPHONE
Figure 17-7. Cockpit Voice Recorder Controls and Indications

COCKPIT VOICE CONTROLS AND INDICATIONS

RECORDER SYSTEM The CVR system is powered by the essential
bus through the VOICE RECORDER circuit
breaker. It has its own control head on the
SYSTEM DESCRIPTION copilot side pane.
The cockpit voice recorder (CVR) provides a
means of automatically recording a 30-minute TEST Pushbutton
period of cockpit conversation, radio trans-
missions, and intercom activity. Depressing the TEST pushbutton causes a
600-Hz tone to be applied to the amplifier
input of each recorder.
SYSTEM COMPONENTS
Voice Recorder Analog Test Level Indicator
The voice recorder enables recording and stor- The indicator needle responds to activation of
age of cockpit area generated audio data. the TEST pushbutton to indicate proper op-
Operation commences automatically when eration of the equipment. A green sector read-
electrical power is applied. An acceleration ing indicates proper operation of the
contact removes electrical power from the unit equipment. A red sector reading indicates an
if longitudinal acceleration exceeds 3g’s. A equipment malfunction.
battery operated underwater locator beacon is
attached to the recorder unit. The recorder ERASE Pushbutton
unit is installed in the aft service compart-
ment on a vibration mount inside an interna- Actuating the ERASE pushbutton erases the
tional orange case. recorded data if the following conditions are met:
• Aircraft is on the ground.
Control Unit • Main entry door is open.
The CVR control unit (Figure 17-7) is mounted • ERASE pushbutton is depressed and
on the copilot console and provides access to held for at least two seconds.
system record and erase modes. Features of the
control unit include a microphone preamplifier, • ERASE pushbutton is released.
test switch, bulk erase switch, and test indicator.
The erase cycle is automatically completed
within two seconds.
Cockpit Microphones
Audio input to the voice CVR system include
the area microphones located forward of the HEADSET Jack
overhead control panel, headset microphones, The 600-ohm headset may be connected to
and oxygen mask microphones. Audio record- the jack to monitor the data being recorded and
ing automatically takes place regardless of the test tone.
the microphone key switch settings.

US
10 10 5 5
C MFD PFD DCP GPWS OMEGA

RH RH RH
5 5 5
FLIGHT AHS AHS 2

RECORDER 2 BAT
NAVIGATION
US
FDEP
ALARMS GMT FLT NR
15:34 EVENT
SYSTEM
RUN HLD
FDAU
SETTING
Figure 17-8. FDR System Controls and Indications

FLIGHT DATA CONTROLS AND INDICATIONS

RECORDER SYSTEM Flight Data Entry Panel
Controls and indications for the flight data
SYSTEM DESCRIPTION system are centrally located on the flight data
The flight data recorder (FDR) system stores entry panel (FDEP) (Figure 7-8).
aircraft flight and systems data as required by
applicable regulations. The system (Figure 17- GMT–FLT NR Selector Switch
8) operates continuously whenever the aircraft
power is applied and is configured for auto- The two-position selector switch enables se-
matic shutoff in the event of an impact. The sys- lection of either GMT time or flight number for
tem retains the last 25 hours of recorded data. display on the FDEP entry panel DISPLAY.
RUN–HLD Selector Switch

COMPONENT DESCRIPTION
The two-position selector switch operates as
Digital Flight Data Recorder follows:
The digital flight data recorder (DFDR) stores • RUN—Normal operating mode enabling
flight data on magnetic tape. The unit is housed GMT increment and transmission of time,
in a protective envelop designed to preserve flight number, and event data to the FDAU.
the magnetic tape from damage. An acoustic
beacon is included in the FDR, enabling un- • HLD (hold)—GMT or flight number
derwater detection of a ditched aircraft. modification mode. The data are no
longer transmitted to the FDAU, and the
The FDR is electrically powered with 28 VDC values shown on the DISPLAY readout
from the B1 bus. Circuit protection is pro- are frozen.
vided by a FLIGHT RECORDER 5-amp cir-
cuit breaker on the right circuit- breaker panel.
EVENT Pushbutton
Flight Data Acquisition Unit Pressing the EVENT pushbutton marks an
event which can be used for ground analysis
The flight data acquisition unit (FDAU) con- of the magnetic tape.
verts aircraft flight and systems data into dig-
ital format for the FDR.
DISPLAY Window
Flight Data Entry Panel The four readouts are used to display the time
or the flight number, according to the position
The flight data entry panel (FDEP) provides of GNT–FLT NR selector switch.
flight crew control and interface with the system.
SETTING Pushbuttons
Converter
The left pushbutton steps through settings of
A 28-VDC/115-VAC 400-Hz converter sup- the two left-side display digits. The right push-
plies electrical power for the DFDR. button performs the same function with the
right-side display digits.
Accelerometer
The accelerometer is designed to remove elec- FDAU ALARM Light
trical power if longitudinal acceleration should The illuminated amber light indicates a FDAU
exceed 3 g. failure.

SYSTEM ALERT Light • Type of aircraft

The illuminated amber light indicates a flight • Address of owner
data recorder failure. • Telephone number of owner
• Aircraft registration number
EMERGENCY LOCATOR • Alternate emergency contact
TRANSMITTER
SYSTEM COMPONENTS
SYSTEM DESCRIPTION ELT Unit
The ARTEX ELT110-406 emergency locator The ELT (Figure 17-9) is housed in a high-im-
transmitter (ELT) transmits a signal to iden- pact-resistant Lexan case with a mounting
tify aircraft location in an emergency. The tray to facilitate quick removal. The unit has
ELT transmits on the international distress aural and visual monitors to alert the pilot
frequencies of 121.5 and 243.0 MHz and op- when the ELT is activated. A force activation
tionally on a 406.025-MHz transmitter. sensor, or G-switch, activates with a change
of velocity of 3.5 ±0.5 fps under normal con-
The ELT automatically activates during a crash ditions and while being subjected to 30 g’s of
and transmits the standard swept zone on 121.5 cross-axial forces. The battery pack for the
and 243.0 MHz. Every 50 seconds for 520 ELT consists of four D-size lithium manganese
milliseconds the optional 406.025-MHz trans- dioxide cells connected in series.
mitter turns on and transmits an encoded dig-
ital message to the satellite containing:
Antennas
• Serial number of the transmitter
A blade or rod antenna is available for the
• Country code ELT. The rod antenna is restricted to aircraft
• ELT manufacturer applications that do not exceed 350 knots.
• Position coordinates (optional 406.025
transmitter)
The 406.025 MHz transmitter will operate for

24 hours and shut down automatically. The
121.5 and 243.0 MHz transmitters will con-
tinue to operate until battery power is ex-
hausted. Typically, the battery will last 72
hours, while the minimum specification for
121.5 and 243.0 MHz operation is 50 hours.
The 406.025-MHz transmitter produces a

more accurate position signal, typically
within 1 to 2 kilometers as compared to the
15 to 20 kilometers for the 121.5 and 243.0
MHz transmitter. The 406.025 MHz trans- Figure 17-9. Emergency Locator
mitter also transmits a digital message Transmitter
allowing search-and-rescue authorities to
contact the owner/operator of the aircraft
through a database. Information contained in
the database includes the following:

CONTROLS AND INDICATIONS WATER/WASTE SYSTEM

The ELT unit switch has three positions labeled
“MANUAL ON,” “ARMED,” and “OFF” SYSTEM DESCRIPTION
(Figure 17-10). A cockpit-mounted remote-
control assembly also has the MANUAL ON, The water/waste system provides an optional
ARMED, and OFF switch positions. fresh water supply and a wastewater disposal
system. The fresh water system supplies the
galley and toilet water requirements and in-
cludes a water tank and a pump to provide
system pressure. Additionally, water heaters
provide hot water for distribution to the gal-
ley and toilet facilities. The wastewater sys-
tem includes a refuse-water drainage system,
MANUAL ON holding facility, and evacuation provisions.
E
L
T SYSTEM COMPONENTS
OFF
Fresh Water Components
A folding fresh water servicing (FILLING)
ARMED door on the right-aft side of the fuselage
ELT SWITCH (Figure 17-11) contains a gravity-servicing
(MAY VARY IN STYLE) port, filter, amber tank FULL light, and water
tank drain breather/drain valve. An optional
Figure 17-10. ELT Switch pressurized fill system is also available for the
fresh water system. The gravity-servicing
SYSTEM OPERATION port is connected to a 10-gallon (38-liter)
tank located under the aft cabin floor. A quan-
The ELT is turned on after installation by mov- tity gage on the tank provides a signal to the
ing the switch to the ARMED position. The water quantity indicator on the galley elec-
panel light and emergency tone indicate proper trical panel. The tank is pressurized by an ex-
operation of the ELT. The MANUAL ON switch pansion accumulator with a breather valve
position may be selected to activate the ELT for connected to the water pump outlet pipe.
test or an actual emergency. To reset, move the
switch from MANUAL ON to OFF. When the A self-regulating electric pump provides dis-
remote switch is positioned to ARMED a self tribution pressure for galley and toilet re-
test is performed. In addition, the remote con- quirements. Combined accumulator/pump
trol panel light comes on, accompanied by three water pressure is 20 psi above cabin pressure.
sweeps of the emergency tone. Operation of the pump is controlled by the
WATER PUMP switch on the galley electri-
As long as the ELT is locked in the mounting cal panel.
tray, it will activate in a crash. Neither the re-
mote control nor the ELT unit switch can be Water heaters in the galley and toilet wash-
set to prevent automatic activation when the basin cabinet provide hot water at 52˚C.
unit is mounted properly with serviceable bat- Electrical power for the water heaters and ther-
teries installed. The ELT cannot be inadver- mostat control are provided through the WATER
tently activated by rough handling when not HEATER switch on the galley electrical panel.
installed in the mounting tray.

GALLEY TOILET COMPARTMENT

TOILET
SERVICE
PANEL
GALLEY
DISTRIBUTION
LINE
POTABLE WATER
SERVICE PANEL
FULL LIGHT
FILLING CAP
FILTER
FILLING DOOR
GALLEY WATER LINE
FILLER CAP
ACCUMULATOR
PUMP
DUAL VALVE FRESH WATER SYSTEM

PRESSURE ACCUMULATOR
Figure 17-11. Water/Waste System Components (Sheet 1 of 3)

FRONT GALLEY WASHBASIN CABINET
MIXER
SINK BOWL
MIXER
WATER
HEATER
WATER
HEATER
DRAIN VALVE
CONTROL
DRAIN
VALVE WATER
SUPPLY

TOILET SERVICE PANEL

DRAIN VALVE
CONTROL HANDLE
DRAINING PORT
FLUSHING PORT
TOILET DRAIN PAN
CABIN FLOOR PANEL
VALVE
SEALED DUCT
PAN DRAIN
VALVE HANDLE
FLUSHING
PORT
DRAINING PORT

Wastewater Components • MASTER HEATER, WATER PUMP,

and WATER HEATER circuit break-
Galley and toilet sink wastewater is routed to ers—Water/waste circuit breakers on
drain masts under the aircraft fuselage. Drain the galley control panel
lines are anti-iced to prevent icing during
flight (see Chapter 10, “Ice and Rain
Protection”). A dual toilet drain valve empties Toilet Controls
the water tank and the rear toilet fresh water The toilet flush function is controlled by the
through the drain/vent on the fresh water ser- FLUSH switchlight. The circuit is protected by
vicing panel. The dual-valve control button is the FLUSH circuit breaker on the left A4 bus.
located in the baggage compartment. A label
near the control button indicates that the valve
must be closed before flight. SYSTEM OPERATION
The drain pan control valve handle is located Pressing the WATER PUMP switchlight elec-
on the toilet servicing panel. The handle op- trically energizes the fresh water tank pump.
erates the drain pan valve for evacuation of toi- A pump safety device deactivates the pump if
let wastewater through the servicing panel system pressure exceeds 27.6 psi (1.9 bars).
drain port. The flushing port on the toilet ser- The toilet washbasin has a level detector that
vice panel allows the pressure water source to prevents the basin from being overfilled.
flush the drain pan through the flushing port.
Gravity Refilling/Replenishing
CONTROLS AND INDICATIONS The equipment required to perform gravity
refilling/replenishing is the following:
Cockpit Controls
• Container with a pour spout
Two circuit breakers on the cockpit overhead
panel (Figure 17-12) provide protection for the • Funnel
water/waste electrical components: • Drain pan
• GALLEY MASTER (5 amps, B2 bus)
• CAB/LAV MASTER (5 amps, B1 bus) Prior to performing the operation refilling,
accomplish the following:
• Open the filling door in the cabin and re-
Galley Controls and Indicator move the filler cap at frame 21 (right
• Water quantity indicator—Receives side) on the partition.
level information from the water-tank- • Check that frame 23 floor panel dual
mounted gage; the PUSH TO READ gravity tank drain valve/rear toilet drain
pushbutton actuates the appropriate valve is closed, as well as the right front
water level light when pressed galley drain valve.
• WATER PUMP switchlight—Primes and • Check that the GALLEY MASTER cir-
controls the water pump cuit breaker on the center circuit-breaker
• DRAIN switchlight—Opens the galley panel is engaged.
drain valve to drain the water circuit
through the mast drain
• WATER HEATER–COFFEE MAKER
switchlight—Selects either the water
heater or coffee maker heater

FULL
3/4
1/2
1/4
LOW DRAIN FWD AFT TOIL
EMPTY
PUSH
TO
READ
MAST WATER WATER GALLEY LIQUID COFFEE

HEATER PUMP HEATER LIGHT DISP MAKER OVEN
5 2.5 20 5 10 50 50
WATER
HEATER LIQUID WATER GALLEY
DISP PUMP LIGHT
COFFEE
MAKER
FRONT GALLEY PANEL
CABIN POWER SUPPLY

UNIT (REAR TOILET)
10 10 7.5 5 5
FWD AFT LH RH LAM

CABIN LIGHT READING LIGHT
2.5 20
FLUSH RAZOR WATER

HEATER
VANITY
LIGHT
20
WATER
HEATER
CENTRAL CIRCUIT-BREAKER PANEL

Figure 17-12. Fresh Water System Controls and Indications

Perform the following steps to accomplish Perform the following steps to accomplish the
gravity refilling/replenishing: procedure:
1. Check that the following circuit break- 1. Open the service door, remove the cap
ers are engaged (Figure 17-12): from the drain port, and connect the
drain adapter (P/N 2653-1) of the ser-
• CAB/LAV MASTER on the center
vicing vehicle to the aircraft drain port.
circuit-breaker panel
• WATER PUMP on the galley circuit- 2. Remove the cap from the flushing port;
breaker panel connect the flushing adapter (P/N
1041J16A) to the aircraft flushing port.
2. Energize the aircraft systems using the
electric ground power unit. 3. Pull the draining control handle; allow
3. The water pump must not start and the the tank to drain and release the handle.
galley front panel gage must read
EMPTY when the PUSH TO READ 4. Pump the necessary amount of water
pushbutton is actuated. into the toilet drain pan (2.91 U.S. gal-
lons or 11 liters maximum and 2.25 U.S.
4. If necessary, place a drain pan under the gallons or 8.5 liters preload) through
overflow pipe. the flushing port. Beyond this value,
the toilet bowl would be full.
5. Perform gravity filling by pouring water
through the filler port (Figure 17-11)
5. Place two or three disinfecting bags in
with a funnel.
the toilet drain pan, proceeding from
6. Stop filling as soon as the filling door the inside of the toilet compartment.
FULL light illuminates.
7. Check that the galley gage reads FULL. NOTE
8. Install the gravity filler cap and close the It is possible to flush the toilet drain
filler door. pan while simultaneously supplying
water through the flushing port.
9. Deenergize the aircraft systems.
6. Disconnect the toilet flushing adapter
Wastewater Draining and and draining adapter, install the flush-
Refilling the Potable Water Tank ing drain port caps, and close the ser-
vice door.
The equipment required to perform this pro-
cedure is the following:
Potable Water System Draining
• Toilet flushing adapter (P/N 1041J16A
or P/N TMY20-38-002) Two drain pans are needed to drain the potable
water system. Perform the following steps to
• Toilet drain adapter (P/N 2653-1 or P/N accomplish the procedure:
TMY20-38-001)
• Disinfectant (P/N 5854-2A) NOTE
In cold weather (temperature near
Prior to performing the operation accomplish 0°C [32°F]), it is mandatory to drain
the following: the water system to avoid its deteri-
• Open the toilet service door. oration due to freezing.
• Prepare disinfecting mixture of two to
three bags of P/N 5854-2A per 2.64 U.S.
gallons (10 liters).

1. Energize the aircraft electrical system 14. Press the DRAIN and WATER PUMP
using the ground power unit. switchlights.
2. Open the toilet service door and place 15. Close the cold and hot water faucets of
a pan under the door. the front galley and the toilet basins.
3. Place another pan under the front gal- 16. Close the front galley drain valve and the
ley drain duct at frames 23 and 24 (right dual tank drain valve/rear toilet drain
side). valve.
4. Open the gravity drain door on the cabin 17. Install the gravity-filling cap, and close
partition at frame 21 (right side). the filling door.
5. On the center circuit-breaker panel 18. Deenergize the aircraft systems.

(Figure 17-11), check that the GAL-
LEY MASTER and CAB/LAV MAS- Water Leak Check
TER circuit breakers are engaged.
Perform the following steps to check for a
6. Remove the cap from the gravity filler water leak:
port at frames C23 and 24. 1. Energize the aircraft system from the
ground power unit.
7. Open the dual tank drain valve/rear toi-
let drain valve at frames C23 and 24 2. Open the fresh water filling door at
(floor panel). frame 21.
8. Open the front galley drain valve lo- 3. Press the right front galley WATER
cated at the right-lower section of gal- PUMP switchlight to prime the pump.
ley frame 8.
4. Open the hot and cold faucets of the
9. Start the water pump by pressing the galley and toilet sinks to bleed air from
right front galley WATER PUMP switch- the system.
light.
5. Check that water flows from the galley
10. Check that the pump operates and that and toilet sink faucets, then close the
the tank is drained through the front and faucets.
rear drains; the pump must stop when the
galley gage reads EMPTY. 6. Check the entire water distribution sys-
tem for external leaks.
11. Complete the tank draining by pressing
the DRAIN switchlight until water stops 7. Check for leaks at the galley quick-dis-
running from the drains. connect coupling located at frame 8.
12. Set the WATER HEATER–COFFEE 8. Close the fresh water tank filling door
M A K E R s w i t c h l i g h t t o WAT E R at frame 21.
HEATER.
9. Depress the right front galley WATER
13. Open the cold and hot water faucets in PUMP switchlight.
the front galley and toilet washbasins to
thoroughly drain the system. 10. Deenergize the airplane systems.

CLOCKS • Z E RO – S T O P – RU N s w i t c h — T h i s
switch controls the stopwatch function
of the clock: ZERO resets the stopwatch,
SYSTEM DESCRIPTION RUN begins the stopwatch function, and
STOP ceases the stopwatch function.
The clock system for the Falcon 2000 pro-
vides present-time, flight-duration, and • TIME–FT–ET switch—The TIME func-
elapsed-time displays and functions. tion of the switch displays local or GMT
time; FT displays flight time since take-
off; ET displays the elapsed time since
SYSTEM COMPONENTS the ZERO–STOP–RUN switch was set
to RUN.
The system clocks, on the left and right sides
of the main instrument panel, provide six-
digit displays of present time, elapsed time,
and stopwatch functions (Figure 17-13).
SYSTEM OPERATION
The pilot clock is powered by 28 volts from
the essential bus through the OVERHEAD
circuit breaker. The copilot clock is powered
by 28 volts from B2 bus through the INSTR
RH circuit breaker. A resistor for each clock
drops the applied voltage to 14 volts. An
internal relay removes power from the clocks
when the aircraft is on the ground. The iden-
tical clocks each have the following switches:
• UP–SET–D switch—Moving the switch
to the UP or D position, respectively,
increases or decreases the seconds
display.
• B–DIM–UP switch—The B and DIM
portions of the switch provide for bright
and dim light selection for the display.
Moving the switch to the UP position in-
creases the hour display by one hour.

10
12:59 12:59
PILOT'S DIGITAL CLOCK COPILOT'S DIGITAL CLOCK
Figure 17-13. Cockpit Clock System

BRIGHT
DIM
TEST RESET
PITCH T/O AIL

FADEC 1 FADEC 2
FEEL CONFIG FEEL
AUTO FLAP AIL
START 1 START 2
SLATS ASYM ZERO
LH ST BY RH
OIL 1 OIL 2
PROBES PITOT PROBES
AP
AP MISTRIM
TRIM FAIL
THRUST APU THRUST
APU GEN APR
GEN 1 BAT GEN 2
LH BUS RH BUS
ISOL TIED
BRAKE STD BY
FUELING BRAKE BRAKE
PRESS PUMP
BRAKE RECIR
ACCU ISOL
Master Warning Panel
Revision 2 FOR TRAINING PURPOSES ONLY ANN-1

MASTER MASTER
CAUTION CAUTION
BRIGHT
DIM
TEST
PITCH T/O AIL

FADEC 1 FADEC 2
FEEL CONFIG FEEL
AUTO FLAPS AIL
START 1 START 2
SLATS ASYM ZERO
LH ST BY RH
OIL 1 OIL 2
PROBES PITOT PROBES
AP
A.P. MISTRIM
TRIM FAIL
THRUST APU THRUST
APU GEN APR
GEN 1 BAT GEN 2
LH BUS RH BUS
ISOL TIED
BRAKE STD BY
FUELING BRAKE BRAKE
PRESS PUMP
BRAKE RECIR
ACCU ISOL
Master Warning Panel (Later Aircraft)
ANN-2 FOR TRAINING PURPOSES ONLY Revision 2

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FlightSafety international

FALCON 2000 PILOT TRAINING MANUAL

Record of Revision No. 2

The best safety device in any aircraft is a well-trained pilot…

FlightSafety International, Inc.

Copyright © 2001 by FlightSafety International, Inc.

At the time of printing it contained then-current information. In the event of conflict

FOR TRAINING PURPOSES ONLY

Chapter 2 ELECTRICAL POWER SYSTEMS

Chapter 4 MASTER WARNING SYSTEM

Chapter 5 FUEL SYSTEM

Chapter 6 AUXILIARY POWER UNIT

Chapter 8 FIRE PROTECTION

Chapter 10 ICE AND RAIN PROTECTION

Chapter 11 AIR CONDITIONING

Chapter 13 HYDRAULIC POWER SYSTEMS

Chapter 14 LANDING GEAR AND BRAKES

Chapter 15 FLIGHT CONTROLS

Chapter 17 MISCELLANEOUS SYSTEMS

INSTRUMENT PANEL POSTER

Revision 1 FOR TRAINING PURPOSES ONLY 1-i

Hydraulic Power Systems .............................................................................................. 1-30

1-ii FOR TRAINING PURPOSES ONLY Revision 1

Revision 1 FOR TRAINING PURPOSES ONLY 1-iii

1-25 Engine ....................................................................................................................... 1-26

1-iv FOR TRAINING PURPOSES ONLY Revision 1

FOR TRAINING PURPOSES ONLY 1-1

FOR TRAINING PURPOSES ONLY

Figure 1-1. Exterior Dimensions

The nosewheel maximum steering angle dur- FUSELAGE

Figure 1-2. Minimum Turning Radii

FOR TRAINING PURPOSES ONLY 1-3

TORQUE LINK PIN

FOR TRAINING PURPOSES ONLY

Figure 1-3. Release of Steering Control (Towing)

Nose Cone in the cockpit are the instrument panel,

Figure 1-4. Cockpit

FOR TRAINING PURPOSES ONLY 1-5

The cockpit is designed for a crew of three. The Jump Seat

For safety, this seat is equipped with a three-

Figure 1-5. Pilot’s and Copilot’s Seats

1-6 FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

Figure 1-6. Passenger Cabin (Typical)

The forward section contains a wardrobe while

1-8 FOR TRAINING PURPOSES ONLY Revision 1

AFT AFT SERVICING

FOR TRAINING PURPOSES ONLY

Passenger/Crew Door be accomplished by turning the control han-

Figure 1-9. Passenger/Crew Door Assembly

1-10 FOR TRAINING PURPOSES ONLY Revision 1

Figure 1-10. Passenger Door Latching and Unlatching Mechanism

Revision 1 FOR TRAINING PURPOSES ONLY 1-11

DOOR LIFT AND EXT LIFT INHIBT

EXTERNAL LIFT PUSHBUTTON

Figure 1-11. Electrical Lifting Mod for Passenger Door

1-12 FOR TRAINING PURPOSES ONLY Revision 1

PASSENGER DOOR (Electrical

Electrical lifting may be controlled from in-

The internal control is located on the top strip

The external control is located on the fuselage

The external control can be inhibited from the

During lifting, the geared motor automati-