De Iptm PDF

Falcon 50EX
Initial Pilot Training Manual
January 2013
Revision 1
NOTICE: This Falcon 50EX Initial Pilot Training Manual is to be
used for aircraft familiarization and training purposes only. It is not
to be used as, nor considered a substitute for, the manufacturer’s
Pilot or Maintenance Manual.
Copyright © 2013, CAE SimuFlite, Inc.

All Rights Reserved.
Excerpted materials used in this publication

have been reproduced with permission of
Dassault Falcon Jet Corp.
Printed in the United States of America.

1
Introduction
Falcon 50EX For Training Purposes Only 1-1

July 2010
This page intentionally left blank.
1-2 For Training Purposes Only Falcon 50EX

July 2010
Introduction
Welcome to CAE SimuFlite
Welcome to CAE SimuFlite

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

July 2010

July 2010
Introduction
Using this Manual

This manual is a stand-alone document appropriate for various levels of training.
Its purpose is to serve as an informational resource and study aid.
The Quick Reference section provides limitations, memory items from procedural
checklists, and other data for quick review.
The Operating Procedures section contains chapters that provide a pictorial

preflight inspection of the aircraft, normal procedures in an expanded format,
standard operating procedures, maneuvers, and other information for day-to-day
operations.
The Flight Planning chapter covers weight and balance, and performance; a
sample problem is included.
The Systems section is subdivided by aircraft system. Each system chapter

contains a discussion of components, preflight and servicing procedures,
and abnormal and emergency procedures. At the beginning of the Systems
chapter, a list of systems is cross-referenced to ATA codes to facilitate further
self study, if desired, with the manufacturer’s manuals.

July 2010

July 2010
2
Quick Reference
Contents

Quick Reference
General Limitations
Authorized Operations............................................................................2-7
Baggage Limit..........................................................................................2-7
Minimum Flight Crew..............................................................................2-7
Maximum Passengers.............................................................................2-7
Noise Levels.............................................................................................2-7
Operational Limits
Weight and Center of Gravity Limits.....................................................2-9
Maximum Ramp Weight......................................................................2-9
Maximum Takeoff Weight....................................................................2-9
Maximum Landing Weight...................................................................2-9
Maximum Zero Fuel Weight...............................................................2-10
Minimum Flight Weight......................................................................2-10
Figure: Center of Gravity Limits................................................. 2-10
Speed Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Operational Speeds...........................................................................2-11
Miscellaneous Limit Speeds..............................................................2-12
Takeoff and Landing Operational Limits. . . . . . . . . . . . . . . . . . . . . . . 2-12
Weights..............................................................................................2-12
Airport Pressure Altitude....................................................................2-12
Runway Conditions............................................................................2-12
Tailwind, Maximum............................................................................2-12
Enroute Operational Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Maximum Operating Altitude.............................................................2-12
Maneuvering Flight Load Factors......................................................2-12
Systems Data
Avionics and Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Automatic Pilot...................................................................................2-13
Collins Proline 4 . ..............................................................................2-13
Standby Compass.............................................................................2-14
Electrical and Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
DC Voltage........................................................................................2-14

July 2010
Maximum Generator Output..............................................................2-14
Battery Temperature..........................................................................2-14
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Flaps..................................................................................................2-14
Airbrakes............................................................................................2-14
Slats...................................................................................................2-15
Fuel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Approved Additives............................................................................2-15
Fuel Temperature..............................................................................2-17
Pressure Fueling System...................................................................2-17
Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Hydraulic Fluids.................................................................................2-17
Standby Pump...................................................................................2-17
Ice and Rain Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Anti-Ice .............................................................................................2-17
Landing Gear and Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
Brake Kinetic Energy Limit.................................................................2-18
Nosewheels.......................................................................................2-18
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
Pressurization/Environmental (Pneumatic) . . . . . . . . . . . . . . . . . . . . 2-18
Cabin Pressurization..........................................................................2-18
Auxiliary Power Unit (APU). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
APU (Garrett AiResearch GTCP36-100A).........................................2-18
Powerplant Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Powerplant Manufacturer/Model........................................................2-19
Thrust Ratings (Uninstalled, Sea Level, ISA)....................................2-19
Thrust Setting....................................................................................2-19
Maximum Engine Rotor Speeds N1 and N2 ......................................2-19
Maximum Interstage Turbine Temperature (ITT)...............................2-19
Starting Time.....................................................................................2-19
Fuel Control Computers.....................................................................2-20
Engine Synchronizer ........................................................................2-20
Engine Start Abort Conditions...........................................................2-20
Approved Oils....................................................................................2-20
Oil Pressure.......................................................................................2-20
Oil Temperature.................................................................................2-20
Thrust Reverser. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
System Data Summaries
Air Conditioning System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24

July 2010
Quick Reference
Fire Protection System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25

Fire Detection....................................................................................2-25
Fire Extinguishing..............................................................................2-26
Flight Controls System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Primary Flight Controls......................................................................2-26
Arthur Q Units....................................................................................2-26
Pitch Trim – Normal...........................................................................2-27
Pitch Trim – Emergency.....................................................................2-27
Roll Trim Control – Normal................................................................2-27
Roll Trim Control – Emergency..........................................................2-27
Rudder Trim.......................................................................................2-28
Slats – Normal Operation..................................................................2-28
Slats – Emergency.............................................................................2-28
Slats – Automatic System 1...............................................................2-29
Slats – Automatic System 2...............................................................2-29
Flaps..................................................................................................2-29
Airbrakes............................................................................................2-30
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Ice and Rain Protection System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
Airframe Anti-Ice................................................................................2-32
Engine Anti-Ice..................................................................................2-32
Pitot/Static Anti-Icing..........................................................................2-33
Windshield Anti-Ice............................................................................2-33
Windshield Wipers.............................................................................2-34
Landing Gear System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Anti-Skid System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
Nose Wheel Steering System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35
Lighting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35
Pneumatic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-36
Main LP Bleed Air..............................................................................2-36
Secondary LP Bleed Air.....................................................................2-36
Main HP Bleed Air..............................................................................2-37
Secondary HP Bleed Air....................................................................2-37
Pressurization System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38
Thrust Reverser System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-38

July 2010

July 2010
Quick Reference
Quick Reference
This chapter has four major subsections, which are in turn subdivided by
categories.
The General Limitations subsection contains information and limitations that
pertain to the aircraft as a whole.
The Operational Limitations subsection presents functional and structural limits
such as:
weight
speed
takeoff, landing, and enroute operations
load factors.
The System Data subsection provides system-by-system limitations and other
important data.
The System Data Summaries subsection repeats the charts found at the end of
each system chapter of this manual. These charts summarize power sources,
distribution, controls, and monitors applicable to the system.
Some information may be repeated throughout this chapter as it applies to
different categories and subsections. This chapter is intended to serve as a
convenient reference.

July 2010

July 2010
Quick Reference
General Limitations
Authorized Operations
The Falcon 50EX airplane is certificated in the transport category. When the
appropriate instruments and equipment required by the airworthiness and/or
operating regulations are installed and approved and are in operable condition,
the following kinds of operations are authorized:
Day and Night VFR (if permitted by flight regulations of the country over
which the airplane is flying).
IFR and Automatic Approaches to CAT I and Cat II Weather Minimums.
Extended overwater, and uninhabited terrain.
Icing Conditions.
Baggage Limit
The baggage compartment is limited to 2,205 lbs (1,000 kgs) and must not exceed
a floor loading of 123 lbs/ft.2 (600 kgs/m2).
The baggage compartment maximum weight limit may be reduced by permanent
installation of equipment.
Minimum Flight Crew

The minimum crew is a pilot and a copilot.
Maximum Passengers
Depending on accommodation, within the limit of 19 passengers maximum
authorized by the emergency exits.
Maximum number of passengers for flight above 45,000 ft. - 12.
The Loading Manual provides approved interiors accommodating 10 passengers
using the third crewmember seat as a passenger seat.
Noise Levels
In compliance with FAR 36, the measured noise levels are:
Measuring Point Noise Level (EPNdB)
Takeoff (with Cutback) 84.81
Approach 97.12
Sideline 91.5
1
Takeoff configuration for this noise level is SLATS + FLAPS 20° at 40,780 lbs (18,500 kgs).
2
Approach configuration for this noise level is SLATS + FLAPS 48° at 35,715 lbs (16,200 kgs).
No determination has been made by the FAA that the noise levels of this aircraft are or should be
acceptable or unacceptable for operation at, into, or out of any airport.

July 2010

July 2010
Quick Reference
Operational Limits
Weight and Center of Gravity Limits

Maximum Ramp Weight
Maximum Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . . . 39,900 lbs (18,098 kgs)
Maximum Takeoff Weight

Maximum Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . . 39,700 lbs (18,008 kgs)
The approved maximum weights indicated above may be reduced to comply
with certification performance requirements as follows:
Takeoff
The takeoff weight is further limited by the most restrictive condition of the
configuration used.
SLATS + FLAPS 20° Configuration:
–– Takeoff and Accelerate-Stop Distances
–– Climb Gradient
Slats Configuration:
–– Brake Energy
–– Takeoff and Accelerate-Stop Distances
–– Climb Gradient
Maximum Landing Weight

Maximum Landing Weight. . . . . . . . . . . . . . . . . . . . . . . . 35,715 lbs (16,200 kgs)
The approved maximum weights indicated above may be reduced to comply
with certification performance requirements as follows:
Landing
The landing weight is limited by the most restrictive condition of the configuration
used.
Approach, SLATS + FLAPS 20°/Landing, SLATS + FLAPS 48° configuration:
–– Landing Climb Gradient
–– Landing Distance

July 2010
Maximum Zero Fuel Weight
Maximum Zero Fuel Weight . . . . . . . . . . . . . . . . . . . . . . 25,570 lbs (11,600 kgs)
Minimum Flight Weight

Minimum Flight Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . 18,959 lbs (8,600 kgs)
Center of Gravity Limits

WEIGHT (X 1,000 KG) WEIGHT (X 1,000 LB)
41 MAXIMUM RAMP WEIGHT
39,900 LB (18,098 KG)
40
18 MAXIMUM TAKE-OFF WEIGHT
39 39,700 LB (18,008 KG)
38
17
37 MAXIMUM LANDING WEIGHT
35,715 LB (16,200 KG)
36
16
35
34
15 33
32
14 31
30
29
13
28
27
12
26
25
11
24
23
10 22
21
20 MINIMUM FLIGHT WEIGHT

9
18,959 LB (8,600 KG)
19
18
8
10 14 20 30 %MAC
Figure 2-1: Center of Gravity Limits

NOTE: The landing gear position has no effect on the CG location.
Datum
Datum is 25% of Mean Aerodynamic Chord (MAC), which is 382.83 inches
(9,723.882 mm) from the nose of the airplane.
Mean Aerodynamic Chord (MAC):

Length 111.77 inches (2,839 mm).
Zero% MAC is at FS 354.89 inches (9,014 mm).

July 2010
Quick Reference
Speed Limits
Operational Speeds
VFE, (Slats and Flaps) Operating or Extended
Slats Extended . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS
Slats Extended + Flaps 20°. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 KIAS
Slats Extended + Flaps 48°. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 KIAS
CAUTIO
At altitudes above 20,000 ft. do not establish or maintain a configuration
with the flaps or the slats extended.
VLO/MLO, Landing Gear Operating . . . . . . . . . . . . . . . . . . . . . . . 190 KIAS/0.70 M

VLO/MLO is the maximum speed at which it is safe to extend or retract the
landing gear.
VLE/MLE, Landing Gear Extended. . . . . . . . . . . . . . . . . . . . . . . . 220 KIAS/0.75 M
VLE/MLE is the maximum speed at which the airplane can be safely flown with
the landing gear extended and locked.
VMCA, Minimum Control Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82.5 KCAS
VMO/MMO, Maximum Operating
VMO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 KIAS at sea level,
increasing linearly to 370 KIAS at 10,000 ft.
370 KIAS from 10,000 ft. to 24,000 ft.
MMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.86 M above 24,000 ft.
CAUTIO
The maximum operating limit speed VMO/MMO must not be deliberately
exceeded in any regime of flight (i.e., climb, cruise, descent) unless a
higher speed is authorized for flight test or pilot training.
NOTE: The red warning occurs simultaneously on the standby instrument

and on the pilot/copilot EFIS. However the VMO/MMO STANDBY
indicated value may be different from the pilot and the copilot
valued on the EFIS.
VA, Maneuvering Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 KIAS

CAUTIO
Full application of rudder and aileron controls, as well as maneuvers that involve
Angles-Of-Attack (AOA) near the stall, must be confined to speeds below VA.
Rapidly alternating large rudder applications in combination with large
sideslip angles may result in structural failure at any speed.

July 2010
Miscellaneous Limit Speeds
Windshield wiper operating speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 KIAS
Direct vision window opening speed. . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KIAS
Tire Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 Kts
(Ground speed)
Stall speed:
CAUTIO
Do not intentionally fly the airplane slower than initial stall warning onset.
Cracked Windshield speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 KIAS

Thrust Reverser Deployed in Flight speed . . . . . . . . . . . . . . . . . . . . . . 230 KIAS
Turbulent Air Penetration speed . . . . . . . . . . . . . . . . . . . . . . . . 280 KIAS/0.76 M
Takeoff and Landing Operational Limits

Weights
Weights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer Page 2-9
Airport Pressure Altitude

Airport Pressure Altitude. . . . . . . . . . . . . . . . . . . . . -1,000 ft. through +14,000 ft.
Runway Conditions
Runway slope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ± 2.5%
Runway surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hard-surfaced
Tailwind, Maximum
Wind Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Kts
Enroute Operational Limits

Maximum Operating Altitude
Maximum Operating Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49,000 ft.
Maneuvering Flight Load Factors

Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +2.6 to -1
Flaps Down. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +2 to ZERO
These load factors limit the angle-of-bank permitted in turns and limit the severity
of pull-up maneuvers.

July 2010
Quick Reference
Systems Data
Avionics and Communications

Automatic Pilot
The autopilot must not be engaged for takeoff or landing.
Takeoff is not permitted with yaw damper not centered.
The autopilot is certified to the minimum height as follows:
Minimum use height after takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,000 ft.
Minimum use height in cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,000 ft.
Minimum use height for non-precision approach. . . . . . . . . . . . . . . . . . 160 ft.
Minimum use height for precision approach. . . . . . . . . . . . . . . . . . . . . . 80 ft.
Minimum decision height for Cat. I approach . . . . . . . . . . . . . . . . . . . . 200 ft.
Minimum decision height for Cat. II approach. . . . . . . . . . . . . . . . . . . . 100 ft.
The autopilot is disengaged by:
depressing the pilot or copilot control wheel disengage button.
selecting the DISENGAGED position of the AP controller lever.
depressing either control wheel GO-AROUND pushbutton.
depressing either pitch trim button.
activating the TAILPLANE EMERG switch.
Collins Proline 4
COLLINS 6100 navigation must be periodically verified during the flight
by comparison with the other means of navigation. FUEL, TIME prediction
information are provided for advisory purposes only and must not be used for
flight planning.
If aircraft is configured for KG weight units, specific range information SP RNG
in FUEL MGMT page is erroneous. FMS must not be used for navigation above
80° North and below 80° South latitudes.
Approach
Use of the FMS during approach is forbidden:
Except for published RNAV procedures, a transcription of a published VOR,
VOR/DME, GPS overlay or NDB approach procedures.
If the navaids specified in the procedures are not available and displayed on
the EFIS and actively monitored by the crew.
If the APPR or GPS APPR annunciator in the PFD is not green 2 NM before
the FAF.
If one of the CHK POS or FMS DR or NO APPR annunciators is illuminated
yellow in the PFD.
NOTE: If GPS’s are not available, VOR or NDB approaches cannot be
performed using FMS.

July 2010
VNAV
Observing the Minimum Safe Altitude and obstacles clearances remains a
crew responsibility.
Use of VNAV PLAN SPEED function is prohibited.
NOTE: It is not possible to perform a vertical direct TO on an ILS FAF

waypoint.
Standby Compass
For reliable standby compass operation, the windshield heat should be off.
Electrical and Lighting

DC Voltage
Maximum DC Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 VDC
Maximum Generator Output

Transient (1 minute max.). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 A
Up to 39,000 ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 A
Above 39,000 ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 A
Battery Temperature
Amber Light (WARM) at or above. . . . . . . . . . . . . . . . . . . . . . . . 120°F (48.9°C)
Red Light (HOT) at or above. . . . . . . . . . . . . . . . . . . . . . . . . . . . 150°F (65.5°C)
Red Light (HOT) at or above. . . . . . . . . . . . . . . . . . . . . . . . . . . . 160°F (71.1°C)
(A/C with SB F50-295 or M2245)
Flight Controls
Flaps
In flight, extend flaps to the next detent only after cessation of movement to
the previous detent position.
Do not extend the flaps if the slat green light is off.
CAUTIO
At altitudes above 20,000 ft., do not establish or maintain a configuration
with the flaps or the slats extended.
Airbrakes
Extension of the airbrakes within 500 ft. from the ground is not permitted.

July 2010
Quick Reference
Slats
With AUTO SLAT Light On . . . . . . . . . . . . . . . . . . . . . . . . . 270 KIAS MAXIMUM
Fuel
Approved Additives
Anti-Icing Additives
Anti-icing additive, conforming to MIL-I-27686D/E (JP-4/JP-8) or MIL-I-85470
(JP-5) specifications or equivalent at a concentration not in excess of 0.15%
by volume.
Biocide Additives
SOHIO Biobor JF biocide additive, or equivalent, is approved for use in the
fuel at a concentration not to exceed 270 PPM.
Anti-Static Additives
Anti-static additives providing quantity added does not exceed:
–– 1 PPM for Shell ASA 3.
–– 3 PPM for STADIS 450.
–– 5 PPM for SIGBOL TU38-101741.
* I-M fluid is I fluid mixed 1:1 with methanol (GOST 2222-78E).
** TGF-M fluid mixed 1:1 with methanol (GOST 2222-78E).

July 2010
Approved Fuels
The total usable fuel quantity is 2,315 U.S. gallons (8,763 lts), i.e. 15,514 lbs (7,037 kgs) at a density of 6.7 lbs per U.S.
gallons. Fuel used must conform to the following specification.
Designation Specification Freezing Additives NATO
ALLIED SIGNAL Equivalence (for info) Point (°C) Anti-Ice Anti-Static Code
ASTM D 1655-82 Type A * *

EMS 53111 (JET A) CAN 2-3.23 * WITH
M.D.2494 Issue 9 -40 * * F-35
AIR 3405 C * *
ASTM D 1655-82 Type A * *
EMS 53112 (JET A-1) CAN 2-3.23 * *
DEF STAN 91-91 -47 WITHOUT WITH F-35
M.D.2494 Issue 9 * WITH
KEROSENE AIR 3405 C * *
MIL-T-83133 WITH *
EMS 53112 (JP-8) M.D.2453 ISSUE 4-Amd 1 * *
AIR 3405 C -50 WITH * F-34
DEF STAN 91-87 WITH WITH
No 3 Jet Fuel NTSB GB6537-94 Issue 2 -47 * * -
No 3A Jet Fuel NTSB GB6537-05 -47 * * -
WIDE TYPE ASTM D 1655-85 Type B * *
FUEL EMS 53113 (JET B) CAN 2-3.22 * *
M.D.2486 Issue 9-Amd 1 -51 * WITH -
AIR 3407 B * *
MIL-T-5624L 58 WITH WITH F-40
EMS 53113 (JP-4) AIR 3407 B WITH *
DEF STAN 91-88 WITH WITHOUT
CAN 2-3.22 WITH WITH
M.D.2454 Issue 4-Amd 1 * *
HIGH FLASH AIR 3404 C -46 WITH * F-44
POINT TYPE EMS 53116 (JP-5) DEF STAN 91-86 WITH WITHOUT
FUEL CAN 3GP24 WITH *
M.D.2452 Issue 2-Amd 1 - -
MIL-T-5624H With WITHOUT
CIS FUEL GOST 10227-86 TS1 Regular -60 WITHOUT WITHOUT -
TS1 Premium -60 WITHOUT WITHOUT
RT -55 WITHOUT WITHOUT
*Information to be checked with the fuel supplier.

Table 2-1: Approved Fuels
The total usable fuel quantity is distributed as follows:

Fuel Quantity Liters Kgs (d = 0.803) U.S. Gallons lbs
LH wing 2,910 2,337 768.9 5,152
Center wing box 2,943 2,363 777.6 5,210
RH wing 2,910 2,337 768.9 5,152
Airplane total capacity 8,763 7,037 2,315.4 15,514
Table 2-2: Usable Fuel Quantity

NOTE: The amount of fuel left in the tanks when the fuel quantity indicators reach zero is not safely
usable in all flight conditions.

July 2010
Quick Reference
Fuel Temperature
Inflight tank fuel temperature must be maintained at least 3°C (37.4°F) above the
freezing point of fuel being used.
Pressure Fueling System

Maximum feed pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 PSI (3.5 bars)
Hydraulics
Hydraulic Fluids
Hydraulic fluids approved for use must conform to MIL-H-5606 specification
(NATO codes H515 or H520).
Standby Pump
Maximum Altitude for Standby Pump Operation. . . . . . . . . . . . . . . . . . 45,000 ft.
Ice and Rain Protection

Anti-Ice
Icing conditions
Icing conditions exist when the OAT on the ground and for takeoff, or Total Air
Temperature (TAT) in flight is +10°C (+50°F) or below, and visible moisture in any
form is present (such as clouds, fog with visibility of one mile or less, rain, snow,
sleet and ice crystals).
Icing conditions also exist when the OAT on the ground and for takeoff is
+10°C (+50°F) or below when operating on ramps, taxiways or runways where
surface snow, ice, standing water, or slush may be ingested by the engines or freeze
on engines, nacelles or engine sensor probes.
Engine Anti-Ice
The engine anti-ice system must not be used with TAT in excess of +10°C (+50°F).
Wing Anti-Ice
The wing anti-ice system must not be used with TAT in excess of
+10°C (+50°F).
The wing anti-ice system must not be used on ground except for limited checks
conducted in accordance with Airplane Flight Manual or Maintenance Manual
instructions.

July 2010
Landing Gear and Brakes
Brake Kinetic Energy Limit
The brake kinetic energy limit is 10,841,169 ft.lbs (14,697 kJ) per brake.
The brake kinetic energy limit (Canadian registration) is shown below.
Normal RTO Stop . . . . . . . . . . . . . . . 10,841,169 ft.lbs (14,697 kJ) per brake
Maximum RTO Stop . . . . . . . . . . . . 13,460,831 ft.lbs (18,249 kJ) per brake
Nosewheels
Nosewheels must be equipped with chined tires.
Oxygen System
Minimum Oxygen Pressure
below 10,000 ft. without Passengers. . . . . . . . . . . . . . . . . . . . . . . . . . . 650 PSI
Minimum Two Crew with 10 or
Fewer Passengers to FL 410 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 700 PSI
Pressurization/Environmental (Pneumatic)
Cabin Pressurization
Maximum Differential Pressure. . . . . . . . . . . . . . . . . . . . . . . . . 9.5 PSI (655 MB)
(Pressure relief valve setting)
Auxiliary Power Unit (APU)

APU (Garrett AiResearch GTCP36-100A)
The APU must be operated on the ground only.
Speed:
Maximum rated. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100%
Maximum allowed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107%
Exhaust gas temperature limit:
Maximum rated. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 680°C (1,255°F)
Maximum allowed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 732°C (1,350°F)
Maximum generator output. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 A
With BLEED switch in on position, do not perform engine or airframe anti-ice tests.

July 2010
Quick Reference
Powerplant Limitations
Powerplant Manufacturer/Model
Honeywell, TFE731-40.
Thrust Ratings (Uninstalled, Sea Level, ISA)

Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,700 lbs (1,649 daN)
Maximum continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,641 lbs (1,623 daN)
Thrust Setting
The engine low pressure rotor speed N1 is used as the thrust setting parameter.
The takeoff and maximum continuous thrust must be based on the N1 values
given in section 5:
Takeoff thrust (5 minutes time limit), refer to section 5 of AFM.
Maximum continuous thrust, refer to section 5 of AFM.
Maximum Engine Rotor Speeds N1 and N2

Condition of Use N1 N2
Takeoff - Maximum continuous 100.1 % 101 %
Transient 10 seconds max. allowable 100.5 % 102.5 %
100% N1 = 21,000 RPM and 100% N2 = 31,173 RPM
Maximum Interstage Turbine Temperature (ITT)

Ground start 991°C
Air start 991°C
Takeoff 5 minutes max. 1,013°C
Maximum continuous 991°C
Maximum cruise 974°C
Starting Time
Ground start:
From 10% N2 speed to light-off 10 seconds maximum
From light-off to idle 60 seconds maximum
Windmilling airstart: No time limit
Starter assist airstart:
From initial fuel flow N2 speed to 60 % N2 45 seconds maximum

July 2010
Fuel Control Computers
Engine fuel control computers must be operative for takeoff.
Engine Synchronizer
The engine synchronizer system must not be used during takeoff, landings and
missed approaches.
Engine Start Abort Conditions

Discontinue an engine start if any of the following occur:
Oil pressure does not rise within 10 seconds after light-off.
ITT does not rise within 10 seconds after power lever opened to idle.
ITT is rising rapidly and approaching the 907°C limit.
N1 remains close to zero when N2 is 20%.
N2 speed is not rising rapidly and smoothly to idle after power lever is
advanced to idle.
N2 fails to rotate.
N2 fails to reach 10% in 6 seconds.
Unusual noise is heard or vibration is detected.
Approved Oils
The Type II oils conforming to EMS 53110 specification.
Oil Pressure
Thrust Setting Minimum Pressure Maximum Pressure
Takeoff, climb, cruise or maximum 65 PSI 80 PSI
continuous
Idle 50 PSI 80 PSI
Transient 100 PSI less than 3 minutes
NOTE: The OIL 1, OIL 2, and OIL 3 lights in the Master Warning Panel
illuminate for an oil pressure below 50 PSI.
Oil Temperature
Operational Limits
From sea level to 30,000 ft. 127°C maximum
Above 30,000 ft. 140°C maximum
Transient all altitudes 149°C maximum less than 2 minutes
Minimum for exceeding idle power 30°C

July 2010
Quick Reference
Thrust Reverser
The thrust reverser is approved for ground use only.
On landing, do not attempt a go-around after reverse thrust is selected.
With a thrust reverser deployed in flight, reduce airspeed to 230 KIAS or less.
Recommended 30 seconds maximum continuous usage and 4.5 mins.
between consecutive uses.
Full reverse thrust is usable until the aircraft comes to a complete stop;
however, in crosswind conditions, a 5% reduction of engine N1 is
recommended shortly before the complete stop is reached.
The manufacturer recommends checking that reverse thrust is limited
automatically to a maximum of 93% N1.

July 2010

July 2010
Quick Reference
System Data Summaries

Data summaries are abbreviated sources of system information. Each major aircraft
system is represented by at least one summary that identifies the system’s power
source (e.g., hydraulic system specific buses), distribution points, control, monitor,
and protection devices (e.g., switches, gauges, and CBs). The data summaries
appear in alphabetical order by system.
Air Conditioning System

Power Source No. 2 Engine HP bleed air
APU bleed air
Common manifold
ECUs (2)
Primary A and B buses
Distribution Cabin
Crew
Baggage compartment
Nose cone compartment
Control Switches
HP1, HP2, HP3
ISOLATION
CABIN BLEED AIR
CREW BLEED AIR
BAG BLEED AIR
CREW and PASSENGER AUTO/MANUAL
CREW and PASSENGER COLD/HOT
Crew/passenger auto temp. selectors
NOSE cone control handle
Crew/cabin gaspers
Rapid pre-conditioning (flood duct) door
Electric floor heat switches and rheostat
Monitor Crew/passenger temp. regulating valve indicators
Cabin temperature indicator
Annunciators
COND’G OVHT
APU BLEED
BLEED OVHT
Protection Circuit breakers
COND’G CREW
COND’G CABIN
CKPT TEMP CONTROL
CAB TEMP CONTROL
CKPT FLOOR HEATING
APU

July 2010
Electrical System
Power Source Two batteries
26 VDC, 23 amp/hour
Three engine generators
28.5 VDC, 350 A maximum
APU generator
Distribution DC power
Battery bus
Start bus
Left Main bus
Primary A bus
Auxiliary C bus
Right Main bus
Primary B bus
Auxiliary D bus
Control DC System
Power selector switch
GEN 1/GEN 2/GEN 3 switches
BAT 1/BAT 2 switches
Bus tie switch
Monitor DC voltmeters and ammeters
Annunciators
GEN 1, GEN 2, GEN 3
BAT 1, BAT 2
HOT BAT
BUS TIED
Battery temperature indicator
Current limiters
Reverse current relays
Generator control units

July 2010
Quick Reference
Fire Protection System

Fire Detection
Power Source Primary A bus
Annunciators
Engine 1
Engine 2
Baggage Compartment
Left and Right wheel wells
Aft compartment
Primary B bus
Annunciators
Engine 3
APU
Distribution All three engines
APU (if installed) (automatic shut down)
Baggage compartment (smoke detector)
Aft compartment
Main gear wheel wells
Control TEST FIRE button (activates fire warning system)
Horn silence (silences horn)
Monitor Aural warning (can be silenced)
Annunciators
FIRE 1 PULL (No. 1 (left) Engine)
FIRE 2 PULL (No. 2 (center) Engine)
FIRE 3 PULL (No. 3 (right) Engine)
FIRE BAG COMP
FIRE APU
FIRE AFT COMP
Fire WHEELS L and R
Fire warning panel test
Protection System fails to test if faulty
Circuit breakers
DETECT 1
DETECT 2
DETECT 3
REAR CMPT BAG CPMPT

July 2010
Fire Extinguishing
ENG 1 and ENG 2 – position 1
Primary B bus
ENG 3 – position 1
Battery bus
ENG 1, ENG 2, ENG 3 – position 2
FIRE BAG COMP – position 1
FIRE AFT COMP – position 1
FIRE APU – position 1
Distribution Halon 1301 extinguishers for
Three engines
Baggage compartment
Aft compartment
APU
Control FIRE PULL (fuel shutoff) handles for Engines 1, 2, 3
Six extinguisher switches
Monitor Fire panel warning lights
Protection Thermal discharge overpressure relief for bottles
Circuit breakers
EXTING 1-2
EXTING 3
FIRE (battery bus)
Flight Controls System

Primary Flight Controls
Power Source Hydraulic Systems 1 and 2
Distribution Aileron, elevator, and rudder servo control actuators
Arthur Q Units
Power Source Hydraulic System 1
Copilot static system (static pressure data)
Copilot pitot system (aileron Arthur Q)
Engine No. 1 pressure (PT2) probe (elevator Arthur Q)
Control NORMAL/PANEL ONLY Dual isolation valve selector
Monitor Q UNIT Light

July 2010
Quick Reference
Pitch Trim – Normal

Control Split yoke switches
Autopilot system
Mach trim system
Distribution Horizontal stabilizer
Monitor Trim indicator
Clacker
T/O CONFIG Light
NORMAL (on pedestal, 10 A)
STAB NORMAL (on overhead panel, 15 A)
Cross relays
Pitch Trim – Emergency

Power Source Primary B bus
Control TAILPLANE switch
Monitor Trim indicator
Clacker
STAB EMERG (overhead panel, 10 A)
Roll Trim Control – Normal

Power Source Auxiliary C bus
Control AILERON switch
Monitor AILERON scale of trim indicator
Protection Cross relays
Circuit breaker
TRIM AILERON
Roll Trim Control – Emergency

Power Source Auxiliary D bus
Control Two red pushbuttons below AILERON trim switch
Distribution Left aileron
Monitor AIL ZERO Light
Protection Circuit breaker
ROLL EMERG

July 2010
Rudder Trim
Control RUDDER switch
Distribution Rudder
Monitor RUDDER scale of trim indicator
Protection Cross relays
Circuit breakers
TRIM RUDDER
Slats – Normal Operation

Primary A bus
Indication
Manual
Control Extension
Manual and Primary A bus
Control Retraction
Control Slat/flap control handle
Distribution Inboard slats
Outboard slats
Monitor Slats-in-transit red arrow
SLATS green slat-shaped light
Annunciators
T/O CONFIG
AUTO SLATS
Slats – Emergency
Primary B bus
Control EMERG SLATS red guarded switch
Distribution Outboard slats only
Extension only
Monitor Red Slats-in-Transit arrow illuminates as soon as the switch is
activated.
Green slat-shaped light illuminates when outboard slats are fully
extended and the slat flap handle is in the CLEAN position.
RH AUTO SLAT

July 2010
Quick Reference
Slats – Automatic System 1

Power Source Hydraulic System 1 Primary A bus
Control Left stall vane – automatic activation at 17°
Distribution Outboard slats
Monitor Slats-in-Transit Arrow light Slats Extended Green Light IGN Lights
Audible stall warning STALL 1 and 2 test switches
LH AUTO SLAT
Slats – Automatic System 2

Power Source Hydraulic Systems 1/2 Primary B bus
Control Right stall vane – automatic activation at 19°
Monitor Same as automatic system 1, except red Slats-in-Transit arrow
remains illuminated after stall condition is corrected if Hydraulic
System 1 is inoperative.
RH AUTO SLAT
Flaps
Power Source Auxiliary D bus (Control)
Hydraulic System 2 (Operation)
Primary B bus (Indication)
Control Slat/flap handle
Distribution Inboard and outboard flaps
Monitor Flap position indicator
Annunciator
FLAP ASYM
T/O CONFIG
Protection Flaps asymmetry circuit (cuts power to hydraulic reduction gear
motor)
Circuit breaker
FLAP CONTROL
FLAP A/B INDIC

July 2010
Airbrakes
Primary A (control)
Primary B (indication)
Control Airbrake handle
Distribution Six airbrake panels
Monitor Annunciators
AIRBRAKE
T/O CONFIG
FLAP A/B INDIC
A/B CONTROL
Fuel System
Left and center booster pumps
Left and center fuel gauges
Primary B bus
Right booster pump
Right fuel gauge
Fuel temperature gauge
Transfer intercom valves
EMERG. FUEL TRANSFER switch
Auxiliary C bus
Left and center transfer pumps
Left crossfeed valve
Auxiliary D bus
Right transfer pump
Right crossfeed valve
Distribution Left, center, right wing tanks
Left, center, right feeder tanks
Left, center, right engines
APU (center feeder tank)
Control Manual fuel transfer shutoff valves
Switches
XFR pump (left/center/right)
XFR INTERCOM (left/right)
BOOSTER pump (left/center/right)
XFEED (left/right)
REAR TOT fuel quantity indicator
(controls fuel quantity indications)
Monitor Fuel quantity indicators (left, center, right)
FUEL TEMP indicator
Total fuel used indicator
Fuel XFR lights (left, center, right)
Annunciators
FUEL 1, FUEL 2, FUEL 3 low fuel pressure
FUELING
LO FUEL

July 2010
Quick Reference
Hydraulic System
Power Source Three engine-driven pumps
Primary A bus
Standby electric pump control
Left Main bus
Standby electric pump power
Annunciator indication
Auxiliary C and D buses
Quantity indication
Pressure indication
Distribution System1
One body of the flight control servo-actuators
Pitch and roll "Arthur-Q" units
Inboard slats (normal operation)
Outboard slats (normal and automatic operation)
Normal brakes
Thrust reverser
Landing gear and landing gear doors
System 2
One body of the flight control servo-actuators
Flaps
Airbrakes
Outboard slats (standby and automatic operation)
Steering system
Emergency brakes
Parking brakes
Control Standby pump mode selector switch
Standby pump manual selector handle (ground use only)
Monitor Hydraulic System 1 QTY/PSI indicators
Hydraulic System 2 QTY/PSI indicators
Annunciators
HYDR # 1 PUMP 1, HYDR # 1 PUMP 2, HYDR # 2 PUMP 3
HYD TK PRESS
ST PUMP # 2
# 2P BK
Gauges
Park brake accumulator pressure
Thrust reverser accumulator pressure
System accumulator pressure
Hydraulic fluid quantity sight glass
Protection Hydraulic system pressure relief valves
Tank pressure relief
Circuit breakers (indication)
HYDR 1 and HYDR 2 quantity
ST-BY PUMP

July 2010
Ice and Rain Protection System
Airframe Anti-Ice
Power Source Primary B bus (normal)
Auxiliary C bus (standby)
HP and LP bleed air
Distribution Fixed leading edge of wing
Inboard slats
Outboard slats
Control Switches
AIR FRAME
ISOLATION
HP 1, HP 2, HP 3
Monitor AIRFRAME amber/green anti-ice light
ITT gauges
BLEED OVHT annunciator
Total Air Temperature (TAT) gauge
AIR FR
ST-BY AIR FR
Engine Anti-Ice
Power Source HP bleed air intakes
HP and LP bleed air (Engine No. 2 S-duct)
Primary A bus (Engines 1/2)
Primary B bus (Engine 3)
Distribution Engines 1/3:
Nacelles
Engine 2:
S-duct inlet
S-duct
Elliptical spinner (if installed)
All engine Pt2/Tt2 sensors (electrically heated)
Control Switches
ENG 1, ENG 2, ENG 3 anti-ice
HP 1, HP 2, HP 3
Isolation valve
Monitor ENG 1, ENG 2, ENG 3 amber/green anti-ice lights
ITT gauges
TAT indicator
BLEED OVHT annunciators
ENGINE 1
ENGINE 2
ENGINE 3

July 2010
Quick Reference
Pitot/Static Anti-Icing
Power Source Primary A, Auxiliary C and D buses
Distribution Pitot probes Left and Right
Normal static ports Left and Right
Angle-of-attack probe
Total Air Temperature (TAT) probe
Stall vanes Left and Right
Control PILOT PITOT switch
Static ports (Left and Right)
Left pitot probe
TAT probe
Left stall vane
COPILOT PITOT switch
Right pitot probe
AOA probe
Right stall vane
L PITOT (A bus)
R PITOT (B bus)
A/A ammeter
LH PITOT HEAT
RH PITOT HEAT
A/A PROBE HEAT (if installed)
Windshield Anti-Ice
Power Source LH Main DC bus, RH main DC bus
Primary A and Auxiliary D buses
Auxiliary C bus (side windows)
Distribution Pilot, copilot, center windshields
Pilot DV (sliding) window
Copilot DV (non-sliding) window
Aft right window
Aft left window (option 30-45-10)
Control PILOT windshield switch (OFF, NORM, MAX)
Pilot windshield
Left center windshield
COPILOT windshield switch (OFF, NORM, MAX)
Copilot windshield
Right center windshield
SIDE windshield switch (OFF, ON)
Sliding window
Right DV window
Right aft window
Left aft window (option 30-45-10)
Monitor XFR Windshield light
WSHLD FRONT LH
WSHLD FRONT RH
DV WINDOW
AFT SIDE WINDOW
Windshield current limiters

July 2010
Windshield Wipers
Power Source Primary – A bus
Auxiliary – D bus
Distribution Pilot windshield
Copilot windshield
Control PILOT WIPER switch
COPILOT WIPER switch
(ON, OFF, PARK positions for both)
WIPER LH
WIPER RH
Landing Gear System

Control Configuration panel test button
Normal landing gear control handle
EMERG-GEAR: PULL handle
Manual release “D” ring handles
Gear override pushbutton
Monitor Red/green gear/door position lights
Flashing light in normal gear handle
Gear warning horn
Protection Proximity switches
Circuit breaker
L/G CONTROL
Hydraulic pressure relief valves
Nose gear centering cam
Anti-Skid System
Hydraulic System 1
Distribution No. 1 Brake system
Control Brake selector switch
Normal gear control handle
Nose gear ground/flight switch
Anti-skid test button
Monitor L/R Brake pressure lights
ANTI-SKID

July 2010
Quick Reference
Nose Wheel Steering System

Hydraulic System 2
Control Nose Wheel steering control wheel
Nose Wheel steering linkage connection
Monitor Hydraulic System 2 pressure/quantity
Control response
NOSE WHL
Lighting System
Power Source 28 VDC
115 VAC, 400 Hz
Control Flight deck lighting
Pilot’s dimmer control panel
Copilot’s dimmer control panel
Interior light switches
Exterior light switches
Proximity switch (taxi lights)
Monitor Warning and advisory lights
Oxygen System
Power Source One 76.7 cubic-ft. oxygen bottle (1,850 PSI at 21°C (70°F))
Distribution Crew distribution system
Passenger distribution system (including optional third crew
member outlet)
First air system (optional two cabin outlets)
Control PASSENGER OXYGEN selector
(copilot’s right side console)
Crew masks
N/100% PUSH selector
Test button
Passenger masks
Therapeutic masks (optional)
Shutoff valve near bottle
Passenger oxygen RESET button
Monitor Oxygen bottle pressure gauge
(aft of main entry door)
Oxygen system pressure gauge
(copilot’s RH console)
Mode selector on controller
ARMED and SUPPLY indicators
Protection Pressure reducing valve
Frangible disc (overpressure relief)

July 2010
Pneumatic System
Main LP Bleed Air
Power Source Engines 1 and 2 (right hand ports)
Engine 3 (left hand port)
APU port
Distribution Common manifold:
RH (crew/baggage) conditioning
LH (cabin) conditioning
Wing and S-duct anti-icing
Control Switches
ISOLATION valve
APU BLEED AIR
Engine power regulation
APU BLEED
BLEED OVHT
APU BLEED AIR switchlight
Secondary LP Bleed Air

Power Source Engines 1 and 2 (left hand port)
Distribution Both hydraulic reservoirs
Fuel tanks
Jet pump (APU bleed air – ground only)
Control Engine power regulation
APU BLEED AIR switch
TK.P1
TK.P2
Fuel transfer

July 2010
Quick Reference
Main HP Bleed Air

Power Source Engine HP bleed ports
Conditioning systems
Pressure regulating valve
Internally:
Engine anti-icing
Control Switches
HP 1, HP 2, HP 3
ISOLATION
ENG 2 and AIRFRAME anti-ice
Monitor BLEED OVHT annunciator
Engine ITT gauges
Anti-icing indicator lights
HP BLEED 1-2
HP BLEED 3
ENGINE 1
ENGINE 2
ENGINE 3
Secondary HP Bleed Air

Power Source Tapped from the HP bleed port lines of No. 1 and No. 2 Engines
Distribution Pressurization jet pump
Monitor Triple indicator
RATE
DIFF PRESSURE
Cabin ALTITUDE

July 2010
Pressurization System
Power Source Combined engine bleed air
Common bleed air manifold
Engine 2 HP bleed air
Primary A bus
Distribution Electro-pneumatic outflow valve
Pneumatic outflow valve
Cabin
Cockpit
Baggage compartment
Nose cone area (partial pressurization)
Control Switches
CABIN BLEED AIR
CREW BLEED AIR
BAG BLEED AIR
PRV
AUTO-MAN-DUMP pressurization selector
ALT/RATE/BARO automatic pressurization control knobs
UP/DN manual pressurization control knob
Monitor Triple indicator:
RATE
DIFF PRESSURE
Cabin ALTITUDE
CABIN annunciator
Audible warning
CABIN PRESS
HP BLEED 1-2
COND’G CABIN
COND’G CREW
Overpressure relief
Negative pressure relief
Cabin altitude limiter
Thrust Reverser System

Power Source Hydraulic System 1 (including a dedicated accumulator)
Primary A bus
Distribution Center engine
Control Thrust reverser lever – on center engine power lever
Emergency STOW switch (guarded)
Monitor TRANSIT amber light
DEPLOYED green light
REV UNLOCK red annunciator
Reverser accumulator pressure gauge (in aft compartment – rear
LH side)
CONTROL
WARN REVERSE
Flight/ground relays

July 2010
3
Operating Procedures
This section presents four individual elements of flight operations: Preflight
Inspection, Expanded Normal Procedures, Standard Operating Procedures
(SOPs), and Maneuvers. Although they are addressed individually in
this manual, their smooth integration is critical to ensuring safe, efficient
operations.
The Preflight Inspection chapter illustrates a step-by-step exterior inspection

of the aircraft. Preflight cockpit and cabin checks are also discussed.
The Expanded Normal Procedures chapter presents checklists for normal

phases of flight. Each item, when appropriate, is expanded to include
limitations, cautions, warnings, and light indications.
The Standard Operating Procedures chapter details Pilot Flying/Pilot

Monitoring callouts and verbal or physical responses.
The Maneuvers chapter pictorially illustrates common and emergency profiles.

Additionally, written descriptions are included for most phases of flight with
one or both engines operating.

July 2010

July 2010
4
Preflight Inspection
Contents
Interior Preflight Inspection
Figure: Preflight Inspection Walkaround Path. . . . . . . . . . . . . . . . 4-8
Exterior Walkaround
Fuel Sump Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Covers and Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Ladder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
A Left Nose....................................................................................... 4-11
B Right Nose.....................................................................................4-15
C Forward Right Wing.......................................................................4-17
D Aft Right Wing/No. 3 (Right) Engine..............................................4-21
E Aft Fuselage/No. 2 (Center) Engine..............................................4-27
F Aft Compartment............................................................................4-29
G Lower Aft Fuselage.......................................................................4-31
H Aft Left Wing/No. 1 (Left) Engine...................................................4-33
I Forward Left Wing...........................................................................4-35
Interior/Passenger Loading
Cockpit Preparation (PWR OFF)
LH Side Console................................................................................4-41
Pilot Instrument Panel........................................................................4-41
Center Instrument Panel....................................................................4-41
Copilot Instrument Panel...................................................................4-42
Pedestal.............................................................................................4-42
RH Side Console...............................................................................4-43
Overhead Panel.................................................................................4-43
Circuit Breaker Panels.......................................................................4-44

July 2010

July 2010
The preflight inspection, when a crewmember verifies the aircraft’s physical
readiness, is an essential part of any flight preparation.
No detail is overlooked during the first preflight of the day. Abnormal conditions
such as low tire pressure are corrected prior to flight, but to ensure safety, even
minor discrepancies should be corrected as well.
After a thorough initial preflight, subsequent same-day inspections may be
abbreviated.
The inspection begins inside the aircraft, as the pilot verifies the initial cockpit
and cabin setup and essential functions. The exterior walkaround then proceeds
clockwise around the aircraft, beginning and ending at the entry door. Finally, the
pilot returns to the aircraft interior to check the passenger and crew compartments
for flight readiness.

July 2010

July 2010
Interior Preflight Inspection

1. Oxygen: pressure, valve - Checked
Check that the oxygen bottle HP valve is open, if not open it slowly. Check
HP pressure on gauge and make sure such pressure is adequate to meet the
requirements of the flight to be made (refer to Oxygen chapter).
2. First Aid kit - Checked
3. Cabin and cockpit fire extinguishers - In place/Checked
Check that the two portable fire extinguishers are present. The CO2
extinguisher (for use on electrical fires and flammable fluids) is located
behind the copilot seat and the water extinguisher in the wardrobe opposite
the passenger door.
Some airplanes are equipped with a HALON extinguisher, instead of the CO2
extinguisher.
4. Crash axe - In place
Check the crash axe is in the wardrobe and properly secured.
5. Emergency exit safety devices (if installed) - Removed
Check emergency exit inner handle locking pin has been removed, to allow
opening from the outside in case of crash.
6. Documents and keys - On board
Check that the airplane documents are on board, and that the baggage, rear
compartment and passenger door keys are present and have not been left in
the outside door locks.
7. L/G free fall extension controls - Checked
Check the three controls for proper position:
Nose landing gear on the left side of the pedestal.
Main landing gear on each side of the center aisle.
8. ECU inlet door control - Checked/Open
Check proper installation of lower ECU air inlet door handle safety pin (handle
stays pushed in, door stays open and locked). The handle must only be pulled
in the event of ditching, to prevent the ingress of water in the airplane.
9. Manual air conditioning interconnect valve (aft pressurized bulkhead) - Closed
10. Fuel transfer shut-off valve controls (all 3) - Checked/Open
11. Seat belts and shoulder harnesses - Checked
The seat belts must be inspected and the operation of their locking
and unlocking mechanisms must be checked in order to discover any
discrepancy.
12. Survival equipment, stowed - Checked
Check for proper number of life vests and rafts with regard to the number of
passengers.

July 2010

July 2010
13. Smoke goggles, stowed - Checked

Check the two pairs of smoke goggles are stowed in the pilot and copilot
storage compartments.
14. Park brake - Set
Pull the PARK BRAKE handle to the intermediate detent, for moderate
braking (do not exceed the intermediate detent).
General instructions for using control switches
Generally, the switches must be maneuvered as follows to energize equipment:
a. Forward for the pedestal switches.
b. Upward for the instrument panel switches.
c. Rearward for the overhead panel switches.
This corresponds to a same movement on the 3 panels. For this reason, ON and
OFF is not marked on all switches.
Circuit breaker panels
a. All Circuit breakers - Engaged

July 2010
Preflight Inspection Walkaround Path
A
C
H D
E
G

July 2010
Exterior Walkaround
Refer to the Preflight Inspection Walkaround Path on the previous page. Inspection
segments identified by letters A through I match sequenced checklists on following
pages. Adjacent to each checklist, a large locator photo identifies that general
inspection area, while other photos and illustrations detail the checklist items.
Photos read left to right.
A flashlight and standard screw driver are necessary to properly complete the
preflight inspection.
During the inspection, ensure the ground is free of foreign objects and check the
condition of the fuselage, surfaces, lights, and antennas. Inspect for fuel, oil, or
hydraulic leaks.
Fuel Sump Drains

If necessary, the fuel sumps are drained with devices stowed in either the entry
door step storage compartment or the aft compartment.
Covers and Pins

Remove all covers and any safety lock pins or collars. Most probe and port
covers are stored in the entry door step storage compartment. Other covers
for total temperature and AOA probes are in the aft compartment. The engine
covers stow in the aft compartment and secure with elastic cord.
Ladder
A folding, adjustable ladder placed next to the wing leading edge provides
access to the upper wing surface. The ladder stows in either the baggage or
aft compartment. To reach the No. 2 (Center) Engine inlet and upper fuselage,
the crewmember on the wing pulls the ladder up and reconfigures it to mount
into the attach points on the fuselage.

July 2010
a
b c d
e f g

July 2010
A Left Nose
a. Left Static Port - Removed/Checked.

(Check that cover is removed and port is clear.)
b. Angle-Of-Attack (AOA) Sensor - Removed/Checked.
(Ensure the cover is removed and the sensor moves freely. Leave the
sensor in the horizontal position.)
c. Emergency Static Port - Removed/Checked.
(Check that the cover is removed and the port is clear.)
d. Left Pitot Tube - Removed/Checked.
(Ensure that the cover is removed and the tube is unobstructed.)
e. Left Nose Cone Latches - Checked.
(Check that latches (4 on each side) are secure and nose cone is
undamaged.)
f. Left Windshield Wiper - Stowed.
(Check that the wiper is in the parked position.)
g. Cockpit Windows - Checked.
(Ensure the windshield is clean, in good condition, and has no delamination
or discoloration.)
h. Temperature Probe - Removed/Checked.
(Check that the cover is removed and probe is free of obstructions.)

July 2010
i i1 i2
i3 j k

July 2010
A Left Nose (continued)
i. Nose Landing Gear - Checked.

No hydraulic leaks, wheels, and tire (i1) condition - Checked. Nose Wheel Tire
(Check condition of tires (wear, flat spots, tearing, inflation pressure). Inflating Pressure
Limitation
Check that tire slippage marks correspond with those on the rims (red
135 psi at 20°C (68°F)
mark adjacent to the yellow valve stem).) and below
Shock absorber (i2) height - Checked. 149 psi at 50°C (122°F)
(Check the shock absorber height and the inflation pressure.)
Torsion link pin (i3) - Installed.
(Check that the two arms of the torsion link are properly coupled to ensure
safety when maneuvering, and nose wheel steering.)
Chock - Removed.
j. Taxi Light - Checked.
(Check the light’s general condition (i.e., look for cracks, loose fittings.))
k. Nose Gear Strut Doors - Checked.
(Check the overall condition of the doors and linkage.)
l. Nose Wheel Well and Doors - Checked.
(Check the general condition; look for loose wires or fittings.)

July 2010
a
b c d
e f g

July 2010
B Right Nose
a. Right Pitot Tube - Removed/Checked.

(Ensure the cover is removed and the tube is unobstructed.)
b. Emergency Static Port - Removed/Checked.
(Check that the cover is removed and the opening is clear.)
c. Right Nose Cone Latches - Secure.
(Ensure the remaining latches are secure.)
d. Angle-Of-Attack (AOA) Sensor - Removed/Checked.
(Check that the cover is removed. Ensure the sensor moves freely and
leave it in the horizontal position.)
e. Right Static Port - Removed/Checked.
(Check that the cover is removed and the port is clear.)
f. Right Windshield Wiper - Stowed.
(Check that the wiper is in the parked position.)
g. Cockpit Windows - Checked.
(Ensure the windshield is clean, in good condition, and has no delamination
or discoloration.)
h. Angle-Of-Attack Probe (if installed) - Removed/Checked.
(Confirm the cover is removed and the probe moves freely.)

July 2010
a
b c d
e f g

July 2010
C Forward Right Wing
a. Belly Anti-collision Light - Checked.

(Check for proper attachment, overall condition and sealing. For repeated
use on an unpaved runway, check the belly anti-collision light protector
has been mounted.)
b. Right Landing Light - Checked.
(Ensure the lens is clean and the light undamaged.)
c. Park Brake Accumulator Sight Gauge - Checked.
d. Antennas - Checked.
(Check the general condition of fuselage-mounted antennas.)
e. Fuel Sumps (Figure 4-1) - Closed.
(Verify sumps are closed and not leaking.)
f. Right Emergency Exit - Secure.
(Ensure the emergency exit door is flush with the fuselage contour.
Confirm the red cover over the outside access button is in place.)
g. Right Wing Ice Detection Light (if installed) - Checked.
(Ensure the light is intact and in good condition.)
BEHIND RH FEEDER TANK DOOR * RH WING TANK
RH FEEDER TANK
WING CENTER SECTION TANK
CENTER
FEEDER
TANK
LH WING TANK
LH FEEDER
TANK
BEHIND LH FEEDER TANK DOOR *
* IF SBF50-0146 INSTALLED
Figure 4-1: Fuel Sumps

July 2010
h i j

July 2010
C Forward Right Wing (continued)
h. No. 3 (Right) Engine Intake - Checked.

i. Lifeline Attach Point and Gravity Fueling Port - Checked.
(Ensure there are no obstructions in the Lifeline Attach Point. Check that
the fuel cap is securely in place. Look for evidence of tampering.)
j. Right Wing Leading Edge - Checked.
(Check the inboard and outboard slat condition.)

July 2010
a
b c d
e f f1
f2 f3

July 2010
D Aft Right Wing/No. 3 (Right) Engine
a. Right Wing Tip - Checked.

(Ensure the navigation and strobe lights are properly attached and
undamaged.)
b. Right Aileron - Checked.
(Check the aileron surface’s overall condition. Inspect the actuator for
proper connection and leakage.)
c. Static Dischargers (4) - Checked.
(Inspect the general condition, verify proper alignment, and note any that
are missing.)
d. Flaps and Airbrakes - Checked.
(Check the general condition and integrity of the flaps.)
(Airbrake panels should be fully retracted, although some creepage from the
stowed position is common. Check the overall condition of the panels.)
e. Right Wing Underside - Checked.
(Check the wing underside for fuel leaks or damage.)
f. Right Main Landing Gear - Checked.
No hydraulic leaks, wheels, and tire (f1) condition - Checked.
Main Wheel Tire
(Check condition of tires (wear, flat spots, tearing, inflation pressure). Inflating Pressure
Check alignment marks for slippage between the tires and wheels.) Limitation
204 psi at 20°C (68°F)
Shock absorber (f2) height - Checked. and below
Brake wear (f3), as necessary - Checked. 224 psi at 50°C (122°F)
(Check brake units for condition and for hydraulic fluid leaks.)
Chock - Removed.
CAUTIO
Because the aileron is carbon-fiber reinforced plastic, it requires special
care when cleaning. Consult the Maintenance Manual for scouring and
cleaning information.

July 2010
g h i
j k l
m n o

July 2010
D Aft Right Wing/No. 3 (Right) Engine (continued)
g. Right Main Wheel Well - Checked.

(Check overall wheel well area for integrity and leakage. If desired,
manually release the door uplock and open the wheel well door. Confirm
the integrity of the overheat detection loop. Check the general condition
of the doors and attachments.)
h. No. 3 (Right) Engine air inlet - Checked.
(Ensure that the cover is removed and the inlet is checked. Check for fan
or spinner damage. Verify the PT2/TT2 probe is intact.)
i. No. 3 (Right) Engine Nacelle and Pylon - Checked.
(Check for leaks at the nacelle drain. Ensure the engine cowling is latched
properly. Look into the oil sight gauge and ensure the oil level indicates
within the operating range.)
j. Engine Pylon Static Discharger - Checked.
k. No. 2 (Center) Engine air inlet - Checked.
(Ensure that the cover is removed and the inlet is checked.)
l. Aft Lavatory Service Door (if installed) - Secured.
(Ensure the door is closed and secure.)
m. External Power Connectors Access Door - Closed/Secured.
(Ensure the door is closed and secure.)
n. No. 3 (Right) Engine tail pipe - Checked.
o. Single Point Pressure Fueling Access Door - Closed.
(Check that all switches and the fuel tank vent valve control lever are
properly positioned. Ensure the door is closed and secure all five latches
in order from front to rear.)

July 2010
p q r1
r2

July 2010
D Aft Right Wing/No. 3 (Right) Engine (continued)
p. Hydraulic Coupling (No. 2 Hydraulic System) Access Door - Closed/Secured.

(Check that the door is closed and secure.)
q. Crew and Cabin ECU Intakes, Exhausts, and Ditching Door - Checked.
(Verify the openings are clear and undamaged. Assure the ditching door
is open and the safety pin is removed.)
r. APU Air Inlet (r1) and Exhaust Gas Outlet (r2) - Checked.
(Check that they are clear and unobstructed.)

July 2010
a
b c d
e f g
h i

July 2010
E Aft Fuselage/No. 2 (Center) Engine
a. No. 2 (Center) Engine Nacelle and Cowling - Checked.

(Check for leaks at the nacelle drain. Check oil level for proper quantity.
Observe the overall conditions of the engine area. Close cowling and secure
the three latches.)
b. No. 2 (Center) Engine tail pipe - Checked.
No. 2 (Center) Engine static dischargers - In place.
c. Thrust Reverser (Stowed position) and Exhaust Area - Checked.
(Verify the thrust reverser doors are closed and the exhaust cover has
been removed. Check the general condition of the tailcone area. Check
the clamshell reverser doors for condition and integrity and the rear static
discharger.)
d. Right tailplane - Checked.
Leading edge and elevator condition - Checked.
Static dischargers (4) - In place.
e. Aft Navigation Light - Checked.
f. Horizontal Stabilizer - Checked.
g. Vertical Stabilizer - Checked.
Leading edge and rudder condition - Checked.
(Ensure the static dischargers are intact.)
White navigation light - Checked.
(Check for damage and general condition.)
Strobe Light - Checked.
(Check the area’s general condition. Confirm the trim position marks are
aligned.)
h. Left tailplane - Checked.
Leading edge and elevator condition - Checked.
i. APU and No. 2 (Center) Engine Generator Cooling Ports - Checked.
(Check for obstruction or damage.)
j. ECU Air Intakes - Checked.

July 2010
a
b c d
e f g

July 2010
F Aft Compartment
Open the aft compartment door and use the attached folding ladder to access
the compartment. Inspect the area’s general condition and check the following
items:
a. Electrical Panel - Checked.
(Check for abnormalities. Ensure circuit breakers are in and that generator
switches are guarded.)
b. Batteries - Checked.
(Verify both batteries are securely installed and properly connected. Apply
clockwise pressure to each connector knob to ensure the connector is
seated.)
c. Hydraulic Reservoirs - Checked.
(Check integrity of connections. Check the sight gauges to confirm that
fluid levels are within the operating range.)
d. Standby Pump Selector - Checked.
(Verify standby pump selector handle is safety-wired in the IN FLIGHT
position.)
e. Engine Fire Extinguishers - Checked.
(Ensure each of the three extinguisher bottle pressure gauges indicates
proper pressure per data decal on the bottle.)
f. APU Fire Extinguisher - Checked.
(Check for indicated pressure of approximately 360 to 385 PSI.)
g. S-Duct Door - Secured.
(Confirm the door is securely closed and latched. Before closing the door
of the rear compartment, ensure that all objects contained therein are
correctly secured.)
h. Aft Compartment Door - Closed.
Latches - Latched/Secured.

NOTE: When the aft compartment inspection is complete, stow the
ladder. Close and securely latch the access door.

July 2010
a
b c d
d1

July 2010
G Lower Aft Fuselage
a. Fire Extinguisher Blowout Discs - Checked.

(Check that all discs are in place. A missing disc and associated red
indication mean the associated bottle has discharged and must be refilled
and the disc replaced.)
b. Baggage Compartment - Checked.
(Check the general condition of the baggage area. To open the baggage
compartment door, push the flush tab forward of the handle. The handle
pops out. Rotate the handle clockwise to unlock the door. Lower the door
gently to full open.)
c. Baggage/Aft Compartment Fire Bottle Indicators - Checked.
(Ensure the indicators read approximately 575 to 625 PSI.)
d. Baggage Compartment Door - Closed.
Red forward and aft indexes (d1) - Opposite index marks.
(To close the baggage compartment door, raise it to the full closed position.
Firmly rotate the handle counterclockwise as far as it will go. Be sure the
tab forward of the handle is flush with the skin; then stow the handle by
pushing it in. Observe the four visual indicators are properly aligned.)

July 2010
a
b c d
e f g

July 2010
H Aft Left Wing/No. 1 (Left) Engine
a. No. 1 (Left) Engine tail pipe - Checked.

Engine pylon static discharger - In place.
b. No. 1 (Left) Engine Nacelle and Pylon - Checked.
(Because of the sight gauge location, it may be necessary to open the
cowling to properly check the oil level. Check for leaks at the nacelle drain.
Inspect the tailcone area for damage and ensure the exhaust cover has
been removed. If cowling is opened, close it and secure all latches.)
c. No. 1 (Left) Engine air inlet - Checked.
(Check that the cover is removed and inlet is clear. Check for fan or
spinner damage. Verify the PT2/TT2 probe is intact.)
d. Left Main Landing Gear - Checked.
No hydraulic leaks, wheels, and tire condition - Checked.
(Check condition of tires (wear, flat spots, tearing, inflation pressure). Main Wheel Tire
Check the alignment marks for slippage between the tires and wheels.) Inflating Pressure
Limitation
Shock absorber height - Normal.
204 psi at 20°C (68°F)
Brake wear, as necessary - Checked. and below
224 psi at 50°C (122°F)
(Check the brake units for condition and hydraulic leaks.)
Chock - Removed.
e. Left Main Wheel Well - Checked.
(Check overall wheel well area for integrity and leakage. If desired, check
the wheel well by manually releasing the door uplock and opening the
gear door. Confirm the integrity of the overheat detection loop. Check the
general condition of the doors and attachments.)
f. Flaps and Airbrakes - Checked.
(Check the general condition and integrity of the flaps.)
(Airbrake panels should be fully retracted, although some creepage from the
stowed position is common. Check the overall condition of the panels.)
g. Static Dischargers (4) - Checked.
(Inspect the condition of the dischargers and verify proper attachment.)
h. Left Aileron - Checked.
(Check the overall condition of the aileron surface. Inspect the actuator
for leakage and proper connection.)
CAUTIO
Because the aileron is carbon-fiber reinforced plastic, it requires special
care when cleaning. Consult the Maintenance Manual for scouring and
cleaning information.

July 2010
a
b c d
e f g
h i

July 2010
I Forward Left Wing
a. Left Wing Tip - Checked.

(Ensure the navigation and strobe lights are properly attached and
undamaged.)
b. Left Wing Underside - Checked.
(Check the wing underside for fuel leaks or damage.)
c. Left Wing Leading Edge - Checked.
(Check the inboard and outboard slat condition.)
d. Gravity Fueling Port and Lifeline Attach Point - Secured.
(Ensure the fuel cap is secure. Look for evidence of tampering. Ensure
there are no obstructions in the Lifeline Attach Point.)
e. Left Emergency Exit - Secured.
(Verify the emergency exit door is flush with the fuselage contour. Confirm
the red cover over the outside access button is in place.)
f. No. 2 (Center) Engine Intake - Secured.
(Use the folding ladder mounted in the baggage or aft compartment for
access to the upper surface of the wing and then to the upper fuselage.
Secure the ladder into the ladder attach points on the fuselage. Ensure
the intake cover is removed. Inspect the intake area for general condition.
When complete, remove the ladder from the attach points.)
g. Ladder Attach Points - Checked.
(Verify the spring-loaded disks have returned to the flush (out) position. If
the disks are not flush, airflow across them creates noise in the cabin.)
h. No. 1 (Left) Engine Intake - Checked
i. Left Landing Light - Checked.
(Check that the lens is clean and the light is free from damage. Ensure
the vent is clear.)
j. Emergency Exit Ground Light - Checked

July 2010
k l m
n o

July 2010
I Forward Left Wing (continued)
k. Left Wing Ice Detection Light - Checked.

(Check that the light is intact and in good condition.)
l. Oxygen Filler and Vent - Checked.
(Verify the vent is clear and the disk has not burst. If necessary use a flashlight
to observe the vent disk. Ensure the filler cover is securely in place.)
m. Oxygen Pressure Gauge - Checked.
(Ensure this gauge, on the rear wall of the entrance way, indicates in the
green range with sufficient pressure for the planned flight.)
n. Cabin Door Seal - Checked.
(Check the seal’s condition (i.e., tears or loose material) and alignment.)
o. Entrance Stairs - Secured.
(Ensure the step storage doors are closed and securely latched. Check
the condition of the handrail. Verify the security of the two telescoping
guide arms and the door hinges.)

July 2010

July 2010
Interior/Passenger Loading
1. Baggage - Checked.
(Check that all baggage is secured and aisles are clear.)
2. Cabin Door - Secured.
(Assure the cabin door is closed, latched, and unobstructed.)
3. Emergency Exits - Checked.
(Assure access to emergency exits is clear.)
4. Passenger Briefing - Complete.
(According to Part 91.519 requirements, the pilot-in-command or a
crewmember briefs the passengers on smoking, use of safety belts, location
and operation of the passenger entry door and emergency exits, location
and use of survival equipment, and normal and emergency use of oxygen
equipment.
For flights over water, the briefing should include ditching procedures and
use of flotation equipment. An exception to the oral briefing rule is if the
pilot-in-command determines the passengers are familiar with the briefing
content. A printed card with the above information should be available to
each passenger to supplement the oral briefing.)
5. Passenger Seat Belts - Fastened.
(Ensure each passenger has fastened his seat belt.)
6. Keys - Available.
(Ensure all aircraft keys are on board and stowed in a central location.)

July 2010

July 2010
Cockpit Preparation
(PWR OFF)
LH Side Console
1. HF/IRS - OFF
2. Audio control panel - Set
3. FLOOR switch - OFF
This switch energizes the heating network regulated to between 10° and 30°.
This network must be used only when conditions dictate.
Pilot Instrument Panel

1. STATIC SELECTOR - NORMAL
Selecting EMERG will disable the normal static system and enable the
emergency static system. This position should be selected especially in case
of anti-icing system failure since the emergency static port, not fitted with an
obstacle, is less likely to capture ice.
2. RSP: XFR pushbuttons (all 5) - Out
3. Radar - OFF
Center Instrument Panel

1. HDG−TRK selector - HDG
2. AP/YD DISC - Normal
3. FIRE PULL handles (3) - Pushed in
The fuel shutoff valves are controlled by three handles with red warning lights.
When the handles are fully pushed in, the valves are open and the engines
supplied with fuel.
4. Fire extinguisher switches (6) - 0 − Safety wired
The six extinguisher switches must be safety wired in 0 position.
5. Normal LANDING GEAR control - Down
6. EMERG. GEAR PULL - Pushed in − Locked
This control allows extension of the landing gear using the emergency
hydraulic system.
When not in use, the handle must be fully pushed in. If the handle is
improperly pushed in, leakage from system # 1 to the return line will occur.
When maneuvering the landing gear, this leakage will result in a drop in
system # 1 pressure, accompanied by:
a. An excessively long landing gear maneuver time.
b. Possible illumination of HYDR #1 PUMP 1 and HYDR #1 PUMP 2 lights.
c. Possible asymmetrical slat extension, when they are maneuvered at the
same time as the landing gear.
7. BRAKE selector switch - #1/ON

July 2010
8. HYDR STBY pump switch - OFF
If the standby pump selector is in AUTO or ON, the standby pump starts
operating on the ground if hydraulic system # 2 pressure is lower than
1,500 PSI. OFF position prevents standby pump operation on the batteries.
9. Cabin pressure selector switch - AUTO - Guarded
In this position, pressurization is automatically controlled by the pressurization
controller.
10. Manual pressurization knob - Green range
In automatic control, the manual control should be set to DN.
11. Cabin pressure controller - As required
Copilot Instrument Panel

1. PITOT/STATIC SELECTOR - NORMAL
2. RSP: XFR pushbuttons (all 5) - Out
3. Radar - OFF
4. GALLEY MASTER light pushbutton - In
5. ELT switch - AUTO − Guard down
Pedestal
1. Power levers - Cut-off
If they are not in this position, it will be impossible to start the engines.
Exert a forward pressure on all three levers to ensure that they are in the
cut-off notch.
If they are, they will not move.
2. No. 2 (Center) Engine: thrust reverser control lever - Stowed position
3. THRUST REVERSER: emergency switch - NORM − Guard down
4. RTU switches - OFF
5. ATC switch - STBY
The ATC transponder must be in standby during towing to avoid undesirable
interference on certain radars.
6. AIRBRAKES handle - Position 0
7. Slat−Flap handle - CLEAN
8. EMERG. SLATS - Guard down
This switch controls emergency operation of the outboard slats, and when
there is no system malfunction it should be in the off position with the guard
down.
9. NORMAL stabilizer CB - Engaged
If this circuit breaker is not engaged, the tailplane cannot be used normally.
10. GPWS FLAPS O’RIDE - Guarded

July 2010
RH Side Console
1. NOSE lever - OPEN
The nose cone-to-cabin interconnection valve will be closed only if there are
abnormal leaks in the nose cone that could affect the pressurization of the
cabin.
2. Oxygen controller - NORMAL
a. Reset button - Depressed
If during the flight the cabin altitude exceeds 11,500 ± 750 ft. or
10,500 ± 750 ft. (according to type of controller) the passenger oxygen
masks will drop and come into operation automatically.
3. FLOOR switch - OFF
4. Audio control panel - Set
5. HF/IRS - OFF
6. AUTO LOAD SHED switch - NORMAL − Guarded
Overhead Panel
1. EXT. POWER pushbutton - Out
2. LH−RH busses - FLIGHT NORM
3. BAT 1 − BAT 2 switches - Off
4. GEN switches (all 3) - On
The GEN switches also act as circuit breakers and it is recommended to
leave them permanently on to avoid wearing the mechanism.
If the GEN switches are not on, the engines cannot be started.
5. Engine CMPTR switches (all 3) - AUTO
6. Start selector switches (3) - GRD START
Unless there are special conditions, the selector should be in the GRD START
position both on the ground and in flight.
7. XFR PUMP (all 3) - Off
8. XFR INTERCOM (all 2) - Vertical
9. BOOSTER (all 3) - Off
10. X FEED (all 2) - Vertical
11. APU MASTER pushbutton - Out
12. PITOT switches (pilot and copilot) - Off
13. WINDSHIELD switches (all 3) - Off
14. HP BLEED AIR switches (all 4) - AUTO
15. ISOLATION rotary switch - Horizontal
This knob in the horizontal position causes the air conditioning system to be
supplied by the three engines, or the APU if required.
16. CREW and CABIN air conditioning valve switches - AUTO
In this position the air conditioning electric valves are controlled by a logic
circuit.

July 2010
17. BAG switch - On
This switch is used to isolate the cabin in case of fire or smoke in, or
depressurization of the baggage compartment. In the ON position, the
baggage compartment and passenger cabin air conditioning systems are
interconnected.
18. Temperature controllers − Selector and knob - AUTO/12 o’clock
Select AUTO for the CREW and CABIN systems. 12 o’clock position of the
temperature control corresponds to a temperature of 20°C. Rotation of this
knob permits an adjustment between 14°C and 30°C.
19. Remote control switch - CONTROL CKPT
20. ANTI-ICE switches (all 4) - OFF
21. EXTERIOR LIGHTS switches (all 5) - OFF
22. INTERIOR LIGHTS switches - OFF
23. Lighting rheostats - Full CCW
24. WIPER switches - OFF
25. FMS MASTER (LH and RH) switches - OFF
Circuit Breaker Panels

1. All CB’s - Engaged

July 2010
5
Expanded Normal Procedures
Contents
Schematic: Cockpit Flow Pattern................................................. 5-6
Checklist Usage
Normal Procedures
Cockpit Check - Electrical Poweroff Condition.................................... 5-9
LH Side Console.................................................................................. 5-9
Pilot Instrument Panel.......................................................................... 5-9
Center Instrument Panel...................................................................... 5-9
Copilot Instrument Panel...................................................................5-10
Pedestal.............................................................................................5-11
RH Side Console...............................................................................5-11
Overhead Panel.................................................................................5-11
Circuit Breaker Panels.......................................................................5-12
Engine Prestart Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
If Engine Start is Made with APU Assistance....................................5-14
If Engine Start is Made with Ground Power Unit...............................5-14
After APU Start or if a Ground Power Unit is Used............................5-15
Starting Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
Engine 3 Start....................................................................................5-17
Engine 2 and 1 starts........................................................................5-18
Starting Problems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
Discontinue Start Whenever..............................................................5-19
Pre-Taxi Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
Before Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
After Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Approach (S + FLAPS 48° Landing). . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Before Landing S + FLAPS 48°. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Three-Engine Go-Around from Landing Configuration
S + FLAPS 48°. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29

July 2010
Approach (S + FLAPS 20° Landing). . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Before Landing S + FLAPS 20°. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
Three-Engine Go-Around from Landing Configuration
S + FLAPS 20°. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-31
After Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-32
At The Ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-33
Operation in Icing Conditions
Landing Gear Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
Slat System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
Windshield Anti-Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-36
Cold Weather Operation
Ground Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-37
Precautions to be Taken. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-37
Parking...............................................................................................5-37
Figure: Main Wheel Tire Pressure............................................. 5-38
Snow Accumulating On a Parked Airplane. . . . . . . . . . . . . . . . . . . . . 5-39
Fuel Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-39
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-40
Snow, Ice, Frost Removal..................................................................5-40
Pre-Flight Inspection..........................................................................5-41
APU Heating Using Cold Weather Kit................................................5-41
Engine Heating Using Cold Weather Kit............................................5-41
Battery Heating..................................................................................5-41
Figure: Compression Height, Nose Gear
Shock Absorbers...................................................................... 5-42
Figure: Compression Height, Main Gear
Shock Absorbers...................................................................... 5-43
Schematic: Pre-Heating............................................................ 5-44
Pre-Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45
Ground Conditioning..........................................................................5-45
Preheat of Cockpit Windows..............................................................5-45
Starting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
Effects of Ambient Temperature .......................................................5-46
Special Cases....................................................................................5-46
Flight Control Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-47
Takeoff and Landing with Standing Water or Snow
(Dry, Wet or Slush Patches) on Runway. . . . . . . . . . . . . . . . . . . . . . 5-48
Precipitation Limits.............................................................................5-49

July 2010
Crosswind On Non-Dry Runways (Takeoff and Landing) . . . . . . . . . 5-50

Directional Control On Iced Surfaces................................................5-50
Ground Deicing and Anti-Icing
One or Two-Step Process..................................................................5-51
Preflight Deicing/Anti-Icing Inspection. . . . . . . . . . . . . . . . . . . . . . . . 5-51
Deicing/Anti-Icing Inspection Checklist . . . . . . . . . . . . . . . . . . . . . . . 5-51
Pre-Takeoff Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-52
Severe Turbulence Penetration
Crosswind
Steps to be Taken in the Event of Windshear
Definition of Windshear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
Instructions for the Pilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-59
If Windshear is Anticipated................................................................5-59
Comments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60

July 2010

July 2010
Expanded Normal
Procedures
This section outlines and expands normal operating procedures and includes
applicable cautions and warnings. Also presented are cold weather operations as
well as parking requirements.

July 2010
Cockpit Flow Pattern

July 2010
Checklist Usage
Tasks are executed in one of two ways:
as a sequence that uses the layout of the cockpit controls and indicators
as cues (i.e., “flow pattern”)
as a sequence of tasks organized by event rather than panel location
(e.g., After Takeoff, Gear – UP, Yaw Damper – ENGAGE).
Placing items in a flow pattern or series provides organization and serves as a
memory aid.
A challenge-response review of the checklist follows execution of the tasks; the
PM calls the item, and the appropriate pilot responds by verifying its condition
(e.g., Engine Anti-Ice (challenge) – ON (response)).
Two elements are inherent in execution of normal procedures:
use of either the cockpit layout or event cues to prompt correct switch
and/or control positions
use of normal checklists as “done” lists.

July 2010

July 2010
Normal Procedures
Cockpit Check - Electrical Poweroff Condition
LH Side Console
1. AHRS 1 controller DG switch – OFF
2. IRS 1 – OFF
3. Audio Control Panel – Set
SPK, ST, audio VHF 1 and VHF 2 – Depressed
Microphone VHF 1 and INT – Depressed
All other pushbuttons – Released
4. Volume potentiometer – Full high
To avoid errors when the first radio communication is made, a predetermined
selection has been made. It is assumed that the first contact will be made
using the microphone on VHF 1 system; to achieve this the microphone and
VHF 1 audio pushbuttons are depressed and the audio output is received
through the loudspeaker with the SPK pushbutton depressed. VHF 2 audio
output is also selected. The audio output levels are adjusted from the control
units.
5. FLOOR switch – OFF
This switch energizes the heating network regulated to between 10° and 30°.
This network must be used only when conditions dictate.
Pilot Instrument Panel

1. STATIC SELECTOR – NORMAL
Selecting EMERG will disable the normal static system and enable the
emergency static system. This position should be selected in case of pitot
anti-icing system failure.
2. RSP: XFR pushbuttons (all 5) – Out
3. Radar – OFF
Center Instrument Panel

1. HDG-TRK Selector – HDG
2. AP/YD DISC – Normal
3. FIRE PULL handles (3) – Pushed In
The fuel shutoff valves are controlled by three handles with red warning lights.
When the handles are fully pushed in, the valves are open and the engines
supplied with fuel.
4. Fire extinguisher switches(6) – 0-Safety wired
The six extinguisher switches must be safety wired in 0 position.

July 2010
5. Normal L/G control – Down
6. EMERG. GEAR PULL – Pushed in-Locked
This control allows extension of the landing gear using the emergency
hydraulic system. When not in use, the handle must be fully pushed in. If
the handle is improperly stowed, leakage from system 1 to the return line will
occur. When maneuvering the landing gear, this leakage will result in a drop
in system 1 pressure, accompanied by:
An excessively long landing gear maneuver time.
Possible illumination of HYDR #1 PUMP 1 and HYDR #1 PUMP 2 lights.
Possible asymmetrical slat extension, when they are maneuvered at
the same time as the landing gear.
7. BRAKE selector switch – #1/ON
8. HYDR STBY pump switch – OFF
If the standby pump selector is in AUTO or ON, the standby pump starts
operating on the ground if hydraulic system 2 pressure is lower than 1,500 PSI.
OFF position prevents standby pump operation on the batteries.
9. Cabin pressure selector switch – AUTO-Guarded
In this position, pressurization is automatically controlled by the pressurization
controller.
10. Manual pressurization knob – Green range
In automatic control, the manual control should be set to DN.
11. Cabin pressure controller – As required
a. RATE knob – White spot
The knob must be in the detent corresponding to an average cabin
rate-of-change. This position will, in most cases provide optimum comfort.
At takeoff, this position corresponds to +650 ft./min.
During descent and at landing it corresponds to -450 ft./min.
b. BARO knob – Set
Preferably set the same barometric reference as the altimeter.
29.92 in. of Hg may also be set.
c. ALT knob: determined cabin altitude – Set
To determine the cabin altitude to be set: on the automatic controller
dial, the flight altitudes corresponding to the maximum cabin-to-outside
differential pressures (9.2 PSID) are read against the cabin altitudes.
For a maximum Δp (corresponding to optimum comfort), set the needle
against the desired flight altitude; the cabin altitude to set is then read on
CABIN scale. Any cabin altitude between this value and 8,000 ft. can be
selected since the differential pressure will be lower than 9.2 PSID.
Copilot Instrument Panel

1. PITOT/STATIC SELECTOR – NORMAL
2. RSP: XFR pushbuttons (all 5) – Out
3. Radar – OFF

July 2010
Pedestal
1. Power levers – Cutoff
If they are not in this position, it will be impossible to start the engines.
Exert a forward pressure on all three levers to ensure that they are in the
cutoff notch.
2. Engine 2: thrust reverser control lever – Stowed position
3. THRUST REVERSER: emergency switch – NORM-Guard down
4. RTU switches – OFF
5. ATC switch – STBY
The ATC transponder must be in standby during towing to avoid undesirable
interference on certain radars.
6. AIRBRAKES handle – Position 0
7. Slat-Flap handle – CLEAN
8. EMERG SLATS – Guard down
This switch controls emergency operation of the outboard slats, and when
there is no system malfunction it should be in the off position with the guard
down.
9. NORMAL stabilizer C/B – Engaged
If this circuit breaker is not engaged, the tailplane cannot be used normally.
10. GPWS FLAPS O’RIDE – Guarded
RH Side Console
1. NOSE lever – OPEN
The nose cone-to-cabin interconnection valve will be closed only if there are
abnormal leaks in the nose cone that could affect the pressurization of the cabin.
2. Oxygen controller – NORMAL
a. Reset button – Depress, if indicator buttons visible
If during the flight the cabin altitude exceeds 11,500 ± 750 ft. or
10,500 ± 750 ft. (according to type of controller) the passenger oxygen
masks will drop and come into operation automatically.
3. FLOOR switch – OFF
4. Audio control panel – Set
5. AHRS 2 controller – DG push OFF
6. IRS 2 – OFF
Overhead Panel
1. EXT. POWER pushbutton – Out
2. LH−RH busses – FLIGHT NORM
3. BAT 1 − BAT 2 switches – Off

July 2010
4. GEN switches (all 3) – On
The GEN switches also act as circuit breakers and it is recommended to
leave them permanently on to avoid wearing the mechanism.
If the GEN switches are not on, the engines cannot be started.
5. Engine CMPTR switches (all 3) – AUTO
6. Start selector switches (3) – GRD START
Unless there are special conditions, the selector should be in the GRD START
position both on the ground and in flight.
7. XFR PUMP (all 3) – Off
8. XFR INTERCOM (all 2) – Vertical
9. BOOSTER (all 3) – Off
10. X FEED (all 2) – Vertical
11. APU MASTER pushbutton – Out
12. PITOT switches (pilot and copilot) – Off
13. WINDSHIELD switches (all 3) – Off
14. HP BLEED AIR switches (all 4) – AUTO
15. ISOLATION rotary switch – Horizontal
This knob in the horizontal position causes the air conditioning system to be
supplied by the three engines, or the APU if required.
16. CREW and CABIN air conditioning valve switches – AUTO
In this position the air conditioning electric valves are controlled by a logic circuit.
17. BAG switch – On
This switch is used to isolate the cabin in case of fire or smoke in, or
depressurization of the baggage compartment. In the ON position, the
baggage compartment and passenger cabin air conditioning systems are
interconnected.
18. Temperature controllers − Selector and knob – AUTO−12 o’clock
Select AUTO for the CREW and CABIN systems. 12 o’clock position of the
temperature control corresponds to a temperature of 20°C (68°F). Rotation
of this knob permits an adjustment between 14°C (57.2°F) and 30°C (86°F).
19. Remote control switch – CONTROL CKPT
20. ANTI-ICE switches (all 4) – OFF
21. EXTERIOR LIGHTS switches (all 5) – OFF
22. INTERIOR LIGHTS switches – OFF
23. Lighting rheostats – Full CCW
24. WIPER switches – OFF
Circuit Breaker Panels

1. All C/B’s – Engaged

July 2010
Engine Prestart Check

1. Passenger door – Closed-Checked
NOTE: To avoid possible cabin pressure surges, upon closure of the
passenger entry door, it is recommended during closure, to: either
leave the cockpit sliding window open or close the passenger air
conditioning valve.
2. BAT 1 and BAT 2 switches – On

a. BAT 1 and BAT 2 lights – Out
b. Voltage – Checked
3. BAT TEMP – Tested
Press the TEST pushbutton on the battery temperature indicator.
Check that the HOT BAT and WARM and HOT lights on the warning panel
come on.
Press the LESS 50°F pushbutton and check the temperature indicators for
correct operation.
4. CABIN warnings – Tested
5. LH − RH busses – Tied
6. Stand by horizon – Erected
7. DOORS light – Out-Checked
8. HRZN battery voltage – Checked
9. AHS1/2 battery voltage – Checked
10. #2P BK light – On, steady
11. Fire detection – Tested
Pressing test pushbutton causes all eight lights to illuminate and the audio
warning to sound. If a detection circuit is defective, the corresponding light
will not illuminate. Check HORN SILENCE correct operation.
During this test, the test control must be kept pushed until illumination of the
smoke detection warning FIRE BAG COMP light, which may require waiting
up to 4 seconds. It should be noted that the other lights must illuminate
immediately.
As soon as the FIRE BAG COMP light illuminates, the test control should be
released immediately. From this moment, up to 10 seconds may be necessary
for the light to go out.
12. Warning panel – Tested
13. NO SMOKING light pushbutton – On

July 2010
If Engine Start is Made with APU Assistance
1. NAV light switch – NAV
2. ENG 2: BOOSTER switch – On
a. FUEL 2 light – Out
3. APU MASTER pushbutton – On
This energizes the APU electrical system and opens the APU air intake door.
a. MASTER light – On
This light flashes as long as the ECU power up test sequence is not
successfully ended and the APU air intake door is not completely open.
As soon as this light shines without flashing, the APU is ready to start and
the APU page is automatically called on the EIED.
4. APU START/STOP pushbutton – Depressed-1s
a. START/STOP light – On
5. EIED: APU parameters – Checked
6. APU GEN light – Out
7. APU ammeter – Checked
CAUTIO
Discontinue APU start (STOP pushbutton) if ITT does not rise within
10 seconds. Wait 5 mins. prior to attempting a second start.
NOTE: After a battery start of the APU, an APU generator output

momentarily exceeding the 300 A limit may be observed.
This can be explained by the fact that this generator must
simultaneously cover the airplane power load and ensure battery
charging.
This output in excess of 300 A is considered as acceptable as
long as the duration does exceed a few seconds.
It is advisable to wait until the APU generator output current
returns to a value of 300 A maximum before performing the
following start.
These comments are also valid for the engine generator after a
battery start of the first engine.
If Engine Start is Made with Ground Power Unit

1. EXT POWER pushbutton – Depressed
2. BAT 1 and BAT 2 lights – On
Batteries 1 and 2 are fully isolated and cannot be tied to the electrical system.
The start bus and the LH and RH main busses are supplied through the tying
contactor.

July 2010
After APU Start or if a Ground Power Unit is Used

1. LH AV MASTER and RH AV MASTER – On
2. Radio Tuning Units (RTU’s) – ON
3. IRS/FMS – NAV/INIT
4. Clocks – Set
5. Cabin and cockpit lighting – As required
6. Seats and rudder pedals – Adjusted/Locked
7. Audio control panels: MASK pushbutton – In
8. Oxygen masks – Tested and 100%
9. Audio control panels: MASK pushbutton – Out
10. #2P BK light – On, steady
This light indicates that the minimum pressure of 1,200 PSI is available in
hydraulic system 2. This pressure is provided by the accumulator. Should
BRAKE ACCU light illuminate along with MASTER and a gong, recharge the
accumulator with HYDR STBY pump switch set to ON.
11. ST PUMP #2 light – Out
This light is on:
If the electro-pump cycling time is more than 60 seconds with the
HYDR STBY pump switch set to ON or AUTO,
or,
If the manual control located in the rear compartment is not in the normal
INFLIGHT position, contact Maintenance.
12. Lighting DIM/BRIGHT – As appropriate
This selector permits adjustment of warning and indicator lights and
annunciator panel brightness according to the exterior lighting conditions
(day or night).
13. Navigation lights NAV – As appropriate
14. EMERG. LIGHTS – ON then ARMED
In the ON position, check that emergency lighting comes on. Armed is the
normal inflight position. The emergency lighting comes on automatically if the
airplane 28 VDC supply fails.
15. ENG 1 COMPUTER, ENG 2 COMPUTER, and
ENG 3 COMPUTER lights – Out
16. EIED: fuel quantity – Checked
17. EIED: fuel used – Reset to 0
18. EIED: hydraulic quantities – Green range−Checked
19. ENG 2 FAIL light – Out
20. *ENG 2 FAIL and T/O CONFIG. lights – Tested
Set the Engine 2 power lever to takeoff position and check that the lights
illuminate, then pull back the power lever to the cutoff position and check that
the lights go out.

July 2010
21. *HYDR STBY pump switch – AUTO
Since hydraulic system 2 is not supplied by the pump driven by Engine 3, the
standby pump will start to run when its switch is set to AUTO. The standby
pump is cycled on at pressure lower than 1,500 PSI and off above 2,150 PSI.
22. *Slat system STALL 2 – Depressed
a. Audio voice warning – Checked
b. EIED: IGN lights – On
c. Slat light – Green
d. AUTO SLAT light – On
The STALL 2 test pushbutton, located on the pedestal, is used to simulate
an Angle-Of-Attack (AOA) higher than 12°, which triggers the stall warning
sequence. This test should be made prior to pressurizing hydraulic system 1
in order to check emergency operation of the outboard slats supplied by
hydraulic system 2. It is necessary to hold test pushbutton in as long as
the sequence is not completed. After release of the pushbutton a time delay
maintains the engine permanent ignition system during 10 seconds.
Check that operation of STALL 2 test causes:
Warning horn operation
Automatic ignition of the ignitors plugs (EIED: IGN lights on)
Extension of the outboard slats
The outboard slats will remain extended, and will retract only after Engine 2
start, which causes pressurization of hydraulic system 1.
Illumination of AUTO SLAT light indicating proper operation of the logic
monitoring circuit.
23. *HYDR STBY pump switch – OFF
*These checks to be effected once a day.

July 2010
Starting Engines
CAUTIO
To protect personnel and property during ground operations, hazards
must be fully recognized and taken into consideration during all ground
operations.
Before starting, all hazard areas around the engine must be clean of all equipment
such as vehicles, other airplane and personnel.
The airplane must be positioned such that buildings and facilities, as well as
passing traffic, will not be subjected to the damaging jet wake.
Failure to take all necessary precautions can result in severe damage to
equipment and serious injury to personnel.
Items such as dirt, stones, tar strips, nuts, bolts, small tools, rags, hats, and other
items of clothing, as well as personnel, can be ingested into the engine inlet from
considerable distances in front, from the sides, and even from partially behind
the inlet.
NOTE: If the crosswind or tailwind component exceeds 20 Kts, it is
recommended to reposition the airplane into the wind.
Engine 3 Start
1. ANTICOL switch – RED
Operation of the anti-collision lights warns the ground crew that the engines
are about to be started.
2. EIED:
a. Class 2 MSG – Out-Checked
b. Class 3 MSG – Checked
3. BOOSTER 3 – On
a. FUEL 3 light – Out-Checked
4. If battery start or APU assist start:
For an APU powered start, the batteries are assisted by the APU generator.
a. EXT POWER pushbutton – Out
b. EXT POWER light – Out-Checked
5. If GPU Start:
The batteries are isolated from the electrical system and the GPU supplies
the starting bus.
a. EXT POWER pushbutton – Depressed
b. EXT POWER light – On-Checked
6. Start button – Depressed less than 2 seconds
Depress the PRESS TO START button for approximately 2 seconds to allow
the contacts of the relays that initiate the starting sequence to close. The
remainder of the starting sequence runs automatically.

July 2010
7. At 10% N2 speed and indication of N1 rotation:
a. Power lever – Idle
In this position, fuel is admitted into the combustion chamber and the
ignition circuit is energized.
b. EIED: IGN 3 light – On
c. ITT, N1, fuel flow and oil pressure – Rising-Checked
Check that the ITT, N1 and oil pressure rise within 10 seconds after
ignition. This indicates that combustion is occurring (ITT), that the fan
(N1) is being driven, and that the oil system is functioning correctly.
8. With N2 stabilized:
a. EIED: IGN 3 light – Out
b. HYDR #2 PUMP 3 light – Out
c. Hydraulic pressure No 2 – Green range
d. OIL 3 light – Out
9. If Normal Start:
a. GEN 3 light – Out
Generator No 3 supplies the electrical system. Check voltage and current
flow by setting the switch on the overhead panel to the GEN 3 position.
10. If External Power Start:
The generator is isolated from the airplane electrical system in order to
prevent GPU/generator interaction.
a. GEN 3 light – On
b. Idle parameters – Checked
11. EXT. POWER pushbutton – Out
a. EXT. POWER light – Out-Checked
12. GPU (as applicable) – Removed
a. GEN 3 light – Out
b. GEN 3 voltage-load – Checked
Engine 2 and 1 starts

Use same starting procedure as for Engine 3.

July 2010
Starting Problems
Discontinue Start Whenever
1. No N2 rotation.
2. N2 speed does not increase rapidly and smoothly to idle after light-off.
3. No N1 rotation.
4. ITT does not rise within 10 seconds after light-off.
5. ITT is rising rapidly and approaching the 991°C limit.
6. The engine start cycle incorporates an overtemperature start protection
function that terminates the start if ITT limit is exceeded.
7. Oil pressure does not rise within 10 seconds after light-off.
8. Any unusual noise or vibration.
a. Power lever – Cutoff
This shuts off fuel supply to the engine.
b. Start selector switch – MOTOR START STOP
Ignition is cut off and the starting sequence is interrupted.
Perform a dry motoring whenever fuel is suspected to have accumulated
in the tail pipe.
Continue motoring the engine as long as required for the check being
performed, observing starter limitations.
9. IGN annunciation remains ON although N2 speed is greater than 50%:
(and all idle parameters are within limits).
This light indicates that the igniter plug are still powered whereas the start
sequence should have cut power off when N2 reached 50%.
The sequence can be stopped manually as follows.
1. Start selector switch – MOTOR START STOP
i. IGN light – Out
(the engine starter stops operating).
2. Start selector switch – GRD START

July 2010
Pre-Taxi Check
1. LH BUS−RH BUS rotary switch – FLIGHT NORM
This is the normal inflight position; the two main busses are untied and the
BUS TIED light is out.
2. Battery load – Checked
Check the voltages of the main busses and the loads on the batteries by
setting the selectors respectively to BAT 1 and BAT 2.
3. Generator voltage-load – Checked
Check the voltages of the main busses and the loads on the generator by
setting the selectors respectively to GEN 1, GEN 2, and GEN 3.
4. XFR PUMP switches (all 3) – ON – LIGHTS OUT
The transfer pumps are running and deliver a minimum pressure of 5.5 PSI.
Fuel transfer from wing to feeder tanks will only become effective when the
regulation level is reached in the feeder tanks.
5. WINDSHIELD: PILOT and COPILOT switches – NORM
If the outside temperature is low, the windshields are heated to a regulated
temperature of between 25°C (77°F) and 30°C (86°F).
6. WINDSHIELD: SIDE switch – On
7. All warning panel lights out except:
a. L. PITOT and R. PITOT – On
Pitot heating will be activated only just prior to takeoff, to prevent overheating.
8. Hydraulic pressures, systems 1 and 2 – Checked
9. Hydraulic fluid quantity – Green range
10. HYDR STBY switch – AUTO
11. *STALL 1 test pushbutton – Depressed
a. Audio voice warning – Checked
b. Slats extension – Verified
c. Green SLATS light flashing – Checked
The STALL 1 test pushbutton, located on the pedestal is used to simulate an
Angle-Of-Attack higher than 11°, which triggers the stall warning sequence. It is
necessary to hold test pushbutton in as long as the sequence is not completed.
After release of the pushbutton, a time delay maintains the engine permanent
ignition system during 10 seconds.
Check that operation of STALL 1 test causes:
Warning horn operation.
Automatic ignition of the ignitor plugs (EIED: IGN lights on).
Extension of the outboard slats. Slats retract at the end of the test.
Illumination of AUTO SLAT light indicating proper operation of the logic
monitoring circuit.

July 2010
12. Temperature controller – As required

12 o'clock position corresponds to a temperature of 20°C (68°F).
13. Altimeters – Set
Set pressure altitude above mean sea level (QNH).
14. Standby horizon – Uncaged−Index set to 0
Uncage the gyroscope by pulling the knob and rotating it counterclockwise.
15. Slat-flap handle – Takeoff position
16. YD pushbutton – On
Depress the YD switch on the FCP.
a. PFD’s: white YD annunciations – Out–Checked
17. YD pushbutton – Off
The yaw damper shall be disengaged by either one or other of the following
means:
YD switch on the FCP.
AP/YD disconnect bar on the FCP.
a. PFD’s: yellow flashing then white YD annunciation – On–Checked
b. PFD’s: yellow R annunciation – Out-Checked
18. Autopilot – Engage
The airplane should be trimmed prior to engaging the autopilot.
The autopilot shall be engaged by pushing the AP switch on the FCP provided
the AP/YD DISC on the FCP is in the up position.
a. PFD’s: green AP annunciation – On−Checked
b. PFD’s: amber MT annunciation – Out−Checked
19. Autopilot (pilot control wheel AP pushbutton) – Off
a. PFD’s: flashing red AP annunciation – On−Checked
b. AUTOPILOT voice warning – On−Checked
20. Autopilot (pilot control wheel AP pushbutton) – Depressed
a. PFD’s: red AP annunciation – Out−Checked
b. AUTOPILOT voice warning – Out−Checked
21. Autopilot – Engage
22. Autopilot (copilot control wheel AP pushbutton) – Off
a. PFD’s: flashing red AP annunciation – On−Checked
b. AUTOPILOT voice warning – On−Checked
23. Autopilot (copilot control wheel AP pushbutton) – Depressed
a. PFD’s: red AP annunciation – Out−Checked
b. AUTOPILOT voice warning – Out−Checked
24. PFD’s: white YD annunciation – Out−Checked
25. Flights controls – Free

July 2010
26. Pitch trim:
a. *De-activation by crossed relays – Checked
The check consists in simulating a pitch trim runaway by giving a pitch-down
(or pitch-up) order using the pilot control wheel trim switch and countering it
by an opposite pitch-up (or pitch-down) pulse using the copilot control wheel
trim switch.
This action should stop the runaway.
Carry out the same check from copilot wheel.
b. *TAILPLANE EMERG – Checked
Exert a pulse on the control lever and check tripping of NORMAL circuit
breaker located just below this control.
c. *NORMAL C/B – Engaged
d. Takeoff position – Set
27. Aileron and rudder trims – Checked and set to 0
28. *Emergency aileron trim – Checked
Carry out an operational test of the emergency trim and check the ailerons
have left neutral position.
Return the ailerons to neutral while checking AIL ZERO light goes out and
the position indicator reads a neutral position for takeoff.
29. AIL ZERO light – Out
30. Radar – TEST
31. COM, NAV, ADF – Set
32. Voice Recorder (CVR) – Tested
33. Digital Flight Data Recorder (DFDR) – Initiated
34. Takeoff parameters – Called out-Set
35. Cabin access door curtain – Open
Curtain shall be open throughout the takeoff phase so the main entry door
will not be obstructed if it has to be used as an emergency exit.
36. FASTEN BELTS light – On

July 2010
Taxiing
1. TAXI light – On
Operation of the taxi lights warns the ground crew that the airplane is about
to leave the parking area.
2. Anti-skid – Tested
Braking selector set to #1/ON.
Press the pedals and check:
Pressure is applied to the brakes.
L and R lights come on.
Press the pushbutton while maintaining the brake pedals pressed. The
lights remain on indicating that the braking pressure is applied to the
brakes, since a rolling speed of 85 Kts is simulated.
Release the test pushbutton. The airplane will slightly move forward then stop
if Parking Brake is not set.
Releasing the test pushbutton will simulate a wheel locking. Anti-skid system
therefore commands the brakes to unlock; a wheel speed is sensed and
a braking command is issued. The lights are out during unlocking then on
during braking, per following sequence:
L and R lights go out for 0.5 seconds.
L and R lights come on for 2 seconds.
L and R lights go out. END OF THE TEST.
Release the pressure on the brake pedals.
If the pedals are kept pressed for 6 seconds after the test, anti-skid lights
come on again.
3. PARK BRAKE handle – Full forward
Unlock the handle by pressing UNLOCK PUSH and push it fully forward.
a. #2P BK light – Out
4. #1 AND #2 brake system operation – Checked
5. BRAKE selector – #1/ON
6. *ANTI-ICE: WINGS switch – AUTO
7. Observe 3 ITT’s rising
8. *ANTI-ICE: WINGS switch – OFF
9. *ANTI-ICE: ENG 1 − ENG 2 − ENG 3 switches – AUTO
a. Observe 3 ITT’s rising.
10. *ANTI-ICE: ENG 1 − ENG 2 − ENG 3 switches – OFF−As required
In icing conditions and temperatures below +10°C (50°F), the engine anti-ice
system must be switched on.
Whenever temperature is below +10°C (50°F), the engine anti-ice system
should be turned on if the ceiling is below 2,000 ft.

July 2010
11. Thrust reverser – Tested
a. Engine 2 – Idle−Checked
b. Reverser lever – Reverser idle
c. Amber TRANSIT light – On then Out−Checked
d. Green DEPLOYED light – On
e. Engine 2 – Idle−Checked
f. THRUST REVERSER switch – STOW
g. Green DEPLOYED light – Out
h. Amber TRANSIT light – On then Out−Checked
i. THRUST REVERSER switch – NORM
j. Reverser lever – Stowed
k. REVERSER UNLOCK light – Out−Checked
12. APU BLEED switch – OFF
13. Pilot sliding window – Closed-Checked
Close the LH direct vision window and check that the green mark on the tip
of the handle is in view.
14. APU START/STOP pushbutton – Depressed
This provides a test of the overspeed protection that should normally cause
shutdown of the APU.
a. APU START/STOP light – Out
15. APU MASTER pushbutton – Depressed
a. APU MASTER light – Out
16. Radar − ATC – On
17. LANDING light switch – On
The landing lights must not be kept on for more than 15 mins.
If for any reason this limit is reached, they must be switched off and left to
cool for 45 mins. to prevent damage from being incurred.
a. LDG light – On
18. ANTICOL switch – ALL
This switches on the anti-collision and strobe lights.

July 2010
Before Takeoff
1. PITOT: PILOT and COPILOT switches – On
At this stage, switching on pitot heating will not cause overheating if takeoff is
immediate. Extension of these lights indicates that power supply to the probe
heating circuits is normal.
a. L. PITOT and R. PITOT lights – Out
2. Flight controls – Free
Check all flight controls are about the three axes, with no friction points or
jamming.
3. All warning lights – Out
Takeoff is not authorized if one of the warning lights is in view even if the
crew takes corrective action, unless such failure is permitted by the minimum
equipment list.
Takeoff
1. Prior to brake release:
a. Power levers – Full forward
b. N1/ITT’s – Checked
Advance power lever slowly to full forward position. When engine speed
has stabilized, check that indicated N1 speeds are equal to or higher than
the takeoff N1 speed given in the Performance section of the Airplane Flight
Manual.
During takeoff run, N1 speed will normally decrease toward the scheduled
N1, without falling below this one.
Ascertain that ITT does not exceed takeoff limits.
2. #2P BK light – Out
This provides confirmation that there is no residual pressure in braking
system 2.
3. Brakes – Released
4. Acceleration – Checked
When brakes are released, check that the acceleration reading on the PFD’s
conforms to the value given in the Performance Manual.
5. When a positive rate-of-climb is established:
a. Landing gear – Up
b. LANDING GEAR lights – Out
6. ANTI-ICE: WINGS switch – As required
Wing anti-icing can be switched on without risk of damage once the landing
gear is retracted. This also limits engine air bleed during the first phase of
takeoff, the performance loss caused by switching on the anti-icing system
will have been calculated before takeoff.

July 2010
After Takeoff
1. At V2 + 15 Kts (V2 + 25 Kts in SLATS only configuration) and takeoff Safety
Height Reached:
a. Slat-flap handle – CLEAN
Check on the airbrake-slats-flaps and landing gear configuration panel that
all lights go out or are already out at the end of the sequence.
The IAS required to position the slat-flap handle to CLEAN is lower in the
configuration FLAPS + SLATS 20° than in the configuration SLATS only. This
difference is due to flap retraction time which is about 12 seconds. The speed
reached at the end of slat retraction is equal in both configurations.
2. FASTEN BELTS and NO SMOKING – As required
In turbulent conditions, keep these ordinance signs illuminated.
3. Climb power – Set
Set the N1 speed indicated in the AFM.
The altimeters should be set to 29.92 in. of mercury or 1013 mb.
5. Cabin pressure and temperature controllers – Checked
Check the cabin vertical speed indicator, cabin altitude and the differential
pressure indicator to ensure that cabin pressurization is correct.
Ensure that the automatic temperature regulation system provides a
comfortable temperature for passengers; adjust the controller setting if
required.
6. LANDING and TAXI lights switches – OFF
The taxi light goes off automatically when the nose landing gear door closes,
therefore switching it off is an additional safety measure, doubling up on the
automatic switchoff mechanism.
a. LDG light – Out
7. Cabin access door curtain – Closed
Cruise
1. Engine parameters – Checked
The values of ITT’s, N1 and N2 speeds are given on the upper EIED.
Check oil pressures and temperatures on the lower EIED.
2. If necessary, fuel quantities – Equalized
Check that the fuel values given on the middle EIED are in concordance with
the computations.
3. FLOOR switch – As required
4. Station check – Periodically−Checked
Check that all flight parameters are correct and verify agreement between
pilot and copilot flight instruments.
Check hydraulic pressures and quantities on the lower EIED.

July 2010
Descent
1. Cabin pressure controller – Set
While initiating the descent, the crew will set on cabin pressure controller a
combination of the destination airfield reference pressure and altitude so that
the cabin pressure upon landing be the same as the airfield pressure. The
possible combinations are:
QNH and true landing field altitude.
QFE of landing field and altitude 0.
29.92 in. of Hg and QNE.
In order to reduce the risk of pressure surge, in short final and upon wheel
touch down, it is recommended to set an altitude 300 ft. lower than the landing
field altitude.
It is possible to set an airfield altitude 1,000 ft. lower than the true airfield altitude.
At landing the depressurization will be automatic at a rate of 650 ft./mins. as
soon as the shock absorbers are compressed and engine thrust reduced.
It will also be checked that the -450 ft./min. rate-of-change (detent position
of RATE knob) is effectively set. This position covers most cases and too
low a setting would lead to a cabin rate-of-change equal to the airplane
rate-of-change, which is uncomfortable for the passengers.
2. Landing parameters – Called out - Set
3. FASTEN BELTS light pushbutton – On
4. ANTI-ICE switches – As required
Approach (S + FLAPS 48° Landing)

Open the passenger door curtain to permit use of the passenger door as an
emergency exit if necessary.
During this operation, ensure that the passengers have attached their seat
belts correctly and that the passenger seats are in the required position for
takeoff/landing, i.e.:
a. Seat back − rests in “full upright” position.
b. Seats positioned up against the corresponding side console, orientated
as required for locking in the takeoff/landing position (for swivel seats).
The passenger seat(s) located next to the emergency exit will be
positioned in such a way that the seat back-rest(s), in the upright
position, are not placed opposite the emergency exit.
Set QNH as instructed by local Air Traffic Control.

July 2010
4. MDA/DH – Set
Set the decision height according to the local regulations (approach map,
crew qualifications, etc.).
5. Slat-flap handle – SLATS + FLAPS 20°
6. LANDING light switch – ON/PULSE−As required
a. LDG light – On
Before Landing S + FLAPS 48°

1. Landing gear – Down/Checked
Extend the landing gear and check that the extension sequence runs correctly.
The landing gear shall be extended in the middle of the downwind leg of
the normal visual landing circuit, and when the airplane is 1 point below the
glideslope during an ILS approach.
2. Anti-skid – Checked
This test should be performed with the landing gear down and locked.
Set braking selector to #1/ON.
Press the pedals:
No pressure is applied to the brakes.
The lights remain out.
Press the test pushbutton while maintaining the pedals pressed:
Lights illuminate because pressing the test pushbutton simulates a wheel
speed of 85 Kts.
Release the test pushbutton while maintaining the pedals pressed.
The following sequence is initiated:
Lights go out for 0.25 to 0.5 seconds.
The lights come on for 2 to 2.5 seconds.
The lights go out.
The test is over, release the pressure on the pedals.
3. LANDING and TAXI switches – ON
4. Hydraulic pressure – Checked
Readings are displayed on the lower EIED.
During a normal landing circuit, this action shall be performed at the beginning
of the final turn, and during an ILS approach as soon as the three green
lights come on after extension of the landing gear, while allowing speed to
decrease gradually to VREF + wind correction factor.
In a normal visual circuit, the final turn must be completed by 500 ft. at the
latest.
6. Autopilot – Disengaged
The autopilot must be disengaged at the minimum authorized height given
in the AFM.
7. Approach speed (zero wind) – VREF

July 2010
Three-Engine Go-Around from Landing

Configuration S + FLAPS 48°
1. Go-Around attitude – Set
This mode is selected by pressing the Go-Around (GA) pushbutton on one
of the control wheels.
The GA mode shall generate a fixed pitch-up command corresponding to 14°.
Selection of the GA mode disengages the autopilot and clears the existing
mode.
2. Takeoff thrust – Set
Takeoff thrust is to be selected as soon as the go-around decision is made.
This configuration must be adopted as rapidly as possible to maintain the
minimum required climb gradient.
When the vertical speed scale on the right side of the PFD’s indicates a
positive rate-of-climb, retract the landing gear.
6. Indicated airspeed – VREF minus 5 Kts
Approach (S + FLAPS 20° Landing)

Open the passenger door curtain to permit use of the passenger door as an
emergency exit if necessary.
During this operation, ensure that the passengers have attached their seat
belts correctly and that the passenger seats are in the required position for
takeoff/landing, i.e.:
a. Seat back-rests in “full upright” position.
b. Seats positioned up against the corresponding side console, orientated
as required for locking in the takeoff/landing position (for swivel seats).
The passenger seat(s) located next to the emergency exit will be
positioned in such a way that the seat back-rest(s), in the upright
position, are not placed opposite the emergency exit.
Set QNH as instructed by local Air Traffic Control.
4. MDA/DH – Set
Set the decision height according to the local regulations (approach map,
crew qualifications, etc.).
5. Slat-flap handle – SLATS
6. LANDING light switch – ON/PULSE−As required
a. LDG light – On

July 2010
10. MDA/DH – Set
12. LANDING light – ON/PULSE−As required
a. LDG light – On
Before Landing S + FLAPS 20°

1. Landing gear – Down/Checked
Extend the landing gear and check that the extension sequence runs
correctly.
The landing gear shall be extended in the middle of the downwind leg of
the normal visual landing circuit, or when the airplane is 1 point below the
glideslope during an ILS approach.
2. Anti-skid – Checked
This test must be performed with the landing gear down and locked.
Set braking selector to #1/ON.
Press the pedals:
No pressure is applied to the brakes.
The lights remain out.
Press the test pushbutton while maintaining the pedals pressed:
Lights illuminate because pressing the test pushbutton simulates a wheel
speed of 85 Kts.
Release the test pushbutton while maintaining the pedals pressed.
The following sequence is initiated:
Lights go out for 0.25 to 0.5 seconds.
The lights come on for 2 to 2.5 seconds.
The lights go out.
The test is over, release the pressure on the pedals.
3. LANDING and TAXI switches – ON
4. Hydraulic pressure – Checked
Readings are displayed on the lower EIED.
During a normal landing circuit, this action shall be performed at the beginning
of the final turn, and during an ILS approach as soon as the three green
lights come on after extension of the landing gear, while allowing speed to
decrease gradually to VREF + wind correction factor.
In a normal visual circuit, the final turn must be completed by 500 ft. at the latest.
6. Autopilot – Disengaged
The autopilot must be disengaged at the minimum authorized height given
in the AFM.
7. Approach speed (zero wind) – VREF + 5 Kts

July 2010
Three-Engine Go-Around from Landing

Configuration S + FLAPS 20°
1. Go-around attitude – Set
This mode is selected by pressing the Go-Around (GA) pushbutton on one
of the control wheels.
The GA mode shall generate a fixed pitch-up command corresponding to 14°.
Selection of the GA mode disengages the autopilot and clears the existing mode.
2. Takeoff thrust – Set
Takeoff thrust is to be selected as soon as the GA decision is made.
This configuration must be adopted as rapidly as possible to maintain the
minimum required climb gradient.
When the vertical speed scale on the right side of the PFD’s indicates a
positive rate-of-climb, retract the landing gear.
6. Indicated airspeed – VREF + 5 Kts

July 2010
After Landing
1. At touch down:
a. AIRBRAKE handle – Position 2
Airbrake extension reduces lift and improves braking effectiveness during
the high speed phase of the landing run.
2. Thrust reverser – As required
a. Reverser lever – Reverser Idle
b. Amber TRANSIT light – On then Out−Checked
c. Green DEPLOYED light – On
d. Reverser lever – As required
3. Thrust reverser stowage
a. Reverser lever – Reverser idle
b. Green DEPLOYED light – Out
c. Amber TRANSIT light – On then Out-Checked
d. Reverser lever – Stowed
4. ANTI-ICE: WINGS switch – OFF
Wing anti-icing switch must be switched off immediately after landing.
Leaving the anti-ice system switched on can result in damage because there
is no airflow to cool the leading edge slats.
5. WINDSHIELD: PILOT/COPILOT switches – OFF
6. WINDSHIELD: SIDE switch – Off
Normally it is no longer necessary to electrically heat the windshield panes.
However in cold conditions it may be necessary to keep the center panes
heated (in NORM position). In such case, switch this heating prior to shutting
down the engines to avoid a high current drain on the battery.
7. PITOT: PILOT and COPILOT switches – Off
This is necessary to prevent probe overheating when there is no air flow to
cool them down.
8. LANDING light switch – OFF
These lights are not useful while taxiing due to the airplane attitude on the
ground.
a. LDG light – Out
9. ANTICOL switch – RED
This is to warn other operators of airplane engine running.
Check that the AIRBRAKE light is out.
11. Slat-flap handle – CLEAN
Check on the configuration panel that all the lights are out and the flap position
indicator is at 0.
12. All trims – Takeoff position
This simplifies airplane preparation for the next flight and constitutes an
additional safety measure.

July 2010
13. Radar – OFF

14. ATC – STBY
15. LH−RH busses – Tied
16. APU (as applicable) – On
To provide air conditioning if required.
17. APU BLEED switch – As required
At The Ramp
1. PARK BRAKE – Intermediate detent
In this position, moderate pressure is applied to the brake units, which holds
the airplane stationary.
a. #2P BK light – On
2. TAXI switch – OFF
3. HYDR STBY pump switch – OFF
This prevents the standby pump from operating on the batteries after the
engines have been shut down.
4. VHF/HF – OFF
5. FLOOR switches – OFF
6. ANTI-ICE: ENG switches – OFF
7. RTU 1 and 2 – OFF
8. IRS/FMS – OFF
9. LH AV. MASTER and RH AV. MASTER – Off (Out)
10. After 2 mins. of engine operation at idle:
a. Power levers – Cutoff
Override the idle stop and pull the power levers fully back. This cuts off
fuel supply to the engines.
11. XFR PUMP and BOOSTER (all 6 switches) – OFF
12. EXTERIOR and INTERIOR LIGHTS – OFF
13. NO SMOKING and FASTEN BELTS – Out
14. APU (as applicable) – Shutdown
15. CABIN switch – Off
16. GEN switches – Off
17. BAT 1 and BAT 2 – Off

July 2010

July 2010

Engine and nacelle anti-ice systems (ENG ANTI-ICE) should be switched on
in flight or on ground prior to entering visible moisture whenever the TAT is
+10°C (50°F) or below.
Airframe anti-ice system (WINGS ANTI-ICE) should be switched on in flight prior
to entering visible moisture whenever the TAT is +10°C (50°F) or below.
Encounter with icing conditions is evidenced by the formation of ice on the non
anti-iced area around the windshield panes. In night flight operation, a small spot
light illuminates the lower RH corner of the LH windshield pane. It is controlled by
the WING (EXTERIOR LIGHTS) switch on the overhead panel.
Do not exceed the operational engine and wing anti-ice system limitations.
If necessary during approach, extend airbrakes to help keep N1 speed to no less
than specified value, and increase approach speeds.
The N1 speed of the operative engines must not be less than the minimum values
as shown in table below:
Three Engines Operative

TAT -30°C (-22 °F) -20°C (-4°F) -10°C (14°F) 0°C (32°F) 10°C (50°F)
30,000 ft. 67% 67% 65% 61% 59%
20,000 ft. 67% 67% 64% 57% 56%
10,000 ft. 67% 66% 64% 56% 56%
0 ft. 67% 65% 64% 56% 56%
Table 5-1: Three Engines Operative
Two Engines Operative

TAT -30°C (-22 °F) -20°C (-4°F) -10°C (14°F) 0°C (32°F) 10°C (50°F)
30,000 ft. 73% 70% 66% 62% 61%
20,000 ft. 73% 70% 66% 62% 61%
10,000 ft. 73% 70% 66% 62% 61%
0 ft. 73% 70% 66% 62% 61%
Table 5-2: Two Engines Operative
When Wings Anti-ice is activated, hash marks appear on EIED #1, indicating
minimum N1 RPM.

July 2010
Landing Gear Operation
In icing conditions, the failure of the red landing gear lights to go out when landing
gear retraction is accomplished may be due to ice preventing locking of the main
gear in up position.
Maintain VLO (190 KIAS) or below.
Cycle the gear down and up to get rid of the ice.
Slat System Operation

Should the slats fail to fully retract when retraction is initiated in icing conditions
(red transit light on):
Maintain airspeed to VFE (200 KIAS) or below.
Leave wing anti-ice system on and maintain engine speed to no less than
specified minimum.
Windshield Anti-Icing
CAUTIO
Selection of the WINDSHIELD PILOT and COPILOT switches to the MAX
position should be limited to those icing conditions encountered in flight
such that the ice protection afforded in the NORM position is inadequate.

July 2010
Cold Weather Operation
Ground Operation
Under specific meteorological conditions, a fan ice accumulation is possible. This
may cause excessive fan vibrations.
Therefore, the following procedure can be applied:
a. ANTI-ICE: ENG – ON
b. Power lever (one at a time) – 55% N1
c. N1 vibrations – Monitored
If vibrations remain:
Shutdown engine.
Precautions to be Taken
Parking
Do not set the park brake but chock the landing gear wheels. In driving rain or
snow, head airplane into wind when practicable. If airplane must be parked on
snow or ice, use steel mats under each main gear. If precautions do not prevent
tires from freezing to the ramp, be sure tires are free before moving airplane.
The tire pressure must be restored to the nominal pressure to compensate for
the variations due to temperature changes. The nose wheel tire pressure must
be 135 PSI (9.4 bars).
The main wheel tire pressure must be established as a function of the airplane
takeoff weight (see chart on Page 5-38).
The required pressure will be restored before each fueling in low temperature
conditions. Waste water and toilet must be drained after landing, before freezing
can occur.
Seals and bearing surfaces of all doors and emergency exits must be smeared
with silicone grease. The oxygen controller must be set in CLOSED position and
the bottle valve closed.
At a temperature below -15°C (+5°F), it is necessary to remove the airplane main
batteries (if they are not covered by heating blankets) and the batteries of certain
electronic equipment and keep them in heated premises.

July 2010
Main Wheel Tire Pressure
MAIN LANDING GEAR TYRE PRESSURE

FOR 32% DEFLECTION
17
36
16
( x1000 lb )
34
Airplane take-off weight (x1000 kg)
15
Unpaved runway utilization limit
32
14
30
13
28
12
26
11
24
Tyre pressure
5 6 7 8 9 10 11 12 13 14 bars
50 100 150 200 PSIG

July 2010
Snow Accumulating On a Parked Airplane

When the airplane is parked, snowfall accumulating on the airplane will shift the
CG aft. If CG was unfavorably aft prior to the snow, e.g. wing tanks empty with
feeder tanks at the regulation level or worse, wing tanks empty and feeder tanks
full, the airplane may tip backward. Since the density of the snow varies, airplane
tipping may occur for different thicknesses of snow. If it is not possible to shelter
the airplane, the following preventive measures should be taken:
Avoid leaving the airplane on the ramp with an aft CG fuel loading.
Moor the airplane to the ramp using the tie down ring attached to the
nose jacking point.
Add ballast to the nose of the airplane to provide a forward CG.
Stack tires under the airplane, forward of center engine lower cowl.
The measures used to prevent tipping damage from occurring will depend on the
equipment available at the airfield.
To determine the CG, refer to Loading Manual.

NOTE: A snow coat 4 in. (10 cm) in height will cause a change in weight
of 1,300 kgs (2,880 lbs) and a change in balance of 2,600 m.kgs
(230,720 in.lbs) for a snow density of 200 kg per cu.m (12.5 lbs per cu.ft.).
Fuel Selection
Prior to prolonged parking in very low temperature conditions ensure (by
replacement if necessary) that the freezing point of the fuel used is lower than the
anticipated minimum ambient temperature.
Inflight tank fuel temperature must be maintained at least 3°C (37.4°F) above
the freezing point of fuel being used. If necessary, increase mach number or
decrease altitude to raise the total air temperature.
When the airplane is parked in cold weather, water can freeze at the bottom of
the tanks and inhibit draining. Place the airplane in a heated hangar and drain;
or the water will be drained after landing on a ”warmer” airfield.
While moisture in the fuel is not exclusively a cold weather problem, it does
frequently cause trouble during engine starts in below freezing weather.
When practicable, fueling should be postponed to allow water in the residual
fuel to settle into sumps for draining. Fueling immediately will stir up water in the
tanks and mix it into the full fuel load. In freezing temperatures, water that has
frozen in the bottom of fuel tanks would be thawed by a new load of relatively
warm fuel. Draining sumps 15 to 30 mins. after the completion of fueling will
sometimes allow this water to drain out before it has a chance to refreeze. Sump
drains should be checked a short time after closing to make sure they are not
leaking.
Anti-ice additives conforming to MIL−I−27686E specification mixed with engine fuel
and not exceeding a concentration of 0.15% by volume are authorized for use.

July 2010
The freezing temperature of the various types of fuel are the following:
Type of Fuel Freezing Temperature
°C °F
JET A -40 -40
JET A1 -47 -53
JET B -50 -58
JP4 -58 -72
JP5 -46 -51
Table 5-3: Freezing Temperature of the Various Types of Fuel
Operation
Snow, Ice, Frost Removal
Failure to remove snow, ice or frost accumulation on the airplane prior to flight may
result in serious aerodynamic disturbances and unbalanced flight loads which
may cause structural damage in flight. Takeoff distance and climb performance
can be adversely affected to a hazardous level, depending on the amount and
location of accumulated snow or ice. Such risks should be avoided by removing
snow and ice from wings, fuselage, and tail units prior to takeoff.
Snow removal from the control surfaces must be complete to insure proper
travel. As control surface movement can be seriously affected by freezing of
hinge points, airplane should not be dispatched unless a careful visual check has
been made of wings, control surfaces and hinge points and it has been definitely
determined that frost or snow deposits are cleared from these areas. At any time
deicing is performed, all slush or snow accumulations should be removed by use
of deicing means available at airfield.
Takeoff with light coatings of frost up to ⅛ in. (3 mm) in thickness on wing lower
tanks surfaces is permissible. Because of cold fuel in the wing tanks after
descending from cold temperatures, the wing under surfaces rapidly frost over.
This type of frost forms again after removal and does not cause deterioration of
takeoff performance.
The use of heated air to remove snow should be carefully controlled. Unless
proper precautions are taken, the use of heat will cause the snow to melt; the
resultant water can refreeze on some other and perhaps more critical, portions
of the airplane. The ice is then even more difficult to remove. The heat should
be applied for a long enough time to thoroughly dry the area. Particular care
should be taken to prevent water freezing in the vicinity of the movable control
surfaces. Removal of loose snow from the fuselage should be accomplished
before applying heat to the cabin interior. Prolonged heating of the fuselage
while covered with snow should be avoided. Melting and refreezing of snow
on the fuselage can be a real problem. Removal of as much snow as possible
before pre-heating will minimize the amount of water run-off.
The area of the static ports should be especially watched for ice or frost formation.
Unobstructed static ports are vital to maintain reliable airspeed, altitude, and
rate-of-climb readings. Ice formations near the pitot tubes can also disrupt the
local airflow sufficiently to cause inaccurate airspeed readings.

July 2010
Snow on the nose radome should be removed completely to prevent if from

blowing back onto the windshield or into the engines. The following openings
should be checked for snow or ice blockage: ram air inlet and exhaust outlets,
overboard drains, static ports and pitot heads.
NOTE: At temperatures lower than -35°C (-31°F) the engines and APU must
be heated.
Snow blowing into the inlet of a cooling engine (after shutdown) may
melt and run down into the lower portion of the compressor section. If
enough of this water freezes later, it can block the compressor blades.
At any temperature lower than 0°C (32°F) the fan should be turned by hand
to make sure it is free to rotate before attempting to start the engine.
The required tire pressure must be established prior to refueling so as
to obtain a maximum deflection of 32% (see chart on Page 5-38).
Pre-Flight Inspection
Check for hydraulic leaks at the slats, brake units, shock absorbers and
servo-actuators. Also check the compression height (clearance) of the landing
gear shock absorbers (see curves on Page 5-42 and 5-43).
APU Heating Using Cold Weather Kit

At temperature below or equal to -35°C (-31°F), it is necessary to heat the APU
prior to starting it. The APU may be heated by an 850 W heating blower placed
in the APU air intake. Covers remain installed in the tailpipe and on the APU
generator and casing ventilation ports.
Engine Heating Using Cold Weather Kit

If cold weather kit is available, the first engine can be preheated prior to starting
by APU hot air picked-off downstream of the dual conditioning valve by means of
a self sealing connector and a flex-line.
Access to this connector is gained through a door in the LH wing-to-fuselage
fairing. See figure on Page 5-44. The other engines can be preheated by the
same system.
Battery Heating
At temperatures below or equal to -15°C (+5°F), the batteries must be heated
with 120 W heating blankets. These blankets are regulated in temperature and
include a protection thermostat. They are supplied with 110 - 220 VAC/50 - 60 Hz
power through a ground receptacle located between frames 33 and 33a, on RH side
of the fuselage. Selection of 110 or 220 VAC is made by a switch located next
to the receptacle. The heating blankets maintain the battery temperature at
approximately 25°C (77°F).
NOTE: If there are no heating blankets in the airplane, the batteries must be
removed and heated.
Other batteries (such as INS, standby horizon, VHF3 batteries) must
be removed and heated.

July 2010
Compression Height, Nose Gear Shock Absorbers

July 2010
Compression Height, Main Gear Shock Absorbers

July 2010
Pre-Heating
110 V
BATTERY HEATING
CONTROL PANEL
220 V
HOT AIR BLEED
BUNDLE HEAT
PROTECTORS
WING −TO −FUSELAGE

FAIRING CONTOUR
HOT AIR SECTION A A

BLEED
DEVICE AMBIANT
AIR
A HOT AIR BLEED
HEATING AIR
COVER
ENGINE HEATING FITTING

ON FRONT FACE COVER
LINE / ARROW
OPOSITE (LH SIDE)
PREHEATING

July 2010
Pre-Heating
Ground Conditioning
The crew compartment and passenger cabin should be pre-heated, both for crew
and passengers comfort and for proper operation of the instruments. Amount of
pre-heating required will depend on OAT and length of time airplane has been
cold soaked.
The APU (or the center engine if the airplane is not equipped with an APU) may
be used to preheat the airplane after a cold soak.
APU environmental bleed air is supplied through the air conditioning valves, at a
rate of 17 kgs/min which is equivalent to center engine bleed air extraction with
N1 equal to 57% (400 lbs/hr fuel flow).
Temperature is controlled by the cabin temperature regulation system. Prior to
preheating cabin and cockpit :
Open the flood duct.
Start the APU (refer to APU start procedures on ground).
Place the conditioning valve switch in AUTO or ON.
Select the desired temperature on the cabin temperature controller.
During ground pre-heating, the passenger cabin temperature can be checked on
the passenger cabin temperature indicator.
Preheat of Cockpit Windows

When the airplane has been left on the ground for several hours or one night in
ambient temperatures of -15°C (+5°F) or below, cockpit windows incorporating a
heating network must be heated as follows:
Place both WINDSHIELD PILOT/COPILOT to the NORM position
(medium heating).
Also switch the SIDE heating on to heat the side windows.
Keep the heating on for 15 mins. prior to leaving the ramp. Do not use the airplane
batteries to preheat the cockpit windows. Use a Ground Power Unit, or the APU,
or start one engine. The advantage of the APU is that it preheats the cabin while
providing electrical power to preheat the cockpit windows.

July 2010
Starting
Effects of Ambient Temperature
Ambient temperature higher than -15°C (+5°F).
It is not necessary to pre-heat engines and batteries. Start should be made
normally. Battery starts should be made with power selector set to NORMAL.
Place power selector to NORMAL for APU or engine generator assisted starts.
Ambient temperature between -15°C (+5°F) and -35°C (-31°F).
It is not necessary to pre-heat the engines. The batteries must be pre-heated
(see Battery Heating section on Page 5-41).
If no heating means are available place the batteries in heated premises.
It is however possible to use a ground power unit rated to 1,000 A.
Ambient temperature lower than -35°C (-31°F).
It is necessary to preheat batteries and engines using the appropriate heating
devices.
Special Cases
Starting time.
Depending on the ambient temperature, APU and engine starts can be
slightly slower than normally.
Oil pressure.
Oil pressure peaks may be observed during start.
Hydraulic reservoir pressurization.
It is highly recommended to heat the pressurization valve of each reservoir
for several minutes.
Flight Control Check

After start, cold and viscous hydraulic fluid in the servo-actuators combined with
congealed grease in bearings may prevent full control surface travel (especially
the ailerons). There should be no confusion between a limitation due to snow or
ice and this sluggish response.
Possible anomalies will disappear when the totality of the fluid contained in
the reservoirs and pipes has completed a cycle. Therefore, move each control
surface while the engines are running, as long as they remain sluggish.

July 2010
When winterization procedures are in effect, this check will be accomplished

prior to turning the airplane over of the flight crew. This check, plus normal control
check and taxi maneuvers should insure full control surface travel.
Check travel of all control surfaces, from cockpit, prior to airplane departure
as follows:
Rudder − To the extend possible: check full travel of rudder.
Aileron − Check full travel of ailerons.
Horizontal Stabilizer − Check full travel.
Elevator − Check full travel of elevator.
Taxiing
If taxiways and runways are totally or partially covered with snow, ice, or frost,
request braking conditions from ground control or tower. Directional control is
achieved using the steering wheel and differential thrust.
If during taxiing, the brakes are locked by ice built up during a halt, apply braking
pressure repeatedly at maximum pressure.
Taxi strips and ramps, should be cleared of loose ice and snow to reduce the
possibility of engine damage due to ingestion of chunks of ice or hard snow.
High engine power should be avoided to prevent blowing slush against parked
airplanes. For this reason, ground maneuvering should be carefully conducted.
While taxiing at normal speed, apply moderate brake pressure, sufficient to bring
the airplane to a complete stop. Repeat same procedure three times to generate
a small amount of heat in the disk brakes.
Do not bring the airplane to a complete stop more than 5 times, otherwise
overheating of the brakes could result.
Under certain atmospheric conditions, at temperatures of -35°C (-31°F) and
lower, ice fog may form as a result of jet engine operation. For this reason,
taxiing on the runway should be kept to a minimum to avoid visibility problems.
The wing flaps should be left in the retracted position until lineup for takeoff .
Airframe anti-ice should not be used during ground operation due to the possibility
of skin distortion of leading edges without cooling airflow. It may however be
exceptionally used, at idle, and for a very short time, and under careful monitoring.
Use differential braking if the nose wheel steering wheel becomes ineffective
when taxiing over icy patches on taxiways. The nose wheel may have started a
skid and damage could occur when the nose wheel encounters a rough spot or
reaches the end or the icy patch.
NOTE: The use of the APU is not recommended on a flooded surface due to
the possibility of flameout.

July 2010
Takeoff and Landing with Standing Water or
Snow (Dry, Wet or Slush Patches) on Runway
The effects of precipitation on takeoff performance vary with its density and
thickness on the runway.
To take into account all cases, it has been converted into an equivalent depth of
water.
Density of precipitation which cannot be easily assessed is supposed to be
comprised between 0.2 and 1. It characterizes the various types of layers.
Dry snow:
Recent snow fall; crystallization is evident. The characteristics of such
snow have not varied. It has not been exposed to temperatures exceeding
0°C (32°F) and therefore has not melted. Its density is between 0.2 and
0.36.
Wet snow:
This snow has fallen at a temperature very lightly above 0°C (32°F). The
crystal pattern is partly destroyed and snow has begun to melt under the
effect of ambient temperature. Its density is between 0.36 and 0.5.
Slush:
Water content in this snow is high, however the whole layer is stabilized
by its lighter elements. Its surface has a dirty white coloration. The density
of slush varies between 0.5 and 0.8.
Standing water:
Snow which has reached a melting point where it looks like water
rather than snow. Its density is between 0.8 and 1.
Or rain which falling so abundantly that it cannot be absorbed or
evacuated by the ground. Density = 1.
Whenever in doubt about the nature of the snow involved, do not hesitate to use
the next higher density.
With the equivalent height of water on the corresponding scale, it is possible
to evaluate the resulting penalization on takeoff distance (refer to Performance
Manual).
Only the three-engine takeoff distance has been considered, as the acceleration
between V1 and VR with two engines may be very slow. Any failure before VR shall
lead to abort takeoff.
In this case a substantial margin is needed for the stopping distance since braking
efficiency may be notably impaired by the reduction of adherence between
wheels and ground, or by the tendency to aquaplaning at high speeds. It is then
strongly advised to use the thrust reverser. This system must be used as soon
as the brakes are applied.
Takeoff on icy runways is not recommended due to the significant increase in the
stopping distance.
Make a special point of being sure parking brake is released before starting
takeoff on an icy snow covered runway.

July 2010
Verify the current conditions of the entire runway as closely as possible to the
planned departure time. Depth of standing water, slush or wet snow should be
measured in sufficient number of places to be representative of the entire length
of runway required, particularly the high speed portion of takeoff roll.
Precipitation Limits
Not to exceed an equivalent water depth of ¾ in. (20 mm).
See Performance Manual.
For takeoff and landing, engine ignition system must be turned on continuously
(start selectors in AIRSTART position) to preclude the possibility of flame-outs.
Certification flight tests have shown satisfactory operation of engines and systems
with puddles reaching 195 ft. (60 m) in length for a depth of ¾ in. (20 mm).
Takeoff
The Performance Manual gives the increase in the takeoff distance. With
all engines running, as a function of the equivalent depth of water, we
can see that above an equivalent depth of water of 0.5 in. (12.7 mm), the
distance increases rapidly. It will be prudent, therefore, to take this value
as a limit value.
During takeoff:
As soon as possible before VR, gently raise the nose of the airplane to
decrease the load on the nose wheel and reduce snow projections.
After takeoff:
Wait until VLO (190 Kts) is reached to retract the landing gear.
Providing obstacle clearance requirements with one engine
inoperative permit. With gear extended, the second segment
climb gradient is 1.4% less.
At 190 Kts, cycle the gear up and down prior to final retraction (these
landing gear maneuvers are to be performed, even if indication is
correct, in order to eliminate as much as possible of the snow that
may have accumulated on the brakes and landing gear).
Approach and landing:
a. Landing gear − Down/Checked
Deactivate anti-skid system:
i. Brake selector − #1/OFF
Apply maximum brake pressure several times.
b. Re-activate anti-skid system:
i. Brake selector − #1/ON
Perform anti-skid test as usual.
Use of the thrust reverser is recommended at landing.
On slippery runways the anti-skid system will permit the best performance
by preventing wheels locking which could substantially hinder the airplane
deceleration. The braking efficiency on a very slippery runway (ice) could be less
than one fifth of the efficiency on a dry runway.

July 2010
Crosswind On Non-Dry Runways
(Takeoff and Landing)
When taking off or landing on runways covered with water, wet snow or slush
extreme care should be exercised even when crosswind is less strong than
demonstrated crosswind given in the Airplane Flight Manual (section 5).
Use the nosewheel steering as necessary while holding firmly nose wheel against
the ground.
Directional Control On Iced Surfaces

Applying nose-down elevator while taxiing on iced surfaces may be helpful. This
loads the nose wheel and increases directional control stability.
Turns must be made at a very low speed. Although the anti-skid system is
designed to prevent wheel locking, it is recommended to be prepared to release
the brakes before the airplane starts skidding on ice or snow patches.

July 2010
Ground Deicing and Anti-Icing

Regulations prohibit takeoff when snow, ice or frost is adhering to wings and
control surfaces of the airplane.
The Pilot-In-Command (PIC) has the ultimate responsibility to determine that the
airplane is in a condition for safe flight, before takeoff.
Standard practice is to deice and, if required, anti-ice the airplane before takeoff
by using of Freezing Point Depressant (FPD) fluids Type I and Type II.
One or Two-Step Process

One step:
Deicing/anti-icing implements a heated, diluted deicing/anti-icing fluid,
both to remove ice, snow and/or frost from airplane surfaces and to
protect the airplane from further accumulation.
Two step:
Deicing/anti-icing implements hot water or a mixture of water-diluted
deicing fluid followed immediately by treatment with anti-icing fluid. The
two-step process is generally accomplished using Type II FPD fluid.
CAUTIO
Undiluted (NEAT) Type II FPD fluid must be very cautiously used.
For detailed information regarding FPD fluid application, refer to DASSAULT

AVIATION Maintenance Manual.
Preflight Deicing/Anti-Icing Inspection

Perform preflight deicing inspection IMMEDIATELY following deicing operation
or during the anti-icing process.
Deicing/Anti-Icing Inspection Checklist

All items below should be free of snow, ice, and/or frost accumulation.
Wing and wing leading edges upper and lower surfaces. Conduct a
hands-on inspection to verify that all surfaces are clean.
Vertical and horizontal stabilizers including leading edges, side panels
and upper/lower surfaces.
Flaps, flap tracks, and flap drives.
Airbrakes.
Ailerons, elevator, and rudder.
Engine inlet.
Cockpit windows.
Antennas.
Fuselage.
AOA probes, temperature probe, pitot probes, and static ports.
APU air intake, inlets, and exhausts.
Landing gear.

July 2010
Pre-Takeoff Inspection
Pre-takeoff inspection should be conducted within 5 mins. of takeoff. Perform a visual inspection of wing
surfaces, leading edges, air intakes, and other components that are in view from either the cockpit or cabin.
Require the assistance of trained and qualified ground crew to assist in this inspection: if in doubt, deice
again prior to takeoff.
CAUTIO
If feasible do not operate engines during airplane deicing. If engine operation is required, do not
spray deicing/anti-icing fluid directly into engine inlet, exhausts, sensors, scoops, vents, drains,
etc. In this event, close the engine air conditioning bleed valves.
WARNIN
Do not operate APU while airplane deicing is in progress. Ingestion of combustible deicing fluid
may result in an uncontrolled overspeed.
Guidelines for Holdover Times Anticipated by Sae Type I Fluid and ISO Type I Mixtures as Function
of Weather Conditions and OAT
OAT Approximate holdover times under weather conditions (minutes)

°C °F FROST FREEZING FOG SNOW FREEZING RAIN RAIN ON COLD SOAKED WING
0 and above 32 and above 18 to 45 12 to 30 06 to 15 02 to 05 06 to 15
below 0 to -7 below 32 to 19 18 to 45 06 to 15 06 to 15 01 to 03 CAUTION: CLEAR ICE MAY
REQUIRE TOUCH FOR
CONFIRMATION
below -7 below 19 12 to 30 06 to 15 06 to 15
Table 5-4: Guidelines for Holdover Times Anticipated by Sae Type I Fluid and ISO Type I Mixtures as Function of Weather
Conditions and OAT
CAUTIO
The times of protection represented in this table are for general information purposes only and
should be used only in conjunction with a pre-takeoff inspection.
The time of protection will be shortened in heavy weather conditions. High wind velocity and jet
blast may cause a degradation of the protective film. If these conditions occur, the time of protection
may be shortened considerably. This is also the case when the fuel temperature is significantly
lower than OAT.
Freezing point of Type I fluid mixture used must be at least 10°C (50°F) below OAT.
This TABLE DOES NOT APPLY to fluids other than SAE or ISO TYPE I FPD Fluids.
RESPONSIBILITY for APPLICATION of HOLDOVER TIMES DATA REMAINS with the USER.

July 2010
Guidelines for Holdover Times Anticipated by SAE Type II and ISO Type II Fluid Mixtures as Function
of Weather Conditions and OAT
Type II fluid
concentration
Approximate holdover times under various weather conditions
OAT neat-fluid/
(hours:minutes)
water
(% by vol.)
FREEZING FREEZING RAIN ON COLD
°C °F FROST SNOW
FOG RAIN SOAKED WING
0 and above 32 and above 100/0 12:00 1:15/3:00 0:25/1:00 0:08/0:20 0:24/1:00
75/25 6:00 0:50/2:00 0:20/0:45 0:04/0:10 0:18/0:45
50/50 4:00 0:35/1:30 0:15/0:30 0:20/0:05 0:12/0:30
Below 0 to -7 Below 32 to 100/0 8:00 0:35/1:30 0:20/0:45 0:08/0:20 CAUTION:
19 75/25 5:00 0:25/1:00 0:15/0:30 0:04/0:10 CLEAR ICE MAY
50/50 3:00 0:20/0:45 0:05/0:15 0:01/0:03 REQUIRE TOUCH FOR
CONFIRMATION
Below -7 to -14 Below 19 to 7 100/0 8:00 0:35/1:30 0:20/0:45
75/25 5:00 0:25/1:00 0:15/0:30
Below -14 to Below 7 to 100/0 8:00 0:35/1:30 0:20/0:45 List of symbols :
-25 -13 °C = Celsius
°F = Fahrenheit
Vol. = Volume
OAT = Outside Air Temp.
Below -25 Below -13 100/0
A buffer of at least 7°C (13°F) must be maintained for Type II used for
if 7°C (13°F)
anti-icing at OAT below -25°C (13°F). Consider use of Type I fluids where
buffer is SAE or ISO Type II cannot be used.
maintained
Table 5-5: Guidelines for Holdover Times Anticipated by Sae Type Ii And Iso Type Ii Fluid Mixture as Function of Weather
Conditions and Oat
CAUTIO
The times of protection represented in this table are for general information purposes only and
should be used only in conjunction with a pre-takeoff inspection.
The time of protection will be shortened in heavy weather conditions. High wind velocity and jet
blast may cause a degradation of the protective film. If these conditions occur, the time of protection
may be shortened considerably. This is also the case when the fuel temperature is significantly
lower than OAT.
This TABLE DOES NOT APPLY to other than SAE or ISO TYPE II FPD Fluids.
RESPONSIBILITY for APPLICATION of HOLDOVER TIMES DATA REMAINS with the USER.

July 2010

July 2010
Severe Turbulence Penetration

1. Flights in severe turbulence should be avoided whenever conditions permit.
2. If necessary:
a. Reduce airspeed to − 280 KIAS max/MI 0.76 max
b. FASTEN BELTS − On
If necessary, decrease altitude to increase buffet boundary margin.
NOTE: Autopilot or yaw damper operation is permitted.
With the autopilot disengaged:
Fly attitude.
Avoid using the stabilizer trim.
Do not chase altitude and speed.

July 2010

July 2010
Crosswind
The maximum demonstrated 90° crosswind component on a dry runway is
30 Kts, such value being not a limitation.
In case of crosswind, use the nose wheel steering while firmly holding the nose
wheel against the ground:
During takeoff, until the rudder becomes effective.
During landing, as soon as possible after touch-down.
It is recommended to switch off the yaw damper.
The ailerons must be held in neutral position.
The technique of ”control wheel into the wind” used with other types of airplane
does not apply to the MYSTERE-FALCON 50EX which has a wide gear track
and low wing with very small dihedral (0°30').
As a rule, when on the ground with sufficient air speed, an airplane has a
tendency to veer to the side where the control wheel is applied, mainly due to the
weight transfer on that side. Therefore, turning the control wheel into the wind will
augment the tendency of the airplane to nose into wind.
As a rule, this unfavorable effect is not taken into account since turning the control
wheel into the wind will prevent the wing on the up-wind side from being raised,
which could have even more unfavorable consequences.
Such raising of wing is negligible on the MYSTERE-FALCON 50EX. Therefore
there is no need to turn the control wheel into wind. This only results in more
difficult control of the airplane during crosswind conditions.
As a conclusion, the following instructions should be followed:
During takeoff
Use the rudder and nose wheel steering as necessary while holding the
nose wheel firmly against the ground.
Maintain the ailerons neutral, until lift off and maintain runway heading.
During landing
Apply the nose gear to the runway, as soon as possible after touch-down
and hold firmly.
Use nose wheel steering to assist the rudder, as necessary.
Maintain the ailerons neutral.

July 2010

July 2010
Steps to be Taken in the

Event of Windshear
Definition of Windshear
WINDSHEAR is a rapid variation in the direction and velocity of wind at very low
altitude. WINDSHEAR may or may not be accompanied by a DOWNBURST or
MICROBURST (violent downward blasts or air). A MICROBURST with a low or
zero wind variation may also be encountered. These phenomena are generally
called WINDSHEAR. The main cause of WINDSHEAR is thunderstorm cells.
Instructions for the Pilot

If Windshear is Anticipated
DO NOT TAKE OFF − WAIT.
DO NOT LAND − WAIT OR FLY TO AN ALTERNATE AIRPORT.
If a WINDSHEAR is encountered, 30 seconds to 1 minute maximum will be
required to cross it.
Pilot reaction time must be very low (3 to 5 seconds), as studies of accidents that
have occurred or been avoided show. If the pilot takes 15 seconds or more to
understand the situation, it will be too late.
Survival or accident depends, therefore, on the pilot’s reaction time: which makes
a WINDSHEAR warning system, with a very low reaction time, attractive.
During or after takeoff

1. If acceleration is much too low before V1, abort takeoff.
2. If acceleration is too low above V1, set maximum power and take off just
before the end of the runway, at an IAS between V1 and VR if necessary, with
the necessary pitch attitude.
3. Do not omit to retract the landing gear immediately.
4. After takeoff: do not reduce power, increase if possible.
5. ABSOLUTELY DO NOT LET THE AIRPLANE DESCEND, even if the
indicated airspeed should drop.
6. Respect the stall audio warning limit.
During approach and landing

1. As soon as a windshear encounter is imminently anticipated, DECIDE TO
APPLY THRUST FOR GO-AROUND:
a. Maximum thrust − Set
b. Landing gear − Up

July 2010
2. Level off and ABSOLUTELY DO NOT LET THE AIRPLANE DESCEND,
using the elevators rather than the stabilizer trim.
3. Respect the stall audio warning limit.
Comments
Monitor acceleration time: if a lag of 15 Kts or more is noted, abort takeoff.
During the takeoff run, acceleration can be normal relative to the ground
(accelerometer = GS) but too low relative to the air (IAS). In case of possible
WINDSHEAR, it is therefore advisable to monitor acceleration time.
Maximum thrust: levers fully forward.
Only reduce power to prevent ITT from exceeding the maximum authorized
temperature at takeoff power setting.
The maximum authorized duration is 5 min., which is more than sufficient.
Do not hesitate to pull back the control column sufficiently, up to the stall
audio warning limit if necessary.
At 1.1 VS the recommended attitude set for takeoff must be increased by at
least 3°. There is no danger of the tailcone touching the runway: the airplane
always leaves the ground before this can occur.
Maintain maximum thrust:
It is not recommended to remain at the stall audio warning limit: the only aim
is to prevent the airplane from descending.
If the airplane accelerates, more the better, as energy is accumulating.
During these maneuvers, it may be necessary to use unusual pitch
attitudes: 20 to 30° depending on the weight and the configuration of the
airplane.
WINDSHEAR is occasionally preceded by an opposite phenomenon,
consisting of a negative wind gradient an upward winds. In this case the
IAS increases abruptly by 10, 20 Kts or more and the airplane is found to be
above the glideslope.
The mistake not to make at this point is to reduce power (to return to the
approach IAS) whilst pitching down (to retrieve the glideslope). The airplane
would, in this case, be in the worst conditions for a WINDSHEAR encounter.
IT IS PREFERABLE TO APPLY THRUST FOR GO-AROUND IMMEDIATELY
AT THIS POINT
The airplane would in this case be in the same configurations as after takeoff,
but with a much lower weight and therefore a much better acceleration
margin.
It only remains to prevent the airplane from taking a negative rate-of-climb
which would be catastrophic at very low altitude.
The comparison, during approach, of the IAS and the GS can be very helpful.
With the EFIS, this comparison is made automatically: blue wind arrow on
the HSI. In addition, the IAS evolution is given.

July 2010
6
Standard Operating Procedures
Contents
General Information
Definitions............................................................................................... 6-5
Flow Patterns.......................................................................................... 6-5
Checklists................................................................................................ 6-5
Omission of Checklists....................................................................... 6-5
Challenge/No Response..................................................................... 6-6
Abnormal/Emergency Procedures........................................................ 6-6
Time Critical Situations....................................................................... 6-6
Aborted Takeoffs................................................................................. 6-7
Critical Malfunctions in Flight.............................................................. 6-7
Non-Critical Malfunctions in Flight...................................................... 6-7
Radio Tuning and Communication....................................................... 6-7
Altitude Assignment............................................................................... 6-8
Pre-Departure Briefings......................................................................... 6-8
Advising of Aircraft Configuration Change.......................................... 6-8
Transitioning from Instrument to Visual Conditions........................... 6-8
Phase of Flight SOP
Holding Short.......................................................................................... 6-9
Takeoff Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Precision Missed Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
Precision Approach Deviations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Non-Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22
Non-Precision Missed Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-25
Non-Precision Approach Deviations. . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
Visual Traffic Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29

July 2010

July 2010
Standard Operating
Procedures
CAE SimuFlite strongly supports the premise that the disciplined use of
well-developed Standard Operating Procedures (SOP) is central to safe,
professional aircraft operations, especially in multi-crew, complex, or high
performance aircraft.
If your flight department has an SOP, we encourage you to use it during your
training. If your flight department does not already have one, we welcome your
use of the CAE SimuFlite SOP.
Corporate pilots carefully developed this SOP. A product of their experience, it is
the way CAE SimuFlite conducts its flight operations.
The procedures described herein are specific to the Falcon 50EX and apply
to specified phases of flight. The flight crewmember designated for each step
accomplishes it as indicated.

July 2010

July 2010
General Information
Definitions
LH/RH – Pilot Station. Designation of seat position for accomplishing a given task
because of proximity to the respective control/indicator. Regardless of PF or PM
role, the pilot in that seat performs tasks and responds to checklist challenges
accordingly.
PF – Pilot Flying. The pilot responsible for controlling the flight of the aircraft.
PIC – Pilot-in-Command. The pilot responsible for the operation and safety of an
aircraft during flight time.
PM – Pilot Monitoring. The pilot who is not controlling the flight of the aircraft.
Flow Patterns
Flow patterns are an integral part of the SOP. Accomplish the cockpit setup for
each phase of flight with a flow pattern, then refer to the checklist to verify the
setup. Use normal checklists as “done lists” instead of “do lists.”
Flow patterns are disciplined procedures; they require pilots who understand the
aircraft systems/controls and who methodically accomplish the flow pattern.
A standardized flow pattern for the cockpit setup before starting engines appears
in the Expanded Normal Procedures chapter.
Checklists
Use a challenge-response method to execute any checklist. After the PF initiates
the checklist, the PM challenges by reading the checklist item aloud. The PF is
responsible for verifying that the items designated as PF or his seat position (i.e.,
LH or RH) are accomplished and for responding orally to the challenge. Items
designated on the checklist as PM or by his seat position are the PM’s responsibility.
The PM confirms the accomplishment of the item, then responds orally to his own
challenge. In all cases, the response by either pilot is confirmed by the other and
any disagreement is resolved prior to continuing the checklist.
After the completion of any checklist, the PM states “ _____ checklist is complete.”
This allows the PF to maintain situational awareness during checklist phases
and prompts the PF to continue to the next checklist, if required.
Effective checklists are pertinent and concise. Use them the way they are written:
verbatim, smartly, and professionally.
Omission of Checklists
While the PF is responsible for initiating checklists, the PM should ask the PF
whether a checklist should be started if, in his opinion, a checklist is overlooked.
As an expression of good flight deck management, such prompting is appropriate
for any flight situation: training, operations, or checkrides.

July 2010
Challenge/No Response
If the PM observes and challenges a flight deviation or critical situation, the PF
should respond immediately. If the PF does not respond by oral communication
or action, the PM must issue a second challenge that is loud and clear. If the PF
does not respond after the second challenge, the PM must ensure the safety of
the aircraft. The PM must announce that he is assuming control and then take
the necessary actions to return the aircraft to a safe operating envelope.
NOTE: “Control” means responsible for flight control of the aircraft,
whether manual or automatic.
Abnormal/Emergency Procedures
When any crewmember recognizes an abnormal or emergency condition, the
PIC designates who controls the aircraft, who performs the tasks, and any items
to be monitored. Following these designations, the PIC calls for the appropriate
checklist. The crewmember designated on the checklist accomplishes the
checklist items with the appropriate challenge/response.
The pilot designated to fly the aircraft (i.e., PF) does not perform tasks that
compromise this primary responsibility, regardless of whether he uses the
autopilot or flies manually.
Both pilots must be able to respond to an emergency situation that requires
immediate corrective action without reference to a checklist. The elements of an
emergency procedure that must be performed without reference to the appropriate
checklist are called memory or recall items. Accomplish all other abnormal and
emergency procedures while referring to the printed checklist.
Accomplishing abnormal and emergency checklists differs from accomplishing
normal procedure checklists in that the pilot reading the checklist states both the
challenge and the response when challenging each item.
When a checklist procedure calls for the movement or manipulation of controls or
switches critical to safety of flight (e.g., throttles, engine fire switches, fire bottle
discharge switches), the pilot performing the action obtains verification from the
other pilot that he is moving the correct control or switch prior to initiating the
action.
Any checklist action pertaining to a specific control, switch, or equipment that
is duplicated in the cockpit is read to include its relative position and the action
required (e.g., “Left Throttle – OFF; Left Boost Pump – NORMAL”).
Time Critical Situations

When the aircraft, passengers, and/or crew are in jeopardy, remember three
things.
FLY THE AIRCRAFT – Maintain aircraft control.
RECOGNIZE CHALLENGE – Analyze the situation.
RESPOND – Take appropriate action.

July 2010
Aborted Takeoffs
The aborted takeoff procedure is a preplanned maneuver; both crewmembers
must be aware of and briefed on the types of malfunctions that mandate an
abort. Assuming the crew trains to a firmly established SOP, either crewmember
may call for an abort.
The PF normally commands and executes the takeoff abort for directional control
problems or catastrophic malfunctions. Additionally, any indication of the following
malfunctions prior to V1 is cause for an abort:
engine failure
engine fire
thrust reverser deployment
loss of directional control.
When the PM calls an abort, the PF announces “Abort” or “Continue” and executes
the appropriate procedure.
Critical Malfunctions in Flight

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

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

The PM accomplishes navigation and communication radio tuning, identification,
and ground communication. For navigation radios, the PM tunes and identifies
all navigation aids. Before tuning the PF’s radios, he announces the NAVAID to
be set. In tuning the primary NAVAID, the PM coordinates with the PF to ensure
proper selection sequencing with the autopilot mode. After tuning and identifying
the PF’s NAVAID, the PM announces “(Facility) tuned and identified.”
Monitor NDB audio output anytime the NDB is in use as the NAVAID. Use the
marker beacon audio as backup to visual annunciation for marker passage
confirmation.

July 2010
In tuning the VHF radios for ATC communication, the PM places the newly
assigned frequency in the head not in use (i.e., preselected) at the time of receipt.
After contact on the new frequency, the PM retains the previously assigned
frequency for a reasonable time period.
Altitude Assignment
The PM sets the assigned altitude in the altitude alerter and points to the alerter
while orally repeating the altitude. The PM continues to point to the altitude alerter
until the PF confirms the altitude assignment and alerter setting.
Pre-Departure Briefings
The PIC should conduct a pre-departure briefing prior to each flight to address
potential problems, weather delays, safety considerations, and operational
issues. Pre-departure briefings should include all crewmembers to enhance
team-building and set the tone for the flight. The briefing may be formal or informal,
but should include some standard items. The acronym AWARE works well to
ensure no points are missed. This is also an opportunity to brief any takeoff or
departure deviations from the SOP due to weather or runway conditions.
NOTE: The acronym AWARE stands for the following:
Aircraft status
Weather
Airport information
Route
Extra
Advising of Aircraft Configuration Change

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

Conditions
If Visual Meteorological Conditions (VMC) are encountered during an instrument
approach, the PM normally continues to make callouts for the instrument approach
being conducted. However, the PF may request a changeover to visual traffic
pattern callouts.

July 2010
Phase of Flight SOP
Holding Short
P P
call: “Before. Takeoff

checklist.”
action: Complete Before
Takeoff checklist.
call: “Before Takeoff
checklist complete.”
Takeoff Briefing
action: Brief the following:

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

takeoff and check heading
indicator agreement.
call: “Assigned runway
confirmed, heading
checked.”
action: Confirm assigned
takeoff and check heading
indicator agreement.
call: “Assigned runway
confirmed, heading checked.”
call: “Takeoff checklist.”
action: Complete Takeoff
checklist.
call: ”Takeoff checklist
complete.”

July 2010
Takeoff Roll
P P
Setting Takeoff Power
call: “Max power.” call: “Max power.”
Initial Airspeed Indication
action: Move left hand from

tiller to yolk.
call: “My yolk.”
call: “Airspeed alive.”
At 80 KIAS,
call: “80 Kts crosscheck.”
At V1
call: “V1.”
action: Moves hand from
power levers to yoke.
At VR
call: “Rotate.”
action: Rotate to takeoff pitch
attitude (approximately
14° or as required
by performance).

July 2010
Climb
P P
At Positive Rate-of-Climb
call: “Positive rate.”

Only after PM’s call,
call: “Gear up.”
call: “Gear selected up.”

“Gear indicates UP.”
At V2 + 15 KIAS (Minimum) and 400 ft. Above Airport Surface

(Minimum)
call: “Slats only.” call: “Flap speed.”
call: “Slats selected.”

hen flaps indicate
W
0°, “Slats indicated.”

July 2010
Climb (continued)
P P
At V2 + 25 KIAS (Minimum)
call: “Clean wing.”

call: “Clean wing selected.”
When slat red light goes
out,
call: “Clean wing indicated.”
At 1.5 VS (Minimum)
call: “Climb power.”

call: “Climb power set.”
At 1,500 ft. (Minimum) Above Airport Surface and Workload

Permitting
call: “Climb checklist.”

action:
Complete Climb
checklist.
call: “Climb checklist
complete.”
At Transition Altitude
call: “29.92 set. call: “29.92 set.”

Transition Altitude
checklist.”
action: Complete Transition

Altitude checklist.
call: Transition Altitude
checklist complete.”
At 1,000 ft. Below Assigned Altitude
call: “____ (altitude) for ____

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

(altitude).”
(e.g., “9,000 for 10,000.”)

July 2010
Cruise
P P
call: “Cruise checklist.”

action: Complete Cruise checklist.
call: “Cruise checklist
complete.”
Altitude Deviation in Excess of 100 ft.
call: “Altitude.”
call: “Correcting.”
Course Deviation in Excess of One Half Dot
call: “Course.”

July 2010
Descent
P P
call: “Descent checklist.”

action: Complete Descent
checklist.
call: “Descent checklist
complete.
At 1,000 ft. Above Assigned Altitude
call: “ ____ (altitude) for

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

____ (altitude).”
(e.g., “10,000 for 9,000.”)
At Transition Level
call: “Altimeter set ____. call: “Altimeter set ____.”
At 10,000 ft.
call: “10,000 ft.”

call: “Check.”
Speed 250 Kts.”
Maintain sterile cockpit below 10,000 ft. above airport surface.

July 2010
Descent (continued)
P P
At Appropriate Workload Time
Review Review
Review the following:

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

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

checklist must be completed prior to the initial approach fix.

July 2010
Precision Approach
P P
Prior to Initial Approach Fix
call: “Approach checklist.”

action: Complete Approach
checklist up to slat
and flap selection.
call: CALL “Slats only.”
call: “Slats selected.” When

slat green light illuminates,
“Slats indicated.”
call: CALL “Flaps 20.”
call: “Flaps selected 20.”

When flaps indicate 20°,
“Flaps indicate 20.”
call: “Approach checklist
complete.”
At Initial Convergence of Course Deviation Bar
call: “Localizer/course alive.”

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

Indicator
call: “Glideslope alive.”

call: “Glideslope alive.”
When Annunciators Indicate Localizer Capture
call: “Localizer captured.”

call: “Localizer captured.”

July 2010
Precision Approach (continued)

P P
At One Dot from Glideslope Intercept
call: “One dot to go.”
call: “Gear down.”
“Landing checklist.”
call: “Gear selected down.”
When gear indicates down,
“Gear indicates down.”
action:
Complete Landing checklist
except for full flaps and
autopilot/yaw damper.
When Annunciator Indicates Glideslope Capture
call: “Glideslope captured.” call: “Glideslope captured.”

call: “Flaps full (or 48).” call: “Flaps selected
full (or 48).”
When flaps indicate full
48°,
“Flaps indicate full (or 48).”
If the VOR on the PM’s side is used for crosschecks on the intermediate segment,
the PM’s localizer and glideslope status calls are accomplished at the time the PM
changes to the ILS frequency. This should be no later than at completion of the FAF
crosscheck, if required. The PM should tune and identify his NAV radios to the specific
approach and monitor.

July 2010
P P
At FAF
call: “Outer marker.”

or “Final fix.” action: n Starting timing.
Visually crosscheck
that both altimeters
agree with crossing
altitude .
Set altitude alerter.
Check PF and PM
instruments.
Call FAF inbound.
call: “Outer marker.” or
“Final fix.”
“Altitude checks.”
At 1,000 ft. Above DA(H)
call: “1,000 ft. to minimums.”
call: “Check.”
At 500 ft. Above DA(H)
call: “500 ft. to minimums.”

call: “Check.”
note: An approach window has the following parameters:

within one dot CDI deflection or 5° bearing
IVSI less than 1,000 FPM
IAS with VAP ±10 Kts (no less than VREF)
n
o flight instrument flags with the landing runway or visual references
not in sight
landing configuration.
When within 500 ft. above touchdown, the aircraft must be within the
approach window. If the aircraft is not within this window, a missed
approach must be executed.

July 2010

P P

call: “Check.”

call: “Check.”
At Point Where PM Sights Runway or Visual References
call: “Runway (or visual

reference) ____ o’clock.”
call: “Going visual. Land,” or

“Missed approach.”
action: As PF goes visual, PM
transitions to instruments.
At DA(H)
call: “Minimums. Runway

(or visual reference)
____ o’clock.”
action: Announce intentions.
call: “Going visual. Land,” or
action: As PF goes visual, PM

transitions to instruments.

July 2010
Precision Missed Approach
P P
At DA(H)
call: “Minimums. Missed

approach.”
call: “Missed approach.”
action: Apply power firmly and
positively. action: Assist PF in setting
Activate go-around mode power for go-around.
and initially rotate the
nose to the flight director
go-around attitude.
call: “Flaps 20.”

hen flaps indicate 20°,
W
“Flaps indicate 20°.”

When gear indicates up,
“Gear indicates up.”
action: Announce heading
and altitude for missed
approach.
Set Nav Source to FMS.

July 2010
Precision Approach Deviations

P P
± One Half Dot – Glideslope
call: “One half dot (high,

low) and (increasing,
holding, decreasing).”
± One Half Dot – Localizer
call: “One half dot (right,

left) and (increasing,
VAP ± 10 KIAS
call: “Speed (plus or minus)

_____ and (increasing,
At or Below VREF
call: “VREF.” or “VREF minus ____

(knots below VREF).”
Rate-of-Descent Exceeds 1,000 FPM
call: “Sink ____ (amount)

hundred and
(increasing, holding,
decreasing).”

July 2010
Non-Precision Approach
P P
Prior to Initial Approach Fix

checklist except for
slats and flaps.
call: “Slats only.”
call: “Slats selected.” When

slat green light illuminates,
complete.”
At Initial Convergence of Course Deviation Bar
call: “Localizer/course alive.” call: “Localizer/course alive.”
When Annunciators Indicate Course Capture
call: “Localizer/course call: “Localizer/course

captured.” captured.”
Prior to FAF
call: “2 miles/1 minute

from FAF.”
call:
“Gear down.”
“Landing checklist.”

hen gear indicates
W
down,
action:

Complete Landing checklist
except for full flaps and
autopilot/yaw damper.

July 2010
Non-Precision Approach (continued)

P P
At FAF
call: “Outer marker.” or “Final call: “Outer marker.” or “Final

fix.” fix.”
“Altimeters check.”
action: n Starting timing.
Visually crosscheck that
both altimeters agree.
Set altitude alerter.
Check PF and PM
instruments.
Call FAF inbound.
call: “Altimeters check.”
At 1,000 ft. Above MDA
call: “1,000 ft. to minimums.”

call: “Check.”
At 500 ft. Above MDA

call: “Check.”
note: An approach window has the following parameters:

within one dot CDI deflection or 5° bearing
IVSI less than 1,000 FPM
IAS within VAP ±10 Kts or target speed ±10 Kts
n
o flight instrument flags with the landing runway or visual references
not in sight
landing configuration, except for full flaps.
When within 500 ft. above touchdown, the aircraft must be within the approach
window. If the aircraft is not within this window, a missed approach must be
executed.

July 2010
Non-Precision Approach (continued)
P P

call: “Check.”

call: “Check.”
At MDA
call: “Minimums. ____ (time)

to go.” or “Minimums.
____ (distance) to go.”
call: “Check.”
At Point Where PM Sights Runway or Visual References
call: “Runway (or visual

reference) ____ o’clock.”
call: “Going visual. Land.” or

July 2010
Non-Precision Missed Approach

P P
At MAP
call: “Missed approach point.

Missed approach.”
call: “Missed approach.”
action: Apply power firmly action: Assist PF in setting
power for go-around.
and positively. Activate
go-around mode and
initially rotate the nose to
the flight director
go-around attitude.
call: “Flaps – 20.” call: “Flaps selected 20.”
hen flaps indicate 20°,
W

When gear indicates up,
“Gear indicates up.”
action: Announce heading
and altitude for missed
approach.
Select nav source
as appropriate.
At VREF + 5 (Minimum) and 400 ft. Above Airport Surface

(Minimum)
call: “Slats only.”

call: “Slats selected.”
When slats indicates slats
only, “Slats indicated.”

July 2010
Non-Precision Missed Approach (continued)
P P
At VREF + 20 KIAS (Minimum)
call: “Clean wing.” call: “Wing selected clean.”

When slat red light goes
out,
“Wing indicates clean.”
At 1,500 ft. (Minimum) Above Airport Surface and Workload

Permitting
call: “Climb checklist.”

action: Complete Climb
checklist.
call: “Climb checklist
complete.”

July 2010
Non-Precision Approach Deviations

P P
± One Dot – Localizer/VOR
call: “One dot (right, left) and

decreasing).”
±5° At or Beyond Midpoint for NDB Approach
call: “ ____ (degrees off course)

(right, left) and (increasing,
VAP ± 10 KIAS
call: “Speed (plus or minus)

_____and (increasing,
At or Below VREF
call: “VREF.” or “VREF

minus _____ (knots
below VREF).”
Rate-of-Descent Exceeds 1,000 FPM
call: “Sink ____ (amount)

hundred and
decreasing).”

July 2010
Visual Traffic Patterns
P P
Before Pattern Entry/Downwind (1,500 ft. Above Airport

Surface)

checklist.
call: “Slats only.” call: “Slats selected.”
When slat green
light illuminates,

complete.”
Downwind
call: “Gear down.

Landing checklist.”
hen gear indicates
W
down,
action: Complete Landing
checklist except
for full flaps.
At 1,000 ft. Above Airport Surface
call: “1,000 AGL.”

call: “Check.”
At 500 ft. Above Airport Surface
call: “500 AGL.”

call: “Check.”
At 200 ft. Above Airport Surface
call: “200 AGL.”

call: “Check.”

July 2010
Landing
P P
At Point on Approach When PF Sights Runway or Visual

Reference (Landing Assured)
call: “Going visual. Land.

“Flaps full (or 48).”
call: ”Flaps selected
full (or 48).”
action: Push autopilot and hen flaps indicate 48°,
W
disconnect switch. “Flaps indicate full (or 48).”
action: Continue with:
n speed check
n vertical speed check
call: “Autopilot/yaw
n callouts
damper (off/on).”
n gear down verification
n flap verification
call: “Final gear and flaps
recheck.”
“Before Landing checklist
complete.”
At 100 ft. Above Touchdown
call: “100 ft.”
At 50 ft. Above Touchdown
call: “50 ft.”
At Touchdown
call: “Airbrakes.”
action: Extend airbrakes.
call: “Airbrakes extended.”
At Thrust Reverser Deployment
call: “Reverser deployed.”
At 80 KIAS
call: “80 Kts.”

July 2010

July 2010
7
Maneuver Procedures
Contents

Maneuvers
Three Engine Operation
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Before Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Takeoff (General). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Normal Standing Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Rolling Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Crosswind Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Reduced Thrust Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Takeoff Rotation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Rejected Takeoff................................................................................7-10
Initial Climbout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Noise Abatement Climbout................................................................7-10
Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Cruise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Thrust Setting....................................................................................7-10
Turbulent Air Penetration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Operation in Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Inflight Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Airbrake Deployment.........................................................................7-12
Change of Airspeed...........................................................................7-12
Steep Turns.......................................................................................7-12
Stall Recognition and Recovery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Approach to Stall...............................................................................7-13
Clean Configuration - Flaps and Gear Up.........................................7-13
Takeoff Configuration – S + Flaps 20° and Gear Up.........................7-13
Landing Configuration – S + Flaps 48° and Gear Down....................7-14
Unusual Attitudes...............................................................................7-14
Recovery from Nose-High Attitude....................................................7-14
Recovery from Nose-Low Attitude.....................................................7-14
Instrument Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Holding (FAA TERPS)........................................................................7-14
Flight Director....................................................................................7-15

July 2010
Instrument Approach Considerations................................................7-15
Additional Instrument Systems..........................................................7-16
Normal Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Emergency Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Rapid Depressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
VFR Traffic Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Approaches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
Checklist and Configuration...............................................................7-19
Typical Precision ILS Approach and Landing....................................7-19
Typical Non-Precision Approach and Landing...................................7-19
No-Flap Approach and Landing.........................................................7-20
Go-Around/Missed Approach/Balked Landing. . . . . . . . . . . . . . . . . . 7-20
Go-Around Procedure........................................................................7-20
After Missed Approach – Proceeding for another Approach . . . . . . 7-21
After Missed Approach – Departing Area. . . . . . . . . . . . . . . . . . . . . . 7-21
Circling Approach/Circling Pattern. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Thrust Reverser.................................................................................7-22
Crosswind..........................................................................................7-22
Low Level Wind Shear Precautions. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Wet/Contaminated/Very Slippery Runways. . . . . . . . . . . . . . . . . . . . 7-22
Definitions..........................................................................................7-22
Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Wet Runways.....................................................................................7-23
Contaminated Runways.....................................................................7-23
Compacted Snow or Icy Runways.....................................................7-24
After Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
One Engine Inoperative Operation
Engine Failure At V1 – Takeoff Continued. . . . . . . . . . . . . . . . . . . . . . 7-25
ILS Approach and Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Go-Around/Missed Approach/Balked Landing. . . . . . . . . . . . . . . . . . 7-26
Two Engines Inoperative Operation
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
ILS Approach and Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
Go-Around/Missed Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
Flight Profiles
Figure: Normal Takeoff.............................................................. 7-31
Figure: Rejected Takeoff............................................................ 7-33
Figure: Engine Failure at V1 . .................................................... 7-35
Figure: Steep Turns................................................................... 7-37

July 2010
Maneuver Procedures
Figure: Stall Series.................................................................... 7-39

Figure: Recovery from Unusual Attitudes.................................. 7-41
Figure: Precision Approach and Landing................................... 7-43
Figure: Non-Precision Approach and Landing........................... 7-45
Figure: Non-Precision Approach and Landing
(Constant Rate Descent)......................................................... 7-47
Figure: Visual Approach/Balked Landing................................... 7-49
Figure: Circling Approach and Landing...................................... 7-51
Figure: No Flap Approach and Landing..................................... 7-53
Figure: Go Around/Missed Approach......................................... 7-55

January 2013

July 2010
Maneuver Procedures
Maneuvers
This chapter includes a written description of various maneuvers and techniques
during normal (three-engine) operation, one-engine inoperative operation, and
two-engines inoperative operation.

July 2010

July 2010
Maneuver Procedures
Three Engine Operation
Taxiing
Prior to taxiing the Falcon 50EX, complete all items of the Before Taxi checklist.
Obtain clearance and ensure both pilots understand the taxi route prior to aircraft
movement. Both pilots should visually check the area around the aircraft for
ground equipment, other obstructions, and personnel.
When ready to taxi, release the parking brake. Depress and hold the nose
steering wheel while advancing the power levers. The nose steering wheel can
be turned 120° in each direction, with the first 60° of rotation producing up to 6°
of nosewheel turning, and the remaining 60° of rotation producing approximately
54° additional nosewheel turning.
Smoothly pressure the nose steering wheel into and out of each turn to produce
a lurch-free ride. Releasing the downward pressure on the steering wheel allows
the nosewheel to return to its center position rather abruptly; this can cause
lurching while the aircraft is moving, especially in a turn.
When applying power to taxi, use care and good judgment to avoid exhaust blast
to other aircraft, personnel, equipment, and buildings. Apply sufficient power to
start the aircraft rolling; check proper operation of the wheel brakes and then
reduce power to idle. At lighter weights and higher elevations the aircraft may
accelerate easily, even at idle power making it easy to generate taxi speeds
much higher than desired.
When clear of obstacles, check the brakes in both the #1 ON and the #2 OFF
modes while depressing one brake pedal at a time. Both pilots should maintain
good look-out discipline while taxiing. Avoid tests, checks, and paperwork activity
that compromise necessary visual clearing. Taxi speed should be kept to the
minimum practical for safety and for passenger comfort.
Items of the Taxi and Before Takeoff checklists should be accomplished by flow
pattern, then verified by checklist reading and response when visual clearing is
not compromised. Whenever it is necessary to stop the aircraft movement with
the engines running, hold firm pressure on the brake pedals, or set the Park
Brake handle in the aft detent.

July 2010
Before Takeoff
Prior to takeoff, consider the following:
use of flight director
thrust application
brake release
runway alignment
proper use of controls
proper rotation
gear retraction
noise abatement procedures and thrust reduction to climb power
adherence to airport area speed
icing conditions.
The PF’s takeoff briefing, in accordance with SOP, should be clear, concise,
and pertinent to the specific takeoff. Set airspeed bugs according to the SOP.
Navigation aids should be tuned and identified; the specific courses should be
set. The altitude alerter should be set to the proper altitude. When cleared for
takeoff, complete all items of the Takeoff/Lineup checklist.
Takeoff (General)
The N1 gauges are the primary instruments for setting takeoff thrust. The
required takeoff power settings are obtained from the manufacturer’s AFM or the
CAE SimuFlite Falcon 50EX Operating Handbook. The AFM and the Operating
Manual state that for normal takeoffs, this power is set statically and the charted
takeoff performance is based on such setting.
Advancing the power levers quickly full forward may produce momentary
overshoots of the limit values for N1 and ITT; these should return to normal ranges
within a short time. Both pilots should monitor these indicators to ensure limiting
values do not remain exceeded.
Normal Standing Takeoff

Refer to the profile on Page 7-31. Hold the brakes firmly and advance the power
levers to approximately 80% N1. Allow the engines to spool up and stabilize at
nearly equal N1 indications before advancing the levers to the desired takeoff N1.
When power is set, check engine instruments and release the brakes smoothly.
To optimize coordination, the PM should monitor the instruments and assist with
the power levers to enable the PF to concentrate on directional control.
The PF should control direction initially with the nose steering wheel while
maintaining power lever control with the right hand. The PM initially maintains
slight forward pressure on the control column while holding neutral ailerons.
At 80 KIAS (or greater in a strong crosswind), the PF’s left hand releases the
nose steering wheel and moves to the control yoke; directional control is then
accomplished with the rudder pedals. At V1, the PF’s right hand moves to the
yoke in preparation for takeoff rotation.

July 2010
Maneuver Procedures
Rolling Takeoff
A rolling takeoff may be accomplished when actual runway length adequately
exceeds balanced field length and obstacle clearance is not a factor. Once the
aircraft is aligned with the runway, the brakes are applied and power levers
advanced to 80% N1. The brakes are then released and power adjusted to the
takeoff N1 setting prior to 80 KIAS.
Crosswind Takeoff
Directional and lateral control throughout a crosswind takeoff are critical.
The PM holds the yoke forward to keep the nosewheel firmly on the ground
until takeoff rotation. The ailerons should remain in the neutral position, and a
combination of rudder and nosewheel steering should be used until rotation is
begun.
Rudder effectiveness increases with increasing airspeed.
Nosewheel steering use is not restricted by speed, and it should be used
whenever necessary to maintain directional control on the ground.
Reduced Thrust Takeoff

The Falcon 50EX AFM Annex 7 authorizes reduced thrust takeoffs. Using
reduced thrust takeoffs is designed to improve engine service life. It uses the
minimum required takeoff thrust to meet certification requirements.
The assumed temperature method is used to calculate the takeoff performance
requirements. The AFM has strict rules for reduced thrust takeoffs. They are:
only dry, hard surface runways may be used
use of clearways or stopways is not permitted
use in icing conditions is not allowed
the anti-skid must be working
no outstanding mechanical problems affecting the engines or the aircraft’s
performance exist
the maximum N1 reduction cannot exceed 5% below the rated N1 speed
a rated (full power) thrust takeoff must have been made within the last 10 - 20
takeoffs.
A simplified “Reduced Power” chart is available in the CAE SimuFlite Falcon 50EX
Operating Handbook.
Takeoff Rotation
Precisely at VR, smoothly rotate to a takeoff attitude of 14° or to the charted
takeoff attitude (if takeoff is made with Slats only or if obstacle clearance is a
factor).
Smooth rotation prevents a decrease in airspeed. Early or late rotation degrades
takeoff performance.

July 2010
Rejected Takeoff
Refer to the profile on Page 7-33.
For abort prior to V1, immediately and simultaneously apply wheelbrakes, retard
power levers to idle, move airbrake handle to Position 2, and deploy the thrust
reverser. When the thrust reverser is deployed, increase reverse thrust to slow
the aircraft.
If necessary, maximum reverse thrust may be used to a full stop.
Initial Climbout
Once a positive rate-of-climb is indicated by the altimeter and vertical speed
indicator, move the landing gear lever to UP. Confirm gear has retracted and
monitor annunciators and engine instruments.
When the airspeed increases to a minimum of V2 + 15 KIAS (in practical operation,
140 KIAS), retract the trailing edge flaps. At a minimum of V2 + 25 KIAS (in
practical operation, 160 KIAS), clean the wing by retracting the leading edge
slats.
At a minimum speed of 1.5 VS, climb power should be set. The initial setting is
made by reference to the climb N1 (maximum ITT - 991°C). After making the
initial setting, consult the climb N1 chart for the maximum allowable N1 values
and adjust power levers accordingly.
Noise Abatement Climbout

The AFM provides the Falcon 50EX pilot with a noise abatement procedure which
allows the aircraft to meet FAR 36 and ICAO Stage 3 noise levels.
After gear retraction in the initial climb, maintain takeoff power and wing
configuration. The aircraft climbs at V2 + 10 KIAS until reaching 1,815 ft. AGL.
Reduce power to a charted value until clear of the nose-sensitive area; then
increase power to the normal climb N1 values.
Climb
After setting the climb power, complete the climb checklist. Use a flow pattern
with the PM verifying completion and indications with the checklist.
Throughout the climb, the PM compares the indicated N1 with the climb N1
chart.
Cruise
Thrust Setting
Climb power is normally maintained upon level off until acceleration to the desired
cruise Mach. Then adjust power to the appropriate setting. During the climb and
acceleration to cruise speed, the ITT should not be greater than 991°C.

July 2010
Maneuver Procedures
Turbulent Air Penetration

Although the aircraft is not operationally restricted in rough air, do not fly into
known severe turbulence.
Carefully plan turbulence avoidance strategy with an understanding of mountain
wave dynamics, thunderstorm characteristics, and weight versus altitude
buffet margins. When turbulence is encountered, the following steps are
recommended:
1. If turbulence is known or suspected to be moderate or severe, the start
selectors should be placed to AIRSTART and the FASTEN BELT sign
illuminated. Maintain 280 KIAS (0.76 M).
2. Set thrust to maintain target airspeed. Change thrust only for extreme
airspeed variation.
3. With the autopilot not engaged, keep control movements moderate and
smooth. Maintain wings level and desired pitch attitude. Use attitude indicator
as the primary instrument. In extreme drafts, large attitude changes may
occur. Do not make sudden large control movements. After establishing trim
setting for penetration speed, do not change the trim.
4. Reduce altitude to increase the buffet boundary margin if necessary. Do not
chase altitude or airspeed.
5. Ensure yaw damper is engaged to reduce yaw/roll oscillations.
6. If turbulence is penetrated with the autopilot on, engage the Turbulence
mode.

The engine anti-ice systems and the airframe (wing) anti-ice system prevent
the accumulation of ice. They should be turned on prior to encountering icing
conditions.
Engine anti-ice should be used for taxi and takeoff when the ambient temperature
is 10°C (50°F) or below, and visible moisture exists. Engine anti-ice is used in
flight when the total air temperature is 10°C (50°F) or below with visible moisture,
precipitation, or icing.
Wing anti-ice should be used under the same conditions, but must not be used
on the ground. On takeoff it should be turned on after gear retraction. During
approach and landing it may be turned off prior to touchdown, and after landing,
must be turned off no later than clearing the runway.
If there is late activation of the anti-ice in flight, use the following procedure:
1. Place engine start selectors to AIRSTART.
2. Turn on Engine 1 and 3 anti-ice; 30 seconds later, turn on Engine 2 anti-ice.
3. 30 seconds later, turn wing anti-ice on.
For proper anti-ice operation, ensure adherence to the minimum engine N1
settings for the existing phase of flight (see the AFM or the CAE SimuFlite
Falcon 50EX Operating Handbook).
CAUTIO
All anti-ice systems must be turned off any time total air temperature is
10°C (50°F) or higher.

July 2010
Inflight Procedures
Airbrake Deployment
Airbrakes may be used to expedite a descent or reduce airspeed. Buffeting is
noticeable with airbrakes fully extended (Pos 2), but may be reduced by using
Pos 1.
Airbrakes may be used at any speed and if necessary, with the landing gear
and/or wing slats/flaps extended. During approach, extension of the airbrakes is
not recommended below 500 ft. AGL. However, extend airbrakes to help keep N1
speed to no less than specified value, and increase approach speeds.
NOTE: The Angle-Of-Attack (AOA) indicator is inoperative with the
airbrakes extended.
Change of Airspeed
Airbrakes may be used in conjunction with thrust reduction when reducing airspeed
quickly. Reduce thrust to the appropriate setting for the desired airspeed, then
extend the airbrakes. Upon reaching the desired airspeed, retract airbrakes.
Smoothly coordinate all power and flight control inputs to maintain desired
heading, airspeed, and altitude. Airbrakes may also be used to control airspeed
during inflight operation of the engine and airframe anti-icing systems when
higher-than-normal engine power settings are required.
Power settings for the following inflight procedures are based on a gross weight of
30,000 lbs for maneuvers performed at 10,000 ft. MSL and standard temperature.
The power settings are initial guidelines and are approximate; adjust them as
needed to achieve desired parameters.
Steep Turns
Steep turns (45° bank) confirm the aerodynamic principle that increasing bank
requires increased pitch and power to maintain altitude. Refer to the profile on
Page 7-37.
At intermediate altitudes, approximately 10,000 ft. MSL, practice steep turns at
250 KIAS. Start the maneuver on a cardinal heading and altitude.
The initial engine power setting is about 72 - 74% N1. When passing through 30°
bank, increase power setting 2 - 4% N1 and pitch attitude approximately 2°. Trim
out back pressure as needed. Lead the roll-out heading approximately 15° and
reduce thrust and pitch to the original settings.

July 2010
Maneuver Procedures
Stall Recognition and Recovery

Approach to Stall
The approach to stall should be continued only to the first warning indication of a
stall (audible or visual stall warning or airframe buffet, whichever occurs first).
At the first warning indication, (aural “STALL” warning, airspeed indication turns
red, stall cue changes to a “checkerboard” pattern) initiate an immediate recovery.
Do not allow the aircraft to go into a full stall. Refer to the profile on Page 7-39.
Perform the approach to stall in clean, takeoff, and landing configurations.
Practice altitude should be no higher than 20,000 ft. MSL (AFM limitation), and
no lower than 5,000 ft. above terrain.
Before practicing approaches to stall, set airspeed indicator bugs to VREF.
CAUTIO

The above discussion is presented only in the context of recovery training.
Stalls in high performance aircraft should not be deliberately executed
unless they are part of a supervised pilot training program. Safety of
flight considerations dictate that the utmost caution be employed during
such exercises.
Clean/Cruise Configuration – Flaps and Gear Up

While maintaining altitude and heading (wings level), retard power levers to
idle. As the aircraft slows, maintain altitude with autopilot engaged. Trim would
be controlled by autopilot. Slow to first indication of stall aural "STALL", buffet,
airspeed red checkered pattern.
At the first indication of stall, simultaneously accomplish the following:
1. Set the autopilot to OFF
2. Reduce angle of attack using AMI (trim as necessary)
3. Bank – Level the wings
4. Set the throttles to MAXIMUM THRUST
5. Retract the airbrakes
6. Regain control of aircraft and recover to maneuvering speed and flight path
appropriate for the airplane's configuration
7. Do not exceed any limitations
NOTE: Evaluation criteria for a recovery from an approach to stall should
not mandate a predetermined value for altitude loss and should
not mandate maintaining altitude during recovery.
Takeoff/approach configuration – S + Flaps 20° and Gear Up

Establish a level turn using 15 to 30° bank; retard power levers to idle. As the
aircraft slows, maintain altitude with back pressure. Use trim to reduce stick
forces; however, stop trimming at 140 Kts. Slow to first indication of stall aural
"STALL", buffet, airspeed red checkered pattern.

January 2013
Landing Configuration – S + Flaps 48° and Gear Down

While maintaining altitude and heading (wings level), retard power levers to
50% N1. Use trim to reduce stick force; however stop trimming at VREF. Slow to
first indication of stall aural "STALL", buffet, airspeed red checkered pattern.
Unusual Attitudes
A number of causes (i.e., jet upset, failed attitude references, autopilot malfunction,
pilot incapacitation) may result in unusual attitudes. Prior to executing the
proper recovery, confirm the unusual attitude by cross-checking the attitude
indicators, altimeters, vertical speed and airspeed indicators. Refer to profile on
Page 7-41.
Recovery from Nose-High Attitude

After confirming a nose-high/low airspeed condition exists, apply full thrust while
rolling towards the nearest horizon. Up to a 90° bank may be used depending on
the severity of the condition.

January 2013
Maneuver Procedures
Slow to holding speed within 3 minutes prior to reaching holding fix. Holding
pattern recommended entries are parallel, teardrop, and direct.
Outbound timing begins over or abeam the holding fix, whichever occurs later.
The initial outbound leg is flown for 1 or 1.5 minutes as appropriate for altitude.
Inbound leg time at 14,000 ft. MSL or below is 1 minute. Above 14,000 ft. MSL,
the inbound leg time is 1 and 1.5 minutes.
Timing of subsequent outbound legs should be adjusted as necessary to achieve
proper inbound leg time. For a crosswind correction, double the inbound drift
correction on the outbound leg.
Flight Director
The flight director is effective for making an accurate approach in adverse weather
conditions. If command bars are followed precisely, the flight director computes
drift corrections based on track results. These computations command slow and
deliberate corrections toward interception of track and glideslope.
While following the flight director commands, remember to crosscheck the raw
data presentations. The flight director is extremely reliable, but the command
bar(s) displays computed (trend) information only.
Monitor the warning lights for indication of malfunction. If the computer is not
working properly, erroneous information may be presented.
Instrument Approach Considerations

Several factors should be considered prior to commencing an approach in a
high performance jet aircraft. The pilot must have a thorough knowledge of
the destination and alternate weather conditions before descending out of the
high altitude structure. Many weather and traffic advisory sources are available,
including:
flight service stations that may be used enroute any time to obtain the latest
destination and alternate weather conditions.
ARTCC where controllers can obtain information (if requested) pertaining to
traffic delays and whether aircraft are successfully completing approaches.
ATIS.
destination tower and/or Approach Control.
If weather is at or near minimums for the approaches available, review how
much time and fuel is needed to go to an alternate.

July 2010
To continue the approach to a landing after arrival at minimums, FAR 91.175
requires that:
a. Operation below DA or MDA. Where a DA or MDA is applicable, no pilot
may operate an aircraft at any airport below the authorized MDA or continue
an approach below the authorized DA unless —
1. The aircraft is continuously in a position from which a descent to a landing
on the intended runway can be made at a normal rate of descent using
normal maneuvers, and for operations conducted under part 121 or part
135 unless that descent rate will allow touchdown to occur within the
touchdown zone of the runway of intended landing;
2. The flight visibility is not less than the visibility prescribed in the standard
instrument approach being used; and
3. Except for a Category II or Category III approach where any necessary
visual reference requirements are specified by the Administrator, at least
one of the following visual references for the intended runway is distinctly
visible and identifiable to the pilot:
i. The approach light system, except that the pilot may not descend below
100 ft. above the touchdown zone elevation using the approach lights
as a reference unless the red terminating bars or the red side row
bars are also distinctly visible and identifiable.
ii. The threshold.
iii. The threshold markings.
iv. The threshold lights.
v. The runway end identifier lights.
vi. The visual approach slope indicator.
vii. The touchdown zone or touchdown zone markings.
viii. The touchdown zone lights.
ix. The runway or runway markings.
x. The runway lights.
b. Landing. No pilot operating an aircraft may land that aircraft when the
flight visibility is less than the visibility prescribed in the standard instrument
approach procedure being used.
Additional Instrument Systems

The following additional equipment is available on most aircraft and should be
set according to company SOP:
radio altimeter
EGPWS
VNAV

July 2010
Maneuver Procedures
Normal Descent
As descent is initiated, set the pressurization control for landing. The cabin
pressure controller may initially be set to:
QNH and true landing field altitude
QFE of landing field and altitude 0
29.92 in. of Hg and QNE
The manufacturer then recommends setting the pressure controller to 300 ft.
below field elevation. The latter setting results in the aircraft landing slightly
pressurized, but it depressurizes within 30 seconds after touchdown. Many
operators, however, use a final setting slightly above field elevation to land
depressurized.
Continue to monitor the differential pressure, cabin altitude, and cabin vertical
speed throughout descent. The most comfortable condition occurs when cabin
descent is distributed over the majority of the aircraft descent time.
The engine and wing anti-ice systems should be on when operating in visible
moisture if the total air temperature is 10°C (50°F) or below.
Double check landing field information and estimated arrival gross weight;
check runway requirements and determine VREF and VAP (VAP equals VREF plus
configuration correction, if there is any, plus wind factor; minimum is 10 Kts,
maximum is 20 kts). When descending through the transition altitude, set the
altimeters to field pressure and check for agreement.
Emergency Descent
An emergency descent moves the aircraft rapidly from a high altitude to a lower
altitude; it is most often used in conjunction with a loss of pressurization. Follow
the steps given below during the emergency descent:
1. AP – Disengaged
2. Power levers – Idle
3. Airbrake handle – Position 2
4. Descent airspeed – VMO/MMO, smooth air conditions
5. ATC transponder – Mayday code (77 00)
CAUTIO
The above procedure assumes structural integrity of the airplane.
If structural integrity is questioned:
Limit airspeed to lowest practical value.
Avoid high maneuvering loads.

July 2010
Rapid Depressurization
If rapid depressurization occurs follow the given below steps:
1. Crew oxygen masks − 100% − Donned
2. Microphone selector − MASK
3. FASTEN BELTS and NO SMOKING light pushbuttons − On
4. Oxygen controller and passenger masks - OVERRIDE − Donned
5. Emergency descent − Initiated
VFR Traffic Pattern

The traffic pattern altitude is normally at 1,500 ft. AGL. At uncontrolled airports,
comply with the prescribed traffic flow for that airport. Refer to profile on
Page 7-49.
The specific power settings stated in the following paragraphs apply to a flight
weight of about 30,000 lbs at a sea-level airport with standard day atmospheric
conditions.
Before entering downwind leg, complete the Approach checklist.
Set Slats + 20° Flaps and slow to 140 KIAS. Target power setting is approximately
68% N1. Abeam the end of the runway, select gear down and maintain airspeed.
Complete the Before Landing checklist.
The base turn is flown at 140 KIAS; power is set at about 65% N1 and a descent
rate of 600 - 800 FPM is maintained. Upon intercepting the glide path, set
landing flaps (48°). As airspeed approaches VAP, set power to maintain VAP (about
72% N1). Cross the threshold at VREF + wind factor.
Figure 7-1 gives approximate power settings required to maintain VREF + 10 Kts
in the landing configuration (S + 48° flaps, gear down) on a normal glideslope.
AIRCRAFT
WEIGHT 22 24 26 28 30 32 34 36 38
(x 1000 LB.)
APPROACH
N1
PERCENTS 66 68 70 72 74 76 78
Figure 7-1: Approximate Power Settings

July 2010
Maneuver Procedures
Approaches
Checklist and Configuration
For instrument approaches where a procedure turn is flown, the Approach checklist
should be completed and flaps set at 20°. The aircraft is slowed to 140 KIAS
with power set to approximately 68% N1 when passing the IAF outbound.
If the aircraft is receiving radar vectors for an approach, the Approach checklist
and aircraft configuration changes should be completed when abeam the FAF, or
3 - 5 miles before the FAF for a straight-in approach.
At uncontrolled airports, make all required position/intention reports on the
appropriate Traffic Advisory frequency.
Typical Precision ILS Approach and Landing

An ILS approach is considered normal when all engines, the appropriate ILS
facilities, and the airborne equipment are operating normally. Refer to profile on
Page 7-43.
1. When established on the localizer inbound to the FAF, ensure flaps are set
for 20°.
2. Maintain airspeed at 140 KIAS.
3. When the glideslope indicates one dot prior to intercept, lower the landing
gear. Complete the Before Landing checklist.
4. At glideslope intercept, begin descent and extend flaps to 48°.
5. Maintain airspeed at VAP with power set at approximately 72% N1.
6. At or before DA/DH, establish visual contact with the runway.
7. Reduce power slightly to ensure crossing the runway threshold at VREF plus
wind factor.
Typical Non-Precision Approach and Landing

Refer to the profile on Page 7-45.
When established on the inbound course to the FAF:
1. Set Slats + 20° Flaps and complete the Approach checklist.
2. Adjust airspeed to 140 KIAS: the power setting should be about 68% N1.
3. Extend landing gear and complete the Before Landing checklist (except
for final flap setting) before the FAF. Maintain 140 KIAS with the power of
approximately 72% N1.
4. Upon crossing the FAF, start timing, notify ATC, and descend to the MDA
while maintaining 140 KIAS with power at about 58% N1. Vertical speed in
descent should normally be 1,000 - 1,500 FPM.
5. After leveling off at MDA, increase power to approximately 72% N1 to hold
airspeed at 140 KIAS while proceeding to the VDP or the MAP.
6. With the runway landing environment in sight, set landing flaps (48°) and
slow to VAP while intercepting the proper visual glidepath for landing.

July 2010
No-Flap Approach and Landing
Maintain a minimum airspeed of 1.5 VS while maneuvering with power set to
about 65% N1. Plan for a long final approach. Extend Slats (if available) when the
glideslope is alive and maintain 160 KIAS until glideslope capture.
If no slats are available, maintain 1.5 Vs until glideslope capture. Lower landing
gear early in the approach to help control airspeed. Complete the Before Landing
checklist.
Once established on final, reduce to VREF + 20 KIAS + wind factor (with Slats
extended) or VREF + 30 KIAS + wind factor (with clean wing). The stabilized power
settings on final should be about 50% N1.
The aircraft has a tendency to float because of increased airspeed and low drag
configuration; this can be countered by flying the aircraft onto the runway and
using minimal flare to break the descent rate. Expect landing field length to be
longer than normal. Refer to the profile on Page 7-53.
Go-Around/Missed Approach/Balked
Landing
Accomplish the go-around/missed approach/balked landing at the DA/DH or
MDA with time expired (if applicable) and runway visual reference either not in
sight or not in a position from which a normal visual landing approach can be
accomplished.
Go-Around Procedure
Refer to the profile on Page 7-55. Accomplish the following:
1. Apply go-around power.
2. Push the go-around button; rotate to the flight director go-around attitude
(approximately 14° nose-up). Ensure airbrakes are retracted.
3. With airspeed at a minimum of VREF - 5 KIAS, set flaps to 20°. Retract gear at
indication of a positive rate-of-climb.
4. When clear of obstacles (400 ft. AGL minimum) and at a minimum airspeed
of VREF + 20 KIAS, clean the wing and accelerate to 1.5 VS minimum. Adjust
pitch attitude and power as necessary.
5. When clear of obstacles, reduce power to climb N1. At the relatively light gross
weight at which missed approaches are normally accomplished, the aircraft
accelerates quickly. Pitch and power need to be adjusted accordingly.
6. Set the flight director as required. Use the heading bug and the heading
mode to fly a desired heading, and a navigation mode and the course
selector to capture a desired radial/track. After the initial fixed climb attitude
(14° nose-up) is established, variable climb attitudes may be commanded
with the pitch synch button on the control yoke. Desired climbs or altitudes
may then be captured and maintained by using one of the vertical modes.
7. Confirm the level-off altitude and heading/course needed for the missed
approach. Comply with the published missed approach instructions unless
other directions are received from ATC.

July 2010
Maneuver Procedures
After Missed Approach – Proceeding for

another Approach
Accomplish the following:
1. After level off, complete the Climb checklist and maintain 1.5 VS minimum.
2. Complete the Approach checklist. In the S + 20° flap configuration, maintain
140 KIAS.
After Missed Approach – Departing Area

Accomplish the following:
1. Accelerate to normal climb speed.
2. Complete Climb checklist.
3. Follow normal climbout procedures.
Circling Approach/Circling Pattern

A circling approach is an instrument approach requiring a heading change of 30°
or more to align the aircraft with the landing runway. Once visual conditions are
reached, the circling approach is a modified version of the VFR traffic pattern.
Refer to profile on Page 7-51.
Turbulence, strong winds, poor visibility, and low maneuvering altitude are
factors that must be considered when planning a circling approach. Plan to use
a minimum circling altitude and distance appropriate to the airspeed or approach
category. At uncontrolled airports observe local traffic direction and restrictions.
It is recommended that the approach be flown with gear down and flaps 20° until
arriving at a position from which a normal descent for landing can be made. At
that time, begin descent, select flaps 48°, and slow to VAP.
While maneuvering during the circling approach, fly a minimum of 140 KIAS.
When established on final in the landing configuration, fly at VAP until reducing
power slightly to cross the runway threshold at VREF + wind factor.
Landing
With S + 48° flaps, cross the threshold at 50 ft. AGL with a speed of VREF + wind
factor. The aircraft pitch attitude is approximately 2° nose-up. Reduce thrust to
idle. At about 30 ft. AGL, gradually increase pitch to decrease the rate of descent;
this results in a pitch attitude of approximately 8° nose-up at touchdown.
For approach and landing with S + 20° flaps, pitch attitudes are approximately 4°
nose-up on approach and approximately 10° nose-up on touchdown.
Upon touchdown, lower the nosewheel smoothly to the runway, extend the
airbrakes (Pos. 2), and apply braking as necessary. Use rudder, differential
braking, and nosewheel steering to maintain directional control, and deploy the
thrust reverser.

July 2010
Thrust Reverser
If necessary, reverse thrust may be used to shorten the landing roll between
touchdown and full stop. Pull the reverser lever up and aft; after the thrust reverser
doors are fully deployed (as indicated by the green DEPLOYED light), smoothly
pull the lever further aft to increase reverse thrust to a maximum N1 of 93%.
Crosswind
The maximum demonstrated crosswind for the Falcon 50EX is 30 Kts. On the
final approach in a crosswind, the crab approach or the wing-down method may
be used.
Do not allow the aircraft to float with power off prior to touchdown. Fly to touchdown
with little, if any, flare. Deploy airbrakes on touchdown. At nosewheel touchdown,
neutralize the ailerons. Use rudder, nosewheel steering, and differential braking
for directional control. Nosewheel steering may be used at any speed after
nosewheel touchdown.
Low Level Wind Shear Precautions

Dassault publishes information in the Falcon 50EX Operating Manual,
Section 4, concerning wind shear. Avoidance is the primary solution to windshear.
However if encountered, use maximum power and pitch to prevent altitude loss.
Landing gear should be retracted as soon as possible.
Wet/Contaminated/Very Slippery Runways

To assist the Falcon 50EX pilot in identifying the many factors involved in operating
on other-than-dry, hard surface runways, the manufacturer has provided Service
Newsletter No. 34 (April 1987). A synopsis of the definitions and considerations
from this document is provided below.
Definitions
Wet runway – Not covered to any extent with standing water; water depth is not
measurable or less than ⅛ in.
Contaminated runway – Covered by standing water, slush, wet snow, or loose
dry snow. The depth of such matter is greater than ⅛ in. and covers at least 25%
of the required length.
Compacted snow runway – The snow has been packed into a solid mass into
which the aircraft’s wheels do not sink.
Very slippery runway – Covered with ice or black ice; some parts of a runway
can also be very slippery due to a mixture of oil, rubber and water.
Hydroplaning speed (Vh) – The ground speed at which the hydro-dynamic
pressure build-up between the aircraft’s tires and the water film on the runway is
sufficient to lift the tire surface off the ground.

July 2010
Maneuver Procedures
In this situation, wheel braking and steering effectiveness are diminished.

Manufacturer’s tests have shown that the hydroplaning speed for the
Falcon 50EX can be approximated by the formula:
Vh = 6.4 √tire pressure (PSI)
At normal tire inflation pressures, Vh for the nose and main wheels is 77 Kts and
91 Kts, respectively.
When operating on runways contaminated by standing water, in addition to the
aerodynamic drag, the aircraft is also subject to hydrodynamic drag and plume
drag. The total (hydrodynamic plus plume) drag increases proportionally, up to
Vh, and reaches about 3,100 lbs for a ⅜ in. water depth, then decreases slowly
at speeds above Vh.
If the runway is contaminated by slush, wet snow or dry snow, the equivalent
water depth should be determined. A chart for determining equivalent water
depth is found in the Falcon 50EX Performance Manual.
When braking on non-dry runways, the braking coefficient of friction may be
reduced by 20% to 50% on wet runways, by up to 75% on contaminated runways,
by 60% to 90% on snow compacted runways, and by 90% on very slippery
runways.
NOTE: The thrust reverser may be used to a full stop and stops the
aircraft (at low landing weight with no wind and no braking) in
about 5,000 ft.
Recommendations
Wet Runways
Throughout the ground phase of operation on such runways, ensure that the
start selectors are in the AIRSTART position. If a crosswind is present, maintain
neutral ailerons and hold forward yoke pressure for better nosewheel steering.
For landing operations, increase landing distance and landing field length by
15%. For takeoff operations, do not use reduced thrust and add 15% of the wet
runway landing distance to the takeoff balanced field length.
Contaminated Runways
Operation on such runways should be avoided whenever possible especially
during and immediately after heavy rainfall. If the surface contaminant is slush
or snow, use the Performance Manual charts to determine the equivalent water
depth.
The maximum recommended equivalent water depth is 0.5 in.; the anti-skid
system must be operable and maximum crosswind is limited to 15 Kts.
In a crosswind, use the same control techniques as for a wet runway. Start
selectors should be in the AIRSTART position.

July 2010
For landing operations: multiply the normal landing distance by 2, then add this
to landing field length to obtain a contaminated Landing Field Length (LFL). Use
thrust reverser as soon as possible and do not apply wheel brakes until below
hydroplaning speed (75 - 95 Kts on water, slightly more on snow) and then apply
them fully.
For takeoff operations, adopt V1 = VR and do not use reduced thrust. Use the
Performance Manual charts to determine the takeoff distance with the equivalent
water depth and then add double the landing distance; this gives a balanced field
length with a safety margin.
In the event the takeoff is rejected, use the above landing recommended stopping
procedures.
After takeoff, delay gear retraction (to blow off contaminant accumulation) and
then cycle the gear several times (to shake off any accumulation from the landing
gear and brakes).
Compacted Snow or Icy Runways

When considering operation on these types of runways, the manufacturer says:
“It is safer to neither takeoff nor land.”
Maximum crosswind is limited to 5 Kts. If a landing on such a runway is
contemplated, the landing distance is equal to the dry runway distance times
2 (compacted snow) to 3.34 (black ice). Then add that result for the new landing
field length.
Upon touchdown, apply brakes with anti-skid fully and use the thrust reverser as
soon as possible.
Nosewheel steering is of little help. Takeoffs on such runways should be avoided
if at all possible because directional control is poor to nil. Do not use reduced
thrust.
After Landing
After clearing the runway, complete the After Landing checklist. The engines
should be operated at idle for at least 2 minutes (taxi time may be included) prior
to shutdown. After the aircraft is parked, complete the Shutdown checklist.

July 2010
Maneuver Procedures
One Engine Inoperative

Operation
Engine Failure At V1 – Takeoff Continued

With an engine fire or failure indication after V1, continue the takeoff. Refer to the
profile on Page 7-35.
Maintain directional control using the rudder and nosewheel steering, and
accelerate to VR - V2. At VR, rotate the aircraft to 14° nose-up (or the pre-computed
pitch attitude), and climb at V2 minimum. If the indication occurs after exceeding
V2, maintain the existing airspeed. Retract the landing gear when a positive
rate-of-climb is established.
When clear of obstacles (minimum 400 ft. AGL), accelerate to V2 + 15 KIAS
and retract the flaps; continue acceleration to V2 + 25 KIAS and clean the wing.
Increase speed to 1.5 VS, reduce to climb power, and continue the climb to
1,500 ft. (or required altitude) above the takeoff field elevation.
When time and conditions permit, complete the Climb checklist and the Engine
Fire and/or Engine Failure checklist(s).
ILS Approach and Landing

A one-engine inoperative approach is flown essentially the same as an approach
with all engines operating. Landings may be made with S + 20° flaps or
S + 48° flaps. On final approach, however, flaps are not extended beyond 20° until
landing is assured (normally 200 ft. AGL). Refer to the profile on Page 7-43.
Up to the final descent point, the aircraft is configured normally with the previously
recommended speeds flown for each configuration. Two engine thrust settings
are slightly higher than comparable three engine settings. If adequate runway
is available, a landing in the S + 20° flap configuration avoids the large trim and
power changes required by selection of S + 48° flaps.
If rudder trim has been used during the approach to counter the asymmetric
thrust, zero the rudder trim prior to or during the landing power reduction to
prevent unwanted yaw. Thrust reduction and flare are similar to a normal landing.
Thrust reduction should be slower than normal to counter roll due to yaw effect.
Consequently, slightly less flare than normal is required to prevent floating.
After touchdown, lower the nose, extend the airbrakes, apply wheel braking, and
neutralize the ailerons. Use rudder and nosewheel steering as required. Reverse
thrust may be used on an operating center engine.

July 2010
Go-Around/Missed Approach/Balked
Landing
Apply takeoff power on the operating engines and push the flight director
go-around button to select the Go-Around mode. Rotate to approximately 14°
nose-up as commanded by the flight director and retract the flaps to 20° (slats
only if landing was necessary with S + 20° flaps). As thrust is increased, apply
rudder pressure as required to counter yaw.
Maintain the go-around pitch attitude and minimum airspeed of VREF + 5 KIAS for
S + 20° flaps (or VREF + 20 KIAS in the slats only configuration). Retract the landing
gear when a positive rate-of-climb is established. Climb to 400 ft. AGL (minimum),
then retract flaps at VREF + 5 KIAS (minimum) and slats at VREF + 20 KIAS (minimum).
Continue accelerating to 1.5 VS, set climb power, and continue climb on the published
missed approach.
When time permits, the PM sets the PF’s heading bug on the missed approach
heading and selects the requested modes on the flight director. At the appropriate
time, advise ATC of the missed approach and request further clearance (another
approach or a divert to the alternate airport).

July 2010
Maneuver Procedures
Two Engines Inoperative

Operation
General
Operation of the Falcon 50EX with two engines inoperative presents a serious
challenge for the flight crew. The AFM should be consulted to determine the
enroute and approach climb limited weights; the aircraft gross weight should
be reduced accordingly. The best possible airport and weather conditions must
be sought, and an emergency declared with ATC. The aircraft’s electrical load
should be reduced as necessary, and the fuel, hydraulic, and bleed air systems
properly managed to assure a successful approach and landing.
ILS Approach and Landing

Until the aircraft begins the descent at the FAF or glideslope intercept, the
airspeed must be maintained at or above 1.5 VS. Whenever possible, an ILS
glideslope should be used for vertical guidance.
With Engines 1 and 2 inoperative, the landing gear must be extended
with the manual release handles (and thereafter cannot be retracted); a
longer-than-normal final is needed, and the aircraft is committed to land when
the gear is down. Maintain the glideslope intercept altitude and 1.5 VS with
engine power of approximately 88% N1. Extend the emergency slats, intercept
the glideslope, and maintain speed while reducing power to about 78% N1.
Prior to 1,000 ft. AGL, the decision of wing configuration (S + 0° flaps or S + 20°
flaps) for landing is made. If not previously completed, make the final slat/flap
selection at 1,000 ft. AGL. Also at 1,000 ft. AGL, slow to VAP and set the operating
engine N1 to hold that speed until crossing the runway threshold.
With Engine 1 or 2 operating, the wing slats are extended normally at one dot
below the glideslope. In this configuration, the aircraft is not committed to land
until descending below 1,000 ft. AGL; if committed to land, extend the landing
gear at 1,000 ft. AGL. The final slat/flap selection is then made and the remainder
of the approach flown as previously described.
Maintenance of VAP and glideslope are critical factors if the landing is to be
successful. If the actual final approach is too low or too slow, excessive power
may be required to correct the flight path. If the approach angle is too steep
and/or the approach speed too fast, the touchdown point and landing rollout
are extended, possibly beyond the runway length requirements. Minimum flare
should be used for landing to prevent floating, and the pre-briefed airbrake,
thrust reverser, and wheel braking devices and techniques employed as soon as
applicable upon touchdown.

July 2010
Go-Around/Missed Approach
As previously stated, with Engines 1 and 2 inoperative, a decision to go-around
must be made prior to gear extension. Apply go-around thrust, attain/maintain
1.5 VS minimum, and accomplish the ATC-directed missed approach instructions
or the published missed approach. Request vectors for another approach or for
divert to an alternate airport.
If the aircraft is established on the glideslope with slats, or slats and flaps
extended, the go-around decision must be made not later than 1,000 ft. AGL.
Apply go-around thrust while continuing the descent on the glideslope. Continue
the descent while speed increases to a minimum of VREF + 25 KIAS, then clean
the wing. As the speed approaches 1.5 VS minimum, smoothly rotate the aircraft
into a climb while maintaining 1.5 VS minimum. Comply with the missed approach
instructions, and request another approach or divert to the alternate airport.

July 2010
Maneuver Procedures
Flight Profiles
The following flight profiles illustrate how selected maneuvers are performed.
Each maneuver is broken down into sequential events that illustrate appropriate
configurations.
Takeoff
Rejected Takeoff
Engine Failure at V1 – Continue Takeoff
Steep Turns
Approach to Stall Series
Recovery from Unusual Attitudes
Precision Approach and Landing
Non-Precision Approach and Landing
Non-Precision Approach and Landing (Constant Rate Descent)
Visual Approach/Balked Landing
Circling Approach/Circling Pattern
No-Flap Approach and Landing
Go-Around/Missed Approach

July 2010

July 2010
Maneuver Procedures
Normal Takeoff
8
1 TAKEOFF AIRSPEED - ALLOW TO INCREASE
FLIGHT DIRECTOR - SET AT V2 + 15 KTS (MIN) AND AT LEAST 400' AGL (PRACTICAL 140 KT)
BRAKES - HOLD CONFIGURATION - SLATS
POWER - SET T/O THRUST AT V2 + 25 KTS (MIN) (PRACTICAL 160 KTS)
BRAKES - RELEASE
CONFIGURATION - CLEAN
AIRSPEED 1.5 VS (MIN)
3 AT 80 KT
AIRSPEED INDICATORS - CROSSCHECK POWER - SET MAX CLIMB
AFTER TAKEOFF CHECKLIST - COMPLETE
5 AT V1
CALL "V1"
RIGHT HAND - MOVE TO CONTROL WHEEL
2 ROLLING TAKEOFF*
POWER - FULL THRUST
*SEE NOTE
4 AT 3,000 FT AGL MINIMUM

9
WHEN APPROPRIATE CLIMB CHECKLIST - COMPLETE
AIRSPEED - 1.5 VS (MIN)
NOSE STEERING WHEEL - RELEASE POWER - MAX CONTINUOUS
LEFT HAND - MOVE TO CONTROL WHEEL CONFIGURATION - CLEAN
AT VR
NOTE: THE AFM DOES NOT PRESENT ROLLING 6
CALL "VR" 7 AT POSITIVE RATE OF CLIMB
TAKEOFF DATA, HOWEVER, THE TAKEOFF GEAR UP
ROTATE TO COMPUTED
WILL MEET RUNWAY REQUIREMENTS IF
PITCH ATTITUDE
FULL TAKEOFF THRUST IS ACHIEVED AT A
D5MV001I-TM
POINT WHERE THE REMAINING RUNWAY
IS GREATER THAN THE BALANCED FIELD
LENGTH REQUIRED.

July 2010

July 2010
Maneuver Procedures
Rejected Takeoff
1 T AKEOFF
FLIGHT DIRECTOR - SET
BRAKES - HOLD
POWER LEVERS - FULL FORWARD
BRAKES - RELEASE
TIMING - START
3 PRIOR TO V1
ROLLING TAKEOFF*
DECISION TO REJECT
POWER - FULL THRUST
CALL "ABORT" - ABORT AS BRIEFED
*SEE NOTE BRAKES - MAXIMUM PRESSURE
POWER LEVERS - IDLE
AIRBRAKES - POSITION 2
THRUST REVERSER - DEPLOY
LEFT HAND - MOVE TO STEERING
AT 80 KT
2 AIRSPEED INDICATORS -
CROSSCHECK
NOSE STEERING WHEEL -
RELEASE WHEN APPROPRIATE
LEFT HAND - MOVE TO
CONTROL WHEEL
NOTE: THE AFM DOES NOT PRESENT ROLLING

TAKEOFF DATA, HOWEVER, THE TAKEOFF
WILL MEET RUNWAY REQUIREMENTS IF 4 BE PREPARED TO
ACCOMPLISH EMERGENCY SHUTDOWN AND
EVACUATION CHECKLIST IF REQUIRED
CLEAR THE RUNWAY, IF POSSIBLE
D5MV002i-TM
LENGTH REQUIRED.

July 2010

July 2010
Maneuver Procedures
Engine Failure at V1
10 1500 FEET AGL (MIN)

8 CHECKLIST - ENGINE
1 TAKEOFF PITCH - MAINTAIN AS CALCULATED FAILURE AT V1 - COMPLETE
FLIGHT DIRECTOR - SET AIRSPEED - MAINTAIN V (MIN) OR CONTACT ATC
2
BRAKES - HOLD SPEED ATTAINED UNTIL 400 FT. AGL (MIN)
POWER - SET T/O THRUST
BRAKES - RELEASE
3 AT 80 KT
AIRSPEED INDICATORS - CROSSCHECK
5 AT V1
RIGHT HAND - MOVE TO CONTROL WHEEL
ENGINE FAILURE RECOGNIZED
MAINTAIN DIRECTIONAL CONTROL
2 ROLLING TAKEOFF*
POWER - FULL THRUST 9 AT 400 FT AGL MINIMUM
*SEE NOTE AIRSPEED - ACCELERATE TO V2 +15
CONFIGURATION - SLATS
4 AIRSPEED - ACCELERATE TO V2 +25
WHEN APPROPRIATE CONFIGURATION - CLEAN
AIRSPEED - 1.5 VS
NOSE STEERING WHEEL - RELEASE POWER - SET CLIMB POWER
LEFT HAND - MOVE TO CONTROL WHEEL FAILED ENGINE - IDENTIFY
AT VR
NOTE: THE AFM DOES NOT PRESENT ROLLING 6 7
ROTATE TO 14° (MIN) AT POSITIVE RATE OF CLIMB
TAKEOFF DATA, HOWEVER, THE TAKEOFF (OR COMPUTED PITCH ATTITUDE) CONFIGURATION - GEAR UP
WILL MEET RUNWAY REQUIREMENTS IF
D5MV003I-TM
LENGTH REQUIRED.

July 2010

July 2010
Maneuver Procedures
Steep Turns
2 BANK - SMOOTHLY ROLLTO 45°

ALTITUDE - MAINTAIN
TRIM - AS DESIRED
PITCH - INCREASE TO 3.5°
POWER - SET TO MAINTAIN
ALTITUDE AND AIRSPEED
1 CLEAN CONFIGURATION
POWER - 74%
AIRSPEED - 250 KIAS
ATTITUDE - 2 °
4 LEAD ROLL OUT TO ASSIGNED HEADING BY

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

AIRSPEED - MAINTAIN 250 KIAS
THIS MANEUVER MAY BE USED FOR 180° OR 360° BANK - MAINTAIN 45°
TURN, AND MAY BE FOLLOWED BY A
REVERSAL TO THE OPPOSITE DIRECTION.
TOLERANCES:
D5MVOO4i-TM
SPEED ± 10 KIAS
ALTITUDE ± 100 FT
BANK ± 5°
HEADING ± 10°

July 2010

July 2010
Maneuver Procedures
Stall Series
TAKEOFF/APPROACH CONFIGURATION
2 GEAR - UP *BANK IS SHOWN IN TAKEOFF
SLATS/FLAPS - 20° CONFIGURATION STALL, BUT
MAY BE INCLUDED IN ANY OF
AUTOPILOT - OFF THE STALL DEMONSTRATIONS.
THROTTLES - IDLE E
ITUD
PITCH - MAINTAIN LEVEL FLIGHT LT BEFORE BEGINNING STALL PRACTICE
NTA VREF - SET APPROACH SPEED
BANK - 15°-30°
TA
TRIM - AS DESIRED 140 Kts ONS
C
SLOW TO FIRST INDICATION OF STALL AURAL "STALL",
BUFFET, AIRSPEED RED CHECKERED PATTERN
RECOVERY PROCEDURE CLEAN/CRUISE CONFIGURATION

AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY 1 GEAR - UP
ACCOMPLISH THE FOLLOWING: FLAPS - UP
- AUTOPILOT - OFF
- PITCH - REDUCE ANGLE OF ATTACK AUTOPILOT - ON
USING AMI (TRIM AS NECESSARY) THROTTLES - IDLE
- BANK - LEVEL THE WINGS PITCH - MAINTAIN LEVEL FLIGHT (AUTOPILOT)
- THROTTLES - MAXIMUM POWER
BANK - WINGS LEVEL
- AIRBRAKES - RETRACT
- REGAIN CONTROL OF AIRCRAFT AND RECOVER TO TRIM - AUTOPILOT CONTROLLED
MANEUVERING SPEED AND FLIGHT PATH APPROPRIATE SLOW TO FIRST INDICATION OF STALL AURAL “STALL”,
FOR THE AIRPLANE'S CONFIGURATION BUFFET, AIRSPEED RED CHECKERED PATTERN
- DO NOT EXCEED ANY LIMITATIONS
RECOVERY PROCEDURE
AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY
ACCOMPLISH THE FOLLOWING:
- AUTOPILOT - OFF
- PITCH - REDUCE ANGLE OF ATTACK USING AMI
(TRIM AS NECESSARY)
NOTE: IF PERFORMING STALL - BANK - LEVEL THE WINGS
SERIES, RETAIN CONFIGURATION. LANDING CONFIGURATION - THROTTLES - MAXIMUM THRUST
3 - AIRBRAKES - RETRACT
GEAR - DOWN
- REGAIN CONTROL OF AIRCRAFT AND RECOVER TO
SLATS/FLAPS - 48° MANEUVERING SPEED AND FLIGHT PATH
AUTOPILOT - OFF APPROPRIATE FOR THE AIRPLANE'S CONFIGURATION
THROTTLES - Set 50% N1 - DO NOT EXCEED ANY LIMITATIONS
PITCH - MAINTAIN LEVEL FLIGHT
BANK - WINGS LEVEL
TRIM - TRIM TO VREF
SLOW TO FIRST INDICATION OF STALL AURAL "STALL", BUFFET, AIRSPEED
RED CHECKERED PATTERN
RECOVERY PROCEDURE
AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY ACCOMPLISH THE FOLLOWING:
- AUTOPILOT - OFF
- PITCH - REDUCE ANGLE OF ATTACK USING AMI (TRIM AS NECESSARY)
- BANK - LEVEL THE WINGS
- THROTTLES - MAXIMUM POWER
- AIRBRAKES - RETRACT
- REGAIN CONTROL OF AIRCRAFT AND RECOVER TO MANEUVERING SPEED AND
FLIGHT PATH APPROPRIATE FOR THE AIRPLANE'S CONFIGURATION
- DO NOT EXCEED ANY LIMITATIONS
CON
NOTE: EVALUATION CRITERIA FOR A RECOVERY FROM AN APPROACH TO STALL SHOULD NOT
D5MV005i-TM
STA
NT
ALT MANDATE A PREDETERMINED VALUE FOR ALTITUDE LOSS AND SHOULD NOT MANDATE
ITU
DE
MAINTAINING ALTITUDE DURING RECOVERY.

January 2013

July 2010
Maneuver Procedures
Recovery from Unusual

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

REDUCE THRUST
LEVEL WINGS
AIRBRAKES AS REQUIRED FOR
SEVERITY OF NOSE-LOW ATTITUDE AND
D5MV006i-TM
RATE OF SPEED INCREASE RELATIVE TO MMO/VMO
SMOOTHLY RETURN TO STRAIGHT AND LEVEL FLIGHT

July 2010

July 2010
Maneuver Procedures
Precision Approach and

Landing
1 WITHIN 3 MINUTES OF IAF
POWER - 60% N 1
AIRSPEED - 200 KTS
APROACH CHECKLIST - BEGIN
AIRSPEED BUG - SET TO V
RADAR VECTORS
1A WITHIN RANGE
POWER - 60% N1
AIRSPEED - 1.5 VS (MIN)
APPROACH CHECKLIST - BEGIN RADAR VECTORS RADAR VECTORS (WITHIN 5 NM OF FAF)
2A TERMINAL AREA 3A CONFIGURATION – S + FLAPS 20°
AIRSPEED BUG - SET TO VREF
CONFIGURATION - SLATS APPROACH CHECKLIST COMPLETE
POWER - 65% POWER - 68%
AIRSPEED - 200 KTS AIRSPEED - 140 KIAS
2 IAF OUTBOUND
3 TIMING - START
AIRSPEED - 200 KTS (MAXIMUM)
PROCEDURE TURN INBOUND
CONFIGURATION - S + FLAPS 20°
AIRSPEED 140 KTS
CHECKLIST - APPROACH
CHECKLIST COMPLETE
5 ON FINAL
AIRSPEED – VREF + WIND FACTOR
BEFORE LANDING CHECKLIST - COMPLETE
4 ONE DOT BELOW GLIDESLOPE INTERCEPT 7 TOUCHDOWN

GEAR - DOWN AIRBRAKE – EXTEND
BEFORE LANDING CHECKLIST - BEGIN BRAKES – AS REQUIRED
REVERSE THRUST – AS REQUIRED
AT GLIDESLOPE INTERCEPT
SLOWING TO VREF + WIND FACTOR
6 THRESHOLD
D5MV007i-PREC-TM
POWER – REDUCE TO IDLE

July 2010

July 2010
Maneuver Procedures
Non-Precision Approach and

Landing
AIRSPEED - 200 KTS
DESCENT CHECKLIST - COMPLETE
AIRSPEED BUG - SET TO V REF
RADAR VECTORS
1A WITHIN RANGE
AIRSPEED - 1.5 VS (MIN) RADAR VECTORS RADAR VECTORS
2A 3A
CONFIGURATION - CLEAN TERMINAL AREA CONFIGURATION – S + FLAPS 20°
APPROACH CHECKLIST - BEGIN CONFIGURATION - SLATS APPROACH CHECKLIST - COMPLETE
AIRSPEED BUG - SET TO VREF AIRSPEED - 160 KTS AIRSPEED - 140 KIAS
2 IAF OUTBOUND
TIMING - START
AIRSPEED - 200 KTS (MAXIMUM)
BEGIN APPROACH CHECKLIST
PROCEDURE TURN INBOUND 33
AIRSPEED 140 KTS
CHECKLIST - APPROACH 6 AT MDA
CHECKLIST COMPLETE ALTITUDE - MAINTAIN
POWER - INCREASE
AIRSPEED - 140 KIAS
PROCEED TO VDP OR MAP
ON FINAL - LANDING ASSURED

7 AIRSPEED – APPROPRIATE FOR CONFIGURATION
CONFIGURATION - S + FLAPS 48°(OPTIONAL)
LANDING CHECKLIST - COMPLETE
5 AT FAF
AIRSPEED - 140 KTS
TIMING - START TOUCHDOWN
4 PRIOR TO FAF BEGIN DESCENT - 1000 - 1500 FPM 9 AIRBRAKE – EXTEND
GEAR - DOWN
BRAKES – AS REQUIRED
BEFORE LANDING CHECKLIST - BEGIN
REVERSE THRUST – AS REQUIRED
AIRSPEED - 140 KIAS
8 THRESHOLD
D5MV008i-TM
POWER – REDUCE TO IDLE

July 2010

July 2010
Maneuver Procedures
Non-Precision Approach and

Landing (Constant Rate
Descent)
1A AREA ARRIVAL (RADAR)
 AIRSPEED – 200 KT OR AS 2A TERMINAL AREA (RADAR)
REQUIRED  AIRSPEED – 200 KT
 CHECKLIST – DESCENT  CHECKLIST – APPROACH CHECKLIST COMPLETE
CHECKLIST COMPLETE PRIOR TO SLATS AND FLAPS
3A WITHIN 5 NM OF FAF (RADAR)
 CONFIGURATION – SLATS AND FLAPS 20 DEGREES
 CHECKLIST – APPROACH CHECKLIST COMPLETE

 AIRSPEED – 200 KT
 CHECKLIST – DESCENT CHECKLIST COMPLETE
2 IAF OUTBOUND
 AIRSPEED - 200 KTS MAX
 TIMING – START
 CHECKLIST – APPROACH CHECKLIST
3 PROCEDURE TURN INBOUND

 CONFIGURATION – APPROACH SLATS AND FLAPS 5
 CHECKLIST – APPROACH CHECKLIST COMPLETE
7 TOUCHDOWN
AT FAF
 AIRBRAKES – POSITION 2
 FLAPS – LANDING
 BRAKES – AS REQUIRED
 AIRSPEED – APPROPRIATE
 REVERSE THRUST – AS REQUIRED
FOR CONFIGURATION
 CHECKLIST – LANDING CHECKLIST COMPLETE
4 OUTSIDE FAF
 CONFIGURATION – LANDING GEAR DOWN
 AIRSPEED – 140 KT
 CHECKLIST – LANDING CHECKLIST BEGIN
6 THRESHOLD
 POWER – POWER LEVERS TO IDLE
 AIRSPEED – VREF + WIND FACTOR
D5MV009i-TM
July 2010

July 2010
Maneuver Procedures
Visual Approach/Balked
Landing
3 ABEAM LANDING THRESHOLD 2 BEFORE PATTERN ENTRY DOWNWIND 1,500 FT AGL
 GEAR – DOWN  CONFIGURATION – AS REQUIRED
 CHEKCLIST - LANDING CHECKLIST  APPROACH CHECKLIST – COMPLETE
 AIRSPEED – 200 KTS (MAXIMUM)
4 BASE LEG
 RATE OF DESCENT – ESTABLISH AT 600 TO 800 FPM
 CONFIGURATION - APPROACH SLATS + FLAPS
1 DESCENT
 DESCENT CHECKLIST – COMPLETE
 AIRSPEED BUGS – SET
6A THRESHOLD – LANDING
 AIRSPEED – VREF + WIND FACTOR
 POWER – IDLE
6B THRESHOLD – BALKED LANDING

 FLIGHT DIRECTOR – GO AROUND MODE
 PITCH – 14°
 POWER – MAXIMUM THRUST
 AIRSPEED – VREF - 5 (MIN)
7A TOUCHDOWN
 CONFIGURATION – S + FLAPS 20°
 AIRBRAKE – EXTEND
 BRAKES – AS REQUIRED
 REVERSE THRUST – AS REQUIRED
8B AT 400 FT AGL (MINIMUM)

 AIRSPEED – ACCELERATE
5 ON FINAL  AT VREF + 5 (MIN)
 AIRSPEED – VREF + WIND FACTOR 7B POSITIVE RATE OF CLIMB - CONFIGURATION – SLATS
 CONFIGURATION – S + FLAPS 48°  GEAR – UP  AT VREF + 20 (MIN)
 PITCH – 14° (MIN) - CONFIGURATION – CLEAN

 AIRSPEED – VREF - 5 (MINIMUM)  POWER – MAX CONTINUOUS
D5MV010i-TM
July 2010

July 2010
Maneuver Procedures
Circling Approach and

Landing
1
FLY 90 DEGREES TO 1  FLY OVER RUNWAY
RUNWAY START TIMING  WHEN ESTABLISHED ON CENTERLINE,
CROSSING RUNWAY 30 DEGREES BANK TURN TO DOWNWIND
CENTERLINE AFTER 15
SECONDS, TURN TO
DOWNWIND
45 DEG
1 5
15 SEC
RUNWAY IN SIGHT AND 15 SEC
WITHIN CIRCLING APPROACH AREA 4
TURN 45 DEGREES FROM RUNWAY
CENTERLINE
TIMING – START 30 0 BANK
30
SE
AFTER 30 SECONDS, TURN TO DOWNWIND
C
2 ABEAM POINT 3
15 SEC
NOTE: KEY POINT

BASED ON 30 DEG BANK TURNS USE CATEGORY C OR CAUTION: FAR 91.175 REQUIRES BASIC CIRCLING PATTERN
D MINIMUMS. A MINIMUM OF 300 FT OBSTACLE IMMEDIATE EXECUTION OF
CLEARANCE PROVIDED AT 1.7 NM (CATEGORY C) OR THE MISSED APPROACH PROCEDURE 1 ENTER BASIC PATTERN AS APPROPRIATE FOR
2.3 NM (CATEGORY D) FROM ANY RUNWAY. WHEN AN IDENTIFIABLE PART OF THE AIRCRAFT POSITION.
AIRPORT IS NOT DISTINCTLY VISIBLE
TO THE PILOT DURING THE CIRCLING
MANEUVER, UNLESS THE INABILITY 2 START TIMING ABEAM APPROACH END OF RUNWAY.
1
RECOMMENDATIONS TO SEE RESULTS FROM A NORMAL
CONFIGURATION - S + 20 BANK OF THE AIRCRAFT DURING THE 3 START FINAL TURN, MAXIMUM 30 DEGREES BANK.
GEAR – DOWN APPROACH.
AIRSPEED – 140 KT TURN TO FLY OVER RUNWAY
AT RUNWAY END, 30 DEGREES
4 WITH RUNWAY IN SIGHT AND IN POSITION TO MAKE A
F/D ALTITUDE HOLD – SELECT NORMAL DESCENT TO LANDING
F/D HEADING – SELECT BANKED TURN TO DOWNWIND
 BEFORE LANDING CHECKLIST - COMPLETE
USE OF AUTOPILOT IS OPTIONAL  CONFIGURATION - S + FLAPS 48
SLIGHT ADJUSTMENTS TO TIME OR HEADING  DESCENT FROM MDA – BEGIN
MAY BE MADE TO ADJUST FOR WIND  AIRSPEED – VREF + WIND FACTOR
IF NOT IN A POSITION TO MAKE A NORMAL LANDING:
GO-AROUND – EXECUTE
5 AT THRESHOLD:
D5MV012i-TM
 AIRSPEED – VREF + WIND FACTOR

July 2010

July 2010
Maneuver Procedures
No Flap Approach and

Landing
1A AREA ARRIVAL (RADAR)
 AIRSPEED – 200 KT OR
AS REQUIRED 2A TERMINAL AREA (RADAR)
 CHECKLIST – DESCENT  AIRSPEED – 1.43 VS (MINIMUM)
CHECKLIST COMPLETE  CHECKLIST – APPROACH CHECKLIST COMPLETE
TO SLATS AND FLAPS 3A WITHIN 5 NM OF FAF (RADAR)
 CHECKLIST – APPROACH CHECKLIST COMPLETE

 CHECKLIST – DESCENT AND ABNORMAL
CHECKLISTS COMPLETE
 AIRSPEED – 200 KT MAXIMUM
2 IAF OUTBOUND
 TIMING – START
 CHECKLIST – APPROACH CHECKLIST
COMPLETE TO SLATS EXTENDED
5 GLIDESLOPE INTERCEPT
 CHECKLIST – LANDING
CHECKLIST COMPLETE
6 LANDING ASSURED
 AIRSPEED – VREF + 20
3
PROCEDURE TURN INBOUND 8 TOUCHDOWN
 AIRSPEED – 1.5 VS (MINIMUM)  AIRBRAKES – POSITION 2
 CONFIGURATION - EXTEND SLATS  BRAKES – AS REQUIRED
 REVERSE THRUST – AS
4 ONE DOT PRIOR TO GLIDESLOPE INTERCEPT REQUIRED
 CONFIGURATION – LANDING GEAR DOWN
 POWER – REDUCE
 CHECKLIST – LANDING CHECKLIST BEGIN
 AIRSPEED – SLOW TO VREF + 20
7 THRESHOLD
D5CMV011i-TM
 POWER – POWER LEVERS TO IDLE

July 2010

July 2010
Maneuver Procedures
Go Around/Missed Approach
5 CLIMB CHECKLIST - COMPLETE
2 POSITIVE RATE
GEAR - UP
AIRSPEED - VREF - 5 (MIN)
4 ACCELERATE TO 1.5 VS (MINIMUM)

1 MISSED APPROACH FOLLOW MISSED APPROACH PROCEDURE
FLIGHT DIRECTOR - GO-AROUND POWER - MAX CONTINUOUS
PITCH - 14° (MINIMUM) ADVISE ATC
POWER - MAXIMUM THRUST
AIRSPEED - VREF - 5 (MINIMUM) AT 400 FT AGL MINIMUM
AIRBRAKES - 0 3 AIRSPEED - ACCELERATE
AT VREF + 5 (MINIMUM)
D5MV013i-TM
CONFIGURATION -
- IF S + 48 SELECT S + 20 CONFIGURATION - SLATS
- IF S + 20 SELECT SLATS ONLY AT VREF + 20 (MINIMUM)
- IF SLATS ONLY, MAINTAIN CONFIGURATION - CLEAN
POWER - MAX CONTINUOUS

July 2010

July 2010
8
Flight Planning
Contents
Flight Planning
General Planning
Limiting Factors....................................................................................... 8-8
Structural Limits................................................................................... 8-8
Runway and Climb Performance Limits............................................... 8-8
Trip Fuel Loads.................................................................................... 8-8
Fuel Requirements.................................................................................. 8-9
Reserve Fuel....................................................................................... 8-9
Fuel Burn Rates................................................................................... 8-9
Takeoff and Landing Performance......................................................... 8-9
Definitions
Figure: Certification Takeoff Path. ............................................. 8-13
Trip Planning Data
Weight and Balance
Basic Empty Weight and Moment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Miscellaneous Supplies and Baggage . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Passenger and Crew Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
Baggage Weights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
Zero Fuel Weight Computations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-28
Zero Fuel Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-30
Takeoff Weight and Moment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-32
Center of Gravity – Conventional Method. . . . . . . . . . . . . . . . . . . . . . 8-34
Center of Gravity – Tabulated Method. . . . . . . . . . . . . . . . . . . . . . . . . 8-36
Trip Planning
TOLD Card. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-40
Reserve Fuel Requirement – Destination Landing Weight. . . . . . . . 8-41
Figure: Bogota, Colombia Eldorado Intl.. .................................. 8-43
Cruise Thrust and Altitude Selection. . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
Takeoff Weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
Initial Cruise Altitude. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-49
Final Fuel Calculation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-49

July 2010
Takeoff Performance
Takeoff Weight Determination................................................................ 8-52
Runway and Climb Weight Limits.......................................................... 8-53
Balanced Field Length............................................................................ 8-53
Climb Gradients....................................................................................... 8-54
Figure: Albuquerque, New Mexico. .............................................. 8-54
Certification Takeoff Path ...................................................................... 8-55
Balanced Field Length – No Adjustments............................................. 8-56
Balanced Field Length – Adjustments for Weight,
Runway Slope and Wind...................................................................... 8-58
Takeoff Weight Limited by Runway Length.......................................... 8-60
Takeoff Weight Limited by Climb Requirements.................................. 8-62
V1 Speed Computations.......................................................................... 8-68
VMBE Speed Computations....................................................................... 8-70
V2 Speed Computations, V1/VR Ratio, VFR and VCLEAN
Speed Computations and Takeoff Attitude........................................ 8-72
1.5 VS Speed Computation...................................................................... 8-74
N1 Setting Computations – Takeoff Thrust............................................ 8-76
N1 Setting Computations – Climb Thrust.............................................. 8-79
Climb, Cruise and Descent Performance
Climb Data................................................................................................ 8-84
Schematic: All Engine Flight Planning. ........................................ 8-85
Cruise Data............................................................................................... 8-87
Descent Data............................................................................................ 8-92
Figure: All Engine Operating Chart . ............................................ 8-93
Landing Performance
Maximum Allowable Landing Weight Determination........................... 8-95
Landing Climb Gradient Data................................................................. 8-96
Figure: Maximum Landing Weight Limited Approach
and Landing Climb Gradient Requirements................................ 8-97
Figure: One Engine Inoperative Approach Climb Gradient.......... 8-99
Landing Distance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-100
VREF, VAP Speed Computations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-102
1.5 VS Speed Computation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-104
N1 Setting Computations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-106
Supplemental Information
Adjustment of Standard Moments on Weight
and Balance Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-110
Noise Levels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-110
Far Part 36 Requirements.................................................................8-110
Performance Conditions for Noise Levels.........................................8-111

July 2010
Flight Planning
Takeoff Weight Limited by Obstacle Clearance. . . . . . . . . . . . . . . . . 8-111

Takeoff Weight Limited by Runway Length(S + Flaps 20°)...............8-112
Distant Obstacle Clearance (S + Flaps 20°)......................................8-114
Takeoff Climb Second Segment (S + Flaps 20°)...............................8-116
Takeoff Pitch Attitude.........................................................................8-118

July 2010

July 2010
Flight Planning
Flight Planning
Flight planning is critical to flight safety.
This section provides instruction in and examples of flight planning procedures.
Charts needed for procedures are provided opposite the respective procedure
instructions.
Italics are used to present example data drawn from the charts.

July 2010

July 2010
Flight Planning
General Planning
Flight planning begins with the gathering of data. Data is gathered on:
payload
airport data for departure, arrival, and alternate
navigation information for departure, enroute, and arrival
weather for departure, enroute, destination, and alternate
NOTAMs.
Payload information is provided by the operator.
Airport data, such as elevation, available runways, and runway length, width, and
lighting, can be obtained from Jeppesen or NOS charts. If runway weight bearing
strength is questioned, other sources of airport information may be required.
Navigation information can be obtained from Jeppesen or NOS charts. In some
cases, additional information must be obtained (e.g., NAT tracks if crossing the
North Atlantic).
Weather conditions for departure, arrival, and alternate airports as well as
enroute weather, winds, and temperatures aloft can be obtained from the FAA
Flight Service System by telephone or by computer from a flight planning vendor.
NOTAMs can be obtained from the same sources.

July 2010
Limiting Factors
Minimize flight planning time by considering the most limiting factor for the
particular trip.
Structural Limits
Structural limits restrict very heavy payloads. A very dense load can cause weight
to become the primary planning concern. If such a payload affects operation, begin
planning with weight and balance; this may determine payload restrictions requiring
significant changes.
Runway and Climb Performance Limits

Takeoff runway or climb performance limits may also limit weight. If takeoff
runway or climb performance limit the maximum takeoff weight, fuel or payload
may need adjustment. Begin flight planning by determining the maximum takeoff
weight, then adjust factors to accommodate it (e.g., an enroute refueling stop).
Trip Fuel Loads

Normally, the minimum fuel carried should equal or exceed the required amount
plus desired reserves. The weight and balance is determined to find the zero
fuel weight, then the trip fuel is calculated and added to the zero fuel weight to
determine the takeoff gross weight. Takeoff performance is then examined.

July 2010
Flight Planning
Fuel Requirements
In practical operation, fuel may be estimated by rules of thumb relating to
experience with aircraft operation. Large variances in fuel burn are based on
factors such as gross weight, selected cruise altitude, and speed.
Reserve Fuel
Reserve fuel requirements vary with the location and traffic density of the
destination as well as the weather; while a 2,000-lb reserve is adequate for a
low traffic density and good VMC destination, anticipated traffic delays or IMC
weather increases fuel reserves to 3,000 lbs or more. According to the FARs,
2,000 lbs of fuel at the destination is adequate to proceed to an alternate
approximately 150 NM (still air) from the primary destination and arrive with
the required reserves.
Fuel Burn Rates

Hourly fuel burn rates vary with takeoff weight, climb schedule, cruise altitude, and
cruise Mach. For takeoffs near maximum takeoff gross weight, the approximate
fuel burns shown in Table 8-1 occur if the cruise altitude is maintained at or near
the highest possible.
Hour Climb 260 Kts/0.72 M Climb 300 Kts/0.80 M
Cruise 0.75 M Cruise 0.80 M
(lbs fuel burned) (lbs fuel burned)
1 2,700 3,000
2 2,300 2,500
3 2,000 2,400
4 1,800 2,300
5 1,700 2,100
6 1,600 2,000
7 1,600 ––
8 1,500 ––
Table 8-1: Fuel Burn Rates

For cruise below 20,000 ft. and at 350 Kts, expect a fuel burn of 4,000 lbs/hr.
Cruise at maximum cruise thrust from 25,000 to 33,000 ft. results in a burn of
approximately 3,000 lbs/hr.
Takeoff and Landing Performance

In general, required runway lengths are shorter for Slats + Flaps 20° than for
slats-only takeoffs. Slats-only takeoffs produce better climb performance than
Slats + Flaps 20° takeoffs. Slats + Flaps 48° landings produce the shortest
landing distances.

July 2010

July 2010
Flight Planning
Definitions
To understand flight planning, it is necessary to be thoroughly familiar with the
terms involved. This section reviews the definitions for terms used throughout
this chapter.
Accelerate-stop distance – Distance necessary to accelerate the aircraft to a
given speed (V1), and to come to a full stop, assuming that one engine fails at V1.
AGL – Above ground level.
Approach climb – The steady gradient of climb with one engine inoperative may
not be less than 2.7%. Engine rating is takeoff thrust. The stabilized airspeed
is VREF + 5 Kts for Slats + Flaps 20° configuration and VREF + 20 Kts for slats
configuration.
Balanced field length and associated engine failure speed – Distance
obtained by choosing the engine failure speed V1 so that takeoff distance and
accelerate-stop distance are the same. V1 must be greater than V1 mini and less
than VMBE and VR. If the determination of V1 gives a value outside one of these
limits, V1 must be selected equal to the limit value. The field length found in the
chart is the higher of either the takeoff distance or the accelerate-stop distance
associated with this limit value of V1.
Basic empty weight – Weight of airframe, powerplant, interior accommodation,
systems, and equipment that are an integral part of a given version (this is the
weight without usable fuel, including all fluids contained in closed systems, the
unusable and undrainable fuel and the engine oil).
CAS – Calibrated airspeed. Indicated airspeed, corrected for static and total
pressure ports position error.
Clearway – Area beyond the runway:
not less than 500 ft. (152 m) wide
centrally located on the extended centerline of the runway
under the control of the airport authorities
upward slope not exceeding 1.25%
above which no object nor any terrain protrudes (threshold lights should be
not more than 26 in. (65 cm) high and located at each side of the runway).

July 2010
Configurations (Figure 8-1) – The configurations referred to by name in the AFM charts correspond to the
settings shown below in Table 8-2.
CONFIGURATION FAR 25 CONDITIONS

Engines Gross EFFECTIVE
FLIGHT CONDITION
High Lift Devices Gear Climb Speed SPEED
Power Setting No. Gradient
S + FLAPS 20°
TAKEOFF T.O. 3 Down — 0 to VLOF 0 to VLOF
or SLATS
S + FLAPS 20°
FIRST SEGMENT T.O. 2 Down 0.3 % VLOF to V2 VLOF to V2
or SLATS
S + FLAPS 20°
SECOND SEGMENT T.O. 2 Up 2.7 % ≥ V2 mini. V2
or SLATS
From V2 (20°) + 15 Kts
TRANSITION Retracting to Available
T.O. 2 Up or V2 (0°) + 25 Kts
SEGMENT CLEAN 1.5 %
to 1.5 VS Clean
FINAL TAKEOFF MAX CONT 2 CLEAN Up 1.5 % ≥ 1.25 VS 1.5 VS
ENROUTE CLIMB MAX CONT 2 CLEAN Up — — 1.5 VS
S + FLAPS 20° VREF + 5 Kts

APPROACH CLIMB T.O. 2 Up 2.4 % ≤ 1.5 VS
or SLATS VREF + 20 Kts
S + FLAPS 48° VREF ― 5 Kts
LANDING CLIMB T.O. 3 Down 3.2 % ≤1.3 VS
or S + FLAPS 20° VREF + 5 Kts
S + FLAPS 48° VREF
LANDING IDLE 3 Down — ≥ 1.3 VS
or S + FLAPS 20° VREF + 5 Kts
Table 8-2: Configuration Settings

1
First segment FAR gear condition is actually retracting, beginning at VLOF with gear down and ending with gear up at V2.

July 2010
Flight Planning
Certification Takeoff Path

(One Engine Inoperative)
V1 TAKE–OFF RATING MAX. CONTINUOUS

(5 minutes max.) RATING
ALL ENGINES 1 ENGINE
OPERATING INOPERATIVE
FINAL SEGMENT
TRANSITION SEGMENT
SECOND SEGMENT
1,500 ft
REF. 0 minimum
FIRST
HDS = 400 ft
BRAKE SEGMENT
minimum
RELEASE
RUNWAY
35 ft
RUNWAY SLOPE
TOTAL DISTANCE
Figure 8-1: Certification Takeoff Path1 (One Engine Inoperative)

The depicted certification takeoff path is the general performance requirement for any three-engine aircraft certified according to
1
FAR Part 25 at the time of the Falcon 50EX certification. The Falcon 50EX VR, VLOF, and V2 are all the same speed and occur at nearly
the same time. This implies a brisk rotation rate at takeoff. Test flight data indicates that Dassault considered a 6 to 7° per second
rotation rate at takeoff as normal.

July 2010
Final segment – Segment extending from the end of the transition segment to
a height no less than 1,500 ft. The gradient of climb may not be less than 1.5%.
Engine power is reduced from takeoff to maximum continuous.
First segment – Segment extended from the point at which the aircraft becomes
airborne to the point at which gear retraction is achieved. The climb gradient
without ground effect may not be less than 0.3%. The speed increases from VLOF
to V2, to be attained at a height not greater than 35 ft. (10.7 m).
Gross climb gradient – Demonstrated ratio expressed in percent of change in
height to horizontal distance travelled.
Height – Vertical distance from the lower point of the aircraft to the airport
surface.
HP – Pressure altitude. Vertical distance from a standard level reference
corresponding to 29.92 Hg (1,013.2 kPa) or 1,013.2 mbar.
IAS – Indicated airspeed. Airspeed indicator reading, as installed in the aircraft.
ICAO – International Civil Aviation Organization.
KCAS – Calibrated airspeed. CAS expressed in knots.
KIAS – Indicated airspeed. IAS expressed in knots.
Landing climb – The steady gradient of climb in landing configuration with all
engines operative may not be less than 3.2%. Engine rating is takeoff thrust. The
stabilized airspeed is VREF - 5 Kts for Slats + Flaps 48° landing configuration and
VREF + 5 Kts for Slats + Flaps 20° landing configuration.
Landing distance – Horizontal distance required to land and come to a
complete stop from a point at a height of 15.2 m (50 ft.) above the landing
surface. The stabilized airspeed is VREF for Slats + Flaps 48° landing
configuration and VREF + 5 Kts for Slats + Flaps 20° landing configuration.
Landing field length – The demonstrated landing distance multiplied by a factor
of 1.67.
Landing weight – Maximum weight permissible at landing based on landing
field limitations and other associated limitations. The landing weight must not
exceed the Maximum Landing Weight (MLW) defined by the structural weight
limitations.
M – True Mach number. Indicated Mach number, corrected for static and total
pressure ports position error.
Maximum Takeoff and ramp weight (MTOW) – Maximum weight permissible
for taxi and takeoff based on structural weight limitations. These weights are the
same in the Falcon 50EX.
Maximum landing weight (MLW) – Maximum weight at landing, based on
structural weight limitations.
MI – Indicated Mach number. Mach meter reading, as installed in the aircraft.
MSL – Mean Sea Level.
Net climb gradient – Gross climb gradient reduced by:
0.9% for takeoff flight path
1.4% for enroute flight path with one engine inoperative
0.3% for enroute flight path with two engine inoperative.

July 2010
Flight Planning
Operating weight empty – Basic empty weight plus operational items.

Operational items – Personnel and equipment required for a given flight, but
not included in the basic empty weight.
Operational takeoff weight – Maximum weight permissible for takeoff based on
takeoff field or flight limitations, or other associated limitations. The operational
takeoff weight must not exceed the maximum takeoff weight (MTOW) defined by
structural weight limitations.
Payload – Weight of passengers, cargo, and baggage.
QFE – Field pressure. Actual atmospheric pressure at the elevation of the
airport.
Reference zero – End of the takeoff distance, 35 ft. (10.7 m) above the takeoff
surface.
SAT – Static air temperature. Static air temperature in free air.
Second segment – Segment extending from the end of the first segment to a
height of at least 400 ft. The gradient of climb may not be less than 2.7%. Aircraft
speed is stabilized at V2.
Stopway – Area beyond the runway:
no less wide than the runway
centrally located upon the extended centerline of the runway
designated by the airport authorities for use in decelerating the aircraft during
an aborted takeoff
able to support the aircraft without causing structural damage.
Takeoff distance – Greater horizontal distance along the takeoff path from start
of takeoff roll to the point at which the aircraft is 35 ft. (10.7 m) high with either:
one engine failure at V1
all engines operating (factored by 115%).
Takeoff run (takeoff with clearway) – Greater horizontal distance along the
takeoff path from start of takeoff roll to a point equidistant between the point at
which VLOF is reached and the point at which the aircraft is 35 ft. (10.7 m) high
with either:
one engine failure at V1
all engines operating (factored by 115%).
TAT – Total air temperature. Outside air temperature, including adiabatic
compression rise (recovery factor is assumed to be 99%).
Transition segment – Part of takeoff flight path during which the aircraft
accelerates while high lift devices are retracted. The available gradient of climb
may not be less than 1.5%.
VLOF – Liftoff speed. Speed at which the aircraft first becomes airborne.
VMBE – Maximum brake energy speed. Maximum engine failure speed (V1) at
which the maximum demonstrated brake energy is not exceeded.
VMCA – Minimum control speed in the air. Minimum flight speed at which the
aircraft is controllable, with a maximum 5° bank angle, when one engine is made
suddenly inoperative, and the others are operating at takeoff thrust.

July 2010
VMCG – Minimum control speed on the ground. Minimum groundspeed at which
the aircraft is controllable, using flight controls only, when one engine is made
suddenly inoperative, and the others are operating at takeoff thrust.
VR – Rotation speed. Speed at which rotation is initiated.
VREF – Reference speed. Minimum speed at the height of 50 ft. (15.2 m) during
a normal landing. VREF should not be less than 1.3 VS for landing configuration
(Slats + Flaps 48°).
VS – Stalling speed. Minimum speed obtained during the stall maneuver in the
specific configuration.
V1 – Engine failure speed. Speed at which one engine is assumed to become
suddenly inoperative during takeoff.
V1 mini – The minimum speed at which the takeoff may be continued. This speed
is always greater than VMCG.
V2 – Takeoff safety speed. Initial climb speed reached by the aircraft before it is
35 ft. (10.7 m) above the takeoff surface with one engine inoperative.
V2 mini – Takeoff minimum safety speed. V2 mini should not be less than:
1.2 VS for takeoff configuration
1.1 VMCA.
Wind components – velocity and direction recorded at the height of 20 ft. (6.1 m):
headwind or tailwind – component parallel to the flight path
crosswind – component perpendicular to the flight path.
Zero fuel weight (ZFW) – Operating weight empty plus payload. The zero fuel
weight must not exceed the maximum zero fuel weight (MZFW) defined by
structural weight limitations (e.g., ZFW < MZFW).

July 2010
Flight Planning
Trip Planning Data

For this example, a long range trip is planned on a hot day from Albuquerque,
New Mexico to Bogota, Colombia, with an alternate of Cali, Colombia.
In this case, the charts are appropriate for an aircraft with SB F50-161. A basic
empty weight of 21,150 lbs and a moment of 40,000 is assumed; this results in
a basic operating weight of 22,000 lbs, which is a typical operating weight. The
payload is five passengers and 1,280 lbs of baggage.
The example in this chapter utilizes the trip fuel load method of determining
limiting factors.
Although moment is recorded in pound-inches, the notation pounds-inches
(lbs/in) is not used hereafter because it is understood. All numbers are
positive unless otherwise noted.
NOTE: Most aircraft incorporate SB F50-161, which increases the
maximum takeoff weight (MTOW) to 40,780 lbs. Similar charts
exist for 39,700 lbs (MTOW) aircraft. Performance chart
procedures are the same for both MTOW aircraft.

July 2010

July 2010
Flight Planning
Weight and Balance

Precise weight computations are required to operate the aircraft within limitations
and for performance calculations. Balance computations are required to operate
the aircraft within center of gravity limitations.
The Weight and Loading subsection of AFM Section 1, Limitations, states
that maximum weight limits are determined by structural limitations that may
in turn be reduced by performance limitations. The section states the center
of gravity limits must stay within limits graphically indicated. This section then
defers to Performance Manual Section 2, Loading, for weight and balance
determinations.
Structural weight limitations are shown below in Table 8-3.
Weight Structural Limitations
Maximum Ramp Weight 39,900 lbs (18,098 kg)
Maximum Takeoff Weight 39,700 lbs (18,008 kg)
Maximum Landing Weight 35,715 lbs (16,200 kg)
Maximum Zero Fuel Weight 25,570 lbs (11,600 kg)
Minimum Flight Weight 18,959 lbs (8,600 kg)
Table 8-3: Structural Weight Limitations

The AFM, Section 1 establishes limitations for weight and balance, and it refers
operators to the Loading Manual for load and balance computations. There are
two steps to the procedure:
the zero fuel weight and moment are determined to be within the zero fuel
weight limits
the takeoff weight (ZFW + Fuel weight) and moment are determined to be
within the Weight and Balance Diagram limits, and the center of gravity
position in percent MAC is determined.
Loading Manual provides all the procedures to determine weight and center of
gravity. The section provides:
definitions
fuel moment graphs
loading examples for various airplane configurations and blank loading forms
for those configurations
change in CG position for all configurations
equipment lists
weight and balance diagrams
numerical weight and balance data tables.
The information is in both metric and U.S. units. The procedures used are exactly
the same whether in metric or U.S. units.
The pilot must use a configuration variation form (or substitutes) that corresponds
to the particular Falcon 50EX to be loaded.
The configuration form chosen for this weight and balance computation
example is U.S Units, Aft Toilet Accommodation (Figure 8-2).

July 2010
The form contains an illustration of the aircraft in the center; on the left are tables
of moments for standard weights for specific locations; on the right is a loading
schedule. For locations with variable weights, lines connect the correct moment
table to the corresponding area in the illustration and to the correct row in the
loading schedule.
The loading schedule lists the location in the first column. The second column
contains the weight for the area or item. The third and fourth columns contain the
moments for the weights and express negative and positive values, respectively.
When a certain moment cannot have a negative or positive sign, that column for
that row is shaded to prevent entry.
In this example, some of the specific locations are Jeppesen, and GALLEY.

July 2010
Flight Planning
Loading Schedule (U.S. Units)
WEIGHT MOMENT
lb 1,000 lb x inch
WEIGHT in lb - +
UNIT MOMENT in 1,000 ib x inch
BASIC EMPTY
WEIGHT
JEPPESSEN
EMPTY WEIGHT
WEIGHT 20 40 60 80 CHANGES
MOMENT -5 -10 -15.1 -20.2
100 120 140 160 180 EMPTY WEIGHT
-25.2 -30.2 PILOT 170 46.9
COPILOT 170 46.9
3rd CREW 170 42.6
GALLEY
WEIGHT 20 40 60 80 BAGGAGE
+ DOC
MOMENT -4.3 -8.7 -13 -17.3
GALLEY
100 120 140 160 180
-21.6 -26 -30.3 -34.6 COAT RACK
-39
PASSENGER 1 165 25.9
200 220 240 260
-43.3 -47.6 -52 -56.3
WEIGHT 100 200 300 400
MOMENT 8.3 16.5 24.8 33.1
I
500 600 MAX 680 lb

BAGGAGE COMPARTMENT

41.3 49.6 56.2
WEIGHT 100 200 300 400
1,000 kg Max
PASSENGER 9 165 1.3

MOMENT 10.2 20.3 30.5 40.6
II
500 600 MAX 760 lb

TOILET
77.3 LIFT RAFT
50.8 61.0 COMP
SURVIVAL KIT
WEIGHT 100 200 300 400
MOMENT 12.4 24.8 37.2 49.6 LAVATORY
40
WATER
III
500 600 MAX 760 lb

62.0 74.4 94.2
BAGGAGE I
WEIGHT 0 500 WEIGHT 0 500
COMPART - II
MOMENT 0 24 9,000 -51 -49
MENT
AT A 00 PITCH ATTITUDE
III
1,000 49 77 10,000 -44 -23
TOTAL
2,000 87 73 11,000 -3 12
FUEL : MOMENTS
3,000 62 53 12,000 30 42
4,000 46 41 13,000 48 70
5,000 29 12 14,000 94 118 ZERO
FUEL
6,000 -52 -22 15,000 146
WEIGHT
7,000 -40 -58 15,514 172
8,000 -56 -55 ZFW CHECKED WITHIN LIMITS
SEE WEIGHT AND BALANCE DIAGRAM
FUEL
TAKE - OFF
WEIGHT
CG POSITION : %
CG CHECKED WITHIN LIMITS
Figure 8-2: Loading Schedule (U.S. Units) - Aft Toilet Accommodation

July 2010
Basic Empty Weight and Moment
Obtain the basic empty weight and moment from the latest aircraft weighing
form or from the latest weight and balance computation form after an aircraft
alteration. Empty weight changes can be made on the weight and balance form
if equipment was added to or removed from the aircraft that affects the basic
empty weight.
1. Enter the basic weight and moment on the weight and balance form
(Figure 8-3).
For this example, the basic aircraft weight is 21,150 lbs with a corresponding
moment of 40,000. Moments are entered in thousands. The figures 21,150
and 40 are entered in the BASIC EMPTY WEIGHT row in the WEIGHT
column and the + MOMENTS column, respectively.
2. Record changes in empty weight and moment in the EMPTY WEIGHT
CHANGES row and add them to or subtract them from the weight and
moment. Record the results in the EMPTY WEIGHT row.
For this example, no changes were made to the basic empty weight. The
entry in the EMPTY WEIGHT row is the same as in the BASIC EMPTY
WEIGHT row.
NOTE: Maintenance usually records changes to the basic empty weight
and moment with an alteration form.

July 2010
Flight Planning
WEIGHT MOMENT
lb 1,000 lb x inch
WEIGHT in lb - +
BASIC EMPTY
21,150 40
WEIGHT
JEPPESSEN
EMPTY WEIGHT
WEIGHT 20 40 60 80 CHANGES
MOMENT -5 -10 -15.1 -20.2
100 120 140 160 180 EMPTY WEIGHT
-25.2 -30.2 PILOT 170 46.9
COPILOT 170 46.9
3rd CREW 170 42.6
GALLEY
+ DOC
MOMENT -4.3 -8.7 -13 -17.3
GALLEY
100 120 140 160 180
-21.6 -26 -30.3 -34.6 COAT RACK
-39
200 220 240 260
-43.3 -47.6 -52 -56.3
WEIGHT 100 200 300 400
MOMENT 8.3 16.5 24.8 33.1
I
500 600 MAX 680 lb

BAGGAGE COMPARTMENT

41.3 49.6 56.2
WEIGHT 100 200 300 400
1,000 kg Max
PASSENGER 9 165 1.3

MOMENT 10.2 20.3 30.5 40.6
II
500 600 MAX 760 lb

TOILET
77.3 LIFT RAFT
50.8 61.0 COMP
SURVIVAL KIT
WEIGHT 100 200 300 400
40
WATER
III
500 600 MAX 760 lb

62.0 74.4 94.2
BAGGAGE I
COMPART - II
MOMENT 0 24 9,000 -51 -49
MENT
III
1,000 49 77 10,000 -44 -23
TOTAL
2,000 87 73 11,000 -3 12
FUEL : MOMENTS
3,000 62 53 12,000 30 42
4,000 46 41 13,000 48 70
5,000 29 12 14,000 94 118 ZERO
FUEL
6,000 -52 -22 15,000 146
WEIGHT
7,000 -40 -58 15,514 172
FUEL
TAKE - OFF
WEIGHT
CG POSITION : %
Figure 8-3: Basic weight and Moment on the Weight and Balance Form

July 2010
Miscellaneous Supplies and Baggage
The moments for loads in various areas are determined from the known weight
of items placed in the areas.
In this case, assume the following weights:
Jeppesen (documentation and pilot supplies) . . . . . . . . . . . . . . . . 80 lbs
Galley (full stocks) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 lbs
Locate the corresponding row on the loading schedule on the right side of the
form and record the weight in the weight column (Figure 8-4).
3. Follow the arc from the row to the aircraft illustration, then follow it to the
corresponding area in the table on the left. Locate the correct moment from
the table for the recorded weight.
4. Record the moment for the applicable weight in the row provided on the loading
schedule.
In this case, the moments are:
Coat-rack (documentation and pilot luggage) . . . . . . . . . . . . . . . . . . -20.2
Galley (full stocks). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -39
Record the values.

July 2010
Flight Planning
WEIGHT MOMENT
lb 1,000 lb x inch
WEIGHT in lb - +
BASIC EMPTY 21,150 40
WEIGHT
JEPPESSEN
EMPTY WEIGHT
CHANGES 0 0
WEIGHT 20 40 60 80
MOMENT -5 -10 -15.1 -20.2
100 120 140 160 180 EMPTY WEIGHT 21,150 40
-25.2 -30.2 PILOT 170 46.9
COPILOT 170 46.9
3rd CREW 170 42.6
GALLEY
80 -20.2
+ DOC
MOMENT -4.3 -8.7 -13 -17.3
GALLEY 180 -39
100 120 140 160 180
-21.6 -26 -30.3 -34.6 COAT RACK
-39
200 220 240 260
-43.3 -47.6 -52 -56.3
WEIGHT 100 200 300 400
MOMENT 8.3 16.5 24.8 33.1
I
500 600 MAX 680 lb

BAGGAGE COMPARTMENT

41.3 49.6 56.2
WEIGHT 100 200 300 400
1,000 kg Max
PASSENGER 9 165 1.3

MOMENT 10.2 20.3 30.5 40.6
II
500 600 MAX 760 lb

TOILET
77.3 LIFT RAFT
50.8 61.0 COMP
SURVIVAL KIT
WEIGHT 100 200 300 400
40
WATER
III
500 600 MAX 760 lb

62.0 74.4 94.2
BAGGAGE I
COMPART - II
MOMENT 0 24 9,000 -51 -49
MENT
III
1,000 49 77 10,000 -44 -23
TOTAL
2,000 87 73 11,000 -3 12
FUEL : MOMENTS
3,000 62 53 12,000 30 42
4,000 46 41 13,000 48 70
5,000 29 12 14,000 94 118 ZERO
FUEL
6,000 -52 -22 15,000 146
WEIGHT
7,000 -40 -58 15,514 172
FUEL
TAKE - OFF
WEIGHT
CG POSITION : %
Figure 8-4: Loading Schedule Form

July 2010
Passenger and Crew Weights
The manufacturer assumes standard passenger and crew weights. The
assumption is that variations in these weights from the actual weights are
insufficient to significantly affect weight and balance. Crew and passenger
weights of 170 and 165 lbs each, respectively, are assumed (Figure 8-5).
1. On the loading schedule, line through the weight and moment areas of seats
not occupied.
For this example, the two crewmembers occupy the pilot and copilot seats;
the jump seat is not occupied. There are five passengers in seats 1, 2, 4, 5,
and 9. Passenger seats 3, 6, 7, and 10 are not occupied; the corresponding
rows in the loading schedule for these seats are lined through.
2. Other items that have standard weights and moments are lined through if
they are not loaded for the trip.
For this aircraft, lavatory water is considered a standard item 40 lbs with no
C.G. effect.
NOTE: In rare cases, it is possible to exceed forward CG limits on some
Falcon 50EXs if a very heavy individual sits on the cockpit jump
seat.
Baggage Weights
Baggage can be loaded either in the baggage compartment or in the interior.
1. If baggage loaded in the interior is stowed in one of the locations already
calculated, the new weight is calculated and the new moment determined
from the moment table. The revised values then replace the existing values
in the corresponding row.
2. The baggage compartment is divided into three zones, I, II, and III, with
a capacity of 2,200 lbs. Determine the weights and moments for the load
distributed in each zone; record this data on the loading schedule. Be sure to
record each moment in the appropriate area.
In this case, the total baggage is 1,200 lbs. Of this total amount, 1,200 lbs is
stowed in the baggage compartment. The placard in the compartment limits
the total load to 1,680 lbs. The aircraft has an avionics rack in Zone I that has
a placarded weight-bearing maximum load of 200 lbs.
The 1,200 lbs load is distributed as shown:
Zone I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 lbs
Zone II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600 lbs
Zone III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500 lbs
The BAGGAGE COMPARTMENT moment tables are used to determine
each zone’s moment:
Zone I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3
Zone II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Zone III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62

July 2010
Flight Planning
WEIGHT MOMENT
lb 1,000 lb x inch
WEIGHT in lb - +
WEIGHT
JEPPESSEN
EMPTY WEIGHT
CHANGES 0 0
WEIGHT 20 40 60 80
MOMENT -5 -10 -15.1 -20.2
100 120 140 160 180 EMPTY WEIGHT 21,150 40
-25.2 -30.2 PILOT 170 46.9
COPILOT 170 46.9
3rd CREW
GALLEY
80 -20.2
+ DOC
MOMENT -4.3 -8.7 -13 -17.3
GALLEY 180 -39
100 120 140 160 180
-21.6 -26 -30.3 -34.6 COAT RACK
-39
200 220 240 260
-43.3 -47.6 -52 -56.3
PASSENGER 3
WEIGHT 100 200 300 400
MOMENT 8.3 16.5 24.8 33.1
PASSENGER 6
I
500 600 MAX 680 lb

BAGGAGE COMPARTMENT
PASSENGER 7
41.3 49.6 56.2
WEIGHT 100 200 300 400
1,000 kg Max
PASSENGER 9 165 1.3

MOMENT 10.2 20.3 30.5 40.6
PASSENGER 10
II
500 600 MAX 760 lb

TOILET
77.3 LIFT RAFT
50.8 61.0 COMP
SURVIVAL KIT
WEIGHT 100 200 300 400
40
WATER
III
500 600 MAX 760 lb

62.0 74.4 94.2
BAGGAGE I
COMPART - II
MOMENT 0 24 9,000 -51 -49
MENT
III
1,000 49 77 10,000 -44 -23
TOTAL
2,000 87 73 11,000 -3 12
FUEL : MOMENTS
3,000 62 53 12,000 30 42
4,000 46 41 13,000 48 70
5,000 29 12 14,000 94 118 ZERO
FUEL
6,000 -52 -22 15,000 146
WEIGHT
7,000 -40 -58 15,514 172
FUEL
TAKE - OFF
WEIGHT
CG POSITION : %
Figure 8-5: Crew and Passenger Weights Loading Schedule Form

July 2010
NOTE: Each Falcon 50EX displays a placard on total baggage
compartment weight capacity. In most Falcon 50EXs, the
lower forward section of the compartment is used for avionics
installation and that uses some of the capacity of Zone 1. The
weight placed on top of the rack holding the avionics is usually
restricted; a placard on the rack states the maximum weight that
may be placed on it.
Zero Fuel Weight Computations

Complete the zero fuel weight computations. Record the results on the loading
schedule (Figure 8-6).
1. Total the columns in the loading schedule, then enter the results in the TOTAL
row.
For this example, the weight column total is 23,980 lbs. The negative and
positive moment columns total 251.5 and 171.3, respectively.
2. Subtract the total negative moment from the total positive moment. If the value
is negative, enter the number without a sign in the left box below the TOTAL
row; if the number is positive, enter the number without a sign in the right box
below the TOTAL row.
When 251.5 is subtracted from 171.3, the result is 80.2; being negative, this
value is entered in the left box below the TOTAL row.
3. Enter the weight from the TOTAL row in the ZERO FUEL WEIGHT row, then
enter the combined moment result in the ZERO FUEL WEIGHT row in the
corresponding MOMENTS column.
The zero fuel weight, 23,980 lbs, is repeated in the WEIGHT column of the
ZERO FUEL WEIGHT row. The combined moment of -80.2 is entered in the
left or negative MOMENTS column of the ZERO FUEL WEIGHT row.

July 2010
Flight Planning
WEIGHT MOMENT
lb 1,000 lb x inch
WEIGHT in lb - +
WEIGHT
JEPPESSEN
EMPTY WEIGHT
CHANGES 0 0
WEIGHT 20 40 60 80
MOMENT -5 -10 -15.1 -20.2
100 120 140 160 180 EMPTY WEIGHT 21,150 40
-25.2 -30.2 PILOT 170 46.9
COPILOT 170 46.9
3rd CREW
GALLEY
80 -20.2
+ DOC
MOMENT -4.3 -8.7 -13 -17.3
GALLEY 180 -39
100 120 140 160 180
-21.6 -26 -30.3 -34.6 COAT RACK
-39
200 220 240 260
-43.3 -47.6 -52 -56.3
PASSENGER 3
WEIGHT 100 200 300 400
MOMENT 8.3 16.5 24.8 33.1
PASSENGER 6
I
500 600 MAX 680 lb

BAGGAGE COMPARTMENT
PASSENGER 7
41.3 49.6 56.2
WEIGHT 100 200 300 400
1,000 kg Max
PASSENGER 9 165 1.3

MOMENT 10.2 20.3 30.5 40.6
PASSENGER 10
II
500 600 MAX 760 lb

TOILET
77.3 LIFT RAFT
50.8 61.0 COMP
SURVIVAL KIT
WEIGHT 100 200 300 400
40
WATER
III
500 600 MAX 760 lb

62.0 74.4 94.2
I 100 8.1
WEIGHT 0 500 WEIGHT 0 500 BAGGAGE
COMPART - II 600 61
MOMENT 0 24 9,000 -51 -49
MENT
III 500 62
1,000 49 77 10,000 -44 -23
TOTAL 23.980 -251.5 171.3
2,000 87 73 11,000 -3 12
FUEL : MOMENTS
3,000 62 53 12,000 30 42
4,000 46 41 13,000 48 70
5,000 29 12 14,000 94 118 ZERO
FUEL 23.980 -80.2
6,000 -52 -22 15,000 146
WEIGHT
7,000 -40 -58 15,514 172
FUEL
TAKE - OFF
WEIGHT
CG POSITION : %
Figure 8-6: Loading Schedule Form

July 2010
Zero Fuel Weight Limits
The Weight and Balance Diagram depicts an envelope for zero fuel weight
(Figure 8-7). The zero fuel weight and moment must fall within the envelope to
be within zero fuel weight limits. The envelope is subdivided into zones; the zone
into which the zero fuel weight and moment falls determines possible fuel loading
limitations. Zone limitations are defined below the Weight and Balance Diagram.
Zone 1 is the most desirable because there are no fuel loading limitations; if the
zero fuel weight and moment fall within one of the other zones, there are limits on
fuel loading or usage. If the zero fuel weight and moment is in Zone 1 and normal
fuel management procedures occur, the aircraft remains within limits for aircraft
attitudes between 0° and 20° nose-up pitch.
1. Enter the chart from the left with the aircraft’s weight (23,980 lbs). Move right
to the general area of the applicable moment.
2. Enter the chart from the top at the aircraft moment (-80.2). Move down to
intersect the aircraft weight.
3. Identify the limitations associated with the zone in which the intersection
occurs.
In this case, the intersection of the zero fuel weight and the zero fuel weight
moment is within Zone 1. There are no limitations.

July 2010
Flight Planning
Weight and Balance Diagram
-500 -400 -300 -200 -100 0 +100 +200 +300 +400

17
MOMENTS
18 (1,000AS lbx inch)
WEIGHT ( 1,000 LB)
19
+
20
21
2
22
23
24
25 1 MZFW
3
25,715 lb
26 4
27
28
29
30
31
32
33
34
35
MLW
36 35,570 lb
37
38
39
40 MTOW
10,780 lb
41
12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
Figure 8-7: Weight and Balance Diagram

July 2010
Takeoff Weight and Moment
When the zero fuel weight and moment and the fuel weight and moment are
combined, the result is the takeoff weight and moment. The FUEL table at the
lower left of the weight and balance form is used to obtain the moment for the
fuel load (Figure 8-8). The table is organized with moments for each 1,000 lbs
and 1,000 plus 500 lbs of fuel; fuel moments can be positive or negative.
1. Record the weight of the fuel loaded in the WEIGHT column of the FUEL row.
Enter the fuel moment value, without a sign, from the FUEL moment table in
the appropriate negative or positive column in the FUEL row.
Normally, the fuel load is calculated at this time, then that figure is used to
complete the takeoff weight and CG exercise. For continuity of this example,
the fuel load calculated elsewhere is 14,880 lbs. Using the FUEL moment
table, the moment for 14,500 lbs is 118 and for 15,000 lbs is 146; interpolation
yields a value of 140 for 14,880 lbs of fuel. The values 14,880 and 140 are
entered in the WEIGHT and right, or positive, MOMENT columns of the FUEL
row, respectively.
2. Add the zero fuel weight and the fuel weight and record the result sum in the
WEIGHT column of the TAKEOFF WEIGHT row.
In this example, the total weight is 23,775 lbs plus 14,880 lbs, or 38,575 lbs.
This figure is entered in the WEIGHT column of the TAKEOFF WEIGHT row.
3. Add the zero fuel weight moment and the fuel moment, then record the result
in the appropriate negative or positive MOMENTS column in the TAKEOFF
WEIGHT row.
Both the zero fuel weight moment and the fuel moment may be negative,
positive, or a combination of negative and positive. Be sure to observe the
positives and negatives when combining the zero fuel weight and fuel moments.
The resultant sign determines into which column the final moment is entered.
The combined zero fuel weight moment, -80.2, and the fuel moment, 140.0, is
59.8; this value is entered in the positive MOMENTS column of the TAKEOFF
WEIGHT row.
NOTE: Use the fuel moment to the nearest 500 lb weight. Although
interpolation is possible for 100 lb increments, the manufacturer
does not provide instructions for this or require that it be done.

July 2010
Flight Planning
WEIGHT MOMENT
lb 1,000 lb x inch
WEIGHT in lb - +
BASIC EMPTY
21,150 40
WEIGHT
JEPPESSEN
EMPTY WEIGHT
CHANGES 0 0
WEIGHT 20 40 60 80
MOMENT -5 -10 -15.1 -20.2
100 120 140 160 180 EMPTY WEIGHT 21,150 40
-25.2 -30.2 PILOT 170 46.9
COPILOT 170 46.9
3rd CREW
GALLEY
80 -20.2
+ DOC
MOMENT -4.3 -8.7 -13 -17.3
GALLEY 180 -39
100 120 140 160 180
-21.6 -26 -30.3 -34.6 COAT RACK
-39
200 220 240 260
-43.3 -47.6 -52 -56.3
PASSENGER 3
WEIGHT 100 200 300 400
MOMENT 8.3 16.5 24.8 33.1
PASSENGER 6
I
500 600 MAX 680 lb

BAGGAGE COMPARTMENT
PASSENGER 7
41.3 49.6 56.2
WEIGHT 100 200 300 400
1,000 kg Max
PASSENGER 9 165 1.3

MOMENT 10.2 20.3 30.5 40.6
PASSENGER 10
II
500 600 MAX 760 lb

TOILET
77.3 LIFT RAFT
50.8 61.0 COMP
SURVIVAL KIT
WEIGHT 100 200 300 400
40
WATER
III
500 600 MAX 760 lb

62.0 74.4 94.2
I 100 8.1
WEIGHT 0 500 WEIGHT 0 500 BAGGAGE
COMPART - II 600 61
MOMENT 0 24 9,000 -51 -49
MENT
III 500 62
1,000 49 77 10,000 -44 -23
TOTAL 23.980 -251.5 171.3
2,000 87 73 11,000 -3 12
FUEL : MOMENTS
3,000 62 53 12,000 30 42
4,000 46 41 13,000 48 70
5,000 29 12 14,000 94 118 ZERO
FUEL 23.980 -80.2
6,000 -52 -22 15,000 146
WEIGHT
7,000 -40 -58 15,514 172
FUEL 14880 - 140
TAKE - OFF
38.860 - 59.8
WEIGHT
CG POSITION : 26.5 %
Figure 8-8: Takeoff Weight and Moment Loading Schedule Form

July 2010
Center of Gravity – Conventional Method
The computed takeoff weight and moment are plotted on the Weight and Balance
chart to determine whether the intersection is in the maximum takeoff weight
envelope.
1. Enter the chart (Figure 8-9) from the left with the aircraft’s weight
(38,860 lbs). Move right to the general area of the applicable moment.
2. Enter the chart from the top at the aircraft moment (59.8). Move down to
intersect the aircraft weight.
3. From the intersection, parallel the guidelines down to the bottom of the chart.
Read the % MAC CG for the plotted takeoff weight and moment (26.5%).
4. The CG derived from the Weight and Balance Diagram (26.5) is entered on
the loading schedule on the CG POSITION row next to the “%” sign.

July 2010
Flight Planning
Weight and Balance Diagram
-500 -400 -300 -200 -100 0 +100 +200 +300 +400

17
MOMENTS
18 (1,000AS lbx inch)
WEIGHT ( 1,000 LB)
19
+
20
21
2
22
23
24
25 1 MZFW
3
25,715 lb
26 4
27
28
29
30
31
32
33
34
35
MLW
36 35,570 lb
37
38
39
40 MTOW
10,780 lb
41
12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
Figure 8-9: Weight and Balance Diagram

July 2010
Center of Gravity – Tabulated Method
The manufacturer provides tables that identify CG by percent MAC
(Figure 8-10). A bold line encloses the percent MAC values that are within the
weight and balance envelope.
1. Locate the exact value of the zero fuel weight moment or of the moments
above and below it. Move down to the value of exact zero fuel weight or to
the weights above and below it.
2. Read the CG in percent MAC where the columns and rows intersect.
For this example, the zero fuel weight and moment are 23,775 lbs and -69.4,
respectively. The moment values of -50 and -75 are located at the top of the
table. Move down the column of weights on the left side of the table to the values
of 24,000 and 23,500 lbs.
Four numbers are read at the intersection of the 24,000 and 23,500 lb weight
rows and the -50 and -75 moment columns: 22.14, 23.10, 22.20, and 23.13.
The actual CG percent MAC is among these numbers. Because the percent
MAC values are all within the normal weight and balance limits, it can be
deduced that the actual CG is also within the weight and balance limits.
NOTE: This process also works for the takeoff weight and takeoff weight
moment.

July 2010
Flight Planning
Figure 8-10: Tables that identify CG by percent MAC

July 2010

July 2010
Flight Planning
Trip Planning
The Flight Planning section of the Performance Manual contains charts used
to determine the initial cruising altitude, the highest cruise altitude as limited
by maximum continuous thrust, the various cruise modes, and the reserve fuel
requirement.
To use the Flight Planning section, the following information is required:
distance from destination to alternate
average head - or tailwind from departure to destination
average head - or tailwind from destination to alternate
expected or desired reserve time for holding or cruise
Zero Fuel Weight (ZFW)
selected cruise mode
selected final cruise altitude
selected climb profile
distance from departure point to destination
average temperature enroute.
In this example, a trip from Albuquerque, New Mexico to Bogota, Colombia
is planned; the distance is 2,640 NM. The alternate is Cali, Colombia. The
distance from destination to the alternate is 170 NM.
The weight information is the same derived during the preceding weight and
balance discussion.
Assume the wind from departure to destination averages a 30 Kts tailwind.
From the destination to the alternate, the wind average a 30 Kts headwind.
The temperature enroute is ISA.
The climb profile used is the 260 Kts (0.72 M) profile. The final cruise altitude
is 41,000 ft.
Standard U.S. reserve fuel time regulations are applied. An additional fuel
quantity of 1,000 lbs is ordered due to the uncertain weather and mountainous
location of the destination airport.

July 2010
TOLD Card
A Takeoff and Landing Data (TOLD) card is used to record takeoff and landing data.
It serves as a convenient reference aid in the cockpit.
The Takeoff side of the card provides spaces for the following
information:
SimuFlite
TAKEOFF FALCON 50EX

ATIS ATIS
V1 – Engine Failure Speed
V1
GROSS WEIGHT
VR-V2 – Rotation/Safety Speed
FLAPS
TO SLATS/VFR – Flap Retraction Speed
VR -V2 S+
TO SLATS
POWER
T/O
TO CLEAN/VCLEAN – Slat Retraction Speed
VFR CLIMB 1.5 VS (VZF/VFS) – Final Segment and Enroute Climb Speed
TO CLEAN
R R GROSS WEIGHT – Takeoff Weight

VCLEAN W Q
Y D FT.
1.5 Vs
RETURN FLAPS S+ – Takeoff Configuration
(VZF/VFS) VREF T/O POWER
CLEARANCE
CLIMB POWER
CALL 1-800-527-2463 FOR ADDITIONAL CARDS RWY RQD – Computed Takeoff Field Length
RETURN VREF
CLEARANCE.
The Approach side of the card provides spaces for the following information:
SimuFlite
ATIS
APPROACH FALCON 50EX VREF – 1.3 VS for Full Flap Landing Configuration
ATIS
VAP – Approach Target Speed
WEIGHT
1.5 VS – Enroute Climb Speed; Minimum Clean Speed
V REF RWY RQD – Computed Landing Distance/Field Length
FLAPS
V AP S+
GROSS WEIGHT – Landing Weight
POWE R FLAPS S+ – Landing Configuration
1.5 V s AP P
CLIMB
MAX
APPROACH CLIMB POWER
R R
MAX CONTINUOUS POWER

W Q CONT
Y D FT .
NOTES:
NOTES.
CAL L 1-800-527-2463 FOR ADDITIONAL CARDS

July 2010
Flight Planning
Reserve Fuel Requirement – Destination

Landing Weight
To determine the required fuel for the trip, begin by calculating the weight of the
aircraft at the destination. This is done by the adding the reserve fuel to the zero
fuel weight.
Use the All Engine Operating Reserve Fuel chart to determine the reserve fuel
weight and landing weight at the destination. For convenience, this chart is called
the Reserve Fuel chart.
The Reserve Fuel chart meets ICAO recommendations and U.S. FAR
requirements. U.S. FARs require that the reserve fuel to the alternate be based
on fuel consumption at normal cruising speed for both VFR and IFR operations;
long range cruise is considered one of the four normal cruise modes. The FARs
do not specify any altitude for the reserve cruise time. A brief review of FARs
91.151(a) and 91.167(a) is appropriate at this time.
FAR 91.151(a): No one may begin a VFR flight unless (considering wind and
forecast weather conditions) there is enough fuel to fly to the first intended
destination and, assuming normal cruising speed, one of the following
apply:
during the day, to fly after that for at least 30 minutes
at night, to fly after that for at least 45 minutes.
FAR 91.167(a): No one may operate a civil aircraft in IFR conditions unless it
carries enough fuel (considering weather reports and forecasts and weather
conditions) to:
complete the flight to the first intended destination
fly from that airport to the alternate airport
fly after that for 45 minutes at normal cruising speed.
The reserve fuel chart is based on a missed approach at the destination and a climb
to and long range cruise at 29,000 ft. Time adjustments for holding on the chart
are after a descent from 29,000 ft. to a sea-level alternate and based on holding at
5,000 ft.
The holding fuel burn rate at 5,000 ft. is the same as the fuel burn rate at long
range cruise at approximately 23,000 ft.
Inputs by the pilot include wind component, alternate distance, holding time, and
planned zero fuel weight.

July 2010
Reserve Fuel
Figure 8-11: Reserve Fuel Chart

July 2010
Flight Planning
Reserve Fuel Requirement – Destination

Landing Weight (continued)
For FAR 91 operation, the runway is adequate for landing weights under
30,000 lbs if the greater of the following is true:
it is 4,000 ft. long
its length is equal to or greater than the runway elevation.
Gradients for go-arounds are adequate if the required gradient is 5% or less and
the aircraft is operated within the normal limits and envelope.
For this example, the elevation at Bogota is 8,354 ft.; its runway is
12,467 ft. (Figure 8-12). An examination of several SIDs reveals there
are climb gradients less than 5% used for departures, making go-around
gradients even less. Flight planning can continue.
Bogota, Colombia Eldorado Intl.
Elev 8
,354’
13
134°
12,467
’ 3800m Elev 8
,354’
31
314°
Figure 8-12: Bogota, Colombia - Eldorado Intl.

July 2010
Cruise Thrust and Altitude Selection
Trip Planning is continued by selecting the appropriate High Altitude Cruise Level
Limited by Maximum Cruise Thrust chart (Figure 8-13). The chart is selected based
on the type of cruise to be used and the final cruise altitude.
There are four types of cruise for the Falcon 50EX:
long range cruise (delivers the greatest still air range)
0.75 M (delivers the greatest constant cruise speed without
penetrating the critical Mach drag rise region)
0.80 M (above critical Mach drag rise; delivers a shorter trip time with an
increase in fuel consumption; does not necessarily induce increased engine
wear and tear)
maximum continuous thrust (delivers maximum speed but results in greatest
fuel burn and greatest engine wear and tear).
For long range trips over large bodies of water, 0.75 M is usually used; for over
land or for shorter trips over water, 0.80 M is usually used.
1. Examine the High Altitude Cruise Level Limited by Maximum Cruise Thrust
chart for landing weights plus approximately 2,000 lbs. The 2,000 lbs is added
to the landing weight to justify the climb to a higher cruise altitude; if the climb
to a higher cruise altitude can only be made later in the trip (less weight), the
climb may not justify the time left to cruise at the higher altitude.
Examine these weights as appropriate to the expected temperature, plus or
minus ISA. Each box in the chart has a takeoff weight and a weight at altitude
if reached directly after takeoff at the takeoff weight. For cruise, the lower
weight in the box is that at which the altitude can be attained.
In this case, the landing weight is 27,380 lbs. With 2,000 additional pounds,
the weight increases to 29,380 lbs.
2. Chose the final cruise altitude based on the standard altitudes for the direction
of flight and possible ATC restrictions.
For this example, 0.75 M is chosen and then checked with the chart.
An examination of the 41,000 ft. section indicates that it can be attained at
32,600 lbs with 0.75 M and ISA. This is above the projected 29,380 lbs cruise
weight (27,380 plus 2,000 lbs). The final cruise altitude can be 41,000 ft.

July 2010
Flight Planning
High Altitude Cruise Level Limited by

Maximum Cruise Thrust
MI MI
LR 0.75 0.80 LR 0.75 0.80
TEMP. TEMP.
DEV. DEV.
Pressure altitude: 37,000 ft Pressure altitude: 39,000 ft
– 15 °C NL NL NL – 15 °C NL NL NL
0 °C NL NL NL 0 °C NL NL NL
5 °C NL NL NL 5 °C NL NL 39,300
10 °C NL NL 40,800 10 °C NL NL 36,000
15 °C NL NL 36,700 15 °C 38,100 37,500 31,500
20 °C 40,300 38,300 29,700 20 °C 35,700 33,400 24,500
Pressure altitude: 41,000 ft Pressure altitude: 43,000 ft
– 15 °C 40,600 NL 37,900 – 15 °C 36,500 37,100 33,800

– 10 °C 40,600 NL 37,900 – 10 °C 36,500 37,100 33,800
– 5 °C 40,600 NL 37,900 – 5 °C 36,500 37,100 33,800
0 °C 40,100 40,900 37,200 0 °C 36,100 36,600 33,100
5 °C 38,800 39,100 34,900 5 °C 34,600 34,600 30,800
10 °C 36,400 36,400 31,800 10 °C 32,200 32,200 27,900
15 °C 34,100 33,000 26,800 15 °C 30,300 29,000 22,700
20 °C 31,500 29,200 19,800 20 °C 27,600 25,200
NL: Not limitative, higher than 41,000 lb
Figure 8-13: High Altitude Cruise Level Limited by Maximum Cruise Thrust chart

July 2010
Takeoff Weight
With cruise mode chosen and the final cruise altitude determined, the particular
Planning MI chart can be selected (Figure 8-14).
1. Enter the chart from the upper left with the value of the average head - or
tailwind (30 Kts tailwind).
2. Move right to intersect the trip distance (2,640 NM).
3. Move down to intersect the landing weight at the destination (27,380 lbs).
4. Move left to the edge of the chart and read the takeoff weight (39,000 lbs).
5. Enter the chart from the left at the temperature (ISA). Move right to intersect
the previously drawn line. Read the trip time at the intersection (5:52).

July 2010
Flight Planning
Planning MI = 0.75
Indicated Mach 0.75 41,000 ft.
Figure 8-14: Planning MI Chart (Continued on next page)

July 2010
Planning MI = 0.75 (Continued)
Indicated Mach 0.75 41,000 ft.
INDICATED MACH – SPECIFIC DISTANCE (NM / lb) – TAT (°C) – TAS (kt) – N1 (%) – FUEL FLOW (lb / hr)
TEMP. WEIGHT
40 38 36 34 32 30 28 26 24 22
DEV. x 1,000 lb
Pressure altitude: 41,000 ft
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2017 0.2159 0.2289 0.2418 0.2545 0.2671 0.2781 0.2873 0.2960 0.3042
TAT (°C) –44 –44 –44 –44 –44 –44 –44 –44 –44 –44
–10 °C
TAS (kt) 414 414 414 414 414 414 414 414 414 414
N1 (%) 93.6 91.4 89.6 88.0 86.6 85.3 84.2 83.4 82.6 81.9
FF (lb / hr) 685 640 605 570 540 515 495 480 465 455
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.1999 0.2140 0.2270 0.2397 0.2524 0.2649 0.2758 0.2849 0.2936 0.3018
TAT (°C) –33 –33 –33 –33 –33 –33 –33 –33 –33 –33
0 °C
TAS (kt) 424 424 424 424 424 424 424 424 424 424
N1 (%) 95.9 93.6 91.8 90.1 88.6 87.3 86.2 85.4 84.6 83.9
FF (lb / hr) 705 660 625 590 560 535 510 495 480 470
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2127 0.2259 0.2385 0.2513 0.2636 0.2745 0.2837 0.2924 0.3005
TAT (°C) –27 –27 –27 –27 –27 –27 –27 –27 –27
5 °C
TAS (kt) 429 429 429 429 429 429 429 429 429
N1 (%) 94.7 92.8 91.2 89.7 88.3 87.2 86.4 85.6 84.9
FF (lb / hr) 670 635 600 570 540 520 505 490 475
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2027 0.2132 0.2249 0.2374 0.2502 0.2625 0.2733 0.2825 0.2911 0.2992
TAT (°C) –22 –22 –22 –22 –22 –22 –22 –22 –22 –22
10 °C
TAS (kt) 434 434 434 434 434 434 434 434 434 434
N1 (%) 97.1 95.5 93.9 92.2 90.7 89.3 88.2 87.3 86.5 85.8
FF (lb / hr) 715 680 645 610 580 550 530 510 495 485
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2153 0.2255 0.2367 0.2492 0.2613 0.2721 0.2814 0.2899 0.2980
TAT (°C) –16 –16 –16 –16 –16 –16 –16 –16 –16
15 °C
TAS (kt) 439 439 439 439 439 439 439 439 439
N1 (%) 96.5 94.9 93.3 91.7 90.3 89.2 88.3 87.5 86.7
FF (lb / hr) 680 650 615 585 560 535 520 505 490
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2453 0.2533 0.2618 0.2711 0.2802 0.2888 0.2968
TAT (°C) –11 –11 –11 –11 –11 –11 –11
20 °C
TAS (kt) 443 443 443 443 443 443 443
N1 (%) 92.6 91.8 91.0 90.2 89.2 88.4 87.7
FF (lb / hr) 600 585 565 545 525 510 500
Shaded area indicates abnormal operations, to be used for interpolation only.
Figure 8-14: Planning MI Chart

July 2010
Flight Planning
Initial Cruise Altitude

Initial cruise altitude is determined using the Initial Cruise Altitude chart
(Figure 8-15) for the type of climb performed. These charts are divided into
groups by the climb mode considered and are subdivided by limiting minimum
climb rate values. Charts exist for each of the conditions listed below in
Table 8-4.
260 Kts/0.72 M Climb Mode 300 Kts/0.80 M Climb Mode
Climb limited by 100 FPM Climb limited by 100 FPM
Table 8-4: Initial Cruise Altitude

1. Enter the desired chart (climb 260 Kts/.72 limited by 300 ft./min rate-of-climb)
from the bottom with the takeoff weight (39,000 lbs).
2. Move up to intersect the cruise temperature (ISA).
3. Move left to the edge of the chart. Read the maximum initial cruise altitude.
The initial cruise altitude is then selected at or less than the maximum initial
cruise altitude, as appropriate for the direction of travel.
The value read is 41,600 ft. The closest normal cruise altitude less than or
equal to 41,600 ft. is 41,000 ft.
Final Fuel Calculation

Finally, the total fuel on board at takeoff is the takeoff weight minus the zero fuel
weight.
For this example, the takeoff weight, 39,000 lbs, minus the zero fuel weight,
24,120 lbs, yields the fuel weight, 14,880 lbs.

July 2010
Initial Cruise Altitude
Figure 8-15: Initial Cruise Altitude Chart

July 2010
Flight Planning
Takeoff Performance
With the trip planned and the desired takeoff weight determined, the next step
is the computation of takeoff and takeoff flight path performance. A review of
91.605(b) is appropriate at this time.
FAR 91.605(b): No one may operate a turbine-engine-powered transport
category airplane certificated after September 30, 1958, contrary to the AFM,
or take off that airplane unless:
the takeoff weight does not exceed the takeoff weight specified in the
AFM for the elevation of the airport and for the ambient temperature
existing at the time of takeoff
normal consumption of fuel and oil in flight to the airport of intended
landing and to the alternate airports leaves an arrival weight not in excess
of the landing weight specified in the AFM for the elevation of each of the
airports involved and for the ambient temperatures expected at the time
of landing
the takeoff weight does not exceed the weight shown in the AFM to
correspond with the minimum distances required for takeoff considering
the elevation of the airport, the runway to be used, the effective runway
gradient, and the ambient temperature and wind component existing at
the time of takeoff.
The Falcon 50EX was certified under FAR 25, which prescribes takeoff flight path
limits. The manufacturer is directed by FAR 25 to present takeoff limits by weight
or distance and takeoff climb performance limits by weight. The AFM restricts
takeoff by structural limits or takeoff performance. Takeoff weight is limited by the
most restrictive condition of the configuration used:
Slats + Flaps 20°
takeoff and accelerate-stop distances
climb gradient.
Slats
brake energy
takeoff and accelerate-stop distances
climb gradient.

July 2010
Takeoff Weight Determination
The charts in AFM, Section 5 allow the determination of the maximum takeoff
gross weight permitted by FAR 25 and the associated speeds and flight paths.
The aircraft may be limited in takeoff gross weight by field length, climb gradient,
obstacle clearance, or brake energy. The flow chart in Figure 8-16 illustrates the
steps to be used in determining the maximum allowable takeoff gross weight.
AIRCRAFT CONDITIONS
AIRPORT CONDITIONS
ATMOSPHERIC CONDITIONS
FIELD LENGTH CLIMB

LIMITED OBSTACLE
LIMITED CLEARANCE
PERFORMANCE PERFORMANCE
STRUCTURAL
OPERATIONAL
WEIGHT LIMITS
REDUCE V1 TO
TAKEOFF SPEEDS MAXIMUM BRAKE
ENERGY SPEED
DOES V1 NO
SATISFY BRAKE
ENERGY ?
YES
FINISHED
Figure 8-16: The Flow Chart

July 2010
Flight Planning
Runway and Climb Weight Limits

The aircraft takeoff weight is limited by certified maximum gross takeoff weight,
runway length, or climb requirements. Of these, only the maximum gross takeoff
weight is fixed: 39,700 lbs or 40,780 lbs on aircraft with SB F50-161. Charts are
provided in the AFM and Performance Manual to determine if aircraft weight is
limited by runway or climb requirements.
NOTE: SB F50-161; Maximum Takeoff Weight of 40,780 lbs (18,500 kg)
and Maximum Zero Fuel Weight of 25,570 lbs (11,600 kg).
Performance usually is based on balanced field length data, but can also be
determined by checking all of the following:
accelerate-stop distance
takeoff distance with an engine failure
115% all-engine operating takeoff distance
The weight of the aircraft is limited to a value where the distance for the aircraft to
accelerate to V1 and then stop is equal to the length of the runway or the length
of the runway plus a stopway.
The weight of the aircraft is limited to a value where the distance for the aircraft
to accelerate to V1 and continue the takeoff to a height of 35 ft. above the takeoff
surface with an engine failed at V1 is equal to the length of the runway or the length
of the runway plus a clearway.
The weight of the aircraft is limited to a value where the distance for the aircraft to
take off (to a height of 35 ft. above the takeoff surface with all engines operating)
is equal to the length of the runway, or the length of the runway plus a clearway
times 1.15.
Takeoff distance is the distance from start of takeoff roll to a point at which the
aircraft is at a height of 35 ft. with one engine failed at V1 or with all engines
operating times 1.15, whichever is greater, and temperatures up to 24°C (75°F).
Takeoff distance may not include any more of clearway length than 1/2 the distance
from where liftoff speed, VLOF, is achieved to the point where the aircraft is at
35 ft.
Balanced Field Length

Determine balanced field length by selecting a V1 speed that equalizes takeoff
distance and accelerate-stop distance. The resulting balanced field length generally
offers the greatest takeoff weight and least runway requirement under typical
operating conditions. V1 must be greater than V1 mini and less than VR and VMBE. If
V1 falls outside these limits, it must be made equal to the limit value; the balanced
field length then equals the greater of the takeoff distance or the accelerate-stop
distance for the V1 value.
NOTE: The CAE SimuFlite Falcon 50EX Operating Handbook presents
balanced field lengths for many predetermined conditions.
However, the pilot is responsible for observing runway length
limitations required by the AFM.

July 2010
For this aircraft, V1 mini is 91 Kts. At sea level with takeoff weights less than
30,000 lbs and temperature up to 24°C (75°F) in the Slats + Flaps 20° configuration,
balanced field length V1 equals V1 mini and accelerate-stop distance equals
balanced field length.
Climb Gradients
Aircraft certification requires a sufficient takeoff performance to meet or exceed
specific climb gradients during engine-out climb. Various climb segments require
different climb gradients (Figure 8-18).
A climb gradient is expressed in percent and is the result of any unit of measure
gain (or loss) in height divided by the same unit of measure of distance traversed
during the gain (or loss) in height, times 100. For example, the climb gradient for
a gain of 304 ft. of height in 1 NM, or 6,080 ft., is:
304 x 100 = 30,400 = 5%
6,080 6,080
For this aircraft, the net climb gradient is 0.9% less than the gross climb gradient
for the takeoff flight path. Net climb gradient is used when determining SID or
obstacle clearance climb requirements.
The following information is needed to determine the maximum takeoff
weight limited by runway and climb requirements and to determine runway
requirements:
departure airport elevation in pressure altitude
length of runway in use
runway slope
field temperature
runway wind
desired takeoff weight if other than maximum
any SID or obstacle climb requirement.
The elevation of Albuquerque, New Mexico is 5,355 ft. MSL (Figure 8-17).
Assume the conditions are 95°F, wind 260° at 15 Kts, and altimeter 29.77 in
Hg. The pressure altitude for Albuquerque is calculated as 5,500 ft. Runway 26
is used, which is 13,793 ft.; the difference in elevation between runway ends is
-41 ft. No special climb requirements are necessary for takeoffs on this runway.
Albuquerque, New Mexico
Elev 5,312’ Elev 5,355’
13,793’
8 26
080° 260°
Figure 8-17: New Mexico is 5,355 ft. MSL

July 2010
Flight Planning
Certification Takeoff Path

(One Engine Inoperative)
V1 TAKE–OFF RATING MAX. CONTINUOUS

(5 minutes max.) RATING
ALL ENGINES 1 ENGINE
OPERATING INOPERATIVE
FINAL SEGMENT
TRANSITION SEGMENT
SECOND SEGMENT
1,500 ft
REF. 0 minimum
FIRST
HDS = 400 ft
BRAKE SEGMENT
minimum
RELEASE
RUNWAY
35 ft
RUNWAY SLOPE
TOTAL DISTANCE
Figure 8-18: Certification Takeoff Path1 (One Engine Inoperative)

1
he depicted certification takeoff path is the general performance requirement for any three-engine aircraft certified according to
T
FAR Part 25 at the time of the Falcon 50EX certification. The Falcon 50EX VR, VLOF, and V2 are all the same speed and occur at
nearly the same time. This implies a brisk rotation rate at takeoff. Test flight data indicates that Dassault considered a 6 to 7° per
second rotation rate at takeoff as normal.

July 2010
Balanced Field Length – No Adjustments
The procedure specified by the manufacturer in the AFM utilizes the balanced
field length charts to determine runway requirements and weight limits
(Figure 8-19). On the charts, the vertical grid lines represent distance and the
various curves adjust balanced field length for takeoff weight, slope, and/or wind
different from their respective reference values. If the takeoff weight, slope, and
wind are at their reference values, make no adjustment.
Assume the desired takeoff is at 98°F at 4,000 ft. pressure altitude at the
reference values: aircraft weight of 30,000 lbs, runway slope of 0%, and wind of
zero knots in the Slats + Flaps 20° configuration.
1. Enter the appropriate Balanced Field Length chart (S + Flaps 20°) from
the upper left with the field temperature (95°F). Move right to intersect the
departure field pressure altitude (4,000 ft.).
2. Move straight down to the bottom of the chart. The runway length (4,650 ft.)
is read at the bottom of the chart and is the runway length required if there
are no corrections required for aircraft weight, runway slope, and/or wind.

July 2010
Flight Planning

S + Flaps 20°
Figure 8-19: Balanced Field Length - S + Flaps 20°

July 2010
Balanced Field Length – Adjustments for
Weight, Runway Slope and Wind
To determine the runway required for weight, runway slope, and wind, use the
appropriate Balanced Field Length chart (S + Flaps 20°, Figure 8-20) in the
following manner.
SimuFlite
1. Enter the chart from the left at the ambient temperature (95°F). Move right to
TA KE OFF FALCON 50EX intersect the pressure altitude (5,500 ft.).
ATIS
2. Enter from the left at the desired takeoff weight (39,000 lbs). Move to the right
across the adjustment guidelines for weight.
GROSS WEIGHT
V1 39,000 3. Return to the intersection of the ambient temperature and pressure altitude.
FLAPS
Move down to intersect the 30,000 lb weight reference line. From this
V R -V 2 S+
intersection, follow the adjustment guidelines to intersect the takeoff weight
POWE R
TO SLA TS T/O
projection.
V FR
4. Move straight down to the slope reference line and adjust the takeoff runway
CLIMB
TO CLEAN
V CLEA N
R R
W Q 8,100 length for slope. Slope in %, or % gradient, is any value of vertical units divided
by any value of like horizontal units, times 100.
Y D FT .
1.5 V s
RETURN
(V ZF /V FS ) V REF At Albuquerque, the east end of runway 26 is at 5,352 ft. and the west end
CLEARANCE
is at 5,311 ft.; the difference is 41 ft. down. The length of the runway is
13,375 ft. The slope is -0.3%, or:
-41 x 100 = -0.3%

13,375
a. Enter from the left at the slope (-0.3%). Move to the right
through the guidelines for slope adjustment.
b. From the intersection of the weight-adjusted line and the slope reference
line, follow the guidelines to intersect the slope, then move down to the
wind reference line.
5. Adjust the balanced field length for wind.
a. Enter from left with the wind (15 Kts headwind). Move to the right through
the guidelines for wind adjustment.
b. From the intersection of the slope-adjusted line and the wind reference
line, follow the wind guidelines to intersect the wind. Move down to the
bottom of the chart (8,100 ft.).
6. Compare the required distances to identify any runway limits.
The balanced field length is less than the runway length of 13,375 ft.; takeoff
weight is not limited by runway length.

July 2010
Flight Planning
Adjustments for Weight, Runway Slope and Wind – Balanced Field

Length
S + Flaps 20°
Figure 8-20: Adjustments for Weight, Runway Slope and Wind - Balanced Field Length (S + Flaps 20°)

July 2010
Takeoff Weight Limited by Runway Length
A balanced field length chart can also be used to determine maximum weight
based on runway length.
The following does not apply to the example depicted in this chapter; it
illustrates takeoff weight limitations due to runway length.
1. Enter the chart (Figure 8-21) from the bottom with the runway length
(4,300 ft.). Move up to intersect the appropriate wind line (15 Kts), then
parallel the guidelines down and right to the wind reference line.
2. Move up to intersect the appropriate runway slope line, then
parallel the guidelines to the slope reference line.
Assume there is no runway slope.
3. Move up through the aircraft weight reference line, stopping short of the
ambient temperature area.
4. Enter the chart from the upper left at the field temperature (95°F). Move right
to intersect the departure field pressure altitude (5,500 ft.).
5. Move down to the aircraft weight reference line. Parallel the guidelines up to
intersect the adjusted runway length. Move left to the edge of the chart and
read the takeoff weight (29,100 lbs), which is the maximum takeoff weight
limit for the runway length and the density altitude at the runway.

July 2010
Flight Planning
Takeoff Weight by Runway Length – Balanced Field Length

S + Flaps 20°
Figure 8-21: Takeoff Weight by Runway Length - Balanced Field Length S + Flaps 20°

July 2010
Takeoff Weight Limited by Climb
Requirements
The takeoff weight may be limited by climb requirements, especially at high runway
elevations and hot temperatures. The appropriate Maximum Takeoff Weight Limited
by Climb Requirements chart (S + Flaps 20°), (Figure 8-22) encompasses all the
minimum climb requirements of certification for the takeoff flight path. If a takeoff
weight is not limited by the chart, the takeoff flight path with an engine failure at that
weight meets all FAR 25 minimum climb gradients.
1. Enter the chart from the left with the ambient temperature (95°F). Move right
to intersect the airport pressure altitude (5,500 ft.).
2. Move down to intersect the bottom of the chart and read the maximum weight
allowable at takeoff to meet all minimum climb requirements.
The result, 34,400 lbs, is not adequate for the planned trip.

July 2010
Flight Planning
Maximum Takeoff Weight Limited by Climb Requirements

S + Flaps 20°
Figure 8-22: Maximum Takeoff Weight Limited by Climb Requirements S + Flaps 20°

July 2010
Slats
Figure 8-23: Balanced Field Length Slats

July 2010
Flight Planning

Requirements (continued)
3. If a Slats + Flaps 20° configuration does not meet climb requirements, a
slats-only configuration may; however, the latter requires greater runway
length. Use the appropriate Balanced Field Length Slats chart (Figure 8-23)
to determine if a slats-only configuration is limited by runway length.
The desired weight is 39,000 lbs. At Albuquerque the conditions are:
pressure altitude of 5,500 ft.
temperature at 95°F
-0.3% runway slope
15 Kts of headwind
The chart is worked in the same manner as the chart for the Slats + 20°
configuration. The runway required as a result is 9,100 ft., which is less than
the runway’s 13,375-foot length. The runway is not limiting for a slats-only
configuration takeoff.

July 2010
Maximum Takeoff Weight Limited by Climb Requirements
Slats
Figure 8-24: Maximum Takeoff Weight Limited by Climb Requirements Slats

July 2010
Flight Planning

Requirements (continued)
4. Determine the maximum weight limited by minimum climb requirements for
a slats-only takeoff configuration. Use the appropriate Maximum Takeoff
Weight Limited by Climb Requirements (Slats) chart (Figure 8-24).
This result is a maximum allowable takeoff weight of 40,000 lbs. This result
is greater than the planned trip weight of 39,000 lbs. A slats-only takeoff
configuration for a 39,000 lbs takeoff weight is not limited by structural,
runway, or climb limits.

July 2010
V1 Speed Computations
SimuFlite Once the runway and weight requirements are met, the various airspeeds for
TAKEOFF FALCON 50EX takeoff and climb must be determined.
ATIS
The first speed that is required is V1. Use the appropriate Engine Failure
GROSS WEIGHT
Speed Associated with Balanced Field Length chart (Figure 8-25); the takeoff
V1 135
39,000 configuration, Slats + Flaps 20° or slats only, determines which chart to use.
FLAPS
VR -V2 S+ ø The chart is arranged like the balanced field length chart, except the vertical lines
TO SLATS
POWER
T/O
represent airspeed with a scale at the bottom of the chart. The valued obtained
VFR CLIMB
is V1.
The example must use the Engine Failure Speed Associated with Balanced
TO CLEAN
R R
9,100
VCLEAN W Q
Y D FT.
Field Length Slats chart to meet the takeoff requirements.
1.5 Vs
RETURN
(VZF/VFS) VREF
CLEARANCE intersect the pressure altitude (5,500 ft.). Move down to the weight reference
line.
CALL 1-800-527-2463 FOR ADDITIONAL CARDS
2. Enter the chart from the left at the desired takeoff weight (39,000 lbs). Move
to the right across the weight guidelines.
3. Return to the intersection of the ambient temperature/pressure
altitude line and the weight reference line. From this intersection,
follow the guidelines down to the desired weight projection (39,000 lbs). From
this intersection, move down to the slope reference line.
4. Adjust the V1 speed for slope.
a. Enter the chart from the left at the slope (-0.3%). Move to the right through
the slope guidelines.
line, follow the guidelines to intersect the slope. Move down to the wind
reference line.
5. Adjust the V1 speed for wind.
a. Enter the chart from left with the wind (15 Kts headwind). Move to the
right through the wind guidelines.
b. From the intersection of the slope-adjusted line and the wind reference line,
follow the guidelines to intersect the wind. Move down to the bottom of the
chart and read the V1 speed (135 Kts).

July 2010
Flight Planning
Engine Failure Speed Associated with Balanced Field Length

Slats
Figure 8-25: Engine Failure Speed Associated with Balanced Field Length Slats

July 2010
VMBE Speed Computations
Maximum brake energy speed may limit V1; therefore, VMBE and V1 must be compared.
The manufacturer defines V1 as the lesser of the two.
Determine VMBE from the Maximum Brake Energy Speed (VMBE) Slats chart
(Figure 8-26). The chart is arranged like Engine Failure Speed Associated with
Balanced Field Length chart with one exception; there is a line slanting through
the weight adjustment curves. Above the line, the adjustment curves are dashed;
below it, they are solid. If a takeoff weight falls in the dashed line area, VMBE does
not impact V1.
The maximum takeoff weight at which maximum brake energy speed does not
exceed the normal V1 for balanced field length can be determined. Operational
takeoff weight for unbalanced field takeoffs may be adjusted to keep V1 within
VMBE limits.
intersect the pressure altitude (5,500 ft.). Move down to the weight reference
line.
2. Enter the chart from the left at the desired takeoff weight (39,000 lbs). Move
to the right across the weight guidelines.
3. Return to the intersection of the ambient temperature/pressure altitude line and
weight reference line. From the intersection, parallel the guidelines to intersect
the weight projection. Move down to the slope reference line.
4. Adjust the brake energy speed for slope.
a. Enter the chart from the left at the slope (-0.3%). Move to the right through
the guidelines.
line, follow the guidelines to intersect the slope. Move down to the wind
reference line.
5. Adjust the brake energy speed for wind.
a. Enter the chart from left with the wind (15 Kts headwind). Move to the
right through the wind guidelines.
b. From the intersection of the slope-adjusted line and the wind reference line,
follow the guidelines until the wind is intersected. Move down to the bottom
of the chart and read the VMBE speed (137 Kts).
6. The lesser value of V1 or VMBE becomes the V1 for takeoff.
In this example, VMBE is 137 Kts and V1 is 135 Kts; V1, therefore, is
135 Kts.

July 2010
Flight Planning
Maximum Brake Energy Speed (VMBE)

Slats
Figure 8-26: Maximum Brake Energy Speed (VMBE) Slats

July 2010
V2 Speed Computations, V1/VR Ratio, VFR
and VCLEAN Speed Computations and Takeoff
SimuFlite
Attitude
V2 is determined from the applicable Takeoff Speed chart; on the same page are
TAKEOFF FALCON 50EX
ATIS
a V1/VR ratio chart and a Takeoff Attitude chart (Figure 8-27).
To transition from second segment to final segment climb, the aircraft is
GROSS WEIGHT accelerated through speeds at which the Flaps and slats are retracted. These
V1 135 39,000 speeds are determined by adding set values to the V2 speed.
FLAPS
VR -V2 135 S+ ø
1. Enter the chart from the upper left with the takeoff weight (39,000 lbs). Move
POWER
TO SLATS T/O
right to intersect the VR = V2 line.
VFR CLIMB
TO CLEAN 2. From the intersection, move down to the VR-V2 IAS (Kts) scale. Read the
VCLEAN 160
R R
W Q
Y D 9,100 FT.
value (135 Kts).
1.5 Vs
RETURN
3. Enter the V1/VR section of the chart from the bottom with V1 (135 Kts). Move
(VZF/VFS) VREF up through the guidelines, stopping at the edge of the chart.
CLEARANCE
4. Return to the V2 line drawn previously. Continue the line down from the
CALL 1-800-527-2463 FOR ADDITIONAL CARDS Takeoff Speed chart to the V1/VR reference line.
5. From the reference line, parallel the guidelines to intersect the V1 line.
6. From the intersection, move left to the edge of the chart. Read the V1/VR
ratio.
In the example V1 and VR are virtually the same speed so the ratio is 1.00,
which is allowable.
NOTE: For this aircraft, VR always is equal to V2.
7. When a takeoff is made in a Slats + Flaps 20° configuration, add 15 Kts to V2

to obtain the minimum flap retract speed, or VFR.
There are no flaps used during the takeoff in this example, therefore there is
no applicable VFR.
8. Add 25 Kts to V2 to obtain the minimum clean wing (slat retract) speed,
VCLEAN.
VCLEAN = V2 + 25 = 135 + 25 = 160 KIAS
9. Enter the Takeoff Attitude Slats chart from the bottom with the net climb
gradient required for the second segment climb. Move up to intersect the
diagonal line.
For this example, the net climb gradient required for second
segment is the minimum climb gradient required by certification.
Certification requires a minimum of 2.7% gross climb gradient during second
segment climb. By definition, second segment gross climb gradient is
reduced by 0.9% to obtain second segment net climb gradient, or a minimum
of 1.8%.
10. Move left to edge of the chart and read the correct pitch attitude to achieve
the net climb gradient for second segment (15.5°).

July 2010
Flight Planning
Takeoff Speed
Slats
Figure 8-27: Takeoff Speed - Slats

July 2010
1.5 VS Speed Computation
Determine the 1.5 VS speed for the final segment and enroute climb from the
SimuFlite En Route Climb Speed Clean chart (Figure 8-28).
TAKEOFF FALCON 50EX
ATIS
1. Enter the chart from the left with the takeoff weight (39,000 lbs). Move right
to the intersect the diagonal line.
GROSS WEIGHT 2. From the intersection, move down to the bottom of the chart. Read the 1.5 VS
V1 135 39,000 value (189 Kts).
FLAPS
VR -V2 135 S+ ø
.
POWER
TO SLATS T/O
VFR CLIMB
TO CLEAN
R R
VCLEAN 160 WY QD 9,100 FT.
1.5 Vs
RETURN
(VZF/VFS) 189 VREF

CLEARANCE

July 2010
Flight Planning
En Route Climb Speed Clean
Figure 8-28: En Route Climb Speed Clean

July 2010
N1 Setting Computations – Takeoff Thrust
The takeoff thrust is presented in either the Takeoff Thrust Takeoff Run and 1st
Segment Climb chart or the Takeoff Thrust 2nd Segment Approach and Landing
SimuFlite
Climbs chart. There are charts for takeoff in non-icing and icing conditions.
TAKEOFF FALCON 50EX
ATIS The Takeoff Thrust Takeoff Run and 1st Segment Climb chart is more usable for
verifying full thrust because it calculates N1 setting based on static air temperature.
GROSS WEIGHT This is the thrust that must be achieved to begin the takeoff roll and achieve all
V1 135 39,000 the takeoff performance values. Full advancement of the thrust levers should
FLAPS
VR -V2 135 S+ ø provide as a minimum the charted N1 value for takeoff.

POWER
TO SLATS T/O 89.1 Assume ice protection is not required.
VFR
1. Enter the appropriate Takeoff Thrust Takeoff Run and 1st Segment Climb
CLIMB
TO CLEAN
VCLEAN 160 9,100

R R
W Q
Y D FT.
chart (Figure 8-29) from the side with the SAT (35°C). Move up to intersect
1.5 Vs
RETURN the pressure altitude (5,500 ft.).
(VZF/VFS) 189 VREF 2. Move left from the intersection to the edge of the chart. Read the N1 setting
(89.1%). Interpolate as necessary.
CLEARANCE

July 2010
Flight Planning
Takeoff Thrust without Ice Protection

Takeoff Run and 1st Segment Climb
Flat rating Side engine N1 Center engine N1

TAKE-OFF N1
WITHOUT ICE PROTECTION
TAKE-OFF RUN AND FIRST SEGMENT CLIMB
88.0 88.9 Altitude -1,000 ft / 5,000 ft
88.6 89.5
89.1 90.0 MAXIMUM ITT: 1,013 °C
SAT Pressure altitude (ft) SAT
( C) –1,000 0 1,000 2,000 3,000 4,000 5,000 ( C)
50 86.1 86.8 85.9 86.7 85.8 86.5 50
48 86.6 87.3 86.4 87.2 86.3 87.1 86.2 86.9 48
46 87.0 87.8 86.9 87.7 86.8 87.6 86.7 87.5 86.5 87.3 46
44 87.5 88.3 87.3 88.2 87.2 88.1 87.1 88.0 87.0 87.9 87.0 87.8 44
42 88.0 88.9 87.9 88.7 87.8 88.6 87.7 88.5 87.6 88.4 87.5 88.3 87.3 88.2 42
40 88.6 89.5 88.4 89.3 88.3 89.2 88.2 89.1 88.1 89.0 88.0 88.9 87.9 88.8 40
38 89.1 90.0 89.0 89.9 88.9 89.8 88.8 89.7 88.6 89.6 88.5 89.5 88.4 89.3 38
36 89.7 90.6 89.5 90.5 89.4 90.4 89.3 90.3 89.2 90.1 89.0 90.0 88.9 89.9 36
34 90.2 91.2 90.1 91.0 90.0 91.0 89.9 90.9 89.7 90.7 89.6 90.6 89.4 90.4 34
32 90.7 91.7 90.6 91.6 90.5 91.5 90.4 91.4 90.2 91.3 90.1 91.1 89.9 91.0 32
30 90.6 91.6 91.0 92.0 91.0 92.0 90.9 91.9 90.7 91.7 90.5 91.6 90.4 91.5 30
28 90.3 91.3 90.9 91.8 91.4 92.4 91.3 92.3 91.2 92.2 91.0 92.1 90.9 92.0 28
26 90.0 91.0 90.6 91.5 91.3 92.3 91.8 92.8 91.6 92.7 91.5 92.5 91.4 92.4 26
24 89.7 90.7 90.3 91.3 91.0 92.0 91.9 92.9 92.1 93.1 92.0 93.0 91.9 92.9 24
22 89.4 90.3 90.0 91.0 90.7 91.7 91.6 92.6 92.5 93.6 92.4 93.5 92.3 93.4 22
20 89.1 90.0 89.7 90.7 90.4 91.4 91.3 92.4 92.6 93.7 92.9 94.0 92.8 93.9 20
18 88.8 89.7 89.4 90.4 90.2 91.2 91.1 92.1 92.4 93.5 93.3 94.5 93.2 94.4 18
16 88.5 89.4 89.1 90.1 89.9 90.9 90.9 91.9 92.1 93.2 93.4 94.5 93.6 94.9 16
14 88.2 89.1 88.9 89.8 89.7 90.7 90.6 91.7 91.9 93.0 93.1 94.3 94.0 95.4 14
12 87.8 88.8 88.6 89.5 89.4 90.4 90.4 91.4 91.7 92.7 92.9 94.0 94.1 95.4 12
10 87.5 88.4 88.3 89.2 89.2 90.2 90.2 91.2 91.4 92.5 92.6 93.8 93.8 95.1 10
8 87.2 88.1 88.0 88.9 88.9 89.8 89.8 90.9 91.1 92.2 92.3 93.5 93.5 94.8 8
6 86.9 87.8 87.7 88.6 88.5 89.5 89.5 90.6 90.8 91.9 92.0 93.1 93.1 94.4 6
4 86.6 87.5 87.4 88.3 88.2 89.2 89.2 90.2 90.5 91.5 91.7 92.8 92.8 94.1 4
2 86.3 87.2 87.1 88.0 87.9 88.9 88.9 89.9 90.2 91.2 91.4 92.5 92.4 93.7 2
0 85.9 86.8 86.8 87.7 87.6 88.6 88.6 89.6 89.9 90.9 91.1 92.2 92.1 93.4 0
–2 85.6 86.5 86.4 87.4 87.3 88.3 88.3 89.3 89.5 90.6 90.7 91.8 91.8 93.0 –2
–4 85.3 86.2 86.1 87.1 87.0 87.9 88.0 88.9 89.2 90.2 90.4 91.5 91.4 92.7 –4
–6 85.0 85.9 85.8 86.7 86.7 87.6 87.7 88.6 88.9 89.9 90.1 91.2 91.1 92.4 –6
–8 84.6 85.5 85.5 86.4 86.4 87.3 87.3 88.3 88.6 89.6 89.8 90.8 90.8 92.0 –8
–10 84.3 85.2 85.2 86.1 86.1 87.0 87.0 88.0 88.3 89.2 89.5 90.5 90.5 91.7 –10
–12 84.0 84.9 84.9 85.8 85.7 86.6 86.7 87.6 87.9 88.9 89.1 90.2 90.1 91.4 –12
–14 83.7 84.5 84.6 85.5 85.4 86.3 86.4 87.3 87.6 88.6 88.8 89.8 89.8 91.0 –14
–16 83.3 84.2 84.3 85.1 85.1 86.0 86.1 87.0 87.3 88.3 88.5 89.5 89.5 90.7 –16
–18 83.0 83.9 83.9 84.8 84.8 85.7 85.7 86.6 87.0 87.9 88.1 89.2 89.1 90.3 –18
–20 82.7 83.5 83.6 84.5 84.5 85.4 85.4 86.3 86.6 87.6 87.8 88.8 88.8 90.0 –20
–22 82.4 83.2 83.3 84.2 84.1 85.0 85.1 86.0 86.3 87.3 87.5 88.5 88.5 89.7 –22
–24 82.0 82.9 83.0 83.9 83.8 84.7 84.8 85.7 86.0 86.9 87.1 88.2 88.2 89.3 –24
–26 81.7 82.5 82.7 83.5 83.5 84.4 84.4 85.3 85.6 86.6 86.8 87.8 87.9 89.1 –26
–28 81.4 82.2 82.3 83.2 83.2 84.0 84.1 85.0 85.3 86.2 86.4 87.5 87.6 88.8 –28
–30 81.0 81.9 82.0 82.9 82.8 83.7 83.8 84.7 85.0 85.9 86.1 87.1 87.3 88.5 –30
–32 80.7 81.5 81.7 82.5 82.5 83.4 83.4 84.3 84.6 85.6 85.8 86.8 87.0 88.3 –32
–34 80.3 81.2 81.4 82.2 82.2 83.0 83.1 84.0 84.3 85.2 85.4 86.4 86.8 88.0 –34
–36 80.0 80.8 81.0 81.9 81.8 82.7 82.8 83.6 83.9 84.9 85.1 86.1 86.4 87.7 –36
–38 79.7 80.5 80.7 81.5 81.5 82.4 82.4 83.3 83.6 84.5 84.7 85.7 86.0 87.3 –38
–40 79.3 80.1 80.4 81.2 81.2 82.0 82.1 83.0 83.2 84.2 84.4 85.4 85.7 86.9 –40
–42 79.0 79.8 80.0 80.9 80.8 81.7 81.7 82.6 82.9 83.8 84.0 85.0 85.3 86.5 –42
–44 78.6 79.4 79.7 80.5 80.5 81.3 81.4 82.3 82.6 83.5 83.7 84.7 85.0 86.2 –44
–46 78.3 79.1 79.4 80.2 80.2 81.0 81.1 81.9 82.2 83.1 83.3 84.3 84.6 85.8 –46
–48 78.0 78.8 79.0 79.8 79.8 80.6 80.7 81.6 81.9 82.8 83.0 84.0 84.2 85.4 –48
–50 77.6 78.4 78.7 79.5 79.5 80.3 80.4 81.2 81.5 82.4 82.6 83.6 83.9 85.1 –50
–52 77.3 78.1 78.3 79.2 79.1 79.9 80.0 80.9 81.2 82.1 82.3 83.3 83.5 84.7 –52
–54 76.9 77.7 78.0 78.8 78.8 79.6 79.7 80.5 80.8 81.8 82.0 82.9 83.2 84.4 –54
( C) –1,000 Figure 08-29: Takeoff1,000
Thrust without2,000
Ice Protection3,000
(Continued on4,000
next page) 5,000 ( C)

July 2010
Takeoff Thrust without Ice Protection (Continued)
Takeoff Run and 1st Segment Climb
Flat rating Side engine N1 Center engine N1 TAKE-OFF N1

TAKE-OFF RUN AND FIRST SEGMENT CLIMB
89.9 90.9 Altitude 6,000 ft / 14,000 ft
90.3 91.4
90.8 91.9 MAXIMUM ITT: 1,013 °C
( C) 6,000 7,000 8,000 9,000 10,000 12,000 14,000 ( C)
50 50
48 48
46 46
44 44
42 42
40 87.7 88.6 40
38 88.3 89.2 88.1 89.0 38
36 88.8 89.8 88.6 89.6 88.4 89.4 36
34 89.3 90.3 89.1 90.2 89.0 90.0 88.8 89.8 34
32 89.9 90.9 89.7 90.7 89.5 90.5 89.3 90.4 89.1 90.2 32
30 90.3 91.4 90.2 91.2 90.0 91.0 89.8 90.8 89.6 90.7 30
28 90.8 91.9 90.6 91.7 90.4 91.5 90.2 91.3 90.1 91.1 89.6 90.7 28
26 91.3 92.4 91.1 92.2 90.9 92.0 90.7 91.8 90.5 91.6 90.1 91.2 26
24 91.8 92.8 91.6 92.7 91.4 92.5 91.2 92.3 91.0 92.1 90.5 91.6 90.0 91.2 24
22 92.2 93.3 92.1 93.1 91.9 92.9 91.7 92.8 91.5 92.6 91.0 92.1 90.5 91.5 22
20 92.7 93.8 92.5 93.6 92.3 93.4 92.1 93.2 92.0 93.0 91.5 92.5 90.9 92.0 20
18 93.1 94.3 92.9 94.1 92.7 93.9 92.6 93.7 92.4 93.5 91.9 93.0 91.3 92.4 18
16 93.5 94.8 93.3 94.6 93.1 94.4 93.0 94.2 92.8 94.0 92.3 93.5 91.8 92.9 16
14 93.9 95.3 93.7 95.1 93.6 94.9 93.4 94.7 93.2 94.5 92.7 93.9 92.2 93.4 14
12 94.3 95.8 94.2 95.6 94.0 95.3 93.8 95.1 93.7 94.9 93.2 94.4 92.6 93.9 12
10 94.7 96.2 94.6 96.0 94.4 95.8 94.2 95.6 94.1 95.4 93.6 94.9 93.0 94.3 10
8 94.5 96.2 95.0 96.6 94.8 96.4 94.7 96.2 94.5 96.0 94.0 95.5 93.5 94.9 8
6 94.1 95.8 95.4 97.2 95.3 97.0 95.1 96.8 94.9 96.6 94.4 96.1 93.9 95.5 6
4 93.7 95.3 95.0 97.0 95.7 97.5 95.5 97.4 95.3 97.2 94.9 96.6 94.3 96.1 4
2 93.4 94.9 94.6 96.5 96.0 98.1 95.9 97.9 95.8 97.8 95.3 97.2 94.8 96.7 2
0 93.0 94.5 94.3 96.1 95.6 97.8 96.4 98.5 96.2 98.4 95.7 97.8 95.2 97.2 0
–2 92.6 94.2 93.9 95.8 95.2 97.5 96.6 99.1 96.6 98.9 96.2 98.4 95.6 97.9 –2
–4 92.3 93.8 93.6 95.5 95.0 97.2 96.3 98.9 97.1 99.5 96.6 99.1 96.1 98.5 –4
–6 92.0 93.5 93.3 95.2 94.7 96.9 96.1 98.6 97.4 100.0 97.1 99.7 96.6 99.2 –6
–8 91.7 93.2 93.0 94.9 94.4 96.7 95.8 98.4 97.2 100.0 97.6 100.0 97.0 99.9 –8
–10 91.3 92.8 92.7 94.6 94.2 96.4 95.6 98.2 96.9 99.9 98.0 100.0 97.5 100.0 –10
–12 91.0 92.5 92.4 94.3 93.9 96.1 95.3 97.9 96.7 99.7 98.5 100.0 98.0 100.0 –12
–14 90.7 92.2 92.1 94.0 93.6 95.9 95.1 97.7 96.5 99.5 99.0 100.0 98.5 100.0 –14
–16 90.4 91.8 91.8 93.7 93.4 95.6 94.9 97.5 96.4 99.4 99.6 100.0 99.0 100.0 –16
–18 90.0 91.5 91.5 93.4 93.1 95.4 94.7 97.3 96.2 99.2 100.0 100.0 99.5 100.0 –18
–20 89.7 91.1 91.2 93.1 92.9 95.1 94.5 97.1 96.0 99.0 100.0 100.0 100.0 100.0 –20
–22 89.4 90.8 90.9 92.8 92.6 94.9 94.3 96.9 95.9 98.9 100.0 100.0 100.0 100.0 –22
–24 89.1 90.5 90.7 92.5 92.4 94.6 94.0 96.6 95.7 98.6 99.9 100.0 100.0 100.0 –24
–26 88.9 90.4 90.5 92.3 92.1 94.4 93.7 96.3 95.3 98.3 99.5 100.0 100.0 100.0 –26
–28 88.7 90.2 90.3 92.1 91.9 94.1 93.4 96.0 94.9 97.9 99.1 100.0 100.0 100.0 –28
–30 88.6 90.1 90.1 92.0 91.6 93.9 93.1 95.7 94.6 97.5 98.8 100.0 100.0 100.0 –30
–32 88.4 90.0 89.9 91.8 91.4 93.6 92.8 95.4 94.2 97.1 98.4 100.0 100.0 100.0 –32
–34 88.2 89.8 89.7 91.6 91.1 93.4 92.5 95.1 93.9 96.8 98.0 100.0 100.0 100.0 –34
–36 87.9 89.5 89.3 91.3 90.8 93.0 92.1 94.7 93.5 96.4 97.6 100.0 100.0 100.0 –36
–38 87.5 89.1 88.9 90.9 90.4 92.6 91.7 94.3 93.1 96.0 97.2 99.6 100.0 100.0 –38
–40 87.1 88.7 88.6 90.5 90.0 92.2 91.3 93.9 92.7 95.5 96.7 99.2 100.0 100.0 –40
–42 86.7 88.3 88.2 90.1 89.6 91.8 91.0 93.5 92.3 95.1 96.3 98.8 100.0 100.0 –42
–44 86.3 87.9 87.8 89.7 89.2 91.4 90.6 93.1 91.9 94.7 95.9 98.3 100.0 100.0 –44
–46 85.9 87.5 87.4 89.3 88.8 91.0 90.2 92.7 91.5 94.3 95.5 97.9 99.8 100.0 –46
–48 85.6 87.1 87.0 88.9 88.4 90.6 89.7 92.3 91.1 93.9 95.1 97.5 99.4 100.0 –48
–50 85.2 86.7 86.6 88.5 88.0 90.2 89.3 91.8 90.7 93.4 94.7 97.0 98.9 100.0 –50
–52 84.8 86.3 86.2 88.0 87.6 89.8 88.9 91.4 90.2 93.0 94.2 96.6 98.5 100.0 –52
–54 84.4 85.9 85.8 87.7 87.2 89.4 88.5 91.0 89.8 92.6 93.8 96.2 98.1 99.7 –54
( C) 6,000 7,000 8,000 9,000 10,000 12,000 14,000 ( C)
Figure 8-29: Takeoff Thrust without Ice Protection

July 2010
Flight Planning
N1 Setting Computations – Climb Thrust

Two charts can be used to derive climb N1 at 1.5 VS: the Maximum Continuous
Thrust – Final Takeoff chart and the Maximum Continuous Thrust En Route
Climb chart. Although the values of N1 from both are the same for the same SimuFlite
TAKEOFF FALCON 50EX

conditions, the Maximum Continuous Thrust – Final Takeoff chart is used for ATIS
takeoff performance. Use the chart in the same manner as the Takeoff Thrust
Takeoff Run and 1st Segment Climb chart. GROSS WEIGHT
Assume ice protection is not required. V1 135 39,000

FLAPS
1. Enter the appropriate Maximum Continuous Thrust – Final Takeoff chart VR -V2 135 S+ ø
POWER
(Figure 8-30) from the side with the SAT (35°C). Move up to intersect the TO SLATS T/O 89.1
pressure altitude (5,500 ft.). VFR CLIMB 88.3
TO CLEAN
2. Move left from the intersection to the edge of the chart. Read the N1 setting VCLEAN 160 WY QD 9,100
R R
FT.
(88.3%). 1.5 Vs
RETURN
NOTE: At 400 ft. above the takeoff surface at 1.5 VS, TAT is approximately (VZF/VFS) 189 VREF
CLEARANCE
equal to SAT at the takeoff surface.


July 2010
Maximum Continuous Thrust without Ice Protection
Final Takeoff
Flat rating Side engine N1 Center engine N1 MAXIMUM CONTINUOUS N1

FINAL TAKE–OFF AND EN ROUTE CLIMBS
84.6 85.5 Altitude 0 ft / 25,000 ft
85.1 86.1
85.7 86.7 MAXIMUM ITT: 991 °C
TAT Pressure altitude (ft) TAT
( C) 0 5,000 10,000 15,000 20,000 25,000 ( C)
56 83.9 84.8 56
54 84.1 85.0 54
52 84.6 85.5 52
50 85.1 86.1 50
48 85.7 86.7 84.9 85.9 48
46 86.2 87.3 85.3 86.4 46
44 86.8 87.8 85.8 86.9 44
42 87.3 88.4 86.3 87.4 42
40 87.8 89.0 86.9 88.1 40
38 88.3 89.6 87.4 88.7 86.2 87.6 38
36 88.9 90.1 88.0 89.3 86.8 88.3 36
34 89.4 90.7 88.6 90.0 87.4 88.9 34
32 89.9 91.2 89.1 90.6 88.0 89.6 32
30 89.8 91.2 89.5 91.0 88.5 90.1 86.9 88.6 30
28 89.5 90.9 89.9 91.5 89.0 90.7 87.4 89.2 28
26 89.2 90.6 90.3 91.9 89.5 91.2 88.0 89.8 26
24 88.9 90.3 90.8 92.4 89.9 91.7 88.5 90.4 24
22 88.6 90.0 91.2 92.8 90.4 92.3 89.1 91.0 22
20 88.3 89.7 91.5 93.2 90.9 92.8 89.6 91.5 88.5 90.5 20
18 88.0 89.3 91.7 93.5 91.3 93.3 90.0 92.0 88.9 91.0 18
16 87.7 89.0 91.9 93.8 91.7 93.8 90.3 92.5 89.3 91.5 16
14 87.4 88.7 92.1 94.1 92.0 94.2 90.7 92.9 89.6 92.0 14
12 87.1 88.4 91.9 93.9 92.4 94.7 91.1 93.4 90.0 92.5 12
10 86.8 88.0 91.6 93.5 92.8 95.2 91.5 93.9 90.4 93.0 10
8 86.4 87.7 91.3 93.2 93.2 95.7 91.9 94.4 90.9 93.5 89.8 92.6 8
6 86.1 87.4 91.0 92.9 93.5 96.1 92.3 94.9 91.4 94.1 90.2 93.0 6
4 85.8 87.0 90.7 92.6 93.9 96.6 92.8 95.5 91.9 94.6 90.7 93.5 4
2 85.4 86.7 90.4 92.3 94.2 97.0 93.2 96.0 92.3 95.2 91.1 94.0 2
0 85.1 86.3 90.1 92.0 94.6 97.5 93.6 96.5 92.8 95.7 91.5 94.5 0
–2 84.8 86.0 89.8 91.7 95.0 97.9 94.0 97.0 93.2 96.2 92.0 95.0 –2
–4 84.5 85.7 89.4 91.3 95.0 98.1 94.2 97.3 93.6 96.7 92.4 95.6 –4
–6 84.1 85.4 89.1 91.0 94.7 97.7 94.5 97.7 93.9 97.1 92.9 96.3 –6
–8 83.8 85.1 88.8 90.7 94.4 97.4 94.8 98.1 94.2 97.6 93.4 96.9 –8
–10 83.5 84.7 88.5 90.3 94.0 97.0 95.1 98.5 94.6 98.0 93.9 97.6 –10
–12 83.2 84.4 88.2 90.0 93.7 96.6 95.4 98.8 94.9 98.5 94.3 98.2 –12
–14 82.9 84.1 87.8 89.6 93.4 96.3 95.8 99.2 95.2 98.8 94.7 98.6 –14
–16 82.6 83.8 87.5 89.3 93.0 95.9 96.2 99.6 95.5 99.2 95.0 99.0 –16
–18 82.3 83.5 87.2 89.0 92.7 95.6 96.6 99.9 95.8 99.5 95.4 99.4 –18
–20 82.0 83.2 86.9 88.7 92.3 95.2 97.1 100.0 96.1 99.9 95.7 99.8 –20
–22 81.7 82.9 86.5 88.3 92.0 94.9 96.7 100.0 96.5 100.0 96.0 100.0 –22
–24 81.4 82.6 86.2 88.0 91.7 94.5 96.4 99.6 96.8 100.0 96.4 100.0 –24
–26 81.1 82.2 85.9 87.6 91.3 94.1 96.0 99.2 97.3 100.0 96.7 100.0 –26
–28 80.7 81.9 85.5 87.3 91.0 93.8 95.6 98.8 97.0 100.0 97.0 100.0 –28
–30 80.4 81.5 85.2 86.9 90.6 93.4 95.3 98.4 96.6 100.0 97.4 100.0 –30
–32 80.1 81.2 84.8 86.6 90.3 93.1 94.9 98.0 96.2 99.6 97.1 100.0 –32
–34 79.7 80.9 84.5 86.2 89.9 92.7 94.5 97.6 95.8 99.2 96.7 100.0 –34
–36 79.4 80.5 84.1 85.9 89.5 92.3 94.1 97.2 95.4 98.8 96.3 99.9 –36
–38 79.0 80.2 83.7 85.5 89.1 91.9 93.7 96.8 95.0 98.3 95.9 99.5 –38
–40 78.7 79.8 83.4 85.1 88.7 91.4 93.3 96.3 94.6 97.9 95.5 99.1 –40
–42 78.3 79.5 83.0 84.7 88.3 91.0 92.9 95.9 94.2 97.5 95.1 98.6 –42
–44 78.0 79.1 82.6 84.3 87.9 90.6 92.4 95.5 93.8 97.1 94.7 98.2 –44
–46 77.7 78.7 82.2 83.9 87.5 90.2 92.0 95.0 93.4 96.6 94.2 97.8 –46
–48 77.3 78.4 81.9 83.5 87.1 89.8 91.6 94.6 93.0 96.3 –48
–50 77.0 78.0 81.5 83.2 –50
–52 –52
–54 –54
–56 –56
( C) 0 5,000 10,000 15,000 20,000 25,000 ( C)
Figure 8-30: Maximum Continuous Thrust without Ice Protection - Final Takeoff (Continued on next page)

July 2010
Flight Planning
Maximum Continuous Thrust without Ice Protection (Continued)

Final Takeoff
Flat rating Side engine N1 Center engine N1

MAXIMUM CONTINUOUS N1
FINAL TAKE–OFF AND EN ROUTE CLIMBS
91.1 94.0 Altitude 25,000 ft / 50,000 ft
91.5 94.5
92.0 95.0 MAXIMUM ITT: 991 °C
( C) 25,000 30,000 35,000 40,000 45,000 50,000 ( C)
56 56
54 54
52 52
50 50
48 48
46 46
44 44
42 42
40 40
38 38
36 36
34 34
32 32
30 30
28 28
26 26
24 24
22 22
20 20
18 18
16 16
14 14
12 12
10 10
8 89.8 92.6 8
6 90.2 93.0 6
4 90.7 93.5 4
2 91.1 94.0 2
0 91.5 94.5 0
–2 92.0 95.0 90.2 93.3 –2
–4 92.4 95.6 90.7 93.9 –4
–6 92.9 96.3 91.2 94.6 –6
–8 93.4 96.9 91.7 95.2 –8
–10 93.9 97.6 92.2 95.9 91.1 94.5 –10
–12 94.3 98.2 92.8 96.6 91.6 95.1 –12
–14 94.7 98.6 93.3 97.2 92.1 95.8 –14
–16 95.0 99.0 93.8 97.8 92.7 96.6 89.7 94.0 –16
–18 95.4 99.4 94.3 98.5 93.3 97.4 92.5 96.8 90.3 94.6 –18
–20 95.7 99.8 94.8 99.1 93.8 98.2 93.1 97.6 92.1 96.6 90.8 95.2 –20
–22 96.0 100.0 95.3 99.8 94.4 99.0 93.7 98.4 92.8 97.4 91.4 95.8 –22
–24 96.4 100.0 95.8 100.0 94.9 99.7 94.3 99.1 93.3 98.0 91.9 96.3 –24
–26 96.7 100.0 96.2 100.0 95.5 99.8 94.8 99.3 93.8 98.3 92.3 96.7 –26
–28 97.0 100.0 96.6 100.0 96.0 100.0 95.4 99.5 94.3 98.6 92.8 97.1 –28
–30 97.4 100.0 97.0 100.0 96.6 100.0 96.0 99.7 94.8 98.9 93.2 97.5 –30
–32 97.1 100.0 97.4 100.0 97.2 100.0 96.5 99.9 95.2 99.1 93.6 97.9 –32
–34 96.7 100.0 97.8 100.0 97.7 100.0 97.1 100.0 95.7 99.4 94.0 98.3 –34
–36 96.3 99.9 98.2 100.0 98.1 100.0 97.5 100.0 96.2 99.7 94.6 98.6 –36
–38 95.9 99.5 98.5 100.0 98.4 100.0 97.8 100.0 96.6 99.9 95.2 98.7 –38
–40 95.5 99.1 98.1 100.0 98.8 100.0 98.2 100.0 97.1 100.0 95.8 98.9 –40
–42 95.1 98.6 97.7 100.0 99.1 100.0 98.5 100.0 97.6 100.0 96.4 99.0 –42
–44 94.7 98.2 97.3 100.0 99.4 100.0 98.8 100.0 97.4 100.0 96.2 99.2 –44
–46 94.2 97.8 96.8 100.0 99.4 100.0 98.4 100.0 97.0 100.0 95.7 99.4 –46
–48 96.4 99.8 99.0 100.0 98.0 100.0 96.5 100.0 95.3 99.3 –48
–50 96.0 99.3 98.5 100.0 97.5 100.0 96.1 99.9 94.9 98.9 –50
–52 95.5 98.9 98.1 100.0 97.1 100.0 95.6 99.4 94.5 98.4 –52
–54 95.1 98.4 97.6 100.0 96.6 100.0 95.2 99.0 94.1 98.0 –54
–56 94.7 98.0 97.2 100.0 96.1 99.8 94.7 98.5 –56
( C) 25,000 30,000 35,000 40,000 45,000 50,000 ( C)
Figure 8-30: Maximum Continuous Thrust without Ice Protection - Final Takeoff

July 2010

July 2010
Flight Planning
Climb, Cruise and

Descent Performance
Normal trip planning encompasses climb, cruise, and descent for total time and
fuel used. It does not give specific climb, cruise, and descent information. Such
information for all-engine climb, cruise, and descent is presented only in the
Performance Manual.

July 2010
Climb Data
The All Engine Flight Planning: Climb tables are provided for two climb modes:
one for climb at 260 Kts/0.72 M and one for climb at 300 Kts/0.80 M. The tables
are organized by altitude, weight, and temperature deviation from ISA.
The values in the tables are qualified with correction factors for departure airport
elevations above sea level. For each 1,000 ft. above sea level, the corrections
are:
decrease time to climb by 15 seconds
decrease horizontal distance by 1 NM
decrease fuel used by 20 lbs.
1. Enter the appropriate chart (Figure 8-31) from the top with the aircraft takeoff
weight (39,000 lbs).
2. Move down to the appropriate pressure altitude and temperature for cruise.
(37,000 ft., ISA). Read the values at the intersection.
A 260 Kts/0.72 M climb is chosen for departure from Albuquerque.
The values are:
TAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -34°C
Time to Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 MIN
Horizontal Distance Covered in Climb . . . . . . . . . . . . . 142 NM
Fuel Burned . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,393 LBS
3. Apply correction factors.
The corrections for Albuquerque, at 5,300 ft. above sea level, are:
23 minutes - (15 seconds x 5) = 22 minute (approximate)
142 NM - (1 NM x 5) = 137 NM
1,393 lbs - (20 lbs x 5) = 1,293 lbs fuel

July 2010
Flight Planning
All Engine Flight Planning

NORMAL CLIMB
NORMAL CLIMB FROM 1,500 ft : TAT (°C) – TIME (min) – DISTANCE (NM) – FUEL USED (lb)
TEMP. WEIGHT
41 39 37 35 33 31 29 27 25 23
DEV. x 1,000 lb

TAT (°C) –43 –43 –43 –43 –43 –43 –43 –43 –43 –43
TIME (min) 14 13 12 11 11 10 9 8 8 7
–10°C
10°C
DISTANCE (NM) 80 74 69 64 59 55 50 46 42 39
FUEL USED (lb) 1041 970 903 840 781 724 669 616 565 516
TAT (°C) –37 –37 –37 –37 –37 –37 –37 –37 –37 –37
TIME (min) 15 14 13 12 11 10 9 9 8 7
–5°C
5°C
DISTANCE (NM) 84 78 73 67 62 58 53 49 45 41
FUEL USED (lb) 1081 1007 937 872 809 750 693 638 585 534
TAT (°C) –32 –32 –32 –32 –32 –32 –32 –32 –32 –32
TIME (min) 16 15 14 13 12 11 10 9 9 8
0°C
DISTANCE (NM) 95 88 82 76 70 64 59 54 50 45
FUEL USED (lb) 1151 1070 994 923 856 792 731 673 616 562
TAT (°C) –26 –26 –26 –26 –26 –26 –26 –26 –26 –26
TIME (min) 18 17 16 15 13 12 11 11 10 9
5°C
DISTANCE (NM) 109 101 93 85 79 73 67 61 56 51
FUEL USED (lb) 1238 1147 1063 985 911 842 776 714 653 595
TAT (°C) –21 –21 –21 –21 –21 –21 –21 –21 –21 –21
TIME (min) 21 20 18 17 15 14 13 12 11 10
10°C
DISTANCE (NM) 129 118 108 100 91 84 77 70 64 58
FUEL USED (lb) 1358 1254 1157 1068 986 909 836 767 701 638
TAT (°C) –15 –15 –15 –15 –15 –15 –15 –15 –15 –15
TIME (min) 26 24 22 20 18 17 15 14 13 12
15°C
DISTANCE (NM) 162 147 133 122 111 102 93 84 77 69
FUEL USED (lb) 1551 1418 1300 1192 1095 1006 922 843 769 699
TAT (°C) –10 –10 –10 –10 –10 –10 –10 –10 –10 –10
TIME (min) 35 31 28 25 23 21 19 17 16 14
20°C
DISTANCE (NM) 223 197 176 158 143 129 117 106 95 86
FUEL USED (lb) 1892 1697 1533 1391 1266 1153 1050 957 869 786
NORMAL CLIMB FROM 1,500 ft : TAT (°C) – TIME (min) – DISTANCE (NM) – FUEL USED (lb)
TEMP. WEIGHT
41 39 37 35 33 31 29 27 25 23
DEV. x 1,000 lb

TAT (°C) –45 –45 –45 –45 –45 –45 –45 –45 –45 –45
TIME (min) 16 15 14 13 12 11 10 9 8 8
–10°C
10°C
DISTANCE (NM) 91 84 77 71 66 61 56 51 47 43
FUEL USED (lb) 1120 1039 964 895 830 768 709 652 598 545
TAT (°C) –40 –40 –40 –40 –40 –40 –40 –40 –40 –40
TIME (min) 16 15 14 13 12 11 10 9 9 8
–5°C
5°C
DISTANCE (NM) 96 88 81 75 69 64 59 54 49 45
FUEL USED (lb) 1162 1078 1000 927 859 795 734 675 619 564
TAT (°C) –34 –34 –34 –34 –34 –34 –34 –34 –34 –34
TIME (min) 18 17 16 14 13 12 11 10 9 9
0°C
DISTANCE (NM) 108 99 91 84 78 71 66 60 55 50
FUEL USED (lb) 1240 1146 1061 983 909 840 774 712 652 594
TAT (°C) –29 –29 –29 –29 –29 –29 –29 –29 –29 –29
TIME (min) 21 19 17 16 15 14 12 11 10 9
5°C
DISTANCE (NM) 124 114 104 96 88 81 74 68 62 56
FUEL USED (lb) 1338 1233 1137 1050 970 895 823 756 691 629
TAT (°C) –23 –23 –23 –23 –23 –23 –23 –23 –23 –23
TIME (min) 24 22 20 18 17 15 14 13 12 11
10°C
DISTANCE (NM) 148 134 122 112 102 93 85 78 71 64
FUEL USED (lb) 1477 1353 1242 1142 1051 967 888 814 743 675
TAT (°C) –18 –18 –18 –18 –18 –18 –18 –18 –18 –18
TIME (min) 30 27 24 22 20 18 17 15 14 13
15°C
DISTANCE (NM) 190 169 152 137 125 114 103 94 85 77
FUEL USED (lb) 1711 1545 1406 1283 1175 1075 983 898 817 741
TAT (°C) –12 –12 –12 –12 –12 –12 –12 –12 –12 –12
TIME (min) 43 37 32 29 26 23 21 19 17 15
20°C
DISTANCE (NM) 276 235 205 181 163 146 131 119 107 96
FUEL USED (lb) 2170 1896 1685 1515 1371 1243 1128 1024 928 838
Figure 8-31: All Engine Flight Planning: Climb 260 Kts/.72 (Continued on next page)

July 2010
All Engine Flight Planning (Continued)
NORMAL CLIMB (Continued)
NORMAL CLIMB FROM 1,500 ft : TAT (° C) – TIME (min) – DISTANCE (NM) – FUEL USED (lb)
TEMP. WEIGHT
41 39 37 35 33 31 29 27 25 23
DEV. x 1,000 lb

TAT (° C) –45 –45 –45 –45 –45 –45 –45 –45 –45 –45
TIME (min) 18 17 15 14 13 12 11 10 9 8
–10°
10° C
DISTANCE (NM) 107 97 89 81 75 69 63 57 52 48
FUEL USED (lb) 1224 1126 1038 959 886 817 753 692 633 577
TAT (° C) –40 –40 –40 –40 –40 –40 –40 –40 –40 –40
TIME (min) 19 17 16 15 13 12 11 10 9 9
–5°
5° C
DISTANCE (NM) 113 102 93 86 78 72 66 60 55 50
FUEL USED (lb) 1269 1167 1076 993 917 846 779 716 655 597
TAT (° C) –34 –34 –34 –34 –34 –34 –34 –34 –34 –34
TIME (min) 21 19 17 16 15 13 12 11 10 9
0° C
DISTANCE (NM) 128 115 105 96 88 80 73 67 61 55
FUEL USED (lb) 1360 1246 1145 1054 971 895 823 755 690 628
TAT (° C) –29 –29 –29 –29 –29 –29 –29 –29 –29 –29
TIME (min) 24 22 20 18 16 15 14 13 11 10
5° C
DISTANCE (NM) 148 133 120 109 99 91 83 76 69 62
FUEL USED (lb) 1480 1347 1232 1130 1039 955 876 803 733 666
TAT (° C) –23 –23 –23 –23 –23 –23 –23 –23 –23 –23
TIME (min) 29 26 23 21 19 17 16 14 13 12
10° C
DISTANCE (NM) 181 159 142 128 116 106 96 87 79 71
FUEL USED (lb) 1661 1494 1354 1235 1130 1035 947 866 789 716
TAT (° C) –18 –18 –18 –18 –18 –18 –18 –18 –18 –18
TIME (min) 39 33 29 25 23 21 19 17 15 14
15° C
DISTANCE (NM) 253 209 182 161 144 130 117 106 95 86
FUEL USED (lb) 2036 1753 1561 1404 1273 1158 1055 960 871 788
TAT (° C) –12 –12 –12 –12 –12 –12 –12 –12 –12
TIME (min) 54 41 34 30 27 24 21 19 17
20° C
DISTANCE (NM) 360 266 222 193 170 151 135 121 108
FUEL USED (lb) 2484 1975 1705 1514 1359 1223 1105 997 897
NORMAL CLIMB FROM 1,500 ft : TAT (° C) – TIME (min) – DISTANCE (NM) – FUEL USED (lb)
TEMP. WEIGHT
41 39 37 35 33 31 29 27 25 23
DEV. x 1,000 lb

TAT (° C) –45 –45 –45 –45 –45 –45 –45 –45 –45 –45
TIME (min) 22 20 18 16 15 13 12 11 10 9
–10°
10° C
DISTANCE (NM) 135 117 105 95 86 78 71 65 59 53
FUEL USED (lb) 1389 1244 1133 1037 951 873 801 734 671 610
TAT (° C) –40 –40 –40 –40 –40 –40 –40 –40 –40 –40
TIME (min) 23 20 18 17 15 14 13 11 10 9
–5°
5° C
DISTANCE (NM) 142 123 110 99 90 82 75 68 62 56
FUEL USED (lb) 1442 1290 1174 1074 985 904 829 760 694 631
TAT (° C) –34 –34 –34 –34 –34 –34 –34 –34 –34 –34
TIME (min) 27 23 20 18 17 15 14 13 11 10
0° C
DISTANCE (NM) 168 142 125 112 101 91 83 76 69 62
FUEL USED (lb) 1585 1393 1258 1145 1047 958 878 803 732 665
TAT (° C) –29 –29 –29 –29 –29 –29 –29 –29 –29 –29
TIME (min) 34 27 23 21 19 17 15 14 13 11
5° C
DISTANCE (NM) 215 169 146 129 116 104 94 85 77 70
FUEL USED (lb) 1831 1538 1370 1237 1125 1026 937 855 779 706
TAT (° C) –23 –23 –23 –23 –23 –23 –23 –23 –23 –23
TIME (min) 57 34 28 25 22 20 18 16 14 13
10° C
DISTANCE (NM) 379 219 179 155 137 122 110 99 89 80
FUEL USED (lb) 2638 1791 1539 1369 1233 1119 1017 925 840 761
TAT (° C) –18 –18 –18 –18 –18 –18 –18 –18
TIME (min) 40 32 27 24 21 19 17 15
15° C
DISTANCE (NM) 266 207 176 154 136 122 109 97
FUEL USED (lb) 1949 1619 1421 1270 1144 1034 934 842
TAT (° C) –12 –12 –12 –12 –12 –12 –12
TIME (min) 58 40 33 28 25 22 19
20° C
DISTANCE (NM) 393 266 214 183 160 141 125
FUEL USED (lb) 2424 1824 1544 1357 1211 1082 968
Figure 8-31: All Engine Flight Planning: Climb 260 Kts/.72

July 2010
Flight Planning
Cruise Data
There are data tables for all four normal cruise modes: long range, indicated
Mach 0.75, indicated Mach 0.80, and maximum cruise thrust. The tables can be
used for detailed flight planning or enroute verification of performance.
The fuel flow, engine RPM, TAS, TAT and indicated Mach can be verified against
indicated and trip planning values. Use the specific fuel consumption or fuel
flow to estimate required fuel for the remaining cruise; specific fuel consumption
provides more accurate information, but is more difficult to use.
At the end of the trip, the aircraft is cruising as planned at 0.75 M,
41,000 ft., and ISA; however, the tailwind has decreased to zero. The aircraft
gross weight has dropped to 30,000 lbs at 765 NM from Bogota.
1. Enter the appropriate chart (Figure 8-32) with the aircraft weight
(30,000 lbs).
2. Move down to the appropriate pressure altitude and temperature for cruise.
(41,000 ft., ISA). Read the values at the intersection.
The values are:
Indicated Mach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.75
NM/lb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2649
TAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -33°C
TAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 424 Kts
RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87.3%
Fuel Flow per Engine . . . . . . . . . . . . . . . . . . . . . . . . . . 535 Lbs/hr
3. Use fuel flow to estimate fuel required to cruise to top of descent.
Descent is estimated to occur 100 miles from destination; there are 665 NM,
or 1:33 of cruise remaining. At 535 lbs per engine per hour for 1:33, fuel burn
is approximately 2,500 lbs.
4. Subtract the cruise fuel burn (2,500 lbs) from the gross weight on cruise
(30,000 lbs) to obtain the gross weight at top of descent.
30,000 lbs - 2,500 lbs = 27,500 lbs
This figure is very close to the original planned landing weight (27,380). A quick
estimate for adequate fuel at the destination can be made from this data. The
landing weight is less than planned because the planned landing weight is
achieved at the top of descent. Normally, however, it does not require more than
1,000 lbs of fuel to descend, and the original plan included an extra 1,000 lbs of
fuel.

July 2010
All Engine Operating Chart Ind. MACH 0.75
TEMP. WEIGHT
40 38 36 34 32 30 28 26 24 22
DEV. x 1,000 lb
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2070 0.2137 0.2192 0.2245 0.2297 0.2346 0.2393 0.2435 0.2474 0.2509
TAT (°C) –42 –42 –42 –42 –42 –42 –42 –42 –42 –42
–10 °C
TAS (kt) 416 416 416 416 416 416 416 416 416 416
N1 (%) 85.0 84.1 83.5 82.9 82.3 81.8 81.3 80.9 80.5 80.1
FF (lb / hr) 670 650 635 620 605 590 580 570 560 555
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2053 0.2119 0.2174 0.2227 0.2278 0.2327 0.2373 0.2416 0.2454 0.2489
TAT (°C) –31 –31 –31 –31 –31 –31 –31 –31 –31 –31
0 °C
TAS (kt) 426 426 426 426 426 426 426 426 426 426
N1 (%) 87.0 86.1 85.5 84.8 84.3 83.7 83.2 82.8 82.4 82.0
FF (lb / hr) 690 670 655 640 625 610 600 590 580 570
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2043 0.2110 0.2165 0.2217 0.2268 0.2317 0.2363 0.2405 0.2444 0.2478
TAT (°C) –25 –25 –25 –25 –25 –25 –25 –25 –25 –25
5 °C
TAS (kt) 431 431 431 431 431 431 431 431 431 431
N1 (%) 88.0 87.1 86.4 85.8 85.2 84.7 84.2 83.7 83.3 83.0
FF (lb / hr) 705 680 665 650 635 620 610 595 590 580
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2035 0.2101 0.2156 0.2208 0.2259 0.2308 0.2353 0.2396 0.2434 0.2468
TAT (°C) –20 –20 –20 –20 –20 –20 –20 –20 –20 –20
10 °C
TAS (kt) 436 436 436 436 436 436 436 436 436 436
N1 (%) 88.9 88.1 87.4 86.8 86.2 85.6 85.1 84.6 84.2 83.9
FF (lb / hr) 715 690 675 660 645 630 615 605 595 590
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2026 0.2092 0.2146 0.2199 0.2250 0.2298 0.2344 0.2386 0.2424 0.2458
TAT (°C) –14 –14 –14 –14 –14 –14 –14 –14 –14 –14
15 °C
TAS (kt) 441 441 441 441 441 441 441 441 441 441
N1 (%) 89.9 89.0 88.4 87.7 87.1 86.5 86.0 85.6 85.1 84.8
FF (lb / hr) 725 700 685 670 655 640 625 615 605 595
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2017 0.2083 0.2137 0.2190 0.2240 0.2288 0.2334 0.2376 0.2414 0.2448
TAT (°C) –8 –8 –8 –8 –8 –8 –8 –8 –8 –8
20 °C
TAS (kt) 445 445 445 445 445 445 445 445 445 445
N1 (%) 90.9 90.0 89.3 88.6 88.0 87.5 86.9 86.5 86.0 85.7
FF (lb / hr) 735 710 695 680 660 650 635 625 615 605
Figure 8-32: Cruise Data (Continued on next page)

July 2010
Flight Planning

(Continued)
TEMP. WEIGHT
40 38 36 34 32 30 28 26 24 22
DEV. x 1,000 lb

IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2095 0.2184 0.2271 0.2346 0.2411 0.2473 0.2533 0.2590 0.2642 0.2689
TAT (°C) –44 –44 –44 –44 –44 –44 –44 –44 –44 –44
–10 °C
TAS (kt) 414 414 414 414 414 414 414 414 414 414
N1 (%) 86.7 85.6 84.6 83.7 83.0 82.4 81.8 81.2 80.8 80.3
FF (lb / hr) 660 630 610 590 575 560 545 535 520 515
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2077 0.2166 0.2252 0.2327 0.2391 0.2453 0.2513 0.2569 0.2621 0.2668
TAT (°C) –33 –33 –33 –33 –33 –33 –33 –33 –33 –33
0 °C
TAS (kt) 424 424 424 424 424 424 424 424 424 424
N1 (%) 88.7 87.6 86.6 85.7 85.0 84.4 83.7 83.2 82.7 82.2
FF (lb / hr) 680 655 630 605 590 575 560 550 540 530
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2069 0.2156 0.2242 0.2317 0.2381 0.2443 0.2502 0.2559 0.2610 0.2657
TAT (°C) –27 –27 –27 –27 –27 –27 –27 –27 –27 –27
5 °C
TAS (kt) 429 429 429 429 429 429 429 429 429 429
N1 (%) 89.8 88.6 87.6 86.7 86.0 85.3 84.7 84.1 83.6 83.2
FF (lb / hr) 690 665 640 615 600 585 570 560 550 540
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2059 0.2146 0.2231 0.2306 0.2371 0.2432 0.2492 0.2547 0.2599 0.2645
TAT (°C) –22 –22 –22 –22 –22 –22 –22 –22 –22 –22
10 °C
TAS (kt) 434 434 434 434 434 434 434 434 434 434
N1 (%) 90.8 89.7 88.6 87.7 87.0 86.3 85.7 85.1 84.6 84.1
FF (lb / hr) 700 675 650 625 610 595 580 570 555 545
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2050 0.2137 0.2222 0.2296 0.2361 0.2423 0.2482 0.2537 0.2588 0.2634
TAT (°C) –16 –16 –16 –16 –16 –16 –16 –16 –16 –16
15 °C
TAS (kt) 439 439 439 439 439 439 439 439 439 439
N1 (%) 91.8 90.6 89.6 88.7 87.9 87.2 86.6 86.0 85.5 85.0
FF (lb / hr) 715 685 660 635 620 605 590 575 565 555
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2047 0.2128 0.2213 0.2287 0.2351 0.2413 0.2471 0.2527 0.2578 0.2624
TAT (°C) –11 –11 –11 –11 –11 –11 –11 –11 –11 –11
20 °C
TAS (kt) 443 443 443 443 443 443 443 443 443 443
N1 (%) 92.8 91.6 90.5 89.6 88.9 88.2 87.5 86.9 86.4 85.9
FF (lb / hr) 720 695 670 645 630 610 600 585 575 565


July 2010
(Continued)
TEMP. WEIGHT
40 38 36 34 32 30 28 26 24 22
DEV. x 1,000 lb
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2084 0.2192 0.2298 0.2405 0.2509 0.2589 0.2665 0.2737 0.2806 0.2868
TAT (°C) –44 –44 –44 –44 –44 –44 –44 –44 –44 –44
–10 °C
TAS (kt) 414 414 414 414 414 414 414 414 414 414
N1 (%) 89.5 88.0 86.7 85.6 84.4 83.6 82.9 82.2 81.6 81.0
FF (lb / hr) 660 630 600 575 550 535 520 505 490 480
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2067 0.2173 0.2279 0.2385 0.2488 0.2567 0.2643 0.2715 0.2783 0.2845
TAT (°C) –33 –33 –33 –33 –33 –33 –33 –33 –33 –33
0 °C
TAS (kt) 424 424 424 424 424 424 424 424 424 424
N1 (%) 91.7 90.2 88.8 87.6 86.5 85.6 84.9 84.2 83.5 83.0
FF (lb / hr) 685 650 620 595 570 550 535 520 510 495
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2058 0.2163 0.2270 0.2374 0.2476 0.2557 0.2632 0.2703 0.2771 0.2833
TAT (°C) –27 –27 –27 –27 –27 –27 –27 –27 –27 –27
5 °C
TAS (kt) 429 429 429 429 429 429 429 429 429 429
N1 (%) 92.8 91.2 89.8 88.6 87.5 86.6 85.9 85.2 84.5 83.9
FF (lb / hr) 695 660 630 600 575 560 545 530 515 505
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2047 0.2152 0.2259 0.2363 0.2465 0.2545 0.2620 0.2692 0.2759 0.2821
TAT (°C) –22 –22 –22 –22 –22 –22 –22 –22 –22 –22
10 °C
TAS (kt) 434 434 434 434 434 434 434 434 434 434
N1 (%) 93.8 92.3 90.9 89.6 88.5 87.6 86.8 86.1 85.4 84.9
FF (lb / hr) 705 670 640 610 585 570 550 535 525 510
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2053 0.2146 0.2249 0.2353 0.2454 0.2534 0.2610 0.2681 0.2748 0.2810
TAT (°C) –16 –16 –16 –16 –16 –16 –16 –16 –16 –16
15 °C
TAS (kt) 439 439 439 439 439 439 439 439 439 439
N1 (%) 94.4 93.2 91.9 90.6 89.4 88.6 87.8 87.0 86.4 85.8
FF (lb / hr) 710 680 650 620 595 575 560 545 530 520
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2167 0.2252 0.2344 0.2444 0.2524 0.2599 0.2670 0.2737 0.2798
TAT (°C) –11 –11 –11 –11 –11 –11 –11 –11 –11
20 °C
TAS (kt) 443 443 443 443 443 443 443 443 443
N1 (%) 94.0 92.8 91.6 90.4 89.5 88.7 88.0 87.3 86.7
FF (lb / hr) 680 655 630 605 585 570 555 540 530


July 2010
Flight Planning

(Continued)
TEMP. WEIGHT
40 38 36 34 32 30 28 26 24 22
DEV. x 1,000 lb
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2017 0.2159 0.2289 0.2418 0.2545 0.2671 0.2781 0.2873 0.2960 0.3042
TAT (°C) –44 –44 –44 –44 –44 –44 –44 –44 –44 –44
–10 °C
TAS (kt) 414 414 414 414 414 414 414 414 414 414
N1 (%) 93.6 91.4 89.6 88.0 86.6 85.3 84.2 83.4 82.6 81.9
FF (lb / hr) 685 640 605 570 540 515 495 480 465 455
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.1999 0.2140 0.2270 0.2397 0.2524 0.2649 0.2758 0.2849 0.2936 0.3018
TAT (°C) –33 –33 –33 –33 –33 –33 –33 –33 –33 –33
0 °C
TAS (kt) 424 424 424 424 424 424 424 424 424 424
N1 (%) 95.9 93.6 91.8 90.1 88.6 87.3 86.2 85.4 84.6 83.9
FF (lb / hr) 705 660 625 590 560 535 510 495 480 470
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.1999 0.2127 0.2259 0.2385 0.2513 0.2636 0.2745 0.2837 0.2924 0.3005
TAT (°C) –27 –27 –27 –27 –27 –27 –27 –27 –27 –27
5 °C
TAS (kt) 429 429 429 429 429 429 429 429 429 429
N1 (%) 97.0 94.7 92.8 91.2 89.7 88.3 87.2 86.4 85.6 84.9
FF (lb / hr) 715 670 635 600 570 540 520 505 490 475
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2027 0.2132 0.2249 0.2374 0.2502 0.2625 0.2733 0.2825 0.2911 0.2992
TAT (°C) –22 –22 –22 –22 –22 –22 –22 –22 –22 –22
10 °C
TAS (kt) 434 434 434 434 434 434 434 434 434 434
N1 (%) 97.1 95.5 93.9 92.2 90.7 89.3 88.2 87.3 86.5 85.8
FF (lb / hr) 715 680 645 610 580 550 530 510 495 485
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2153 0.2255 0.2367 0.2492 0.2613 0.2721 0.2814 0.2899 0.2980
TAT (°C) –16 –16 –16 –16 –16 –16 –16 –16 –16
15 °C
TAS (kt) 439 439 439 439 439 439 439 439 439
N1 (%) 96.5 94.9 93.3 91.7 90.3 89.2 88.3 87.5 86.7
FF (lb / hr) 680 650 615 585 560 535 520 505 490
IND. MACH 0.750 0.750 0.750 0.750 0.750 0.750 0.750
NM / lb 0.2453 0.2533 0.2618 0.2711 0.2802 0.2888 0.2968
TAT (°C) –11 –11 –11 –11 –11 –11 –11
20 °C
TAS (kt) 443 443 443 443 443 443 443
N1 (%) 92.6 91.8 91.0 90.2 89.2 88.4 87.7
FF (lb / hr) 600 585 565 545 525 510 500

Figure 8-32: Cruise Data

July 2010
Descent Data
There is only one chart for descent based at 0.80 M and 330 Kts: the Normal
Descent MI .8/330 Kts chart. Use the chart to accomplish detailed flight planning
and to verify the descent point in flight. The chart is based on descent at idle
power to 26,100 ft., then power settings that maintain a 550 lbs/hr fuel flow for
the remainder of descent.
Prior to reaching the descent point, estimate the gross weight at the descent
point.
Assume the flight weight is about 27,500 lbs near the descent point.
Cruising at 41,000 ft., the starting point for the descent must be at least
100 NM from the destination.
SimuFlite
APPROACH FALCON 50EX

1. Enter the appropriate chart (Figure 8-33) with the aircraft weight
ATIS
(27,500 lbs).
Use the columns for 29,000 and 27,000 lbs.
WEIGHT
2. Move down to the appropriate pressure altitude (41,000 ft.). Read the values
V REF 27,000
at the intersection. Interpolate between columns, if necessary.
FLAPS
V AP S+ The values are:

POWE R
1.5 V s AP P Interpolation for

CLIMB
R R MAX 29,000 lbs 27,000 lbs 27,350 lbs

W Q CONT
Time (min) 21 20 21
Y D FT .
NOTES:
Distance (NM) 117 112 114

Fuel Used (lbs) 214 205 210
3. Compute the landing weight by subtracting the descent fuel from the weight
at the beginning of descent.
Using the figures previously determined:

27,500 - 210 = 27,290 lbs
Round 27,900 down to 27,000 to simplify calculations.

July 2010
Flight Planning
All Engine Operating Chart

Normal Descent 0.80 MI/250 Kts to 1,500 ft.
ALTITUDE WEIGHT 41 39 37 35 33 31 29 27 25 23 21
FT x 1,000 lb
Vertical speed 3,000 ft./min, or less when limited by flight Idle
Time (min) 23 22 21 20 19
49,000 Distance (NM) 135 130 124 118 111
Fuel used (lb) 236 227 217 206 194
Time (min) 24 23 22 21 20 19 18
47,000 Distance (NM) 138 134 129 124 118 112 105
Fuel used (lb) 245 238 229 220 209 198 186
Time (min) 24 24 23 22 22 21 20 18 17
45,000 Distance (NM) 139 136 133 128 124 118 112 106 99
Fuel used (lb) 249 244 238 230 221 212 201 190 179
Time (min) 24 24 23 22 22 21 20 19 18 16
43,000 Distance (NM) 136 134 131 127 123 118 112 107 100 94
Fuel used (lb) 247 242 236 230 222 213 203 193 182 171
Time (min) 24 23 23 22 22 21 20 19 18 17 16
41,000 Distance (NM) 133 131 128 125 121 117 112 107 101 95 89
Fuel used (lb) 243 239 234 228 222 214 205 195 185 175 164
Time (min) 23 23 22 22 21 20 19 18 17 16 15
39,000 Distance (NM) 128 126 123 120 116 112 107 102 96 90 83
Fuel used (lb) 235 231 226 220 214 206 197 188 178 167 155
Time (min) 22 22 21 21 20 19 18 17 17 15 14
37,000 Distance (NM) 120 118 115 112 109 104 100 95 90 84 78
Fuel used (lb) 223 219 214 208 202 194 186 177 167 157 145
Time (min) 21 21 20 20 19 18 17 17 16 15 14
35,000 Distance (NM) 112 110 107 104 101 97 93 88 83 78 72
Fuel used (lb) 211 207 202 196 190 183 175 166 157 147 136
Time (min) 20 19 19 18 18 17 16 16 15 14 13
33,000 Distance (NM) 105 102 100 97 94 90 86 82 77 72 67
Fuel used (lb) 198 194 189 184 178 171 164 156 147 138 128
Time (min) 19 18 18 17 17 16 15 15 14 13 12
31,000 Distance (NM) 97 95 92 89 86 83 79 75 71 66 61
Fuel used (lb) 184 181 176 171 166 159 153 145 137 128 119
Time (min) 18 17 17 16 16 15 14 14 13 12 11
29,000 Distance (NM) 89 87 85 82 79 76 73 69 65 61 56
Fuel used (lb) 171 167 163 158 153 148 141 134 127 118 110
Time (min) 16 16 16 15 15 14 13 13 12 11 10
27,000 Distance (NM) 81 80 78 75 73 70 67 63 60 56 52
Fuel used (lb) 157 154 150 146 141 135 130 123 116 109 101
Time (min) 15 15 14 14 14 13 13 12 11 10 10
25,000 Distance (NM) 74 72 71 68 66 63 61 58 54 51 47
Fuel used (lb) 143 140 137 133 128 123 118 112 106 99 92
Time (min) 12 12 12 11 11 11 10 10 9 8 8
20,000 Distance (NM) 57 55 54 52 51 49 46 44 41 39 36
Fuel used (lb) 109 107 104 102 98 95 90 86 81 76 71
Time (min) 9 9 9 9 8 8 8 7 7 6 6
15,000 Distance (NM) 41 40 39 38 37 35 34 32 30 28 26
Fuel used (lb) 79 77 75 73 71 68 66 62 59 55 51
Time (min) 6 6 6 6 6 6 5 5 5 5 4
10,000 Distance (NM) 27 26 26 25 24 23 22 21 20 19 18
Fuel used (lb) 54 53 52 51 49 48 46 44 42 39 36
Time (min) 4 4 4 3 3 3 3 3 3 3 3
5,000 Distance (NM) 14 14 13 13 13 12 12 11 11 10 10
Fuel used (lb) 33 32 32 32 31 30 29 28 27 25 24
Figure 8-33: Descent Data (Continued on next page)

July 2010
All Engine Operating Chart (Continued)
Normal Descent 0.80 MI/250 Kts to 1,500 ft
Figure 8-33: Descent Data

July 2010
Flight Planning
Landing Performance
Landing performance is presented in the AFM and the Performance Manual.
Maximum Allowable Landing Weight

Determination
The charts in AFM Section 5 allows determination of approach and landing climb
performance, landing field length requirements, and approach speed values. The
flow chart illustrates the steps to be followed in determining maximum allowable
landing gross weight.
AIRCRAFT CONDITIONS
AIRPORT CONDITIONS
ATMOSPHERIC CONDITIONS
APPROACH-CLIMB LANDING CLIMB FIELD LENGTH

LIMITED LIMITED LIMITED
PERFORMANCE PERFORMANCE PERFORMANCE
STRUCTURAL COMPARE AND SELECT

WEIGHT LIMIT LOWEST WEIGHT
FINISHED
Figure 8-34: Maximum Allowable Landing Weight Determination

July 2010
Landing Climb Gradient Data
The Maximum Landing Weight Limited Approach and Landing Climb Gradient
Requirements S + Flaps 48° chart combines:
the 2.4% climb gradient requirements for approach with one engine
inoperative, gear up, and Flaps 20°
the 3.2% landing climb gradient for all engines operating, gear down, and
Flaps 48°.
For a Flaps 48° landing, the one engine inoperative climb gradient always is
more restrictive than the landing climb gradient for landing weights below 30,000
lbs.
Use the One Engine Inoperative Approach Climb Gradient S + Flaps 20° chart to
determine climb gradient requirements during approach.
Similar charts are available for a Slats + Flaps 20° landing, slats only approach,
and slats only missed approach. The Slats + Flaps 20° landing is required to
be used when the Slats + Flaps 48° approach gradient or landing gradient
performance is inadequate.
In this example, the landing conditions at Bogota are: 8,355 ft. elevation,
VFR, 30°C, winds calm, and 30.27 in Hg. Using standard corrections, the
field pressure altitude is 8,000 ft.
1. Enter the appropriate Maximum Landing Weight Limited Approach and
Landing Climb Gradient Requirements chart (Figure 8-35) with the ambient
temperature (30°C). Move right to intersect the pressure altitude (8,000 ft.).
2. Move down to the bottom of the chart. Read the maximum landing weight value
for certified minimum climb gradient (34,200 lbs).
For an S + Flaps 48° configuration, the landing weight of 27,000 lbs is
well below the maximum landing weight for the certified climb gradient
requirements.

July 2010
Flight Planning
Maximum Landing Weight Limited Approach and Landing

Climb Gradient Requirements
S + Flaps 48°
Figure 8-35: Landing Climb Gradient Data

July 2010
Landing Climb Gradient Data (continued)
3. Review the climb gradient data for the arrival airport.
There are climb gradients as low as 4% listed for Bogota departures.
4. Enter the One Engine Inoperative Approach Climb Gradient S + Flaps 20°
chart (Figure 8-36) with the ambient temperature (30°C). Move right to the
pressure altitude (8,000 ft.).
5. Move down to the weight reference line. Parallel the guidelines up beyond
the anticipated gross weight of the aircraft.
6. Enter the chart from the left with the gross landing weight (27,000 lbs). Move
to the right through the weight guidelines to intersect the weight line drawn
previously.
7. From the intersection, move down to the bottom of the chart. Read the value
for the gross climb gradient (6%).
The 6% determined here is greater than the 4% required for
the various departure climb gradients; this should ensure that a
Slats + Flaps 20° approach with a Slats + Flaps 48° landing is within
performance requirements for landing at Bogota.

July 2010
Flight Planning
One Engine Inoperative Approach Climb Gradient

S + Flaps 20°
Figure 8-36: One Engine Inoperative Approach Climb Gradient - S + Flaps 20°

July 2010
Landing Distance
To determine landing distance, use the appropriate Landing Distance chart.
1. Enter the chart (Figure 8-37) from the left with the landing weight (27,000 lbs).
Move right to intersect the pressure altitude (8,000 ft.).
SimuFlite 2. Move down to intersect the wind (0 Kts). From the intersection, move right to
APPROACH FALCON 50EX the Landing distance scale. Read the landing distance (2,700 ft.).
ATIS
3. Convert the landing distance to landing field length by multiplying landing
WEIGHT
distance by 1.67 or by continuing to move the line right to the reference line
VREF 27,000 and following the guidelines to the edge of the chart. Read the landing field
FLAPS length value (4,700 ft.).
VAP S+
POWER Or:
1.5 Vs APP
CLIMB 2,700 ft. x 1.67 = 4,509
R R MAX
W Q
Y D 4,700 FT.
CONT
In this example, landing field length is used as the minimum required runway.
NOTES:
FAR part 91 operations may use landing distance.

July 2010
Flight Planning
Landing Distance
S + Flaps 48°
Figure 8-37: Landing Distance - S + Flaps 48°

July 2010
VREF, VAP Speed Computations
VREF is determined from the applicable Landing Speeds chart. VAP is determined
SimuFlite
by calculation from the VREF speed. The VAP is equal to VREF plus 10 Kts plus wind
correction or 1/2 the steady wind plus all gust factors for headwind if this produces a
APPROACH FALCON 50EX
ATIS
value higher than 10 Kts.
1. Enter the chart (Figure 8-38) from the bottom with the landing weight
WEIGHT (27,000 lbs). Move up to intersect the VREF = 1.3 VS line.
VREF 110 27,000
FLAPS 2. Move left to the edge of the chart and read the value for VREF (110 Kts).
VAP 120 S+ The wind is calm, thus VAP is VREF + 10 Kts, or 120 Kts.
POWER
1.5 Vs APP
CLIMB
R R MAX
W Q
Y D 4,700 FT.
CONT
NOTES:

July 2010
Flight Planning
Landing Speeds
S + Flaps 48°
Figure 8-38: Landing Speeds - S + Flaps 48°

July 2010
1.5 VS Speed Computation
The best speed to climb in the clean configuration is 1.5 VS. It is the best minimum
clean speed for approach area maneuvers. 1.5 VS is found using the En Route
Climb Speed chart.
1. Enter the appropriate En Route Climb Speed chart (Figure 8-39) from the left
with the landing weight on the “takeoff weight” scale (27,000 lbs). Move right
to intersect the diagonal line.
2. From the intersection, move down to the bottom of the chart. Read the 1.5 VS
value (157 Kts).

July 2010
Flight Planning
En Route Climb Speed

Clean
Figure 8-39: En Route Climb Speed - Clean

July 2010
N1 Setting Computations
For missed approach procedures, N1 settings are computed in the following
manner.
Use the appropriate Takeoff Thrust, 2nd Segment Approach and Landing Climbs
chart to determine go-around power. Use the applicable Maximum Continuous
SimuFlite Thrust – Final Takeoff chart to determine climb power after a go-around.
APPROACH FALCON 50EX Assume ice protection is not required.
ATIS
1. Enter the appropriate Takeoff Thrust, 2nd Segment Approach and Landing
WEIGHT
Climbs chart (Figure 8-40) from the bottom with the TAT (30°C). Move up to
VREF 110 27,000 intersect the pressure altitude (8,000 ft.).
2. Move left from the intersection to the edge of the chart. Read the N1 setting
FLAPS
VAP 120 S+
POWER (98.3%).
1.5 Vs 157 APP
CLIMB 89.0 3. Enter the appropriate Maximum Continuous Thrust – Final Takeoff chart
R R
W Q
Y D 4,676
MAX
CONT
88.0 (Figure 8-41) from the bottom with the TAT (30°C). Move up to intersect the
FT.
NOTES: pressure altitude (8,000 ft.).
4. Move left from the intersection to the edge of the chart. Read the N1 setting
(97.0%).

July 2010
Flight Planning
Takeoff Thrust without Ice Protection
Figure 8-40: Takeoff Thrust without Ice Protection 2nd Segment Approach and Landing Climbs

July 2010
Maximum Continuous Thrust without Ice Protection
Final Takeoff
Side engine N1 Center engine N1 ALL ENGINE OPERATING

85.6 87.4
MAXIMUM CLIMB N1
WITH ENGINE AND WING ICE PROTECTION
85.3 87.0 NORMAL CLIMB
84.9 86.7 Altitude 0 ft / 25,000 ft
MAXIMUM ITT: 991 oC

( C) 0 5,000 10,000 15,000 20,000 25,000 ( C)
10 86.9 88.7 91.0 93.3 91.7 94.9 89.8 92.7 88.2 91.2 86.6 89.9 10
8 86.6 88.4 90.6 93.0 92.2 95.5 90.3 93.3 88.8 91.9 87.4 90.6 8
6 86.3 88.0 90.3 92.6 92.7 96.1 90.8 93.9 89.4 92.5 88.1 91.3 6
4 85.9 87.7 90.0 92.3 93.2 96.6 91.3 94.4 90.0 93.1 88.7 92.1 4
2 85.6 87.4 89.7 92.0 93.7 97.1 91.8 95.0 90.6 93.8 89.4 92.8 2
0 85.3 87.0 89.3 91.6 94.2 97.6 92.3 95.6 91.1 94.4 90.2 93.5 0
–2 84.9 86.7 89.0 91.3 94.7 97.9 92.8 96.2 91.7 95.0 90.8 94.2 –2
–4 84.6 86.3 88.7 90.9 94.9 98.1 93.2 96.7 92.2 95.6 91.4 94.8 –4
–6 84.2 86.0 88.4 90.6 94.6 97.7 93.7 97.1 92.8 96.2 92.0 95.4 –6
–8 83.9 85.6 88.0 90.3 94.2 97.4 94.1 97.6 93.3 96.9 92.5 96.1 –8
–10 83.6 85.3 87.7 89.9 93.8 97.0 94.5 98.1 93.9 97.5 93.0 96.7 –10
–12 83.2 84.9 87.4 89.6 93.5 96.6 95.0 98.6 94.4 98.1 93.6 97.3 –12
–14 82.9 84.6 87.0 89.3 93.1 96.2 95.4 98.9 94.8 98.5 94.0 97.9 –14
–16 82.6 84.2 86.7 88.9 92.7 95.8 95.7 99.1 95.2 98.9 94.4 98.4 –16
–18 82.2 83.9 86.4 88.6 92.4 95.4 95.4 99.1 95.7 99.3 94.8 98.9 –18
–20 81.9 83.5 86.0 88.2 92.0 95.1 95.0 98.7 95.5 99.4 95.2 99.4 –20
–22 81.5 83.2 85.7 87.9 91.7 94.7 94.7 98.3 95.1 99.0 95.6 100.0 –22
–24 81.2 82.8 85.3 87.5 91.3 94.3 94.3 98.0 94.8 98.6 95.4 99.9 –24
–26 80.8 82.5 85.0 87.2 90.8 93.9 93.9 97.6 94.4 98.2 95.1 99.5 –26
–28 80.5 82.1 84.6 86.8 90.4 93.4 93.6 97.2 94.0 97.8 94.7 99.1 –28
–30 80.2 81.8 84.3 86.4 90.0 93.0 93.2 96.7 93.6 97.4 94.4 98.7 –30
–32 79.8 81.4 83.9 86.1 89.5 92.5 92.9 96.3 93.2 97.0 94.0 98.3 –32
–34 79.5 81.1 83.6 85.7 89.1 92.1 92.5 95.9 92.9 96.5 93.7 97.9 –34
–36 79.1 80.7 83.2 85.3 88.7 91.6 92.1 95.5 92.5 96.2 93.3 97.5 –36
–38 78.8 80.4 82.8 84.9 88.3 91.2 91.7 95.1 92.1 95.8 –38
–40 78.4 80.0 82.4 84.5 87.9 90.8 91.3 94.7 91.8 95.4 –40
–42 78.1 79.6 82.0 84.1 87.5 90.4 90.9 94.3 –42
–44 77.7 79.3 81.6 83.7 87.1 90.0 –44
–46 77.4 78.9 81.3 83.3 –46
–48 –48
–50 –50
–52 –52
–54 –54
( C) 0 5,000 10,000 15,000 20,000 25,000 ( C)
Note: Indicated N1 may differ from the quoted values by ± 0.6%.

Values in framed areas are given for ISA temperature conditions.
Figure 8-41: Maximum Continuous Thrust without Ice Protection Final Takeoff

July 2010
Flight Planning
Supplemental Information
The supplemental information section provides additional information and
specific problems to supplement the information and examples already
presented in this chapter. Such additional information is provided to improve
the understanding of special situations, and may complement or replace normal
performance calculations as necessary.
There is no relationship between the information computed in the previous
example and the information exhibited on the following pages. Consider each
subject independently, based on the data given.

July 2010
Adjustment of Standard Moments on Weight
and Balance Forms
Sometimes the manufacturer’s standard weight and balance figures do not
approximate real weight and moments adequately. Consequently, a pilot or
jumpseat occupant heavier than 170 lbs moves the CG forward more rapidly
than allowed for on the loading schedule. A simple calculation can determine a
more accurate moment in any case.
The moment is determined by computing the arm of the jumpseat, then multiplying
the arm by the new weight. The jumpseat arm is determined by dividing the
standard moment by the standard weight.
In the aircraft version depicted in the main example (i.e., Version 11, U.S.
Units, Aft Toilet), the standard weight and moment for the jumpseat is 170 lbs
and 42,600, respectively. Assume a 250 lb person occupies the jumpseat.
1. Determine the arm of the jumpseat by dividing the standard moment (42,600)
by the standard weight (170), or:
42,600 = 250
170
2. Determine the new moment by multiplying the arm (250) by the real weight
(250) and dividing the result by 1,000, or:
250 x 250 = 62,500
62,500 = 62.5
1,000
3. Record these figures on the loading schedule in place of the
standard numbers.
Noise Levels
Far Part 36 Requirements
The noise levels of the airplane are in accordance with the FAR, part 36–Amdt
36–20 (October 7, 1992) and are no greater than the Stage 3 noise limits.
Noise reference points Noise Levels (EPNdB) Stage 3 noise limits (EPNdB)
Point A – (takeoff) . 83 8 83.8 8989
With cut-back power
Point B – (approach) 95.2 98
Line C – (sideline) 91.9 94
NOTE: The above noise levels are in accordance with the noise limits
prescribed in ICAO, Annex 16, volume 1, Chapter 3 (3rd edition
1993).

July 2010
Flight Planning
Figure 8-42: Noise Levels

No determination has been made by the Federal Aviation Administration that
the noise levels of this airplane are or should be acceptable or unacceptable for
operation at, into, or out of any airport.
PrufouemnSr CondFaFons fou oFsr Lrvrls

Compliance with FAR part 36 Amdt 36–20 (October 7, 1992) requirements was
shown with the following procedures:
Takeoff configuration: Slats + Flaps 20° at the weight of 40,780 lbs
(18,500 kgs).
Specific power cut-back for measuring point A on flyover:
Height: H = 1,800 ft.
N1 reduction: 14 %.
Approach configuration: Slats + Flaps 48° at the weight of 35,715 lbs
(16,200 kgs).
Takeoff Weight Limited by Obstacle

Clearance
To clear obstacles, takeoff weight may be limited by climb gradient requirements.
Specific requirements for obstacle clearance are dependent on type of operation
being conducted.
Obstacle clearance calculations are required for aircraft operating in accordance
with FARs 135 or 121 or certain regulations of other countries. Although takeoff
weight limited by obstacle clearance is not addressed in FAR 91, good operating
practices suggest FAR 91 operators should plan to either avoid obstacles or limit
takeoff weight to be able to clear obstacles.
Aircraft operating in accordance with FAR 135 are required to clear an obstacle
by 35 ft. throughout the takeoff path. FAR 91 has no such requirement; however,
prudent operators use the FAR 135 requirement when calculating weight limit for
takeoff.

July 2010
The obstacle clearance charts in the Airplane Flight or Performance manuals
provide information for clearing an obstacle by 35 ft. and for both close-in and
distance obstacles. The charts are for Slats + Flaps 20° and slats only takeoffs.
They are used in conjunction with associated slats or Slats + Flaps 20° second
segment climb charts.
Examples in the Falcon 50EX Flight Manual assume a takeoff weight is selected.
Obstacle clearance charts are checked to ensure takeoff weight allows sufficient
climb gradient to clear the obstacle. A different solution to determine maximum
takeoff weight is to check that the maximum weight for second segment climb
is sufficient to clear an obstacle from the end of the runway. Then check if the
runway required performance for that takeoff weight is within runway available.
Either solution — runway requirements or climb requirements — does not supply
an immediate optimum results for maximum takeoff weight.
Assume Albuquerque is used again. The temperature, 95°F, wind, 260° at
15 Kts, and pressure altitude, 5,500 ft., is the same as in the problem
presented earlier in this chapter. Assume, however, that the airport is under
construction and the only open runway is 35. Because of construction, the
first 3,000 ft. is unavailable; 7,000 ft. remain for takeoff. There is no slope and
the wind, which is totally a crosswind, is no longer a factor.
With these conditions, runway length is takeoff weight limiting and
Slats + Flaps 20° configuration must be considered. In addition, there is an
obstacle 365 ft. above the runway at 15,000 ft. from the end of the runway.
Takeoff Weight Limited by Runway Length

(S + Flaps 20°)
1. Enter the Balanced Field Length S + Flaps 20° chart (Figure 8-43) at the
bottom with the runway length available (7,000 ft.). Move up to intersect the
appropriate wind line (0 Kts), and then parallel the guidelines to the wind
reference line.
0% is the reference line and no adjustment is made.
2. Move up to intersect the slope line (0%); parallel the guidelines to the slope
reference line.
0% is the reference line and no adjustment is made.
3. Move up through the aircraft takeoff weight reference line. Stop short of the
ambient temperature/pressure altitude area. This represents the adjusted
runway length.
4. Enter the chart at the top from the left at the temperature (95°F) and move
right to intersect the airport pressure altitude (5,500 ft.).
5. Move down to the takeoff weight reference line. Parallel the guidelines in
the direction necessary to intersect the adjusted runway length. From the
intersection with the adjusted runway length, move left to read the takeoff
weight (34,600 lbs). This is the maximum takeoff weight allowable to meet
runway requirements for the Slats + Flaps 20° configuration.

July 2010
Flight Planning
Balanced Field Length (S + Flaps 20°)
Figure 8-43: Balanced Field Length (S + Flaps 20°)

July 2010
Distant Obstacle Clearance (S + Flaps 20°)
The end of the takeoff distance is at reference 0, which means that with an engine
failure above V1, the aircraft will have at least 35 ft. above the runway at the end
of the takeoff distance. Obstacle clearance charts plot net second segment climb
required to clear an obstacle. The charts require the height of the obstacle and its
distance from the end of the takeoff distance. Four obstacle clearance charts are
available.
Because a Slats + Flaps 20° takeoff was calculated for runway requirements and
the obstacle is 15,000 ft. from the end of the runway, use the Distant Obstacle
Clearance S + Flaps 20° chart (Figure 8-44).
1. Rotate the chart sideways to correctly read the scales. Enter chart with the
height of the obstacle (365 ft.) on the left on the true height of obstacle above
airport (ft.) scale.
2. To accommodate clearing the obstacle by the minimum 35 ft., parallel the
guidelines to adjust the height by 35 ft.; this is the adjusted obstacle height.
Move to the right through the net climb gradient at second segment curves.
3. Enter the chart at the distance of the obstacle from the end of the runway (i.e.,
at the reference zero (0) point for balanced field length when the balanced field
length is equal to runway length) on the reference 0 scale with the distance from
reference (15,000 ft.). Move up the vertical grid lines until the adjusted obstacle
height is intersected. The point of intersection is compared to the slanted net
climb gradient at second segment lines. A net climb gradient required at second
segment is determined from the comparison of the position of the intersection
to the net climb gradient lines.
An interpolated value of 2.5% is required to clear the 365 ft. obstacle
15,000 ft. from reference 0.

July 2010
Flight Planning
Distant Obstacle Clearance (S + Flaps 20°)
Figure 8-44: Distant Obstacle Clearance (S + Flaps 20°)

July 2010
Takeoff Climb Second Segment (S + Flaps 20°)
The takeoff climb second segment charts can determine the maximum weight
for climbs that require gradients greater than the certified climb requirements.
The chart uses conditions at takeoff and net or gross climb gradient to determine
maximum weight achievable at the net or gross climb gradient. Apply the net
climb gradient at second segment obtained from the obstacle clearance chart
(the previous step) to either the Slats + Flaps 20° or slats only takeoff charts.
This particular problem utilizes the Takeoff Climb Second Segment S + Flaps 20°
chart (Figure 8-45).
1. Enter the Takeoff Climb Second Segment S + Flaps 20° chart at the bottom on
the net climb gradient (%) scale with the net climb gradient required (2.5%).
Move up the vertical grid lines through the weight adjustment curves.
2. Enter the chart at the upper left on the ambient temperature scale with the
temperature (95°F). Move to the right to the field pressure altitude (5,500 ft.)
and then down to the reference line for weight (30,000 lbs).
3. Parallel the adjustment curves to intersect the line plotted upward from the
net climb gradient. From this intersection, move to the left to determine the
maximum weight for that climb gradient (32,800 lbs). Takeoff weight is limited
to the lesser of the runway requirement (34,600 lbs) or climb requirement
(32,800 lbs).
Some additional weight could be gained by determining the balanced field
length required for the weight determined by the climb requirement. Because
the shorter takeoff distance increases the distance to the obstacle, the net climb
gradient required decreases. A new weight between the two values could be
tried to determine if it could meet both runway length and climb requirements.
For this problem, further refinement of the maximum takeoff weight is not
desired.
Although the various V speeds are determined in the same manner as in the
main problem in this chapter, the takeoff pitch attitude must be determined.

July 2010
Flight Planning
Takeoff Climb Second Segment (S + Flaps 20°)
Figure 8-45: Takeoff Climb Second Segment (S + Flaps 20°)

July 2010
Takeoff Pitch Attitude
The takeoff pitch attitude largely determines the angle of climb or gradient
that can be achieved after liftoff. The various obstacle clearance charts are
constructed in accordance with pitch attitude required for the gradient. A limiting
weight determined from the takeoff climb second segment charts is based on a
pitch attitude resulting in a given gradient at V2. There are takeoff attitude charts
for Slats + Flaps 20° and slats only takeoff configurations.
This particular problem utilizes the Takeoff Attitude S + Flaps 20° chart
(Figure 8-46).
1. Enter the chart on the bottom of the net second segment climb gradient
value found on the obstacle clearance chart (2.5%). Move up to intersect the
slanted pitch determination line.
2. Move left from the intersection to the attitude scale. Read the pitch attitude in
degrees (14.5°).

July 2010
Flight Planning
Takeoff Attitude (S + Flaps 20°)
Figure 8-46: Takeoff Attitude (S + Flaps 20°)

July 2010

July 2010
Systems
Systems
Several chapters contain multiple systems to facilitate a more coherent
presentation of information. The systems covered are listed below in alphabetical
order opposite the chapter in which they are located. ATA codes are noted in
parentheses.
SYSTEM (ATA Code) CHAPTER
Air Conditioning (21). . . . . . . . . . . . . . . PRESSURIZATION/ENVIRONMENTAL

Aircraft Structure (51) . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
APU (49). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUXILIARY POWER UNIT
Autopilot (22). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVIONICS and autopilot
Brakes (32) . . . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING GEAR AND BRAKES
Communications (23) . . . . . . . . . . . . . . . . . . . . . . . AVIONICS and autopilot
Dimensions and Areas (6). . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Doors (52). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Drag Chute (25). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MISCELLANEOUS
Electrical (24). . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRICAL AND LIGHTING
Emergency Equipment (25). . . . . . . . . . . . . . . . . . . . . . . . . . . MISCELLANEOUS
Engine (71) . . . . . . . . . . . . . . . . . . POWERPLANT AND THRUST REVERSERS
Engine Controls (76). . . . . . . . . . . POWERPLANT AND THRUST REVERSERS
Engine Fuel and Control (73) . . . . POWERPLANT AND THRUST REVERSERS
Engine Indicating (77). . . . . . . . . . POWERPLANT AND THRUST REVERSERS
Equipment/Furnishings (25) . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Fire Protection (26). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FIRE PROTECTION
Flight Controls (27) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT CONTROLS
Fuel (28) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SYSTEM
Fuselage (53) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Hydraulics (29) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULICS
Ice and Rain Protection (30). . . . . . . . . . . . . . . . . ICE AND RAIN PROTECTION
Ignition (74). . . . . . . . . . . . . . . . . . POWERPLANT AND THRUST REVERSERS
Landing Gear (32). . . . . . . . . . . . . . . . . . . . . . . LANDING GEAR AND BRAKES
Lighting (33). . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRICAL AND LIGHTING
Navigation (34) . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVIONICS and autopilot
Oil (79). . . . . . . . . . . . . . . . . . . . . . POWERPLANT AND THRUST REVERSERS
Oxygen (35). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OXYGEN SYSTEM
Pitot/Static (34) . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVIONICS and autopilot
Pneumatic (36) . . . . . . . . . . . . . . . . . . . PRESSURIZATION/ENVIRONMENTAL
Falcon 50EX For Training Purposes Only 1

July 2010
Pressurization (21) . . . . . . . . . . . . . . . . PRESSURIZATION/ENVIRONMENTAL
Stabilizers (55). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Stall Warning (27). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT CONTROLS
Starting (80). . . . . . . . . . . . . . . . . . POWERPLANT AND THRUST REVERSERS
Thrust Reversers (78). . . . . . . . . . POWERPLANT AND THRUST REVERSERS
Warning Systems (33). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MISCELLANEOUS
Windows (56). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
Wings (57). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRCRAFT OVERVIEW
2 For Training Purposes Only Falcon 50EX

July 2010
9
Aircraft Overview
Contents
Aircraft Overview
General....................................................................................................9-3
Figure: Aircraft Features..............................................................9-4
Airframe Description
General....................................................................................................9-5
Engine......................................................................................................9-5
Fuselage..................................................................................................9-7
Nose Cone..........................................................................................9-7
Cockpit................................................................................................9-7
Passenger Cabin............................................................................. 9-10
Rear Tank Area................................................................................ 9-13
Baggage Compartment.................................................................... 9-13
Rear Section.................................................................................... 9-14
Pylons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Tail Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
Vertical Stabilizer............................................................................. 9-16
Horizontal Stabilizer......................................................................... 9-16
Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Aircraft Dimensions
Aircraft Dimension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
Figure: Aircraft Dimensions...................................................... 9-20
Hazard Areas
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-21
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-21
Engine Inlet Draw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-21
Engine Exhaust Plume. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-21
Figure: Hazard Areas. .............................................................. 9-22
Service Bulletins

July 2010

July 2010
Aircraft Overview
Aircraft Overview
General
This section presents an overview of the Falcon 50EX aircraft. It includes
major features, airframe structures, dimensions, and hazard areas, as well as a
summary of Service Bulletins (SBs).
This section references the manufacturer’s serial number, and where system
differences warrant, separate data and schematics are provided.

July 2010
Aircraft Features
AILERON
OUTBOARD FLAP
HORIZONTAL
STABILIZER
INBOARD FLAP
EMERGENCY EXITS
ELEVATOR
RADOME
PYLON
NACELLE
AIRBRAKES
LEADING
EDGE
SLATS
VERTICAL
STABILIZER
EMERGENCY EXIT
MAIN ENTRANCE DOOR

RUDDER
AFT
BAGGAGE COMPARTMENT
COMPARTMENT DOOR
DOOR
Figure 9-1: Aircraft Features

July 2010
Aircraft Overview
Airframe Description
General
The three-engine Falcon 50EX aircraft is a swept wing, long range, high speed
aircraft. It is a transport category aircraft certified under FAR 25 and certified up
to an altitude of 49,000 ft.
The aircraft structure is designed to provide a long service life with minimum
maintenance.
Figure 9-2: Falcon 50EX Aircraft
Engine
Three Honeywell TFE731-40 Turbofan engines (No. 1 (left), No. 2 (center), and
No. 3 (right)) power the Falcon 50EX. Each engine produces 3,700 lbs of static
takeoff thrust at sea level. The TFE731-40 is a lightweight, low noise, two-spool
front fan engine with a medium bypass ratio. The engine’s modular engine design
allows for ease of maintenance and repair.

July 2010
The No. 2 (center) engine thrust reverser system provides additional deceleration
force to assist in stopping the aircraft.
Figure 9-3: No. 1 (Left) Engine
Figure 9-4: No. 2 (Center) Engine
Figure 9-5: No. 3 (Right) Engine

July 2010
Aircraft Overview
Fuselage
The fuselage structure is constructed of 10 main frames with secondary frames.
Chemically milled skin panels stiffened by stringers are riveted to the frames.
The entire structure is reinforced with longerons and beams and all door, window,
and access openings are framed for added strength.
The fuselage has six sections:
nose cone
cockpit
passenger cabin
rear tanks
baggage compartment
rear section.
The cockpit, passenger cabin, and baggage compartment are pressurized.
Nose Cone
The partially pressurized nose cone contains electrical and avionics equipment.
Rotating the nose cone horizontally allows access to this area.
Cockpit
The two-crew cockpit is insulated from heat, cold, and noise. It is heated and air
conditioned by the aircraft’s environmental systems and has electrically heated
carpets.
Figure 9-6: Cockpit

July 2010
The aircraft’s flight compartment is designed for two pilots. Each pilot has a flight
station and a flight control panel as well as common engine controls, auxiliary
flight controls, and radio and radio-navigational equipment.
The flight control equipment is located:
on the LH side of the instrument panel, for the pilot
on the RH side of the instrument panel, for the copilot
in the center section, for equipment common to pilot and copilot.
The pilot’s console includes:
steering control wheel
radio selector unit
oxygen mask case
IRS 1 and IRS 3 (optional) control unit
a glove compartment containing a pair of anti-smoke glasses and a pocket
torch.
The copilot’s console includes:
radio selector control unit
altimetric oxygen valve
windshield demisting and nose cone insulation controls
IRS 2 control unit
oxygen mask case
a glove compartment containing a pair of anti-smoke glasses and a pocket
torch.
The upper panel includes the following controls:
DC electrical power supply
starting
fuel
air bleed
anti-icing systems
lighting
APU.
Crew Seats
The pilot’s and copilot’s seats are adjustable fore and aft, vertically in height,
and in recline. The hinged armrests are height and fore-aft adjustable. Each
crewmember has a seatbelt with an inertial reel shoulder harness.
CAUTIO
It is critical to assure that the flight controls remain free throughout
their full range after seat adjustment prior to taxi or takeoff. If the seat
is adjusted in flight, the pilots must assure the seats are readjusted as
described above to a position that will not allow control interference.

July 2010
Aircraft Overview
Adjustment of pilot’s and copilot’s seats:

Adjust the seats for correct eye line-up
For the pilot, the correct height and longitudinal position is obtained when the
white ball on the instrument panel is visually in line with the red ball located
on the RH windshield post (or on the LH windshield post for the copilot); this
is achieved through aft/forward-up/down adjustment combination.
Adjust the control pedals position so as to obtain a full rudder deflection and
a full braking travel.
Figure 9-7: Crew Seats

Various third crew jump seat arrangements are installed as necessary.
Cockpit Windows
Visibility from the cockpit is provided by seven windshields/windows. These
consist of a single center windshield, two pilot windshields, two direct vision
windows, and two rear windows.
Figure 9-8: Windshields/Windows

July 2010
The center windshield consists of four glass layers separated by three butyryl
plastic layers. Two heating elements within the outer plastic layer provide
anti-icing.
The pilot and copilot windshields consist of five glass layers separated by four
butyryl plastic layers. A single heating element in the outer plastic layer of each
windshield provides anti-icing. Each has a windshield wiper for rain removal.
Each direct vision window consists of three glass layers separated by two butyryl
plastic layers. Each window contains a single heating element in the outer plastic
layer for anti-icing. The left direct vision window (pilot’s) opens manually, sliding
aft between two tracks. A locking mechanism and handle disconnect the heating
element connection when the window is opened.
Each rear window consists of three layers of extruded plexiglas with a heating
element for anti-icing. Two holes between the inner and outer layers allow air to
circulate for defogging.
Passenger Cabin
Passenger
The pressurized, air conditioned passenger cabin is certified for 19 passengers,
Number though typical configurations comfortably seat between 8 and 12.
Limitations
Maximum number of
passengers for flight
above 45,000 ft. is 12.
Figure 9-9: Passenger Cabin

Accommodations in the aircraft can include a galley, lavatory, work tables, and
a clothes closet. The passenger entrance door is on the left forward side of the
fuselage. An overwing emergency exit is on each side of the cabin.

July 2010
Aircraft Overview
Passenger Door
The integral stair passenger door can be opened and closed from either inside
or outside the aircraft. A keylock provides security.
Figure 9-10: Integral Stair Passenger Door

To open the door from the outside, unlock the latching control with the key and
push the rocker to disengage the safety catch of the inner latching control.
Lower the door control handle to disengage the door latches.
As the door begins to open, pull on the upper part of the door to open it.
To close the door from the outside, lift and push the door upwards until it closes.
Lifting the control handle actuates the latching mechanism and drives the latches
to the second threshold position; the rotary latches actuate and the door closes
completely.
To complete the closing procedure, push the control handle in until a click is
heard indicating that the safety catch has engaged. The approach hook latches
move to the first threshold with the door flush with the fuselage. Use the key to
secure the rocker and lock the door controls.
To open the door from the inside, raise the safety catch to unlock the inner
latching control. Lower the inside door control handle to disengage the latching
mechanism. Lowering the door control handle activates the latching mechanism
and drives the door towards the open position. The door opens under its own
weight. A pneumatic damper and counterbalance system assists door opening.

July 2010
Lifting the inner control handle causes the bell crank to rotate; this drives the
door closing link. The pneumatic damper and counterbalance system pull the
door towards the closed position. Once the door almost completely closes, the
latching mechanism drives the latches to the second threshold position. The
rotary latches actuate and the door closes until almost flush with the fuselage.
Push the inner control handle further toward the door until a click is heard. Pull
backwards to verify that the door is completely closed. The approach hook latches
move to the first threshold and the door moves until flush with the fuselage.
Three microswitches on the door illuminate the DOOR warning light on the master
warning panel if the door is not closed and locked. Two detect rotary door latch
position, and one detects the position of the external door handle.
Passenger Windows
There are seven elliptical passenger cabin windows on each side of the fuselage.
Each window consists of two plexiglas panels separated by spacers. One window
on each side is in the emergency exit. Each panel is capable of withstanding
pressurization loads. Cabin air circulating between the panels defogs the
windows.
Figure 9-11: Passenger Windows

July 2010
Aircraft Overview
Emergency Exits
An overwing emergency exit on each side of the passenger cabin includes
a window. The exits are hinged on the bottom to two ball joints; the latching
mechanism is at the top. The exit opens from the inside with a handle and from
the outside by pushing a button. Once unlatched, the emergency exit opens
inward and disengages from the hinge.
Figure 9-12: Emergency Exit
Rear Tank Area

Between the passenger cabin and the baggage compartment is a full fuselage
width fuel tank area. The fuel tank is divided into three separate feeder tanks.
The air space around the fuel tank is vented to the atmosphere to prevent
accumulation of fuel and fuel vapors.
Refer to the Fuel System chapter for additional information.
Baggage Compartment
A pressurized baggage compartment is aft of the rear tank area. Access is
through a single door on the left side of the aircraft. Three steps on the door
assist access into the compartment. A mechanical counterbalance system slows
door opening, and helps door closing. Viewing windows along the top of the door
provide a means to verify door latch position. A microswitch on the door latching
pin illuminates the DOOR warning light on the master warning panel if the door
is not locked.

July 2010
The pressurized baggage compartment door is opened by pushing a flush tab
forward of the door handle to expose the handle. Rotating the handle clockwise
unlocks the door. Lower the door gently to full open.
Figure 9-13: Baggage Compartment

To close the door, raise the door to the closed position and rotate the door handle
counterclockwise. Verify that the tab forward of the handle is flush with the door
skin. Stow the handle by pushing it in.
Rear Section
Aft of the baggage compartment is the rear section. This section includes the aft
compartment, No. 2 engine area, No. 2 engine S-duct, and fin stub.
Figure 9-14: Aft Compartment

July 2010
Aircraft Overview
The aft compartment is unpressurized and contains the aircraft batteries, Auxiliary
Power Unit (APU), engine and APU fire bottles, and electrical, hydraulic, and air
conditioning system components.
Access to the aft compartment is through a door on the left side of the
fuselage. The door has a single step and a fold-down ladder. Two cable assemblies
restrain the door while it is open.
A single microswitch on the door indicates latch position and illuminates the
DOOR warning light if the door is not closed and latched.
Pylons
The No. 1 and No. 3 Engine pylons are box structures constructed of skin panels,
ribs, stiffeners, and titanium firewalls . The structures transmit the forces produced
by the engines to the fuselage. Each pylon also includes pylon to engine fittings
and pylon to fuselage fittings.
Each pylon consists of a front section that forms the leading edge, a center box
structure with passageways for engine electrical, fuel, hydraulic, and bleed air
lines, and a rear section.
Tail Unit
The tail unit consists of the vertical stabilizer (or fin), moveable horizontal
stabilizer, elevators, and rudder.
Figure 9-15: Tail Unit

July 2010
Vertical Stabilizer
The vertical stabilizer includes a torsion-type box composed of two spars. It is
attached to the fin stub on the rear section. The stabilizer consists of a leading
edge, a box structure, an upper fairing and a rudder. The rudder is hinged at
three points to the box structure.
Figure 9-16: Vertical Stabilizer
Horizontal Stabilizer
The horizontal stabilizer consists of a box structure that forms the main structure,
two detachable leading edges, two detachable tips, two fixed trailing edges, and
two elevators. Spring fillets fair the horizontal stabilizer to the vertical stabilizer.
A fixed hinge at the rear of the stabilizer connects the unit to the vertical stabilizer.
A trunnion hinge attachment at the front allows the horizontal stabilizer to be
trimmed up and down.
Figure 9-17: Horizontal Stabilizer

A single elevator on each side of the horizontal stabilizer is hinged at three points.
Trunnion hinge join the left and right elevators.

July 2010
Aircraft Overview
Wing
The wing consists of two half-wing structures attached to the fuselage at the
wing center section. Each half-wing consists of a main frame with a center box
structure, secondary structure, and moving elements.
The main frame structure forms an integral fuel tank and connects with the center
section box structure. The front and rear of the box structure is formed by the
front and rear spars. The rear spar supports the main landing gear forward hinge
bearing and the aileron and flap hinge bearings. The front spar supports the
leading edge slat rollers.
Figure 9-18: Wing

The secondary structure consists of the leading edges, rear section with flap
deflectors, airbrake housings, landing gear wheel well, aileron cutouts, and the
wing tip fairing assembly.
The moving elements of each wing include the inboard and outboard slats,
inboard and outboard flaps, inboard, center, and outboard airbrakes, and the
aileron.

July 2010

July 2010
Aircraft Overview
Aircraft Dimensions
Aircraft Dimension
Dimensions are also shown in Figure 9-19, Page 9-20.
Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60′ 9″
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22′ 10″
Wingspan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61′ 10″
Horizontal Stabilizer Span. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25′ 5″
Wheel Base. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23′ 9″
Wheel Track. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13′ 1″
Fuselage:
Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57′ 11″
Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6′ 8″
Passenger Cabin:
Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23′ 5″
Width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6′ 1″
Aisle Width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1′ 6″
Height (minimum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5′ 5″
Height (maximum). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5′ 11″
Entrance Door:
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5′ 0″
Width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2′ 7″
Emergency Exit(s):
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3′ 0″
Width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1′ 8″
Windows:
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1′ 4″
Width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1′ 2″
Baggage Compartment Door:
Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2′ 5″
Width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3′ 3″

July 2010
Aircraft Dimensions
22' 10"
23' 9"
60' 9"
61' 10"
25' 5"
13' 1"
Figure 9-19: Aircraft Dimensions

July 2010
Aircraft Overview
Hazard Areas
General
Emissions from the weather radar, air intake draw, and engine exhaust are
primary dangers during aircraft ground operation.
Different hazard areas are shown in Figure 9-20, Page 9-22.
Radar
Hazards exist to personnel, equipment, and other aircraft when operating the
weather radar on the ground. A potential fuel ignition hazard exists during refueling,
or within 300 ft. of refueling aircraft. Radiation hazards exist to personnel in a
270° sector forward of the aircraft. Pointing the aircraft toward large obstructions,
hangars, buildings, and other metallic objects within 300 ft. of the operating radar
can result in equipment damage.
Engine Inlet Draw

Engine inlet draw at full power is hazardous within 12 ft. in front of the engine
inlets. The draw increases as distance to the inlet decreases.
Inlet draw at high power settings can cause the engine to ingest small objects
(e.g. bolts, stones) that can result in serious engine damage. Hazards exist
immediately forward of the engine inlet where personal injury can occur.
The APU inlet also poses a serious hazard to ground personnel. Maintain a safe
distance from inlet during APU operation to prevent personal injury.
Engine Exhaust Plume

Hazards are present due to the high temperature, high velocity exhaust from the
engines.
Advise ground personnel of imminent engine starts. Do not start an engine without
first verifying that the immediate area behind the aircraft is clear of personnel,
small articles, or other aircraft and vehicles. Excessive thrust during taxi can
result in serious damage to other aircraft, vehicles, structures, and personnel.

July 2010
Hazard Areas
RADIATION
RADIATION
INTAKE
AIR
EXHAUST
AIR
Figure 9-20: Hazard Areas

July 2010
Aircraft Overview
Service Bulletins
The Service Bulletins (SBs), options, and modifications specifically addressed
by this manual are listed below in alpha-numeric order.
SERVICE BULLETINS No.

F50-71 Operation on unpaved runways (DRV) ACN/PCN method
F50-161 Extension of MTOW to 40,780 lbs (18,500 kg)
F50-246 RVSM capability
F50-262 Static Source Error Correction (SSEC)
F50-263 EIED V03 serie
F50-276 DEEC software V41.02.03.00
F50-279 Avionics COLLINS version 5.1
F50-289 Load shedding circuit breaker
F50-295 Digital battery temperature indicator
F50-297 EGPWS with avionics COLLINS version 5.x
F50-300 IRS HONEYWELL HG 2001 GC03
F50-307 FMS HONEYWELL FMZ 2000 software NZ 4.5
F50-308 FMS (GNS X/ES) SM 01 P/N 17450-0307-0606 SM 01
F50-309 FMS UNIVERSAL UNS-1C software 602.4
F50-329 FMS HONEYWELL FMZ 2000 software NZ 5.1
F50-348 TCAS Change 7 compliant with ACAS 2 regulation
F50-351 EGPWS with avionics COLLINS version 6.0
F50-353 FMS COLLINS 6100 software 832-4117-025
F50-368 COLLINS FMS-6000: EMS 00 MINOR 1
F50-374 FMS HONEYWELL V5.1 with 8.33 kHz VHE channel spacing
F50-424 Navigation GPS deactivation
F50-433 COLLINS FMS-6000: FMS 2.2.0.1
F50-457 ATC capable of Enhanced Surveillance
F50-465 COLLINS FMS-6000: FMS 2.2.2
F50-469 ATC reply inhibit on ground

July 2010
MODIFICATIONS No.
M1965 GPWS MARK V with windshear
M1973 FMS (GNS X/ES) SM 01 P/N 17450-0305-0406 SM 01
M2054 Steep approach capability
M2102 GPIRS HONEYWELL LASEREF Ill
M2104 TCAS II COLLINS
M2118 Electrical roll ARTHUR unit (NC S/N 293 and subsequent)
M2133 FMS (GNS X/ES) P/N 17450-0307-0606 FERRY KIT only
M2151 Avionics COLLINS version 5.1
M2155 FMS HONEYWELL FMZ 2000 software NZ 4.5 and avionics COLLINS version
5.1 (M2151, M2301 and M2236)
M2159 Static Source Error Correction (SSEC)
M2191 EIED version V04
M2193 DEEC software V41 .02.03.00
M2210 Reduced Vertical Separation Minimum (RVSM) operation
M2221 12 channels HONEYWELL GPS
M2236 Avionics COLLINS version 5.1. FCC
M2244 FMS HONEYWELL UNS-1C software 601
M2245 Digital battery temperature indicator
M2280 FMS (GNS X/ES) SM 01 P/N 17450-0307-0606 SM 01
M2301 Maintenance Diagnostic Computer (MDC)
M2305 TCAS II COLLINS
M2320 Load shedding circuit breaker
M2370 FMS UNIVERSAL UNS1C software 602.4
M2371 FMS HONEYWELL EMZ 2000 software NZ 4.5
M2390 EGPWS with avionics COLLINS version 4.5 or 5.x
M2391 EGPWS with avionics COLLINS version 4.5 or 5.x (TERRAIN DISPLAY)
M2393 EGPWS with avionics COLLINS version 6
M2410 IRS HONEYWELL HG 2001 GC03
M2430 FMS master switch
M2431 MEGGITT electronic stand-by instrument system
M2465 EGPWS - Basic AUDIO menu
M2503 Avionics COLLINS version 6.1
M2513 Auxiliary DC power supply for radiocommunication
M2505 FMS COLLINS 6100 software 832-4117-01 8
M2546 FMS GNS-XLS software SMO4
M2549 FMS HONEYWELL FMZ 2000 software NZ 5.1
M2565 MEGGITT electronic stand-by instrument system
M2580 Avionics COLLINS version 5.x software P/N -208-208
M2581 EGPWS (-208-208) with COLLINS avionics V5.0
M2584 28 Ah lead-acid CONCORDE main batteries
M2586 EGPWS with avionics COLLINS version 6.0
M2636 TCAS Change 7 compliant with ACAS 2 regulation

July 2010
Aircraft Overview
MODIFICATIONS No. (Cont'd.)

M2651 COLLINS TCAS 4000 full installation
M2689 FMS COLLINS 6100 software 832-4117-025
M2719 COLLINS FMS-6000: FMS 00 MINOR 1
M2737 COLLINS TCAS 4000 P/N 822-1294-002
M2741 FMS HONEYWELL V5.1 with 8.33 kHz VHF channel spacing
M2765 COLLINS TCAS 4000-002 with SB 2
M2831 COLLINS TCAS-4000: SB 5 implementation
M2843 lEE load shedding
M2873 IRS hybrid parameter deletion
M2900 COLLINS FMS-6000: FMS 2.2
M2902 AC electrical distribution compliant with TGM 25/10 requirement
M2914 Third COLLINS FMS-6000: FMS 2.2 with performances
M2950 COLLINS FMS-6000: FMS 2.2.2
M2951 Third COLLINS FMS-6000: FMS 2.2.2
M2966 ATC capable of Enhanced Surveillance
M2968 ATC capable of Enhanced Surveillance
M2980 Additional auxiliary DC power for radiocommunication
M2998 ATC reply inhibit on ground

July 2010

July 2010
10
Auxiliary Power Unit
Contents
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Schematic: Auxiliary Power Unit (APU) . . . . . . . . . . . . . . . . . . 10-4
Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Preparation for Starting..................................................................... 10-6
APU Start.......................................................................................... 10-6
APU Shutdown................................................................................. 10-7
APU Operation Safety.......................................................................... 10-8
APU Control and Indicating................................................................. 10-8
Overhead Panel................................................................................ 10-8
Warning Panel.................................................................................. 10-9
EIED Display..................................................................................... 10-9
Servicing and Procedures
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
APU Fire.......................................................................................... 10-11

July 2010

July 2010
General
The Falcon 50EX airplane is equipped with a Garrett AiResearch model APU Limitation
GTCP36-100A Auxiliary Power Unit (APU). The APU is installed within a The APU must be operated on
stainless steel, fireproof container, located in the aircraft aft compartment. The the ground only.
APU is an operational equipment to be used by crew when needed.

It is intended to provide the aircraft with:
conditioned air when on the ground
28.5 VDC power for the aircraft electrical systems, delivered by a 300 A
generator when on the ground.
In addition, it also offers the following advantages:
partial recharging of the batteries
an additional assistance during the starting sequence of the first engine,
which prolongs battery life and reduces starting time.
Figure 10-1: Garrett AiResearch GTCP36-100A APU

July 2010
10-4
LOOKING AFT
THERMAL LAGGING
GENERATOR
NOISE REDUCING OIL LEVEL AND FILLER
MATERIAL CAP WITH LEVEL GAUGE
APU CONTAINER
(STAINLESS STEEL)
EXHAUST PIPE
PRIMARY EXHAUST GENERATOR

PIPE COOLING AIR INLET
EXHAUST PIPE AND

DUCT DRAIN FUEL SYSTEM
For Training Purposes Only

DRAINING
CONTAINER
APU AIR INTAKE
VENTILATION INLET
DUCT DOOR
ACTUATOR
AIR INTAKE COMBUSTOR DRAIN

VALVE
AIR INTAKE DUCT
DOOR
DRAIN TUBE
APU AIR INTAKE GRILL AIR INTAKE DRAIN D5PP028L
July 2010
Falcon 50EX
Description
The APU air intake is on the lower right side of the fuselage near the tail and
has an actuator-operated door. The exhaust port is on the upper RH side of
the fuselage. APU control is accomplished through an APU MASTER and
APU START/STOP push-light on the overhead panel.
The speed of the APU is regulated by a hydro-mechanical governor to
Speed Limitation
58,700 RPM and an electronic controller controls the start, shutdown, operation, Speed:
and safety features. Maximum rated . . . . . . 100%
A generator on the APU accessory case provides electrical power for the Maximum allowable. . . 100%
aircraft electrical system. The APU is equipped with its own fire detection and
extinguishing systems (See Fire Protection chapter).
The APU is self-regulating, requiring only start and stop commands from the Generator Limitation
cockpit. Self-contained control devices continue the start sequence after it is Maximum generator
initiated, maintain constant speed under varying load conditions, and automatically output. . . . . . . . . . . . . 300 A
perform a shutdown sequence if certain temperature, pressure, or overspeed
parameters are exceeded.
For example, if the Electronic Control Unit (ECU) receives a signal that indicates
the RPM of the APU is 110% or more, it sends a signal to close the fuel solenoid
valve, causing a flameout of the APU. As the APU RPM decreases, the OIL
indication appears on EIED #3.
The APU is limited to ground operation. Power connected through squat switches
prevents starter operation if the aircraft is airborne; APU shutdown is automatic
if the aircraft becomes airborne with the APU operating.
APU fuel consumption is approximately 150 lbs per hour. The APU receives its
fuel from the No. 2 engine supply line, downstream of the booster pump, and the
No. 2 fire pull shut-off valve and through an APU fuel shut-off solenoid valve.
Figure 10-2: APU MASTER and START/STOP Push-Light

July 2010
Operation
Prhpmrmaton for amratng
On the overhead panel, when APU MASTER push-light is depressed (illuminated
green), it commands:
opening the air intake door
opening the fuel shut-off electric valve
energizing APU computer .
The APU page is displayed on EIED #3, the APU is ready to start .
Figure 10-3: APU, EIED #3
APU amra
On the overhead panel, pressing APU START/STOP push-light (illuminated
green) initializes the APU start sequence as follows:
At N1 = 0%
Action on APU START/STOP push-light commands activation of auxiliary starting
relay . This relay supplies APU-assisted start contactor .
Contactor, when activated, enables power supply to the generator (starting
function) from the starting bus bar, and also enables self-holding of the starting
circuit when the action on the APU START/STOP push-light is over.
At N1 > 5%
APU computer commands:
opening of fuel electric valve
power supply to ignition unit
opening of surge valve
At N1 > 60%
NOTEc: During starting, at N1 < 60%, make sure the “OIL” indication on
EIED #3 disappears .

July 2010
APU computer commands generator de-energizing (starting function) by cutting

off the supply to auxiliary starting relay.
At N1 > 95%
APU computer commands:
de-energizing of ignition unit
closing of the surge valve
energizing of hourmeter
energizing of the bleed air valve (opening) through contact A (closed) of relay
(not activated) and BLEED AIR APU switch in the “AUTO” position
switching of the generator to its power generating function.
the rotational speed of the APU stabilizes around N1 = 100%.
APU Shutdown
Normal Shutdown
The APU START/STOP push-light, when set to OFF (light extinguished), enables
a normal shutdown of the APU by generating an overspeed signal N1 = 114% in
the APU computer.
During the deceleration of the APU, at N1 between 30% and 40%, the OIL
indication must appear on EIED #3.
Shutdown in case of Fault Detection

If computer detects a fault during operation of the APU, it commands:
closing of the fuel electric valve
closing of the bleed air valve.
If a fault is detected during the starting phase, it commands:
closing of the surge valve
de-energizing of ignition unit
de-energizing of starting relays.
To command a new start, it is necessary to set the APU MASTER push-light to
OFF (not depressed, extinguished) then to ON (depressed, illuminated green).
Automatic Shutdown in case of APU Generator Disengagement

Computer commands the automatic shutdown of the APU by simulating an
overspeed signal.
To carry out a new start, it is necessary to set the APU MASTER push-light to
OFF (not depressed, extinguished) then to ON (depressed, illuminated green).
Automatic APU Shutdown through the Ground/Flight Contacts

If the APU is operating at take-off, the ground-flight contact opens and commands
de-energizing of computer through relays, which are not activated.
The air intake door is commanded to close with a 1-minute time delay.
The APU MASTER push-light must be set to OFF (not depressed, extinguished)
to cut off the supply to APU fuel shut-off electric valve.

July 2010
Emergency Shutdown in case of APU Fire
In case of fire, the fire detection circuit commands the closing of APU fuel shut-off
electric valve through relays, which are activated.
APU Operation Safety

A computer located in the rear compartment provides the automatic start and
stop of the APU and regulates and keeps the rotor at a constant speed.
The computer orders the automatic stop of the APU in the following conditions:
overspeed N1 = 107%
loss of the N1 signal
excess temperature T5 > 730°C
loss of the T5 thermocouple signal
reduction of the oil pressure for over 10 seconds when N1 > 95%
excess electric load on one of the APU components
computer failure
operation of the APU fire detection.
APU Control and Indicating

Overhead Panel
APU MASTER Push-Light
Pressing the APU MASTER push-light (Figure 10-2) (depressed, illuminated
green) causes:
the opening of the air intake door
the opening of fuel shut-off electric valve
the energization of computer.
The APU page is displayed on EIED #3, the APU is ready to start.
An emergency stop of the APU is possible by directly actuating the APU MASTER
push-light (non-depressed, extinguished).
APU START/STOP Push-Light

The APU START/STOP push-light (Figure 10-2) cumulates two functions which
can be selected by successive pushes:
First push: START (illuminated green)
Initialization of the starting sequence provided the “MASTER” push-light is
depressed (illuminated green).
Next push: STOP (extinguished)
Ordering normal APU shutdown by simulating an overspeed signal in computer.

July 2010
Warning Panel
APU GEN Warning Light
It illuminates if APU generator is not connected to the aircraft power system.
APU BLEED Warning Light

It illuminates if the APU bleed air valve is not closed when the position of one of
the three engine throttle levers is > 54°.
EIED Display
The APU page in EIED #3 displays the APU parameters which are as follows:
N1% RPM
Turbine Outlet Temperature (T5) in °C
OIL indication

July 2010

July 2010
Preflight
During preflight inspection, check the APU air inlet and exhaust gas outlet are
clear and free of obstruction. Check the APU generator cooling ports for the
obstruction and damage. Ensure that the APU air intake door is closed.
Emergency Procedures
APU Fire
In the event of an illuminated APU FIRE light and warning horn, indicating fire in
the APU, depress the APU Master switch, which:
closes the APU fuel shut-off valve if it has not already closed
closes the air inlet door
closes the bleed air valve
reduces the amount of air in the fire area.
Move the FIRE APU switch to position 1 to discharge the APU fire extinguisher
contents into the APU compartment and move the APU BLEED switch to OFF
position.
If fire persists, pull the ENG 2 FIRE PULL handle to stop fuel flow to the
No. 2 (center) Engine, as well as to the APU. Shut down the engines and
evacuate according to the Emergency Shutdown and Evacuation Checklist in the
CAE SimuFlite Operating Handbook.

July 2010

July 2010
11
Avionics and Autopilot
Contents
Figure: Cockpit Forward Panel.................................................. 11-5
Figure: Cockpit Overhead Panel. .............................................. 11-7
Figure: Cockpit Pedestal. .......................................................... 11-9
Figure: Pitot-Static System....................................................... 11-11
Avionics
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-13
Pitot-Static System
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-15
Functions and Characteristics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-17
Pilot Pitot-Static System................................................................. 11-17
Copilot Pitot-Static System............................................................. 11-17
Standby Pitot-Static System........................................................... 11-17
Detailed Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
Pitot Pressure Probes..................................................................... 11-18
Normal Static Pressure Probes...................................................... 11-18
Standby Static Pressure Probe....................................................... 11-18
Drains............................................................................................. 11-18
Instruments
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
Air Data Computer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
General Description ....................................................................... 11-19
Figure: Air Data Computer. ......................................................11-20
Operation of Controls and Monitoring Devices............................... 11-21
Detailed Description........................................................................ 11-22
Total and Static Temperature Measurement System. . . . . . . . . . . . 11-22
General Description........................................................................ 11-22
Speed, Mach, and Altitude Warning. . . . . . . . . . . . . . . . . . . . . . . . . . 11-23
General Description........................................................................ 11-23
Function of Controls........................................................................ 11-23

July 2010
Additional Instrumentation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-24
Digital Clock.................................................................................... 11-24
Standby Compass.......................................................................... 11-25
Avionics Master Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25
Electronic Flight Instrument System (EFIS). . . . . . . . . . . . . . . . . . . 11-26
Flight Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-26
Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-28
Display Control Panels (DCP)........................................................ 11-28
Air Data Reference Panels (ARP).................................................. 11-28
Flight Control Panel (FCP).............................................................. 11-29
Reversionary Switching Panel (RSP)............................................. 11-29
Weather Radar Control Panels (WXP)........................................... 11-30
Radio Tuning Units (RTU)............................................................... 11-30
Yoke................................................................................................ 11-31
PFD and MFD Color Conventions.................................................. 11-31
Primary Flight Display (PFD).......................................................... 11-32
Multifunction Display (MFD)............................................................ 11-34
Radio Altimeter (RA)....................................................................... 11-35
Weather Radar (WX)...................................................................... 11-35
Enhanced Ground Proximity Warning System (EGPWS)
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-37
Controls and Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-37
GPWS FLAPS O’RIDE switch........................................................ 11-37
TERRAIN INHIBIT switch/lights...................................................... 11-38
G/S INHIBIT switch/lights............................................................... 11-38
EGPWS TEST buttons................................................................... 11-38
TERR buttons................................................................................. 11-38
Operational Notes........................................................................... 11-38
System Degradation Notes............................................................. 11-38
Enhanced modes............................................................................ 11-38
Types of Warnings per Mode.......................................................... 11-39
EFIS................................................................................................ 11-39
Failure Warnings............................................................................. 11-39
Detailed Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-40
General........................................................................................... 11-40
Operating Modes............................................................................ 11-40
Message Priority Sequence............................................................ 11-45
Internal Monitoring.......................................................................... 11-45
Initiated Test................................................................................... 11-45

July 2010
Traffic Alert and Collision Avoidance System (TCAS). . . . . . . . . . . 11-47

Operational Limitations:.................................................................. 11-47
General information........................................................................ 11-47
Stand-by Instruments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-48
Secondary Flight Display................................................................ 11-48
Standby Altimeter........................................................................... 11-48
Standby Horizon............................................................................. 11-49
Communications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-50
Intercom Boxes............................................................................... 11-50
Radio Tuning Units (RTU)............................................................... 11-50
FMS Tuning.................................................................................... 11-51
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-51
Displays.......................................................................................... 11-51
Annunciator Panel Warning Lights................................................. 11-52
Primary Flight Display Flags........................................................... 11-53
Emergency Locator Transmitter (ELT)
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-55
Functions and Characteristics........................................................ 11-55
Operation of Controls...................................................................... 11-55
Preflight and Procedures
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-57
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-57
Instrument....................................................................................... 11-57
Flight Control System..................................................................... 11-58
Emergency Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-59

July 2010

July 2010
Cockpit Forward Panel
MAG/TRUE TERR WX FMS TFC ET FD HDG/TRK HDG TRK APPR ALT ALT SEL FLC DOWN AP CPL YD FD MAG/TRUE TERR WX FMS TFC ET
PUSH
PULL
SYNC
BRG MFD MODE RANGE BRG MFD MODE RANGE NAV SRC
NAV SRC CRS 10
0 FT AP/YD DISC CRS
S
PU H
S
PU H
S
PU H
S
PU H MASTER MASTER
MASTER MASTER S
PU H BANK NAV B/C VNAV VS S
PU H
WARNING CAUTION
WARNING CAUTION CHG CHG IR E C IR E C CHG CHG
T
T
D
D
Collins
UP Collins
ENG 1 ENG 2 ENG 3 T/O

COMPUTER COMPUTER COMPUTER L. PITOT R. PITOT
CONFIG
AIR
GPWS AIL NOSE DN
AUTO BRAKE GPWS
OIL 1 OIL 2 OIL 3 ENG 2 FAIL Q. UNIT FLAPS
TEST LIGHTS SLAT
TEST CANCEL 80 200 L R 2
UP TEST CANCEL
0 0 0 HYDR #1 HYDR #1 HYDR #2 REVERSER
FLAP ASYM AIL ZERO
0
PULL BELOW 60
10 10 000 AFT
PUMP 1 PUMP 2 PUMP 3 UNLOCK DEPLOYED PULL BELOW
DEPLOYED S
2 TEST FIRE
UP G/S 5800 50 50 T
HYD TK BRAKE ST PUMP
AP
AP TRIM
MISTRIM DN 20
UP G/S
PRESS ACCU #2 FAIL 48
4
10 10 600 RUDDER
A
SLATS TRANSIT
G/S TRANSIT B 6 BRIGHT
GEN 1 GEN 2 GEN 3 APU GEN
GPWS G/S
GPWS 20 20 L R
400 FWD MOVING INHIBIT
W/S INHIBIT 8 BAT 1 BUS TIED BAT 2 HOT BAT W/S
29.80 IN 1009HP
40 40 10 DIM LANDING GEAR
0 BLEED COND’G
NOSE UP FUEL 1 FUEL 2 FUEL 3 APU BLEED
OVHT OVHT
FAIL NAV ATT BARO TEST FAIL
NOSE FAN
FUELING LO FUEL CABIN DOORS
FAIL
LH NOSE RH
TEMP
GALLEY CONTROL
SEL CAL
M TEST SPARE
D ON OFF CKPT CABIN
HDG VPIT ASEL DEN WX TAS MACH N1 DEN WX TAS HDG VPIT ASEL CABIN CABIN
125 LNV 17.0 0 17.0 0 125 LNV 31 000 E BATT HF 1
31 000 HOLD SYNC
VHF 2 CALL
3:30 167 GS 87.5 87.5 103.5 3:30 GS
HF 2 LAV
180 V2 125 6 2 4 15 S 2 N1 % 2 180 V2 125 6 2 4
ON OFF ON OFF CALL
20 IGN V1 111
20
160
V1 111 N 160 2
2
21 40 6 0 1
140 10 6 0 1 12 140 10
T T
2 A 2 20
20 40
120R 5 800 A1 750 750 860 120R 5 800
1 80 ITT°C 1 80
DEN
100 10 5 6 1
F N2% 90.5 90.5 90.5 F 100 10 5 6 1
M M KAPA
10 2 20 KAPA 10 2
S S
80 20 RCONF SCAN 80 20 5 4
5 4 4 1 2 4
.00 .00 GPS TERM

GPS TERM 29.80 IN
29.80 IN DEN
DEN DEN
17.0
FUEL 17.0 S PANEL
15 S 15 NORMAL ONLY
FMS FMS 21
NORM EMERG 21 DTK HDG
FF 1400 1400 1400
12
022 167
12
A1 F PPH A2 F A
A M SPEED LIMITATIONS
24
M
24
E
DME1 DME2
E
DTK S
A
SPEED LIMITATIONS DTK S DME1 DME2 QTY HDG SLATS 200 KIAS
A
HDG DEN TAT GW FR SAT DEN XMIT

200 KIAS 022 1
DEN TAT GW FR ISA DEN 17.0 0 32840 9840 3 17.0 022 2 167 AUTO TEST MAN ALERT S + FLAPS 20° 190 KIAS
W
SLATS 167 LB
W
17.0 0 32840 9840 3 17.0 S + FLAPS 48° 175 KIAS

S + FLAPS 20° 190 KIAS
S + FLAPS 48° 175 KIAS
4000 4000 450 RESET AUTO VLO 190 KIAS
VLO 190 KIAS BRT FU 4600 4600 4600 BRT VLE 245 KIAS PITOT / STATIC
STATIC SELECTOR LB BRT SELECTOR
VLE 245 KIAS BRT MANUV VA 228 KIAS
MANUV VA 228 KIAS TEMP 40ºC MSG
TOTAL USED
REAR RESET DIM
DIM SEC XFR STAB
RCONF SCAN SEC XFR STAB BRT
AHS ADC RA DCP PFD
AHS ADC RA DCP PFD BRT GAIN
GAIN NORM
NORM -1 +1 WX WX+T TILT
-1 +1 TILT
MAP
WX WX+T LH RH -2 +2 MAP
XFR
-2 +2 PUSH TEST TURB PUSH PDF MFD
XFR PUSH TEST TURB PUSH XFR XFR -3 +3
Collins
PDF MFD Collins -3 +3 OFF

GCS AUTO
OFF
GCS AUTO OIL
Collins
Collins PSI °C PSI °C PSI °C
70 143 70 143 70 143
PRESS PRESS
HYDR 3000 3000
PSI PSI
°F
QTY CABIN HOT BATTERY WARM
N1
VIB AUTO °F
N2
BRAKE BATTERY
TEST
GA R1 ON LR
AUTO
M A/C SN 278
RCONF SCAN
R2 OFF ON A
LIFT
R1 OFF OFF N
ST-BY
#2P BK PUMP PRESSURIZATION
DUMP MIC
MIC TEST
SYN
SYN
AP
AP

July 2010

July 2010
Cockpit Overhead Panel
A BUS B BUS
A BUS
10 5 10 2.5 5 2.5 2.5 2.5 2.5 7.5 5 5 10 25 10 5 5 10 5 15 15 5 5 25 10 5 1 5 7.5 2.5 2.5 2.5 2.5 2.5 10 5 10 2.5 2.5
MFD DCP PFD ADC TCAS VOR DME ADF ATC EXT PANEL AUDIO AUDIO INSTR LANDING ANTICOL IGNITER IGNTR CONTROL WARN BOOST BOOST L/G WSHLD LH PITOT WIPER A/B Q/UNIT LIGHTS PANEL EXT RTU VOR DME ADF ATC VHF GPS MFD DCP PFD ADC GPWS
LH LH LH 1 1 1 1 1 WARN LIGHTS A WARN A WARN A-B LH LH FIN AUTO AUTO 1 2 CONTROL FRONT LH HEAT LH CONTROL WARN B RH 2 2 2 2 3 2 RH RH RH 2
REVERSE WARN LIGHTS B
2.5 5 5 5 10 2.5 5 1 5 5 5 5 10 5 5 5 5 5 5 5 5 5 15 5 10 5 5 5 5 5 5 2.5
LH AV FLIGHT IRS ST BY AHS AHS 1 VHF RTU ICS BAT REAR CMPT TEST CKPT LH NAV LH CABIN EDC ENG 1 CMPTR GAUGES ST-BY ENG 1 COND'G CABIN STAB EMERG APU DETECT EXITING PUBLIC VOICE AHS AHS 2 FMS RH AV
MASTER RECORDER CDI INSTR BAT 1 BAT 1 LH LH TEMP BAG CMPT WARN A-B READING READING 1 VIBR 1 LH PUMP HP 1 CREW PRESS NORMAL LIGHTS FIRE 3 ADDRESS RECORDER 2 2 MASTER
3 BAT
INV
NAVIGATION RADIO FIRE-WARNING RADIO NAVIGATION
C BUS D BUS
5 2.5 5 5 5 5 5 10 20 5 5 MISC
7.5 7.5 2.5 5 15 25 5 5 10 OVERHEAD SHEILD CLOCK IGNTR OIL EIED GAUGES ENG 2 BLEED CTL LH AUTO SLAT 5 25 2.5 7.5 7.5
1 1 3 1 CENTER HP2 SLAT INDIC
MDC/CCP FCS/SVO FRN FMS TEMP AHS AHS 3 PWR DETECT DETECT EXITING ICS PWR FAN DAU 2 FCS / SVO
IAPS 1 1 PROBE 3 BAT HF1 1 2 1-2 B BUS 2 HF 2 MDC/DBU
IAPS 2 IAPS 2
LH AV RH AV
2.5 5 7.5 2.5 5 1 2.5 10 2.5 1 10 5 5 5 10 10 5 5 10 2.5 1 .5 5 1
MASTER MASTER
GPS RAD ALT ANNUC R/T DAU DORM1 HF1 AF15 SAT FRONT REAR RH CABIN EDC ENG 3 CMPTR GAUGES L/G ENG 3 HP BLEED BLEED RH AUTO FLAP A/B VHF SELCAL FLITE CONTROL RAD ALT ANNUNC SPEED FMS
1 1 LH WR 1 CONTROL AF15 READING 3 VIBR 3 RH INDIC HP 3 3 MOUNT SLAT INDIC C.B. PANEL 2 FONN. 2 RH IND 3
10 7.5 2.5 5 1 5 15 5 5 5 5 5 10
CAB BAG CLOCK IGNTR OIL EIED BOOST XFR ANTI-SKID AIR FR. COND'G BAG STAB MACH
LIGHTS ENTRY 2 3 3 3 3 INTERCOM CABIN PRESS EMERG TRIM
MASTER
LIGHT MISC ENGINE FUEL HYDR ANTI-ICE COND'G FLT CONTROL
C BUS
5 71/2 10 2.5 1 10 15 5 5 5 15 5 5
GALLEY 115 VAC CREW EDC ENG 2 CMPTR XFR X FEED NOSE CKPT TEMP AFT SIDE ST-BY TRIM
SEATS 3 VIBR 2 PUMP 1 2-1 WHL CONTROL WINDOW BLEED INDIC
1 10 2.5 5 2.5 15 5 10 10 5
STROBE TAXI TAIL IGNTR OIL EIED XFR HYDR A/A NOSE TRIM
FLOOD 2 2 2 PUMP 2 1 HEAT FAN AILERON
D BUS
10 25 10 5 71/2 10 15 5 5 5 5 5
INSTR LANDING ANTI COL BELTS APU STBY XFR X FEED CAB TEMP DV ROLL TRIM
RH RH BELLY NO SMKG CMPTR 1 PUMP 3 2-3 CONTROL WINDOW EMERG RUDDER
5 10 25 5 5 5 5 25 10 5
CKPT RH RH SLATS ENG 2 STBY PRESSURE HYDR WSHLD RH PITOT WIPER FLAP
READING LIGHT FAIL EIED 1 FUELING 2 FRONT RH HEAT RH CONTROL
3 N 33 30
HP 1 HP 3 APU HP 2
AUTO AUTO
25 25
20 BAT EXT POWER FLIGHT 20 BAT
GEN NORM GEN
OFF OFF
30 A B 30
V_ APU V_
LH BUS RH BUS AHS 2 ISOL
AHS1 HRZN
LP LP
100 100
200 200
0 0
A_ 300 A_ 300 ISOLATION
100 350 GEN 1 GEN 2 BAT 1 BAT 2 GEN 3 100 350
AUTO
ON
OFF
GENE 2 GENE 3 CABIN CREW BAG
GEN BAT BAT APU
1 1 2 BLEED AIR
DC SUPPLY
XFR PUMP XFR PUMP XFR PUMP
CMPTR 1 CMPTR 2 CMPTR 3 XFR INTERCOM XFR INTERCOM PASSENGER CREW

AUTO AUTO
C H C H
PILOT MAN MAN COPILOT
OFF OFF XFR XFR XFR CONTROL
AUTO AUTO
CKPT
AIR START
SHIELD CABIN OVERHEAD
BOOSTER BOOSTER BOOSTER MANUAL MANUAL
GRD START
COLD HOT COLD HOT
MOTOR START STOP

CONDITIONING
PRESS TO START X FEED X FEED
ENG 1 ENG 2 ENG 3
O'RIDE
HOLD TO MOTOR AUTO AUTO AUTO
ENG 1 ENG 2 ENG3
OFF OFF OFF
ENGINES FUEL SYSTEM
MASTER START / STOP PILOT COPILOT PILOT COPILOT SIDE

MAX WINGS
NORM O'RIDE
OFF AUTO
XFR OFF
APU PITOT WINDSHIELD ANTI-ICE

LDG FASTEN EMERG CO-PILOT
PILOT BELTS LIGHTS
NAV ANTICOL LANDING TAXI WING
CABIN
ON NAV ALL ON DOME ON
ARM ALL
OFF NAV-LOGO RED PULSE ON OFF
PAX
PARK OFF PARK
OFF OFF OFF OFF
WIPER EXTERIOR LIGHTS INTERIOR LIGHTS WIPER

July 2010

July 2010
Cockpit Pedestal
RESET CLOSED
ARMED SUPPLY
NORMAL
PASSENGER OXYGEN
Collins Collins OVERIDE FIRST AID
ACT LEGS 1/8 POS INIT 1/3

SEQUENCE FMS POS CLOSED
N
RW17L AUTO / INHIBIT N39°34.20 W104°51.00 O
022° 17NM AIRPORT S
E
DEN ——— / 511 KAPA N39°34.20 W104°51.00 OXYGEN P.S.1 x 100
062° 43NM PILOT / REF WPT OXYGEN P.S.1 x 100
EEONS ——— / 511 ————— 5 10 15 20
060° 28NM
NORMAL OPEN
AKO ——— / 511
F 105NM
L 068° SET POS 4 6 CPLT
O HCT ——— / 511 N39°34.20 W104°51.00 F
O ————————————————— ————————————————— 2 8
L
OFF O
OFF R
< RWY UPDATE LEG WIND > <INDEX FPLN> O
R
0 10
CPLT + JUMP SEAT
EMG SPK S.T. VOL NAV 1 NAV 2 MKR MSG EXEC MSG EXEC
EMG SPK S.T. VOL NAV 1 NAV 2 MKR
DEP MFD MFD MFD DEP MFD MFD MFD
DIR FPLN LEGS ARR PERF MENU ADV DATA PREV NEXT DIR FPLN LEGS ARR PERF MENU ADV DATA PREV NEXT
A INT ADF 1 ADF 2 FILT MASK
U
D IDX 1 2 3 A B C D E F G CLR
DEL
IDX 1 2 3 A B C D E F G CLR
DEL
A INT ADF 1 ADF 2 FILT MASK
I U
O D
VHF 1 VHF 2 VHF 3 HF 1 HF 2 FM SAT GRND
TUN 4 5 6 H I J K L M N BRT
TUN 4 5 6 H I J K L M N BRT I
O
DIM DIM VHF 1 VHF 2 VHF 3 HF 1 HF 2 FM SAT GRND
7 8 9 O P Q R S T U 7 8 9 O P Q R S T U
VHF 1 VHF 2 VHF 3 HF 1 HF 2 FM SAT PA
+ 0 +/- V W X Y Z SP / + 0 +/- V W X Y Z SP / VHF 1 VHF 2 VHF 3 HF 1 HF 2 FM SAT PA
MICROPHONE
SEL HPA / IN M / FT DH / MDA SEL HPA / IN M / FT DH / MDA
MICROPHONE
LASEREF
LASEREF
NAV ALIGN FAULT
ALIGN ATT FAULT
NAV RDY NO AIR
SPEED BARO HEIGHT SPEED BARO HEIGHT NAV ALIGN
S S S ALIGN ATT
S
PU H
S
PU H S
PU H PU H PU H PU H
OFF TEST NAV RDY NO AIR
ON BATT BATT FAIL IA S TD TE THRUST REVERSER IA ST D TE TEST
S/ M ST S/ M ST OFF
ON BATT BATT FAIL
STOW
HF BRT BRT
Collins Collins
HF
OFF OFF
MODE FREQ/CHAN COM 1 IDENT COM 2 IDENT
FREQ-KHZ CHANNEL
128.6 120.3 132.75 118.9 FREQ-KHZ CHANNEL
MODE FREQ/CHAN
NAV 1 DME-H NAV 2 DME-H

OFF 116.3 117.9 116.3 117.9
PULL OFF
CLARIFIER SQUELCH VOLUME
TCAS NORM
STO PGM ATC 1 1/2 ATC 1 TCAS 1/2
PULL
CLARIFIER SQUELCH VOLUME
3433 STBY TA/RA
REL
3433 STBY TA/RA
REL
STO PGM
NEXT PAGE ADF1 260 NEXT PAGE ADF 260
EMER
RTU 1 RTU 2
SLATS
ON
ADC 1 ADC 2 TAIL PLANE AIR
BRAKE
OFF DOWN
0
CLEAN
STALL 1
1
ATC 1 ATC 2 AILERON E
N OXYGEN M SLATS
MASK ST BY
E
N OXYGEN
100%
STALL 2 RUDDER
R
G
2 MASK
PUSH 20° FLAPS + SLATS 100%
PUSH
A/C SN 262
UP 48° FLAPS + SLATS
10 NORMAL
EM AR-P UNLO
GE TO
ER
GE ULL H CK
EROS
NC
Y L ANDL
EROS
AN
DIN
G
E
AUTO
CKLST RCL EMG MENU SKIP UP LOAD - SHED
GPWS
FLAPS
O'RIDE OVERRIDE NORMAL
HORN SIL
MFD SEL DN
L R
DFDR FDAB EVENT

July 2010

July 2010
Pitot-Static System

July 2010

July 2010
Avionics
General
This section is an overview of the Avionics systems installed in the
Falcon 50EX. It is not intended to be a complete description of the avionics suite
as, the Collins Pro Line 4 Pilot’s Guide (version 6.1) and Collins FMS 6100 FMS
Pilot’s Guide are distributed for initial pilot training.
NOTE: The Collins Pro Line 4 Avionics manual references the Attitude
Heading Reference System (AHRS) and a Global FMS. This Initial
Pilot Training Manual is based on aircraft with dual Honeywell
IRUs, an AHS backup and the Collins 6100 FMS. Some
information in the Collins Avionics manual will not be applicable
to aircraft equipped as described above and as referenced in
this manual and in the CAE SimuFlite Operating Handbook.

July 2010
Figure 11-1: Cockpit

July 2010
Pitot-Static System
General
The pitot-static system consists of two independent systems for the pilot and
copilot:
two heated pitot probes
two heated dual static ports
two unheated alternate (emergency) static ports.
On each side of the fuselage, there is a heated pitot probe and a heated dual
static port. One probe and one port on each side supply the pilot’s pitot-static
system, the other probe and the port on each side supply the copilot’s pitot-static
system. Alternate static ports supply the pilot’s static system through a selector
valve in the event of a malfunction in the normal system.
Figure 11-2: Pitot Probe
Figure 11-3: Dual Static Port

July 2010
The pilot’s pitot-static system supplies:
Mach/airspeed indicator
Air Data Computer (ADC)
Vertical Speed Indicator (VSI)
Standby Altimeter.
The ADC drives the pilot’s altimeter, VMO/MMO limit sensor, and the Total Air
Temperature (TAT) indicator. It also provides output for the monitoring of Q unit
positions, speed limit for normal trim operation, and a speed input for disarming
the left stall warning system.
The copilot’s pitot-static system supplies:
Mach/airspeed indicator
barometric altimeter
vertical speed indicator
autoslat disarming IAS switch
landing gear warning IAS switch
roll Arthur-Q unit (pitot and static)
pitch Arthur-Q unit (static only)
triple indicator for pressurization system.
A triple indicator for the pressurization system includes cabin altitude, Differential
Pressure (DP), and cabin vertical speed pointers. Dual shutoff valves in the copilot’s
pitot-static system isolate the landing gear IAS switch, the Arthur-Q units (artificial
feel), and triple indicator from the system.
Drain taps within the system allow residual water removal from the pitot and
static pressure lines. Plastic bowls within the drains indicate the presence of
water at the taps.
A temperature probe on the lower front fuselage provides total air temperature
data to the ADC.
The input to the landing gear warning system is obtained from the pilot’s ADC
0.27 Mach output.
A dual ADC installation is available from the manufacturer. In this installation, the
copilot’s instruments are powered through the second ADC.

July 2010
Functions and Characteristics

The pitot-static system comprises of
a pilot pitot-static system
a copilot pitot-static system
a standby pitot-static system
Pilot Pitot-Static System

The pilot system is composed of:
a static pressure system which supplies:
–– Air Data Computer ADC 1, when the static pressure selector valve is in
"NORMAL" position
–– the Standby Mach/Airspeed indicator, when the static pressure selector
valve is in "NORMAL" position
–– the Standby Altimeter.
a total pressure system which supplies
–– Air Data Computer ADC 1
–– the Standby Mach/Airspeed indicator.
Copilot Pitot-Static System

The copilot system is composed of:
a static pressure system which supplies:
–– the Triple indicator, when the static pressure selector valve is in "NORMAL"
position
–– the roll Arthur, when the static pressure selector valve is in "NORMAL"
position
–– the pitch Arthur, when the static pressure selector valve is in "NORMAL"
position.
a total pressure system which supplies
–– the roll Arthur, when the static pressure selector valve is in "NORMAL"
position.
Standby Pitot-Static System

The system comprises a static pressure line which supplies the following when
the static pressure selector valve is in "EMERG" position:
–– the Standby Mach/Airspeed indicator.

July 2010
Detailed Description
Pitot Pressure Probes
The two total pressure probes are identical
They have an anti-icing system.
Normal Static Pressure Probes

Both static pressure probes are dual probes. Each of them has two ports, one for
the pilot static pressure line and the other for the copilot static pressure line.
They are cross-coupled to minimize sideslip effects.
They have an anti-icing system.
Standby Static Pressure Probe

Both standby static pressure probes are single-body probes. Each has only one
port.
They are cross-couples to minimize sideslip effects.
Drains
A number of condensate traps placed at low points in the pitot-static system
recover any water present in the pitot system lines.
The traps are laid out as follows:

DESIGNATION ACCESS
Three plugs on the header (one each for Beneath the pylon
the pilot, copilot and standby pitot/static
systems).
One condensate trap for the for the triple Beneath the pylon
indicator static pressure system.
Two condensate traps for the ADC 1 Beneath the LH cabinet
static and total pressure lines.
Two condensate traps for the ADC 2 Beneath the RH cabinet
static and total pressure lines.
Two condensate traps for the roll Arthur Beneath the floor over the throttle cable
static and total pressure lines 2. tenders
Two condensate traps for the pitch Arthur Rear compartment
static and total pressure lines 2.

July 2010
Instruments
General
The Falcon 50EX is equipped with a modern avionics suite which includes:
Two Air Data Computers (ADCs)
Dual Inertial Reference Units (IRU)
Back-up Attitude Heading Reference System (AHRS)
Four-tube Electronic Flight Information Display (EFID)
Autoflight Control System
Dual Radio Altimeters
Radio Sensor System and Radio Tuning Units (RTUs)
Traffic Alert and Collision Avoidance System (TCAS II)
Weather Radar
Enhanced Ground Proximity Warning System (EGPWS)
Air Data Computer

General Description
The aircraft is equipped with two independent ADCs.
Each ADC receives the following data:
Pitot pressure
Static pressure
Temperature
Barometer correction
Preselected altitude.
Each ADC generates and distributes to the navigation system the following air
data:
Pressure altitude
Calibrated pressure altitude
lAS
MACH
Vertical speed
Vmo and Mmo
Pitot pressure
Static pressure
Total temperature

July 2010
Air Data Computer

July 2010
Static temperature
Warning sequence relatively to preselected altitude
Analog speed (ARTHUR circuits)
Two contacts: V1 <265 Kts and V1 < 280 Kts (slat control systems)
A VMO/MMO Warning contact (audio warning circuits)
An M < 0.27 contact (landing gear control systems)
An M > 0.27 contact (landing gear control systems).
Description of Sub-assemblies
The aircraft has two identical ADC systems, each consisting of:
an Air Data Computer (ADC 1 and ADC 2)
an ARP (Air Data Reference Panel) (ARP 1 and ARP 2)
a TEST pushbutton.
Operation of Controls and Monitoring Devices

Power Supply
ADC 1 is power-supplied as soon as the aircraft is energized:
ADC 1 circuit breaker engaged
LH AV MASTER circuit breaker engaged
LH AV MASTER switch/light set to ON (light extinguished).
ADC 2 is power-supplied as soon as the aircraft is energized:
ADC 2 circuit breaker engaged
RH AV MASTER circuit breaker engaged
RH AV MASTER switch/light set to ON (light extinguished).
ARP 1 and ARP 2

Each control unit is mainly used for:
selection of parameters linked to altitude presented on EFIS systems
selection of parameters linked to lAS/MACH presented on EFlS systems
display of Decision Height (DH) or Minimum Descent Altitude (MDA).
ARP 1 is connected to DCP 1. ARP 2 is connected to DCP 2. The ARP selections
are sent to the EFlS systems via the associated DCR.
FCP Mode Selector

The ALT SEL rotary switch is used to modify the preselected altitude. The
PUSH 100 FT. button is used to select the increment either in hundreds or
thousands of feet.
Reversion Switch Panels RSP 1 and RSP 2

The ADC key on RSP 1 is used to select the ADC source displayed on the pilot
screens. The ADC key on RSP 2 is used to select the ADC source displayed on
the copilot screens.

July 2010
NOTE: Only one reversion is authorized and the pilot reversion has
priority.
The yellow reversion symbol ADC 2 is displayed on the PFDs when ADC 2 is
selected by the pilot (comparator function impossible). The yellow reversion
symbol ADC 1 is displayed on the PFDs when ADC 1 is selected by the copilot
(comparator function impossible).
Display
The ADC data are displayed on the PFDs and on the MFDs. In case of invalid
data, the information disappears and a red symbol is displayed:
lAS for indicated airspeed
VS for vertical speed.
Comparator Function
The lAPS receives the data from both ADCs. In case of discrepancy on speed,
an amber lAS symbol is displayed. If the same ADC is selected by the pilot and
the copilot, this function is not active.
Documentation
For further information, refer to the COLLINS documentation.
Total and Static Temperature Measurement

System
General Description
The purpose of this system is to determine the total and static temperatures. It
consists of an outside temperature probe, the air data computers (ADC 1 and
ADC 2) and the EFlS systems for temperature data display.
Operation
The air enters the probe chamber through an inlet perpendicular to the airstream.
The airspeed drops to zero against a baffle, also perpendicular to the airstream.
The pressure build-up inside the probe chamber increases the temperature. This
temperature is named TI (impact or ram air temperature). The probe thermal
insulation provides for negligible heat exchanges between the hot compressed
air, the temperature of which is to be measured, and ambient air. Temperature
data are sensed by two resistors. Each resistor supplies its specific ADC. Their
resistance varies according to temperature.

July 2010
Probe anti-icing is provided by a heating resistor. The pilot and copilot air data
computers receive data from the probes as a function of the ram temperature.
They process and feed these data to the EFIS system for display.

See COLLINS documentation.
Speed, Mach, and Altitude Warning

General Description
1. VMO/MMO warning.
The speed and mach limit warning is designed to inform the crew that the
upper limit of the aircraft flight envelope has been exceeded. The signal is
issued from the Air Data Computers (ADC 1 and ADC 2).
2. Altitude warning.
The altitude warning system is designed to inform the pilot that the aircraft
is approaching an FCP altitude setting. This function is implemented by the
ADC which inputs to the Automatic Pilot/Flight Director system (AP/FD).
Function of Controls
Speed and Mach Limit Warnings (VMO and MMO)
1. Operation.
This system triggers an audio warning when the aircraft speed or mach
number exceeds the VMO/MMO. The warning is a modulated signal with sound
frequency increasing from 660 to 3,300 Hz.
When the airspeed or Mach number exceeds the following value, the air data
computers transmit a signal to the warning buzzer (52W):
VMO: linear variation from 350 Kts (Z = 0) to 370 Kts (10,000 to
24,370 ft.)
MMO: 0.85 above 24,370 ft.
2. Display.
The VMO/MMO limit is represented on the PFDs (speed scale) by a red
segment.
Altitude Warning
1. Operation.
This system provides the pilot with a visual and audio warning (gong)
whenever altitude deviates from the altitude setting in the PFD (Primary
Flight Display) set through the ALT SEL control of FCP. The audio warning
command is transmitted to the warning buzzer by the DAU.

July 2010
2. Display.
When selected, the value set at the ASEL window of the PFD is displayed in
blue. When the aircraft approaches to within 1,000 ft. of this value, a short
audio signal is triggered and the PFD display changes to yellow. When the
aircraft approaches to within 250 ft. of this value, the PFD display changes
to green. When the deviation increases to more than 250 ft., a short audio
signal is triggered and the PFD display changes to yellow and flashes.
See COLLINS Documentation.
Additional Instrumentation
Additional instruments not related to the air data system include digital clocks, a
magnetic compass, and a standby gyro-horizon.
Digital Clock
Early aircraft usually have an 8-day clock and a digital clock.
Later aircraft have two digital clocks (pilot’s and copilot’s) to provide time and
elapsed time information in a 24-hour format. Each clock is capable of displaying
elapsed time, flight time, and a local or universal time.
Figure 11-4: Digital Clock

July 2010
Standby Compass
Figure 11-5: Standby Compass
General Description
1. Functions and characteristics.
The standby compass displays the magnetic heading. A correction
card located next to the compass indicates the various deviations of the
instrument.
NOTE: When WIPER switch is set to PARK or to ON (windshield wipers

in operation), the heading indication is erroneous.
Avionics Master Switches

Power to the majority of the avionics is controlled by the LH and RH AVIONICS
MASTER switchlights on the lower center portion of the circuit breaker panel.
When the switchlights are ON (out), control power is removed from the normally
open avionics relays, allowing them to close; power is then routed to the individual
avionics buses.
Figure 11-6: LH Avionics Master Switch

July 2010
The avionics circuits are protected by two avionics master circuit breakers on the
lower LH and RH circuit breaker panels. If either avionics master switch fails to
off, pulling the appropriate circuit breaker restores that avionics circuit.
Figure 11-7: RH Avionics Master Switch
Electronic Flight Instrument System (EFIS)

The Electronic Flight Instrument System (EFIS) is a high performance
multi-colored four-tube flight display and control system. Four EFD-4077
Electronic Flight Displays, two DCP-4002 Display Control Panel, two RSP-4000
Reversionary Switching Panels, and a CCP-4000 Cursor Control Panel make up
the EFIS.
The pilots’ information is displayed on two 7.25 EFDs per pilot; a Primary Flight
Display (PFD) and a Multi Function Display (MFD).
Flight Instruments
The basic flight instruments are displayed on the PFDs; Attitude Direction
Indicator (ADI), Horizontal Situation Indicator (HSI), altimeter, airspeed indicator,
Vertical Speed Indicator (VSI), radio altimeter, and Flight Director (FD).
The flight instruments on the PFDs receive their inputs from:
Dual IRUs with AHRS back-up
Dual ADCs
Dual Radio Altimeters
The MFDs receive primary navigation data from:
COMM and NAV radios
Radio Altimeters
Flight Management System (FMS)
The FMS has input from the IRUs, NAV radios and from the Global Positioning
System (GPS).

July 2010
Secondary navigation inputs are from:

Weather radar
TCAS II
EGPWS
The controls for the avionics are located on the glareshield, the instrument panel
and on the pedestal.
Glareshield:
FCP (Flight Control Panel)
LH and RH DCP (Display Control Panels)
Instrument panel:
LH and RH ARP (Air Reference Panels)
LH and RH RSP (Reversionary Switching Panels)
LH and RH WXP (Weather Radar Control Panels)
Pedestal:
RTU
FMS Control Data Unit (CDU)
CCP (Cursor Control Panel)
On earlier model aircraft the arrangement is changed as:
Pedestal:
CDU
FCP
ARP
RTU
CCP
Instrument panel:
DCP
RSP
WXP

July 2010
Controls
The following is a brief description of the function of each panel. See the
Collins Pro Line 4 Pilot’s Guide for complete details.
Display Control Panels (DCP)

The DCP controls the basic information displayed on the PFD and MFD. Under
normal circumstances the Pilot’s DCP controls the displays on the pilot’s displays
and the Copilot’s DCP controls the copilot’s displays. Under failure conditions a
reversionary mode allows cross side controls.
Figure 11-8: Display Control Panel

The DCP controls:
Navigation mode (fms or vor/loc)
Mfd displays (maps, tcas, radar, egpws)
Display range
Bearing pointers (vor, adf, fms)
Elapsed time display
Compass orientation (MAG or TRUE)
Air Data Reference Panels (ARP)

The ARP controls the ADC Displays on the PFD.
Figure 11-9: Air Data Reference Panels

ADC displays are:
V-speeds (when not computed and displayed by the FMS)
Altimeter setting (selectable; inches, hectopascals, meters)
DH/MDA data
Speed displays in IAS or Mach
Also included is a test button that allows testing of all the PFD warning flags and
the radio altimeter test. Only the radio altimeter test is available in flight.

July 2010
Flight Control Panel (FCP)

The single FCP is the crew’s interface with the auto flight system. Separate pilot
switches control each pilot’s flight director and VOR/LOC course.
Figure 11-10: Flight Control Panel

The remaining controls select the operational modes of the auto flight system:
Autopilot and yaw damper selection and control (pilot or copilot).
Lateral modes including a single heading bug for both pilot displays.
Vertical modes including a single altitude select mode for both displays.
Pitch control wheel.
Reversionary Switching Panel (RSP)

The RSP contains knobs to select the brightness of the PFD and MFD and
buttons to allow reversionary modes when certain displays or equipment fail.
Figure 11-11: Reversionary Switching Panel

Reversions are for:
IRS failure
ADC failure
Radio altimeter failure
DCP failure
PFD failure

July 2010
Weather Radar Control Panels (WXP)
The WXP allows the selection of the various radar modes including turbulence
detection. Other controls allow gain control, tilt control, sector display and antenna
stabilization. A XFR button switches radar control to the other pilot's WXP.
Figure 11-12: Weather Radar Control Panel
Radio Tuning Units (RTU)

Two RTUs on the pedestal control all the communication and navigation
equipment, including HF. Each RTU defaults to its respective ‘side’; the LH RTU
controls the No. 1 radios and the RH RTU controls the No. 2 radios. The RTUs
also control:
Transponder
TCAS
Figure 11-13: Radio Tuning Unit

The RTUs consist of multiple pages that access the various COMM/NAV
functions. They also have IDENT buttons and a ‘1/2’ switch that allows one RTU
to control the other side radios in the event of a unit failure.

July 2010
Yoke
The pilot and copilot yokes hold four buttons associated with the avionics:
MIC – press to talk over the headset and oxygen mask microphones
SYN – flight director synchronization button
AP – autopilot disconnect button
GA – go around button; disengages the autopilot and sets the flight director
to the go-around pitch attitude.
Figure 11-14: Yoke
NOTE: It is important to realize that the SYN button on the yoke is not
a “Touch Control Steering (TCS)” or “Control Wheel Steering
(CWS)” button. Activating the SYN button will only synchronize the
flight director to the current vertical mode; it does not momentarily
disconnect the autopilot to allow aircraft maneuvering.
If the yoke mounted pitch trim switches are activated, the autopilot is also
disengaged.
PFD and MFD Color Conventions

Table 11-1 contains the color conventions for information displayed on the PFD
and MFD.
COLOR MEANING
WHITE FMS track; armed FCS modes; system messages
GREEN Primary on-side data; active FCS modes; active FMS leg
Primary cross-side data; abnormal/caution messages; miscompares;
YELLOW
reversion indications
CYAN Pilot selected data (speeds, heading bug, ASEL)
MAGENTA Secondary data (mach, FMS plan altitude, bearing pointers, drift index)
RED Warning and failure flags
Table 11-1: PFD and MFD Color Conventions

July 2010
Primary Flight Display (PFD)
The PFD present a multitude of information aside from the traditional instrument
“T” (airspeed, attitude, altitude, heading and vertical speed). Also displayed are:
V-speeds
Stall angle-of-attack
On ground acceleration
Mach number
Autoflight modes
Flight control anomalies
Selected altitude
Altimeter setting
Radio altitude
DH/MDA
Selected VOR/DME
Navigation source
HUD information
TCAS ‘RA’ and ‘TA’ maneuvers
GPS modes
ILS and VGP vertical scales
Selected heading, course or track
Bearing pointers
Elapsed time
Windshear and EGPWS alerts
Display malfunctions
Display miscompare data
Reversion annunciation
Figure 11-15: Copilot's PFD

July 2010
The PFD display on the Falcon 50EX contains many indications that are found
in various locations on other aircraft. The PFD integrates data from many other
aircraft avionics systems and sub-systems. As can be seen from the above list,
it is vitally important for the pilot to know how to display relevant data at the
appropriate time. It is also important to verify that specific functions have been
selected or engaged by reference to the appropriate display.
Additionally, the pilot must understand the multitude of flags, annunciations,
warnings, etc. that appear on the PFD from time to time. He/she must know what
system is being interrogated and where to go to find the “fix”.
Display Fields
Common information is displayed in various “fields” on the PFD. In the PFD
section of the Collins Avionics manual there are several pages that show where
various categories of information are displayed.
This section does not attempt to show all that information. Refer to the Collins
Avionics manual for complete information.
Failure and Miscompare Warnings

Avionics system failures are displayed as loss of the associated information
(i.e.; airspeed scale disappears) and/or by a red warning in a red box. Some
subsystem failures (TCAS) are red but not boxed.
See Collins Avionics manual Page 3-56.
NOTE: There is no “Miscompare” annunciator. The only notification of
disparate data is the yellow warnings on both PFDs.
The LH and RH avionics continuously cross-check each other’s displays through

a Miscompare circuit. When certain thresholds are reached, a “miscompare”
warning is displayed on both PFDs. Miscompare warnings are displayed as yellow
boxed flags. Category II warnings require that specific conditions be established
before the warnings appear. If the compare circuit fails, a yellow COMPR flag is
displayed on both PFDs. See Collins Avionics manual Page 3-48.
Reversions
Pilots are able to replace failed displays or data with information from the other
pilot’s “side” by the XFR buttons on the RSP. Cross-side data is always displayed
in yellow. The reversion is annunciated in the lower right corner of the PFD in
vertical boxes.

July 2010
Multifunction Display (MFD)
Control of the MFD is primarily a function of the DCP. Several different displays
and overlaid displays are accessible through the DCP. There is also full time
information that is viewed no matter what display mode is in use.
The full time displays are presented at the top and bottom of the MFD. They
include the following data:
Speed
Distance
Temperature
Wind
Weight and fuel
FMS ‘TO’ waypoint
Also displayed at left is the name of the display.
Figure 11-16: Copilot's MFD
Modes
With the MFD MODE knob on the DCP, the following modes are displayed
(references to Collins Avionics manual):
ROSE – full compass rose (Page 4-8)
VOR MAP – bearings to selected VOR stations (Page 4-10)
FMS MAP – ‘heading up’ display of active FMS flight plan (Page 4-12)
FMS PLAN MAP – a ‘north up’ map of active FMS flight plan (Page 4-20)
TCAS – full page TCAS (Page 4-34)
Maintenance – ground only display of maintenance data

July 2010
The MFD also presents certain data as ‘overlays’ to existing displays described
above. The ROSE, VOR MAP and FMS MAP can display overlay depictions of:
WX RADAR – (Page 4-26)
LIGHTNING – (Page 4-30)
EGPWS – (Page 4-31)
TCAS – (Page 4-36)
In addition, the MFD will display certain data received from the FMS CDU controls
(Page 4-24).
Radio Altimeter (RA)

See Collins Avionics manual Section - RAD ALT.
The radio altitude is permanently displayed on the lower portion of the ADI when
the data is valid; up to 2,500 ft. (Above 2,500 ft. AGL, the radio altitude signal is
not valid and is not displayed.) The radio altimeter provides data for use by the:
EGPWS
DH warning
DH display on altitude scale
If the radio altimeter fails, cross side altitude can be displayed with the RA button
on the RSP. The radio altimeter may be tested with the PUSH TEST button on
the ARP.
Weather Radar (WX)

See Collins Avionics manual Section - RADAR.
Radar displays are over laid on the MFD by selecting the WX button on the
DCP.
The WXR-850 weather radar is controlled from the WXP. The radar information
is displayed on the MFD as an overlay in the MFD map modes. It operates in the
following modes:
Map
Weather
Weather + turbulence
Turbulence
Test
When pilot and copilot control panels are installed, separate control inputs are
displayed on alternate antenna sweeps. Control of the radar can be transferred
to the other WXP with the XFR button.

July 2010

July 2010
Enhanced Ground Proximity

Warning System (EGPWS)
General Description
See Collins Avionics manual Page 4-31 and AFM Supplement No. 16. The
EGPWS display is overlaid on the MFD with the TERR button on the DCP.
The EGPWS provides CFIT warnings by comparing the aircraft’s predicted path
to an internal terrain elevation database. It provides the following warnings:
Excessive descent rate relative to cruise and approach phase altitude.
Excessive rate of closure to terrain relative to altitude, flight phase and
airspeed.
Altitude loss during takeoff phase.
Insufficient terrain clearance relative to flight phase and airspeed.
Inadvertent deviation below glideslope beam during ILS approach phase.
Call-outs warning of descent below pre-established altitude and selected
decision height.
Flying in dangerous windshear conditions during takeoff or final approach
phase.
Controls and Indications

GPWS FLAPS O’RIDE switch
The switch is located on the pedestal next to the Slat/flat handle. Use to inhibit
the “TOO LOW FLAPS” warning when landing with less than 40° flaps.
Figure 11-17: GPWS FLAPS O'RIDE Switch

July 2010
TERRAIN INHIBIT switch/lights
Two switches on the EGPWS panels to inhibit TCF and TAD warnings (see
Enhanced modes).
G/S INHIBIT switch/lights

Two switches on the EGPWS panels to inhibit the “TOO LOW GLIDESLOPE”
warning.
EGPWS TEST buttons

Two switches on the EGPWS panels to test the system.
TERR buttons
Two buttons on the DCPs to overlay the terrain displays on the MFD maps.
Operational Notes
Navigation must not be predicated on the use of Terrain Awareness Display;
it is intended for use as a situational awareness tool only.
Pilots are authorized to deviate from their ATC clearance as necessary to
comply with an EGPWS warning.
Altimeters must be set to QNH (local altimeter setting). Use of Terrain Alerting
and Display (TAAD) is prohibited during QFE operation.
EGPWS does not account for man made obstructions.
System Degradation Notes

If radio altimeter(s) are inoperative, only the TERRAIN AHEAD mode of the
EGPWS system is operational. GPWS modes 1 – 6, Windshear detection
and Terrain Clearance Floor are inoperative.
When any of the EGPWS alert lights are illuminated, the TCAS automatically
reverts to TA ONLY mode, inhibiting all TCAS aural warnings.
If landing is expected with less than 40° FLAPS + SLATS, set the
EGPWS FLAP O’RIDE switch to ON to inhibit the “TOO LOW, FLAPS”
warning.
Enhanced modes
The “enhanced” modes are:
TCF (Terrain Clearance Floor) – a protective envelope around the airport.
TAD (Terrain Ahead Display) – a protective envelope built around relief
surrounding the aircraft.
NOTE: EGPWS TCF data is based on airports with an approved
instrument approach procedure and where the longest runway
is at least 3,500 ft. long. The EGPWS must be inhibited (select
TERR INHIBIT switch) when within 15 NM of takeoff, approach
or landing at an airport that does not meet these conditions.

July 2010
Types of Warnings per Mode

Seven configurations of type flights are classed along seven modes of operation
which are automatically activated when the corresponding parameters are
present.
The types of warning per mode are as follows:
WARNINGS
MODES SYNTHETIC VOICE INDICATION ON
LIGHTS
MESSAGES EFIS
1 – Excessive descent rate SINK RATE SINK PULL UP –
(approach) RATE (WHOOP)
(WHOOP) PULL UP
2 – Excessive closure rate TERRAIN PULL UP –
to terrain TERRAIN TERRAIN
(WHOOP) (WHOOP)
PULL UP
3 – Altitude loss after DON’T SINK DON’T – –
takeoff SINK
4 – Insufficient terrain TOO LOW TERRAIN – –
clearance TOO LOW GEAR
TOO LOW FLAPS
5 – Excessive glideslope GLIDESLOPE BELOW GS –
deviation below beam (LOW) GLIDESLOPE
(LOUD)
6 – Descent under ONE THOUSAND
decision height APPROACHING
(Altitude call-outs) MINIMUMS
MINIMUMS BANK
ANGLE BANK ANGLE
7 – Windshear detection WINDSHEAR – W/S ALERT WIS
WINDSHEAR WARN
WINDSHEAR
NOTE: None of these warnings is to be triggered above 2,500 ft. or

below 10 ft. (radio altimeter altitude). Nose cone potentiometer is
used to adjust the volume of the audio warnings in the cockpit.
EFIS
EFIS are used to display:
windshear warning via amber W/S ALERT symbol
windshear warning via red W/S WARN symbol.
Failure Warnings
The EGPWS - W/S signals the following warnings:
EGPWS failure: the red EGPWS light illuminates
failure of WINDSHEAR detection logic: the red WIS light illuminates.

July 2010
General
The computer of the EGPWS receives the following data:
Radio altitude
Air pressure altitude
Decision height
Airspeed
Vertical speed
Attitude (bank and pitch)
Heading
Vertical and longitudinal acceleration rate
LOC and glideslope deviation
Flap setting
L/G configuration
Aircraft AoA
Geographical position (IRS and FMS)
Operating Modes
Excessive Descent Rate Mode 1
During cruise and approach phases of flight, mode 1 is automatically activated in
case of excessive descent rate relative to altitude.
The computer takes account of the aircraft descent rate to determine the altitude
at which the GPWS triggers the SINK RATE voice warning.
If the pilot does not decrease descent rate after hearing the SINK RATE voice
warning, a (WHOOP) (WHOOP) PULL UP message is triggered and PULL UP
warning light illuminates.
The specific environment of certain airports is taken into account to modulate
triggering thresholds (locating airport according to the position fed by the IRS or
the FMS and modification of the computing laws).
For instance, for a descent rate of 3,500 ft./min:
the SINK RATE voice message triggering threshold is 1,500 ft. environ
the (WHOOP) (WHOOP) PULL UP voice message triggering threshold is
800 ft. approximately.

July 2010
Excessive Closure Rate to Terrain Mode 2

During approach phase, the mode is automatically activated when closure rate
to terrain is excessive relative to altitude and airspeed.
The EGPWS takes the following parameters into account:
aircraft altitude
landing gear and flap setting
airspeed
glideslope beam capture.
1. Flaps are retracted and the aircraft has not captured the glideslope beam
(sub-mode 2A).
If the aircraft speed is less than 220 Kts, the system monitors the aircraft radio
altitude. When the altitude is lower than 1,650 ft., the computer determines
the closure rate to terrain not to exceed (rate obtained from the variation of
the radio altitude data). If the rate value is exceeded, the GPWS triggers the
TERRAIN TERRAIN voice message.
If the pilot does not modify the glideslope after hearing the TERRAIN TERRAIN
voice message, a (WHOOP) (WHOOP) PULL UP voice message is triggered
simultaneously (with the illumination of the PULL UP warning light).
For instance:
for a closure rate to terrain of 3,000 ft./min, the message triggering
threshold is 750 ft. approximately,
for a closure rate to terrain of 5,000 ft./min, the message triggering
threshold is 1,500 ft. approximately.
This can correspond to the case of an aircraft in a stack or in initial approach
phase above mountainous terrain.
NOTE: These warnings are triggered at or below 2,450 ft. when aircraft
speed is higher than 220 Kts.
2. The flaps are extended in approach configuration, or the aircraft has captured
the glideslope beam (sub-mode 2B).
Flap extension or glideslope beam capture causes automatic selection of
sub-mode 2B.
If the radio altitude is less than 789 ft., the computer determines the closure
rate to terrain not to exceed (rate obtained from the variation of the radio
altitude data).
In case the landing gear or the flaps are retracted, it determines the altitude
at which it triggers the TERRAIN TERRAIN voice message. As long as the
alert condition remains, (WHOOP) (WHOOP) PULL UP message is triggered
simultaneously with the illumination of PULL UP warning light.
In case the landing gear and flaps are extended for landing, the EGPWS
determines the altitude at which it triggers the TERRAIN TERRAIN voice
message until the alert condition disappears.

July 2010
Altitude Loss After TakeOff Mode 3
After takeoff, the EGPWS checks that the aircraft does not loose altitude.
If the altitude is less than 1,500 ft., the computer determines the maximum
altitude loss not to exceed.
The warning triggering threshold varies with the aircraft altitude. It is approximately
equal to 10% of the altitude value.
If altitude loss exceeds the computed threshold, the EGPWS triggers the DON’T
SINK DON’T SINK voice message which shuts off as soon as the aircraft altitude
increases.
Insufficient Terrain Clearance Mode 4

During low-altitude cruise or final approach phase of flight (between 30 and
1,000 ft.), this mode is automatically activated according to the following
parameters:
aircraft altitude
airspeed
landing gear and flap setting.
This mode enables a sufficient altitude margin to be maintained.
1. The landing gear is retracted (sub-mode 4A).
The EGPWS triggers the TOO LOW TERRAIN voice message when the
aircraft flies below 1000 ft. at a speed less than 250 Kts.
TOO LOW FLAPS with retracted flaps 245 ft., 190 Kts.
The EGPWS triggers the TOO LOW GEAR voice message when the aircraft
flies below 500 ft. at a speed less than 190 Kts.
2. The landing gear is extended (landing configuration) (sub-mode 4B).
The EGPWS triggers the TOO LOW TERRAIN voice message when the
aircraft flies below 1,000 ft. at a speed less than 250 Kts.
The EGPWS triggers the TOO LOW FLAPS voice message when the aircraft
flies with retracted flaps below 245 ft. at a speed less than 159 Kts.
NOTE: Pedestal FLAPS O’RIDE switch, disables sub-mode 4B activated
when the flaps are not extended. This enables landing training in
this abnormal configuration with no warning triggered.
3. Insufficient rate-of-climb (sub-mode 4C).

This mode is activated at takeoff so that the radio altitude increases sufficiently
to avoid terrain collision (flying over mountains for instance).
Excessive Glideslope Below Beam Mode 5

This mode enables the detection of inadvertent descent below glideslope beam
in ILS approach. The detection begins below 1,000 ft. after glideslope beam
capture (selected course and heading valid).

July 2010
If the aircraft descends below the glideslope beam with a deviation greater
than 1.3 dots, the EGPWS triggers the low-mode GLIDESLOPE message and
illumination of BELOW GS indicator light.
Between 150 and 300 ft., the GLIDESLOPE message remains low as long as the
glideslope deviation is between 1.3 and 2 dots. It switches to loud mode as soon
as the glideslope deviation exceeds 2 dots.
Below 150 ft. down to 30 ft., the glideslope deviation threshold required to trigger
the warnings increases with aircraft closure to terrain (ILS proximity).
NOTE: Pressing in one of the two BELOW GS switch/lights extinguishes
BELOW G/S lights, stops transmission of GLIDESLOPE voice
message and illuminate G/S INHIBIT lights. The mode engages
automatically at next approach.
Altitude Call-Outs Mode 6

1. Aircraft descending below 1,000 ft. (radio altitude).
This mode is used to warn the pilot that the aircraft is descending below
1,000 ft. The EGPWS triggers the ONE THOUSAND voice message.
2. Aircraft descending below decision height.
This mode is used to warn the pilot that the aircraft with landing gear extended
is descending below the decision height selected between 0 and 1,000 ft. by
the pilot on the EFIS.
The EGPWS triggers the APPROACHING MINIMUMS message when the
aircraft is 80 ft. above the decision height.
The EGPWS triggers the MINIMUMS message when the aircraft passes the
decision height.
Mode 6 is activated again only after aircraft passage above 1,000 ft.
triggering thresholds (locating airport according to the position fed by the IRS
or the FMS and modification of the computing laws).
3. BANK ANGLE warning.
This mode enables to alert the pilot to an excessive bank condition during
flight.
If the aircraft radio altitude is less than 2,450 ft., the computer determines the
bank angle not to exceed. This limit value varies from 10° at 30 ft. to 55° at
2,450 ft. Above 2,450 ft., the bank angle is limited to 55°.
If the limit value is exceeded, the GPWS triggers the BANK ANGLE voice
message.

July 2010
Windshear Detection Mode 7
This mode is used to detect windshear condition (turbulence inducing vertical
and/or horizontal wind component).
The mode is automatically activated during takeoff phase (from 10 ft.) and final
approach (from 1,500 ft. downward) according to the following parameters:
Longitudinal and vertical acceleration
Airspeed
AoA
Flap setting
Vertical speed
Roll
Radio altitude
Static air temperature
GLIDE deviation
Using the WINDSHEAR detection algorithm, the computer determines the action
(force and direction) of the turbulence on the aircraft.
After comparison, a siren is heard and is followed by WINDSHEAR, WINDSHEAR,
WINDSHEAR voice message:
in the case of windshear causing altitude loss (WINDSHEAR warning)
W/S WARN symbol illuminates in red on the EFIS.
in the case of windshear causing altitude increase (WINDSHEAR alert)
W/S ALERT symbol illuminates in amber on EFIS.
The voice message is transmitted once only when the aircraft enters the
WINDSHEAR detection envelope. The warning is re-activated 8 seconds after
the end of alert condition (aircraft has exited windshear detection envelope).
Symbols remain illuminated until alert condition disappears.
The other modes are inhibited for 5 seconds minimum after WINDSHEAR
warning (case of transient turbulence).

July 2010
Message Priority Sequence

The message priority sequence is as follows:
CONDITION
PRIORITY MODE AUDIO/VOICE MESSAGE
ALERT/WARNING
1 7 WINDSHEAR WARNING (SIREN) WINDSHEAR WINDSHEAR
WINDSHEAR
2 1 PULL UP (WHOOP) (WHOOP) PULL UP
3 2 PULL UP (WHOOP) (WHOOP) PULL UP
4 2 PULL UP PREFACE TERRAIN TERRAIN
5 2 TERRAIN TERRAIN
6 6 MINIMUMS MINIMUMS
7 4 TOO LOW TERRAIN TOO LOW TERRAIN
8 6 ALTITUDE CALL–OUTS ONE THOUSAND
9 4 TOO LOW GEAR TOO LOW GEAR
10 4 TOO LOW FLAPS TOO LOW FLAPS
11 1 SINK RATE SINK RATE (PAUSE) SINK RATE
12 3 DON’T SINK DON’T SINK (PAUSE) DON’T SINK
13 5 GLIDESLOPE GLIDESLOPE
14 6 APPROACHING APPROACHING MINIMUMS
MINIMUMS
15 6 BANK ANGLE BANK ANGLE (PAUSE) BANK ANGLE
16 7 WINDSHEAR ALERT (Quiet)
Current voice message transmission can be interrupted by the transmission of a

higher-priority message.
Current message transmission cannot be interrupted by a lower-priority message
which is to be transmitted at the end of the higher-priority message.
Internal Monitoring
Le GPWC permanently monitors its own operation and displays failures on
indicators located on the computer front panel. The failures are stored in memory
during flight and are processed on the ground via the computer front panel
(control switch and display readouts).
Monitoring concerns:
main computer
memories
analog validity and digital interfaces
voice message generator.
Initiated Test
The test of the GPWS is controlled via actuation of:
one instrument panel pilot PULL UP switch/light or copilot PULL UP
switch/light.
STATUS/HISTORY switch on the front panel of EGPWC computer.

July 2010
The test triggers a sequence of events which enables:
checking of the pilot and copilot lights on the instrument panel.
monitoring of EGPWC computer (internal self-test and generation of
GLIDESLOPE and PULL UP voice messages).
The running of the initiated test is displayed as follows on the front panel
readout:
GPWC FRONT PANEL DISPLAY REMARKS
Flashing display: all segments
Flashing display: IN TEST
Scrolling display: Display of the GPWC configuration
AIRCRAFT TYPE 11 MODE 6 LOW (determined on installation of the
VOLUME SELECTED EXTERNAL equipment in the aircraft)
GPWS INHIBITED -6DB ALT
AUDIO SELECTED ENHANCED
MODES SELECTED ALT MODE 4
SELECTED FMC SELECTED
SYSTEM OK Check of GPWC operation
SOFTWARE VERSION IS M5BAVxx Display of software version

(xx is the software version code
number) DATABASE VERSION IS
xx (xx is the database version code
number)
DD-MM-YY
(Day-Month-Year of last database
update)
Display: END TEST
In case of failure of the GPWC, SYSTEM OK message is replaced with a legible

message describing the type of failure. If several failures are detected, the
messages are displayed in a sequence and are separated from one another by
I (see instances in the table below).
MESSAGE FAULTY CONDITION
RADIO ALTIMETER DATA INACTIVE Analog link with radio altimeter is incorrect
AIR DATA INACTIVE ARINC 429 link with ADC 1 is incorrect
IRS DATA INACTIVE ARINC 429 link with IRU 1 is incorrect
ILS DATA INACTIVE ARINC 429 link with DAU is incorrect
EMS DATA INACTIVE ARINC 429 link with lAPS is incorrect
............ ............

July 2010
Traffic Alert and Collision Avoidance System

(TCAS)
See Collins Avionics manual section TCAS plus Page 4-34, and AFM Supplement
No. 20. The dedicated TCAS display is selected on the MFD by the MFD MODE
knob. TCAS is overlaid on MFD maps with the TFC button.
All TCAS controls are accessed from the RTU Top Level Page. TCAS messages
are displayed on the PFDs.
Operational Limitations:
Pilots are authorized to deviate from their ATC clearance as necessary to
comply with a TCAS II resolution advisory (RA).
Following a TACS II “clear of conflict” advisory, pilots should expeditiously
return to their ATC clearance unless otherwise directed by ATC.
General information
The “INCREASE CLIMB” RA is de-activated with 40° FLAPS + SLATS
selected; the “CLIMB” RA remains annunciated for advisory only.
Compliance with a TCAS II RA is necessary unless the pilot considers it
unsafe to do so, or unless the pilot has better information about the cause of
the RA and can maintain safe separation.
The pilot should not initiate evasive maneuvers using information from the
traffic display only or on a Traffic Advisory (TA) only, without visually sighting
the traffic.

July 2010
Stand-by Instruments
The Falcon 50EX may have traditional pitot-static secondary flight instruments or
an “all in one” Secondary Flight Display. Both have standby batteries tested by
the HRZN button on the DC SUPPLY panel.
The traditional instruments consist of a stand-by horizon (with battery backup),
altimeter and airspeed instrument plus the stand-by compass.
Secondary Flight Display

The Meggitt Secondary Flight Display is an instrument that contains attitude,
airspeed and altitude in one display and includes a cross pointer flight director
to aid in flying localizer based approaches. The stand-by compass is installed
below the overhead panel.
Figure 11-18: Secondary Flight Display

The Secondary Flight Display receives its altitude and airspeed from a separate
air data unit that is supplied data from the stand-by pitot-static sensors. It contains
an independent vertical gyro and a stand-by battery.
Standby Altimeter
A barometric standby altimeter is on the lower side of the pilot’s instrument panel.
The unit displays altitude from -1,000 to +50,000 ft. with three concentric pointers.
Barometric pressure is indicated in inches of mercury (In Hg) with a drum-type
display.
The unit receives static pressure data from the pilot’s pitot-static system.

July 2010
Standby Horizon
General Description
1. Functions and characteristics.
The standby horizon is an independent vertical gyro which provides aircraft
attitude data, in roll and in pitch.
2. Description of sub-assemblies.
The aircraft installation consists of:
a standby horizon
a standby battery
a PCB for connecting and monitoring the battery.
3. Standby power supply.
In case of aircraft power supply failure, a standby battery automatically
takes over energization of the standby horizon to keep it in operation. The
standby battery can be tested, on the ground and in flight, by pressing HRZN
pushbutton located on the overhead panel. The voltage of the tested battery
can be read on voltmeter located near the test pushbutton.
Figure 11-19: Standby Gyro-Horizon

July 2010
Communications
Communication in the Falcon 50EX is controlled by two RTUs on the pedestal
and two Intercom Boxes on the LH and RH consoles.
Intercom Boxes
The Intercom Boxes (Baker Boxes) contain traditional pushbuttons to control the
output and input of the radio signals. All the Transmit buttons are interconnected
except the MASK button. When the EMG receive button is selected, the amplifier is
bypassed and the incoming signal is placed directly to the speaker or headset.
Radio Tuning Units (RTU)

See Collins Avionics manual Section - RADIO.
The RTU may be one of two versions; RTU-4020 or RTU-4220. Newer aircraft
have the RTU-4220; information on that system begins on Page 7-24 of the
RADIO section.
Figure 11-20: Radio Tuning Unit

The RTU panel contains the transponder IDENT button, DME-Hold button and
a 1/2 button allowing RTU control reversion. Line select keys allow selecting
various functions presented on the RTU display.
Controls for the following equipment are accessed from the RTU:
Communication radios including HF
Navigation radios including ADF
Transponder
TCAS
The RTU consists of several levels of displays. The levels and equipment access
are shown on the next page (e.g.: the Secondary Top Level Page is accessed
from the Top Level Page; the HF Page is accessed from the Secondary Top
Level Page). The Secondary Top Level Page, ADF Page, and the COMM and
NAV Main Display pages are accessed with the LH line select keys.
The TCAS is accessed by the RH line select key:
TOP LEVEL PAGE

July 2010
1. Current comm freq

2. Current nav freq
3. TCAS
4. ATC
Secondary Top Level Page
–– HF
HF preset pages
–– ADF
ADF preset pages
–– HSI
COMM Main Display page
–– COMM preset pages
NAV Main Display page
–– NAV preset pages
FMS Tuning
See the Collins FMS manual section RADIO TUNING and Page 16-63.
The communication and navigation radios can also be tuned from the FMS CDU.
The TUN function key calls up the Radio Tuning 1/4 page which allows selection
of individual COMM/NAV/XPNDR frequencies. Pushing the NEXT function key
accesses pages which allow the selection and recall of additional COMM, NAV
and ADF preset stations.
Navigation
Tuning the navigation radios is the same as described in the Communications
section above in the RTU and FMS paragraphs.
Short range navigation is performed with traditional VORs, DMEs, ADFs and
Localizers.
Long range navigation is performed with the Flight Management System (FMS)
which uses Global Positioning System (GPS), Inertial Reference Units (IRU) as
well as VOR/DME inputs.
Displays
VOR/LOC Navigation Source
Navigation displays consist of a traditional VOR/LOC Course Deviation Indicator
(CDI) on the PFD and on the MFD in the ROSE mode. VOR, ADF and FMS
bearing pointers can also be displayed on these instruments. VOR bearings can
also be displayed in the VOR MAP mode.

July 2010
FMS Navigation Source
With the FMS as the navigation source, FMS course deviation is displayed on the
CDI. The CDI deflection limit is controlled by Required Navigation Performance
(RNP) requirements as determined by the FMS programming.
FMS course displays are expanded on the MFD in the FMS MAP and FMS PLAN
MAP modes.
Operation of the FMS is discussed in the Collins FMS 6100 FMS Pilot’s Guide.
This manual does not attempt to describe any of the controls and displays
pertaining to FMS navigation.
Common FMS procedures have been streamlined into the SimuFlite Collins FMS
Task Book.
Autoflight
See the Collins Avionics manual FCS section.
The Falcon 50EX flight control system consists of a 2 axis Autopilot (roll and
pitch), yaw damper and elevator trim control. It includes a Mach Trim system and
the flight director system. Dual flight control computers provide separate flight
guidance and autopilot functions.
The autoflight system is controlled by switches, knobs and buttons located on
the FCS panel on the glareshield. Additional control inputs are made from the
yoke and ARP.
Autopilot engagement and control are displayed at the top center of the PFD
FCS mode annunciation display:
Engaged – green AP
Control – green ←
The autopilot can be manually disengaged by the following controls:
AP button on yoke
AP button on FCP
AP/YD bar on FCP
Additionally, the autopilot will be automatically disengaged by:
GA button on yoke
Pitch trim on yoke
Emergency pitch trim
Autopilot failure
Aircraft stall
Exceeding extreme attitude limits.
When the autopilot is disengaged, it is announced by a flashing red AP on the
PFD, the red AP light on the annunciator panel and an aural “AUTOPILOT”
warning.
Annunciator Panel Warning Lights

Red AP light
The autopilot has failed or has been disconnected. Accompanied by a flashing
red AP on the PFD and an aural “AUTOPILOT” warning.

July 2010
Red T/O CONFIG light

The autopilot is engaged and one power lever is beyond the MAX CRUISE
detent.
Amber MISTRIM light

The autopilot is outside the coupling envelope or a mistrim exists while the
autopilot is coupled.
Amber AP TRIM FAIL light

A failure of the autopilot pitch compensator.
Primary Flight Display Flags

The following flags appear in the upper left corner of the PFD to indicate FCS
failures or mistrims.
Red “R” Flag

The rudder actuator is not centered.
Yellow or red “A” Flag

A moderate or severe mistrim of the aileron exists. Accompanied by an arrow
indicating the direction of required trim.
Yellow or red “E” Flag

A moderate or severe mistrim of the elevator exists. Accompanied by the MISTRIM
annunciator after 5 seconds if the mistrim is not corrected.
Yellow “MT” Flag

The Mach Trim system is disengaged or failed.
“YD” Flag
The YD flag appears flashing yellow when the yaw damper is disconnected or
has failed. It turns steady white after 10 seconds.

July 2010

July 2010
Emergency Locator
Transmitter (ELT)
General Description
The ELT operates automatically under the force of an impact; it can also be
operated manually.
In manual mode, the ELT is operated by actuating the MAN RESET/OFF/AUTO
selector switch located on its front panel or the MAN/AUTO switch of control unit
located on the copilot side of the instrument panel.
When operating, the ELT transmits, from antenna, an omni-directional emergency
signal that can be received by the COSPAS-SARSAT satellite network. This
modulated signal has a frequency of:
121.5 MHz in VHF
243.00 MHz and 406.00 MHz in UHF
Operation of Controls
Operation
The emergency locator transmitter is equipped with an acceleration contact
which automatically triggers its operation when sensing a deceleration higher
than or equal to the contact calibration value.
The operation is indicated by the illumination of the XMIT ALERT light of control
unit located on the copilot side of the instrument panel.
In manual mode, the emergency locator transmitter is operated by setting:
the MAN RESET/OFF/AUTO selector switch of the ELT to MAN RESET
the MAN/AUTO switch of the control unit to MAN.
NOTE: The Emergency Locator Transmitter must only be operated in
manual mode for a short while to test its correct operation, or
if a forced landing or ditching is imminent. In normal operation,
the MAN RESET/OFF/AUTO selector switch of the ELT and the
MAN/AUTO switch of the control unit must be set to AUTO. The
XMIT ALERT light of the control unit must be off.
Test
The AUTO TEST/RESET pushbutton of control unit is used to test the ELT.
Correct operation is indicated by the illumination of the XMIT ALERT light for
about 2 seconds.

July 2010
Power Supply
The locator transmitter is self-sustaining. It is equipped with a lithium battery box.
An adhesive label affixed to the unit indicates the expiry date.
Test Actions
These operations are used to perform an auto test of the ELT:
1. Make sure that the MAN RESET/OFF/AUTO selector switch of ELT and the
MAN/AUTO switch of control unit on the instrument panel are both set to
AUTO.
2. Make sure that the XMIT ALERT light of the control unit is off.
3. Press the AUTO TEST/RESET pushbutton on the control unit.
4. Check that the XMIT ALERT light comes on for about 2 seconds.
NOTE: If the light remains on, a failure has been detected.

July 2010

Preflight
During the preflight inspection remove the covers and verify that the pitot tubes
and static ports are clear and free of obstructions. Check the condition and
presence of the static dischargers.
Abnormal Procedures
Abnormal procedures for the Falcon 50EX are divided into two subsections:
instrument abnormals and flight control system abnormals. Refer to the applicable
AFM section for abnormal procedures concerning EFIS.
Instrument
Pilot Pitot-Static System Malfunction
Inaccurate airspeed and/or altitude indications on the pilot’s instruments
indicate a malfunction in the pilot’s pitot-static system. The pilot’s pitot tube is
the only source of dynamic pressure to the pilot’s Mach/airspeed indicator and
the No. 1 ADC.
An alternate source of static pressure is available to the pilot’s Mach/airspeed
indicator and the No. 1 ADC. Setting the static selector to EMERG supplies
static pressure to the pilot’s Mach/airspeed indicator and the No. 1 ADC from
the alternate static ports. The standby altimeter and the pilot’s vertical speed
indicator may become inoperative. If this action fails to correct the problem, the
pilot’s pitot tube is clogged and the pilot’s altimeter, Mach/airspeed indicator, and
air data computer are inoperative. Use the standby altimeter and the copilot’s
Mach/airspeed indicator.
Copilot Pitot-Static System Malfunction

Inaccurate airspeed and/or altitude indications on the copilot’s instruments
indicate a malfunction in the copilot’s pitot-static system. When the copilot
pitot-static system malfunctions, the Q UNIT light on the Master Warning Panel
may also illuminate. If the system fails, set the pitot-static selector to PANEL
ONLY. Copilot pitot-static system failure renders the cabin differential pressure
indicator inoperative and disengages the yaw damper.
Abnormal Airspeed Indication at High Altitude

Abnormal or jammed airspeed indications on the pilot’s and copilot’s instruments
indicate a complete failure of the pitot-static system. This renders all systems
using dynamic and static pressure unreliable or inoperative, including the:
autopilot
yaw damper
flight director
Mach trim
automatic slats
air data computers.

July 2010
Procedures are geared toward maintaining aircraft control through the use of
the power levers, performance charts, and the standby altimeter. Disengage the
autopilot and yaw damper, pull the AUDIO WARN CBs if the VMO/MMO horn sounds,
and avoid large or rapid control movements. Refer to the CAE SimuFlite Operating
Handbook for a list of procedures for climb, level flight, and descent.
Air Data Computer Inoperative

Illumination of AIR DATA 1 or AIR DATA 2 light on the Master Warning Panel
indicates failure of the respective air data computer. On an aircraft with a single
unit, ADC failure renders systems that use airspeed, altitude, temperature, and
Mach number data inoperative. With an ADC failure, the Q UNIT, AUTO SLATS
and MACH TR lights usually illuminate and the VMO/MMO warning horning sounds.
Procedures for an inoperative ADC require reducing airspeed to below Mach 0.78
and disengaging the autopilot and yaw damper. For a list of equipment affected
by ADC failure, refer to the AFM Pages 3.180.1 and 2 for a list of equipment lost
during single and dual ADC failures.
If a failure occurs on aircraft with two ADCs, the second ADC can supply data
to systems through the air data XFER switch. The flight director vertical modes
may still be unreliable with a single ADC failure, but systems affected are not
as extensive as a complete ADC system failure. If the AIR DATA light fails to
extinguish, reduce airspeed to below 270 Kts to prevent slat extension at high
speeds and tuck unders due to Mach trim failure at speeds above Mach 0.78.
Flight Control System

Yaw Damper Hardover
On aircraft with linear yaw dampers, yawing fully to the left or right and full
rudder deflection indication on aircraft with a Collins linear yaw damper indicates
yaw damper hardover. The yaw damper system is malfunctioning and causing
the rudder to deflect fully left or right. Procedures to center the rudder require
disengaging both yaw damper circuit breakers, resetting one and then the other.
Once the rudder deflection indicator shows rudder centering, pull both circuit
breakers and continue the flight without yaw damping.
AFCS Pitch Trim Inoperative

Failure of the autopilot pitch trim system is indicated by the illumination of the
AP TRIM light on the Failure Warning Panel. This renders the entire autopilot
inoperative. Disengage the autopilot.
AFCS Out of Trim

An out-of-trim condition in the autopilot system is indicated by the illumination of
the MISTRIM light. To retrim the aircraft, hold the control wheel firmly to prevent
aircraft attitude changes with the autopilot disengaged. Manually trim the aircraft
then attempt to re-engage the autopilot.
Mach Trim Inoperative

Illumination of the MACH TR light indicates that the system is off or inoperative.
If the system fails to operate, reduce airspeed to below Mach 0.78 to prevent
tuck under. The normal trim system must be operative for the Mach trim system
to operate.

July 2010
Emergency Procedure
Only one emergency procedure concerns the autopilot system. Please refer to
your CAE SimuFlite Operating Handbook for exact procedures.

July 2010

July 2010
12
Contents
Electrical System
General....................................................................................................12-3
Figure: Electrical Power Generation............................................12-4
Schematic: Electrical Power Generation.....................................12-5
Schematic: DC Electrical System. ..............................................12-6
DC System
General....................................................................................................12-7
Batteries..................................................................................................12-7
Battery Supply....................................................................................12-8
Battery Circuit Protection....................................................................12-9
Starter-Generators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11
Instruments and Controls..................................................................12-12
Generator Control Unit (GCU)..........................................................12-13
External DC Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14
APU Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14
Emergency Battery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-15
DC Power Distribution
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-17
DC Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-17
Main Bus Tie Circuit..........................................................................12-17
Circuit Breaker (CB) Panels..............................................................12-18
Avionics Main Power Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-19
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-21
Abnormal/Emergency Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . 12-21
Battery Failure..................................................................................12-21
Battery Overheat...............................................................................12-22
Automatic Cabin Electrical Load Shed System................................12-22
Auto Load Shed Override.................................................................12-22
Two Generators Inoperative.............................................................12-23
One Generator Inoperative...............................................................12-23

July 2010
Electrical Smoke or Fire....................................................................12-24
Three Generators Inoperative...........................................................12-24
Data Summary
Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-25
Lighting Systems
Cockpit Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-27
Dome and Map.................................................................................12-27
Shield Instrument..............................................................................12-28
Circuit Breaker Panel........................................................................12-28
Overhead and Dimmer Panel...........................................................12-28
Integral Instrument............................................................................12-28
Warning Light....................................................................................12-29
Passenger Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-30
Emergency Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-31
Baggage, Aft, and Nose Compartments . . . . . . . . . . . . . . . . . . . . . . 12-32
Exterior Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-33
Navigation.........................................................................................12-33
Anti-Collision.....................................................................................12-34
Ice Detection.....................................................................................12-34
Landing.............................................................................................12-34
Taxi...................................................................................................12-35
Data Summary
Lighting System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-37

July 2010
Electrical System
General
This section details the electrical and lighting systems of the Falcon 50EX
aircraft.
Electrical power is mainly provided by a 28.5 VDC supply system. The DC power
system is supplied by three engine-driven (300 A) starter-generators and one
APU-driven starter-generator.
Two 23 amp/hour batteries buffer the DC power source. They also provide means
of starting the engines on the ground or in the air. External power may also be
connected to the aircraft via an external power receptacle to start the engines or
supply the aircraft’s electrical system.
The DC power system is mainly supplied from two independent LH and RH
subsystems which may be interconnected under certain circumstances.
Individual aircraft components are segregated in one of the two subsystems for
aircraft safety reasons to prevent propagation of a failure in either subsystem.
In addition, the equipment assigned to each subsystem is further distributed to
one of two busbars. One, for essential components, is powered directly, while the
other busbar, for non-essential components, can shed loads if necessary.
The Falcon 50EX lighting system is divided into five major subsystems:
cockpit lighting
passenger cabin lighting
emergency lighting
nose cone, baggage, and rear (aft) compartment lighting
exterior lighting.
Control switches in the cockpit are not all marked with ON and OFF positions.
Generally, the switches are moved as follows to energize equipment:
forward for the pedestal switches
upward for the instrument panel switches
rearward for the overhead panel switches.

July 2010
12-4
STARTER-GENERATORS
Electrical Power Generation
RH CABINET
PRINTED CIRCUITS
STRIP CONNECTORS REAR COMPARTMENT
RELAYS STARTER-GENERATOR
BATTERIES
CONTROL UNITS (G.C.U)
CIRCUIT BREAKER MAIN ELECTRICAL BOX
PANEL No. 1 AND No. 2 BATTERIES
EXTERNAL POWER
RECEPTACLE BOX APU STARTER-GENERATOR

OVERHEAD
INSTRUMENT
PANEL
LH CABINET
PRINTED CIRCUITS
STRIP CONNECTORS
RELAYS
July 2010
Falcon 50EX
July 2010
Falcon 50EX
A BUS
C BUS
W1 WINDOS
G GALLEY
EEP ST BY ELECTRIC PUMP
B BUS
D BUS
W2 WINDOS
ELECTRICAL BOX
MAIN LH AND
150A
130A
80A
225A
100A
130A
130A
80A
RH BUSBAR TIE
CONTACTOR
(118P)
LH MAIN BUS RH MAIN BUS
Electrical Power Generation
225A
GEN 1 REVERSE GEN 2 REVERSE BATTERY 1 MAKE BATTERY 2 MAKE APU REVERSE GEN 3 REVERSE
CURRENT RELAY CURRENT RELAY AND BREAK AND BREAK CURRENT RELAY CURRENT RELAY
SWITCH SWITCH
GEN 2 STARTUP RELAY STARTING BUS APU STARTUP RELAY

PARALLEL BATT (266H)
GEN 1 STARTUP RELAY CONN CONTACTOR GEN 3 STARTUP RELAY
BATTERY 1 EXTERNAL
(10P)
CONTACTOR POWER
CONTACTOR
(3P1) G1 (3P2) G2 BAT 1 G. P. U (1P) BAT 2 (21PA) APU (3P3) G3

(2P1) (2P2)
GEN 1 GEN 2 BAT 1 BAT 2 APU GEN 3
12-5
12-6
LH MAIN
BUS
GEN 1 GEN 1 REVERSE
CURRENT RELAY
(3P1) BUS “A”
GEN
1
(47P)
ENG 1 STARTUP GEN 2 REVERSE
CONTACTOR GEN 2
CURRENT RELAY
(3P2)
GEN
2
ENG 2 STARTUP
START BAT 1 MAKE AND BREAK
CONTACTOR BAT 1
BUS
DC Electrical System
SWITCH
BATTERY 1 BUS “C”
CONTACTOR
(4P1)
(49P)
NI-CD
BATTERY
(2P1) HOT BAT
EXTERNAL MAIN BUSBAR
POWER BATTERY BUS TIE SWITCH
CONTACTOR
(10P)
MAIN LH AND
BUS TIED RH BUSBAR TIE
(1P) CONTACTOR
PARALLEL
BATT CONN
NI-CD CONTACTOR
225A (118P)
BATTERY
(2P2)
BAT 1 MAKE AND BREAK
BAT 2
SWITCH
BUS “B”

(46P)
ENG 3
STARTUP GEN 3 GEN 3 REVERSE
CONTACTOR CURRENT RELAY
GEN
3
(3P3)
APU REVERSE
APU STARTUP RELAY (266H) CURRENT RELAY
BUS “D”
APU
GEN
(48P)
(21PA)
RH MAIN
BUS
July 2010
Falcon 50EX
DC System
General
The Falcon 50EX DC electrical system provides and distributes 28.5 VDC power
from various sources to buses for electrical systems requiring Direct Current (DC).
The DC power supply is divided into two independent LH and RH subsystems.
The LH subsystem is composed of:
two starter-generators (on No. 1 (left) Engine and No. 2 (center) Engine)
a Nickel-Cadmium (Ni-Cd) or Lead Acid battery.
The RH subsystem is composed of:
a starter-generator (No. 3 (right) Engine) and an APU generator
a Nickel-Cadmium (Ni-Cd) battery.
The instruments and controls of both subsystems are grouped on a single panel.
The batteries may be coupled in parallel for start-up. Indicators on the warning
panel warn the crew if DC power supply components are isolated from the
system.
The DC power circuit can be powered from:
the starter-generators
the external DC power
the APU.
Batteries
Two 20-cell, 26 volt, 23 amp/hour, Ni-Cd or Lead Acid batteries are in the aft
compartment. They are normally connected in parallel to the start bus for engine
starting. During normal DC system operation, the batteries are connected to, and BAT Limitation
provide power buffering for their respective main buses. Amber light (WARM)
at or above. . . . . . 120°F
Red light (HOT)
at or above . . . . . . 150°F
Red light (HOT)
at or above
(A/C with SBF50-295
or M2245). . . . . . .160°F
Figure 12-1: Lead Acid Batteries

July 2010
During external power use, the batteries are disconnected from the electrical
system. If all generator power is lost, the batteries may provide up to 20 minutes
of emergency DC power if the electrical system loads are reduced.
Battery Supply
Under certain conditions, each of the batteries can power three busbars.
Battery 1 powers the following:
the battery busbar
the start busbar through the battery 1 contactor
the LH main busbar through make-and-break switch (once make-and-break
switch is closed).
Battery 2 powers the following:
the battery busbar (directly)
the start busbar (if the parallel battery connection contactor is active)
the RH main busbar (when battery 2 make-and-break switch is closed).
The batteries are connected to the aircraft electrical system by connectors. They
are cooled by a fan when electrical systems are operating and the aircraft is on
the ground, and by ram air when the aircraft is in flight.
Initial Configuration
Aircraft on the ground.
Aircraft systems not powered.
All circuit breakers IN.
EXT POWER push-light released.
Main busbar tie switch on FLIGHT NORMAL.
All indicator lights off.
Once the batteries are connected in the aft compartment, they will power the
battery busbar.
Figure 12-2: EXT POWER Push-Light

July 2010
BAT 1 Switch Set to ON - BUS TIE Selector Set to NORMAL

Closing of contactor and make-and-break switch.
BAT 2 Switch Set to ON - BUS TIE Selector Set to NORMAL

Closing of contactor and make-and-break switch.
Battery 2 powers the RH main busbar through the active contact battery
2 make-and-break switch.
Figure 12-3: BAT 1 and BAT 2 Switches
Battery Circuit Protection

Undervoltage Protection
Make-and-break switches require a closing voltage of at least 18 VDC to close
and an opening voltage between 7.5 and 11 VDC to open.
Protection Against Excessive Reverse Current by Make-and-Break

Switches
Reverse current tripping occurs after a variable time delay determined by the
overcurrent value.
Characteristics:
nominal current rating: 220 A
overcurrent threshold: 250 ± 10 A
trip time delay
Tripping of the relay also trips the corresponding battery control switches to OFF.
In addition, opening of a make-and-break switch lights the corresponding BAT
indicator light.

July 2010
Overheating Protection
A temperature probe is provided on each battery tray. The temperature probes for
both Ni-Cd batteries are connected in parallel to a battery temperature indicator
located on the copilot instrument panel. The indicator has a separate temperature
scale for each battery, and:
an amber WARM indicator light that comes on when battery temperature
exceeds 122°F.
a red HOT indicator light which comes on when battery temperature exceeds
158°F.
A LESS 50 pushbutton can be used to shift the display ranges down 50°F when
the measured value is too low to be read.
Example: When the LESS 50 button is pressed, a 120°F reading will indicate that
battery temperature is 70°F.
A TEST pushbutton next to the indicator is provided to test the battery
temperature indicator. It lights all the indicator bulbs.
The overheating detection circuit is connected to the Master Warning Panel,
and lights a red HOT BAT alarm if either battery overheats.
Figure 12-4: Battery Temperature Indicator

July 2010
Starter-Generators
Three engine-driven and one APU-driven starter-generators provide DC power for
aircraft electrical needs. The engine-driven starter-generators are on the engine
accessory gearboxes and are air-cooled. All three engine-driven starter-generators
and the APU starter-generator are identical.
Figure 12-5: Starter-Generator (Engine-Driven)

The power generation characteristics of the starter-generators are:
GEN Output Limitation
maximum nominal voltage regulated to 28.5 VDC.
Transient
maximum authorized output 300 A. (1 minute max.). . . . 350 A
rotational speed 6,200 to 12,000 RPM. Up to 39,000 ft. . . . . 350 A
Above 39,000 ft.. . . .250 A
The starter-generators are self-cooled.
Each starter-generator operates in conjunction with a Generator Control Unit
(GCU), which performs the following functions:
regulation of the voltage to 28.5 VDC
equalization of generators
overvoltage protection
generator current output limitation.
In addition, the GCU progressively weakens the field of its corresponding
starter-generator during engine starting and limits battery charging current
following engine startup, through during a 180-second period.
Each starter-generator is connected to one of the main busbars through reverse
current relays.
Connection is made when the starter-generator output voltage exceeds the
voltage of the corresponding busbar by 0.8 VDC. The circuit is interrupted if
reverse current reaches 25 A. The circuit is also interrupted if voltage approaches
8 VDC.

July 2010
Instruments and Controls
Starter-generator control includes the following:
Generator isolation switches
Generator control switches
Voltmeters and ammeters
Generator Isolation Switches

These guarded switches are located on the main electrical box in the aft
compartment. They carry the 28.5 VDC control current to the generator load
equalization relays. They are also used to isolate individual generators for
adjustment and tests when the aircraft is on the ground.
Generator Control Switches

These are electro-magnetic switches located in the overhead panel that control
generator field excitation. They may trip to inactive position if a generator
malfunction occurs. The control switches are also used to reset the corresponding
generator.
Figure 12-6: Generator Control Switches

Voltmeters and Ammeters
These two types of instruments are shared by the starter-generators and the
batteries. Each voltmeter indicates the voltage on the corresponding main
busbar. Each ammeter indicates the amperage/current on the corresponding
switch position.
Figure 12-7: Voltmeters and Ammeters

July 2010
Generator Control Unit (GCU)

GCU for each generator is in the aft compartment. The GCUs for the
engine-driven and APU-driven generators are the same model and operate
similarly and provide the same regulation and protection functions.
In the generation mode, the GCU provide the following functions:
voltage regulation
overvoltage protection
equalization of starter-generators
starter-generator current output limitation.
In addition, they limit battery charging current by lowering the regulation threshold
after engine startup. A thermal circuit breaker serves to protect the starter-generators
from field over-excitation.
Voltage Regulation
Voltage regulation is accomplished by comparing the voltage of the generator
output with a reference voltage provided.
Voltage regulation is controlled by the magnetic generator control switches on the
overhead instrument panel and to the voltage regulator. This powers the control
unit, supplied from its own generator. The starter-generator reverse current relay
can then be controlled.
Overvoltage Protection
Overvoltage protection is obtained by comparing the generator output voltage
with a reference voltage. When the generator voltage reaches the limit value,
it provides a ground to trip the generator control switches. The reverse current
relays are no longer energized, they return to inactive position.
Equalization of Starter-Generators
Current equalization is performed to obtain about the same output from all of
the generators coupled to a single busbar. This is accomplished by equalizing
generator output voltages.
Although the load equalization circuit will only close when voltage exceeds
24 VDC and open again only if voltage drops below 21 VDC, it is nevertheless
advisable to isolate the corresponding generator by switching off the generator
control switches whenever the engine is windmilling.
Starter-Generator Current Output Limitation

The output current limitation function is intended to prevent generator damage
from excessive output. If the maximum authorized generator output is sensed,
the generator excitation is interrupted.

July 2010
External DC Power
An external power receptacle on the right side of the fuselage below the engine
nacelle allows the connection of a Ground Power Unit (GPU). Once external
power is applied to the external power receptacle, it is impossible to connect any
of the generators.
When the external power receptacle is used (press the EXT POWER push-light),
the batteries and generators are isolated from the aircraft system.
Figure 12-8: External Power Receptacle

Pressing EXT POWER push-light, the external power receptacle 28 VDC control
voltage is carried through the overvoltage protection printed circuit to the push-light
contacts.
APU Supply
The auxiliary power is supplied by a Garrett AiResearch GTCP36-100 (A)
Auxiliary Power Unit (APU). The APU is installed in the aft compartment It is
enclosed in a fireproof stainless steel container.
The APU is intended to provide:
air conditioning when the aircraft is on the ground.
28.5 VDC power for the aircraft electrical systems by means of a 300 A
starter-generator.
The APU starter-generator can continuously supply 28.5 VDC to the aircraft
system, with a maximum output of 300 A.
This facility also provides the following services:
partial battery recharging.
power assistance when starting the first engine, to extend battery life and
reduce engine start time.
The APU is started by controls on the overhead panel. APU starter-generator
output is displayed on the RH ammeter when selector is set to APU position.

July 2010
Emergency Battery
A 3.8 amp/hour Ni-Cd battery, as part of an emergency power supply system,
supplies DC power to the emergency standby horizon. The battery is automatically
charged whenever the aircraft electrical system is in operation.
The main system characteristics are:
nominal input voltage: 28 VDC (operates between 22 and 32 VDC),
output voltage: 24 VDC minimum with batteries charged.

July 2010

July 2010
General
Direct current from the batteries, the APU starter-generator, the engine-driven
starter-generators or the external power system provide DC power to operate
the majority of the aircraft systems. Power from these sources is distributed
throughout the aircraft through distribution buses.
DC power is distributed from the main LH and RH busses in two insulated
enclosures (LH and RH main electrical boxes) located beneath the main electrical
box to ensure separation of the LH and RH subsystems. The LH and RH main
electrical boxes are separated by a compartment containing the tie contactor.
The LH main bus powers the following:
primary bus A
auxiliary bus C
the front windshield
the galley power supply
standby pump.
The RH main bus powers:
primary bus B
auxiliary bus D
the front windshield.
Main Bus Tie Circuit

The two main busses are tied by a bus tie contactor located between the LH and
RH electrical boxes.
Bus tie control is powered from the two main busses. The two bus coupling
circuit breakers power the main bus tie switch coil through two diodes. Bus tie
control is provides by a switch on the overhead panel. The bus tie contactor
has an auxiliary stage used to couple generator equalizing lines when the main
busses are coupled.
Coupling position is identified by a green paint line. In addition, when two circuits
are coupled, which is not a normal configuration, an amber BUS TIED indicator BUS TIED
light illuminates on the warning panel. The indicator is powered from both the LH
and RH subsystems.

July 2010
Circuit Breaker (CB) Panels
The primary and auxiliary busses located in the main electrical box (aft
compartment) are interconnected in three electrical junction boxes (CB panel)
on the cockpit ceiling. The connection between LH and RH main electrical boxes
and the CB panels is ensured by four cables protected by fuses. The busses are
subdivided into LH, middle, and RH CB sections.
Figure 12-9: LH Circuit Breaker Panel
Figure 12-10: RH Circuit Breaker Panel

July 2010
The CBs are laid out on the CB panel sections as follows:

CB rows are arranged according to distribution busses, with primary busses
A and B at the top, and auxiliary busses C and D at the bottom.
CB columns are arranged according to system.
CBs for a given system are enclosed by a colored border that facilitates
identification of individual systems on the breaker panel.
Figure 12-11: Middle Circuit Breaker Panel
Avionics Main Power Supply

Avionics equipment is powered from the main electrical box, through relays for
RH avionics, and relays for LH avionics. The relays are controlled by the RH AV
MASTER switch/light and LH AV MASTER switch/light located on the RH and LH
CB panels, respectively. All four power supply lines are protected by fuses in the
main electrical box.

July 2010

July 2010
Preflight
During the initial cockpit inspection turn the battery switches on and check for
24 VDC minimum battery voltage.
Abnormal/Emergency Procedures
The following section provides a brief discussion of what happens within the
electrical system during abnormal and emergency situations. For a complete
list of specific procedural steps for emergency and abnormal procedures for the
Falcon 50EX electrical system, please refer to your CAE SimuFlite Operating
Handbook.
Illumination of any GEN warning annunciator on the Master Warning Panel
GEN 1
indicates that the reverse current relay for that generator is open and the
generator is not connected to a main bus.
Whenever generator switches are reset (OFF then ON) in emergency or
GEN 2
abnormal procedures, an attempt is made to regain electrical generation from
the respective generator. On resetting a generator switch, power is obtained
from the Battery bus to attempt to activate the generator excitation relay causing
the GCU to function. GEN 3
If a fault still exists, the associated generator does not supply power and the
associated GEN warning annunciator remains illuminated. If the fault no longer
exists, the GCU controls generator power output, causing connection of the APU GEN
generator to the respective main bus; the respective GEN warning annunciator
is extinguished.
Abnormal Procedures
Any abnormal voltage or amperage indications require monitoring of the
voltmeters and ammeters, identifying the inoperative or malfunctioning power
source, and isolating a failed unit from the electrical system.
A maximum of two attempts to reset a failed generator are allowed. However,
if only one generator is inoperative and the switch is tripped, only one reset
attempt is allowed. With an electrical power source loss (generator failure), total
electrical load remaining is reduced to the point where an additional failure would
not result in an overloaded generator (300 A).
Battery Failure
Illumination of the BAT 1 or BAT 2 warning annunciator indicates that the associated BAT 1
battery is isolated from the respective main bus and the battery make-and-break
relay is open. Two attempts can be made to reconnect the battery.
BAT 2

July 2010
Battery Overheat
Illumination of the HOT BAT warning light indicates a battery temperature exceeds
70°C (158°F) and a thermal runaway may be occurring. Shut the affected battery
off with the battery control switch to reduce heating of the battery. Land as soon
as possible if battery temperatures continue to rise.
The AFM indicates that the affected battery can be reconnected if necessary for
landing if the HOT BAT light extinguishes.
Automatic Cabin Electrical Load Shed System

The Automatic cabin Electrical Load Shed System automatically reduces non-
essential electrical loads in the event of a generator failure. While on the ground,
the system is disabled through the weight-on-wheels logic.
When a generator failure occurs, the following items are automatically load
shed:
1. Water Heater
2. Cabin Video
3. Cabin Stereo
4. Cabin Display
5. ENT Control
6. Water Drain 2
7. Water Drain 1
8. Central Water Drain
9. Water Guage
10. Drain Heater
11. 115 VAC Outlet
12. Hot Cup
13. Water Heater Control
14. Oven
15. Toilet Flush
Auto Load Shed Override

To override the Auto load Shed function, a two-position "OVERRIDE/NORMAL",
red guarded switch labeled "AUTO LOAD SHED" located on the copliot's side
console has been provided.
This switch provides a means for the crew to override the Automatic cabin
Electrical Load Shed System and recover non-essential systems, provided a
second generator failure has not occured. If a second generator failure has
occured, the crew will be unable to reinstate any of the automatic load shed
items.
The "AUTO LOAD SHED" switch receives control power via the 5 amp. "CABIN
MASTER" circuit breaker located on Bus C.

July 2010
Two Generators Inoperative

Illumination of two GEN lights on the Master Warning Panel requires the checking
of aircraft electrical loads with the ammeters and voltmeters to verify normal bus
distribution operation.
If one generator resets, continue with the One Generator Inoperative checklist(s).
If neither generator resets, the failed generators should be turned off, thus
eliminating reverse current and/or fire potential. Tie the left and right main buses
together with the main bus tie switch and monitor electrical loads to prevent
overloading the operative generator.
One Generator Inoperative

Three separate One Generator Inoperative procedures are used. The major
differences among the procedures are whether the generator switch is tripped or
not, and whether it concerns the left or right DC electrical system.
Generator Switch Tripped

The generator failure is the result of an overvoltage or a short circuit. A short
circuit fault does not reset. An overvoltage fault may reset. To prevent damage
to the electrical system during reset of a generator offline for an overvoltage
situation, engine RPM is reduced to decrease the voltage output potential of
the generator prior to resetting it. If the overvoltage reoccurs, the generator
switch trips, the generator becomes inoperative, and the RCR opens. To prevent
electrical system damage, only one reset should be attempted.
Generator Switch not Tripped (GEN 1 or GEN 2)

The failure is the result of mechanical failure or reverse current. A mechanical
failure does not reset. If the failure is reverse current, it may not reset if the
voltage of the generators is sufficiently different (current flows from the high
voltage generator to the low voltage generator). This differential causes the RCR
for the low voltage generator to open.
If the bus voltage is normal, a reset may be attempted. If the bus voltage is above
the normal operating range, turn off the operating generator to eliminate the
reverse current and cause the normal generator RCR to close.
Generator Switch not Tripped (GEN 3)

Only the No. 3 generator normally powers the right main bus. If the GEN 3
light illuminates, check the right main bus for battery voltage and normal loads.
Attempt a maximum of two generator resets. If the generator resets, continue the
flight. If it fails to reset, the right main bus is powered only by battery 2. Tying the
left and right main buses together with the main bus tie switch provides the right
main bus with generator power sources.

July 2010
Electrical Smoke or Fire
Procedures for electrical smoke or fire in the aircraft require that the crew don
smoke goggles and oxygen masks. If flames are present, the ignition source must
be isolated by turning off switches, opening CBs, or isolating electrical buses.
When the ignition source has been isolated, fight the fire with a hand held fire
extinguisher. To aid in smoke elimination, open the crew gaspers to increase the
air volume input in the forward portion of the cabin and enhance evacuation of
smoke through the outflow valves (aft).
If bus isolation is necessary to eliminate the fire, start by turning off the GEN 3
and BAT 2 switches. Ensure the main bus tie switch is in FLT/NORM. The right
main bus and its subordinate buses and services are unpowered. If the fire is
eliminated in this configuration, continue the flight with right main bus isolated.
Plan remainder of the flight without the availability of services on the right main
and Primary B buses.
In order to minimize the cabin air recirculation, select manual operation for
temperature regulation of both crew and passenger systems. In manual, move
temperature regulating valves to full cold.
If deactivation of the right main bus fails to isolate the fire, re-activate it by turning
on the GEN 3 and BAT 2 switches.
With the right main bus re-established, continue by isolating the left main bus
to eliminate the fire. To isolate the left main bus, turn off the GEN 1, GEN 2 and
BAT 1 switches. If the fire is eliminated, continue the flight with the left main bus
isolated and plan accordingly.
With the left main bus isolated, the cabin pressurization must be controlled
manually by using the UP/DN knob since power for the automatic pressure
controller is provided by the A bus.
If the fire is not eliminated, an immediate landing is necessary.
Three Generators Inoperative

If all three engine-driven generators fail, attempt to reset the generators and
reduce electrical loads. If none of the generators reset, reduce electrical loads
to prolong battery life and land as soon as possible. A fully charged battery may
last approximately 20 minutes with a 50 amp load.
Loads can be reduced by turning off the booster pumps, transfer pumps,
navigation equipment, windshield and pitot heat, interior and exterior lighting,
galley, etc.

July 2010
Data Summary
Electrical System
Power Source Two batteries
26 VDC, 23 amp/hour
Three engine generators
APU generator
Distribution DC power
Battery bus
Start bus
Left Main bus
Primary A bus
Auxiliary C bus
Right Main bus
Primary B bus
Auxiliary D bus
Control DC System
Power selector switch
GEN 1/GEN 2/GEN 3 switches
BAT 1/BAT 2 switches
Bus tie switch
Monitor DC voltmeters and ammeters
Annunciators
GEN 1, GEN 2, GEN 3
BAT 1, BAT 2
HOT BAT
BUS TIED
Battery temperature indicator
Current limiters
Reverse Current Relays
Generator control units

July 2010

July 2010
Lighting Systems
The Falcon 50EX lighting system is divided into five major subsystems:
cockpit lighting
passenger cabin lighting
emergency lighting
nose cone, baggage, and rear (aft) compartment lighting
exterior lighting.
Cockpit Lighting
Cockpit lighting consists of:
dome and map
shield instrument
circuit breaker panel
integral overhead and dimmer panel
integral instrument
warning lights.
Dome and Map

Two overhead dome lights forward of the left and right circuit breaker panels
illuminate the flight deck with white light. Power for the dome lights are supplied
by the battery bus if GEN 3 switch is engaged.
Figure 12-12: Dome Light

July 2010
The light is controlled by a switch marked DOME on the cockpit lighting control
panel.
Individual movable map lights for the pilot and copilot, each with its own rheostat, are
on either side of the overhead panel. Power from the Primary A bus supplies 28 VDC
to the pilot’s map light; the Auxiliary D bus supplies the copilot’s map light.
Figure 12-13: Map Light
Shield Instrument
This lighting system comprises the two fluorescent instrument panel strip
lights under the glareshield. The lighting circuit is supplied with 28 VDC from
busbar A through the circuit breaker. The control is ensured by on/off SHIELD
dimmer controlling the power supply unit.
Circuit Breaker Panel

The three circuit breaker panels are illuminated directly by two spot lights on
either side of the overhead panel. Power from the Primary A bus supplies
28 VDC. The lights are controlled by a pushbutton switch on the right overhead
CB panel.
Overhead and Dimmer Panel

Integral lighting indirectly illuminates the overhead and dimmer panels. A single
OVERHEAD dimmer switch on the copilot’s dimmer panel controls the lights
through a lighting control unit. The Primary A and B buses supply 28 VDC to the
lights.
Integral Instrument
The integral instrument lighting is supplied by two different circuits:
pilot’s instruments
copilot’s instrument.

July 2010
These circuits include pedestal and console lighting. Pilot’s instrument lighting
and engine indicating instrument lighting is supplied with 28 VDC from primary
busbar A through the circuit breaker. A potentiometer controls the power supply.
Copilot’s instrument lighting and engine indicating instrument lighting circuit
is supplied with 28 VDC from primary busbar D through circuit breaker. A
potentiometer controls the power supply for both pilot’s and copilot’s integral
instrument lighting.
Warning Light
This section describes the circuits used to dim some of the indicator lights during
night flights.
BRIGHT Lighting
When the switch is set to BRIGHT, the relays on the printed circuits of RH and LH
electrical cabinets are de-energized. In this position, the relays directly supply
the warning and indicating lights.
DIM Lighting
When the switch is set to DIM, the relays of circuits are energized and open the
supply circuits. Every indicator light is then supplied through a resistor which
decreases the light intensity.
In the DIM position for the lights, power is supplied through resistors to decrease
the intensity of the lights during night flight and low light conditions; in the BRIGHT
position the lights illuminate at full intensity.
Figure 12-14: DIM/BRIGHT Switch

July 2010
Passenger Compartment
The passenger cabin lighting system comprises:
window lights
spot lights
reading lights attached to the upper section of the trim panels.
They have independent controls.
Panel lighting is supplied with 28 VDC power from the primary B bus, through
CABIN circuit breaker. The CABIN ON/OFF switch located on the overhead light
panel in the crew compartment controls the lights.
Reading lights are separately controlled by each passenger though control units
which are located on the consoles and consist of two ON/OFF and HIGH/LOW
switches.
Both lateral rear panels and the rear panel have two fluorescent tubes.
Figure 12-15: CABIN ON/OFF Switch
Figure 12-16: Reading Lights

July 2010
No Smoking/Fasten Seat Belt signs in the passenger compartment are controlled

by two switchlights on the forward edge of the cockpit overhead panel. These
switchlights receive power from auxiliary D bus.
Figure 12-17: No Smoking/Fasten Seat Belt Signs
Emergency Lighting
In the event of a failure of the normal electrical system, the emergency lighting
system supplies the emergency exit spot lights, the passenger indication lights
and the pilot’s and copilot’s dome lights with power from three lighting units.
In normal flight, the batteries in the lighting units are charged by 28 VDC aircraft
power (busses A and B).
Figure 12-18: Passenger Exit Indication Light
Emergency lighting units are supplied by both 28 VDC busbars A and B through
circuit breakers.
A three-position (OFF/ON/ ARMED) EMERG LIGHTS switch is used to control
the system.

July 2010
Switch set to ON position:
checks out of the system.
holds the crew dome lights steadily illuminated when the voltage drops
during engine starting. The EMERG LIGHTS indicator light goes out in this
position.
Switch set to ARMED position (normal flight position):
this position sends a pulse into the lighting unit thereby arming the system.
Therefore the emergency lights are illuminated as soon as 28 VDC aircraft
power is lost, the EMERG LIGHTS indicator light remaining extinguished.
Switch to OFF position:
disarming of emergency units. The EMERG LIGHTS indicator light is on if
28 VDC aircraft power is applied.
Figure 12-8: EMERG LIGHT Switch
Baggage, Aft, and Nose Compartments

The compartment lighting circuits provide:
the nose cone lighting with an inspection light
the baggage compartment lighting with a dome light
the rear compartment lighting with dome lights.
The circuit is supplied with 28 VDC from the battery busbar through circuit breaker.
The dome light supply can be controlled when the GEN 3 switch is engaged.
The inspection light is controlled by its built in switch. It is connected to connector
box.
The baggage compartment dome light is controlled automatically by microswitch
when the compartment door is opened.
The rear compartment dome lights are switched on automatically by microswitch
when the compartment door is opened.

July 2010
Exterior Lighting
Exterior lighting consists of:
navigation
anti-collision and strobe
ice detection
landing
taxi
ice detection.
All exterior lights are powered by 28 VDC and controlled through switches on the
EXTERIOR LIGHTS subpanel, forward edge of the overhead panel.
Figure 12-9: EXTERIOR LIGHTS Subpanel
Navigation
Three navigation lights are on the aircraft: one green light on the right wing tip,
one red light on the left wing tip, and one white light in the horizontal stabilizer
tailcone. All navigation lights are controlled through the NAV switch on the
EXTERIOR LIGHTS subpanel. The Primary A bus supplies 28 VDC to the lights
through the NAV CB.
Figure 12-10: Navigation Lights

July 2010
Anti-Collision
Anti-collision lights include red or white strobe lights on the belly of the aircraft
and the top of the vertical stabilizer, and white strobe lights in the left and right
wing tips near the navigation lights.
A single ANTICOL switch on the EXTERIOR LIGHTS subpanel controls the
anti-collision lights and the strobe lights. In the FUS or RED position only the lights
on the belly and vertical stabilizer flash; in ALL, all the anti-collision lights flash.
Figure 12-11: Anti-Collision Lights

The Auxiliary D bus supplies the belly anti-collision light, the Primary A bus
supplies the vertical stabilizer light, and the Auxiliary C bus powers the wing tip
strobes.
Ice Detection
Two optionally installed leading edge ice inspection lights (Figure 12-14) shine
on the left and right wing leading edges for ice detection. The lights are controlled
by the WING switch on the EXTERIOR LIGHTS subpanel. The Primary A bus
supplies the left light with 28 VDC; the Primary B bus supplies the right light.
Landing
A landing light is on each side of the fuselage forward of the wing root. It shines
forward and down to illuminate the runway. Separate power sources supply each
light: the Primary A bus powers the left light, and the Auxiliary D bus powers the
right light.
Figure 12-12: Landing Light

July 2010
A single LANDING light switch on the Exterior Lights subpanel controls both lights.
The LDG annunciator light illuminates when the lights are operating.
NOTE: Landing light operation is limited to 15 minutes on the ground
followed by a 45-minute cooling period.
Taxi
A single taxi light is on the nose landing gear strut. The light is controlled through
the TAXI switch on the EXTERIOR LIGHTS subpanel, a proximity switch, and a
relay. When the switch is ON and the nose gear doors are open, the proximity
switch grounds the relay to illuminate the light. If the TAXI switch is on and the
nose doors are closed, the light extinguishes.
The Auxiliary C bus supplies 28 VDC to operate the taxi light.
Figure 12-13: Taxi Light
Figure 12-14: Inspection Lights

July 2010

July 2010
Data Summary
Lighting System
Power Source 28 VDC
Control Flight deck lighting
Pilot’s dimmer control panel
Copilot’s dimmer control panel
Interior light switches
Exterior light switches
Proximity switch (taxi lights)
Monitor Warning and advisory lights

July 2010

July 2010
13
Fire Protection
Contents
Fire Protection
Schematic: Fire Detection System............................................. 13-4
Schematic: Fire Extinguishers. .................................................. 13-5
Schematic: Engine Fire Extinguishing System. ......................... 13-6
Schematic: APU Fire Extinguishing System. ............................. 13-7
Schematic: Baggage and Aft Compartment
Fire Extinguishing System........................................................ 13-8
Fire Detection System
Engine Fire Detection............................................................................ 13-9
APU Fire Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
Aft Compartment Fire Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11
Baggage Compartment Fire Detection . . . . . . . . . . . . . . . . . . . . . . . 13-12
Wheel Well Fire/Overheat Detection . . . . . . . . . . . . . . . . . . . . . . . . . 13-12
Fire Warning Lights and Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-13
Fire Extinguishing System
Extinguishers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-15
Engine Fire Extinguishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-16
FIRE PULL Handles/Fuel Shutoff Valves........................................ 13-17
Extinguisher System Protection....................................................... 13-17
APU Fire Extinguishing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-17
Aft Compartment Fire Extinguishing. . . . . . . . . . . . . . . . . . . . . . . . . 13-18
Baggage Compartment Fire Extinguishing. . . . . . . . . . . . . . . . . . . . 13-18
Portable Extinguishers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-19
Cockpit Fire Extinguisher................................................................. 13-19
Cabin Fire Extinguisher................................................................... 13-19
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-21
Fire Protection System Test............................................................. 13-21
Engine Fire...................................................................................... 13-22
APU Fire.......................................................................................... 13-22
Baggage Compartment Fire............................................................ 13-22
Aft Compartment Fire...................................................................... 13-23

July 2010
Wheel Well Fire............................................................................... 13-23
Data Summary
Fire Protection System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-25
Fire Detection..................................................................................13-25
Fire Extinguishing............................................................................13-26

July 2010
Fire Protection
Fire Protection
The Falcon 50EX fire protection system consists of heat-sensitive, expanding
gas detection systems and electrically activated extinguishers. Heat sensitive,
expanding gas detection systems are provided for the:
three engine compartments/fire zones
APU compartment
aft compartment
main landing gear wheel wells (overheating of wheels).
Electrically activated extinguishers are in the:
three engine fire zones
APU compartment
aft compartment
baggage compartment.
The wheel wells have no extinguishers. The baggage compartment has an
optical smoke detector.
Both aural and visual warnings in the cockpit activate in case of fire, overheat
condition, or smoke in these areas.
The cabin and cockpit each have a portable fire extinguisher bottle.

July 2010
13-4
FUEL SHUTOFF FIRE FIRE FIRE
VALVE 1 2 3
PULL PULL PULL
ENGINE 3 ENGINE FIRE

DETECTOR LIGHT WHEELS
AUDIO 2 2 2
FIRE FIRE FIRE
1 BAG COMP 1 AFT COMP 1 APU
WARN A L R 0
A 1 0 0
1 1
DETECT 3
B B BUS 0
U 0 0
S
BAGGAGE ENG 3
COMPARTMENT AFT COMPARTMENT
AURAL FIRE DETECTOR ENGINE 2

WARNING
DETECTOR
B
B A BUS
U
AUDIO S
WARN B DETECT 2
B BUS
A
L/G WHEEL B
U APU
WELL REAR CMPT S
ENG 2
BAG CMPT
DETECTORS SMOKE
DETECTOR

APU
ENG 1 DETECTOR
A BUS
DETECT
1
ENGINE 1
D5FR001L DETECTOR
July 2010
Falcon 50EX
July 2010
Falcon 50EX
TELEFORCE
FUEL SHUTOFF CABLE FIRE FIRE FIRE
VALVE 1 2 3
PULL PULL PULL
ENGINE FIRE
LIGHT WHEELS
2 2 2
Fire Extinguishers
FIRE FIRE FIRE

1 BAG COM P 1 AFT COMP 1 APU
L R 0 1 0 0
1 1
B BUS 0 0 0
BAGGAGE AND AFT
COMPARTMENT ENG 3
EXTINGUISHERS
A
A BUS
B
U
S
B BUS APU
A
AURAL B
WARNING U
S ENG 2
SMOKE
DETECTOR
B

B
U
S
APU
ENGINE EXTINGUISHER
ENG 1 EXTINGUISHERS
A BUS
DISCHARGE
INDICATORS
DISCHARGE
D5FR003L INDICATORS
13-5
Fire Protection
13-6
TELEFORCE
FUEL SHUTOFF
CABLE FIRE FIRE FIRE
VALVE 1 2 3
PULL PULL PULL
ENGINE FIRE
LIGHT WHEELS
2 2 2
FIRE FIRE FIRE
L R 0 1 0 0
1 1
B BUS 0 0 0
ENG 3
A
A BUS
B
U
S
B BUS
A
AURAL
WARNING B
U
S
ENG 2
Engine Fire Extinguishing System
SMOKE
B DETECTOR
B
U
S

NOTE: ENGINE
THE FIRST ENGINE FIRE EXTINGUISHER ENG 1 EXTINGUISHERS
DISCHARGE IS POWERED BY "A" BUS FOR
ENGINES 1 AND 2 AND "B" BUS FOR ENGINE 3. A BUS
THE SECOND DISCHARGE FOR THE ENGINES
IS POWERED BY THE BATTERY BUS.
D5FR004L
July 2010
Falcon 50EX
July 2010
Falcon 50EX
VALVE 1 2 3
PULL PULL PULL
WHEELS
2 2 2
FIRE FIRE FIRE
L R 0 1 0 0
1 1
B BUS 0 0 0
A
B A BUS
U
S
B BUS APU
A
AURAL
WARNING B
APU Fire Extinguishing System
U
S
SMOKE
B DETECTOR
B
U
S

APU EXTINGUISHER
A BUS
NOTE:
THE APU, BAG. COMPARTMENT, AND AFT COMPARTMENT
DISCHARGES ARE POWERED ONLY FROM THE BATTERY BUS.
D5FR008L
13-7
Fire Protection
13-8
VALVE 1 2 3
PULL PULL PULL
WHEELS
2 2 2
FIRE FIRE FIRE
L R 0 1 0 0
1 1
B BUS 0 0 0
BAGGAGE
COMPARTMENT
A
A BUS
B
U
S
B BUS
A
AURAL B
WARNING U
S
SMOKE
B DETECTOR
B
U
S

A BUS
BAGGAGE AND
AFT COMPARTMENT
EXTINGUISHERS
D5FR009L
Baggage and Aft Compartment Fire Extinguishing System
July 2010
Falcon 50EX
Fire Protection

Fire detectors sensitive to ambient temperature rise or localized hot spots are in:
each of the three engine nacelles
the APU compartment
the aft compartment
each main landing gear wheel well.
A stainless steel sensor tube (Systron Donner detector) is in each of these
high risk areas. The tube contains an inert gas that expands when a relatively
high temperature is sensed over the entire length of the tube. The expanding
gas closes a normally open detection contact that triggers the appropriate fire
warning circuits.
A titanium core in the detecting tube emits hydrogen gas when a very hot
temperature in a localized area occurs. This causes the pressure within the
loop to increase and close the detection switch that triggers the appropriate fire
warning circuits. Detection circuits are powered by the A and B buses.
When the temperature lowers, the core element reabsorbs its contracting gas,
and the detection contact reopens to rearm the detection system.
At one end of the tube is a housing box which contains:
the alarm switch for the detection system
the integrity switch for the test system.
Engine Fire Detection

The 12-ft. (3.66 m) stainless steel detection tube coils around each engine. The
1.6 mm diameter tube contains the inert gas that triggers the fire warning circuits
at an average temperature of 204 ± 4°C (400 ± 25°F) and the core element for
a local hot spot that triggers the warning circuits at a momentary temerature rise
to 482 ± 4°C (900 ± 25°F).
Figure 13-1: Stainless Steel Detection Tube

July 2010
The alarm switch housed in the detection box illuminates the appropriate
FIRE PULL light on the fire panel in the cockpit. A warning horn also sounds.
Figure 13-2: Fire Panel
APU Fire Detection

The APU fire detection system is the same as that of the engines.
Figure 13-3: APU Fire Detection Tube

July 2010
Fire Protection
At an ambient temperature of 204 ± 4°C (400 ± 25°F) or local temperature of

482 ± 4°C (900 ± 25°F), the 12-ft. (3.66 m) detection tube:
triggers the warning horn
illuminates the FIRE APU light on the fire detect panel
shuts off the fuel supply upstream of the APU
closes the APU air intake.
Figure 13-4: FIRE APU Light
Aft Compartment Fire Detection

The aft compartment fire detection system is the same as those in the engines
and APU. Its 12-ft. (3.66 m) detection tube activates the FIRE AFT COMP warning
light (Figure 13-6) and fire warning horn in the cockpit when it senses:
an ambient temperature of 132 ± 4°C (270 ± 25°F) or
a local temperature of 315 ± 4°C (600 ± 25°F).
Figure 13-5: Aft Compartment Fire Detection Tube

July 2010
Baggage Compartment Fire Detection
The baggage compartment has an optical smoke detector that has a continuously
operating light source. Ports in the detector admit smoke into the detection
chamber.
The smoke (15 - 30% or more) diffuses and causes a photo-electric cell to activate.
This, in turn, activates the FIRE BAG COMP annunciator in the cockpit. The fire
aural warning also sounds.
Figure 13-6: FIRE BAG COMP Annunciator

The optical smoke detector and warning circuits are tested by the FIRE TEST
button on the instrument panel. When depressed, the FIRE TEST button causes
a separate light source in the optical sensor to illuminate the photo-electric cell.
This, in turn, causes the photo-electric cell to be activated. The FIRE BAG COMP
annunciator illuminates and the fire audible warning sounds.
Wheel Well Fire/Overheat Detection

The 3-ft. (0.914 m) detection tube in each main wheel well triggers an alarm at:
132 ± 4°C (270 ± 25°F) ambient temperature
426 ± 4°C (800 ± 25°F) local temperature.
Figure 13-7: Wheel Well Fire/Overheat Detection Tube

July 2010
Fire Protection
The detector triggers the warning horn and illuminates the appropriate
WHEELS L or R light on the cockpit fire panel.
Figure 13-8: WHEELS L or R Light

While there is no extinguishing system for the wheel wells, the warning indicates
the brakes have overheated (the tires may have deflated), and alerts the crew
to plan a precautionary landing procedure. See Emergency Procedures in this
chapter.
Fire Warning Lights and Horn

In the event of fire or an overheat condition in a nacelle, wheel well, the APU, or
the aft compartment, or if smoke is detected in the baggage compartment, the
corresponding warning light on the fire panel (Figure 13-2) illuminates and the fire
warning horn sounds.
The warning horn’s continuous two-tone sound silences when the pilot presses
the HORN SILENCE pushbutton on the pedestal.
Figure 13-9: HORN SILENCE Pushbutton

July 2010
Each of the eight warning lights on the fire panel contains two parallel-wired
bulbs that test when the pilot presses the TEST FIRE button on the left side of
the master warning panel. See Preflight in this section for test procedures. The
fire test also causes a self test of the fire detection loops and the squibs in the
fire extinguisher bottles.
Figure 13-10: TEST FIRE Button

July 2010
Fire Protection
Fire Extinguishing System
Extinguishers
WARNIN
Extinguishers directly supplied by the Battery bus may be fired with
battery switches in the OFF position.
Six Bromotrifluoromethane (CBrF3) also known as Halon 1301 fire extinguisher

ottles protect:
b
each engine
the APU
the aft compartment
the baggage compartment.
WARNIN
Bromotrifluoromethane (CBrF3), also known as Halon 1301, is non-toxic
but presents other hazards. CBrF3 extinguishes fire by oxygen reduction.
If a bottle discharges into an occupied area, vacate that space immediately.
CBrF3’s low boiling point causes frost bite or low temperature burns if it
contacts skin or clothing. Do not breathe vapors. If a leakage or discharge
is suspected, vacate the area and ventilate well until all vapors have
dissipated.
The three engine fire extinguisher bottles are mounted in the upper aft compartment
and cross-connected so that two bottles can be discharged into each engine nacelle
through diffusion nozzles. Each bottle has two discharge outlets. One outlet is the
first shot to an engine; the other is the second shot to one of the other engines. The
extinguishing agent moves to the respective engine through shuttle valves that are
moved by the extinguishing agent pressure.
The one-shot APU bottle is mounted on the outside wall of the stainless steel
APU enclosure.
Individual bottles, both mounted in the baggage compartment, protect both the
aft and baggage compartments. When the aft compartment bottle fires, the
baggage compartment bottle also fires into the aft compartment.
None of the bottles can be metered, but each empties its contents through discharge
nozzles in less than 1 second.
Each engine extinguisher control, a wire-safetied, three-position (0-1-2) switch
on the fire panel, is under its associated FIRE PULL handle (Figure 13-2).

July 2010
The APU, baggage, and aft compartment extinguisher controls are two-position
(0-1) switches on the same panel. Refer to Table 13-1.
Switch A Bus B Bus Battery Bus
ENG 1 Position 1 Position 2
FIRE BAG COMP Position 1
FIRE AFT COMP Position 1
FIRE APU Position 1
Table 13-1: Extinguisher Power Supplies
Engine Fire Extinguishing

Each of three engine extinguisher bottles above the aft compartment door has
two discharge frangible discs that are ruptured by two independent, electrically
controlled pyrotechnic squibs. The volume of each extinguisher is 86 cubic inches
with operating pressure of 785 to 815 PSI at 20°C (68°F).
Figure 13-11: Engine Fire Extinguisher Bottles

The bottles are cross-connected so that two can be discharged into one engine.
The A bus powers the first shot to Engines 1 or 2, while the B bus powers the
first shot to No. 3 (right) Engine. As a backup for possible primary bus failure, the
battery bus powers the second shot to each engine. Refer to the Extinguisher
Power Supplies table mentioned above.

July 2010
Fire Protection
FIRE PULL Handles/Fuel Shutoff Valves

An illuminated FIRE PULL light just above the fire panel (Figure 13-2) indicates
engine fire or overheat. FIRE PULL handles attached to teleflex cables control
the fuel shutoff valves beneath each feeder tank. When pulled, the handle shuts
off fuel to its respective engine. The No. 2 (center) Engine FIRE 2 PULL handle
also cuts off fuel to the APU.
Extinguisher System Protection

Each fire bottle has a safety thermal discharge device. Excessive internal
pressure buildup (from ambient temperature of 132°C (270°F) or more) causes
an overboard discharge through blowout discs (frangible discs) on the aft left
fuselage. The disc’s corresponding white indicator cap blows off, leaving a
red indicator on the fuselage. When an overboard discharge occurs due to
overpressure, the bottle empties.
Figure 13-12: Blowout Discs
APU Fire Extinguishing

The APU zone extinguisher is the same type as those for the engines, but it
has only one discharge head. Position 1 of the FIRE APU switch fires the single
extinguisher into the APU.
The bottle’s safety frangible disc ruptures when the ambient temperature reaches
125°C (255°F). Its indicator is on the left fuselage. See Preflight in this section.
Figure 13-13: APU Fire Extinguisher Bottle

July 2010
Aft Compartment Fire Extinguishing
The FIRE AFT COMP light’s corresponding switch on the fire panel (Figure 13-2)
is safety-wired in the normal (0) position. When moved to position 1, the switch
fires both the aft and baggage compartments’ extinguisher bottles into the aft
compartment, depleting the contents of both bottles with one shot.
NOTE: In the event the aft compartment switch had been actuated
prior to illumination of a FIRE BAG COMP light, the baggage
compartment bottle would be empty.
Figure 13-14: Aft and Baggage Compartment Extinguisher Bottles
Baggage Compartment Fire Extinguishing

Like the APU and aft compartment switches, the two-position (0-1) baggage
compartment extinguisher switch is under its associated warning light
(FIRE BAG COMP). To discharge the baggage compartment’s single extinguisher,
pull the wire-safetied switch and move it to position 1.

July 2010
Fire Protection
Portable Extinguishers
Cockpit Fire Extinguisher
A CO2 extinguisher rating 2 lbs (0.9 kg) is installed in the cockpit. It can be used
for any fire of class A, B, or C covering all cases envisioned in a pressurized
cabin. It may be replaced with Halon fire extinguishers.
Figure 13-15: Cockpit Fire Extinguisher
Cabin Fire Extinguisher

One water extinguisher rating 1⅜ U.S. quart (1.3 liters) is installed at the front
of the passenger cabin. It can be used only for class A fires. It may be replaced
with Halon fire extinguishers.
Figure 13-16: Cabin Fire Extinguisher

July 2010

July 2010
Fire Protection
Preflight
During preflight, the crew checks in the cockpit, that all six extinguisher switches
are set to the normal (0) position and safetied, and on the exterior inspection, that
the six extinguisher discharge indicators on the left aft fuselage are white. A red
indicator means the associated extinguisher has vented and must be refilled.
Each extinguisher’s safety frangible disc protects the bottle from overpressure when
ambient temperature reaches approximately 132°C (269.6°F). Pressure blows the
disc and the corresponding indicator’s white cap off, leaving a red indicator on the
fuselage. When this occurs, the bottle discharges its entire contents overboard.
A placard on each extinguisher body lists corresponding pressures and
temperatures, which should be checked prior to each flight.
WARNIN
Do not attempt an engine relight after an engine fire or if the integrity of
the engine is questioned.
Fire Protection System Test

When pressed, the TEST FIRE button on the master warning panel activates
a warning horn and illuminates the following eight lights on the fire panel
(Figure 13-2):
Engine FIRE 1 PULL, FIRE 2 PULL, and FIRE 3 PULL
FIRE AFT COMP
WHEELS L/R
FIRE BAG COMP
FIRE APU
and checks:
the integrity of the sensing elements (detector head or tube)
the integrity of the bottle pyrotechnic cartridges (squibs)
the integrity of the optical detector
the horn and warning lights’ operating condition
that associated circuit breakers are engaged.
The system does not test if the detection tube or squibs are not working or if the
optical detector is faulty.

July 2010
Engine Fire
A warning horn and an illuminated FIRE PULL handle light indicate fire in the
associated engine. The horn is silenced by pressing the HORN SILENCE button
on the pedestal, but do not silence the horn until the problem is identified.
When the problem is identified, silence the warning horn. Retard the power
level to CUTOFF to cut off fuel to the engine at the fuel control. The fuel shutoff
valve of the respective feeder tank is closed when the FIRE PULL handle is
pulled. Reducing airspeed to 250 KIAS or below also reduces airflow through
the nacelle.
Move the appropriate extinguisher switch to position 1 to discharge the contents
of one fire bottle into the engine nacelle. If the condition persists beyond
30 seconds, move the extinguisher switch to position 2 to discharge the contents
of beyond 30 seconds fire bottle into the nacelle.
APU Fire
In the event of an illuminated APU FIRE light and warning horn, indicating fire in
the APU, depress the APU Master switch, which:
closes the APU fuel shutoff valve if it has not already closed
closes the air inlet door
closes the bleed air valve
reduces the amount of air in the fire area.
Move the FIRE APU switch to position 1 to discharge the APU fire extinguisher
contents into the APU compartment and move the APU BLEED switch to OFF
position.
If warning persists, pull the ENG 2 FIRE PULL handle to stop fuel flow to the
No. 2 (center) Engine, as well as to the APU. Shut down the engines and
evacuate according to the Emergency Shutdown and Evacuation Checklist in the
Baggage Compartment Fire

When the baggage compartment smoke detector optically detects 15 to 30%
smoke in that area, the FIRE BAG COMP light illuminates and the warning horn
sounds.
In the event of a baggage compartment fire warning, silence the horn and move
the BLEED AIR BAG switch on the bleed air panel to OFF. This closes two valves:
one that allows hot air into the compartment, while the other valve interconnects
the air between the baggage and passenger compartments.
Move the FIRE BAG COMP extinguisher switch to position 1. One of two
extinguisher bottles in the baggage compartment discharges its contents into
the area while the other extinguisher is used only in conjunction with the aft
compartment fire extinguisher system.
NOTE: Avionics equipment installed in the baggage compartment varies
with each aircraft.

July 2010
Fire Protection
Aft Compartment Fire

If the FIRE AFT COMP light illuminates, press the HORN SILENCE button and
turn the following switches off, pausing after each operation to check resulting
effects:
All bleed air HP switches.
ENG 2 Anti-Ice – The HP and anti-ice switches terminate any hot air supply
that may have caused fire warning sensors to activate.
BATT 1 and 2 (lights on) – The aft compartment fire or overheat condition
may be caused by the batteries or associated battery cables. With batteries
turned off, the corresponding BATT 1 and 2 lights on the master warning
panel illuminate.
Hydraulic STBY Pump – In the event of a hydraulic fluid leak, this prevents
fluid from spraying into the compartment and removes power from the standby
pump if it has overheated.
If warning persists, move the FIRE AFT COMP switch to position 1, which fires
contents of both the baggage and aft compartment extinguisher bottles into the
aft compartment.
If the warning extinguishes, land as soon as practical.
If the warning continues, cross-check all ITTs in the event the fire warning is
caused by a bleed air leak upstream from a bleed air valve. In this case, there
is a higher than normal ITT indication on the affected engine. Retard the hot
engine’s power lever to IDLE to allow the ITT to return to normal. Land as soon
as possible. Consider shutdown of the affected engine.
Wheel Well Fire

In the case of a WHEELS L or R fire warning, reduce speed to 190 Kts (VLO) or
less, and extend the landing gear. Keep the gear down until the light extinguishes
and for at least 10 minutes thereafter while airflow cools the heated wheel well
and brake unit.
There is no fire extinguisher system for the wheel wells.
CAUTIO
The overheat condition in the wheelwell may have caused the thermal
fuses in the wheel to melt. The tire(s) may be deflated. Make a shallow
approach and a soft landing.

July 2010

July 2010
Fire Protection
Data Summary
Fire Protection System

Fire Detection
Annunciators
Engine 1
Engine 2
Baggage Compartment
Left and Right wheel wells
Aft compartment
Primary B bus
Annunciators
Engine 3
APU
Distribution All three engines
APU (if installed) (automatic shut down)
Baggage compartment (smoke detector)
Aft compartment
Main gear wheel wells
Control TEST FIRE button (activates fire warning system)
Horn silence (silences horn)
Monitor Aural warning (can be silenced)
Annunciators
FIRE 1 PULL (No. 1 (left) Engine)
FIRE 2 PULL (No. 2 (center) Engine)
FIRE 3 PULL (No. 3 (right) Engine)
FIRE BAG COMP
FIRE APU
FIRE AFT COMP
WHEELS L/R
Fire warning panel test
Protection System fails to test if faulty
Circuit breakers
DETECT 1
DETECT 2
DETECT 3
REAR CMPT
BAG CMPT

July 2010
Fire Extinguishing
ENG 1 and ENG 2 – position 1
Primary B bus
ENG 3 – position 1
Battery bus
ENG 1, ENG 2, ENG 3 – position 2
FIRE BAG COMP – position 1
FIRE AFT COMP – position 1
FIRE APU – position 1
Distribution Halon 1301 extinguishers for
Three engines
Baggage compartment
Aft compartment
APU
Control FIRE PULL (fuel shutoff) handles for Engines 1, 2, 3
Six extinguisher switches
Monitor Fire panel warning lights
Protection Thermal discharge overpressure relief for bottles
Circuit breakers
EXTING 1-2
EXTING 3
FIRE (battery bus)

July 2010
14
Flight Controls
Contents
Flight Controls
Schematic: Primary Flight ControlsSystem................................. 14-5
Schematic: Slats - Emergency Operation................................... 14-7
Schematic: Slats - Normal Operation.......................................... 14-7
Schematic: Slats Operation - Automatic System 1. .................... 14-9
Schematic: Slats Operation - Automatic System 2. .................... 14-9
Schematic: Flaps Control System............................................. 14-11
Schematic: Airbrake System..................................................... 14-13
Ailerons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-15
Amedee.............................................................................................14-15
Trim, Arthur Q, Artificial Feel Units.....................................................14-15
Return-to-Neutral and Emergency Trim.............................................14-16
Elevator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-17
Arthur Q Unit and AFU.......................................................................14-17
Return-to-Neutral Device...................................................................14-17
Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-18
Trim Unit and AFU.............................................................................14-18
Return-to-Neutral Device...................................................................14-19
Artificial Feel Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-19
Arthur Q Units. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-20
Trim Units. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-20
Trim Indicators...................................................................................14-21
Hydraulic Servo Actuator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-21
Bypass Valve.....................................................................................14-22
Mechanical Stops..............................................................................14-22
Irreversibility Feature.........................................................................14-22
Bypass Leakage................................................................................14-22
Secondary Flight Controls
Moveable Horizontal Stabilizer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-23
Normal Trim Control...........................................................................14-23
Emergency Operation........................................................................14-24
Autopilot Stabilizer Control................................................................14-24

July 2010
Mach Trim Stabilizer Control..............................................................14-24
Horizontal Stabilizer Movement Limits...............................................14-25
Slats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-25
Stall Warning System........................................................................14-26
Slat/Flap Control Handle....................................................................14-27
Slat Indicating System.......................................................................14-28
Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-29
FLAP ASYM Warning........................................................................14-29
Flap Position Indicator.......................................................................14-29
Airbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-29
Airbrake Handle.................................................................................14-30
Airbrake Indications...........................................................................14-30
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-31
Abnormal Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-31
Inoperative (Jammed) Stabilizer Landing..........................................14-31
Inoperative (Jammed) Elevator Landing............................................14-31
Slats Intransit Light Illuminated During Cruise...................................14-32
Slats Intransit Light Stays Illuminated when
Slats Selected.................................................................................14-32
Flap System Jamming or Asymmetry................................................14-32
Landing with Airbrakes Malfunction: Extended..................................14-33
Mach Trim Inoperative.......................................................................14-33
Arthur Q Inoperative..........................................................................14-33
Data Summaries
Flight Controls System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-35
Primary Flight Controls......................................................................14-35
Pitch Trim - Normal............................................................................14-35
Pitch Trim - Emergency.....................................................................14-35
Roll Trim Control - Normal.................................................................14-36
Roll Trim Control - Emergency...........................................................14-36
Rudder Trim.......................................................................................14-36
Slats - Normal Operation...................................................................14-36
Slats - Emergency.............................................................................14-37
Slats - Automatic System 1................................................................14-37
Slats - Automatic System 2................................................................14-37
Airbrakes............................................................................................14-38

July 2010
Flight Controls
Flight Controls
The Falcon 50EX’s hydraulically boosted (i.e., power-assisted) primary flight
controls are the ailerons, elevators, and rudder. Mechanical linkages transmit
control inputs, which are power boosted by irreversible dual-barrelled hydraulic
servo actuators, to the control surfaces to maneuver the aircraft about three
axes.
Hydraulic System 1 powers one barrel of the dual-barrelled servo actuators while
System 2 powers the other.
All primary flight control linkages include artificial feel and return to neutral units.
Ailerons and rudder are control rod trim adjustable. Aileron and elevator artificial
feel is automatically adjusted by Arthur Q units.
The secondary flight controls include the moveable horizontal stabilizer, high lift
devices and airbrakes. The electrically operated horizontal stabilizer provides
trim control in the pitch axis. Wing leading edge slats and trailing edge flaps
provide high lift while airbrakes in the upper surface of the wing decrease lift.
Mach trim, yaw damper, and autopilot systems provide automatic inputs to the
flight controls (see Avionics and Autopilot chapter for details on autopilot).

July 2010

July 2010
Flight Controls

System
A
B
A/P U
RUD S C
D AUTO PILOT SERVO B
B U
RUDDER TRIM ACTUATOR S
U TRIM A
S RUDDER RUDDER AFU
Q. UNIT
TRIM
AILERON
RUDDER HYDRAULIC COPILOT PITOT AND
ACTUATOR STATIC PRESSURE
YAW
TRIM ACTUATOR
AILERON ARTHUR Q
MAIN AFU A
AUTO PILOT SERVO MOTOR B

A/P U
RUDDER S
PEDALS AMEDEE (NONLINEAR-TYPE AIL
DIFFERENTIAL GEAR)
A ELEVATOR
HYDRAULIC
B NORMAL HORIZONTAL ACTUATOR
U STAB STAB TRIM ACTUATOR ROLL
S NORMAL
B ROLL
EMERG D
EMERGENCY EMER. ROLL
B HORIZONTAL STABILIZER B
AILERON TRIM ACTUATOR
U STAB TRIM ACTUATOR (LEFT SIDE ONLY) U
S CONTROL HYDRAULIC
EMERG WHEEL ACTUATOR S
NO. 2 ENG PT2 AND

COPILOT STATIC PRESSURE A
Q. UNIT
ELEVATOR ARTHUR Q
PITCH
A ELEVATOR AFU
B ELEVATOR AUTO
U PILOT SERVO MOTOR
S
CONTROL
WHEEL

July 2010

July 2010
Flight Controls
Slats - Emergency Operation Slats - Normal Operation

INBOARD INBOARD
SLAT SLAT
NORMAL OUTBOARD NORMAL OUTBOARD

ACTUATORS SLAT ACTUATORS SLAT
E R E R E R
E R
EMERGENCY EMERGENCY EMERGENCY EMERGENCY
ACTUATOR ACTUATOR ACTUATOR ACTUATOR
R E R E R E R E
E E E E
E R E R E R E R
AIR AIR
BRAKE BRAKE
FLAPS FLAPS
UP UP
0 0
DN
48 20 DN
48 20
SLATS SLATS
SUPPLY RESTRICTOR
SLAT SLAT SUPPLY RESTRICTOR
INDIC CONTROL INDIC CONTROL
VALVE VALVE
A A
B B
U SOLENOIDS OUTBOARD SLATS OUTBOARD SLATS
EMER SOLENOID U
S S EMER SOLENOID
VALVE VALVE
SLATS A-B SLATS
CONTROL CONTROL
VALVE VALVE
R P P R STALL PROTECTION SOLENOID R P P R

TELEFORCE
CONTROL NO. 1 NO. 2
B CABLE NO. 1 NO. 2
SYSTEM SYSTEM SYSTEM SYSTEM
TELEFORCE
B CONTROL
U CABLE EMERG
S SLATS
EMERG
SLATS
NO. 1 SYSTEM SUPPLY AND CLEAN NO. 1 SYSTEM SUPPLY AND CLEAN
RETRACT LOAD PRESSURE RETRACT LOAD PRESSURE
NOTES: THE EMERGENCY SLAT SYSTEM
RETURN ACTUATES THE OUTBOARD SLATS ONLY NO. 1 SYSTEM EXTEND
PRESSURE
NO. 2 SYSTEM SUPPLY
SLATS WITH THE EMERGENCY SOLENOID ACTUATORS. SLATS
RETURN
NO. 2 SYSTEM EXTEND S + FLAPS 20° S + FLAPS 20°
PRESSURE NO. 2 SYSTEM SUPPLY
S + FLAPS 48° S + FLAPS 48°

July 2010

July 2010
Flight Controls
Slats Operation - Automatic System 1 Slats Operation - Automatic System 2

INBOARD INBOARD
SLAT SLAT
NORMAL OUTBOARD NORMAL OUTBOARD

ACTUATORS SLAT ACTUATORS SLAT
E R E R R E R
E
EMERGENCY EMERGENCY EMERGENCY
ACTUATOR EMERGENCY
R E R E ACTUATOR ACTUATOR ACTUATOR
R E R E
E E E E
E R E R E R E R
AIR
BRAKE AIR
FLAPS BRAKE
UP
FLAPS
UP
0
0
DN
48 20 DN
48 20
SLATS SLATS
IAS > 265 KT IAS > 265 KT

SLAT AIRDATA SUPPLY SUPPLY
CONTROL SLAT AIRSPEED
INDIC SWITCH INDIC SWITCH CONTROL
VALVE VALVE
A A
B OUTBOARD SLATS B
U OUTBOARD SLATS
EMER SOLENOID U EMER SOLENOID
S VALVE S VALVE
SLATS SLATS
CONTROL CONTROL
VALVE VALVE
LH AUTO
SLAT RH AUTO
B SLAT
R P P R R P P R
AUTO B
SLATS NO. 1 NO. 2 U NO. 1 NO. 2
SYSTEM SYSTEM S SYSTEM SYSTEM
A-B SOLENOID A
TELEFORCE AUTO SOLENOID B
17° OR 27° LH EMERG 19° OR 27° RH SLATS EMERG TELEFORCE
STALL VANE SLATS CONTROL CONTROL
CABLE STALL VANE SLATS
SWITCHES SWITCHES CABLE
A-B
CLEAN
NO. 1 SYSTEM SUPPLY AND NO. 1 SYSTEM SUPPLY AND
RETRACT LOAD PRESSURE CLEAN
RETRACT LOAD PRESSURE
NO. 1 SYSTEM EXTEND NO. 1 SYSTEM EXTEND
SLATS
PRESSURE PRESSURE
SLATS
RETURN RETURN
S + FLAPS 20°
S + FLAPS 20°
NO. 2 SYSTEM SUPPLY NO. 2 SYSTEM SUPPLY
S + FLAPS 48°
S + FLAPS 48°
NO. 2 SYSTEM EXTEND
PRESSURE

July 2010

July 2010
Flight Controls
Flaps Control System
FLAP MOTOR GEAR ASSY.
0° LIMIT SW
SLATS/FLAPS (LEADING
CONTROL UNIT FLAP CONTROL LINKAGE
EDGES)
CLEAN
TO SLATS INDICATING
TO AP GAIN AND 0° TO 5°
S I S
L N W SLATS RETRACTED AUTHORITY
SLATS A D I SWITCHING 0° TO 5° FLAP
T I T A-B HYDRAULIC
S C C >5°
TO T/O T/O >5° MOTOR WITH
S + FLAPS 20° A H
T CONFIGURATION CONFIG TO T/O CONFIG. FLAP GEAR
I 0° TO 22° 0° TO 22° EXTENSION REDUCTION BOX
S + FLAPS 48° N
G SOLENOID
>22°
SLATS FLAPS
EXTENDED RETRACTED 0°
>22° DOUBLE ANGLE
FLAP 0° 0° DRIVE
FLAPS 0° TO 48°
0° TO 20°
20° >20°
0° TO 48°
>20° ANGLE
FLAP DRIVE
EXTENDED RETRACT
FLAPS TO L/G WARNING 48° SOLENOID
EXTENDED 48° FLAP #2 HYD #2 HYD SCREW
CONTROL D RETRACTED ELECTRO- SYSTEM ACTUATOR
SYSTEM
AIR VALVE RETURN PRESSURE
BRAKE B
FLAPS U
S
UP
FLAP
ASYMMETRY
DN
48 20
SLATS EXTENDED
INBOARD
FLAP
B
RETRACTED RH FLAP
B POSITION LINK ROD
U FLAP A/B TRANSMITTER LIAISON
S INDIC MASTER WARNING PANEL
(43D)
FLAP EXTENDED
+28 VDC FLAP ASYM DIFF.
FAILURES RELAY EXTENDED
OUTBOARD
FLAP POSITION FLAP
INDICATOR LH FLAP
- RETRACTED POSITION
TRANSMITTER
N
+
EXTENDED POTENTIOMETER
FOR ASSYMETRY
DETECTION

July 2010

July 2010
Flight Controls
Airbrake System
TRIM/AIRBRAKE
CONTROL UNIT
P
R EXTENDED
POS. 1
I
M
A
R A/B
Y CONTROL RH OUTBOARD
RETRACTED AIRBRAKE
A
EXTENDED
B
U INBOARD/
POS. 2 OUTBOARD
B S
RH MEDIAN
AIRBRAKE
1 RETRACTED
2
RH INBOARD
EXTENDED AIRBRAKE
NORMAL
RETRACTED B
TO STANDBY AIR
HYD PUMP BRAKE
LH INBOARD
A-B AIRBRAKE
T/O
CONFIG
MEDIAN
LH MEDIAN
PRINTED AIRBRAKE
CIRCUIT
BOARD
GROUND/FLIGHT RELAYS
LH OUTBOARD
84° FCU AIRBRAKE
POWER
LEVER
SWITCHES SYSTEM PRESSURE
CHECK VALVE
SYSTEM RETURN
CALIBRATED VALVE
OPERATING FLUID RETURN
PRESSURE RELIEF VALVE
OPERATING FLUID PRESSURE

July 2010

July 2010
Flight Controls

Conventional yokes and rudder pedals at the pilot and copilot stations provide
input to the primary flight controls. The two sets of controls are interconnected
beneath the cockpit floor. From the cockpit, a mechanical linkage for each control
transmits the input.
Ailerons
CAUTIO
Full application of rudder or aileron controls, as well as maneuvers that
involve AOA near the stall must be confined to speeds below VA. Rapidly
alternating large rudder applications in combination with large sideslip
angles may result in structural failure at any speed.
The aileron linkage, which includes an amedee and two hydraulic servo actuators
(one in each wing), is routed through the fuselage and the wing leading edges to
the aileron control surfaces on each wing. The control linkages move the control
surfaces approximately 25° up or down.
Figure 14-1: Ailerons
Amedee
The amedee is a mechanical device that changes the amount of control travel
with input. It reduces the quantity of output travel to the control surfaces near
the center of travel and increases the output travel to the control surface near
the extremes of travel. This function decreases control sensitivity near neutral
control yoke position and decrease overcontrolling tendencies.
Trim, Arthur Q, Artificial Feel Units

A trim unit, Arthur Q unit, and Artificial Feel Unit (AFU) for the ailerons are
all connected together in a linkage to the airframe. The opposite end of this
linkage exerts forces on the aileron linkage through a three arm bellcrank. The
force exerted is dependent on trim unit displacement, airspeed, and control
displacement.

July 2010
The trim unit is controlled by a dual rocker switch on the trim control box of the
center pedestal. Both halves of the switch must be depressed momentarily down
to the left or right to actuate the trim unit and exert forces to cause left or right roll
forces on the ailerons.
Figure 14-2: Dual Locker Switch

The AFU increases control load with control displacement from center while
the Arthur Q unit changes the amount of displaced control load according to
airspeed.
Return-to-Neutral and Emergency Trim

An emergency trim unit and a return-to-neutral device (secondary AFU) are
attached to the aileron servo actuators.
The return-to-neutral device continually exerts a centering force on the linkage at
the servo actuator in each wing. A torque link connected to the servo actuator and
airframe generates the centering force. In normal operations, the link provides some
feel force to the pilot through the linkage. If the aileron control linkage is disconnected
in flight, this device trails the respective aileron in the neutral position.
The emergency aileron trim is connected to the linkage through a bell crank
at the left aileron actuator only. Two momentary pushbutton switches on the
trim control panel on the center pedestal control emergency trim. If the control
linkage to the ailerons is disconnected, the emergency trim actuator may provide
limited control of the left aileron.
Figure 14-3: Emergency Trim

July 2010
Flight Controls
Elevator
The elevator linkage is routed through the lower fuselage, the left side of the aft
compartment, and the vertical stabilizer to the horizontal stabilizer level where
it connects to the elevator surface. The control linkage moves the elevator
approximately 20° up and 16° down. If elevator control is lost, the aircraft may be
controlled in the pitch axis by the moveable horizontal stabilizer.
Figure 14-4: Elevator

The hydraulic servo actuator, mounted on the upper surface of the center section
of the horizontal stabilizer, is in the linkage just prior to the elevator. If hydraulic
power is not available, the servo actuator completes the mechanical linkage from
the cockpit controls to the elevator.
Arthur Q Unit and AFU

The Arthur Q and AFU, which are connected together in a linkage attached to
the opposite end of the airframe, exert forces through a three arm bellcrank
on the elevator linkage. The force exerted depends upon airspeed and control
displacement.
The AFU increases control load with control displacements from center position
while the Arthur Q unit changes the amount of displacement control loading
according to airspeed.
Return-to-Neutral Device
A return-to-neutral (secondary artificial feel) device continually exerts a centering
force on the linkage at the servo actuator. A torque link connected to the actuator
and the horizontal stabilizer generates the centering force.
In normal operation, the link provides some feel force to the pilot through the
linkage. If the elevator control linkage is disconnected in flight, the device trails
the elevator in the neutral position. However, with hydraulic power removed on
the ground, the force is not sufficient to hold the elevator neutral.

July 2010
Rudder
CAUTIO
Full application of rudder or aileron controls, as well as maneuvers that
involve AOA near the stall must be confined to speeds below VA. Rapidly
alternating large rudder applications in combination with large sideslip
angles may result in structural failure at any speed.
The rudder linkage is routed through the lower fuselage, the right side of the
aft compartment, and the vertical stabilizer to the upper portion of the vertical
stabilizer where it connects to the rudder. The hydraulic servo actuator is in the
linkage of the upper portion of the vertical stabilizer. The control linkage moves
the control surface 29° left or right. If rudder control is lost, there are no other
aerodynamic controls for yaw control. It may be possible, however, to utilize
differential thrust between No. 1 and 3 Engines for yaw control.
Figure 14-5: Rudder
Trim Unit and AFU

Attached to the linkage in the aft compartment are a trim unit and AFU connected
together in a linkage attached to the airframe. The opposite end of the linkage
exerts forces through a three arm bellcrank on the rudder linkage. The force
exerted depends on trim unit and control displacement.
Figure 14-6: Dual Toggle Switch

July 2010
Flight Controls
A dual toggle switch on the trim control box on the center pedestal controls the
trim unit. Both halves of the switch must be moved momentarily to the left or right
to cause left or right yaw forces on the rudder. The AFU increases control load
with control displacement from center position.
Return-to-Neutral Device
A secondary AFU or return-to-neutral device continually exerts a centering force
on the linkage of the servo actuator. Internal springs in a small variable link
between the actuator and the airframe generate the necessary force. In normal
operation, the link provides some feel force to the pilot through the linkage. If the
rudder control linkage is disconnected in flight, the device maintains the rudder
in the neutral position.
Artificial Feel Units

None of the aerodynamic surface loads are transmitted to the pilot from the flight
controls with hydraulically boosted irreversible actuators. Without this feedback,
the pilot loses a sense of feel for proper control of the aircraft and may over or
under control the aircraft. AFUs simulate control loads. The Falcon 50EX has
three AFUs to simulate aerodynamic control loads; they increase control loading
with displacement of the pilot controls from the center positions.
TO SERVOCONTROL AND
TO THE PILOT CONTROL SURFACE
TRIM ACTUATOR
(ROLL OR YAW)
ARTHUR
(ELEVATOR AND
AILERON ONLY) CONNECTION TO
AIRFRAME
MAIN AFU
Figure 14-7: Artificial Feel Units

The AFU is a simple mechanical device of a variable length control linkage; it
comprises an outer tube with springs and an inner piston between sets of the
springs. The tube connects to the linkage at one end; a rod attached to the piston
connects to the linkage at the other end. The linkage is connected to a fixed
position on one end and to a three arm bellcrank in the flight control linkage at the
opposite end.

July 2010
When the control linkage is displaced from center, the third arm of the bellcrank
pulls or pushes on the AFU linkage. Since one end of the AFU linkage is connected
to a fixed position, the AFU either expands or compresses its length. The internal
springs then exert forces that are transmitted through the linkage to the pilot. The
greater the displacement, the greater the spring forces transmitted.
Arthur Q Units
The faster the aircraft flies, the smaller the deflection of a control surface needed
to obtain the same control load as at a lower speed. Arthur Q units further refine
the artificial feel to provide the necessary change in the control feel with changes
in the airspeed.
As airspeed increases, the Arthur Q units in the aileron and elevator increase
the load on the control linkages for a given amount of control displacement. The
manufacturer did not incorporate an Arthur Q unit for the rudder.
The units are variable length arm bellcranks in the artificial feel linkages between
the AFU and the flight control linkage. Airspeed (ram and static pressure) inputs
control the Arthur Q unit arm length; the arm lengths change as airspeed
increases to apply more AFU force to the control linkage for a smaller control
displacement.
The copilot pitot and static pressures provide airspeed control for the aileron
Arthur Q unit; the copilot static pressure and the No. 1 Engine PT2/TT2 probe ram
pressure provide airspeed control for the elevator Arthur Q unit. Airspeed derived
from the air data system monitors the airspeed control for both Arthur Q units. If
a sufficient discrepancy occurs, a Q UNIT annunciator illuminates on the Master
Warning Panel.
The arm length change utilizes a hydraulic piston spring-loaded to return to a
position corresponding to the low speed condition if hydraulic pressure is lost.
Hydraulic system 1 provides pressure for both Arthur Qs.
Trim Units
Trim units are used in the aileron and rudder systems; pitch trim is accomplished
with the moveable horizontal stabilizer. The trim units are installed as a link in the
artificial feel linkages between the AFU and flight control linkage.
When actuated, the trim units vary their length to change the length of the
artificial feel linkages. This alters the relationship between the displacement of
the control linkage and the forces generated by the AFU. The linkage length
change establishes a new neutral or no force point in the displacement of the
controls. Displacement of the flight controls from this new neutral point in either
direction causes increased control loading.
A sensor measures the displacement of the neutral point and transmits it to a
trim indicator. The ailerons trim to ± 50% of normal aileron travel while the rudder
trims to ± 40% of normal rudder travel.

July 2010
Flight Controls
Trim Indicators
Roll, pitch, and yaw trim systems are electrically controlled. The trim indicators
are just above pilot's MFD and indicate percent of flight control deflection for
the aileron and rudder, and degree for stabilizer position. The aileron trim scale
is from 50% L to 50% R while the rudder trim scale is from 40% L to 40% R.
The stabilizer position scale is from +1°(nose down) to -12° (nose up). Normal
stabilizer travel is +1° to -11°.
A green range between -4°30’ and -5°30’ shows the normal takeoff position. The
takeoff range limits are -3° to -7°.
Figure 14-8: Trim Indicators
Hydraulic Servo Actuator

A dual barrelled hydraulic actuator attached to each of the primary flight control
surfaces receives inputs from the flight control linkages. The actuator boosts or
amplifies the force of the input transmitted to the flight control. Both hydraulic
systems power the actuator. A dual linkage connects the actuator body containing
two adjacent actuator cylinders to an attachment fitting on the control surface.
CONTROL SURFACE
SECONDARY AFU
FIXED RODS
MECHANICAL STOPS
CONTROL LINKAGE
STRUCTURE
Figure 14-9: Dual Barrelled Hydraulic Actuator

July 2010
Individual linkages connect the piston of each actuator to the airframe (aileron and
rudder) or horizontal stabilizer (elevator). The flight control linkage is connected
to a control lever on the actuator body.
The two control levers on the actuator are interconnected to move together and
connect to two control spools. One lever is connected to the control linkage from
the cockpit and the other to the return-to-neutral device.
Because the levers are interconnected, the control spools move in unison. Each
spool controls the amount of hydraulic supply pressure metered to either one
side or the other of the actuator piston; it also returns fluid from the opposite side
of the piston to the hydraulic return system.
Hydraulic System 1 supplies pressure to one control spool; System 2 supplies
pressure to the other. Pressure on one side of the piston or the other causes the
cylinder and thus the actuator body to move the control surface.
The hydraulic actuator incorporates a bypass valve, mechanical stops, an
irreversible feature, and bypass linkage for protection.
Bypass Valve
In case of hydraulic power failure to one actuator barrel, a bypass valve prevents
the failed barrel from interfering with the normal function of the operating barrel.
On the aileron actuator, there is no locking system for either the control surfaces or
linkages. At engine shutdown, both bypass valves are open and the control surfaces
are held in neutral position by the torque rod, the AFU, and friction in the linkage.
Both the rudder actuators have a gust damping system. On the elevator, a
restrictor in the bypass system prevents rapid movement at engine shutdown
so the elevator drops downward over a 10-second period. For the rudder, the
gust damping system restricts the bypass valve flow on both barrels to prevent
gusts from moving the rudder significantly. On engine shutdown, the AFU and
return-to-neutral device return the rudder to neutral.
Mechanical Stops
The servo actuator actuating lever moves between two mechanical stops to
provide the pilot a mechanical means of flying the aircraft in the event of a complete
hydraulic failure. Airspeed in this case must be limited to 260 Kts or 0.76 M.
Irreversibility Feature
The check valve in the hydraulic supply line prevents displacement of the servo
actuator in the reverse direction in the event the aerodynamic loads on the control
surface exceed the force developed by the servo actuator.
Bypass Leakage
Each servo actuator barrel has a bypass calibrated leakage. A continuous limited
flow is maintained to warm the power servo unit during prolonged flight at high
altitude and prevent fluid from gelling in the servo actuator.

July 2010
Flight Controls
Secondary Flight Controls
Moveable Horizontal Stabilizer

To provide pitch trim, the horizontal stabilizer moves on a horizontal shaft. The
stabilizer is driven by a shaft via an electrical actuator with two drive motors.
One motor is used for normal operation; the other for emergency operation. The
normal trim motor is powered by the Primary A bus through the NORMAL circuit
breaker on the trim control box on the center pedestal and a STAB NORMAL
circuit breaker on the overhead panel; Primary B bus powers the emergency
motor.
Figure 14-10: Horizontal Stabilizer
Normal Trim Control

Split toggle switches on each control wheel activate the normal pitch trim (both
halves must be depressed simultaneously in the same direction). Autopilot and
Mach Trim activate the pitch trim through the normal trim motor.
Figure 14-11: Split Toggle Switches

July 2010
Emergency Operation
The TAIL PLANE toggle switch on the trim control box on the center pedestal
actuates the horizontal stabilizer emergency motor and mechanically trips the
NORMAL circuit breaker. When the NORMAL CB is not tripped, a relay prevents
power from going to the emergency trim system.
A motion detector inside the horizontal stabilizer actuator activates an audible
cockpit clacker when it senses horizontal stabilizer motion.
Figure 14-12: Tail Plane Toggle Switch
Autopilot Stabilizer Control

The autopilot utilizes the normal trim system. When engaged, the autopilot issues
pitch trim control signals. Deflection limits are the same as in manual normal
control. Actuating normal or emergency manual pitch trim control automatically
disengages the autopilot.
Mach Trim Stabilizer Control

CAUTIO
Do not allow Mach trim operation unless normal stabilizer control is in
service and the air data computer is in operation.
The electronic Mach Trim device varies the stabilizer angle of deflection
commensurate with changes in the Mach numbers to ensure a higher stability
about the pitch axis at high Mach numbers. The system is normally energized
before takeoff and is only activated above an indicated Mach of 0.78. It varies
the stabilizer deflection by -0.4° (nose up) for an increase in the Mach number
of 0.78 to 0.89.

July 2010
Flight Controls
Horizontal Stabilizer Movement Limits

CAUTIO
If the air data computer is inoperative, stabilizer deflection range, while
using NORMAL mode, is +1° to -11°, regardless of IAS.
The following electrical stops limit maximum deflection of the stabilizer:

NORMAL mode: below 200 Kts, IAS + 1° nose down to -11° nose up
NORMAL mode: above 200 Kts, IAS +1° nose down to -5° nose up
EMERGENCY mode: all speeds, +1.5° nose down to -11.4° nose up (via
mechanical stops)
Slats
CAUTIO
At altitudes above FL200, do not establish or maintain a configuration
with the flaps or slats extended.
Each wing has two mechanically or electrically controlled and hydraulically

operated leading edge slats; one inboard slat that extends to 20° and one
High Lift Devices
outboard slotted slat that extends to 30°. The slats, designed to reduce stall Operating or
speed, operate in the modes listed below. Extended Speed
Limitations VFE
Normal Mode – The slats are mechanically controlled and hydraulically operated
by Hydraulic System 1. In normal operation, a single hydraulic actuator extends Slats
and retracts each inboard slat. Two hydraulic actuators extend and retract each Extended - 200 KIAS
outboard slat. Hydraulic pressure is continuously supplied to the retract side of
the normal slat actuators. Slats Extended +
Flaps 20° - 190 KIAS
During extension, the retraction pressure is redirected in the supply control valve.
When retracted, the slats are held in position by Hydraulic System 1 pressure; Slats Extended +
restrictors retard inboard slat extension so outboard slats extend more rapidly Flaps 48° - 175 KIAS
than inboard slats.
During retraction, a solenoid on the slat control valve prevents retraction of the
outboard slats until the inboard slats are fully retracted. The same solenoid
prevents retraction of the outboard slats until the wing flaps are fully retracted.
Emergency Mode - The electrically controlled outboard slats are powered
by the Primary B bus through the EMERG SLATS switch on the pedestal and
hydraulically operated by Hydraulic System 2. The slats are extended by a single
emergency slat actuator on each outboard slat. Hydraulic pressure is routed
through the outboard slats emergency solenoid valve. The emergency slat
actuators do not retract.
Automatic Mode; System 1 - If the left stall warning vane senses a local AOA
of 17° or more, the solenoid on the slat control valve is activated by Primary A
bus power. This causes the outboard slats to extend with Hydraulic System 1
pressure applied to the normal slat actuators.
Automatic Mode; System 2 - If the right stall warning vane senses a local AOA
of 19° or more, Primary B bus powers both the solenoid on the slat control valve
and the outboard slats emergency solenoid valve. Hydraulic System 1 extends
the outboard slats with the normal slat actuators, and Hydraulic System 2 extends
the outboard slats with the emergency slat actuators.

July 2010
Stall Warning System
Two stall warning sensors automatically activate slat extension when sensing
AOA near stall. Primary A bus powers the left stall warning vane while Primary B
bus powers the right.
Figure 14-13: Stall Warning Sensors

The stall sensors activate the stall warning system with a local AOA of 17° for the
left vane, 19° for the right, and 27° for both if the lower value contacts fail.
CAUTIO
Do not intentionally fly the airplane slower than initial stall warning
onset.
When activated, the stall warning system:

activates the aural warning stall to inform the crew of an impending stall.
illuminates the three IGN lights on the Engine Indicator Electronic Display
(EIED) #1.
activates the engine ignition systems.
automatically extends each outboard slat.
The aural warning continues to sound as long as either contact is maintained. To
prevent engine flameout during a stall, the igniter plugs are automatically excited.
The ignition remains on for 10 seconds after the two contacts are released. If IAS
is lower than 265 Kts, the same contacts cause the slats to extend automatically
through electrical circuits independent of the stall warning circuits. The stall
systems and automatic slat operation are disarmed above approximately
265 Kts.
The stall systems are tested on the ground using the STALL 1 and 2 pushbuttons,
which should not function in flight.

July 2010
Flight Controls
Slat/Flap Control Handle

CAUTIO
Do not move the handle directly from S + FLAPS 48° to SLATS or
CLEAN.
The slat/flap control handle on the center pedestal stops at each of four
detents:
CLEAN (flaps and slats fully retracted)
SLATS (extension of all the slats)
S + FLAPS 20°
S + FLAPS 48°.
Figure 14-14: Slat/Flap Control Handle

Movement of the slat/flap handle from CLEAN to SLATS transmits the mechanical
movement to the slat control valve for slat extension. Subsequent movement of
the handle activates electrical switches powered by the Auxiliary D bus for wing
flaps control. To move the handle from one detent to the other, pull it slightly
upward to release the latch. Do not move the handle to the next detent until the
flaps stop moving.
A double stop at S + FLAPS 20° prevents direct movement from S + FLAPS 48°
to SLATS.

July 2010
Slat Indicating System
To determine slats position, the pilot monitors two lights on the center instrument
panel:
a red arrow-shaped intransit light
and a green elliptical-shaped extended light.
Figure 14-15: Slat Indicating System

Extended and retracted microswitches on each of the four slats, as well as one
microswitch in the slat/flap handle, and the emergency slat switch illuminate
these lights with Primary A bus power.
The red intransit light illuminates:
if one or more slats is not fully extended or fully retracted (in transit), and the
slat/flap handle is not in the CLEAN position.
when the slat/flap handle is in the CLEAN position and one or more of the four
slats is neither fully stowed nor fully extended, and both outboard slats are not
fully extended.
The green extended light illuminates:
if all four slats are extended and the flap/slat handle is not in the CLEAN position
(the red light extinguishes).
if the slat/flap handle is in the CLEAN position and outboard slats are extended
(without regard to the inboard slats’ position).
When all four slats are stowed, both lights extinguish.

July 2010
Flight Controls
Flaps
CAUTIO High Lift Devices
Operating or
At altitudes above FL200, do not establish or maintain a configuration Extended Speed
with the flaps or slats extended. Limitations VFE
The flaps are electrically controlled and hydraulically actuated. Each wing has Slats
Extended - 200 KIAS
two trailing edge flaps, inboard and outboard, that increase lift when partially
extended and increase drag when fully extended. Hydraulic system 2 supplies a Slats Extended +
hydraulic motor that extends and retracts the flaps with screw jacks. Flaps 20° - 190 KIAS
Slats Extended +
FLAP ASYM Warning Flaps 48° - 175 KIAS
The left and right outboard flaps are each connected to a position potentiometer
on the aft wing spar. In case of flap asymmetry, an electronic circuit powered by
the Primary B bus trips the FLAP CONTROL circuit breaker; this causes the flaps
to stop.
The FLAP ASYM annunciator on the Master Warning Panel illuminates. The Flaps Limitations
threshold is 5° of asymmetry for a flap deflection of 20° and 8° of asymmetry for
a 48° deflection. In flight, extend flaps to
the next detent only after
cessation of movement
Flap Position Indicator to the previous detent
position.
The left outboard flap potentiometer provides flap position (0°, 20°, 48°) on
the instrument panel SLATS/FLAPS indicator. The Primary B bus powers the Do not extend the flaps if
indicator through the FLAP A/B INDIC circuit breaker. the slat green light is not
ON.
During retraction from S + 48°, the next detent (S + 20°) actually leaves the flaps
set in a 22° position.
Airbrakes
CAUTIO
Extension of the airbrakes within 500 ft. from ground is not recommended.
The airbrakes, used for altitude loss and/or speed reduction, comprise six panels;
three hinged on the upper surface of each wing. Hydraulic System 2 powers
the actuators that operate each panel. An independent subsystem actuates the
center airbrakes while another actuates the inboard and outboard airbrakes.
Maximum deflection of each airbrake panel is:
Inboard panel 37°
Center panel 50°
Outboard panel 68°
At high speed, the airbrake actuators may not reach full extension.
In the event of a Hydraulic System 2 failure, the airbrakes are held in the stowed
position by a pressure-holding valve in the airbrake system. Should the failure
occur with the airbrakes extended, they blow down, but do not stow. An airbrake
system electrical failure causes the airbrakes to stow (fail-safe).

July 2010
Airbrake Handle
The airbrake handle moves to three detents:
0 - all three panels are retracted
1 - the center panel on each wing extends
2 - all three panels (inboard, center, and outboard) on each wing extend.
Airbrake Limitations
The pilot should keep

his hand on the control
handle until proper
extension or retraction
of the airbrakes is
ascertained.
If the maximum Operating

Speed Limit VMO/MMO is
inadvertently exceeded,
do not hesitate to use the
Airbrakes.
Extension of the
Airbrakes within 500 ft.
from ground is not
recommended.
Figure 14-16: Airbrake Handle
Airbrake Indications
An illuminated amber AIR BRAKE light on the instrument panel indicates that
one or more of the six airbrake panels is not stowed. The T/O CONFIG light on
the Master Warning Panel illuminates if the inboard and center airbrake panels
are not retracted at takeoff.

July 2010
Flight Controls
Preflight
During the external preflight inspection, all control surfaces should be checked
for security and general condition.
During the cockpit inspection, ensure the slat/flap control handle agrees with the
corresponding position indicator, and that elevator trim is within takeoff range.
See Preflight Inspection chapter for details.
Abnormal Procedures
Inoperative (Jammed) Stabilizer Landing
A jammed stabilizer is indicated by failure of the aircraft to respond to normal
or emergency pitch trim or to autopilot pitch trimming. The autopilot uses the
normal pitch trim motor; therefore, it should be disengaged. All pitch control is
then accomplished with elevator inputs which may require considerable physical
effort by the crew. Advanced planning for a successful landing is required.
If landing is made in a condition of +1° to -5° stabilizer position, the aircraft has a
pitching down tendency. A Flaps 20° landing keeps the flaps from causing more
nose down pitch than the elevator can counteract. A shallow approach keeps pitch
changes to a minimum. Maintain a steady thrust output until touchdown to avoid
any rudder and pitch changes due to thrust changes near landing. Approach is
made at VREF + 20 Kts to provide good elevator effectiveness.
CAUTIO
Do not reduce engine thrust before touch-down. The "Landing Gear not
Extended" aural warning may not sound.
If stabilizer is in the range of -5° to -11°, a normal approach can be made since
this is the normal range for landing.
Inoperative (Jammed) Elevator Landing

An inoperative elevator could be the result of a jammed mechanical linkage or
a disconnected linkage. With a jammed linkage, the yoke does not move and
there is no aircraft response. With a disconnected linkage, the yoke may move
but there is no aircraft response.
If the primary elevator control is ineffective, the normal or emergency trim is
used. Short actuations of pitch trim are essential since it takes some time for the
aircraft to establish a new stability. For landing, use a shallow approach so that
only small changes in pitch are required. Flap choice for landing can be either
20° or 48°.

July 2010
A Flaps 48° landing is the most desirable in a situation where the inoperative
elevator causes a pitching up tendency (extending flaps to 48° causes the aircraft
nose to pitch down). Flaps 20° is better for landing with a jammed elevator that
causes a pitch down movement.
Slats Intransit Light Illuminated During Cruise

Reduce aircraft speed to below 200 Kts to avoid possible structural damage (the
slats extended limitation is 200 KIAS).
Slats Intransit Light Stays Illuminated when Slats

Selected
The green extended indicator light confirms extension to the position requested.
If the slat/flap handle is in the SLATS position, both the inboard and outboard
slats must extend fully for the illumination of the green extended light. Automatic
slat extension and emergency slat selection only require outboard slat extension
to obtain a green light.
The abnormal procedure attempts to get outboard slats extended and confirmed.
With outboard slats extended, flaps may then be extended.
If the red intransit light remains illuminated upon normal slat extension, the
emergency slat switch is placed to the ON position. If an outboard slat has not
extended, this action may extend it. The green light illuminates and a normal flap
extension for landing can be made. If an inboard slat has not fully extended, the
emergency slat extension does not help.
To determine if the outboard slats are extended, return the slat/flap handle to
the CLEAN position. If both outboard slats are extended with emergency slats
selected, the green light illuminates. Next select the desired flap setting on the
slat/flap handle. If, however, it is an inboard slat that is not fully extended, the red
intransit light re-illuminates.
If the red intransit light remains on through the whole procedure, the flaps are not
extended; follow the clean wing landing procedure.
Flap System Jamming or Asymmetry

If the flaps jam, it is indicated on the flap position indicator. If an asymmetry
occurs, the flaps are stopped from further movement and the FLAP ASYM light
on the Master Warning Panel illuminates. Procedures applied are appropriate to
landing with flaps at a lesser setting. The flap control CB may pop and does not
reset.
CAUTIO
To prevent hazardous inadvertent flap movement during approach, set
the flap lever to the detent nearest to the flap position actually achieved.
Any further flap selection is prohibited.

July 2010
Flight Controls
Landing with Airbrakes Malfunction: Extended

Since the airbrakes are electrically controlled and hydraulically operated, a loss
of electrical power should retract the airbrake panels if they are deployed. If the
normal control handle fails to retract the airbrakes, pulling the airbrake CB may
cause them to retract.
Procedures then require higher approach speeds to counteract the loss of wing
lift because of the extended airbrakes.
Mach Trim Inoperative

If the MT light illuminates, attempt to reset the system by placing the MACH
TRIM switch to OFF and then to ON. With the autopilot off and speed in excess
of 0.78 M, Mach trim must be operative to prevent some nose down pitching
(Mach tuck) as Mach increases. With Mach trim inoperative, speed must remain
below 0.78 M if the autopilot is not engaged.
Arthur Q Inoperative
With the Q UNIT light illuminated, a Q unit is not in the position appropriate to
the current airspeed. This can cause higher or lower control forces. Turn the
autopilot off to prevent excessive overcontrolling.
CAUTIO
The pitch and roll control surfaces may be higher or lower than normal
depending on whether the ARTHUR unit fails in 'high" or "low" position.
–– Light forces: Avoid large displacements and rapid movements of
the control surfaces. Maintain speed below 260 KIAS and MI 0.76.
–– High forces: If necessary, use normal or emergency trim systems
for pitch change.
Check the copilot’s pitot/static selector is in the normal position to give proper
air data input. If the total air temperature is less than 10°C (50°F), check that the
No. 1 Engine anti-ice is on to ensure heating of its PT2/TT2 probe. This probe
provides total pressure data for the elevator Q-unit sensing.

July 2010

July 2010
Flight Controls
Data Summaries
Flight Controls System

Power Source Hydraulic Systems 1 and 2
Distribution Aileron, elevator, and rudder servo control actuators
Arthur Q Units
Power Source Hydraulic System 1 Copilot static system (static pressure data)
Copilot pitot system (aileron Arthur Q)
Engine No. 1 pressure (PT2) probe (elevator Arthur Q)
Control NORMAL/PANEL ONLY Dual isolation valve selector
Monitor Q UNIT Light
Pitch Trim - Normal

Control Split yoke switches Autopilot system Mach trim system
Monitor Trim indicator Clacker T/O CONFIG Light
NORMAL (on pedestal, 10A)
STAB NORMAL (on overhead panel, 15A)
Cross relays
Pitch Trim - Emergency

Control TAILPLANE switch
Monitor Trim indicator Clacker
STAB EMERG (overhead panel, 10A)

July 2010
Roll Trim Control - Normal
Control AILERON switch
Monitor AILERON Scale of trim indicator
Protection Cross relays Circuit breaker
TRIM AILERON
Roll Trim Control - Emergency

Control Two red pushbuttons below AILERON trim switch
Distribution Left aileron
Monitor AIL ZERO Light
ROLL EMERG
Rudder Trim
Control Rudder switch
Distribution Rudder
Monitor RUDDER scale of trim indicator
Protection Cross relays Circuit breakers
TRIM RUDDER
Slats - Normal Operation

Primary A bus
Indication
Manual
Control Extension
Manual and Primary A bus
Control Retraction
Control Slat/flap control handle
Distribution Inboard slats
Outboard slats
Monitor Slats-in-transit red arrow
SLATS green slat-shaped light
Annunciators
T/O CONFIG
AUTO SLATS

July 2010
Flight Controls
Slats - Emergency
Primary B bus
Control EMERG SLATS red guarded switch
Distribution Outboard slats only
Extension only
Monitor Red Slats-in-Transit arrow illuminates as soon as the switch is
activated
Green slat-shaped light illuminates when outboard slats are fully
extended and the slat flap handle is in the CLEAN position
RH AUTO SLAT
Slats - Automatic System 1

Primary A bus
Control Left stall vane – automatic activation at 17
Monitor Slats-in-Transit Arrow light
Slats Extended Green Light
IGN Lights
Audible stall warning
STALL 1 and 2 test switches
LH AUTO SLAT
Slats - Automatic System 2

Power Source Hydraulic Systems 1/2
Primary B bus
Control Right stall vane - automatic activation at 19°
Monitor Same as automatic system 1, except red Slats-in-Transit arrow
remains illuminated after stall condition is corrected if Hydraulic
System 1 is inoperative
RH AUTO SLAT

July 2010
Flaps
Power Source Auxiliary D bus (Control)
Hydraulic System 2 (Operation)
Primary B bus (Indication)
Control Slat/flap handle
Distribution Inboard and outboard flaps
Monitor Flap position indicator
Annunciator
FLAP ASYM
T/O CONFIG
Protection Flaps asymmetry circuit (cuts power to hydraulic reduction gear
motor)
Circuit breakers
FLAP CONTROL
FLAP A/B INDIC
Airbrakes
Power Source Hydraulic System 2 Primary A (control) Primary B (indication)
Control Airbrake handle
Distribution Six airbrake panels
AIRBRAKE
T/O CONFIG
FLAP A/B INDIC
A/B CONTROL

July 2010
15
Fuel System
Contents
Fuel System
Schematic: Fuel System. ............................................................15-5
Schematic: Refueling System.....................................................15-7
Fuel Storage
Wing Tanks..............................................................................................15-9
Inboard Wing Tank..............................................................................15-9
Outboard Wing Tank...........................................................................15-9
Center Wing Tank............................................................................. 15-10
Fuel Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-10
Fuel Tank Air Vent System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-11
Venting During Refueling.................................................................. 15-11
Wing Tank Vent Valves..................................................................... 15-11
Feeder Tank Vent Valve.................................................................... 15-11
Fuel Tanks Pressurization System. . . . . . . . . . . . . . . . . . . . . . . . . . . 15-11
Differential Pressure......................................................................... 15-12
Wing Tanks Pressurization............................................................... 15-12
Feeder Tanks Pressurization............................................................ 15-12
Automatic Draining........................................................................... 15-13
Distribution/Control System
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-15
Main Transfer System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-15
Strainers and Transfer Shutoff (Isolation) Valves............................. 15-15
Transfer Pumps and Pressure Switches........................................... 15-16
Transfer Valves................................................................................. 15-17
Transfer Manifold.............................................................................. 15-17
Control of Transfer Valve Opening.................................................... 15-18
Auxiliary Transfer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-19
Emergency Transfer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-19
Engine Fuel Supply System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-20
LP Booster Pumps and Pressure Switches...................................... 15-20
Fuel Supply Manifolds...................................................................... 15-21
Supply Manifold Shutoff Valves........................................................ 15-21
Side Engine Supply Manifold Crossfeed Valves............................... 15-22

July 2010
Manual Defueling Valve.................................................................... 15-22
Fuel Quantity System
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-23
Gauging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-23
Low-Level Warning........................................................................... 15-24
Fuel Temperature Indicating System................................................ 15-24
Fuel Flowmeters............................................................................... 15-24
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-25
Fuel Tank Air Vents Refueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-25
Pressure Refueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-26
LO Level Refueling........................................................................... 15-26
HI Level Refueling............................................................................ 15-26
Fueling Procedures........................................................................... 15-27
Gravity Refueling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-28
Gravity Refueling Procedures........................................................... 15-29
Defueling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-30
Defueling Procedures....................................................................... 15-30
Draining Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-31
Separate Fuel Tank Drainage........................................................... 15-31
Simultaneous Drainage of all the Fuel Tanks................................... 15-31
Fuel Sump Draining.......................................................................... 15-31
Low Booster Pump Pressure............................................................ 15-32
Wing Tank Level Abnormally Low..................................................... 15-32
Feeder Tank Level Low.................................................................... 15-33
Feeder Tank Level High.................................................................... 15-34
Fuel Transfer System Inoperative..................................................... 15-35
Fuel Pressurization System Inoperative........................................... 15-35
Data Summary
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-37

July 2010
Fuel System
Fuel System
The Falcon 50EX is equipped with three independent fuel systems; each supplies
its respective engine. The fuel system is divided into three normally independent
sections:
one section consists of the left wing tank and of the left feeder tank, supplying
No. 1 (left) Engine.
one section consists of the center wing tank and of the center feeder tank,
supplying No. 2 (center) Engine.
one section consists of the right wing tank and the right feeder tank, supplying
No. 3 (right) Engine.
Cross-feeding between these sections is possible in the event of a failure of one
of the engine supply systems.
Within each section, a transfer system connects the wing tank to its corresponding
feeder tank.
The transfer systems are used as follows:
in flight, transferring wing tank fuel into the feeder tanks.
on the ground, for gravity refueling.
In normal operation, fuel information is displayed on EIED #2. This information is
displayed for each engine and includes:
the instantaneous fuel flow “FF”.
the total quantity of fuel “QTY” (in “LB”) contained in the wing tanks and in the
feeder tanks, or the quantity of fuel contained in the feeder tanks.
the total quantity of fuel used “FU”.
the fuel temperature.
maintenance messages.
Refueling of the aircraft can be accomplished by single-point pressure refueling
or by overwing gravity refueling.
Figure 15-1: EIED #2

July 2010

July 2010
Fuel System
Fuel System
D BUS SOLENOIDS ARE OPERATED BY HI-LO SWITCH ON PRESSURE

PRESSURE REFUELING PANEL. THE NO. 1 AND NO. 3 SOLENOID VALVES
FUELING CAN ALSO BE OPERATED BY THE EMERGENCY TRANSFER
SWITCH AFTER SB 175.
HI
B
REAR
LO FUEL 3 PRESSURE OPERATED TRANSFER VALVE-
CONTROLLED BY LOWER FLOAT VALVE
PRESSURE REFUELING PANEL FUEL GAUGE
PROBE
D BUS
A FIRE
B 3
PULL
C BUS XFR LO FUEL B BUS
BOOST
XFR XFR XFR MECHANICAL 3
PUMP 1 PUMP 2 PUMP 3 DEFUEL VALVE
T
APU SOLENOID A BUS
VALVE
SOLENOID FIRE
2 BOOST BOOST
VALVES PULL
B BUS 1 2
XFR PUMP XFR PUMP XFR PUMP
FUEL GAUGE
PROBE BOOSTER BOOSTER BOOSTER
A
LO FILL A X FEED X FEED
XFR XFR XFR XFR SWITCH FUEL 2
MECHANICAL FUEL GAUGE PROBE ENG 1 ENG 2

FUEL SYSTEM
DEFUEL VALVE
MECHANICAL
XFR DEFUEL VALVE
INTERCOM FIRE
1
PULL
X FEED X FEED
B BUS 2-1 2-3
A
XFR
ISOLATION
VALVES C BUS D BUS
(MECHANICAL)
TELEFORCE
JET CABLE
PUMP PRESSURE A LOW PRESSURE
OPERATED FUEL 1 SOLENOID
TRANSFER VALVE HIGH PRESSURE
VALVES-
CONTROLLED PRESSURE NO FLOW
BY LOWER FLOAT
VALVES
MOTIVE FLOW
FUEL SUPPLY

July 2010

July 2010
Fuel System
Refueling System
CONTROLLED BY VENT VALVE

CONTROL MICROSWITCH
OVERFULL
SWITCHES AIR VENT VALVE
FILL SWITCHES FILL SWITCHES
5
FUELING
OK
2 ON
CENTER
OFF
1 ON 3 ON 6
STOP
LH WING OFF
RH WING FUELING
OFF
REFUEL
SOLENOID AIR VENT VALVE
VALVES TRANSFER CONTROLLED BY VENT VALVE
MANIFOLD CONTROL MICROSWITCH
VENT VALVE
TO TRANSFER CONTROL MICROSWITCH
MANIFOLD
VENT VALVE HANDLE
REFUEL
4 MANIFOLD PRESSURE REFUELING COUPLING
HI TEST CIRCUIT
REAR VALVE
LO TO TRANSFER
MANIFOLD
2 CENTER
3 DEFUEL
1 LH WING
ON
RH WING VALVE
ON ON
TEST
DEFUEL 6
STOP
FUELING OFF
VALVE OFF OFF DEFUELING
HI
FUELING 4 OFF
LO LEVEL FLOAT SWITCH 5 OK REAR
1750 LBS. (ON FUEL LO
GAUGING PROBE) LH REAR RH
ON
PRESSURE REFUELING PANEL
VENT VALVE TEST
NOTE:
REFUEL POWER IS FROM THE
BATTERY BUS AS SOON AS 6 STOP FUELING INDICATOR IS
THE REFUEL DOOR IS OPEN CONTROLLED BY VENT VALVES
REFUELING NOT OPEN OR TWO OVERFULL
TEST LEVER FLOAT SWITCHES IN THE CENTER
WING SECTION AND ANOTHER
PRESSURIZED FUEL OVERFULL FLOAT SWITCH AT THE
TOP OF THE CENTER FEED TANK
IN AIRPLANE FUEL SUPPLY

July 2010

July 2010
Fuel System
Fuel Storage
The fuel storage system consists of:
left/right (L/R) structural wing tanks with corresponding L/R fuselage feeder
tanks supplying the No. 1 and No. 3 Engines, respectively.
structural center wing tank with corresponding center fuselage feeder tank
supplying the No. 2 Engine and APU.
Crossfeeding from these tanks is possible in the event of a failure in one of the
engine supply systems.
Normal refueling is accomplished through the pressure refueling system.
However, refueling can be accomplished by gravity with the help of the transfer
system. The tanks are pressurized with engine bleed air independently of the
air-conditioning supply.
Wing Tanks
Each (L/R) wing tank is divided into two tanks:
an inboard tank (between rib 3 and the wing root where a junction plate
separates the wing tank from the center wing tank).
an outboard tank (between rib 17 and 3).
This design improves aircraft balance and response by restricting fuel movement
within the tank and by using outboard tank fuel first to maintain a forward center
of gravity.
The wing junction plate is completely sealed with the exception of an orifice
provided for air circulation.
A fuel filler plug with filter is installed on top of the wing, between ribs 3 and 4.
There is an inspection door on top of the wing and another one on the rear spar.
Each wing tank is fitted with a drain valve, located at the bottom near the junction
plate.
Inboard Wing Tank

The inboard wing tank has a removable plate at its bottom to allow access
to the inside of the tank. Inside the inboard wing tank, rib 3 has the following
openings:
orifices limiting the fuel level of the inboard tank.
orifices are provided with flapper valves to prevent fuel flow for the inboard
wing tank to the outboard wing tank.
Outboard Wing Tank

The outboard wing tank has a screened fueling port on top of the outboard wing
between ribs 3 and 4 and a negative pressure relief valve at the outboard end of
the aft spar. The outboard wing upper center panel is removable to gain access
to the outboard tank. A door on the outboard wing aft spar allows access to the
transfer jet pump.

July 2010
Center Wing Tank
The center wing tank is contained between the wing junction plates and the front
and aft spar located between frames 19 and 26. The top of the center wing tank
is isolated from the pressurized cabin by a double skin. The non-pressurized
space within this double skin is ventilated. One of the center wing lower panels is
removable for access to the tank. The forward spar has two panels giving access
to the air vent valves and float switches. The aft spar has one door in a central
position, for examination of the interior of the tank. The bottom of the center wing
tank has three drain valves located along the aircraft longitudinal axis.
Aft Fuselage Tank (Feeder Tanks)

Three feeder tanks are located between frames 28 and 31 in the rear fuselage
between the passenger cabin and the baggage compartment. Basically one unit,
this tank has two slanted interior walls that divide the unit into three tanks. Each
slanted wall has a port in the upper forward area to provide for interconnection
of the tank air venting and the tank pressurization. Each feeder tank supplies its
associated engine.
Enclosed air spaces surrounding the fuel tanks are vented to prevent accumulation
of fuel or fuel vapor.
The front wall and the rear wall are isolated from the pressurized cabin and from
the rear compartment by a double skin. The space between the two skins is
ventilated.
Fuel Capacities
NOTE: The amount of fuel left in the tanks when fuel quantity indicators
Fuel Quantity reach zero is not safely usable in all flight conditions.
Limitation
The total usable fuel quantity
is 15,513 lbs. Total usable fuel in the Falcon 50EX is 15,513 lbs. For specific tank capacities,
refer to Table 15-1.
Usable Fuel Limitation Wing Tank Capacity1

Fuel used must conform to
the specifications table in the Left 3,748 lbs (559 U.S. gallons)
Falcon 50EX Airplane Flight Center 2,749 lbs (410 U.S. gallons)
Manual in the Limitations
Section 1. Right 3,748 lbs (559 U.S. gallons)
Feeder Tanks HI Level LO Level
Left 1,404 lbs (210 U.S. gallons) 609 lbs (91 U.S. gallons)2
Center (Refueling LO Level) 2,460 lbs (367 U.S. gallons) 1,750 lbs (261 U.S. gallons)2
Right 1,404 lbs (210 U.S. gallons) 609 lbs (91 U.S. gallons)2
Table 15-1: Fuel Capacities

1
hese capacities are based on a fuel density of 6.7 lbs per U.S. gallons at standard temperature
T
15°C (59°F).
2
Regulation level is 609 lbs (91 U.S. gallons) for all feeder tanks.

July 2010
Fuel System
Fuel Tank Air Vent System

A fuel tank air venting system relieves air pressure from the fuel tanks during
refueling.
Venting During Refueling

Venting of the fuel tanks is provided by three vent valves, two in the center
wing tank and one in the center feeder tank. These vent valves are electrically
controlled by a handle and microswitch near the pressure refueling coupling
on the refueling panel. The Battery bus supplies electrical power for vent valve
operation.
Wing Tank Vent Valves

The wing center tank and two wing tanks are vented through two valves mounted
on the left and right side of the front spar in the wing center tank. They are
electrically actuated, ball-type shutoff valves that allow venting of the upper
volume of the center wing tank through two ducts ending out at the bottom of the
aircraft.
Interconnection between the wing tanks and the center wing tank upper portions
is achieved through ports in the junction plates. Inside the center wing tank, a
duct connects each wing vent valve to the upper part of the tank. This duct is
equipped at its lower end with a float that prevents fuel from flowing out when
the valves are opened. When the fuel level is low, the fuel contained in the duct
goes back into the tank.
Feeder Tank Vent Valve

An electrically actuated, ball-type shutoff valve on top of the center feeder tank
provides venting of all feeder tanks to the atmosphere. The mechanical part of
the shutoff valve is inside the tank and the electrical part is outside the tank.
Interconnection of the air between the tops of the three feeder tanks occurs
through the upper part of the slanted walls. Vented air from the valve flows
through a pipe that descends in the center feeder tank and runs out through the
bottom of the aircraft.
Fuel Tanks Pressurization System

All fuel tanks are pressurized by Low Pressure (LP) bleed air supplied by the
No. 1 (left) and No. 2 (center) Engines. The two sources are the LH low pressure
bleed ports on the engines.
Bleed air flows to the fuel tank pressurization system automatically upon starting
either engine. No additional control is required by the crew.
Fuel tank pressurization is used to:
prevent transfer pump and booster pump cavitation by supplying fuel under
pressure to the pumps.
ensure fuel transfer from the wing tanks to the feeder tanks even with transfer
pump failure.

July 2010
Differential Pressure
The fuel pressurization system maintains a higher pressure in the wing tanks
than in the feeder tanks. The LP bleed air sources are connected in parallel to
supply the pressurization system through two pressure reducing valves in the
rear compartment; one is used to pressurize the wing tanks and the other to
pressurize the feeder tanks.
The wing tank pressure reducing valve provides a pressure of 4.2 PSI to the
wing tanks; the feeder tank pressure reducing valve provides 1.9 PSI to the
feeder tanks. This differential pressure ensures continued transfer of fuel from
the wing tanks to the feeder tanks.
Wing Tanks Pressurization

The wing tanks pressure reducing valve in the aft compartment includes a
check valve and a pressure relief valve calibrated at 5.5 PSI. Downstream of
the pressure reducing valve, the pressurization line runs under the feeder tanks
and then divides into two branches that are routed in the upper surface wing root
fillets.
Air is supplied through two separate branches to its respective wing tank.
Additionally, interconnection of air can occur through the ports in the junction
plates.
Each branch is fitted with a valve box. The valve box includes a pressure relief
valve calibrated at 5 PSI and a vacuum valve calibrated at -0.07 PSI. The valve
units are connected to the drain mast (drain stub) in the fuselage by means of a
pipe. The pressure relief valves operate during climbs. The vacuum valves operate
in case of rapid descent with reduced power (insufficient pressurization).
In addition to the valve box safety valves, each wing is fitted on the rear spar
with a negative pressure relief (vacuum) valve calibrated at -0.29 PSI. This valve
prevents negative pressure in the outboard wing tank of the higher wing during a
rapid roll movement of the aircraft.
Feeder Tanks Pressurization

The feeder tanks pressure reducing valve in the aft compartment includes a
check valve and a pressure relief valve calibrated at 3.3 PSI. From the feeder tank
pressure reducing valve, the air supply line goes up through the aft compartment
along the S-duct air intake and into the fuselage dorsal fin to enter the forward
section of the center feeder tank.
The three feeder tanks are interconnected by a port and small duct at the upper
forward corner of each slanted wall. Two negative pressure relief valves calibrated
at -0.07 PSI are enclosed in two ducts above the center feeder tank.
These ducts open into the top of the center feeder tank and open to the ambient
air at the base of the S-duct air intake. These valves pressurize the feeder tanks
whenever the normal air supply is inoperative or insufficient.
Two pressure relief valves calibrated at 2.6 PSI are on the upper portion of the
center feeder tank. They vent the feeder tanks through pipes ending on the
bottom of the fuselage. These valves open in a climb, or open on the ground
during gravity refueling if the electrically powered air vent valve fails to open.

July 2010
Fuel System
Automatic Draining
The fuel tank pressurization system is provided with two automatic drain valves.
One valve connects to the engine bleed air line in the aft compartment between
the pressure reducing valves. This valve serves as an outlet for the two pressure
relief valves in the pressure reducing valves.
The second automatic drain valve is in the valve box supply line between the
center wing tank and the feeder tanks. The pressure relief valves of the wing and
feeder tanks are connected to the drain piping of the pressure relief valve supply.
The drain line is routed to the drain mast.
They drain off fuel overflow when the aircraft is on the ground. These drain valves
close when the engines are running to avoid any permanent leakage.

July 2010

July 2010
Fuel System
Distribution/Control System
General
Fuel transfer is accomplished by the:
main transfer system that transfers fuel from the left, center and right wing
tanks to the corresponding feeder tanks supplying the engine.
auxiliary transfer system that transfers fuel from the outboard wing tank to
the inboard wing tank of the right and left wings.
emergency transfer system that keeps fuel available in the lateral feeder
whose regulation valve is defective.
The fuel level in the feeder tanks is normally constant during the entire flight
and the main transfer system compensates for the fuel quantity used by the
engines.
Main Transfer System

The main transfer system transfers fuel from the wing tanks to the feeder tanks
that supply their corresponding engines (left, center, or right). Components of the
system are:
three suction strainers
three transfer shutoff (isolation) valves
three transfer pumps
three pressure switches
three check valves
three transfer valves with associated float valves
one transfer manifold.
Strainers and Transfer Shutoff (Isolation) Valves

The transfer of fuel is initiated by fuel entering the suction strainers in the wing
inboard tanks and in the center wing tank. Each strainer is fitted with a large
mesh screen.

July 2010
Fuel then travels to the manually operated transfer shutoff (isolation) valves on
the rear spar of the center wing tank. The transfer shutoff valve can be controlled
from inside or outside the aircraft.
Figure 15-2: T Handle

Inside the aircraft, these valves are below the aft cabin floor in the lounge or
lavatory area; they are connected mechanically to socket openings in the cabin
floor. The valves are closed or opened by a special T handle wrench that fits into
the sockets in the floor. Each socket is labeled to indicate its respective tank.
Transfer Pumps and Pressure Switches

The DC powered transfer pumps are centrifugal pumps normally activated after
engine starting. They are pervious pumps that allow continued flow of fuel through
the pumps in the event of pump failure.
The transfer pumps are activated by the XFR PUMP ON/OFF switches
in the fuel zone on the overhead panel. The Auxiliary C bus supplies electrical
power for the No. 1 and No. 2 transfer pumps; Auxiliary D bus supplies the
No. 3 transfer pump.
Figure 15-3: XFR PUMP ON/OFF Switches

July 2010
Fuel System
Pressure switches in the fuel lines monitor the fuel pressure. If the fuel pressure
drops below 5.5 + 0.5 PSI, an amber XFR advisory light below the respective
transfer pump switch on the overhead panel illuminates. Possible causes of a
XFR light illumination are depletion of its respective wing tank fuel, leakage in
the transfer lines, fuel gelling or fuel contamination, transfer pump not powered
or failed, or a faulty pressure switch. The transfer pumps should not be allowed
to run dry.
Transfer Valves
The amount of fuel entering each feeder tank is regulated by a transfer valve on
the floor of the feeder tank. The transfer valve also functions as a check valve,
preventing fuel from draining by gravity from the feeder tank back into the center
wing or wing tanks in the event of transfer pump failure or fuel tank pressurization
system failure.
These valves are attached to the bottom plates of the feeder tanks.
A valve controls the opening and closing of the orifice allowing fuel to enter the
feeder tank.
Transfer Manifold
The transfer manifold in the compartment between the wheel wells is a block
manifold providing inter-communication of the three fuel systems. Two electrical
motor-operated intercommunication valves in the transfer manifold enable any
feeder tank to be supplied by a wing tank other than its corresponding wing tank.
This serves two purposes:
permits fuel balance management.
allows an adjacent transfer pump to supply a feeder tank whose transfer
pump has failed.
These intercom valves are controlled by the two XFR INTERCOM rotary knobs
on the overhead panel.
Figure 15-4: XFR INTERCOM Rotary Knobs

July 2010
An intercom valve opens when its XFR INTERCOM knob is turned 90° (horizontal)
so that the mark on the knob is aligned with the diagram on the panel. Check
valves in the transfer manifold prevent back flow that could result in the inadvertent
transfer of fuel between wing tanks.
Primary B bus supplies electrical power for operation of both intercom valves.
With an electrical power failure, an intercom valve remains in its last selected
position.
Control of Transfer Valve Opening

Transfer valve opening is controlled by either of two float valves – a lower,
regulation level float valve or an upper, refueling level float valve.
Selection of the desired float valve level is made by energizing a solenoid valve
between the transfer valve and the upper float valve. The float valve selected
determines in which of the two non-related modes the transfer valve functions:
the transfer mode or the refueling mode.
The transfer valve is controlled by the feeder tank replenishing switch labeled
REAR, HI and LO, accessible from outside the aircraft on the PRESSURE
REFUELING PANEL in the refueling compartment.
These two float valves are:
the LO level regulation valve used on the ground to perform partial fueling
and in flight to ensure regulation of the feeder tank fuel level at approximately
600 lbs.
the HI level valve used on the ground to fill each feeder tank above the LO
level. This valve stops feeder tank fueling at the HI level.
Figure 15-5: Pressure Refueling Panel

July 2010
Fuel System
Transfer Valve Control in Transfer Mode

In the transfer mode, the solenoid valve is closed and the fuel level in the feeder
tank is maintained at the regulation level by the lower float valve. As the fuel level
decreases, the float drops and the fuel is metered through the transfer valve at a
rate equal to engine consumption.
The level corresponds to approximately 600 lbs of fuel in each feeder tank. This
level is a compromise that satisfies two desired characteristics:
the fuel level is low enough to maintain a suitable center of gravity.
the fuel is high enough to prevent engine fuel pump starvation caused by high
pitch/roll attitudes or excessive sloshing of fuel from turbulence.
Transfer Valve Control in Refueling Mode

In the refueling mode, the solenoid valve is open if the tank replenishing switch
on the Refueling Panel is selected to HI. The fuel level in the feeder tank then is
controlled by the upper float valve. This mode is used when servicing the aircraft
with maximum fuel.
If fuel is above the regulation level in the feeder tanks when the engines are
started, fuel is first consumed from the feeder tanks until the fuel level drops to
regulation level. At this level the system reverts to the transfer mode, resuming
the transfer of wing fuel to the feeder tanks to maintain the regulation level.
Auxiliary Transfer System

Fuel is moved to the inboard tank of each wing by a jet pump sucking fuel from
the outboard tank. This pump is continuously supplied by the associated transfer
pump, and, using the venturi principle, draws fuel from the outboard wing tank
into the inboard wing tank.
This prevents the aircraft center of gravity from moving aft as fuel is consumed.
The fuel situated outboard (most aft) is transferred inboard and used first. Should
the jet pump fail, fuel transfers by gravity through flapper valves between the
outboard and inboard tanks of the wing.
Emergency Transfer System

The control is provided by two switch/lights located on the instrument panel
center section. LH XFR switch/light (Figure 15-6) controls LH high level electric
valve. RH XFR switch/light controls RH high level electric valve.
In case of failure in flight due to seizing of a regulation valve in the closed
position, the corresponding feeder is no longer supplied. The flight manual
defines the emergency procedure to be applied to maintain fuel supply to the
engine concerned.
This fuel quantity in the lateral feeder is available via the “HI” valve operated by
switch on the instrument panel.
In case of simultaneous failure of the three feeder regulation valves, this quantity
of fuel is available. Fuel can be transferred from the lateral feeders by means of
switch installed on the instrument panel.

July 2010
Use of this control is authorized provided the wing/lateral feeder emergency
transfer procedures given in the flight manual are complied with.
Figure 15-6: LH and RH XFR Switch
Fuel Control
Engine Fuel Supply System
Limitation Each engine fuel supply system includes one:
Engine fuel control Low Pressure (LP) booster pump assembled into a bell-shaped housing
computers must be
operative for takeoff.
supply manifold
pressure switch.
In addition, the No. 2 (center) Engine fuel supply system has a solenoid valve for
supplying an APU.
LP Booster Pumps and Pressure Switches

The 28.5 VDC LP booster pumps supply the engine-driven fuel pumps at low
pressure. The booster pumps are mounted on the floor of each feeder tank; they
are installed under bell-shaped housing to allow removal without defueling the
tanks.
A pressure switch in the fuel supply line of each engine monitors the fuel supply
line pressure. Should the fuel supply line pressure fall below 5.5 + 0.5 PSI, the
associated FUEL 1, FUEL 2, or FUEL 3 annunciator illuminates on the warning
panel.
Possible causes of a FUEL annunciator illumination are: depletion of feeder tank
fuel, fuel shutoff valve (fire pull handle) closed, leakage in the supply line to the
engine, booster pump failure or not powered, or a bad pressure switch.

July 2010
Fuel System
The booster pumps are activated by the BOOSTER switches on the overhead
panel. They are placed on before starting the corresponding engines and operate
during the entire flight. Primary A bus powers No. 1 (left) and No. 2 (center) Engine
booster pumps; Primary B bus powers No. 3 (right) Engine booster pump.
Figure 15-7: BOOSTER Switches
Fuel Supply Manifolds

Each supply manifold is downstream from its associated booster pump and
contains the following components:
a ball-type shutoff valve
LP booster pump discharge line connection
engine supply line connection.
In addition, the No.1 (left) and No. 3 (right) Engine supply manifolds include:
a crossfeed valve
a manual defueling valve
a thermal expansion valve.
Supply Manifold Shutoff Valves

The shutoff valve within each supply manifold terminates the fuel supply to the
associated engine. The valve is Teleforce cable-controlled by pulling/pushing the
fire pull handle.

July 2010
Side Engine Supply Manifold Crossfeed Valves
The crossfeed valve in each side engine supply manifold permits interconnection
of the side feeder tank supply line with the center feeder tank supply line. By
opening the crossfeed valve an engine with a failed LP booster pump can be
supplied by the adjacent LP booster pump. Rotating a X FEED rotary knob
90° (mark on the knob horizontally) on the overhead pane opens its respective
crossfeed valve.
Figure 15-8: X FEED Rotary Knob

Auxiliary C bus supplies electrical power for operation of the left (No. 1) crossfeed
valve. Auxiliary D bus supplies electrical power for operation of the right
(No. 2 and 3) crossfeed valve. These motor-operated valves remain in their last
selected position with electrical power failure.
Manual Defueling Valve

The manual defueling valve has three positions:
flight
side feeder tank defueling
center feeder tank defueling.
NOTE: The amount of fuel left in the tanks when the fuel quantity
indicators reach zero is not safely usable in all flight conditions.

July 2010
Fuel System
Fuel Quantity System
General
The capacitance-type Falcon 50EX 28 VDC fuel quantity system is divided into
separate fuel systems for each tank group: left wing and left feeder tanks, center
wing and center feeder tanks, and right wing and right feeder tanks. Each system
consists of:
one solid-state amplifier (rear of cabin)
one fuel quantity indicator (instrument panel)
capacitive probes (wing – one inboard and two outboard, center wing tank – one
upper and one lower, feeder tank – one each).
The fuel system is provided with an indicating system consisting of a gauging
system located in the wing tanks and in the feeder tanks.
Gauging information is displayed on EIED #2 in normal operation, or on EIED #1
or #3 if the display system configuration is modified.
Gauging information:
instantaneous fuel flow FF.
total quantity of fuel QTY (in “Ib”) contained in the tanks (wing tanks plus feeder
tanks), or in the feeder tanks only, by pressing TOTAL-REAR switch/light located
on the instrument panel center section.
total quantity of fuel used FU.
maintenance messages.
Low level warning is provided on master warning panel.
Gauging System
The gauging system is divided into three separate fuel measurement circuits (one
circuit for each tank group: LH lateral, center, RH lateral). Each circuit comprises
several capacity gauges and a static servo amplifier. Each amplifier is connected
to the EIED #2.
TOTAL-REAR switch/light on the instrument panel is used to display the quantity
of fuel contained in the fuel tanks or in the feeder tanks (cyan REAR display).
The fuel gauges are distributed as follows in the tanks:
wing tanks: for each wing, a gauge measures the fuel quantity in the inboard
section (between wing root and rib 3) and two gauges measure the fuel
quantity in the outboard section.
center wing: the fuel quantity is measured by two gauges, one in the lower
rear section (measurement for an almost empty tank), the other in the upper
front section (measurement for an almost full tank).
feeder tanks: each feeder tank is fitted with one gauge.

July 2010
Low-Level Warning
Low-level warning is provided by a float level detector for each of the feeder tanks
controlling one single annunciator on the master warning panel. Illumination of
the LO FUEL annunciator (amber) indicates that the fuel remaining in at least
LO FUEL one of the feeder tanks is less than 300 lbs.
Fuel Temperature Indicating System

Fuel Temperature The fuel temperature indicating system enables the crew to prevent fuel freezing
Limitation due to a long flight (more than 3 hours) which can cause reduction or interruption
Inflight tank fuel of fuel transfer. This system includes a fuel temperature probe in the RH wing
temperature must be tank. The detection range of this probe is -60°C to 99°C (-76°F to 210.2°F). The
maintained at least 3°C
(37.4°F) above the freezing
temperature information is displayed on EIED #2.
point of fuel being used.
Fuel Flowmeters
The fuel flow is measured by the engine flowmeters. For each engine, the
measuring system is composed of a flowmeter connected to EDC for Engine 1,
Engine 2, Engine 3.
The EDCs generate the information for the EIEDs, and allow the fuel used and
the fuel remaining quantities to be displayed.

July 2010
Fuel System
Preflight
During preflight, the following items are checked (See Preflight Inspection chapter Fuel Adjustment
for details): Limitation
If the type fuel specified in
fuel quantity. the specifications table in
fuel sumps verified closed and not leaking. the Limitations Section I of
the Falcon 50EX Airplane
L/R gravity fueling port caps are secure and no evidence of tampering. Flight Manual and used in
wing underside for fuel leaks or damage. the aircraft is changed or
if these fuels are mixed,
single point fueling panel for all switches and the fuel tank vent control are the appropriate adjustment
in the proper position and ensure that the door is closed and all five latches must be made at the fuel
are secure. computer in conformance
with instructions in the
approved TFE 731-40
Maintenance Manual.
Figure 15-10: Gravity Fueling Port
Fuel Tank Air Vents Refueling

NOTE: Whenever a change of fuel is made, or a mixture of fuels used,
the engine fuel computers must be adjusted accordingly in order
to maintain the engine start characteristics and acceleration and
deceleration performance.
Two motor-operated valves mounted in the top of the center wing tank control
the venting of all wing tanks. One motor-operated valve mounted in the top of the
center feeder tank controls the venting of all feeder tanks. These valves must be
open for either pressure (single point) or gravity refueling.

July 2010
Pressure Refueling
Fuel Pressure The normal refueling mode of the aircraft is through a single-point pressure
Limitation refueling panel on the right aft section of the aircraft. Pressure from the refueling
Maximum feed pressure is truck is not to exceed 50 PSI. Using this system the following operations may be
50 PSI.
accomplished:
Figure 15-11: Single-Point Pressure Refueling Panel
LO Level Refueling
Selected for a partial or a regulated maximum fuel level of 13,195 lbs. This
corresponds to full wing tanks, each side feeder tank filled to the low float or
regulation level (600 lbs), and the center feeder filled to 1,750 lbs as controlled
by an intermediate level float switch.
HI Level Refueling
NOTE: See Quick Reference for authorized fuel additives.
Selected for a maximum fuel level of 15,513 lbs. This corresponds to all wing
and feeder tanks full. It is recommended that, prior to a HI level refueling, the
LO level fill be selected to ensure proper functioning of the auto shutoff feature
and to maintain proper CG during refueling.

July 2010
Fuel System
Fueling Procedures
CAUTIO
If auto shutoff test is not satisfactory, stop refueling and troubleshoot as
required.
Once the amount of fuel required is determined, the fuel truck is grounded,
then grounded to the aircraft, and finally the fueling nozzle is grounded to the
aircraft.
As soon as the fueling panel access door behind the right hand wing is opened, a
microswitch allows the fueling system to be powered directly from the Battery bus.
The aircraft batteries must be connected but the battery switches need not be
on. At the same time, the red STOP FUELING indicator light on the fueling panel
illuminates because the air vent valves are still closed. The amber FUELING
annunciator on the master warning panel in the cockpit illuminates if the aircraft FUELING
electrical system is powered. The amber FUELING light on the Warning Panel
illuminates for one or more of the following reasons:
fueling door not closed.
air vent valve not closed.
defueling valve not closed.
air vent valve control lever raised.
Figure 15-12: STOP FUELING Indicator

Any of these reasons are abnormal situations during flight. Additionally, if
electrical power to the Auxiliary D bus is lost in flight, the FUELING annunciator
illuminates.
To connect the fueling nozzle, raise the lever attached to the airplane fueling
connector. This lever actuates a microswitch that: opens in sequence (feeder,
right wing, left wing) the three air vent valves; extinguishes the STOP FUELING
indicator light after the last air vent valve has opened; illuminates the green
FUELING OK indicator light; and energizes the remainder of the fueling
electrical system. The FUELING OK light illuminates after the STOP FUELING
has extinguished only if all air vent valves are open and if no overfill switch has
been actuated.

July 2010
Turn ON the LH WING, CENTER, RH WING switches to open the associated
fueling valves. Set the rear selector to LO, and start fueling.
Figure 15-13: LH WING, CENTER, and RH WING Switches

At this point, test the automatic closing of the transfer valves and refueling
solenoid valves by opening the test cock. This causes fuel to flow directly to
the feeder tank float valve receptacles. As the fuel level raises the float valves,
the transfer valves close. Wing tank fueling float switch activation is simulated
electrically by a proximity switch, causing the fueling valves to close. The test is
satisfactory if the fueling is stopped a few seconds after the test cock has been
opened.
Shutoff the test cock and resume fueling until the desired amount is reached
(if more than LO fuel is desired, switch to HI when low fill is completed). Fueling
stops automatically. Check the fuel quantity on the counter. (If the red STOP
FUELING light illuminates, immediately stop fueling at the truck.)
At the end of fueling, disconnect the fueling nozzle and push the vent valve
handle down. The FUELING OK light extinguishes and the STOP FUELING light
illuminates. Set the LH WING, CENTER, RH WING switches to OFF. Set the
rear switch to LO. Close and latch the fueling access door. Latches are engaged,
in order, from front (right) to rear (left). Disconnect the grounding wire. Check
in the cockpit (if the aircraft electrical system is energized) to determine that
the FUELING annunciator extinguishes and that the fuel quantities displayed on
TOTAL and REAR indicators are consistent. (Fueling time is 7 to 8 minutes at a
fueling pressure of 50 PSI.)
Gravity Refueling
Refueling can also be accomplished through a gravity, overwing system. Electrical
power (GPU or APU) is required to fuel in this manner in order to operate the
transfer pumps. A qualified crewmember or maintenance person should be in the
cockpit.
Refueling is accomplished through the gravity refueling port in the top surface of
each outboard wing tank. Fuel enters the outboard tank of the wing and flows to
the inboard tank through a flapper valve and interconnection ports.

July 2010
Fuel System
From the inboard wing tank, fuel is pumped through the transfer manifold to the
side feeder tanks. The interconnect valves within the transfer manifold are opened
to allow fuel to reach the center wing tank and center feeder tank, completing
fuel distribution.
Gravity Refueling Procedures

CAUTIO
Never connect the electrostatic connector to the overwing life line anchor
PIPPIN, without the special tool.
NOTE: If more than token quantities of fuel are loaded, aircraft electric
power must be on when gravity refueling. For protracted gravity
refueling operations, the batteries are insufficient for electrical
requirements. Either ground power or APU operation is required.
Someone should be in the cockpit during gravity refueling.
The aircraft can be partially or totally fueled by gravity. Connect the grounding
connector (one per wing) near to the filler port. Make sure that the tank-aircraft
and refueling nozzle-aircraft connections are obtained. The lifeline attachment
receptacles on each wing are used in conjunction with a special tool stowed in
the pressure refueling compartment.
Figure 15-14: GRAVITY FUELING Switch

Turn on aircraft electrical power (must have APU or GPU power on the airplane).
Inside the cabin on the test panel above the LH electrical compartment, set
GRAVITY FUELING switch to ON (this switch must be reset to the guarded OFF
position after each gravity fueling).
When set to ON:
the three air vent valves of the feeder tank and center wing tank open in
sequence; FUELING annunciator on the Warning Panel illuminates.
the transfer solenoid valves are energized (HI or LO level selection).
the center wing tank fueling control valve is electrically energized open.

July 2010
Open the refueling door and set the REAR selector to HI or LO as required. Open
the overwing fueling port (one each wing) and refuel wing tanks as required.
The center wing tank and the feeder tanks are refueled using the side transfer
pumps.
Open the transfer inter-communication valves with the XFR INTERCOM switches.
Turn on the R/L XFR pump switches. Refuel the feeder tanks through the transfer
system as required.
When fueling is complete, turn the gravity switch off and the REAR selector
switch to LO. Close and latch the refuel door and securely replace the overwing
fueling caps. Disconnect the ground wire. Check that the FUELING annunciator
has extinguished. Close the XFR intercom knobs and turn OFF the R/L XFR
Pump switches.
Defueling
Defueling is normally accomplished using the single point pressure refueling
connection. Partial or total defueling of the wing tanks can be accomplished
using the defueling valve. By using transfer pumps, intercom valves, booster
pumps and crossfeed valves, any wing can be defueled.
The feeder tanks can be defueled using the same defueling valve. By using
the LP booster pumps and the crossfeed valves, a desired feeder tank or
combination of feeder tanks can be defueled. Defueling is through the pressure
fueling connector using boost pump pressure to pump into the truck.
The system includes an electrically-activated valve controlled by the DEFUELING
switch on the fueling panel. This valve connects the refueling manifold to the
crossfeed manifold between the crossfeed valves.
Defueling Procedures
Accomplish the proper grounding (tank-aircraft, coupling-aircraft) and turn on
external power. Open the refueling door. The red STOP FUELING light on the
refueling panel is illuminated.
Lift the vent valve handle to open the vent valves. Check that the STOP FUELING
light extinguishes and the green FUELING OK light illuminates. Connect the
defueling nozzle to the refueling coupling and turn the defueling switch to ON to
open the defueling valve.
Figure 15-15: STOP FUELING Indicator

July 2010
Fuel System
Turn on the XFR Pump switches to activate the transfer pumps. Turn on the
BOOSTER switches to activate the LP booster pumps. Rotate the X FEED
rotary switches to open the crossfeed valves. Defuel the amount required. The
defueling system allows complete defueling with the exception of the unusable
portion of fuel.
Draining Procedures
There are three possible draining operations:
the separate drainage of any single fuel tank.
the simultaneous drainage of all the tanks.
draining of any combination of tanks.
Separate Fuel Tank Drainage

The center wing tank is drained through the transfer manifold drain valve with the
transfer pump running.
A wing tank is drained through the transfer manifold drain valve with the intercom
valve open and its transfer pump running. Close the center wing isolation valve
to prevent a partial drainage of the center tank by gravity.
The side feeder tank is defueled through the corresponding engine supply
manifold defueling valve with the booster pump running. Close the crossfeed
valves to prevent a partial defueling of the center feeder tank.
The center feeder tank is defueled through either side supply manifold defueling
valve with the corresponding crossfeed valve open and the No. 2 boost pump
operating.
Simultaneous Drainage of all the Fuel Tanks

All tanks can be drained at the same time through the side feeder manifolds
provided:
the crossfeed and drain valves are open.
the transfer pumps are running.
the booster pumps are running.
The process can be accelerated by simultaneously draining the wing tanks and
the feeders using the corresponding drain valves.
Pressurization of the tanks reduces the drain time. When pressurization is not
available, open the tank air vent valves.
Fuel Sump Draining

Ten sump drains (two left feeder tank; one center feeder tank; two right feeder
tank; three center wing tank; one tank each wing) are mounted at the lowest
point of the tanks under the fuselage. They are used to drain water accumulated
at the bottom of the tanks and also to collect fuel samples.

July 2010
These sump drains are provided to perform frequent fuel sump draining. Their
access is convenient and their operation is simple. Each sump drain valve is
operated (opening and closing) with a sump drain tool. When not in use, this tool
is stored in the main entrance door step storage or in the aft compartment (see
Preflight Inspection chapter).
Abnormal Procedures
The following section provides a brief discussion of what happens in the fuel
system during abnormal conditions. For a list of specific procedural steps in
abnormal conditions, please refer to your CAE SimuFlite Operating Handbook.
Low Booster Pump Pressure

Illumination of the FUEL 1 or FUEL 2 or FUEL 3 annunciator indicates that the
FUEL 1 respective fuel pressure sensed in the supply line between the booster pump
and the engine is lower than 5.5 PSI. This is possibly caused by depletion of
feeder tank fuel; fuel shutoff valve (fire pull handle) closed; leakage in the supply
line; booster pump failed or turned off or a faulty pressure switch.
FUEL 2
Open the associated X FEED knob to continue the supply of boosted fuel to
the affected engine, and turn off the booster pump associated with the warning
light. If the annunciator extinguishes after taking this action, the problem is an
FUEL 3 inoperative booster pump. Continue the flight and balance any asymmetrical fuel
load by using the appropriate X FEED, XFR, and INTERCOM switches.
If the annunciator remains illuminated, the problem may be due to an inadvertently
pulled FIRE PULL handle, a faulty pressure switch, or a fuel leak. Check the
FIRE PULL handle is pushed in.
If the annunciator remains illuminated, close the X FEED knob and monitor the
associated fuel quantity indicator in EIED for indication of a fuel loss. If a fuel loss
is not noticed, manage the fuel system as necessary.
If a fuel loss is evidenced, a leak possibly exists between the respective feeder
tank and its engine. An engine failure or fire may be imminent. Pull the associated
engine FIRE PULL handle to prevent any further loss of fuel and cut-off the
respective power lever to shutdown the affected engine.
Wing Tank Level Abnormally Low

A assymmetric fuel quantity indications in EIED should be verified by checking
an abnormal aileron trim condition. Ensure that the problem is a fuel loss instead
of an indicator malfunction.
Open the XFR INTERCOM valve associated with the low quantity wing tank and
turn off the XFR PUMP of the low tank. This action slows the normal transfer of
fuel from the respective wing tank by stopping the electric transfer pump and,
in the case of the left and right wing tanks, the jet pump operation. Monitor the
TOTAL fuel quantity indication in EIED. If the fuel levels become normal, return
to a normal fuel system operation and continue with a normal flight.

July 2010
Fuel System
If the wing tank level keeps decreasing a fuel leak is possible. To use the fuel
from the low tank before it all leaks out, open both XFR INTERCOM valves and
turn off the XFR PUMP associated with the two higher fuel tanks. Turn on the
XFR pump for the low tank.
When the fuel in the low tank is exhausted, turn on the XFR PUMP associated with
the two high tanks, and turn off the XFR PUMP associated with the empty tank.
Close both XFR INTERCOM valves. Manage the fuel system with crossfeeds.
CAUTIO
X FEED must not be used for level balancing, unless it is evidenced that
the asymmetry is not due to a fuel leakage.
Feeder Tank Level Low

Illumination of the LO FUEL annunciator indicates that the fuel remaining in at
least one of the feeder tanks is less than 300 lbs. This may be caused by failure
of the regulation float to operate normally, possible due to freezing.
If outside air and or flight duration are not conducive to fuel freezing, check
isolation valve(s) open. Crosscheck EIED quantity indications and REAR quantity
indications for fuel transfer abnormalities or for a fuel leak.
Check the TAT. If the TAT is very low, the failure may be due to fuel freezing.
Consider increasing Mach or decreasing altitude to increase the TAT on the
aircraft.
If the TAT is normal for flight conditions, determine which feeder tank is affected
and apply one of the following procedures:
side feeder tank level(s) low – PROCEDURE ONE.
center feeder tank level is low with at least on side feeder level normal –
PROCEDURE TWO.
center level is low with abnormal side feeder levels – PROCEDURE
THREE.
Procedure One
Open the associated X FEED switch and turn the low feeder tank(s) boosters
off. This ensures the continuation of boosted fuel to the affected engine(s).
If the EMERG FUEL TRANSFER switch is incorporated, hold it toward the
affected side (L or R) until the associated feeder rises to 700 to 800 lbs. This
causes the transfer system to take its signal from the high (refueling) float switch
instead of the inoperative (frozen) regulation float switch.
If the feeder rises to 700 to 800 lbs, the LO FUEL light should go out, and the
EMERG FUEL TRANSFER switch released to the center position and the red
guard stowed.
The level should drop to a stabilized 600 lbs. If not, repeat procedure if necessary,
including managing the fuel system with the XFR INTERCOM switch.
If the EMERG FUEL TRANSFER switch is not incorporated, or the fuel level
does not rise, leave the low feeder tank(s) booster(s) OFF and the associated
X FEED switch open. Monitor the former low feeder tank level.

July 2010
Procedure Two
Open the X FEED on the side of the normal feeder tank.
This ensures the continuation of boosted fuel to the No. 2 Engine. Turn off the
No. 2 booster pump. Open the XFR INTERCOM on the X FEED side to maintain
wing balance and to prevent depleting a wing tank (due to feeding two engines
from one tank group).
Procedure Three
NOTE: If all feeders are low and the EMERG FUEL TRANSFER switch
is not incorporated, an immediate landing may be required.
Open one of the X FEEDs to continue the flow of boosted fuel to the No. 2 Engine.
Turn off the No. 2 feeder booster pump. Activate the EMERG FUEL TRANSFER
switch to the side (L or R) of the open X FEED. Hold until the associated feeder
rises to 700 to 800 lbs, then release the EMERG FUEL TRANSFER switch to the
center position.
Monitor the low feeder tank levels.
Apply procedure to opposite side feeder if necessary. Manage the fuel system
with the XFR INTERCOM switches as required.
Feeder Tank Level High

Once a feeder tank quantity has dropped to the regulation level, it normally
remains at that level until the total quantity in a tank group drops to less than
600 lbs. The transfer valve is signaled to open (admitting fuel) and close (stopping
fuel transfer) by the regulation float. If the transfer valve fails to close, fuel continues
to fill the feeder above the regulation level. Thus, a reading of abnormally high
feeder level would show with the TOTAL REAR switch in REAR.
Figure 15-16: TOTAL REAR Switch

Turn off all three transfer pumps to slow the transfer of wing fuel. Open both
X FEEDs and turn off the booster pumps associated with the two normal level
feeder tanks. At this point all fuel used by the engines is coming from the high
feeder tank.

July 2010
Fuel System
If the fuel level keeps increasing in the affected feeder tank, close the associated
transfer shutoff valve. Open or close the valve as required to keep the fuel level
in the normal range. If the fuel level is restored to normal in the affected feeder
tank, ON all three booster pumps, close both the X FEEDs and turn ON the XFR
PUMPS associated with the two normal level feeder tanks.
Fuel Transfer System Inoperative

Illumination of the XFR advisory light indicates that the sensed output pressure
in a fuel transfer line has dropped below 5.5 PSI. This condition may be due to:
low fuel in the respective wing tank; a transfer pump failed or turned off; a leak in
the respective transfer system; or a faulty pressure switch.
Turn off the associated XFR pump, monitor the fuel level in the associated feeder
and wing tank group, and open the XFR INTERCOM switch on the affected
side.
If the XFR light goes out, the problem is a failed transfer pump. The XFR
INTERCOM may then be closed and transfer accomplished by gravity feed. If
the light remains on, a leak may exist. Close the XFR INTERCOM and monitor
the fuel level with the TOTAL-REAR switch in TOTAL. If a leak exists, follow the
procedure for Wing Tank Level Abnormally Low.
Fuel Pressurization System Inoperative

Illumination of the FUELING annunciator with MASTER light ON inflight may
indicate that one of the vent valves is open. Also, fueling panel door open and
D bus failure causes illumination of the FUELING annunciator.
If fuel venting is determined to be probable or if the fueling or defueling valves
are possibly stuck open, a landing should be made as soon as possible with slow
and smooth changes in pitch and roll.
To prevent overboard discharge of fuel through vent outlets:
Avoid rapid changes in attitude.
Restrict pitch and bank to low angles.
Abort flight if conditions permit.

July 2010

July 2010
Fuel System
Data Summary
Fuel System
Left and center booster pumps
Left and center fuel gauges
Primary B bus
Right booster pump
Right fuel gauge
Transfer intercom valves
Auxiliary C bus
Left and center transfer pumps
Left crossfeed valve
Auxiliary D bus
Right transfer pump
Right crossfeed valve
Distribution Left, center, right wing tanks
Left, center, right feeder tanks
Left, center, right engines
APU (center feeder tank)
Control Manual fuel transfer shutoff valves
Switches
XFR pump (left/center/right)
XFR INTERCOM (left/right)
BOOSTER pump (left/center/right)
X FEED (left/right)
TOTAL REAR fuel quantity indicator
(controls fuel quantity indications)
Monitor Fuel quantity indicators (left, center, right)
FUEL TEMP indicator
Total fuel used indicator
Fuel XFR lights (left, center, right)
Annunciators
FUEL 1, FUEL 2, FUEL 3 low fuel pressure
FUELING
LO FUEL

July 2010

July 2010
16
Hydraulic System
Contents
Hydraulic System
Schematic: Hydraulic System. ................................................... 16-4
Hydraulic System Components
Reservoirs.............................................................................................. 16-5
Figure: Hydraulic Reservoir........................................................ 16-6
Engine-Driven Pumps........................................................................... 16-7
Filters...................................................................................................... 16-7
Pressure Relief Valves.......................................................................... 16-8
Accumulators......................................................................................... 16-8
Pressure Transmitters........................................................................... 16-8
Standby Pump....................................................................................... 16-9
Ground Service Receptacles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-10
Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-11
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-13
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-13
Abnormal and Emergency Procedures. . . . . . . . . . . . . . . . . . . . . . . 16-13
Loss of Both Hydraulic Systems...................................................... 16-13
Loss of No. 1 Hydraulic System....................................................... 16-13
Loss of No. 2 Hydraulic System....................................................... 16-14
Loss of No. 3 Engine-Driven Pump................................................. 16-14
Unwanted Operation of the Standby Pump..................................... 16-14
Depressurization of a Reservoir...................................................... 16-14
Data Summary
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-15

July 2010

July 2010
Hydraulic System
Hydraulic System
Hydraulic power for the Falcon 50EX is provided by two main hydraulic systems,
hereafter referred to as System 1 and System 2.
System 1 is powered by the No. 1 and No. 2 engine-driven hydraulic pumps and
supplies pressurized hydraulic fluid to the following units:
one barrel of each dual-barrel servo-actuators (see Flight Controls chapter)
"Arthur-Q" units (see Flight Controls chapter)
inboard slats (normal operation) (see Flight Controls chapter)
outboard slats (normal and automatic operation) (see Flight Controls chapter)
normal brakes (see Landing Gear and Brakes chapter)
thrust reverser (see Powerplant and Thrust Reversers chapter)
landing gear and landing gear doors (see Landing Gear and Brakes chapter).
NOTE: For Ground testing purposes, the above equipment can be
supplied by the standby pump.
System 2 is powered normally by the No. 3 Engine hydraulic pump and may be
powered by the standby electric pump. System 2 supplies pressurized hydraulic
fluid to the following units:
one barrel of each dual-barrel servo-actuators (see Flight Controls chapter)
flaps (see Flight Controls chapter)
airbrakes (see Flight Controls chapter)
outboard slats (see Flight Controls chapter)
nosewheel steering (see Landing Gear and Brakes chapter)
emergency brakes (see Landing Gear and Brakes chapter)
parking brakes (see Landing Gear and Brakes chapter).
NOTE: If the engine-driven hydraulic pump fails, the above components
are supplied in flight or on the ground by the standby pump.

July 2010
16-4
EIED
Hydraulic System
HYD TK
PRESS
GROUND GROUND
CONNECTOR, CONNECTOR,
SUCTION SUCTION
BLEED VALVE ISOLATING BLEED VALVE
CHECK VALVES IN FLIGHT CHECK
VALVES PRESS DROP SWITCHES STBY VALVES
PUMP
SUPPLY
HYDR # 1 VALVE PRESS DROP SWITCHES
PUMP 2
GROUND
HYDR # 2
PUMP 3
HYDR # 1
PUMP 1 GROUND
CONNECTOR,
DELIVERY
SYSTEM 2 GROUND
ACCUMU CONNECTOR,
-LATOR DELIVERY
SYSTEM 1
ELEVATOR HYDR ST
ACCUMULATOR
SERVO ACTUATOR PUMP AUTO
ST PUMP
#2

ON
AILERON
SERVO ACTUATOR
OFF
RUDDER
STANDBY PUMP
SERVO ACTUATOR
PRESS SWITCHES
ARTHUR UNITS FLAPS
PRESS TRANSMITTERS
INBOARD SLATS AIRBRAKES
OUTBOARD SLATS EMERGENCY

OUTBOARD SLATS
LANDING GEAR STEERING

PARKING
THRUST REVERSER BRAKE
SYSTEM ACCUMULATOR ACCUMU
NORMAL EMERGENCY
BRAKE BRAKE -LATOR BRAKE
ACCU
SYSTEM 1
THRUST PARKING
SYSTEM 2 REVERSER BRAKE
July 2010
Falcon 50EX
Hydraulic System
Hydraulic System
Components
System 1 and System 2 hydraulic systems operate independently of each other
using MIL-H-5606 fluid. If the No. 3 engine-driven pump fails, System 2 incorporates Hydraulic System
Limitation
an electric standby hydraulic pump to power all components of System 2.
Hydraulic fluid approved for use
Both systems are similar and include all components required for storage, must conform to MIL-H-5606
filtering, pressurizing, and monitoring of the hydraulic fluid. specification (NATO codes H515
or H520).
System 1 and System 2 hydraulic components include the following:
reservoirs
engine-driven pumps
filters
pressure relief valves
accumulators
pressure transmitters
standby pump
ground service receptacles
control and indication.
Reservoirs
System 1 and System 2 reservoirs in the aft compartment supply hydraulic fluid
to their respective engine-driven pumps and receive system return fluid after
utilization. The reservoirs hold a capacity of 2.62 U.S. gallons at the full level and
are pressurized automatically with engine Low Pressure (LP) air through a pressure
reducing/regulating valve whenever the No. 1 and/or No. 2 Engine is operated.
The reservoir includes:
a sight glass on the side of the reservoir for visual check of the fluid level
a float valve and quantity transmitter for fluid level readings
filters for the filling port and for the supply to the pumps.
Figure 16-1: Reservoir

July 2010
Hydraulic Reservoir
Figure 16-2: Hydraulic Reservoir

July 2010
Hydraulic System
Additional components of the reservoirs include a pressurization unit that consists of:
one check valve to prevent the return of fluid/air into the air supply line
one pressure relief valve that prevents overpressure in the tank at 26.1 PSI
one vacuum valve set to prevent negative pressure in the tank at 0.38 PSI.
Normal tank pressurization is maintained at 21.3 PSI. If pressure drops below
16 PSI, a pressure switch in the upper section of the reservoir signals the
HYD TK PRESS annunciator to illuminate. Illumination of either annunciator
requires the crew to monitor the fluid quantity/pressure indicators for fluctuation
of system pressure. If pressure starts fluctuating, descend to an altitude below
20,000 ft. as soon as conditions permit to avoid cavitation of the engine-driven
pumps.
Engine-Driven Pumps
Each engine drives a self-regulating variable displacement pump that produces
3,000 PSI of pressure. The pumps draw fluid for distribution from their respective
system reservoirs and return bypass fluid to the reservoir inlets. The engine-driven
pumps for System 1 are mounted on the No. 1 and the No. 2 Engines.
The No. 3 Engine drives the pump for System 2.
Figure 16-3: Engine-Driven Pump

Monitoring the pump pressure output is accomplished with 5 pressure switches.
Three pressure switches illuminate HYDR #1 PUMP 1, HYDR #1 PUMP 2, or
HYDR #2 PUMP 3 annunciator whenever the pressure delivered by the associated
pump drops below 1,500 PSI. The annunciator extinguishes when pressure
increases above 2,150 PSI. Two pressure switches, one for each system, send
pressure information to EIED #3 digital readout.
Filters
In addition to the reservoir filters, each system has:
one High Pressure (HP) filter in each pump delivery line
one filter in the regulation return line of each pump.

July 2010
Pressure Relief Valves
A pressure relief valve protects each system from excessive pump pressure. The
valve begins to open at approximately 3,430 PSI and closes by approximately
3,200 PSI. Fluid is returned to the reservoir via normal system return lines.
Accumulators
System 1 and System 2 each include a nitrogen-charged accumulator downstream
of the engine-driven pumps. The accumulators provide surge dampening of the
hydraulic system and are preloaded with a charge of 1,470 PSI. The accumulators
include an inflating/charging valve (for servicing) and a pressure gauge graduated
in PSI.
Figure 16-4: Accumulator
Figure 16-5: Pressure Gauge

System 1 includes an additional accumulator for the thrust reverser system (see
Powerplant and Thrust Reversers chapter) and System 2 utilizes an accumulator
for the parking (or emergency) brake system (see Landing Gear and Brakes
chapter).
Pressure Transmitters
The pressure transmitters for each system provide pressure information to
the EIED #3 (Engine Indicator Electronic Display) via EDC 1 (Engine Display
Computer) for system 1 and EDC 2 for system 2.

July 2010
Hydraulic System
Standby Pump
System 2 incorporates an electric standby hydraulic pump to power all components
Standby Pump
of System 2 in the event of a failed No. 3 engine-driven pump. Limitation
Maximum altitude for standby
pump operation is 45,000 ft.
Figure 16-6: Standby Pump

Electric power for the standby pump is obtained from the left main bus through
a current limiter and a power relay. The power relay is controlled by the standby
pump switch using power from the A bus.
CAUTIO
Manual FLIGHT/GROUND selector must not be operated when the standby
pump is running.
Switch position and system function for the standby pump are shown in
Table 16-1.
Standby Switch Aircraft Configuration Function
Position
ON or AUTO On the ground either If pressure drops below 1,500 PSI, standby
System 1 or System 2 pump maintains pressure between 1,500 PSI
and 2,150 PSI.
AUTO In flight System 2 only If airbrake control handle is set to position
other than AIRBRAKES 0, retracted, and
pressure in System 2 falls below 1,500 PSI,
standby pump maintains pressure between
1,500 PSI and 2,150 PSI until airbrakes are
retracted.
ON In flight System 2 only If pressure drops below 1,500 PSI, standby
pump maintains pressure between 1,500 PSI
and 2,150 PSI.
Table 16-1: Standby Pump Switch Position and System Function

July 2010
A FLIGHT/GROUND selector handle in the aft compartment is used by
maintenance personnel on the ground only to allow the standby pump to power
System 1 components.
Figure 16-7: FLIGHT/GROUND Selector Handle

The ST PUMP #2 annunciator illuminates when the FLIGHT/GROUND selector
valve is not in the FLIGHT position. The annunciator also illuminates when the
standby pump operates continuously for more than 60 seconds.
Ground Service Receptacles

The ground service receptacle for System 1 is on the left side of the aft
compartment just inside the aft compartment door.
Figure 16-8: Ground Service Receptacle, System 1

July 2010
Hydraulic System
The System 2 ground service receptacle is on the right side of the aft fuselage
inside the No. 2 ground service access door. The ground receptacles are
provided to supply the aircraft with hydraulic power from a hydraulic mule (cart).
The receptacles are a self-sealing type and protected with dust covers.
Figure 16-9: Ground Service Receptacle, System 2
Control and Indication

The control and indication on the lower center instrument panel includes:
EIED #3 provides analog display of system quantity and digital display of
system pressure for System 1 and System 2
standby pump control (HYDR STBY) three position toggle switch
(AUTO-ON-OFF)
Figure 16-10: Control and Indication Panel

July 2010
Master Warning Panel contains 5 amber indicating annunciators
(HYDR #1 PUMP 1, HYDR #1 PUMP 2, HYDR #2 PUMP 3, ST PUMP #2,
HYDR #1
PUMP 1
HYD TK PRESS). The #2P BK amber light is located below the L-R green
brake pressure annunciators.
L-R green brake pressure annunciators
HYDR #1 braking selector switch and antiskid test pushbutton (see Landing Gear and
PUMP 2
Brakes chapter).
HYDR #2
PUMP 3
ST PUMP
#2
HYD TK
PRESS

July 2010
Hydraulic System

Servicing
The reservoirs can be serviced through the filler inlets on the reservoirs.
Hydraulic System
Limitations
Preflight Maximum altitude for

standby pump operation
is 45,000 ft.
Both hydraulic system reservoir areas and all components in the aft compartment
should be checked as part of the preflight inspection (see Preflight Inspection If either or both hydraulic
chapter). The Flight/Ground valve should be safety wired in the Flight position. systems are inoperative,
the maximum airspeed
is 260 KIAS or 0.76 M.
Abnormal and Emergency Procedures Hydraulic fluid must

conform to MIL-H-5606
Refer to the CAE SimuFlite Operating Handbook for specific procedures. specification.
The following is a discussion of general procedures and effects on system
operation.
Loss of Both Hydraulic Systems

HYDR #1
Complete hydraulic system failure is indicated by the loss of hydraulic pressures and PUMP 1
possibly quantities as indicated on the control and indicator panel. A pressure output
of less than 1,500 PSI illuminates the HYDR #1 PUMP 1, HYDR #1 PUMP 2, and HYDR #1
HYDR #2 PUMP 3 annunciators and requires a landing as soon as practical. Q UNIT PUMP 2
annunciator may also illuminate.
HYDR #2
CAUTIO PUMP 3
The loss of both hydraulic systems requires greater pilot forces, and landing
requires increased caution. Directional control during landing can be Q. UNIT
achieved with rudder and differential forward thrust.
Loss of No. 1 Hydraulic System

The illumination of HYDR #1 PUMP 1 and HYDR #1 PUMP 2 annunciators
indicates the loss of the hydraulic pressure in System 1. The pressure switch
downstream of the respective pumps senses a pressure of less than 1,500 PSI
and signals the respective annunciator of a low pressure condition. Q UNIT
annunciator may also illuminate.
With failure of System 1 pressure, a loss of the following occurs:
one barrel of the flight control servo-actuators
pitch and roll "Arthur-Q" units
inboard and outboard slats (normal operation)
normal braking system
thrust reverser (may be available with accumulator)
hydraulic operation of landing gear.

July 2010
Loss of No. 2 Hydraulic System
HYDR #2 The illumination of the HYDR #2 PUMP 3 annunciator along with the control
PUMP 3 indicator panel fluid quantity reading empty (red range) indicates the loss of
System 2 fluid. The pressure switch downstream of the pump senses a pressure
of less than 1,500 PSI and signals the annunciator of a low pressure condition.
With loss of system fluid, the standby pump is turned OFF to prevent unwanted
pump operation. A loss of System 2 results in the loss of the following:
one barrel of the flight control servo-actuators
airbrakes
nosewheel steering
emergency slats
flaps
emergency braking system
parking (emergency) braking system (still available with accumulator).
Loss of No. 3 Engine-Driven Pump

The illumination of HYDR #2 PUMP 3 annunciator may indicate the loss of the
No. 3 engine-driven pump. The pressure switch downstream of the pump senses
a pressure of less than 1,500 PSI and signals the annunciator of a low pressure
condition. Avoid using the standby pump before the descent until needed, then
switch the pump from AUTO to ON. Check System 2 QTY indicator.
With the No. 3 engine-driven pump failed and the standby pump operating, all
System 2 components operate, but at a slower speed.
NOTE: Avoid using the standby pump before initiating descent.
Unwanted Operation of the Standby Pump

ST PUMP
The standby pump operating time in a normal cycle is less than 60 seconds.
#2 If the ST PUMP #2 light illuminates, the pump must be turned OFF to prevent
possible failure or fire.
Depressurization of a Reservoir
If air pressure in a hydraulic reservoir drops below 16 PSI, the HYD TK PRESS
annunciator illuminates. If pressure begins to fluctuate on the control and indicator
HYD TK
PRESS
panel, descend to 20,000 ft. maximum as soon as conditions permit to prevent
pump cavitation.

July 2010
Hydraulic System
Data Summary
Hydraulic System
Power Source Three engine-driven pumps
Primary A bus
Standby electric pump control
Left Main bus
Standby electric pump power
Annunciator indication
Quantity indication
Pressure indication
Distribution System1
One barrel of the flight control servo-actuators
Pitch and roll "Arthur-Q" units
Inboard slats (normal operation)
Outboard slats (normal and automatic operation)
Normal brakes
Thrust reverser
Landing gear and landing gear doors
System 2
One barrel of the flight control servo-actuators
Flaps
Airbrakes
Outboard slats (standby and automatic operation)
Steering system
Emergency brakes
Parking brakes
Control Standby pump mode selector switch
Standby pump manual selector handle (ground use only)
Monitor Hydraulic System 1, EIED #3
Hydraulic System 2, EIED #3
Annunciators
HYDR #1 PUMP 1, HYDR #1 PUMP 2, HYDR #2 PUMP 3
HYD TK PRESS
ST PUMP #2
#2P BK
Gauges
Park brake accumulator pressure
Thrust reverser accumulator pressure
System accumulator pressure
Hydraulic fluid quantity sight glass
Protection Hydraulic system pressure relief valves
Tank pressure relief
Circuit Breakers (indication)
HYDR 1 and HYDR 2 quantity
STBY PUMP

July 2010

July 2010
17
Contents
General.....................................................................................................17-5
Schematic: Bleed Air System.......................................................17-6
Schematic: Engine Anti-Ice System.............................................17-7
Schematic: Wing Anti-Ice System................................................17-8
Bleed Air System
General.....................................................................................................17-9
Components.............................................................................................17-9
HP Bleed Air Electric Valves................................................................17-9
Bleed Air System Computer (BASC)...................................................17-9
Pressure Probes................................................................................17-11
Temperature Probes..........................................................................17-11
Isolation Electric Valve.......................................................................17-11
System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-11
Temperature Probes..........................................................................17-13
Control and Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-13
BLEED AIR - HP 1 Switch.................................................................17-14
BLEED AIR - APU Switch..................................................................17-15
ISOLATION Rotary Switch.................................................................17-15
ANTI-ICE WINGS Selector Switch....................................................17-15
ANTI-ICE ENG 2 Selector Switch......................................................17-16
BLEED AIR - ISOL Light....................................................................17-16
APU BLEED Warning Light...............................................................17-16
EIED Message Display......................................................................17-16
Engine Anti-Ice System
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-17
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-17
Engines No. 1 & No. 3 Air Intake Anti-Icing.......................................17-18
Engine No. 2 Air Intake & S-Duct Anti-Icing.......................................17-19
ANTI-ICE - ENG 1/ENG 3 Switch......................................................17-21

July 2010
ANTI-ICE - ENG 2 Selector Switch....................................................17-21
ANTI-ICE - ENG 1/ENG 3 Green/Amber Light..................................17-21
ANTI-ICE - ENG 2 Green/Amber Light..............................................17-21
Wing Anti-Ice System
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-23
System Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-23
ANTI-ICE - WINGS Selector Switch..................................................17-25
ANTI-ICE - WINGS Green/Amber Light.............................................17-25
Electrical Anti-Icing
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-27
Windshield/Side Window Anti-Icing. . . . . . . . . . . . . . . . . . . . . . . . . . . 17-27
Description.........................................................................................17-27
Controls.............................................................................................17-28
Probes and Heating Elements...........................................................17-29
Transfer Function...............................................................................17-29
Cockpit Side Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-30
Control...............................................................................................17-30
Control Regulators.............................................................................17-30
Preheat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-31
Pitot/Static Heating System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-31
Control/Indicators...............................................................................17-33
Miscellaneous
Windshield Wipers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-35
WIPER Switch...................................................................................17-36
Windshield Defogging. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-36
Cockpit/Passenger Window Defogging. . . . . . . . . . . . . . . . . . . . . . . . 17-37
Cockpit Window Defogging................................................................17-37
Passenger Cabin Window Defogging................................................17-38
Windshield Ice Detection Spotlight. . . . . . . . . . . . . . . . . . . . . . . . . . . 17-38
Leading Edge Ice Inspection Lights . . . . . . . . . . . . . . . . . . . . . . . . . . 17-39
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-41
Abnormal Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-41
Engine Anti-Ice System Inoperative...................................................17-41
Engine Anti-Ice Failed Activated........................................................17-41
Wing Anti-Ice System Inoperative......................................................17-42
Wing Anti-Ice Failed Activated...........................................................17-42
Windshield Heat Regulating System Inoperative...............................17-42
Pitot/Static Heat Inoperative..............................................................17-42

July 2010
Slats Fail to Retract After Takeoff......................................................17-43

Data Summaries
Ice and Rain Protection System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-45
Wing Anti-Ice.....................................................................................17-45
Engine Anti-Ice..................................................................................17-45
Pitot/Static Anti-Icing..........................................................................17-46
Windshield Anti-Ice............................................................................17-46
Windshield Wipers.............................................................................17-47

July 2010

July 2010
General
Engine bleed air and electrical heating elements provide most of the ice and rain
protection available on the Falcon 50EX.
Engine hot bleed air is used to anti-ice the following:
wing leading edges slats
engine air intake leading edge
No. 2 (center) Engine S-duct.
Electrically powered heating elements provide anti-icing for the following:
pitot probes
static ports
Angle-Of-Attack (AOA) sensors
optional AOA probe
PT2/TT2 engine sensors
Total Air Temperature (TAT) probe.
In addition, the pilot and copilot windshield wipers are electrically-driven and the
cockpit windshields and windows are heated and defogged. The Falcon 50EX
also provides a windshield ice detection light. Each cabin window is defogged by
an individual desiccant squib system.

July 2010
Bleed Air System
Jet Pump
Anti-Ice
LP Bleed
Aux

July 2010
July 2010
Falcon 50EX
No.3 ENG. AIR INTAKE No.3 ENG. AIR INTAKE HP3 BLEED AIR VALVE
ANTI-ICE MICROSWITCH ANTI-ICE VALVE
A S-DUCT ANTI-ICING
ISOLATION VALVE
B No.2 ENGINE AIR INTAKE

DUAL TEMP. PROBE
ANTI-ICING
PRESSURE PROBE
HP2 BLEED
AIR VALVE
No.2 ENG. AIR INTAKE S-DUCT A S-DUCT ANTI-ICE
ANTI-ICE MICROSWITCH ANTI-ICE MICROSWITCH VALVE
A
APU
WING ANTI-ICE
B B
No.2 ENG. AIR INTAKE

ANTI-ICE VALVE

APU BLEED
ANTI-ICE VALVE
WING ANTI-ICE VALVE
HP1 BLEED AIR VALVE
No.1 ENG. AIR INTAKE No.1 ENG. AIR INTAKE

ANTI-ICE MICROSWITCH ANTI-ICE VALVE
17-7
17-8
RH OUTBOARD TELESCOPING COUPLING
RH INBOARD TELESCOPING COUPLING

HP3
BLEED AIR VALVE
RH WING PRESS. SWITCH

ISOLATION VALVE
S-DUCT ANTI-ICE
SYSTEM
HP2
BLEED AIR VALVE

APU
APU BLEED AIR VALVE
No.2 ENG.AIR INTAKE

ANTI-ICE SYSTEM
PRESSURE PROBE
DUAL TEMP. PROBE

BLEED AIR SYSTEM
COMPUTER (BASC) HP1
LH WING INDENTICAL WING ANTI-ICE VALVE
BLEED AIR VALVE
July 2010
Falcon 50EX
Bleed Air System
General
Pressurized bleed air for anti-icing is supplied as follows:
Low Pressure (LP) and High Pressure (HP) bleed air supplied by No. 1 (left)
and No. 3 (right) Engines is used to prevent ice formation on the slats (wing
anti-icing).
HP bleed air from each engine is used to prevent ice formation in its own air
intake.
LP and HP bleed air prevent ice formation in the S-duct of the No. 2 (center)
Engine.
Components
Major components of bleed air systems include:
HP bleed air electric valves
Bleed Air System Computer (BASC)
Pressure probes
Temperature probes
Isolation electric valve
HP Bleed Air Electric Valves

The four identical HP bleed air electric valves are installed on the HP bleed air
systems of each engine. The valve is driven by a step-by-step motor, which is
slaved to BASC.

The BASC consists of two independent channels:
control channel
monitoring channel.
The control channel controls the HP bleed air electric valves in order to deliver
a thermal power adapted to the anti-icing conditions when the anti-icing system
is in automatic operation, a bleed air pressure relative to the aircraft altitude for
the air-conditioning system when the anti-icing system is not in use, command,
in emergency mode, the opening and closing of the three HP bleed air electric
valves.
The monitoring channel signals abnormalities in the cockpit, in particular the lack
of anti-icing thermal power and overheating.

July 2010
The BASC receives the following data:
temperatures from 9 probes distributed over the bleed air system
S-duct and wing line bleed air pressures
total temperature, static pressure and Mach of ADC 1 and ADC 2 via an
ARINC link
the discrete signals the:
–– pilot orders (switch, rotary switch, etc.)
–– positions of the HP bleed air electric valves, of the wing and S-duct valves
and of the anti-icing pressure switches
–– GROUND/FLIGHT
–– N2 < 45%
–– computer test
the aircraft compatibility data ("pin programming")
In its output, the BASC:
controls the opening degree of the three HP bleed air electric valves
sends the failure messages to EIEDs via an ARINC link
sends the failure indication discrete signals to the following elements:
–– master warning panel
–– overhead panel
–– magnetic indicators on maintenance panel
Figure 17-1: Bleed Air System Computer (BASC)

July 2010
Pressure Probes
The pressure probes measures the pressures and send the data in the form of
an electric signal to the BASC.
A probe measures the pressure at the inlet of the wing
anti-icing duct.
A probe measures the pressure upstream of the S-duct
anti-icing system.
Temperature Probes
The temperature probes detect the temperature:
at the inlet of the cockpit air conditioning system
at the inlet of the S-duct anti-icing and cabin air conditioning systems
at the inlet of the wing anti-icing system
The temperatures are sent to the control channel of BASC and the monitoring
channel of the BASC.
Isolation Electric Valve

The isolation electric valve is a butterfly-type valve. It is normally open and
connects the bleed air systems. When closed, it isolates the bleed air system of
No. 2 (center) Engine from the bleed air systems of No. 1 (left) Engine and No.
3 (right) Engine.
System Operation
The BASC controls the position of the HP bleed air electric valves in order to
prevent overheat
equalize demand on each engine
supply sufficient anti-ice for wings and S-duct
supply sufficient air for Air Conditioning
In air conditioning mode alone, the deflection of the HP electric valves (0 to 90°)
is limited to 65° (mid-travel switch) to avoid jerks.
The BASC also provides closing of the corresponding HP electric valve when an
engine shuts down (N2 < 45%), full opening of the HP 1 (90°) and HP 3 electric
valves if the wing anti-icing is set to OVERRIDE, and full opening of the HP 2
electric valve (90°) if the Engine No. 2 anti-icing (S-duct) is set to OVERRIDE.
The BASC knows the pressure and temperature of the air sent to the S-duct
and to the wings. It also knows the total external temperature, the Mach, and
the external static pressure. It thus calculates the pressures to be regulated so
as to provide the required anti-icing power, plus a margin making allowance for
the accuracy of the sensors. However, if the calculation leads to pressures lower
than those required for the air conditioning (in case of high altitudes), the BASC
regulates the pressure required for the air conditioning.
To supply air to the cabin, the BASC seeks to regulate on the common system a
higher pressure than that of the cabin.

July 2010
Parameters measured:
temperature of HP/LP mixture on Engine No. 1
temperature at inlet of wing anti-icing system
temperature at inlet of cockpit air-conditioning system
temperature at inlet of S-duct anti-icing and passenger cabin air conditioning
systems
pressure on interconnection of Engines No. 1 and No. 3
pressure at inlet of S-duct anti-icing and passenger cabin air conditioning
systems
Parameters supplied by ADCs:
Mach
external static pressure
total external temperature
Pressures to be regulated:
pressure on Engine No. 1 and Engine No. 3 side (wing anti-icing)
pressure on Engine No. 2 side (S-duct anti-icing)
Overheating limit temperature (TOVHT):
Higher limit: = 310°C (590°F)
Lower limit: = 275°C (527°F)
Electric valve closing on engine shutdown as soon as an engine shuts down
(speed N2 < 45%), the BASC orders the closing of the corresponding HP electric
valve and keeps it closed as long as the engine has a speed N2 lower than
45%.
The BASC separately controls the three HP bleed air electric valves, by order of
priority: the pressures required for the anti-icing and air conditioning, equality of
the mixture temperature on the bleed air systems of all three engines. If one of the
temperatures is within 30° of its limit, the BASC then slaves the corresponding
electric valve to remain within that limit. If ISOL electric valve is open and one of
the temperatures reaches its overheating limit, the BASC then slaves the three
HP bleed air electric valves to remain within that limit.
Limitation of the HP movements on air conditioning alone when the wing
anti-icing and the Engine No. 2 anti-icing are not in use, ANTI-ICE WINGS selector
switch and ANTI-ICE ENG 2 selector switch being set to OFF, the HP electric
valves are limited from the closed position to a mid-travel position obtained by
means of a microswitch.
Emergency mode operation the emergency mode is defined by the following
configurations:
if ANTI-ICE WINGS selector switch is set to O'RIDE, the system orders the
full opening of the HP 1 and HP 3 electric valves
if ANTI-ICE ENG 2 selector switch is set to O'RIDE, the system orders the full
opening of HP 2 electric valve.

July 2010
if one of the BLEED AIR HP 1/HP 2, or HP 3 switches is set to OFF, the

system orders the closing of the corresponding HP bleed air electric valve by
bypassing the microcontroller.
NOTE: The closing functions have priority over the opening functions.
Temperature Probes
The temperature probes located at the outlet of the engines bleed air HP/LP
mixture and the temperature probes detecting the temperature of the systems
cause the illumination of BLEED OVHT warning light on the master warning
panel at the following values:
temperature higher than 310°C (590°F) Eng 1
temperature higher than 310°C (590°F) Cockpit Air Conditioning
temperature higher than 275°C (527°F) Wing Anti-ice
temperature higher than 310/275°C (590/527°F) S-Duct and Cabin Air
NOTE: 310°C (590°F) if the Engine No. 2 anti-icing is not in use,
275°C (527°F) if the anti-icing is in use.

The control and indication of the bleed air system include:
BLEED AIR - HP 1 Switch
BLEED AIR - APU Switch
ISOLATION Rotary Switch
ANTI-ICE WINGS Selector Switch
ANTI-ICE ENG Selector Switch
BLEED AIR-ISOL Light
BLEED OVHT Warning Light
EIED Message Display

July 2010
The BLEED AIR - HP 1 switch is a two position (AUTO/OFF) switch.
In the AUTO position, it permits the operation of the Engine No. 1 HP bleed
air electric valve.
In the OFF position, it orders the closing of the electric valve.
Figure 17-2: BLEED AIR - HP 1 and HP 3 Switches

The BLEED AIR - HP 3 switch is a two-position (AUTO/OFF) switch.
air electric valve.

The BLEED AIR - HP 2 switch is a two-position (AUTO/OFF) switch.
air electric valve.
Figure 17-3: BLEED AIR - HP 2 and APU Switches

July 2010
BLEED AIR - APU Switch

The BLEED AIR - APU switch is a two position (AUTO/OFF) switch.
In the AUTO position, it orders the opening of APU bleed air valve if, the APU
being in use:
–– speed N1 is higher than or equal to 94%,
–– the engine throttle levers are in a position less than 54° FCU.
In the OFF position, the APU valve is closed.

Engraved line horizontal (aligned) - Isolation electric valve is open, the bleed
air systems are mixed.
Engraved line vertical (non-aligned) - The bleed air isolation valve is closed,
the bleed air systems are separated: Engines No. 1 and 3 on the one hand,
Engine No. 2 and APU on the other.
Figure 17-4: ISOLATION Rotary Switch
ANTI-ICE WINGS Selector Switch

In the O'RIDE position, it orders the full opening of the HP 1 and HP 3 bleed air
electric valves, except if the BLEED AIR - HP 1/HP 3 switches are set to OFF
(closing is given priority).
Figure 17-5: ANTI-ICE WINGS Selector Switch

July 2010
ANTI-ICE ENG 2 Selector Switch
In the O'RIDE position, it orders the full opening of the HP 2 bleed air electric valve,
except if BLEED AIR - HP 2 switch is set to OFF (closing is given priority).
Figure 17-6: ANTI-ICE ENG 2 Selector Switch
BLEED AIR - ISOL Light

The illumination of the ISOL amber light signals the closing of bleed air isolation
electric valve.
Figure 17-7: BLEED AIR - ISOL Light
BLEED OVHT Warning Light

The BLEED OVHT amber light in the master warning panel illuminates if
overheating is detected by one of the six temperature probes of the bleed air
system.

The APU BLEED amber light illuminates if a throttle lever setting is higher than
54° FCU and the APU bleed air valve is not closed.
EIED Message Display

Messages on EIED are signaled by the MSG failure indication:
BLEED AIR - HP 1/HP 2/HP 3 if electric valve HP 1 or HP 2 or HP 3 is
involved in the failure signaled by BLEED OVHT light.
HP 1-2-3 FAILURE if the electric valve is not closed while the engine is shut
down.

July 2010
General
NOTE: The anti-icing systems are preventative systems and are not Anti-Ice Systems
Limitation
designed for eliminating ice. As a consequence, the anti-icing should
The engine and wing anti-ice
be turned on in flight as soon as TAT drops below +10°C (+50°F) systems must not be used
in icing conditions or visible moisture. In addition, engine anti-icing with TAT in excess of +10°C
should be turned on for the same conditions on the ground. (50°F). The wing anti-ice
system must not be used
on the ground except for
The engine air intake anti-icing system is designed to avoid the formation of ice
maintenance checks. (With
on engine air intakes. The air intake anti-icing system of each engine is fully the aircraft on the ground,
independent; it is supplied with HP air bleed from the corresponding engine. this configuration can lead to
overheating and subsequent
Engine air intake anti-icing pressure regulating valve controls the supply of the
damage to the slats.)
anti-icing system for each engine air intake.
Engine No. 2 S-duct is anti-iced through an air system picked off from the
HP/LP bleed air system on Engine No. 2 side of bleed air isolation electric valve.
Anti-Ice Systems
The system is supplied through S-duct anti-icing valve. Limitation
Anti-icing of PT2/TT2 probes is effective through the anti-icing control of each Do not perform ground
engine. checks of the engine or
wing anti-ice system with
APU bleed switch On.
Figure 17-8: Engine Air Intake
System Description
On each engine air intake anti-icing system, the corresponding anti-icing pressure
regulating valve provides for operation of the system and regulates the pressure
of the bleed air supply to 65 PSIG. The bleed air reaches the air intake annular
diffuser located inside the engine air intake leading edge box structure.

July 2010
The pressure switches rated at 4 PSIG enables the control of system operation.
Engine No. 2 S-duct anti-icing system is picked off the main HP/LP distribution
system. A butterfly type S-duct anti-icing valve controls the opening of the main
HP/LP air system, which supplies the anti-icing.
The hot bleed air flows to four perforated lines installed along the top section of
the S-duct. The lines distribute the hot bleed air to liner. Bleed air is evacuated
through louvers in the side of the engine nacelle.
Engines No. 1 and No. 3 air intake anti-icing operation is controlled through a
printed circuit board. Engine No. 2 air intake and S-duct anti-icing is controlled
by BASC (see Page 17-6, Bleed Air System).
Figure 17-9: Louvers Engine Nacelle
Engines No. 1 & No. 3 Air Intake Anti-Icing

Engines No. 1 and No. 3 air intake anti-icing is provided through the HP bleed
air system of the corresponding engine. Setting the ANTI-ICE - ENG 1/ENG 3
switch to AUTO supplies the PT2/TT2 probe heating system.
Figure 17-10: PT2/TT2 Probe

July 2010
The indication through the illumination of ANTI-ICE - ENG 1/ENG 3 green/amber

indicator light is via printed circuit board which receives data from LP pressure
switch. The indicator green light illuminates if the pressure at the LP pressure
switch exceeds 4 PSIG and switch is set to AUTO. The indicator amber light
illuminates if the pressure at the LP pressure switch does not reach 4 PSIG and
if switch is set to AUTO.
Engine No. 2 Air Intake & S-Duct Anti-Icing

Engine No. 2 air intake anti-icing is identical to that of Engines No. 1 and No. 3.
It is controlled through ANTI-ICE - ENG 2 selector switch and indicated through
ANTI-ICE - ENG 2 dual indicator light. The air intake anti-icing system is combined
with the S-duct anti-icing control and indication. Setting the ANTI-ICE - ENG 2
selector switch to AUTO or O'RIDE controls de-energization of the solenoid of air
intake anti-icing pressure regulating valve, the opening of S-duct anti-icing valve,
and the heating of PT2/TT2 probe.
Figure 17-11: S-Duct
AIR CIRCULATION
ANTI-ICING ANTI-ICED ZONE
ENGINE 2
Figure 17-12: S-Duct Anti-Ice System

July 2010
The air coming from the HP/LP bleed air system penetrates the S-duct anti-icing
system and supplies the manifolds. The BASC provides for the regulation of
the anti-icing efficiency through control of the flow of HP air entering the system
according to data supplied by various sensors and, in particular, pressure probe
and temperature. It also provides the indication for the operation of both air
intake and S-duct systems through illumination of the ANTI-ICE - ENG 2 indicator
light.
In case of failure of BASC, the O'RIDE selected on ANTI-ICE - ENG 2 selector
switch is used to force full opening of Engine No. 2 HP bleed air electric valve.

Cockpit controls are located on the overhead panel.
The ANTI-ICE - ENG 1/ENG 3 switch or ANTI-ICE - ENG 2 selector switch
controls the engine air intake anti-icing pressure regulating valve, the S-duct
anti-icing valve and the PT2/TT2 probe heating system.
The ANTI-ICE - ENG 1/ENG 2/ENG 3 green/amber dual lights monitor air
intake anti-icing of the corresponding engine as well as Engine No. 2 S-duct
anti-icing.
Figure 17-13: Anti-Ice ENG 1/ENG 3 and ENG 2 Switches
Figure 17-14: Anti-Ice ENG 1/ENG 2/ENG 3 Green/Amber Light

July 2010
ANTI-ICE - ENG 1/ENG 3 Switch

The ANTI-ICE - ENG 1/ENG 3 switch is a two (OFF/AUTO) position switch.
When set to OFF position the solenoid of engine air intake anti-icing valve is
permanently supplied.
When set to AUTO position the pressure regulating valve opens if the engine
is operating. The valve regulates a constant pressure for the anti-icing system,
regardless of the engine pressure. The anti-icing resistor of PT2/TT2 probe is
supplied by the aircraft system.
ANTI-ICE - ENG 2 Selector Switch

The ANTI-ICE - ENG 2 selector switch is a three (OFF/O'RIDE/AUTO) position
switch.
When set to OFF position the solenoid of Engine No. 2 anti-icing pressure
regulating valve is permanently supplied. Engine No. 2 S-duct anti-icing valve
is closed. The S-duct is not supplied with hot bleed air.
When set to AUTO position Engine No. 2 air intake anti-icing pressure
regulating valve opens if the engine is operating. The valve regulates a
constant pressure for the anti-icing system. The solenoid is no longer
supplied. S-duct anti-icing valve is open and the system is supplied by the
bleed air system. The anti-icing resistor of PT2/TT2 probe is supplied by the
aircraft system.
When set to O'RIDE position the operation is identical to that of the AUTO
position, only the HP bleed air electric valve is controlled to fully open
position.
NOTE: The purpose of this function is to compensate a loss of anti-icing
efficiency due to a BASC failure.
ANTI-ICE - ENG 1/ENG 3 Green/Amber Light

When the ANTI-ICE - ENG 1/ENG 3 switch set to AUTO position
illumination of the green light indicates normal operation of engine air intake
anti-icing system.
illumination of the amber light indicates insufficient system pressure.
When the ANTI-ICE ENG 1/ENG 3 switch set to OFF position
Indicator amber light flashing indicates a pressure > 4 PSIG.
ANTI-ICE - ENG 2 Green/Amber Light

When the ANTI-ICE - ENG 2 selector switch set to AUTO or O'RIDE position
illumination of the green light indicates the proper operation of Engine No. 2
air intake and S-duct anti-icing systems.
illumination of the amber light, after a 10 seconds time-delay, indicates
insufficient pressure in Engine No. 2 air intake anti-icing system i.e. < 4 PSIG
or insufficient pressure in the S-duct anti-icing system i.e. < 4 PSIG. S-duct
anti-icing valve full opening is not detected.

July 2010
Indicator amber light flashing TAT > 15°C (59°F) indicates the presence of
pressure in the air intake anti-icing system (the anti-icing valve is not closed),
or the presence of pressure in the S-duct anti-icing system (the anti-icing
valve is not closed).
NOTE: The flashing illumination of the indicator light due to
TAT > 15°C (59°F) can only occur if the master avionics switch
is set to ON (ADC energized).
When the ANTI-ICE - ENG 2 selector switch set to OFF position

Indicator amber light flashing, after a 15 seconds time-delay, indicates the
presence of pressure in the air intake anti-icing system (the anti-icing valve
is not closed) or the presence of pressure in the S-duct air intake system
(the anti-icing valve is not closed). S-duct anti-icing valve full closing is not
detected.

July 2010

Anti-Ice Systems
Limitation
General The engine and wing anti-ice

systems must not be used
The wing anti-icing system only applies to the wings. It is designed to avoid with TAT in excess of +10°C
the formation of ice on the wing inboard and outboard leading edge slats. The (50°F). The wing anti-ice
system must not be used
anti-icing is provided from wing anti-icing valve with HP/LP hot bleed air from on the ground except for
the bleed air common system (see Page 17-6, Bleed Air System). When bleed maintenance checks. (With
air isolating electric valve is closed, Engines No. 1 and No. 3 are the only wings the aircraft on the ground,
anti-icing supply sources. The electric valve is controlled by an ISOLATION rotary this configuration can lead to
overheating and subsequent
switch. An ISOL light indicates the closing of isolation electric valve.
damage to the slats.)
Do not perform ground

System Description checks of the engine or
wing anti-ice system with
Downstream of the wing anti-icing valve, the hot bleed air system is divided into APU bleed switch On
two lines, one supplying the RH wing and the other the LH wing. On each wing,
the line supplies the leading edge box structure at wing root, the inboard slat box
structure, through a telescopic coupling, the outboard slat box structure, through
a telescopic coupling.
DISTRIBUTION
DUCT
HOT AIR CIRCULATION AT

DISTRIBUTION OUTBOARD SLAT
DUCT (RETRACTED)
HOT AIR CIRCULATION AT

INBOARD SLAT
(RETRACTED)
Figure 17-15: Wing Hot Bleed Air Distribution

July 2010
The operation of the wings anti-icing system is automatically monitored by BASC
(see Page 17-6, Bleed Air System), which controls the illumination of ANTI-ICE
- WINGS dual indicator light.
The pressurized hot bleed air is distributed to each wing inside thermally lagged
stainless steel lines. A pick-off located at each wing root supplies hot bleed air to
the fixed leading edge box structure.
Each of the two telescopic couplings per wing enables the supply of a distribution
manifold in each slat. The air flows from the manifolds inside the leading edge
inner skin, which features a series of holes providing circulation of hot air between
the inner and outer skins. The air is exhausted through the slats upper and lower
surface trailing edges and at the ends of the slats.
In the slats retracted position, the air exhausted towards the upper surface trailing
edge is returned to the lower surface trailing edge between the slat leading edge
and box structure sections. The air is then exhausted at the lower section and at
the ends of the slats.

Cockpit controls are located on the overhead panel
The ANTI-ICE - WINGS selector switch controls the operation of the wing
anti-ice system.
The ANTI-ICE - WINGS green/amber dual indicator light checks the operation
of the wing anti-icing system.
Figure 17-16: ANTI-ICE WINGS Selector Switch
Figure 17-17: ANTI-ICE WINGS Green/Amber Light

July 2010
ANTI-ICE - WINGS Selector Switch Maintenance

The ANTI-ICE - WINGS selector switch is a three (OFF/O'RIDE/AUTO) position Limitation
switch. During ground testing of
airframe anti-icing system,
When set to OFF position, the wing anti-icing valve is closed; there is no hot do not leave switch in the
bleed air in the system. NORM or STBY position for
When set to AUTO position the wing anti-icing valve is open. The hot bleed air more than 30 seconds.
flows into the slats. The hot air distribution system is automatically controlled
by BASC which controls anti-icing through opening/closing of HP bleed air
electric valves of Engines No.1 and 3.
When set to O'RIDE position the wing anti-icing valve is open; the HP bleed
air electric valves of Engines No. 1 and 3 are fully open.
ANTI-ICE - WINGS Green/Amber Light

NOTE: The ANTI-ICE - WINGS green/amber light cannot illuminate green
and amber simultaneously.
When the ANTI-ICE - WINGS selector switch set to AUTO or O'RIDE position
Illumination of the green light indicates normal operation of the wing anti-ice
system.
Illumination of the amber light, after a 15 seconds time-delay, indicates loss
of anti-icing system efficiency or slats anti-icing system pressure less than
4 PSIG.
Amber light flashing indicates:
–– a Total Air Temperature (TAT) > 15°C (59°F) (risk of overheat)
–– after a 15 seconds time-delay, the detection of an anti-icing system
pressure
NOTE: Steady illumination overrides the flashing condition.
When the ANTI-ICE - WINGS selector switch set to OFF position

Amber light flashing indicates a pressure equal to or higher than 4 PSIG in
the LH or RH wings anti-icing line.
The wings anti-icing valve is not closed.

July 2010

July 2010
Electrical Anti-Icing
General
Various aircraft components are heated by electrical heating elements supplied
with 28 VDC power. Each of these systems are independently controlled with the
exception of the PT2/TT2 probe heating, that is controlled by the engine anti-ice
switches.
Windshield/Side Window Anti-Icing

Description
The Falcon 50EX is equipped with electrical heating systems for the cockpit
windshields/windows. These systems:
anti-ice the three front windshield panels
defog the left DV sliding window panel and the right DV window panel
defog the right aft window panel.
Components of the windshield anti-icing systems include:
controls
regulators/temperature sensing probes
heating relays and resistors
electric heating elements
annunciator.
CENTER
WINDSHIELD
PILOT'S COPILOT'S
WINDSHIELD WINDSHIELD
DIRECT VIEW RH DIRECT VIEW

(SLIDING) WINDOW
LH AFT RH AFT
WINDOW WINDOW
Figure 17-18: Cockpit Windshields/Windows

July 2010
Controls
CAUTIO
MAX position should only be used for inflight severe icing for which the
NORM position is inadequate.
Two WINDSHIELD anti-icing switches in the WINDSHIELD zone of the overhead

panel control windshield heating as:
the WINDSHIELD PILOT switch controls heat for the pilot’s windshield and
left half of the center windshield
the WINDSHIELD COPILOT switch controls heat for the copilot’s windshield
and right half of the center windshield.
Figure 17-19: WINDSHIELD Anti-Ice Switches

Each WINDSHIELD anti-icing switch is a three-position selector switch with
OFF/NORM/MAX positions.
When set to OFF, the corresponding windshield panels are not heated.
When set to NORM, 28 VDC power is connected to the corresponding
regulator. When this regulator is provided by a temperature probe, it energizes
the normal heating relay. This relay then connects 28 VDC power to the
heating elements of the windshield panels concerned, and temperature starts
increasing.
When the temperature probe detects a temperature of 30°C (86°F), the
corresponding regulator cuts off the power supply of the normal heating
relay. The regulator again initiates heating when temperature drops in the
window.
The WINDSHIELD anti-icing switches must be set to NORM prior to taxiing
even if no icing conditions exist to prevent cold soaking in flight.
In NORM, the pilot’s half of the center windshield and the pilot’s windshield
are in series. The copilot’s windshield and half of the center windshield are
similarly connected.

July 2010
When set to MAX, the switch increases total current through the pilot’s or
copilot’s windshield and decreases current in the center windshield.
This operation provides increased amperage for the pilot’s or copilot’s
windshield heating elements, thus faster heating of the windshield. The
pilot and copilot windshields are still thermostatically controlled at normal
temperatures.
The WINDSHIELD anti-icing switches should only be set to MAX in flight if
severe icing conditions exist. Both switches should be in the same operating
positions (NORM or MAX) to prevent uneven heating and possible cracking
of the center windshield.
Probes and Heating Elements

The windshield panels are heated by electric heating elements embedded
between the two outer layers in each windshield panel. Each circuit is equipped
with its own power supply and regulation system.
There are two independent temperature probes in each windshield; one is
used for normal operation and the other is a reserve probe for maintenance
convenience.
There is no temperature control probe in the center windshield. The center
windshield temperature is controlled in each half windshield by the pilot or copilot
windshield probe to which it is connected.
The pilot’s windshield heat system receives its heating element power from the
left Main bus and its control power from the Primary A bus. The copilot’s system
receives its heating element power from the right Main bus and its control power
from the Auxiliary D bus.
Transfer Function
A transfer function is provided in the windshield heat system should one of the
following failures occur in the heating circuits:
open circuit or high resistance of the temperature probe
short circuit or low resistance of the temperature probe.
The regulator controlling this circuit automatically provides:
transfer of the heating regulation function to the other windshield heating
control regulator. Thus, system performance is not lost.
illumination of the amber XFR annunciator light in the WINDSHIELD zone on
the overhead panel.

July 2010
Cockpit Side Windows
Components of the side windows anti-icing system include:
a switch
control regulators
temperature sensing probes
heating relays.
Control
Heating of the cockpit side windows, pilot direct view (DV sliding window), copilot
DV window, aft right side window, and the aft left side window is controlled by the
WINDSHIELD SIDE switch to the right of the PILOT and COPILOT switches.
When the SIDE switch is set to OFF, the side windows (front and rear) are not
heated.
When the SIDE switch is set to ON, 28 VDC power is connected to a control
regulator for the sliding window and the right DV window and to a control regulator
for the right aft window. An additional regulator is installed for the left aft window
system if heated.
Control Regulators
Each control regulator receives temperature data from its temperature sensing
probe. Each regulator supplies electrical power to the winding of the corresponding
heating relay(s) for its respective windows.
The relay is energized and supplies 28 VDC power to the heating elements of the
applicable windows to increase the temperature. When the temperature probe
detects a temperature of 30°C (86°F), the regulator cuts off the power supply to
the heating elements of the windows.
After the window temperature drops, the regulator again energizes its respective
heating system.
Each regulator automatically cuts off the heating of the corresponding windows
in the event of any of the following failures:
open circuit or high resistance of the temperature probe equivalent to a detected
temperature of 60°C (140°F)
short circuit or low resistance of the temperature probe equivalent to a
detected temperature of -70°C (-94°F).
The side (DV and aft) window regulators are identical to the windshield regulators
except that they lack the transfer function. One independent regulator controls
the heating of the pilot DV (sliding) window and copilot DV window using a single
probe in the right DV window.
An identical independent regulator controls heating of the aft right window,
which has its own temperature probes. If the aft left window is also heated, its
characteristics are identical to the aft right window but it has its own regulator
connected to its own temperature probe.

July 2010
If a configuration has both aft right and left window heat, the heating relays of the
right and left aft windows are in series. The aft windows are, therefore, heated
only if both regulators simultaneously command heating.
The side windows are not subject to icing because of their position to the air
flow, however, they must be heated to prevent mist from developing on the outer
surface of the windows (i.e., descent). The side windows are heated as soon as
the side window heat is switched on before taxi.
The heating power required for the side windows is lower than that required for
the front windshields. Electrical power for the regulator and heating elements of
the DV windows is provided by the Primary A bus; for the aft windows regulator(s)
and heating element(s), electrical power is supplied by the Auxiliary C bus. There
is no warning annunciator to indicate a failure or malfunction in the side windows
heating systems.
Preheat
If the airframe temperature is -15°C (5°F) or below, the cockpit side and aft
windows as well as the windshields must be preheated for 15 minutes prior to
taxiing from the ramp.
Pitot/Static Heating System

The pitot probes, AOA Sensors, static ports, AOA probe (if installed), and TAT
probe are anti-iced by 28 VDC powered built-in elements.
Components of the pitot/static anti-icing system include:
pilot/copilot switches
Figure 17-20: Pilot/Copilot Switches

July 2010
pitot probe elements
Figure 17-21: Pitot Probe

static port elements
Figure 17-22: Static Port

AOA Sensor elements
Figure 17-23: AOA Sensor

July 2010
AOA probe (if installed) elements
Figure 17-24: AOA Probe

TAT probe elements
Figure 17-25: TAT Probe
Control/Indicators
The PITOT - PILOT and PITOT - COPILOT switches control anti-icing for the
pitot/static system. The switches are in the PITOT area on the overhead panel.
Figure 17-26: PITOT - PILOT and PITOT - COPILOT Switches

July 2010
When the PITOT - PILOT system switch is in ON, it connects the power supply
to the heating elements of the:
left pitot probe
left and right static ports
left AOA sensor, and
TAT probe through a relay.
When the PITOT - COPILOT system switch is in ON, it connects the power
supply to the heating elements of the:
right pitot probe
left and right static ports
right AOA sensor, and
AOA probe (if installed) through a relay.
Heating elements of the pitot pressure probes and the static pressure ports are
monitored. A printed circuit monitors the electric current flowing through the
heating elements.
When the current in a monitored circuit becomes low or non-existent, power
illuminates the warning light to indicate abnormal operating conditions.
Anti-icing of the TAT probe and AOA Sensors is not monitored. Monitoring of the
anti-icing current to the AOA probe (if installed) is indicated by a small ammeter,
normally located on the copilot’s instrument panel.
L. PITOT
The PITOT - PILOT and PITOT - COPILOT switches must be switched on prior
to taking-off. The amber L PITOT and R PITOT warning annunciators should
R. PITOT extinguish when these switches are placed on.
When PITOT - PILOT and PITOT - COPILOT switches are off, the pitot and static
monitoring circuits sense no current and illuminate the L PITOT and R PITOT
annunciators.
Electrical power for the pilot’s pitot/ static system anti-icing is provided by Primary
A bus; power for the copilot’s pitot/static system anti-icing is provided by Auxiliary
D bus.

July 2010
Miscellaneous
Windshield Wipers
The pilot and copilot windshields are equipped with an electric windshield wiper
system to provide clear visibility during takeoff, approach, and landing in rain or
snow. The wipers are parked in a recess below the windshields when not in use.
The recess avoids any accumulation of rain or snow on the wipers; in addition,
it is drained.
LH/RH WIPER
ARM ASSEMBLY
LH/RH
GEARBOX
LH/RH WIPER
MOTOR
LH/RH FLEXIBLE
DRIVE SHAFT
Figure 17-27: Windshield Wipers

The pilot’s windshield wiper is powered from the Primary A bus and the copilot’s
wiper is powered by Auxiliary D bus.
Components of the windshield wiper system include:
pilot/copilot wiper control switch
motor/gearbox/drive shaft
wiper arm assembly/wiper blade
relay/resistor.

July 2010
WIPER Switch
A three-position WIPER switch (ON/OFF/PARK) on the left or right lower part
of the overhead panel controls each wiper. When either the PILOT WIPER or
COPILOT WIPER control switch is set to ON, 28 VDC power is applied to the
corresponding wiper motor.
Figure 17-28: Wiper Switch

When either wiper switch is set to OFF, power is cut off to the corresponding
windshield wiper motor. The motor stops, leaving the windshield wiper in the
current position.
When either wiper switch is held to PARK, 28 VDC power is applied to the
corresponding parking position relay. Power is then applied to its windshield
motor at a reduced speed. A ground connection is also provided for the parking
position cam of the corresponding windshield wiper motor.
When this cam establishes end-of-travel contact (windshield wiper arm in the
low sweep position, within recess), the cam cuts off the motor power supply.
When the toggle of the control switch is released, the switch returns to the
spring-loaded OFF position.
Windshield Defogging
Windshield defogging uses conditioned air tapped from the air conditioning
system behind the instrument panel at the pilot feet/glareshield distribution
boxes. Defogging air is blown through the glareshield gaspers.
A high/low control located at the base of the instrument panel directs the air to
the pilot/copilot feet, to the glareshield gaspers, or both simultaneously when set
to mid position.
Pilot feet air outlet distribution chamber enables the air to be directed to the pilot
feet, to the air gaspers, or both when the lever is in middle position. The high-low
control located at the base of the instrument panel enables air to be directed
to the pilot feet, to the air gaspers, or both simultaneously when the lever is in
middle position.

July 2010
Cockpit/Passenger Window Defogging

In general, components of the cockpit window defogging system include:
bottle of silica gel desiccant
layered window
pipe and anti-mist valve.
Components of the passenger window defogging system include:
desiccant squib
layered windows with ports.
Cockpit Window Defogging

Each aft window of the flight compartment is dried by a separate system connected
to a bottle of silica gel desiccant.
ANTI-MIST
VALVES
BOTTLES OF
SILICA GEL
Figure 17-29: Silica Gel Desiccant

An anti-mist valve on the upper part of each window equalizes the internal window
pressure and the flight compartment pressure.
Each anti-mist valve is connected to its respective window by a pipe. When the
desiccant loses its affectivity and mist forms on the window, it is possible (before
replacing the bottle of desiccant) to blow hot air through the system until the mist
disappears. The anti-mist valve evacuates the hot air.
The cockpit window defogging system requires no controls because it is
self-operating.

July 2010
Passenger Cabin Window Defogging
A desiccant squib defogs the space between the two layers of each passenger
cabin window through two ports at the lower part of the inner layer. The
passenger cabin window defogging system requires no controls because it is
self-operating.
Figure 17-30: Passenger Cabin Window
Windshield Ice Detection Spotlight

A small ice detection spotlight on the glareshield illuminates an unheated area of
the windshields so that ice can be identified during night flying.
This circuit is powered from the 28 VDC Primary A bus and is controlled through
the NAV switch in the EXTERIOR LIGHTS panel on the overhead panel.
The ice detection spotlight illuminates:
the right hand bottom area of the pilot’s windshield on aircraft to No. 49
the left hand bottom area of the center windshield panel from aircraft No. 50.
Figure 17-31: NAV Switch

July 2010
Leading Edge Ice Inspection Lights

The wing leading edges are illuminated by the leading edge ice inspection lights
(if installed).
Figure 17-32: Leading Edge Ice Inspection Lights

The WING switch on the EXTERIOR LIGHTS panel on the overhead panel
controls the lights.
Electrical power for the left ice inspection light comes from the Primary A bus; for
the right inspection light is powered by the Primary B bus.
Figure 17-33: Wing Switch

July 2010

July 2010
Preflight
During the exterior preflight inspection, accomplish the following checks of the
ice and rain protection systems (refer to Preflight Inspection chapter).
Check that the left and right windshields are clean, in good condition, and have
no delamination or discoloration. Check that the wiper is in good condition and
in the park position.
Check the right and left wing leading edge slats condition.
Check the condition of the engine intake nacelles.
Ensure the wing ice inspection light(s) (if installed) are intact and in good condition.
Check the TAT probe, AOA sensor (if installed), PT2/TT2 probes, pitot probe and
static ports for heat.
Check for engine fan or spinner damage and verify that the PT2/TT2 probes are
intact.
Abnormal Procedures
The following section provides a brief discussion of what happens during
abnormal anti-ice operations. For a list of specific procedural steps, please refer
to your CAE SimuFlite Operating Handbook.
Engine Anti-Ice System Inoperative

The amber portion of the Engine No.1, No. 2, or No. 3 annunciator illuminates if
the corresponding ANTI-ICE switch is on and the anti-icing air pressure is lower
than 4 PSIG.
The pressure lower than 4 PSIG indicates that the respective air intake pressure
switch has not been activated because the pressure is low or an anti-icing
pressure switch is inoperative.
Maintain minimum N1 required (refer to minimum N1 speeds for anti-ice operations,
CAE SimuFlite Operating Handbook) and avoid or leave icing conditions as soon
as possible.
Engine Anti-Ice Failed Activated

If Engine No. 1 or No. 3 engine anti-ice amber annunciator is illuminated and the
corresponding engine ANTI-ICE switch is OFF, the anti-icing pressure is more
than 4 PSIG. This may indicate an anti-ice valve is still in the open position.

July 2010
If TAT is greater then +10°C (50°F) and the failure affects Engine No.1 or Engine
No. 3, reduce the thrust on the affected engine as soon as possible to limit
possible overheat damage to the engine air intake structure.
If Engine No. 2 amber annunciator illuminates and the Engine No. 2 ANTI-ICE
switch is OFF, the anti-icing pressure is more than 4 PSIG in either the S-duct
anti-icing ducts or the No. 2 nacelle anti-ice system.
Rotate the isolation valve knob 90° (vertical marking) to divide the common bleed
air manifold into two sections. Turn the HP 2 switch to OFF to cut off the HP air
supply to the S-duct or the S-duct inlet anti-ice system.
Reduce thrust on Engine No. 2 as soon as possible to limit overheat that could
damage air intake or S-duct structure.
Wing Anti-Ice System Inoperative

Illumination of the WINGS amber light with the ANT-ICE - WINGS switch in AUTO
or O'RIDE position indicates the anti-icing system pressure is less than 4 PSIG
in the wing anti-ice system.
If the amber light remains illuminated, maintain minimum N1 required (refer to
minimum N1 speeds for anti-ice operations, CAE SimuFlite Operating Handbook)
and avoid or leave icing conditions as soon as possible.
If the amber WINGS anti-ice light extinguishes and the green WINGS light
illuminates, the flight can be continued normally.
Wing Anti-Ice Failed Activated

If the WINGS amber light illuminates with the ANTI-ICE - WINGS selector switch
in the OFF position, the wing bleed air pressure is greater than 4 PSIG in the LH
and RH wings anti-ice line.
Rotate the bleed air isolation valve knob 90° (vertical) to divide the common
bleed air manifold line into two independent lines. Turn the HP 1 and HP 3
switches to OFF; this closes the HP 1 and HP 3 valves. This procedure turns off
the higher temperature HP air supply to the wing anti-ice system. Reduce engine
No. 1 and No. 3 power as soon as possible to limit possible overheat damage to
the slat structure.
Windshield Heat Regulating System Inoperative

Illumination of the amber WINDSHIELD XFR light on the overhead panel
indicates an automatic transfer of windshield heat regulation from a failed side
to the operating side.
Maintain both the PILOT and COPILOT switches in the same position.
L. PITOT
Pitot/Static Heat Inoperative
If the amber L PITOT or R PITOT annunciator illuminates, a left or right pitot heat
R. PITOT or static heating element failure is indicated. Avoid or leave icing conditions as
soon as possible.

July 2010
Slats Fail to Retract After Takeoff

If the slat INTRANSIT light fails to extinguish after clean wing selection during
icing conditions, ice may have accumulated between the slat and the wing leading
edge. To remove the ice, extend the slats, maintain airspeed less than 200 Kts
and activate the wing anti-ice system.

July 2010

July 2010
Data Summaries
Ice and Rain Protection System

Wing Anti-Ice
Power Source Primary B bus (normal)
Auxiliary C bus (standby)
HP and LP bleed air
Distribution Fixed leading edge of wing
Inboard slats
Outboard slats
Control Switches
WINGS
ISOLATION
HP 1, HP 2, HP 3
Monitor WINGS amber/green anti-ice light
ITT gauges
BLEED OVHT annunciator
Total Air Temperature (TAT) gauge
Protection Circuit Breakers
AIR FR STBY
AIR FR
Engine Anti-Ice
Power Source HP bleed air intakes
HP and LP bleed air (Engine No. 2 S-duct)
Primary A bus (Engines 1/2)
Primary B bus (Engine 3)
Distribution Engines 1/3:
Nacelles
Engine 2:
S-duct inlet
S-duct
All engine PT2/TT2 sensors (electrically heated)
Control Switches
ENG 1, ENG 2, ENG 3 anti-ice
HP 1, HP 2, HP 3
Isolation valve
Monitor ENG 1, ENG 2, ENG 3 amber/green anti-ice lights
ITT gauges
TAT indicator
BLEED OVHT annunciators
ENGINE 1
ENGINE 2
ENGINE 3

July 2010
Pitot/Static Anti-Icing
Power Source Primary A, Auxiliary C, and D buses
Distribution Pitot probes Left and Right
Normal static ports Left and Right
Angle-Of-Attack (AOA) probe
TAT probe
AOA sensors Left and Right
Control PILOT PITOT switch
Left pitot probe TAT probe
Left AOA sensor
COPILOT PITOT switch
Right pitot probe
AOA probe
Right AOA sensor
L PITOT (A bus)
R PITOT (B bus)
A/A ammeter
LH PITOT HEAT
RH PITOT HEAT
A/A PROBE HEAT (if installed)
Windshield Anti-Ice
Power Source LH Main DC bus, RH main DC bus
Primary A and auxiliary D buses
Auxiliary C bus (side windows)
Distribution Pilot, copilot, center windshields
Pilot DV (sliding) window
Copilot DV (non-sliding) window
Aft right window
Aft left window
Control PILOT windshield switch (OFF, NORM, MAX)
Pilot windshield
Left center windshield
COPILOT windshield switch (OFF, NORM, MAX)
Copilot windshield
Right center windshield
SIDE windshield switch (OFF, ON)
Sliding window
Right DV window
Right aft window
Left aft window
Monitor XFR Windshield light
WSHLD FRONT LH
WSHLD FRONT RH
DV WINDOW
AFT SIDE WINDOW
Windshield current limiters

July 2010
Windshield Wipers
Power Source Primary – A bus
Auxiliary – D bus
Distribution Pilot windshield
Copilot windshield
Control PILOT WIPER switch
COPILOT WIPER switch
(ON, OFF, PARK positions for both)
WIPER LH
WIPER RH

July 2010

July 2010
18
Contents
General....................................................................................................18-3
Schematic: Landing Gear System
(Normal Operation)....................................................................18-5
Schematic: Landing Gear System
(Emergency Operation).............................................................18-7
Schematic: Wheel Brake/Anti-Skid System. ...............................18-9
Landing Gear System
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-11
Ground/Flight Detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-12
Proximity Detector Units....................................................................18-12
Ground/Flight Relays.........................................................................18-12
Operation...........................................................................................18-12
Main Landing Gear (MLG). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-13
MLG Doors........................................................................................18-15
MLG Shock Strut...............................................................................18-15
MLG Uplock.......................................................................................18-15
MLG Operation..................................................................................18-16
Nose Landing Gear (NLG). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-17
NLG Doors.........................................................................................18-18
NLG Shock Strut................................................................................18-19
NLG Uplock.......................................................................................18-19
NLG Centering...................................................................................18-20
NLG Operation...................................................................................18-20
Landing Gear Control Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-21
Landing Gear Indication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-21
Emergency Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-23
Brake System
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-25
Brake System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-26
Braking Distributor.............................................................................18-27
BRAKE Selector................................................................................18-27
Brake System Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-27

July 2010
Brake System Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-28
Parking/Emergency Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-28
Anti-Skid System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-29
Servo Valve.......................................................................................18-29
Electronic Control Amplifier...............................................................18-29
Anti-Skid Operation............................................................................18-29
Schematic: Nose Wheel Steering System. ............................... 18-30
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-31
Nose Wheel Steering Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-32
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-33
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-33
Inflation..............................................................................................18-33
Landing Gear does not Extend..........................................................18-33
Abnormal Gear Retraction.................................................................18-34
Anti-Skid System Failure...................................................................18-34
Low Parking Brake Accumulator Pressure........................................18-34
Brake System Failure........................................................................18-34
Data Summaries
Landing Gear System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-35
Anti-Skid System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-35
Nose Wheel Steering System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-35

July 2010
General
The landing gear system on the Falcon 50EX is a standard tricycle design
electrically controlled and hydraulically actuated. The Main Landing Gear (MLG)
utilizes dual wheels and the Nose Landing Gear (NLG) uses a steerable dual
wheel with chined tires for water and slush deflection.
An emergency (hydraulic) landing gear extension system and a manual (freefall)
landing gear extension system are available.
The brake system has multiple disc brakes on the MLG wheels. Two systems,
No. 1 and No. 2, are selected electrically, controlled mechanically, and actuated
hydraulically with the associated No. 1 or No. 2 hydraulic systems. An anti-skid
system provides maximum braking efficiency on all runway surfaces.

July 2010

July 2010
Landing Gear System

(Normal Operation)
L/G RETRACTION
LINE
L/G CONTROL MAIN L/G
AIR
CIRCUIT CARD MANUAL
BRAKE UNLOCKING
FLAPS
UP
0 MAIN L/G
L/G CONTROL L/G EXTENSION LINE MANUAL
SELECTOR UNLOCKING
B DN
48 20
SOLENOID VALVE
SLATS NOSE L/G MANUAL
B MOVING NOSE L/G UNLOCKING ON AFT
U RH MAIN L/G UPLATCH BOX LEFT SIDE OF PEDESTAL
S LANDING GEAR UPLATCH BOX
TEST
LH NOSE RH
DOOR CONTROL
EMER-GEAR PULL
SOLENOID VALVE
LH MAIN L/G
UPLATCH BOX NOSE GEAR
L/G ACTUATOR
INDIC
MAIN L/G ACTUATING CYLINDERS
A
B DOOR OPENING LINE

L/G
U CONTROL
S
NOSE L/G
TELESCOPIC
BAR
SYSTEM TO MANUAL
PRESSURE CONTROL
TELEFORCE CABLE MICROSWITCH
TO RETRACTION
RETURN BRAKING MAIN DOOR
PRESSURE SYSTEM LH MAIN
ACTUATING DOOR UPLATCH
CYLINDERS
NORMAL/EMERGENCY
SELECTOR
(IN NORMAL RH MAIN
PRESSURE POSITION) DOOR
UPLATCH
RETURN

July 2010

July 2010
Landing Gear System

(Emergency Operation)
L/G RETRACTION
LINE
L/G CONTROL MAIN L/G
AIR
CIRCUIT CARD MANUAL
BRAKE UNLOCKING
FLAPS
UP
0 MAIN L/G
L/G CONTROL L/G EXTENSION LINE MANUAL
SELECTOR UNLOCKING
B DN
48 20
SOLENOID VALVE
SLATS NOSE L/G MANUAL
B MOVING
NOSE L/G UNLOCKING ON AFT
U UPLATCH BOX LEFT SIDE OF PEDESTAL
RH MAIN L/G
S LANDING GEAR UPLATCH BOX
TEST
LH NOSE RH
DOOR CONTROL
EMER-GEAR PULL
SOLENOID VALVE
LH MAIN L/G
UPLATCH BOX NOSE GEAR
L/G ACTUATOR
INDIC
MAIN L/G ACTUATING CYLINDERS
A
B DOOR OPENING LINE
L/G
U CONTROL
S
NOSE L/G
TELESCOPIC
BAR
SYSTEM
PRESSURE
TO MANUAL
TELEFORCE CABLE CONTROL
MICROSWITCH
TO RETRACTION
RETURN BRAKING
PRESSURE MAIN DOOR LH MAIN
SYSTEM ACTUATING DOOR UPLATCH
CYLINDERS
NORMAL/EMERGENCY
SELECTOR
(IN EMERGENCY RH MAIN
PRESSURE POSITION) DOOR
UPLATCH
RETURN

July 2010

July 2010
Wheel Brake/Anti-Skid
System
PEDALS FOR NORMAL-EMERGENCY BRAKING MODES
PILOT COPILOT
PARKING/EMERGENCY
BRAKE BRAKE HANDLE
DISTRIBUTOR
SYSTEM
RETURN
PARK UNLOCK PUSH BRAKE
PRESSURE WHEN
LANDING GEAR CONTROL
IS RETRACTED
ACCUMULATOR
PARK BRAKE FOR PARKING MODE
NORMAL (#1) OF BRAKE APPLICATION
BRAKING DISTRIBUTOR
SECTION
NO.1 HYDRAULIC EMERGENCY

SYSTEM (#2) BRAKING
SECTION
OVER PRESSURE
A RELIEF VALVE
B STANDBY
U PUMP EMERGENCY
S NORMAL (#1) BRAKE
SELECTOR (#2) BRAKE NO. 2 HYDRAULIC
VALVE SELECTOR SYSTEM PRESSURE
SHUTTLE VALVE
VALVES
ON
#1
#2 OFF L R
#1
OFF
SERVO B FLASHER
SERVO UNIT
VALVE VALVE
GEAR CONTROL #2P.BK
LEVER SWITCH
B
ANTI-SKID
B ANTI- SYSTEM
U SKID
S
NO.1 NORMAL BRAKES

NO.2 BRAKES
PARKING/EMERGENCY BRAKES & NO. 2 BRAKES

RETURN

July 2010

July 2010
Landing Gear System
General
The Falcon 50EX landing gear system is electrically controlled and hydraulically
operated, and includes dual-wheel NLG and MLG. When retracted, the NLG is
enclosed by mechanically actuated and linked doors; the MLG is enclosed by
hydraulically actuated doors. The landing gear is normally actuated by hydraulic
pressure from hydraulic System 1 (see Hydraulic System chapter for details). In
the event of electrical and/or hydraulic problems with the landing gear, emergency
extension modes are available.
Figure 18-1: Landing Gears

July 2010
Ground/Flight Detection
The NLG and MLG shock strut position detection system controls operation of
a number of aircraft circuits depending on whether the aircraft is on the ground
or in flight. The circuit is powered from the A and B primary DC busses. A relay
provides means of using the A bus exclusively after failure of B bus generation.
Each landing gear has a unit containing two proximity switches which drive the
six relays assigned to the various circuits. Each proximity detector consists of an
element which becomes conductive when a metallic piece, or target, approaches
its sensing surface (shock strut extended).
Proximity Detector Units

The proximity detector units are located on the NLG, and on the MLGs. Each unit
contains two proximity detectors.
Ground/Flight Relays
These relays, controlled by proximity detectors, are energized when the shock
struts are extended.
Operation
Aircraft circuits are started up when the ground connection circuit is closed by
the ground/flight relays which are energized or de-energized depending on the
position of the corresponding proximity detector.
Operation is as follows:
When the NLG shock strut is compressed, relays are inactive and permit
completion of circuits for the following equipment/circuits:
braking
Data Acquisition Unit (DAU)
No. 2 (center) failure
on-ground starting
BASC
EIED
steering (relay inactive).
When the MLG shock struts are compressed, relays are inactive and complete
the circuits for the following equipment/circuits:
battery cooling fans
APU GROUND/FLIGHT relay
front fan control relay
relays controlling on-board digital clocks
EDC
DAU
takeoff warning printed circuit
GROUND/FLIGHT relay for the thrust reverser

July 2010
GROUND/FLIGHT relay for the inhibition of REV UNLOCK warning light

test relay and GROUND/FLIGHT relay for the standby horizon
air conditioning and pressurization.
They also transmit ground or flight position information to DEECs through relay.
When the MLG shock struts are extended, relays are in active position and
complete the circuit to the test relay of the standby horizon.
When LH MLG and NLG shock struts are extended, relays are in active position
and permit completion of the control circuits for landing gear and slats.
Main Landing Gear (MLG)

The MLG installation consists of right and left MLG assemblies of
pneumatic/hydraulic shock struts fitted with dual wheels. The landing gear is
hydraulically retracted inward into the well under the wing and fuselage and is
locked in the up position by means of a lock assembly in each wheel well. When
the landing gear is up, hydraulic pressure is removed from the landing gear
system. Each landing gear is then held in place by its uplock.
In the down position, the landing gear is locked and braced by the landing gear
extension unit (operating jack).
Other components of the MLG include:
MLG supports
shock absorber barrel
shock absorber (strut)
torque link
fork assembly
dual proximity sensors
uplock unit
door lock
actuating cylinders
brake assembly.

July 2010
The MLG includes the strut barrel, piston assembly, axle assembly, and associated
parts. The upper end of the strut main body is hinged between the forward and
aft MLG supports within the wing structure by means of trunnion pins.
Figure 18-2: Main Landing Gear (MLG)
LANDING GEAR
UPLOCK UNIT ACTUATING CYLINDER
DOOR
UPLOCK
UNIT
LANDING
GEAR LEG
UPLOCK DOOR ACTUATOR
ROLLER
LINK
BRAKE
GEAR DOOR UNIT
WHEEL
LINKED
DOOR
Figure 18-3: Components of MLG

July 2010
MLG Doors
The MLG door assembly covers the landing gear well when the landing gear is
retracted; it is comprised of two sections. The outboard section of the door is
hinged on its outboard end to the wing structure; it is secured to the strut main
body by means of an adjustable link that actuates the door during retraction and
extension.
The inboard section of the MLG door is hinged on the fuselage and is actuated
directly by a hydraulic door actuator on the door front side. A latch box holds this
door closed after the landing gear is extended or retracted.
MLG Shock Strut

The MLG struts absorb shock forces generated during landing and taxiing. The
strut is filled with MIL-H-5606 hydraulic fluid and is serviced with nitrogen gas.
During taxiing, shocks are absorbed largely by compression of the nitrogen gas
within the strut.
Figure 18-4: MLG Shock Strut
MLG Uplock
The MLG uplock assemblies retain the main gear in the up position. During the
landing gear retraction cycle, a roller engages the latch, and lock the gear in the
up position.
When the landing gear extension cycle begins, the uplock cylinder releases the
latch from the uplock roller. In the event of hydraulic system pressure loss, the
uplock mechanism is unlocked manually by pulling a handle connected to a
teleforce cable.

July 2010
Figure 18-5: MLG Uplock
MLG Operation
The MLG is extended and retracted by two cylinder assemblies through the
movement of the landing gear control handle on the forward instrument panel.
When the landing gear control is placed in the UP position, the doors then unlock
and open. Once the doors are sensed open, main hydraulic pressure is applied
to the gear up ports of the actuating cylinders to retract the MLG. The landing
gear down ports of the actuating cylinders are connected to the hydraulic return
line.
As the landing gear is driven to its upper limit, it actuates the link roller of the
uplock mechanism, allowing the rollers to latch the landing gear in the retracted
position. The uplock switch located on the assembly is sensed and the doors are
commanded to close. Hydraulic pressure closes the MLG doors.
Once the doors are closed, the retraction sequence is ended.
Placing the landing gear control lever DOWN electrically positions the selector
valve so that the fluid trapped on the retract side of the uplock cylinders is
released to return.
The door latch boxes open and the actuating cylinders open the inboard doors to
their stops. The sensors of the door actuating cylinders sense that the doors are
opened, the “landing gear extension” line is then pressurized.
The uplatch boxes open and release the landing gear; the actuating cylinders
control the extension of the landing gear. When all gear are down, the doors are
commanded to close. Once the door actuating cylinders sense that the doors are
closed and locked, the sequence ends.

July 2010
Nose Landing Gear (NLG)

The NLG installation consists of a NLG assembly, a locking strut, an actuating
cylinder assembly, a steering actuator assembly, two wheel assemblies, two
tires, and attaching hardware.
Figure 18-6: Nose Landing Gear (NLG)

July 2010
Other components of the NLG include:
piston assembly
door drive roller
uplock roller
upper and lower aft doors
proximity switch.
NOSE LANDING
GEAR UPLOCK ACTUATING
UNIT CYLINDER
UPPER AFT
NLG DOOR
TELESCOPIC ADJUSTABLE
LOCKING LINKS
RH LATERAL DOOR STRUT
NOSE
GEAR
LEG
CONTROL LINKAGE
UPLOCK
ROLLER
ADJUSTABLE
STOP
LOWER AFT
NLG DOOR
LATERAL
DOORS
LATERAL DOOR
DRIVE ROLLER
Figure 18-7: Components of NLG
NLG Doors
Four doors enclose the nose wheel well when the landing gear assembly is
retracted. Two forward doors (lateral doors) are hinged to the aircraft structure
and open to either side of the gear. The aft wheel well doors are connected to the
outer body assembly of the NLG assembly and attached by adjustable linkage.
The doors open and close as the landing gear assembly is extended or retracted
and are dependent upon the position of the landing gear strut. Actuation of the
doors is accomplished by push rods and bellcranks linked to the outer body
assembly and the aircraft structure.

July 2010
NLG Shock Strut

Shock forces generated during landing and taxiing are cushioned hydro-pneumatically
by the NLG in the same manner as the MLG. The NLG is attached to the airframe by
means of two trunnions supported by ball-joint bearings in the nose wheel well.
Figure 18-8: NLG Shock Strut
NLG Uplock
The NLG uplock assembly is of the same construction and operation as the MLG
uplock assembly, except is smaller in size.
Figure 18-9: NLG Uplock

July 2010
NLG Centering
A mechanical cam within the NLG strut prevents the retraction of an off-center
gear wheel assembly into the well. With NLG extension after takeoff, the cam
centers the lower strut and wheels and provides an in-flight signal from a proximity
switch. If centering does not occur, the landing gear lever will not move to the
UP position.
NLG Operation
The NLG is extended and retracted by a double-acting actuating cylinder assembly
similar to the MLG actuating cylinder assembly. In the retracted position, the NLG
assembly is latched by the uplock cylinder assembly located in the wheel well. In
the extended position, a telescoping locking strut mechanically locks the NLG into
position by means of a claw-type locking device.
When the landing gear control lever is placed in the DOWN position, System
No. 1 hydraulic pressure is applied to the gear down port of the actuating cylinder
and the gear up port is connected to the return line. The extension of the cylinder
drives the landing gear to the down position, and the locking strut locks the gear
in place.
When the landing gear control lever is placed in the UP position, System
No. 1 hydraulic pressure is applied to the gear up port of the nose gear actuating
cylinder. The retraction of the cylinder drives the landing gear assembly to the
fully retracted position. Gear retraction movement is slowed down by a one way
restrictor installed in the nose landing gear down line, restricting the return flow
from the actuating cylinder.
The uplock roller on the NLG joins the uplock hook and the roller moves back
into place, locking the gear in the UP position.
The latch also actuates the uplock microswitch on the NLG uplock assembly.

July 2010
Landing Gear Control Lever

The landing gear is controlled by the gear control lever on the center instrument
panel. The control lever electrically positions the gear selector solenoid valve to
either retract or extend the gear.
On the ground, a locking device holds the lever in the DOWN position to prevent
inadvertent retraction. The landing gear electrical control circuit is powered from
the primary A bus. If the gear fails to retract, the crew should verify that it is down
and locked, then return for landing.
Figure 18-10: Landing Gear Control Lever
Landing Gear Indication

The landing gear configuration lights are above the copilot's Primary Flight
Display. In the event of loss of power from B bus, the panel is powered by Primary
A bus. Three lights and three arrows provide landing gear position information,
which is supplied through the proximity switches on the mechanism that locks the
actuating cylinder in the extended position (MLG) or the telescopic bar (NLG).
In addition, a red light in the landing gear control handle blinks in the following
cases:
gear handle up and any gear not uplatched
gear handle down and any gear not down and locked
gear handle in any position, any gear not down and locked, power lever
retarded, and airspeed below Mach 0.27/160 KIAS.
An audible warning provides gear warning if flaps are extended to
S + FLAP 48° and any landing gear is not down and locked and airspeed is below
Mach 0.27/160 KIAS.

July 2010
Figure 18-11: Landing Gear Lights
Figure 18-12: Landing Gear Indication
Illumination of a red MLG light indicates that the inboard landing gear door is not
closed and locked during extension or retraction. At the end of the sequence,
the light extinguishes. Illumination of the red NLG light indicates that the NLG is
neither uplatched nor downlatched.
Illumination of the green light for a MLG or the NLG indicates that the associated
gear is down and locked.

July 2010
Emergency Operation
Emergency landing gear extension is accomplished through one of two systems:
an emergency (hydraulic) system or a manual (freefall) release system.
The emergency hydraulic extension system, consisting of an
EMERG-GEAR:PULL handle and a normal/emergency gear extension control
valve (selector), is provided for extending the landing gear when the normal
control is inoperative. The system is actuated by the EMERG-GEAR:PULL
handle located below the normal landing gear handle, and connected through a
push-pull cable to the emergency gear extension control valve.
A microswitch on the selector disables the normal sequence electrical circuit.
Hydraulic pressure from System No. 1 is applied to the emergency side of the
shuttle valves, which directly applies pressure to the landing gear extension and
door opening hydraulic lines and allows retract fluid to return to the reservoir.
There is no sequencing, and the gear and doors move at the same time. Guide
ramps on the doors allow tire and door contact and prevent jamming.
Figure 18-13: EMERG GEAR: PULL Handle

At the end of emergency hydraulic extension, pressure is maintained on the
landing gear actuating cylinders and on the door control cylinders; the gear
remains locked and the doors remain open.
A manual emergency gear extension system is provided in the event that electrical
and/or hydraulic failures prevent normal extension.
Manual emergency extension of the nose and main landing gear is accomplished
by placing the landing gear control lever in the DOWN position, pulling the
EMERG-GEAR:PULL handle, and then manually pulling the unlocking control
handle for each gear.
When the EMERG-GEAR:PULL handle is pulled, electrical sequencing is
inoperative and hydraulic supply pressure to the landing gear selector valve and
landing gear door selector valve is dumped to return.

July 2010
Handles on either side of the center aisle just aft of the galley are used to unlock
the main landing gear. Each handle pulls open, by means of a cable, the gear
door uplatch release and the gear uplatch release. The doors open and the
landing gears extend by gravity and aerodynamic forces.
A handle on the left side of the center pedestal is used to mechanically unlock
the nose gear uplock mechanism. The nose gear then extends by gravity and is
downlatched by the effect of its own weight and by aerodynamic forces acting
on the gear.
Figure 18-14: Manual Gear Release Handle

July 2010
Brake System
General
Four multiple disc brake assemblies on the Falcon 50EX (i.e., one on each of
the wheels of the MLG) are independently actuated by the normal (No. 1) or the
emergency (No. 2) braking systems. The parking brake, also referred to as an
emergency brake system, simultaneously actuates all four braking assemblies.
On gear retraction, an auxiliary system actuates all four brake assemblies using
the active brake system.
Figure 18-15: Brakes
ROTOR DISKS
BRAKE
ASSEMBLY
STATOR DISKS
Figure 18-16: Brake System

July 2010
A brake selector switch on the hydraulic panel electrically selects the normal
(No. 1) or emergency (No. 2) brake system. Pilot or copilot brake pedal pressure
controls both systems. A PARK BRAKE handle on the glareshield selects and
controls the parking brake.
Figure 18-17: PARK BRAKE Handle

The normal (No. 1) and emergency (No. 2) brake systems progressively increase
braking effectiveness with increased pedal pressure. Each pilot’s station has
two brake pedals. The left pedal at each station operates the left MLG brake
assemblies. Independently of the left pedal, the right pedal at each pilot’s station
operates the right MLG brake assemblies. This configuration provides differential
braking. A small amount of deadband travel in the pedals prevents inadvertent
brake application.
The No. 1 hydraulic system supplies the normal braking system, which includes
an anti-skid system. Maximum pressure to the brakes with the normal system is
approximately 1,600 PSI.
The No. 2 hydraulic system supplies the emergency braking system, which does
not include an anti-skid system. Wheel skidding is prevented by a maximum
pressure of 800 PSI metered to the brakes.
A hydraulic accumulator, which the No. 2 hydraulic system supplies, operates
the parking brake system. As the PARK BRAKE handle is pulled, the system
progressively applies braking pressure to all four brake assemblies. When the
handle is full aft, the accumulator applies a brake pressure of approximately
1,600 PSI. An intermediate detented position on the handle delivers approximately
390 PSI to the brake system.
Brake System Components

Each brake assembly is hydraulically operated, using the No. 1 or No. 2 hydraulic
system. It is composed of a back plate sub-assembly, four rotating disks, three
stationary disks, a pressure plate sub-assembly, brake backing plate, torque tube,
and contain ten pistons. Each unit contains normal pressure ports, emergency
pressure ports, and two bleed screws.

July 2010
Braking Distributor
A braking distributor transmits to the braking lines a pressure modulated by the
compression of the brake pedal control push-rods. The control push rods are
actuated either by the pressure of the pedals or by the retraction pressure of the
landing gear (automatic braking upon landing gear retraction).
Hydraulic system No. 1 pressure is supplied to the distributor through a normally
open brake selector valve. Pressure for system No. 2 is supplied to the distributor
through the emergency brake selector valve, which is normally closed.
BRAKE Selector
The BRAKE selector switch is a three-position selector to the left of the hydraulic
panel. The selector has a beveled shape; the upper surface is colored red and
the lower surface is colored green.
Figure 18-18: Braking Selector

The upper position, No. 1 - ON, is the normal position. The anti-skid system
receives power with the selector in this position and the green side is visible to
the pilot. The middle position, No. 2 - OFF, is used when System No. 1 hydraulic
pressure is lost. The pilot partially sees the red side of the selector switch. In the
lowest position, No. 1 - OFF, System No. 1 pressure is available for braking, but the
anti-skid system is not powered. The pilot sees the red side of the selector
switch.
Brake System Indicators

Indicator lights on the hydraulic panel indicate that the braking system is operating
normally. The brake indication system is powered by the Primary B bus when the
landing gear handle is DOWN.
L and R green lights indicate that braking pressure is applied to the corresponding
wheels. The lights are controlled by pressure switches in the strut. These lights
are used primarily to check the anti-skid system for proper operation, and during
the anti-skid system test (see Expanded Normal Procedures chapter for details
and procedure). The L and R lights are tested by pressing the TEST LIGHTS
position on the Master Warning Panel.

July 2010
A pressure switch causes the amber #2P BK light to blink during a pressure drop
in the accumulator. The light illuminates steady to indicate braking or residual
pressure on system No. 2. The light is tested by pressing the TEST lights position
on the Master Warning Panel.
Figure 18-19: Brake System Indicators
Brake System Operation

Braking action is produced by hydraulic pressure forcing the five pistons in a
housing against the pressure plate. This in turn forces the disk stack together,
creating a braking force between the rotating and stationary disks. When hydraulic
pressure is released, allowing the disks to release and permitting the wheel to
rotate.
Parking/Emergency Brake
NOTE: Whenever the EMERG-GEAR:PULL handle or the manual uplock
releases have been used, the normal gear selector should be
positioned to the “DOWN” position to provide anti-skid system
operation, if normal braking is available.
The parking brake system is used in two ways: To provide main wheel emergency
braking and to provide main wheel braking when the aircraft is parked.
Hydraulic System No. 2 provides the hydraulic pressure to the parking brake
system through an accumulator. The accumulator provides pressure to operate
the main wheel brakes with the parking brake handle when both hydraulic
systems have failed or when all engines are shut down.
The parking brake is controlled by the PARK BRAKE handle on the center of
the glareshield. The handle has two detents; pulling it to the first stop locks the
handle in the PARK position and the red UNLOCK PUSH button pops out of the
handle. Pressure applied to the brakes at this position is approximately 390 PSI.
The second detented position is at the end of travel of the handle; it is used for
maximum braking and supplies approximately 1,600 PSI of hydraulic pressure to
the brakes. To return the handle to the first stop or the full in position, first press
the UNLOCK PUSH button.

July 2010
Anti-Skid System
The anti-skid system prevents wheels from skidding by limiting the hydraulic
pressure applied to the brakes by the hydraulic brake system. Maximum braking
efficiency is obtained when both wheels are in a slight skid or at maximum rate
of deceleration short of skidding. The anti-skid is operative only if the braking
selector is set to #1 - ON, and the landing gear handle is down.
The system electronically controls two servo valves to continuously vary braking
pressure in response to wheel rotation. There are separate anti-skid systems
on the left and right MLG wheels, powered electrically by the Primary B bus.
Each MLG wheel utilizes a tachometer generator that provides wheel speed
information to the electronic control amplifier.
Servo Valve
The servo valves modulate the braking pressure from the hydraulic distributor as
a function of the electrical signals delivered by the control amplifier.
Electronic Control Amplifier

The electronic control amplifier separately controls the left and right hand servo
valves. It develops commands from the signals provided by the tachometer
generators relative to wheel speed. Wheel deceleration provides the skidding
signal. At the beginning of a skid, the amplifier sends a signal to decrease braking
pressure and allows the wheel to rotate.
Anti-Skid Operation
The anti-skid system provides fully modulated braking for the main wheels. The
system consists of tachometer generators (one per wheel) and a signal-receiving
control amplifier. The amplifier interprets electrical signals from the tachometer
generators and sends corresponding signals to the servo valves which hold or
reduce brake pressure proportionally.
When the gear selector lever is UP, the anti-skid system is deactivated. It is
energized when the NLG strut is compressed, wheel speed sensors exceed
20 Kts, the brake selector is set for anti-skid operation, and the landing gear
selector is DOWN. The tachometer generator mounted on each MLG wheel
senses the beginning of a skid. Through signals provided to the servo valve on
each MLG, braking is modulated to prevent MLG wheel skidding.
Power for the system is from the Primary B bus, supplied to the electronic control
amplifier through the braking selector switch on the center instrument panel. A
proximity switch on the NLG provides a ground/flight signal to the control amplifier.
When the control amplifier receives an inflight signal, it causes the servo valves
to close.

July 2010
BUS C FLIGHT/GROUND
NOSE NOSE LANDING
WHL GEAR SIGNAL
CONTROL WHEEL
PUSH TO ACTIVATE
CONTROL WHEEL SIGNAL

CONTROL
AMPLIFIER
WHEEL POSITION SIGNAL
NOSE GEAR
SHOCK
ABSORBER ROD
RECOPY
POTENTIOMETER
MECHANICALLY
OPERATED
CONTROL VALVE
L/G DWN L/G UP
RETURN FILTER
TO SYSTEM 2
RESERVOIR #2 SYSTEM
PRESSURE
CONTROL SIGNAL
RETURN
OPEN IN LANDING TO SYSTEM
GEAR DOWN POSITION
STEERING ELECTRO-DISTRIBUTOR
CLOSES WHEN: CONTROL WHEEL
RELEASED, AIRCRAFT IN FLIGHT
OR FAULT IN NOSEWHEEL
STEERING SYSTEM.

July 2010

The lower nose gear strut can be hydraulically turned to steer the aircraft when
taxiing. Steering is accomplished by action of the double actuating steering
cylinder on the NLG strut. Motion of the cylinder controls deflection of the wheels
through the shock strut.
Steering can be operated only when the NLG is on the ground. When the NLG
leaves the ground, steering is disabled and the wheels are mechanically centered
for retraction. A quick uncoupling device is incorporated for towing. If the device
is not disconnected for towing and the turning limits are exceeded, damage to
the nose wheel steering will occur.
Components
The electrically controlled and hydraulically operated nose wheel steering system
receives electrical power from the Auxiliary C bus and hydraulic power from the
No. 2 hydraulic system. It consists of the following components:
steering handwheel
control potentiometer
wheel position potentiometer
control amplifier
electro-distributor (solenoid valve)
mechanically operated valve
hydraulic servo system
steering cylinder.
The handwheel turns 120° left or right of center. The first 60° of handwheel
movement in either direction results in 6° of nose wheel deflection. The
subsequent 60° of handwheel deflection (full 120° travel) results in 60° of nose
wheel deflection in the selected direction. The handwheel is depressed against a
spring to initiate operation and, when released, returns to the up position.
A pair of potentiometers controls steering when the control wheel on the left side
of the cockpit is pressed and rotated. The potentiometer on the control wheel
senses the angular position of the steering wheel; the second potentiometer,
on the landing gear strut, senses the deflection of the wheel assembly. The
potentiometers provide inputs to a control amplifier.
The control amplifier compares the steering wheel position signal to the signal
from the wheel assembly and delivers a signal to the servo valve to command
the wheel to deflect according to the steering control commands.
The No. 2 hydraulic system pressure is initially supplied through an
electro-distributor (solenoid) valve that opens when it is receiving Auxiliary C bus
power, when the steering wheel is pressed and when the nose shock absorber is
compressed. Closing of this valve ports the hydraulic fluid to return.

July 2010
After the solenoid valve, the hydraulic fluid enters the mechanical distributor that
opens when the nose gear is downlocked. It closes when the landing gear has
been retracted 15° from the down and locked position. It hydraulically disengages
the steering system as the gear is retracted. This mechanical valve is controlled
by a rod on the shock strut.
Figure 18-20: Nose Wheel Steering Handwheel

Hydraulic fluid from the mechanical valve next enters the hydraulic servo system.
The servo system is installed on the nose landing gear strut next to the actuating
cylinder and includes the steering servo valve. This two stage valve converts the
electrical command signals from the control amplifier, through a torque motor and
slider valve, to hydraulic pressures in the actuating cylinder. The servo system
also includes an auxiliary system for hydraulic shimmy damping.
The steering cylinder is double-actuating and is mounted on the nose landing gear
strut. It contains a rack that engages a toothed gear integral to the shock absorber.
Nose Wheel Steering Operation

When the aircraft is on the ground with Auxiliary C bus power and No. 2 system
hydraulic pressure available, the nose wheel steering system is armed for
operation.
Holding the steering handwheel depressed and rotating it creates differential
signals in the potentiometers that are sent to the control amplifier. Simultaneously,
the electro-distributor opens to supply hydraulic fluid through the open mechanical
valve to the hydraulic servo unit. The control amplifier commands the servo unit
to hydraulically reposition the cylinder, thus turning the lower NLG strut and
wheels until the two potentiometers sense the same position. The nose wheel
then holds the deflected position until the handwheel is again turned or released.
If the handwheel is released, the NLG wheels return to center.
During takeoff when the steering handwheel is released, the electro-distributor
closes and system hydraulic pressure is removed. Upon landing gear retraction,
the mechanical valve closes, which also removes system pressure.

July 2010
Preflight
During the exterior preflight inspection, accomplish the following checks of the
landing gear and brake system (see Preflight Inspection chapter for details):
1. Conduct visual inspection of NLG assembly for fluid leaks, door condition,
and security, tire wear, NLG wheelwell condition, strut extension, and tire
pressure.
2. Check MLG and doors for general security, fluid leaks, strut extension, brake
condition, and MLG tire pressure.
During the cockpit preflight inspection, test the landing gear annunciators and
aural warning with the landing gear TEST button on the landing gear control
panel. Test the anti-skid annunciators with the anti-skid test button on the
hydraulic systems panel.
Check that the landing gear control handle is down; check for three green “Gear
Down” lights.
Servicing
Inflation
Inflation pressure for the nose wheel tires is
135 PSI at 20°C (68°F) and below
149 PSI at 50°C (122°F).
Inflation pressure for the main wheel tires (weight on wheels) is
204 PSI at 20°C (68°F) and below
224 PSI at 50°C (122°F).
The landing gear struts are filled with MIL-H-5606 hydraulic fluid and inflated
with nitrogen. See Maintenance Manual for information on landing gear strut
extension.
Abnormal Procedures
The following is a brief discussion of various abnormal and emergency procedures
for the landing gear systems. For a list of specific procedural steps, please refer
to your CAE SimuFlite Operating Handbook.
Landing Gear does not Extend

When any or all three green LOCKED DN lights fail to illuminate, hydraulic or
electrical problems are interfering with landing gear extension. After ensuring
that the control handle is correctly positioned DOWN, that the CB is engaged,
and that the lights are operative, the landing gear can be extended using the
following emergency gear extension procedures.

July 2010
Rotate the EMERG GEAR:PULL handle safety latch and pull the handle fully
out. This bypasses the electrically operated selector valves and allows hydraulic
pressure to flow directly to the MLG door actuators and the MLG and NLG
actuators to extend the landing gear.
If hydraulic pressure is not available for landing gear extension, or if the
emergency hydraulic extension procedure does not work, the manual extension
handles can be pulled to mechanically unlock the landing gear and doors. The
landing gear units then extend by force of gravity and by aerodynamic forces.
Once the landing gear is extended, verify the position by observing the following
lights on the landing gear panel: three green (gear), two red (doors), and no gear
handle light.
Refer to the CAE SimuFlite Operating Handbook for specific procedures.
Abnormal Gear Retraction

If the landing gear fails to properly indicate UP after landing gear retraction on
takeoff (gear handle UP), it is possible that ice or snow has accumulated on a
proximity switch. If this is suspected, maintain speed below 190 KIAS and cycle
the landing gear to remove the contaminants.
If the landing gear handle will not move up, it is possible that the NLG did not
center. Therefore, retraction is not recommended and a return for landing should
be made.
Anti-Skid System Failure

If any of the brake pressure lights fail to indicate properly during an anti-skid test,
or if the lights indicate a malfunction during brake application, ensure that the
CBs are set and the ANTI-SKID switch is ON. If a malfunction is still indicated,
move the brake selector to No. 2, OFF. Use landing performance data adjusted
for anti-skid off operations. Use caution when braking without anti-skid protection
to prevent locking a wheel.
Low Parking Brake Accumulator Pressure

If the amber #2P BK annunciator flashes, it is an indication that the parking
brake accumulator pressure is less than 1,200 PSI. Under these conditions, the
parking brake may not hold the aircraft in position. The No. 2 hydraulic system
should be charged by turning on the standby pump. If it is not possible to operate
the standby pump, chock the aircraft’s wheels to prevent rolling.
Brake System Failure

In the event of normal brake system failure, the No. 2 (emergency) braking system,
through the toe brakes or the parking brake handle, can be used to stop the
aircraft. During emergency braking, the anti-skid system is inoperative. Landing
distance corrections must be determined with anti-skid system inoperative.
When using the No. 2 OFF brakes with toe pressure, several successive
applications may be required, since anti-skid protection is not available.
When using the parking brake handle, the first detent provides approximately
400 PSI to the brakes and the aft detent provides about 1,600 PSI. Use caution
when pulling the handle aft from the first to the second detent, if using this system
on landing, as no anti-skid protection is available.

July 2010
Data Summaries
Landing Gear System

Control Configuration panel test button
Normal landing gear control handle
EMERG-GEAR:PULL handle
Manual release “D” ring handles
Gear override pushbutton
Monitor Red/green gear/door position lights
Flashing light in normal gear handle
Gear warning horn
Protection Proximity switches
Circuit breaker
L/G CONTROL
Nose gear centering cam
Anti-Skid System
Hydraulic System 1
Distribution No. 1 Brake system
Control Brake selector switch
Normal gear control handle
Nose gear ground/light switch
Anti-skid test button
Monitor L/R Brake pressure lights
ANTI-SKID

Hydraulic System 2
Control Nose Wheel steering control wheel
Nose Wheel steering linkage connection
Monitor Hydraulic System 2 pressure/quantity

Control response
NOSE WHL

July 2010

July 2010
19
Miscellaneous Systems
Contents
Emergency Equipment
Safety Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-3
Fire Extinguishers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-4
Overwater Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-5
Warning Systems
Visual Warning Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-7
MASTER CAUTION and MASTER WARNING switch/lights.............. 19-7
Master Warning Panel........................................................................ 19-7
Aural Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-8
Operation.............................................................................................19-9
Specific Audio Warnings .....................................................................19-9
Audio Warning Test............................................................................19-10
Voice Advisory System (VAS)............................................................19-11
Voice Advisories Vocabulary..............................................................19-12
Annunciator Cross Reference
Annunciator Legend Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-15

July 2010

July 2010
Emergency Equipment
Emergency equipment on the aircraft includes safety equipment, fire extinguishers
(see Fire Protection chapter), life jackets, and life rafts.
Safety Equipment
The following items of safety equipment are provided as a standard option:
Axe (most aircraft)
Figure 19-1: Axe

First aid kit
Figure 19-2: First Aid Kit
Two pairs of smoke goggles in cockpit
Figure 19-3: Smoke Goggles

July 2010
Life Jackets
Figure 19-4: Life Jackets

Key Handle
Figure 19-5: Key Handle
Fire Extinguishers
Two hand-operated fire extinguishers are provided:
One CO2 extinguisher behind the copilot seat
Figure 19-6: CO2 Extinguisher

One H2O extinguisher behind rear partition of the closet
Figure 19-7: H2O Extinguisher

Halon extinguishers are suitable substitutes for either the CO2 or H2O type.

July 2010
Overwater Equipment
Life vests may be stored under each seat in the cabin, in drawers and storage
spaces behind the divan (if installed). Pilot and copilot life vests are under each
seat and a vest for a third crew member is stored in the center aisle drawer.
INFLATING
WHISTLE MOUTH-PIECE
LOCATING
LAMP
CO2 BOTTLE (FOR
INFLATING VEST)
BATTERY
STRAPS
INFLATING
PULL BALL
Figure 19-8: Life Vest in use

In order to make passenger evacuation through the emergency exits easier, life
lines are included in the emergency equipment. They are stowed behind the
divan (aft lounge version) or on the right side behind the divan and on the left
side coiled in a bag behind the aft left passenger seat (aft toilet version). The line
is attached to the seat rails and then stretched to the wing leading edges where
it can be attached to the LIFE LINE anchor point.
Figure 19-9: Life Line Anchor Point

July 2010
Three life rafts and an UHF-VHF emergency locator transmitter are
vacuum-packed and stored behind the divan (aft lounge version) or under the
divan (aft toilet version). The rafts normally carry four people (up to six). A fourth
raft may be included in 13-passenger aircraft.
Figure 19-10: Life Rafts

The inflatable structure of the raft consists of two independent tubes. The arch
strut supporting the tent is inflated from the upper buoyancy-tube through a non-
return valve.

July 2010
Warning Systems
Visual Warning Systems

MASTER CAUTION and MASTER WARNING switch/lights
The instrument panel glareshield features two MASTER WARNING and two
MASTER CAUTION switch/lights. An amber MASTER CAUTION switch/light
and a red MASTER WARNING switch/light are located on pilot side. Two other
identical switch/lights are located on the copilot side.
Warning panel illumination of an amber light triggers the flashing of the two
amber pilot MASTER CAUTION and copilot MASTER CAUTION switch/lights
and a single GONG.
Depressing MASTER CAUTION amber switch/light (pilot or copilot) resets the
amber light control logic circuit of warning panel.
Warning panel illumination of a red light triggers the flashing of the two pilot
and copilot red MASTER WARNING switch/lights and a continuous GONG at a
frequency of 770 Hz.
Pressing the red pilot or copilot MASTER WARNING switch/light resets the red
light control circuit logic of warning panel and interrupts the audio warning.
Figure 19-11: MASTER WARNING and MASTER CAUTION Switch/Lights
Master Warning Panel

The Master Warning Panel warns the crew of configuration or operation
malfunction in a system. There are 48 warning lights are available, 5 of which
are provision. There are 35 amber lights and 8 red lights. Each warning light
consists of two independent LED-based circuits and is stenciled as per its
relevant system.

NOTE: The red CABIN and T/O CONFIG lights triggers the flashing of the red
pilot and copilot MASTER WARNING switch/lights but not the continuous
associated GONG. These two lights have their own voice warnings
(erasable word CABIN and non-erasable word NO TAKE OFF).

July 2010
CONFIG
AUTO
OIL 1 OIL 2 OIL 3 ENG 2 FAIL Q. UNIT
TEST LIGHTS SLAT
HYDR #1 HYDR #1 HYDR #2 REV

PUMP 1 FLAP ASYM AIL ZERO
PUMP 2 PUMP 3 UNLOCK
TEST FIRE HYD TK BRAKE ST PUMP AP TRIM
AP MISTRIM
PRESS ACCU #2 FAIL

BRIGHT
BAT 1 BUS TIED BAT 2 HOT BAT
DIM BLEED COND’G

FUEL 1 FUEL 2 FUEL 3 APU BLEED
OVHT OVHT
NOSE FAN
FAIL
Figure 19-12: Master Warning Panel

The Master Warning Panel is equipped with a TEST switch. When held to the
test lights, it illuminates all annunciators on the Master Warning Panel, crossover
panels, approach progress display panels, instrument comparator panels, the
hydraulic panel, and all lights on the overhead panel.
A BRIGHT-DIM selector switch on the Master Warning Panel. The "BRIGHT
DIM" switch is provided to control illumination intensity of the Master warning
panel lamps. It has two positions as follows:
"DIM" (down): momentary contact dimming the lights.
"BRIGHT" (up): momentary contact which cancels the "DIM" control and
reestablishes normal light intensity.
The switch is spring-loaded on neutral.
Aural Warning System

Components
The audio warning system consists of the following:
audio warning unit
loudspeaker/headsets
volume potentiometers
horn silence (HORN SIL) pushbutton.
In a number of cases, the aural warning sound can be silenced with the HORN
SIL pushbutton on the left aft portion of the control pedestal.
Figure 19-13: HORN SIL Button

July 2010
Operation
The audio warning system alerts the crew to configuration anomalies or
indicates certain operational conditions. The audio warnings are produced by
an audio warning unit. The audio warning unit receives failure information from
the different systems and sends out specific audio signals corresponding to the
different types of failures.
Figure 19-14: Audio Control Panel

These signals are transmitted to the crew through aircraft loudspeakers, a
loudspeaker integral to the audio warning unit, and through the pilot and copilot
headsets. The audio warning system includes three volume potentiometers: one
adjusts the audio warning unit loudspeaker output, one adjusts the pilot’s headset
audio output and one adjusts the copilot’s headset audio output.
Specific Audio Warnings

Landing Gear - The aircraft is equipped with a landing safety system which
includes a GEAR voice warning and a flashing light on L/G control lever.
A 20-second time delay enables the L/G control lever light not to flash upon L/G
retraction or extension.
The GEAR voice warning is triggered and the L/G control lever light flashes
when the following condition is met:
one of the 3 landing gear sets is not downlocked.
This warning can only be triggered within the following configuration:
Mach supplied by ADC 1 or ADC 2 less than 0.27,
radioaltimeter valid and altitude less than 500 ft., or radioaltimeter not valid,
one of the 3 throttle levers is set to ≤ 73° position.
NOTE: This warning is erasable.
The GEAR voice warning can be triggered alone, under the same condition and
within the following configuration:
flaps position ≥ 48°.

July 2010
Cabin Pressure - The CABIN voice warning along with the red CABIN annunciator
illuminated on the Failure Warning Panel indicates cabin altitude higher than
10,000 ft. The HORN SIL pushbutton can silence the audio warning.
Fire - The FIRE voice warning which is alternate and continuous sound 500 Hz
for 150 ms and then 550 Hz for 150 ms with illumination of at least 1 FIRE light
on fire panel whenever fire is detected. The HORN SIL pushbutton can silence
the audio warning.
STALL - Continuous sound of 1,660 Hz with simultaneous illumination of the
three IGN lights and red slat-in-transit arrow followed by the green slat light
indicates one of the following:
1. the AOA greater than 17° corresponding to an airplane (slats not extended);
2. the AOA greater than 27° corresponding to an airplane (slats extended).
The HORN SIL pushbutton cannot silence the audio warning.
VMO/MMO - Continuous variable sharp sound (modulated signal), varies
660/3,330 Hz each second, pilot/copilot Mach-airspeed indicator readings
above VMO/MMO red line. This situation is caused when the VMO/MMO limits are
exceeded. The HORN SIL pushbutton cannot silence the audio warning.
Altitude Deviation - The ALTITUDE voice warning sounds when climbing or
descending to a preselected altitude. Warning sounds for 2 seconds when
approaching within 1,000 ft. of the preselected altitude and the light on the altitude
selector illuminates. Once the preset altitude is reached, the audio warning
sounds for 2 seconds and the light illuminates whenever the airplane deviates
from this altitude by more than 300 ft. The HORN SIL pushbutton cannot silence
the audio warning.
Stab Trim - Continuous sound (clacker) 12.5 Hz pulses with the horizontal
stabilizer moving to indicate the horizontal stabilizer moving (including autopilot
or the emergency trim modes).
Audio Warning Test

The audio warnings for the flaps/landing gear panel are tested by depressing the
LANDING GEAR INDICATOR TEST pushbutton to activate the audio warning
and cause the landing gear control handle to flash red. Silence using the HORN
SIL pushbutton.
Figure 19-15: Landing Gear Indicator Test Button

July 2010
Some audio warnings are tested by depressing the Audio Test pushbuttons on
the center pedestal.
VMO/MMO - Operational test of the respective audio warning given by the air data
computer for an overspeed condition - continuous variable frequency sound.
CAB - Activation of the respective audio warning with illumination of the
CABIN annunciator on the Master Warning Panel. Silence using the HORN SIL
pushbutton.
Stall 1 or 2 - Activation of the respective audio warning with illumination of the
IGN lights on the overhead panel and outboard slat extension. This test is active
only when aircraft is on the ground.
Fire - The audio warning for the fire panel is tested by moving the TEST FIRE
switch to activate the fire audio warning along with illumination of all the red lights
on the fire panel if the detection systems are operative.
Figure 19-16: Test Fire Button

Silence using the HORN SIL pushbutton.
Voice Advisory System (VAS)

The VA-100 Voice Advisory System (VAS) advises the pilot by a digitized female
voice of the following:
1. altitude above terrain during approaches to land;
2. unsafe and changing conditions when in close proximity to the ground; and
3. unsafe and changing conditions while enroute.
Unsafe conditions are announced three times at 4-second intervals. If the
condition is not corrected, the VAS then remains quiet. When the condition
is corrected, the VAS rearms to again announce the advisory three times at
4-second intervals if the unsafe condition reoccurs.
The VA-100 VAS supplements or replaces existing aural and visual warnings.
It accepts signals from various systems such as the radio altimeter, air data
computer and navigation receivers.

July 2010
Voice Advisories Vocabulary
The base vocabulary of the VA-100 VAS is listed in order of priority in
Table 19-1 on the following page. The system scans the priority list from the
top until a signal for an advisory is detected at which time the appropriate
announcement is made.
After the callout, the system returns to the top of the priority list to initiate a
new scan. Advisories, indicated in the table by single asterisks, are repeated at
4-second intervals no more than three times unless the condition causing the
advisory is corrected. During the 4-second intervals, the system continues to
scan the priority list.
Announcements and conditions that cause an advisory are listed in order of
priority.
Lights/annunciators with brief explanations follow. Specific information about
what causes each light to illuminate is described in the appropriate system
chapter. Lights and annunciators are listed in alphabetical order disregarding left
and right (L/R).

July 2010
Announcement Condition
Penetration of GPWS Mode 2 - Excessive closure rate envelope
TERRAIN, TERRAIN*
(-901 and -903 Units Only)
SINK RATE, Penetration of GPWS Mode 1 - Excessive closure rate envelope

SINK RATE* (-901 and -903 Units Only)
MINIMUM, MINIMUM At decision height
TWO THOUSAND 2,000 ft. (Radio ALT)
ONE THOUSAND 1,000 ft. (Radio ALT)

NINE HUNDRED 900 ft. (Radio ALT)
EIGHT HUNDRED 800 ft. (Radio ALT)
SEVEN HUNDRED 700 ft. (Radio ALT)
SIX HUNDRED 600 ft. (Radio ALT)
FIVE HUNDRED 500 ft. (Radio ALT)
Immediately after FIVE HUNDRED announcement if gear is not

CHECK GEAR*
down
FOUR HUNDRED 400 ft. (Radio ALT)
THREE HUNDRED 300 ft. (Radio ALT)
TWO HUNDRED 200 ft. (Radio ALT)

ONE HUNDRED 100 ft. (Radio ALT)
GLIDESLOPE* 1.3 to 1.5 dots below or above glideslope center
LOCALIZER* 1.3 to 1.5 dots either side of localizer center

ALTITUDE, ALTITUDE Excessive deviation from altitude set on Altitude Alerter
ATTITUDE* Comparator monitor shows difference in vertical gyros
HEADING* Comparator monitor shows difference in directional gyro
CHECK TRIM* Aircraft out-of-trim
AUTOPILOT AP channel fails upon any AP disconnect
TRACK CHANGE, Change in lateral or vertical track during coupled long-range
TRACK CHANGE navigation
*These advisories are repeated no more than three times at 4-second intervals unless the
condition is corrected.
Table 19-1: Voice Advisory Vocabularies

July 2010

July 2010
Annunciator Cross Reference

Lights/annunciators with brief explanations follow. Specific information about what causes each light to
illuminate is described in the appropriate system chapter. Lights and annunciators are listed in alphabetical
order disregarding left and right (L/R).

CONFIG
AUTO
OIL 1 OIL 2 OIL 3 ENG 2 FAIL Q. UNIT
TEST LIGHTS SLAT
HYDR #1 HYDR #1 HYDR #2 REV

PUMP 1 FLAP ASYM AIL ZERO
PUMP 2 PUMP 3 UNLOCK
TEST FIRE HYD TK BRAKE ST PUMP AP TRIM
AP MISTRIM
PRESS ACCU #2 FAIL

BRIGHT
BAT 1 BUS TIED BAT 2 HOT BAT
DIM BLEED COND’G

FUEL 1 FUEL 2 FUEL 3 APU BLEED
OVHT OVHT
NOSE FAN
FAIL
Annunciator Legend Definitions

Illumination of the amber AIL ZERO advisory light indicates the emergency aileron
trim is not in the 0 or neutral position.
AIL ZERO
Illumination of the red AP annunciator indicates autopilot failure or disengagement

of the autopilot.
AP
Illumination of the amber AP TRIM FAIL annunciator indicates the automatic pilot
AP TRIM trim coupler has failed.
FAIL
The APU BLEED annunciator illuminates when the air bleed valve is not closed with
one of the following conditions:
APU BLEED
BLEED button set to OFF, BLEED button set to ON and throttle lever ≥ 54°.
Illumination of the APU GEN annunciator indicates the APU generator is not
connected to the system.
APU GEN
The amber AUTO SLAT annunciator illuminates with aircraft airspeed greater than
AUTO 280 Kts and autoslat system not disarmed (possible untimely slat extension).
SLAT
Untimely extension of slats at IAS greater than 280 Kts.
Illumination of amber BAT 1 annunciator indicates the Battery 1 is not connected to

its respective Main bus.
BAT 1

July 2010
Illumination of amber BAT 2 annunciator indicates the Battery 2 is not connected to
its respective Main bus.
BAT 2
A steady BLEED OVHT annunciator indicates overheat in one of the engine bleed
air lines (above 300°C (572°F)). As the HP switches are sequentially turned off,
BLEED a flashing annunciator indicates the engine associated with the overheated bleed
OVHT air line. HP2 associated with engine No. 2, HP3 with engine No. 3, and HP1 with
engine No. 1. The annunciator extinguishes for a bleed air temperature decreasing
below 265°C (510°F).
Illumination of the BRAKE ACCU annunciator indicates Parking Brake pressure is
BRAKE less than 1,200 PSI.
ACCU
Illumination of the amber BUS TIED annunciator indicates the main bus relays in
the tied position.
BUS TIED
The red CABIN annunciator illuminates and the warning horn sounds if the cabin
pressure altitude is greater than 10,000 ft.
CABIN
(Illumination of indicator light together with CABIN voice warning)
Illumination of the amber COND’G OVHT annunciator indicates a high temperature

COND’G in the cabin or cockpit distribution ducts (temperature higher than 90°C (194°F)).
OVHT
Illumination of the red DOORS annunciator indicates non-locking or non-closing

of passenger door, non-closing of baggage compartment, and non-closing of rear
DOORS
compartment on ground.
Illumination of amber ENG 1 COMPUTER annunciator indicates the control switch

ENG 1 of the computer 1 is off, or computer 1 has failed (electrical power supply failure or
COMPUTER incorrect data).


The red ENG 2 FAIL light illuminates any time the inlet door microswitch is open.
The ENG 2 FAIL light illuminates on the ground when the No. 2 throttle control lever
ENG 2 FAIL
is greater than 84° FCU and the No. 2 engine power is not more than 85% N1.
The FLAP ASYM annunciator illuminates and the FLAP CONTROL CB trips when
an asymmetric condition is detected between the left and right wing flaps. When
FLAP ASYM the asymmetry circuits activate, the FLAP CONTROL CB automatically trips, which
stops further flap movement. Do not attempt to reset the FLAP CONTROL CB in
flight.
The amber FUEL 1 annunciator illuminates when the pressure drop in LP fuel
system 1.
FUEL 1
system 2.
FUEL 2

July 2010
system 3.
FUEL 3
The amber FUELING annunciator illuminates if: one of the three vent valves is not
fully closed; gravity fueling switch is not in the OFF position; defueling valve is not
FUELING
closed; pressure refueling access door is open; or the D bus is not powered.
Illumination of the amber GEN 1 annunciator indicates that the corresponding

GEN 1
reverse current relay is open. The corresponding generator is not connected to its
respective Main bus.

GEN 2 reverse current relay is open. The corresponding generator is not connected to its

GEN 3 reverse current relay is open. The corresponding generator is not connected to its
Illumination of the red HOT BAT annunciator indicates either or both batteries have
an internal temperature of 150°F or more. This light is in parallel with the red (HOT)
HOT BAT
light on the battery temperature gauge.
Illumination of the amber HYD TK PRESS annunciator indicates air pressure of

HYD TK hydraulic tank of system 1 or 2 ≤ 16 PSI.
PRESS
Illumination of the amber HYDR #1 PUMP 1 annunciator indicates that the pressure
HYDR #1 < 1,500 PSI in hydraulic system 1.
PUMP 1
PUMP 2
PUMP 3
Illumination of the L PITOT annunciator indicates that the electrical current flow to
the associated left pitot or static port heating elements is incorrect.
L. PITOT
Illumination of the amber LO FUEL annunciator indicates that the fuel level in any
feeder tank is less than 300 lbs for a time duration of at least 15 seconds. The
LO FUEL
annunciator will extinguish when the fuel levels in the three feeder tanks are above
300 lbs.
Illumination of the amber MISTRIM annunciator indicates that the horizontal
stabilizer position does not agree with the position commanded by the autopilot.
MISTRIM
Illumination of the amber NOSE FAN FAIL annunciator indicates that the failure of
NOSE FAN nose cone fan.
FAIL

July 2010
Illumination of the red OIL 1 annunciator indicates that the oil pressure of the engine
1 has dropped below 50 PSI for each engine.
OIL 1
OIL 2
OIL 3
Illumination of the amber Q UNIT annunciator indicates that the failure or abnormal
position of one of the two ARTHUR actuators.
Q. UNIT
Illumination of the R PITOT annunciator indicates that the electrical current flow to
the associated right pitot or static port heating elements is incorrect.
R. PITOT
Illumination of the red REV UNLOCK annunciator indicates that the anomaly in
REV deployment or retraction sequences. Untimely unlocking or untimely unlocking
UNLOCK hydraulic pressure (in flight only).
Illumination of the amber ST PUMP #2 annunciator indicates that the operating time
ST PUMP of electric pump during the recirculation greater than 60 seconds.
#2
If A/C configuration is not correct upon takeoff, warning panel “T/O CONFIG” red
light illuminates and the “NO TAKE OFF” voice warning is triggered.
The A/C takeoff configuration is not correct if one of the following conditions is
present:
– flaps position angle ≥ 22°,
– airbrakes not retracted,
– HS position angle outside the authorized range at takeoff (- 3° to - 7°),
T/O – slats retracted,
CONFIG
– parking brake engaged and/or residual pressure in wheel brake greater than
135 PSI,
– autopilot engaged.
The warning can only be triggered within the following configuration:
– A/C on the ground,
– at least one throttle lever set to a position greater than 84°.
NOTE: This warning cannot be silenced.
Total 5 - Reserved for future use.

July 2010
20
Oxygen System
Contents
Schematic: Oxygen System.........................................................20-2
Oxygen System
Components.............................................................................................20-3
Oxygen Bottle......................................................................................20-4
Entryway Pressure Gauge...................................................................20-4
Shutoff Valve.......................................................................................20-5
Right Console Pressure Gauge...........................................................20-5
Pressure Reducing Valve....................................................................20-6
Crew Masks.........................................................................................20-6
Passenger Control and Distribution......................................................20-7
Passenger Oxygen Control Unit..........................................................20-8
Passenger Mask Boxes and Masks.....................................................20-9
Therapeutic Masks............................................................................20-10
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-11
Complete Test....................................................................................20-11
Short Test..........................................................................................20-11
High Altitude Airports.........................................................................20-11
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-12
Emergency Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-12
Air Conditioning or Electrical Smoke.................................................20-12
Data Summary
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-13

July 2010
Oxygen System
PASSENGER OXYGEN
CONTROLLER UNIT
PRESSURE
GAUGE
PILOT MASK COPILOT

BOX MASK BOX
PILOT
SUPPLY
PRESSURE GAUGE HP VALVE
COPILOT
SUPPLY
AIR VENT
(OVER PRESS RELIEF)
FILLING INLET
BOTTLE
TO PASSENGER
OXYGEN MASKS
PRESSURE REDUCING LOW PRESSURE
VALVE
HIGH PRESSURE

July 2010
Oxygen System
Oxygen System
Oxygen is available to the crew anytime on demand and is available to the
Oxygen Limitation
passengers either manually through cockpit selection or automatically on cabin
When the aircraft altitude
depressurization.
is above 40,000 ft., one
The oxygen system is designed to meet requirements for oxygen for either pilot must wear his oxygen
emergency descent in case of a loss of pressurization or in case of smoke in the mask.
cabin. The system permits oxygen to be used for therapeutic purposes.
Components
The oxygen system consists of:
oxygen bottle
entryway pressure gauge
shutoff valve
right console pressure gauge
filler inlet
frangible disc
pressure reducing valve
two pilot masks (EROS)
pilot mask boxes
passenger oxygen controller unit
passenger mask boxes
passenger masks
optional therapeutic masks and outlets.

July 2010
Oxygen Bottle
The standard DOT 3HT type oxygen bottle under the left cabin floor aft of the
main cabin entrance of the aircraft has a capacity of 76.6 cubic ft. with a normal
operating pressure of 1,850 PSI at 21°C (70°F). A 115 cubic ft. composite bottle
is available from Falcon Jet Little Rock as an option.
Figure 20-1: Oxygen Bottle
Entryway Pressure Gauge

The entryway pressure gauge mounted near the access to the shutoff valve faces
forward into the main cabin entrance. The gauge indicates the bottle pressure
when the high pressure shutoff valve is open.
Figure 20-2: Entryway Pressure Gauge

July 2010
Oxygen System
The bottle is serviced to a pressure of 1,850 PSI at 21°C (70°F). The pressure
gauge includes a circular dial graduated from 0 to 150 bar on the white scale and
from 0 to 2,000 PSI on the green scale.
Shutoff Valve
Shutoff valve access is in the cabin door entryway. The shutoff valve, mounted
on the bottle, shuts off the supply of oxygen to all systems. The valve is not
accessible in flight.
Right Console Pressure Gauge

The rectangular right console pressure gauge is graduated from 0 to
2,000 PSI with a red range below 250 PSI and yellow area above 2,000 PSI. The
red range indicates a low oxygen content and the yellow range indicates that the
bottle is above its nominal capacity (1,850 PSI at 21°C (70°F)) corresponding to
2,000 PSI at 48°C (119°F).
Figure 20-3: Right Console Pressure Gauge
Filler Inlet and Frangible Disc

The filler inlet is on the lower left hand side of the fuselage aft of the main cabin
entrance in a recessed area of the fuselage skin. The inlet is protected by a small
cover panel. The cover must be removed to service the oxygen system.
Figure 20-4: Oxygen Filler Inlet

July 2010
The frangible disc is forward of the filler inlet. The frangible disc acts as a safety
overpressure relief device for the system (through a vent hole on the fuselage).
If the pressure in the bottle rises to 2,700 PSI to 3,000 PSI, the disc ruptures. A
new disk must be installed and the oxygen bottle refilled before the next flight.
Figure 20-5: Oxygen Vent
Pressure Reducing Valve

Oxygen is supplied from the oxygen bottle to the distribution systems through
the pressure reducing valve and connecting lines. The pressure reducing valve
next to the oxygen bottle reduces the pressure to 70 PSI. The valve also provides
safety relief for the downstream low pressure side of the system at approximately
100 PSI.
Crew Masks
The crew system consists of two EROS masks inside their associated
pilot/copilot mask boxes and the connecting lines from the pressure reducing
valve. The mask boxes are on the aft end of the left and right consoles.
Figure 20-6: Crew Mask Boxes

July 2010
Oxygen System
Oxygen supply and mask microphone connections are provided in the bottom
of the mask boxes. An opening in the mask box doors allows a portion of the
face of the mask to protrude from the box. Two red tabs provide a means for the
crew to grasp the mask and remove it from the box; this simultaneously inflates
the harness for quick donning. After the mask is donned and the red tabs are
released, the inflated harness deflates.
Figure 20-7: Additional Crew Masks

A miniature flow indicator in the mask oxygen line indicates a positive pressure
in the line with a green stripe. The mask has a self-contained regulator with a
two-position selector control tab on the face of the mask. When the control tab
is pushed in, the regulator supplies 100% oxygen on demand. When the control
tab is pulled out (in the N position), the regulator supplies on demand oxygen
mixed with cabin air proportional to the cabin altitude up to 30,000 ft.
Above 30,000 ft. cabin altitude, either position provides 100% oxygen. Above
approximately 33,000 ft., the regulator automatically provides pressure breathing
of 100% oxygen. Oxygen consumption for flight above 41,000 ft. is based on the
regulators being in the N position.
A red test button on the face of the mask allows a test of the pressure breathing
feature. When it is pushed in, there is a hiss of oxygen flow.
Passenger Control and Distribution

The typical installation of the oxygen control and distribution system consists of:
a passenger oxygen controller unit
nineteen constant flow passenger masks in the cabin
one or two passenger masks in the lavatory
and optional therapeutic masks and outlets.

July 2010
Passenger Oxygen Control Unit
The passenger oxygen control unit includes:
a four-position Selector
a RESET button
a SUPPLY indicator
an ARMED indicator.
Figure 20-8: Passenger Oxygen Control Unit
Selector
The four-position selector has CLOSED, OVERRIDE, NORMAL, and FIRST
AID positions. The controller functions in accordance with selector positions as
follows.
CLOSED - In the CLOSED position, oxygen is available to the crew only. The
controller valves are closed and the passenger masks cannot automatically
deploy, nor is oxygen available in the passenger distribution system.
OVERRIDE - In the OVERRIDE position, full distribution system pressure
(70 PSI) is available to the mask deployment actuators and flow regulators. The
passenger masks deploy and oxygen is available at each mask.
NORMAL - In the NORMAL position, the controller supplies oxygen to the
passenger lines if the cabin altitude is above 11,500 ft. (10,500 ft. in early
airplanes). The controller provides full system pressure (70 PSI) if the cabin
altitude is above 18,250 ft. The masks deploy and oxygen is available at each
mask.
If the cabin altitude is below 18,250 ft., the controller provides an initial surge of
pressure at 70 PSI and then supplies oxygen at reduced pressure (27.5 PSI).
The masks deploy and oxygen is available at reduced flow rates at each mask. If
the masks are already deployed and in use, pressure is reduced to 27.5 PSI by
the controller when the airplane descends below 18,250 ft. cabin altitude.

July 2010
Oxygen System
FIRST AID - In the FIRST AID position, the controller supplies oxygen to the
passenger distribution system at reduced pressure (27.5 PSI). The masks do not
deploy. Any passenger mask may manually be deployed and oxygen is available
at that mask for therapeutic uses. If optional therapeutic outlets and masks are
incorporated, the masks may be connected and used for therapeutic reasons.
RESET Button
CAUTIO
Do not press RESET button when the system is functioning since bleeding
the control chamber immediately stops oxygen flow.
The RESET button must be pushed to allow the masks to be stowed if they have
been deployed. When the RESET button is pushed, oxygen pressure within
the passenger oxygen control unit and in the passenger distribution system is
released at the controller. Do not push the RESET button while oxygen is in use
because it will cut off the supply of oxygen.
SUPPLY and ARMED Indicators

The SUPPLY and ARMED indicators notify the crew of the operation of the
passenger oxygen system. The ARMED indicator turns white when oxygen is
supplied to the controller and the controller is in operation.
The SUPPLY indicator turns white when oxygen is supplied to the passenger
oxygen distribution lines. The indicator turns partially white if oxygen is supplied
to the passenger system at 27.5 PSI and fully white when oxygen is supplied at
70 PSI.
Oxygen delivery rate at cabin altitudes above 18,250 ft. is 3.2 LMP (70 PSI).
Delivery rate for cabin altitudes below 18,250 ft. is 1 LPM (27.5 PSI).
Passenger Mask Boxes and Masks

Passenger masks are typically positioned at each seat position and in the lavatory
in a passenger mask boxes in the overhead panels. A magnetically latched cover
normally conceals the box.
Figure 20-9: Passenger Oxygen Mask

July 2010
When sufficient pressure is in the passenger oxygen distribution system, an
actuator drives the cover clear of the box and releases an internal door, or gate,
that allows the mask to fall clear of the box. The lanyard attached to the mask
must be pulled to make oxygen flow to the mask.
Therapeutic Masks
Typically two therapeutic mask outlets are at mid-cabin and the therapeutic
masks stored nearby. With this option, the therapeutic masks may be connected
to the therapeutic outlets without opening any doors or releasing any latches.
If the controller selector is in the FIRST AID position, oxygen flows from the
therapeutic masks at reduced pressure (27.5 PSI).

July 2010
Oxygen System
Preflight
The high pressure valve is slowly opened (5 to 10 seconds) or checked open
during preflight. Perform the complete test of the crew and passenger oxygen
systems before each first flight of the day and the short test for the following
flights.
Complete Test
Before the first flight of the day, perform the following:
Remove the crew masks from their boxes and don.
Breathe oxygen with the regulator first in position N, (dilution) and then
100%.
In 100%, press the test button, which provides a mask pressure of
approximately 0.29 PSI above barometric.
During the test, check that the oxygen system shutoff valve is open if pressure
read by the gauge drops abruptly. If the shutoff valve is closed, the oxygen
consumed during the test comes from the high pressure circuit which will soon
be emptied.
Check the microphone (select MASK and C’PIT).
Set the regulator to 100%.
Check that the passenger oxygen controller is in NORMAL. Check the
ARMED and SUPPLY indicators. If the ARMED indicator is visible, press the
RESET button to black it out.
Short Test
To test the crew masks in their boxes perform the following. Do not squeeze the
tabs on the mask to inflate the harness when the mask is in the storage box.
Repeated inflation of the harness in the storage box may cause oxygen to leak
from the system.
Switch the audio control panel to MASK & C’PIT and briefly press the red
TEST button on the mask. Oxygen flow in the mask causes a hissing noise
that can be heard in the headset or cockpit speakers.
Check regulator is in 100%.
High Altitude Airports

Do not perform a test of the passenger oxygen system prior to takeoff to avoid
passenger mask deployment. When cabin altitude has decreased to less
than 10,000 ft. after takeoff, move the passenger oxygen selector to normal
(counter-clockwise).
Before landing on an airfield at an altitude of approximately 10,000 ft. or higher,
move the controller to CLOSED prior to decompressing the cabin to prevent
automatic drop of the masks.

July 2010
Servicing
When servicing the oxygen system certain safety precautions must be taken.
There should be no greasy substances allowed in the vicinity. Filling the oxygen
bottle through the filler is not authorized when the passengers are onboard.
The high pressure valve and the ground cart valve must be actuated slowly.
The filling pressure is checked by the pressure gauges. Pressure corrections
for temperature must be taken into account. They can be read on the placard
provided on the oxygen bottle access door. The oxygen bottle is filled through
the filling valve with oxygen at a pressure of 1,850 PSI at 21°C (70°F). Access to
the filler is through a small door on the left side of the fuselage, aft of the entry
door.
A minimum pressure of 650 PSI at 21°C (69.8°F) is required to dispatch for a
flight below 10,000 ft. MSL to comply with regulations for sufficient oxygen to be
available in case of cabin fire. For flight above 10,000 ft. MSL, there must be a
minimum of 700 PSI. For flights above 41,000 ft. MSL, a chart or table is provided
for minimum pressure in the system for dispatch (Refer to Operating Manual).
Emergency Procedure
WARNIN
Oxygen must not be used when there are flames in the cabin or cockpit.
The following section provides a brief discussion of what happens during

emergency operation. For a list of specific procedural steps, please refer to the
Air Conditioning or Electrical Smoke

The initial steps for all procedures dealing with smoke start by solving the life
threatening situation. The first step in each case is crew donning of the oxygen
masks at 100%. This allows the crew to breathe 100% oxygen. It is then
necessary for the pilots to select MASK and C’PIT on the audio panel to ensure
communication. With MASK and C’PIT selected, the microphone in the oxygen
mask is activated to a hot interphone system. The hot interphone is heard over
the speaker (if it is selected) or over the headset.
If there are no flames in the cabin, deploy the passenger oxygen masks by
selecting OVERRIDE on the passenger oxygen control unit. This action directs
70 PSI oxygen pressure to the passenger oxygen system for mask deployment.
As the passenger pull the lanyard, oxygen flows to the mask.
Remaining specific procedures are covered in the Electrical and Lighting chapter
or Pressurization/Environmental chapter.

July 2010
Oxygen System
Data Summary
Oxygen System
Power Source One 76.6 cubic-ft. oxygen bottle (1,850 PSI at
21°C (70°F))
Distribution Crew distribution system
Passenger distribution system (including optional
third crew member outlet)
First aid system (optional two cabin outlets)
Control PASSENGER OXYGEN selector
(copilot’s right side console)
Crew masks
N/100% PUSH selector
Test button
Passenger masks
Therapeutic masks (optional)
Shutoff valve near bottle
Passenger oxygen RESET button
Monitor Oxygen bottle pressure gauge
(aft of main entry door)
Oxygen system pressure gauge
(copilot’s RH console)
Mode selector on controller
ARMED and SUPPLY indicators
Protection Pressure reducing valve
Frangible disc (overpressure relief)

July 2010

July 2010
21
Powerplant & Thrust Reversers
Contents
Powerplant and Thrust Reverser
Schematic: Honeywell TFE731-40 Engine.................................... 21-7
Schematic: Engine Oil System...................................................... 21-9
Schematic: Thrust Reverser System. ......................................... 21-11
Turbofan Engines
Basic Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-13
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-13
Fan.....................................................................................................21-13
Compressors.....................................................................................21-14
Low Pressure (LP) Spool (N1)............................................................21-15
High Pressure (HP) Spool (N2)..........................................................21-15
Annular Combustor............................................................................21-16
Interstage Turbine Temperature (ITT) Indicator.................................21-16
Transfer Gear and Accessory Gearbox.............................................21-16
Engine Bleed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-17
Engine Oil System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-18
Oil Level Sight Gauge........................................................................21-19
Oil Pressure/Oil Temperature Indication............................................21-19
Oil Warning........................................................................................21-20
Engine Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-20
General..............................................................................................21-20
Controls and Indicators......................................................................21-20
Ignition Selector Switches..................................................................21-20
Computer Selector Switches.............................................................21-21
Starting Pushbuttons.........................................................................21-22
Warning Lights...................................................................................21-22
Engine Motoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-22
General..............................................................................................21-22
In-Flight Relight..................................................................................21-22
Digital Electronic Engine Control (DEEC) . . . . . . . . . . . . . . . . . . . . . 21-23
Schematic: Engine Fuel Control System. ................................. 21-25
Engine Speed Synchronizer System.................................................21-26
APR Function.....................................................................................21-26

July 2010
Fuel Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-27
Fuel Pump.........................................................................................21-27
Hydro-Mechanical Fuel Control.........................................................21-28
Fuel Computer (DEEC)......................................................................21-28
Fuel Flow Divider Assembly..............................................................21-28
Fuel Nozzles......................................................................................21-28
Fuel Flow Indicators...........................................................................21-29
Engine FIRE PULL Handles..............................................................21-30
Power Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-30
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-31
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-32
Oil Pressure.......................................................................................21-33
Flameout and High Speed Airstart.....................................................21-33
Engine Airstarts.................................................................................21-33
Schematic: Inflight Relight Envelope. ....................................... 21-34
Engine Failure During Takeoff...........................................................21-35
Engine Failure - Shutdown in Flight...................................................21-35
Engine Fire........................................................................................21-35
Limitations
Powerplant Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-37
Powerplant Manufacturer/Model........................................................21-37
Thrust Ratings (Uninstalled, Sea Level, ISA)....................................21-37
Thrust Setting....................................................................................21-37
Maximum Engine Rotor Speeds N1 and N2 ......................................21-37
Maximum Interstage Turbine Temperature (ITT)...............................21-37
Fuel Control Computers.....................................................................21-37
Engine Synchronizer ........................................................................21-37
Engine Start Abort Conditions...........................................................21-38
Approved Oils....................................................................................21-38
Oil Pressure.......................................................................................21-38
Oil Temperature.................................................................................21-38
Starting Time.....................................................................................21-38
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-39
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-39
Thrust Reverser Lever.......................................................................21-40
Indicating and Warning System.........................................................21-40

July 2010
Accumulator.......................................................................................21-41
Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-41
Deployment........................................................................................21-41
Stow...................................................................................................21-42
Emergency Stow................................................................................21-42
Thrust Reverser Limitations...............................................................21-43
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-45
Inadvertent Thrust Reverser Deployment..........................................21-45
Data Summary
Thrust Reverser System Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-47

July 2010

July 2010
Powerplant and
Thrust Reverser
The Powerplant chapter contains information on several areas:
the turbofan engine, including its components, instrumentation, and operation
engine oil and lubrication
ignition
engine fuel and fuel control
power control.
Three Honeywell TFE731-40 turbofan engines power the Falcon 50EX. Each
engine produces 3,700 lbs of static takeoff thrust at sea level. The TFE731-40 is a
lightweight, low noise, two-spool front fan engine with a medium bypass ratio. The
engine’s modular engine design allows for ease of maintenance and repair.
The No. 2 (center) Engine thrust reverser system provides additional deceleration
force to assist in stopping the aircraft.

July 2010

July 2010
Honeywell TFE731-40 Engine
4-STAGE
LOW-PRESSURE HIGH-PRESSURE
COMPRESSOR COMPRESSOR
PT2/TT2
FUEL MANIFOLD
(PRIMARY/SECONDARY)
HIGH-PRESSURE
TURBINE
3-STAGE
LOW-PRESSURE
TURBINE
FAN
N1 MONOPOLE
PLANETARY
GEARBOX
OIL SCAVENGE
LINE
FUEL
BYPASS NOZZLE
DUCT
TRANSFER
GEAR BOX
ASSEMBLY
ACCESSORY
GEARBOX
N2 MONOPOLE

July 2010

July 2010
Engine Oil System

BREATHER
VENT PRESSURIZING
VALVE (MAINTAINS
MINIMUM OF 4 PSIA)
NO. 4 AND 5
BEARING CAVITY
A A B
OIL 1 OIL 2 OIL 3
PLANETARY
ACCESSORY DRIVE TRANSFER GEAR ASS’Y
GEARBOX ASS’Y GEARBOX ASS’Y NO.1, 2, & 3 BEARINGS
COMMON TRANSFER EACH

SCAVENGE GEARBOX ENG
OIL TANK ASSY SCAVENGE
OIL PUMP
INLET
ANTI-SIPHON
ORIFICE NO. 6
HP AND SCAVENGE BEARING C BUS
OIL PUMPS SUMP
TEMP
EACH OIL OIL
OIL 2
COOLER ENG 1
ENG #1
(HALF SECTION)
ENG #2
ENG #3
PRESS OIL
EACH 3
ENG
CHIP
DETECTOR D BUS
METAL PARTICLE OIL FILTER

DETECTOR BYPASS VALVE BYPASS
CHECK TEMPERATURE &
VALVE REGULATOR AND PRESSURE
CONTROL VALVE
RELIEF VALVE
TEMPERATURE
FILTER FUEL
FUEL BYPASS VALVE
IN
FILTER INDICATOR OUT FUEL
BYPASS VALVE HEATER
FUEL/OIL
COOLER
FUEL IN
HIGH PRESSURE OIL FUEL OUT
SCAVENGE OIL BYPASS

VALVE
VENT LINE OIL COOLER
(QUARTER SECTION)
OIL SUPPLY
OIL PRESSURE SENSING PORT

OIL TEMPERATURE SENSING PORT

July 2010

July 2010

FROM THRUST
REVERSER CONTROL
MICROSWITCH
ACTUATOR A-B
REV
SECONDARY LOCK UNLOCK
SOLENOID VALVE
DEPLOYED
A
B
U A
S
TRANSIT
THRUST REVERSER
ARMING MICROSWITCH
(IDLE)
REVERSE
REVERSE WARN
CONTROL
FLT
GND
RELAYS A
DOOR
LATCHED B
SWITCHES U
S
STOW
DEPLOY
STOW
SYSTEM RETURN
TO CONTROL
CABLE SELECTOR
UNIT
ELECTROMAGNET
LATCHING THRUST HYD SYSTEM NO. 1 NORM
REVERSER LEVER
THRUST REVERSER ELECTROMAGNET PRESSURE

CONTROL MICROSWITCH LATCHING POWER LEVER ACCUMULATOR 4-WAY ELECTRODISTRIBUTOR
IN IDLE POSITION RETURN

July 2010

July 2010
Turbofan Engines
Basic Operation
Jet engines accelerate air to produce thrust. Thrust output can be generated in Engine Operating
two ways: a small volume of air accelerated to a high velocity or a large volume Limitations
of air accelerated to a low velocity. Refer to the page 21-39.
The turbofan engine utilizes both methods. Only a portion of the incoming air
is compressed, mixed with fuel, combusted, and exhausted at a high velocity.
The fan compresses and accelerates a large volume of air at a low velocity and
bypasses it around the core of the engine without mixing it with fuel or using it
for combustion.
The relation of the mass of bypassed air to the mass of air going through the
combustion chamber is known as the bypass ratio. The TFE731-40 is considered
a medium-bypass engine, with a bypass ratio of 2.8 to 1; it is rated at 3,700 lbs
static thrust.
Components
The TFE731-40 engine consists of six major components:
fan
compressors
Low Pressure (LP) spool (N1)
High Pressure (HP) spool (N2)
annular combustor
transfer gearbox and accessory gearbox.
Engine thrust on the Falcon 50EX begins with the acceleration and
compression of inlet air by the front axial fan. Air is then split into two streams.
One is passed around the engine core to the exhaust nozzle by the bypass
duct. The other is compressed by the four-stage LP compressor and the
single-stage centrifugal HP compressor, before it enters the combustion
chamber.
Fan
The bypass fan is an axial flow fan that moves large quantities of air into the
bypass stator and LP (core) inlet stator. Energy is translated into pressure by the
rearward acceleration of air. More air passes through the fan discharge duct than
through the engine core. At sea level, the fan produces approximately two-thirds
of the total thrust.

July 2010
The LP spool drives the fan through a planetary gear drive system.
Figure 21-1: Fan
Compressors
Axial and centrifugal compressors are used in the TFE731-40 engine. Axial flow
compressors accelerate air rearward with increasing velocity through each stage
where kinetic energy is translated into pressure. A stage is a consecutive pair of
rotors (rotating blades) and stators (non-rotating blades).
The centrifugal compressor consists of an impeller (rotor), a diffuser, and a
compressor manifold. Air picked up and accelerated outward toward the diffuser
causes the accelerating air’s kinetic energy to be translated into pressure. The
diffuser maintains the maximum amount of energy imparted by the impeller.
The two spools of the engine are the N1 (or LP) spool and the N2 (or HP) spool.
The LP compressor and LP turbine are connected by a common shaft to form the
N1 spool. The center section of the N1 shaft passes through the interior of a much
shorter shaft. The outer concentric shorter shaft connects the HP compressor
and HP turbine to form the N2 spool.
The most forward end of the N1 shaft extends into and drives the planetary
reduction gearbox. A shaft perpendicular to and driven by the N2 shaft drives
the transfer gearbox. A shaft from the transfer gearbox drives the accessory
gearbox. During start, the starter drives the accessory section that drives the N2
spool through the transfer gearbox.

July 2010
Low Pressure (LP) Spool (N1)

The LP spool (N1) consists of a four-stage low pressure axial flow compressor and
a three-stage LP turbine. Both LP compressor and turbine stages are mounted
on a common shaft. Air is accelerated rearward through each stage (i.e. rotor
and stator pair) with increasing pressure. LP spool rotational speed is expressed
as N1. The N1 shaft drives the fan through the planetary gears.
N1 Indicator
LP compressor speed for each engine is measured by a pickup on the aft end of the
LP rotor shaft. The pickup produces dual independent signals; one set of signals is
used by the engine fuel computer or Digital Electronic Engine Control (DEEC) for
its operation. The other set of signals is displayed as percent N1 RPM in EIED #1
on the center instrument panel. The N1 is indicated by a pointer on a dial in percent
of nominal speed (one per engine). The position of the pointer is repeated in digits
at the bottom of the dial.
High Pressure (HP) Spool (N2)

The HP spool consists of a single-stage centrifugal compressor driven by a
single-stage turbine through an outer concentric shaft. Air is accelerated outward
by the impellers with increasing force; kinetic energy is translated into pressure
by the action of the impeller and diffuser. The HP spool also drives the accessory
section through a tower shaft and gear reduction system. HP spool rotational
speed is expressed as N2.

July 2010
N2 Indicator
HP compressor (N2) speed is sensed from a pickup on the transfer gearbox that
provides dual independent signals. One set of the speed signals is sent to the
DEEC for use in its operation. The other set of signals is displayed as percent N2
RPM in EIED #1 on the center instrument panel. The N2 RPM indication in digits
for the percent of nominal speed (one per engine) displayed at the bottom of the
screen.
Annular Combustor
To decrease the length of the engine, a compact, reverse flow, annular combustor
is used. In the combustion chamber, fuel is introduced into the reverse flow annular
burner by 12 fuel spray nozzles. The air and fuel are mixed, ignited, heated, and
expanded. Hot gases pass through the high and low pressure turbines, driving
both rotating compressor assemblies and exiting the exhaust nozzle with the
bypassed air. Fuel is introduced upstream of the primary ignition zone to allow
premixing of fuel and air and vaporization of the fuel in the fuel/air mixture.
Two igniter plugs at the 6 and 7 o’clock positions in the combustion plenum
provide a discharge spark of 18,000 to 24,000 volts at a rate of one to five sparks
per second.
Interstage Turbine Temperature (ITT) Indicator

Ten Chromel-Alumel thermocouples in the gas path between the HP turbine and
first stage of the LP turbine sections measure Interstage Turbine Temperature
(ITT). An average temperature is presented in EIED #1 on the center instrument
panel. The ITT indicated by a pointer on a dial graduated in °C. The position of
the pointer is repeated in digits at the bottom of the dial.
Transfer Gear and Accessory Gearbox

The transfer gear and accessory gearbox are under the engine. The transfer
gearbox, which powers the accessory gearbox, is driven by the HP spool (N2)
through a tower shaft. The N2 monopole pickup, which senses HP rotor speed, is
also mounted on the transfer gearbox.

July 2010
On the forward side of the accessory gearbox a hydraulic pump and a

starter/generator are mounted; an engine fuel pump and an oil pump are
mounted at the rear.
Figure 21-3: Transfer Gear and Accessory Gearbox
Engine Bleed Air

Each of the three engines on the Falcon 50EX has LP and HP bleed air ports.
Two LP bleed ports at 3 o’clock and 9 o’clock take bleed air from the last stage
of the axial compressor; four HP bleed ports take air from downstream of the
centrifugal compressor and supply a common line.
Each bleed air system is equipped with check valves that prevent air from returning
to the engines when they are shut off or running at low RPM. As an option, the
APU provides additional LP bleed air for air conditioning on the ground.
All of the engine bleed ports provide the aircraft pneumatic system with air, except
the right LP port of the No. 3 (right) Engine. This bleed port is capped off.
In addition, each engine also has an internal HP bleed that is used for engine
anti-icing.
For more information on bleed air, see Pressurization/Environmental chapter; for
more information on engine anti-icing, see Ice and Rain Protection chapter.

July 2010
Engine Oil System
Oil is provided under pressure to the bearing sumps, bearings, transfer gearbox,
accessory gearbox, and planetary gearbox. The system consists of:
oil reservoir
oil pump
filter and housing
filter bypass valve
fuel/oil cooler and bypass valve
three surface air/oil coolers
oil temperature control and bypass valve
breather pressurizing valve
air/oil separator
oil sight gauge.
Oil is drawn from the oil tank by the rotation of the engine oil pump on the bottom
of each engine. Oil pump output is directed through a pressure regulator and
then through a paper cellulous filter before delivery to the engine bearings, the
transfer gearbox, the accessory drive gearbox, and the fan reduction planetary
gear assembly.
Filter restriction at 25 PSID is indicated by projection of a red pin on the right
side of the engine accessory gearbox. The indicator pin is visible through a small
access hole in the No. 1 (left) and No. 3 (right) Engine cowling; it is accessible
through a door on the No. 2 (center) Engine cowl. Once the pin pops out, it
remains out until reset. The pin provides no indication to the cockpit during flight;
therefore, it should be checked on preflight and postflight inspections. If the pin
is observed to be out, maintenance action is required.
In the event of filter blockage, engine oil lubrication is rerouted past the filter by a
bypass valve. The pressure regulator maintains oil pressure in between 65 and
80 PSI.
After oil leaves the filter, it passes through a fuel heater and oil-to-air heat
exchangers in the fan duct. A temperature bypass valve allows some of the oil to
bypass the oil-to-air heat exchangers.
Oil at temperatures higher than 65°C (149°F) passes through the three segmented
oil-to-air heat exchangers. If the coolers become obstructed, the bypass valve
reroutes the oil around them.
Part of the oil is then distributed to the No. 6 bearing sump, No. 4 and No. 5 bearing
sumps (HP rotor shaft), transfer gearbox bearings and gear meshes, and accessory
gearbox and gear meshes. Other oil is routed through a bypass valve at the fuel/oil
cooler assembly. If oil temperature exceeds 90°C (194°F), the temperature bypass
valve at the fuel/oil cooler opens to route oil through the cooler.
The oil then lubricates fan shaft bearings No. 1 and No. 2, front LP spool bearing
No. 3, and all planetary gearbox bearings and meshes.
After traveling to all main sump areas, oil drains by gravity to the lowest point
in each sump. The sumps are connected to four scavenge pumps in the pump
pack. A magnetic particle chip detector is located in the scavenge pump oil return
line; metallic particles collect on the detector.

July 2010
Venting for the oil tank and the lubricating system is via the accessory gearbox. The
accessory gearbox is vented to the atmosphere through a normally open breather
pressurization valve. As pressure altitude increases above 27,000 ft., the breather
pressurization valve modulates closed to maintain an engine case pressure of
approximately 4 PSI.
Oil Level Sight Gauge

The sight gauge for engine oil level is built into the oil tank on the right side of
the engine. The sight gauge may be observed through small openings in the
cowling for Engines No. 1 (left) and No. 3 (right) by opening an access door on
No. 2 (center) Engine. Oil quantity should be checked for proper level within
30 minutes of engine operation, normally during the post-flight inspection.
Oil Pressure/Oil Temperature Indication

The oil pressure/oil temperature indicates engine oil pressure and engine oil
temperature for each engine on EIED #3. The engine oil temperature and pressure
indicated (for each engine) by the displacement of an index on a graduated scale
and by a digital display. An oil pressure transducer in the oil line to the planetary
gearbox transmits the operating pressure to the indicator. Normal operating
pressure is 65 to 80 PSI, with a minimum of 50 PSI and maximum of 100 PSI for
3 minutes or less.

July 2010
Information for engine oil temperature indication consists of two resistance bulbs
that provide a signal to the temperature side of the dual indicator on the instrument
panel. Normal operating temperature is 30°C to 127°C (86°F to 260.6°F) up to
an altitude of 30,000 ft. with a maximum operating temperature of 140°C (284°F)
above 30,000 ft.
Oil Warning
OIL 1, OIL 2, and OIL 3 warning lights are on the Master Warning Panel. The
warning lights are operated by a pressure switch in the oil line to the planetary
gearbox. The lights illuminate for an oil pressure less than 50 PSI. The lights
serve as a backup to the oil pressure indicator.
Engine Starting
General
The startup of each engine is provided by a starter-generator associated with a
Generator Control Unit (GCU). The starting sequence is automatically controlled
by the DEEC to reach an idle speed N2 equal to 60%.
Controls and Indicators

Engine starting controls and indicators are include:
ignition selector switches
starting pushbuttons
engine computer selector switches CMPTR 1, CMPTR 2, and CMPTR 3
warning lights ENG 1 COMPUTER, ENG 2 COMPUTER and ENG 3
COMPUTER
IGN indications on EIED #1.
Ignition Selector Switches

The ignition selector switches are three position (AIR START/GRD START/
MOTOR START STOP) selector switches:
AIR START
When the ignition selector switch is in AIR START position the engine ignition
system is supplied permanently. This position is used for air starting or for takeoff
from a flooded runway.
GRD START
This is the normal selector switch position to start the engine on the ground.

July 2010
MOTOR START STOP

This position is used to perform a dry or wet motoring or to interrupt a starting
sequence. In this position the ignition unit is not energized.
Figure 21-5: Ignition Selector Switches
Computer Selector Switches

There are three computer (CMPTR 1, CMPTR 2, and CMPTR 3) selector switches
are located in the engine section of the overhead panel. These switches are
three (AUTO/MAN/OFF) position selector switches:
AUTO
When the computer selector switches are set to AUTO position the DEEC controls
starting according to throttle lever position and N2 speed.
MAN
When the computer selector switches are set to MAN position the DEEC only
provides monitoring of N1/N2 speeds and overspeed protection.
OFF
When the computer selector switches are set to OFF position the DEEC is no
longer energized. The control of engine speed is performed mechanically from
throttle lever.
Figure 21-6: Computer Selector Switches

July 2010
Starting Pushbuttons
There are three starting pushbuttons located in the engine section of the
overhead panel. Pressing each pushbutton initiates starting or motoring of the
corresponding engine.
Figure 21-7: Starting Pushbuttons
Warning Lights
There are three (ENG 1 COMPUTER, ENG 2 COMPUTER, and ENG 3
COMPUTER) amber lights located in the Master Warning Panel. When
illuminated, these lights indicate that the DEEC of the corresponding engine is
failed or is not supplied.
The IGN indication (one per engine) in EIED #1, indicates that the ignition system
of the corresponding engine is supplied. The indication disappears as soon as
the starting sequence is completed.
Engine Motoring
General
The motoring function is similar to starting but without power supply of the ignition
unit. The operation is similar except for the following points:
The position of ignition selector switch impedes the self-holding function and
in consequence pushbutton must be held depressed during all the motoring
period.
The throttle lever can be maintained on STOP to obtain dry motoring, or
advanced to IDLE position to obtain wet motoring.
This operation is limited to 30 seconds followed by a 5-minute pause.
In-Flight Relight
According to the N2 rotation speed of the HP body, the flight altitude and the
windmilling speed, two in-flight relight types are to be taken into consideration:
windmilling airstart for N2 greater than 15% and N1 different from zero.
starter-assisted airstart for N2 lower than or equal to 15%.

July 2010
The domain in which these two types of in-flight relight are possible is indicated
in the AFM.
During windmilling airstart the rotation speed N2 of the HP body is greater than
15%, it is not necessary to use the starter-generator.
Throttle lever must be set to IDLE position (fuel supply of injectors) and ignition
selector switch to AIR START, The indication IGN appears on EIED #1.
As soon as N2 is greater than 50%, the ignition selector switch must be set to
GRD START position.
During the starter-assisted airtstart the procedure to be used is that of the engine
ground start with the ignition selector switch set to AIR START position and the
switch/light not depressed (extinguished) (parallel-mounted batteries).
Digital Electronic Engine Control (DEEC)

The DEEC is heart of the engine control system. The DEEC is mounted on the
outside of the fan inlet housing on the engine.
The DEEC is powered by a nominal 28 VDC supplied through a cockpit switch from
the aircraft bus. However, the DEEC will operate satisfactorily with the voltage
as low as approximately 13 VDC. Should the voltage decrease below this value,
the DEEC will automatically transfer to manual mode. Manual mode may also be
selected by positioning a cockpit AUTO/MANUAL switch to MANUAL. Whenever
the DEEC power is turned off or when manual mode is manually or automatically
selected, a ground circuit is completed within the DEEC that illuminates a cockpit
annunciator light.
The DEEC requires a number of inputs from the engine in order to perform its
functions. The inputs are:
N1
N 2
IIT
PLA
PT2
TT2
The output from the DEEC goes to the torque motor, manual mode and overspeed
solenoids within the fuel control and to surge valve, STAR termination signal.
The manual mode solenoids are energized whenever the DEEC is operating
in normal mode. This sets the mechanical N2 governor within the fuel control at
105% to act as an overspeed protection device. When the DEEC transfers to
manual mode this solenoid is de-energized which then allows the governor to be
set or modulated by power lever position.

July 2010
The DEEC contains schedules for starting, reduced and normal idle, acceleration,
takeoff power, climb/cruise, deceleration, and surge protection.
During start, a higher initial fuel flow is provided automatically by the DEEC. This
enrichment ceases when the DEEC senses an ITT of approximately 200°C (392°F).
The DEEC incorporates a speed switch that is utilized to de-energize the starter
and ignition during the start. This occurs at approximately 50% N2 RPM. These
functions are not available when operating in manual mode.
Operating at idle and above the DEEC analyzes the inputs and calculates the
required N1 for a given power lever position and ambient conditions. This is done
because thrust is directly related to N1 RPM at a specific ambient condition. A
signal adjusts fuel flow to accelerate or decelerate the engine to achieve the
desired speed.
Figure 21-8: Engine Fuel and Control

July 2010
Engine Fuel Control System

July 2010
There are two idle RPM schedules within the DEEC that control minimum
RPM when the power lever is positioned at the idle stop (fuel control shaft at
18 - 22° rotation). The higher idle is automatically selected when the squat switch
or weight-on-wheels switch is activated and the aircraft is in flight.
Positioning the power lever to the maximum stop (fuel control at 120 - 122°
rotation) results in takeoff (maximum) N1 RPM automatically adjusted for air
temperature and altitude.
The DEEC also contains overspeed protection circuitry for both the N1 and the N2
spools. This solenoid will be energized should N1 exceed approximately 107% or
N2 exceed approximately 109%.
Climb and cruise power settings are determined similar to takeoff to provide
proper thrust at a fixed power lever angle as temperature and pressure change.
The DEEC provides an appropriate output current to the torque motor of the
hydromechanical fuel control. The DEEC includes an output signal for a cockpit-
mounted indicator to show manual mode operation in the event of loss of input
power, DEEC malfunction, or pilot selection.
Overspeed protection circuits of the DEEC for both LP and HP spools remain
activated in the manual mode provided the cockpit switch for DEEC activation is
manual, assuming essential DEEC functions are operational.
The DEEC automatically provides increased fuel scheduling during engine starts
to assist starting.
Engine Speed Synchronizer System

The synchronizer system is an integral part of the DEEC for the engine.
The aircraft engine speed synchronizer, when selected for use by cockpit controls,
provides speed synchronization of right and left hand engines. Synchronization
of either LP (N1) or HP (N2) spool speeds may be selected from the cockpit. The
synchronizing function has limited authority and can provide synchronization
only when engine speed differential is within authority range. Maximum authority
range is 10% N1 at mid-range of the power lever angle, with the authority range
decreasing for lesser or greater power lever angles.
The LH engine is designated as the master engine and the RH engine is
designated as the slave engine.
Operation of the synchronizer is controlled by a cockpit switch. The switch
selects which spool speed (N1 or N2) is to be used for synchronization. Engine
synchronization requires the RH engine be in the normal mode of operation
(DEEC activated).
APR Function
The Automatic Performance Reserve (APR) system is an integral part of the
DEEC for the engine.

July 2010
The aircraft APR function, when selected for use by cockpit controls, increases
maximum thrust limits from one engine, in the event of power loss in the other
engine. The increased thrust mode is intended for short duration emergency use
only, since use of APR power increases disc stress and therefore is equivalent to
four normal high power cycles.
Automatic APR mode operation requires only that the system be armed through
cockpit controls. The APR mode may also be commanded manually through
cockpit controls provided the system is armed. APR power is available only on
engines operating in the normal mode of operation. Once APR power settings
have been activated, APR rating can only be removed by setting the cockpit APR
ARM switch to DISARM.
An engine power loss is determined by the APR controller when an N2 speed
difference of greater then 15% occurs as sensed by the DEEC.
Fuel Control System

The Falcon 50EX fuel control system consists of:
fuel pump assembly
Fuel Computer
hydro-mechanical fuel control Limitation
fuel computer (DEEC) Engine fuel computer
(DEEC) must be operative
fuel flow divider assembly for takeoff.
fuel nozzles
engine FIRE PULL handles.
Fuel is pumped by the engine fuel pump, filtered by the fuel filter, metered by the
hydro-mechanical fuel control, delivered by the fuel manifold, and atomized by
the fuel nozzles.
Fuel Pump
The engine-driven fuel pump, mounted on the accessory gearbox, is actually two
pumps: a centrifugal low pressure boost pump and a vane-type high pressure
pump. The pump also contains a filter element, a filter bypass valve, a pressure
relief valve, and a differential pressure indicator.
The low pressure pump draws fuel from the airplane fuel system which then
passes through a fuel filter and is delivered to the high pressure pump element.
To ensure continuous engine operation if the filter clogs, the filter bypass valve
opens to deliver fuel to the high pressure pump.
The high pressure pump supplies high pressure fuel to the fuel metering valves
in the FCU. The FCU meters the fuel according to power lever position and fuel
computer inputs if the fuel computer is functioning. The capacity of the fuel pump
exceeds the needs of the engine; therefore, much of the output is returned to the
high pressure pump inlet.

July 2010
Hydro-Mechanical Fuel Control
The fuel control unit is attached to the rear of the fuel pump and is driven by
the fuel pump shaft. It incorporates a metering valve, a fuel metering torque
motor, pressure regulator valve, bypass valve, mechanical flyweight governor,
compressor discharge limiter (P3 air), shutoff valves, an ultimate overspeed
solenoid, and power lever shaft (power lever position potentiometer).
Fuel Computer (DEEC)

The fuel computer (DEEC) is mounted in the baggage compartment for
Engines 1 and 3, and in the aft compartment for Engine 2. The fuel computer
provides efficient fuel scheduling, plus overspeed, surge, and temperature
protection for the TFE731-40 engine. The computer receives inputs of engine
inlet pressure and temperature, ITT, N1 and N2 RPM, and a power lever position
via a potentiometer on the FCU. With this information, the fuel computer provides
start, idle through maximum thrust scheduling, acceleration, deceleration, and
minimum fuel scheduling through a torque motor on the fuel control unit.
Computer Failure
If a computer fails, the monitor system automatically switches to manual mode,
and disables the computer. A computer malfunction is indicated by a CMPTR
warning light on the Master Warning Panel. If the CMPTR light illuminates and the
engine instruments are normal, reduce engine power (a Garrett recommendation)
and cycle the CMPTR switch to reset the computer. If reset is unsuccessful, the
switch should be left on, as N1 ultimate overspeed protection (109%) may still
be available even though controller is in manual mode (light ON). N2 ultimate
overspeed protection (110%) is lost.
The fuel computers must be ON for takeoff. If a fuel computer is inoperative, a
ferry flight can be authorized and the aircraft flown in accordance with “Ferry Flight
with One Fuel Computer Inoperative,” Annex 3 of the Aircraft Flight Manual.
Fuel Flow Divider Assembly

The fuel flow divider is between the fuel control unit and the fuel nozzles. Fuel
flow to the primary and secondary fuel nozzles is controlled during engine start,
operation and shutdown. During engine start, the divider routes fuel at reduced
pressure to the primary nozzles. As the start sequence continues, fuel flow
increases and pressure difference across the divider orifice increases; fuel is
allowed to pass into the secondary fuel nozzles as power increases.
Fuel Nozzles
Each engine uses 12 duplex (primary and secondary) fuel atomizers that
are mounted to two manifold assemblies; each manifold contains six duplex
atomizers. Fuel swirls and breaks into microscopic droplets as it passes through
the atomizer orifice into the combustor. The primary and secondary fuel atomizers
provide a finely atomized fuel spray pattern.

July 2010
Fuel Flow Indicators

The fuel flow indications for the three engines are displayed on EIED #2. A
pushbutton allows simultaneous reset of the consumed fuel weight indication of
the three engines.

A signal proportional to the fuel flow of each engine is derived from a flowmeter
transmitter in the fuel supply line of that engine. Each flowmeter sends a signal
to the EIED’s 1, 2, and 3 via the corresponding EDC 1, 2, and 3. The EDC
transforms the flowmeter analogue signal into digital signal which is sent to the
EIED’s via an ARINC 429 connection.
Figure 21-10: Fuel Metering System

Depressing pushbutton resets the consumed fuel weight indication via EDC 1,
2, and 3.

July 2010
Engine FIRE PULL Handles
Three engine FIRE PULL handles are on the upper center of the instrument
panel in the fire detection and extinguishing panel. They are mechanically
linked to the fuel shutoff valves at the base of the feeder tank. Pulling an engine
FIRE PULL handle shuts off fuel to the associated engine.
There is enough fuel in the fuel line between the shutoff valve and the
engine-driven pump to allow the engine to continue to run at idle for approximately
20 seconds after an engine FIRE PULL handle is pulled. Information on engine
fire detection and extinguishing is provided in the Fire Protection chapter.
Power Control System

Engine power is regulated by the pilot with throttle levers on the center pedestal.
The throttle levers for the three engines are alike with the exception of the
piggy back thrust reverser power lever on the No. 2 (center) Engine control. The
throttle levers are mechanically connected to the Fuel Control Units (FCUs). With
the fuel computers functioning, the pilot’s control of the engines is modified and
there is linearity of thrust with throttle lever positions.
If a fuel computer is not functioning, the pilot directly controls that engine FCU.
Figure 21-11: Throttle Levers

The throttle lever positions are listed in relationship to the angle of rotation of
the control shaft on the FCU. The full aft (0°) position is the engine fuel cut-off
position. Forward at 20° FCU is the idle stop (or engine start) position. Moving
the power lever either from the idle stop to the cut-off position or from the cut-off
to the idle stop position, requires lifting upward on an unlocking catch on the aft
side of the power lever. Further movement forward of the idle stop position is
unrestricted until reaching maximum limit of travel of the throttle lever.

July 2010
Preflight
During the external preflight, the engines are physically inspected to ensure that
engine inlets are clear of foreign objects, that the fan blades are not bent, nicked,
or cracked, and that the exhaust area is clear. The engine fuel bypass indicators
should be checked; they should not be extended. Finally, nacelle condition should
be checked; no fuel leaks should be evident.
Engine oil level should be checked within 1 hour after shutdown. Check that the
oil bypass indicator is in (right side of the engine). The engine oil filler cap and
access doors should be checked for security. Check No. 2 Engine cowlings and
access doors for security.
Figure 21-12: Engine Oil Level Check

July 2010
Servicing
WARNIN
Synthetic lubricants used in this engine contain additives that are readily
absorbed through the skin and are considered highly toxic. Prolonged
exposure to these lubricants should be avoided.
NOTE: To prevent false indications, check the oil level within 1 hour after
engine shutdown.
NOTE: Access to the oil tank is difficult for Engine No. 1. Remove the
cap at the end of the oil refill tube on the LH side of the engine.
The cap is fitted with a dipstick scaled in missing quarts. Do not
use the dipstick for checking; use the sight glass on the tank.
The oil system capacity is 12 U.S. quarts (11.26 liters); the oil tank holds
6 U.S. quarts (5.68 liters).
Maximum engine oil consumption is 0.05 U.S. gallons per hour. This is the
equivalent of 1 U.S. quart per 5 hours of operation.
Approved engine and APU oils conforming to Garrett EMS 53110, Type II, include
the following and those listed in the Aircraft Flight Manual:
Aeroshell/Royco Turbine Oil 500 (Type II)
Castrol 5000 (Type II)
Exxon/Esso 2380 Turbo Oil (Type II)
Mobil Jet Oil II (Type II).
The listed brands of approved oil may be mixed. Other types of oil are not
approved.
To add oil:
1. Aircraft engine cowling must be opened to add oil. This is a maintenance
procedure.
2. Remove oil tank filler plug by pushing down and rotating counterclockwise.
3. Fill tank with oil until sight gauge or dipstick indicates full.
4. Install filler plug by pushing down and turning clockwise.
5. Close cowling.
Abnormal Procedures
WARNIN
Engine fire may result if air start is attempted following engine failure
accompanied by indications that internal engine damage has occurred.
The following is a brief discussion of abnormal procedures for the engines and
their associated systems. For a list of specific procedural steps, refer to the CAE
SimuFlite Operating Handbook.

July 2010
Oil Pressure
The illumination of the amber OIL 1 (or 2 or 3) annunciator signals that
the oil pressure is less than 50 PSI. If the indicated oil pressure is less than
50 PSI confirmed, retard the power lever and accomplish a precautionary engine
shutdown as soon as possible.
Flameout and High Speed Airstart

(N2 15% or above) – Possibly above Airstart envelope.
Reduce the power lever immediately on the affected engine to IDLE to prepare
for re-ignition, then move the start selector switch to AIR START. Verify that the
IGN light is ON and that ITT rises within 10 seconds. The power levers may
be advanced and the start selector switch moved to GRD START once the
engine relights and has stabilized. Verify that the IGN light is out. If the airstart is
unsuccessful, the engine will have to be shut down.
Engine Airstarts
For all airstart procedures the following applies:
Do not attempt an airstart without indication of fan rotation.
Do not attempt an airstart following an engine failure where the possibility of
internal engine damage or fire exists.
If ITT is approaching limits and rising rapidly, immediately abort the start by
placing the power lever in Cut-off.
If a malfunction in the fuel computer is isolated, use fuel computer off start
procedure and continue the flight with fuel computer off.
There are three airstart procedures; the procedure used depends on the use
of the relight envelope, and whether the fuel computer is on or off. The airstart
procedures are:
High Speed Airstart (Fuel Computer on)
Airstart with Engine Fuel Computer OFF
Airstart with Engine Fuel Computer ON/OPERATING.
With the fuel computer off, overspeed protection and temperature protection are
not provided. Care must be exercised to prevent reaching engine temperature
limits.
Refer to the CAE SimuFlite Operating Handbook for the restart envelope and
airstart procedures.

July 2010
Inflight Relight Envelope
ALTITUDE FT
50,000 50,000
45,000 45,000
IMMEDIATE RELIGHT
DEEC AUTO OR MAN
40,000 40,000
35,000 35,000
30,000 30,000
DEEC AUTO
25,000 25,000
20,000 20,000
15,000 15,000
10,000 10,000
DEEC AUTO OR MAN
5,000 5,000
0 0
INDICATED
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 MACH
Figure 21-13: Inflight Relight Envelope

July 2010
Engine Failure During Takeoff

If speed is below V1, abort the takeoff by applying brakes, bringing power levers
to IDLE, extending the airbrakes, and applying reverse thrust to slow aircraft.
Accomplish Engine Shutdown procedures when clear of the runway.
During braking, apply continuous maximum pressure to brake pedals to obtain
best performance from the anti-skid system. Takeoff field lengths assume
application of maximum braking at scheduled V1 speed during aborted takeoff.
Refer to Maneuver Procedures chapter for specific procedure for Engine Failure
After V1.
After stabilizing the aircraft, perform Engine Shutdown Procedure for failed
engine.
Engine Failure - Shutdown in Flight

Several conditions (i.e. abnormally high or low oil pressure, rising or high ITT,
engine vibration, fan/turbine RPM fluctuations, high oil temperature, or erratic
fuel flow) could necessitate an engine shutdown.
Usually an Engine Shutdown Procedure is part of another abnormal or emergency
procedure.
Shut down the affected engine by placing its power lever in Cut-off and adjust
power on the operating engines. Call for the engine failure/shutdown in flight
checklist.
Emergency Procedure
The following is a brief discussion of abnormal procedures for the engines and
their associated systems. For a list of specific procedural steps, refer to your
Engine Fire
A warning horn and an illuminated FIRE PULL handle light indicate fire in the
associated engine. The horn is silenced by pressing the HORN SILENCE button
on the pedestal.
When the problem is identified, silence the warning horn. Retard the power lever
to Cut-off to cut off fuel to the engine at the fuel control. The fuel shutoff valve of the
respective feeder tank is closed when the FIRE PULL handle is pulled. Reducing
airspeed to 250 KIAS or below also reduces airflow through the nacelle.
Move the appropriate extinguisher switch to position 1 to discharge the contents
of one fire bottle into the engine nacelle. If the condition persists, move the
extinguisher switch to position 2 to discharge the contents of a second fire bottle
into the nacelle.

July 2010

July 2010
Limitations
Powerplant Limitations
Powerplant Manufacturer/Model
Honeywell, TFE731-40.
Thrust Ratings (Uninstalled, Sea Level, ISA)

Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,700 lbs (1,649 daN)
Maximum continuous . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,641 lbs (1,623 daN)
Thrust Setting
The engine low pressure rotor speed N1 is used as the thrust setting parameter.
The takeoff and maximum continuous thrust must be based on the N1 values
given in section 5:
Takeoff thrust (5 minutes time limit), refer to section 5 of AFM.
Maximum continuous thrust, refer to section 5 of AFM.
Maximum Engine Rotor Speeds N1 and N2

Condition of Use N1 N2
Takeoff - Maximum continuous 100.1% 101%
Transient 10 seconds max. allowable 100.5% 102.5%
100% N1 = 21,000 RPM and 100% N2 = 31,173 RPM
Maximum Interstage Turbine Temperature (ITT)

Ground start 991°C
Air start 991°C
Takeoff 5 minutes max. 1,013°C
Maximum continuous 991°C
Maximum cruise 974°C
Fuel Control Computers

Engine fuel control computers must be operative tor takeoff.
Engine Synchronizer
The engine synchronizer system must not be used during takeoff, landings and
missed approaches.

July 2010
Engine Start Abort Conditions
Discontinue an engine start if any of the following occur:
Oil pressure does not rise within 10 seconds after light-off.
ITT does not rise within 10 seconds after power lever opened to idle.
ITT is rising rapidly and approaching the 907°C limit.
N1 remains close to zero when N2 is 20%.
N2 speed is not rising rapidly and smoothly to idle after power lever is
advanced to idle.
N2 fails to rotate.
N2 fails to reach 10% in 6 seconds.
Unusual noise is heard or vibration is detected.
Approved Oils
The Type II oils conforming to EMS 53110 specification.
Oil Pressure
Thrust Setting Minimum Pressure Maximum Pressure
Takeoff, climb, cruise or maximum 65 PSI 80 PSI
continuous
Idle 50 PSI 80 PSI
Transient 100 PSI less than 3 minutes
NOTE: The OIL 1, OIL 2, and OIL 3 lights in the Master Warning Panel
illuminate for an oil pressure below 50 PSI.
Oil Temperature
Operational Limits
From sea level to 30,000 ft. 127°C maximum
Above 30,000 ft. 140°C maximum
Transient all altitudes 149°C maximum less than 2 minutes
Minimum for exceeding idle power 30°C
Starting Time
Ground start:
From 10% N2 speed to light-off 10 seconds maximum
From light-off to idle 60 seconds maximum
Windmilling airstart: No time limit
Starter assist airstart:
From initial fuel flow N2 speed to 60% N2 45 seconds maximum

July 2010
General
A clamshell type thrust reverser system is provided on the No. 2 (center) Engine
only. The doors can deflect approximately 40% of the takeoff thrust forward for
deceleration. The system is electrically controlled and hydraulically actuated. The
Primary A bus provides electrical control power. Hydraulic System 1 provides
hydraulic operating power.
Figure 21-14: Thrust Reverser
Components
The thrust reverser system consists of:
thrust reverser lever (piggy back throttle)
indicating and warning system
accumulator (nitrogen-charged).
The following thrust reverser components are described during the operational
section:
S-shaped latching hook
4-way electro-distributor
locking claw
locking solenoid
internal latching claw
emergency stow switch.

July 2010
Thrust Reverser Lever
The pilot controls the operation of the thrust reverser system via a thrust reverser
lever (piggy back throttle) mounted on the No. 2 (center) Engine power lever.
Figure 21-15: Thrust Reverser Lever
Indicating and Warning System

The indication and warning system include two amber TRANSIT advisory lights
and two green DEPLOYED advisory lights are located on the center section of
the instrument panel.
Figure 21-16: DEPLOYED and TRANSIT Light

The TRANSIT light, effectively, illuminates when the thrust reverser is neither
fully stowed nor fully deployed to indicate one of the following:
the hydraulic actuator has left the stowed position.
the S-shaped latching hook has disengaged.
the reverser door mechanical operating mechanism is not in the stowed
position.
The green DEPLOYED light illuminates and the amber TRANSIT light
extinguishes when the reverser mechanical operating mechanism reaches the
deployed stage.

July 2010
The red REV UNLOCK annunciator on the master warning panel functions as a
disagreement annunciator. It illuminates if the reverser is not stowed and locked
when either the EMER STOW switch or the thrust reverser lever is in the stow
position.
Figure 21-17: Master Caution

Electrical power for the TRANSIT and DEPLOYED light circuits is supplied by
Primary A bus. Electrical power for the red REV UNLOCK circuit is supplied by
both Primary A and B buses.
Accumulator
In the event of loss of No. 1 hydraulic pressure, a dedicated accumulator
(nitrogen-charged) is provided. It allows for one complete cycling of the thrust
reverser doors (deployed and restowed).
The accumulator is pre-charged with nitrogen to 1,450 PSI. It stores up to
3,000 PSI system pressure. The accumulator pressure can be read on a direct
reading gauge in the aft compartment.
Operation
Deployment
Deployment of the thrust reverser requires the aircraft to be on the ground and
the Engine 2 power lever to be in the idle position. Initial movement of the thrust
reverser lever is limited just enough to allow a solenoid control to release an
S-shaped latching hook.
This latching hook provides secondary protection by mechanically holding both
reverser doors in the stowed position. When the latching hook is released, a
4-way electro-distributor is energized, allowing hydraulic system No. 1 pressure
to be directed to the deployed side of a single hydraulic actuator.
The hydraulic pressure unlocks the hydraulic actuator internal locking claw
and extends both reverser doors to the fully deployed (open) position. Positive
hydraulic pressure is maintained on the actuator, holding the reverser doors in
the deployed position until commanded to stow.

July 2010
Once deployed, a locking solenoid that limits thrust reverser lever travel is
released; this allows it to be lifted further. This controls engine power and is
mechanically limited to approximately 93% N1. A waiting period of 4 minutes
between two successive usages of reverse thrust is required. Maximum continuous
usage is limited to 30 seconds. Application of full reverse thrust is allowed until the
aircraft has come to a complete stop with no risk of exhaust gas re-ingestion.
Stow
During the stow sequence, the engine decelerates to idle as soon as the thrust
reverser lever is lowered to the stow position. Hydraulic pressure is routed to the
stow side of the actuator, resulting in closing of the reverser doors.
When the latching hook engages, a valve in the electro-distributor closes to
remove hydraulic pressure from the system.
Two locking pins are provided for use to ensure proper securing of thrust reverser
doors for a flight with an inoperative thrust reverser system.
Emergency Stow
A guarded THRUST REVERSER switch is a two position (STOW/NORM) switch.
The THRUST REVERSER switch is located on the pedestal which enables the
emergency stowing of the thrust reverser. Lift the guard and actuate the switch to
STOW to directly apply hydraulic pressure to the stow side of the actuator. This
occurs regardless of the aircraft flight/ground switches, position of the reverser
controls, or any of the system microswitches.
Figure 21-18: STOW/NORM Switch

July 2010
Thrust Reverser Limitations

The thrust reverser is approved for ground use only.
On landing, do not attempt a go-around after reverse thrust is selected.
With a thrust reverser deployed in flight, reduce airspeed to 230 KIAS or less.
Recommended 30 seconds maximum continuous usage and 4.5 minutes
between consecutive uses.
Full reverse thrust is usable until the aircraft comes to a complete stop; however,
in crosswind conditions, a 5% reduction of engine N1 is recommended shortly
before the complete stop is reached.
The manufacturer recommends checking that reverse thrust is limited
automatically to a maximum of 93% N1.

July 2010

July 2010
Preflight
For a list of specific procedural steps, refer to the CAE SimuFlite Operating
Handbook.
During the exterior inspection, check the general condition of the thrust reverser
doors. Verify that the doors are in the fully stowed position. Check for any
hydraulic leaks. Check the accumulator pressure.
Emergency Procedure
Inadvertent Thrust Reverser Deployment
Thrust reverser deployment in flight is indicated by possible aircraft pitching
down, abnormal noise and buffeting and illumination of one or more lights
(REV UNLOCK, TRANSIT, and DEPLOYED).
Reduce the No. 2 (center) Engine power lever to idle to reduce the effect of
reverse thrust. There is no automatic throttle retarder in this system. Select the
emergency stow switch to STOW to reposition the electro-distributor to port
hydraulic system pressure to the stow side of the reverser actuator. Pressure
remains in the actuator as long as the switch is in STOW.
Reduce airspeed to less than 230 Kts to enhance the likelihood of stow occurring
as the clamshell doors must move against the airload.
If the thrust reverser stows, continue flight (normal power and airspeed) with the
emergency stow switch in the STOW position.
If the thrust reverser does not stow, leave the emergency THRUST REVERSER
stow switch in STOW. The drag resulting from the No. 2 (center) Engine at idle
with the reverser deployed affects aircraft performance. The No. 2 (center) Engine
may be operated at idle if performance is sufficient; if optimum performance is
critical, the No. 2 (center) Engine should be shut down. The No. 2 (center) Engine
at idle provides No. 2 generator and No. 2 hydraulic pump operation.

July 2010

July 2010
Data Summary
Thrust Reverser System Data

Power Source Hydraulic System 1 (including a dedicated accumulator)
Primary A bus
Distribution No. 2 (center) Engine
Control Thrust reverser lever - on center engine power lever
THRUST REVERSER (STOW/NORMAL) switch (guarded)
Monitor TRANSIT amber light
DEPLOYED green light
REV UNLOCK red annunciator
Reverser accumulator pressure gauge
(in aft compartment - rear LH side)
CONTROL
WARN REVERSE
Flight/ground relays

July 2010

July 2010
22
Pressurization/Environmental
Contents
Schematic: Bleed Air System..................................................... 22-5
Schematic: Air Distribution System............................................ 22-7
Schematic: Pressurization System. ........................................... 22-9
Bleed Air Systems
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-13
Main LP Bleed Air Supply..................................................................22-13
Main HP Bleed Air Supply..................................................................22-13
Secondary LP Bleed Air Supply.........................................................22-13
Secondary HP Bleed Air Supply........................................................22-13
APU Bleed Air....................................................................................22-14
Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-14
HP Bleed Air Valves...........................................................................22-14
Bleed Air System Computer (BASC).................................................22-14
Common Bleed Air (Distribution) Manifold.........................................22-15
Isolation Valve...................................................................................22-15
Pressure Probes................................................................................22-15
Dual Temperature Probes..................................................................22-15
Control and Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-16
HP 1 Switch.......................................................................................22-16
HP 2 Switch.......................................................................................22-16
HP 3 Switch.......................................................................................22-16
APU Switch........................................................................................22-16
ISOLATION Rotary Switch.................................................................22-17
ISOL Light..........................................................................................22-17
BLEED OVHT Light...........................................................................22-17
APU BLEED Light..............................................................................22-17
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-19
Conditioning Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-19
CABIN and CREW Switches.............................................................22-19
Schematic: Environmental Cooling Units (ECUs)..................... 22-20
Environmental Cooling Units (ECUs) . . . . . . . . . . . . . . . . . . . . . . . . . 22-21

July 2010
Schematic: Mixing Manifold. ..................................................... 22-22
Recirculated Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-23
Mixing Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-23
Schematic: Air Circulation......................................................... 22-24
Distribution Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-25
Temperature Regulation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-25
Description.........................................................................................22-25
Schematic: Temperature Regulation......................................... 22-26
Controls and Indications....................................................................22-27
Operation...........................................................................................22-29
Auxiliary Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-30
Baggage Compartment Conditioning................................................22-30
Nose Cone Air Conditioning..............................................................22-31
Heated Carpets..................................................................................22-31
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-33
Electropneumatic Outflow Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-34
Pneumatic (Emergency) Outflow Valve. . . . . . . . . . . . . . . . . . . . . . . . 22-34
Pressurization Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-34
Automatic Pressurization Controller. . . . . . . . . . . . . . . . . . . . . . . . . . 22-35
Automatic Mode.................................................................................22-36
Dump Mode.......................................................................................22-37
Manual Pressurization Controller (UP/DN Knob). . . . . . . . . . . . . . . . 22-37
Triple Cabin Pressure Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-37
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-39
APU Bleed Warning...........................................................................22-39
Bleed Overheat Warning...................................................................22-39
COND’G OVHT Warning...................................................................22-39
Conditioning Valve Fails to Open on Takeoff.....................................22-40
Cabin Pressure too High....................................................................22-40
Improper Cabin Vertical Speed..........................................................22-41
Pressurization Loss (High Cabin Altitude).........................................22-41
Emergency Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-42
Air Conditioning Smoke.....................................................................22-42
Smoke Removal................................................................................22-42
Data Summaries
Air Conditioning System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-45
Pneumatic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-46

July 2010
Main HP Bleed Air..............................................................................22-46

Secondary HP Bleed Air....................................................................22-46
Pressurization System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-47

July 2010

July 2010
Bleed Air System

July 2010

July 2010
Air Distribution System
COCKPIT DUAL TEMP.

REGULATING VALVE
PASS. CABIN
PASS. CABIN COOLING UNIT PASS. CABIN FLOW
NOSE CONE FLOW CONDITIONING AIR RESTRICTOR
0 7 28 31 RH AVIONICS
RESTRICTOR CHECK VALVE
CABINET RACK
FANS COCKPIT AIR
NOSE CONE PASS. CABIN COLD CONDITIONING VALVE
RH RECIRCULATION
SHUTOFF VALVE AIR CHECK VALVE PASS. CABIN NEGATIVE
NOSE CONE PRESS. UNIT
PASS. CABIN HOT PRESS. RELIEF VALVE
RELIEF VALVE RH ELECTRICAL AIR CHECK VALVE
COPILOT CABINET FAN FROM
AERATOR AIR BLEED
NOSE CONE BAGG. COMPT. HOT

FAN AIR SUPPLY VALVE
NOSE CONE
CHECK VALVE
PNEUMATIC
ACTUATOR COCKPIT
COOLING FROM
PILOT
LH ELECTRICAL UNIT AIR BLEED
AERATOR ISOLATION VALVE COCKPIT COLD AIR
CABINET FAN CHECK VALVE COCKPIT NEGATIVE
PRESS. RELIEF VALVE PASS. CABIN AIR
LH RECIRCULATION UNIT CONDITIONING VALVE
COCKPIT HOT AIR
CHECK VALVE LH AVIONICS
CABINET RACK FANS COCKPIT FLOW
COCKPIT CONDITIONING
AIR CHECK VALVE RESTRICTOR
PASS. CABIN DUAL TEMP.

REGULATING VALVE
HOT
COLD

July 2010

July 2010
CO-PILOT STATIC
SYSTEM
TRIPLE INDICATOR COPILOT

PITOT
STATIC
-1 0 1
2 SELECTOR
2 3
1
4 PNEUMATIC
CABIN
UP AL
T 5
6
OUTFLOW PRESSURIZATION RANGE - AUTO MODE
PRESS
RATE
1000 0
VALVE
7 10
INPUT 8
(EMERGENCY)
DN 1
CABIN 9
8
CABIN ALTITUDE (* 1000 FT)

2 10
20
40
)
6 SI
5P
bar
.1
(9
ar
0m
4 1 mb
P=
= 63
P
MANUAL 2
A-B PRESSURIZATION
10000' CABIN CONTROLLER JET 0
CABIN
ALTITUDE PUMP
CABIN 0 10 20 24.6 30 40 49 50
FILTER AIR
E
RAT
. 0
0M T
1 AIRCRAFT ALTITUDE (* 1000 FT)
AL
0
BARO
#1 & #2
10
25
HT
2
29 ENGINE
FLIG
30 in. Hg 30 LP BLEED
9
50
3
AIR
45 ABC
O
8 40 SEM 35 4
AUTO AUTO MAN DUMP
7 ELECTRO-
A BUS 6
5
M PNEUMATIC STATIC AIR
A
OUTFLOW
T
N
AL
VALVE VACUUM PRESSURE

DUMP
AUTOMATIC
PRESSURIZATION MANUAL REF. PRESSURE
CONTROLLER PRESSURIZATION SERVO SYSTEM
SELECTOR (CONTROL CHAMBER PRESS)
SWITCH
CABIN PRESSURE
A BUS
CABIN
PRESS

July 2010

July 2010
This chapter describes the systems that extract, distribute and control engine
bleed air (except for anti-icing bleed air). The bleed air, air conditioning, and
pressurization systems are combined in this chapter to present the flow of engine
bleed air and its use throughout the aircraft.
The bleed air system extracts bleed air from the engines, collects it, and then
transfers it to various other systems (i.e., air conditioning, ice and rain protection,
and pressurization).
The air conditioning system routes engine bleed air collected by the pneumatic
system through a recirculation system and Environmental Cooling Units (ECUs)
for conditioning.
The conditioning system also supplies conditioned air to the pressurized vessel.
Pressurization is controlled by metering the outflow of conditioned air through the
outflow valves.

July 2010

July 2010
Bleed Air Systems
General
Each engine contains LP and HP bleed air ports: two (right and left) Low Pressure
(LP) ports and four High Pressure (HP) port. The bleed air ports, except No. 3
(right) Engine RH LP port which is capped off, supply the aircraft pneumatic
system. On the ground, the APU may supply large quantities of bleed air for air
conditioning.
Main LP Bleed Air Supply

The main LP bleed air supply from a LP port on each engine provides air for the
following:
cabin, cockpit, and baggage compartment
nose cone avionics ventilation
wing and S-duct anti-icing.
Additionally, the APU provides LP bleed air for the conditioning system and is
restricted to ground use only.
Main HP Bleed Air Supply

Air drawn from the main HP bleed air port of each engine is designated main
HP bleed air. A main HP supply line connects with the LP bleed air line through
an HP valve. With the HP switches selected to AUTO, the HP valves open
automatically to supply additional bleed air to the common bleed air manifold
during anti-icing operations.
Secondary LP Bleed Air Supply

A second LP port on each of the No. 1 (left) and No. 2 (right) Engines provides a
secondary LP bleed air supply that regulates air for pressurizing the following:
hydraulic systems reservoirs
wing fuel tanks
feeder fuel tanks.
Secondary HP Bleed Air Supply

The HP ports on the No. 1 and No. 2 Engine provide secondary HP bleed air.
Bleed air is tapped off the No. 1 Engine HP port before it enters the HP valve; it
is also tapped off between the No. 2 Engine HP port and the S-duct inlet anti-ice
valve. The secondary HP bleed air operates the pressurization jet pump.

July 2010
APU Bleed Air
The APU may supply bleed air through a butterfly valve to the common bleed
air manifold. A tap off of the APU bleed air supply line also supplies bleed air to
operate the pressurization jet pump on the ground.
Components
Components of the bleed air system that distribute and regulate the bleed air
supply include the following:
HP bleed air valves
common bleed air manifold
isolation valve
pressure probes
dual temperature probes.
HP Bleed Air Valves

The three identical HP bleed air electric valves are installed on the HP bleed air
system of each engine. These are butterfly type valves, driven by a step-by-step
motor, which is slaved to BASC.

The BASC consists of two independent channels:
control channel
monitoring channel.
The control channel controls the HP bleed air valves in order to deliver power
to the anti-icing conditions when the anti-icing system is in automatic operation,
a bleed air pressure for the air conditioning system when the anti-icing system
is not in use, and in emergency mode, the opening and closing of the three HP
bleed air valves.
The monitoring channel signals the abnormalities in the cockpit, in particular the
lack of anti-icing thermal power and overheating.
The BASC receives the following data:
temperatures from the 9 probes distributed over the system
S-duct and wing line pressures
total temperature, static pressure and Mach of ADC 1 and ADC 2 via an
ARINC link
the discrete signals:
pilot orders (switch, rotary switch, etc.)
positions of the bleed air valves of the wing and S-duct valves and of the
anti-icing pressure switches
GROUND/FLIGHT
N2 < 45%
computer test.

July 2010
In its output, the BASC:

controls the opening degree of the three HP bleed air valves
sends the failure messages to EIEDs via an ARINC link
sends the failure indication discrete signals to the following elements:
master warning panel
overhead panel
magnetic indicators on maintenance panel.
Common Bleed Air (Distribution) Manifold

The common bleed air manifold receives bleed air from the right LP bleed ports
on Engines No. 1 and No. 2 and the left LP bleed port on Engine No. 3. With
selection of anti-icing, the HP bleed ports on each engine supply additional HP
bleed air to the common manifold.
The common bleed air manifold distributes bleed air for anti-icing and air
conditioning.
Isolation Valve
The butterfly-type isolation valve is normally open and connects the LP/HP bleed
air systems, which supply the manifold. When closed, it isolates the bleed air
system of Engine No. 2 from the bleed air systems of Engines No. 1 and No. 3.
Pressure Probes
The pressure probes measure the pressures and send the data in the form of an
electric signal to the BASC.
Pressure probe measures the pressure at the inlet of the wing anti-icing duct.
Pressure probe measures the pressure upstream of the S-duct anti-icing
system.
The pressure probes are dual probes. The pressures are sent to the control
channel of BASC and monitoring channel of the BASC.
Dual Temperature Probes

The dual temperature probes detect the temperature:
at the inlet of the cockpit air conditioning system
at the inlet of the S-duct anti-icing and cabin air conditioning systems
at the inlet of the wing anti-icing system
Temperatures are sent to the control channel of BASC and to the monitoring
channel of the BASC.

July 2010
Control and Indications
The controls for the bleed air system are located on BLEED AIR subpanel of the
overhead panel.
Figure 22-1: HP 1, HP 2, HP 3, and APU Switches
HP 1 Switch
The HP 1 switch is a two (AUTO/OFF) position switch.
air valve.
In the OFF position, No. 1 HP bleed air valve is closed.
HP 2 Switch
air valve.
HP 3 Switch
air valve.
APU Switch
The APU switch is a two (AUTO/OFF) position switch.
In the AUTO position, it opens the APU bleed air valve if, the APU is in use
and the speed N1 is higher than or equal to 94% and the engine throttle
levers are in a position less than 54° FCU.
In the "OFF" position, the APU valve is closed.

July 2010

When the ISOLATION rotary switch is aligned to horizontal engraved line the
bleed air isolation valve is open and the bleed air systems are mixed.
When the ISOLATION rotary switch is in vertical position the bleed air isolation
valve is closed and the bleed air systems are separated.
The bleed air isolation valve is closed, the bleed air systems separate:
No. 1 Engine and No. 3 Engine bleed air supply and the APU bleed air
supply.
No. 2 Engine.
Figure 22-2: ISOLATION Rotary Switch and ISOL Light
ISOL Light
The illumination of an amber ISOL light indicates the closing of bleed air isolation
valve.
BLEED OVHT Light

The amber BLEED OVHT light in the master warning panel illuminates if
overheating is detected by one of the six temperature probes of the bleed air
system.
APU BLEED Light

The amber APU BLEED light in the master warning panel illuminates if a throttle
lever setting is higher than 54° FCU and APU bleed air valve is not closed.

July 2010

July 2010
General
The air conditioning system is installed to maintain the crew compartment, the
passenger cabin, and other compartments at a suitable pressure and temperature
regardless of flight conditions.
Downstream of the bleed air manifold, the air conditioning system consists of two
circuits (crew compartment and passenger cabin) each supplied through an air
conditioning valve and a flow restrictor.
Downstream of the flow restrictor, each circuit is divided into 2 ducts:
hot air duct
cold air duct consisting of: a Environmental Cooling Unit (ECU), then the
distribution circuit.
Conditioning Valves
The cabin and crew conditioning valves are electrically controlled and
motor-operated. The cabin conditioning valve is powered by the Primary B bus
and the crew conditioning valve is powered by the Primary A bus.
The conditioning valve also can be used to deactivate the respective air
conditioning system. In conjunction with the bleed air isolation valve in the
common bleed air manifold, the conditioning valves isolate engine bleed air
sources from the air conditioning distribution system.
The air conditioning valves are controlled by either a CABIN or a CREW switch
located on the overhead panel. An overheating detection system consist of a
temperature thermostat (crew compartment and passenger cabin) illuminating a
“COND’G OVHT” indicator light on the Master Warning Panel.
CABIN and CREW Switches

Three position (OFF/ON/AUTO) CABIN and CREW switches on the BLEED AIR
subpanel of the overhead panel control the valves. When positioned to OFF,
the respective conditioning valve is closed. When positioned to ON, the valve is
open.
Figure 22-3: CABIN and CREW Switches

July 2010
Environmental Cooling Units (ECUs)

July 2010
In the AUTO position, the respective conditioning valve is open except at high
engine power settings on the ground. When any power lever is forward of the 54°
FCU position and the flight-ground detection system senses the aircraft is on the
ground, the conditioning valve closes – a normal situation for takeoff.
When the flight-ground detection system subsequently senses the aircraft is in
flight, the conditioning valve opens slowly (1 to 3 minutes).
Environmental Cooling Units (ECUs)

The hot bleed air, passing through the cold butterfly valve of the temperature
regulating valve, flows into a ECU. Two ECUs are located on the RH side of the
aft compartment:
the upper ECU supplies the RH circuit of the passenger cabin and the crew
compartment
the lower ECU supplies the LH circuit of the passenger cabin.
Each ECU comprises:
heat exchanger
condenser
refrigerating unit
jet pump
anti-icing protection system.
The pressurized hot bleed air enters each ECU after passing through the heat
exchanger of the ECU. This heat exchanger is cooled by air drawn in from outside
the aircraft through an air intake grille fitted with a spring-loaded door (for the
lower cooling unit only). This door is closed manually in the event of ditching.
The refrigerating unit blower circulates the cooling air, which is then discharged
from the aircraft.
Figure 22-4: Environmental Cooling Units (ECUs)

July 2010
Mixing Manifold

July 2010
After this first cooling stage, the air then passes through the condenser where it
is again cooled by the reduced pressure air bled from the outlet of the turbine of
the refrigerating unit and recirculated by the jet pump: the pump is operated by
the reduced pressure air at the outlet of the turbine. The water vapor contained
in the pressurized air is condensed during the second cooling stage. The water
recovered is reintegrated in the cooling air of the heat exchanger where it
evaporates, producing an additional cooling effect.
The cooled pressurized air, partially dried, drives the turbine of the refrigerating
unit. Its pressure is then reduced, producing a final cooling effect which may drop
its temperature below freezing point.
The turbine drives the blower to which it is coupled. The blower draws in air for
cooling the heat exchanger. It also limits the speed of the turbine.
In order to avoid freezing of the refrigerating unit, automatic temperature regulation
of the reduced pressure air is performed by an anti-ice valve which is controlled
by a probe. This valve allows hot air bled off upstream of the corresponding
cooling unit to enter the outlet of the turbine so that the temperature of the air at
the outlet does not drop below 3°C (37°F).
The air, with pressure reduced and temperature maintained at 3°C (37°F), is then
directed towards the air conditioning circuits (crew compartment and passenger
cabin) and also towards the condenser, where it is used for cooling.
Recirculated Air
Desired conditioned air temperature is produced by mixing air from three
sources: hot bleed air, cooled bleed air, and recirculated cabin air. This occurs
in a sound-proofed mixing manifold that receives and mixes the air sources and
then supplies the cockpit and passenger distribution ducts.
Mixing Manifold
From the hot sides of the temperature regulating valves in the aft compartment,
hot bleed air is ducted under the baggage compartment and around the fuel
feeder tanks and through the top of the landing gear wheel wheels to the mixing
manifold. Hot air enters at the bottom left and right sides of the manifold through
constricted nozzles (venturis). These venturis create low pressure areas in the
manifold that draw in passenger cabin air through recirculating ducts on both
sides of the rear passenger cabin.
From the ECUs in the aft compartment, cold air is ducted above the baggage
compartment and the fuel feeder tanks to the mixing manifold and the gasper
manifold. Cold air from the ECUs enters the top left and top right sides of the
mixing manifold, which is at the rear of the passenger cabin.
Check valves in the hot and cold air duct prevent a loss of cabin air in the event
of an unwanted opening in a duct.

July 2010
22-24
Air Circulation
PRESSURIZATION BAGGAGE
OUTFLOW VALVES COMPARTMENT
NOSE CONE
ISOLATION VALVE
ISOLATION
VALVE ELECTRICAL RACKS 20 mm DIA.
HOT AIR
COLD AIR
0 7 18C 26 28

NOSE CONE 30 mm DIA. 3 mm INTERCOMMUNICATION
NOSE LANDING GEAR
WHEEL WELL DIA. BETWEEN PASSENGER
CABIN AND BAGGAGE
COMPARTMENT
July 2010
Falcon 50EX
The H-shaped construction of the mixing manifold promotes proper mixing of

cold air with the combined hot/recirculated air. It also provides an interconnection
of the CREW and PASSENGER air systems because:
the CREW system provides more air volume than is needed by the cockpit,
and
either system can provide conditioned air to both the cockpit and passenger
cabin through the interconnection in the event one system is shut down.
When the temperature regulating valve hot side element is closed (system set
for full cold operation), no recirculated air is drawn into the manifold from that
respective system.
Distribution Systems
From the mixing manifold, conditioned air is divided and flows through distribution
ducts to the cockpit and passenger cabin. The systems are designed so that
cockpit air comes mostly from the right side of the mixing manifold and the
passenger cabin air comes mostly from the left side of the manifold.
Mixed air for the cockpit is ducted along and under the right side cabin flooring
into the cockpit; it exits from outlets forward of the pedestal and between the
rudder pedals.
Mixed air for the passenger cabin flows through several ducts to provide heating
and cooling to:
left sidewall ducts and left floor panels
center aisle floor panels and vent
right sidewall ducts and right floor panels.
Within the cockpit and passenger cabin airspace, the conditioned air flows
aftward toward the recirculating ducts or the outflow valves.
At the base of the mixing manifold opening directly into the cabin is a rapid
pre-conditioning door known as a flood duct, which is manually closed and
opened. Opening the flood duct door permits a significant increase in air volume
to flow into the passenger cabin to provide a more rapid heating or cooling of the
cabin air. This door is intended for ground use only.
Temperature Regulation
Description
The air used for air conditioning the cockpit and passenger cabin is temperature
regulated by mixing the hot air bled from the engines with the cold air produced
by the cooling units.
This regulation is produced by varying the position of the dual temperature
regulating valves.
It should be noted that the air temperature regulation of the cockpit is primarily
a mixture of the hot air of the RH circuit and the cold air produced by the upper
cooling unit. Thus the passenger cabin ambient air temperature regulation is
obtained by using the hot air of the LH circuit and the cold air produced by the
lower cooling unit.

July 2010
Temperature Regulation
MASTER
WARNING
COND’G
PANEL
OVHT
THERMOSTAT THERMOSTAT
85o-90o C 95o-105o C
DUCT DUCT
PROBE PROBE
PROBE PROBE
AMPL. AMPL.
HOT AIR TO HOT AIR TO

CABIN COCKPIT
DISTRIBUTION DISTRIBUTION
CABIN DUAL COCKPIT DUAL

TO LOWER TEMPERATURE TEMPERATURE TO UPPER
COOLING UNIT REGULATING REGULATING COOLING UNIT
VALVE VALVE
HOT BLEED HOT BLEED

AIR AIR

July 2010
Each temperature regulating valve is set according to control signals developed

by a temperature regulating circuit comprising of probe amplifier for the cockpit
and the passenger cabin.
The amplifier consists of an assembly containing a sensitive element whose
resistance varies in accordance with the ambient temperature.
Each duct probe consists of two sensitive elements whose resistance varies
according to temperature.
Remote temperature sensors are typically located in the cockpit and cabin for
accurate control of the temperatures.
Controls and Indications

The CONDITIONING section of the overhead panel consists of two sections:
the CREW section, intended for temperature regulation of the cockpit, and
the PASSENGER section, intended for temperature regulation of the
passenger cabin.
AUTO/MANUAL Selector
The selector in each CREW and PASSENGER section provides, when set to
position:
AUTO: automatic temperature regulation of the cockpit or the passenger cabin
by operation of the dual valve, controlled by the probe amplifier receiving
signals from the duct probe.
MANUAL: direct operation of the dual valve through COLD-HOT switch.
Figure 22-5: AUTO/MANUAL Selector

July 2010
COLD/HOT Switch
When the system is manually controlled, a COLD/HOT switch in each CREW and
PASSENGER section, will provide means of directly operating the corresponding
dual valve:
When set to COLD, it changes the position of the corresponding dual valve
to reduce the temperature of the conditioned air.
When set to HOT, it changes the position on the corresponding dual valve to
increase the temperature of the conditioned air.
Figure 22-6: COLD/HOT Switches
Temperature Selector Knob

It is a 2-digit digital indicator located in the CONDITIONING section of the
overhead panel. It has a 1°C resolution.
When the system is automatically controlled, the selector knob in each CREW
and PASSENGER section provides means of setting the temperature regulation
level between 18 and 26°C (64 and 79°F). The angular movement of each
selector knob between these two points is approximately 240°.
Temperature Indicator
A temperature indicator is located in the PASSENGER section of the air
conditioning panel, it indicates the ambient temperature in the passenger cabin
from 0° to 40°C. It receives information from the sensitive element of passenger
cabin probe amplifier independently of the operating mode, automatic or
manual.
Figure 22-7: Temperature Indicator

July 2010
Dual Regulation Valve Position Indicator

An indicator in each CREW and PASSENGER section indicates the position
of the corresponding dual valve. It consists of a galvanometer with a pointer
moving over a rectangular dial which is divided into blue and red sections by a
diagonal line. The pointer moves between positions C (fully cold) and H (fully
hot) according to data provided by potentiometer installed on corresponding
dual valve. The maximum opening of the valve is 70%, when the indicator reads
100% of the fully hot position.
Figure 22-8: Dual Regulation Valve Position Indicator
Operation
Automatic Mode
In this mode, the probe amplifier of each regulation system receives:
the instantaneous temperature value of the passenger cabin which is detected
by the probe installed in this compartment.
the temperature of the air flow within the distribution system, which is detected
by the duct probe.
With mode selectors set to AUTO, if the probe detects a temperature higher or
lower than the temperature setting, the resulting deviation produces a command
given to the dual temperature regulation valve, which opens or closes to achieve
the desired temperature.
The regulation range is approximately 18°C (64°F) when the temperature knob
is in the fully cold position, and 26°C (79°F) when it is in the fully hot position. On
air conditioning panel, the crew can at any time check the opening of the dual air
conditioning valves and the ambient temperature on valve position indicators.
Manual Operating Mode

When set to MANUAL, the mode selector isolates the automatic regulation
system. Temperature regulation may still be performed by COLD/HOT control
switches on the control panel.
Normally held in the middle, actuation of the toggle to the COLD/HOT position
energizes the motor of the temperature regulation valve, which moves towards
the required position. This allows the pilot to regulate the temperature in the
cockpit or in the passenger cabin in the event of failure of the corresponding
regulation system. It only operates when the mode selector is set to the MANUAL
position.

July 2010
The Auxiliary C bus provides electrical power for the operation of the crew
system, while Auxiliary D bus provides power for the passenger system. Loss
of electrical power to a respective system leaves its motor-driven temperature
regulating valves in the last selected position.
COND’G OVHT Annunciator

When the supply duct temperature in either system increases to 90°C (194°F),
the COND’G OVHT light illuminates.
Auxiliary Systems
Baggage Compartment Conditioning
The air conditioning of the baggage compartment is produced by both introduction
of a variable hot air supply and interconnection with the passenger cabin. This
air conditioning system ensures favorable conditions for maintaining correct
operation of items of equipment located in this compartment.
The baggage compartment is supplied by a supply valve, which allows the air
of the RH “hot air” system to enter the baggage compartment and produce an
air circulation by venturi effect. In addition, a baggage compartment isolation
shutoff valve balances the pressure between the baggage compartment and the
passenger cabin. The isolation shutoff valve is normally open. The shutoff valves
are controlled by a BAG switch, located on BLEED AIR subpanel of the overhead
panel.
The BAG switch is a (AUTO/OFF) two positions switch, with pin-locking feature
for the AUTO position.
When the BAG switch set to OFF, it shuts the baggage compartment supply
valve and the baggage compartment isolation shutoff valve.
When the BAG switch set to AUTO, it opens the baggage compartment
isolation shutoff valve and the baggage compartment supply valve.
To each valve corresponds an amber light which indicates valve operation. Both
these lights are located on the ground crew panel.
Figure 22-9: BAG Switch

July 2010
Nose Cone Air Conditioning

On the ground, a blower draws ambient air into the nose cone from the nose
wheel well and circulates it; the air is then exhausted back to the nose wheel
well. The DC-powered blower operates through the proximity switch on both
main gear; the Auxiliary C bus powers the blower.
In flight, nose cone air conditioning is provided by an interconnection with
the cockpit. A line from the cockpit to the nose cone area contains a valve,
mechanically operated by a two (OPEN/CLOSE) position NOSE lever on the
copilot’s console. With the valve in the normally open position, conditioned air
from the cockpit flows into the nose cone to ventilate and pressurize. There is no
regulation of the temperature of the air into the nose cone.
Figure 22-10: NOSE Lever

If the valve is closed, conditioned air from the cockpit is not admitted. The
conditioned air exits the nose cone through a pneumatic butterfly valve into the
nose wheel well.
The nose cone ventilation system has a flow detector which monitors operation
of the fan. If flow is interrupted, the detector illuminates the NOSE FAN FAIL light
on the Master Warning Panel.
Heated Carpets
The electrically-heated carpets are on the floor forward of each pilot’s seat. On
some aircraft, an additional heated carpet is aft of the pedestal for the third crew
member.

July 2010
Figure 22-11: FLOOR Toggle Switch
Control toggle FLOOR switches are on the pilot and copilot consoles. In the OFF
position, the carpets are not heated. For the pilot’s switch, the carpet is heated
when the switch is in the NORMAL position. The copilot’s switch is either a
two-position switch (OFF/NORMAL) or three-position (OFF/CPLT/CPLT &
JUMP SEAT) depending upon installation of third crew member heated carpet.
Temperature of the carpets is regulated between 10 and 30°C (50 and 86°F) by
a single rheostat on the lower right copilot’s instrument panel. Auxiliary C bus
provides electrical power to the carpets.

July 2010
General
Pressurization is intended to maintain the pressure within the fuselage at a
comfortable level for the passengers and crew regardless of flight conditions.
Pressurization is created by airflow from the air conditioning system into the
cabin. Regulating the outflow of that air achieves the desired differential cabin
pressure.
The pressurized areas are:
the nose cone
the crew compartment and passenger cabin
the baggage compartment.
In normal operation, the pressurization system maintains a cabin altitude of 8,000 ft.
at a flight altitude of 49,000 ft. with a differential of 9.1 PSI.
Pressurization is maintained by two outflow valves. One is an electropneumatic
outflow valve controlled by the automatic (electric) pressure controller; the second
is a pneumatic valve controlled by the manual (pneumatic) pressure control. The
two valves work in unison and the reference chambers are connected.
System pressurization modes:
Automatic mode uses the electropneumatic (left) outflow valve as the master
and the pneumatic (right) outflow valve follows it as a slave.
Manual mode uses the pneumatic outflow valve as the master and the
electropneumatic outflow valve as a slave.
Dump mode opens the left outflow valve until overridden by the cabin altitude
limiter at a cabin altitude of 12,500 ft.
Relief valves provide protection against excessive positive or negative
pressures.
A visual and aural warning is initiated when the cabin altitude reaches or exceeds
10,000 ft.
The automatic safety features for the pressurization system are:
overpressure: 9.5 PSI (627 mbar)
negative pressure: 0.29 PSI (20 mbar)
maximum cabin altitude 12,500 ± 1,500 ft.
The various pressurized compartments of the aircraft consist of the passenger
cabin and cockpit, and the baggage compartment. In addition, the nose cone is
partially pressurized. The pressurization system comprises two outflow valves
which control the flow of air vented from the cabin according to signals provided
by an automatic pressurization selector in the normal mode of operation or by
a manual control in the emergency mode. The passenger cabin is protected
against overpressure by a device incorporated in the outflow valves.
In addition, the valves are each fitted with a cabin altitude limiting device which
operates in the event of failure or leakage.

July 2010
The nose cone and the baggage compartment can be isolated from the passenger
cabin, if necessary. They are provided with their own particular safety features
for protection against overpressure and negative pressure differentials.
Electropneumatic Outflow Valve

The electropneumatic outflow valve on the top left side of the aft cabin bulkhead
receives commands from the automatic pressurization controller.
The valve is spring-loaded toward the closed position. A combination of static,
cabin, and negative pressures positions the outflow valves.
The outflow valve contains protection against overpressure, negative pressure,
or excessive altitude. A pressure sensor attached to the valve body senses cabin
pressure and static pressure and relieves cabin pressure higher than 9.1 PSI.
The outflow valve also has negative pressure relief with a device on the valve
assembly that causes it to open when the ambient pressure exceeds the cabin
pressure. Finally, cabin altitude is limited with a sealed aneroid attached to the
outflow valve assembly. This aneroid expands to open a port that allows cabin
pressure to move the outflow valve closed when cabin altitude exceeds 12,500 ft.
Two additional overpressure relief valves monitor different pressure in the
baggage compartment. The valves are set at a maximum differential of 9.3 PSI.
In addition, the outflow valve has an anti-nicotine filter on the cabin air inlet that
protects the valve against air contamination because of nicotine.
Pneumatic (Emergency) Outflow Valve

The pneumatic (emergency) outflow valve mounted on the right side of the aft
cabin bulkhead is identical to the electropneumatic valve except the torque motor
is replaced by a pneumatic relay.
In AUTO mode with the manual pressurization controller in the DN (full
counter-clockwise position), the relay is essentially inoperative and the pneumatic
valve slaving pressure is equal to that of the electropneumatic valve because of
a crossfeed pipe.
In MAN mode, the slaving pressure of the pneumatic outflow valve is controlled
by the manual pressurization controller (UP/DN knob). The slaving pressure
in the electropneumatic outflow valve is equal because of the crossfeed pipe.
Electric control of the electropneumatic outflow valve is disabled.
Pressurization Selector
The pressurization selector switch on the lower right portion of the center
instrument panel selects the mode of operation. In the double guarded AUTO
position, Primary A bus power is provided to the automatic (electric) pressurization
controller.

July 2010
In the single guarded MAN position, electrical power is removed from the
pressurization system; pressurization is then controlled by the manual
pressurization controller (UP/DN knob) also on the lower right portion of the
center instrument panel.
Figure 22-12: Pressurization Selector Switch
Figure 22-13: Manual Pressurization Controller

In the unguarded DUMP position, Primary A bus power is applied to the
electropneumatic (left) outflow valve to open it.
Automatic Pressurization Controller

The automatic pressurization controller on the lower right portion of the center
instrument panel generates electrical commands to the electropneumatic outflow
valve. Pressurization control is accomplished with manipulation of the ALT, RATE,
and BARO knobs.

July 2010
The ALT knob allows for selection of cabin pressure altitude from -1,000 ft.
through 10,000 ft. (an inner scale shows corresponding flight level).
Figure 22-14: Automatic Pressurization Controller

The RATE knob allows for selection of rate-of-change for cabin climb and descent.
The detent provides a +650 FPM rate-of-climb and a -450 FPM rate-of-descent
for the cabin. Movement of the RATE knob full counter-clockwise allows a
rate-of-climb of +200 FPM and a rate-of-descent of -100 FPM; full clockwise
allows a rate-of-climb of +1,450 FPM and a rate-of-descent of -1,000 FPM.
The BARO knob rotates the altitude display ring to adjust for barometric
pressure.
Following a comparison between actual vs. commanded cabin altitude and
actual vs. commanded rate-of-change, the controller signals the electropneumatic
valve torque motor to position the outflow valves as desired.
Automatic Mode
NOTE: For deviations between preset and true cabin altitude greater than
100 ft., the rate-of-change is at the value set by the RATE knob.
For deviations less than 100 ft., the rate-of-change decreases as
the altitude deviation decreases.
The automatic pressure controller regulates the outflow valves to maintain cabin
pressure according to the following:
commands set by the pilot
cabin pressure
rate of change in cabin pressure
aircraft configuration (ground or in flight).
The outflow valves are commanded closed for takeoff when the power levers are
forward of 54° FCU with pressurization in automatic mode.

July 2010
With power levers below 54° FCU and flight/ground relays in ground mode, the
outflow valves are commanded to a 650 FPM cabin climb rate (non-adjustable)
to relieve any pressure.
Dump Mode
In the dump mode, Primary A bus power is applied directly to the torque motor on
the electropneumatic (left) outflow valve to drive it open. The pneumatic (right)
outflow valve follows (opens) as a slave. If cabin altitude approaches 12,500 ft.,
a separate cabin altitude limiter on each outflow valve causes the outflow valves
to close pneumatically.
Manual Pressurization Controller

(UP/DN Knob)
The manual pressurization controller on the right lower portion of the center
instrument panel controls the operation of the pneumatic relay on the pneumatic
outflow valve.
The controller is an adjustable orifice through which cabin pressure
and jet pump negative pressure is combined to create a reference
pressure which causes operation of the outflow valve. At DN (full
counter-clockwise), a cabin rate-of-descent of -1,000 FPM is commanded. At UP
(full clockwise), a cabin rate-of-climb of +2,500 FPM is commanded.
The manual pressure regulator:
sets the required climb or descent rate
holds cabin altitude at a constant value.
The manual pressurization controller knob UP or DOWN position is used in
relationship to cabin altitude. If a higher cabin altitude is desired, rotate the knob
toward UP; if a lower is desired, rotate toward DOWN. For a level cabin altitude,
the knob should be near 12 o’clock.
Triple Cabin Pressure Indicator

The triple cabin pressure indicator on the instrument panel to the right of the
automatic pressure controller uses static pressure and cabin pressure inputs to
display the pressure differential, cabin altitude, and cabin rate of change.
The right portion of the instrument face is calibrated on the outer scale between
-1 and +10 PSI to indicate pressure differential. A yellow section is marked
between 8.9 and 9.2 PSI; a red section begins at 9.2 PSI.

July 2010
The inner cabin altitude scale is concentrical with the pressure differential scale. It
is calibrated between -1,000 ft. and +50,000 ft. with a yellow section from +8,000
to +10,000 ft. and a red section above +10,000 ft. The CABIN red annunciator
illuminates on the master warning panel along with an aural warning when cabin
altitude exceeds 10,000 ft.
Figure 22-15: Triple Cabin Pressure Indicator

The cabin rate-of-change indicator is on the left portion of the instrument face. It
is calibrated between -2,000 FPM and +2,000 FPM and has a green section from
-500 to +700 FPM. The static source for the triple indicator is isolated when the
copilot PITOT/STATIC SELECTOR is in PANEL ONLY.
Figure 22-16: PITOT/STATIC SELECTOR

July 2010
Preflight
Preflight of the pneumatic, air conditioning, and pressurization systems is
accomplished in accordance with the Preflight Inspection chapter of this manual.
Normal operation of these systems is accomplished in accordance with the
Expanded Normal Procedures and Maneuver Procedures chapters of this
manual.
Abnormal Procedures
This section discusses what happens within the pneumatic, pressurization,
and air conditioning systems during abnormal situations. For a list of specific
procedural steps, please refer to your CAE SimuFlite Operating Handbook.
APU Bleed Warning

The APU BLEED annunciator on the master warning panel illuminates if the APU
bleed valve is not closed when it should be: (1) when it is selected closed; (2)
when the APU is shut down; or (3) when any power lever is forward of 54°.
If the light illuminates, reduce power so that bleed air from the engines is not
forced into the APU and shut down the APU. Takeoff is not permitted with an APU
BLEED annunciator illuminated.
Bleed Overheat Warning

Illumination of the BLEED OVHT annunciator on the Master Warning Panel
indicates that one of the five sensors associated with combined HP and LP bleed
air has sensed excessive temperature.
The procedure calls for turning off (in order) the HP 2, HP 3, and HP 1 valves. When
the switch associated with the overheated sensor is turned off, a flasher is introduced
into the warning circuit that causes the BLEED OVHT annunciator to blink.
When the sensor is no longer subjected to excessive temperature, the BLEED
OVHT annunciator extinguishes. If the annunciator continues to blink, the
overheat condition still exists, possibly caused by failure of the appropriate valve
to close. In this case, reduce power on the appropriate engine (No. 2 Engine
for HP 2; No. 1 Engine for HP 1; No. 3 Engine for HP 3) to reduce the bleed air
volume in the system.
COND’G OVHT Warning

The COND’G OVHT annunciator on the Master Warning Panel illuminates if:
1. a temperature of 105°C or greater is detected in the cockpit conditioned air
supply duct, or
2. a temperature of 90°C or greater is detected in the cabin conditioned air
supply duct.

July 2010
The valve position indicator on the temperature control panel indicates which
system, cabin or crew, is supplying too much hot air. Bleed air from the hot air
circuit must be decreased and cold air from the ECU must be increased.
The temperature AUTO/MAN mode selector switch associated with the overheated
system is selected to MAN to gain direct control of the temperature control valves.
The corresponding HOT/COLD switch is then moved to the COLD position to close
the hot air supply and allow only air from the ECU to enter the system. The switch
should remain in COLD until the COND’G OVHT annunciator extinguishes.
Conditioning Valve Fails to Open on Takeoff

The conditioning valves both close as power is advanced on takeoff (at 54°
FCU). Once airborne, a separate delayed timer circuit associated with each
conditioning valve governs the progressive opening of each valve. The valve
is controlled fully open within 3 minutes following takeoff. Should a conditioning
valve fail to open, conditioned air is not available to the affected zone (cabin or
cockpit). This condition may be due to a failure of the timer circuits.
Bleed air from the other system should be adequate for pressurization;
consequently, no loss of pressurization is detected. Temperature regulation,
however, for the respective zone is affected. With the temperature controller in
the AUTO mode, it can be noted that the temperature regulation valves position
indicator eventually moves to a full hot condition although no air is flowing through
the respective system.
To correct this situation, select the associated bleed switch from AUTO to ON to
bypass the delayed timer circuit and directly power the conditioning valve to the
open position.
Cabin Pressure too High

This condition is recognized by reference to the cabin pressure and cabin vertical
speed needles on the triple indicator.
Initially, select a higher altitude on the automatic pressurization controller to
increase the cabin altitude reference for the pressurization system and, thus,
lower the cabin pressure. If this action is successful, continue the flight with the
higher altitude.
If the cabin pressure does not decrease, shift the pressurization from automatic
control to manual control. Rotate the UP/DN knob to the 1 to 2 o’clock position
(to avoid a “bump” in the aircraft pressurization) and then select MAN on the
pressurization selector switch. Subsequently, aircraft pressurization is controlled
by the UP/DN knob.
Selection toward UP increases cabin altitude (by decreasing cabin pressure) and
selection toward DN decreases cabin altitude. Monitor cabin vertical speed.
If manual pressurization does not solve the overpressure problem, turn off the
CABIN and CREW switches. This closes both conditioning valves and eliminates
air input to the cabin from both conditioning systems. The aircraft depressurizes
and cabin altitude must then be controlled by turning the CABIN and/or CREW
switches ON and OFF to maintain a cabin altitude of 8,000 ft. or lower and a
cabin pressure of 8.5 PSI or less.

July 2010
Improper Cabin Vertical Speed

Improper cabin vertical speed is detected on the vertical speed needle of the
triple indicator.
First check that the pressurization controls are in the proper position (UP/DN
knob full counter-clockwise, CABIN/CREW air AUTO/ON, and HP AUTO/ON).
Adjust the rate knob on the automatic pressurization controller. If this solves the
problem, continue the flight with increased surveillance of the triple indicator.
If the problem is not solved, shift control of the pressurization system from automatic
to manual. Rotate the UP/DN knob to the 1 to 2 o’clock position (to avoid a “bump”
in the aircraft pressurization) and then select MAN on the pressurization selector
switch. Continue the flight controlling aircraft pressurization with UP/DN knob.
Selection toward UP increases cabin altitude (by decreasing cabin pressure) and
selection toward DN decreases cabin altitude. Monitor the pressurization system by
reference to the triple indicator.
Pressurization Loss (High Cabin Altitude)

A loss of cabin pressure may be detected by a high cabin altitude on the triple
indicator and/or illumination of the red CABIN warning annunciator on the master
warning panel and sounding of the cabin altitude warning horn (which can be
silenced with the HORN-SIL button on the pedestal).
Check that the CABIN/CREW switches are in the proper position
(ON/AUTO). Attempt to gain control of the pressurization system by switching
from automatic mode to manual. Select the 1 to 2 o’clock position on the UP/DN
knob and MAN on the pressurization selector switch. To lower the cabin altitude,
move the UP/DN knob toward DN. Monitor the cabin vertical speed on the triple
indicator.
If necessary, don the oxygen masks, select cockpit communications, place the
NO SMOKE switch to ON, and deploy the passenger oxygen masks by selecting
OVERRIDE on the passenger oxygen controller.
If the cabin altitude continues to rise, eliminate outflow of conditioned air by
selecting the NOSE handle to close. This closes the valve between the cockpit
and the nose cone. Consider turning the BAG air switch to OFF to eliminate bleed
air extraction from the air conditioning system for pressurization and heating
of the baggage compartment and isolate a possible pressurized air loss in the
baggage compartment.
If cabin altitude continues to rise, perform an emergency descent.

July 2010
This section discusses what happens within the pneumatic, pressurization,
and air conditioning systems during emergency situations. For a list of specific
procedural steps, please refer to your CAE SimuFlite Operating Handbook.
Air Conditioning Smoke

The Phase I (memory) procedures are designed to initially take care of a life
threatening situation. Subsequent steps identify and eliminate the source of the
smoke. Air conditioning smoke normally is associated with oil entering the bleed
air/conditioning system from either the engines or the ECUs.
Initially, open the crew gaspers to increase the air volume input to the forward
part of the cabin and force the smoke aft where it can be eliminated through
the outflow valves. Close the ISOLATION valve (vertical position) to split the
common bleed air manifold into two sections.
Turn the CREW switch to OFF to close the crew conditioning valve and eliminate
air input from the crew ECU and the half of the common bleed air manifold
whose source is the No. 2 Engine. With this action complete, all air entering the
cabin is from the half of the common bleed air manifold served by the No. 1 and
No. 3 Engines and the cabin ECU. All bleed air input to the cabin from the No. 2
Engine and the crew ECU is eliminated. If No. 2 Engine or the crew ECU is the
source of the smoke, it is eliminated.
Select manual and cold on both the cabin and crew temperature controls.
By closing both hot air temperature control valves while opening the cold air
temperature control valves, the recirculation of air in the cabin is reduced. This
aids in the elimination of the smoke. If this solves the problem, continue flight
with existing bleed air configuration.
If this does not solve the problem, turn the CREW switch back to ON and turn
off the CABIN switch to restore No. 2 Engine bleed air through the crew ECU to
the cabin. This eliminates all bleed air from the No. 1 and No. 3 Engines through
the cabin ECU. If either No. 1 or No. 3 Engine or the cabin ECU is the source of
smoke, it is eliminated. If this solves the problem, continue flight with the existing
bleed air configuration.
If the smoke continues, turn the CREW switch to OFF; with both crew and cabin
conditioning valves closed, the aircraft depressurizes. Conditioned air is no
longer supplied to the cockpit or cabin.
Smoke Removal
The Phase I (memory) procedures are designed to initially take care of a life
threatening situation by protecting the crew and passengers from the smoke and
increasing the volume of air input.
If there are flames in the cabin, isolate the source and extinguish the fire.
If there are no flames, select manual and cold on both the crew and cabin
temperature regulating systems to close the hot air valves and open the cold
air valves in each conditioning circuit. This action reduces air recirculation in the
cabin.

July 2010
Descend to a safe altitude preferably below 12,000 ft. MSL and then select DUMP
on the pressurization selector switch to open both outflow valves and eliminate
smoke as depressurization occurs. Delay selection of DUMP until 12,000 ft. or
below so that all pressure can be dumped. At altitudes above 12,000 ft., full
depressurization is prevented by the cabin altitude limiting feature of the outflow
valves.
At a speed below 180 Kts, the pilot’s DV window may be opened, if necessary,
to assist the evacuation of smoke through the outflow valves.

July 2010

July 2010
Data Summaries

Power Source No. 2 Engine HP bleed air
APU bleed air
Common manifold
ECUs (2)
Distribution Cabin
Crew
Baggage compartment
Nose cone compartment
Control Switches
HP1, HP2, HP3, APU
ISOLATION
CABIN BLEED AIR
CREW BLEED AIR
BAG BLEED AIR
CREW and PASSENGER AUTO/MANUAL
CREW and PASSENGER COLD/HOT
Crew/passenger auto temp. selectors
NOSE cone control handle
Crew/cabin gaspers
Rapid pre-conditioning (flood duct) door
Electric floor heat switches and rheostat
Monitor Crew/passenger temperature regulating valve indicators
Cabin temperature indicator
Annunciators
COND’G OVHT
APU BLEED
BLEED OVHT
COND’G CREW
COND’G CABIN
CKPT TEMP CONTROL
CAB TEMP CONTROL
CKPT FLOOR HEATING
APU

July 2010
Pneumatic System
Main HP Bleed Air
Power Source Engine HP bleed ports
Conditioning systems
Internally:
Engine anti-icing
Control Switches
HP1, HP2, HP3, APU
ISOLATION
ENG 2 and AIRFRAME anti-ice
Monitor BLEED OVHT annunciator
Engine ITT gauges
Anti-icing indicator lights
HP BLEED 1-2
HP BLEED 3
ENGINE 1
ENGINE 2
ENGINE 3
Secondary HP Bleed Air

Power Source Tapped from the HP bleed port lines of No. 1 and
No. 2 Engines
Distribution Pressurization jet pump
RATE
DIFF PRESSURE
Cabin ALTITUDE

July 2010
Power Source Combined engine bleed air
Common bleed air manifold
Engine 2 HP bleed air
Primary A bus
Distribution Electropneumatic outflow valve
Pneumatic outflow valve
Cabin
Cockpit
Baggage compartment
Nose cone area (partial pressurization)
Control Switches
CABIN BLEED AIR
CREW BLEED AIR
BAG BLEED AIR
AUTO-MAN-DUMP pressurization selector
ALT/RATE/BARO automatic pressurization control knobs
UP/DN manual pressurization control knob
RATE
DIFF PRESSURE
Cabin ALTITUDE
CABIN annunciator
Audible warning
CABIN PRESS
HP BLEED 1-2
COND’G CABIN
COND’G CREW
Overpressure relief
Negative pressure relief
Cabin altitude limiter

July 2010

July 2010

De Iptm PDF

Caricato da

Informazioni sul documento

Titolo originale

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

De Iptm PDF

Caricato da

Copyright:

Formati disponibili

Falcon 50EX

Initial Pilot Training Manual

Copyright © 2013, CAE SimuFlite, Inc.

Excerpted materials used in this publication

Printed in the United States of America.

Falcon 50EX For Training Purposes Only 1-1

1-2 For Training Purposes Only Falcon 50EX

Welcome to CAE SimuFlite

Welcome to CAE SimuFlite

The Staff of CAE SimuFlite

Falcon 50EX For Training Purposes Only 1-3

1-4 For Training Purposes Only Falcon 50EX

Using this Manual

The Operating Procedures section contains chapters that provide a pictorial

The Systems section is subdivided by aircraft system. Each system chapter

Falcon 50EX For Training Purposes Only 1-5

1-6 For Training Purposes Only Falcon 50EX

Falcon 50EX For Training Purposes Only 2-1

2-2 For Training Purposes Only Falcon 50EX

Fire Protection System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25

Falcon 50EX For Training Purposes Only 2-3

2-4 For Training Purposes Only Falcon 50EX

Falcon 50EX For Training Purposes Only 2-5

2-6 For Training Purposes Only Falcon 50EX

Minimum Flight Crew

Falcon 50EX For Training Purposes Only 2-7

2-8 For Training Purposes Only Falcon 50EX

Weight and Center of Gravity Limits

Maximum Takeoff Weight

Maximum Landing Weight

Falcon 50EX For Training Purposes Only 2-9

Minimum Flight Weight

Center of Gravity Limits

20 MINIMUM FLIGHT WEIGHT

Figure 2-1: Center of Gravity Limits

Mean Aerodynamic Chord (MAC):

2-10 For Training Purposes Only Falcon 50EX

VLO/MLO, Landing Gear Operating . . . . . . . . . . . . . . . . . . . . . . . 190 KIAS/0.70 M

NOTE: The red warning occurs simultaneously on the standby instrument

VA, Maneuvering Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 KIAS

Falcon 50EX For Training Purposes Only 2-11

Cracked Windshield speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 KIAS

Takeoff and Landing Operational Limits

Airport Pressure Altitude

Enroute Operational Limits

Maneuvering Flight Load Factors

2-12 For Training Purposes Only Falcon 50EX

Avionics and Communications

Falcon 50EX For Training Purposes Only 2-13

NOTE: It is not possible to perform a vertical direct TO on an ILS FAF

Electrical and Lighting

Maximum Generator Output

2-14 For Training Purposes Only Falcon 50EX

Falcon 50EX For Training Purposes Only 2-15

ASTM D 1655-82 Type A * *

*Information to be checked with the fuel supplier.

The total usable fuel quantity is distributed as follows:

Table 2-2: Usable Fuel Quantity

2-16 For Training Purposes Only Falcon 50EX

Pressure Fueling System

Ice and Rain Protection

Falcon 50EX For Training Purposes Only 2-17

Auxiliary Power Unit (APU)