FALCON 2000EX EASy

STUDY GUIDE

Corresponds to CODDE 1 Chapters

Not all CAS messages are covered. Only CAS messages that have a value associated with
them are included in this guide.

Table of Contents:
Modifications
General Limitations – Quick Reference
Checklist Phase 1 Memory Items & other Memory Items
01 – Flight Deck
02 – Systems
02-21 – Air Conditioning and Pressurization
02-22 – Auto Flight
02-23 – Communications
02-24 – Electrical System
02-25 – Equipment
02-26 – Fire Protection
02-27 – Flight Controls
02-28 – Fuel System
02-29 – Hydraulic System
02-30 – Ice and Rain Protection
02-31 – Indicating and Recording Systems
02-32 – Landing Gear and Braking System
02-33 – Lights
02-34 – Navigation
02-35 – Oxygen
02-36 – Pneumatic
02-38 – Water Waste
02-45 – Airplane Diagnostic and Maintenance System (ADMS)
02-49 – Auxiliary Power Unit
02-50 – Structure
02-70 – Engines
03 – General (Technical Information)
Special Appendix - General Practice Principles / Nice to Know
Modifications
M1842 Increased MRW & MTOW (41500 increased to 42400)
M2529 SB 2000EX-65 Brake Heating System
M2846 F2000LX
M2706 SB 2000EX-93 Passenger Oxygen Controller (14,000ft. airfield capability)
M2799 Pilot Oxygen masks with integrated smoke goggles
M3000 F2000DX
M3072 SB F2000EX-171 Wing fuel tank improvement (fuel 16730 reduced to 16674)
M3177 SB F2000EX-196 Autobrake System for landing
M3227 SB F2000EX-232 HGS & EFVS for NPA, CAT I, manual CAT II/III, auto CAT II
M3249 Wing Anti-ice Valve (with tapered roller bearings)
M3254 SB F2000EX-300 EASy II Avionics
M3301 ADS-B Out
M3390 SB F2000EX-253 Increased MRW & MTOW (42400 increased to 43000)
M3453 SB F2000EX-252 FADEC v9
M3556 Autobrake capability for EASy II
M5000 F2000LXS
M5001 F2000S
M5010 PW308C Engine emission reduction (C+)
GENERAL LIMITATIONS – QUICK REFERENCE
Aircraft General
Aircraft Model
Airport Elevations
Runway Slope
Tailwind
Demonstrated Crosswind
Normal / Dry RWY
Contaminated RWY
NWS Inoperative
Runway Surface
Max Contaminated Surface
Take-off
Take-off (Dry Snow)
Landing
Contaminated Landing (1EO)
Maximum Altitude: 47000
Type DA-2EASY
-1000 / +14,000 Pressure Altitude
+/-2%
10 KIAS (Transport Category CFAR 23)
35 kts
5 kts
17 kts
Paved and Hard Surfaces Only
Standing water – Slush - Wet Snow - Dry Snow
0.35 in (9.5 mm) of water or equiv. depth of slush or snow
0.50 in (12.7mm) of water or equiv. depth of slush or snow
0.50 in (12.7mm) of water or equiv. depth of slush or snow
Landing One Eng-Inoperative: To maintain lateral control,
set reverse power of operating engine to idle below 70 KIAS.

Kinds of Operations
Day & night VFR, IFR, Manual and Automatic Cat I, Automatic Cat II, Extended Overwater and
Remote, Icing.
RVSM (with operational approval)
AC20-130A
IFR Oceanic
RNP-10
B-RNAV / RNP-5
RNP-4 Oceanic & Remote Airspace
P-RNAV (JAA TGL-10)
AC90-100A US Terminal & En Route RNAV Operations
MNPS (with operational approval)
Polar Operations (limited to 85° North or 85° South)
SSR Mode S Enhanced Surveillance (European Airspace)
ADS-B Out
Dimensions
Length 66’ 5”
Height (Tail) 22’ 11” or 23’ 2” with Satcom antenna
Wingspan 63’ 5” or 70’ 2” with winglets
Interior Length 26’ 2”
Interior Height 74”
Interior Width 91”
Entry Door 31” x 67”
Emergency Exit 21” x 36”
Rear Baggage Door 30” x 29”
Wheel base 24’ 4”
Wheel track 14’ 7”
Minimum turning radius while taxiing (from wing tip to pivot point)
47’ or 52’ with winglets
Tire pressures
Nose 183-190
Main 217-228 (with M3390 222-228)

Structural
M1842 M3390
Maximum Ramp Weight MRW 41500 42400 43000
Maximum Takeoff Weight MTOW 41300 42200 43800
Maximum Landing Weight MLW 39300 39300 39300
Maximum Zero Fuel Weight MZFW 29700 29700 29700
Minimum Flight Weight 21149 21149 21149
Load Factor
Flaps Up +2.55 to -1.00
Flaps down +2.00 to 0.00

Loading
Maximum Payload: 5,990 lbs.
Baggage Compartment: 1,600 lbs. (Weight not to exceed 61.4 lb/sq ft)
LH coat compartment: Weight not to exceed 81.9 lbs/sq ft
Forward Service Compartment Weight not to exceed 18.4 lbs/sq ft distributed (Not to be used
for anything other than Golf Bags or Skis – per mod approval)
Max Weight on Baggage Door: 320 lbs.
Main Passenger Entry Door: 1 person on door/stairs at a time
Mean Aerodynamic Chord (MAC): 113.69 in.
Zero MAC is at Flight Station (FS) +372.01 in.
CG Datum is 25% MAC which is at FS +400.43 in.
FS 0 is at the forward end of the airplane nose cone.
Speeds
Vmo
350 KIAS SL (350 linear to 370 @ 10000)
370 KIAS @ 10000 to 25000
Mmo
M.862 from 25000 to 38000
M.862 @ 38000 (M.862 linear to M.85 @ 42000)
M.85 above 42000

Severe Turb. Penetration 280 KIAS/.76 M

Va 198 KIAS
Vlo/Mlo 190 KIAS/M.70
Vle/Mle 245 KIAS/M.75
Vmca 90 KIAS
Vmcl 90 KIAS
Vmcg 98 KIAS (higher KIAS due to inability to bank up to 5 )
SF 1 200 KIAS Slats/Flaps 10
SF 2 190 KIAS Slats/Flaps 20
SF 3 180 KIAS Slats/Flaps 40
Above 20000 ft, do not extend or maintain a configuration with the slats/flaps extended.
Windshield Wiper Operating Speed - Vwwo 215 KIAS
Sliding (DV) Window Open Speed - Vwindow 215 KIAS
Tire Maximum Operating Speed - Vtire 195 Kts Ground Speed
Max speed w/ ARTHUR UNIT inoperative 260 KIAS or MI 0.76
Max speed with a hyd system inoperative 260 KIAS or MI 0.76
Approach w/Airbrakes Pos 1=Vref +10, Pos 2=Vref +15 (both increase LD by 18%)
Overspeed at threshold Landing Distance increase: 12% for each 10 KIAS above Vref
ENGINE

Takeoff Thrust: 6998lb (uninstalled, SL, ISA)

Max Continuous: 6998lb (uninstalled, SL, ISA)

Rotor Speeds
100% N1 = 10,400 RPM
100% N2 = 26,780 RPM
N1% N2%
Normal Takeoff (5 min. max) 102.5 102
Max Takeoff (5 min. max) 102.5 102
Max Continuous 102.5 102
Transient (20 seconds) 103.5 103

Vibration
Max overall vibration limit is 0.96 in/sec average

Interstage Turbine Temperature (ITT)

Ground Start 950°C

Airstart 950°C
Takeoff (APR) transient 905°C (2 minutes)
Takeoff (APR) 895°C (5 minutes) or (875°C for 10 minutes with FADEC M3453)
Takeoff transient 890°C (45 seconds then decrease to 875°C within 3 minutes)
In Flight transient 890°C (20 seconds)
In Flight transient 875°C (5 minutes)
Takeoff 875°C
Max Continuous 860°C
Restart max:
Airstart 500°C
Ground 340°C

Starting
Starter must cutout by 50% N2
Must display N1 indication by 40% N2. N1 will not display <10% N1,

Time from start to 5.2% N2 15 seconds

Time from start to lightoff 20 seconds
Time from lightoff to idle 60 seconds
Airstart lightoff to idle 90 seconds
Windmilling lightoff to idle 180 seconds

The start must be aborted when the amber START annunciation on the N1 gauge is
illuminated.
Fuel

Fuel temperature must be maintained at least 3°C above the freezing point of the fuel being
used. Jet A freezing point is -40°C. Jet A1 freezing point is -47°C.

Maximum fuel imbalance in flight is 2200lb.

Capacities
M3072
Total: 16730 lbs. 16674 lbs.
Gallons: 2497 2489
Left wing: 6092 lbs. 6064 lbs.
Rear tank: 1962 lbs. 1962 lbs.
Right wing: 6112 lbs. 6084 lbs.
Front tank: 2564 lbs. 2564 lbs.

Oil Pressure
Min Max
Starting 0psi 240psi
Ground Idle 20psi 100psi
Flight Idle 20psi 100psi
Above Idle 36psi 100psi

Transient 0 to 10psi for 10 seconds max

Transient 10 to 20psi at idle for 90 seconds max
Transient 10 to 36psi above idle for 90 seconds max
Transient 100 to 200psi 90 seconds max

Oil Temperature
Max 135°C
Minimum for T/O 27°C
Minimum in flight 16°C
Transient 90 sec: 143°C
Cold start minimum: -40°C

For flight durations longer than 10 hours, the oil levels must be checked and verified to be 50%
of the distance between the MAX and MIN markings on the sight glass.
Engine Generators
Max 29.5V
Max Amperage
Ground 300A
In flight stabilized 400A
In flight transient 500A (160 sec.)
In flight transient 600A (40 sec.)
In flight transient 800A (5 sec.)

APU Generator
Max Amperage
Transient 40 seconds 450
Transient 180 seconds 375
Ground to 10,000 ft. 300
10,000 to 25,000 ft. 250
25,000 to 35,000 ft. 200

APU
Max starting and/or operating altitude: 35,000 ft.
Max N1: 110%
Max EGT:
Starting: 988°C (<10 seconds)
Stabilized: 746°C

AVIONICS

Autopilot / Flight Director

Autopilot must not be engaged for takeoff and landing.
Flight Director must not be used for takeoff until 400 ft.
GO AROUND Pb must not be used at takeoff.
Minimum engagement speed:
Initial climb out: V2+10
Go around: Vref+10
Minimum Use Height:
Initial climb out: 400 ft.
Level flight: 1,000 ft.
NPA: 160 ft.
ILS w/RA: 50 ft.
ILS no RA: 160 ft.
Steep ILS: 285 ft. (4.5° to 6.65° with SF3 and AB1)
Circling: 500 ft.
Autothrottle / Thrust Director
Autothrottle must not be engaged for takeoff and landing.
Autothrottle must be disengaged for go around.
Minimum engagement height:
Initial climb out: 400 ft.
Go around: 400 ft.
Minimum disengagement height:
Standard approach path angle: 50 ft.
Steep angle: 285 ft. (4.5° to 6.65° with SF3 and AB1)
When using FMS SPEED, the autothrottle must not be engaged until the aircraft is in CLEAN
configuration after takeoff and go around.
Thrust Director must not be displayed during takeoff until the aircraft is in the CLEAN
configuration.

IRS
IRS alignment is functional between 78° 15’ North and 78° 15’ South latitude.

EGPWS

Select TERR INHIB MKB Pb:

When within 15nm range of an airport not included in the EGPWS database.
For QFE operations if both GPSs are not in NAVIGATION mode.

Video Window
Video must not be displayed in the MDU for takeoff, approach, or landing.

RAAS
Inhibit RAAS in the following cases:
Unwanted or untimely advisories are detected
If a go around or a touch and go are anticipated
If a NOTAM modifies runway data
If a takeoff from non-separate (coincidental) runways is anticipated.
PHASE 1 MEMORY ITEMS

ENGINE FIRE
FIRE ENG CAS Message

Power Lever ………………………………………………. STOP

DISCH
FIRE FIRE
1 2 CLOSED
1 Safetied Pb
…………………..……………... DISCH 1

(If fire warning persists after 30 seconds)

DISCH
Safetied Pb ………………………………….. DISCH 2
2

APU FIRE

FIRE APU CAS Message

FIRE FIRE APU

Guarded Pb ……………………………….. CLOSED
APU
Airspeed ……………………..…………………………. Below 250 KIAS

DISCH
APU Safetied Pb ……………………... DISCH 1
1

AIR CONDITIONING SMOKE

Crew Oxygen Masks …………………………………... Donned - 100% + EMERG

Smoke Goggles ………………………………………… Donned - Vent Open
Audio Panel: MIC selector …………………………….. MASK - Tested
PAX OXYGEN Controller ……………………………… O’RIDE
Passenger Masks ………………………………………. Donned - Checked
NO SMOKING Pb……………….………………..…….. ON
ELECTRICAL SMOKE OR FIRE
or SMOKE REMOVAL

Crew Oxygen Masks …………………………………… Donned - 100% + EMERG

Smoke Goggles ………………………………………… Donned
Audio Panel: MIC selector …………………………….. MASK – Tested
NO SMOKING Pb …………………………...…………. ON
Only if no flame in cabin:
PAX OXYGEN Controller ………………………..…..... O’RIDE
Passenger Masks …………………………………..….. Donned – Checked

WHEEL OVERHEAT

CAS Message:
WHEEL LH OVHT or WHEEL RH OVHT or WHEEL LH+RH OVHT

Airspeed …………………………………………….…. Below 190KIAS Vlo / M.70 Mlo

Landing Gear ………………………………..………… Extended
Airspeed ……………………………………………….. Below 245KIAS Vle / M.75 Mle
ANTI-ICE BRAKE …………………………………….. Unlighted – Checked

RAPID DEPRESSURIZATION

Crew Oxygen Masks …………………………………… Donned - 100% + EMERG

Audio Panel: MIC selector …………………………….. MASK – Tested
FASTEN BELTS & NO SMOKING Pb …………….…. ON
PAX OXYGEN Controller ………………………..…..... O’RIDE
Passenger Masks …………………………………..….. Donned – Checked
Apply EMEREGNCY DESCENT procedure

EMERGENCY DESCENT

FASTEN BELTS & NO SMOKING Pb …………….…. ON

Autopilot …………………………………………………. OFF
Power Levers …………………………………………… IDLE
AIRBRAKES ……………………………………………. Position 2
Descent Airspeed ………………………………………. Mmo / Vmo
ATC Transponder ………………………………………. 7700
BOTH HYDRAULIC SYSTEM FAIL

BOTH HYDR SYSTEM CAS MESSAGE

Possibly on:

STBY PUMP PERMANENT

HYDR TK PRESS 1 HYDR TK PRESS 2 HYDR TK PRESS 1+2

HYDRAULIC LOW LEVEL 1 HYDRAULIC LOW LEVEL 2 HYDRULIC LOW LEVEL 1+2

HYDR 2 ISOL ………………………………………….. CLOSE

Autopilot & YD …………………………………………. OFF
Airspeed ………………………………………………… Below 260 KIAS / M.76

DUAL GENERATOR FAILURE

2 GENS FAIL CAS Message

LH & RH AUDIO Panels ………………………………. Select VHF 1

RADIOS Window ………………………………………. Transponder 1

DUAL ENGINE FAILURE – CRUISE CONDITION

ENGINES: ALL OUT CAS Message

Recommended Airspeed ……………………………… M.80 / 320 KIAS

LH & RH AUDIO Panels ………………………………. Select VHF 1
RADIOS Window ………………………………………. Transponder 1
ATC Transponder ……………………………………… 7700
If APU operative:
Start APU within envelope ……………………………. Below 35000
Establish Airplane within engine start envelope ……. Below 26000

As soon as CABIN ALTITUDE CAS message appears:

Crew Oxygen Masks …………………………………… Donned - NORMAL

Audio Panel: MIC selector …………………………….. MASK – Tested
DOORS

DOOR BAG DOOR EMERGENCY DOOR PAX

CREW & PASSENGERS MUST IMPERATIVELY STAY IN THEIR SEATS WITH BELTS
ADJUSTED & FASTENED

DUAL ENGINE FAILURE – HOLDING CONDITION (Low speed / low altitude <35000)

ENGINES: ALL OUT CAS Message

Recommended Airspeed ……………………………… Drift Down Index (¢)

LH & RH AUDIO Panels ………………………………. Select VHF 1
RADIOS Window ………………………………………. Transponder 1
ATC Transponder ……………………………………… 7700
If APU operative:
Start APU within envelope ……………………………. Below 35000
Establish Airplane within engine start envelope ……. Below 26000

As soon as CABIN ALTITUDE CAS message appears:

Crew Oxygen Masks …………………………………… Donned - NORMAL

Audio Panel: MIC selector …………………………….. MASK – Tested

EMERGENCY EVACUATION

PARK BRAKE …………,……………………………….. SET

ATC Distress transmission …………………………….. Notify
Passengers ……………………………………………… Instructed

FORCED LANDING

Transmission of Distress Signal ………………………. MAYDAY

ATC Transponder …………………………………….… 7700
FASTEN BELTS & NO SMOKING Pb …………….…. ON
Passengers ……………………………………………… Instructed

DITCHING

Transmission of Distress Signal ………………………. MAYDAY

ATC Transponder …………………………………….… 7700
Passengers ……………………………………………… Instructed
Life Jackets ……………………………………………… Donned - Checked
FASTEN BELTS & NO SMOKING Pb …………….…. ON
UNRELIABLE AIRSPEED

Autothrottle ………………………………………………. OFF

Autopilot ………………………………………………….. OFF
YD ………………………………………………………… OFF
Avoid large displacements or rapid movement of control surfaces.
Fly wings level.
If necessary, stabilize airplane using Secondary Flight Display.
FPV ………………………………………………………… 0°
Pitch Attitude ……………………………………………… Between 0° & 3° nose up
Engine Power …………………………………………….. Smoothly full forward

OTHER MEMORY ITEMS

CHECK DU XX
DU Failure with no X, Possible: … OFF (Fully CCW on Rev. Panel)

If X displayed on a DU …………………………………………. AGM to REV (Rev. Panel)

Caution: Never turn off a DU which displayed a X.

Revert an inoperative CCD by selecting the revert switch under the CCD.

Volcanic Ash Encounter

Exit ash cloud as quickly as possible.
Do not attempt to climb out of the ash cloud.

TERRAIN AWARENESS WARNING

PULL UP annunciation on PDUs

PULL UP voice warning

Autopilot …………………………………………….. OFF

Level the wings
Execute a positive pull up
Power Levers ………………………………………. TO
AIRBRAKE …………………………………………. Position 0
Landing Gear ………………………………………. UP
Slats & Flaps ……………………………………….. Max SF2
Maintain best path of climb until terrain clearance is ensured
TCAS RA

Autopilot & Autothrottle …………………………….. OFF

Promptly and smoothly perform the evasive maneuver manually using FPV.

WINDSHEAR RECOVERY

GA Pb ………………………………………………… Pressed
Flight Directors ………………………………………. Displayed & Followed
Autothrottle …………………………………………... OFF
Power Levers ………………………………………... TO
AIRBRAKE …………………………………………… Position 0
Slats & Flaps ………………………………………… MAX SF2
At pilot’s discretion depending on airplane height and vertical speed:
Landing Gear ………………………………………… UP
Disregard amber Low Speed Cue & TOO LOW FLAPS voice warning.
01 – FLIGHT DECK

EASy Architecture
Based on Honeywell Primus Epic modular architecture.
2 PDUs
2 MDUs
Graphical interface managed with controls such as Cursor Control Device (CCD) and
Multifunction Keyboard (MKB)
Avionics Standard Communication Bus version D (ASCB-D)
2 Modular Avionics Units (MAUs) connected to ASCB-D via Network Interface Controller (NIC).
2 Modular Radio Cabinets (MRCs) connected to ASCB-D via Network Interface Module (NIM).
02-21 AIR CONDITIONING & PRESSURIZATION

COND: PAX OVHT >95 C° in Cabin duct – Amber duct graphic on ECS window

COND: CREW OVHT >95 C° in Cockpit duct – Amber duct graphic on ECS window

>230 C° at compressor outlet – Amber duct graphic on ECS window

ECU OVHT

CHECK CABIN ALTITUDE Cabin altitude 8200 to 9700 ft. Not triggered when landing
elevation is set above 8000 ft. Amber on cabin alt. window
RECIR ISOL The Recirculation Isolation Valve failed (15,000ft)

CHECK CABIN RATE Cabin rate lower than -1200 ft/min or above +1200 ft/min

CABIN ALTITUDE Cabin altitude >9700 ft. If field elevation is set above 8000 ft, the
trigger is field elevation +1700 feet limited to 14500 ft.

Pressurization takeoff sequence ends 5 minutes after takeoff or when the aircraft reaches
6000 AAL or higher. If during the takeoff sequence the vertical speed is lower than -500 ft/min
for more than 30 seconds, the return to base sequence is triggered. The scheduled cabin
altitude becomes the airplane’s altitude memorized at takeoff minus 300 feet.

Descent sequence begins when the vertical speed is at -500 ft./min or greater. The target
cabin altitude is set to the field elevation entered on the ECS synoptic page minus 300 ft.

Normal Law & Flight Level Law

The automatic mode has two main laws of operation:
- Normal law (NORM)
This mode provides the most comfortable pressurization mode by limiting the cabin pressure
rate of change during climb and descent based.
- Flight Level law (FL)
This mode is intended to maintain a low cabin altitude of 1,000ft until the airplane reaches
22,000ft (Δp = 9 psi). Climb above 22,000ft is possible but can be less confortable than Normal
Law since the cabin will climb and descend at the same rate as the aircraft.

Manual pressurization knob controls cabin rate of climb from -1500ft/min to +2500ft/min.

Setting the LDG ELEV manually will eliminate any further automatic setting until the aircraft is
powered down. You’ll have to set the landing elevation manually for the rest of the day.

To maximize cooling at low speeds or on the ground, the Heat Exchanger Jet Pump Valve
opens at <300KTAS. The position of this valve also dictates the position of the XBLEED valve.
02-22 AUTO FLIGHT

Automatic Flight Control System AFCS

2 Flight Directors FD
2 Autopilots AP
2 Yaw Dampers YD
2 Mach Trim systems MT
1 Thrust Director TD
1 Autothrottle system AT

With AP engaged, pitch is limited to +/-20°

When AP is not engaged the MT increases aircraft longitudinal stability at Mach (>M.77) by
adjusting stabilizer position. When AP is engaged the AFCS handles auto-trim.

AUTOPILOT
Take-off: Autopilot must not be used below V2 + 10 Kts.
Go-around: Autopilot must not be used below Vref + 10 Kts.
When in PROT mode at or above Mmo/Vmo the autopilot must be disconnected.
Minimum Altitudes:
Coupled ILS w/ RA 50 ft
Coupled ILS w/out RA 160 ft
Non-precision Approach 160 ft
Circling Approach 500 ft
After take-off 400 ft
Cruise 1000 ft

The PILOT SIDE Pb on the Guidance panel determines the source data used by the AFCS
(ADC, IRS, FMS) and the FMS source data for both MDUs, and:
o The side where the TCAS, TERRAIN, and ENG-TRM-BRK windows pop-up in case of
alert or trim runaway,
o The master PDU in case of a 2 display failure,
o The BARO SET used for ALT mode,
o The radar settings display and management in I-NAV
o The master FMS when switching between single and synchronous modes

Note: After switching the PILOT SIDE Pb, wait 30 seconds for all modes to become
operational.

YD is selected ON on the ground but is not active until 400’ RA during takeoff. Having the YD
ON for takeoff would limit rudder authority by a few degrees.

Engagement of AT is not possible with at least one power lever above the MAX CLB detent.
AT disconnects pressing the AT button on the Guidance Panel or the quick disconnect on the
power levers. It disconnects automatically by moving the power levers, FADEC malfunction, or
AT malfunction.
FD Modes – Lateral
Basic Roll (ROL), Heading (HDG) or Track (TRK), Lateral Navigation (LNAV), Localizer (LOC),
& Back Course (B/C), LPV mode: Lateral Satellite Based Augmentation (LSBA).

ROL mode is the basic lateral mode. Depending on the condition at the activation of the
mode:
o Roll is maintained when the roll attitude exceeds 6°, up to 28° above 20000’, or up to 35°
below 20000’
o Roll returns to 0 when the roll attitude is between 6° & 3°
o Heading is maintained when the roll attitude has remained lower than 3° for 10 seconds°

TRK mode is not available on the ground. If you need to depart on a track (i.e. Europe) you
must select TRK after airborne.

FD Modes – Vertical
Basic Path (PATH), Altitude Hold (ALT), Preset Altitude (ASEL), Climb (CLB), Vertical Speed
(VS), Vertical Navigation (VALT, VCLB, VPTH, VASL), Approach modes (GS, VGP,
LPV: VSBA (Vertical Satellite Based Augmentation)).

PATH is limited to +/-17° with the AP on. If the AP is engaged outside this limit, the path will
return to the limit.

The Dual Couple mode çAPè activates automatically when:

• Both PDUs display the same ILS frequency from independent NAV receivers
• Both NAV sources are valid and active (LOC1 on HSI1 & LOC2 on HSI2)
• Radio Altimeter reads 1500’ decreasing.

Go Around mode is available when airborne or when airspeed is >60 kts. Pressing the GA Pb
on the yoke disengages the AP and displays ROL and GA on the FMA. The lateral axis mode
commands wings level until 140 kts, and then transitions to heading hold. The vertical axis
mode commands a fixed pitch of 11° (14° for LXS & S)°.

Pressing the GA while a windshear condition is present activates the Windshear Mode. The
FD & TD will provide vertical and thrust guidance to achieve the best escape path. The FD will
command IAS close to stall speed and the TD will command TO power.

The Rotation Symbol (ROS) helps the pilot set the right pitch after rotation. It has a fixed pitch
of 11° and disappears 3 seconds after lift off.
TD Modes
The Thrust Direct has a Speed Mode and a Thrust Mode. In the Speed Mode throttle is
adjusted to maintain a selected speed. In Thrust Mode, the throttle is adjusted to maintain:
• CLB or VCLB MAX CLIMB power
• Windshear, GA MAX TO power
• Autothrottle Speed Protection (ASP) Provides protection to keep the airplane from
flying outside its normal speed envelope.
• Pitch Speed Protection (PSP) Provides protection when ASP is not able to
keep the airplane in its normal speed envelope.
• Throttle Retard Mode (Cat III only) Retards to IDLE at 20’ RA.
• Thrust Reduction Mode (HUD 3 only) Reduces thrust during flare.

Speed Protection uses AT and Pitch to keep the airplane in its normal speed envelope
(Vmo/Mmo -4kts to Low Speed Cue (LSC) +4kts). Aural alerts and color changes of the speed
scale are provided in order to increase the flight crews awareness of low speed, over speed,
and excessive AOA.

Autothrottle Speed Protection (ASP)

ASP engages when the aircraft speed exceeds Vmo/Mmo or when aircraft speed goes below
the top of the LSC. Once engaged, the AT adjusts thrust to maintain the target speed
MAN/FMS speed bug or teardrop.

PROT Appears under the AT mode on the FMA.

Pitch Speed Protection (PSP)

PSP is automatically activated when ASP cannot bring the aircraft speed back into the normal
speed envelope. It can be activated in every vertical mode other than ASEL, ALT (<20000),
VALT (<20000), GS, GA, WS, and VGP.

PROT Replaces the active mode on the FMA. Reverts to PATH when deactivated.

The amber Low Speed Cue (LSC) indicates a speed limit that includes a preset stall margin,
depending on configuration. An aural “INCREASE SPEED” warning is triggered if the speed is
LSC-2kts for 2 seconds.
The red Stall Warning Cue indicates the speed at which the stall warning will activate. An
aural “STALL” warning is triggered continuously.

If the AP & AT are engaged, the system is configured to stay with the speed envelope.
If the AP is engaged and the AT is not, the AT will automatically engage when triggered.
IF the AP & AT are not engaged, they will not automatically engage.
Note: If the stall warning is triggered during the automatic speed protection, the AP will
disengage and the crew has to manually recover.

A magenta teardrop will appear on the speed scale when the FMS or MAN speed is

set to within 5 knots of Vmo/Mmo or LSC.

02-23 – Communications

Pressing the hand microphone PTT switch automatically turns the speaker on.

The VHF knob on the guidance panel can only control the onside VHF using the onside
permanent radio bar (PRB). VHF1 (or VHF3, if installed) on the LH side, and VHF2 (or VHF3,
if installed) on the RH side.

Entering 236 on the MKB while the cursor is in the VHF field of the PRB, will activate 123.60
when swapped.

The only way to tune the opposite side VHF is to display the Radios window on the PDU. This
allows access to all 3 VHFs.

The VHF1 EMER guarded Pb automatically tunes VHF1 to 121.50 even with the loss of the
radio controls or interfaces.

In the event of the loss of the radio controls or interface, pressing SHIFT + BKUP VHF on the
MKB connects the onside VHF to the MKB via a dedicated ARINC 429 bus.

“Feather Tuning” means to use the iNAV to tune the NAV radios by moving the cursor over the
ILS feather (displayed by having AIRPORTS selected), clicking and selecting “Tune NAV1” or
“Tune NAV2.”

NAV auto tuning is deselected by default. Once selected, the FMS will tune:
• The VOR on the next WAYPOINT TO (if one exists)
• The ILS (within 20nm) when a procedure has been selected in the FMS.

Note: Feather tuning or selecting the CRS button on the MKB disables AUTO tuning.
02-24 – Electrical System

HOT BAT … >71°C plus red indications on ELEC synoptic

WARM BAT …
49°C TO 71°C plus amber indications on ELEC synoptic

BUS … LOW VOLTAGE <24V

BUS … OVERVOLTAGE >32V

2 24V 36Ah NiCad or after s/n 118 2 24V 40Ah NiCad batteries. 2 42Ah Lead Acid optional.
Battery contactors require 18V to close.
Battery 1 starts the APU.
Main battery power will last for 77 minutes including troubleshooting 5 minutes.

2 12 kW 28.5V engine generators (rectified alternators).

Overvolt protection 31V

APU generator 9kW

Gen switches trip for overvoltage (32V) & overcurrent. BAT switches trip for high reverse
current (330A >3sec).
Battery Bus powers:
o Fueling Panel
o APU Starter
o Secondary discharge of the engine fire extinguishers.
o Fuel Shut Off valves
o Critical lighting (if at least one of the BAT or GEN switches is ON)

The LH/ESS bus tie has been replaced with an automatic LH ISOL Pb. The current limiter
between the Bus Tie Rotary switch and the RH bus has been replaced with an automatic RH
ISOL Pb.

The Median Bus (MD) has no services.

Electrical Schematic

The LH avionics is split between the LH Avionics Master & the MINI LOAD Master.

LH Avionics Master:
• Audio Panel 3
• Data Loader
• LSS
• RAD ALT1 MINI
• TCAS LOAD
• WX Radar MASTER

The MINI LOAD MASTER Pb allows some of the important items on the essential bus to be
powered without powering the whole bus.
Items powered:
ADF1 ATC1
LH CCD (one channel) RH CCD (one channel)
DME1 VOR1
LH Guidance Panel LH MKB
LH DU Upper DU
MAU2 channel B
The 115/230VAC Pb (RH side panel) powers the outlets in the cabin. It must be selected OFF
for takeoff and landing.

The STAT page has a digital readout of the LH & RH bus voltage and individual generator and
battery amperage.

The Secondary Flight Display is powered from the A1 bus. Its battery will power it for 160
minutes.

Automatic Load Shedding

The lateral window heaters can only be used:
• On the ground
• In flight when GEN 1 and GEN 2 work or, when APU and GEN 2 work with ESS and RH
buses tied
• LH and RH lateral window heating is automatically shed when GEN 2 fails.

In flight, when one engine-driven generator fails, some cabin and galley appliances are
automatically shed (note that Public Address is not shed).
On the ground, as listed below, the automatic load shedding is disabled, thus allowing normal
use of cabin and galley appliances in compliance with available power.

The following items are on the A4 bus and are not shed:
• Electric Shades
• Flush
• Electric Table
• RH FWD Ceiling Lights
• LH AFT Ceiling Lights
• Electric Chairs and Divans

The following items are powered even with one generator off line:
Galley Light
Vanity Light

The following items are shed when one generator is off line.
Cabin Displays Satellite TV
Magnastar Entertainment
Satcom 230/115VAC Inverter
Water Heater Logo Light
Hot Cup Coffee Maker
Oven Security System
Reading & Table Lights Lav Lights
RH AFT Ceiling Lights LH FWD Ceiling Lights
Valance Lights
02-25 – Equipment

Standard Safety Equipment

1 Crash Axe
2 Flashlights
2 Smoke Goggles
1 Smoke Hood (PBE)
1 Safety Demonstrative Kit
1 O2 Bottle & 2 masks
1 First Aid Kit
2 Halon Fire Extinguishers (3rd is optional)
Safety Briefing Cards
Crew & Passenger Life Jackets
2 Life Rafts

Emergency Locator Transmitter (ELT)

The AUTO TEST Pb tests the ELT. It emits a Buzzer and XMT ALERT red light activates and
the ELT does not transmit.
02-26 – Fire Protection

AFT COMP OVHT ≥80°C in the FSC

Fire protection system:

• Engine fire detection and extinguishing
• APU fire detection and extinguishing
• Overheat detection in Forward Servicing Compartment and Wheel Wells
• Smoke detection in the Baggage Compartment

Detection of an APU fire automatically shuts down the APU and closes its fuel shut off valve.

3 fire extinguishing cylinders in the Aft Servicing Compartment.

• Cylinder 1 (RH side of aircraft) is for Engine 2 DISCH1 & Engine 1 DISCH2
• Cylinder 2 (Middle) is for Engine 1 DISCH1 & Engine 2 DISCH2
• Cylinder 3 (LH side of aircraft) is for APU only

FIRE FIRE FIRE Closes the corresponding fuel shut off valve & hydraulic
1 2 APU system shut off valve (engines only). Light extinguishes when
fire is extinguished.

CLOSED Flashes during shut off valve operation. Fuel shut off valve is closed when
steady on.  

DISCH The “1” or “2” will illuminate steady white when the FIRE Pb is pressed. The
DISCH will illuminate steady amber when the agent has discharged.
1

Pressing the FIRE TEST Pb activates the warning horn, illuminates all the pushbuttons and
lights on the fire panel, and the lights in the power levers, the MASTER WARNING lights,
and 3 CAS messages.
FIRE ENG 1+2 FIRE APU FIRE BAG COMP
TOTAL:
• 5 Whites (all the 1 & 2 lights)
• 8 Ambers (5 DISCHs & 3 CLOSED lights)
• 11 Reds (FIRE 1, 2, APU, FIRE BAG COMP, 3 CAS messages, both MASTER
WARNING lights, both power levers)

The LIGHTS test soft key tests the engine, APU, and wheel well detection systems.

There are no thermal discharge discs on the fire bottles. You must visually inspect the gauge
on each bottle.
02-27 – Flight Controls

Primary Flight Controls

The Arthur variable bellcrank effectively increases or decreases the AFU input arm length, thus
artificially decreasing or increasing control yoke load (feel). To obtain the same control surface
deflection, greater effort must be applied to the yoke when the airplane speed is in the high
range than when it is in the low range.

The elevator Arthur is positioned to the low speed point whenever the slat handle is “extended”
(SF1, SF2, SF3 or emergency slats selected) or whenever the horizontal stabilizer is trimmed
to a low speed position (less than -4°). It is positioned to the high speed point whenever the
stabilizer is in a high speed position (greater than +0.3°). When the stabilizer is between these
two positions, Arthur unit position varies directly with horizontal stabilizer position.

B1 bus powers the aileron Arthur and ESS bus powers the pitch Arthur.

FIGURE 02-27-10-03 ARTHUR OPERATION SCHEMATIC (TYPICAL)

When the trim is used, the ENG-TRM-BRK window pops up on the pilot flying side.

B1 bus for normal pitch trim (Stabilizer) and ESS bus for emergency trim

Aileron Emergency trim actuator can displace the left aileron +/-7°

Don’t move flight controls for 3 minutes after shutdown so that the anti-flutter accumulators in
each hydraulic actuator can do its self-test. Don’t disconnect the batteries <3 mins after
shutdown. Leave the GEN switches ON after shutdown. FSA-27-004 (IPP 454)
Secondary flight controls

Auto Airbrakes deploy with switch to AUTO: (they auto-retract <20kt)

RTO: Nose & Main wheels WOW
Wheel speed >60kt
    Throttles IDLE
Brake pedal compression >60%
Landing: Throttles IDLE
Wheel speed >40kt
Main wheels WOW

Airbrakes selecting position 1 extends the center panels. Position 2 extends all 6 panels.
Inboard Airbrake deploys to 37°, Middle Airbrake deploys to 50°, Outboard Airbrake deploys
to 68°
 
F2000S / F2000LXS:
Slat extension occurs in two phases: the outboard slats are fully extended first, and then the
inboard slats are controlled to extend at the same time as the flaps.
During retraction, inboard slats and flaps are first fully retracted before allowing the outboard
slats retraction. Normal extension of the slats & flaps is inhibited ≥210 kts.

In the clean configuration, slats extend automatically when the AOA is >16° (retracted <16°).
Additionally, the F2000S / F2000LXS if the slats are in the extended configuration, inboard
slats are automatially retracted when the airplane AOA > 34° (inboard slats are re-extended
when airplane AOA recovers an acceptable value).
Takeoff Configuration Warning

NO TAKE-OFF
CAS message & graphics shown below are triggered when:
At least one power lever is set to TO, and:

BRAKE PRESS
• PARK BRAKE not released CAS message possibly on.
• Slats not extended
• Flaps not SF1 or SF2
• AIRBRAKES not “0”
• Stabilizer trim not in green range

&

Slats and/or Flaps not set for TO HSI ENG-TRM-BRK Window

Stabilizer not in green range

A A
+ B or B on airspeed scale
1 2

Airbrakes not “0” PARK BK replaces GEAR

 
02-28 – Fuel System

FUEL TRAPPED IN FWD TANK Front transfer valve closed to avoid asymmetry.

FUEL LEVEL… Fuel quantity in the indicated tank group is <1000lb.

Amber LEVEL   is displayed above the wing on the FUEL synoptic.

Fuel quantity in the indicated tank group is <250lb. This value is

LOW FUEL… represented on the FUEL synoptic by a vertical amber line across the wing
tank.

Total Fuel 16674 (reduced from 16730 with mandatory M3072)

Left Wing 6064
Rear Tank 1962
Right Wing 6084
Front Tank 2564
2489 Gallons

The front tank is connected to the RH fuel tank and the rear tank is connected to the LH fuel
tank.

FQMC manages refueling so that:

The wing tanks fill first. Once the wing tanks are full, fuel will be allowed to evenly enter the
forward and rear tanks.
Up to 16,100 lb, forward and rear tanks fill evenly.
If fuel exceeds 16,100 lb, forward tank contains more fuel than rear tank.
In flight, the front and rear tank empty evenly. If the ramp fuel was greater than 16,100 lb, the
rear tank will empty before the forward tank, FQMC automatically closes the forward tank fuel
valve in order to limit the asymmetry between both wing tanks and triggers
FUEL TRAPPED IN FWD TANK
CAS message.
The FQMC automatically reopens the forward tank fuel valve when the RH wing tank contains
less than 1,300 lb, the CAS message then disappears and the fuel in forward tank becomes
available. To avoid this issue, it is recommended to balance the fuel between the RH and LH
tank groups at the beginning of cruise.

See CODDE 2 - NORMAL PROCEDURE - FLIGHT PHASES - CRUISE.

The pneumatic system pressurizes the tanks and regulates it to 2.9PSI.

Each booster pumps compartment contains a booster pump and a stand-by booster pump that
do not work simultaneously. The four immersed booster pumps are identical and AC powered.
Each booster pump includes an inverter that converts 28 VDC to 115 VAC 400 Hz.
At engine normal start: setting the pedestal engine rotary switch to START automatically sets
the corresponding pushbutton to on, making the onside booster pump run (BOOST 1 or 2).
However, the booster pump does not automatically stop at engine shutdown.
Pressing APU MASTER pushbutton automatically makes the RH booster pump (BOOST 2)
run. RH booster pump does not automatically stop at APU shutdown.

3 vent valves vent the pressurized air during refueling. There is one valve located at each
wing root and one in the center of the belly aft of the landing gear. The LH valve vents the LH
wing tanks, the RH valve vents the RH wing tanks plus the forward tank, and the center valve
vents the rear tank.

Crossfeed (X-BP) allows any boost pump to feed both engines. Crosstank (X-TK) allows the
tanks to interconnect to correct fuel imbalances. Actuating the X-TK inhibits the front and rear
tanks jet pumps. It is impossible to transfer fuel between front and rear tanks.
In Auto Start mode, Boost Pumps 1 & 2 are automatically switched on at corresponding engine
start.

Fuel Quantity (FQ) is supplied the FQMC.

Fuel Remaining (FR) is the result of the FQ minus the Fuel Used as calculated by the FMS
(using Fuel Flow (FF)).

The Refuel system stops the fueling at 300 pounds before the selected amount, and then
after a short delay, allows the remaining fuel to enter. Max 79 gallons per minute at 50 psi.

 
02-29 – Hydraulic System

<1500psi output from all pumps with at least one engine running
BOTH HYDR SYSTEM (N2 >50%)

ABNORMAL ISOL VALVE Isolation valve not in correct position after a 2 second delay

HYDR #1 ENG 1 PUMP One engine driven pump in hydraulic system #1 <1500psi
with corresponding engine running. (N2 >50%)
HYDR #1 ENG 2 PUMP

HYDR #2 PUMP Hydraulic system #2 engine driven pump <1500psi with engine #2
running. (N2 >50%)

Air pressure in the hydraulic reservoir <16psi with corresponding

HYDR TK PRESS… engine running. (N2 >50%)

HYDRAULIC LOW LEVEL… Hydraulic fluid in the corresponding system < ½.

The standby pump is connected to the #1 system for maintenance

STBY PUMP ON C#1
testing.

STBY PUMP PERMANENT The standby pump has been cycling for >60 seconds.

System 1:
• Normal & Auto Slats
• Brake 1
• Landing Gear & Doors
• Nose Wheel Steering
• Thrust Reverser 1
System 2:
• Airbrakes
• Flaps
• Brake 2
• Emergency Slats
• Park Brake
• Thrust Reverser 2

Hydraulic system 1 reservoir holds 1.95 gallons.

Hydraulic system 2 reservoir holds 1.58 gallons.
3 engine-driven mechanical pumps (3,000psi ± 200).
HYD 1 system is supplied by two pumps:
- Engine 1 hydraulic pump,
- Engine 2 hydraulic pump.
HYD 2 system is supplied by two pumps:
- Engine 2 hydraulic pump,
- Electrical stand-by pump, automatically activated in case of HYD 2 pressure drop below
1,650 ±100 psi. It cycles continuously between 1,650 and 2,300psi (± 100 psi) as long as it is
not switched off.

Hydraulic Isolation Valve

Located on the HYD 2 system, it isolates the pitch and rudder servo-actuator hydraulic
systems from the other user systems when the stand-by pump is active. This valve is
controlled by HYDR 2 ISOL selector switch on the overhead panel.
When the selector switch is set to AUTO:
• On ground, or in flight with the slats extended, the hydraulic isolation valve is controlled to
open position, allowing the stand-by electrical pump to supply fully hydraulic system 2,
• In flight with the slats retracted, the valve is closed. Only pitch and rudder servo-actuators
are powered by the stand-by pump.
When the selector switch is set to OPEN, the hydraulic isolation valve is directly controlled to
open position.
When the selector switch is set to CLOSE, the hydraulic isolation valve is directly controlled to
close position.

Accumulators
6 Hydraulic accumulators in the system:
• 2 system accumulators (pre-charged for life – no pressure gauges),
• 2 Thrust Reverser accumulators (pre-charged for life – no pressure gauges),
• Park Brake accumulator,
• Airbrake hold down accumulator

The TR accumulators are depicted graphically in grey on the HYD synoptic because no
information on its status is available.

HYD Synoptic
Normal pressure:
- green colored range from 2,800 to 3,200 psi
Abnormal pressure:
- amber colored range from 1,000 to 2,800 psi
- amber colored range from 3,200 to 3,500 psi
When HYD 2 supplied by ST-BY pump:
- amber colored range from 1,000 to 1,400 psi
- green colored range from 1,400 to 2,400 psi
- amber colored range from 2,400 to 3,500 psi

The STAT synoptic page has a digital readout of hydraulic 1 & 2 quantity & pressure.
02-30 – Ice and Rain Protection

The pneumatic system, using hot bleed air from the engines, protects the following structural
parts and equipment:
- Wing inboard leading edge,
- Outboard slats,
- Air conditioning heat exchanger ventilation air intake,
- Engine air intake lips,
- Wheel brakes (if brake heating system is installed).

The electrical anti-ice system protects the following probes, parts and equipment:
- LH and RH pitot probes,
- LH and RH static probes,
- Total Air Temperature probe,
- Angle-of-Attack sensors,
- Stand-by pitot probe,
- P1-T1 sensors (one per engine),
- Cockpit windshields and windows,
- Water drains.

An optional ice detector will illuminate an ICE DETECTED CAS message when it detects ice.
There is no automatic activation of the anti-ice system.

Windshield & Pitot Heats

WINDSHIELD controls are automatically set to normal mode and PITOT controls are
automatically set to on when:
- One throttle lever is in TAKE-OFF position and one engine is on and with WOW signal, or
- Without WOW signal (Flight).

At landing, they are automatically set to OFF when flight / ground transition occurs and
IAS < 60 kt.

*In case of rejected take-off, they are NOT automatically set to OFF.

The MAX position on the windshield heat increases power to the corresponding windshield
while the corresponding half of the middle windshield heating power is reduced.
Wing Anti-Ice

When in AUTO mode, the wings anti-ice valve is open and the BASC controls
HP1 and HP2 valves to provide the required manifold pressure.

Forces HP 1 and HP 2 valves to full open. Removes BASC control.

When O'RIDE is deactivated, wings mode is automatically set to off

The BRAKE anti-ice is effective only when WINGS is set to AUTO or O’RIDE modes (because
the same duct is used).

Wing Anti-ice valve is motor driven and will fail in its last position. When selected to AUTO for
takeoff, when at least 1 PL is selected to MAX CLIMB or higher, the valve is partially open to
70%. When both PLs are below MAX CLIMB, the valve is fully open to 100%.

Leave Slats extended for 5 minutes after landing if Wing A/I was used for landing.

Icing Conditions (Dassault definition)

Icing conditions exist when the OAT on the ground and for take-off, or TAT in flight is ≤10°C,
and visible moisture in any form is present (such as clouds, fog with visibility of one mile or
less, rain, snow, sleet or ice crystals).

Icing conditions also exist when the OAT on the ground and for take-off is ≤10°C 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.

It is recommended to use anti ice system during all flight operations when icing conditions exist
or anticipated, except during climb and cruise when the temperature is < -40° C SAT.
However, flying in the vicinity or through unstable cumuliform clouds can result in rapid
variations of SAT with SAT increasing above -40°C. In such case, it is recommended to
anticipate icing conditions by selecting anti ice system. It is also recommended to use anti ice
system must be used prior to and during descent in icing conditions, including temperature
< -40°C SAT.
02-31 – Indicating and Recording Systems

Message Inhibition

Take-Off and/or Landing inhibition avoids distracting the pilots with irrelevant CAS messages
in a heavy workload.
In addition, Park and Taxi inhibition prevents the excessive displaying of CAS messages on
the ground.

Logic of inhibition:
• Park inhibit: WOW = ground and IAS < 50 kt & PARK BRAKE is set or both engines are
STOP.
• Taxi inhibit: WOW = ground and no Take-Off inhibit and no Landing inhibit and no Park
inhibit.
• Take-Off inhibit: WOW = ground and IAS > 80 kt increasing
o Disabled when WOW = flight, with a 25 sec delay or RA > 400 ft or IAS < 50 kt or
Take-Off inhibit is active for 60 sec or more.
• Cruise inhibit: WOW = flight and no Take-Off inhibit and no Landing inhibit.
• Landing inhibit: RA < 200 ft decreasing
o Disabled when WOW = ground for 2 min or RA > 200 ft or IAS < 50 kt.

On the ground, the CAS ENABLE soft key on the TEST page disables the inhibition.

The LIGHTS soft key tests:

• MASTER WARNING lights, MASTER CAUTION lights, Guidance Panel lights, APR
lights, gear handle light, AUTO BRAKE light (if installed) and overhead panel lights.
Lights remain lighted as long as click is maintained on LIGHTS soft key.
• Integrity of some system CAS messages:
• As soon as the soft key is pressed, a green IN PROGRESS annunciation is displayed
left of the LIGHTS soft key. Simultaneously, for each system tested, the relevant CAS
message pops up in the ENG-CAS window.
• If the test is passed a green annunciation OK is displayed left of the LIGHTS soft key.
• Otherwise the faulty annunciation message is displayed left of the LIGHTS soft key.
Three Monitor Warning computers (MW) manage the CAS messages.
Should at least two MWs disagree, a CAS flag and a soft-key are displayed in the upper-right
corner of the ENG-CAS window. The CAS soft-key is displayed as long as the CAS flag is.

The pilot can swap sources (i.e. MW1, 2, or 3) in clicking on the soft-key in his on-side CAS
window for comparison. In this case, the source does not change in the off-side CAS window.

The CAS soft-key may display either:

• Grey when the selected source agrees with at least one of the other sources.
• Amber when the selected source disagrees with at least one of the other sources.
• Grey, showing a white PRI (priority) and a green CAS1 (or 2, or 3), to indicate the monitor
warning that takes priority.
Glare Shield (Eyebrow) Buttons

MASTER FMS
MASTER
WARNING CAUTION SIL MSG
EVENT

Master Warning and Master Caution

These pushbuttons allow the pilot to acknowledge the CAS messages:
• Pushing on the MASTER WARNING pushbutton makes the message display red (normal
video). The message stays in the CAS window, the pushbutton red light goes out and the
chime stops.
• Pushing on the pushbutton makes the message display amber (normal video). The
message stays in the CAS window, the pushbutton amber light goes out and the chime
stops.

SIL
The SIL Pb will silence the following aural warnings:
• “INCREASE SPEED” for 30 seconds only. After this 30 seconds period, if the conditions
are met, it will trigger again
• End of Timer or Alarm-clock,
• The “CABIN” warning can be silenced by pushing either MASTER WARNING or SIL
• The FIRE warning chime can be silenced by pushing either MASTER WARNING or SIL
• The RAAS aural annunciation.

FMS MSG
Messages generated by the FMS are displayed in a dedicated box located in the middle top
part of the I-NAV. The message can be acknowledged by pressing the FMS MSG pushbutton
located on the eyebrow. This pushbutton does not illuminate when an FMS message is
triggered. When I-NAV is not displayed, only the MSG annunciation in the HSI is displayed
and the FMS MSG pushbutton has no action.

EVENT
A specific event to be analyzed later can be recorded on the DFDR, by pressing one of the
EVENT pushbuttons located on each side of the glareshield for at least 1 second. There is no
indication to the crew that the EVENT pushbutton has been pressed.
02-32 – Landing Gear and Braking System

BRAKE ACCU Park Brake accumulator <1900psi (≈6 applications remaining)

Auto Brake function is automatically de-activated due to a failure, or

AUTOBRAKE OUT Auto Brake function is automatically de-activated due to Go-Around
activation and the Go-Around is finished.

LANDING GEAR
Landing gear failed to extend completely after 20 seconds

LANDING GEAR NOT UP Landing gear failed to retract completely after 20 seconds

Tires
Nose 183-190psi Main 222-228psi
If the temp at the departure airport is colder than the arrival airport by 25°C or more, it is
recommended to overinflate the tire by 3.7%
Hydroplaning: 9x the square root of the tire pressure.
Vp =135kt for the mains, 124 for the nose
Gear Indications

Normal

Gear up and locked. Gear down and locked.

Gear doors closed. Left and right main gear doors are closed.
Displayed for 10 sec after retraction

Landing gear in transit:

Gear handle selection is gear down. Gear handle selection is gear up.
Gears are unlocked and in transition. Gears are unlocked and in transition.
Gear doors are open. Gear doors are open.

When all gears are up for more than 10 sec, a GEAR UP annunciation is displayed and the
gear symbol is removed.
The GEAR UP indication is no longer displayed when the altitude on the pilot flying side is
above 18,500ft if climbing and above 18,000ft if descending.
Abnormal Indications

Gear handle selection is gear up. Gear handle selection is gear down.
Gears are up and locked. Gears are down and locked.
Left main gear door remains open. Left main gear door remains open.

Gear handle selection is gear down. Gear handle selection is gear up.
Main gears not down Nose gear not up
20 sec have elapsed 20 sec have elapsed
Gear handle light blinks Gear handle light blinks
LANDING GEAR CAS LANDING GEAR NOT UP CAS

If the landing gear handle is gear up and all following conditions are met:
- Both throttles are below MAX CRUISE position, and
- Indicated speed is below 150kt and decreasing or 155kt and increasing, and
- Height is below 500ft and radar altimeter is valid, or radar altimeter is invalid.

“GEAR” aural warning and gear handle light flashing.

Note: If the gear is not down due to an abnormal condition, the display will turn to the amber
graphic once the required conditions are met. The amber graphic always shows all the gears
up no matter how many are actually down.
Brakes
PARK BRAKE is designed to keep the aircraft from moving (2nd detent) with ONE engine at
max thrust and the other at idle.

Brake temperature is measured from 0°C to 1100°C and displayed on the HYD synoptic page.
No negative temperatures are displayed. It’s displayed in 25°C increments below 650°C and
50°C increments above 650°C.

Use of the brake energy tables may not be necessary if:

• Each brake temperature is below 160°C and decreasing, and
• Taxiing is expected to have a maximum of 5 full stops from 20kts or 20 from 10kts.

The brake cooling time is not affected whether the PARK BRAKE is set or not. Only the wind,
temperature and relative humidity have a major influence on the brake cooling time.

During retraction sequence, the BSCU applies brake pressure to stop the wheel rotation prior
to nose landing gear retraction and before the wheels enter the wheel well.
Auto Brake

The Auto Brake system is designed to give maximum brake efficiency at main landing gear
touchdown. It can only be activated in flight, a ground/flight logic prevents any activation on
the ground.
A placard, next to the Auto Brake Pb, gives the maximum authorized landing weight with Auto
Brake. In flight, pressing the AUTO BRAKE pushbutton activates the Auto Brake:

The green AUTO BRK Pb illuminates &

AUTOBRAKE ACTIVE CAS message display.

With the Auto Brake active, the BSCU only lets pressure in the braking system when both
MLG have touched down and the wheel speed is sensed.

To manually de-activate the Auto Brake, the pilot may:

• Press the AUTO BRAKE pushbutton,
• Or, after landing, depress the brake pedals beyond a preset threshold.

Auto Brake is automatically de-activated:

• On the ground: 50 seconds after MLG touchdown, or,
• One BSCU fails, or,
• One Auto Brake PCB fails, or,
• Go-Around mode is activated:
o Below 20,000ft, at least 1 power lever is halfway between MAX CLB and TO
detents, or beyond, or,
o GA pushbutton is pressed.
• When manually deactivated or deactivated after landing, AUTO BRK green label turns-off
and the CAS message disappears.

FMS does not provide TOLD calculations for landing with the autobrake active.
02-33 – Lights

Lights on the Battery Bus

• Cockpit Dome
• Airstairs
• Nose Cone
• Baggage compartment interior and exterior (left PYLON light)
• FSC
• ASC
• Refueling Area (right PYLON light)

The Bright/Dim lighting control knob on the overhead lighting panel controls the brightness of:

• MASTER WARNING
• MASTER CAUTION
• SIL, FMS MSG, EVENT
• VHF 1 EMERG, and
• The status lights on the overhead panel

Cabin and Entrance/Galley Lights (3 push switch)

PAX PAX PAX

     
CABIN CABIN CABIN

OFF OFF OFF

     
All Off Cabin lights ON All ON
Entrance & Galley lights OFF

The no smoking sign is automatically illuminated when oxygen is detected in the passenger
oxygen system.

LED Navigation lights standard after s/n78. If an "F" flag is displayed on the light itself means
that the light is operative but needs to be replaced within the next 30 days. If some LEDs are
burnt out, but no “F” appears, no action is required.

Logo lights are automatically switched off at landing gear retraction and automatically switched
on when landing gear is extended regardless of switch position.
The 2 600W landing lights are limited to 15 minutes of use on the ground followed by 45
minutes cooling period.

Emergency Lighting
In the event of a total electrical failure, 3 batteries will provide lighting for 10 minutes.
If the optional photoluminescent emergency lighting strips are installed, they need at least 15
minutes of bright lighting in order to store enough photons to glow correctly. They can’t be
turned off (may be bad for having a completely dark cabin).
 
02-34A – Navigation

When referring to CODDE1 02-34A-Navigation pay attention to the title to ensure you are
reading EASy II information. The pages will be numbered 02-34A instead of 02-34. This is a
huge section that explains the elements of the EASy II system in great detail. Only certain
items are covered here in this guide.

The navigation system uses three main devices:

- Modular Radio Cabinet (MRC),
- Inertial Reference System (IRS),
- Global Positioning System (GPS).

Modular Radio Cabinet (MRC)

Two independent MRC are installed: MRC 1 under the floor, immediately forward of the
entranceway; MRC 2 in the nose cone.
Each MRC houses:
- 1 VOR/ILS/VHF Data Link (VIDL) module,
- 1 DME module,
- 1 ADF module,
- 1 VHF module,
- 1 transponder (XPDR),
- 1 Network Interface Module (NIM).
VOR and ADF raw data can be displayed on the HSI.

Inertial Reference System (IRS)

2 IRUs (3rd is an option)

IRU 1 is located under floor behind captain’s seat. IRUs 2 & 3 are located under floor behind
cockpit.

No control device is required for IRS mode management. Each IRS manages its modes
(alignment, navigation, end of flight) without any crew action. 78°N to 78°S

After an IRS in-flight shutdown (i.e. transient loss of electrical power), an in-flight alignment is
automatically commenced without any crew action once electrical power is restored.

Global Positioning System (GPS)

2 GPS modules are installed, one per Modular Avionics Unit (MAU). Both GPS work
automatically, without any pilot action. The pilot can read each GPS independent position in
SENSORS window.
GPS can support SBAS services currently available (WAAS and EGNOS).
FMS

FMS architecture can be understood as a single integrated navigational system supported by 2

or 3 FMSs operating in a synchronized or single manner. The EASy system provides a single
output to the crew for navigation and AFCS operation. Due to removal of dedicated FMS
Control Display Units, the master FMS receives pilot input through the graphical interface or
the MKB. The master FMS feeds the other FMS(s).
The master FMS for entry of all data is the Pilot Flying (PF) FMS (as determined by the PILOT
SIDE pushbutton on the Guidance Panel).
Although the system is capable of operating in single mode, it operates most efficiently in
synchronized mode as continual system crosschecks provide increased system accuracy.

The FMS automatically switches to true heading when entering one of the high latitude areas.
HSI heading is switched to true and the FMS message ACTIVE MODE IS TRUE HDG is
displayed. The FMS indeed calculate the magnetic heading in adding the true heading to the
stored magnetic variation. Magnetic variation up to 73° N or 60° S is stored in the FMS.
Beyond these latitudes, the FMS cannot calculate the magnetic heading.
Upon leaving a high latitude area provided MAG remains the selected mode, the FMS and HSI
automatically switch back to magnetic heading. The FMS message ACTIVE MODE IS MAG
HDG is displayed when the switch occurs.

Polar Navigation is not certified. The polar area is defined as being above 85°N or below 85°S
when entering and below 84°N or above 84°S when leaving the area.

RNP

Phase of Flight RNP Value ADI Annunciation

• Departure
o Within 30nm direct distance of origin 1.0 TERM
• Arrival
o Within 30nm of destination or on a STAR 1.0 TERM
• Missed Approach
o MAP to the missed approach hold 1.0 TERM
• Oceanic/Remote
o >200nm form the nearest Navaid 4.0 n/a
o Back to En Route when <65nm
• En route
o Other than Departure, Arrival, Approach, 2.0 n/a
o Missed Approach, or Oceanic/Remote
• Approach
o ≤2nm from FAF to MAP 0.3 APP
FMS Initialization & Entering a Flight Plan

Data entry follows a left to right and top to bottom progression. Clicking with the CCD will send
the cursor to the next required field.

All fields that have boxes ( ) must be populated with a value to complete calculations.
TOLD data will not be computed unless the Flight Plan is closed.

When all required data is entered, a COMPUTE soft key appears. Clicking this key will
complete the calculations.

To properly execute an approach, you need 5 elements:

• The HSIs set with the correct mode (e.g. LOC, SBAS, etc.)
• Correct course,
• Frequency,
• Category (e.g. LOC, B/C, LPV, etc.)
• Minimums

The FMS based approaches are QNH operations only. The system is not designed for QFE
operations.

Charts

The aircraft symbol appears on the 10-9 chart but not on the approach chart. The 10-9 chart
does not auto pop-up on landing.

AFCS Tab of the Avionics Window

LNAV Bank Factor
The pilot entered LNAV Bank Factor determines how aggressively the FMS will veer the
airplane, thus how steep the bank angle will be. The default bank factor is 7. The pilot can
input in this field any number from 0 to 15. When approaching a fly-by waypoint, the lower the
bank factor is (usually <7), the farther the FMS will anticipate the turn. The higher the bank
factor is (usually > 7), the closer the FMS will anticipate the turn. The FMS ignores the pilot
entered Bank Factor when flying SID or STAR.
Flight Mode Annunciator (FMA)

Honeywell Primus 880 Digital Radar

10Kw X band magnetron with an 18” antenna produces a 5.6° beam.

Personal must remain at a distance greater than 12ft from the radiating antenna in order to be
outside the envelope where radiation exposure levels equal or exceed 5 mW/cmÇ.

To operate the radar on the ground, maintain the rotary switch on OVRD for 4 seconds (spring
loaded position).

Weather data can be displayed on the iNAV and/or the HIS.

On the SENSORS page, a WX/LSS/TAWS tab allows access to radar sub modes.
The STAB (Stabilization) sub mode checkbox defaults to not checked at airplane power-up.
When STAB checkbox is not checked, the stabilization is on and the radar antenna sweep is
parallel to the ground. When STAB checkbox is checked, the stabilization is off and the radar
antenna sweep is parallel to the wing of the airplane.
Transponder & TCAS

During wind shear and / or GPWS / TAWS warnings, TCAS switches automatically into a TA Only
mode with inhibited aural warning. In this mode RA are not issued and current RA become TA. The
TCAS remains in TA Only mode for 10 seconds after the wind shear or GPWS / TAWS warning is
removed.

Vertical Range Settings:

• ABOVE shows intruders that are flying within 7000ft above and 2700ft below the airplane,
• BELOW shows intruders that are flying within 2700ft above and 7000ft below the airplane,
• A/B shows intruders that are flying within 7000ft above and below the airplane.
• NORMAL shows intruders that are flying within 2700ft above and below the airplane,

The traffic window is associated with the TCAS aural warnings. In case of any TA, or RA alert,
the TRAFFIC window automatically pops up on the Pilot Flying PDU.

The TRFC short key on the MKB brings up the TRAFFFIC window at any time.

 
02-35 – Oxygen

OXYGEN CHECK PRESS Oxygen pressure <1000psi

Single high-pressure cylinder with a capacity of 2200 liters (or optional 3300 liters) at 1850psi
at 21°C. Can be used down to a minimum pressure of 200psi.

Single portable oxygen bottle with a capacity of 311 liters.

The PAX Oxygen control panel has 4 positions:

• CLOSED - The passenger system is fully isolated from the oxygen source. The masks are
not allowed to fall down. The oxygen cylinder only supplies the crew system.
• NORMAL - Normal in-flight position for automatic deployment of the passenger oxygen
masks in case of depressurization.
• FIRST AID - Controls the delivery of oxygen to first-aid mask. The masks allow supply @ 4
liters per minute. Automatic deployment of the passenger oxygen masks is still active.
• O’RIDE - controls deployment of the passenger oxygen masks at any cabin altitude and the
maximum oxygen pressure supply within the system (70psi).

In FIRST AID mode the supplied pressure varies from 5psi at 8000ft to 43.5psi at 40000ft.

In O'RIDE mode, operating pressure is 70psi whatever the altitude is. If O'RIDE mode is used,
it may be necessary to select NORMAL or FIRST AID mode to conserve oxygen.
If oxygen is needed below 14,500ft with low pressure, the FIRST AID position must be
selected.
When selecting NORMAL mode after use of O'RIDE mode, the oxygen will be supplied at low
pressure if the cabin altitude has exceeded 14,500ft previously and is still above 8,000ft.

Oxygen data is displayed on the STAT page as a digital pressure value. Oxygen data is also
displayed on the ECS Synoptic page as a graphical vertical scale and a digital volume
percentage. The vertical scale is color-coded:
Green 700-2000psi
Amber 200-700psi
Red <200psi

A PAX ON message is displayed in the ECS synoptic, as soon as oxygen pressure is

detected in the passenger system.    
 
   
02-36 – Pneumatic

BLEED..OVHT Crew or Passenger duct > 335°C or the Wing Anti-ice duct >310°C

Each engine features two LP bleed air ports and two HP bleed air ports.
One LP bleed air port and one HP bleeds air port are connected together to supply the
common feeder duct.

LP BLEED AIR
• Combined with HP air for pressurization, air conditioning, wing anti-ice, & engine start
• Fuel tank pressurization
• Hydraulic reservoir pressurization
• Supplies the jet pump of the cabin pressurization system

HP BLEED AIR
• Combined with LP air for pressurization, air conditioning, wing anti-ice, & engine start
• Engine anti-ice
• Water tank pressurization

APU BLEED AIR

• Supplies the common duct for pressurization, air conditioning, & engine start
• Supplies the jet pump of the cabin pressurization system
• Water tank pressurization
• Valve closes when Wing Anti-ice is activated.

GROUND CART AIR

• Supplies the common duct for air conditioning & engine start
• Max supply pressure is 50psi and 249°C

The Bleed Air System Computer (BASC) regulates the HP valve position and controls
warnings associated with bleed-air system malfunctions. It normally controls the HP vale to
70% maximum, but when anti-ice is selected, it can open the valves up to 100%.

In AUTO mode, the Cross Bleed Valve (XBLEED) is normally closed except:
• One engine is inoperative
• The wing anti-icing system is operative
• The heat exchanger ventilation jet pump valve is opened (<300KTAS)
02-38 – Water Waste

Potable water tank holds 10 gallons (38 liters) and is normally pressurized to 20psi.

Toilet water heater supplies hot water to the rear toilet washbasin. It provides 1.4 liter at 52°C.
It is load shed when GALLEY MASTER pushbutton is OFF.

For F2000LX SN ≥ 238, a water detector is installed to detect a possible presence of water in
belly due to a leakage in the water system. If a water leakage is detected an amber indication
is lighted in the service panel door.

Toilet has a fiberglass drain pan with a capacity of 14.3 gallons (54 liters) including 2.5 gallons
(8.5 liters) for pre-loaded.
02-45 – Airplane Diagnostic and Maintenance System (ADMS)

FAULT CODE On ground, it indicates that the CMC has recorded a failure which may
affect dispatch and the detailed failure (computer and fault code) is
displayed in STAT page / FAULT tab.

In flight, it indicates that the CMC has recorded a failure which may affect
FAULT CODE dispatch and the detailed failure (computer and fault code) is displayed in
STAT page / FAULT tab.

The airplane system enables the flight or maintenance crew to:

- Obtain airplane system failure information requested for an optimized and safe dispatch
decision,
- Print or download maintenance reports,
- Upload navigation files and databases,
- Obtain airplane failure and status information, perform additional ground tests, as requested
for servicing, maintenance and troubleshooting operations.

The Central Maintenance Computer (CMC) is a single access point to avionics, HGS, engines
and airplane systems maintenance messages, status information, initiating ground tests.
Databases and system software can be uploaded using the Data Management Unit (DMU) or
from a laptop connected to it. Maintenance data can also be downloaded and/or printed.

The CMC is not powered in MINI LOAD mode.

On the ground, the CMC maintenance window can be displayed on the upper or lower MDU,
or on the right
PDU if configured as an MDU. It can be displayed as follows:
- Put the CCD cursor in any 1/3 or 2/3 window of the selected MDU,
- Press the CCD MENU button,
- Select the MAINT item of the menu. The CMC maintenance window will appear on the MDU
as a 2/3 window.
02-49 – Auxiliary Power Unit

Honeywell APU model GTCP36-150 (F2M). The unit is longitudinally mounted in the tail cone
within a carbon fireproof compartment. The APU is certified for both ground and in flight
operations.

Prior to starting the APU, the oil level must be checked

The starter-generator first drives the APU. Once APU speed has reached 5.6% N1, the fuel
induction begins and ignition is turned on. At 50 % N1, energy extracted from exhaust gases is
sufficient to drive the compressor and the starter operation is terminated. When the engine
reaches 99 % N1, ignition is terminated.
APU stabilizes to regulate N1 below 106% (normally 102%). APU Generator connects a few
seconds after N1 stabilization.

APU ELECTRONIC CONTROL UNIT (APU ECU)

The APU ECU is located in the forward servicing compartment. It provides for automatic
management of APU performance and safeties during starting, operation and shutdown
phases. APU ECU monitoring uses N1 signal generated by a magnetic sensor mounted on the
accessory gearbox and an EGT signal generated by the single thermocouple probe installed in
the APU exhaust duct.
The speed governing loop continuously monitors N1 and modulates fuel. The control speed is
102% N1 or, 105% in flight above 6,000ft for main engine starting.

On the ELEC Synoptic, the APU amperage indication will turn amber:
- Up to 10,000ft, above 300A,
- Between 10,000ft and 25,000ft, above 250A,
- Above 25,000ft, above 200A.

Pushing the APU MASTER Pb:

• Automatically starts the normal No 2 booster pump
• Powers the APU ECU
• Turns the ON light on (flashing and then steady green once air intake door is open)
• When the APU ECU completes its self test, APU parameters are displayed on the ENG-
TRM-BRK window.

N1 and EGT are displayed as digital readouts.

N1 digital readout is displayed:
- White on a red background if N1 ≥110%,
- Black on an amber background if 106% to <110%,
- Green on a black background if N1 <106%.
EGT digital readout is displayed:
- White on a red background if EGT >746°C,
- Black on an amber background if 690°C to ≤746°C,
- Green on a black background if EGT <690°C.
In case of a failure, the following amber messages are displayed:

OVSP OIL BLEED DOOR

APU Protection
The APU ECU incorporates comprehensive protection, which automatically shuts down the

unit and triggers the APU FAULT CAS message when for any of the following conditions:

- Over speed (110% ± 1%),

- Loss of N1 signal,
- Wrong position of APU air intake door,
- APU ECU failure,
- Loss of DC power,
- No flame,
- Slow start (starting phase control),
- Speed drop.

The extra following conditions are also activated on ground:

- EGT overheat,
- Loss of EGT signal,
- Low oil pressure (below 35±4 psi with N1 above 99% for >10 sec),
- High oil temperature (oil temperature in the sump above 163°C),
- Electrical fuel flow regulator failure,
- APU fire,
- Air conditioning over heat.

 
02-50 – Structure
Self explanatory

02-70 – Engines

ENG..OIL PRESS Oil pressure <20psi and engine N2 >50%

ENGINES: ALL OUT

Both engines below 50 % N2 and airplane flying

ENGINES: DUAL START Both engines starting at the same time

2 Pratt & Whitney PWC308C engines, automatically controlled by dedicated FADEC (Full
Authority Digital Electronic Control).
Each engine is rated at 6,998lb of thrust at sea level with an outside ambient temperature up to
ISA +15.0°C, and up to ISA +23.0°C with Automatic Power Reserve (APR).
The Maximum Cruise Thrust is 1,581lb at FL 400 and Mach 0.8 in ISA conditions.
Engine weight without options is 1,360lb.

The accessory gearbox is driven by the HP spool through a transfer gearbox.

All engine-driven accessories, except N1 LP rotor speed sensor, are on the accessory gearbox
which transmits the mechanical power necessary for:
- The oil pump,
- The hydraulic pump (two pumps on RH engine),
- The DC generator,
- The Hydro-mechanical Fuel Control Unit (HMU) which controls fuel flow and the angle of HP
compressor inlet guide vanes,
- The Permanent Magnetic Alternator (PMA) which provides the Electronic Engine Control
(EEC) with AC power and N2 input signal.
- The air starter.

During engine start, the pneumatic starter drives the HP spool through the accessory gearbox.
It stops operating and declutches when the engine reaches 50% N2 and is able to accelerate
by itself. Ignition stops at the first of these two events:
- Air starter declutches,
- ITT increases by 200°C from beginning of start-up.

During start, quickly and deliberately move the power lever from STOP, past IDLE and then

back to IDLE. This will avoid triggering the ENG..NO DISPATCH CAS message.

Oil quantity should be checked within 10 min after engine shutdown.

The FADEC:
- Controls the whole engine start sequence,
- Commands the opening of the Bleed-Off Valve (if necessary),
- Permanently controls N1 and N2,
- Synchronizes ENG 1 with ENG 2 (N1 or N2 if requested by crew),
- Computes the take off N1 for a 6,998lb thrust rating,
- Controls the ignition,
- Controls the Inlet Guide Vanes (IGV),
- Sends the engine parameters to the avionics.

The FADEC also provides:

- Start protection,
- Over speed protection,
- N2 monitoring to avoid spool-down,
- Flameout protection with automatic restart.

On ground, the FADEC aborts the engine start:

- When N2 does not reach 5.2 % within 15 seconds,
- When there is no ignition within 20 seconds,
- When ITT exceeds 980 °C,
- When an IGV is faulty,
- In absence of N1 signal when N2 reaches ground idle.

APR
Conditions required for APR activation:
- Power levers at or beyond MAX CLB position,
- 10% gap between both engines’ N1,
- Altitude below 20,000ft,
- Temperature >ISA +15 °C.

When APR is activated, the bleed air system is closed and will be restored after APR stops.

Engine Start Selector has 4 positions:

• MOTOR - enables MOTORING Pbs for motoring without ignition, or manually stops the
starting sequence
• IGN - activates all engine igniters simultaneously and re-lights any engine that has flamed
out after a non-mechanical failure
• NORMAL - normal position in normal flight conditions, also selected for in flight relight and
ground motoring stop
• START - initiates the starting sequence of the selected engine. Spring loaded to NORMAL

The MOTORING Pbs allows motoring of corresponding engine when start selector is on
MOTOR, or in flight relight, or on ground in case of failure of pedestal engine start selector.
The engine ITT display will change colors based on the normal and transient limitations.

FADEC allowing 5 minutes at Takeoff Thrust

Oil pressure Oil temperature

220psi (240 at start) 135°C

100psi

Oil Pressure 70 20 20 Oil Temperature

36psi 27°C

20psi