Dassault Falcon 2000EX EASy FCOM

F2000EX EASY 02-21-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 21 AIR CONDITIONING AND
PRESSURIZATION
TABLE OF CONTENTS
ISSUE 3

DASSAULT AVIATION Proprietary Data

02-21 ATA 21 AIR CONDITIONING AND PRESSURIZATION
02-21-00 TABLE OF CONTENTS
02-21-05 GENERAL
Introduction
Sources
Equipment location
02-21-10 AIR CONDITIONING
Description
Control and indication
System protection
Normal operation
Abnormal operation
CAS messages
02-21-15 PRESSURIZATION
Description
System protection
Normal operation
Abnormal operation
CAS messages

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INTENTIONALLY LEFT BLANK
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INTRODUCTION
In order to maintain a comfortable area inside the airplane, the F2000EX EASy is equipped
with an air conditioning and pressurization system.
The air conditioning system regulates the flow and temperature of air into the cockpit, cabin,
toilets, baggage compartment and nose cone for conditioning purpose.
The pressurization system regulates the cabin pressure depends on:
- aircraft altitude,
- aircraft vertical speed,
- the maximum differential pressure supported by the system.
Both systems have an automatic mode and a manual mode, allowing the pilot to control
directly the valves.
They use hot air supplied by the engines and/or the APU.
In case of failure (overpressure, negative pressure, maximum altitude), protections ensure
that limitations are observed.
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FIGURE 02-21-05-00 FLIGHT DECK OVERVIEW
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SOURCES
The air conditioning system uses air supplied by:
- engine No 1,
- engine No 2,
- APU.
For more information, refer to CODDE 1 / Chapter 02 / ATA 36.
The conditioned air is a mixture of:
- hot air directly supplied by engines HP and LP ports, or the APU,
- cold air (hot bleed air cooled in the air conditioning unit),
- recycled cabin air.
The air conditioning heat exchanger is ventilated:
- in flight, with external air supplied through a ram air inlet located on the fin root,
- on ground or in flight at low speed, with air flow created by a venturi effect using hot air
injection into the dual exchanger outlet duct section.
AIR CONDITIONING PRESSURIZATION
Engine 1, engine 2 or APU bleed air Conditioned air
Recycled cabin air
Ram air (for heat exchanger ventilation)
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EQUIPMENT LOCATION

FIGURE 02-21-05-01 LOCATION OF MAIN COMPONENTS
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DESCRIPTION
GENERAL
The air conditioning system consists of:
- Environmental Control Unit (ECU),
- Temperature Control System (TCS),
- distribution system,
- ventilation system.
The system is supplied with hot air coming from the common feeder duct of the bleed air
system.
The hot air enters the conditioning system via two cockpit temperature control valves and
two cabin temperature control valves.
These valves control the amount of air directed to the ECU, and hot air by-passing the ECU.
Cold air generated by the ECU is mixed with hot bleed air inside the cockpit and cabin ducts
to obtain the desired air temperature. Cold air from the ECU is also supplied to the gaspers
and used for cockpit avionics cooling.
The cockpit and cabin temperature control valves are controlled in automatic or manual
mode from the AIR CONDITIONING overhead panel.
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ENVIRONMENTAL CONTROL UNIT (ECU)
The purpose of the environmental control unit is to generate the cold air required for cockpit
and passenger cabin air conditioning.
The ECU is mainly composed of:
- a dual heat exchanger (primary and secondary),
- a heat exchanger jet pump and associated valve,
- a turbocooler,
- a condenser,
- a water separator,
- an atomizer,
- a turbine outlet temperature control valve.

FIGURE 02-21-10-00 ECU SCHEMATIC
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Dual Heat exchanger
The dual heat exchanger is a single unit containing two independent heat exchangers: a
primary exchanger and a secondary exchanger. The primary exchanger supplies air to
the compressor of the turbocooler and the secondary exchanger supplies air to the
turbine of the turbocooler. It is located in the forward servicing compartment.
Heat exchanger jet pump
The jet pump is an injector located downstream the heat exchanger cold side. It
increases the ram air flow through the heat exchanger.
Heat exchanger jet pump valve
The normally closed jet pump valve controls the bleed air to the dual heat exchanger jet
pump. It opens automatically when increased ram-air flow is required (e.g. low airplane
speed).
Turbocooler
The turbocooler is a single stage compressor and turbine. The turbocooler operates in
conjunction with the heat exchangers and the water separator. The purpose of the
turbocooler is to cool engine bleed air.
By-pass valve
Only airplanes below serial number 56 are equipped with by-pass valve.
The turbo-compressor is automatically by-passed by air coming from the primary heat
exchanger in order to keep a comfortable air flow entering the cabin at high altitude.
Condenser
Associated with the water separator, the condenser removes moisture from bleed air in
the ECU system.
Water-separator
The water separator separates and collects the water droplets formed in the condenser.
The water is then routed to the atomizer.
Atomizer
The atomizer receives water from the water separator and discharges it as a fine mist.
The mist is directed to the secondary exchanger inlet. The evaporating mist lowers the
ram air temperature and contributes to the cooling process.
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Turbine outlet temperature control valve
The turbine outlet temperature control valve regulates air temperature at the turbine outlet
by regulating bleed air flow to the casting of the turbocooler.
Turbine outlet temperature sensors
The two turbine outlet temperature sensors monitor the temperature of air flowing through
the turbine outlet duct. They are used to control the turbine outlet temperature control
valve.
Recirculation valve
The cabin air recirculation duct is equipped with a re-circulation valve located in the aft
toilet compartment. This valve closes automatically when the airplane reaches an altitude
of 15,000 ft, to prevent cabin air from returning to the unpressurized area.
The re-circulation valve is electrically powered for normal operation. In case of failure, it
can be manually closed by a mechanical control lever located on the valve.
Overheat detection system
The overheat detection system consists of a sensor located in the turbocooler
compressor outlet duct.
The ECU OVHT CAS message is displayed when the duct temperature reaches or
exceeds 230C (446F).
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TEMPERATURE CONTROL SYSTEM (TCS)
The cabin and cockpit temperatures are controlled by the air conditioning computer located
in the baggage compartment. They are adjusted by mixing hot bleed air with cold air from
the ECU to obtain the desired temperatures.
The air conditioning computer relies on three independent computers:
- a cockpit computer which ensures automatic cockpit temperature control, temperature
control at the cooling unit outlet, and the indication of compressor overheating.
- a cabin computer which ensures automatic control of the cabin temperature and
indication of compressor overheating,
- a computer which controls the valves respectively for cabin and cockpit systems in
manual mode; temperature regulation at the cooling unit outlet in manual mode, and the
emergency function which controls the conditioning valves.
The TCS can operate in three modes:
- automatic mode (AUTO),
- manual mode (MAN),
- emergency mode (EMERG).
Temperature control valves
The temperature control valves of the cabin and cockpit conditioning system are identical.
They control the air flow and temperature supplied to the cabin and cockpit. Each
assembly consists of a butterfly valve and an actuator. The actuator receives inputs from
either the automatic or manual temperature control system.
The temperature control valves also act as shut-off valves to the air systems when the
overhead panel bleed air CKPT and CABIN pushbuttons are set to OFF.
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DISTRIBUTION AND VENTILATION SYSTEM
The air conditioning distribution is divided into four parts:
- a cockpit conditioned air system,
- a cabin conditioned air system,
- an instrument panel cooling system,
- the cold air gaspers.
A manual valve, when open, interconnects the cockpit and cabin conditioned air systems.
The ventilation system uses series of ducts and a fan to ventilate:
- the cockpit ducts: the cockpit conditioning ducts are routed along the right side of the
fuselage and supply conditioned air to the entrance area, the cockpit, the windshields
and the foot warmers. Each pilot selects the direction of the conditioned air supply (to
the windshield for defogging or to the foot warmer) with a control lever on the
instrument panel. An additional control lever located on the left side console enables to
control cold air flow to the glareshield,
- the cabin ducts: air is distributed on the left and right sides at ceiling and floor levels,
- the toilet compartments: the air is picked off from the cabin conditioned air and delivered
at the lower part of the toilet compartment,
- the Multifunction Display Unit (MDU) / Primary Display Unit (PDU): cooling of the
components of the instrument panel is achieved by airflow coming from the crew gasper
system,
- the nose cone: an electric blower ventilates the nose cone during ground operations and
in flight at low altitude (differential pressure < 0.7 psi). In flight, ventilation is also
provided by the cockpit conditioned air through a calibrated orifice. The air is evacuated
through the nose gear well.
An ozone catalyser is installed in each conditioning system to limit the quantity of ozone
concentration in cabin.
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FIGURE 02-21-10-01 AIR CONDITIONING COOLING SYSTEM SCHEMATIC

FIGURE 02-21-10-02 AIR CONDITIONING HEATING SYSTEM SCHEMATIC
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Cabin ducts
Passenger and crew conditioned air ducts may be manually interconnected to allow
either the cabin or the cockpit distribution system to supply both ducting systems. The
manual interconnection valve is located on the lower right-hand side of the cabin area.

FIGURE 02-21-10-03 CONDITIONING CONTROL LEVER
Two-way ducts
The two-way ducts are routed along the top of the cabin. These two-way ducts have two
functions:
- distribute cold air to the upper part of the cabin when the air conditioning requires a
temperature drop,
- recycle air from the cabin and mix it with conditioned air when conditioning requires a
temperature rise.
Gasper ducts
The duct system providing cold air to the gaspers is a two-branch system:
- the RH branch supplies the RH cabin gaspers, the crew gaspers, cold air for the
MDU / PDU and cold air to the glareshield.
- the LH branch supplies the LH cabin gaspers.
Cold air is directly bled from the turbocooler outlet.
Air supplied to the gaspers and for MDU / PDU cooling is maintained at a constant
pressure through a pressure control valve.
Floor heating
Air is distributed between the floor panels and the fuel tanks by a manifold supplied with
cabin conditioning air. In addition to that air, cockpit air is evacuated underneath the floor
panels to help floor heating.
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Air evacuation
Cabin air is evacuated via the toilets and the baggage compartment through the outflow
valves.
Cockpit air is evacuated from the rear of the pilot and copilot consoles, circulates
underneath the cabin floor and is directed to the outflow valves.

FIGURE 02-21-10-04 AIR EVACUATION SYSTEMS
Sensors
Temperature sensors located in the cabin and cockpit ducts provide air temperature
inputs to the air conditioning computer.
Temperature switches are activated when air duct temperature is over 95C (203F) with
display of the COND: CREW OVHT or COND: PAX OVHT CAS message and of
amber corresponding lines in the Environmental Control System (ECS) synoptic.
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MODES
Automatic and manual mode
In automatic mode, the air conditioning computer controls hot and cold temperature
control valves to adjust the temperature to the rotactor position.
In MAN mode, the pilot directly controls the valve positions via rotactors.
Emergency mode
In EMERG mode, warm air is supplied to the cabin and cockpit, even in case of cold air
unit failure. Actuating the EMERG pushbutton closes the two cold temperature control
valves. The two hot temperature control valves can be controlled by the rotactor.
CONTROL AND INDICATION
CONTROL
Overhead panel
Pushbutton Status light
Guarded
pushbutton Rotactor

FIGURE 02-21-10-05 AIR CONDITIONING AND BLEED AIR OVERHEAD PANELS
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FIGURE 02-21-10-06 ECS SYNOPTIC
In automatic mode, by selecting the REMOTE soft key, the cabin temperature can be
controlled directly from a rotactor located in the cabin (VIP seat).
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Synthetic table
TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
SYNOPTIC

Automatic
mode

Automatic mode:
the PAX/CREW rotactor
is used to select
cabin/cockpit
temperature

Manual mode:
the PAX/CREW rotactor
is used to control the
position of the
cabin/cockpit
temperature control
valves

Push
MAN

Guarded
(AUTO
mode)

Closes the two cold
temperature control
valves
Raise the
guard and
push
EMERG

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TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
SYNOPTIC
Automatic operation of
the recirculation valve
automatic
mode

No synoptic

ISOL position, closure of
the recirculation valve
Push ISOL

No synoptic
INDICATION
Air conditioning indications and system status are displayed on the ECS synoptic.
Command indication includes the cabin temperature selection remote mode and the cabin
and cockpit operating mode. System status items include actual cabin temperature, cabin
duct temperature and ECU status.

FIGURE 02-21-10-07 AIR CONDITIONING INDICATIONS
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Cold air unit and air flow line synoptic

Normal operation

T cabin duct air
> 95C (203F)
COND: PAX OVHT
CAS message
T cockpit duct air
> 95C (203F)
COND: CREW OVHT
CAS message
T ECU compressor
outlet air > 230C
(446F)
ECU OVHT
CAS message

Cockpit temperature control
valves not closed and cockpit
duct overpressure detected
COND: CKPT OVERPRESS
CAS message
Cabin temperature control valves
not closed and cabin duct
overpressure detected
COND: CABIN OVERPRESS
CAS message
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Cabin duct temperature indication
The cabin duct temperature indication is shown on the left of the PAX control mode
display. The indication is based on the cabin duct temperature. When the signal is invalid,
two amber dashes are displayed. In case of passenger conditioning overheat, the
temperature is displayed in black on amber background.

Normal Cabin duct overheat Invalid signal
Cabin temperature indication
The cabin temperature indication is shown on the right of the PAX label. When the signal
is invalid, two amber dashes are displayed.

Normal Invalid signal
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SYSTEM PROTECTION
GENERAL
Electrical circuit protection is provided by conventional trip-free circuit breakers located
above the overhead panel.
CIRCUIT BREAKERS

FIGURE 02-21-10-08 AIR CONDITIONING AND PRESSURIZATION CIRCUIT BREAKERS
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NORMAL OPERATION
In the following, typical in-flight situation has been selected to help the crew to understand the
symbols provided in the various panels and displays.

FIGURE 02-21-10-09 OVERHEAD PANEL

FIGURE 02-21-10-10 ECS SYNOPTIC DURING NORMAL OPERATION
ABNORMAL OPERATION
In the following, typical abnormal operations have been selected to help the crew to
understand the symbols provided in the various panels and displays.
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AIR CONDITIONING WITH PAX OVERHEAT
Abnormal status


FIGURE 02-21-10-12 ECS SYNOPTIC DURING PAX OVERHEAT
CONTEXT RESULT
Cabin conditioning distribution system
overheat
COND: PAX OVHT CAS message

+
light on

CABIN air flow line in amber
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After procedure complete

FIGURE 02-21-10-13 OVERHEAD PANEL WITH PAX CONTROLLER IN MANUAL MODE
AND FULL COLD

FIGURE 02-21-10-14 ECS SYNOPTIC WITH CABIN IN MANUAL MODE
ACTION RESULT
MAN pushed
- CABIN air conditioning in manual mode
- MAN status light in amber
- PAX rotactor in full cold position
- REMOTE status deselected
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AIR CONDITIONING WITH ECU OVERHEAT
Abnormal status


FIGURE 02-21-10-16 ECS SYNOPTIC DURING ECU OVERHEAT
CONTEXT RESULT
Environmental Control Unit overheat
ECU OVHT CAS message

+
light on

COLD AIR UNIT air flow lines in amber
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FIGURE 02-21-10-17 OVERHEAD PANEL WITH EMERG SELECTION

FIGURE 02-21-10-18 ECS SYNOPTIC IN EMERGENCY MODE
ACTION RESULT
Raise the guard and push on EMERG
pushbutton
- CABIN air conditioning in emergency
mode
- EMERG status light in amber
- PAX and CREW rotactors are used to
adjust the two hot temperature control
valves
- REMOTE soft key deselected
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CAS MESSAGES
CAS MESSAGE DEFINITION
COND: CKPT OVERPRESS
Cockpit temperature control valves not closed and
cockpit overpressure detected
COND: CABIN OVERPRESS
Cabin temperature control valves not closed and
cabin overpressure detected
COND: CREW OVHT Cockpit distribution duct overheat
COND: PAX OVHT Cabin distribution duct overheat
COND: PAX + CREW AUTO FAIL PAX/CREW automatic temperature computer failed
COND: PAX + CREW MAN FAIL PAX/CREW manual temperature computer failed
COND CMPTR FAULT CODE
Parking only, a failure message that may affect
dispatch has been recorded by the air conditioning
computer
ECU OVHT ECU overheat {temperature > 230C (446F)}
NOSE CONE OVHT Nose cone overheat
RECIR ISOL Failure of the recirculation valve
In flight, a failure message has been recorded by the
air conditioning computer
ERRONEOUS INDICATION
On ground, when performing a TEST LIGHTS, the COND CMPTR FAULT CODE CAS
message is abnormally systematically posted.
As this CAS message is self latched, it must be cleared using the CLR FAULT soft key.
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DESCRIPTION
GENERAL
The purpose of pressurization is to maintain a certain level of pressure inside the fuselage
that is comfortable for the passengers and crew, taking into account structural limits of the
airframe, whatever the flying conditions.
The air conditioning system provides the pressurized areas with air at mild temperature.
The pressurization system can operate in three modes:
- automatic mode,
- manual mode,
- rapid depressurization mode.
The airplane comprises two pressurized areas:
- the cockpit, passenger cabin, toilets and baggage compartment, from frame 0 to frame
26, supplied with air by the air conditioning system,
- the nose cone, supplied with cabin conditioning air and slightly pressurized in flight by
an automatic control system.
Frame Frame

FIGURE 02-21-15-00 PRESSURIZED AREAS
Pressurization is achieved by regulating cabin conditioning airflow through two outflow
valves located in the rear bulkhead of the pressurized area: one electro-pneumatic main
valve, and one pneumatic emergency valve.
In normal mode, the Cabin Pressure Controller (CPC) electrically controls the electro-
pneumatic main outflow valve, and the emergency outflow valve is pneumatically slaved to
the first one.
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In manual mode, the emergency outflow valve is pneumatically controlled by the manual
cabin altitude rate setting knob, the electro-pneumatic valve is closed. Pneumatic operation
is used as a backup mode in case of automatic mode failure.

FIGURE 02-21-15-01 LOCATION OF MAIN PRESSURIZATION COMPONENTS
The pressurization system is connected to the avionics system to:
- allow the crew to select the different automatic modes (NORM or FL),
- activate the LOW rate mode,
- enter the landing field elevation,
- take into account the barometric setting and if available, FMS data,
- provide the CPC with airplane altitude and vertical speed,
- display the cabin pressurization parameters and CAS messages to the crew.
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PRESSURIZATION SYSTEM COMPONENTS
Cabin Pressure Controller (CPC)
The digital cabin pressure controller manages cabin pressurization in automatic mode.
The CPC is composed of:
- a digital Printed Circuit Board (PCB) with a pressure and temperature sensor to
achieve automatic pressure control,
- an analog PCB with a pressure sensor which provides a second indication of cabin
pressure and cabin pressure rate of change. This output is the only available data in
manual mode.
The CPC is located in the LH electrical cabinet behind the pilot seat and is controlled by
the pressurization controls located on the overhead panel.
The CPC is electrically energized only in the automatic operation mode.
Electro-pneumatic main outflow valve
The electro-pneumatic main outflow valve is mounted on the rear bulkhead of the
pressurized area. The outflow valve controls cabin pressurization by actuating
atmospheric chambers. A flexible diaphragm connected to the poppet valve separates
each chamber. A spring in the control chamber determines a fail-safe closed position for
the poppet.
The pressure in the control chamber is determined by a torque motor quadrant in
response to output signals received from the CPC. The quadrant alternately opens two
nozzles, one admits cabin pressure into the control chamber (moving the poppet toward
the closed position) and the other nozzle connects the control chamber to the vacuum
pressure line (reducing pressure inside the control chamber and inducing the poppet
towards the open position).
The function of the main outflow valve is, in response to signals from the CPC, to regulate
the airflow exiting the cabin, so as to:
- maintain the programmed cabin altitude,
- limit the rate of climb and descent.
The electro-pneumatic main outflow valve control chamber includes:
- a cabin altitude limitation capsule,
- an overpressure limitation capsule,
- a negative pressure relief valve to prevent negative differential pressure.
The cabin altitude limitation capsule detects the absolute pressure in the cabin. When the
set pressure is reached (cabin altitude 14,500 500 ft), a valve linked to this capsule
interconnects the control chamber to the cabin pressure, which tends to close the outflow
valve and pressurize the cabin again.
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The overpressure limitation capsule receives the external static pressure and the cabin
pressure. When the difference between the two pressures reaches the calibration value
of 9.3 psi (644 mbar), the capsule opens a valve and connects the control chamber to the
outside, hence opening the outflow valve and causing depressurization of the cabin.
The negative pressure relief valve allows the outflow valve to open when the external
pressure is higher than the cabin internal pressure.
Pneumatic emergency outflow valve
The emergency outflow valve is identical to the electropneumatic valve and comprises:
- a pneumatic relay,
- an overpressure limitation capsule,
- a cabin altitude limitation capsule,
- a quick-closing electric valve to induce rapid closing for take-off,
- a negative pressure relief valve.
The emergency outflow valve is pneumatically operated. Pneumatic operation is based
on pressure difference between controlled and actual cabin pressure as determined by a
pneumatic relay.
The control chambers of the two outflow valves interconnect so that in automatic mode
the pneumatic valve is slaved to the electropneumatic valve, whereas in manual mode
the pneumatic valve operates on its own, with the electropneumatic valve closed.

FIGURE 02-21-15-02 OUTFLOW VALVE IN CLOSED POSITION
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FIGURE 02-21-15-03 OUTFLOW VALVE IN OPEN POSITION

FIGURE 02-21-15-04 MAIN AND EMERGENCY OUTFLOW VALVES IN AUTOMATIC MODE
Vacuum jet pump
The vacuum jet pump produces a flow from a line supplied by No 1 and 2 engines LP
bleed air or by the APU bleed air system when the airplane is on ground. The vacuum jet
pump provides negative pressure produced by venturi-effect to operate the main and
emergency outflow valves during automatic operation and during manual control of the
pressurization system.
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PRESSURIZATION SYSTEM OPERATION
Automatic pressurization mode
In automatic mode, the CPC automatically controls cabin altitude and pressurization rate
of change according to programmed laws and landing field elevation.

FIGURE 02-21-15-05 ARCHITECTURE OF THE AUTOMATIC PRESSURIZATION MODE
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The automatic mode has two main laws of operation:
- the normal (NORM) law,
- the Flight Level (FL) law,
with, in either mode, a LOW cabin altitude rate of change option.
It also provides a high-altitude landing and take-off mode.
NORM law
This mode provides the most comfortable pressurization mode by limiting the cabin
pressure rate of change during climb and descent based on aircraft vertical flight
plan data provided by the FMS (time to top of climb, time to destination, cruising
level).
FL law
This mode is intended to maintain a low cabin altitude of 1,000 ft until the airplane
reaches 22,000 ft (p = 9 psi). Climb to 47,000 ft is possible in this mode but cabin
pressure variation is less comfortable above 22,000 ft.
LOW cabin rate
LOW cabin altitude rate of change can be activated with either NORM or FL laws to
limit the rate of change to lower values:
+ 400 / - 300 ft/min instead of + 460 / - 400 ft/min.
High-altitude landing and take-off
Without any additional crew action, in case of landing or take-off above 8,000 ft, the
nominal excessive cabin altitude 9,700 ft (+/- 250 ft) threshold is automatically
modified, by the pressurization system, during descent or take-off, and set to the
landing field elevation + 1,700 ft (limited to 14,500 ft).
Descent sequence
When rate of descent is established at 500 ft/min or steeper, the target cabin
altitude is set to the field altitude entered in the LDG ELEV box of the ECS page
minus 300 ft. The reason for this slight pressurization is to avoid a cabin pressure
bump during touchdown.
At touchdown, the automatic depressurization sequence achieves a fast return to
landing field pressure.
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MAN pressurization mode
This mode is to be selected in case of failure of the automatic pressurization mode. The
crew directly controls the cabin altitude rate of climb or descent with the MANUAL
PRESSURIZATION control knob.
EMERG pressurization mode
This mode allows an emergency air conditioning supply, in the pressurized areas, by
closing the two cold temperature control valves and setting the two hot temperature
control valves to the full hot position.
DUMP depressurization mode
In case of failure of the pressurization system to achieve the correct cabin pressure at
destination, the cabin pressure can be dumped by forcing the outflow valves to full open
position.
NOSE CONE PRESSURIZATION
The nose cone is ventilated during ground and low altitude flight operations. It is also
pressurized in normal flight conditions and the transition from ventilation to pressurization is
entirely automatic. The function of the pressurization is to ensure a positive differential
pressure of the nose cone in order to achieve sufficient sealing.
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CONTROL
Overhead panel

Instrument panel

FIGURE 02-21-15-07 MANUAL PRESSURIZATION CONTROL KNOB
The MANUAL PRESSURIZATION control knob allows to control the rate of climb from
- 1,500 ft/min to + 2,500 ft/min. A constant cabin pressure may be achieved by adjusting
the MANUAL PRESSURIZATION control knob within the white area until the cabin
altitude rate of change indicator stabilizes at zero.
The rest position is in front of the green line in automatic mode.
Prior to the selection of the MAN mode, put the knob into the white area.
In MAN mode, turn the knob until the desired cabin altitude rate of change is achieved.
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ECS synoptic

FIGURE 02-21-15-08 ECS SYNOPTIC
Through the ECS synoptic boxes with the Cursor Control Display (CCD), the flight crew
can:
- activate mode selection of NORMAL or FLIGHT LEVEL laws,
- enter the destination landing field elevation through the LDG ELEV box (thus
overriding the flight plan parameter),
- activate the selection of LOW cabin rate.
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Synthetic table
TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
SYNOPTIC
Automatic
mode

- Allows the selection of
AUTO / MAN mode of
the pressurization
system
- In MAN mode,
- use the MANUAL
PRESSURIZATION
control knob
Push on:
MAN mode

Guarded:
Automatic
mode

- Allows a rapid
depressurization by
forcing the outflow
valves to fully open
Raise the
guard and
push on:
DUMP
mode

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INDICATION
ECS synoptic

FIGURE 02-21-15-09 ECS SYNOPTIC IN AUTOMATIC MODE

FIGURE 02-21-15-10 ECS SYNOPTIC IN MAN MODE
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Symbology

FIGURE 02-21-15-11 CABIN DIFFERENTIAL PRESSURE INDICATIONS
Normal Too high Too high Invalid
operation cabin altitude cabin altitude data
8,200 < Z < 9,700 Z > 9,700

FIGURE 02-21-15-12 CABIN ALTIMETER INDICATIONS
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FIGURE 02-21-15-13 CABIN VARIOMETER INDICATIONS
NOTE
Loss of cabin altitude and cabin vertical speed indications when:
- Zcab: loss when Zcab < - 1,600 ft or > + 26,000 ft (loss of Zcab results in loss of ),
- Vzcab: loss when Vzcab < -2.100 ft/min or > + 3,000 ft/min (independent of Zcab and ).
STATUS synoptic

FIGURE 02-21-15-14 STAT SYNOPTIC
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SYSTEM PROTECTION
CIRCUIT BREAKERS
The electrical circuit protection is provided by conventional trip-free circuit breakers located
above the overhead panel (refer to Air conditioning).
PRESSURIZATION SYSTEM PROTECTION
Pressurization system protection consists of maximum differential pressure limitation,
negative differential pressure prevention and cabin altitude limitation. Each outflow valve
performs all protections.
Maximum differential pressure limitation
The CPC automatically maintains a normal differential pressure limit of 9 psi (620 mbar).
An overpressure limitation capsule located in each outflow valve controls the maximum
cabin differential pressure at 9.3 psi (644 mbar).
The CABIN PRESSURE TOO HIGH CAS message appears when the cabin differential
pressure is above safety overpressure relief valve threshold of 9.44 psi (651 mbar).
Maximum cabin altitude limitation
An altitude limitation capsule contained in each outflow valve maintains the cabin
pressure at the altitude of 14,500 ft in case of depressurization due to:
- CPC failure,
- DUMP pushbutton activation,
- permanent cabin rate of climb in manual mode.
Negative differential pressure prevention
The negative pressure relief valve protects the structure from the effects of negative
differential pressure (outside pressure above cabin pressure). Only the negative pressure
relief valve can override the maximum altitude limitation.
NOSE CONE BULKHEAD PRESSURE RELIEF VALVE
A pressure relief valve in the nose cone bulkhead provides structural protection in case the
calibrated holes provided for airflow evacuation are clogged. The relief valve is intended to
operate when the difference between nose cone pressure and atmospheric pressure
reaches 1.59 psi (110 mbar).
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NORMAL OPERATION
In the following, typical in-flight situation has been selected to help the crew to understand the

FIGURE 02-21-15-15 OVERHEAD PANEL DURING NORMAL OPERATION

FIGURE 02-21-15-16 ECS SYNOPTIC DURING NORMAL OPERATION
ABNORMAL OPERATION
In the following, typical abnormal operations have been selected to help the crew to
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PRESSURIZATION WITH COMPUTER FAILURE
Abnormal status


FIGURE 02-21-15-18 ECS SYNOPTIC DURING PRESSURIZATION COMPUTER FAILURE
CONTEXT RESULT
CABIN Pressure Control System (CPCS)
failure
PRESSURE CMPTR FAIL CAS message

+
light on
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FIGURE 02-21-15-19 MANUAL PRESSURIZATION CONTROL KNOB ADJUSTED

FIGURE 02-21-15-20 PRESSURIZATION OVERHEAD PANEL WITH PRESSU IN MAN MODE

FIGURE 02-21-15-21 ECS SYNOPTIC WITH PRESSURIZATION IN MANUAL MODE
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ACTION
RESULT
- Manual pressurization control knob set to
the white area
- PRESSU pushbutton in MAN mode
- Pressurization in manual mode
- Emergency outflow valve becomes the
master valve
- MAN status light in amber
Manual pressurization control knob adjusted
to reach target rate (turned counterclockwise
to decrease cabin altitude)
- Target rate is displayed in magenta
above the variometer scale (digital
readout) and on the left-hand side of the
scale (pointer)
- Target altitude is pointed in magenta on
the left side of the altitude scale
- Effective cabin altitude rate is indicated
on rate display
CAS MESSAGES
CABIN ALTITUDE
Cabin altitude above 9,700 ft (or landing field
elevation +1,700 ft limited to 14,500 ft in case of T/O
or landing above 8,000 ft)
CABIN PRESSURE TOO HIGH

cabin above 9.44 psi (651 mb)
CABIN SELECT LAND ELEV
No landing field elevation selected when starting
descent
CHECK CABIN ALTITUDE Cabin altitude above 8,200 ft
PRESSURE CMPTR FAIL Cabin Pressure Controller failure
CHECK CABIN RATE
Cabin pressure rate of change lower than
- 1,200 ft/min or above + 1,200 ft/min
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02-22 ATA 22 AUTO FLIGHT
02-22-05 GENERAL
Introduction
02-22-10 DESCRIPTION
Automatic flight control system interface
Automatic flight control system operation
Automatic flight control system modes
Autopilot CAT II approach
02-22-15 SPEED PROTECTION MODE
Introduction
Definitions
General rules for speed protections
Speed protection modes with autopilot on
Speed protection modes with autopilot off
Speed protection modes without mode on the FMA
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INTRODUCTION
The Falcon 2000EX EASy Automatic Flight Control System (AFCS) is composed of:
- 2 Flight Director (FD) and 2 AutoPilot (AP) systems,
- 1 Thrust Director (TD) and 1 Auto-Throttle (AT) systems, 2 Yaw Damper (YD) and 2 Mach
Trim (MT) systems.
The AFCS elaborates orders in path and roll axis. These orders are displayed on the Attitude
Director Indicator (ADI), on the Head-up Guidance System (HGS, optional), and identified as
Flight Director (FD) orders.
The AFCS elaborates also a thrust order, displayed on the ADI, on the HGS (optional), and
identified as Thrust Director order.
When AP and AT are engaged, electric servo-motors are connected to:
- the flight controls via a clutch, so that the airplane will follow the FD orders,
- the power levers cables so that the engines will follow the TD orders.
Flight Director (FD) and AutoPilot (AP) can operate in:
- basic mode (ROLL and PATH),
- superior modes:
o Lateral NAVigation (LNAV),
o Heading / Track (HDG / TRK),
o APProach (APP),
o ALTitude (ALT),
o Altitude SELection (ASEL),
o CLimB (CLB),
o Vertical Speed (VS),
o Vertical NAVigation (VALT, VCLB, VPTH, VASEL, VGP),
o Glide Slope (GS).
Thrust Director (TD) and Auto-Throttle (AT) can operate in:
- speed / Mach mode,
- thrust mode.
The FD can also operate in the following specific modes:
- Go-Around (GA),
- windshear (not available).
The Automatic Flight Control System (AFCS) also automatically trims the airplane in pitch and
compensates for pitch variation during deployment of slats, flaps and airbrakes.
Whatever vertical modes selected, when AP is engaged, pitch is automatically limited to +/-
20.
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FIGURE 02-22-05-01 THRUST DIRECTOR - FLIGHT DIRECTOR
When engaged, the AT generate the appropriate synchronized power settings on the two
engines, with respect of engine and airplane flight envelope limitations (max / min N1, VMO /
MMO) or specific speed references.
The TD is associated to the speed bug set through the GP in MAN mode or by the FMS in
FMS mode.
FD and TD can be selected to be displayed or not on ADI by pressing on the relevant FD/TD
pushbuttons on the Guidance Panel (GP). When they are selected, a green ON symbol is lit
on the pushbutton. When the FD and/or TD commands are invalid, a red flag is displayed on
both ADI and FD and TD are dropped from displays.

FIGURE 02-22-05-02 FMA AREA
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AP and AT modes status (armed, engaged) and their references are displayed on the Flight
Mode Annunciator (FMA) on each ADI, according to the EASy color code. Only one vertical
AP mode and one lateral AP mode may be active at the same time. However, one vertical
armed and one lateral armed modes can be simultaneously selected, for example when APP
(approach mode) is armed, LOC and GS are armed.
Activation of the Touch Control Steering (TCS) function allows the crew to manually set a new
reference attitude and path without disengaging the AP. When the TCS pushbutton (on the
yoke) is depressed, the AP servomotors are disengaged allowing the pilot to fly the airplane.
Release of the TCS button will re-engage the AP servomotors. The FD will synchronize on the
new reference values or return to its previous target, depending on previous active modes.
When AP is not engaged, an automatic Mach trim increases manual longitudinal stability of
the airplane at high Mach numbers (above 0.77) by adjusting the horizontal stabilizer position
as Mach number is changing.
Mach trim is automatically engaged at airplane power up and cannot be manually
disengaged.
With the Mach trim system engaged, the normal trim can be used at any time to adjust the
stabilizer position. Once the normal pitch trim switch is released, the Mach trim system will
resume its operation.
When AP is engaged, an auto-trim is provided by the AFCS.
A Yaw Damper (YD) independent from the AP provides automatic stabilization in yaw during
manual handling of the airplane, and turn coordination during AP operation.
NOTE
FD and/or TD orders can also be flown manually (AP and/or AT disengaged, lateral and vertical
modes remain active).
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AUTOMATIC FLIGHT CONTROL SYSTEM INTERFACE
AFCS (Autopilot and Auto-Throttle) is managed:
- on the instrument panel,
o the Guidance Panel (A) gathering all AFCS mode controls and indications,
o the Flight Mode Annunciator (B) providing status of AFCS mode operation (B and C).
- on the yoke (D),
o the AutoPilot (AP) quick disconnect pad,
o the Take-Off Go Around (TOGA) pushbutton,
o the Touch Control Steering (TCS) pushbutton.
- on the throttles of engines No 1 and 2,
o the AT (E) quick disconnect pushbuttons.

FIGURE 02-22-10-00 AFCS CONTROLS
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FIGURE 02-22-10-01 GUIDANCE PANEL
The AFCS functions are hosted in the Modular Avionics Unit (MAU). The EASy installation
contains two AFCS. The standard dual configuration can provide both manual and automatic
reversion and interface capabilities sufficient to maintain full AFCS functionality, despite the
absence of the other AFCS (due to failure). The fail operational design of the AFCS provides
automatic reversion following in-flight failure of an MAU, except for the servo-motor failures:
after a servo-motor failure, there is a transfer in priority AFCS, but the engagement of the 2nd
AFCS is inhibited. The reversion is annunciated to the crew, but will result in no changes to
the mode selection or engage status except for servo-motor failures.
AUTOMATIC FLIGHT CONTROL SYSTEM OPERATION
PILOT FLYING (PF) SIDE SELECTION

FIGURE 02-22-10-02 AP / YD / PF AREA
PILOT SIDE (PF) pushbutton (on the GP). The selected side is indicated by a green light on
the left or right side of the pushbutton (LH by default), and by an horizontal arrow in the
middle of each Flight Mode Annunciator (FMA) of each ADI.
NOTE
At power on, LH side is selected by default.
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The following sensors and equipment selected on the PF side are used by the AFCS for
computations:
- Air Data System (ADS),
- Inertial Reference System (IRS),
- Flight Management System (FMS).
During the PILOT SIDE selection change, AP/FD modes are automatically de-selected and
they must be selected again.
NOTE
We can observe that after a PILOT SIDE change, non-engaging of LNAV,VNAV modes.
In this case, it is recommended to respect a waiting period (about 30 sec) before a new
selection of these modes.
AP ENGAGEMENT

FIGURE 02-22-10-03 AP PUSHBUTTON
Engagement of the AP is achieved through depression of the AP pushbutton on the GP.
When engaged, ON is illuminated in green on the AP pushbutton and a green AP symbol is
displayed at the top center of each FMA.
When AP is engaged, the horizontal and vertical modes are displayed in reverse video on
the FMA. With this symbology, pilots are immediately warned about the status of the
AutoPilot.
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AP DISENGAGEMENT
Normal AP disconnect
- Quick disconnect pad on the yoke (one push),
- AP pushbutton on the GP,
- Go-Around pushbutton (one push).

FIGURE 02-22-10-04 AUTOPILOT DISENGAGEMENT (RH)
AP disconnect
- Normal or emergency stabilizer trim command,
- Overriding action on the yoke (force disconnection),
- AP 1 and 2 failure,
- Stall warning.
NOTE
When triggered, continuous aural AutoPilot warning and AP red symbol flashing on the FMA
remains active as long as there is no push on the quick disconnect pad.
TCS pushbutton (push and maintain): when the TCS pushbutton (on the yoke) is
depressed, the AP servomotors are disengaged but the AP is not properly speaking
disconnected.
YD ENGAGEMENT / DISENGAGEMENT
The Yaw Damper is automatically engaged on the ground after successful completion of the
AFCS power up test or in-flight upon AP engagement, or by pressing the YD pushbutton
(the ON caption on the pushbutton illuminates in green).
YD disengagement will disengage AP, but AP disengagement will not disengage the YD.
YD failure will not disengage the AP.
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AUTO-THROTTLE ENGAGEMENT / DISENGAGEMENT

FIGURE 02-22-10-05 AT PUSHBUTTON
Engagement / disengagement of the AT is achieved through depression of the AT
pushbutton on the GP, only when the airplane is flying above 400 ft Radio Altimeter. When
AT is engaged, the ON symbol on the AT pushbutton illuminates in green and a green A/T
symbol displayed at the top left corner of each FMA. When AT is engaged, the AT modes
are displayed in reverse video on the FMA.
AT can also be disengaged by:
- overriding the throttles (force disconnection),
- pressing the AT quick disconnect on engine #1 and/or #2 throttles,
- FADEC malfunction,
- pushing AT pushbutton on GP.
Whenever the AT is normally disconnected, the A/T symbol on the FMA will turn amber and
flash for 10 seconds. Upon abnormal disengagement (manual override, failure, or FADEC
malfunction) an "AUTO-THROTTLE" aural warning is triggered and the amber A/T symbol
flashes. The warnings stop when one of the AT Quick disconnect buttons is pressed.
NOTE
AP and AT must be disengaged at minimum used height.
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AUTOMATIC FLIGHT CONTROL SYSTEM MODES
LATERAL MODES

FIGURE 02-22-10-06 LATERAL MODES CONTROLS
The AFCS lateral modes are:
- Basic Roll mode (ROL),
- Heading or Track modes (HDG / TRK),
- Lateral Navigation mode (LNAV),
- APProach mode (APP).
Basic Roll mode
When AP is engaged and no FD modes are selected, the AP holds the airplane current
roll attitude. Depending on the roll condition upon AP engagement:
- roll hold when the airplane roll attitude exceeds 6, up to 28 max above 20,000 ft,
35 max below 20,000 ft,
- roll return to 0 when the roll attitude is between 6 and 3,
- heading hold when the roll attitude has remained lower than 3 for 10 seconds.
Roll angle can be modified through TCS function: up to 28 (above 20,000 ft) or 35 max
below 20,000 ft.
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Heading / Track modes
Heading (HDG) or Track (TRK) mode is selected with the outer rotary switch (outer ring)
on the GP, then engaged by pressing the HDG / TRK pushbutton, which displays a green
ON symbol. Heading or Track value is set with the inner rotary knob (inner ring) and
displayed (in degrees) on the digital readout just above the knob, on the FMA and on the
HSI.

FIGURE 02-22-10-07 HEADING OR TRACK MODE
When engaged, the AP captures and hold the heading or track corresponding to the bug
position. Turn will be initiated in the direction the heading bug was turned to (even for
changes of more than 180 but less than 360), at High or Low bank angle, as manually
selected on the AVIONICS window (AFCS Tab) or as automatically selected according to
current airplane altitude (High bank 28 below 30,000 ft (+/- 500 hysteresis), Low bank
14 above). Low bank symbol is displayed on the roll scale at the top of the ADI.
Pressing the PUSH SYNC rotary knob synchronizes selected heading or track value to
the current heading or track of the airplane.
NOTE
TRK mode is not available when pilot flying IRS parameters are not valid.
When activated, HDG or TRK mode can be disengaged automatically by AFCS logic (e.g. if
LOC mode is armed, there is an automatic transition from HDG / TRK mode to LOC mode) or
manually by pressing again on the HDG / TRK pushbutton (return to ROLL mode).
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Lateral navigation mode
Lateral navigation mode (LNAV) is selected by pressing the LNAV pushbutton, which
displays a cyan dot (LNAV armed) or a green dot (LNAV engaged), and accordingly the
FMA displays a cyan/green L NAV symbol. When LNAV is active, the FD will provide
lateral command to capture and hold the active leg of the flight plan. When engaged, the
AP will follow this FD lateral command and the roll will be automatically limited to 28.
LNAV can be automatically activated after a DIRECT TO a waypoint selection and after a
transition from ROLL / HDG / TRK to LNAV (for these last cases, the airplane trajectory
must be convergent to the considered flight plan leg).
When active, LNAV mode can be disengaged automatically by AFCS logic (e.g.
commutation from LNAV to LOC if APP was previously armed) or manually by pressing
the LNAV pushbutton or by selection of HDG or TRK mode.

FIGURE 02-22-10-08 LNAV AND ALT MODES
Approach mode
Approach mode (APP) is selected by pressing the APP pushbutton on the GP. A cyan
light (APP armed) or a green light (APP engaged) is then displayed on the pushbutton
itself. Accordingly the FMA displays LOC and G/S cyan / green indications for a precision
approach (ILS) or a LNAV and VGP indication for a non-precision approach.

FIGURE 02-22-10-09 LOC AND GLIDE ARMED

FIGURE 02-22-10-10 LOC CAPTURED AND GLIDE ARMED
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FIGURE 02-22-10-11 LOC AND GLIDE CAPTURED
When engaged, the APP mode allows the airplane to capture and follow a LOC beam.
This mode is similar to the LNAV mode but provides more accurate track monitoring. The
LOC can also be captured from ROL, HDG / TRK, LNAV lateral modes. When active,
APP mode can be disengaged automatically by AFCS logic (e.g. loss of sensors) or
manually by pressing the APP pushbutton.

FIGURE 02-22-10-12 APP LOC AND GLIDE CAPTURED-DUAL COUPLED
If Back Course has been selected on the Flight Management system window for the
arrival phase of flight, the AP mode selection engages the B/C lateral mode. In B/C
mode, the final descent to the runway can be performed in PATH or VS modes.
NOTE
When Back Course has been selected, it remains active until de-selection in FMW window
(ARRIVAL phase, STAR App tab).
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VERTICAL MODES

FIGURE 02-22-10-13 VERTICAL MODES CONTROLS
The AFCS vertical modes are:
- Basic Path mode (PATH),
- Altitude mode (ALT),
- Preset Altitude mode (ASEL),
- Climb mode (CLB),
- Vertical Speed mode (VS),
- Vertical Navigation mode (VALT, VCLB, VPTH, VASEL, VGP),
- Glide Slope mode (GS).
Basic Path mode
If no FD modes are displayed on the FMA, engaging the AutoPilot automatically selects
basic modes (ROLL and PATH). The PATH limits when AP is engaged are
+/- 17. AP engagement outside of these limits will bring back the airplane to a
commanded path at +/- 17. Within these limits, the path angle can be changed through
use of the PATH / VS thumb wheel, up and down (UP/DN), and also through TCS
function.

FIGURE 02-22-10-14 PATH MODE
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Altitude mode
Altitude mode (ALT) is selected manually by pressing the ALT pushbutton on the GP and
a green ON light is displayed, or automatically after capture of a Pre-selected Altitude
(ASEL). The AP if engaged will capture and hold the altitude. The FMA displays the
green ALT indication and the reference altitude along with the corresponding bug on the
altitude tape. Airplane response in ALT mode is limited to +/- 0.1 g or +/- 20 pitch angle.

FIGURE 02-22-10-15 ALT MODE
When active, ALT mode can be disengaged automatically by AFCS logic (e.g. Glide
Slope capture) or manually by pressing the ALT pushbutton.
Preset Altitude mode
Preset Altitude mode (ASEL) is automatically armed as soon as:
- a pre-selected altitude has been set, either manually (ASEL) or automatically
through the FMS (VASEL) using a VNAV mode,
- the airplane is climbing / descending towards the pre-selected altitude.
The reference pre-selected altitude value (or FL value when BARO setting is STD) is
displayed on the readout above the ASEL setting knob (1,000 feet or 100 feet
increments). This reference value and associated bug are also displayed on the FMA, on
top of the altitude tape. Depending on the selection made on the HSI menu, the ASEL
unit can be either ft or m.
When the AP has been engaged in normal conditions (except with active VGP or G/S
modes: in these cases, ASEL is ignored), it will capture and hold the reference with a
minimization overshoot:
- during climb, the capture phase is initiated when the pre-selected altitude is within
2,000 ft (0.8 g max) of current airplane altitude,
- during descent, the capture phase is initiated when the pre-selected altitude is within
10,000 ft (1.2 g max) of current airplane altitude.
If the current flight path is diverging from the ASEL reference or if the selected mode is
incompatible with ASEL logic, a CHECK ASEL message will be displayed on the FMA.
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Climb mode
Climb mode (CLB) is selected by pressing the CLB pushbutton on the GP, and a green
ON light is displayed on the pushbutton itself. When engaged, the AP will set and adjust a
climb path in order to follow the reference climb speed/Mach profile set manually by the
crew (SPEED knob) or automatically through the FMS (not available in initial
certification). The FMA displays the green CLB indication and speed bug (FMS or
manual) along the speed tape.

FIGURE 02-22-10-16 CLB MODE
When the speed reference has been manually set and the TCS is pressed, the speed /
Mach reference is synchronized to the current value when TCS is released.
Vertical Speed mode
Vertical Speed (VS) mode is selected by pressing the VS pushbutton on the GP and a
green ON light is displayed on the pushbutton itself. The FMA displays the VS indication
in green and the value of the vertical speed target in magenta. When VS is selected, all
other vertical AFCS modes can be armed, and a capture phase initiated by any of the
vertical modes de-selects the VS mode.

FIGURE 02-22-10-17 VS MODE
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When engaged, the AP will follow the vertical speed target. The reference vertical speed
is displayed on top of the vertical speed indicator on the right side of the altitude tape.
This reference vertical speed can be adjusted through the use of the VS/PATH wheel on
the GP. Each click on the wheel will change the vertical speed by +/- 100 ft/min. VS
reference can also be modified by pressing the TCS pushbutton, and synchronized to the
current vertical speed when TCS is released.
The maximum vertical speed commands are - 8,000 ft/min and + 6,000 ft/min.
Vertical Navigation mode
Vertical Navigation mode (VNAV) is selected by pressing the VNAV pushbutton on the
GP, and a cyan light (VNAV armed) or a green light (VNAV engaged) will be displayed.
The FMA will accordingly display the corresponding cyan/green mode/sub mode
indications. The FMS (necessarily selected as a source) will then send target values to
the AP to be used. FD modes for VNAV are VALT, VCLB, VPTH, VASEL, VGP:
- VALT: Transition to VALT automatically occurs upon VNAV mode capture of the
FMS pre-selected altitude or computed altitude (whichever is closer), or if the FMS
requests a direct transition to altitude hold. The reference altitude may also be
manually selected and in such case will have priority over the FMS computed
altitude.
- VCLB : when CLimB mode is operating, VCLB is selected by pressing the VNAV
pushbutton on the GP . It operates like the CLB mode except that guidance
commands are referenced to the FMS altitude and IAS/Mach values. Manually
selected speed reference can also be used in this mode. If a pre-selected altitude
has been manually set, this selection will override the FMS computed altitude if this
selected altitude value is below the FMS constraint.
- VPTH : it is selected by pressing the VNAV pushbutton on the GP. VPTH is only
active during descent and operate like VS mode. It is automatically engaged at the
TOD (Top Of Descent) if the ASEL is lower than the current altitude of the airplane.
To obtain a VPTH mode on a waypoint, it is necessary to have an altitude constraint
attached to this waypoint. If the ASEL is lower than the airplane current altitude, it is
possible to engage VPTH by performing a vertical DIRECT TO this waypoint.
- VASEL: this mode is armed as the ASEL mode is when the altitude constraint
attached to the waypoint is closer to the airplane current altitude than the ASEL.
VASEL mode operation status is displayed in the FMA only during capture phases. It
operates like PRESEL altitude mode.
Vertical mode
commanded
Vertical mode
commanded

FIGURE 02-22-10-18 VPTH MODE
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DESCRIPTION
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Glide Slope mode
Transition to Glide Slope mode (GS) from a VNAV mode occurs when the airplane gets
within the GS deviation limits with LOC captured. In the FMA the GS caption turns green.
Vertical Glide Path (VGP)
Not available.
ROTATION SYMBOL
The ROtation Symbol (ROS) is activated at power on by default.
In the vertical axis, the FD holds a fixed pitch (11). A ROS (ROtation Symbol) displayed in
the ADI and the HUD helps the pilot to set the right pitch after rotation.
Rotation symbol is removed 3 seconds after lift off.
NOTE
Do not use the TOGA pushbutton at take-off (temporary limitation).

FIGURE 02-22-10-19 ROTATION SYMBOL
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GO-AROUND MODE
The Go-Around mode (GA) is available when the airplane is airborne (weight off wheels) or
when airspeed is above 60 kt, by pressing the TOGA pushbutton on the yoke. This
disengages the AP and displays ROL and GA on the FMA.

FIGURE 02-22-10-20 GA REFERENCE
On the ADI:
- in the lateral axis lateral mode, the FD commands wings level until 140 kt are reached,
and then transition to heading hold,
- in the vertical axis, the FD commands a fixed pitch (11).
GA mode is de-selected when a new vertical mode is selected (PATH, VS, CLB or VCLB).
02-22-10 F2000EX EASY
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DESCRIPTION
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TOUCH CONTROL STEERING (TCS) RELEASE
FD MODES
BEFORE TCS ACTIVATION
FD MODES
AFTER TCS ACTIVATION
LNAV LNAV
HDG (XXX) HDG (XXX)
TRK (XYZ) TRK (XYZ)
ROL (X) ROL at TCS release (*)
LOC LOC
ALT (XXX ft) ALT at TCS release (XXX ft)
VS (XXX ft/min) VS at TCS release (YYY ft/min)
PATH (XX) PATH at TCS release (YY)
ASEL ASEL
CLB (XXX kt) Speed at TCS release (YYY kt)
G/S G/S
VGP VGP
VPTH VPTH

(*) refer to basic ROL mode

FIGURE 02-22-10-21 TCS HDG ALT
WINDSHEAR MODE (NOT AVAILABLE)
WindShear (WS) escape mode can be selected each time a Windshear condition is
detected by the Terrain Awareness and Warning System (TAWS) by pressing the TOGA
pushbutton on the yoke. This action disconnects the AutoPilot and changes the FD / TD
commands. FD and TD will thus provide vertical and thrust guidance to achieve the best
escape path. FD command, when followed, will maintain the IAS close to the stall speed. TD
command, when followed, will maintain the maximum take-off power.
Windshear mode is deselected upon selection of any other vertical mode.
F2000EX EASY 02-22-10
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AUTO-THROTTLE MODES
The Auto-Throttle is working in two different modes:
- speed mode,
- thrust mode.
Speed mode
In this mode, throttle positions will permanently be adjusted to maintain the selected
speed / Mach number.
Associated AP vertical modes are: ALT, VALT, VS, PATH, VPTH, GS, VGP, ASP.
In MAN speed, the reference target speed / Mach number (selected through action on the
PUSH CHG toggle button) will be displayed in the speed digital readout on the GP. On
FMS speed modes, dashes are displayed in the speed digital readout on the GP. The
FMA displays a green A/T SPD indication, the reference speed value and the associated
bug.
A speed reference bug can be:
- : MAN,
- : FMS,
- : tear-drop display when MAN / FMS speed < Low Speed Cue + 5.
The TD will provide a thrust command to capture and hold the reference speed / Mach
number. If reaching the reference speed / Mach number takes too long or is impossible, a
LIM amber indication will be displayed on the FMA (in the AT status area): to achieve the
target capture, PF action will be necessary (extend or retract airbrakes, change flaps
configuration, ).
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Thrust mode
In this mode, throttle positions are maintained constant.The AP maintains the speed by
adjusting the airplane pitch.
Associated AP modes are: CLB, VCLB, WS, TO, GA, Pitch Speed Protection (PSP),
throttle retard mode, and thrust reduction mode.
CLB, VCLB
In these modes, the maximum possible engine power setting is MAX CLIMB. The
engine power setting will be lower than MAX CLIMB when:
- in climb mode, the Auto-Throttle is smoothly set the thrust to complete the
climb. Typically for climbs with large altitude changes the throttles are moved
to the climb position (102 deg < PLA < 108 deg). If the amount of climb is less
than a calculated value, the Auto-Throttle shall set less than max climb power,
- on the ENG synoptic, cruise (CRU) is selected.
For more information, see CODDE 1 / ATA 70.
NOTE
In all these cases, the TD will command the appropriate engines setting.

Windshear, GA
The engine power setting is MAX TAKE-OFF power.
NOTE
The TD commands MAX TAKE-OFF power and Auto-Throttle must be disengaged.
Pitch Speed Protection (PSP)
This mode provides over speed protection and when activated engine power is set
at IDLE.
NOTE
The TD commands IDLE power.
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DESCRIPTION
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Throttle retard mode
When the AT is engaged and the airplane descending through 20 ft radio altitude,
the AT will retard throttles to IDLE, then disengage after touch down (WOW). The
FMA displays a green RTR symbol as the active N1 limit, until AT disengagement.
Thrust reduction mode
This mode is initiated by a HGS order entailing automatic throttles reduction during
flare out. AT displays and operation in this mode is the same as in the throttle retard
mode described above.
Auto-Throttle limits
N1 limit
The FMA displays a green N1 indication, and just below the active N1 limit:
- CRU, if the N1 upper limit is MAX CRUISE.
Speed limit
The upper speed limit is VMO / MMO and the lower speed limit is low speed cue.
NOTE
Automatic protection is not provided for VFE.
Auto-Throttle authority
The Auto-Throttle behaviour is not determined as for the Thrust Director.
For reasons of comfort, the AT does not follow directly the TD orders, which are intended
and optimized for a hand flying.
Voluntarily, the AT authority has been limited when the flight level change is not important
or when the rate of climb is still important (more than 5,000 ft/min).
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DESCRIPTION
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AUTOPILOT CAT II APPROACH
The EASy installation contains two dual Flight Directors.
This standard dual configuration and the fail operational design for the AFCS provide
automatic reversion and interface capabilities sufficient to maintain full AFCS functionality in
case of failure of one FD.
The reversion is annunciated to the crew via an advisory CAS message, but will result in no
changes to the mode selection or engage status.
Aproach mode (APP) is selected by pressing the APP pushbutton on the GP. Approach
Category must be selected in the Landing data base of the Flight Management Window.

FIGURE 02-22-10-23 GUIDANCE PANEL CONTROL
The AFCS enters dual sensor mode if the following conditions are met:
- both PDU display the same approach guidance source (ILS),
- both navigation sources are valid,
- both PDU indicate they are receiving the same radio frequency from the NAV receivers,
- both PDU receive radio information from independent radios.
Whilst operating in this dual sensor mode, the AFCS utilizes approach navigation data as
follows:
- the AFCS uses averaged deviation data as long as both sources are unflagged and
tracking (no miscompares detected),
- the AFCS reverts to single PDU status using the unflagged source, if one PDU or the radio
data is invalid,
- the AFCS reverts to single PDU status using the most reasonable source if both are
unflagged, but not tracking (miscompare detected).
If during the dual approach track mode, the displayed data on one of the two PDU become
invalid, the AFCS continues the approach using the valid data from the remaining PDU.
After a transition from dual approach track status, the AFCS reverts to the selected single
PDU status (couple) in effect prior to acquisition of dual PDU status.
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The AFCS receives radio altimeter information displayed on both PDU. The AFCS votes the
radio altitude data as long as both radio altimeters are unflagged and tracking (no
miscompare detected).

FIGURE 02-22-10-24 CAT II APPROACH SYMBOLS
For more CAT II conditions of operation, see AFM 2 (DGT88898) / ANNEX 2 and CODDE 2
(DGT88899 / Chapter 02 / SPECIAL NORMAL OPERATION / Operations.
02-22-10 F2000EX EASY
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F2000EX EASY 02-22-15
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DGT94085
ATA 22 AUTO FLIGHT
SPEED PROTECTION MODE
ISSUE 3


INTRODUCTION
The EASy system provides speed protection devices and associated warnings, in order to the
airplane staying within its normal flight envelope.
DEFINITIONS
LOW SPEED CUES (LSC)
At the bottom of the speed scale of the Attitude Director Indicator (ADI), two cues, one
amber and one red, are displayed at low speed. They are also displayed on the HUD
(optional).

FIGURE 02-22-15-00 LOW SPEED CUES ON ADI SPEED SCALE
Low speed cue (amber)
The amber low speed cue indicates an operational speed limit that includes preset stall
margins. The length of the amber low speed cue will vary when the airplane configuration
changes (SF1, SF2, SF3).
When the load factor is increased and auto pilot is off, the upper edge of the amber cue
will not move up.
02-22-15 F2000EX EASY
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ATA 22 AUTO FLIGHT
DGT94085


Stall warning cue
The upper edge of the red cue indicates the speed at and below which the stall warning is
activated in any flight phase and airplane configuration. When the load factor is increased
(e.g., during a turn), the upper edge of the red cue will move up. Therefore, at high load
factors, the amber cue may be hidden by the red cue.
Drift Down Index
The Drift Down Index (DDI) is only displayed in clean configuration. It indicates the speed
corresponding to the best glide slope in clean configuration.
HIGH SPEED PROTECTIONS
As for the Low Speed Cues, indications of overspeed are displayed at the top of the speed
scale of the Attitude Director Indicator (ADI) and the HUD.
VMO / MMO
The VMO / MMO limitation is represented by a red cue with white stripes, displayed at the
top of the speed scale.
The manual speed bug cannot be positioned above VMO / MMO.

FIGURE 02-22-15-01 VMO / MMO ON THE ADI SPEED SCALE
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ISSUE 3


GENERAL RULES FOR SPEED PROTECTIONS
At speed protection activation an aural warning is triggered. The speed protection
engagement will depend on the status of the autopilot and auto-throttle:
- if the autopilot and the auto-throttle are engaged, the system is configured to stay within
the normal speed flight envelope,
- if the autopilot is engaged and the auto-throttle is not engaged, the auto-throttle will
automatically be engaged when speed protection conditions are triggered,
- if the autopilot and the auto-throttle are not engaged, there is no automatic engagement of
autopilot and auto-throttle when speed protection conditions are triggered. It is crew
responsibility to make the appropriate maneuvers. Whether autopilot modes are displayed
in the Flight Mode Annunciator (FMA) or not, the system automatically displays the Flight
Director (FD) and Thrust Director (TD) orders on both ADI to guide the crew in re-entering
the normal speed flight envelope.
In particular, there is no speed protection:
- when flying above a Velocity Constraint (VFE, PITCH FEEL, AIL FEEL, ...),
- when flaps are extended; only a continuous FLAPS voice message is triggered when the
airplane is flying above VFE.
WARNING
EVEN WHEN SPEED PROTECTION MODE IS ACTIVE (AP ON, AT ON), IF SPEED
REACHES THE RED LOW SPEED CUE, A CONTINUOUS "STALL" AURAL WARNING
WILL BE TRIGGERED AND THE AUTOPILOT WILL AUTOMATICALLY DISENGAGE.
THE CREW WILL HAVE TO MANUALLY RE-ENTER THE NORMAL SPEED FLIGHT
ENVELOPE.
02-22-15 F2000EX EASY
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ATA 22 AUTO FLIGHT
DGT94085


SPEED PROTECTION MODES WITH AUTOPILOT ON
AUTO-THROTTLE SPEED PROTECTION (ASP)
Engagement
The Auto-throttle Speed Protection (ASP) mode is automatically engaged each time the
airplane is flying outside of the normal speed flight envelope, when the AutoPilot is
engaged and the Auto-Throttle is not engaged:
- low speed ASP is engaged when speed is below the amber Low Speed Cue (LSC)
top edge value,
- high speed ASP is engaged when speed is above VMO / MMO.
WARNING
THERE IS NO AUTO-THROTTLE SPEED PROTECTION (ASP) MODE WHEN:
- IN TAKE-OFF (T/O), GO-AROUND (GA), AND WINDSHEAR (WS) MODES,
- FLYING MANUALLY WITHOUT ANY MODES ON THE FMA.
When the ASP is activated, the Auto-Throttle engages and adjusts engine power to follow
Thrust Director (TD) orders calculated by the system in order to maintain speed at the
upper edge value of the amber Low Speed Cue (LSC) or at VMO or MMO.
NOTE
When AT is engaged and in speed capture phase (target speed is significantly different from
the current speed), TD progressively coincide with acceleration chevrons.
After ASP activation, the reference speed for the Auto-Throttle mode is represented by a
magenta tear drop bug at the upper edge of the amber Low Speed Cue or at the lower
edge of the VMO / MMO cue. The Auto-Throttle mode is changed to protection mode and
a PROT indication will appear on the Flight Mode Annunciator (FMA). Thus, the ASP
controls the throttle positions to reach and maintain speed at the tear drop bug level. In
the example given below, the tear drop is superimposed with the speed bug set at VMO /
MMO.
NOTE
ERRONEOUS INDICATION:
PROT indication (ASP) is cancelled by moving the throttles.
(ASP logic will be modified for the next certification).
F2000EX EASY 02-22-15
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ATA 22 AUTO FLIGHT
ISSUE 3


FIGURE 02-22-15-02 HIGH SPEED ASP MODE ENGAGED

FIGURE 02-22-15-03 LOW SPEED ASP MODE ENGAGED
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ATA 22 AUTO FLIGHT
DGT94085


Auto-Throttle Speed Protection mode disengagement
The ASP is disengaged when:
- the normal speed flight envelope has been re-entered, and
o the speed bug is moved, or
o the AT is disengaged.

FIGURE 02-22-15-04 DISENGAGEMENT OF THE ASP MODE
PITCH SPEED PROTECTION (PSP)
Engagement
The Pitch Speed Protection (PSP) mode can be activated in every vertical mode other
than ASEL, ALT, VALT, G/S, TO, GA, WS and VGP and it will protect the airplane from
overspeed only. It is automatically activated when the ASP is not able to make the
airplane re-enter within the limits of the normal speed flight envelope.
NOTE
In ASEL, ALT, VALT, G/S, VGP modes, holding the path is considered more important than
speed control so PSP is not available in these modes. PSP is not available for low speeds.
The PSP is always activated after ASP engagement. In that case, the vertical AutoPilot
mode is automatically changed (PROT indication in the Flight Mode Annunciator FMA).
Then, when the PSP is activated, two PROT modes is displayed in the FMA (one for ASP
as AT mode and one for PSP as vertical AP mode).
When the PSP is activated, the AutoPilot will track a nose up Flight Director (FD)
command, calculated by the system. The AutoPilot maintains speed at the tear drop bug
level (VMO / MMO); in the same time, engines are maintained at idle power.
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ISSUE 3


NOTE
ERRONEOUS INDICATION:
When descending after ASP / PSP activation at MMO, the tear drop bug label (MMO .xxx)
becomes misleading when VMO replaces MMO. (Label logic will be modified for the next
certification).

FIGURE 02-22-15-05 ASP AND PSP MODE ENGAGED
PSP mode disengagement
The PSP is disengaged when:
- the normal speed flight envelope has been re-entered, and
o the speed bug is moved, or
o the PATH wheel is moved, or
o one of FD vertical modes is selected.

FIGURE 02-22-15-06 DISENGAGEMENT OF THE PSP MODE
02-22-15 F2000EX EASY
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ATA 22 AUTO FLIGHT
DGT94085


SPEED PROTECTION MODES WITH AUTOPILOT OFF
Even with the autopilot disengaged, the system warns the crew when the airplane is flying
outside the normal speed flight envelope.
AUTO-THROTTLE SPEED PROTECTION (ASP) MODE
As for ASP, the system provides low speed cues, tear drop bug, VMO / MMO cue, ... It will
also automatically display on both ADI, the Thrust Director (TD) and Flight Director (FD)
commands that will help the crew making the airplane re-enter the normal speed flight
envelope.

FIGURE 02-22-15-07 FD AND TD DISPLAY IN ASP MODE WITH AP OFF (LOW SPEED)
To disengage the mode, once the normal speed flight envelope has been re-entered, set the
speed bug within the normal speed flight envelope or move the speed bug if it was in the
normal speed flight envelope.
PITCH SPEED PROTECTION (PSP) MODE
On the same way, at high speed, the PSP mode will engage and display the Flight Director
(FD) and Thrust Director (TD) commands to be manually followed.
To disengage the mode, once the normal speed flight envelope has been re-entered, turn
the PATH wheel on the Guidance Panel (GP) in the appropriate direction.

FIGURE 02-22-15-08 FD AND TD DISPLAY IN PSP MODE WITH AP OFF
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ISSUE 3


SPEED PROTECTION MODES WITHOUT MODE ON THE FMA
When flying without any modes on the Flight Modes Annunciator (FMA), the ASP mode will
display the TD command to be manually followed.
To disengage the ASP mode, once the normal speed flight envelope is manually re-entered,
move the speed bug in the appropriate direction. The PROT indication in the auto-throttle
mode area will disappear.

FIGURE 02-22-15-09 TD DISPLAY IN ASP MODE WITHOUT MODES ON THE FMA
02-22-15 F2000EX EASY
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ATA 22 AUTO FLIGHT
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F2000EX EASY 02-22-20
CODDE 1 PAGE 1 / 2
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ATA 22 AUTO FLIGHT
ABNORMAL OPERATION
ISSUE 3


CAS MESSAGES
CAS MESSAGES DEFINITION
AP .. FAIL On ground, indication of AP (1/2) failure
MT FAIL Failure of Mach trim function
PITCH MISTRIM Pitch mistrim is detected with AP engaged
ROLL MISTRIM AFCS function has detected lateral / direction mistrim
YD .. FAIL On ground, YD function is failed
AP .. FAIL In-flight, indication of AP (1/2) failure
AP-ON GROUND INHIBITED
AP engagement is inhibited due to A/C being on
ground
AP-SW ACTIVE INHIBITED AP engagement is inhibited due to AP switch stucked
AP-TCS INHIBITED
AP engagement is inhibited due to AP being Touch
Control Steering (TCS) switch stucked
AP-TOGA INHIBITED
AP engagement is inhibited due to AP being Take-off
/ Go-Around (TOGA) switch stucked
AP TRIM INHIBITED
Inhibition of the auto trim due to pilot overriding the
control column
AT .. FAIL
Auto-Throttle software has failed or Auto-Throttle is
not available
CAT 2 NOT AVAILABLE Approach CAT 2 not available
CHECK ADS SOURCE
Approach CAT 2 is selected and crew must verify the
ADS parameters
CHECK BARO SETTING
Approach CAT 2 is selected and crew must verify the
baro setting value
CHECK COPILOT NAV
Approach CAT 2 is selected and RH NAV source in
not LOC 2
CHECK ILS FREQ
Approach CAT 2 is selected and ILS frequencies are
different between LH and RH
CHECK IRS SOURCE
Approach CAT 2 is selected and the same IRS is
displayed on both PDU
CHECK PILOT NAV
Approach CAT 2 is selected and LH NAV source in
not LOC 1
ENGAGE AP
Approach CAT 2 is selected and RADH is set below
200 ft and AP is not engaged
G/S NOT CAPTURED
Approach CAT 2 is selected and and the active
vertical mode is not GS
G/S NOT RECEIVED
Approach CAT 2 is selected and one GS deviation
pilot or copilot is invalid
02-22-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ATA 22 AUTO FLIGHT
ABNORMAL OPERATION
DGT94085


LOC NOT RECEIVED
Approach CAT 2 is selected and LH LOC deviation or
RH LOC deviation is invalid
RA NOT RECEIVED
Approach CAT 2 is selected and radio Altimeter is
invalid (Second RA is optional)
REVERT IRS
Approach CAT 2 is selected and one IRS data on LH
or RH is invalid
REVERT RAD ALT
Approach CAT 2 is selected and a displayed RA is
invalid In dual RA configuration.
PITCH TRIM FAIL Autopilot pitch trim has failed
STAB EMERGENCY
Stabilizer emergency trim has been used, normal
control circuit breaker is tripped
YD .. FAIL In-flight, Yaw Damper function is failed

F2000EX EASY 02-23-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 23 COMMUNICATION
TABLE OF CONTENTS
ISSUE 3


02-23 ATA 23 COMMUNICATION
02-23-05 GENERAL
Introduction
Sources
Communication interface
Circuit breakers
02-23-10 VHF RADIO
Introduction
VHF tuning
Receiving
Transmitting
Interphone plug jacks
Abnormal operations
02-23-15 HF RADIO
HF tuning
HF modes
Receiving
Transmitting
02-23-20 RADIO-NAVIGATION
Introduction
NAV (ILS / VOR / DME-VOR / VORTAC and TACAN)
ADF
ADF modes
02-23-30 CMF/AFIS
Introduction
Status/config tab
Winds tab
Tem Wx tab
Sigmet tab
Rx Msg tab
Tx Msg tab
02-23-00 F2000EX EASY
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ISSUE 3
TABLE OF CONTENTS
DGT94085


02-23-35 ABNORMAL OPERATION
CAS messages

F2000EX EASY 02-23-05
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DGT94085
GENERAL
ISSUE 3


INTRODUCTION
The present relates to radio-communications (VHF, HF), radio-navigation (NAV, ADF, DME)
and CMF/AFIS (optional).
For ATC/TCAS, refer to CODDE1 / Chapter 02 / ATA 34 - 70 - Surveillance
The communication system management can be done through controls located on the
Guidance Panel (GP), the Cursor Control Device (CCD), the Multifunction Keyboard (MKB)
and the AUDIO panel.
Radio indications are displayed on both Primary Display Units (PDU) in two dedicated areas,
the Permanent Radio Bar (PRB) in the lower right hand corner of the Horizontal Situation
Indicator (HSI), and the RADIOS page which appears on request in the 1/6 lower of the PDU.
CMF/AFIS is displayed on the either Multifunction Display Unit (MDU) in the 1/3 window. Only
one CMF/AFIS window is allowed in a MDU at a time.
The F2000EX EASy basically features two independent sets of equipment:
- Set 1 including VHF 1, HF 1, NAV 1, DME 1, ADF 1, ATC 1,
- Set 2 including VHF 2, HF 2, NAV 2, DME 2, ADF 2, ATC 2.

02-23-05 F2000EX EASY
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GENERAL
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F2000EX EASY 02-23-05
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DGT94085
GENERAL
ISSUE 3


SOURCES
ELECTRICAL SOURCES
The radio system is fed by a 28V / 25A DC source through four buses: set 1 is powered
through buses A1 and A2 and set 2 is powered through buses B1 and B2.
The AUDIO panels are powered through bus A2 for the left hand and the third crew member
AUDIO PANEL, and through bus B2 for the right hand AUDIO PANEL.
Operations on mini-load provide full functionality of the entire radio Set 1, VHF 2 and HF 2.
ANTENNAS
The following Figure shows the different antennas used by the radio-communication, radio-
navigation and radio-surveillance systems, and their respective location.

FIGURE 02-23-05-01 ANTENNAS
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ISSUE 3
GENERAL
DGT94085


COMMUNICATION INTERFACE
PERMANENT RADIO BAR
The permanent radio bar offers all the primary functions for the radio. Secondary radio
functions can be found in the 1/6 RADIOS window.
Radio
annunciator
field
VHF
annunciator
field

FIGURE 02-23-05-02 PERMANENT RADIO INFORMATION
The permanent radio bar is graphically divided into three fields:
- On-side primary VHF COM is permanently displayed at the top field of the bar, between
VHF1 or VHF3 if installed.
- SQ, TX and 25 annunciators are displayed when respectively SQ is de-selected, Radio
is transmitting and 25 Khz spacing is selected.
The middle field provides a space to display a pilot selected radio among all the installed
radios (NAV, ADF, HF, except VHF).
- Active frequency is displayed in green with station ident while preset frequency is
displayed cyan, except for ADF where only active frequency is displayed,
- When HF is selected, annuciator fields displays TX for Transmit Status, Emission
selection of UV, LV, AM, LD or UD, Duplex for duplex mode, and SQ for Squelch
Selection.
- When NAV is selected, annunciator field displays either AUTO when FMS auto-tuning is
active or H with held frequency,
- When ADF is selected, annunciator field displays either ADF, ANT, BFO or Voice.
Active ATC and TRANSPONDER code are displayed permanently in the bottom field of the
bar. Indications are ALTOF, ALTON, STBY, TA/RA and TA only.
RADIOS WINDOW
RADIOS window provides access to:
- selecting any of the radio tuning (VHF, HF),
- selecting NAV/ADF frequencies,
F2000EX EASY 02-23-05
CODDE 1 PAGE 5 / 12
DGT94085
GENERAL
ISSUE 3


- selecting ATC/TCAS mode,
- selecting SATCOM (option).

FIGURE 02-23-05-03 RADIOS WINDOW TAB SELECTION
For ATC/TCAS, refer to CODDE 1 / Chapter 02 / ATA 34 - 70 - SURVEILLANCE.
RADIOS SHORTCUTS ON THE MKB
MKB radios short-cuts provide a very quick and convenient way to access the desired
on-side radios. Pressing one of the MKB radios short-cuts directly pops-up the
corresponding radio in the Radio Bar and positions the cursor on it, except for HF. The HF
short-cut pops up the 1/6 radio window on the HF tab.
Then, with the CCD cursor positioned on the dedicated field, tune the frequency (preset) by
rotating the knob on the CCD base and swap between active and preset frequencies by
clicking the <ENTER> pushbutton of the CCD.
It is also possible to tune by dialing the frequency on the MKB then pressing the ENTER
pushbutton to validate, and to swap between active and preset frequencies by pressing the
SWAP key on the MKB.
NOTE
For primary VHF COM, preset frequency can be directly modified using the dedicated on-
side tuning knob and the SWAP pushbutton located on the GP.
In degraded two displays configuration, if HSI window is not displayed, 1/6 RADIOS window
pops-up and cursor is positioned on the corresponding field when using MKB radios
short-cuts.
AUDIO PANEL
Two AUDIO panels are located on the pedestal and gather all the required controls for the
following primary functions:
- selecting radio-communication sets (for transmitting / receiving),
- selecting radio-navigation systems,
- setting the intercom system for each crew member,
- setting the radio volume.
A third AUDIO PANEL is available for a third crew member as an option.
02-23-05 F2000EX EASY
PAGE 6 / 12 CODDE 1
ISSUE 3
GENERAL
DGT94085


FIGURE 02-23-05-04 AUDIO PANEL
Audio Panel controls
PUSHBUTTON
CORRESPONDING
RADIO DEVICE OR
FUNCTION
CHARACTERISTICS

VHF COM 1, 2
and 3 (Option)

Selects transmission (upper pushbutton) and
reception (lower pushbutton) of VHF COM

SATCOM
Selection SATCOM communications
(Optional)

PUBLIC ADDRESS
Allows the crew to address the passengers.
Deselects transmission of the currently
selected COM.

NAV 1 and 2 Selects reception of NAV1 and NAV2

ADF 1 and 2 Selects reception of ADF1 and ADF2

VOICE for VOR, ADF
and DME
VCE is a filter for VOR and DME, which
lowers the Morse code audio level transmitted
by the ground station. Only voice is audible
F2000EX EASY 02-23-05
CODDE 1 PAGE 7 / 12
DGT94085
GENERAL
ISSUE 3


PUSHBUTTON
CORRESPONDING
RADIO DEVICE OR
FUNCTION
CHARACTERISTICS
(ATIS for example) when VCE is selected

DME 1 and 2 Selects DME1 and DME2

MARKER
Selects MKR listening (MKR). Marker sound
can be muted (MUTE) for a few seconds, after
which it will automatically revert to the normal
sound level

PHONE
Phone management communications
(planned for third certification)

COCKPIT VOICE
RECORDER
Selects CVR listening (CVR) or erasing
(ERS).
For more information, refer to ATA 31

SIDE TONE
Adjusts micro feedback transmissions to
speaker

SPEAKER
Selects communications hearings through the
speakers

INTERPHONE
Allows the crew member to hear the other
crew member transmission in his headsets

HEADPHONES
Selects communications hearings through the
headsets

GROUND
On the ground, allows the crew member to
hear the mechanic when plugged to the
airplane
02-23-05 F2000EX EASY
PAGE 8 / 12 CODDE 1
ISSUE 3
GENERAL
DGT94085


PUSHBUTTON
CORRESPONDING
RADIO DEVICE OR
FUNCTION
CHARACTERISTICS

BACKUP See sub-section 02-23-10

MICROPHONE See further in this section

Readout Display Displays volume level of the selected audio

Volume SET knob Sets sound level of the selected audio
AUDIO PANEL OPERATION
Reception
Each crew member selects the COM function he wants to listen to (through the
headsets or speakers) by pressing the corresponding circular pushbutton (in AUD
row of his AUDIO panel). When selected, the audio button will light up in green and
the corresponding audio level will appear in the readout display. The crew can
adjust the reception volume by rotating the SET knob on the right side of the
readout display.
After 30 seconds, the volume is automatically reverted to the headphones
adjustment level (HDPH indication on the AUDIO panel readout display).

FIGURE 02-23-05-05 VHF1 AUDIO SELECTION
F2000EX EASY 02-23-05
CODDE 1 PAGE 9 / 12
DGT94085
GENERAL
ISSUE 3


All the COM devices audio reception can be selected simulltaneously. To deselect
one of them, press again on the associated AUD pushbutton.
Transmission
To select a specific COM function (VHF, HF, SAT, PA) for transmission, each crew
member has to push on the corresponding rectangular pushbutton (in the MIC row
of his AUDIO panel), and the corresponding audio circular pushbutton will
automatically be activated. When selected, the two buttons are lit up in green.

FIGURE 02-23-05-06 VHF1 MIKE SELECTION
Only one COM transmitter set can be selected at a time, selecting another one will
disconnect the previously selected MIC selector. To deselect, press on the MIC
selector again.
To transmit through the selected COM device, the pilot can either use the Push-To-
Talk buttons (MIC) on the yoke or on the Cursor Control Device (CCD) base, or use
the handheld mike (stored on the front area of the yoke):

FIGURE 02-23-05-07 TRANSMITTING DEVICES
NOTE
Transmitting with handheld mike will automatically activates the speakers if not
selected.
02-23-05 F2000EX EASY
ISSUE 3
GENERAL
DGT94085


Operation with oxygen mask
This button (MIC) selects either the boom microphone (BOOM) or the mike mask
(MASK).
In case of use of the oxygen masks, this button must be depressed.

FIGURE 02-23-05-08 OXYGEN MASK EMISSION ON AUDIO PANEL
NOTE
When active, the transmission through the mask will automatically select the
speakers.

F2000EX EASY 02-23-05
DGT94085
GENERAL
ISSUE 3


- selecting NAV/ADF frequencies,
- selecting ATC/TCAS mode,
- selecting SATCOM (option).

FIGURE 02-23-05-08 RADIOS WINDOW TAB SELECTION
For ATC/TCAS, see CODDE 1 section ATA 34 -SURVEILLANCE.
QUICK ACCES TO ANY RADIO
MKB radios short-cuts provide a very quick and convenient way to access the desired on-
side radios. Pressing one of the MKB radios short-cuts directly pops-up the corresponding
radio in the Radio Bar and positions the cursor on it, except for HF. The HF short-cut pops
up the 1/6 radio window on the HF tab.
Then, with the CCD cursor positioned on the dedicated field, tune the frequency (preset) by
rotating the knob on the CCD base and swap between active and preset frequencies by
clicking the <ENTER> pushbutton of the CCD.
It is also possible to tune by dialing the frequency on the MKB then pressing the ENTER
pushbutton to validate, and to swap between active and preset frequencies by pressing the
SWAP key on the MKB.
NOTE
For primary VHF COM, preset frequency can be directly modified using the dedicated on-side
tuning knob and the SWAP pushbutton located on the GP.
In degraded two displays configuration, if HSI window is not displayed, 1/6 RADIOS window
pops-up and cursor is positioned on the corresponding field when using MKB radios short-
cuts.

02-23-05 F2000EX EASY
ISSUE 3
GENERAL
DGT94085


CIRCUIT BREAKERS

FIGURE 02-23-05-07 COM - NAV CIRCUIT BREAKERS
F2000EX EASY 02-23-10
CODDE 1 PAGE 1 / 12
DGT94085
VHF RADIO
ISSUE 3


INTRODUCTION
The VHF1, VHF2 and VHF3 (optional) are set and tuned by using one of the three sets of
controls located on the Guidance Panel (GP), the Cursor Control Device (CCD) and the
Multifunction KeyBoard (MKB).
VHF spacing can be set to 25 kHz or 8.33 kHz.
The VHF3 is a third VHF COM, usable for voice communication and for datalink (optional).
VHF TUNING
TUNING THROUGH THE GUIDANCE PANEL (GP)
The easiest and fastest way of tuning the VHF radios is through the Guidance Panel (GP)
VHF knobs. This access is the most appropriate when many frequency changes must be
done in a short period of time.
LH and RH
VHF tuning

FIGURE 02-23-10-00 VHF CONTROLS ON THE GUIDANCE PANEL
Each crew member has his own controls: one rotary knob and one swap pushbutton,
dedicated to his respective VHF set. Only the onside VHF can be tuned by this knob, VHF1
(and VHF3) on LH side, VHF2 (and VHF3) on RH side. The VHF settings appears in the
upper part of the Permanent Radio Bar of the corresponding crew member's Horizontal
Situation Indicator (HSI).
02-23-10 F2000EX EASY
PAGE 2 / 12 CODDE 1
ISSUE 3
VHF RADIO
DGT94085


FIGURE 02-23-10-01 PERMANENT RADIO BAR ON HSI
VHF tuning through the Guidance Panel (GP) is done without positioning the CCD cursor in
the VHF field on the Permanent Radio Bar (PRB):
- rotating the outer ring of the VHF knob sets the frequency units and the inner ring the
decimals,

FIGURE 02-23-10-02 FREQUENCY CHANGE
- the 8.33 / 25 pushbutton on the VHF knob allows the crew to toggle between a 8.33 and
a 25 kHz frequency spacing (when pressing the button during more than 2 s),
NOTE
Only preset frequency can be tuned. To become active, it has to be swapped with the active
frequency
F2000EX EASY 02-23-10
CODDE 1 PAGE 3 / 12
DGT94085
VHF RADIO
ISSUE 3


- pressing the SWAP pushbutton will swap preset and active frequencies of the selected
VHF.

FIGURE 02-23-10-03 FREQUENCY SWAPPING
TUNING WITH THE CCD AND MKB
VHF can also be managed through the CCD, either through the Permanent Radio Bar on
each Horizontal Situation Indicator (HSI), or through the RADIOS window on each Primary
Display Unit (PDU).
Permanent Radio Bar (PRB)
VHF field
The VHF field on the Permanent Radio Bar can be customized independently on
each PDU to display VHF1 (only on the left PDU) or VHF2 (only on the right PDU),
or VHF3 (option) active and preset frequencies, by selecting the desired VHF on
the VHF pull down menu.

FIGURE 02-23-10-04 VHF FIELD MENU ON LH PRB
NOTE
At power up, the VHF field on the left hand Permanent Radio Bar will be configured with VHF1
and the one on the right hand PRB with VHF 2.
02-23-10 F2000EX EASY
PAGE 4 / 12 CODDE 1
ISSUE 3
VHF RADIO
DGT94085


Managing VHF on the VHF field
To set the frequency (preset):
- place the CCD cursor on the VHF field of the Permanent Radio Bar,
- tune by rotating the knob on the Cursor Control Device base (outer ring for
units and inner ring for decimals), or
- tune by dialing the frequency on the Multifunction KeyBoard and pressing
ENTER to activate it,

FIGURE 02-23-10-05 FREQUENCY TUNING ON THE PRB
- swap on request between preset and active frequencies by clicking <ENTER>
on the CCD or pressing the SWAP key on the MKB.
NOTE
When tuning the frequency with CCD or MKB, pressing SWAP on MKB directly
activates the new frequency.

FIGURE 02-23-10-06 FREQUENCY SWAPPING ON THE PRB
Pressing the VHF short-cut pushbutton on the Multifunction KeyBoard (MKB)
positions the CCD cursor on the VHF field of the Permanent Radio Bar.
F2000EX EASY 02-23-10
CODDE 1 PAGE 5 / 12
DGT94085
VHF RADIO
ISSUE 3


FIGURE 02-23-10-07 VHF SHORT-CUT ON THE MULTIFUNCTION KEYBOARD (MKB)
TUNING THROUGH THE RADIOS WINDOW
The RADIOS window is displayed on the lower window of each PDU.
The VHF page on the RADIOS window gathers frequency tuning as well as all the
secondary modes controls (squelch, transfer to cabin, ...).

FIGURE 02-23-10-08 VHF ON THE RADIOS WINDOW
To set the frequency (preset):
- place the CCD cursor on the desired VHF field
- tune by either rotating the knob on the Cursor Control Device base (outer ring for
units and inner for decimals) or dialing the frequency on the Multifunction KeyBoard
and pressing ENTER to validate:
02-23-10 F2000EX EASY
PAGE 6 / 12 CODDE 1
ISSUE 3
VHF RADIO
DGT94085


VHF
NAV/
ADF
ATC/
TCAS
HF SAT
VHF1
124.200
127.000 25
8.33
Squelch Spacing
VHF2
or
E F
K L
Q R
W X
SPACE SWAP
1 2 3
4 5 6
7 8 9
0
E
N
T
E
R
SHIFT
CLR
DEL
WX RADAR
Honeywell
PUSH SECT

FIGURE 02-23-10-09 FREQUENCY CHANGE ON THE VHF TAB
- Swap on request between preset and active frequencies by clicking <ENTER> on
the CCD or pressing the SWAP key on the MKB:
or
E F
K L
Q R
W X
SPACE SWAP
1 2 3
4 5 6
7 8 9
0
E
N
T
E
R
SHIFT
CLR
DEL
WX RADAR
Honeywell
PUSH SECT
VHF
NAV/
ADF
ATC/
TCAS
HF SAT
VHF1
124.200
127.000 25
8.33
Squelch Spacing
VHF2

FIGURE 02-23-10-10 FREQUENCY SWAPPING ON THE VHF PAGE
To toggle between 8.33 and 25 kHz frequency spacing, place CCD cursor on the Spacing
field and click <ENTER>. When 25 kHz spacing is selected, 25 appears at the top of the
corresponding VHF field.

FIGURE 02-23-10-11 25 KHZ FREQUENCY SPACING
F2000EX EASY 02-23-10
CODDE 1 PAGE 7 / 12
DGT94085
VHF RADIO
ISSUE 3


RECEIVING
As for transmission selection, each crew member will select the VHF COM he wants to listen
to by pressing on the corresponding AUD pushbuttons on the AUDIO panel.
To select or deselect the squelch (noise suppressor), place CCD cursor on the Squelch field,
and click <ENTER>. When squelch is off, amber SQ letters will appear above the frequency
box of the corresponding VHF on the RADIOS window and on the Permanent Radio Bar.

FIGURE 02-23-10-12 SQUELCH INDICATION
On the VHF page, cabin selection allows the audio of the VHF 2 to be heard in the cabin.

FIGURE 02-23-10-13 VHF 2 CABIN TRANSFER
02-23-10 F2000EX EASY
PAGE 8 / 12 CODDE 1
ISSUE 3
VHF RADIO
DGT94085


TRANSMITTING
The VHF mike selection is done on the AUDIO panel by pushing the corresponding MIC
selectors. To transmit, use the Push-To-Talk (MIC) buttons as described in previous sub-
section 02-23-05.
During transmission, TX is displayed:
- on the AUDIO panel readout display,
- on the Permanent Radio Bar (PRB) at the top of the corresponding VHF field,
- on the VHF page of the RADIOS window, at the top of the corresponding VHF field.

FIGURE 02-23-10-14 TRANSMISSION INDICATION OF VHF 1
F2000EX EASY 02-23-10
CODDE 1 PAGE 9 / 12
DGT94085
VHF RADIO
ISSUE 3


INTERPHONE PLUG JACKS
The GRND pushbutton is used to select/deselect the ground crew interphone system to the
on-side speaker and/or headset and selected microphone. After pressing the GRND
pushbutton, the volume is adjusted by rotating the knob.

FIGURE 02-23-10-15 NOSE WHEEL
02-23-10 F2000EX EASY
ISSUE 3
VHF RADIO
DGT94085


FIGURE 02-23-10-16 MAINTENANCE SERVICE COMPARTMENT
F2000EX EASY 02-23-10
DGT94085
VHF RADIO
ISSUE 3


ABNORMAL OPERATIONS
BACK UP
In case of loss of digital audio (NIM) or the AUDIO panel amplifier, a back up function can be
selected on the AUDIO panel. This function is an analog backup for VHF1 only. To activate
this function, simply press the BKUP selector to extend it, and monitor the reception volume
by rotating the extended button.

FIGURE 02-23-10-17 VHF1 BACKUP ON AUDIO PANEL
EMERGENCY FREQUENCY
In case of loss of radio controls or radio interface, automatic tuning of VHF1 to 121.5 MHz
will be obtained by pressing a guarded light pushbutton, whether VHF 1 is currently selected
or not. This button called VHF1 EMER is located right of the right hand Primary Display Unit
(PDU).
The guarded light pushbutton will turn amber after being pressed:

FIGURE 02-23-10-18 VHF 1 EMERGENCY GUARDED LIGHT PUSHBUTTON
02-23-10 F2000EX EASY
ISSUE 3
VHF RADIO
DGT94085


F2000EX EASY 02-23-15
CODDE 1 PAGE 1 / 6
DGT94085
HF RADIO
ISSUE 3


HF TUNING
HF tuning is done through the Cursor Control Device (CCD) and the Multifunction KeyBoard
(MKB), either on the Permanent Radio Bar or on the RADIOS window.
PERMANENT RADIO BAR (PRB)
To display the HF on the Horizontal Situation Indicator (HSI), simply select the desired HF
on the customized field of the Permanent Radio Bar within the pull down menu.

FIGURE 02-23-15-01 SELECTING THE HF ON THE RH PERMANENT RADIO BAR
RADIOS WINDOW
Exactly in the same way as for the VHF, enter the radios menu and select the HF tab with
the Cursor Control Device (CCD) to access the HF page.

FIGURE 02-23-15-03 HF PAGE ON THE RADIOS WINDOW
02-23-15 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 3
HF RADIO
DGT94085


The tuning and the swapping will be done through the Cursor Control Device (CCD) or the
Multifunction KeyBoard (MKB) the same way they will be for the VHF (except that this time
the inner knob will set the last two digits of the frequency and the outer the first ones).
NAV/
ADF
ATC/
TCAS
HF SAT
HF1
12035
15688
or
E F
K L
Q R
W X
SPACE SWAP
1 2 3
4 5 6
7 8 9
0
E
N
T
E
R
SHIFT
CLR
DEL
WX RADAR Honeywell PUSH SECT
VHF
Mode
SIMP
Squelch
MED
Power
MED
Emiss
UV

FIGURE 02-23-15-04 FREQUENCY CHANGE ON THE HF PAGE
NOTE
Only preset frequency can be tuned. To become active, it has to be swapped with the active
frequency.
or
E F
K L
Q R
W X
SPACE SWAP
1 2 3
4 5 6
7 8 9
0
E
N
T
E
R
SHIFT
CLR
DEL
WX RADAR Honeywell
PUSH SECT
NAV/
ADF
ATC/
TCAS
HF SAT
HF1
12035
15688
VHF
Mode
SIMP
Squelch
MED
Power
MED
Emiss
UV

FIGURE 02-23-15-05 FREQUENCY SWAPPING ON THE HF TAB
MKB SHORT-CUT
Pressing the HF short-cut on the Multifunction KeyBoard (MKB) will bring the CCD cursor to
the onside HF field on the RADIOS window.
F2000EX EASY 02-23-15
CODDE 1 PAGE 3 / 6
DGT94085
HF RADIO
ISSUE 3


ID
HSI RANGE
SECT
AUTO
STBY
OFF
OVRD
TILT
GAIN
WX RADAR
Honeywell
PUSH SECT
VHF HF SAT ATC ADF NAV
ATC
TCAS
TRFC CRS
SHOW DIRTO
TERR
INHIB
G/S
I NHIB
NAV/
ADF
ATC/
TCAS
HF SAT
HF1
12035
15688
VHF
Mode
SIMP
Squelch
MED
Power
MED
Emiss
UV
13547
18152
Mode
SIMP
Squelch
MED
Power
MED
Emiss
UV
21557 T
R
HF2

FIGURE 02-23-15-06 MULTIFUNCTION KEYBOARD SHORT-CUT TO HF1 (LH PDU)
HF MODES
Several settings are available on the HF page. A menu is attached to each of them and will be
pulled down by clicking <ENTER> on the Cursor Control Device (CCD) when the cursor is on
the concerned field:
NAV/
ADF
ATC/
TCAS
HF SAT
HF1
12035
15688
VHF
Mode
SIMP
Squelch
MED
Power
MED
Emiss
UV
13547
17434
Mode
SIMP
Squelch
MED
Power
MED
Emiss
UV
HF2
OFF
HIGH
LOW
MED
UV

FIGURE 02-23-15-07 SQUELCH MENU FOR HF
- Squelch (noise suppressor) can be set to OFF, LOW, MED, or HIGH (active frequency),
- Power selection will set the emission power at LOW, MED or HIGH (active frequency),
- Mode relates to in SIMP (simplex), DUPL (duplex), EMER (emergency) or MAR (maritime)
channels (preset frequency),
- Emiss (emission) mode can be UV (upper side band and voice mode, default mode), LV
(lower side band and voice mode), AM (amplitude modulation), LD (lower side band and
data mode) or UD (upper side band and data mode). LD and UD modes are selectable but
not operational.
HF emission mode is repeated in green letters at the top of the corresponding HF frequency
box.
02-23-15 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 3
HF RADIO
DGT94085


When DUPLEX mode is selected, the transmission and the reception frequencies are denoted
by T (Transmit) and R (Received) indications at the top of the concerned HF box.
NAV/
ADF
ATC/
TCAS
HF SAT
HF1
12035
15688
VHF
Mode
SIMP
Squelch
MED
Power
MED
Emiss
UV
13547
18152
Mode
DUPL
Squelch
MED
Power
MED
Emiss
UV
21557 T
R
HF2
UV
UV

FIGURE 02-23-15-08 HF DUPLEX MODE
When MAR or EMER modes are selected, the preset frequency field will display a single
channel; MAR or EMER will appear in cyan inside the HF box.
NAV/
ADF
ATC/
TCAS
HF SAT
HF1
24020
401
VHF
Mode
MAR
Squelch
HIGH
Power
MED
Emiss
UV
MAR
NAV/
ADF
ATC/
TCAS
HF SAT
HF1
24020
1
VHF
Mode
EMER
Squelch
HIGH
Power
MED
Emiss
UV
EMER
UV
UV

FIGURE 02-23-15-09 MAR AND EMER MODES FOR HF
NOTE
When transmitting in Power set on "HIGH", a HF tone may be activated in the frequency
between 4 and 5.5 MHz.
In that case, set Pwer on "MED" or "LOW" in order to recorver HF use.
A SELCAL function enables the pilot to receive a selective call from a HF or a VHF frequency
control.
The pilots will hear a gong associated with a HF .. SELCAL or VHF .. SELCAL CAS
message, the green lights on the MIC and AUD pushbuttons (audio panel) flash until MIC
pushbutton is pressed.
F2000EX EASY 02-23-15
CODDE 1 PAGE 5 / 6
DGT94085
HF RADIO
ISSUE 3


RECEIVING
To receive, each crew member must select the HF he wants to listen to by pressing on the
corresponding HF pushbuttons on the AUDIO panel.
For more information, refer to sub-section 02-23-05.
TRANSMITTING
To position the HF frequency, the pilot has to press the Push-To-Talk (MIC) selector, and wait
for the audio signal to silent which confirms that the HF radio is positionned.
The HF transmission selection is done on the AUDIO panel by pushing the corresponding
MIC selectors. To transmit, press (during more than 2 sec) the Push-To-Talk (MIC)
pushbuttons as described in sub-section 02-23-10.
During transmission, TX will appear:
- on the AUDIO panel readout display,
- on the Permanent Radio Bar (PRB) at the top of the corresponding HF field,
- on the HF page of the RADIOS window, at the top of the corresponding HF field.
118.715
134.200
VHF2
12035
21554
HF2
ATC1
1277 1267
TA/RA

FIGURE 02-23-15-10 TRANSMISSION INDICATION OF HF 2 ON THE PERMANENT RADIO BAR
NOTE
There is a possibility of bad HF initialisation.
It is recommended to power the HF only after avionics initialization.
It is recommanded to wait 5 seconds between swapping of HF frequency and pushing the HF
Push-To-Talk button
02-23-15 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 3
HF RADIO
DGT94085



F2000EX EASY 02-23-20
CODDE 1 PAGE 1 / 6
DGT94085
RADIO-NAVIGATION
ISSUE 3


INTRODUCTION
NAV (ILS / VOR / VOR-DME / VORTAC and TACAN) and ADF tuning and modes controls
are done through the Cursor Control Device (CCD) or the Multifunction KeyBoard (MKB)
either:
- on the Permanent Radio Bar (PRB),
- on the NAV / ADF tab of the RADIOS window.

NAV (ILS / VOR / VOR-DME / VORTAC AND TACAN)
NAV TUNING
Permanent Radio Bar (PRB)
On the Permanent Radio Bar of the HSI, each crew member can visualize his NAV
frequencies through the pull down menu of the customized field:

FIGURE 02-23-20-01 PULL DOWN MENU FOR NAV SELECTION (LEFT HAND PRB)
Once the cursor is on the NAV field, tune the preset frequency
- by rotating the knob on the CCD base (outer ring for units, inner for decimals),
- or by dialing the frequency on the MKB and pressing <ENTER> to validate
Swap on request between active and preset frequencies, by clicking <ENTER> on the
CCD or pressing the SWAP pushbutton on the MKB, as for the VHF and HF frequency
swapping.
02-23-20 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 3
RADIO-NAVIGATION
DGT94085


RADIOS window
NAV 2 active
frequency
NAV 1 preset
frequency
NAV 2 preset
frequency
NAV 1 active
frequency
NAV 2 DME-
Hold check box
NAV 1 DME-
Hold check box
ADF 1 menu
(active mode
selection)
ADF 2 menu
(active mode
selection)
ADF 2 active frequency
ADF 1 active
frequency

FIGURE 02-23-20-02 NAV / ADF TAB ON THE RADIOS WINDOW
When on the NAV / ADF page, position the cursor on the desired NAV field, and do as on
the Permanent Radio Bar (PRB) through the CCD or the MKB.
or
E F
K L
Q R
W X
SPACE SWAP
1 2 3
4 5 6
7 8 9
0
E
N
T
E
R
SHIFT
CLR
DEL
WX RADAR
Honeywell
PUSHSECT
NAV/
ADF
NAV1
HF
VHF
DME-H
AUTO
Marker
LOW
HI 110.10
116.35
H111.30
ATC/
TCAS
SAT
NAV2

FIGURE 02-23-20-02 FREQUENCY CHANGE ON THE NAV / ADF TAB
NOTE
Only preset frequency can be tuned. To become active, it has to be swapped with the
active frequency.
F2000EX EASY 02-23-20
CODDE 1 PAGE 3 / 6
DGT94085
RADIO-NAVIGATION
ISSUE 3


or
E F
K L
Q R
W X
SPACE SWAP
1 2 3
4 5 6
7 8 9
0
E
N
T
E
R
SHIFT
CLR
DEL
WX RADAR Honeywell
PUSH SECT
NAV/
ADF
NAV1
HF
VHF
DME-H
AUTO
Marker
LOW
HI 110.10
116.35
H111.30
ATC/
TCAS
SAT
NAV2

FIGURE 02-23-20-03 FREQUENCY SWAPPING ON THE NAV / ADF PAGE
If the entered frequency is out of range, the field flashes reverse video cyan for few
seconds and then reverts to previous value.
MKB short-cut
At anytime, pressing the NAV short-cut on the MKB will position the CCD cursor on the
Permanent Radio Bar, on NAV1 on the left hand PDU and NAV2 on the right hand PDU.
If NAV (1 or 2) is not displayed at that time, it will appear automatically.
ID
HSI RANGE
SECT
AUTO
STBY
OFF
OVRD
TILT
GAIN
WX RADAR
Honeywell
PUSH SECT
ATC
TCAS
TRFC CRS
SHOW DI RTO
TERR
INHI B
G/ S
INHI B
121.50
121.85
VHF2
109.70
108.75
NAV2
ATC1
1277 1505
ALTOF

FIGURE 02-23-20-04 MKB SHORT-CUT TO NAV (RIGHT HAND PDU)
NAV MODES
Several modes are available for the NAV setting: DME-H, Auto and Marker.
DME-H mode
This function holds a DME station frequency in memory and makes selection of another
NAV frequency possible. When selected, a green H and the frequency of the held station
will appear below the DME-H field.
02-23-20 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 3
RADIO-NAVIGATION
DGT94085


128.97
131.20
VHF1
110.10
116.35
NAV1
ATC1
1277 7000
STBY
H111.30
25
NAV/
ADF
NAV1
HF
VHF
DME-H
AUTO
Marker
LOW
HI 110.10
116.35
H111.30
ATC/
TCAS
SAT

FIGURE 02-23-20-05 DME FREQUENCY 111.30 MHZ HOLD
AUTO mode
The AUTO mode enables the FMS to auto-tune the NAV frequency. Manually tuning the
frequency deselects the AUTO mode if engaged.
NAV/
ADF
NAV1
HF
VHF
DME-H
AUTO
Marker
LOW
HI 108.75
115.70
H111.30
ATC/
TCAS
SAT
NAV2
DME-H
AUTO
Marker
LOW
HI 108.10
113.85
H111.30

FIGURE 02-23-20-06 SELECTING THE AUTO MODE ON NAV 2
NOTE
The AUTO mode is disconnected when a VOR/ILS CDI is manually selected on the HSI.
Once the VOR/ILS CDI is removed Auto-tuning becomes active again, if previously
selected. The default state is not selected.
Marker
HI or LOW marker selection is set marker sensitivity. Listening to the marker audio can
be done by pressing the MKR pushbutton on the AUDIO panel.
Refer to sub-section 02-23-05.
F2000EX EASY 02-23-20
CODDE 1 PAGE 5 / 6
DGT94085
RADIO-NAVIGATION
ISSUE 3


ADF
ADF TUNING
To tune the active frequency, position the CCD cursor on the desired ADF field
(1 or 2), and set the frequency by rotating the knob of the Cursor Control Device base (CCD)
{inner ring for decimals and units (by increment of 5) and outer ring for tens} or by dialing on
the Multifunction KeyBoard (MKB).
or
E F
K L
Q R
W X
SPACE SWAP
1 2 3
4 5 6
7 8 9
0
E
N
T
E
R
SHIFT
CLR
DEL
WX RADAR
Honeywell
PUSHSECT
ADF1
Mode
VOICE
VOICE
390.5
ADF2
Mode
ADF
ADF
390.5

FIGURE 02-23-20-07 TUNING THE ADF 1
NOTE
This is the only case where active frequency can be tuned.
At anytime, pressing the ADF short-cut on the MKB will position the cursor on the
Permanent Radio Bar, on ADF1 on the left hand PDU or ADF2 on the right hand PDU.
ID
HSI RANGE
SECT
AUTO
STBY
OFF
OVRD
TILT
GAIN
WX RADAR
Honeywell
PUSH SECT
ATC
TCAS
TRFC CRS
SHOW DIRTO
TERR
INHIB
G/S
INHIB
121.50
121.85
VHF1
417.5
ATC1
1277 1267
TA/RA
ADF1

FIGURE 02-23-20-08 MKB SHORT-CUT TO ADF 1 (LH PDU)
ADF MODES
The ADF can be operated through four modes, which can be selected on the pull-down
menu on the PRB or RADIOS window:
- VOICE mode opens the IF bandwidth for improved audio fidelity. It serves no navigation
purpose,
02-23-20 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 3
RADIO-NAVIGATION
DGT94085


- BFO (Beat Frequency Oscillator) mode adds a tone that can be heard in the ADF
receiver when the carrier is on. BFO are used for receiving transmitters that do not have
the tone put in such as coastal or maritime stations,
- ANT mode receives the ADF station signal only and does not compute bearing: it is
used for identifying the station,
- ADF mode receives the ADF station signal and displays the relative bearing to station:
the bearing pointer appears on the compass rose on LF or RH PDU (normal operation).
Voice, BFO, ANT and ADF will appear at the top of the ADF box when selected.
AUTO LOW
116.35
NAV2
DME-H
AUTO
Marker
LOW
HI 108.10
113.85
H111.30
ADF1
Mode
VOICE
VOICE
429.5
ADF2
Mode
ADF
ADF
417.5
Voice
ADF
BFO
ANT

FIGURE 02-23-20-09 ADF MODES SELECTION

F2000EX EASY 02-23-30
CODDE 1 PAGE 1 / 8
DGT94085
CMF/AFIS
ISSUE 3


INTRODUCTION
The Communication Management Function (CMF)/Airborne Flight Information System (AFIS)
is an option not part of basic certification.
The CMF/AFIS consists of the following airplane components:
- Communication Management Unit (CMU),
- Satellite Data Unit (optional),
- High Power Amplifier (optional),
- Satellite Antenna (optional),
- VHF3 in data mode (optional)
The CMF formats data for sending to the ground from the airplane using the VHF or satellite
network. The CMF incorporates a data quality transceiver. The transceiver is tuned
automatically by the CMF to use the appropriate VHF ground station for the purpose of
transmitting data to and receiving data from the Global Data Center (GDC) while in flight.
The CMF can be interfaced to one printer.
To access to the AFIS function with VHF3, select on PDU via then select
VHF tab and click DATA Mode for VHF 3.

FIGURE 02-23-30-00 RADIO TAB VHF 3
02-23-30 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 3
CMF / AFIS
DGT94085


To access the AFIS function with SATCOM, select CMF/AFIS on MDU via then select
STATUS/CONFIG tab and click Auto in Satellite Links field.
When both VHF3 and SATCOM are installed, VHF3 will be automatically selected, unless
VHF3 cannot receive data anymore or SATCOM is forced.
Only one CMF/AFIS window is allowed in an MDU at a time.
The AFIS window provides six main tabs:
- Status/Config (default tab),
- Winds,
- Term XW,
- SIGMETS,
- Rx Msg,
- Tx Msg.
F2000EX EASY 02-23-30
CODDE 1 PAGE 3 / 8
DGT94085
CMF/AFIS
ISSUE 3


STATUS / CONFIG TAB

FIGURE 02-23-30-01 STATUS/CONFIG TAB
The VHF Comm field item indicates the VHF status with a ground station (Available or No
Comm). If the status remains available for longer than 5 min. after initiating a request data,
the pilot may assume the request has been received by the GDC. Otherwise the pilot should
retransmit the last request.
The VHF Link field indicates the VHF Link status (Voice or Data). Voice is indicated when
VHF 3 is used in voice mode (not available for AFIS).
The SATCOM field indicates the SATCOM communications status (Available or
No Comm). This item is only displayed when a SATCOM is configured.
The Last Rqst field indicates Rcvd by GDC when the GDC has received the last
transmission. Upon any transmission this field is blanked until an acknowledgment is
received.
The Auto Report radio buttons allow Off or On selection of the position automatic reporting
feature.
The Auto Weather radio button allow Off or On selection of the weather automatic update.
The Satellite Links radio buttons allow Off or Auto selection. This item is only displayed
when a SATCOM is configured.
The Print selection in manual mode is not available for the step 2.
The Auto Print Config is not available for the TX messages.
02-23-30 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 3
CMF / AFIS
DGT94085


WINDS TAB

FIGURE 02-23-30-02 WINDS TAB
This tab is used to request and display wind information.
The left area is used to request wind reports. The five fields default to white dashes. Upon
the entry of an identifier, the soft key becomes selectable (cyan). Deleting an entry
return the field to dashes. Selecting Update transmits a request to the GDC for a wind
update for all the listed stations. If the CMF function has failed, the soft key remains
unselectable.
NOTE
When have been selected it is necessary to wait few seconds for the GDC to send
back the data. Each time Update is selected, the GDC charges for the service.
Once the wind data is returned NEW WINDS AVAIL message is displayed (on I-NAV).
The View Report column contains a text box listing the available wind reports. Each station
which has an associated wind report is displayed in green (up to five). If there are no
available reports, the text box and the data field on the right are blank.
The first available report in the list is default to selected. If the available data exceed the
displayable area, a scroll bar is displayed.
selection is not available.
F2000EX EASY 02-23-30
CODDE 1 PAGE 5 / 8
DGT94085
CMF/AFIS
ISSUE 3


TERM WX TAB

FIGURE 02-23-30-03 TERM WX TAB
This tab is used to request and display Terminal weather information.
The left area is used to request Wx reports, the five fields initially default to white dashes
and the soft key is unselectable.
Upon the entry of an identifier, the soft key becomes selectable. Deleting an entry
returns the field to dashes.
Selecting transmits a request to the GDC for a weather update for all the field
stations. If the CMF function has failed the soft key remains unselectable.
Once the weather data has been returned NEW WX REPORTS AVAIL message is
displayed.
The View Report column contains a text box listing the available Wx reports. Each station
which has an associated Wx report is displayed in green (up to five). If there are no available
reports the text box and the data field are blank.
The first available report in the list defaults to selected. The selected station ident and the
date are displayed above the data in green. The weather data is displayed in green.
If the available data exceeds the displayable area, a scroll bar is displayed.
02-23-30 F2000EX EASY
PAGE 6 / 8 CODDE 1
ISSUE 3
CMF / AFIS
DGT94085


SIGMETS TAB

FIGURE 02-23-30-04 SIGMETS TAB
This tab is used to request and display SIGMETS information.
The From box is defaulted to the origin and the To box is defaulted to the destination.
If the origin or destination are not available the fields default to white dashes. Deleting an
entry returns the field to dashes.
When the From and To boxes have been filled up, the soft key becomes
selectable. If the CMF is failed, the soft key remains unselectable.
Selecting Update transmits a request to the GDC for the specified SIGMETS. Once the
SIGMETS data is return, NEW SIGMETS AVAILABLE is displayed.
If the available data exceeds the displayable area, a scroll bar is displayed.
selection is available in a next certification.
F2000EX EASY 02-23-30
CODDE 1 PAGE 7 / 8
DGT94085
CMF/AFIS
ISSUE 3


RX MSG TAB

FIGURE 02-23-30-05 RX MSG TAB
This tab allows the managing of received messages.
When a message is received, NEW MESSAGE AVAILABLE is displayed. The received
message, current message and the total number of message are displayed in green.
The Prev and Next soft key are used to navigate through all messages.
If a message contains more text than displayable, a scroll bar is displayed.
Selecting removes the currently displayed message and displays the next available
message if existing.
02-23-30 F2000EX EASY
PAGE 8 / 8 CODDE 1
ISSUE 3
CMF / AFIS
DGT94085


TX MSG TAB

FIGURE 02-23-30-06 TX MSG TAB
This tab is used to compose and transmit text messages.
The From field is a sixteen character field for the name of the message originator.
The To field is a sixteen character field for the name of the intended receiver.
The Address field is a seventeen character field for the Aeronautical Radio INC. (ARINC)
address or airplane registration number of the intended receiver.
All fields default to white dashes. Deleting any entry returns the field to dashes.
The message to be sent are written in the right text box. Initially, there is one blank line
available for text entry. Text is written through the MKB.
Each line can contain up to thirty two characters. Once a line has been entered, a new line
is made available below the completed line and the cursor is automatically moved to begin
text entry on the new line.
Messages can contain up to 320 characters maximum. If the message is larger than the
displayable area, a scroll bar is displayed.
Once there is data in the text box, the Delete Msg soft key becomes selectable. The
soft key deletes the entire message, but not the From, To and Address fields.
Selecting Transmit sends the message to the GDC and clears all the entries. If the CMF is
failed, the Transmit soft key remains unselectable.

F2000EX EASY 02-23-35
CODDE 1 PAGE 1 / 2
DGT94085
ABNORMAL OPERATION
ISSUE 3


CAS MESSAGES

AUDIO .. FAIL Failure of audio (1/2) control panel
HF .. FAIL On ground, HF (1/2) failure
VHF COM .. FAIL
MRC has detected a VHF COM (1/2/3) failure (Third
audio is optional)
VHF .. OVHT
VHF COM (1/2/3) has suffered an over temperature
condition, (Third VHF is optional)
RADIO CABINET .. FAIL
Failure of radio cabinet (1/2) and all its functions
(COM/NAV/ADF/DME/ATC) are lost
RADIO CABINET .. OVHT
Overheating of radio cabinet (1/2) and all its functions
(COM/NAV/ADF/DME/ATC) are lost
AUDIO 3 FAIL Optional AUDIO panel is failed
CABIN CALL A call from the cabin (option)
HF .. FAIL Failure of HF (1/2)
HF .. SELCAL HF SELCAL (1/2)
VHF .. SELCAL VHF SELCAL (1/2/3) (Third audio is optional)
SATCOM FAIL
Failure of satellite communication phone call system
(option)
SATCOM INCOMING CALL
Indicates a satellite communication phone call is
being received (option)
SATCOM INCOMING FAX Indicates a fax transmission is being received (option)
DATA COM DNLINK MESSAGE
A data link message is down-linked through digital
radio (option)
DATA COM 1+2 FAIL Failure of data link function of the digital VHF (option)
02-23-35 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085


F2000EX EASY 02-24-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 24 ELECTRICAL POWER
TABLE OF CONTENTS
ISSUE 3


02-24 ATA 24 ELECTRICAL POWER
02-24-05 GENERAL
Introduction
Sources
Equipment location
Generation
Distribution
Operation
02-24-15 CONTROL AND INDICATION
Control
Indication
02-24-20 SYSTEM PROTECTION
Introduction
Batteries
Generators and APU
Circuit breakers
02-24-25 NORMAL OPERATION
Introduction
Ground operation with GPU plugged (MINI LOAD MASTER ON)
Ground operation with APU operating (LH AV, RH AV and MINI LOAD
MASTER ON)
Normal flight operation
Introduction
BUS tieding and untieding policy
Erroneous indication
Battery 1 overheat
GEN 2 failure
CAS messages
02-24-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-24-05
CODDE 1 PAGE 1 / 4
DGT94085
GENERAL
ISSUE 3


INTRODUCTION
The F2000EX EASy uses DC power for control, operation and indication of the various
systems installed in the airplane.
The electrical power supply system consists of a 28 V
DC
on-board generation system
designed to minimize electrical fluctuation and power interruption. It supplies, controls and
distributes DC power to the on-board electrical equipment through three main buses (LH, ESS
and RH buses).
Most of the avionics equipment is master switched on these respective buses:
LH AV MASTER, MINI LOAD MASTER and RH AV MASTER.
The Median (MD) bus is used for liaison purpose.
The system is powered by two engine-driven generators and two batteries.
It can also be supplied by an Auxiliary Power Unit (APU) driven generator.
On ground, it can be supplied by an external DC Ground Power Unit (GPU).
02-24-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
GENERAL
DGT94085


DC supply
overhead panel
Master switches
Circuit breakers
overhead panel
ELEC, STAT
and TEST
synoptics
CAS windows

F2000EX EASY 02-24-05
CODDE 1 PAGE 3 / 4
DGT94085
GENERAL
ISSUE 3


SOURCES
DC SOURCES AC SOURCES
INTERNAL
- two 36 Ah batteries
- two 12 kW engine-driven
generators
- one 9 kW (300 A) APU-driven
starter generator
- 1 Secondary Flight Display (SFD)
battery: HORIZ BAT
- 1 auxiliary battery: AUX BAT
(option)
- 3 batteries for the emergency
lighting system
- 4 buffer batteries for LH DU, UP
DU, MAU1 and MAU2.
- 4 NIC batteries, one batterie per
NIC/PROC module of each
channel of MAU.
- equipment requiring alternating
current is equipped with built-in
inverters
- passenger convenience items
can be powered by inverters on a
dedicated network
EXTERNAL - Ground Power Unit (GPU)

02-24-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
GENERAL
DGT94085


EQUIPMENT LOCATION

FIGURE 02-24-05-01 EQUIPMENT LOCATION
F2000EX EASY 02-24-10
CODDE 1 PAGE 1 / 10
DGT94085
DESCRIPTION
ISSUE 3


GENERATION
MAIN BATTERIES
On ground, two 24 V (36 Ah) Ni-Cad batteries provide the primary source of DC power to
the entire distribution system prior to APU starting. The BAT 1 supplies electrical power for
starting the APU.
As soon as one generator is connected, batteries are reloading and flatten generator
electrical spikes.
They are also capable of an emergency in-flight source of power for a limited period if all
engine-driven generators fail. In that case, battery autonomy would be around 78 min
(including 5 troubleshooting minutes) with maximum load shedding.
The batteries are located in the forward servicing compartment accessible through the
forward servicing compartment door.
The batteries are ventilated, on the ground, by a battery-powered blower and by
aerodynamic air flow in flight. During ground operation, the battery blower is operational
when the BAT 1 switch is on.
NOTE
Very low-charged batteries cannot be connected to the buses, as their contactors need at least
18 V
DC
to close.
OTHER BATTERIES
Three batteries supply the emergency lights.
One HORIZ BAT battery supplies Secondary Flight Display (SFD) in case of loss of LH bus
for approximately 2 h 40 min.
One AUX BAT battery when installed, may supply dedicated equipment.
Four MAU-DU BAT buffer batteries supply the LH DU, UP DU, MAU1 and MAU2 so as to
prevent them from dimming when the APU starts due to voltage drop . One of these supplies
the Centralized Maintenance Computer (CMC) during shutdown.
Four NIC batteries supply the NIC/PROC module of each chanel of MAU.
Except for the batteries of emergency lights and NIC/PROC module, all battery voltages are
monitored and indicated in the TEST synoptic page.
The batteries of emergency lights can be checked by a three-position OFF-ON-ARM
EMERG LIGHTS switch located on the overhead panel.
02-24-10 F2000EX EASY
PAGE 2 / 10 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


ENGINE-DRIVEN GENERATORS
Engine-driven rectifier alternators are driven by the accessory gear box of each engine. A
shear shaft in the generator prevents damages to the accessory gearbox in case of
generator seizure. A damper in the generator shaft prevents from vibrations.
They are rated at 12 kW and regulated at 28.5 V
DC
by their associated Generator Control
Unit (GCU).
APU GENERATOR
The Auxiliary Power Unit (APU) is equipped with a starter-generator. On ground, it is
capable of power the entire DC electrical system, in addition to charging batteries.
It is rated at 9 kW and regulated at 28.5 V
DC
by its associated GCU.
ENGINE-DRIVEN GCU
The two Generator Control Units (GCU) provide current and voltage control and protection
for their associated generator:
- Control: the GCU regulates the voltage at 28.5 V
DC
. It monitors the output current in
order to comply with peak power protection (above 400 A). It also provides generator
output control in order to balance the voltage between several generators, when
connected in parallel.
- Protection: the GCU automatically disconnects its associated generator after debounce
when the electric load limit is reached or overvoltage.
APU-DRIVEN GCU
The APU Generator Control Units (GCU) provides current and voltage control and protection
for its associated generator:
- Control: the GCU regulates the voltage at 28.5 V
DC
and monitors the output current to
300 A, with a maximum of 350 A for one minute. It also provides generator output
control in order to balance the voltage between several generators, when connected in
parallel.
- Protection: the GCU automatically disconnects the generator when the electric load limit
is reached or overvoltage.
It also controls APU start sequence.
F2000EX EASY 02-24-10
CODDE 1 PAGE 3 / 10
DGT94085
DESCRIPTION
ISSUE 3


GPU
An approved 28 V
DC
Ground Power Unit (GPU) may be used for prolonged periods to power
the DC system in order to facilitate maintenance and servicing.
The GPU may also be used for APU starting (recommended power is 1,000 A).
When the GPU is connected and operating, generators and batteries are automatically
disconnected from buses. If the airplane is equipped by the option charging batteries by
GPU then it is possible to connect batteries to the buses when GPU is connected.

FIGURE 02-24-10-00 GPU RECEPTACLE LOCATION
02-24-10 F2000EX EASY
PAGE 4 / 10 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


DISTRIBUTION
GENERAL
DC power distribution is separated into three independent buses, allowing redundantly
powered systems to continue to safely operate if one bus fails.
The distribution system consists of 5 distinct buses:
- battery bus,
- ESSential bus (A5, ESS),
- MD bus (connects battery 2 to RH or ESS buses),
- LH bus (A1, A2, A3, CABIN),
- RH bus (B1, B2, B3, GALLEY).

FIGURE 02-24-10-01 ELECTRICAL SYSTEM DIAGRAM
F2000EX EASY 02-24-10
CODDE 1 PAGE 5 / 10
DGT94085
DESCRIPTION
ISSUE 3


The battery bus is powered as soon as the battery 1 is installed and plugged in. Regardless
of battery switch position, the battery bus provides electrical power directly to:
- the fueling panel,
- the emergency slat control circuit,
- the APU starter circuit,
- the engine FIRE extinguishers secondary discharge,
- the fuel shut-off valves,
- LIGHT 1 and LIGHT 2, main access door, available if at least one of the five trip
magnetic switches is selected to on.
Most of the avionics equipment is connected to the main buses through master-switches
located on the overhead panel:

02-24-10 F2000EX EASY
PAGE 6 / 10 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


LH BUS ESS BUS RH BUS

- ACP 3
- Data loader
- LSS (option)
- RAD ALT 1
- TCAS
- Weather Radar

- ADF 1
- ADM 1
- ATC 1
- CCD LH (one channel)
- CCD RH (one channel)
- DME 1
- GP LH
- LH DU
- MAU 2 channel B
- MKB LH
- UP DU
- VOR 1

- ADF 2
- ADM 2
- ATC 2
- AFCS channels A+B
- AP servomotors
- DME 2
- GP RH
- LW DU
- MAU 1 channel B
- MAU 2 channel A
- MKB RH
- RAD ALT 2
- RH DU
- VHF 3 (option)
- VOR 2
- Yaw Damper

F2000EX EASY 02-24-10
CODDE 1 PAGE 7 / 10
DGT94085
DESCRIPTION
ISSUE 3


a 1 ESS b 1
- AOA HEAT (LH)
- BOOST 1
- CAB LAV MASTER
- CABIN PRESS
- COND'G CABIN
- ENG 1 EDU
- EXT LIGHTS (LH)
- FLAP A/B INDIC
- FUEL 2 SHUT OFF
- HUD HGS (option)
- HUD OHU (option)
- HYDR 1 INDIC
- INSTR BAT (ST BY)
- L/G CONTROL
- LANDING LH
- LO FUEL
- NAV
- NOSE WHL 1
- O2 BOX LH
- OIL LH
- PITOT HEAT (LH)
- READING CKPT (LH)
- REVERSE 1 ARM
- REVERSE 1 DEPLOY
- STATIC HEAT (LH)
- TRIM AILERON
- WSHLD FRONT LH
- A/B CONTROL
- ADF 1
- ADM 1
- ANTICOL FIN
- APU
- APU DETECT
- APU EXTING
- ATC 1
- BLEED HP 1
- BLEED HP 2
- BLEED MONIT (ST BY)
- BOOST 2
- BRAKE CMPTR 1
- COND'G MAN
- DETECT 1
- DETECT 2
- DME 1
- DU LH
- DU UP
- FADEC A LH
- FLAP CONTROL
- FUEL CMPTR (LH)
- GP LH
- HYDR ISOL
- ICS LH
- ICS RH (ST BY)
- IGNITION 1 A
- IGNITION 2 A
- IRS 1
- L/G EMERG
- MAU 1 CH A
- MKB LH
- MRC 1 NIM
- O2 BOX RH
- OVERHEAD LH
- /
- ADF 2
- ADM 2
- AOA HEAT (RH)
- AFT SIDE WINDOW
- AIL FEEL
- ATC 2
- AUTO SLAT (RH)
- BAG COMPT
- BOOST 2 (ST BY)
- BRAKE CMPTR 2
- CAB AC MASTER
- COND'G CREW
- CREW CALL
- ENG 2
- ENG 2 EDU
- ENG VIBR
- EXTING 1
- FADEC A RH
- FLIGHT RECORDER
- FUEL CMPTR (RH)
- GP RH
- IRS2
- L/G INDIC
- MAU 1 CH B
- MAU 2 BAT
- MKB RH
- OIL RH
- OVERHEAD RH
- READING CKPT (RH)
- STAB NORMAL
- STROBE
- TAXI
- TCU RH
- VALANCE
- WARN B AUDIO
- WARN B EXT
- WARN RH ESS/B (*)
- WIPER RH
(*) backup powered breakers (red extension on circuit breakers panel)
02-24-10 F2000EX EASY
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ISSUE 3
DESCRIPTION
DGT94085


a 2 ESS (cont'd) b 2
- AUTO SLAT (LH)
- AV MASTER (LH)
- BELTS NO SMK'G
- BRAKE 2 ST BY
- DU BAT (LH)
- DU BAT (UP)
- DV WINDOW
- ENG1
- ENTRY/CEILING
- EXTING 2
- FADEC B LH
- FLIGHT RECORDER (ST
BY)
- HF 1
- ICS 3
- IGNITION 1 B
- IRS 3
- MAU 1 BAT
- PRV1
- RAD ALT 1
- REV PANEL
- SHIELD
- TCAS
- TEMP PROBE
- WARN A
- PITCH FEEL
- PITOT (ST BY)
- PRESS MONIT
- PUMP (ST BY)
- STAB EMERG
- START 1
- START 2
- TCU LH
- TRANSFER
- TRIM RUDDER
- VDR 1
- VHF 1
- VOICE RECORDER
- WARN ESS AUDIO
- WARN ESS EXT
- WARN LH ESS/B*
- WINGS
- WIPER LH
- XBP
- AFCS CH A
- AFCS CH B
- ANTICOL BELLY
- AP TRIM
- AP SERVO
- AV MASTER (RH)
- BLEED MONIT
- BOOST 1 (ST BY)
- CREW SEATS
- DRAIN HEAT
- DU RH
- EMERG LIGHT (*)
- EXT LIGHTS (RH)
- FADEC B RH
- FLASH LIGHT
- FUEL 1 SHUT OFF
- FUEL APU SHUT OFF
- GALLEY MASTER
- HF 2
- HYDR 2 INDIC
- ICS RH
- IGNITION 2 B
- INSTR
- LANDING RH
- MAU 2 CH A
- ML MASTER (RH)
- MRC 2 NIM
- NOSE CONE FAN
- NOSE WHL 2
- PITOT HEAT (RH)
- PRESSURE FUELING
- PRINTER
- PRV 2
- RAD ALT 2
- REVERSE 2 ARM
- REVERSE 2 DEPLOY
- ROLL EMERG
- STATIC HEAT (RH)
- VHF 2
- WSHLD FRONT RH
- YD
F2000EX EASY 02-24-10
CODDE 1 PAGE 9 / 10
DGT94085
DESCRIPTION
ISSUE 3


a 3 a 5 b 3
- WINDSHIELD (LH) - ST-BY PUMP
- WINDSHIELD (RH)
a 4
- AC SYSTEM (option)

No breakers are connected to MD bus.
OPERATION
ON GROUND
When GPU is connected, all buses are automatically tied. RH and LH buses could be untied
by selecting LH or RH ISOL pushbutton.
NORMAL FLIGHT
The bus tied rotary switch is in vertical position, ESS and MD buses are untied.
RH and LH ISOL pushbuttons are set to tied (status light unlighted), LH bus is tied to ESS
bus, RH buses tied to MD bus.
ABNORMAL CONDITIONS
In case of one generator failure, the battery supplies that bus.
02-24-10 F2000EX EASY
ISSUE 3
DESCRIPTION
DGT94085


F2000EX EASY 02-24-15
CODDE 1 PAGE 1 / 12
DGT94085
ISSUE 3


CONTROL

FIGURE 02-24-15-00 OVERHEAD PANEL DURING NORMAL FLIGHT CONFIGURATION
SYNTHETIC TABLE
TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
SYNOPTIC
On: contactor is
closed

two-position
trip magnetic
switch

Connected
Off: contactor is
open and
engine stopped
or GPU is On

two-position
trip magnetic
switch
- GEN 1 connects
generator 1 to the LH
bus
- GEN 2 connects
generator 2 to the RH
bus

- trip automatically to
down position when the
GCU detects an
anomaly (over voltage,
over current)
- act as reset switches
when the fault is
cleared (only one reset
attempt is allowed)

Disconnected
Abnormal
situation:
contactor is open
and engine is
running and
there is no GPU
GEN1

02-24-15 F2000EX EASY
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ISSUE 3
DGT94085


TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
SYNOPTIC
- BAT 1 connects battery 1
to the ESS bus
Contactor
closed and
GPU is off
(except GPU-
powered APU
starting)
BAT1

NOTE
Battery 1 supplies the
battery bus whatever
battery switch position
Contactor open
and GPU is on
(except during
APU starting)

Connected
Abnormal
situation:
contactor open
without GPU

Abnormal
situation:
contactor is
closed and
GPU is on

two-position
trip magnetic
switch

two-position
trip magnetic
switch
- BAT 2 connects battery 2
to the MD bus
- trip automatically to down
position when the system
detects an anomaly (high
reverse current)
- act as reset switches
when the fault is cleared

Disconnected
Abnormal
situation:
overheating
BAT1

F2000EX EASY 02-24-15
CODDE 1 PAGE 3 / 12
DGT94085
ISSUE 3


TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
SYNOPTIC
contactor
closed
(below
35,500 ft)

Connected
contactor
closed
(above
35,500 ft)

contactor open
(APU stopped
or GPU is on)

two-position
trip magnetic
switch
- connects the APU
generator to the ESS
bus
- trips automatically to
down position when the
GCU detects an over-
voltage,
- acts as a reset switch
when the fault is cleared
(only one reset attempt
is allowed)

Disconnected
Abnormal
situation:
contactor open
with APU
running and no
GPU

Push On
On: airplane
powered by
GPU on ground

light
pushbutton
ON GROUND ONLY:
- disconnects the batteries
from their respective
buses, independently
from BAT magnetic
switch position
- ties up all buses
whatever BUS TIED
rotary switch position
- allows GPU to supply all
buses

Push Off
Off: airplane
not powered by
GPU

02-24-15 F2000EX EASY
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ISSUE 3
DGT94085


TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
SYNOPTIC
Contactor
normally tied

Turn horizontally
Abnormally untied
(rotary switch
horizontal or
EXT POWER
pushed on)
Contactor
normally untied

BUS TIED
rotary switch
- ties up ESS (left
side) and MD (right
side) buses

Turn
vertically
Abnormally tied
(rotary switch
vertical with no
GPU)
Contactor
closed

Push on
Contactor
abnormally isolated
Contactor
normally isolated

- isolates LH bus
from ESS bus
or RH bus from MD
bus

Push off
Contactor
abnormally closed
F2000EX EASY 02-24-15
CODDE 1 PAGE 5 / 12
DGT94085
ISSUE 3


TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
SYNOPTIC
Push on
(connected)

- sheds cabin optional
equipment load from
the LH bus
Push off
(shed)

No specific indication
on the ELEC synoptic
Push on
(connected)

- supplies power to LH
AV equipment
Push off
(shed)

Push on
(connected)

- supplies power to MINI
LOAD equipment
Push off
(shed)

Push on
(connected)

- supplies power to RH
AV equipment
Push off
(shed)

02-24-15 F2000EX EASY
PAGE 6 / 12 CODDE 1
ISSUE 3
DGT94085


TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
SYNOPTIC
Push on
(connected)

- sheds galley equipment
load from the RH bus
Push off
(shed)

Switch
ARM
(in flight
normal
position)

Switch
ON
(test
position)

switch
- ON:
Illuminates EMERG
lights and checks their
three batteries
Switch
OFF

F2000EX EASY 02-24-15
CODDE 1 PAGE 7 / 12
DGT94085
ISSUE 3


INDICATION
Electrical system indications are displayed on two pages on the MDU:
- ELEC synoptic,
- STAT synoptic.

FIGURE 02-24-15-01 ELECTRICAL SYNOPTIC
02-24-15 F2000EX EASY
PAGE 8 / 12 CODDE 1
ISSUE 3
DGT94085


EXAMPLES OF BATTERY TEMPERATURE INDICATION
Warm temperature:
indication displayed
on amber background
Invalid data
Hot temperature:
indication displayed
on red background

FIGURE 02-24-15-02 BATTERY TEMPERATURE INDICATION
For each battery, temperature indication is given by the pointer position on an analog scale
and by digital readout.
When the airplane is not equipped with temperature control (lead acid batteries), none of the
above symbols and indication are displayed (option).
The scale is colored in white below 49C, in amber between 49C and 71C and in red
above 71C.
EXAMPLES OF BATTERY AMMETER
Normal values
displayed in green
Abnormal values
displayed in amber
Invalid data

FIGURE 02-24-15-03 BATTERY AMMETER
For each battery, current indication is given by the pointer position on an analog scale and
by digital readout.
The scale is colored in amber below 300 A and, when APU is not starting, above + 45 A ;
otherwise in white.
NOTE
A negative current designates a charging current.
F2000EX EASY 02-24-15
CODDE 1 PAGE 9 / 12
DGT94085
ISSUE 3


EXAMPLES OF DC GENERATOR AMMETER
Normal values
displayed in green
Abnormal values
displayed in amber
Invalid data

FIGURE 02-24-15-04 DC GENERATOR AMMETER
NOTE
For any generator or battery, 0 A is displayed on synoptic ammeters when actual current is
between - 10 A and + 10 A.
Current indication is displayed by the pointer position on an analog scale and by digital
readout.
For both engine-driven generators, indication is permanent and the scale is colored in
amber:
- on ground, above 300 A,
- in flight, above 400 A.
For the APU generator, the ammeter is displayed in grey when the APU MASTER
pushbutton is ON. Then, above 99% APU N1, the colored indication is displayed.
Amber limitations are displayed:
- up to 10,000 ft, above 300 A,
- between 10,000 ft and 25,000 ft, above 250 A,
- above 25,000 ft, above 200 A.
02-24-15 F2000EX EASY
ISSUE 3
DGT94085


EXTERNAL POWER AMMETER
Normal values
displayed in green
Abnormal values
displayed in amber
Invalid data

FIGURE 02-24-15-05 DC EXTERNAL POWER AMMETER
For the external power ammeter, current indication is displayed on a digital readout when,
on ground, EXT POWER light pushbutton is pushed on.
The green display turns amber if current exceeds 300 A, except during GPU-powered APU
starting (thresholds are modified with GPU batteries charging option).
STARTING PHASE
White START is placed under the APU ammeter during APU start. Amber START is placed
under the APU in case of abnormal electric power supply.

FIGURE 02-24-15-06 STARTING PHASE
During the APU starting phase, the battery color code of the ELEC synoptic is specific:
- , BAT 1 contactor opens during APU start, whenever another electrical power is
connected to buses (though contactor is open, ammeter deviates during APU start) and
GPU is not connected. The symbol turns amber to indicate abnormal closed contactor.
F2000EX EASY 02-24-15
DGT94085
ISSUE 3


-
BAT1
, BAT 1 contactor closes if none electrical power is connected or during GPU
assisted APU start. The symbol turns amber to indicate abnormal open contactor.
- , BAT 2 contactor opens during APU start. The symbol turns amber to indicate
abnormal closed contactor.
EXAMPLES OF LH AND RH BUSES VOLTMETER
Normal values
displayed in green
Abnormal values
displayed in amber
Invalid data

FIGURE 02-24-15-07 BUSES VOLTMETER
LH and RH buses are permanently monitored through two voltmeters displayed in the
synoptic page.
The ESS bus voltmeter is displayed when essential and LH buses are untied.
The MD bus voltmeter is displayed when MD bus (and its battery 2) is isolated from both
ESS and RH buses.
When a generator supplies the bus, the range of the analog scale is colored in amber below
25 V and above 30 V. This range is different in case of other electric configuration (bus
supplied by batteries only, APU starting, ).
NOTE
Electrical information is also available on the STAT synoptic.
02-24-15 F2000EX EASY
ISSUE 3
DGT94085


STATUS SYNOPTIC
System failure area Failure consequence area
Buses voltage
and
generators
current
indications

FIGURE 02-24-15-08 STATUS SYNOPTIC
TEST SYNOPTIC

FIGURE 02-24-15-09 TEST SYNOPTIC
To check MAU / DU BAT or HORIZ BAT, ..., place the CCD cursor on the respective soft
key and keep the <enter> button pressed to have indications displayed.
Normal values appear in green while too low or too high values appear in amber.
F2000EX EASY 02-24-20
CODDE 1 PAGE 1 / 4
DGT94085
SYSTEM PROTECTION
ISSUE 3


INTRODUCTION
Feeder cables are protected by current fuses located inside the two main electrical boxes.
Circuit protection is provided by conventional trip-free circuit breakers located on the circuit
breakers panel.
The circuit breakers panel is divided into different sections. Each section, delimited by
different colored frames, corresponds to airplane major systems.
In case of failure of one engine-driven generator, certain items, not essential for the flight, are
automatically load-shed.
The auto load-shed system is disabled when the airplane is on the ground, allowing normal
operation of all cabin facilities.
The BUS TIED rotary switch normal flight position is vertical, isolating left side buses from
right ones. In case of overvoltage or short-circuit on one side, the other side is not affected.
The ESS and MD buses can be temporary tied, for ground operations with no engine-driven
generator assistance for example.
When ESS and MD buses are tied, the contactor provides protection between them in case of
overload on one side.
BATTERIES
The batteries are protected against excessive load by a trip magnetic switch, which opens
and disconnects the battery when the charging (reverse) current exceeds 330 A for more than
3 sec.
The BAT magnetic switch trips off and BAT .. CAS message appears.
NOTE
Only two reset attempts permitted.
Batteries are ventilated on ground and in flight to protect them (hydrogen accumulation,
heating). On ground, the ventilation by an electrical blower is operational when the BAT 1 trip
magnetic switch is up and the position of the EXT POWER pushbutton is off. In flight,
ventilation is provided by the effect of dynamic air flowing through a venting duct and blowing
on the batteries.
02-24-20 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
SYSTEM PROTECTION
DGT94085


GENERATORS AND APU
The engine-driven generators and the APU are each monitored by a GCU.
Main protections are:
- voltage control (at 28.5 V
DC
) and protection,
- electric load protection,
- reverse current, ...
The magnetic switch may trip off the corresponding generator.
GEN .. CAS message will appear.
CIRCUIT BREAKERS

FIGURE 02-24-20-00 CIRCUIT BREAKERS PANEL
F2000EX EASY 02-24-20
CODDE 1 PAGE 3 / 4
DGT94085
SYSTEM PROTECTION
ISSUE 3


CIRCUIT BREAKER COLOR CODE

ESS BUS

A1 and A2 BUS

B1 and B2 BUS

EMERG LIGHTS
WARNING RH ESS / B
WARNING LH ESS / B

To be pulled if all generators fail
NOTE
Red breakers are backup powered by another bus.
02-24-20 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
SYSTEM PROTECTION
DGT94085


F2000EX EASY 02-24-25
CODDE 1 PAGE 1 / 6
DGT94085
NORMAL OPERATION
ISSUE 3


INTRODUCTION
In the following, typical ground and in-flight situations have been selected to help the crew to
02-24-25 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 3
NORMAL OPERATION
DGT94085


GROUND OPERATION WITH GPU PLUGGED (MINI LOAD MASTER ON)

FIGURE 02-24-25-00 OVERHEAD PANEL DURING GPU OPERATION
F2000EX EASY 02-24-25
CODDE 1 PAGE 3 / 6
DGT94085
NORMAL OPERATION
ISSUE 3


FIGURE 02-24-25-01 ELECTRICAL SYNOPTIC DURING GPU OPERATION
ACTION RESULT
Plug in the GPU which is not running. No result
Turn on GPU (at 28 V
DC
)
Push on EXT PWR light pushbutton
- green light on
- all MASTER: OFF lights on
Push on MINI LOAD MASTER
- MINI LOAD MASTER: OFF light off
- GPU ON: BUS TIED CAS message
- symbol
- all GEN and BAT isolated (grey synoptic
symbols)
- BUS TIED amber indication
- LH and RH buses voltage indications
02-24-25 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 3
NORMAL OPERATION
DGT94085


GROUND OPERATION WITH APU OPERATING (LH AV, RH AV AND MINI LOAD
MASTER ON)

FIGURE 02-24-25-02 OVERHEAD PANEL DURING APU OPERATION
F2000EX EASY 02-24-25
CODDE 1 PAGE 5 / 6
DGT94085
NORMAL OPERATION
ISSUE 3


FIGURE 02-24-25-03 ELECTRICAL SYNOPTIC DURING APU OPERATION
ACTION RESULT
BAT overhead panel trip magnetic switches
up position
No result
MINI LOAD MASTER overhead panel
pushbutton pushed on
- BAT symbols in green
- LH and RH buses voltage indications
- GEN in stand-by + symbol in grey
BUS TIED rotary switch in horizontal position
- BUS TIED contactor symbol in green,
closed
- BUS TIED amber indication on the ELEC
synoptic
APU starting procedure
- APU synoptic symbol in green when
connected to ESS bus
LH and RH AV MASTER overhead panel
pushbuttons pushed on
- LH and RH AV MASTER: OFF lights off
02-24-25 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 3
NORMAL OPERATION
DGT94085


NORMAL FLIGHT OPERATION

FIGURE 02-24-25-04 OVERHEAD PANEL DURING NORMAL FLIGHT OPERATION

FIGURE 02-24-25-05 ELECTRICAL SYNOPTIC DURING NORMAL FLIGHT OPERATION
F2000EX EASY 02-24-30
CODDE 1 PAGE 1 / 10
DGT94085
ABNORMAL OPERATION
ISSUE 3


INTRODUCTION
In the following, typical abnormal situations have been selected to help the crew to
BUS TIEDING AND UNTIEDING POLICY
NORMAL FLIGHT CONDITION

FIGURE 02-24-30-00 NORMAL FLIGHT CONDITION
- GEN 1 and BAT 1 supply LH and ESS coupled buses,
- GEN 2 and BAT 2 supply RH and MD coupled buses.
GENERATOR FAILURE
- At GEN 1 failure (or engine 1), LH bus is maintained coupled to ESS bus,
- All the equipment supplied by LH bus and ESS bus are available.

FIGURE 02-24-30-01 GENERATOR FAILURE WITH SLATS EXTENDED
the ESS and MD buses must be tied via the bus tied rotary switch.

FIGURE 02-24-30-02 BUS TIED
- GEN 2, BAT 1 and BAT 2 (eventually APU as required) supply the four buses.
02-24-30 F2000EX EASY
PAGE 2 / 10 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085


SECOND GENERATOR FAILURE

FIGURE 02-24-30-03 ONE GEN FAILED
At second generator failure :
- LH bus is automatically isolated from ESS bus, :
o LH ISOL status light displayed,
- RH bus is automatically isolated from MD bus:
o RH ISOL status light displayed.

FIGURE 02-24-30-04 SECOND GENERATOR FAILURE
BAT 1 and BAT 2 (eventually APU as required) supply ESS and MD buses.
BATTERY 1 OVERHEAT
ABNORMAL STATUS

FIGURE 02-24-30-05 OVERHEAD PANEL DURING BAT 1 OVERHEAT
F2000EX EASY 02-24-30
CODDE 1 PAGE 3 / 10
DGT94085
ABNORMAL OPERATION
ISSUE 3


FIGURE 02-24-30-06 ELECTRICAL SYNOPTIC DURING BAT 1 OVERHEAT
CONTEXT RESULT
- Battery 1 overheat
- HOT BAT 1 CAS message

Battery temperature > 71.1C (160F)

-

MASTER
WARNING
light on

- ELEC synoptic: BAT 1 symbol in red +
BAT 1 temperature indication in red
02-24-30 F2000EX EASY
PAGE 4 / 10 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085


AFTER PROCEDURE COMPLETE

FIGURE 02-24-30-07 OVERHEAD PANEL AFTER BAT 1 SWITCHED OFF
F2000EX EASY 02-24-30
CODDE 1 PAGE 5 / 10
DGT94085
ABNORMAL OPERATION
ISSUE 3


FIGURE 02-24-30-18 ELECTRICAL SYNOPTIC AFTER BAT 1 SWITCHED OFF

ACTION RESULT
- BAT 1 overhead panel trip magnetic
switch set to down position
- BAT 1 isolated
- BAT 1 CAS message
- Wait until
- HOT BAT 1 CAS message
disappears (battery temperature < 71C)
- WARM BAT 1 CAS message
When HOT BAT 1 disappears,
- ELEC synoptic: BAT 1 symbol in amber
BAT 1 temperature indication in amber,
decreasing
02-24-30 F2000EX EASY
PAGE 6 / 10 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085


GEN 2 FAILURE
ABNORMAL STATUS

FIGURE 02-24-30-08 OVERHEAD PANEL DURING GEN 2 FAILURE
F2000EX EASY 02-24-30
CODDE 1 PAGE 7 / 10
DGT94085
ABNORMAL OPERATION
ISSUE 3


FIGURE 02-24-30-09 ELECTRICAL SYNOPTIC DURING GEN 2 FAILURE

CONTEXT RESULT
- GEN 2 failure detected
- GEN 2 CAS message

-
light on
- ELEC synoptic: GEN 2 symbol in amber

02-24-30 F2000EX EASY
PAGE 8 / 10 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085



FIGURE 02-24-30-10 OVERHEAD PANEL WITH GEN 2 SWITCHED OFF AND BUS TIED
F2000EX EASY 02-24-30
CODDE 1 PAGE 9 / 10
DGT94085
ABNORMAL OPERATION
ISSUE 3


FIGURE 02-24-30-11 ELECTRICAL SYNOPTIC WITH GEN 2 SWITCH TRIPPED OFF AND BUS TIED ON
ACTION RESULT
- GEN 2 overhead panel trip magnetic switch
set to down position

- BUS TIED rotary switch set to tied position
(horizontal position)
- symbol on ELEC synoptic

- RH ISOL pushbutton depressed
- symbol on ELEC synoptic
- RH ISOL status light off
- BUS RH TIED and GEN 2
CAS messages
02-24-30 F2000EX EASY
ISSUE 3
ABNORMAL OPERATION
DGT94085


CAS MESSAGES
2 GENS FAIL
The two electrical generator connections have failed
and at least one engine is running
HOT BAT .. Temperature of one battery above 71C (160F)
APU GEN APU generator not connected with APU running
BAT ..
Battery (1/2) contactor open (except during
APU starting or GPU power supply)
BAT .. TEMP INOP
Battery (1/2) temperature probe inoperative (on
ground)
BUS ESSENTIAL LOW VOLTAGE Low voltage on essential bus
BUS ESSENTIAL OVERVOLTAGE Overvoltage on essential bus
BUS XX ISOL (LH/RH) ISOL bus contactor is open
BUS XX LOW VOLTAGE
(LH/RH) bus voltage lower than 24 V with one
generator connected
BUS XX OVERVOLTAGE (LH/RH) bus voltage above 32 V
BUS RH TIED
BUS TIED contactor is tied while rotary switch is
turned to untied, without GPU, RH ISOL is not
pushed to ISOL
GEN ..
One generator failed to connect though its engine is
running, without GPU
OVHD BACKUP PWR LH+RH FAIL
(LH/RH) backup power supply in overhead panel not
operative on ground
STARTER APU APU on and its starter still active
WARM BAT ..
Battery (1/2) temperature between 49C (120F) and
71C
APU GEN FAIL On ground, APU contactor failed to open
BAT .. TEMP INOP Battery (1/2) temperature measurement invalid
BUS RH TIED
BUS TIED contactor is tied with rotary switch turned
to tied, without GPU, RH ISOL is not pushed to ISOL
GEN .. FAIL
On ground, GEN (1/2) contactor failed to open
without engine running or with GPU on
GPU ON: BUS TIED
Airplane powered by GPU and bus tied is
automatically tied.
OVHD BACKUP PWR XX FAIL
(LH/RH) backup power supply for overhead panel
fails

F2000EX EASY 02-25-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 25 EQUIPMENT
TABLE OF CONTENTS
ISSUE 3


02-25 ATA 25 EQUIPMENT
02-25-05 GENERAL
Introduction
Equipment placards
Fire extinguisher
Crash axe
First aid kit
Life rafts
Life jackets
Flash lights
Ditching life line
Emergency Locator Transmitter (ELT)
AC electrical distribution (option)
02-25-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
TECHNICAL INFORMATION PAGES
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-25-05
CODDE 1 PAGE 1 / 4
DGT94085
ATA 25 EQUIPMENT
GENERAL
ISSUE 3


INTRODUCTION
The Falcon 2000EX EASy includes the following standard safety equipment on board the
airplane:
FIXED EQUIPMENT PORTABLE EQUIPMENT
- Therapeutic oxygen (first aid) (optional)
- Overwing exit ditching life line
- Emergency Locator Transmitter (ELT)
- One crash axe
- Two flashlights
- Two smoke goggles
- One smoke hood (Protective Breathing
Equipment)
- One safety demonstrative kit
- One oxygen bottle + two individual masks
- One first aid kit
- Two halon fire extinguishers (one more
optional for public transport operation)
- Safety briefing cards (optional)
- Crew and passengers life jackets
- Two life rafts
Depending on customer requirements and airplane configuration the amount, type and
locations of the above safety equipment may be changed to suit the customer operational
environment. Any changes to the standard equipment in amount, type and locations,
requested by the customer(s), may result in weight and balance change.
02-25-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
ATA 25 EQUIPMENT
GENERAL
DGT94085


EQUIPMENT PLACARDS
All emergency equipment locations are indicated with placards.

FIGURE 02-25-05-00 SYMBOLS
F2000EX EASY 02-25-05
CODDE 1 PAGE 3 / 4
DGT94085
ATA 25 EQUIPMENT
GENERAL
ISSUE 3


FIGURE 02-25-05-01 EQUIPMENT LOCATION TYPICAL INSTALLATION
02-25-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
ATA 25 EQUIPMENT
GENERAL
DGT94085


F2000EX EASY 02-25-10
CODDE 1 PAGE 1 / 12
DGT94085
ATA 25 EQUIPMENT
DESCRIPTION
ISSUE 3


FIRE EXTINGUISHER
The airplane is equipped with 2 HALON fire extinguishers (one more optional for public
transport operation) mounted on:
- the aft side of the LH crew closet,
- the RH forward side of the aft cabin partition,
- the optional one is located on the aft face of LH forward galley bulkhead.
This model of extinguisher is to be used on flames of electrical origin and dry fires. It is
composed of:
- a cylinder,
- a trigger handle,
- a pressure gauge provided with a green sector which is used to check the charging level,
- a safety pin,
- a lever.
Instructions of use:
- remove extinguisher from its support,
- remove the safety pin,
- press the lever while lifting the trigger handle,
- direct spray toward the flame base,
- release the lever to stop spraying,
- make sure the fire is totally extinguished.
NOTE
A full discharge of the extinguisher lasts around 25 seconds.
CAUTION
Extinguisher should not be discharged in an unventilated enclosed area without
breathing equipment. When fighting fires, keep away from the fire's fuel source and
avoid breathing vapors, fumes and heated smoke as much as possible.
02-25-10 F2000EX EASY
PAGE 2 / 12 CODDE 1
ISSUE 3
ATA 25 EQUIPMENT
DESCRIPTION
DGT94085


FIGURE 02-25-10-00 FIRE EXTINGUISHER

FIGURE 02-25-10-01 SAFETY PIN
F2000EX EASY 02-25-10
CODDE 1 PAGE 3 / 12
DGT94085
ATA 25 EQUIPMENT
DESCRIPTION
ISSUE 3


CRASH AXE
The crash axe is made of steel. It is usually located in the LH crew closet and used to:
- open up an exit,
- break through a wall,
- strip carpet or interior panels in the cabin to stop fire spreading,
- achieve complete fire extinction by eliminating the smallest flames.

FIGURE 02-25-10-02 CRASH AXE
02-25-10 F2000EX EASY
PAGE 4 / 12 CODDE 1
ISSUE 3
ATA 25 EQUIPMENT
DESCRIPTION
DGT94085


FIRST AID KIT
There is one first aid kit usually located in the LH crew closet. It is composed of medications,
bandages, and check-up equipment. A first aid handbook contains instructions for use and
describes other miscellaneous equipment.
This kit must be checked periodically to ensure that its content is still valid for use. It must also
be renewed at regular intervals in compliance with the expiry date labels, and whenever
required by circumstances.

FIGURE 02-25-10-03 FIRST AID KIT
F2000EX EASY 02-25-10
CODDE 1 PAGE 5 / 12
DGT94085
ATA 25 EQUIPMENT
DESCRIPTION
ISSUE 3


LIFE RAFTS
There are basically two life rafts located in the cabin.
Life rafts are contained in a package with a coiled rope. It is used for fastening the raft to the
airplane and for striking the compressed inert gas cylinder. Raft inflation is automatic.
Each life raft includes an emergency locator transmitter (121.5 MHz and 243 MHz, plus
406.025 MHz for transport public operation), basic survival equipment, one first aid kit, and
food.
The capacity of the rafts is in accordance with the number of persons on board.
In case of loss of one raft, the other(s) raft(s) is (are) rated to accommodate all the persons on
board using its (their) overloading capacity (usually 50% more):

FIGURE 02-25-10-04 LIFE RAFT (STOWED AND INFLATED)
02-25-10 F2000EX EASY
PAGE 6 / 12 CODDE 1
ISSUE 3
ATA 25 EQUIPMENT
DESCRIPTION
DGT94085


Instructions for use:
- attach the tether line to the seat belt (1),
- throw the raft through the emergency exit (2),
- lift the flap and pull the handle to inflate the raft (3-4),
- cut the tether line (5).

FIGURE 02-25-10-05 INSTRUCTIONS FOR RAFT USE
WARNING
DO NOT INFLATE RAFT INSIDE THE AIRPLANE.
F2000EX EASY 02-25-10
CODDE 1 PAGE 7 / 12
DGT94085
ATA 25 EQUIPMENT
DESCRIPTION
ISSUE 3


LIFE JACKETS
A life jacket is stored under each crew seat and in a compartment located within each cabin
seat and sofa.
Life jackets feature the following accessories:
- an automatic inflation system using a gas cartridge (CO2),
- a mouthpiece to inflate the jacket by blowing into the hose,
- a flashlight operating when in contact with water (24-hour duration)
- a whistle (not present in infant jackets).
In addition, crew life jackets feature signaling equipment.
Life jackets are designed to allow users to float on the water surface with the back of their
head above water level.

FIGURE 02-25-10-06 CREW LIFE JACKET

FIGURE 02-25-10-07 PASSENGER LIFE JACKET
02-25-10 F2000EX EASY
PAGE 8 / 12 CODDE 1
ISSUE 3
ATA 25 EQUIPMENT
DESCRIPTION
DGT94085


Instructions for use:
- put on the life jacket overhead around the neck,
- bring the straps around the waist and fasten the clips,
- after exiting the airplane, pull the percussion handles or blow into the mouthpiece to inflate
the life jacket.

FIGURE 02-25-10-08 MODE OF OPERATION (ADULT)
F2000EX EASY 02-25-10
CODDE 1 PAGE 9 / 12
DGT94085
ATA 25 EQUIPMENT
DESCRIPTION
ISSUE 3


FIGURE 02-25-10-09 MODE OF OPERATION (CHILDREN)
FLASH LIGHTS
Two flashlights are provided and mounted within the cockpit area. They can be rechargeable
in option.
DITCHING LIFE LINE
The life line is used to secure passengers and facilitate their exit off the airplane when after
ditching evacuation is performed over the wing.
A ditching life line is installed at the emergency exit window and is attached to the airplane
structure.
The life line will be unwound up to the RH wing leading edge and attached to its anchor point
indicated by the marking LIFE LINE surrounded by a red circle.

FIGURE 02-25-10-10 DITCHING LIFE LINE
02-25-10 F2000EX EASY
ISSUE 3
ATA 25 EQUIPMENT
DESCRIPTION
DGT94085


EMERGENCY LOCATOR TRANSMITTER (ELT)
The Emergency Locator Transmitter (ELT) is a distress and localization radio beacon
transmitter (121.5, 243 and 406.025 MHz). It is activated either by a strong impact or
manually by the pilot from the instrument panel (MAN).
When active, the radio transmitter transmits an omnidirectional distress signal and helps the
rescue units localizing the airplane after a crash or forced landing.

FIGURE 02-25-10-11 ELT CONTROL PANEL
CONTROL FUNCTION
MAN / AUTO switch: AUTO Normal position
Buzzer and XMT ALERT red light activated
NOTE
No ELT transmission
AUTO TEST pushbutton depressed
Buzzer and XMT ALERT red light activated
NOTE
ELT transmission
MAN / AUTO switch: MAN
NOTE
In case of inadvertent depress of the AUTO TEST pushbutton, do not activate MAN / AUTO
switch to MAN (to avoid ELT transmission). Just wait the end of the automatic test.
F2000EX EASY 02-25-10
DGT94085
ATA 25 EQUIPMENT
DESCRIPTION
ISSUE 3


AC ELECTRICAL DISTRIBUTION (OPTION)
A 115 / 230 VAC pushbutton , located on the RH side console, permit an AC electrical
distribution (115 or 230 V
AC
) to the passengers.
On the cabin, a sketch indicates the location of all the outlets.
The information that the system will be switched off during TAKE-OFF or LANDING flight
phases and cabin depressurization.

OFF is the default position

1 push
Electrical passengers distribution activated
02-25-10 F2000EX EASY
ISSUE 3
ATA 25 EQUIPMENT
DESCRIPTION
DGT94085


INTENTINALLY LEFT BLANK
F2000EX EASY 02-26-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 26 FIRE PROTECTION
TABLE OF CONTENTS
ISSUE 3


02-26 ATA 26 FIRE PROTECTION
02-26-05 GENERAL
Introduction
Sources
Introduction
Fire detection
Fire extinguishing
Portable fire extinguishers
Control
Indication
Introduction
Circuit breakers
Cylinder overpressure protection
Introduction
Engine and apu fire extinguishing
Wheel well / forward comp / bag comp / smoke in toilet
Fire test operation
CAS messages
02-26-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-26-05
CODDE 1 PAGE 1 / 4
DGT94085
GENERAL
ISSUE 3


INTRODUCTION
The F2000EX EASy is equipped with a fire protection system and a warning system that
warns the flight crew of fire, smoke or overheating within the described sections of the
airplane. Fire protection is provided by shutting off fuel to the engine and corresponding
hydraulic tank, or APU when engine or APU fire has been detected and by discharging fire
extinguishing agent into the concerned area (engine or APU). Fire protection system controls
and test button and circuit protection interfaces are located within the flight deck.
02-26-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
GENERAL
DGT94085


WARNING - FIRE
circuit breakers
FIRE control panel
CAS windows
FIRE lights in throttles

F2000EX EASY 02-26-05
CODDE 1 PAGE 3 / 4
DGT94085
GENERAL
ISSUE 3


SOURCES
Fire extinguishing is provided by a total of three fire cylinders located in the aft servicing
compartment. Two portable fire extinguishers (one more optional for public transport
operation) are available to the crew.
AFT SERVICING COMPARTMENT CABIN AREA
Two extinguisher cylinders are allocated to
the engines.
One is allocated to the APU.
Two or three portable 2.5 lb. halon
extinguishers are allocated to the flight
deck, cabin and baggage compartment.
3 fire extinguisher
cylinders
3 portable fire
extinguishers

FIGURE 02-26-05-01 FIRE EXTINGUISHER CYLINDERS LOCATION
02-26-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
GENERAL
DGT94085


F2000EX EASY 02-26-10
CODDE 1 PAGE 1 / 6
DGT94085
DESCRIPTION
ISSUE 3


INTRODUCTION
The airplane is equipped with a fire protection system which provides the flight crew with
detection, warning, fuel and hydraulic shut-off and fire extinguishing capability. Fire detection
is provided for both engines, the APU, the baggage compartment, the forward servicing
compartment and the main wheel wells. The rear and forward toilets can also be equipped
with (optional) smoke detectors that will activate a message within the CAS window displays.
Remote controlled fire extinguishing is provided for both engines and the APU.
The overhead control panel and CAS windows provide the fire protection system interfaces
and controls for the flight crew. The throttles are fitted with warning lights displaying engine
fire.
02-26-10 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


FIRE DETECTION
Engine No 2
APU
Overheat
sensors
Capillary
lines
Capillary line
Engine No 1
Smoke detector
Aft servicing
compartment
Baggage
compartment
Wheel
wells
Forward
servicing
compartment

FIGURE 02-26-10-00 FIRE DETECTION SYSTEM
On each engine and on the APU, a sealed box (detector) containing a warning pressure
switch and a system integrity pressure switch, in conjunction with temperature sensitive
capillary tubing, provides fire detection. The temperature sensitive capillary tubes contain a
gas under pressure and a core that generates expanding gas when exposed to high
temperature.
When the tube is submitted to a local high heat-source or flame, the expanding gas generated
from the core increases the pressure thus triggering the pressure switch which activates the
appropriate fire warning.
If the tube is submitted to an overall relatively low temperature increase, the general gas
expansion is enough to increase the pressure and trigger the switch.
This process is reversible so that when the fire is extinguished, the switches resume to normal
position and warning stops.
In case of gas leak, the pressure in the tube decreases and the system integrity pressure
switch, also located within the sealed box, triggers.
Then it activates a ENG.. FIRE DETECT FAIL or APU FIRE DETECT FAIL message
within the CAS windows.
NOTE
Emergency procedure must be applied even when a
ENG .. FIRE DETECT FAIL or APU FIRE DETECT FAIL message is displayed.
F2000EX EASY 02-26-10
CODDE 1 PAGE 3 / 6
DGT94085
DESCRIPTION
ISSUE 3


ENG .. FIRE DETECT FAIL
APU FIRE DETECT FAIL
or

FIGURE 02-26-10-01 FIRE DETECTION CAPILLARY LINE DIAGRAM
In case of detection of APU fire, the system automatically stops the APU and closes the fuel
shut-off valve.
Overheat detection in each wheel well is provided by a thermal switch. In the forward
servicing compartment, which contains the two batteries and main electrical boxes, another
overheat probe is provided to monitor and detect overheat or a fire condition. Additionally, one
optical smoke detector is located in the baggage compartment.
02-26-10 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


FIRE EXTINGUISHING
Remote controlled fire extinguishing is provided by a total of three fire extinguisher cylinders
located in the aft servicing compartment. They provide fire extinguishing for each engine and
the APU.
The engine fire extinguishing system is designed to enable up to two successive discharges
as the two engines share their two cylinders:
- cylinder 1: Discharge 1 Engine 2 or Discharge 2 Engine 1,
- cylinder 2: Discharge 1 Engine 1 or Discharge 2 Engine 2,
- cylinder 3: Discharge for APU (only one discharge for the APU).
The second discharge is available in case the engine fire persists after the first one.
Each cylinder is equipped with a pressure gauge and a correction table to check the proper
charging level according to the ambient temperature. Visual inspection of that pressure gauge
is the only way to check whether a fire extinguisher cylinder percussion has accidentally
occurred during ground operation.
Fire extinguisher
cylinders
Extinguishing agent
spray nozzles
APU Forward
servicing
compartment
Engine No 1
Engine No 2
Aft servicing
compartment

FIGURE 02-26-10-02 FIRE EXTINGUISHING SYSTEM DIAGRAM
F2000EX EASY 02-26-10
CODDE 1 PAGE 5 / 6
DGT94085
DESCRIPTION
ISSUE 3


PORTABLE FIRE EXTINGUISHERS
Additionally, two or three 2.5 lb (1.13 kg) Halon portable extinguishers, located in the forward
crew closet and cabin area (one located on the aft face of LH forward galley bulkhead is
optional for public transport operation), are available in the event the crew has to extinguish a
fire in the cabin or baggage compartment.
For more information, refer to CODDE 1 / ATA 25.
02-26-10 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


F2000EX EASY 02-26-15
CODDE 1 PAGE 1 / 4
DGT94085
ISSUE 3


CONTROL
Interfaces and controls of the fire protection system are located in the upper portion of the
overhead control panel. They include controls of all fuel and hydraulic (for engines) shut-off
valves (FIRE 1, 2 and APU), the engines and APU (DISCH 1, 2) cylinder discharge
pushbuttons, the baggage compartment (FIRE BAG COMP) fire warning light, and a FIRE
TEST pushbutton.
Engine 1 fuel
shut-off valve
CLOSED light
Engine 1 fuel and
hydraulic shut-off
guarded
pushbutton light
APU
fuel shut-off valve
CLOSED light
Engine 2 first extinguisher
cylinder discharge
guarded pushbutton light
APU
single extinguisher
cylinder discharge
Engine 2 second extinguisher
cylinder discharge
Baggage compartment
fire warning light
FIRE TEST
pushbutton
APU
fuel shut-off

FIGURE 02-26-15-00 FIRE CONTROL OVERHEAD PANEL
02-26-15 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
DGT94085


SYNTHETIC TABLE
TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
Activates closure:
- of the corresponding engine or APU
fuel shut-off valve so that fuel feeding is
cut off.
- of corresponding hydraulic system
shut-off valve (for engines).
The CLOSED light flashes during shut-
off valve operation.
Fuel shut-off valve is closed when
CLOSED indication is illuminated fixed.
If a discrepancy between pushbutton and
fuel shut-off valve is detected, the
CLOSED light flashes.

NOTE 1
FIRE light goes out when fire is
extinguished.
NOTE 2
These pushbuttons are also used
to open the valves again.

Guarded

F2000EX EASY 02-26-15
CODDE 1 PAGE 3 / 4
DGT94085
ISSUE 3


TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
FIRE
pushbutton not
pushed yet

FIRE
pushbutton
pushed on
1
steady white
Raise the guard
and push to
discharge

Discharges extinguishing agent from
fire extinguisher cylinder to the
corresponding engine or APU.
Cylinder
percussion
DISCH
steady amber

INDICATION
The engine and APU fire warnings are provided through the illuminated pushbuttons on the
fire control panel, the throttle hand grips warning light and through messages on the CAS
window displays. No fire detection indications are provided through synoptic windows.
The smoke detector in baggage compartment triggers a message in CAS window and the
warning light on fire control panel:
.
The overheat thermal switches in wheel wells and forward servicing compartment trigger only
messages in CAS window.
An audio warning system is activated when an engine, APU or baggage compartment fire is
detected or fire test performed.
02-26-15 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
DGT94085


F2000EX EASY 02-26-20
CODDE 1 PAGE 1 / 2
DGT94085
SYSTEM PROTECTION
ISSUE 3


INTRODUCTION
The fire control panel is physically and electrically segregated from the other systems located
on the overhead control panel. (Except for the illuminated white markings on the front panel).
CIRCUIT BREAKERS
The Fire Protection System is protected by conventional trip-free circuit breakers located

FIGURE 02-26-20-00 WARNINGS-FIRE CIRCUIT BREAKERS
Each discharge control is electrically supplied by B1 bus for engine 1 and by A2 bus for
engine 2 concerning the first discharge and by battery bus for the second discharge. Control
of APU fire extinguisher is electrically supplied by ESS and BAT buses from LH main
electrical box.
The fuel and hydraulic shut-off valves are electrically supplied for closure by B2 and BAT
buses for engine 1 and A1 and BAT buses for engine 2. The APU fuel shut-off valve is
electrically supplied for closure by B2 bus.
02-26-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
SYSTEM PROTECTION
DGT94085


FIGURE 02-26-20-01 FUEL SHUT-OFF VALVE CIRCUIT BREAKERS
CYLINDER OVERPRESSURE PROTECTION
A pressure relief valve fitted on each cylinder provides protection against a rupture. In case of
overpressure, the relief valve frangible disk bursts and drops pressure by discharging the
extinguishing agent through the aft servicing compartment drainage system.
F2000EX EASY 02-26-25
CODDE 1 PAGE 1 / 4
DGT94085
NORMAL OPERATION
ISSUE 3


INTRODUCTION
understand the symbols and the logic of the fire control panel and displays.
ENGINE AND APU FIRE EXTINGUISHING
ACTION RESULT
CONTEXT: one engine or APU on fire
light on + audio warning + light in throttle
hand grip (if engine fire) + following message
in CAS window:
FIRE ENG or FIRE APU
(then APU stops and fuel shut-off valve closes
automatically)
Push pushbutton
- fuel shut-off valve closes
- hydraulic shut-off valve
closes (if engine fire)
- CLOSED
status light flashing then
steady
- 1 and 2 I
pushbuttons light white
Raise the guard and push
pushbutton
- first cylinder discharges
- first DISCH pushbutton
lights amber
If fire persists, raise the guard and
push pushbutton (if engine fire)
- second cylinder
discharges (if engine fire)
- second DISCH
pushbutton lights amber
When fire is extinguished lights off
02-26-25 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
NORMAL OPERATION
DGT94085


Failure of the fire detection system is indicated by ENG .. FIRE DETECT FAIL or
APU FIRE DETECT FAIL CAS message.
WHEEL WELL / FORWARD COMP / BAG COMP / SMOKE IN TOILET
CONTEXT RESULT
Overheat detected by one of the LH or RH
sensors in wheel wells
WHEEL XX OVHT CAS message
Overheat detected by sensor in forward
servicing compartment
AFT COMP OVHT CAS message
Smoke detected in baggage compartment
FIRE BAG COMP CAS message,
illuminated in fire panel and
audio warning
Smoke detected in aft or forward
toilet compartment
(if optional smoke detector installed)
SMOKE IN .. TOILET CAS message
Failure of the fire detection system is indicated by AFT COMP OVHT DETECT FAIL CAS
message.
F2000EX EASY 02-26-25
CODDE 1 PAGE 3 / 4
DGT94085
NORMAL OPERATION
ISSUE 3


FIRE TEST OPERATION
FIRE TEST PUSHBUTTON
The following example gives the indications displayed during normal ground operation of the
fire test.

FIGURE 02-26-25-00 FIRE CONTROL PANEL TEST BUTTON
Pressing the fire test button activates the warning horn, illuminates all the pushbuttons and
lights on the fire panel and the lights in the throttle hand grips.
The FIRE ENG 1+2 , FIRE APU and FIRE BAG COMP CAS messages
associated with the illumination should be displayed in the CAS window.
The test is OK when all here-above warnings are activated.
02-26-25 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
NORMAL OPERATION
DGT94085


CHECK IN TEST SYNOPTIC PAGE
Engines, APU and wheel fire detection systems test is available in the TEST synoptic by
pressing the LIGHTS soft key.
Test is performed through the LIGHTS soft key. Test is OK when OK is displayed in page
TEST.
If a failure has been detected on engine or APU detection system, following messages are
displayed:
- ENG .. FIRE DETECT FAIL
- APU FIRE DETECT FAIL
If a failure has been detected on wheel detection system, corresponding CAS message is
displayed:
- WHEEL XX OVHT

FIGURE 02-26-25-01 TEST PAGE
F2000EX EASY 02-26-30
CODDE 1 PAGE 1 / 2
DGT94085
ABNORMAL OPERATION
ISSUE 3


CAS MESSAGES
FIRE APU Fire detected in APU compartment
FIRE BAG COMP Fire detected in baggage compartment
FIRE ENG .. Fire detected on engine 1 or 2
WHEEL XX OVHT Excessive temperature in (LH/RH) wheel compartment
SMOKE IN FWD TOILET Smoke detected in forward toilet compartment (option)
SMOKE IN AFT TOILET Smoke detected in aft toilet compartment (option)
AFT COMP OVHT
Excessive temperature in forward servicing
compartment
AFT COMP OVHT DETECT FAIL
Failure of forward servicing compartment
overheat detection system
APU FIRE DETECT FAIL Failure of APU fire detection system
ENG .. FIRE DETECT FAIL Failure of engine 1 or 2 fire detection system
02-26-30 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085


F2000EX EASY 02-27-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 27 FLIGHT CONTROLS
TABLE OF CONTENTS
ISSUE 3


02-27 ATA 27 FLIGHT CONTROLS
02-27-05 GENERAL
Introduction
Flight control sources
Primary and secondary flight controls
Introduction
Primary flight controls
Ailerons
Pitch control
Rudder
Secondary flight controls
Control
Indication
Introduction
Circuit breakers
Placard markings
Introduction
ON GROUND
IN FLIGHT
Introduction
SLAT abnormal operation
No 1 hydraulic system failure
No 2 hydraulic system failure
No 1 and 2 hydraulic system failure
Jamming
CAS messages
02-27-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-27-05
CODDE 1 PAGE 1 / 4
DGT94085
GENERAL
ISSUE 3


INTRODUCTION
The primary flight controls of the Falcon 2000EX EASy airplane are hydraulically and
actuated.
The primary flight controls include two ailerons, two mechanically-linked elevators, one
horizontal stabilizer and one rudder.
Secondary flight controls include leading edge slats, trailing edge double slotted flaps and
airbrakes. All secondary flight controls are hydraulically actuated and either controlled by
control handles located in the flight deck center pedestal or automatically controlled when
specific flight conditions are met for slats or airbrakes operation.
02-27-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
GENERAL
DGT94085


FLT CONTROL
circuit breakers
Slats / Flaps
control and
emergency slats
switch
Pitch trim
on yoke
HSI window indicating
slats, flaps, airbrakes
and pitch trim
configurations
Aileron and rudder
normal trim controls,
pitch and aileron
emergency controls,
and airbrakes controls
ENG-TRM-BRK window
indicating
trim configuration
SPEED LIMITATIONS
placard marking
Airbrakes
auto extension
disarm pushbutton

F2000EX EASY 02-27-05
CODDE 1 PAGE 3 / 4
DGT94085
GENERAL
ISSUE 3


FLIGHT CONTROL SOURCES
PRIMARY FLIGHT CONTROLS
AILERON CONTROL
SYSTEM
RUDDER CONTROL
SYSTEM
ELEVATOR CONTROL
SYSTEM
- Hydraulic No 1
- Hydraulic No 2
- A1 bus for aileron trim
- B2 bus for emergency
aileron trim
- B1 bus for aileron Arthur
variable unit
- ADS2 data via ARINC bus
for aileron Arthur variable
unit
- Hydraulic No 1
- Hydraulic No 2
- ESS bus for rudder trim
- Autopilot for yaw damper
- Hydraulic No 1
- Hydraulic No 2
- B1 bus for normal pitch trim
- ESS bus for emergency trim
- ESS bus for pitch Arthur
variable unit
- Position of stabilizer and
slats control for pitch Arthur
variable unit

SECONDARY FLIGHT CONTROLS
LEADING EDGE SLATS FLAPS AIRBRAKES
- Hydraulic No 1 for normal
slat operation
- Hydraulic No 2 for
emergency slat extension
- A2 and BAT buses for
normal slat operation
- BAT bus for emergency
extension
- Angle of attack sensors for
automatic extension and
retraction
- Hydraulic No 2
- ESS bus for flap control
- Hydraulic No 2
- ESS bus for A/B control
02-27-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
GENERAL
DGT94085


PRIMARY AND SECONDARY FLIGHT CONTROLS
Slat
Aileron
Elevator
Airbrakes
Rudder
Flaps
Horizontal
stabilizer

FIGURE 02-27-05-01 PRIMARY AND SECONDARY FLIGHT CONTROLS
F2000EX EASY 02-27-10
CODDE 1 PAGE 1 / 18
DGT94085
DESCRIPTION
ISSUE 3


INTRODUCTION
The primary flight control system is hydraulically and actuated. Control inputs from the flight
deck are transferred from the dual control yoke and column through a system of push-pull
rods and bellcranks, which provide manual inputs to dual hydraulic servo-actuators connected
to the appropriate primary flight control surface.
In the case of total hydraulic failure, all primary flight controls can be operated manually. In
this abnormal condition, airspeed should be limited to 260 KIAS or less.
Horizontal stabilizer, aileron and rudder trims are electrically actuated. The horizontal
stabilizer trim has a second emergency electrical motor. The ailerons have a normal and an
emergency electrical trim.
PRIMARY FLIGHT CONTROLS
Between the pilot or copilot column and yoke and a flight control surface, the control channel
is composed of:
- a series of push-pull rods acting as the mechanical link between the control column and
yoke and the servo-actuator,
- a main Artificial Feel Unit (AFU),
- a variable bellcrank, or Arthur, for roll and pitch feel control,
- a trim unit,
- a servo-actuator,
- an auxiliary artificial feel unit connected to the servo-actuator.
02-27-10 F2000EX EASY
PAGE 2 / 18 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


SERVO-ACTUATOR
Each primary flight control surface is actuated by its associated hydraulic servo-actuator.
The servo-actuators consist of two independent barrel and piston assemblies operating in
unison. Each of No1 and 2 hydraulic systems independently supplies a barrel and piston
assembly.

FIGURE 02-27-10-00 SERVO-ACTUATOR SCHEMATIC (ONE BARREL REPRESENTED)
F2000EX EASY 02-27-10
CODDE 1 PAGE 3 / 18
DGT94085
DESCRIPTION
ISSUE 3


The servo-actuator unit is attached to the control surface and connected to the airframe by
its rods.

Movement of a control-input linkage (push-
pull rod) controls the servo-actuators by
directing hydraulic fluid to displace the dual
barrel and piston.
Movement of the servo-actuator assembly
provides force to deflect the control surface
through a connecting rod.
Should one hydraulic system fail, a bypass
valve within the corresponding barrel
interconnects the two chambers and
depressurizes the barrel of the affected
hydraulic system. This keeps possible the
movement of the inert barrel actuated by the
active one.
Should both hydraulic systems should fail,
pilot inputs can mechanically move the
entire servo-actuator assembly and deflect
the control surface by bringing the control
input lever to abutment. The by-pass valve
is restricted in order to avoid flutter.
An accumulator keeps pressure to
compensate possible hydraulic fluid leakage
and thermal retraction.
FIGURE 02-27-10-01 SERVO-ACTUATOR OPERATION
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DESCRIPTION
DGT94085


ARTIFICIAL FEEL UNIT
Each primary flight control incorporates a main spring-loaded Artificial Feel Unit (AFU)
upstream from its servo-actuator. The main AFU provides an aerodynamic artificial load feel
to pilots controls directly proportional to the input movement and to the resultant spring
compression of the AFU.
The elevator main AFU is electrically heated for high altitude flight.

FIGURE 02-27-10-02 FLIGHT CONTROL SCHEMATIC (TYPICAL)
An auxiliary spring-loaded AFU is connected to the airframe and to the auxiliary arm of each
servo-actuator. In case of control linkage disconnection, the auxiliary AFU forces the slide
valves to position the servo-actuator into the neutral position.
F2000EX EASY 02-27-10
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DGT94085
DESCRIPTION
ISSUE 3


ARTHUR VARIABLE BELLCRANK
A variable bellcrank, or Arthur, is incorporated within both the aileron and elevator control
systems to vary the artificial load feel of the flight controls. The law governing the position of
the Arthur unit is based upon specific parameters (speed or stabilizer deflection). As these
parameters change, the pivot-point of the Arthur variable bellcrank effectively increases or
decreases the AFU input arm length, thus decreasing or increasing the artificial load feel of
the control yoke. The effort applied by the pilot on the yoke to obtain the same control
surface deflection will be more important when the airplane speed is in the high range rather
than when it is in the low range.

FIGURE 02-27-10-03 ARTHUR OPERATION SCHEMATIC (TYPICAL)
02-27-10 F2000EX EASY
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DESCRIPTION
DGT94085


AILERONS
Moving the pilot or copilot control yoke causes aileron deflection through a series of push-pull
rods, bellcranks and servo-actuators. The aileron flight control system also includes spring-
loaded main and auxiliary AFU, variable bellcrank and trim units.
In the event of aileron control linkage jamming, an electrically powered aileron actuator can
drive the left aileron servo-actuator. When the emergency aileron trim actuator is out of the
neutral position,
the amber AIL ZERO message appears in the CAS message window.

FIGURE 02-27-10-04 AILERON CONTROL SYSTEM
F2000EX EASY 02-27-10
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DGT94085
DESCRIPTION
ISSUE 3


AILERON ARTHUR VARIABLE BELLCRANK
This variable bellcrank is incorporated within the aileron control system to adjust the artificial
load feel of the flight controls with respect to the airplane airspeed.
The position of the Arthur unit is compared with the theoretical position computed from
ADS1 airspeed. If the difference exceeds a threshold depending on the airspeed,
The AIL FEEL CAS message appears. An Arthur unit failure may cause
higher or lower control forces than normal depending on whether the unit has failed in high
or low speed position.
AILERON TRIM UNITS
The aileron system has a normal trim and an emergency trim.
Both trim unit actuators are electrically-driven screw jacks.
Acting on the normal trim actuator moves the AFU zero reference in order to obtain a zero
reaction force. It is controlled by a dual rocker switch located on the flight deck center
pedestal. Both halves of the rocker switch must be pressed simultaneously to close the
electrical circuit and actuate the trim.
In case of aileron control linkage jamming, the emergency trim allows to control directly the
LH servo-actuator. It is controlled by two red pushbuttons located on the flight deck center
pedestal.
NOTE
Emergency aileron trim is operative even when airplane is not hydraulically powered.
Aileron trim range is displayed within the ENG-TRM-BRK windows within both pilot PDU.
When the trim is used, the ENG-TRM-BRK window pops up on the Pilot Flying side.

FIGURE 02-27-10-05 AILERON TRIM SCHEMATIC
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DESCRIPTION
DGT94085


PITCH CONTROL
Pilot control inputs are transmitted from the control columns through a series of push-pull
rods, bellcranks and hydraulic servo-actuator. The elevator flight control system includes
spring-loaded main and auxiliary AFU, an Arthur variable unit and a horizontal stabilizer trim.

FIGURE 02-27-10-06 PITCH CONTROL SYSTEM
F2000EX EASY 02-27-10
CODDE 1 PAGE 9 / 18
DGT94085
DESCRIPTION
ISSUE 3


ELEVATOR ARTHUR VARIABLE BELLCRANK
The position of the horizontal stabilizer reflects the balance between the airplane airspeed
and its center of gravity. This parameter and the slat control govern the Arthur variable unit
position. Accordingly the Arthur unit changes the "artificial load feel" with respect to the
position of the horizontal stabilizer.
The elevator Arthur internal electronics continuously monitors the position of the Arthur
variable unit with respect to the position of the horizontal stabilizer and slat control. If the
comparison exceeds the warning threshold,
the PITCH FEEL CAS message appears and a low speed Arthur
configuration is commanded. An Arthur unit failure may cause lower control forces than
normal.
CAUTION
In-flight Arthur unit failure induces speed limitations.
02-27-10 F2000EX EASY
ISSUE 3
DESCRIPTION
DGT94085


HORIZONTAL STABILIZER TRIM UNIT
The fully movable horizontal stabilizer is used to trim the airplane on the pitch axis.
The horizontal stabilizer is actuated by one screw jack which is powered by two electric 28
V
DC
motors (normal or emergency mode). A dual rocker switch on both control yokes
controls the normal pitch trim. Both halves of the rocker switch must be pressed
simultaneously to close the circuit and actuate the trim. The order is cancelled with opposite
order from the other pilot.
A clacker warns that the stabilizer moves.

FIGURE 02-27-10-07 ELEVATOR TRIM SYSTEM
The emergency pitch trim rocker switch is located on the flight deck center pedestal. In the
event of horizontal stabilizer normal trim unit failure, the emergency pitch trim switch can
then actuate the stabilizer. The switch is spring-loaded to the center (off) position and has
unsteady up and down positions. Moving the switch to either operating position (up/down)
automatically disengages the normal circuit breaker located near the switch. This makes the
normal operating circuit inoperative.
Pitch trim range is displayed permanently in the HSI window and within the ENG-TRM-BRK
windows in both pilot PDU. When the trim is used, the ENG-TRM-BRK window pops up on
the pilot flying side.
On ground, in take-off configuration, if the stabilizer trim is not set within the green range
there is a < NO TAKE-OFF > aural warning and the NO TAKE-OFF CAS message
appears. The tick mark in STAB synoptic turns to red.
CAUTION
The pitch trim indication must be located in the green area for take-off.
F2000EX EASY 02-27-10
DGT94085
DESCRIPTION
ISSUE 3


Paint marks are provided on the fin for take-off range and extreme positions of the stabilizer
for on-ground visual inspection.
Trim position

FIGURE 02-27-10-08 PAINT MARKS FOR VISUAL TRIM POSITION INSPECTION
HORIZONTAL STABILIZER / MACH TRIM OPERATION
To increase natural longitudinal stability at high Mach numbers, the Mach Trim System is
active between Mach .77 and Mach .87. The Mach trim control box supplies pitch trim
command inputs to the elevator trim to adjust the stabilizer position as the Mach number
changes. A clacker warns that the stabilizer moves.
With the Mach trim system engaged, the normal trim can be used at any time to adjust
stabilizer position. Once the normal pitch trim switch is released, the Mach trim system
resumes automatic operation.
NOTE
Mach trim is overridden by normal trim and autopilot activation.
02-27-10 F2000EX EASY
ISSUE 3
DESCRIPTION
DGT94085


RUDDER
Moving the pilot or copilot rudder pedals provides rudder deflection through a series of push-
pull rods, bellcranks and servo-actuator.
The flight control system also includes main and auxiliary spring-loaded AFU, a rudder trim
unit and a yaw damper system.

FIGURE 02-27-10-09 RUDDER CONTROL SYSTEM
F2000EX EASY 02-27-10
DGT94085
DESCRIPTION
ISSUE 3


RUDDER TRIM UNIT
The rudder trim actuator is an electrical screw jack. The trim unit is controlled by a dual
rocker switch located on the flight deck center pedestal. Both halves of the rocker switch
must be pressed simultaneously to close the circuit and activate the rudder trim.
Acting on the trim actuator moves the AFU zero reference in order to obtain a zero reaction
force. Movement of the rudder trim switch applies power (28 VDC) to the linear rudder trim
actuator located in the fuselage.
Rudder trim range is shown within the ENG-TRM-BRK windows displayed on both pilots
PDU. When the trim is used, the ENG-TRM- BRK window pops up on the Pilot Flying side.
YAW DAMPING SYSTEM
The yaw damping system reduces oscillations around the airplane yaw axis. An electrically
powered actuator installed with the rudder control linkages upstream from the main rudder
servo-actuator compensates for these oscillations by inputs to the control linkage.
02-27-10 F2000EX EASY
ISSUE 3
DESCRIPTION
DGT94085


SECONDARY FLIGHT CONTROLS
Secondary flight controls include electrically controlled and hydraulically actuated leading-
edge slats, trailing edge flaps and airbrakes.
LEADING-EDGE SLATS
Each wing incorporates leading edge slats. Slat operation is hydraulically actuated and
electrically controlled by a slats / flaps control handle located on the flight deck center
pedestal.
Three hydraulic actuators supply each slat. Two double-acting units provide both retraction
and extension during normal slat operation and are powered by No 1 hydraulic system. The
third actuator provides only emergency extension with hydraulic power supplied by No 2
system.
Slat operation is electrically sequenced. The slat extension occurs before flap extension.
During retraction, flaps are first fully retracted then slats are retracted.

FIGURE 02-27-10-10 LEADING EDGE SLAT SYSTEM
F2000EX EASY 02-27-10
DGT94085
DESCRIPTION
ISSUE 3


The slats are operated in three modes: normal, automatic and emergency.
- The normal operation mode consists in deploying and retracting the slats and flaps
using the slats / flaps control handle.
- The automatic operation mode is active in flight and is controlled according to Angle Of
Attack (AOA) probes. Airspeed parameter is also used to inhibit automatic operation
above 265 kt. The AOA threshold for automatic slats extension depends on slats / flaps
control handle notch.
- The emergency mode is manually activated in flight to extend slats in case of No 1
hydraulic system failure.

FIGURE 02-27-10-11 ANGLE-OF-ATTACK PROBE
In conjunction with automatic slat extension or retraction, engine ignition is activated.
The < STALL > aural warning sounds above specific AOA thresholds.
Automatic slat operation is active in flight only.
The emergency slat extension is controlled by a two-position guarded switch located on the
center pedestal. It supplies the emergency actuator hydraulic manifold directly from the BAT
bus. It allows the slats to extend for approach in the event of a No1 hydraulic system failure.
This mode of operation is intended for landing configuration only and does not provide for
slat retraction.
CAUTION
When the EMERG SLATS switch has been used, it must not be returned to the off
position.
The monitoring of slat extension / retraction is performed through microswitches indicating
slat position.
On ground, in take-off configuration, if the slats are not extended,
there is a < NO TAKE-OFF > aural warning and the NO TAKE-OFF CAS message
appears. The slat symbol turns to red.
02-27-10 F2000EX EASY
ISSUE 3
DESCRIPTION
DGT94085


TRAILING EDGE FLAPS
The trailing edge flaps consist of an inboard and outboard double slotted flaps on each wing.
A control handle located on the flight deck center pedestal operates the slats and flaps. The
handle provides the flaps geared hydraulic motor with electrical activation. The flaps are
then actuated through a series of rotating rods and screw jacks. A spring-loaded brake
within the hydraulic motor holds the flaps in their selected position.

FIGURE 02-27-10-12 FLAP SYSTEM
The difference between right and left flap position is continuously monitored to detect a
possible asymmetry. In case of asymmetry detection, a FLAPS ASYM CAS message
appears and the flap control circuit breaker trips, stopping the flap movement.
CAUTION
Selection of SF2 or SF3 notch from CLEAN notch is forbidden.
On ground, in take-off configuration, if the flaps are not deployed or are set to SF3, there is a
< NO TAKE-OFF > aural warning and the NO TAKE-OFF CAS message
appears. The flap symbol turns to red.
F2000EX EASY 02-27-10
DGT94085
DESCRIPTION
ISSUE 3


AIRBRAKES
Three airbrake panels are provided for each wing upper surface. The airbrakes are
hydraulically actuated and electrically controlled.
The airbrakes handle is located on the flight deck center pedestal. The normal operation
mode allows selection of three notches of the handle. Setting airbrakes handle to notch 0
induces all airbrakes retraction. Setting the handle to notch 1 causes the extension of the
center airbrake panels. Selecting notch 2 causes the extension of all six airbrake panels.

FIGURE 02-27-10-13 AIRBRAKE PANEL LOCATION
Each panel is either fully deployed or fully retracted. Depending on the panel location
(inboard, center or outboard), the deflection angle of the panel when fully extended varies.
Switches allow the system to monitor airbrakes panel position.
An automatic mode allows automatic airbrake extension at landing and during Rejected
Take-Off (RTO). This mode of operation of the airbrakes depends on throttle angles and
BSCU data.
They are automatically retracted when speed decreases below 20 kt.
This automatic function enhances global braking action during landing or rejected take-off
and reduces bounces after touchdown.
The AUTO EXT. pushbutton (amber DISARM status light) located on the overhead panel
allows the crew to disarm this function.
A stall protection feature commands automatic retraction of the airbrakes when high Angle
Of Attack (AOA) is detected by the two AOA probes. The AOA threshold for automatic
retraction depends on the slats / flaps control handle notch.
The airbrakes can not be extended again until the handle is returned to notch 0, recycling
the system.
On ground, in take-off configuration, if at least one airbrake panel is not retracted there is a
< NO TAKE-OFF > aural warning and the NO TAKE-OFF CAS message
appears. The airbrake symbol on HSI window and AB1 or AB2 on speed scale turn to red.
02-27-10 F2000EX EASY
ISSUE 3
DESCRIPTION
DGT94085


F2000EX EASY 02-27-15
CODDE 1 PAGE 1 / 12
DGT94085
ISSUE 3


CONTROL

FIGURE 02-27-15-00 SLATS AND FLAPS CONTROLS

FIGURE 02-27-15-01 AIRBRAKES, NORMAL AND EMERGENCY TRIM CONTROLS
02-27-15 F2000EX EASY
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ISSUE 3
DGT94085


SYNTHETIC TABLES
Slats and flaps
TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
SYNOPTIC
Sets slats / flaps to
CLEAN notch:
(slats + flaps retracted)

(Above 18,000 ft:
for 15 sec only,
nil after)
See NORMAL
OPERATION
Sets slats / flaps to first
notch:
SF1 (slats + slaps 10)

Sets slats / flaps to the
second notch:
SF2 (slats + flaps 20)
(flaps 22 after retraction
from SF3)

Sets slats / flaps to the
third notch:
SF3 (slats + flaps 40)

Extends the slats in
emergency mode.

F2000EX EASY 02-27-15
CODDE 1 PAGE 3 / 12
DGT94085
ISSUE 3


Airbrakes
TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
SYNOPTIC
Sets airbrakes to CLEAN
notch
(airbrake panels retracted)

(Above 18,000 ft:
for 15 sec only,
nil after)
See NORMAL
OPERATION
Sets airbrakes to first notch:
(center airbrake panels
deployed)

Sets airbrakes to second
notch:
(all airbrake panels
deployed)

AUTO EXT. mode

Pushbutton
Arms / disarms automatic
airbrake extension

Push to DISARM
02-27-15 F2000EX EASY
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ISSUE 3
DGT94085


Normal and emergency trims
CONTROL FUNCTION ACTIVATION
ENG-TRM- BRK
WINDOW
Activates aileron left or
right trim (trims roll axis).

Activates emergency
aileron left or right trim
(trims roll axis).

No synoptic

Activates rudder left or
right trim (trims yaw
axis).

Activates horizontal
stabilizer to move up or
down (trims pitch axis).

Activates emergency
horizontal stabilizer up
or down (trims pitch
axis) and deactivates
primary trim.

F2000EX EASY 02-27-15
CODDE 1 PAGE 5 / 12
DGT94085
ISSUE 3


INDICATION
Aileron, rudder and horizontal stabilizer trim positions are displayed in the ENG-TRM- BRK
windows on pilots request and as soon as one trim control surface movement is detected
(including untimely or non-commanded movement). A green mark-up moves along a
graduated scale to indicate trim surface position. A white range (width +/- 10% of full control
surface travel) indicates the zero setting position.
NOTE
The first certification load is not in accordance with the white definition. The white range width is
around +/- 5%.
A green range also defines the authorized settings for take-off on the horizontal stabilizer
graduated scale.

FIGURE 02-27-15-02 ENG-TRM-BRK WINDOW, TRIM POSITIONS
NOTE
In cruise, after trimming the airplane, it is usual to have aileron and rudder trim indicators not
centered (due to differential dilatation of aileron linkage rods).
02-27-15 F2000EX EASY
PAGE 6 / 12 CODDE 1
ISSUE 3
DGT94085


Horizontal stabilizer position is also permanently displayed in the top left hand corner of the
HSI windows. Any movement of the horizontal stabilizer generates a clacker sound in the
aural warning system.

FIGURE 02-27-15-03 HSI WINDOW DISPLAY
Slat, flap and airbrake positions are displayed in the top left hand corner of the HSI. Symbols
and labels can be displayed in this dedicated area according to the following rules:
- slats / flaps / airbrakes symbols are displayed as long as:
o there is one slat, one flap or one airbrake panel extended (including untimely or non-
commanded surface movement), or
o there is a flight control CAS message displayed, or
o a flight control label is triggered (AUTO, EMERG, AUTO RET, DISARM),
- the slats / flaps / airbrakes symbols are replaced by a white CLEAN label if:
o the airplane is in the CLEAN configuration and,
o no flight control CAS message is displayed, and
o no flight control label is triggered,
- the CLEAN white label is erased (nothing is displayed) if:
o the airplane altitude is above 18,000 ft, and
o the CLEAN label has been displayed for 15 sec.
F2000EX EASY 02-27-15
CODDE 1 PAGE 7 / 12
DGT94085
ISSUE 3


Flap handle and airbrake handle positions are shown in the indicator as a magenta tick mark
(1, 2 or 3 for flap indication, 1 or 2 for airbrake indication).
The airbrake indication label (AB1 or AB2) is also displayed in airspeed tape as a reminder.

FIGURE 02-27-15-04 AIRSPEED TAPE WITH AIRBRAKE POSITION 1
SLATS, FLAPS AND AIRBRAKES SYMBOLS

Airplane is in CLEAN
configuration. No flight control
CAS message is displayed
and no flight control label is
triggered

CLEAN label has been
displayed for 15 sec (see
conditions associated to the
CLEAN white label) and
airplane altitude is
above 18,000ft

Slats / flaps / airbrakes
indications are not valid
02-27-15 F2000EX EASY
PAGE 8 / 12 CODDE 1
ISSUE 3
DGT94085


SLAT SYMBOL
Slat extension sequence

Control handle in
CLEAN notch.
Slats are retracted and slat
symbol is not displayed.
See NORMAL OPERATION

Control handle moved into
SF1 notch.
Selecting the SF1 position
causes arrow symbol to flash
(green filled to blank).
Position tick mark 1 is
displayed in magenta

When slats and flaps are
extended, slat symbol comes
green filled and steady

Slat retraction sequence

Control handle in
SF1 notch.
Slats are extended and slat
symbol is green filled.
Tick mark 1 is displayed in
magenta. Flap position, green
outlined, is in
the 10 status

Control handle returned to
CLEAN notch.
Selecting the control handle
back to CLEAN causes arrow
symbol to flash
(green filled to blank)
tick mark 1 is
displayed in white

When both slats are retracted,
slat graphic is not displayed.
Flap position, outline green, is
in 0 status.
See NORMAL OPERATION
F2000EX EASY 02-27-15
CODDE 1 PAGE 9 / 12
DGT94085
ISSUE 3


No take-off: slat graphic is
flashing red to blank.
The slats / flaps configuration
is not allowed for take-off
Discrepancy between pilot slat
control and slat position

Automatic slat movement Slats automatically extended

Emergency slat movement Slats extended by emergency
system
02-27-15 F2000EX EASY
ISSUE 3
DGT94085


FLAPS SYMBOL
Flaps extension sequence from SF1 to SF2 (from CLEAN to SF1: identical to slats
extension)

Control handle in SF1 notch:
flaps are extended to a
deflection angle of 10, tick
marks and labels 0, 2, 3 are
displayed in white, label 1 is
displayed in magenta and
flaps symbol, outline green, is
in status 1. Slats are
extended (green filled).
Control handle moved to SF2
notch. Selecting the control
handle to the SF2 notch
causes: tick mark and label 2
to be displayed in magenta.
When flaps reach the notch of
20: flap symbol, out line
green, is in status 2.
Flaps retraction sequence from SF1 to SF2 (from SF1 to CLEAN: identical to slats
retraction)

Control handle in SF2 notch:
flaps are extended to a
deflection angle of 20, tick
marks and labels 0, 1, 3 are
displayed in white. Label 2 is
displayed in magenta and flap
symbol, green outlined, is in
status 2. Slats are extended
(green filled)
Control handle moved to SF1
position: tick marks and labels
0, 2 and 3 are displayed in
white. Tick mark and label 1
are displayed in magenta.
Flaps symbol, green outlined,
is in status 2
When flaps reach the position
of 10: flaps symbol, green
outlined, is in status 1
F2000EX EASY 02-27-15
DGT94085
ISSUE 3


No take-off: flap graphic is
flashing red. The flap
configuration is not allowed for
take-off
Flap asymmetry detected
AIRBRAKES SYMBOL
Airbrake extension (from 0 to AB1)

Control handle in notch 0.
Airbrakes are retracted and
airbrake symbol is not
displayed.
Control handle moved to
notch 1. Selecting the control
handle to notch 1 causes tick
mark and label 1 to be
displayed in magenta.
When airbrakes are deployed,
airbrake symbol is displayed
at position 1.
Airbrake retraction (from AB1 to 0)

Control handle in notch 1.
Airbrakes are deployed,
airbrake symbol is displayed
at position 1. Tick mark and
label 1 are displayed in
magenta.
Control handle moved to
notch 0. Selecting the control
handle to position 0 causes
tick mark and label 1 to be
displayed in white.
When airbrakes are retracted,
airbrake symbol is
no more displayed.
After 2 sec displayed, turns to
CLEAN display configuration
as seen before.
02-27-15 F2000EX EASY
ISSUE 3
DGT94085


No take-off: airbrake graphic
is flashing red. The airbrake
configuration is not allowed
for take-off.
Airbrake failure.
At least one panel is in
discrepancy with control.

Automatic retraction
(stall protection).
Automatic extension. Airbrakes in DISARM mode:
no automatic extension.

F2000EX EASY 02-27-20
CODDE 1 PAGE 1 / 2
DGT94085
SYSTEM PROTECTION
ISSUE 3


INTRODUCTION
The circuit protection is provided by conventional trip-free circuit breakers located above the
overhead panel and on the center pedestal.
CIRCUIT BREAKERS

FIGURE 02-27-20-00 OVERHEAD AND CENTER PEDESTAL CIRCUIT BREAKERS
02-27-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
SYSTEM PROTECTION
DGT94085


PLACARD MARKINGS

FIGURE 02-27-20-01 SPEED LIMITATIONS PLACARD MARKINGS
F2000EX EASY 02-27-25
CODDE 1 PAGE 1 / 2
DGT94085
NORMAL OPERATION
ISSUE 3


INTRODUCTION
In the following, typical on ground and in-flight situations have been selected to help the crew
to understand the symbols provided in the various panels and displays.
ON GROUND
Flats / slats /
airbrakes
position
indication
Stabilizer in
green area
for take-off

FIGURE 02-27-25-00 PDU DISPLAY ON GROUND WITH FLAPS SET FOR TAKE-OFF
IN-FLIGHT
Flats / slats /
airbrakes
position
indication

FIGURE 02-27-25-01 PDU DISPLAY IN FLIGHT BELOW 18,000FT
02-27-25 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
NORMAL OPERATION
DGT94085


SYNOPTIC DURING AIRBRAKE RETRACTION IN SEVERAL CASES
SYNOPTIC
CONTROL OPERATION
Below 18,000 ft Above 18,000 ft
Auto airbrake
extension
disarmed

Airbrakes control
handle is on notch 1

Airbrakes control
handle moved to
notch 0
Airbrakes are
retracted
2 sec after airbrake
retraction

17 sec after airbrake
retraction

F2000EX EASY 02-27-30
CODDE 1 PAGE 1 / 4
DGT94085
ABNORMAL OPERATION
ISSUE 3


INTRODUCTION
In the following, examples of abnormal operations have been selected to help the crew to
understand the CAS message philosophy for flight controls.
SLAT ABNORMAL OPERATION
CONTEXT RESULT
Slats do not extend
- SLATS FAIL CAS message
- Slat symbol is amber
Unwanted slat extension
- UNWANTED SLATS CAS message
- Slat symbol is amber
Failure of automatic slat system
(i.e. invalid AOA or airspeed data or Weight
On Wheel data)
- AUTO SLATS CAS message
No 1 HYDRAULIC SYSTEM FAILURE
The slats are only powered by the emergency actuators. They can only be extended and not
retracted (for landing only).
The aileron, rudder and elevator control surfaces are still hydraulically powered. Flaps and
airbrakes are operating normally.
No 2 HYDRAULIC SYSTEM FAILURE
Flaps and airbrakes are inoperative.
The aileron, rudder and elevator control surfaces are still hydraulically powered. Slats are
operating normally.
No 1 AND 2 HYDRAULIC SYSTEM FAILURE
Slats, flaps and airbrakes are inoperative.
The aileron, rudder and elevator control surfaces are only mechanically actuated.
CAUTION
In case of both hydraulic systems failure, do not use emergency aileron trim to control
laterally the airplane.
02-27-30 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085


JAMMING
In the event of jamming of the aileron linkage, roll control is obtained through the electric
emergency actuator of the left hand aileron.
In case of jamming of the elevator linkage, the horizontal stabilizer trim allows pitch control.
For further information, refer to CODDE 2 / Chapter 03 / ABNORMAL.
CAS MESSAGES
NO TAKE-OFF Airplane is not properly configured for take-off
AIL FEEL Failure of aileron Arthur unit
AIL ZERO Aileron emergency trim not in neutral position
AIRBRAKES AUTO EXTENSION
At least one airbrake panel failed to extend when
automatically commanded
AIRBRAKES DO NOT EXTEND
At least one airbrake panel failed to extend when
commanded
AIRBRAKES DO NOT RETRACT
At least one airbrake panel failed to retract when
commanded
AUTO SLATS
Automatic slat system failure
(i.e. invalid AOA or airspeed data or Weight On
Wheel data)
FLAP ASYM Flaps asymetrical extension
PITCH FEEL Pitch Arthur unit failure
SERVO ACCU LEFT TEST FAIL
On parking only. Erroneous servo-actuator
accumulator position data sent to MAU 1.
A maintenance message indicates which accumulator
failed
SERVO ACCU RIGHT TEST FAIL
On parking only. Erroneous servo-actuator
accumulator position data sent to MAU2.
failed
SLATS FAIL Slats failed to extend when commanded
UNWANTED SLATS Unwanted slat extension
F2000EX EASY 02-27-30
CODDE 1 PAGE 3 / 4
DGT94085
ABNORMAL OPERATION
ISSUE 3


In cruise only. Erroneous servo-actuator accumulator
position data sent to MAU 1.
failed
In cruise only. Erroneous servo-actuator accumulator
position data sent to MAU 2.
failed
STAB EMERGENCY Emergency pitch trim in use instead of normal one
02-27-30 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085


F2000EX EASY 02-28-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 28 FUEL SYSTEM
TABLE OF CONTENTS
ISSUE 3


02-28 ATA 28 - FUEL SYSTEM
02-28-05 GENERAL
Introduction
Sources
Fuel tank location
Sub-systems
Distribution
Control
Synthetic table
Indication
Introduction
Circuit breakers
Fire control panel
Introduction
Airplane with full tanks and only APU operating (on ground)
Normal operation (in-flight)
Fuel balance procedure
Introduction
BP 2 and STAND BY BP 2 failure
Loss of rear tank gauging
CAS messages
02-28-35 FUELING OPERATION
Introduction
Pressure refueling
Gravity refueling
Suction defueling
Gravity draining
02-28-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-28-05
CODDE 1 PAGE 1 / 6
DGT94085
ATA 28 FUEL SYSTEM
GENERAL
ISSUE 3


INTRODUCTION
Fuel system provides engines and APU with pressurized fuel.
It is composed of two tank groups which are normally independent:
- one LH group which supplies engine 1:
o LH wing tanks,
o LH center wing tanks,
o rear tank,
- one RH group which supplies engine 2 and the APU:
o RH wing tanks,
o RH center wing tanks,
o front tank.
Total usable fuel quantity is 16,730 lb / 7,588 kg / 2,497 USG / 9,450 l.
Weights are calculated for a fuel density of 6.7 lb per USG (0.803 kg/l).
02-28-05 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
GENERAL
DGT94085


FUEL circuit
breakers
FIRE protection panel
(Fuel switches)
CAS windows
FUEL system panel
HSI window
ENG-TRM-BRK window
FUEL and STAT windows

F2000EX EASY 02-28-05
CODDE 1 PAGE 3 / 6
DGT94085
ATA 28 FUEL SYSTEM
GENERAL
ISSUE 3


SOURCES
LH WING TANKS +
LH CENTER WING TANKS +
REAR TANK
RH WING TANKS +
RH CENTER WING TANKS +
FRONT TANK
8,054 lb
3,653 kg
1,202 USG
4,549 l
8,676 lb
3,935 kg
1,295 USG
4,901 l
FUEL TANK LOCATION
RH feeder tank
RH center wing
lateral tank
RH wing
inboard tank
RH wing
outboard tank
Front tank
LH center wing
lateral tank
LH wing
inboard tank
LH wing
outboard tank
Rear tank
LH feeder tank

FIGURE 02-28-05-01 TANK LOCATION
02-28-05 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
GENERAL
DGT94085


Negative pressure
relief valves
(under the wings)
Gravity filler
ports

FIGURE 02-28-05-02 LOCATION OF NEGATIVE PRESSURE RELIEF VALVES
AND GRAVITY FILLER PORTS

FIGURE 02-28-05-03 LOCATION OF SUMP DRAIN VALVES (VIEW FROM UNDERNEATH)
F2000EX EASY 02-28-05
CODDE 1 PAGE 5 / 6
DGT94085
ATA 28 FUEL SYSTEM
GENERAL
ISSUE 3


Fueling panel
Fuel vents
Pressure fueling connector
Fuel vents
Gravity draining pipe

FIGURE 02-28-05-04 PRESSURE FUELING PANEL AND FUELING CONNECTOR LOCATION
02-28-05 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
GENERAL
DGT94085


F2000EX EASY 02-28-10
CODDE 1 PAGE 1 / 6
DGT94085
ATA 28 FUEL SYSTEM
DESCRIPTION
ISSUE 3


SUB-SYSTEMS
TANKS
Fuel storage consists of two tank groups. Each group normally supplies fuel to its respective
engine. All tanks are a structural part of the airplane.
In case of failure in one of the engine supply systems, crossfeed units allow the following
operations:
- supply of either of the two engines from any of the supply systems,
- fuel transfer from one side group (wing tanks and center wing tanks) to the other side
group.
NOTE
It is not possible to transfer fuel from front tank to rear tank and vice-versa.
The tanks are pressurized by LP bleed air from both engines (intake independent from air
conditioning system). The pressure is regulated at 2.9 psi and is automatically controlled by
the pneumatic system.
The airplane may be pressure or gravity refueled or defueled by a pilot.
LH TANK GROUP
It is composed of the LH wing, the LH center wing and the rear tanks.
The LH wing tank is divided into two sections, outboard and inboard, separated by a rib with
interconnection holes at the upper part and flapper valves at the lower part.
The LH Booster Pumps (BP) compartment is located in the LH feeder tank in the center
wing section.
The LH tank group supplies the No 1 engine.
02-28-10 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
DESCRIPTION
DGT94085


RH TANK GROUP
It is composed of the RH wing, the RH center wing and the front tanks.
The RH wing tank is divided into two sections, outboard and inboard, separated by a rib with
interconnection holes at the upper part and flapper valves at the lower part.
The RH Booster Pumps (BP) compartment is located in the RH feeder tank in the center
wing section.
The RH tank group supplies the No 2 engine and the APU.

FIGURE 02-28-10-00 FUEL PRINCIPLE DIAGRAM
BOOSTER PUMPS
Four identical, three-phased, AC powered, immersed, centrifugal fuel Booster Pumps (BP)
are installed in the fuel system. Each pump has a built-in inverter that converts 28 VDC to
115 VAC 400 Hz.
Each center wing tank has a booster pump compartment in the aft part, which contains one
booster pump and one stand-by booster pump.
During a normal engine start (using the pedestal engine rotary switch), the normal booster
pumps 1 & 2 are automatically set to on. They are not automatically set to off when the
corresponding engine is shut-down.
During the APU start (when APU START/STOP is depressed), the stand-by booster pump 2
is automatically set to on. It is not automatically set to off when the APU is stopped.
F2000EX EASY 02-28-10
CODDE 1 PAGE 3 / 6
DGT94085
ATA 28 FUEL SYSTEM
DESCRIPTION
ISSUE 3


JET PUMPS
The jet pumps ensure that the booster pumps always remain immersed in their
compartments. They are installed in the BP compartment, all identical and operate
according to the venturi principle by using motive fuel flow delivered from the booster
pumps.
In the LH tank group, six jet pumps transfer fuel from the LH wing tanks and rear tank into
the LH booster pump compartment. Two lines provide fuel from the rear tank.
In the RH tank group, five jet pumps transfer fuel from the RH wing tanks and front tank into
the RH booster pump compartment. One line provides fuel from the front tank.

FIGURE 02-28-10-01 FUEL RH TANK GROUP CIRCULATION SCHEMATIC
FUEL QUANTITY MANAGEMENT COMPUTER
The Fuel Quantity Management Computer (FQMC) includes 2 independent channels
performing the following functions:
- monitoring of fuel gauging and flow metering,
- low level management,
- refueling valves control,
- fuel used computation,
- fuel temperature measurement,
- center of gravity monitoring,
- monitoring of engines and APU oil levels,
- transfer valves control,
- system self-monitoring,
- management of level in hydraulic reservoirs.
The FQMC is located in a pressurized area (baggage compartment), away from hot air
ducts, hydraulic piping and fuel piping.
02-28-10 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
DESCRIPTION
DGT94085


NEGATIVE PRESSURE RELIEF VALVES
The outboard end of each wing has a negative pressure relief valve to ensure that internal
tank pressure does not fall under atmospheric pressure.
for location refer to figure 02-28-05-02.
GRAVITY FILLER PORTS
Each wing has one gravity filler port.
SUMP DRAINS
Ten sump drains are located underneath the aircraft.

FIGURE 02-28-10-02 FUEL DRAIN FILLER CUP
NOTE
The fuel drain filler cup is stored in the aft servicing compartment.
VENT VALVES
There are 3 vent valves, LH, RH and rear tanks vent valves:
- LH and RH tanks vent valves are connected to the corresponding wing tanks,
- Rear tank vent valve is connected to the pressurization line.
These valves are commanded to open whenairplane on ground and the refueling coupling
lever is set to the up position
F2000EX EASY 02-28-10
CODDE 1 PAGE 5 / 6
DGT94085
ATA 28 FUEL SYSTEM
DESCRIPTION
ISSUE 3


DISTRIBUTION
GENERAL
The two independent groups of fuel tanks feed their respective engine. The RH tank group
also feeds the APU.
The interconnection (X-BP) system permits any booster pump to supply pressurized fuel to
any engine in the event of a failure of the two booster pumps on the same side. The X-BP
controls 2 crossfeed units consisting mainly in 2 crossfeed valves which position is related to
the X-TK switch position. By setting the X-BP on, supplies of engines 1 and 2 are
interconnected and shuts off the fuel supply of the jet pumps located on the "arrow" side.
The crosstank (X-TK) system permits to connect LH and RH feeder tanks to compensate for
asymmetric fuel consumption. The X-TK consists in a solenoid valve (spring-loaded closed)
electrically commanded by the swicth position, and actuated by the fuel pressure.
NOTE
Operating crosstank inhibits the front and rear tanks jet pumps. It is not possible to transfer fuel
from front tank to rear tank and vice-versa.

FIGURE 02-28-10-03 FUEL DISTRIBUTION DIAGRAM
02-28-10 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
DESCRIPTION
DGT94085


FUSELAGE TANK EMPTYING SEQUENCE
The fuel gauging system and the fuel transfer sequence are monitored and controlled by the
FQMC. The FQMC manages the fuel transfer sequences so that the fuel from the forward
and rear tanks is used first. When these tanks are emplty, the FQMC uses fuel from LH and
RH center and wings tanks.
When both engines are operating normally, fuel flow from LH and RH sides are the same.
However, the forward tank capacity (2,564 lb) is greater than the rear tank capacity (1,962
lb). The differenc is 602 lB.
As a consequence, after a fuel refueling above 16,128 lb, the fuel quantity in the forward
tank will be greater than the fuel quantity in the rear tank. During flight, the rear tank will be
emptied before the forward tank.
When this occurs, to prevent an asymmetrical fuel quantity from developing between the LH
and RH wings tank, the FQMC automatically closes the forward tank fuel valve. At the same
time, the FUEL TRAPPED IN FWD TANK CAS message is displayed to notify the crew that
a quantity of unusued fuel remains available in the forward tank.
To prevent this situation from occuring, it is recommended that the fuel quantity between the
RH and LH tank groups be equalized at the beginning of the cruise segment. For description
of fuel balance procedure during cruise, see CODDE 1 - ATA 28 - NORMAL OPERATION
and CODDE 2 - NORMAL PROCEDURE - FLIGHT PHASES - CRUISE.
NOTE
FUEL TRAPPED IN FWD TANK appears in the CAS window to notify the crew that a quantity
of unusued fuel remains available in the forward tank.
F2000EX EASY 02-28-15
CODDE 1 PAGE 1 / 8
DGT94085
ATA 28 FUEL SYSTEM
ISSUE 3


CONTROL

FIGURE 02-28-15-00 FUEL SYSTEM OVERHEAD PANEL
02-28-15 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
DGT94085


SYNTHETIC TABLE
TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
SYNOPTIC
BP On

On

Stand by
On

ST-BY
On

All pumps
Off

Off

Failure

and

- Manually controls selection of
pumps in LH / RH fuel lines
NOTE
In Auto Start mode, BP 1 / 2
are automatically switched on
at corresponding engine start

Invalid
data

F2000EX EASY 02-28-15
CODDE 1 PAGE 3 / 8
DGT94085
ATA 28 FUEL SYSTEM
ISSUE 3


TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
SYNOPTIC
Open

Push on
to open
the valve

Valve
closed

Closed

- Manually controls the valve
to open position in order to
feed engines 1 and 2 with
pressurized fuel from the
RH or LH tank group

Invalid
data

Open
(12)

Push on
to open
the valve

Open
(12)

- Manually controls the fuel
transfer between LH and
RH tank groups

Valve
closed

Closed

Invalid
data

02-28-15 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
DGT94085


INDICATION
Fuel indications are displayed on:
- the MDU:
o FUEL page,
o STAT page.
- the PDU:
o HSI window,
o ENG-TRM-BRK window.
MDU FUEL PAGE

FIGURE 02-28-15-01 FUEL PAGE EMPTY TANK INDICATIONS
F2000EX EASY 02-28-15
CODDE 1 PAGE 5 / 8
DGT94085
ATA 28 FUEL SYSTEM
ISSUE 3


TEMP Fuel temperature probe stands in the LH feeder tank and provides temperature
indication on the FUEL page.
FU Fuel Used is computed by the FQMC. Computation starts as soon as one engine is
running and stops when the two engines are shut off. It does not compute fuel consumed by
the APU. It can be reset with the RESET FU soft key on the FUEL page.
FQ Fuel Quantity is supplied by the Data Acquisition Unit (DAU) and FQMC.
WING 1 and WING 2 buttons give access to a separate dialog box that displays individual
fuel quantity for each wing tank.
Clicking on WING 1 or 2 opens their respective window.
To close the windows, place the cursor in the upper part, on the X box and click with enter
button of the CCD.
FR Fuel Remaining is supplied by FMS. It is the result of Fuel Quantity inserted in the
Preflight POF page at system initialization minus Fuel Used.

FIGURE 02-28-15-02 FUEL FIELD WING 1 OR 2
WING 1 or WING 2
OUT Wing outboard tank fuel quantity
IN Wing inboard tank fuel quantity
CTR Center wing lateral tank fuel quantity
FEED Feeder tank fuel quantity
WING 1 or 2 Sum of OUT, IN, CTR and FEED fuel quantities
When any of the fuel data is invalid, the corresponding indication is replaced by four
amber dashes.
02-28-15 F2000EX EASY
PAGE 6 / 8 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
DGT94085


Low level management
Fuel levels are monitored for each group of tanks through two types of detection:
- one is on when fuel quantity in a group is less than 1,000 lb. It is based on fuel level
detection thermistors located in center wing lateral tanks,
- one is on when fuel quantity in a feeder tank is less than 250 lb. It is based on tests
on the fuel gauged quantities.
When the 1000 lb level is reached, amber LEVEL is displayed above the wing scales of
the synoptic and FUEL LEVEL .. appears in CAS window.
When the 250 lb level is reached, only the fuel quantities: total (FQ), total circuit (FQ 1/2),
WING 1/2 like that FEED and WING are displayed in amber in the MDU FUEL;
LOW FUEL .. appears in CAS window.
When the gauging of any tank is lost, the corresponding digital readout displays four
amber dashes and the quantities FQ, FQ 1 (or 2), WING 1 (or 2, in case of loss of a wing
tank fuel quantity) are amber frame: for example.
Degraded gauging situations can occur during a loss of IRS (Inertial Reference System)
or a loss of a fuel gauge.
In these cases DEGRADED GAUGING appears in CAS window.
FQ indication is amber framed when total gauging of any tank group (LH wing, center
tank or RH wing) is lost.
MDU STATUS PAGE

FIGURE 02-28-15-03 STATUS PAGE INDICATION
F2000EX EASY 02-28-15
CODDE 1 PAGE 7 / 8
DGT94085
ATA 28 FUEL SYSTEM
ISSUE 3


PDU
The total Fuel Quantity (FQ = sum of the different tank quantities) and the Fuel Remaining
(FR) are permanently displayed on the PDU.

FIGURE 02-28-15-04 FUEL QTY INDICATION ON THE HSI
FF, FU and FQ are permanently displayed on ENG-TRM-BRK window of the PDU, however
this window is not available in case of TCAS RA auto pop-up.
CAS message field
ENG-CAS window
ENG-TRM-BRK window
FF (Fuel Flow)
PPH digital readout
FU (Fuel Used)
LB digital readout
FQ (Fuel Quantity)
LB digital readout
LH WING / REAR
FRONT / RH WING

FIGURE 02-28-15-05 PDU ENGINE WINDOW INDICATIONS
02-28-15 F2000EX EASY
PAGE 8 / 8 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
DGT94085


FUEL PRESSURIZATION INDICATION
A fuel pressurization indication is available in the airplane aft servicing compartment
(pressure gauge).
COLOR SYMBOLOGY

Green Amber Solid gray Hollow gray
Supply line 1 or 2 Flow
Low pressure
+ BP on
Low pressure
+ BP off
Invalid source
data
Crossfeed line
Valve open
flow
Valve open
+ BP off
Valve closed
Invalid source
data
Cross tank wing
line
Valve open Valve closed
Invalid source
data
Front / Rear tank
line
Normal operation
FWD / AFT CG
exceedance

Invalid source
data

F2000EX EASY 02-28-20
CODDE 1 PAGE 1 / 2
DGT94085
ATA 28 FUEL SYSTEM
SYSTEM PROTECTION
ISSUE 3


INTRODUCTION
Electrical circuit protection is provided by conventional trip-free circuit breakers located above
the overhead panel.
The fuel shut-off valve controls are located on the fire control panel which is a part of the
overhead panel.
CIRCUIT BREAKERS

FIGURE 02-28-20-00 FUEL CIRCUIT BREAKERS
02-28-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
SYSTEM PROTECTION
DGT94085


FIRE CONTROL PANEL
The three FIRE pushbuttons activate the fuel shut-off valves corresponding to each engine or
APU fuel supply system.
Engine 1 fuel
shut-off valve
CLOSED light
Engine 1 fuel and
hydraulic shut-off
guarded
pushbutton light
APU
fuel shut-off valve
CLOSED light
Engine 2 first extinguisher
cylinder discharge
APU
single extinguisher
cylinder discharge
Engine 2 second extinguisher
cylinder discharge
Baggage compartment
fire warning light
FIRE TEST
pushbutton
APU
fuel shut-off

FIGURE 02-28-20-01 FIRE CONTROL OVERHEAD PANEL
CIRCUIT PROTECTION DIAGRAM

FIGURE 02-28-20-02 CIRCUIT PROTECTION DIAGRAM
F2000EX EASY 02-28-25
CODDE 1 PAGE 1 / 8
DGT94085
ATA 28 FUEL SYSTEM
NORMAL OPERATION
ISSUE 3


INTRODUCTION
02-28-25 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
NORMAL OPERATION
DGT94085


AIRPLANE WITH FULL TANKS AND ONLY APU OPERATING (ON GROUND)

FIGURE 02-28-25-00 OVERHEAD PANEL DURING APU OPERATION
F2000EX EASY 02-28-25
CODDE 1 PAGE 3 / 8
DGT94085
ATA 28 FUEL SYSTEM
NORMAL OPERATION
ISSUE 3


FIGURE 02-28-25-01 FUEL SYNOPTIC DURING APU OPERATION
CONTEXT RESULT
Only APU running

Fuel is coming from RH tank group

to feed the APU
- Overhead panel BOOST 1 pushbutton
lighted OFF, BOOST 2 pushbutton lighted
STBY
- APU synoptic in green
- BP 2 synoptic in green
- ENG 1 and ENG 2 synoptic in grey
- RH fuel lines synoptic in green
- X-TK and X-BP and their respective fuel
lines synoptics in grey
- Fuel Quantity does not decrease despite
APU consumption
02-28-25 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
NORMAL OPERATION
DGT94085


NORMAL OPERATION (IN-FLIGHT)

F2000EX EASY 02-28-25
CODDE 1 PAGE 5 / 8
DGT94085
ATA 28 FUEL SYSTEM
NORMAL OPERATION
ISSUE 3


FIGURE 02-28-25-03 FUEL SYNOPTIC
NORMAL STATUS RESULT
ENG 1 and 2 running
Each tank group is feeding its respective
engine
Front and rear tanks not empty
- Overhead panel pushbuttons lights off
- BP 1 and BP 2 and their respective fuel
lines synoptic in green
- Front and rear tanks fuel lines in green
- ENG 1 and ENG 2 synoptic in green
When the APU is stopped and the engine 2 is running, the symbol is displayed in gray (A)
instead of green (B).

FIGURE 02-28-25-04 ENG 2 ERRONEOUS SYMBOL
02-28-25 F2000EX EASY
PAGE 6 / 8 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
NORMAL OPERATION
DGT94085


FUEL BALANCE PROCEDURE DURING CRUISE

FIGURE 02-28-25-05 OVERHEAD PANEL DURING FUEL BALANCE PROCEDURE
F2000EX EASY 02-28-25
CODDE 1 PAGE 7 / 8
DGT94085
ATA 28 FUEL SYSTEM
NORMAL OPERATION
ISSUE 3


FIGURE 02-28-25-06 FUEL SYNOPTIC DURING FUEL BALANCE PROCEDURE

ACTION RESULT
Overhead panel pushbuttons:
- X-BP pushed on, and
- BOOST 1 pushed off
- Overhead panel X-BP pushbutton lighted
and BOOST 1 pushbutton lighted OFF
- X-BP and corresponding fuel line synoptic
in green
- BP1 synoptic in gray with OFF indication
- Fuel is transferred from RH wing tank to LH
wing tank

02-28-25 F2000EX EASY
PAGE 8 / 8 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
NORMAL OPERATION
DGT94085


F2000EX EASY 02-28-30
CODDE 1 PAGE 1 / 10
DGT94085
ATA 28 FUEL SYSTEM
ABNORMAL OPERATION
ISSUE 3


INTRODUCTION
02-28-30 F2000EX EASY
PAGE 2 / 10 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
ABNORMAL OPERATION
DGT94085


BP 2 AND STAND-BY BP 2 FAILURE
ABNORMAL STATUS

FIGURE 02-28-30-00 OVERHEAD PANEL DURING BP 2 AND ST-BY BP 2 FAILURE
F2000EX EASY 02-28-30
CODDE 1 PAGE 3 / 10
DGT94085
ATA 28 FUEL SYSTEM
ABNORMAL OPERATION
ISSUE 3


FIGURE 02-28-30-01 FUEL SYNOPTIC DURING BP 2 AND ST-BY BP 2 FAILURE
CONTEXT RESULT
BP 2 failure
FUEL PRESS 2 CAS message
BP 2 and its respective fuel line synoptic in
amber
BOOST 2
overhead panel pushbutton
pushed to light ST-BY
BP 2 and corresponding fuel line synoptic
remain in amber
02-28-30 F2000EX EASY
PAGE 4 / 10 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
ABNORMAL OPERATION
DGT94085



F2000EX EASY 02-28-30
CODDE 1 PAGE 5 / 10
DGT94085
ATA 28 FUEL SYSTEM
ABNORMAL OPERATION
ISSUE 3



ACTION RESULT
Overhead panel pushbuttons:
- X-BP pushed on, and
- BOOST 2 pushed off
- Engine 2 is fed by BP 1
- Overhead panel X-BP pushbutton lighted
and BOOST 2 pushbutton lighted OFF
- X-BP fuel line in green
- BP 2 synoptic in gray with OFF indication
- RH tank group fuel is not used any more at
this point and fuel quantity balance between
the tank groups needs to be managed by
opening and closing the X-TK valve
02-28-30 F2000EX EASY
PAGE 6 / 10 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
ABNORMAL OPERATION
DGT94085


FUEL BALANCE PROCEDURE AFTER BP2 AND STAND-BY BP2 FAILURE

F2000EX EASY 02-28-30
CODDE 1 PAGE 7 / 10
DGT94085
ATA 28 FUEL SYSTEM
ABNORMAL OPERATION
ISSUE 3



ACTION RESULT

overhead panel pushbutton pushed
- Fuel is transferred from RH wing tank to LH
wing tank
- overhead panel indication in amber
- X-TK valve and associated fuel line synoptic
in green
- indication above the valve synoptic
02-28-30 F2000EX EASY
PAGE 8 / 10 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
ABNORMAL OPERATION
DGT94085


LOSS OF REAR TANK GAUGING
ABNORMAL STATUS

FIGURE 02-28-30-06 FUEL SYNOPTIC DURING LOSS OF REAR TANK GAUGING
CONTEXT RESULT
Loss of rear tank gauging
- FUEL CMPTR FAULT CODE (on ground)
or FUEL CMPTR FAULT CODE (in flight)
and DEGRADED GAUGING CAS
messages
- Rear tank and corresponding fuel line
synoptic in gray, no indication of fuel
quantity
- Indication of LH tank group and total fuel
quantity indicated in an amber frame
NOTE
There is no indication on the overhead
panel. There is no action required from the
pilot.
F2000EX EASY 02-28-30
CODDE 1 PAGE 9 / 10
DGT94085
ATA 28 FUEL SYSTEM
ABNORMAL OPERATION
ISSUE 3


CAS MESSAGES
FUEL CMPTR CONFIG On ground, problem of FQMC configuration
FUEL CMPTR FAULT CODE
On ground, fault detection on fuel management
computer that may affect dispatch
FUEL: FWD XFR FAIL
Forward valve malfunction, possible forward CG
exceedence
FUEL: REAR XFR FAIL Rear valve malfunction, possible aft CG exceedence
FUELING
Non closing of either of the three vent valves or closing
of the fuel shut-off and defueling valve or non closing
of refueling door or non closing of fueling panel
FUEL PRESS ..
Fuel pressure in the indicating fuel group (1/2) is below
320 mbar when engine is on or booster pump is on.
LOW FUEL ..
Fuel quantity in the indicating fuel group tanks (1/2) is
below 250 lb
DEGRADED GAUGING
Loss of IRS data or loss of one gauge or loss of a tank
gauging
FUEL CMPTR FAULT CODE In flight, failure code from fuel computer
FUEL LEVEL ..
Fuel quantity in the indicating fuel group tanks (1/2) is
below 1,000 lb
FUEL PRESS .. FAIL
On ground engine off, failure of the fuel pressure
sensor (1/2)
FUEL TRAPPED IN FWD TANK Front transfer valve closed to avoid lateral asymmetry

NOTE
DEGRADED GAUGING CAS message is not displayed in some loss of gauge or IRS
configuration.
02-28-30 F2000EX EASY
ISSUE 3
ATA 28 FUEL SYSTEM
ABNORMAL OPERATION
DGT94085


INTENIONALLY LEFT BLANK
F2000EX EASY 02-28-35
CODDE 1 PAGE 1 / 4
DGT94085
ATA 28 FUEL SYSTEM
FUELING OPERATION
ISSUE 3


INTRODUCTION
The airplane is normally pressure-refueled.
All tanks can be automatically refilled fully or partially through the single-point fueling
connector.
When pressurized fuel is not available, gravity refueling may be performed through two wing
gravity filler ports.
The airplane may be defueled by suction through the normal pressure-refueling system.
Gravity defueling is also possible through a drain line.
Except the gravity draining, all the fueling operations require monitoring from the fueling
panel.
See the fueling panel and refer to sub-section 02-28-05 for the access door locations.
NOTE
The fueling panel remains electrically inhibited as long as the fuel vents are not open.

FIGURE 02-28-35-00 FUELING PANEL
02-28-35 F2000EX EASY
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ISSUE 3
ATA 28 FUEL SYSTEM
FUELING OPERATION
DGT94085


PRESSURE REFUELING
To operate normally, the pressure refueling system needs only the battery 1 to be connected
to the battery bus.
The refueling pressure must be between 30 psi and 50 psi maximum. Refueling stops
automatically when the selected fuel quantity is reached with a precision of 50 lb.

FIGURE 02-28-35-01 REFUELING FILLER CONNECTOR
F2000EX EASY 02-28-35
CODDE 1 PAGE 3 / 4
DGT94085
ATA 28 FUEL SYSTEM
FUELING OPERATION
ISSUE 3


GRAVITY REFUELING
The airplane may be refueled through gravity filler ports located on each upper wing surface.
Electrical power on the airplane is required for gravity refueling to allow fuel transfer from wing
to center wing, front and rear tanks.

FIGURE 02-28-35-02 GRAVITY REFUELING PORTS
NOTE
For more information, refer to the Ground Servicing Manual (DGT681).
02-28-35 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
FUELING OPERATION
DGT94085


SUCTION DEFUELING
As well as for pressure refueling, the refueling filler connector can be used for suction
defueling.
For this function, the valve is controlled by the DEFUELING guarded switch on the fueling
panel.
Electrical power is required on the airplane as the suction defueling is performed by the
booster pumps.
It is possible to defuel both tank groups or either LH tank group or RH tank group.
NOTE
GRAVITY DRAINING
Electrical power is required on the airplane for the booster pumps to transfer the fuel to the
feeder tanks.
For this function, the gravity defueling valve is manually actuated by its control lever.
It is possible to defuel both tank groups or either LH tank group or RH tank group.
NOTE
F2000EX EASY 02-29-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 29 HYDRAULIC SYSTEM
TABLE OF CONTENTS
ISSUE 3


02-29 ATA 29 - HYDRAULIC SYSTEM
02-29-05 GENERAL
Introduction
Sources
Equipment location
Sub-systems
Accumulators
Distribution
Controls
Indication
Circuit breakers
Relief valves
General
ON GROUND operation
IN-FLIGHT operation
General
HYD 2 system failure
ENG 1 PUMP and ENG 2 PUMP 1 failure
CAS messages
02-29-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-29-05
CODDE 1 PAGE 1 / 4
DGT94085
GENERAL
ISSUE 3


INTRODUCTION
The hydraulic power system provides pressure for actuation of several airplane components.
It is composed of two fully independent systems (HYD 1 and HYD 2 systems) operating
simultaneously and powered by three engine-driven pumps and an electrical stand-by pump.
Hydraulic system is of the set and forget type. After initialization for flight (ST-BY PUMP set
to AUTO), no crew action is required for the rest of the flight if no failure occurs.
02-29-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
GENERAL
DGT94085


HYDR
Circuit breakers
Electrical ST-BY PUMP
and ISOLATION VALVE
controls
CAS windows
HYD synoptic

F2000EX EASY 02-29-05
CODDE 1 PAGE 3 / 4
DGT94085
GENERAL
ISSUE 3


SOURCES
Each hydraulic system has its own hydraulic fluid reservoir located in the aft servicing
compartment.
Both systems are pressurized by LP bleed air through a common system for fuel and
hydraulic pressurization systems. The reservoirs are pressurized to avoid pump cavitation.
HYD 1 RESERVOIR HYD 2 RESERVOIR
1.95 USG
(7.4 l)
1.58 USG
(6 l)
Main hydraulic power is provided by three engine-driven mechanical pumps.
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 (fail-safe system).
02-29-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
GENERAL
DGT94085


EQUIPMENT LOCATION

02-29-05-01 EQUIPMENT LOCATION
The hydraulic system components are mainly installed in the hydraulic racks in the aft
servicing compartment.
Except for very few items, the HYD 1 system components are located on the left side of the
airplane, the HYD 2 system and stand-by components on the right side.
External hydraulic cart connections are provided for ground checks and maintenance tests of
each system.
F2000EX EASY 02-29-10
CODDE 1 PAGE 1 / 6
DGT94085
DESCRIPTION
ISSUE 3


SUB-SYSTEMS
HYDRAULIC ENGINE-DRIVEN PUMPS
The three self-regulating, piston-type pumps are driven by the accessory gearbox of the
corresponding engine.
They regulate automatically the output pressure at 3,000 psi ( 200 psi).
The pumps are not controlled from the cockpit.
The pumps are lubricated by the hydraulic fluid. A shear section in the pump drive shaft
protects the engine gearbox in case of pump seizure.
STAND-BY ELECTRICAL PUMP
In case of HYD 2 pump failure, a stand-by electrical pump (ESS bus) allows operation of
components powered by the No 2 system.
In AUTO mode, the stand-by pump starts automatically as soon as a pressure drop
(pressure below 1,650 100 psi) is detected in the HYD 2 system: the stand-by pump
cycles continuously between 1,650 and 2,300 psi ( 100 psi) as long as it is not switched off.
The stand-by electrical pump may also be used, on ground only, to pressurize the No 1
hydraulic system for maintenance checks. The mechanical selector that switches the pump
between HYD 1 and HYD 2 systems is located in the aft servicing compartment (right side).
CAUTION
The stand-by pump selector must be set to IN FLIGHT position prior to flight.
NOTE
The stand-by pump must be switched off in case of HYD 2 system leakage
02-29-10 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


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.
NOTE 1
The isolation valve must be set to CLOSE in case of HYD 2 system leakage, if fluid quantity
drops to 0.
NOTE 2
When the hydraulic isolation valve is set to CLOSE, the airbrakes are no longer available.
F2000EX EASY 02-29-10
CODDE 1 PAGE 3 / 6
DGT94085
DESCRIPTION
ISSUE 3


ACCUMULATORS
Each system includes a hydraulic accumulator to dampen pressure surges in the system and
provide instantaneously available reserve power. Each system also includes an accumulator
that supplies limited hydraulic pressure to the thrust reverser. Each accumulator is
precharged for life and does not feature any pressure gauge or charging valve.
The No 2 system includes one additional accumulator to provide reserve power to the parking
brake system in case of total loss of normal braking system. A hydraulic pressure gauge
located in the LH wheel well is installed on the supplied by this accumulator.
NOTE
After engine shutdown or hydraulic failure, hydraulic pressure in each system accumulator
drops to zero. Check valves maintain the pressure in the parking brake and thrust reverser
accumulators.

FIGURE 02-29-10-00 ACCUMULATOR DIAGRAM
02-29-10 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


DISTRIBUTION

FIGURE 02-29-10-01 HYDRAULIC SYSTEM DIAGRAM
F2000EX EASY 02-29-10
CODDE 1 PAGE 5 / 6
DGT94085
DESCRIPTION
ISSUE 3


HYD 1 SYSTEM
HYD 1 system is pressurized by two self-regulating (constant pressure) hydraulic pumps
driven by the No 1 and No 2 engine gearboxes (HYDR #1 ENG 1 PUMP and HYDR #1 ENG
2 PUMP).
Both pumps draw operating fluid from the No 1 hydraulic reservoir and feed the system at a
rated pressure of 3,000 psi ( 200 psi).
The output pressure of the pumps hydraulically charges the No 1 system accumulator and
supplies pressure to:
- pitch servo-actuator (one barrel), rudder servo-actuator (one barrel), aileron servo-
actuator (one barrel),
- normal and automatic slats,
- No 1 braking system,
- landing gears and corresponding doors,
- nose wheel steering,
- No 1 engine thrust reverser (with one pressure accumulator, not monitored).
HYD 2 SYSTEM
HYD 2 system is pressurized by one self-regulating (constant pressure) hydraulic pump
(same characteristics as HYD 1 system pumps), driven by No 2 engine gearbox (HYDR #2
PUMP).
HYD 2 system can be pressurized by an electrical pump (ST-BY PUMP) connected to ESS
bus (automatically activated in case of pressure drop below 1,650 psi).
PUMP 2 draws operating fluid from the No 2 hydraulic reservoir and feeds the system at a
rated pressure of 3,000 psi ( 200 psi).
The output pressure of the pump hydraulically charges the No 2 system accumulator and
supplies pressure to :
- pitch servo-actuator (one barrel), rudder servo-actuator (one barrel), aileron servo-
actuator (one barrel),
- airbrakes,
- flaps,
- No 2 braking system,
- emergency slats,
- parking brake (with one monitored pressure accumulator),
- thrust reverser (with one pressure accumulator, not monitored).
Hydraulic fluid pressure and level are measured and displayed in hydraulic synoptic and
status page.
02-29-10 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


F2000EX EASY 02-29-15
CODDE 1 PAGE 1 / 10
DGT94085
ISSUE 3


CONTROLS
Pushbutton
Light
Light

FIGURE 02-29-15-00 STAND-BY PUMP AND ISOLATION VALVE OVERHEAD PANEL CONTROLS
02-29-15 F2000EX EASY
PAGE 2 / 10 CODDE 1
ISSUE 3
DGT94085


SYNTHETIC TABLE
TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
SYNOPTIC
In AUTO
mode

In AUTO
mode
running for
more than
60 sec

Push on
(AUTO)
On
GROUND
TEST

Push OFF OFF

- ST-BY pump can be set
to AUTO or OFF
- It must be in AUTO
position in flight (normal
condition)
- In the AUTO position,
- ST-BY pump starts
operation when HYD 2
pressure drops below
1,650 psi and stops
when pressure reaches
2,300 psi (green range
on the psi scale is
adjusted to normal
operating range)
Invalid data

F2000EX EASY 02-29-15
CODDE 1 PAGE 3 / 10
DGT94085
ISSUE 3


TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
SYNOPTIC
In AUTO
mode,
open,
nominal

In AUTO
mode,
closed,
nominal

In AUTO
mode,
open,
abnormal

Push
AUTO
In AUTO
mode,
closed,
abnormal

Push
OPEN
In OPEN
mode
OPEN

Push
CLOSE
In CLOSE
mode
CLOSE

- HYDR 2 ISOL can
be set to AUTO,
OPEN or CLOSE
- It must be in AUTO
position in flight
(normal condition)
- In the AUTO
position, on the
ground, the isolation
valve is
automatically open.
- In the AUTO
position, in flight,
the isolation valve is
automatically open
if the slats are
extended, closed
otherwise.
Invalid data

02-29-15 F2000EX EASY
PAGE 4 / 10 CODDE 1
ISSUE 3
DGT94085


INDICATION
Hydraulic indications are displayed on the MDU:
- in the HYD page,
- in the STAT page (hydraulic fluid quantity and pressure indications).
Direct-reading indicators are also available for the reservoir fluid levels in the aft servicing
compartment.
MULTIFUNCTION DISPLAY UNIT (MDU)
Hydraulic synoptic page
HYD pumps (3)
HYD
fluid pressure
Accumulators HYD Reservoir
QTY
Equipment
ST-BY
pump

FIGURE 02-29-15-01 HYDRAULIC SYNOPTIC
NOTE
When the stand-by pump is active, the green range of the pressure indication scale is 1,550 to
2,400 psi.
F2000EX EASY 02-29-15
CODDE 1 PAGE 5 / 10
DGT94085
ISSUE 3


Examples of hydraulic level indications
QTY QTY QTY
QTY above the minimum
required (1/2)
QTY below the minimum
required (1/2)
Invalid data

FIGURE 02-29-15-02 HYDRAULIC LEVEL INDICATORS
NOTE
When hydraulic tanks are empty, the hydraulic quantity indication is represented by a vertical
rectangle filled with green.
02-29-15 F2000EX EASY
PAGE 6 / 10 CODDE 1
ISSUE 3
DGT94085


Examples of hydraulic pressure indications
Normal pressure:
- green colored range from 2,850
to 3,200 psi (middle area)
When HYD 2 system supplied by ST-BY pump:
- amber colored range from 1,000 to 1,550 psi
- green colored range from 1,550 to 2,400 psi (middle area)
- amber colored range from 2,400 to 3,500 psi (top area)
Abnormal pressure:
(bottom area)
(top area)
PSI
3000
PSI
1900
PSI
0
PSI
Invalid
data

FIGURE 02-29-15-03 HYDRAULIC FLUID PRESSURE INDICATORS
NOTE
When hydraulic pressure is below 1,000 psi or above 3,500 psi, the bottoming or top band is
black instead of amber.
Examples of hydraulic pump status

Running Not running Failed Invalid data
FIGURE 02-29-15-04 HYDRAULIC PUMP STATUS
F2000EX EASY 02-29-15
CODDE 1 PAGE 7 / 10
DGT94085
ISSUE 3


Examples of equipment status
In normal operation, symbols are green. If a failure occurs in a system, the symbols of
equipment powered by this system become amber.
NOTE
As flight control actuators are connected to HYD 1 and HYD 2 systems, the corresponding
symbols are (see figure below):
- GREEN, in normal operating conditions,
- AMBER, in case of total hydraulic power loss,
- Half GREEN / AMBER, in case of loss of one system.
Normal operation
Total loss of hydraulic power
Loss of HYD 2 system
Loss of HYD 1 system

FIGURE 02-29-15-05 SYMBOLS OF FLIGHT CONTROLS
Examples of check valve status

In nominal conditions
Hydraulic pump failed
System #2 fed by stand-
by pump
Loss of hydraulic system
#2
FIGURE 02-29-15-06 CHECK VALVE STATUS
02-29-15 F2000EX EASY
PAGE 8 / 10 CODDE 1
ISSUE 3
DGT94085


Park brake and Thrust Reverser (T/R) and corresponding accumulators
Normal operation
Thrust Reverser (T/R)
accumulator is gray because no
information on its status is available
HYD 2 inoperative:
- Park brake accumulator able to
deliver power: park brake is green
- T/R is gray because no information
on its status is available
HYD 2 inoperative:
- Park brake accumulator unable to release
power: park brake is amber
- T/R is gray because no information on its
status is available
Park brake accumulator
switch failed
T/ R ENG 2 T/ R ENG 2
T/ R ENG 2 T/ R ENG 2

FIGURE 02-29-15-07 PARK BRAKE AND THRUST REVERSER INDICATIONS
F2000EX EASY 02-29-15
CODDE 1 PAGE 9 / 10
DGT94085
ISSUE 3


STATUS page
HYD 1 and HYD 2 fluid quantity
and pressure indication

FIGURE 02-29-15-08 STATUS PAGE
When the HYD # 2 system is fed by stand-by pump, the stand-by pump values appear in
amber (nominal range of ST-BY PUMP is 1,550 < P
psi
< 2,400).
When the HYD # 2 does not operate, pressure delivered by stand-by pump may be seen by
hydraulic pump 2 switch, since check valves allow a small volume of fluid to go through.
If the pressure on the switch reaches the actuation point, the green range of pressure scale
is changed (since hydraulic pump 2 switch signal is used in its definition).
After correction, the definition of the green range will no more be based on hydraulic pump 2
switch state.
On hydraulic synoptic, lines between accumulators symbols and corresponding consumers
symbols are always hollow green, amber or gray.

02-29-15 F2000EX EASY
ISSUE 3
DGT94085


DIRECT READING INDICATORS
Fluid level indicator
Each reservoir is equipped with a window showing the min. and max. fluid levels,
respectively corresponding to 6 to 7.4 l (1.59 to 1.95 USG) for hydraulic system 1
reservoir and 4.6 to 6 l (1.22 to 1.59 US gal.) for hydraulic system 2 reservoir
They are located in the aft servicing compartment.
Level window
Hydraulic reservoir

FIGURE 02-29-15-09 HYDRAULIC FLUID LEVEL DIRECT READING INDICATOR
F2000EX EASY 02-29-20
CODDE 1 PAGE 1 / 2
DGT94085
SYSTEM PROTECTION
ISSUE 3


CIRCUIT BREAKERS

FIGURE 02-29-20-00 HYDRAULIC SYSTEMS CIRCUIT BREAKERS
RELIEF VALVES
Reservoir overpressure is prevented by a relief valve.
02-29-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
SYSTEM PROTECTION
DGT94085


F2000EX EASY 02-29-25
CODDE 1 PAGE 1 / 6
DGT94085
NORMAL OPERATION
ISSUE 3


GENERAL
02-29-25 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 3
NORMAL OPERATION
DGT94085


ON GROUND OPERATION
OVERHEAD PANEL

FIGURE 02-29-25-00 HYDRAULICS OVERHEAD PANEL CONTROLS
F2000EX EASY 02-29-25
CODDE 1 PAGE 3 / 6
DGT94085
NORMAL OPERATION
ISSUE 3


AIRPLANE WITH AUXILIARY POWER UNIT (APU) OPERATING

FIGURE 02-29-25-01 HYDRAULIC SYNOPTIC, APU OPERATING AND STAND-BY PUMP AUTO
Hydraulic engine-driven pumps ENG 1 PUMP,
ENG 2 PUMP 1 and ENG 2 PUMP 2 are
inactive as engines are not running
HYD pumps synoptics are gray and HYD 1
system is inoperative.
ST-BY PUMP overhead panel pushbutton in
AUTO position
ST-BY pump cycling as HYD 2 is inactive,
HYD 2 equipment synoptics are green.
HYDR 2 ISOL overhead panel pushbutton in
AUTO position
Isolation valve is open.
02-29-25 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 3
NORMAL OPERATION
DGT94085


IN-FLIGHT OPERATION
OVERHEAD PANEL

F2000EX EASY 02-29-25
CODDE 1 PAGE 5 / 6
DGT94085
NORMAL OPERATION
ISSUE 3


AIRPLANE FLYING IN NORMAL OPERATION (2 ENGINES RUNNING, SLATS
RETRACTED)

FIGURE 02-29-25-03 HYDRAULIC SYNOPTIC, NORMAL OPERATION
Hydraulic engine-driven pumps ENG 1 PUMP,
ENG 2 PUMP 1 and ENG 2 PUMP 2 active
HYD 1 and HYD 2 systems operating:
- HYD pumps synoptics are green,
- HYD 1 and HYD 2 system equipment
synoptics are green
ST-BY PUMP overhead panel pushbutton in
AUTO position
AUTO indication above ST-BY pump
synoptic
HYDR 2 ISOL overhead panel pushbutton in
AUTO position
Isolation valve is closed
02-29-25 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 3
NORMAL OPERATION
DGT94085


F2000EX EASY 02-29-30
CODDE 1 PAGE 1 / 6
DGT94085
ABNORMAL OPERATION
ISSUE 3


GENERAL
In the following, typical abnormal situations have been illustrated to help the crew to
02-29-30 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085


HYD 2 SYSTEM FAILURE
ABNORMAL STATUS


CONTEXT RESULT
HYD 2 fluid leak
or
ENG 2 PUMP 2 failure
- HYD 2 fluid quantity synoptic is amber
- HYD 2 hydraulic pressure synoptic is green
+ HYDR #2 PUMP CAS message
+
light on
F2000EX EASY 02-29-30
CODDE 1 PAGE 3 / 6
DGT94085
ABNORMAL OPERATION
ISSUE 3


IF HYD2 FLUID LEAK ON PITCH OR RUDDER SERVO

CONTEXT RESULT
ST-BY pump on AUTO,
running for more than 60 sec
- ST-BY pump synoptic is amber
- STBY PUMP PERMANENT CAS message
- HYDRAULIC LOW LEVEL CAS message
+
light on
02-29-30 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085




FIGURE 02-29-30-04 HYDRAULIC SYNOPTIC, HYD 2 PRESSURE BELOW 1,500 PSI
ACTION RESULT
ST-BY PUMP overhead panel pushbutton
set to OFF
ST-BY pump synoptic is gray
with OFF indication in amber
HYDR 2 ISOL overhead panel pushbutton
set to CLOSE
Isolation valve is gray and closed
F2000EX EASY 02-29-30
CODDE 1 PAGE 5 / 6
DGT94085
ABNORMAL OPERATION
ISSUE 3


ENG 1 PUMP AND ENG 2 PUMP 1 FAILURE

CONTEXT RESULT
ENG 1 PUMP
and
ENG 2 PUMP 1 failure
- ENG 1 PUMP, ENG 2 PUMP 1, HYD 1
pressure and equipment synoptics in
amber.
+ HYDR #1 ENG 1+2 PUMP
CAS message
+
light on
02-29-30 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085


CAS MESSAGES
BOTH HYDR SYSTEM
Too low hydraulic pressure at pump outputs with
engines running
ABNORMAL ISOL VALVE After a 2 sec delay, abnormal status of the valve
HYDR #1 ENG .. PUMP Hydraulic pump 1 or/and 2 failure (HYD 1 system)

HYDR #2 PUMP Hydraulic pump 2 failure (HYD 2)
HYDRAULIC LOW LEVEL ... Hydraulic level (1 or/and 2) less than
HYDR TK PRESS ..
Air pressure in hydraulic reservoir (1 or/and 2) drops
below 16 psi
STBY PUMP ON C#1
Stand-by pump connected to HYD 1 system for
maintenance
STBY PUMP PERMANENT Permanent cycling of stand-by pump
HYDR .. FAIL
On ground, failure of hydraulic pressure switch
(1 or/and 2)

F2000EX EASY 02-30-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 30 ICE AND RAIN PROTECTION
TABLE OF CONTENTS
ISSUE 3


02-30 ATA 30 ICE AND RAIN PROTECTION
02-30-05 GENERAL
Introduction
Anti-icing protection sources
Anti-ice system location overview
Pneumatic anti-icing
Electrical anti-icing
Control
Indication
Introduction
Circuit breakers
Introduction
IN-FLIGHT situations
Introduction
Airplane in flight in icing conditions with wings overheat
CAS messages
02-30-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-30-05
CODDE 1 PAGE 1 / 4
DGT94085
GENERAL
ISSUE 3


INTRODUCTION
The ice-protection system is intended to permit safe flight in intermittent or continuous
maximum icing conditions.
The F2000EX EASy uses pneumatic and electrical power for its anti-icing and rain protection
system.
An anti-fogging and demisting system is also provided for the cabin and flight deck windows.
Two electrically-operated windshield wipers are also provided.
02-30-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
GENERAL
DGT94085


CAS windows
BLD synoptic
Anti-ice and rain
circuit breakers
Anti-ice and rain controls
Bleed air controls

F2000EX EASY 02-30-05
CODDE 1 PAGE 3 / 4
DGT94085
GENERAL
ISSUE 3


ANTI-ICING PROTECTION SOURCES
The Falcon 2000EX EASy is equipped with two anti-icing systems:
- one pneumatic system (LH and RH bleed air manifold),
- one electrical system using heating resistors.
PNEUMATIC SYSTEM SOURCES ELECTRICAL SYSTEM SOURCES
Engines No 1 and 2
BUS A1
BUS A2
BUS B1
BUS B2
BUS ESS
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 (optional).
The electrical anti-ice system protects the following probes, parts and equipment:
- LH and RH pitot pressure probes,
- LH and RH static pressure probes,
- Total Air Temperature probe,
- Angle-of-Attack sensors,
- stand-by pitot pressure probe,
- P1-T1 sensors (one per engine),
- cockpit windshields and windows,
- water drains.
In addition, wipers are provided for the main windshields.
02-30-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
GENERAL
DGT94085


ANTI-ICE SYSTEM LOCATION OVERVIEW

FIGURE 02-30-05-01 ANTI-ICE AREA OVERVIEW
F2000EX EASY 02-30-10
CODDE 1 PAGE 1 / 6
DGT94085
DESCRIPTION
ISSUE 3


PNEUMATIC ANTI-ICING
GENERAL
Each engine is fitted with LP and HP bleed air ports located on the compressor HP spool.
The main LP bleed ports supply air to the interconnection manifold, named the distribution
line to which the main systems are connected.
When the LP air pressure is not high enough to achieve correct anti-icing or defogging, HP
air, extracted through the main HP bleed ports, is injected into the LP bleed air through an
electric valve. The Bleed Air System Computer (BASC) controls the electric valve opening
and closing.
The BASC monitors the wings anti-ice system and displays the corresponding CAS
message(s).
Ice protection of engine air intakes is provided by HP air extracted from the corresponding
engine through the auxiliary HP bleed air port.

FIGURE 02-30-10-00 ENGINE BLEED AIR PORTS
02-30-10 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


DISTRIBUTION

FIGURE 02-30-10-01 PNEUMATIC SYSTEM SIMPLIFIED DIAGRAM WITH WINGS ANTI-ICE ON
F2000EX EASY 02-30-10
CODDE 1 PAGE 3 / 6
DGT94085
DESCRIPTION
ISSUE 3


WINGS ANTI-ICE
The wings anti-icing system protects the wing inboard leading edges, the outboard slats
(through telescopic tubes) and the air-conditioning heat exchanger ventilation air intake.
Wings anti-icing is provided by circulation of mixed LP and HP hot air.
A minimum N1 value depending on altitude and Total Air Temperature (TAT) is necessary to
ensure proper anti-icing.
When the system is in AUTO mode, the wings anti-icing valve is commanded to open.
- if one of the throttle levers is set to MAX CLIMB position or further, the valve partially
opens, in order to reduce the amount of air bled from the engine.
- if both throttle levers are below MAX CLIMB, the valve fully opens.
When the feeder isolation valve is closed, No 2 engine is the only anti-icing supply source
for this system.
HEAT EXCHANGER RAM AIR INLET ANTI-ICE
Air is tapped downstream the wings anti-icing valve and supplies the intake duct of the air
conditioning heat exchanger.
BRAKE HEATING (OPTION)
On each wing line, a pick-off in front of the main gear well supplies hot air to the brake unit.
ENGINE NACELLE INTAKE ANTI-ICE
The No 1 and 2 air intake anti-icing systems are fully independent. They are supplied with
dedicated HP bleed air from the corresponding engine.
The pneumatic A/I valve controls the bleed air supply to maintain a constant pressure in the
anti-icing line. In case of duct rupture, a venturi limits the airflow of the HP compressor.
WINDOW DEMISTING
The cockpit air conditioning system helps to remove mist, especially from:
- front windshield,
- pilot windshield,
- copilot windshield.
02-30-10 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


ELECTRICAL ANTI-ICING
ELECTRICAL SYSTEM SCHEMATIC

FIGURE 02-30-10-02 ELECTRICAL SYSTEM SCHEMATIC
F2000EX EASY 02-30-10
CODDE 1 PAGE 5 / 6
DGT94085
DESCRIPTION
ISSUE 3


WINDSHIELD AND SIDE WINDOWS
The cockpit windows are electrically heated by a network of heating elements incorporated
into the transparent panes.
The electrical anti-icing system of the windshields is composed of two identical circuits:
- one pilot circuit,
- one copilot circuit.
The pilot and copilot circuits are fitted with dual heat regulating sensors, one active and one
stand-by.
The heating temperature is automatically regulated between 25C (77F) and 30C (86F).
Front windshield
Copilot windshield
RH lateral window
LH opening window
Pilot windshield
LH rear window RH rear window

FIGURE 02-30-10-03 WINDSHIELD AND SIDE WINDOWS
PROBES
The pitot pressure probes, static pressure probes, AOA sensors and Outside Air
Temperature probe are heated by resistors controlled by pushbuttons.
Resistors controlled by the PITOT NORMAL pushbutton heat the following probes and
sensors:
- LH and RH pitot pressure probes,
- LH and RH static pressure probes,
- LH and RH Angle Of Attack sensors,
- Outside Air Temperature probe.
Resistor controlled by the PITOT ST-BY pushbutton heats the stand-by pitot pressure probe.
02-30-10 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


WATER WASTE DRAIN
Drain masts of the water system (one for the front galley, one for the rear washbasin) are
electrically anti-iced.
The water drain hoses between rear mast and pressurized area include an electrical resistor
which surrounds end fittings.
The drain masts and the heating elements of the lines are supplied from the DRAINS HEAT
circuit breakers.

FIGURE 02-30-10-04 DRAIN MASTS LOCATION
WIPERS
Pilot and copilot windshield panes are both equipped with a wiper arm powered by an
electrical motor-converter and designed to keep the field of view clear during taxi, take-off,
approach and landing phases when raining or snowing.
When the wipers are not used, they are stowed in a recess located at the bottom of each
windshield.
Each wiper is powered and controlled independently of the other by a pushbutton on the LH
and RH side of the overhead panel.
F2000EX EASY 02-30-15
CODDE 1 PAGE 1 / 10
DGT94085
ISSUE 3


CONTROL
OVERHEAD PANEL

FIGURE 02-30-15-00 OVERHEAD PANEL CONTROLS
AUTOMATIC SETTINGS
WINDSHIELD and PITOT functions
At airplane power-on, the overhead panel configuration is: WINDSHIELD PILOT,
WINDSHIELD COPIL., PITOT NORMAL and PITOT ST-BY controls in OFF mode.
These controls are automatically set to NORMAL mode when:
- one throttle lever is in TAKE-OFF position and one engine is on and with WOW
signal, or
- without WOW signal.
They are automatically set to OFF mode when Flight / WOW transition occurs and
IAS < 20 kt.
P1-T1 probe
The heating of the P1-T1 probe is effective when the ENG anti-ice control is set to ON.
Water waste drain masts
The drain masts and the heating elements of the lines are automatically activated as
soon as the airplane is electrically powered.
Other anti-ice controls
All other overhead panel anti-ice controls are set to off mode when energizing the
airplane systems (ANTI-ICE and WIPER functions).
02-30-15 F2000EX EASY
PAGE 2 / 10 CODDE 1
ISSUE 3
DGT94085


SYNTHETIC TABLE
ENG controls
TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
SYNOPTIC
Push ON

ON

controls hot air supply to
air intake lips of No 1
and No 2 engines
Push off

Off
WINGS and BRAKE controls
TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
SYNOPTIC
Push AUTO

When in AUTO mode,
the wings anti-ice valve
is open and the BASC
controls HP1 and HP2
valves to provide the
required manifold pres-
sure
CAUTION
Never activate wings
anti-ice on ground,
except for test with
engines idle.
Push off

F2000EX EASY 02-30-15
CODDE 1 PAGE 3 / 10
DGT94085
ISSUE 3


TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
SYNOPTIC
Push ORIDE

Forces HP1 and HP2
valves to full open
When O'RIDE is de-
activated, wings mode is
automatically set to off
Push off

Push ON

Option
controls the power
supply to the brake
heating system,
the BRAKE anti-ice is
effective only when
WINGS is set to AUTO
or ORIDE modes
(because the same duct
is used).
Push off

NOTE
The brake anti-ice symbol is displayed only when the option is installed.
02-30-15 F2000EX EASY
PAGE 4 / 10 CODDE 1
ISSUE 3
DGT94085


WINDSHIELD controls
TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
SYNOPTIC
Automatic
mode
Push MAX

allows three modes activated
by pushing the pushbutton in
the following logic:
- OFF,
- automatic,
- MAX,
- automatic,
- OFF.
PILOT in automatic mode:
the following windshield pane
heating circuits are supplied:
- LH half of front windshield
pane,
- Pilot windshield pane,
- LH opening window,
- RH side window.
COPIL in automatic mode:
the following windshield pane
heating circuits are supplied:
- RH half of front
windshield pane,
- Copilot windshield pane,
- LH rear window,
- RH rear window.
PILOT / COPIL in MAX
mode: the corresponding
windshield heating power is
increased and the related
half of front pane heating
power is reduced.
Push OFF
No synoptic
F2000EX EASY 02-30-15
CODDE 1 PAGE 5 / 10
DGT94085
ISSUE 3


PITOT controls

TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
SYNOPTIC
Automatic
mode

Controls automatic anti-icing
of pitot, static, AOA probes
and temperature sensors
Push OFF

No synoptic
Automatic
mode

Controls automatic anti-icing
of stand-by pitot probe
Push OFF

No synoptic
02-30-15 F2000EX EASY
PAGE 6 / 10 CODDE 1
ISSUE 3
DGT94085


WIPER controls

TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
SYNOPTIC
Off mode
Push
SLOW

Allows three modes,
activated by pushing the
pushbutton in the
following logic:
- off,
- SLOW,
- FAST,
- off.

PILOT and COPIL
controls are indepen-dent.
Push
FAST
No synoptic
F2000EX EASY 02-30-15
CODDE 1 PAGE 7 / 10
DGT94085
ISSUE 3


INDICATION
Anti-ice indication can be found on the BLEED synoptic:
Wing and brake anti-ice diagram
Engine air intake lip anti-ice diagram

FIGURE 02-30-15-01 BLEED SYNOPTIC WITH ANTI-ICE OFF
02-30-15 F2000EX EASY
PAGE 8 / 10 CODDE 1
ISSUE 3
DGT94085


ENGINE ANTI-ICE AND FLOW LINE

Anti-ice ON
(no failure detected)
Anti-ice OFF

Anti-ice ON
Low Pressure
Anti-ice ON
Over Pressure
Anti-ice OFF
Residual pressure
WINGS ANTI-ICE

Wings anti-ice on
Wings anti-ice command off
Wings anti-ice monitoring
malfunction

Wings anti-ice on
and low pressure
Wings anti-ice on
and over pressure
Wings anti-ice command off
with residual pressure
F2000EX EASY 02-30-15
CODDE 1 PAGE 9 / 10
DGT94085
ISSUE 3


BRAKE HEATING (OPTION)

Brake heating off Brake heating ON Brake heating failure
02-30-15 F2000EX EASY
ISSUE 3
DGT94085


F2000EX EASY 02-30-20
CODDE 1 PAGE 1 / 2
DGT94085
SYSTEM PROTECTION
ISSUE 3


INTRODUCTION
The circuit protection is provided with conventional trip-free circuit breakers located above the
overhead panel.
CIRCUIT BREAKERS

FIGURE 02-30-20-00 ANTI-ICE CIRCUIT BREAKERS
02-30-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ATA 28 FUEL SYSTEM
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-30-25
CODDE 1 PAGE 1 / 2
DGT94085
NORMAL OPERATION
ISSUE 3


INTRODUCTION
Icing conditions exist when the OAT on the ground and for take-off, or TAT in flight is 10C or
below, 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 10C 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.
IN-FLIGHT SITUATIONS
In the following, typical in-flight situations have been selected to help the crew to understand
the symbols provided in the various panels and displays.
AIRPLANE IN FLIGHT IN NON-ICING CONDITIONS
In this case, pitot, static, AOA probes and water waste masts are the only anti-iced systems.


FIGURE 02-30-25-01 BLEED SYNOPTIC WITHOUT ANTI-ICE
02-30-25 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
NORMAL OPERATION
DGT94085


AIRPLANE IN FLIGHT IN ICING CONDITIONS
In this case, pitot, static, AOA probes, water waste masts, engines and wings are anti-iced.


FIGURE 02-30-25-03 BLEED SYNOPTIC WITH ANTI-ICE ACTIVATED
F2000EX EASY 02-30-30
CODDE 1 PAGE 1 / 4
DGT94085
ABNORMAL OPERATION
ISSUE 3


INTRODUCTION
In the following, one abnormal operation has been selected to help the crew to understand the
AIRPLANE IN FLIGHT IN ICING CONDITIONS WITH WINGS OVERHEAT
ABNORMAL STATUS


FIGURE 02-30-30-01 BLEED SYNOPTIC WITH WINGS OVERHEAT
CONTEXT RESULT
Wings anti-ice excessive heating
A/I: WINGS OVHT CAS message is displayed
+
light on
- Wings symbol in amber
- OVER PRESSURE amber indication on
BLEED synoptic
02-30-30 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085




FIGURE 02-30-30-03 BLEED SYNOPTIC WITH WINGS ANTI-ICE OFF
ACTION RESULT
WINGS pushbutton off Wings symbol in GRAY
F2000EX EASY 02-30-30
CODDE 1 PAGE 3 / 4
DGT94085
ABNORMAL OPERATION
ISSUE 3


CAS MESSAGES
WHEEL XX OVHT
Excessive temperature in (LH/RH) wheel compartment
(option)
A/I CMPTR CONT FAULT CODE
dispatch has been recorded by the BASC
A/I CMPTR MONIT FAULT CODE
dispatch has been recorded by the BASC
A/I: ENG .. LO PRESS
Low pressure in engine (1/2) inlet anti-ice system with
anti-ice ON
A/I: ENG .. OVERPRESS
Overpressure in engine (1/2) inlet anti-ice system with
anti-ice ON
A/I: ENG .. UNWANTED OPS
Pressure in engine (1/2) inlet anti-ice system while not
activated
A/I: WINGS CMPTR FAIL Failure of wings anti-ice computer (BASC)
A/I: WINGS LO PRESS Low pressure in wings anti-ice system
A/I: WINGS OVHT Overpressure in wings anti-ice system
A/I: WINGS UNWANTED OPS Pressure in wings anti-ice system while not activated
AOA HEAT .. Angle-of-Attack probe (1/2) heating system failure
PITOT HEAT .. In-flight failure of Pitot (1/2) probe heating system
STATIC HEAT .. In-flight failure of static probe (1/2) heating system
ST-BY PITOT HEAT
In-flight failure of stand-by Pitot and static probe
heating system
WINDSHIELD XFR
Pilot (copilot) windshield pane temperature control is
transferred to copilot (pilot) temperature regulator unit
A/I: BRAKES MISCONFIG
Brake anti-ice valves are not in the commanded
position
02-30-30 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085


BASC
BASC
ICE DETECTED Icing conditions detected (option)
ICE DETECTION FAIL Ice detection has failed (option)
PITOT ON On-ground indication that probes are heated
PROBE HEATING FAIL On-ground indication of probe heating system failure
WING A/I ON
Wings anti-ice activated with airplane on ground
(displayed with 1 min delay)

F2000EX EASY 02-31-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 31 INDICATING AND RECORDING
SYSTEM
TABLE OF CONTENTS
ISSUE 3


02-31 ATA 31 INDICATING AND RECORDING SYSTEM
02-31-05 GENERAL
Introduction
02-31-10 AURAL WARNING
Introduction
Sources
Description
Circuit breaker
List of aural warnings
CAS messages
02-31-15 DFDR AND CVR
Digital Flight Data Recorder (DFDR)
Cockpit Voice Recorder (CVR)
CAS messages
02-31-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
SYSTEM
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-31-05
CODDE 1 PAGE 1 / 2
DGT94085
SYSTEM
GENERAL
ISSUE 3


INTRODUCTION
The indicating and recording system chapter comprises a description of the aural warning, the
Digital Flight Data Recorder (DFDR) and the Cockpit Voice Recorder (CVR).
For TCAS and EGPWS descriptions, see CODDE1 - ATA 34 - Surveillance
02-31-05 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
SYSTEM
GENERAL
DGT94085


F2000EX EASY 02-31-10
CODDE 1 PAGE 1 / 8
DGT94085
SYSTEM
AURAL WARNING
ISSUE 3


INTRODUCTION
The audio warnings are normally associated with CAS messages. They notify the crew of an
abnormal or emergency situation. They can be of two types: voice message or tone.
The aural warning system consists of three drivers: a master driver, a slave driver and the
TCAS. Each of them contains groups of alerts, which act together in accordance with priority
rules.
SOURCES
The two drivers called master and slave are monitored within MAU 1A and MAU 2A. MAU 1A
is powered by bus ESS and MAU 2A is powered by bus B1.
The TCAS alerts are generated by the TCAS equipment, which is independent from the MAU:
they are directly sent to the audio channels.
All aural warnings are sent to the cockpit speakers through the AUDIO panel of each crew
member.

FIGURE 02-31-10-00 AURAL WARNING
02-31-10 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 3
SYSTEM
AURAL WARNING
DGT94085


DESCRIPTION
AUDIO WARNINGS DRIVERS
The audio warnings are played through three drivers:
- the slave driver, which contains the horizontal stabilizer trim running, the altitude and the
Auto-Throttle normal disengagement,
- the master driver, which contains all other audio warnings,
- the TCAS, which is completely independent from the other drivers.
PRIORITY GROUPS
Since the drivers are independent from each other, it is possible to have alerts on the three
drivers at the same time. To avoid having too many alerts at the time, the warnings have
been grouped together and priorities between those groups have been defined.
Each driver contains several groups of audio alerts, called priority groups. When two alerts
of different groups are triggered at the same time, only the aural warning of the highest
priority group is heard. When the alert of the highest priority group stops, the audio warning
of the lowest priority group is then heard, if still present.
Priorities have also been set within each group. In fact, all alerts are heard in sequence,
beginning with the one of the highest priority.
The following table shows the priority groups in a decreasing order of priorities for all three
drivers:
NOTE
If a condition for EGPWS aural alert exists, the TCAS is forced in TA only mode (no
audio warning). When the EGPWS alert disappears, the TCAS is automatically
reconfigured to the TA/RA mode.
F2000EX EASY 02-31-10
CODDE 1 PAGE 3 / 8
DGT94085
SYSTEM
AURAL WARNING
ISSUE 3


DRIVER PRIORITY GROUPS
TCAS Group 1 - All TCAS alerts
SLAVE Group 1
- Horizontal stabilizer trim running
- Altitude
- Normal Auto Throttle disengagement
Group 1 - Stall
Group 2
- Windshear
- Overspeed
Group 3
- Fire
- Master warning
- Master caution
- EGPWS warning
- Cabin pressure
Group 4 - Nothing (spare)
MASTER
Group 5
- All EGPWS cautions
- No take off
- Gear
- Increase speed
- Flaps
- Altitude
- Auto Pilot disengagement
- Abnormal Auto Throttle disengagement
The complete list of audio warnings (condition and associated tone or voice message) can
be found at the end of this sub-section.
02-31-10 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 3
SYSTEM
AURAL WARNING
DGT94085


EYEBROW PUSHBUTTONS
Three pushbuttons on the glareshield allow the crew to mute specific system aural warnings:
-
MASTER
WARNING
pushbutton lights up when a red CAS message appears in the ENG-CAS window.
Pushing the MASTER WARNING button implies that the crew has taken notice of the
alarms. The pushbutton light will go out and the associated audio alert will stop.
- pushbutton lights up when a yellow CAS message appears in the ENG-CAS
window. Pushing on the MASTER CAUTION button will turn it off and silence the
associated audio alert.
-
SIL
pushbutton allows to silence three aural alarms:
o the CABIN warning, which can be silenced by either pressing the
MASTER
WARNING
or
SIL

pushbuttons,
o the
FI RE
X

warnings, which will stop if either
MASTER
WARNING
or
SIL
pushbuttons are pressed.
MASTER
WARNING
MASTER
CAUTION
EVENT SIL
FMS
MSG
EVENT
MASTER
WARNING
MASTER
CAUTION SIL
FMS
MSG
8.33
25
SWAP
BARO
ON
PUSH
STD
FD/TD
VHF
SPEED
M
A
C
H
K
T
S
ON
FMS MAN
AT
TRK HDG
HDG/TRK
D
E
G
LNAV
APP
ON
HDG/TRK
PILOT SIDE
ON
ON
AP
YD
ON
ON
VS
DN
UP
P
A
T
H
CLB
VNAV
1000
FT
100
FT
ON
ALT
ASEL BARO
ON
PUSH
STD
FD/TD
8.33
25
SWAP
VHF
PUSH
FREQ
VHF PUSH
FREQ
BARO PUSH
STD
PUSH
CHG
PUSH
SYNC
V
S
PUSH
SYNC
PUSH
CHG
VHF
PUSH
FREQ
BARO
PUSH
STD
MASTER
WARNING
MASTER
CAUTION
SIL

FIGURE 02-31-10-01 MASTER WARNING, MASTER CAUTION AND SIL LIGHT PUSHBUTTONS ON
THE EYEBROW
CIRCUIT BREAKER

FIGURE 02-31-10-02 AUDIO WARNING CIRCUIT BREAKER
AUDIO WARN ESS circuit breaker switch off the audio warning driver located in the MAU1A.
AUDIO WARN B circuit breaker switch off the audio warning driver located in the MAU2A.
F2000EX EASY 02-31-10
CODDE 1 PAGE 5 / 8
DGT94085
SYSTEM
AURAL WARNING
ISSUE 3


LIST OF AURAL WARNINGS
All the aural warnings and their associated tone voice message are described in the following
table.
DESCRIPTION
COLOR
(WARNING OR
CAUTION)
TONE/VOICE MESSAGE TYPE
Stall warning RED "STALL" Continuous
(Mode 7)
Windshear warning
RED
(Siren) "WINDSHEAR,
WINDSHEAR, WINDSHEAR"
Single
Overspeed alert RED Pulsing horn Continuous
Fire RED 2 tones signal Continuous
Master warning RED Chime Continuous
Master caution AMBER
Chime (different from the master
warning one)
Continuous
(mode 1)
Pull-up
RED "PULL-UP" Continuous
(mode 2)
Pull-up preface
AMBER "TERRAIN, TERRAIN" Single
(mode 2)
Pull-up
Terrain awareness preface AMBER
"TERRAIN, TERRAIN" (FAA)
"TERRAIN AHEAD" (EASA)
Single
Terrain awareness warning RED "PULL-UP" Continuous
Obstacle awareness
preface
AMBER
"OBSTACLE, OBSTACLE" (FAA)
"OBSTACLE AHEAD" (EASA)
Single
Obstacle awareness
warning
Cabin pressure RED "CABIN" Continuous
TCAS RA RED
"DESCEND, DESCEND, NOW,
DESCEND, DESCEND NOW"
Single
TCAS RA RED
"CLIMB, CLIMB, NOW, CLIMB,
CLIMB, NOW"
Single
02-31-10 F2000EX EASY
PAGE 6 / 8 CODDE 1
ISSUE 3
SYSTEM
AURAL WARNING
DGT94085


DESCRIPTION
COLOR
(WARNING OR
CAUTION)
TCAS RA RED
"INCREASE DESCENT,
INCREASE DESCENT"
Single
TCAS RA RED
"INCREASE CLIMB, INCREASE
CLIMB"
Single
TCAS RA RED "DESCEND, DESCEND" Single
TCAS RA RED
"DESCEND, CROSSING
DESCEND, DESCEND,
CROSSING DESCEND"
Single
TCAS RA RED
"CLIMB, CROSSING CLIMB,
CLIMB, CROSSING CLIMB"
Single
TCAS RA RED "CLIMB, CLIMB, CLIMB" Single
TCAS RA AMBER
"ADJUST VERTICAL SPEED,
ADJUST"
Single
TCAS RA AMBER
"MAINTAIN VERTICAL SPEED,
MAINTAIN"
Single
TCAS RA AMBER
"MAINTAIN VERTICAL SPEED,
CROSSING MAINTAIN"
Single
TCAS RA AMBER
"MONITOR VERTICAL SPEED,
MONITOR VERTICAL SPEED"
Single
TCAS TA AMBER TRAFFIC, TRAFFIC Single
TCAS TA WHITE "CLEAR OF CONFLICT" Single
(mode 2)
Terrain
AMBER "TERRAIN" Continuous
(mode 6)
Minimums
AMBER "MINIMUMS" Single
Terrain awareness caution AMBER
"CAUTION TERRAIN" (pause)
"CAUTION TERRAIN" (7sec
pause)
Continuous
Obstacle awareness
caution
AMBER
"CAUTION OBSTACLE" (pause)
"CAUTION OBSTACLE" (7sec
pause)
Continuous
F2000EX EASY 02-31-10
CODDE 1 PAGE 7 / 8
DGT94085
SYSTEM
AURAL WARNING
ISSUE 3


DESCRIPTION
COLOR
(WARNING OR
CAUTION)
(mode 4)
Too low terrain
AMBER "TOO LOW TERRAIN" Single
(Terrain clearance floor)
Too low terrain
AMBER "TOO LOW TERRAIN" Single
(mode 6)
Altitude call-outs
AMBER 1,000 Single
500 Single
300 Single
200 Single
50 Single
40 Single
20 Single
10 Single
5 Single
(mode 4)
Too low gear
AMBER "TOO LOW GEAR" Single
(mode 4)
Too low flaps
AMBER "TOO LOW FLAPS" Single
(mode 1)
Sink rate
AMBER
"SINK RATE" (pause) "SINK
RATE"
Single
(mode 3)
Don't sink
AMBER
"DON'T SINK" (pause) "DON'T
SINK"
Single
(mode 5)
Glideslope
AMBER "GLIDESLOPE" Single
(mode 6)
Approaching DH
AMBER "APPROACHING MINIMUMS" Single
(mode 6)
Bank angle
AMBER
"BANK ANGLE" (pause) "BANK
ANGLE"
Single
(mode 7)
Windshear alert
AMBER Quiet
Horizontal stab TRIM
running
Clacker Continuous
No Take-off RED "NO TAKE-OFF" Continuous
02-31-10 F2000EX EASY
PAGE 8 / 8 CODDE 1
ISSUE 3
SYSTEM
AURAL WARNING
DGT94085


DESCRIPTION
COLOR
(WARNING OR
CAUTION)
One gear is not locked
extended and
- RA < 500 ft (ZRA valid
or invalid)
- IAS < 150 kt in
decreasing, or
- IAS < 155 kt in
increasing
- both engine power
levers < MAX CLB
AMBER "GEAR" Continuous
Low speed AMBER "INCREASE SPEED" Continuous
Flaps extended and speed
is above VFE
AMBER "FLAPS" Continuous
Altitude alert AMBER "ALTITUDE" Single
AutoPilot:
disengagement
RED "AUTOPILOT" Continuous
Auto-Throttle:
abnormal disengagement
AMBER "AUTO-THROTTLE" Continuous

Auto-Throttle:
normal disengagement
AMBER "AUTO-THROTTLE" Single
CAS MESSAGES
AURAL WARN .. FAIL
Indication of aural warning system (1/2) failure(s)

F2000EX EASY 02-31-15
CODDE 1 PAGE 1 / 6
DGT94085
SYSTEM
DFDR AND CVR
ISSUE 3


DIGITAL FLIGHT DATA RECORDER (DFDR)
GENERAL
The DFDR records the last 25 hours of flight data information; it is directly powered by A2
bus. The DFDR begins recording as soon as it is powered on; and stops when powered off.
LOCATION
The DFDR is located at the rear of the aircraft, on the left side. It can be accessed through
the mechanics servicing door.

FIGURE 02-31-15-00 DFDR LOCATION
NORMAL OPERATION
Crew members can identify on the record a specific event to be analyzed later, 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.
EVENT
MASTER
WARRNING
MASTER
CAUTION
EVENT SIL
FMS
MSG
EVENT
MASTER
WARRNING
MASTER
CAUTION
SIL
FMS
MSG
8.33
25
SWAP
BARO
ON
PUSH
STD
FD/TD
VHF
SPEED
M
A
C
H
K
T
S
ON
FMS MAN
AT
TRK HDG
HDG/TRK
D
E
G
LNAV
APP
ON
HDG/TRK
PILOT SIDE
ON
ON
AP
YD
ON
ON
VS
DN
UP
P
A
T
H
CLB
VNAV
1000
FT
100
FT
ON
ALT
ASEL BARO
ON
PUSH
STD
FD/TD
8.33
25
SWAP
VHF
PUSH
FREQ
VHF PUSH
FREQ
BARO PUSH
STD
PUSH
CHG
PUSH
SYNC
V
S
PUSH
SYNC
PUSH
CHG
VHF
PUSH
FREQ
BARO
PUSH
STD

FIGURE 02-31-15-01 PILOT EVENT MARKER PUSHBUTTON
02-31-15 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 3
SYSTEM
DFDR AND CVR
DGT94085


ABNORMAL OPERATION
The status of the DFDR is periodically auto-checked. If a failure is detected, the following
CAS messages can appear.
CONTEXT RESULT
DFDR1 failure on ground
DFDR 1 FAIL CAS message

+
light on
DFDR1 failure in-flight
DFDR 1 FAIL CAS message
F2000EX EASY 02-31-15
CODDE 1 PAGE 3 / 6
DGT94085
SYSTEM
DFDR AND CVR
ISSUE 3


COCKPIT VOICE RECORDER (CVR)
GENERAL
The CVR records the last 2 hours of crew and radio conversations; it is directly powered by
B2 BUS. The CVR begins recording as soon as it is powered on; and stops when powered
off.
LOCATION
The CVR is located at the rear of the aircraft, on the right side. It can be accessed through
the mechanics servicing door.

FIGURE 02-31-15-02 CVR LOCATION
The cockpit microphone, located on the right side of the eyebrow, records the cockpit
conversations:
MASTER
WARRNING
MASTER
CAUTION
EVENT SIL
FMS
MSG
EVENT
MASTER
WARRNING
MASTER
CAUTION
SIL
FMS
MSG
8.33
25
SWAP
BARO
ON
PUSH
STD
FD/TD
VHF
SPEED
M
A
C
H
K
T
S
ON
FMS MAN
AT
TRK HDG
HDG/TRK
D
E
G
LNAV
APP
ON
HDG/TRK
PILOT SIDE
ON
ON
AP
YD
ON
ON
VS
DN
UP
P
A
T
H
CLB
VNAV
1000
FT
100
FT
ON
ALT
ASEL BARO
ON
PUSH
STD
FD/TD
8.33
25
SWAP
VHF
PUSH
FREQ
VHF PUSH
FREQ
BARO
PUSH
STD
PUSH
CHG
PUSH
SYNC
V
S
PUSH
SYNC
PUSH
CHG
VHF PUSH
FREQ
BARO
PUSH
STD
Cockpit microphone

FIGURE 02-31-15-03 COCKPIT MICROPHONE LOCATION
02-31-15 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 3
SYSTEM
DFDR AND CVR
DGT94085


NORMAL OPERATION
Listening to and erasing the CVR record
On the ACP, the CVR pushbutton allows crew members to select the CVR audio:
the current audio channels recorded by the CVR are then heard.
The ERS pushbutton allows to erase the entire CVR record. This action can only be
performed when the PAX door is open and the CVR audio pushbutton is selected. A tone
emitted in the crew member headsets indicates that the record has been erased.

FIGURE 02-31-15-04 CVR CONTROLS ON THE AUDIO PANEL
CVR tests
The CVR can be tested manually, it is done by clicking the CVR1 or CVR2 (option)
softkey on the TEST page of the MDU. This will trigger a 2 s tone indicating that CVR is
operating normally.

FIGURE 02-31-15-05 CVR TEST ON TEST WINDOW
In addition the CVR, like the DFDR, is regularly auto-checked.
F2000EX EASY 02-31-15
CODDE 1 PAGE 5 / 6
DGT94085
SYSTEM
DFDR AND CVR
ISSUE 3


ABNORMAL OPERATION
If the CVR tests reveal a CVR failure, the following CAS messages can appear.
CONTEXT RESULT
CVR1 failure on ground
CVR 1 FAIL CAS message
+
light on
CVR1 failure in-flight
CVR 1 FAIL CAS message
CAS MESSAGES
CVR .. FAIL
On ground, indication of Cockpit Voice Recorder (1/2)
failure (second CVR is optional)
CVR .. FAIL
In-flight, indication of Cockpit Voice Recorder (1/2)
failure (second CVR is optional)
DFDR .. FAIL
On ground, indication of Digital Flight Data Recorder
(1/2) failure (second DFDR is optional)
DFDR .. FAIL
In-flight, indication of Digital Flight Data Recorder
(1/2) failure (second DFDR is optional)
02-31-15 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 3
SYSTEM
DFDR AND CVR
DGT94085


F2000EX EASY 02-32-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 32 LANDING GEAR AND BRAKING
SYSTEM
TABLE OF CONTENTS
ISSUE 3


02-32 ATA 32 LANDING GEAR AND BRAKING SYSTEM
02-32-05 GENERAL
Introduction
Sources
Landing gear location
Landing gear
Brakes
Distribution
Control
Indication
Erroneous indications
Introduction
Circuit breakers
Wheels
Introduction
GROUND operation
IN-FLIGHT operation
Introduction
Gear in transit with too long extension time
Total loss of hydraulic power
CAS messages
02-32-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
SYSTEM
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-32-05
CODDE 1 PAGE 1 / 4
DGT94085
SYSTEM
GENERAL
ISSUE 3


INTRODUCTION
The Falcon 2000EX EASy has a retractable tricycle landing gear consisting of two dual tire
main gears and one dual tire nose gear.
Each landing gear strut is equipped with dual radial tires.
Each main landing gear wheel houses a carbon brake assembly.
02-32-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
SYSTEM
GENERAL
DGT94085


HYDR
circuit breakers
Normal and
emergency
landing gear
handle controls
Parking brake
handle
Landing gear
status on HSI
window
Steering
handwheel
Pedals Manual gear
handles

F2000EX EASY 02-32-05
CODDE 1 PAGE 3 / 4
DGT94085
SYSTEM
GENERAL
ISSUE 3


SOURCES
In normal operation, landing gear is electrically controlled from the pilot station and
hydraulically actuated. In emergency mode, landing gear is actuated only by hydraulic power.
In free fall mode, the landing gear extends by gravity.
Braking system control and interfaces are provided through the brake pedals and parking
brake handle.
Normal braking system needs hydraulic and electrical power, whereas parking brake only
needs hydraulic power.
ELECTRICAL HYDRAULIC
A1 bus
A2 bus
B1 bus
B2 bus
ESS bus
hydraulic reservoirs 1 and 2
parking brake accumulator (supplied by
HYD 2) for parking and emergency
braking.
LANDING GEAR LOCATION

FIGURE 02-32-05-01 LANDING GEAR OVERVIEW DIAGRAM
02-32-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
SYSTEM
GENERAL
DGT94085


F2000EX EASY 02-32-10
CODDE 1 PAGE 1 / 12
DGT94085
SYSTEM
DESCRIPTION
ISSUE 3


LANDING GEAR
NOSEWHEEL STEERING
The steering handwheel is located on the left console. When manually rotated, the
handwheel actuates a control potentiometer to provide steering signals through the Braking
and Steering Control Unit (BSCU) to the servo-valve on the steering assembly. The
handwheel must be depressed to unlock and energize the steering selector valve. The
nosewheels are steered from 0 to 60 and are equipped with a centering system allowing
the gear centering for retraction and extension.
Nosewheel steering system uses HYD 1 system.
When the hydraulic power is not supplied to the steering system, the nosewheel shimmy
effect is damped by the anti-shimmy system.
When the nose gear is retracted, the hydraulic pressure in the steering system drops to zero
(no more control).

FIGURE 02-32-10-00 STEERING SYSTEM DIAGRAM
02-32-10 F2000EX EASY
PAGE 2 / 12 CODDE 1
ISSUE 3
SYSTEM
DESCRIPTION
DGT94085


MAIN GEAR
Each main landing gear primarily consists of a shock strut barrel housing a shock absorber
(lower unit). The shock absorber is equipped with the axle, wheels and brake assemblies
and is connected to the barrel with scissor links.
The design is optimized for maximum thermal performance and includes a deep draw
conical wheel web for maximum brake energy.
The outboard end of each wheel hub is equipped with a drive cap carrying a drive blade
which engages and drives the braking control system tachometer which is housed within the
hollow axle.
Each main gear also features two flight/ground proximity sensors and two wheel speed
transducers (dual channels) for the brake anti-skid system, one driven by each main wheel.
When extended, the main gear is downlocked by an integral lock in the gear actuator and by
continuously applied hydraulic pressure. When retracted, the gear is uplocked by
mechanical lock units that are mechanically locked and hydraulically unlocked in the normal
and emergency operating modes and mechanically unlocked in the free fall extension mode.
Each main gear is enclosed at retraction with a main door and a fairing door.

FIGURE 02-32-10-01 MAIN LANDING GEAR DESCRIPTION DIAGRAM
F2000EX EASY 02-32-10
CODDE 1 PAGE 3 / 12
DGT94085
SYSTEM
DESCRIPTION
ISSUE 3


MAIN GEAR TIRES
This airplane is equipped with tubeless radial tires.
NOSE GEAR
The nose gear includes an outer shock strut barrel housing a shock absorber. A rotating
inner barrel is controlled by the steering mechanism.
The inner barrel and shock absorber are connected with scissor links. A hydraulically-
actuated rack-and-pinion steering actuator within the inner barrel provides steering motion.
Four nose gear doors enclose the nose gear at retraction. The upper aft door is
mechanically connected to the landing gear and to the airplane structure. The lower aft door
is connected to the scissor links. Both doors move to enclose the rear area of the gear at
retraction.
The two forward doors are mechanically actuated by rollers on the torque link lower arm,
closing the doors at retraction.
The nosewheels must be equipped with chine tires.

FIGURE 02-32-10-02 NOSE GEAR DESCRIPTION DIAGRAM
02-32-10 F2000EX EASY
PAGE 4 / 12 CODDE 1
ISSUE 3
SYSTEM
DESCRIPTION
DGT94085


NORMAL GEAR OPERATION SEQUENCE
Landing gear extension and retraction sequence is controlled by proximity sensors on the
door uplock units and on the main gear door actuators.
NOTE
The doors do not operate unless the gear is fully uplocked or downlocked.
The sequence of gear operation is:
- main doors open,
- gear extends or retracts,
- main doors close.
Proximity sensor status changes after the completion of an operation and the next operation
is initiated.
The nose gear doors are not sequenced; they are mechanically actuated by nose gear
movement.
During retraction sequence, the BSCU applies brake pressure to stop the rotation prior to
main gear retraction and before the wheels enter the wheel well.
F2000EX EASY 02-32-10
CODDE 1 PAGE 5 / 12
DGT94085
SYSTEM
DESCRIPTION
ISSUE 3


FIGURE 02-32-10-03 LANDING GEAR EXTENSION DIAGRAM
02-32-10 F2000EX EASY
PAGE 6 / 12 CODDE 1
ISSUE 3
SYSTEM
DESCRIPTION
DGT94085


EMERGENCY CONTROL SYSTEM
The emergency control system uses pressure from the same hydraulic system and is
provided as a means to extend the gear in case the normal control system has failed.
The system consists of a mechanical control which operates slide valves to connect
simultaneously the normal control system pressure lines to:
- door latches,
- gear uplocks,
- actuators.
Although there is no sequencing, no wheel jamming will occur in case a tire comes in
contact with a door.
When using emergency system, the doors stay open after full extension of the gear.
FREE FALL CONTROL SYSTEM
The free fall control system allows extension of the gear by gravity if the hydraulic system is
inoperative. Extension takes place as follows:
- actuate the emergency gear handle to position the slide valves so as to allow fluid in the
door and gear actuators to be directed to return lines,
- release the door latches and gear uplocks one at a time by pulling corresponding
handles located on either side of the cockpit pedestal.
There is no sequence, the gears extend by gravity, and correct locking is achieved with the
help of aerodynamic loads.
BRAKES
Each brake consists of a brake housing assembly (hydraulic supply) and a carbon
composite hot section (heat sink). It is a three pair carbon brake assembly. The brakes are
equipped with two sets of pistons working at the same time.
The pilot pedals act on two dual channel transducers; the copilot pedals are mechanically
linked to pilot pedals.
F2000EX EASY 02-32-10
CODDE 1 PAGE 7 / 12
DGT94085
SYSTEM
DESCRIPTION
ISSUE 3


BRAKING SYSTEM
General
The basic task of the Brake Control System is:
- to control hydraulic pressure on the aircraft brakes as a function of brake pedal
position,
- to provide anti-skid protection to prevent deep tire skidding and minimize stopping
distance.
The braking system provides two modes of operation:
- a normal mode, controlled by the brake pedals, which provides differential and
progressive braking with anti-skid capability. This mode uses two laws: an
acceleration feedback law and a pressure feedback law.
- An emergency mode, controlled by the park brake handle, which provides non-
differential braking without anti-skid function.
Principle
The braking system uses brake pedal position transducers (electrical signals: braking-
by-wire) and main wheel speeds supplied by tachometer generators.
The brake pedal position is converted in a deceleration rate, which is compared with the
wheel deceleration rate to provide a brake pressure command. If a wheel is detected by
the BSCU as entering a skid condition, brake pressure is released on this wheel to avoid
the skid condition while maintaining maximum commanded brake pressure. The anti-skid
system cannot be controlled by the pilot.
Normal braking is provided by two channels which are electrically and hydraulically
independent:
- channel 1 is controlled by BSCU 1, powered by the essential electrical bus (ENG No
1 generator and battery), and uses hydraulic system No 1,
- channel 2 is controlled by BSCU 2, powered by the RH electrical bus (ENG No 2
generator) in parallel with LH electrical bus, and uses hydraulic system No 2.
In case of failure of one of the two channels (due to either an electrical or a hydraulic
failure), the other system remains available and can provide braking and anti-skid
functions.
If a failure occurs in both systems, the park brake handle can be used to stop the aircraft.
Even in case of total loss of hydraulic pressure, the back-up braking system can be used
because it is fitted with a dedicated accumulator. When the accumulator pressure is less
than 1,900 psi, a BRAKE ACCU CAS message is activated and the park
brake can be applied at least six times.
The back-up system does not provide anti-skid protection.
02-32-10 F2000EX EASY
PAGE 8 / 12 CODDE 1
ISSUE 3
SYSTEM
DESCRIPTION
DGT94085


Automatic airbrake extension
The braking system also provides signals for automatic airbrake activation.
The automatic mode commands automatic extension of airbrakes at touchdown and
during rejected take-off. This feature can be disarmed by the crew if necessary. The
purpose of this automatic function is to:
- enhance overall braking action during landing or rejected take-off,
- cancel potential bounces after touchdown.
The operation of this automatic mode depends on landing and rejected take-off logic
elaborated by BSCU computers.
Brake temperature
BSCU computers monitor the individual wheel brake temperatures.
NOTE
The brake temperature is measured from 0 to 1,100C. The accuracy of the measurement is of
25C below 665C and of 50C from 665C to 1,100C.
Wheels monitored
by BSCU 1
Wheels monitored
by BSCU 2

FIGURE 02-32-10-04 TEMPERATURE MONITORING
F2000EX EASY 02-32-10
CODDE 1 PAGE 9 / 12
DGT94085
SYSTEM
DESCRIPTION
ISSUE 3


ANTI-SKID CONTROL
General
Anti-skid control modulates brake pressure as required to prevent deep tire skidding and
achieve maximum braking effectiveness. The Brake Control System (BCS) is tuned to
attenuate signals occurring at resonating frequencies of the landing gear.
Control of wheel skid is done by the BSCU with inputs from:
- wheel speed tachometers (one per wheel, i.e. two per leg),
- IRS (which compute airplane ground speed and deceleration).
The difference between these two values gives the wheel skid.
As a wheel begins to enter a skid condition, the BSCU commands the brake control valve
to limit brake pressure as necessary to:
- avoid skidding,
- maintain maximum commanded braking.
If the wheel does not skid, there is no brake release order and the brake pressure
corresponds to the pedal position. If the wheel skids but is not blocked, a brake release
order is computed. If the wheel is blocked, a total brake release order is sent.
Tire burst
The braking system is protected against tire burst and tachometer failure.
When a tire bursts, the corresponding wheel is no longer in contact with the ground; its
speed is thus considered as nil. A brake release order is then sent to the L/G leg resulting
in a complete loss of braking efficiency on the relevant L/G.
After 0.4 sec of complete brake release on a wheel (or in the event of tachometer failure)
the brake release order relative to the burst tire is gradually suppressed. The system only
takes into account the remaining wheel speed.
Aquaplaning safety
If the wheel speed does not increase after touchdown, the aquaplaning safety mode
inhibits braking.
02-32-10 F2000EX EASY
ISSUE 3
SYSTEM
DESCRIPTION
DGT94085


PARKING BRAKE
The parking brake is designed to:
- keep the airplane at rest for parking purposes (handle in intermediate position),
- slow down and stop the airplane in case of normal brake failure,
- keep the airplane at rest with one engine at maximum thrust and the other at idle thrust
(handle in fully pulled position).
It is supplied by HYD 2 system and is equipped with a dedicated accumulator.
The braking pressure is progressive and depends on handle position. It is not differential
and does not include any anti-skid device.
NOTE
The ground run-up with two engines at full power is held by the normal braking system
(pedals), with the two systems operating.
FAULT DETECTION AND STORAGE
Braking system interfaces with the avionics system to provide fault detection and
maintenance diagnostic data transfer.
Each BSCU has the capability to detect internal and external faults related to the brake
control system. In addition, each BSCU transmits maintenance data.
A check valve permits the system to avoid false failure detection due to pressure surges,
especially during landing gear extension/retraction.
F2000EX EASY 02-32-10
DGT94085
SYSTEM
DESCRIPTION
ISSUE 3


DISTRIBUTION
The landing gear is hydraulically actuated. There are two hydraulic systems.
for more information, refer to CODDE 1 / Chapter 02 / ATA 29.
HYD 1 system supplies:
- No 1 brake system,
- landing gear and doors,
- nose wheel steering.
HYD 2 system supplies:
- No 2 brake system,
- parking brake,
- airbrakes.
The landing gear carbon disk brakes are powered independently by the two hydraulic
systems.
HYD 2 system provides back-up braking with an accumulator for emergency braking.
Both braking systems incorporate an anti-skid system.
02-32-10 F2000EX EASY
ISSUE 3
SYSTEM
DESCRIPTION
DGT94085


INTENTIONNALY LEFT BLANK
F2000EX EASY 02-32-15
CODDE 1 PAGE 1 / 8
DGT94085
SYSTEM
ISSUE 3


CONTROL
FRONT PANEL

park brake
handle
gear handle
emer pull
gear handle
FIGURE 02-32-15-00 FRONT PANEL CONTROLS
FLOOR

FIGURE 02-32-15-01 MANUALLY-ACTUATED GEAR HANDLES
02-32-15 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 3
SYSTEM
DGT94085


CONTROL FUNCTION
TO
ACTIVATE
SYNOPTIC

Displayed for 10 sec
after up-lock, then
GEAR
UP

until airplane reaches:
- 18,500 ft climbing,
- 18,000 ft
descending

UP

Displayed above
18,000 / 18,500 ft

Controls extension and
retraction of the landing gear
The handle is equipped with
a red blinker to indicate
abnormal gear status in the
following conditions:
- at least one gear not
downlocked
- both throttles in low thrust
position
- speed below threshold (*)
- altitude < 500 ft and radar
altimeter valid, or radar
altimeter invalid,
NOTE
In this case, aural warning
"GEAR" is activated.
or
- after a 20-sec delay, the
landing gear position does
not comply with control
handle position
(*) Speed threshold:
- 150 kt decreasing speed
- 155 kt increasing speed

DOWN

F2000EX EASY 02-32-15
CODDE 1 PAGE 3 / 8
DGT94085
SYSTEM
ISSUE 3


CONTROL FUNCTION
TO
ACTIVATE
SYNOPTIC

Actuates emergency gear
extension. No sequencing is
performed and the doors
remain open. For gear
extension only
To activate,
push the
yellow part to
unlock then
pull the
handle.

Provide manual unlocking of
the gears and the main gear
inner doors for free fall
emergency extension (gravity
extension)
To activate,
raise the
cover and pull
the handle.

- The pilot pedals send the
pilot braking order to the
braking system
- It is common to the two
braking channels

No associated
synoptic

Mechanically activates
braking through HYD 2
system
There are two locking
detents:
- one for park braking and
stand-by brake
- one for run-up (on one
engine)
- To set to
first
detent, pull
the handle
to the stop
- To set to
second
detent,
push the
unlock
button and
pull the
handle
fully
No associated
synoptic.

Actuates a control poten-
tiometer to provide steering
signals through the BSCU to
the torque motor on the
steering assembly
To activate
the steering
before turn-
ing, the hand-
wheel needs
to be pushed
in.
No associated
synoptic
02-32-15 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 3
SYSTEM
DGT94085


INDICATION
Gear and configuration indications can be found on PDU, in the right upper side of the HSI
window.
L/G configuration
indication

FIGURE 02-32-15-02 HSI WINDOW
NORMAL STATUS

Gear up and locked.
Gear doors closed.
Displayed for 10 sec after retraction
Gear down and locked.
Left and right main gear doors are closed.
GEAR
UP

Gear up and locked.
Gear doors closed.
Displayed under 18,000 ft.
Gear up and locked.
Gear doors closed.
Displayed above 18,000 ft
F2000EX EASY 02-32-15
CODDE 1 PAGE 5 / 8
DGT94085
SYSTEM
ISSUE 3


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 18,500 ft if climbing and above 18,000 ft if descending.

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

Gears are up and locked.
Left main gear door remains open.
Gears are down and locked.
Left main gear door remains open.

Gear handle selection is gear down.
20 sec have elapsed and gears are not
indicated down and locked.
In this case, gear handle light blinks and
LANDING GEAR is displayed.
Gear handle selection is gear up.
20 sec have elapsed and gears are not
indicated up and locked.
In this case, gear handle light blinks and
LANDING GEAR NOT UP is displayed.
02-32-15 F2000EX EASY
PAGE 6 / 8 CODDE 1
ISSUE 3
SYSTEM
DGT94085


REMINDER STATUS

Approach conditions are fulfilled. Gear is up and locked and gear doors are closed. In this
case, aural warning and gear handle light are activated.
INVALID DATA

Data transmitted by avionics are declared invalid.
SEQUENCE
Starting with the gear in the UP and LOCKED position

Gear uplocked
and door closed
Gear in transit
and door open
Gear downlocked
and door open
during transit
Left or right gear
downlocked and
door closed
Nose gear
downlocked
Starting with the gear in the DOWN and LOCKED position

Left or right gear
downlocked and
doors closed
Gear in transit and
door open
Gear uplocked and
door open
Gear uplocked and
door closed
F2000EX EASY 02-32-15
CODDE 1 PAGE 7 / 8
DGT94085
SYSTEM
ISSUE 3


BRAKE TEMPERATURE
Brake temperature indicators

FIGURE 02-32-15-03 HYDRAULICS SYNOPTIC
ERRONEOUS INDICATIONS
NOSE GEAR TRANSITION
During the nose gear transition, current display logic is incomplete (see figure below).
This logic will be corrected in post-certification load.

FIGURE 02-32-15-04 NOSE GEAR TRANSITION SYMBOLS
REMINDER STATUS
Current display logic is incomplete. This logic will be corrected in post-certification load.

FIGURE 02-32-15-05 GEAR UP IN APPROACH CONDITIONS
02-32-15 F2000EX EASY
PAGE 8 / 8 CODDE 1
ISSUE 3
SYSTEM
DGT94085


MAU FAILURE
The worst failure cases are double or triple failure cases. The indications are conservative,
and avoid to get into unsafe situation.
This logic will be corrected in post-certification load.
AIRPLANE
CONFIGUTATION
DISPLAY
WARNING
NO MAU FAILURE MAU 1A+B
FAILURE
MAU 2A+B
FAILURE
HSI

Arrows white
then red
after 20 sec

CAS N / A None None
Aural warning N / A None None
HANDLE DOWN
+
LANDING GEAR
DOWN
Handle light N / A None None
HSI

Arrows white then red
after 20 sec
Arrows white
then red
after 20 sec

CAS LANDING GEAR None None
Aural warning "GEAR" None "GEAR"
HANDLE DOWN
+
LANDING GEAR
NOT DOWN
Handle light Flashing Flashing None

F2000EX EASY 02-32-20
CODDE 1 PAGE 1 / 2
DGT94085
SYSTEM
SYSTEM PROTECTION
ISSUE 3


INTRODUCTION
The landing gear and braking system are protected by circuit breakers. The wheels are
protected against overheat and overpressure.
CIRCUIT BREAKERS
The circuit protection is provided by conventional trip-free circuit breakers located above the
overhead panel.

FIGURE 02-32-20-00 CIRCUIT BREAKER PANEL
02-32-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
SYSTEM
SYSTEM PROTECTION
DGT94085


WHEELS
The main wheels incorporate:
- three push-in fusible plugs for overheat protection,
- over-inflation protection plug,
- fourteen large ventilation holes to promote increased air circulation for cooling,
- and scalloped key bosses for reduced wheel temperature.
Nose wheel has an over-inflation protection plug.
F2000EX EASY 02-32-25
CODDE 1 PAGE 1 / 2
DGT94085
SYSTEM
NORMAL OPERATION
ISSUE 3


INTRODUCTION
understand the symbols provided in the various panels and display.
GROUND OPERATION
AIRPLANE ON THE GROUND, PARKING BRAKE APPLIED

FIGURE 02-32-25-00 HSI WINDOW, AIRPLANE ON GROUND, PARKING BRAKE APPLIED
CONTROL POSITION RESULT
Landing gear handle down
Parking brake applied
Gear down <three green>
PARK BRAKE ON in CAS area
02-32-25 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
SYSTEM
NORMAL OPERATION
DGT94085


IN-FLIGHT OPERATION

FIGURE 02-32-25-01 HSI WINDOW AFTER TAKE-OFF
Landing gear handle up
Gear up and doors closed
UP symbols for 10 sec

F2000EX EASY 02-32-30
CODDE 1 PAGE 1 / 2
DGT94085
SYSTEM
ABNORMAL OPERATION
ISSUE 3


INTRODUCTION
understand the symbology provided in the various panels and displays.
GEAR IN TRANSIT WITH TOO LONG EXTENSION TIME

FIGURE 02-32-30-00 HSI WINDOW, GEAR IN TRANSIT WITH TOO LONG EXTENSION TIME
Landing gear handle down
If gear not downlocked after 20 sec:
- gear handle flashing
- red arrow replacing gear symbol
02-32-30 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
SYSTEM
ABNORMAL OPERATION
DGT94085


TOTAL LOSS OF HYDRAULIC POWER
LANDING GEAR
In case of total hydraulic power loss, the landing gear can still be extended manually with
the three emergency gear handles.
BRAKING SYSTEM
In case of total hydraulic power loss, braking is still possible, using parking brake handle,
thanks to the brake accumulator.
CAUTION
Do not go beyond the first parking brake detent during landing roll.
CAS MESSAGES
BOTH BRAKE SYSTEM
Total failure of both brake systems. Only emergency
park braking is available
BRAKE ACCU
Hydraulic pressure in parking brake system is less
than 1,900 psi
BRAKE CMPTR .. FAULT CODE
On ground, a failure message that may affect
dispatch was recorded by BRAKE computer (1/2)
BRAKE PRESS
Pressure is detected in one brake while pedals are at
rest
BRAKE .. FAIL
Failure of braking system (1/2)
LANDING GEAR
Landing gear failed to extend completely 20 seconds
after commanded down
LANDING GEAR NOT UP
Landing gear failed to retract completely 20 seconds
after commanded up
NWS FAILED
Failure of nose wheel steering systems
BRAKE CMPTR .. FAULT CODE
brake computer system (1/2)
PARK BRAKE ON
On ground, indication that parking brake is applied

F2000EX EASY 02-33-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 33 LIGHTS
TABLE OF CONTENTS
ISSUE 3


02-33 ATA 33 LIGHTS
02-33-05 GENERAL
Introduction
Sources
General
Cockpit lights
Cabin lights
Servicing lights
Exterior lights
Emergency lighting
General
02-33-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ATA 33 LIGHTS
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-33-05
CODDE 1 PAGE 1 / 4
DGT94085
ATA 33 LIGHTS
GENERAL
ISSUE 3


INTRODUCTION
The Falcon 2000EX EASy lighting system consists of:
- the interior lighting system, comprising:
o the cockpit,
o the passenger cabin,
o the nose cone compartment,
o the baggage and servicing compartments,
- the exterior lighting system including:
o the navigation lights,
o the anti-collision lights,
o the landing and taxi lights,
o the wing ice detection lights,
o the fin logo lights (option),
- an emergency lighting system including:
o the interior emergency lighting system,
o the exterior emergency lighting system.
02-33-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
ATA 33 LIGHTS
GENERAL
DGT94085


Lighting circuit
breakers
Reversion
Panel (RP)
Exterior and interior
light controls
Cockpit lighting
control panel
C/B panel
lighting switch

F2000EX EASY 02-33-05
CODDE 1 PAGE 3 / 4
DGT94085
ATA 33 LIGHTS
GENERAL
ISSUE 3


SOURCES
COCKPIT LIGHTS POWERED BY
Dome lights
Reading lights
Circuit breaker panel lighting
Overhead panel
Glareshield
Instrument panel lighting
Pedestal equipment
Status and indicator lighting (HORN SILENT,
EVENT, FMS MSG, MASTER CAUTION and
MASTER WARNING, VHF1 EMERG)
Battery bus
Pilot: A1 bus / Copilot: B1 bus
ESS bus
Pilot: ESS bus / Copilot: B1 bus
A2 bus
B2 bus
B2 bus
ESS bus, backup B1 bus
CABIN LIGHTS POWERED BY
Airstair lights
Entrance lights
Passenger indirect lights
Passenger reading and table lights
Passenger ordinance signs
Toilet lights
Battery bus
A2 bus
Optional feeders (A4 bus, B4 bus)
Optional feeders (A4, B4)
B1 bus
A4 bus
SERVICING LIGHTS POWERED BY
Nose cone light
Baggage compartment lighting
Baggage compartment exterior lighting
Forward servicing compartment lighting
Aft servicing compartment lighting
Refueling area lighting
Battery bus
Battery bus
Battery bus
Battery bus
Battery bus
Battery bus
02-33-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
ATA 33 LIGHTS
GENERAL
DGT94085


EXTERIOR LIGHTING POWERED BY
Navigation lights
Fin logo lights (option)
Anti-collision lights
Anti-collision lights
Landing lights
Taxi lights
Ice indication lights
A1 bus
A4 bus
Wings: B1 bus / Belly: B2 bus
Fin: ESS bus
LH: A1 bus / RH: B2 bus
B1 bus
LH: A1 bus / RH: B2 bus
EMERGENCY LIGHTING POWERED BY
Emergency lighting system Three emergency light batteries
loaded by B1 bus

F2000EX EASY 02-33-10
CODDE 1 PAGE 1 / 12
DGT94085
ATA 33 - LIGHTS
DESCRIPTION
ISSUE 3
GENERAL
Cockpit lighting provides general illumination, specific lighting for instruments, and map
lighting.
Cabin area lighting provides illumination for warning signs and area illumination for passenger
safety and convenience.
Individual lights are provided for the forward and aft servicing compartments, baggage
compartment, and nose cone compartment.
Exterior lighting includes navigation, landing, taxi, anti-collision and wing ice detection lights.
All interior and exterior lights can be manually controlled through the overhead panel
pushbuttons and toggle switches except for the baggage, forward and aft servicing
compartment lighting that is controlled by micro-switches located on each door.
COCKPIT LIGHTS
Cockpit lighting consists of dome, reading, glareshield, circuit breaker panel, overhead panel,
instrument and indicator lights. The lighting control panel is located in the copilot overhead
zone.
DOME LIGHTS
Two dome lights located on each side of the overhead panel are provided for general
illumination of the cockpit area. The dome lights are controlled by a DOME rotary knob
located in the INTERIOR LIGHTS zone of the overhead panel. This rheostat allows setting
of the dome light from DIM to BRIGHT.
Each ceiling light contains three bulbs, one for normal operation (28 V
DC
) and two for
emergency operation (5 V
DC
). The dome lights are supplied by the main batteries.
READING LIGHTS
The two swivel reading lights are located in the cockpit headliner above both pilots. The
associated rheostat rotary switches are also located in the headliner.
LCD DISPLAY BRIGHTNESS
Brightness adjustment of four 14.1 in-PDU and MDU LCD displays is controlled by the
reversion panel located in the cockpit center pedestal. Each LCD display is controlled
through its associated DIM / OFF AUTO - REV inner rotary knob (rheostat).
02-33-10 F2000EX EASY
PAGE 2 / 12 CODDE 1
ISSUE 3
ATA 33 - LIGHTS
DESCRIPTION
DGT94085
PEDESTAL, UPPER STRIP PANEL, SECONDARY FLIGHT DISPLAY AND SIDE LEDGE
EQUIPMENT
The PANEL rotary knob, located in the cockpit lighting control panel sets the level of lighting
for all the equipment located in the cockpit. A variable 0 to 5 V
DC
power supply controls the
equipment lighting.
The two checklist controllers, located at the end of the center pedestal, are permanently
illuminated with a 28 V
DC
power source. The lighting is not adjustable and continuously
operates at a day level.
OVERHEAD PANEL
The overhead panel is divided into two distinct zones for the setting of the lighting:
- the pushbuttons with status indications, controlled by the DIM / BRIGHT switch of the
cockpit lighting control panel,
- the functionnal diagrams, systems boundary lines, marking on cockpit lighting control
panel and borders, controlled by the OVERHEAD rotary knob (rheostat) located on the
cockpit lighting control panel.
INSTRUMENT PANEL LIGHTING (SHIELD)
The instrument lighting is provided by four strip electro-luminescent lights (LED), powered by
28 V
DC
.
The SHIELD rotary knob, located on the cockpit lighting control panel, controls the
brightness adjustment of the instrument panel lighting.
The Emergency Locator Transmitter (ELT) panel, placards and manual pressurization rotary
knob are lighted by the shield lighting.
ANNUNCIATOR AND INDICATOR LIGHTING
Annunciator and indicator comprise the following switches: EVENT, FMS MSG, SIL,
MASTER CAUTION, MASTER WARNING, VHF1 EMERG (VHF1 emergency frequency
guarded switch), APR ORIDE and APR DISARM.
The SIL and EVENT switches are permanently illuminated in white on a dark background. A
thin illuminated white border surrounds the text.
The guarded emergency VHF 1 switch carries the 121.5 MHz label, written in white on the
switch (dark background) and VHF1 EMERG placard, applied below. The switch is
illuminated amber when activated.
The DIM / BRIGHT switch located in the right overhead lighting control panel controls the
level of lighting of these switches. In BRIGHT (daylight operation), the lighting intensity is not
reduced. In DIM (night lighting), lighting intensity is reduced.
F2000EX EASY 02-33-10
CODDE 1 PAGE 3 / 12
DGT94085
ATA 33 - LIGHTS
DESCRIPTION
ISSUE 3
CIRCUIT BREAKER PANEL LIGHTING
The circuit breaker panel is illuminated with two spotlights located on the bulkhead behind
the pilot and the copilot. They are controlled with the C.B. PANEL pushbutton located on the
bottom right circuit breaker panel.
FIGURE 02-33-10-00 CIRCUIT BREAKER PANEL LIGHTING SWITCH
CABIN LIGHTS
The passenger cabin is equipped with lighting for the entrance, stairs, toilets, galley area and
cabin. Illuminated ordinance signs are also provided throughout the cabin area.
The entrance lighting control panel located on the left hand side of bulkhead of the main
entrance door includes:
- the ENTRY LIGHTS pushbutton which controls the passenger cabin main entrance lighting
system,
- the STAIR LIGHTS pushbutton which controls the passenger door stair lighting system,
- the AISLE LIGHTS pushbutton which controls the passenger cabin aisle lighting system,
- the PYLON LIGHTS pushbutton which controls the exterior lighting systems of the
baggage compartment door and the refueling area,
- a BATT IN USE amber pushbutton which, when illuminated, indicates that a system is
supplied by the battery circuit.
Pushbuttons are illuminated green when inactive and amber when active through a
combination of green and red LED.
BATT
IN
USE
PYLON
LIGHTS
ENTRY
LIGHTS
STAIR
LIGHTS
AISLE
LIGHTS
FIGURE 02-33-10-01 ENTRANCE LIGHTING CONTROL PANEL (TYPICAL)
02-33-10 F2000EX EASY
PAGE 4 / 12 CODDE 1
ISSUE 3
ATA 33 - LIGHTS
DESCRIPTION
DGT94085
ENTRANCE AND GALLEY LIGHTING
The airplane entrance and galley are illuminated by spots and a fluorescent lighting system.
The entrance fluorescent lighting system is supplied with power from inverters that use a 28
V
DC
A2 bus input, the spots are supplied by A2 bus.
The galley lighting system is supplied by optional feeders (A4 bus, B4 bus).
An ENTRY LIGHTS pushbutton, located on the lighting control panel, controls the entrance
lighting.
Pushbuttons located in the galley control the galley lighting.
A BATT IN USE light indicates when batteries supply an equipment.
STAIRS LIGHTING
The stairs are illuminated by an electro-luminescent lighting system. Each stair is illuminated
by an individual spotlight.
The stairs lighting is directly supplied from the 28 V
DC
battery bus.
Two pushbuttons control the stairs lighting:
- one located on the lighting control panel (STAIR LIGHTS),
- the other by a pushbutton located on the middle step of the stairs left side, when the
passenger door is open.
Stair lights
FIGURE 02-33-10-02 STAIR LIGHTING
F2000EX EASY 02-33-10
CODDE 1 PAGE 5 / 12
DGT94085
ATA 33 - LIGHTS
DESCRIPTION
ISSUE 3
PASSENGER INDIRECT LIGHTS
The cabin indirect ceiling lighting system is powered from inverters supplied with 28 V
DC
.
The lighting system consists of four rows of fluorescent tubes located within the upper and
lower valance panels (typical).
The cabin indirect lights are controlled through the lighting panel located in the galley and
the CABIN pushbutton located in the INTERIOR LIGHTS zone of the overhead panel.
The CABIN pushbutton of the overhead panel allows the pilots to cut off:
- the entrance and galley lighting or,
- the entire cabin lighting whatever the position of the related switches.
When the airplane electrical system is powered, the switch shows no illuminated
annunciator or status light and all lights can be illuminated through the lighting panel of the
galley.
Pushing once the button cuts off the entrance and galley lighting. The PAX status light then
illuminates in steady blue above the CABIN pushbutton.
Pushing the button a second time cuts off cabin, galley and entrance lighting. The amber
OFF annunciator light is then illuminated below the CABIN pushbutton.
The lighting panel located in the galley allows ceiling or valance lights to be illuminated in
the forward or aft cabin, at passengers request.
Individual switch control panels located throughout the cabin area at designated seat
locations control the indirect lighting system.
VIP seat locations and other areas may be designated to allow for lighting control of the
cabin areas.
FIGURE 02-33-10-03 PASSENGER LIGHTING CONTROL SWITCHES (TYPICAL)
02-33-10 F2000EX EASY
PAGE 6 / 12 CODDE 1
ISSUE 3
ATA 33 - LIGHTS
DESCRIPTION
DGT94085
PASSENGER READING AND TABLE LIGHTS
The passenger cabin is equipped with reading and table lights located in the passenger
service unit.
Both lighting systems are supplied with a 28-V
DC
power.
Switch control panels are located within the side-ledges or armrests near each seat location
or other designated areas.
PASSENGER ORDINANCE SIGNS
The illuminated FASTEN BELTS and

signs are located throughout the
cabin area and are visible from all seat locations. One RETURN TO SEAT sign is located in
the toilets.
Control switches are located in the cockpit. The pushbutton are in the INTERIOR LIGHTS
area of the overhead panel, with the and symbols. The RETURN TO SEAT sign
illuminates at the same time as the FASTEN BELTS sign.
sign is automatically switched on if oxygen is detected in the passenger
oxygen system.
AISLE LIGHTING
Aisle lighting consists of lights distributed along the aisle on the bottom of galley, seats and
sofa.
The aisle lighting system is directly supplied from the 28 V
DC
battery bus.
The AISLE LIGHTS pushbutton, located on the entrance lighting control panel, controls the
aisle lighting.
TOILET LIGHTS
The toilet lighting system is powered from a 28 V
DC
and inverters for fluorescent tubes.
The toilet lighting is controlled by pushbuttons located on the bulkhead.
A fluorescent tube inverter receives power from the main batteries. Therefore, it is not
affected by an electrical circuit power failure.
F2000EX EASY 02-33-10
CODDE 1 PAGE 7 / 12
DGT94085
ATA 33 - LIGHTS
DESCRIPTION
ISSUE 3
SERVICING LIGHTS
FLASHLIGHTS
Two flashlights are provided and mounted within the cockpit area. They can be rechargeable
in option.
NOSE CONE LIGHT
A hand light is provided for inspection of equipment items in the nose cone area.
This inspection light is controlled with a built-in switch and directly supplied from the battery
circuit.
BAGGAGE COMPARTMENT LIGHTING
The baggage compartment is equipped with ceiling light.
Electrical power is supplied directly from the batteries of the left and right electrical boxes.
Illumination of the ceiling light occurs simultaneously with interior or exterior baggage door
opening.
BAGGAGE COMPARTMENT EXTERIOR LIGHTING
A switch located on the baggage door control panel (LIGHT) allows baggage compartment
exterior illumination for night baggage handling. Another way to control this light is the
PYLON LIGHTS pushbutton located on the passenger lighting control panel.
FORWARD SERVICING COMPARTMENT LIGHTING
The forward servicing compartment is equipped with a ceiling light.
It switches automatically on upon compartment door opening.
AFT SERVICING COMPARTMENT LIGHTING
The aft servicing compartment is equipped with a ceiling light.
It switches automatically on upon compartment door opening.
REFUELING AREA LIGHTING
The fueling coupling and the pressure refueling panel lighting are automatically lighted when
their respective access door is open.
The refueling area light is controlled by the PYLON LIGHTS pushbutton located on the
passenger lighting control panel.
02-33-10 F2000EX EASY
PAGE 8 / 12 CODDE 1
ISSUE 3
ATA 33 - LIGHTS
DESCRIPTION
DGT94085
EXTERIOR LIGHTS
Anticollision light (upper))) White navi gation and
anticollision lights
Landing li ghts
Anticollision light (lower)
White strobe light
White strobe light
Ice detection lights
Red wing tip light
Green wi ng tip light
Logo light
Taxi light
FIGURE 02-33-10-04 EXTERIOR LIGHTING SOURCES
F2000EX EASY 02-33-10
CODDE 1 PAGE 9 / 12
DGT94085
ATA 33 - LIGHTS
DESCRIPTION
ISSUE 3
NAVIGATION AND LOGO LIGHTS
There are three navigation lights:
- one red left wing tip light,
- one green right wing tip light,
- one white light located on the lower portion of the vertical stabilizer.
The logo lighting (option) is provided by two lights located on the left and right sides of the
horizontal stabilizer upper surface.
Navigation lights and logo lights are both controlled by the NAV pushbutton located in the
EXTERIOR LIGHTS zone of the overhead panel:
- pushing once the NAV pushbutton switches on the navigation lights ; no status light
illuminates,
- pushing it a second time controls illumination of the navigation and logo lights. The blue
LOGO status light is on,
- pushing the button a third time turns off navigation and logo lights and the amber OFF
status light comes on.
Logo lights are automatically switched off at landing gear retraction and automatically
switched on when landing gear is extended regardless of switch position.
ANTI-COLLISION AND STROBE LIGHTS
There are two types of anti-collision lights:
- the red anti-collision strobe lights, comprising:
o one located on the fuselage top in front of the fin root exchanger air inlet,
o one located below the forward section of the fuselage,
- the white high intensity strobe light, comprising:
o one white high intensity strobe light (400 candlepower) located on each wing tip
collocated with the navigation lights within a common enclosure,
o one white light located on the lower portion of the vertical stabilizer collocated with the
navigation rear light.
Three power supply boxes that deliver high voltage in triggered pulses supply the lights. The
three power supply circuits are synchronized to create simultaneous flashes.
The

pushbutton is located in the EXTERIOR LIGHTS zone of the overhead panel. It
controls the anti-collision lights illumination:
- pushing it once allows illumination of the red anti-collision lights and the status
light,
- pushing it a second time controls illumination of both red anti-collision lights and strobe
lights. In this condition, no status light is illuminated,
- pushing the pushbutton a third time turns off both red anti-collision and white
strobe lights. The status light below the

pushbutton is then lighted in
steady amber.
02-33-10 F2000EX EASY
ISSUE 3
ATA 33 - LIGHTS
DESCRIPTION
DGT94085
LANDING LIGHTS
The two 600 W landing lights are located in a flush enclosure in each side of the wing
leading edge to fuselage fairings. The landing lights provide an in-flight forward illumination
of the landing area. A ventilation inlet provides cooling for the lights.
NOTE
Ground operations are limited to a 15-minute cycle with a 45-minute cooling period between
use.
The landing lights illumination is controlled by the two LANDING selector switches located in
the EXTERIOR LIGHTS zone of the overhead panel. The switch features three positions:
OFF, PULSE and ON.
In the PULSE position, the landing lights are flashing in phase opposition. In the ON
position, the landing lights are both steady on. In both positions, the blue LDG status light is
on.
TAXI LIGHTS
The 150 W taxi light is located on the nose gear strut and illuminates the area directly in
front of the airplane. It provides visibility during taxi evolutions. If the nose gear is not down-
locked, the taxi light remains off regardless of switch positions at the light control panel.
The

pushbutton located in the EXTERIOR LIGHTS zone of the overhead panel
controls the illumination of the taxi lights. When lights are on, the status light is on.
WING ICE DETECTION LIGHTS
One 85 W ice detection light is located on each side of the fuselage forward section near the
fuselage-wing fairing. These lights enable the flight crew to detect wing leading-edge icing
during night operation or during low ambient light conditions in flight.
The

pushbutton located in the EXTERIOR LIGHTS zone of the overhead panel
controls the illumination of the wing ice detection lights. When lights are on, the
status light is on.
F2000EX EASY 02-33-10
DGT94085
ATA 33 - LIGHTS
DESCRIPTION
ISSUE 3
EMERGENCY LIGHTING
In case of a total electrical failure, the emergency lighting system ensures illumination of the
cockpit, emergency exit, overwing escape route and passenger door. This lighting system is
supplied by three nickel-cadmium batteries charged by the onboard electrical circuit, as long
as the EMERG LIGHTS three-position switch is on the ARM position. The batteries can
supply for electrical power approximately 10 minutes after an electrical failure.
The emergency batteries supply power to the following:
- pilot and copilot dome lights,
- passenger door:
o two spotlights,
o TO UNLOCK MOVE UPWARD THE YELLOW HANDLE sign,
o EXIT signs,
- passenger ordinance signs (FASTEN BELTS, and RETURN TO SEAT),
- aisle spotlights,
- emergency exit:
o EXIT sign,
o PULL HERE TO OPEN sign,
o exit handle,
- evacuation light on lower wing surface,
- outside emergency exit light.
The emergency lighting system is controlled with the OFF-ON-ARM toggle switch located in
the INTERIOR LIGHTS zone of the overhead panel.
In the OFF position, no power is supplied to the emergency lighting system. If the airplane
electrical circuit is energized with the switch in the OFF position, the status light above the
switch illuminates.
In the ON position, the emergency lighting system is energized and the EMERG LIGHTS
status light is illuminated for testing. Power is taken from the emergency batteries.
In the ARM position, the emergency lights remain off providing the airplane electrical system
is energized. The lights will automatically illuminate in the event of a total electrical system
failure. For normal in-flight conditions, the switch should be armed. The three batteries are
charging as long as the airplane electrical system operates normally.
02-33-10 F2000EX EASY
ISSUE 3
ATA 33 - LIGHTS
DESCRIPTION
DGT94085
Evacuation light
Outside emergency exit
light
FIGURE 02-33-10-05 EXTERIOR EMERGENCY LIGHTS
FIGURE 02-33-10-06 INTERIOR EMERGENCY EXIT SIGNS
F2000EX EASY 02-33-15
CODDE 1 PAGE 1 / 8
DGT94085
ATA 33 LIGHTS
ISSUE 3


Status lights Pushbuttons

FIGURE 02-33-15-00 COCKPIT LIGHTING CONTROL PANEL
02-33-15 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 3
ATA 33 LIGHTS
DGT94085


FIGURE 02-33-15-01 COCKPIT LIGHTING CONTROL PANEL

FIGURE 02-33-15-02 REVERSION PANEL
DISPLAY UNIT DIMMING KNOBS
F2000EX EASY 02-33-15
CODDE 1 PAGE 3 / 8
DGT94085
ATA 33 LIGHTS
ISSUE 3


SYNTHETIC TABLE
TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE

Activates left and right
wing ice detection lights

Pushbutton functions
are: Off / ON

Off

ON

Activates navigation and
logo lights

are:
OFF / NAV On / NAV-
LOGO On
OFF

NAV On

NAV and
LOGO On

Activates strobe and red
anti-collision lights

are:
OFF / ANTICOL RED
On / ANTICOL RED and
WHITE On
OFF

RED
ANTICOL On

RED and
WHITE
ANTICOL
On
02-33-15 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 3
ATA 33 LIGHTS
DGT94085


TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE

Activates two landing
lights

Functions of toggle
switches are:
OFF / PULSE / ON

OFF

PULSE

ON

Activates taxi light

are: Off / ON

Off

ON

Turns on and then arms
emergency lights

Toggle switch functions
are:
OFF / ON / ARM
OFF

ON

ARM

Illuminates FASTEN
SEAT BELT ordinance
signs in the cabin area

are: Off / ON

Off

ON
F2000EX EASY 02-33-15
CODDE 1 PAGE 5 / 8
DGT94085
ATA 33 LIGHTS
ISSUE 3


TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE

Illuminates
ordinance signs in the
cabin area

are: Off / ON

Off

ON

Activates two cockpit
dome lights

Rheostat functions are:
Left-Off / Right-On with
light level adjustment

Off

On

Activates CABIN and
PAX lights

are:
OFF / All / PAX On
OFF

All cabin lights
on
PAX On and
entry OFF
02-33-15 F2000EX EASY
PAGE 6 / 8 CODDE 1
ISSUE 3
ATA 33 LIGHTS
DGT94085


CONTROL FUNCTION
DIM / BRIGHT switch allows night and day
light level adjustment for MASTER
WARNING, MASTER CAUTION, SIL, FMS
MSG, EVENT, VHF 1 EMERG switches and
overhead panel status lights
DIM / BRIGHT rotary switch functions:
Counterclockwise-DIM / Clockwise-BRIGHT
OVERHEAD rotary knob adjusts lighting
levels of the main overhead controls and
cockpit lighting control panel
OVERHEAD rotary knob functions:
Counterclockwise-Low / Clockwise-High
PANEL rotary knob adjusts lighting levels of
all equipment within the cockpit
PANEL rotary knob functions:

SHIELD rotary knob adjusts LED power
strip light level under upper strip panel
SHIELD rotary knob functions:
F2000EX EASY 02-33-15
CODDE 1 PAGE 7 / 8
DGT94085
ATA 33 LIGHTS
ISSUE 3


CONTROL FUNCTION

The inner dimming knobs control dimming
of display units
The outer knobs control the symbol
generator reversion for the display units
Dimming knob functions:
OFF / DIM / BRIGHT

Activates the two spotlights illuminating the
circuit breaker panel
Positions of the pushbutton are:
Off / On
02-33-15 F2000EX EASY
PAGE 8 / 8 CODDE 1
ISSUE 3
ATA 33 LIGHTS
DGT94085


F2000EX EASY 02-33-20
CODDE 1 PAGE 1 / 2
DGT94085
ATA 33 LIGHTS
SYSTEM PROTECTION
ISSUE 3


GENERAL
Circuit protection is provided by conventional trip-free circuit breakers located above the
overhead panel.

FIGURE 02-33-20-00 LIGHTING CIRCUIT BREAKERS
02-33-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ATA 33 LIGHTS
SYSTEM PROTECTION
DGT94085


F2000EX EASY 02-34-00
CODDE 1 PAGE 1 / 4
DGT94085
ATA 34 NAVIGATION
TABLE OF CONTENTS
ISSUE 3


02-34 ATA 34 NAVIGATION
02-34-05 GENERAL
Introduction
Introduction
Navigation function
Flight Management System (FMS)
Other equipment
Air Data System (ADS)
02-34-15 TYPICAL FLIGHT PREPARATION AND FLIGHT PLAN INSERTION
Typical PDU / MDU configuration
Typical flight plan insertion
02-34-20 WINDOWS AND ASSOCIATED TABS: FLIGHT MANAGEMENT WINDOW
General
FPLN page (1
st
tab)
Departure POF
Cruise POF
Arrival POF
Post-flight POF
02-34-22 WINDOWS AND ASSOCIATED TABS: CHARTS WINDOW (OPTIONAL)
General
Airport selection pull down menu
Chart title bar and pull down menu
Chart type tabs
Chart task menu
Special function
02-34-24 WINDOWS AND ASSOCIATED TABS: SENSORS WINDOW
General
Navigation tab
WX / LSS / TAWS tab
02-34-00 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
ATA 34 NAVIGATION
TABLE OF CONTENTS
DGT94085


02-34-28 WINDOWS AND ASSOCIATED TABS: AVIONICS WINDOW
INIT tab
FMS setup tab
FMS speeds tab
AFCS tab
Custom DB tab
System config tab
02-34-30 WINDOWS AND ASSOCIATED TABS: WAYPOINT LIST (WPT LIST)
02-34-32 WINDOWS AND ASSOCIATED TABS: I-NAV DESCRIPTION
I-NAV description
FMS message field
02-34-34 WINDOWS AND ASSOCIATED TABS: I-NAV GRAPHICAL FLIGHT
PLANNING
02-34-36 WINDOWS AND ASSOCIATED TABS: ADI
General
FMA
Attitude display
Deviation
Airspeed tape
Altitude tape
Vertical speed tape
Failure indication
02-34-38 WINDOWS AND ASSOCIATED TABS: HSI
General
HSI window
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02-34-40 HUD SYMBOLOGY
General
Enroute symbology
TAKE-OFF symbology
Approach symbology
Unsual attitude display
Flags and reversion annuciation display
Advisory and annunciation display
02-34-45 SURVEILLANCE
Weather radar
ATC / TCAS
EGPWS
02-34-50 ABNORMAL OPERATION AND BACK-UP INSTRUMENTATION
Sensors reversion
Secondary Flight Display (SFD)
FMS messages
CAS messages
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INTRODUCTION
This section deals with the description of:
- the navigation management (FMS) and ressources (MRC, IRS, GPS),
- the various equipment,
- a typical flight plan insertion,
- the windows and associated tabs,
- abnormal operations and back-up information.
For DME, VOR, ILS and ADF descriptions, refer to CODDE 1 / Chapter 02 / ATA 23 -
RADIO-NAVIGATION.
In addition to the above mentioned navigation sensors, the airplane is equipped with:
- one Radio Altimeter (RA) (second optional),
- one Weather Radar System (WX),
- one optional Lighting Sensor System (LSS),
- two Air Data Systems (ADS),
- one Enhance Ground Proximity Warning System (EGPWS),
- one Traffic Collision Avoidance System (TCAS).
The Guidance Panel (GP) gathers in its central part, the Automatic Flight Control System
(AFCS) controls and indications.
The navigation system management is achieved through the Cursor Control Device (CCD)
and the Multifunction KeyBoard (MKB).
Information is provided via:
- two Primary Display Unit (PDU),
- two Multifunction Display Unit (MDU),
- one optional Head Up Guidance System (HGS).
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In normal configuration:
- PDU display:
o ADI: primary flight data (attitude and flight path, airspeed, altitude), flight modes
annunciation,
o HSI: heading track and navigation data provided by FMS, VOR-LOC, ADF, DME,
o ENG-CAS,
o 1/6 configurable window: ENG-TRM-BRK, RADIOS, SENSORS, TRAFFIC,
- MDU display:
o I-NAV (graphical flight planning),
o WPT LIST,
o Flight Management Window (FMW),
o CHARTS (optional),
o system SYNOPTICS,
o AVIONICS,
o CMF/AFIS (optional),
o UPLINK WX (optional),
o MAINT,
o VIDEO (optional),
o Electronic CheckList (ECL).
- HUD display:
o Take off Display
o Enroute Display
o Approach Display
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STRATEGIC MISSION PLANNING
(LONG TERM ACTION)
IN FLIGHT MODIFICATION
(SHORT TERM ACTION)
FMW window provides an interface for:
- flight plan selection/edition
- performance initialisation
- review and performance data
- procedure selection and review
- T/O and LDG initialization and data
computation
SENSORS window provides an interface for:
- airplane navigation sensors
- Weather radar (WX) / Lightning Sensor
System (LSS) / Terrain Awareness and
Warning System (TAWS) / Traffic
Collision Avoidance System (TCAS)
AVIONICS window provides an interface for:
- INIT tab
- FMS set up data
- FMS speed tab
- Automatic Flight Control System (AFCS)
tab
- custom DB tab
I-NAV window provides an interface for:
- interactive map
- route amendment
- dialog boxes
WPT LIST window provides an interface for:
- route amendment
- dialog boxes
- flight log data
- WPT list Route Type Controller (RTC)
FMW window provides an interface for:
- LDG data update
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INTRODUCTION
The only navigation source is the Flight Management System (FMS).
Navigation devices are composed of:
- 2 FMS (third optional),
- 2 Modular Radio Cabinet (MRC) that include the following module:
o 2 VOR/LOC/GS/MRK receivers,
o 2 DME,
o 2 ADF,
- 2 IRS, micro Inertial Reference Unit (IRU), third optional,
- 2 GPS,
- 1 stand-by compass.
NAVIGATION FUNCTION
Navigation function is provided by the Flight Management System (FMS) which is a multi-
sensors area navigation (RNAV) system.
The airplane is equipped with FMS as part of its basic equipment.
EASy FMS provides full flight navigation and performance management, as well as flight
preparation.
NAVIGATION RESSOURCES
The navigation uses three main devices:
- Modular Radio Cabinet (MRC),
- Inertial Reference System (IRS),
- Global Positioning System (GPS).
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Modular Radio Cabinet (MRC)
The airplane contains two MRC.
Each MRC houses:
- one NAV module:
o VOR / ILS / Data Link (VIDL),
o ADF,
o DME
- COM module:
o VHF
o ATC (XPDR)
- one Network Interface Module (NIM) modules.
Each module has a dedicated power supply within the module itself.
MRC are located:
- MRC 1 in the cabin,
- MRC 2 in the nose cone.
Raw navigation information of NAV (bearing and/or CDI), ADF and DME can be
displayed on pilot request on HSI.
SENSORS window provides additional information on GPS/IRS/NAV/FMS performances,
current parameters, and secondary functions.
Inertial Reference System (IRS)
The airplane is fitted with two micro Inertial Reference Units (IRU). A third IRU is
available as an option.
The purpose of the IRS is to output pure inertial position, velocities and acceleration and
IRS-GPS hybrid velocities.
The IRS operation requires system initialization (entry of latitude and longitude).
Initialization can be performed by the Flight Management System (FMS) or by GPS
receiver. In addition, the IRS receives air data information (altitude, altitude rate, and true
air speed) from an Air Data System (ADS) as well as GPS autonomous data.
No control device is required for normal IRS mode management. The IRS manages its
modes (alignment, navigation, end of flight) without any crew action.
Three types of automatic alignment are performed on ground by the IRU already in
navigation mode:
- Extended alignment auto realign,
- Pre-flight auto realign,
- Post-flight auto realign.
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The extended alignment auto realign starts whether no airplane motion is detected in
navigation mode after the stationary alignment (initial alignment). IRU periodically
corrects position and heading, and zeroes out any velocities until motion is detected.
The pre-flight auto realign and post-flight auto realign start when the airplane becomes
stationary more than 1 min. The duration of this alignment is not less than 7.5 min and
not more than 15 min depending on current latitude (lower than 78 North or South).
During the alignment, the IRU continues to provide valid navigation data. At the end of
the alignment position and heading are corrected and the velocities are zeroed.
IRS sequence alignment interrupted
It is possible to taxi during the IRS alignment. As soon as the airplane is taxiing, the
alignment is interrupted. If the airplane stops (GS = 0 kt) and remains stationary,
then the system waits for one minute before starting again a new alignment
sequence.
IRS in-flight alignment
After an IRS in flight shut down (e.g. transient loss of electrical power), an in-flight
alignment is automatically performed without any crew action as soon as the
electrical supply is recovered. The IRS attitudes are recovered within 15 sec if the
airplane is maintained wings level attitude without any pitch and roll movements.
The heading is recovered within 10 min.
The Flight Path Symbol (FPS) and the Acceleration Chevron (AC) are recovered
within 20 min.
Global Positioning System (GPS)
2 GPS modules are installed, one per Modular Avionics Unit (MAU).
GPS information is provided through the SENSORS window.
GPS operation is fully automatic.
The FMS use GPS valid data to compute FMS position.
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FLIGHT MANAGEMENT SYSTEM (FMS)

FIGURE 02-34-10-00 FMS SYSTEM ARCHITECTURE
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EASy FMS system architecture can be understood as a full triplex operating system (for three
FMS configured airplane).
One is the master and the other are synchronized to him.
Due to the removal of a dedicated FMS Control Display Unit, FMS system receives pilots
input through the graphical interface.
In fact, internally, the graphical interface is routed to the master FMS which feeds the others
FMS.
As the FMS are synchronized, the operation with flight plan A on one side of the Flight Deck
and flight plan B on the other side is no longer possible.
A secondary flight plan with same functionalities as active flight plan will be available in next
certification.
Reversion to the two other FMS are possible via the FMS reversion pushbuttons on the
Reversion Panel (RP).
Refer to ABNORMAL OPERATION AND BACK UP INSTRUMENTATION sub-section,
SENSORS REVERSION part.
The INAV information presented on the MDU is coming from the PF FMS.
Each FMS features three types of data base:
- a navigation data base (NAV DATA BASE),
- a user data base (CUSTOM DATA BASE),
- an airplane database (plug in).
Each FMS uses the following hardware ressources:
- processor card for FMS functions,
- Advanced Graphics Modules (AGM) for interface to cockpit displays for the display and
control of FMS control,
- Input/Output module to interface with external systems,
- Network interface card to interface with the Avionics Standard Communications Bus
(ASCB-D), which is a high integrity airplane wide bus network,
- A data loader,
- Display units (PDU / MDU).
The FMS functions are:
- position computation,
- lateral navigation (LNAV),
- vertical navigation (VNAV),
- performances prediction and computation,
- flight plan management/edition,
- Take-Off and Landing Data (advisory TOLD).
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CREW INTERFACE
Flight planning actions are performed using either the graphical interface of the interactive
map (I-NAV) or the waypoint list (WPT LIST).
Flight setting is organized into five Phases Of Flight (POF) displayed in the Flight
Management Window (FMW):
- pre-flight,
- departure,
- cruise,
- arrival,
- post-flight.
Navigation ressources selection for each individual FMS is carried out in the SENSORS
window (for FMS position computation function).
Flight Management setup (speed schedule) is performed using the AVIONICS window.
FMS-related messages are displayed in a dedicated box in I-NAV.
Refer to 02-34-50.
NOTE
Refer to 02-34-20 up to 02-34-38 WINDOWS AND ASSOCIATED TABS sub-sections for
details.
POSITION COMPUTATION
The FMS determines which is the best reference position update source (e.g. blended GPS
position, DME-DME radio position, VOR-DME radio position or blended IRS position) to use
for computing the airplane position.
The FMS uses a position and velocity filter. If no reference position source is available, the
FMS uses a Dead Reckoning (DR) mode of navigation. The current FMS mode is displayed
in the SENSORS window. In addition, should the FMS go to DR mode, a "NO POSITION
SENSOR" FMS message is triggered and display in the FMS message box. A "MSG" label
displayed in each HSI reminds the crew of the onset of a new FMS message.
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HIGH LATITUDE NAVIGATION
The high latitude area is defined as being above 72 30' N or below 59 30' S when entering
and below 72 N or above 59 S when leaving the area.
The FMS automatically switches to true heading when entering the high latitude area (above
72 30' N or below 59 30' S). The HSI heading is also switched to true. At the time this
switch occurs, the FMS message ACTIVE MODE IS TRUE HDG is displayed. This switch is
necessary because the FMS calculates magnetic heading by using true heading and adding
or substracting the magnetic variation. Magnetic variation up to 73 N or 60 S is stored in
the FMS. Above the north latitude and below the south latitude, magnetic heading cannot be
calculated by the FMS.
After leaving the high latitude area (below 72 N above 59 S), the FMS automatically
switches back to magnetic heading, if MAG is the selected mode. The FMS message
ACTIVE MODE IS MAG HDG is displayed when the switch occurs.
POLAR NAVIGATION
CAUTION
This function is not certified on the basic airplane.
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.
ANNUNCIATIONS
The FMS annunciates:
- the approach mode,
- the terminal mode,
- the degraded mode,
- the unable Required Navigation Performance (RNP) condition,
- the dead reckoning mode.
It annunciates if a position input differs from the FMS position by a pre-determined distance.
The FMS supports RNP operations down to RNP 0.3.
The FMS provides:
- current default RNP with a manual override capability,
- Estimated Position Uncertainty (EPU) values,
- RNP capability in terms of navigation accuracy and integrity
NOTE
Refer to 02-34-50 FMS messages list for details.
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OTHER EQUIPMENT
RADIO ALTIMETER (RA)
The RA installation comprises:
- a transceiver,
- a transmit antenna,
- a receive antenna.
The airplane is equipped with one RA (a second one is available as an option for
CAT III operation).
WEATHER RADAR AND LSS
Weather radar installation comprises:
- a transmitter with its antenna,
- two dedicated controls located on each MKB and also in the SENSORS window.
CAUTION
Due to radiation exposure, never operate the weather radar on ground, except during
line up to check weather condition.
In STBY mode, the radar antenna is in its maximum upward position, scanning and
transmission are cut.
On ground, the weather radar automatically switches over to STBY mode, irrespective of the
operating mode selected on the control units. However ,in order to use the radar at take-off,
it is possible to override this protection by selecting OVRD spring loaded position more than
four seconds.
TCAS
The TCAS transceiver receives the following data:
- heading from IRS 1,
- pressure altitude and vertical speed from the Air Data System 1 (ADS 1),
- ATC data,
- Radio Altimeter height from RA.
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STAND-BY COMPASS
The stand-by compass displays magnetic heading. A correction card located next to the
compass, indicates the calibration of the instrument.
During Stand-By compass operation, windshield heating PILOT and COPIL pushbuttons
must be depressed OFF to avoid magnetic field disturbance.

FIGURE 02-34-10-01 STAND-BY COMPASS

FIGURE 02-34-10-02 STAND-BY COMPASS LOCATION
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HEAD-UP GUIDANCE SYSTEM (HGS)
The optional HGS comprises:
- HGS Computer (HGSC) using airplane sensors inputs to generate data to be displayed
on the combiner,
- OverHead Unit (OHU) receiving inputs from the HGSC to generate the picture to be
displayed on the combiner,
- HGS combiner,
- a fan regulating the temperature in the HGSC,
- low-speed detector monitoring fan rotational speed.
AIRCRAFT SENSORS AND OTHER
SUBSYSTEMS INCLUDING:
AIRCRAFT
POWER
HGS COMPUTER
OVERHEAD UNIT
(OHU)
HOLOGRAPHIC
COMBINER
Localizer Track
Runway Elevation
Runway Length
Reference Glideslope
FIGURE 02-34-10-03 HGS SYSTEM
The use of HGS is approved for the following uses:
- visual take-off,
- with all engines operative or one engine inoperative:
o en route (included climb and descent),
o visual and non precision approaches,
o manual CAT I approaches,
o monitoring automatic CAT I approaches.
CAT II and CAT III approach and windshear escape guidance will be available for next
certification.
Guidance data are displayed in the combiner positioned in the pilot field of view and in
superposition with external scenery.
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Following HGS parameters are set through the FLGT MGMT window:
- runway data for displaying the synthetic runway (landing elevation, localizer true track
and Glide Slope reference) at takeoff or landing,
- setting of approach category and corresponding minimums.
NOTE
The correct setting of the localizer true track is a key element for proper operation of HGS
during approach. It must be inserted in tenth of degrees for the CAT III operation. This value is
supplied by local authorities to approved operators only.

FIGURE 02-34-10-04 HGS LOCATION
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AIR DATA SYSTEM (ADS)
SYSTEM OVERVIEW
The ADS uses:
- two Air Data Modules (ADM),
- two Modular Avionics Unit (MAU), each one integrates its Air Data Application (ADA),
- one dual Total Air Temperature (TAT) probe,
- two barometric corrections setting (one for PF and one for PNF) located on the
Guidance Panel,
- one Air Data Unit (ADU).
The air data required for operation of the navigation systems and/or displayed in the cockpit
are of four different types:
- total or pitot pressure,
- static pressure,
- total temperature,
- Angle Of Attack (AOA).
They are sensed by:
- RH and LH normal pitot pressure probes and ST-BY pitot pressure probe,
- RH and LH normal static pressure probes and LH/RH ST-BY static pressure probe,
- RH/LH AOA sensors,
- temperature probe.

FIGURE 02-34-10-05 ADS SYNTHESIS
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Primary flight data (altitude, airspeed) are permanently displayed in the PDU.
Airmass flight path angle is displayed in Secondary Flight Display (refer to 02-34-50).
The vertical speed displayed in the PDU is a baro inertial computed data. It could be lost in
case of ADS failure.
In normal configuration parameters computed by ADA 1 are displayed on pilot PDU.
Parameters computed by ADA 2 are displayed on copilot PDU.
In case of on-side parameters invalidity, parameters from cross side ADA may be displayed
on each PDU using ADC pushbutton on Reversion Panel (RP).

FIGURE 02-34-10-06 GRAPHICAL REPRESENTATION OF THE ADS
TOTAL AND STATIC PRESSURE
The airplane is equipped with two Air Data Module (ADM) used for primary Air Data System
input. The ADM is an air pressure sensing unit which measures absolute pressure. The unit
contains two sensors used to measure static pressure (Ps) and total pressure (Pt). Each
module senses static and total pressure from the on-side system.
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TOTAL AIR TEMPERATURE
Measurement of the total air temperature is sensed by the probe and sent to the ADA to
supply static temperature.
For heating elements in the probes refer to CODDE 1 / Chapter 02 / ATA 30.
STAND-BY SYSTEM OVERVIEW

FIGURE 02-34-10-07 GRAPHICAL REPRESENTATION OF THE STAND-BY SYSTEM
AIR DATA APPLICATION (ADA) OVERVIEW
(Static Source Error Correction)

FIGURE 02-34-10-08 ADA FLOW DIAGRAM
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TYPICAL FLIGHT PREPARATION AND
FLIGHT PLAN INSERTION
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TYPICAL PDU / MDU CONFIGURATION
INTRODUCTION
The purpose of this chapter is to focus on a typical flight preparation and to chronologically
describes the steps of a flight plan insertion from airplane power on to engine start.
This description does not take into account normal procedures checklist (refer to CODDE 2 /
Chapter 02).
The description is based on the assumption that:
- APU start is performed,
- a new FPLN (LFMI-LFPB) is created, this flight plan has not been strored previously,
- the alignment has been performed using GPS position,
- ATIS is known,
- en route winds known,
- the FPLN will be saved.
AT AIRPLANE POWER UP
With the batteries on and MINI LOAD, the typical PDU / MDU configuration is:

FIGURE 02-34-15-00 TYPICAL TWO DISPLAYS CONFIGURATION
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APU RUNNING
When APU is running and LH and RH AV MASTER has been selected, the configuration
switches to four displays. Recommended windows organization is as follow:

FIGURE 02-34-15-01 TYPICAL FOUR DISPLAYS CONFIGURATION
At this time, follow AVIONICS window tab. After verification of the Init data (Time,
Date), click on soft key: it pops up a dialog box.

FIGURE 02-34-15-02 UPDATE FMS POSITION DIALOG BOX
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The IRS and FMS alignment is performed on GPS position. To confirm this choice, click on
soft key. It makes the Current Position be set with GPS position.
Now click on FMS Setup tab:

FIGURE 02-34-15-03 FMS SETUP TAB
default value is Off, this function is usually used for a long range flight
longer than 600 NM. As we are performing a short range flight, select Off.
Full Perf is the default value selection.
SB1B is the default selection (performance computing is independant of
Basic, SB1A or SB1B selection.
NOTE
is inoperative will be available for later certification.
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Fill in a default take-off fuel and landing fuel quantity allowance (for performance
computation).
are already filled up based on certification values, usually there is nothing to
change here.
tab will be available for next certification. We can consider at this point that
we are done with AVIONICS windows. Now press on CCD and click on
:

FIGURE 02-34-15-04 FMS SPEEDS TAB WITH PULL DOWN MENU
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TYPICAL FLIGHT PLAN INSERTION
This brings up the Flight Management Window (pre-flight Phase Of Flight tab) in place of
Avionics window:

FIGURE 02-34-15-05 FLIGHT MGMT WINDOW
is the only FPLN Source available, fill in an origin, a destination and alternate to create
a new flight plan (we could also use a stored flight plan but for training purpose we are going
to create a new FPLN).
Once and are filled up, click (we could also add an alternate).
Clicking on makes the cursor jump on the WPT LIST (UP MDU).
Fill the FPLN branches:
- select origin waypoint in WPT LIST,
- press <ENTER> on CCD and select Amend Route,
- insert next waypoints using the MKB keypad,
or:
- click on ,
- select Airway,
- select the appropriate airway and select the exit waypoint,
- click (cursor jumps on ),
- click .
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Use the same procedure for other branches making sure there are no discontinuities, then
click to confirm the FPLN.

FIGURE 02-34-15-06 I-NAV AND WPT LIST WINDOW
Clicking on makes the cursor jump on the tab (LW MDU):

FIGURE 02-34-15-07 ALT / SPD TAB
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In the tab, fill in all the readouts one by one. Then click on the next tab (Fuel /
Weight):

FIGURE 02-34-15-08 FUEL / WEIGHT TAB
In the tab fill in all the boxes (BOW Fuel) and then click . Now the
system is able to compute. , and are displayed and the data
are transferred to the WPT LIST:

FIGURE 02-34-15-09 FUEL / WEIGHT TAB ESTIMATION DATA

FIGURE 02-34-15-10 WPT LIST ESTIMATION DATA
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Now select the departure POF on the FMW:

FIGURE 02-34-15-11 DEPARTURE POF FMW
In the tab, click on

to bring up the procedure dialog box, select the
Departure Runway, SID and Transition:

FIGURE 02-34-15-12 SID TAB PROCEDURE DIALOG BOX
NOTE
It is possible to check the departure route before insertion by selecting the check box.
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Then click :

FIGURE 02-34-15-13 SID TAB PROCEDURE DIALOG BOX INSERT
This makes the cursor jump on the WPT LIST (UP MDU). Cancel the discontinuity if
necessary (click on the Discontinuity box, it brings up a contextual menu, click delete, it
removes the discontinuity) and confirm by clicking :

FIGURE 02-34-15-14 I-NAV AND WAYPOINT LIST WINDOW WITH DISCONTINUITY
Fill in the other SID tab fields excepted the field (used for HGS).
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Fill in the

tab fields with ATIS parameters and take-off configuration. Confirm
by clicking :

FIGURE 02-34-15-15 TAKEOFF CONFIG TAB
Now the system computes the data, all the data (displayed in green) shall be verified by the
crew and confirm by clicking :

FIGURE 02-34-15-16 TAKE-OFF DATA TAB
Clicking makes the advisory takeoff V-speed bugs be displayed on the ADI.
When the entire flight plan is filled in, move the cursor to the FMW / pre-flight POF FPLN
readout in FPLN name tab and, using the MKB, enter the FPLN name (e.g. LFMI-LFPB) and
SAVE.
Flight plan insertion and flight preparation is done.
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After departure briefing, configure the PDU (VOR CDI and ADF needdle in HSI and
corresponding frequencies).
Place the cursor on the ENG-TRM-BRK window (PDU) and press pushbutton, click
, select NAV / ADF and set frequencies:

FIGURE 02-34-15-17 RADIOS MENU NAV / ADF TAB
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WINDOWS AND ASSOCIATED TABS:
FLIGHT MANAGEMENT WINDOW
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GENERAL
The Flight Management Window (FMW) provides Flight Management System (FMS)
performance:
- Route Type Controller (RTC),
- Phase Of Flight selection (POF).
POF RTC

FIGURE 02-34-20-00 FLIGHT MGMT WINDOW OVERVIEW
The Flight Management Window provides an interface to the pilot for:
- FMS performance initialization,
- performance prediction and computation,
- SID, STAR and approach retrieval and review,
- advisory take-off and landing data computation.
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WINDOW LAYOUT

FIGURE 02-34-20-01 WINDOW LAYOUT
Five Phases Of Flight (POF) may be manually selected in the FMW window.
Selection tabs are located at the top of the window.
One tab with the corresponding POF pictogram is dedicated to the selection of the POF.
When selected, the corresponding tab is displayed in green.
Departure POF
Post-flight POF
Arrival POF
Pre-flight POF
Cruise POF

FIGURE 02-34-20-02 PHASE OF FLIGHT SELECTION
The FMW contains a limited number of pages.
The FMW is sequenced and organized like the crew tasks during the flight:
- flight plan creation or selection,
- departure (runway and SID) including weather data initialization and advisory
take-off (TOLD) performances computation,
- cruise,
- terminal procedures (runway, approach and STAR), including weather data initialization
and advisory landing (TOLD) performances computation,
- post-flight data.
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The remaining part of the window displays multiple fields relative to the selected POF for the
selected Route Type. After entering parameters, cursor automatically moves to the next field
or tab. These features ease insertion of parameters and prompt the pilot along all remaining
fields to be reviewed.
ROUTE TYPE CONTROLLER (RTC)
As for the WPT LIST window, the FMW features a Route Type Controller (RTC) at its top left
to toggle between active and secondary flight plan.
The controller is strictly identical and performs the same function as the RTC controller of
the WPT LIST window. (Active is the only available function).

FIGURE 02-34-20-03 FPLN PULL DOWN MENU
The active flight plan is the flight plan that the FMS is actively flying. The active flight plan is
defined as the primary flight plan, missed approach procedure, and the alternate flight plan.
An active flight plan contains, at least, a FROM waypoint, a TO waypoint, and a destination.
In some cases, the TO waypoint can also be a destination.
The FMS will provide the capability to build and review a completely independent flight plan:
the secondary flight plan (will be available for next certification).
PRE-FLIGHT PHASE OF FLIGHT (POF)
The pre-flight POF provides for system initialization, active flight plan selection,
performance initialization, and performance data. The figure below illustrates pre-flight
POF displayed using 1/2 window.
Pre-flight POF

FIGURE 02-34-20-04 PRE-FLIGHT POF TAB WINDOW
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FPLN PAGE (1
ST
TAB)
The Flight PLan (FPLN) tab provides the ability to create, retrieve, or save an active flight
plan. An active FPLN can be entirely created by the crew or modified from a stored FPLN.

FIGURE 02-34-20-05 FPLN TAB FIGURE 02-34-20-06 AVAILABLE SELECTIONS
FOR THE ACTIVE FPLN
There are three ways to fill in the FPLN airport origin and destination fields:
- key in the departure and arrival airports ICAO identifier for Origin and Destination fields,
- key in a FPLN name in field (ICAO identifier dash separated; e.g. LFMI-
LFPB). The Origin and Destination fields are automatically updated after <ENTER>
activation on CCD or MKB,
- select a flight plan in the Stored FPLN field.
and soft keys respectively allow to delete a selected flight plan from the stored
list or to save the active flight plan in the stored list.
soft key inserts the selected flight plan into the pending flight plan.
Pilot selection
Pilot is the default selection. This selection allows the pilot to create a flight plan
inserting Origin and Destination field. The check box allows to automatically
reverse the and .
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AFIS selection (optional)
The Airborne Flight Information System (AFIS) selection to download a flight plan
from a flight planning provider. The FMS allows the following:
- loading of AFIS flight plans,
- uploading of weather information via AFIS,
- uploading of textual messages via AFIS,
- sending messages via AFIS.
Upon initialization entry to this page, all soft keys are unselectable
( , , ) and all field default to white dashes. Number
is the default selection.
If the Number selection is made, the soft key remains
unselectable until a number has been filled in. Once a number has been entered,
becomes selectable. Selecting initiates the
transmission of a flight plan request to the Global Data Center (GDC).
If the flight plan is selected by Orig, Dest, ETD or Date, the soft
key is unselectable until all data have been entered. Once the data has been
properly entered, the soft key becomes selectable (cyan).
Selecting this soft key initiates the transmission of a flight plan request to the GDC.
If there is a Communication Management Function (CMF) failure, the
pushbutton remains unselectable.
Once the requested flight plan is received, the FLT PLN RECEIVED I-NAV systems
message is displayed and the soft key becomes selectable and is
highlighted in cyan (reverse video).
Selecting causes the uploaded flight plan to be inserted.

FIGURE 02-34-20-07 FPLN TAB AFIS SELECTION
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Disk selection (will be available for next certification)
The disk selection allows the selection of a flight plan from a disk inserted into a
dataloader, or from a PC connected to the airplane Local Area Network (LAN).
Secondary selection (will be available for next certification)
The Secondary selection allows the current secondary flight plan to be activated
into the Active Flight Plan.(will be available for next certification).
Alt / Spd tab (2
nd
tab)

FIGURE 02-34-20-08 ALT / SPEED TAB
The upper part of the tab gathers mission parameters:
- Cruise speed ( ):Long Range Cruise ( ), Maximum Endurance
( ), Maximum Speed ( ) or ,
- initial cruise altitude. It should be set to a flight level compatible with the FPLN
length. Otherwise, it may result in the Top Of Descent (TOD) be located before
theTop Of Climb (TOC),
- step increment,
- fuel reserves (pounds, NBAA or Time).
Crz Spd
LRC selection
The Long Range Cruise (LRC) is defined as a cruise mach allowing a maximum
distance at a given altitude. The speed is faster than the maximum specific
range speed. It is considered worthwhile because of reduced flight time.
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Max End selection
The maximum endurance speed (Max End) is defined as the speed where the
fuelflow is minimized.
Max Spd selection
The maximum speed (Max Spd) is defined as the maximum speed the airplane
can fly.
NOTE
These options are only available when Full Perf is the active Performance mode. In pilot Spd /
FF or current GS / FF only the Manual option is available.
Manual selection
Manual cruise speed is the performance provided for the definition of a manual
cruise speed schedule. This selection requires to fill in a Mach number and a
speed in knot.
Fuel Res
Fuel Reserve pull down menu contains:
- NBAA,
- Time,
- Pounds.
NBAA selection
The destination reserve depends on whether an alternate destination exists. If it
does not exist, a default alternate mission of 200 NM is computed, assuming no
wind condition. If an alternate FPLN does exists, it is used for the reserve
computation only if it is more than 200 NM. The required reserve also include 30
min of loiter at the end of the actual or default alternate mission. The alternate
required reserve is only computed when an alternate destination exists. It is
always 30 minutes of loiter only, regardless of the alternate FPLN length.
Time selection
This selection allows to enter a reserve with reference to a time (hours and
minute).
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Pounds selection
This selection allows to enter a reserve with reference to a fuel quantity in
pounds.
The entered information is then transferred to the Cruise POF page and a FMS
message is sent when the fuel reaches the entered value (depending on NBAA,
Time or Pounds selection)
The lower part of the page allows to initialize expected en-route atmospheric
conditions: wind and temperature (either ISA deviation or temperature) for a
given altitude.
Init Crz Alt field
The initial Cruise Altitude field is initially displayed with white boxes as it is a
mandatory field.
Step Inc
The Step Increment field is initially displayed with white dashes as it is an
optional entry. It is only displayed in the Full Perf mode. In the other perf modes,
it is not possible to specify a step increment.
Fuel / Weight tab (3rd tab)

FIGURE 02-34-20-09 FUEL / WEIGHT TAB
The tab is used to enter fuel and weight information for the active
flight plan. Upon completion of data entry, soft key is highlighted.
Clicking on it starts the performances computations.
The Basic Operating Weight ( ) field is initially filled with either the default
value from the airplane data base, or the last value the pilot has entered.
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The value is displayed with white boxes (mandatory data) if no fuel input has
been received or a green default system value if the input has been received.
The field is initially displayed with white boxes.
The weight per passengers field is initially displayed with the default value from the
airplane data base, or the last value the pilot has entered (from a previous flight) in
white.
is initially displayed with white boxes.
The field is automatically filled in green once all weight data has been
entered regardless of the Compute pushbutton state.
, , (destination and alternate), (destination)
are computed by the system when soft key is selected and are
displayed in green. The fuel values are displayed in thousands of pounds. This
information is only available in Full Perf mode.
Fuel FOM (Figure Of Merit) gives a calculation accuracy in lb. In this example, Fuel
FOM 0.1 corresponds to 100 lb calculation accuracy.
DEPARTURE POF
The Departure POF is used for:
- retrieving and activating the departure procedures using the SID tab,
- initialization of TOLD using the tab,
- display of advisory take-off Data computed by the Take-Off and Landing Data (TOLD).

FIGURE 02-34-20-10 DEPARTURE POF WINDOW
CAUTION
Fill the SID tab prior to insert the Take-off Config tab to avoid the parameters to reset.
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SID tab (1st tab)
The tab is used to retrieve the departure route from the navigation data base
and insert it into the pending FPLN. It also automatically displays parameters for the
departure runway. Pressing the soft key opens the Procedure dialog
box which displays available Runways, SID and transition for the origin airport.
Once the Runway and/or SID have been inserted, it is displayed at the top of the
page.

FIGURE 02-34-20-11 SID TAB IN DEPARTURE POF
dialog box is described in the I-NAV graphical description DIALOG
BOXES.
The runway parameters, stored in the data base, are automatically displayed. They
are modifiable by the crew.
and fields allow entering an obstacle characteristics
(elevation and distance). The TOLD take into account these parameters. The crew
is warned when the take-off performances are not satisfied.
CAUTION
This TOLD computation versus obstacle only applies up to the second segment.
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Take-off Config tab (2nd tab)

FIGURE 02-34-20-12 TAKEOFF CONFIG TAB
The Take-off Config tab is used to initialize the TOLD function.
The upper part of the tab window is dedicated to the insertion of runway conditions
(wind, pressure, temperature). Default entries are provided for all fields excepted
surface winds.
field: entering either a Celsius or Fahrenheit value causes the system to
automatically compute and display the other parameters.
The field initially defaults to the baro setting of the PF PDU.
The field initially defaults to a sensed value if one is available or green
boxes, until a runway is selected. Once a runway altitude is available, the pressure
altitude is computed from the runway altitude and the .

FIGURE 02-34-20-13 TAKE-OFF CONFIG TAB
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selections are only available when selection is OFF. If
Anti-Ice is selected ON, the Thrust Mode defaults to Rated and is not selectable.
Anti-ice selection is only available in rated thrust mode.

pull down menu offers slats and flaps position 1or 2 selections, position 2
The defaults to white dashes. When entering an altitude in the noise
abatement field, a Speed Transition alert is generated on the PDU speed scale
upon reaching that altitude (only in Manual Speed).
defaults to the value computed in the pre-flight POF.
soft key is used to start the computation (takeoff and landing
calculations). soft key is only enabled when all required fields are filled
and whenever a change in one of these fields is detected

FIGURE 02-34-20-14 TAKEOFF CONFIG TAB MANUAL VSPEED
If Manual Vspeeds is selected, the configuration items for the takeoff and landing
computations are removed from the tab, and message is
displayed.
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Take-off Data tab (3rd tab)
The tab provides a synthesis of take-off data. It can be considered
as an electronic take-off card.
The active Origin and selected runway and SID are displayed at the top of the tab
as soon as they are activated.
Take-off weight is displayed in lb. take-off distance and available runway are
displayed in feet. T/O pitch attitude value is the one given in the AFM for initial
rotation at VR.
All this information is displayed after has been selected on the Take-off
Config tab (except for the selected airport, runway, SID, and transition which are
displayed as soon as they are activated).
Non Cert Data field corresponds to the acceleration expressed in G at
break release.
soft key is used to send Vspeeds on the speed tape to both PDU.

FIGURE 02-34-20-15 TAKE-OFF DATA TAB
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CRUISE POF
Cruise POF primary purpose is to give with synthetic bar-graphics the fuel status at
destination and alternate based on current mission parameters (speed, cruise altitude, step
climbs, atmospheric conditions).

FIGURE 02-34-20-16 CRUISE POF WINDOW
The POF tab is the only available.
The left white / green graphic is relative to the destination field, the right one to the alternate.
The white fuel bars at destination and alternate represent pre-planned fuel (before take-off).
The green fuel bars at destination and alternate represent current fuel estimation (during the
flight).
In the event of an Engine Out condition, the tab title become to inform the
pilot that the predictions are based on engine out data (will be available for next certification).
NOTE
For NBAA computed fuel reserves, the white bar does not extend to the alternate, since the
alternate is included in the NBAA computations).
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A white line represents fuel reserves as defined before take-off.
The destination and alternate identifiers are displayed beneath the bars along with the ETE.
This graphics presentation allows at first sight to estimate fuel status.

FIGURE 02-34-20-17 CRUISE SUMMARY TAB NORMAL AND ENGINE OUT
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ARRIVAL POF
The Arrival POF provides the interface for selection of the arrival and approach, landing
configuration and landing data. The figure below illustrates the arrival POF displayed in a 1/2
window.

FIGURE 02-34-20-18 ARRIVAL POF WINDOW
tab (1st tab)
The tab is used to select and display arrival procedure (STAR and
Approach) and the landing runway parameters. Pressing the soft
key pops up the tab, which displays available Runway, Approach and
STAR for the destination airport. Among this list, tick the appropriate data.
soft key sets the arrival and approach data pending in the I-NAV window and on the
WPT LIST. The tab pops out back to the page. In order to
confirm those data click on (available in I-NAV window or WPT list). At
this step, the boxes are filled up with information except for .
Upon selection of a runway, all the runway information is retrieved from the data
base and automatically displayed in green. The runway diagram is static and does
not change based on any selected runway data.
The runway picture provides an illustrated representation of all runway data base
parameters: heading, length, width, elevation, slope, displaced threshold and ILS
glide slope. These parameters can be overridden by the crew whenever necessary.
B/C App check box allows to activate the back course logics when approach is
selected on the GP. When App soft key is depressed, the B/C mode is displayed in
the FMA.
For circle to land approaches, fill the page with the direct approach data (e.g. ILS
36) but insert the

field for the runway in use (e.g. 178 for Rwy 18). In
that case wind computations are related to Rwy 18.
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field corresponds to displaced threshold. When a displaced threshold is
entered, the system recalculates the available runway length.
field corresponds to the transition level. The default value is the airplane
data base one.
field corresponds to the Go Around Safety Altitude (available in next
certification). The value defaults to 800 ft above the runway elevation indicated in
the field. If no elevation is available it defaults to white dashes. Setting a
value sets the bug on the altitude tape on both ADI.
soft key allows to send loc true track, glide slope reference, landing
elevation and runway length to the HUD to display the synthetic runway. It is linked
to the , , and fields.
NOTE
The correct setting of the localizer true track is a key element for proper operation of HGS
during approach. It must be inserted in tenth of degrees for the CAT III operation. This value is
supplied by local authorities to approved operators only.

FIGURE 02-34-20-19 STAR / APP TAB
NOTE 1
Those three parameters are becoming white when modified by the crew.
NOTE 2
To come back to data base parameters use the
CLR
DEL
pushbutton on the MKB (the color of
each parameter is changing from white to green).
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tab ( 2
nd
tab)
The tab is used to initialize the TOLD function.
The upper part of the tab window is dedicated to enter runway condition (wind,
pressure, temperature).Entering either a value in Celsius or Fahrenheit causes the
system to automatically compute and display the other parameter.
Default entries are provided for all fields except surface wind. field
defaults to the baro setting of the PF PDU. allows to select the dry or
wet factor (15% increase of the when is selected).
The lower part of the page is used to enter airplane configuration.
App/Ldg SF pull down menu allows the selection of approach and landing
slats/flaps configuration. The default selection is 2/3.
The field initially defaults to the value estimated by the FMS.
The field defaults to 1.00: this factor is used to compute operator
Landing Field Length (LFL) based on the Landing Distance (LD) computed by the
TOLD
(LFL = LD x LDG FACTOR).
(this field defaults to 0 kt) is used to apply a correction to the Vref
computation:
- to correct the wind:

= half of head wind + gust value (20 kt maximum),
- to take into account the limitation due to airplane failure (e.g, add 5 kt
to Vref in case of one engine failure).
Vref corrected of becomes Vapp. Vapp is the landing speed used in the
Landing calculations.
check box automatically considers:
- airbrakes at number 2 position,
- field at 10 kt,
- EGPWS mode 1 to steep approach envelope.
is used to avoid "TOO LOW FLAPS" aural warning at 250 ft RA
when not in SF3 configuration during final approach. It can be also set through the
SENSORS window. It is secured by a confirmation box.
soft key is highlighted when:
- all mandatory fields are filled,
- the system automatically detects a change in the TOLD,
- the horizontal trajectory is changed.
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FIGURE 02-34-20-20 LANDING CONFIG TAB
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FIGURE 02-34-20-21 LANDING CONFIG TAB MANUAL VSPEED
When Manual Vspeed is active, all of the configuration items used by the takeoff
and landing computations are removed. The and
remain available as they are used by the EGPWS function.
tab (3
rd
tab)

FIGURE 02-34-20-22 LANDING DATA TAB
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tab provides a synthesis of landing data.
The upper part of the page provides a summary of the selected procedures and
gathers approach category and minimums selection. The new terminology used for
minimums ( and ) allows being compliant with new regulations
and terminologies, especially concerning FMS VNAV approaches and ,
approaches:
- is used for approach minima based on radio altimeter (RA) decision.
This is the case of / and (if available) precision
approaches,
- is used for approach on a barometric altitude / height decision. This
is the case of and FMS approaches.
The figure below describes the pull down menu contents for the
selection:

FIGURE 02-34-20-23 LANDING DATA TAB APP CATEGORY PULL DOWN MENU
is the default selection when an ILS approach is selected.
Selecting defaults to be selected, with a value equal to the Touch
Down Zone Elevation (TDZE), as displayed on the tab, + 200 ft.
It is only possible to set values above this initial value. Selection of an
ILS approach also defaults this menu to .
If is selected, value is automatically selected with a default
value of 100 ft. The crew can only select a value between 100 ft and 199 ft.
This selection also impacts the TOLD computations by limiting the Maximum
Landing Weight.
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If (if available) is selected, the value is automatically selected with
a default of 50 ft. The crew can only select a value between 50 ft up to 99 ft.
If approach is selected (will be available for next certification):
- is automatically selected at runway elevation + 250 ft. The crew can
only select a value above 250 ft.
- If no runway elevation is available (for next certification), the field defaults to
250 ft.
If an approach is selected other than , becomes the default selection.
selection also causes the Approach Excitement field in the FMA to display
the approach excitement at the appropriate time.

FIGURE 02-34-20-24 LANDING DATA TAB MENU
The lower part provides a synthesis of landing data. It can be considered as an
electronic landing card.
The green part of the runway provides a quantitative view of runway used
compared to useable runway. The runway symbol is static and does not change
shape based on the active runway. The green highlight is a relative percentage
based on / .
The (Climb Speed) data is based on the selected approach and landing
configuration selected on the tab. If 2/3 has been selected, the
climb speeds are displayed for SF2 and SF3. If 1/3 has been selected, the climb
speeds are displayed for SF1 and SF3.
Wind components are displayed as the tab (arrows for wind direction
and digital values for wind velocities).
Pilot may select check box and modify independently each Vspeed values
computed by the TOLD function. If has been selected, the configuration
items for the Take-off and Landing computations are removed from the page, and
the message is displayed. Landing weight and wind
components remain displayed.
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soft key is used to send Vspeeds to both PDU.

FIGURE 02-34-20-25 LANDING DATA TAB MANUAL VSPEED
annunciator is displayed when an airplane failure impacts the
landing performances. The crew has to check the synoptic to analyze the
corresponding limitations.

FIGURE 02-34-20-26 LANDING DATA CHECK STATUS
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TOLD problems
When the current airplane configuration does not match the selected configuration
on tab, the mismatch item is highlighted in amber and the Vspeed
values are not displayed.
, are displayed when the is
above the runway length. The Vspeeds and others TOLD parameters are not
displayed.

FIGURE 02-34-20-27 LANDING DATA TAB (TOLD PROBLEMS)
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POST-FLIGHT POF
The Post-flight POF provides a flight summary. Next figure illustrates the Post-flight POF
displayed in a 1/2 window.

FIGURE 02-34-20-28 FLIGHT SUM 2 TAB
Only the second tab is available ( ).
NOTE
ERRONEOUS INDICATIONS
Some data are erroneous for the first certification.
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GENERAL
Charts function is an option, an onboard printer is a separate option. As such, electronic
Jeppesen charts can not be considered as a primary mean. Original Jeppesen charts shall
always be available in the airplane.
The Jeppesen CD must be inserted into the Data Module Unit (DMU) prior to first use of the
charts function. The DMU loads the relevant files from the CD for the charts function. The
user must verify that the CD volume label stenciled on the CD matches the CD volume label
displayed on this window.
Chart are used:
- in flight: as a static image:
o to get procedure data, for cross-check with the corresponding FMS data when available,
o when not available in the FMS (approach minima), to get a data for manual insertion into
the system after consistency check.
- on ground:
o to be aware of a runway ahead and have a general survey of taxiway,
o to get airport data.
The chart function retrieves the Jeppesen charts with no restrictions (world-wide). This
function allows to select the desired chart for display as well as manipulate the charts for
viewing (zoom, scroll, rotate...).
CHARTS window accessed by MDU MENU provides access to:
- Airports diagrams, SID, STAR and approaches charts ,
- Noise abatement procedure,
- NOTAM,
- Airspace charts,
- Search function,
- Revision information.
CHARTS window is always displayed on a 2/3 format on MDU. However it is available on
PDU if two DU are lost.
Depending upon the phase of flight, the charts should be brought up:
- either onto the lower MDU to keep the I-NAV / WPT list in the upper MDU,
- or the upper MDU to keep the synoptics on the lower MDU.
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It provides eight main tabs:
- (Airport),
- ,
- ,
- (Approach),
- ,
- ,
- (Airspace).

FIGURE 02-34-22-00 GRAPHICAL USER INTERFACE FOR CHARTS
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AIRPORT SELECTION PULL DOWN MENU

FIGURE 02-34-22-01 AIRPORT SELECTION PULL DOWN MENU
The pull down menu is used to select the desired airport. When an airport is selected the
ICAO identifier is displayed in the menu box.
The chart function supports the ability for a maximum of four airports consisting of three fixed
selections and one search selection. The fixed selections consist of the origin ( ),
destination ( ) and alternate ( ) from the flight plan.
In addition the pilot can display charts from any airport by selecting the menu
item.
Use the CCD to select a radio pushbutton to perform the search based upon ICAO, Airport
Name, City or Country. Only one radio pushbutton can be selected at a time.
Using the MKB allows to enter the necessary text to begin to search.
After the search string is entered, the cursor is located at the first airport in the search results
window.
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FIGURE 02-34-22-02 SEARCH AIRPORT DIALOG BOX
Some searches may result in a list of airports greater than what can be displayed in the
window. In that case, a scroll function is displayed.
The Clear Search soft key allows to clear the contents of the search and scratchpad
windows.
function is not available.

selection allows to view chart effectivity and coverage information. This
window displays the disk volume label, subscriber's serial number, a world graphic depicting
coverage and messages related to reversion information.
If access codes are used they are temporarily displayed in this window as well.
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Jeppesen charts are available by subscription. All subscribers receive the same data from
Jeppesen regardless of the service paid for. However, Jeppesen provides serial numbers and
access codes in order to control the chart data an individual subscriber can access. The serial
numbers and access codes are decrypted by software and are used to determine if requested
data is within the subscriber's region of chart coverage. Subscription coverage consists of
geographical regions. Access codes and serial numbers are used for temporary purposes and
change with each issue of the chart data. Serial numbers are used for regular subscribers
using fixed chart coverage.
When the chart window is first accessed after airplane power-up, the following window is
displayed:

FIGURE 02-34-22-03 REVERSION INFO WINDOW
This allows to confirm geographical coverage and currency of the navigation charts.
Initially the fourteen digit serial number assigned to the subscriber must be inserted into the
chart function. If an invalid serial number is entered, "Invalid Entry" message is displayed on
the scratchpad window.
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Access codes are used for two purposes:
- first time subscribers and to temporarily enlarge a current subscription coverage area. For
first time subscriber, the serial number may not be stored in the database. In this case, an
access code has to be used to get access to the data,
- permanent subscribers that do not have the world coverage may need to temporarily
increase their coverage region.
Access code are only valid for one issue of the Jeppesen CD.
An access code is entered by placing cursor in the Valid Access Code window and by using
the keyboard to insert the access code. The access code will be verified against the database
and the airport locations contained in the coverage region are added and displayed as white
dots. After an access code is entered and verified, it is displayed in both the "Valid Access
Code" and the "Valid Access codes" windows. The Valid Access codes window is a visual
aide when entering multiple access codes.
If an invalid access code is entered, an "Invalid Entry" message is displayed on the
scratchpad window.
The graphic of the world map displays white dots for airport locations contained within
coverage regions. This is to give an indication of the coverage areas available under the
current subscription coverage and any additional subscription coverage using access codes.
The volume label is read from the CD and stored. It is displayed as part of this window.
Whenever a new Jeppesen CD is loaded, as a check, the pilot need to confirm that the
volume label stencil on the CD matches the displayed volume label. When the Jeppesen data
is current or up to date, the volume label is displayed in green. If the Jeppesen data is used
beyond its intended cycle time, the volume label is displayed in amber.
In addition, "My contain outdated information" is displayed to the right of the volume label in
amber to indicate the database needs to be updated. This notification is only displayed when
the chart data is outdated. If the dataset is outdated, the user is prompted to acknowledge the
continued use of the dataset upon first use of the chart function after power-up.
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CHART TITLE BAR AND PULL DOWN MENU
The displayed chart title is shown beneath the airport title bar and above the chart window. In
the following example, the ILS Rwy 30L CAT II chart is displayed.

FIGURE 02-34-22-04 CHART TITLE EXAMPLE
The chart pull-down menu is used for chart selection. Selecting the chart title bar activates the
chart pull-down menu. The pilot is able to select the desired chart from the displayed list in the
menu as the following example:
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The geo-
reference icon
indicates the
chart is geo-
referenced and
an airplane
symbol can be
displayed

FIGURE 02-34-22-05 CHART PULL-DOWN MENU
It is possible to scroll the list if it is too long. After the chart title is in view, the cursor is moved
to the chart title to highlight it.
While other chart characteristics are available (e.g. revision date, action, effective date) only
the plain English chart name, chart index number and geo-referenced icon are provided in the
chart title pull-down menu.
The charts are separated into two sections:
- "App From Flight Plan" not available,
- "Available Charts" lists all the available charts for the selected airports and tab.
In some cases a third section may be displayed. In this instance, two versions of a chart may
exist, a "current chart" and a "future chart".
Provided the tab is selectable, the system strives to always display a chart. If no chart exist
within a given tab , the tab is grayed out and cannot be selected. However, in certain cases,
for a given tab, the system does not select a chart:
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FIGURE 02-34-22-06 NO CHART SELECTED
If no origin, destination, or alternate airports have been entered, only the "Search Aprt" and
"Revision Info" tasks can be selected from the airport selection pull-down menu. In the
event that there are no charts available for a selected airport, an amber message is displayed
as shown:

FIGURE 02-34-22-07 NO CHARTS AVAILABLE
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CHART TYPE TABS
APRT TAB (AIRPORTS)
Airport diagram should be brought up onto the upper MDU.
It can be displayed for taxi to have an overview of the runways and for take-off briefing.
The pilot is not able to change the origin, destination or alternate airports within the chart
function. These airports are defined from the flight plan.

FIGURE 02-34-22-08 APRT TAB
"Aprt from Flight Plan" is a non available function.
"Available Charts" offers the list of Chart Name with their index, to select one chart, use the
ball track to highlight it and confirm by clicking.
To see charts from an airport other that the flight plan one, use "Search Arpt".
SID TAB
SID tab selection displays the selected airport departure chart.
STAR TAB
STAR tab selection displays the selected airport arrival chart.
APP TAB (APPROACH)
Approach tab selection displays the selected approach chart.
NOISE TAB
Noise tab selection displays the noise abatement procedure if available.
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AIRSPACE
Airspace tab selection displays airspace overview.
NOTAM TAB

FIGURE 02-34-22-09 NOTAM WINDOW
NOTAM displayed in this window are always assigned or displayed using the airport as a
reference. However, in the database, NOTAM are assigned either by an ICAO airport
identifier or by country.
If a NOTAM is assigned to the country, it applies to all airports in that country.
Each NOTAM has four fields:
- Type: either Terminal or General, The database is populated with three entries for this
field. Terminal, General and Gen Tmnl. The Terminal entry indicates that the NOTAM is
associated to a specific airport and is displayed as "Terminal". The General and Gen
Tmnl entries indicate the NOTAM are associated with a country and are displayed as
"General".
- Effectivity : either Permanent or Temporatory. The database contains either true or
false. If the database contains true, "Temporary" is displayed otherwise "Permanent" is
displayed.
- Bigin Date contains two types of entries: "Immediately or an actual date displayed as
"DDMMMYY".
- End Date contains three types of entrie: "No End Date", "Further Notice", or and actual
date displayed as "DDMMMYY".
A scroll bar is displayed if a single NOTAM contains more text than available space in the
window.
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CHART TASK MENU
The chart task menu provides an interface for the manipulation of the charts within the
window. It is accessible by clicking on any location of the displayed chart:

FIGURE 02-34-22-10 CHART TASK MENU
It provides seven available tasks:
- allows to center the chart at the point of focus where the chart was clicked
on. This task is used in conjunction with magnification to increase the readability of the
charts,
- provides a means to quickly view chart, the chart is scaled either horizontally or
vertically so that the smallest dimension of the chart fills the window,
- . checkbox is selectable if the chart can be split into two parts. A large part shows
the plan portion and a smaller part shows the header, profile or minima portion. check box
is not available for all charts. The dimension for two split windows is determined by the
chart software and can not be changed. No scrolling function is available. Once the chart
has been split, the user shall have the ability to sequence the smaller or bottom portion
between the profile, header and minimum portions. Different zoom factors are permitted
between the two windows,
- allows to rotate the chart 90 clockwise and then 90 counter-clockwise to return
to the original orientation. It is not selectable from the task menu for charts that can not be
rotated,
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- Jeppesen terminal procedure charts support the capability of displaying an
airplane symbol on some airports chart. These types of charts are referenced as "geo-
referenced" by Jeppesen. The position of navigation symbols depicted on the charts have
been verified by Jeppesen to be highly accurate by cross-checking the symbol plots
against independent navigation data. Not all airports charts are geo-referenced. The
default mode is that the chart remains fixed and the airplane moves about the chart. The
following limitations are required to display the airplane symbol:
o the chart must be geo-referenced,
o WOW must be true,
o the FMS must be valid with valid data (bearing and position),
o the airplane position must be visible on the display.
- is selectable when the task is selected. It allows to display the
airplane symbol in the center of the chart display. The charts move relative to the airplane,
up to the point when a chart edge is reached. When the chart edge aligns with the edge of
display, the airplane moves relative to the display,
- is not available.

FIGURE 02-34-22-11 SPLIT WINDOW EXAMPLE
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SPECIAL FUNCTION
ZOOM FUNCTION
The CCD knob controls the zoom of the chart window. The maximum zoom (most
magnification) is constrained to an approximate 2 magnification of the initial chart size.
The minimum zoom of the chart (regardless if the split screen is enabled) is equivalent to the
size of the chart, such as, the chart can be viewed in its entirety in an unsplit display
window.
The magnification location is the center of the chart window.
SCROLL FUNCTION
The scroll frame is enabled whenever the cursor is placed along the chart display edge in
any direction. Scrolling can be performed by placing the cursor within the scroll frame on the
outer edge of window.
Once the cursor is located within the frame leg of the desired scroll direction, the CCD
ENTER pushbutton is used to control the scrolling.
For each CCD designation, the chart scrolls in increments in the direction of the arrows.
Scrolling is limited to the point where the edge of the chart reaches the edge of the window.

FIGURE 02-34-22-12 SCROLLING EXAMPLE
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FIGURE 02-34-22-13 SCROLLING TO CHART EDGE
In some cases charts may need to be updated, deleted or revised in the middle of the
database release cycle. To accommodate this, some charts have an action code associated
with them:
- "A": chart is to be added,
- "R": chart is to be revised,
- "D": chart is to be deleted.
Based upon dates and flags included in the database some charts may have an effectively
date. In that case the chart may either be effective in the future or may be passed
effective,i.e., the chart is to be added to or deleted from the list of currently effective charts.
Based upon the setting of the dates and flags in the database, these charts may be enable
to be viewed.
Future effective charts have an affectivity date associated with them and are not used for
navigation until the effective date. Similarly, past effective charts are not to be used after the
effective delete date.
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GENERAL
SENSORS windows (access by PDU MENU) provides acces to:
- airplane position sensors management (IRS, VOR / DME, GPS),
- navigation function (FMS),
- environment sensors (WX, LSS and TAWS).

FIGURE 02-34-24-00 SENSORS WINDOW SELECTION
SENSORS window can be displayed on pilot request in the lower 1/6 of each PDU
It provides two main tabs:
- ,
- (Weather radar / Lightning Sensor System / Terrain Awareness and
Warning System).

FIGURE 02-34-24-01 SENSORS WINDOW NAVIGATION TAB
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NAVIGATION TAB
In the

tab, a menu in the top left corner allows to select different level of
navigation information. The intent of these selections is to provide a hierarchical view of the
navigation status to the pilots.
The highest levels contain summary information and use graphics to aid in quick
understanding. The lower levels contain more specific sensor information and details, and
would be used to resolve navigation issues presented on the first few selections.

FIGURE 02-34-24-02 NAVIGATION TAB PULL DOWN MENU
The highest level page, called Performance, provides a summary of the navigation status:
- Estimated Position Uncertainty (EPU),
- Required Navigation Performance (RNP) for the current phase of flight.
- FMS Horizontal Navigation Mode

FIGURE 02-34-24-03 PERFORMANCE SELECTION
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The graphical presentation provides the synthesis of the navigation performance of the
airplane: EPU circle is green while RNP circle is white (dashed) (it corresponds to a limit).
The RNP values automatically vary according to each POF.
The RNP value is settable in the upper right corner. A defaults value comes from either the
data base or the RNP setup ( tab). The value is displayed in green unless for a pilot
entry (white). If a pilot entry is greater than the default value, a dialog box Confirm Entry
pops up with Yes or No selections.
The EPU value is the current value computed by the indicated FMS. It is green or amber
when exceeding the RNP value. The value corresponds to the ring radius in NM.
The Horizontal Mode readout at the bottom of the window displays the current FMS
navigation mode in green. Possible modes are:
- GPS,
- IRS,
- VOR/DME,
- DME/DME,
- Dead Reckoning.
If the EPU becomes greater than the RNP, the EPU circle turns in filled amber to alert pilot
attention.

FIGURE 02-34-24-04 RNP LOWER THAN EPU
For example, during a FMS approach, the RNP is automatically selected at 0.3 NM. If the
EPU becomes higher than RNP, the APP annunciator at the Top of the ADI becomes amber
and the indication is displayed at the bottom of the HSI. Also the FMS message
"UNABLE RNP" would be displayed in INAV window.
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In that case, the crew has to perform a go around if in IMC conditions.

FIGURE 02-34-24-05 PERFORMANCE PULL DOWN MENU
The selection allows the choice of any FMS. The selected FMS then becomes the data
source for the page and provides the EPU, RNP, and Horizontal Mode. In fully synchronous
mode the RNP should always be the same between all FMS.
Summary Selection

FIGURE 02-34-24-06 NAVIGATION TAB SUMMARY SELECTION
This page provides a graphical representation of the relative position of all position
sources compared to the currently calculated airplane position.
The current airplane coordinates are displayed in the top right corner. The soft
key allows to update the current position of the indicated FMS.
NOTE
The Navigation tab soft key has effects only on the selected FMS.
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The check boxes on the left hand side allow to enable or disable the indicated position
source display on the graphic.
The graphic depicts the current airplane position (as computed by the selected FMS) in
the center. The white range ring is set to the current RNP value.
A digital readout displays the actual range. The position sources are displayed relative to
the airplane. If a source is beyond the page limit, it is indicated with an arrow at the
correct bearing. The display is always depicted North Up.
The labels for the sensors position are:
- I = IRS,
- F = FMS,
- G = GPS,
- N = Nav Radio.

FIGURE 02-34-24-07 UPDATE FMS POSITION SELECTED
The dialog box allows to update the selected FMS current position:
- selection allows a latitude and longitude manual entry,
- selection allows a waypoint identifier manual entry. The lat/lon of that point
is then determined and displayed adjacent to that field in green,
- the remaining pushbuttons allow the selection of a specific position source. Only
configured sources are displayed.
Selecting updates the indicated FMS position with the selected position.
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Gps selection

FIGURE 02-34-24-08 NAVIGATION TAB GPS SELECTION
All data come from the selected GPS. Data is non modifiable.

(Receiver Autonomous Integrity Monitoring) corresponds to the horizontal integrity
limit of the RAIM
(Horizontal Figure Of Merit) corresponds to the accuracy of the calculated
position of the GPS horizontal precision (in NM). It is equivalent to the EPU.
(Vertical Figure Of Merit) corresponds to the calculated position of the GPS
vertical precision (in ft).
(Horizontal Dilution Of Precision) corresponds to the horizontal constellation
quality from a geometry standpoint. HFOM is a function of the HDOP.
(Vertical Dilution Of Precision) corresponds to the vertical constellation quality
from a geometry standpoint. VFOM is a function of the VDOP.
and value is based on a scale from 1 to an unlimited value.
selection is made up with a soft key (Predictive Receiver Autonomous
Integrity Monitoring):
- The left column is automatically filled with the destination and ETA as soon as
available. The first line indicates if yes or no the RAIM for the indicated time (UTC
time) is available. Additional information is given by ETA + 5 min steps,
- The right and fields allow to enter any waypoint and time (within 24
hours of current time) to compute a predictive RAIM solution at entered time.
Additional information is given by 5 min steps,
- The fields are used to deselect satellites for either the Destination or Pilot
Waypoint Predictive RAIM calculation by entering the satellite number. Deleting a
pilot entry return the field to dashes. The fields are automatically cleared upon
landing.
If the result of predictive RAIM computation is that RAIM conditions will not be available,
is displayed next to the RAIM.
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IRS selection

FIGURE 02-34-24-09 IRS SELECTED
The data come from the selected IRS except for the (corresponding
to the master FMS) position, and the drift rate which are computed by the FMS.
Different modes are:
- is the automatic mode at power up, the Time to Nav parameter is displayed
below the parameter (as shown below).
- is automatically displayed when the IRS alignment is done (Time to
Nav is then erased).
- is displayed when the position computation is lost while attitude remains
available. A heading input is required, and the input line is
displayed. It allows a magnetic heading manual input into the IRS (available in next
certification).
On the apron, the IRS alignment position is automatically set to the FMS position. The
alignment duration depends on the latitude (around 7 min at 45).

FIGURE 02-34-24-10 IRS SELECTION MODE ALIGN AND ATTITUDE
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Nav selection

FIGURE 02-34-24-11 NAV SELECTED
The data come from the selected Nav Radios excepted for the
(corresponding to the master FMS), actual position and position sources which are
computed by the FMS. If a data parameter is not available, is displayed dashed.
The IDENTS for the frequencies are displayed based on the existing FMS logic.
The soft key allows the designation of up to six NOTAM (three permanent, and
three temporary) (cleared at power off).
The default is white dashes. If the custom DB is not available due to a crossloading or
uploading function,

is displayed below the NOTAM list and entry boxes
are grayed.

FIGURE 02-34-24-12 NOTAM SOFT KEY SELECTED
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FMS selection

FIGURE 02-34-24-13 FMS SELECTED
This window allows to select between or mode for each FMS.
If the active mode does not match the selected mode for any FMS, the soft
key becomes selectable:

FIGURE 02-34-24-14 PROBLEMS SOFT KEY SELECTED
Problems that prevent the active mode from transitioning to the selected mode all listed for
all FMS.
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Problem messages are:
- : the two (or three if available) FMS can not find the same Custom DB and
can not synchronize. The pilot has to transfer data from the Custom DB to the FMS (it
takes more or less 1 min).
- : the FMS can not find the same Nav data base. The pilot has to transfer the
data base from one FMS to another to be able to get the Synchronous mode (it takes
more or less 45 min).
- .
- : FMS are unable to synchronize.
- : Avionics Standard Communications Bus (ASCB) is inoperational,
information can not be transmitted between the FMS. The pilot has to select Single
mode.
- .
-
Dual INOP
.
Sensor sel selection

FIGURE 02-34-24-15 SENSOR SELECTION
This window allows to select or de-select sensors for use by the FMS in their position
calculation.
The default selection is the on side FMS. The right column then defaults to the cross-side
selected FMS.
The third (non displayed) FMS is still available through the pull down menu.
To select sensor, click in the corresponding check box. When the sensor is correctly
being used a is displayed.
The distance and bearing from the indicated FMS for the sensor are also displayed in
green.
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WX / LSS / TAWS TAB
The tab provides menu to control secondary modes / functions of the
Weather Radar, the LSS and TAWS.
Primary controls of these functions are provided on the MKB.

FIGURE 02-34-24-16 WX / LSS / TAWS PAGE
WX controls:
- -readout for WX status, sector, tilt and gain,
- -WX mode selection (WX, GMAP, ),
- -WX sub-mode selection.
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sections are:
- (Rain Echo Attenuation Compensation Technique): enable to compensate for
attenuation of the radar signal at it passes through rainfall,
- (Turbulence): enable the turbulence detection mode,
- (TarGeT): enable and disable the radar target feature,
- (Stabilization): enable in-flight attitude stabilization.

FIGURE 02-34-24-17 WX PULL DOWN MENU
LSS controls:
- soft key. It is a momentary action soft key, and is only displayed when an
LSS is configured.
TAWS controls:
- -mode 4 selection,
- -mode 5 selection,
- -enhanced Mode selection,
- -mode 1 selection.
and selections are also available on the Flight
Management window. Those function can be selected in either window and the system
automatically updates the other one.
and selections are also available on the MKB.

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AVIONICS window (access by MDU MENU) provides access to system initialization and
setup functions, data base management function and tools functions.
INIT TAB
F 2000 EAS-L1

FIGURE 02-34-28-00 AVIONICS WINDOW INIT TAB
Avionics window provides access to the system initialization and setup functions, data base
management functions and tab function through six main tabs:
- ,
- ,
- ,
- ,
- ,
- .
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tab is the default tab upon power up. tab allows to:
- Initialize system internal time and date. Values are synchronized to GPS by default. It is
not possible to set the time manually in this case. If GPS time is not available it is possible
to set the time/date manually and update the internal clock (supplied by the MAU),
- display current position. The current position field contains the master FMS readout.
Selecting the Update FMS Position pops up the Update FMS position dialog box,
- access dialog box. Using the soft key
updates all available FMS and IRS:

FIGURE 02-34-28-01 UPDATE FMS POSITION DIALOG BOX
o Lat/Lon selection allows to enter a latitude and a longitude which becomes the reference
position,
o Ref Wpt selection allows to enter an airport OACI code or any other waypoint. Its
coordinates are automatically displayed,
o GPS or IRS selection allows to choose between the sensors the one to be the position
reference,
- selecting any pushbutton makes the soft key be selectable,
- display data base and software versions. The field displays the current status
of the various data bases loaded into the system, it needs to be checked by the crew. The
airplane data bases are displayed to verify that the correct airplane type has been loaded.
The charts data base version is displayed if the charts function is installed,
- select navigation data base cycle,
- enter airplane tail number.
The item displays the software version. It has to be cross-checked by the crew to
make sure this is the correct version for the airplane.
The field displays the airplane tail number, it is modifiable and saved by the system.
The field is used to enter a flight identification which is then used by the transponder.
Once a value has been entered it is saved by the system. Deleting the value returns the field
to white dashes.
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FMS SETUP TAB

FIGURE 02-34-28-02 FMS SETUP TAB OF AVIONICS WINDOW
tab gathers all setup functions of FMS:
- field allows the function to be enabled or disabled (default On), this
function is usually used for a long range flight (greater than 600 NM),
NOTE
should be set to Off.
- selection (default Full Perf). The crew may decide to deselect Full Perf
when the flight is not representative of a normal flight (training flight). The selection of the
Spd/FF or of the GS/FF is only used when the Full Perf is not available,
- field allows the selection of the appropriate service bulletin for the airplane
(default to SB1B or last selection state),
NOTE
The cruise performance prediction is independent of the TOLD option selections.
- field is used to set a default fuel quantity allowance for take-off in the
performance calculations. The default comes from the last entered value or the airplane
data base,
- is used to set a default fuel quantity allowance for landing in the performance
calculations,
- these values are estimated by the crew for the taxi, before take-off and after landing,
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allows a RNP default selection for a particular phase of flight.The default
values are:
o Departure: 1.0,
o Enroute: 2.0,
o Remote / Oceanic: 10.0,
o Arrival: 1.0,
o Approach: 0.3,
o Missed approach: 1.0 or the last entered value.
The order of priority for the active RNP limit is:
- manual setting on the sensors window,
- values from this schedule.
All selections are synchronized for all FMS, except for the Flight Summary Output selection
which applies to the master FMS.(only one FMS prints or save the data).
FMS SPEEDS TAB (WILL BE AVAILABLE FOR NEXT CERTIFICATION)

FIGURE 02-34-28-03 FMS SPEEDS TAB OF AVIONICS WINDOW
tab:
- depicts indicated speed schedule used by FMS for each POF (departure, climb, descent,
approach and go-around),
- allows to define envelope of Departure and Approach POF where speeds are applied.
Approach and Go-around speeds can be based on TOLD computed values.
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NOTE
FMS speeds guidance is not used in first and second certification software. Rotary switch on
the Guidance Panel is inoperative (manual speed is always selected). However, performance
utilizes the speed entries for predictions.
field allows to select:
- A default value coming from the airplane data base (if the data base is not available this
selection is grayed and not available),
- A manual selection. The manual field default values are the last entered values.
field allows the entry of a single CAS speed target and the definition of the
effective area for its use, altitude and range from the origin airport. The defaults are 2,500
AGL and 4 NM. The speed defaults to the airplane data base value or 200 kt or the last
entered value.
fields allow a CAS entry which is used as the maximum speed below the
entered altitude. The default values are 250 kt / 10,000 ft. It is possible to delete the
Speed/Altitude limit (it then becomes dashed). The field retains the last entered value.
field allows three selections:
- a default selection coming from the airplane data base,
- a Vmo/Mmo selection with a manually entered angle,
- a manual function to enter CAS / Mach / Angle.
fields allow selection of speeds for different Slats/Flaps (SF)
configuration:
- field allows CAS value entry, the default value is the airplane data base value or
200 ft,
- field allows approach speed entry in SF 1 configuration, the default value comes
from the airplane data base. Entries < minimum IAS indicate a delta from the reference
speed and are displayed as VRF+ plus the entry,
- field is similar in operation to the SF1,
- field allows either CAS value or V approach (VAP). There is no delta capability. VAP
is the default value,
- check box indicates whether or not the approach speed should be
activated at the first waypoint of the approach. The default value is checked,
- field allows entry of a distance from the destination at which the approach
speeds becomes active. The default is 15 or the last entered value.
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fields allow selections of speeds for different Slats/Flaps (SF)
configurations:
- field allows CAS value entry, the default value is the airplane data base or 200 kt,
- field allows go around speed target entry for Slats / Flaps 1 configuration. The default
value comes from the airplane data base. Entry > data base placard speed results in an
invalid entry. Entries < minimum IAS indicate a delta from the reference speed and are
displayed as VRF+ plus the entry,
- field is similar in operation to the SF1 field except for delta entries which are based
on Approach Climb speeds and are displayed as VAC+ plus the entry,
- field is similar except for delta entries which are based on Landing Climb speed and
are displayed as VLC+ plus the entry.
AFCS TAB

FIGURE 02-34-28-04 AFCS TAB OF AVIONICS WINDOW
tab gathers:
- selection automatically changes at each power-up to minimize latent
failure. It can be directly selected by the crew. In case of an AFCS failure, AFCS in
Command is also automatically changed. The FD modes revert to basic mode,
- AFCS setting:
o selection (limit the bank at of the normal value in HDG mode).
NOTE
On AVIONICS window tab, the LNAV Bank factor parameter, initialized by default at 7,
can be modified. This modifiable parameter has a value between 1 and 15. This bank factor is
only used in LNAV mode.
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CUSTOM DB TAB

FIGURE 02-34-28-05 CUSTOM DB TAB OF AVIONICS WINDOW
tab gathers all functions to delete various sections of the custom data bases of
the airplane:
- Pilot Waypoints data base,
- Flight Plan data base,
- NOTAM,
- entire Custom data bases.
The FMS pulldown menu allows to select the source of the displayed custom data base
information. It is only available when there is a detected difference between any of the FMS
custom data base.
Pilots waypoints: The list contains all currently defined pilot waypoints in the custom data
base. A scroll bar is displayed when the list exceeds the area. (available in next certification)
soft key allows to remove a waypoint from the custom data base.
soft key is always selectable. It allows to remove all pilot defined
waypoints from the custom data base.
soft key is always selectable. It allows to remove all pilot defined
flightplans from the custom data base.
is always selectable. It allows to remove all NOTAM from the custom
data base.
is always selectable. It allows to delete the entire custom data base
(waypoints, flightplans and NOTAM).
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The cross-load area is for the cross-loading of the custom data base:
- -From selection allows to select a single FMS as the source of custom data base,
- -To selection allows to select destination of the load. A one to one or a one to many
transfer can be selected.
When the From and To selection have been made, the Xload soft key becomes active.
Selecting the Xload initiates the load and causes the soft key to turn to Abort soft key.
Selecting Abort cancels the cross-load. (It would causes the receiving FMS to have an
empty custom data base and forces that FMS into the Single mode).
During the cross-load the current DB section being transferred and its percent are displayed
in green.
When FMS are in single mode due to different CDB, Cross-load window allows to transfer one
custom data base from one FMS to the other. In that case, FMS are automatically selected in
synchronous mode.
SYSTEM CONFIG TAB
F2000EX

FIGURE 02-34-28-06 AVIONICS WINDOW SYSTEM CONFIG TAB
tab is only available on the ground. It displays configuration information for
all installed software/data base and is used for return to service type operations.
Prev and Next soft key are used to cycle through the pages.
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WAYPOINT LIST (WPT LIST)
ISSUE 3


The WPT LIST window provides the waypoints and associated parameters for the active and
pending FPLN.
It is available in any of the following size:1/6th, 1/3rd vertical, 1/3rd Horizontal, 2/3rd, or full
screen format.

FIGURE 02-34-30-00 WPT LIST WINDOW LAYOUT
WPT LIST LAYOUT
In order to accommodate all of the data for each flight plan leg, the waypoint list has been
divided in two parts:
The left side of the window permanently displays lateral Flight Plan information:
- course / Distance / WPT name,
- associated functions; flyover, left turn, right turn, holding pattern,
- Right side of the window displays for each waypoint all associated data necessary to
manage a flight:
- Cross data: crossing constraints,
- Wind / Temp / ISA,
- Spd / Dist / Time,
- Fuel / Wt,
- Lat / Lon.
Bottom area of the WPT LIST provides permanent information about destination and
alternate ( DTG, ETE, Fuel Rem).
Turning the CCD knob while in the WPT LIST scrolls the WPT LIST.
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COLOR CODE
WPT ID CRS/Dist
Angle
Speed
Altitude
Time
From Grey

TO
Magenta if LNAV
captured
Amber for Waypoint
Reversion*
Else White
Magenta if VPTH/VGP
captured
Green if predicted,
Else White
Magenta if FMS Speed
selected,
Green if predicted,
White if constraint
Magenta if VASEL or VALT
captured,
Green if predicted,
White if Constraint,
Amber if Unable to meet
Magenta if RTA & FMS Spd
selected & LNAV captured,
Green if ETA,
White if Constraint,
Amber if unable to meet
Next Amber for Waypoint
Reversion*
Else White
Green if predicted
White if Constraint
Green if predicted
White if constraint
Green if predicted,
White if constraint
Magenta if 1
st
RTA & FMS Spd
selected & LNAV captured,
Green if ETA,
White if downstream RTA,
Amber if Unable to meet
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WPT LIST ROUTE TYPE CONTROLLER

FIGURE 02-34-30-01 ROUTE TYPE CONTROLLER MENU
Route Type Controller (RTC) (FPLN) pull down menu is used to select between the Active
and Secondary flight plan. The same controller is displayed in the Flight Management
Window (FMW). (Secondary function will be available for next certification).
A selection made in the RTC affects all windows in the MDU where the selection was made.
Therefore the I-NAV, FMW, and WPT LIST are synchronized to displaying the same flight
plan within a DU.
For the same DU, when in active selection, the WPT LIST and I-NAV display Active and
pending flight plan information.
For the same DU, when in secondary selection, the WPT LIST and I-NAV display active and
pending flight plan information. The airplane symbol is never displayed in a DU used for
secondary FPLN. It is obvious for the crew that the secondary FPLN is in progress.
At the same time; upper MDU can be configured to display Active flight plan and lower MDU
configured to display the secondary FPLN.
The WPT LIST receives the data from the master FMS. This same FMS source is used for
all windows in both MDU.
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WPT LIST FLIGHT LOG DATA

FIGURE 02-34-30-02 FLIGHT LOG CONTROLLER PULL DOWN MENU
When viewed in a 1/6th or 1/3rd vertical display, the following options are available for
selection:
Cross
The constraints and various operations on a specific waypoint are
accessed through this function. The CROSS dialog box can be
accessed by clicking on this field
Wind/Temp/ISA
Predicted wind, temperature, and ISA for each waypoint are
shown. The Wind / Temp / ISA entry dialog box can be accessed
by clicking on this field
Spd / Dist / Time
The predicted ground speed, distance-to-go (DTG), and ETE for
each waypoint are shown. No pilot interaction is permitted
Fuel / Wt
The predicted fuel remaining and airplane gross weight for each
waypoint is shown. No pilot interaction is permitted
Lat / Lon
The latitude/longitude for each waypoint in the flight plan is
displayed. No pilot interaction is permitted
The Cross display is the default selection when the WPT LIST is viewed in a 1/6th or 1/3rd
vertical display.
When viewed in a 1/3rd horizontal or 2/3rd display, the following options are available:
- Wind/Temp/ISA,
- Spd/Dist/Time,
- Fuel/Weight,
- Lat/Lon.
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The Cross data remains in view at any time in the second column for a 1/3rd horizontal or
2/3rd display.
The Wind / Temp / ISA display is the default selection for a 1/3rd horizontal or 2/3rd display.
TURN DIRECTION ICONS
For large course changes, the FMS provides a turn direction indication on the WPT LIST. It
consists in an inverse video L (Left) or R (Right) to indicate which direction the airplane is
going to turn when the waypoint is sequenced.

FIGURE 02-34-30-03 L AND R TURN DIRECTION ICONS
WPT LIST GRAPHICAL INTERACTION
I-NAV graphical flight planning and WPT LIST modifications on active and secondary FPLN
use the same menu and the same dialog boxes:
Menu and dialog boxes are not selectable for: TOC, TOD and BOSC WPT. The
corresponding line on the WPT LIST is displayed with a gray background.
COURSE
The inbound course is displayed immediately following the turn icon space, if the course is
given with respect to True North, a T replaces the degrees symbol.
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DISCONTINUITY

FIGURE 02-34-30-04 WPT LIST DISCONTINUITY
A discontinuity is a part in the flight plan where there is no lateral flight plan definition.
Internally the FMS assigns the next waypoint with a leg type of Initial Fix (IF).
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NEXT LEG UNDEFINED

FIGURE 02-34-30-05 WPT LIST NEXT LEG UNDEFINED
Open flight plans are defined as flight plans that do not end at the destination. In that
condition, the FMS does not have a lateral path defined to the destination. In that context,
is displayed.
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MISSED APPROACH HEADER

FIGURE 02-34-30-06 WPT LIST MISSED APPROACH HEADER
The missed approach header provides a visual break between the primary flight plan and
the missed approach procedure.
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ALTERNATE FLIGHT PLAN HEADER

FIGURE 02-34-30-07 WPT LIST ALTERNATE FPLN HEADER
The Alternate FPLN header provides a visual break between the primary flight plan and the
alternate flight plan.
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HOLDING
When the holding pattern is active, holding is displayed as bellow (logic for the Exit Hold,
Resume soft keys are described in the I-NAV chapter).

FIGURE 02-34-30-08 WPT LIST HOLDING
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EXITING HOLD

FIGURE 02-34-30-09 WPT LIST EXITING HOLD
When the airplane is exiting the hold, the FMS provides an information on the
waypoint list.
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ARC TURN
Arc radius
in NM and
navaid
ident

FIGURE 02-34-30-10 WPT LIST ARC TURN
When in a DME arc procedure, the arc radius in NM and the navaid associated with the arc
are displayed as shown above.
Constant radius arc legs are similar but the navaid ident is blank since a navaid is not
required for a constant radius arc leg.
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PROCEDURE TURN

FIGURE 02-34-30-11 WPT LIST PROCEDURE TURN
is displayed when the procedure is active.
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PATTERN ICONS
Hold icon
Procedure
turn icon
Flyover icon
Arc turn icon

FIGURE 02-34-30-12 WPT LIST PATTERN ICONS
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CROSS

FIGURE 02-34-30-13 WPT LIST CROSS 1/3
RD
VERTICAL DISPLAY FORMAT
The Cross column displays vertical, speed and time crossing predictions and/or constraints
for each waypoint.
The altitude fields displays either altitude constraints or predictive altitudes for each
waypoint in the flight plan. Altitude constraints have higher priority over predicted altitudes. If
no pending flight plan exists, the active flight plan altitude is displayed on the lower half of
the row. If a pending flight plan exists, the pending flight plan altitude is displayed on the
upper half of the row only if the altitudes differ by 100 ft.
The altitude can be displayed either in FL format or in feet depending on the transition
altitude or transition level.
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AT constraints are displayed with a small line above and below the altitude using the same
color as the constraint, white, cyan, magenta or amber: e.g.

FIGURE 02-34-30-14 AT CONSTRAINT EXAMPLE
AT OR ABOVE constraints are displayed with a small line below the altitude using the same
color than the constraint. eg:

FIGURE 02-34-30-15 AT OR ABOVE CONSTRAINT EXAMPLE
AT OR BELOW constraints are displayed with a small line above the altitude using the same
color than the constraint. eg:

FIGURE 02-34-30-16 AT OR BELOW CONSTRAINT EXAMPLE
WINDOW constraints are displayed with the higher constraint displayed on the upper line
with a small line above the constraint and the lower constraint displayed on the lower line
with a small line below the constraint. eg:

FIGURE 02-34-30-17 WINDOW CONSTRAINT EXAMPLE
ANGLE
The angle field displays either angle constraints or predicted angle for each waypoint in the
flight plan. Angle constraints have priority over predicted angles.
Angles constraints are displayed with a small line above and below angle.
SPEED
The speed field displays either speed constraints or predicted speeds for each waypoint in
the flight plan. Speed constraints have priority over predicted speeds.
Speed constraints (kt or Mach) are displayed with a small line above and below the speed.
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TIME
Estimated Time of Departure (ETD) can be manually entered while on ground.
Estimated Time Enroute (ETE) is displayed when the airplane is on the ground. Once the
airplane is airborne or ETD has been entered, the ETE becomes an Estimated Time Arrival
(ETA).
VERTICAL SPEED
The FMS computes a vertical speed (VS) for the climb and descent POF. The predicted VS
is the rate needed to meet the altitude constraints if they exist. Otherwise they represent the
estimated VS for the airplane. VS is not displayed when a pending flight plan exists due to
limited space on the cross field.
The predictive VS for the waypoint is displayed in the cross tab above the angle and speed
with an arrow to indicate climb or descent.
WIND / TEMPERATURE / ISA

FIGURE 02-34-30-18 WPT LIST WIND / TEMP / ISA
This column displays wind, temperature and ISA deviation for each waypoint.
Pilot entries are available to define wind for a specific waypoint. The FMS then updates the
wind model for the flight plan, including the pilot entered value for a waypoint. The pilots
entries are not retained by the FMS as constraints. Thus the system always displays system
computed numbers.
The FMS predicts the temperature for the predicted altitude the airplane will be at for each
waypoint in the flight plan. The temperature are computed in the FMS atmosphere model.
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SPD / DIST / TIME

FIGURE 02-34-30-19 WPT LIST SPD/DIST/TIME
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FUEL / WEIGHT
Fuel remaining predicted by
the FMS for each waypoint.
It can be displayed either in
thousands of pounds or
thousands of kg (third
certification)
Gross weight predicted by
the FMS for each waypoint.
It can be displayed either in
thousands of pounds or
thousands of kg (third
certification)

FIGURE 02-34-30-20 WPT LIST FUEL WEIGHT
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LATITUDE / LONGITUDE
Latitude and
Longitude are
displayed for
each waypoint

FIGURE 02-34-30-21 WPT LIST LAT / LONG
Lat / Lon Entry Format:
ANNNN.NNANNNNN.NN Latitude Longitude
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Requirements:
- Latitude:
o entry in degrees,minutes, and hundredths of minute,
o alpha entry required to be N or S,
o minimum numeric entry is one digit,
o first two digits are interpreted as degrees,
o next two digits are interpreted as minutes,
o trailing zeros not required,
o decimal minute not required.
- Longitude:
o entry in degrees, minutes, and hundredths of minutes,
o alpha entry required to be E or W,
o minimum numeric entry is one digit,
o first three digits are interpreted as degrees,
o next two digits are interpreted as minutes,
o trailing zeros not required,
o decimal minute not required.
- Range:
o Latitude degrees range is 0 to 90,
o minutes range is 0 to 59,
o tenth srange is 0 to 9,
o hundredths range is 0 to 9,
o longitude degrees range is 0 to 59,
o minute range is 0 to 59,
o tenths range is 0 to 9,
o hundredths range is 0 to 9.
examples:
entry displays:
- N0W0 N0000.0E00000.0
- N1W1 N0100.0W00100.0
- N12W12 N1200.0W01200.0
- N123W123 N1230.0W12300.0
- N1234W1234 N1234.0W12340.0
- N1234.5W12345 N1234.5W12345.0
- N1234.5W12345.6 N1234.5W12345.6
- N1234.56W12345.67 N1234.56W12345.67
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VERTICAL WAYPOINTS

FIGURE 02-34-30-22 WPT LIST TOC
The figure illustrates a TOC for an example with the Cross flight plan displayed. The BOSC
and the TOD have the same properties.
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PENDING FLIGHT PLAN MODIFICATIONS
In I-NAV and in the WPT LIST, all pending modifications are displayed in cyan.
When in pending modification the WPT LIST displays stroked grey waypoints when they are
deleted by the crew.

, and soft keys are displayed in cyan when in pending.
ou

FIGURE 02-34-30-23 FLIGHT PLAN MODIFICATIONS
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SPECIFIC FUNCTIONS
When flying in an holding pattern, or soft key are displayed.

FIGURE 02-34-30-24 SPECIFIC COMMAND PUSHBUTTON (EXIT HOLD)
WPT LIST DIRECT TO
When using the short cut on MKB, the cursor automatically jumps on the
field at the top of the WPT LIST (see below). Using the MKB the crew can enter the WPT.
After insertion, the and soft keys are displayed in the I-NAV and the
WPT LIST.
Direct to using the MKB is always possible, whatever the display configuration (4, 3 and 2
DU). When the short cut is activated, the WPT LIST is automatically displayed (if not
displayed before).

FIGURE 02-34-30-25 DIRECT TO IN WPT LIST
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HEADERS
One inactive line of the WPT LIST is used for missed approach and alternate headers.
HORIZONTAL SPECIFIC PROCEDURES
All the under mentioned procedures, when selected, are displayed close to the WPT name
in the WPT LIST window (H, F, R, P, A according to the list above):
- Holding pattern,
- Flyover,
- Radial,
- Procedure Turn,
- Arc Turn.
These symbols are displayed in white or cyan depending on the pending or armed (cyan), or
potential target (white).
WIND / TEMP DIALOG BOX

FIGURE 02-34-30-26 WIND / TEMP DIALOG BOX
A

selection, inside the WPT LIST, allows to define the wind and temperature at
a given altitude for the selected waypoint.
soft key inserts the new data in the flight plan.

cancels all dialog box
entries.
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FLY HEADING OR AS ASSIGNED

FIGURE 02-34-30-27 FLY HEADING OR AS ASSIGNED
This leg type only exits between two waypoints of an approach procedure.
When this leg becomes active, LNAV drops to ROL mode. Pilot should select HDG or TRK
as assigned and re-arm LNAV to capture the next leg.
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FLY HDG SEL TO INTERCEPT

FIGURE 02-34-30-28 WPT LIST FLY HDG SEL TO INTERCEPT
The pilot has the ability to define a heading inbound to a waypoint.
When this leg becomes active, LNAV drops to ROL mode. Pilot should select HDG or TRK
as assigned and re-arm LNAV to capture the next leg.
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I-NAV DESCRIPTION
ISSUE 3


I-NAV DESCRIPTION
I-NAV is the Interactive NAVigation map of the EASy Flight Deck. This interactive map is able
to display various layers of data base information (terrain, airways, navaids, airports,
geopolitical, airspace ) and to merge information coming from the on-board sensors (FMS
flight plan and airplane position, weather, TCAS plots), to provide an intuitive and synthetic
picture of the airplane situational environment in the horizontal plane.
Besides these mapping functions, I-NAV allows to modify most of the flight plan directly on the
map with the CCD. All the graphical flight plan modifications are performed using the intuitive
object-task method: crew clicks on an object on the map with the CCD. A task menu is
displayed, it contains all the valid tasks that can be performed on the selected object.

FIGURE 02-34-32-00 FULL I-NAV SELECTION
I-NAV LAYOUT
I-NAV can be displayed in a 1/3, 2/3 or full window format in each MDU. Two I-NAV can be
displayed simultaneously and independently in the Flight Deck, one on each MDU, with
different set of data. Whatever the format, information capacity remains the same.
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I-NAV DESCRIPTION
DGT94085


I-NAV DATA MENU

FIGURE 02-34-32-01 I-NAV DATA MENU
I-NAV Data Menu provides all controls to manage the layers of the I-NAV map.
I-NAV data menu is opened by clicking on the I-NAV data soft key in the I-NAV Tool bar.
Each item of this menu corresponds to a layer of data (same capacity in North-up or
Heading-up).
The priority of the layer is given below from top to bottom:
- WX: display of weather radar image (copy of PF PDU WX image by default, or PNF
PDU if no image is available on PF PDU) and adjustment of brightness (using CCD
data set knob),
- LSS (optional),
- TCAS: display of TCAS traffic plots,
- FPLN sub-menu: display of active flight plan, alternate flight plan and missed approach,
- Fixes sub-menu: display of airports, VOR, ADF, Intersections,
- Airways sub-menu: display of high altitude, low altitude airways,
- Airspaces sub-menu: display of special use, terminal airspaces,
- Boundaries: display of international boundaries, rivers,
- Terrain: display of absolute terrain information and situational awareness terrain (e.g.
relative terrain) and adjustment of its brightness (using CCD data set knob).
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I-NAV DESCRIPTION
ISSUE 3


I-NAV MAP
The map is built to increase the situation awareness and long range flight planning. The map
uses a map projection that displays great circle legs as straight lines.
Managing the map
The map contains multiple types of data which can be selected for display through the I-
NAV Data menu of the Tool bar. Symbols and text on I-NAV are range dependent, with
more detail visible on smaller scales thanks to a smart de clutter feature. It is however the
crew responsibility to select the appropriate layers of information depending on the flight
phase. The map selection provides a quick way to recover the default set of
layers.
Centering and Orienting the map
The map may be oriented Heading Up (mag or true) or North Up (only true):
- in Heading Up mode (2/3 I-NAV), the airplane is positioned at 1/3 of the I-NAV height
and the map is displayed along airplane heading. A 120 compass arc is provided,
- in North Up mode, the map is displayed with the true North pointing up. The map
may or may not be centered on the airplane. It is possible to scroll the map in every
geographical direction by using the scroll frame.
The scroll frame is the area just inside the edges of the map in North up format. This area
is highlighted when the cursor is inside. To scroll the map Northbound, Eastbound,
Westbound and Southbound, the crew has to maintain the <ENTER> pushbutton of the
CCD depressed in the desired direction. The map continuously moves if the click is
maintained. When the scrolling action is stopped, the airplane can move again on I-NAV.
Using the scroll frame when in Heading Up automatically reverts the map in North Up.
Adjusting map range
The range on the map can be changed whenever the cursor is in the lateral map
(including scroll frame) by using CCD data set knob. Inner knob provides small range
adjustment while outer knob provides higher range adjustment. Maximum half range is
750 NM, minimum is 0.5 NM.
Below 5 NM, the regular terrain is automatically removed.
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I-NAV DESCRIPTION
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FMS MESSAGE FIELD
Messages generated by FMS system are displayed in a dedicated box located in the middle
top part of the I-NAV. MSG white annunciation is displayed in the HSI when an FMS message
is displayed in I-NAV.
The dialog box displays the last messages (if many messages are triggered).

FIGURE 02-34-32-02 FMS MESSAGES IN I-NAV
The last messages can be acknowledged (simultaneously for all FMS) by pressing the
FMS
MSG

white pushbutton located on the eyebrow.
NOTE
This pushbutton does not lit up when an FMS message is triggered. When I-NAV is not
displayed only the MSG annunciation in the HSI is displayed.
In that case, the
FMS
MSG
white pushbutton on the eyebrow has no action (no blind
acknowledgement).
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I-NAV GRAPHICAL FLIGHT PLANNING
ISSUE 3


Basic as well as complex flight plan modifications can be performed graphically directly on I-
NAV using the intuitive object-task method. Crew click on an object on the map with the CCD,
a task menu is presented which contains all the valid tasks which can be performed on the
selected object.
Note that all graphical flight plan modifications can also be performed on the WPT LIST
window using the same object-task methods or combined between I-NAV and WPT LIST.
LATERAL MAP DISPLAY
The lateral map primary function is to display lateral-positioning information. It is capable,
but not limited to displaying the following information:
- Magnetic or True Heading,
- Graphical representation of the flight plan,
- Navigation data base,
- Weather (radar and lighting),
- TCAS,
- Wind direction and speed,
- Miscellaneous annunciators.
The lateral map has two user selectable display modes:
- North-Up,
- Heading-Up.
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North-Up /
Heading-Up user

FIGURE 02-34-34-00 NORTH-UP MODE LATERAL MAP
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FIGURE 02-34-34-01 HEADING-UP LATERAL MAP
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LATERAL MAP MANAGEMENT
The I-NAV is capable of being displayed in:
- 2/3 window (default selection),
- full window,
- 1/3 window format.
The lateral map functionality do not change upon window format.
The power-up default selections are:
- North-Up,
- Lateral map half range set to 10 NM,
-

selected,
- FMS selected position, if no position is available the map centers on the lat/lon
coordinates: N45 46.579 E000 36.758 without the airplane symbol displayed,
- IFR Low scheme.
I-NAV TOOL BAR

FIGURE 02-34-34-02 I-NAV TOOL BAR
I-NAV tool bar provides controls of the main features of the I-NAV map and access to sub-
menus to customize I-NAV contents. I-NAV tool bar is permanently displayed at the top of
the I-NAV window:
I-NAV Data pull down menu

FIGURE 02-34-34-03 I-NAV PULL DOWN MENU
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I-NAV Data pull-down menu provides all the controls to manage data layers that can be
displayed on I-NAV:
- WX selection enables display of the weather radar image. This selection is available
in both North-Up or Heading-Up modes. While the cursor remains positioned on the
WX check box, the transparency of the WX layer is capable of being increased
or decreased with the CCD data set knob,
- LSS selection enables lightning sensors system display (optional),
- Terrain selection enables the terrain layer. While the cursor remains positioned on
the terrain check box, the terrain layer brightness is capable of being
increased (full brightness) or decreased (10% brightness) by turning the data set
knob,
- Traffic selection enables the Traffic Alert (TA) and Collision Avoidance System
display layer. This selection is available in North-Up or Heading-Up modes,
- FPLN menu allows to select the following flight plan options:
o missed Approach,
o alternate,
o constraints.

FIGURE 02-34-34-04 I-NAV FPLN SELECTIONS
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Fixes menu allows the following selections to be displayed on I-NAV:
- Airports,
- VOR,
- NDB,
- Intersection,
- VOR course.

FIGURE 02-34-34-05 I-NAV FIXES SELECTIONS
Airways menu allows the selection of different airways to be displayed on I-NAV:
- HI ALT,
- LOW ALT.

FIGURE 02-34-34-06 I-NAV AIRWAYS SELECTIONS
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Airspaces menu allows the following selections to be displayed on I-NAV:
- Terminal,
- Special Use Airspace (SUA).

FIGURE 02-34-34-07 I-NAV AIRSPACES SELECTIONS
Boundaries selection turns on/off the geopolitical and Latitude/Longitude gridlines layer.
Schemes pull down menu
Schemes pull-down menu gives access to 3 map schemes offering a pre-defined set of
data layers: IFR HIgh Alt scheme, IFR LOw Alt scheme. Any change to these standards
scheme reverts the I-NAV in Defined Scheme where pilot has all the authority to
select data to be displayed,

FIGURE 02-34-34-08 SCHEMES PULL DOWN MENU
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Scheme configuration
IFR HI SCHEME IFR LOW SCHEME
Airports = Selected Airports = Not Selected
Alternate FPLN = Selected Alternate FPLN = Not Selected
Boundaries = Selected Boundaries = Selected
Constraints = Not Selected Constraints = Selected
High Altitude Airway = Not Selected High Altitude Airway = Not Selected
Intersections = Not Selected Intersections = Not Selected
Low Altitude Airway = Not Selected Low Altitude Airway = Not Selected
Lss = Not Selected Lss = Not Selected
Missed Approach = Not Selected Missed Approach = Selected
NDBs = Not Selected NDBs = Selected
SUA = Not Selected SUA = Not Selected
Terminal Airspace = Not Selected Terminal Airspace = Not Selected
Terrain = Selected Terrain = Selected
Traffic = Selected Traffic = Selected
VOR Course = Not Selected VOR Course = Not Selected
VORs = Not Selected VORs = Selected
WX = Not Selected WX = Not Selected
Vert Prof check box (will be available for next certification)
Vertical Profile selection turns on / off the vertical profile display.
Map mode menu
Map mode selection allows to select between North-Up or Heading-Up graphical
representation mode.

FIGURE 02-34-34-09 MAP MODE PULL DOWN MENU
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Center Aircraft
The soft key allows center the I-NAV on airplane.
Center TO Wpt
This selection is used to center the TO waypoint on the lateral map in North-Up mode.
If the I-NAV reference is Heading-Up, selecting automatically changes to
North-Up selection.
If there is a pending flight plan, the selection follows the pending flight
plan instead of the active flight plan.
Skip Wpt
selection allows to center the next waypoint in the flight plan on the lateral
map display in North-Up. If a waypoint is not currently centered, Skip defaults to the TO
waypoint.
If the I-NAV reference is Heading-Up, selecting automatically changes to
North-Up.
When the destination waypoint has been centered on the lateral map, selecting
displays FROM waypoint centered on the lateral map.
If there is a pending flight plan, the Skip Wpt selection follows the pending flight plan
instead of the active flight plan.
Recall wpt
Selecting Recall Wpt centers the previous waypoint in the flight plan on the lateral map
display in North-Up. If a waypoint is not currently centered, Recall defaults to the TO
waypoint.
If the I-NAV reference is Heading-Up, selecting Recall Wpt automatically changes to
North-Up.
When the FROM waypoint has been centered on the lateral map, selection of the
displays the destination waypoint centered on the lateral map.
If there is a pending flight plan, the selection follows the pending flight plan
instead of the active flight plan.
NOTE
When I-NAV displays Secondary Flight Plan, the following options are not available
(corresponding soft keys are grayed): Center Airplane, Center TO, WX layer, TCAS layer, LSS
layer.
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FMS LATERAL DEVIATION
The FMS lateral deviation annunciation is displayed on the right side of the airplane symbol
when in Heading-Up.
xx.x

FIGURE 02-34-34-10 CROSS TRACK ERROR ANNUNCIATION
DESIRED TRACK
The desired track line originates at the center of the airplane symbol, passes through the
track bug and continues on the until the edge of the lateral map.
When in North-Up mode, the desired track line is displayed only when the airplane symbol is
visible on the Lateral Map Display.
When in Heading-Up mode, the desired track line is drawn regardless of the
heading / track bug location (e.g if the bug is behind the airplane, the line is drawn from the
airplane nose to the bottom of the display).
When TRK mode is engaged, the desired track line is magenta, white otherwise.
ANNUNCIATIONS
Wind direction and velocity

FIGURE 02-34-34-11 WIND DISPLAY
The wind direction and velocity is in vector format and is displayed in Heading-Up or
North-Up modes. It is only displayed when the airplane is centered.
The display consists of a digital wind velocity readout and a wind direction arrow
indicating the direction the wind is blowing towards.
The PF IRS is the wind data source.
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Navigation source annunciation
Navigation
source

FIGURE 02-34-34-12 NAVIGATION SOURCE ANNUNCIATION
The annunciation color matches the HSI.
The PF selected FMS (master FMS) is the data source.
FMS FLIGHT PLAN MAP DATA
Waypoint
and
identifier

FIGURE 02-34-34-13 FMS FLIGHT PLAN EXAMPLE
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Flyover symbol

FIGURE 02-34-34-14 FLYOVER SYMBOL
Altitude profile point

FIGURE 02-34-34-15 ALTITUDE PROFILE POINT AND IDENTIFIER
Altitude profile points consist in TOC (Top Of Climb), TOD (Top Of Descent) and BOSC
(Bottom Of Step Climb).
Arrow icon

FIGURE 02-34-34-16 TURN ARROW ICON
The arrow icon indicates a turn direction in the flight plan.
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Constraints

FIGURE 02-34-34-17 CONSTRAINTS EXAMPLE

FIGURE 02-34-34-18 ALTITUDE BLOCK CONSTRAINT EXAMPLE
The format matches the representation on the waypoint list.
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MAP SCROLLING

FIGURE 02-34-34-19 SCROLL BAR
The scroll bar is displayed when the cursor is placed at the edge of the map, and disappears
when the cursor is moved away from the scroll bar.
While scrolling is active the following layers are removed:
- Traffic,
- Desired track line,
- VOR course line,
- Constraints,
- Lateral deviation,
- LSS,
- WX,
- VOR,
- NDB,
- Intersections,
- Airports,
- Obstacles,
- Lat/Lon lines,
- Terrain.
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RANGE AND FMS MESSAGE DEDICATED BOX
Range
display

FIGURE 02-34-34-20 FMS MESSAGE DEDICATED BOX AND RANGE EXAMPLE
In Heading-Up mode, the range values vary between 0.5 and 375 NM.
In North-Up mode, the range values vary between 1 and 750 NM.
Message system is independent from the I-NAV control interface and is issued to alert the
pilot of a situation detected by the FMS / TOLD.
The FMS MSG pushbutton, located on eyebrow, only clears one message at a time.
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AIRPORT LAYER
Airports are selectable for display from the I-NAV tool bar menu.
The airports symbols are displayed per the following tables:
NAME SYMBOL
DISPLAYED
RANGE

0.5 Half range 5

0.5 Half range 5
0.5 Half range 5

5.5 Half range 150
Airport
None 175 Half range 375

FIGURE 02-34-34-21 AIRPORT SYMBOLS
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VOR LAYER
CATEGORY NAME SYMBOL
DISPLAYED
RANGE

0.5 Half range 100

125 Half range 200
VOR
none 225 Half range 375

0.5 Half range 100

125 Half range 200
DME only

0.5 Half range 100

125 Half range 200
VOR/DME

0.5 Half range 100

125 Half range 200
TACAN

0.5 Half range 100

125 Half range 200
VOR
VORTAC
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VOR are selectable for display from the I-NAV tool bar menu.

FIGURE 02-34-34-22 VOR SYMBOLS
NDB LAYER
CATEGORY SYMBOL DISPLAYED RANGE

0.5 Half range 50
NDB
none 52.5 Half range 375
NDB are selectable for display from the I-NAV tool bar menu.

FIGURE 02-34-34-23 NDB SYMBOL
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INTERSECTION

0.5 Half range 5
Intersection
Intersections are selectable for display from the I-NAV tool bar menu.
AIRWAY
The airway layer consists in high altitude airways (jet airways in the US), low altitude airways
(victor airways in the US) and others non-US airways.
Each airway category is independently selectable for display through the I-NAV tool bar.

FIGURE 02-34-34-24 EUROPE AIRWAY LAYERS
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AIRSPACE

0.5 Half range 10
Terminal Airspace

0.5 Half range 50
SUA

FIGURE 02-34-34-25 AIRSPACE SYMBOLS
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OBSTACLES
Obstacles are always displayed on the lateral map when the lateral half range is less than or
equal to 10 NM.
Obstacles (defined as obstacles from 200 ft to 1,000 ft AGL), are displayed on the lateral
map as follow:

FIGURE 02-34-34-26 OBSTACLE SYMBOL
LARGE OBSTACLES
Large obstacles (defined as obstacles above 1,000 ft AGL), are displayed on the lateral map
as follow:

FIGURE 02-34-34-27 LARGE OBSTACLE
OBSTACLE INFORMATION
When the cursor is moved over an obstacle currently displayed in the field of view of the I-
NAV lateral map display, the obstacle under the cursor is displayed as follow:

FIGURE 02-34-34-28 CURSOR OVER OBSTACLE
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GEOPOLITICAL
The geopolitical layer consists in the following geopolitical entities:
- Countries / States Boundaries consist in international country boundaries and state
boundaries for Canada and US,
- Lakes and rivers,
- Coastlines.

FIGURE 02-34-34-29 BOUNDARIES AND COASTLINES
SECURING GRAPHICAL FLIGHT PLANNING: PENDING FLIGHT PLAN
In order to secure graphical flight planning functions and provide the capability to review any
flight plan modifications before the system takes it into account, all flight plan modifications
need to be activated or cancelled.
The temporary flight plan in which all the modifications are stored before activation or
cancellation is called the PENDING FLIGHT PLAN. Pending Flight Plan is displayed in cyan
on I-NAV and WPT LIST. Pending flight plan provides all performances parameters for the
pending trajectory: this allows to compare performances between active flight plan trajectory
and pending one.

FIGURE 02-34-34-30 PENDING FLIGHT PLAN ACTIVATION / CANCELLATION SOFT KEYS
To activate pending flight plan, crew must click on the cyan soft key that is
displayed at the bottom of I-NAV (and WPT LIST) as soon as pending mode is entered.
Similarly, pending flight plan can be cancelled by pressing on the soft key.
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OBJECT TASK MENU
Displaying the Task Menu associated with a graphical object is accomplished by clicking on
the desired object symbol on the map. The task menu displays all the valid tasks associated
with that object.

FIGURE 02-34-34-31 TASK MENU ON HVE VOR
A click within a task menu item selects the associated function. To exit the menu, move the
cursor outside the menu.
GRAPHICAL FLIGHT PLANNING TASKS
The following tables defines for all the interactive objects categories of the I-NAV the
associated tasks (and its corresponding dialog box). Note that some objects can combine
task of two of these categories: for instance, a navaid in the flight plan combines tasks from
the active flight plan waypoint category and navaid category.
Airplane symbol object

ASSOCIATED TASKS
DIALOG BOX
ASSOCIATED
WITH TASK
WHAT FOR ?
Center Map
Center Map and lock it on airplane symbol
Lateral Offset LAT OFFSET
Defining a lateral flight plan offset when in
LNAV (It is necessary to click the airplane
symbol first in the I-NAV)
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Active flight plan waypoint category

ASSOCIATED TASKS
DIALOG BOX
ASSOCIATED
WITH TASK
WHAT FOR?
Center Map
Center Map on this waypoint
Direct To
Perform a direct to on this waypoint from
present position
Intercept INTERCEPT
Intercept wpt by radial / CRS + distance or
heading select
Amend Route
Amend flight plan route downstream this
waypoint
Delete Waypoint
Delete this waypoint from flight plan
Cross CROSS
Define a crossing constraint on this
waypoint : altitude (A/B), Speed (IAS,
Mach), Time (at), Angle
Hold HOLD
Define a holding pattern on this waypoint
Procedure Turn P. TURN
Modify Procedure Turn of this waypoint IF
EXISTING (this waypoint is part of a data
base retrieved APPR)
Show Info SHOW INFO
Show any data base and FMS progress
information on this waypoint
NOTE
Tasks from airport or navaid categories can be added if waypoint is an airport or a navaid.
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VOR, VOR DME, TACAN, VORTAC category and ADF category
ASSOCIATED TASKS
DIALOG BOX
ASSOCIATED
WITH TASK
WHAT FOR ?
Center Map
Center Map on this object
Direct To
Perform a direct to on this object from
present position
Show Info SHOW INFO
information on this object
Tune NAV1 (*)
Tune navaid active frequency on NAV1 (*)
(will be available for next certification)
Tune NAV2 (*)
Tune navaid active frequency on NAV2 (*)
(will be available for next certification)
(*) For ADF, NAVx is replaced by ADF.
AIRWAY category
ASSOCIATED TASKS
DIALOG BOX
ASSOCIATED
WITH TASK
WHAT FOR ?
Center Map
Center Map on this airway at the row
position
Intercept
Intercept a named fix this airway by heading
select leg
Show Info SHOW INFO
information on this object
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AIRPORT category
ASSOCIATED TASKS
DIALOG BOX
ASSOCIATED
WITH TASK
WHAT FOR ?
Center Map
Center Map on this airport
Direct To
Perform a direct to on this airport from
present position
Departure / arrival PROCEDURE
Select a RWY, SID, STAR or APPR for this
airport
Change Dest
Change destination to this airport (pending
mode is entered to allow modification of new
route between old destination and this new
destination)
Show Info SHOW INFO
information on this airport (not in first
certification software)
Lat / Lon object category
ASSOCIATED TASKS
DIALOG BOX
ASSOCIATED
WITH TASK
WHAT FOR ?
Center Map
Center Map on this object
Direct To
Perform a direct to on this object from
present position
DIRECT WPT object category
ASSOCIATED TASKS
DIALOG BOX
ASSOCIATED
WITH TASK
WHAT FOR ?
Center Map
Center Map on this waypoint
Amend Route
Amend flight plan route downstream this
waypoint
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INSERTING WAYPOINTS
When a pending flight plan modification is open, it is possible to insert multiple waypoints,
airways or terminal procedures during the same operation (using

and
if necessary,).
Multiple waypoints can be inserted in the pending FPLN using I-NAV, during the same
operation. This is indicated by a cyan rubber band line that tracks the cursor after selecting
Direct To or Amend Route tasks. Each time the CCD is clicked, a new waypoint is added to
the flight plan and the cyan rubber banding continues from the new waypoint. A line is also
drawn between the last stringed waypoint and the flight plan waypoint on which the FMS
wants to close the modification.
If a mistake is made while stringing waypoints, the crew can delete the waypoint just
entered, change the airway, exit a dialog box then continue the flight plan modifications.

FIGURE 02-34-34-32 FLIGHT PLAN ACTIVATION IN WPT LIST
and soft keys are automatically displayed in the I-NAV and at the bottom
of the WPT LIST. A click on the soft key activates the FPLN. The pending FPLN
becomes the active FPLN in the WPT LIST and in the I-NAV.
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Inserting WayPoinT (WPT)
In the active FPLN, it is possible to insert waypoints, airways or terminal procedures by
using Amend Route on the WPT LIST.
WPT can be inserted in sequence during a single flight plan modification by entering the
WPT names through the MKB. If there is only one WPT corresponding to the identifier, it
is automatically inserted in the pending FPLN. If there are multiple WPT corresponding to
the identifier, a list of all corresponding WPT are displayed and the crew has to choose
the right one.
An airway can be inserted by using soft key displayed in the WPT List during
Amend route procedure. All available airways are displayed. After selection of one
airway, the crew has to choose the exit WPT of the airway.

FIGURE 02-34-34-33 JOIN AIRWAY DIALOG BOX
DIALOG BOXES
CROSS dialog box

FIGURE 02-34-34-34 CROSS DIALOG BOX
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dialog box can be opened for any WPT. Constraints on the WPT can be inserted:
- Past / Prior To distance crossing,
- Flyover the waypoint,
- ALT crossing (AT, At or above, At or Below),
- Speed constraint CAS/Mach (at and past waypoint),
- Time At Constraint,
- Angle Constraint,
- Climb / Descent override (used for example when the TOD is not computed if the
cruise altitude inserted in the FMW FPLN page was not reached during the flight),
- vertical Direct To activation (Cleared to alt),
- applies constraint in the pending flight plan,
- deletes all the constraints on the WPT,
- reverts to default constraint from data base (ALT, SPEED, and ANGLE).
HOLD dialog box

FIGURE 02-34-34-35 HOLD DIALOG BOX
dialog box can be opened for any WPT (except destination and specific WPT) A
holding pattern can be inserted with the following parameters:
- RAD or CRS (in TRU and MAG ref),
- Leg Time (MIN) or Leg Distance (NM),
- Right or Left Turn,
- Speed (kt), Max Endurance option.
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Real Time picture of the holding pattern (displayed using same I-NAV orientation: North
Up or Heading Up) is drawn and indicates the QUAD and the type of entry (DIRECT,
PARALLEL, TEAR DROP).
soft keys applies constraint in the pending flight plan.
soft keys deletes all the constraints on the WPT.
soft key.

reverts to default data base parameters.
NOTE
The turns of the holding pattern are not displayed with the speed defined in the dialog box but
with the speed (TAS) of the airplane when the holding pattern is activated.
When crossing the fix the airplane speed determines the holding pattern.
PROC TURN dialog box (will be available for next certification)

FIGURE 02-34-34-36 PROC TURN DIALOG BOX
dialog box can be opened on a WPT supporting an existing data base
procedure turn. box allows modifying the following procedure turn
parameters:
- Outbound time (MIN) or distance (NM),
- Angle (between outbound leg and outbound course).
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Real time picture of the procedure turn (displayed using same I-NAV orientation: North
Up or Heading Up) is drawn and indicates the direction of turn, boundary distance and
inbound course. , and soft keys have the same
functions as in dialog box.
PROCEDURE dialog box

FIGURE 02-34-34-37 PROCEDURE DIALOG BOX (DEPARTURE TAB)

FIGURE 02-34-34-38 PROCEDURE DIALOG BOX (ARRIVAL TAB)
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PROCEDURE dialog box can be open for any airport object or when using
PROCEDURE menu in pending mode. It allows selecting and/or reviewing a complete
terminal procedure. PROCEDURE dialog box contains two tabs: and
.
In tab, one scrolling list is dedicated to Runway selection, one other to SID
and Transition selection (transition are displayed only when a SID is selected).
In tab, scrolling lists allow respectively to select Runway, Approach, Approach
Trans, STAR and STAR Trans. It is possible to directly select an approach with the
corresponding runway automatically selected.
Each time a selection is made in one of the scrolling list, the other lists collapses to
display only the items that connect to the selection: for instance, selecting an approach
automatically selects the corresponding runway and STAR / Trans list collapses to
display only the STAR matching the selected approach.
In both and tabs:
- soft key is used to insert the selected / Runway and/or procedure in the
pending flight plan,
- soft key is used to clear all pilot selection.
- check box is used to review the procedure. The dialog box displays, in
a WPT LIST type format, the log of the selected procedure. I-NAV and dialog box
reverts to their previous format when exiting view mode.
In a waypoint list format before activating it. Transitions I-NAV and the dialog box in VIEW
mode:
- In I-NAV, range and center is adapted in North Up mode to display the full selected
procedure. No flight plan modification is authorized in mode.
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LATERAL OFFSET DIALOG BOX
LATERAL dialog box is opened by clicking airplane symbol on the map when in
LNAV mode. It allows defining a lateral offset (0.1 to 30 NM) on authorized legs (not on
procedure, pattern, terminal area and polar region). When offset is applied, it is no more
possible to use PPOS Hold task.
cancels the offset. An FMS message warns the crew when offset ends.
To cancel or modify an active offset, the dialog box has to be re-open by first clicking
airplane symbol in I-NAV and then selecting dialog box.

FIGURE 02-34-34-39 LATERAL OFFSET DIALOG BOX
INSERT AIRWAY DIALOG BOX
Insert airway dialog box is opened using the soft key while in pending mode. It
displays all the available airways crossing the last stringed WPT.
Airway scrolling list allows selecting the airway. Exit WPT scrolling list allows selecting the
exit WPT for the selected airway. These WPT can be displayed by their full name (NAME) or
by their identifier (IDENT). NAME / IDENT selection is made through the pull-down menu
above the Exit WPT scrolling list.
soft key inserts the selected airway segment in the pending flight plan.

check box activates I-NAV view mode: north up orientation, range and center adapted
to display the selected airway segment.
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INTERCEPT DIALOG BOX
INTERCEPT dialog box is open using the task on any WPT of the active FPLN.
The figure illustrates an intercept task on AVN VOR.
dialog box allows defining how to intercept the selected WPT. When the cursor is
inside the dialog box, the CCD knob allows modifying the intercept course indicated by the
cyan arrow. The course and the corresponding radial are displayed on the top of the dialog
box.
Airways that intercept the designated object are also displayed. The format of the
intercepted dialog box is always North Up.
soft key inserts the intercept leg in the pending flight plan.

FIGURE 02-34-34-40 INTERCEPT DIALOG BOX
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ADI
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GENERAL
The Attitude Direction Indicator (ADI) provides the primary information for airplane attitude,
altitude, speeds and autoflight modes.
Attitude displayed
Airspeed
tape
Flight Modes Annunciator (FMA)
Altitude tape
Vertical Speed
tape

FIGURE 02-34-36-00 ADI WINDOW
The Flight Modes Annunciator (FMA) displays the Pilot Flying side, armed and active Flight
Director mode, autopilot connection / status, auto-throttle modes and engagement status.
For more information, refer to CODDE1 / Chapter 02 / ATA 22.
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FMA

FIGURE 02-34-36-01 FMA PANEL
AP status
When the AutoPilot is engaged an annunciation is displayed. If the Touch Control
Steering pushbutton is activated, replaces the annunciation. At AutoPilot
disengagement, flashes until the pilot acknowledges by pressing the AP pushbutton
a second time. If autopilot is not active, the field only displays the PF arrow.
Active lateral and Vertical modes
When autopilot is engaged and annunciation are displayed at their
activation. Upon automatic mode transitions, the mode flashes reverse video to normal
video for ten seconds if autopilot is engaged. If the autopilot is not engaged, the
automatic mode transition flashes normal to blank for ten seconds. The lateral and
vertical reference is displayed next to the active mode in magenta.
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Active lateral and vertical modes annunciations
ACTIVE LATERAL MODES ACTIVE VERTICAL MODES
LNAV VCLB
ROL VGP
HDG/TRK VASL
LOC VALT
B/C VPTH
PATH
ASEL
ALT
CLB
VS
GA
T/O
G/S
WSHR
Armed lateral and vertical modes annunciations
ARMED LATERAL MODES ARMED VERTICAL MODES
LNAV VNAV
LOC G/S
B/C VGP
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ATTITUDE DISPLAY
In the attitude display, the following information are displayed:
- altitude and speed tapes,
- AP and AT modes,
- targets linked to trajectory (speed, ASEL),
- cautions and warnings (TCAS, EGPWS),
- failures, reversions, miscompare information, flags.
Airplane symbol
Airplane symbol

FIGURE 02-34-36-02 AIRPLANE SYMBOL
The attitude reference airplane symbol is a fixed object displayed in the center of the ADI
sphere. The symbol is displayed in yellow and is used in conjunction with the attitude
pitch tape to reflect airplane pitch.
Flight Path Symbol (FPS)
Fligh Path Symbol

FIGURE 02-34-36-03 FLIGHT PATH SYMBOL (FPS)
The Flight Path Symbol (FPS) is displayed in green. It represents the airplane earth
frame flight path angle.
NOTE
The FPS indicated on the Secondary Flight Display is an airmass flight path angle.
For more information, refer to CODDE 1 / Chapter 03 / Technical Information Pages.
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Acceleration Chevron (AC)
Acceleration
Chevron

FIGURE 02-34-36-04 ACCELERATION CHEVRON
The flight path Acceleration Chevron (AC) is displayed green and referenced to the Flight
Path Symbol (FPS). When alongside the FPS, the acceleration chevron represents a
zero acceleration along flight path. When the AC is above the FPS, the airplane is
accelerating. When the AC is below the FPS, the airplane is decelerating.
Flight Director (FD)
The Flight Director (FD) is displayed in magenta. It is referenced to the Flight Path
Symbol (FPS) and represents the path to be followed, as calculated by the AFCS.
When in HUD2 or HUD3 approach, the FD is computed by the HGS (HUD computer). In
that case a HUD2 or HUD3 symbol is displayed at the top of the ADI (amber or green).
It can be removed by pressing twice the FD / TD pushbutton on the GP.

FIGURE 02-34-36-05 FLIGHT DIRECTOR
Thrust Director (TD)

FIGURE 02-34-36-06 THRUST DIRECTOR
The Thrust Director (TD) provides speed guidance for speed manual holding.
TD is displayed in magenta and is referenced to the FPS. The guidance given by the TD
is followed by adjusting the engines power to put the Acceleration Chevron (AC) in front
of the TD. When the TD is followed the passenger comfort is the same as when the AT is
engaged.
It can be removed by pressing one time the FD / TD pushbutton on the GP.
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Rotation Symbol (ROS)
Rotation
Symbol

FIGURE 02-34-36-07 ROTATION SYMBOL (ROS)
The ROtation Symbol (ROS) is a magenta symbol displayed WOW in the lower part of
the ADI. It is displayed 14 below the attitude reference (airplane symbol). At rotation, the
pilot must pull up until this symbol is superimposed with the horizon bar, which means the
lift off pitch attitude is correct. It is removed three seconds after lift off.
AOA path limit symbol

FIGURE 02-34-36-08 AOA PATH LIMIT SYMBOL
The position of the Angle Of Attack (AOA) path limit is linked to the FPS position. When
the FPS reaches the AOA limit symbol the "STALL aural warning is triggered.
The AOA path limit symbol is displayed when:
- airmass AOA is greater than the AOA limit (based upon flaps configuration),
- a windshear is detected.
The AOA symbol is removed when:
- FPS is not displayed,
- windshear is no longer active,
- current AOA is less than the AOA limit (based upon flaps configuration).
Attitude pitch tape
The attitude pitch tape can display 35 degrees of field of view, and values between 0 and
90 degrees.
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Pitch compression
When the FPS is outside of the pitch tape field of view (e.g high AOA or windshear
condition) a pitch compression is applied to the pitch scale to position the FPS at the
correct value on the pitch scale while maintaining the horizon inside the field of view.
When the compression is greater than a factor of 1, the 1 degree tick marks are removed.
When the compression has reached a factor of 2, the 5 degree tick marks are removed.
The maximum compression factor is 3 (field of view at 105). Beyond this value the FPA
is ghosted (dashed lines) to indicate that the FPA value is no longer on the pitch tape.
When the FPA is ghosted, the compression rate is frozen at 3, the tape remains
compressed. Once the FPA is no longer ghosted, the tape begins to expand back to
normal. Once the FPA is ghosted it no longer indicates the correct position, however, it
continues to correctly show a climbing or descending state.
The following symbols are not affected by compression:
- Flight Director (FD),
- Thrust Director (TD),
- AOA path limit symbol.
The following symbols are affected by the compression factor:
- TCAS path targets,
- Flight Path Symbol (FPS).
Roll scale and pointer
Roll Indicator Tick marks

FIGURE 02-34-36-09 ROLL SCALE AND POINTER
The roll scale displays the roll angle of the airplane. The tick marks on the scale
represent respectively 10, 20, 30 and 60 degrees; three inverted triangles
represent 0 and 45 degrees.
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Slip / skid indicator
Slip/Skid indicator

FIGURE 02-34-36-10 SLIP / SKID INDICATOR
The bottom half of the roll pointer indicates the slip-skid, relatively to lateral acceleration.
Normally displayed in white, it turns amber when the lateral acceleration is too high.
Radio Altitude readout
Radio Altitude
readout

FIGURE 02-34-36-11 RADIO ALTITUDE READOUT
The radio altitude is displayed in green digits on a black background on the bottom of the
attitude display. Below -20 ft, the display remains at -20; above 2,500 ft the indication is
removed.
BARO M or RADH readout

FIGURE 02-34-36-12 BARO M READOUT
The BAROmetric Minimum (BARO M) readout is displayed in white and is located on the
lower right corner of the attitude display.
The Radio Altimeter Decision height (RA DH) radout is displayed in white at the same
location than the BARO M indication.
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TCAS path target

FIGURE 02-34-36-13 RA SYMBOL
The Resolution Advisory (RA) symbol is separated in two parts.
- Corrective area: a dynamic green fly to zone. To avoid the collision, the FPS must
be maintained in the middle of this symbol until end of the RA.
- Peventive area: symbol is a trapezoidal shape. The FPS must be maintained out of
this area.
See SURVEILLANCE subsection.
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Marker beacons
The marker beacon information is received from the radios. The inner, middle and outer
marker beacons are displayed at the same location: upper right corner of the attitude
display.

FIGURE 02-34-36-14 IM MM OM INDICATION LOCATION
- the Inner Marker annunciation is represented by a white IM indication framed in
white,

FIGURE 02-34-36-15 IM INDICATION
- the Middle Marker annunciation is represented by an amber MM indication framed in
amber,
- the Outer Marker annunciation is represented by a cyan OM indication framed in
cyan.

FIGURE 02-34-36-16 OM INDICATION
When a low to high transition is seen from the appropriate marker beacon, the marker
beacon flashes normal video to blank for 15 seconds then steady.
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EGPWS Annunciation

FIGURE 02-34-36-17 WINDSHEAR INDICATION
The EGPWS announcers (WINDSHEAR, PULL UP, AND GND PROX) is displayed at the
same location in the attitude indicator. The priority of the announcers, from highest to
lowest, is the following:
- WINDSHEAR,
- indication, for a terrain warning alert or a ground proximity warning,
- indication, for a terrain caution alert or a ground proximity caution,
- WINDSHEAR.
The STEEP annunciation, on the left of the roll pointer, indicates the EGPWS steep
approach mode selected.

FIGURE 02-34-36-18 STEEP ANNUNCIATION
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HUD annuncers
HUD 2/3

FIGURE 02-34-36-19 IDLE, FLARE, APPR WARN ANNUNCIATIONS
IDLE, FLARE, and APPR WARN,T/O WARN are displayed in specific conditions. IDLE
and FLARE are displayed flashing for 10 sec then they are steady.
APPR WARN have priority over IDLE and FLARE.
HUD2/3 annunciation is displayed in green if the checklist passes. It is displayed in
amber if the checklist is failed and radio altitude is above 200 ft. It is displayed in red if the
checklist is failed and the radio altitude is below 200 ft.
Minimums alert
The minimums descent altitude indication is the same for RA DH indication than for
BARO M indication. When approaching minimums, a black window is displayed and
when at minimum, is displayed.
Low bank limit arc

FIGURE 02-34-36-20 LOW BANK LIMIT ARC
The low bank limit arc ( 15) indication is displayed:
- automatically when in HDG/Track and crossing 32600 ft in climb,
- when low bank is selected in tab of avionics window.
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Heading scale
The heading scale appears in the ADI only in a two DU configuration and when the PNF
has removed the HSI. The scale appears on the horizon line.

FIGURE 02-34-36-21 TWO DU ADI CONFIGURATION
DEVIATION
Vertical deviation scale
The vertical deviation scale is located on the right side of the ADI when a G/S is detected
or computed by the FMS and VNAV is engaged and approaching the TOD.

FIGURE 02-34-36-22 VERTICAL DEVIATION SCALE VALUES
VNAV pointer

FIGURE 02-34-36-23 VNAV POINTER
If the active vertical mode is VPTH or VGP, a specific pointer is displayed on the vertical
deviation scale.
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GS vertical deviation pointer

FIGURE 02-34-36-24 GS POINTER
If a G/S is detected a specific pointer is displayed on a vertical deviation scale.
If the pointer is at the limit of the scale only half of the scale is displayed.
Lateral deviation scale and pointer
The expanded lateral deviation scale for Loc deviation is displayed in white at the bottom
of the attitude display. The scale is two dots with a zero point.

FIGURE 02-34-36-25 LATERAL DEVIATION SCALE
deviation
pointers

FIGURE 02-34-36-26 LOC / GLIDE DEVIATION POINTERS
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Lateral excessive deviation indicator
If the navigation source is LOC and tuned to LOC, the lateral excessive deviation
excessive indicator appears as two triangles.
The Loc deviation is displayed in white, cyan or magenta according to the approach
mode status.

Vertical deviation excessive indicator
If the active navigation source is LOC and tuned to LOC, the vertical deviation excessive
indication is displayed as two triangles.
In CAT2, HUD2 or HUD3 modes, if the vertical deviation is exceeding a pre-determined
value, an amber (above 200 ft RA) or red (below 200 ft RA) triangle is displayed to
correct an appropriate direction (the correction direction is indicated by the arrow
direction). It takes between 2 and 4 seconds for the triangle to be displayed depending on
the RA.

FIGURE 02-34-36-27 EXCESSIVE DEVIATION TRIANGLES
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AIRSPEED TAPE

FIGURE 02-34-36-28 AIRSPEED TAPE
Airspeed tape scale
The airspeed tape scale is limited from 30 to 900 kt, with white tick marks indicating every
10 kt.
When the data is deemed invalid, a is displayed on the tape and all the information are
removed.

FIGURE 02-34-36-29 AIRSPEED TAPE INVALID
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Speed reference pointer and rolling digits
The airspeed readout is normally displayed in green.

FIGURE 02-34-36-30 AIRSPEED READOUT
It is displayed in amber reverse video when indicated airspeed is less than or equal to the
low speed cue.

FIGURE 02-34-36-31 AMBER AIRSPEED READOUT
It is displayed in red reverse video when:
- Indicated airspeed is less than or equal to the stall warning speed and not WOW,
- Indicated airspeed is greater than or equal to VMO,
- Indicated airspeed is greater than or equal to the Vconstraint.

FIGURE 02-34-36-32 RED AIRSPEED READOUT
Manual speed bug
The speed bug is set to the position corresponding to the IAS selected airspeed, using
the SPEED knob on the Guidance Panel (GP) when in MAN position. If the selected
airspeed is beyond the range of the displayed airspeed, the bug is displayed at the
appropriate end of the tape with half of the bug out-of-view. The bug follows the same
color code than the selected readout.

FIGURE 02-34-36-33 MANUAL SPEED BUG
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FMS speed bug
The FMS peed bug is placed at the position corresponding to the FMS speed when the
SPEED knob on the guidance panel is set to FMS. If the airspeed is beyond the range of
the displayed airspeed, the bug is displayed at the appropriate end of the tape with half of
the bug out-of-view. The bug follows the same color code than the selected readout.

FIGURE 02-34-36-34 FMS SPEED BUG
Selected airspeed reference bug (speed or mach): speed or Mach

FIGURE 02-34-36-35 AIRSPEED REFERENCE BUG
Both IAS and MACH selected bugs have the same color scheme.
If the selected airspeed rotary switch on the Guidance Panel (GP) is selected to MAN
position, the manual bug is displayed in magenta and FMS bug is white.
If the selected airspeed rotary switch on the GP is selected to FMS position, the FMS bug
and readout is magenta and the manual bug is removed. The GP readout is dashed and
the rotary knob dead (will be available for next certification).
The MAN bug is automatically set to the FMS position when the rotary switch is changed
to from FMS to MAN switched from FMS to MAN position.
At power up, the default value for MAN bug is 80 kt.
The IAS selected airspeed is limited from 80 to 400 kt with the resolution of 1 kt. When
the IAS is at maximum speed, the digits are replaced by the characters.
The Mach selected airspeed is limited from Mach 0.40 to 0.99 with the resolution of .01
Mach. When the Mach is at maximum, the digits are replaced by the characters.
When the data is invalid, the readout is amber dashed ( ).
F2000EX EASY 02-34-36
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Longitudinal acceleration and Mach readout

FIGURE 02-34-36-36 LONGITUDINAL ACCELERATION AND MACH READOUT
The longitudinal acceleration is located at the bottom of the airspeed tape when on
ground. It is displayed in green and has a range of .99. On ground, when the data is
invalid, the readout is replaced by an . The is removed when in flight if the
data is still invalid.
The Mach readout is displayed at the bottom of the airspeed tape when in flight. It is
displayed in the same colors as the airspeed digits and has a range of .400 to .998 Mach.
It is displayed when MACH is greater than .450 Mach and is removed below .400 Mach.
When Mach is invalid, the readout is amber dashed (---).
NOTE
The displayed Mach is an indicated Mach. The true Mach shall be calculated with the correction
table provided by the AFM.
Airbrakes annunciation

FIGURE 02-34-36-37 AIRBRAKES ANNUNCIATION
The airbrakes annunciation AB1 or AB2 are displayed vertically on the airspeed tape in
green reverse video in normal situations. These indications are in red reverse video if the

CAS message due to AB1 or AB2 is enabled, these indication are in
amber reverse video if the commanded position does not match the actual position.
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V-speed readout and bugs

FIGURE 02-34-36-38 V-SPEED BUG
The V-speed digital readout is displayed in white in the upper left corner of the attitude
display. The digital readouts of V1 and V2 are only displayed on-ground. If the data are
sent and invalid, the digital readout is replaced by amber dashes ( V1).
Take-off V-speed bugs are V1, V2, VFR and VFT. The bugs are displayed in white
alongside the airspeed tape, at the corresponding airspeed. The bug values are
displayed when the soft key is depressed in the departure POF of the FMW (T/O
data).
Landing V-speed bugs are VAP and VRF. The bugs are displayed in white alongside the
airspeed tape, at the corresponding airspeed. The bug values are displayed when the
soft key is depressed in the arrival POF of the FMW (LDG data tab).
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Airspeed limitation
Depending on the airplane configuration, a red bar is displayed at the top of the speed
scale to prevent overspeed when flaps are extended or in case of failures that might
lower speed limitations (pitch feel fail, aileron feel fail, etc.). This bar may therefore
correspond to speed lower than VMO / MMO.
In this case, the manual speed bug can still be positioned above the airspeed limitation
bar.
airspeed
limitation
bar

FIGURE 02-34-36-39 AIRSPEED LIMITATION ON THE ADI SPEED SCALE
02-34-36 F2000EX EASY
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The airspeed limitationt is displayed in red as a thermometer that extends from the top of
the VMO / MMO thermometer to the Vconstraint value. It is based on the following
conditions:
CONDITION V CONSTRAINT VALUE
CLEAN No constrained
SF1 200 kt
SF2 190 kt
SF3 180 kt
CAS message FIRE ENG .. enabled 250 kt
CAS message FIRE REAR COMP enabled 250 kt
CAS message TR .. : FAIL enabled 180 kt
CAS message MT FAIL enabled
0.80 Mach
with AP disengaged
CAS message PITCH FEEL enabled 0.76 Mach or 260 kt
CAS message AUTO SLATS enabled 270 kt
CAS message UNWANTED SLATS enabled 200 kt
One hydraulic system
( HYDR #1 ENG 1+2PUMP or HYDR #2 PUMP ) is
enabled
0.76 Mach or 260 kt
Gear is down locked 245 kt
Gear not locked (down or up) 190 kt
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Trend vector

FIGURE 02-34-36-40 TREND VECTOR
The airspeed trend vector is displayed above or below the IAS readout according to the
acceleration or deceleration of the airplane.
Low Speed Cues (LSC)
Amber LSC
The normal flight envelope for the airplane is above the amber LSC
This LSC is computed using weight from the FMS (high altitude only) the pressure
altitude (high altitude only) from the onside selected ADS, and taking in account the
airplane configuration (CLEAN, SF1, SF2, SF3). If the weight is not computed, the
low speed cue is normally displayed as long as the pressure altitude is less than
25,000 ft, else the low speed cue is removed.
Red LSC
The stall warning cue is displayed in red. It gives indication of the stall speed
according to the airplane configuration.

FIGURE 02-34-36-41 LOW SPEED CUES
For more information refer to CODDE1 / Chapter02 / ATA22.
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VMO / MMO thermometer
The VMO / MMO thermometer is displayed as a barber pole (red with white stripes). It
extends from the VMO value to the top of the airspeed tape.

FIGURE 02-34-36-42 VMO / MMO BARBER POLE
Overspeed / underspeed indication (CAT2)
When in overspeed (or underspeed) an amber arrow is displayed close to the speed
scale. It is displayed if the modes CAT2, HUD2 or HUD3 are active, RA is between 15
and 1,000 feet and indicated airspeed is different from the speed bug by more than 5 kt.
When the warning is displayed, it flashes as long as the condition exists.
underspeed
arrow

FIGURE 02-34-36-43 UNDERSPEED ARROW
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Drift Down Index (DDI)

FIGURE 02-34-36-44 DRIFT DOWN INDEX
The Drift Down Index (DDI) symbol is a green circle moving along the airspeed tape. It is
only displayed in clean configuration, and indicates the best climb/descent airspeed in
clean configuration. The computation uses the weight from the FMS and the pressure
altitude from the on-side selected ADS in high altitude.
If weight is not computed, the DDI is normally displayed until the pressure altitude is less
than 25,000 ft; the DDI is removed when above 25,000 ft.
ALTITUDE TAPE

FIGURE 02-34-36-45 ALTITUDE TAPE
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Altitude tape scale
The altitude tape scale goes from - 2,000 to 65,000 ft. White tick marks represent every
100 ft and enhanced tick marks correspond to 500 ft multiples.
When altitude is invalid, a is displayed on the tape.

FIGURE 02-34-36-46 ALTITUDE TAPE INVALID
Altimeter readout in ft
The altimeter readout is displayed in green. If the altitude is negative, a green NEG is
displayed on the left of the readout.

FIGURE 02-34-36-47 ALTIMETER READOUT
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Altitude readout in meters (M)

FIGURE 02-34-36-48 ALTIMETER READOUT IN METER
The altimeter metric readout is displayed in green. The M label is displayed following the
digital readout to indicate metric units. When a value is negative, a green minus sign is
displayed on the right of the readout.
ASEL readout

FIGURE 02-34-36-49 ASEL INDICATION EXAMPLE
The selected altitude readout is displayed on top of the altitude tape.
If the barosetting is selected to STD , the selected altitude displays a flight level (FL xxx).
If not set to STD, the selected altitude displays 5 digits (xxxxx). At power up the ASEL is
invalid (amber dashes).
The color of the readout and label is:
- magenta if the vertical active mode is VASL, ASEL,ALT or VALT,
- white if the active vertical mode is:
o G/S, VGP,WSHR modes,
o VPTH with ASEL below the constraint,
o VCLB with ASEL above the constraint,
o VALT or ALT if the altitude is not captured.
- cyan if ASEL is armed.
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When ASEL is invalid, the readout displays amber dashes ( ).

FIGURE 02-34-36-50 ASEL READOUT IN METERS
ASEL bug
The ASEL bug is displayed on the altitude tape (set using the ASEL knob on the GP). If
the selected altitude is beyond the range of the displayed altitude tape area, only half of
the bug is visible. The bug follows the same color code than the ASEL readout.

FIGURE 02-34-36-51 ASEL BUG

FIGURE 02-34-36-52 HALF ASEL BUG
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VNAV bug

FIGURE 02-34-36-53 VNAV BUG
The VNAV altitude bug is displayed on the altitude tape. If the altitude is beyond the
range of the displayed altitude tape, only half of the bug is visible.
The bug is colored in:
- magenta if the vertical active mode is VASEL or VALT and at the current altitude,
- cyan when in VCLB and altitude is below ASEL, or in VPTH and higher than ASEL,
- white otherwise.
If the pointer is at a limit of the scale only half of the pointer is displayed.
RA DH and BARO M readout

FIGURE 02-34-36-54 BARO M TOSA OR GASA BUG
The BAROmetric Minimum (BARO M) readout is displayed in white and is located on the
lower right corner of the attitude display.
The Radio Altimeter Decision Height (RA DH) readout is displayed in white at the same
location than the BARO M indication.
Barosetting readout

FIGURE 02-34-36-55 BAROSETTING READOUT
The barosetting correction is displayed in green at the bottom of the altitude scale, and is
set using the BARO set knob on the GP:
- when the inches of mercury unit is selected in the Units menu of the HSI tool bar, the
barometer is set in in.Hg (0.1 in.Hg increments for one click),
- when hPa is selected in the Units menu, the barosetting is set in hPa (1 hPa
increments for one click).
When the PUSH STD pushbutton on the GP is depressed, a green STD indication
appears at the bottom of the altitude scales and the altitude is standard.
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Low altitude awareness
Low altitude
awarnes

FIGURE 02-34-36-56 LOW ALTITUDE AWARNESS
The low altitude awareness symbol is displayed when approaching the ground. The ground
is displayed brown with a yellow line at the top. The ground is displayed when the RA is
lower than 550 ft.
VERTICAL SPEED TAPE

FIGURE 02-34-36-57 VERTICAL SPEED TAPE
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Vertical speed tape
The vertical speed is a fixed scale with a moving speed pointer. Each tick mark on the
scale represents respectively 0, 250 ft/min, 500 ft/min, 1,000 ft/min,
2,000 ft/min, and 4,000 ft/min.
When the VS is invalid, all the symbols are removed from the tape and a red VS flag is
displayed at the top of the scale.

FIGURE 02-34-36-58 VERTICAL SPEED TAPE INVALID
Vertical speed readout
The vertical speed readout is displayed in green in the middle of the vertical speed scale.
It indicates vertical speed in feet per minute (100 ft/min increments).
Negative values for the vertical speed are displayed with minus sign at the beginning of
the readout.

FIGURE 02-34-36-59 VERTICAL SPEED AT ZERO
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Vertical speed pointer
The vertical speed pointer is displayed in green. It gives an analog display of the VS.
Vertical speed target readout and arrow

FIGURE 02-34-36-60 VERTICAL SPEED TARGET
The vertical speed target is displayed above the tape in magenta when in vertical VS
captured mode (100 ft/min increments). It is set using the VS / PATH wheel on the GP
when in VS.
The vertical speed target bug is displayed on the tape in magenta when in VS.
The arrow displayed close to the target indicates if a positive or negative VS is set.
MISCOMPARE ANNUNCIATION
Miscompare flags are displayed when the system senses a difference between two sensor
values.
F2000EX EASY 02-34-36
DGT94085
ATA 34 NAVIGATION
ADI
ISSUE 3


FIGURE 02-34-36-61 LOCATION OF MISCOMPARE FLAGS ON ADI
A miscompare indication is triggered when a difference between left and right ADI exists on
certain parameters. A miscompare flag flashes for ten seconds, it is then steady till the
miscompare is no longer effective.
The miscompares flags are:
- ,
- ,
- ,
- ,
-
,

-
- .
The pressure altitude and baro altitude miscompare are located in the same position on the
altitude tape (ALT). The pressure altitude is displayed in amber and the baro altitude is
displayed in cyan. The pressure altitude has priority over baro altitude.
When a miscompare flag is displayed the crew must apply the corresponding AFM
procedure.
02-34-36 F2000EX EASY
ISSUE 3
ATA 34 NAVIGATION
ADI
DGT94085


FAILURE INDICATIONS
In most cases, if data are invalid the corresponding indication(s) are removed. In some other
cases when it is necessary for the crew to be aware of a failure, the failure indication is
displayed on the ADI in white text with a red background.

FIGURE 02-34-36-62 FAILURE INDICATIONS ON ADI

GS failure flag is displayed when the G/S receiver is failed. In that case the pointer is
removed. The G/S failure flag is inhibited if the active lateral or armed mode is B/C or the
active lateral or armed mode is not G/S.

The LOC failure flag is displayed when the Loc is failed or active or lateral mode is not
locked or B/C Loc receiver is failed. In that case the pointer is removed. The LOC failure
flag is inhibited or the active lateral or armed mode is not LOC or B/C.

RA flag is displayed when the corresponding RA is failed.
F2000EX EASY 02-34-36
DGT94085
ATA 34 NAVIGATION
ADI
ISSUE 3


TD flag is displayed when:
- A/T is failed,
- A/T is not available (e.g DEEC failure),
- on ground when T/R is activated (will be corrected in the future).

FPV flag is triggered when the FPV computations are not available for the corresponding
IRS. (e.g during in flight alignment phase).

FD flag is triggered when the FD computations are not available for the corresponding
AFCS.

ATT flag is triggered when attitude from the on-side IRS is lost.
02-34-36 F2000EX EASY
ISSUE 3
ATA 34 NAVIGATION
ADI
DGT94085


F2000EX EASY 02-34-38
CODDE 1 PAGE 1 / 14
DGT94085
ATA 34 NAVIGATION
HSI
ISSUE 3


GENERAL
The Horizontal Situation Indicator (HSI) window provides:
- horizontal situation information,
- permanent radio information,
- airplane configuration status,
- major airplane parameters.
NAV2
FMS nav
summary
Flaps and
airbrakes
indicator
Wind
indication
area
WX radar
modes
summary
Sensors
status
Heading
readout
Gears and
Horizontal
Stabilizer trim
indicators
VOR/LOC
nav
summary
HDG/TRK
bug
readout
Heading
bug
Permanent
radio bar
Permanent
navigation
data bar

FIGURE 02-34-38-00 HSI WINDOW LAYOUT
02-34-38 F2000EX EASY
PAGE 2 / 14 CODDE 1
ISSUE 3
ATA 34 NAVIGATION
HSI
DGT94085


HSI FORMAT
Two formats are possible for the HSI window:
- ARC format (120 arc),
- ROSE format (360).
pushbutton gives access to format selection:

FIGURE 02-34-38-01 ROSE / ARC MENU
F2000EX EASY 02-34-38
CODDE 1 PAGE 3 / 14
DGT94085
ATA 34 NAVIGATION
HSI
ISSUE 3


HSI WINDOW
HSI window provides horizontal navigation information, airplane configuration status and
permanent radio information. Reversion flags, miscompare flags and failure indication are
also displayed when conditions are met.
Horizontal Navigation information is provided on a 120 arc or a 360 rose format.

FIGURE 02-34-38-02 ROSE FORMAT

FIGURE 02-34-38-03 ARC FORMAT
02-34-38 F2000EX EASY
PAGE 4 / 14 CODDE 1
ISSUE 3
ATA 34 NAVIGATION
HSI
DGT94085


Horizontal navigation information
In two displays configuration (ARC, ROSE), on the PNF PDU, lower 1/3 may display
another window than the standard HSI window. In that case a heading scale is added to
the ADI on the horizon line.

FIGURE 02-34-38-04 ADI HEADING SCALE
FMS CDI, VOR/ILS CDI and two bearings (circle or diamond shape) can be displayed
simultaneously on the HSI:

FIGURE 02-34-38-05 FMS CDI, VOR / LOC CDI AND TWO BEARINGS
Pilots command for selecting FMS CDI, VOR / LOC CDI and bearings are located in the
HSI features menu.
ARC format has the capability to display:
- WX layer,
- Flight Plan layer (will be available for next certification),
- LSS information (optional).
F2000EX EASY 02-34-38
CODDE 1 PAGE 5 / 14
DGT94085
ATA 34 NAVIGATION
HSI
ISSUE 3


HSI features menu

FIGURE 02-34-38-06 HSI TOOL BAR
HSI menu can be displayed or removed from display by clicking on the HSI tool bar the
HSI bottom left corner.
HSI features menu gathers all controls to customize the HSI content. All these controls
are arranged in sub-menu:

FIGURE 02-34-38-07 BEARING MENU
- In the left bearing menu, each crew member can choose to display in his HSI, either
the FMS1, ADF1 or VOR1 bearing (primary bearing with circle shape), or to remove
the bearing (OFF).
They are displayed in white in the menu, and once selected, they are displayed in green
inside the pushbutton.

FIGURE 02-34-38-08 PRIMARY BEARING
- In the right bearing menu, each crew member can choose to display in his HSI,
either the FMS2, ADF2 or VOR2 bearing (secondary bearing with diamond shape),
or to remove the bearing (OFF).

FIGURE 02-34-38-09 SECONDARY BEARING
02-34-38 F2000EX EASY
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ISSUE 3
ATA 34 NAVIGATION
HSI
DGT94085


A VOR bearing is based on the selection in the tool bar and not Tunedto-LOC, if the
data is invalid or Tuned-to-LOC the VOR bearing pointer is removed.
The other bearing pointer, ADF and FMS, are based on the data being valid and the
selection in the tool bar, if the data is invalid or selection is OFF the bearing pointer is
removed.

FIGURE 02-34-38-10 DATA MENU
Arc format offers the possibility to display the weather radar (WX) layer. Terrain layer is
not available in HSI since it has its own dedicated display in the PDU lower 1/6 quadrant
(TRAFFIC window). Selection of these layers are done through the Data submenu of the
HSI feature menu:

FIGURE 02-34-38-11 UNITS MENU
In the Units menu, each crew member can choose the units to be displayed in his PDU
for altitude, heading and pressure. The default values are In, Mag and Ft.

FIGURE 02-34-38-12 CDI MENU
In the CDI bearing menu, each crew member can choose to display the VOR and the
FMS CDI. They cannot be removed when displayed in magenta since they are the active
source.
F2000EX EASY 02-34-38
CODDE 1 PAGE 7 / 14
DGT94085
ATA 34 NAVIGATION
HSI
ISSUE 3


Navigation Data Bar
This permanent data bar provides time information, navigation information and weight /
fuel status:
Time information
Speed information
Temperature information
Weight and fuel status

FIGURE 02-34-38-13 NAVIGATION DATA BAR
- Time information:
o UTC (from GPS),
o Elapse Time (ET) counter. Elapse Time is started using the ET pushbutton beside
the each Primary Display Unit (first push: start, second push: stop, third push:
reset),
- Speed information:
o TAS (in kt),
o GS (in kt),
- Temperature information:
o TAT (in C),
o SAT (in C),
o ISA (difference in C),
- Weight and fuel status:
o FQ (total fuel gauge),
o FR (FMS fuel remaining),
o GW (Gross Weight).
02-34-38 F2000EX EASY
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ISSUE 3
ATA 34 NAVIGATION
HSI
DGT94085


FMS Nav Summary

FIGURE 02-34-38-14 FMS NAV SUMMARY
FMS Nav Summary gathers the primary short term FMS data in a single area at the ARC
and ROSE format top left corner. The following information is displayed from top to
bottom:
- Active FMS TO WPT name,
- DTK (Desired Track to TO WPT),
- DTG (Distance To Go to TO WPT),
- ETA (Estimated Time of Arrival at TO WPT).
This group of data and the FMS Navigation Source Annunciator are only displayed when
FMS CDI is displayed. FMS CDI is automatically displayed when LNAV mode is active or
armed. If LNAV is neither active nor armed, FMS CDI and FMS Nav data can be selected
for display by selecting the FMS CDI option in the CDI submenu of the HSI features
menu.
According to the lateral active and armed mode, the color of the FMS data and Nav
Source annunciator and CDI can be magenta (LNAV active), or cyan (LNAV armed) or
white (LNAV not active and not armed).
NAV (VOR / LOC) data summary

FIGURE 02-34-38-15 VOR/LOC DATA SUMMARY
Nav data summary gathers in a single area at the top right corner of the ROSE and ARC
format the following information on the on-side selected VOR / LOC:
- VOR / LOC pointer icon and Tuned Station ident,
- Selected COURSE field,
- DME information if available.
F2000EX EASY 02-34-38
CODDE 1 PAGE 9 / 14
DGT94085
ATA 34 NAVIGATION
HSI
ISSUE 3


This group of data and the LOC Navigation Source Annunciator are only displayed when
VOR / LOC CDI is displayed. VOR / LOC CDI is automatically displayed when LOC mode
is active or armed. If LOC is neither active nor armed, VOR / LOC CDI option in the CDI
submenu of the HSI Features menu.
According to the lateral active or armed mode, the color of the VOR / LOC data and Nav
Source Annunciator and CDI can be magenta (LOC actve), cyan (LOC armed) or white
(VOR station tuned or ILS station tuned without LOC active or armed).
WX and Sensors Status
Sensors status
area

FIGURE 02-34-38-16 SENSORS STATUS AREA
Sensors status is summarized in the lower right corner of the HSI and lower left corner for
Weather Radar. From top to bottom:
- FMS and annunciators,
- TAWS annunciation field: , , ,

(test),

(failed),
- LSS annunciation field:

(normal mode),

(calibration)
,
(clear)
,
(test),

(failed),
- TCAS annunciation field:
o TCAS limits:

(unrestricted)
,
(above)
,
(below),
o TCAS mode:
(off),

(normal operation)
,
(TA without
intruder),or

(TA with an intruder)
,
(RA failure),

(test)
,
(failed).

NOTE
is related to TCAS Resolution Advisory. It does not mean Radio Altimeter failure.
02-34-38 F2000EX EASY
ISSUE 3
ATA 34 NAVIGATION
HSI
DGT94085


TCAS, WX, FPLN, and LSS layers are only visible in ARC format. However, they can be
selected in the HSI features menu, whatever the format ROSE or ARC. FPLN layer
allows to toggle between the FMS CDI layout and the Flight Plan Display + XTK readout
format.
WX
mode
status
area

FIGURE 02-34-38-17 WX MODE STATUS
Concerning WX annunciations:
- tilt line displays Tilt Angle readout ( ), in automatic mode

or in manual,
- gain line displays Gain readout ( ),
- WX mode is either WX OFF, WX STBY, WAIT , FSBY, WX, GMAP, TEST, WX/R/T
(REACT+TURB), WX/T (TURB), OVRD, WX (failed).
Heading scale
In ROSE mode the displayed range is limited from 1 to 360.
In ARC mode the heading scale shows 120 in front of the airplane.
Course Deviation Indicator (CDI)
The CDI comes from FMS or the navigation radios based on the primary NAV source.
If the NAV source is FMS, the CDI is positioned corresponding to the desired track digital
readout. The FMS CDI is visually represented with a thick line.
If the NAV source is VOR or LOC, the CDI is positioned corresponding to the course
select digital readout. The VOR or LOC CDI is represented with a thin line.
F2000EX EASY 02-34-38
DGT94085
ATA 34 NAVIGATION
HSI
ISSUE 3


The two CDI can be displayed at the same time.
30

FIGURE 02-34-38-18 FMS LOC CDI IN ARC MODE
The FMS CDI can be selected through:
- the HSI tool bar,
- selecting a corresponding AP mode.
The VOR / LOC CDI can be selected through:
- the HSI tool bar,
- selecting a corresponding AP mode,
- selecting on the MKB.
For the color code, refer to CODDE 1 / Chapter 01/ INTERFACE.
When the CDI is magenta, it can not be removed using the HSI tool bar. During a Nav-
Nav transfer, the FMS can automatically causes the LOC CDI to be displayed on both
side, and set the appropriate course for the approach (as well as tune the LOC
frequency). Once the approach is armed and LOC captured, the FMS CDI is
automatically removed from both sides.
If in ARC mode and the pointer goes beyond the display range of the heading arc scale, a
direction arrow is displayed inside of the compass indicating the shortest direction to the
pointer.
If the flight plan is selected for display through the HSI tool bar, the CDI is removed and
the flight plan is displayed with a digital cross track error. When deselecting the flight
plan, the CDI is displayed if selected.
02-34-38 F2000EX EASY
ISSUE 3
ATA 34 NAVIGATION
HSI
DGT94085


Bearing pointers
Lateral deviation scale and pointer
The lateral deviation scale and pointer are displayed the same color as the corresponding
CDI.
For deviation values outside the limits the pointer is parked at the appropriate end of the
scale. The scale and pointer rotate with the CDI
When the CDI is displayed in ARC mode, the lateral deviation is the same as in ROSE
mode.
When flight plan is selected and the CDI is removed, a digital readout and arrow are
displayed for the FMS lateral deviation. The digital readout has a resolution of 0.01 NM
up to 0.99 NM and a resolution of 0.1 NM up to 99.9 NM inclusive.
Greater than 99.9 NM, the readout has a 1 NM resolution.
The arrow is displayed to show the airplane position relative to the flight plan track. An
arrow pointing right is displayed for deviation lower than 0 or left arrow for deviation
greater than 0. The arrow is removed for a 0 deviation.
The lateral deviation is not displayed for LOC / VOR, if valid the lateral deviation is
displayed in the lower part of the ADI.
Heading readout

FIGURE 02-34-38-19 HEADING READOUT
The digital heading readout is displayed in green and uses three digits using leading
zero.
If the data is invalid, is displayed.
Selected HDG / TRK readout
Based on the Guidance Panel selection, the readout label can be HDG or TRK and uses
three digits using leading zero.
If the Guidance Panel (GP) switch indicates HDG, pressing SYNC pushbutton on the GP
sets the selected heading bug to the current displayed heading. If current heading is
invalid, then the pushbutton has no effect on the selected heading bug.
If the GP switch indicates TRK, pressing SYNC pushbutton on the GP sets the selected
track bug to the drift bug. If the drift bug is invalid and on-ground, then pressing the SYNC
pushbutton syncs the selected track to the current heading. If drift bug is invalid and not
on-ground, then pressing the pushbutton has no effect on the selected track bug.
F2000EX EASY 02-34-38
DGT94085
ATA 34 NAVIGATION
HSI
ISSUE 3


Heading track bug

FIGURE 02-34-38-20 HEADING TRACK BUG (SQUARE)
Based on the GP selection, the bug can be displayed as two squares (heading) or two
triangles (track). The bug is positioned according to the selected heading / track.

FIGURE 02-34-38-21 HEADING TRACK BUG (TRIANGLES)
If in arc format with heading/tack out of view, an arrow is displayed.
Heading reference annunciation (True / Mag)
is displayed when in true heading mode. When in magnetic heading mode no
information is displayed.
The pilot selection is made through the tool bar (Units tab).
is displayed when for a heading miscompare. It flashes for ten seconds then
steady till the miscompare is no longer.

FIGURE 02-34-38-22 HEADING INVALID INDUCING HDG MISCOMPARE
02-34-38 F2000EX EASY
ISSUE 3
ATA 34 NAVIGATION
HSI
DGT94085


Drift bug
The drift bug is displayed in green. If the value is zero, the drift bug is aligned with the
lubber line.
Identifier, Distance and Hold
When the VOR / LOC CDI is selected for display and a DME distance is available, the
DME station identifier (up to four characters) is displayed along the distance. If the DME
station identifier is the same as the VOR / LOC station (collocated), the DME identifier is
not displayed. DME range is 0 to 524 NM.
is displayed for a DME hold.
Colors:
- VOR source: white,
- LOC source: CDI color.
FMS data is displayed whenever the FMS is displayed NAV source.
F2000EX EASY 02-34-40
CODDE 1 PAGE 1 / 12
DGT94085
ATA 34 NAVIGATION
HUD SYMBOLOGY
ISSUE 3


GENERAL
The HGS provides attitude, speed, altitude, flight path, guidance, and other situational
information to the pilot in symbolic format. Basic flight information is available during all
phases of flight. The HGS also provides display functions for Flight Director guidance, HGS
guided approach, visual approach, unusual attitude and takeoff guidance.
The pilot is made aware of the loss of any required displayed information for the HGS, due to
unavailable aircraft sensor or equipment data, through the obvious blanking of display
elements or the display of special status messages.
The HGS Combiner is removed from the pilot's forward field-of view by moving it to the
stowed position. The HGS display brightness can be adjusted, from zero to full intensity
through the brightness control located on the Combiner. A manual adjustment mode is
available that allows a constant luminance to be set by the pilot. An automatic adjustment
mode is also available that allows a constant contrast ratio to be set by the pilot (the actual
luminance of the Combiner display varies with the sensed luminance of the ambient light).
The HGS records the detected faults (in aircraft equipment, aircraft sensors and HGS LRUs)
and reports the system status to the aircraft Central Maintenance Computer (CMC). The
HGS also records the In-Service Performance data and sends it to the CMC upon request.
The HGS Computer receives the approach / takeoff parameters, like the Localizer Track, the
Runway Length, the Runway Elevation, and the Reference Glideslope from the Flight
Management Windows.
02-34-40 F2000EX EASY
PAGE 2 / 12 CODDE 1
ISSUE 3
ATA 34 NAVIGATION
HUD SYMBOLOGY
DGT94085


ENROUTE SYMBOLOGY
The Enroute display provides situational awareness and/or flight director information to the
pilot during enroute operations. VOR and FMS information is also available. This is the default
display when the aircraft is in air.
A typical representation of the symbology for the Enroute display is shown in the figure.

FIGURE 02-34-40-02 ENROUTE SYMBOLOGY
F2000EX EASY 02-34-40
CODDE 1 PAGE 3 / 12
DGT94085
ATA 34 NAVIGATION
HUD SYMBOLOGY
ISSUE 3


SYMBOL ID# SYMBOL ID#
Aircraft Reference 1 Digital Distance Data 22
Horizon Line 2 Airspeed Scale 23
Flight Path 3 Selected Airspeed Bugs 24
Flight Path Acceleration 4 Indicated Mach Digital Readout 25
Pitch Scale 5 Altitude Scale 26
Roll Scale and Pointer 6 Odometer / Altitude Drum 27
Conformal Heading Scale and
Index
7 Baro Pressure Setting 28
Conformal Selected Heading Bug 8 Selected Altitude 29
Partial Compass Rose 9 Digital Vertical Speed 30
Selected Heading Bug 10 Flight Director Guidance Cue 31
Heading Source 11 Autopilot Status 32
Digital Selected Heading / Track 12 FMS Annunciations 33
Slip / Skid Indicator 13 FD Lateral Capture Mode 34
Navigation Source 14 FD Lateral Arm Mode 35
Digital Selected Course / Desired
Track
15 FD Vertical Capture Mode 36
Selected Course Arrow 16 FD Vertical Arm Mode 37
Conformal Selected Course Bug 17 Wind Speed and Direction 38
VNAV Scale / VNAV Pointer 18 Autothrottle Annunciations 39
Lateral Deviation Indicator 19 Flight Path Command 40
TO Waypoint 20 Track Angle Pointer 41
To / From Indicator 21 Air Brake Annunciations 42
02-34-40 F2000EX EASY
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ISSUE 3
ATA 34 NAVIGATION
HUD SYMBOLOGY
DGT94085


TAKE-OFF SYMBOLOGY
The Visual Takeoff display provides situational awareness to the pilot during the takeoff roll
without active guidance.
This display is invoked when the aircraft is not configured for guided takeoff. A typical
representation of the symbology for the Visual Takeoff display is shown in the following figure.

FIGURE 02-34-40-01 VISUAL TAKE-OFF SYMBOLOGY
F2000EX EASY 02-34-40
CODDE 1 PAGE 5 / 12
DGT94085
ATA 34 NAVIGATION
HUD SYMBOLOGY
ISSUE 3


SYMBOL ID#
Rotation Symbol
1
Airspeed Reference Bugs
2
Speed Reference Table
3
Longitudinal Acceleration
4
Ground Lateral Deviation Scale / Pointer
5
02-34-40 F2000EX EASY
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ISSUE 3
ATA 34 NAVIGATION
HUD SYMBOLOGY
DGT94085


APPROACH SYMBOLOGY
The HGS Approach display provides precision, manual ILS approach and landing HGS
guidance to the pilot for CAT III approach operations.
BothCAT II and CAT III approaches need autorisation and training.
This display is invoked when guided approach mode is active. A typical representation of the
symbology for the HGS Approach display is shown in the figure.

FIGURE 02-34-40-03 APPROACH SYMBOLOGY
F2000EX EASY 02-34-40
CODDE 1 PAGE 7 / 12
DGT94085
ATA 34 NAVIGATION
HUD SYMBOLOGY
ISSUE 3


SYMBOL ID#
Glideslope Reference Line 1
Glideslope Deviation Line 2
Swinging Localizer 3
Synthetic Runway 4
Marker Beacons 5
Speed Error Tape 6
Digital Airspeed 7
Digital Barometric Altitude 8
Digital Radio Altitude 9
Digital Decision Height 10
Minimum Height Alert 11
HGS Mode Annunciations 12
Flare Command 13
HGS Approach Guidance Cue 14
Idle Message 15
HGS Warning Annunciations 16
Thrust director cue 17
02-34-40 F2000EX EASY
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ISSUE 3
ATA 34 NAVIGATION
HUD SYMBOLOGY
DGT94085


UNUSUAL ATTITUDE DISPLAY
During unusual attitudes (same triggering logics as the head down ADI), the HGS display will
automatically switch to a format designed for recognition and recovery assistance. When the
airplane attitude is restored to a stable condition, the display format is returned to the
operating display format. A typical representation of the symbology for the Unusual Attitude
display is shown in the figure.

FIGURE 02-34-40-04 UNUSUAL ATTITUDE DSIPLAY
F2000EX EASY 02-34-40
CODDE 1 PAGE 9 / 12
DGT94085
ATA 34 NAVIGATION
HUD SYMBOLOGY
ISSUE 3


FLAGS AND REVSERSION ANNUCIATION DISPLAY
A typical presentation of the Failure Flags / Comparator Flags / Reversion Annunciations is
shown in the figure.

FIGURE 02-34-40-05 FLAGS AND REVERSION ANNUCIATION
02-34-40 F2000EX EASY
ISSUE 3
ATA 34 NAVIGATION
HUD SYMBOLOGY
DGT94085


SYMBOL ID#
Alternate Source Selection
1
Longitudinal Acceleration Fault
2
Airspeed Fault
3
Attitude Fault
4
Barometric Altitude Fault
5
Combiner Alignment Message
6
Attitude Comparator
7
Heading Comparator
8
Altitude Comparator
9
Airspeed Comparator
10
Localizer Comparator
11
Glideslope Comparator
12
Radio Altitude Comparator
13
Flight Director Fault
14
Glideslope Fault
15
Heading Fault
16
Localizer Fault
17
Navigation Source Fault
18
Radio Altitude Fault
19
Vertical Speed Fault
20
Flight Path Comparator
21
Thrust director fault
22
F2000EX EASY 02-34-40
DGT94085
ATA 34 NAVIGATION
HUD SYMBOLOGY
ISSUE 3


ADVISORIES AND ANNUNCIATION DISPLAY
Typical presentations of advisories and annunciations are shown in the figure.

FIGURE 02-34-40-05 ADVISORIES AND ANNUCIATION
02-34-40 F2000EX EASY
ISSUE 3
ATA 34 NAVIGATION
HUD SYMBOLOGY
DGT94085


SYMBOL ID#
Pitch Chevron
1
Conformal Selected Track Bug
2
Conformal Track Angle Pointer
3
Selected Track Bug
4
Track Pointer
5
Angle of Attack Limit
6
Slip/Skid Indicator
7
Excessive Glideslope Deviation
8
Excessive Localizer Deviation
9
Minimum Descent Altitude Pointer
10
FMS VNAV Target Altitude Readout / Pointer
11
Digital Minimum Descent Altitude
12
Minimum Descent Altitude Alert
13
Low Bank Limit Arc
14
TCAS Resolution Advisory Box
15
Windshear / Ground Proximity Annunciations
16
Flare Cue
17
FMS Constraint Altitude
18
FMS Selected Airspeed
19
Speed Protection Bug / Readout
20

F2000EX EASY 02-34-45
CODDE 1 PAGE 1 / 26
DGT94085
ATA 34 NAVIGATION
SURVEILLANCE
ISSUE 3


WEATHER RADAR
MKB CONTROL
The primary control for the weather radar (WX) is the MKB rotary switch. The crew can
directly access functions using the weather management knob, the inner knob allowing to
set a value:

FIGURE 02-34-45-00 WEATHER RADAR MANAGEMENT KNOB ON MKB
- OFF:OFF is used to set the radar off,
- STBY: This position is used to power the radar (but the radar is not transmitting). It
takes two minutes to warm the radar. When the rotary switch is moved to STBY
flashing is displayed for two minutes at the bottom of the HSI, then steady STBY is
displayed,
- AUTO: Using this position the tilt and the gain of the radar are automatically set by the
system depending on the range of the HSI. (The rotary knob has not effect on the tilt
and on the gain),
- GAIN: This position allows to modify manually the gain by using the WX radar rotary
Knob (the tilt is not moving),
- TILT: This position allows to modify manually the tilt using the WX radar rotary knob (the
GAIN is fixed),
- OVRD: This position allows to transmit when the airplane is on the ground. This position
is spring loaded and has to be maintained during 5 sec on the right position,
- SECT: This position allows to change the swipe between 60 30. At power up the
default is 60.g,
- HSI RANGE: When in HSI arc format the HSI range knob changes the HSI range.
NOTE
When the airplane is on the ground, the weather radar automatically switches to "forced
standby" mode and the status indicates "FSTBY". To get out of "FSBY" mode: go to override
mode which is done by maintaining the WX rotary knob in the "OVRD" spring loaded position
for more than four seconds.
02-34-45 F2000EX EASY
PAGE 2 / 26 CODDE 1
ISSUE 3
ATA 34 NAVIGATION
SURVEILLANCE
DGT94085


SENSORS PAGE CONTROLS (WX / LSS / TAWS)

FIGURE 02-34-45-01 WX SUB MODE
WX mode: this position allows the radar to work or to transmit and receive in WX operation.
GMAP mode: this position allows the radar to work or to transmit and receive in GMAP
operation
Sub-Mode: these sub modes allows to access specific functions of the radar.
These sub modes are:
- REACT (Rain Eco Attenuation Compensation Technique): This function allows, when
passing through rainfalls, to detect potential weather ahead (by compensating for
attenuation of the radar signal),
- TURB (TURBulence): This function is used to detect airmass turbulence,
- TGT (TarGeT): when selected, the system monitors for seveer weather targets beyond
the selected range and within 7.5 range. T is displayed in a red rectangle at the top of
the display when target alert is enabled,
- STAB (STABilization): When this function is selected, the radar swipe is not parallel to
the ground but parallel to the wing of the airplane.The weather radar echo and status
can be displayed in the HSI and in the I-NAV.
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DISPLAYS
The XW radar layer can be displayed in the HSI and in the I-NAV: WX layer in HSI
To obtain the WX layer in the HSI, the crew has to select the WX function in the Data menu
of the HSI.

FIGURE 02-34-45-02 WX FUNCTION
Yet, the layer is only display when in ARC format. The weather radar status is display on the
lower the HSI.
WX
Status
(off)

FIGURE 02-34-45-03 WX DISPLAY ON HSI
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In the I-NAV, the WX layer is selected through the I-NAV Data menu of the I-NAV toolbar.
The brightness of the layer can be adjusted using the CCD rotary knob when the cursor is
on the XW position of the menu as shown below.

FIGURE 02-34-45-04 BVWX DISPLAY SELECTION THROUGH I-NAV DATA MENU
The WX display is displayed as follows:
WX status

FIGURE 02-34-45-05 WX DISPLAY IN I-NAV
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WX tilt display
The WX tilt information is displayed as follow:
ITEM COLOR
Tilt Readout Digits Green
Direction Arrow ( or ) Green
T Label White
Label Green
LSS (OPTIONAL)
LSS function is available through the HSI control bar.
LX
9
GEAR
UP
CLEAN

FIGURE 02-34-45-06 LIGHTING DISPLAY

Level 1 Light Level 2 Medium Level 3 Heavy Alert
FIGURE 02-34-45-07 LIGHTNING INTENSITY
The

soft key removes all the lightning symbols from the display.
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ATC / TCAS
In the EASy system, Air Traffic Control transponder (ATC) and Traffic Collision Advisory
System (TCAS) are integrated. ATC and TCAS information are selectable using the ATC /
TCAS page in the 1/6 radio window of the PDU. Some direct access to the ATC and TCAS
functions are available using the MKB. TCAS information is displayed in the window
(1/6 PDU) in the ADI and in I-NAV.
The default ATC selection is 1.
The setting of the ATC is done either through the Permanent Radio Bar (PDU/ Horizontal
Situation Indicator) or the ATC field of the RADIOS window. When the cursor has focus on the
code field, the knob icon is displayed.
The current mode is displayed above the frequency field in green. An is displayed in front
of the frequency noting when reply is active.
The altitude readout is the current altitude output from the ATC Radio. If no value is available,
amber dashes are displayed.

FIGURE 02-34-45-08 TCAS TAB ON RADIOS WINDOW
ATC / TCAS MODES
Resolution Advisory (RA): a RA is a warning created by the TCAS system, when the
airplane is conflicting with another one (the collision risk is imminent).
Airplane equipped with TCAS system has to react immediately by following the guidance
computed by the TCAS system to avoid collision. RA is activated only if both airplane ATC
are transmitting with ALT mode operative.
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Traffic Advisory (TA): a TA is a caution created by the TCAS system, when the airplane is
conflicting with another one (the colision risk is not imminent).
The system is operative only if both airplanes have operative ATC. When TA/RA mode is
selected, the mode is automatically swapped to TA ONLY when RA height is below 1,000 ft
in approach, or when RA height is below 1,200 ft in take-off phase.

Four different modes are available for the ATC / TCAS.These modes are displayed in the

menu.

FIGURE 02-34-45-09 ATC / TCAS MODE PULL DOWN MENU
Even if they are not displayed in HSI and I-NAV all intruders are used to compute
information (intruder position, TA,RA):
- the TA / RA mode allows the TCAS to compute traffic and resolution advisories (default
selection),
- the TA Only mode provides traffic advisory only,
- the Alt Off mode allows the system to switch off the altitude transmission,
- the Alt On allows to transmit the airplane altitude (standard pressure altitude from PF
side ADS).

FIGURE 02-34-45-10 ACTIVATING / DEACTIVATING THE SELECTED MODE (TA/RA FOR
EXAMPLE)
By clicking on ATC / TCAS soft key the active mode is switched from to the selected
mode.
It is also possible to switch between the selected mode and the stand-by mode, by pressing
on the short cut key on the MKB.
The result is displayed either in the ATC / TCAS page and at the bottom of the HSI.
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figure 02-34-45-11 SWITCHing BETWEEN THE SELECTED MODE AND THE STAND-BY
MODE with ATC / TCAS short cutWhen the ATC is switched to an active mode other than
Alt Off, an indication of the airplane altitude is displayed in the ATC / TCAS tab:

FIGURE 02-34-45-12 ALTITUDE INDICATION ON THE ATC / TCAS TAB
TCAS DISPLAY OPTIONS
Altitude display
The crew can select how the TCAS plots are displayed in the traffic window (PDU) and in I-
NAV .The altitude display can be absolute or relative:
- Absolute altitude corresponds to the standard altitude (1,013 hPa / 29.92 in.Hg),
displayed in flight level when above FL180, in feet below. The mode is
temporary and reverts to mode after 30 seconds,
- Relative altitude indicates vertical separation between airplane and intruders:
o + 10 means the intruder is 1,000 ft above,
o - 5 means the intruder is 500 ft below.
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FIGURE 02-34-45-13 RELATIVE ALTITUDE SELECTIONVERTICAL RANGE
The pilot can choose the vertical range of the TCAS through four modes, by selecting,
Above, Below, A/B (Above/Below) or Normal, in the V Range menu:

FIGURE 02-34-45-14 VERTICAL RANGE SETTING
Each V Range corresponds to a display area:
- the range shows the intruders that are flying within 2,700 ft above and below
airplane (default selection),
- the range gives a higher display range above airplane of 7,000 ft and 2,700 ft
below,
- the range gives a higher display range below airplane of 7,000 ft and 2,700 ft
above,
- Above / Below ( ) shows all the traffic in a unrestricted vertical range.
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Unrestricted
A/B
Unrestricted

FIGURE 02-34-45-15 TCAS VERTICAL RANGE DISPLAY
NOTE
The none displayed intruder airplane is still supervised by the TCAS.
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TRAFFIC WINDOW
The traffic window is accessed through the radio window menu of each PDU. It provides a
heading up format to display TCAS plots at short range (5 NM).
The TCAS plots (color and shape) are displayed with the following standard:
- red square for Resolution Advisory (RA),
- amber circle for Traffic Advisory (TA),
- solid blue diamond for Proximate Traffic (PT),
- hollow blue diamond for other traffic.
The vertical speed symbol consists in an arrow pointing in the direction of the intruder
vertical speed.

FIGURE 02-34-45-16 TCAS PLOTS ON TRAFFIC WINDOW
The altitude display can be either absolute or relative (refer to above Altitude display
paragraph).
The traffic window is associated with the TCAS aural warnings. In case of TCAS TA, or RA
caution or warning, an automatic pop-up brings the TRAFFIC window on the PF PDU.
This function provides the PF with an immediate and clear view of the traffic threat.

FIGURE 02-34-45-17 TCAS DISPLAY ON I-NAV
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In the I-NAV window, the scale of the TCAS follows the selected scale of the display.
The short key on the MKB brings up the traffic window at any time.

FIGURE 02-34-45-18 TRFC WINDOW SHORT CUT ON MKB
Traffic advisory
TA on I-NAV TA on TRAFFIC window

FIGURE 02-34-45-19 TRAFFIC ADVISORY ON I-NAV AND ON TRAFFIC WINDOW
A traffic advisory only generates a display on the I-NAV or on the traffic window.
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Resolution Advisory
When an RA is detected:
- the TRAFFIC window is automatically displayed on PF PDU,
- a guidance is displayed on both ADI.

FIGURE 02-34-45-20 RA DESCENT
- RA climb:

FIGURE 02-34-45-21 RA CLIMB
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TCAS TEST
Done when TCAS soft key is depressed and maintained in the TEST tab of the SYNOPTICS
window.

FIGURE 02-34-45-22 TCAS TEST
During test, four TCAS plots pop-up on TRAFFIC window (this window must be already
selected) and RA guidance is displayed in ADI. If passed, is displayed in the
bottom of the HSI.
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EGPWS
GENERAL SYSTEM DESCRIPTION
The purpose of the Enhanced Ground Proximity System is to give crew information to
prevent Controlled Flight Into Terrain (CFIT) or severe windshear.
The EGPWS system uses a lot of airplane parameters to provide:
- displays,
- crew aural alerts,
- visual annunciation,
- messages.
The system is designed to be fully compatible with normal operations of the airplane. The
probability of unwanted alerts is close to zero during the flight if the crew follow the
published IFR trajectories.
The function integrated in the EGPWS system are:
- GPWS: Basic Ground Proximity Warning System (six modes),
- EGPWS enhanced modes:
o Windshear Detection and Alerting,
o Excessive Bank Angle Alert,
o Terrain Clearance Floor,
o Terrain and Obstacles Awareness Alerting and Warning.
GPWS MODES
The functions hereafter are part of the basic GPWS integrated in the EGPWS system. When
the EGPWS enhanced modes are lost in case of failure or if the terrain function has been
de-selected by the crew, these modes are always active.
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Mode 1 - Excessive rate of descent
"PULL UP!"
"
S
I
N
K
R
A
T
E
"
R
A
D
I
O

A
L
T
I
T
U
D
E

(
F
E
E
T
)
0
500
1000
1500
2000
2500
0 2000 4000 6000 8000
DESCENT RATE (FEET/MINUTE)

FIGURE 02-34-45-23 EXCESSIVE RATE OF DESCENT
Mode 2 - Excessive terrain closure rate
2500
2000
1500
1000
500
0
10000 8000 6000 4000 2000 0
TERRRAIN CLOSURE RATE (FEET/MIN)
R
A
D
I
O

A
L
T
I
T
U
D
E

(
F
E
E
T
)
"PULL UP!"
"
T
E
R
R
A
I
N

T
E
R
R
A
I
N
"
Speed Expansion

FIGURE 02-34-45-24 EXCESSIVE TERRAIN CLOSURE RATE
Mode 3 Altitude loss after take-off
R
A
D
I
O

A
L
T
I
T
U
D
E

(
F
E
E
T
)
0
500
1000
1500
2000
2500
0 200 400 600
ALTITUDE LOSS (FEET)
"DON'T SINK"

FIGURE 02-34-45-25 ALTITUDE LOSS AFTER TAKE-OFF
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Mode 4 - Unsafe Terrain Clearance

FIGURE 02-34-45-26 UNSAFE TERRAIN CLEARANCE - MODE 4A

FIGURE 02-34-45-27 UNSAFE TERRAIN CLEARANCE - MODE 4B

FIGURE 02-34-45-28 UNSAFE TERRAIN CLEARANCE - MODE 4C
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Mode 5 Excessive glideslope deviation

FIGURE 02-34-45-29 EXCESSIVE GLIDESLOPE DEVIATION
Mode 6 Altitude awareness call-outs
Mode 6 provides alerts and call-outs for descent below predefined altitudes, decision
height (DH), minimums, approaching decision height and approaching minimums.
MINIMUMS TYPE CALL-OUTS:
Minimums Provides Minimums call-out for descent below minimums setting
Approaching
Minimums
Provides Approaching Minimums call-out for descent below
minimums setting plus 80 feet
1,000 Provides One Thousand call-out for descent below 1,000 feet
500 Provides Five Hundred call-out for descent below 500 feet

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LOW ALTITUDE CALL-OUTS
300 Provides Three Hundred call-out for descent below 300 feet
200 Provides Two Hundred call-out for descent below 200 feet
50* Provides Fifty call-out for descent below 50 feet
40* Provides Forty call-out for descent below 40 feet
30* Provides Thirty call-out for descent below 30 feet
20* Provides Twenty call-out for descent below 20 feet
10* Provides Ten call-out for descent below 10 feet
5 Provides Five call-out for descent below 5 feet
NOTE
* means that annunciations are mandatory for HUD CAT III approaches
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EGPWS - ENHANCED MODES
Windshear detection

FIGURE 02-34-45-30 WINDSHEAR DETECTION
Excessive Bank Angle Call-out

FIGURE 02-34-45-31 EXCESSIVE BANK ANGLE CALL-OUT

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Terrain Clearance Floor

RUNWAY
ENVELOPE BIAS FACTOR
E
N
V
E
L
O
P
E

B
I
A
S

F
A
C
T
O
R
45
245 FT
245 FT
C
O
N
V
E
N
T
I
O
N
A
L

T
C
F
C
O
N
V
E
N
T
I
O
N
A
L

T
C
F

FIGURE 02-34-45-32 TERRAIN CLEARANCE FLOOR
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Terrain and Obstacles Alerts
FLIGHT PATH ANGLE
TERRAIN FLOOR
(FPA)
WARNING LOOK AHEAD DISTANCE
CAUTION LOOK AHEAD DISTANCE
WARNING LOOK UP DISTANCE
CAUTION LOOK UP DISTANCE
WARNING
AREA AREA
CAUTION
LOOK AHEAD DISTANCES VARY WITH GROUND SPEED AND DISTANCE TO RUNWAY
TERRAIN FLOOR VARIES WITH DISTANCE TO RUNWAY
SLOPES VARY WITH FPA
SLOPES = GREATER OF FPA OR +6 DEG

FIGURE 02-34-45-33 CAUTION ENVELOPE - PERSPECTIVE VIEW
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TERRAIN DISPLAY
MDU I-NAV (if selected)
I-NAV can display all three types of terrain display: Absolute Terrain, Terrain Awarness
Display (TAD) and Alerting terrain. All I-NAV informations are displayed based on the
same airplane FMS position.
Absolute Terrain and TAD terrain are available on NORTH UP format. Alerting Terrain is
not available in this format to avoid confusion about the terrain threat direction.
Absolute terrain
Only displayed on I-NAV via theTerrain layer selection. This terrain can be dimmed.
Terrain color code based on Absolute Height above sea level (blue, green, brown).
Terrain Awarness Display (TAD)
Only displayed on I-NAV when Absolute Terrain is displayed. If Wx layer is also selected
TAD is inhibited (annunciated by TAD OFF on the I-NAV bottom right).TAD can be
dimmed in conjunction with the Absolute Terrain. The color code is based on relative
height between the airplane compare to the terrain (High intensity for red, High and Low
intensity for yellow, Low and very Low intensity for green). EGPWS geometric Altitude is
used to determine the color of terrain (5 levels). The TAD is displayed 20 NM around the
airplane FMS (Pilot Flying Side ) position.
EGPWS Alert Display (Alerting Terrain)
If there is a terrain alert, the I-NAV is automatically forced in HDG UP format with a 10
NM range. There is no pop-up if the terrain is not displayed. The flashing yellow or green
terrain cannot be dimmed.
Sensor window pop-up in case of terrain alert
In case of CAUTION or WARNING terrain alert, there is a 1/6 PDU window POP-UP on
the pilot flying side. This window only displays EGPWS alerting terrain, flashing red or
yellow. The display is HDG UP oriented with a full 10 NM range (not modifiable).
NOTE
In case of EGPWS alert, the TCAS mode is automatically selected in TA only. - After a 1/6
window pop-up on the pilot flying side, there is no automatic return to previous selection at the
end of the alert.
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CONTROLS AND STATUS DISPLAYS
Controls
The following controls are available for the EGPWS system:
- EGPWS test: allows to test the system (TEST page),
- flaps override: allow the crew to simulate flaps in landing configuration (no alert)
whatever the flaps configuration. This allows to fly without too low flaps aural alert
which appears at 250 ft RA during approach if SF3 configuration is not set. This
function is available in the MDU FMW Arrival page and in the PDU SENSORS
TAWS,
-

pushbutton on the MKB: allows to inhibit "GLIDE SLOPE" aural warning. This
function can be activated when in approach if the crew anticipate to fly below the
glide (e.g. for visual approach),
- steep approach: allows steep landing without GPWS mode 1 nuisance alert ("SINK
RATE"). This function is selectable in the MDU FMW arrival page.
DISPLAYS
The above selections status are displayed in the lower part of the PDU; TERR TEST,
TERR (failure), FLAPS OVRD, G/S INHIB, TERR INHIB.
CAS white status annunciation allows the crew to have a permanent status information of
the associated EGPWS sensor selected mode :
FLAP OVRD G/S CANCEL TERR INHIBIT
On the upper part of the PDU, STEEP is displayed when the STEEP APPROACH mode
is selected.
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AUDIO MENU
ALERT / WARNING CONDITION BASIC AUDIO MENU
MODE 7 WINDSHEAR WARNING WINDSHEAR WINDSHEAR WINDSHEAR
MODE 1 PULL UP PULL UP
MODE 2 PULL UP PREFACE

TERRAIN TERRAIN
MODE 2 PULL UP PULL UP
TERRAIN AWARENESS PREFACE
TERRAIN TERRAIN (FAA) TERRAIN
AHEAD (JAA)
TERRAIN AWARENESS WARNING PULL UP
OBSTACLE AWARENESS PREFACE
OBSTACLE OBSTACLE (FAA) OBSTACLE
AHEAD (JAA)
OBSTACLE AWARENESS WARNING PULL UP
MODE 2 TERRAIN TERRAIN TERRAIN
MODE 6 MINIMUMS SELECTED CALL-OUT
TERRAIN AWARENESS CAUTION
CAUTION TERRAIN (PAUSE) CAUTION
TERRAIN (7 sec pause)
OBSTACLE AWARENESS CAUTION
CAUTION OBSTACLE (PAUSE) CAUTION
OBSTACLE (7 sec pause)
MODE 4 TOO LOW TERRAIN TOO LOW TERRAIN
TCF TOO LOW TERRAIN TOO LOW TERRAIN
MODE 6 ALTITUDE CALL-OUTS SELECTED CALL-OUTS
MODE 4 TOO LOW GEAR TOO LOW GEAR
MODE 4 TOO LOW FLAPS TOO LOW FLAPS
MODE 1 SINKRATE SINKRATE (PAUSE) SINKRATE
MODE 3 DONT SINK DONT SINK (PAUSE) DONT SINK
MODE 5 GLIDE SLOPE GLIDE SLOPE
MODE 6 APPROACHING DH SELECTED CALL-OUT
MODE 6 BANK ANGLE BANK ANGLE (PAUSE) BANK ANGLE
MODE 7 WINDSHEAR ALERT (QUIET)
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VISUAL AND AURAL ALERTING
Visual
In case of EGPWS warning, a flashing annunciation is displayed on the ADI.
In case of other EGPWS caution alerts, amber flashing GND PROX is displayed at the
same location.
In case of windshear caution or warning, respectively amber or red flashing WINSHEAR
is displayed at the same location.
FAILURE INDICATION
The following failures are possible with the EGPWS system:
- EGPWS system failure: EGPWS .. FAIL is diplayed on CAS window,
- basic Ground Proximity Warning System failure (modes 1 to 6): GND .. FAIL

appears on CAS window. This CAS message can be activated if one or more of the
GPWS basic modes is inoperative. For any GPWS mode that remains operational,
aural and visual alerts can be provided.
Windshear failure: WINDSHEAR .. FAIL appears on CAS window.
In addition, in case of TERRAIN failure or unavailability, an amber TERR indication is
displayed in the lower part of the.PDU.
SYSTEM LIMITATION
The performance of the EGPWS terrain protection is linked with the performance of
navigation. RNP must be maintained at the good level. In case of message "UNABLE RNP",
the terrain function is not available and an amber TERR indication is provided in the lower
part of the HSI.
If a TERR indication is displayed in the lower part of the HSI, the basic GPWS function
remains active (if all sensors required by this function are available).
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ABNORMAL OPERATION AND
BACK-UP INSTRUMENTATION:
ISSUE 3


SENSORS REVERSION
The left side Reversion Panel (RP) is dedicated to the left side sensor reversion. (2 IRS, 1
RA, 2 ILS/VOR and 2 ADC sensors, as well as the 2 FMS), installed aboard the airplane ( a
third FMS is optional, as well as a third IRS and a second RA).

FIGURE 02-34-50-00 REVERSION PANEL CONTROLS
pushbutton is not operational when only one RA is installed (AD configuration).
Results obtained after reversions are displayed on both ADI. (only for basic configuration,
airplane equipped with: 2 IRS, 2 FMS, 1 RA, 2 ILS / VOR, 2 ADC).
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ADC, RA AND IRS
On a two sensors system, the reversion is made from one to the other sensor by pressing
on the corresponding pushbutton. Pressing a second time reverts to the first sensor (on-side
sensor).
IRS, RA and ADC reversion captions are located in the ADI. When a reversion is done, the
name of the reverted sensor appears in amber, indicating that both pilots are using the same
sensor.

FIGURE 02-34-50-01 ADC 2, RA 2 AND IRS 2 REVERSION
If a double cross-side reversion is performed ( both are using different sensors but not their
on-side sensors), the ADI indication is still displayed but in white, showing the sensor
currently used.
When the airplane is equipped with three sensors (IRS FMS):
- the first reversion (from a nominal situation) on one side, only displays a white reversion
symbol on the corresponding ADI,
- the second push reverts to the next sensor ( the one used by the other crew member).
In that case the reversion symbol is displayed in amber in both ADI.
- a third push brings the on-side sensor back and lights off the reversions symbols
(original situation).

FIGURE 02-34-50-02 IRS REVERSION FROM LH STATION
When in abnormal operation (IRS 3 displayed on pilot slide), the annunciation is displayed in
white.
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When the pilot and the copilot are using the same source, the annunciation is displayed in
amber.

FIGURE 02-34-50-03 ADI AMBER REVERSION INDICATION
ILS / VOR REVERSIONS
Depending on whether a LOC or a VOR is detected by the system, the reversion indication
are different.
LOC
The ILS source caption is only displayed in the HSI. When an ILS reversion is performed,
the source symbol is framed in amber while the color corresponding to the target status
remains (white, cyan or magenta).

FIGURE 02-34-50-04 LOC 2 REVERSION (LH PDU)
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VOR station
When the VOR CDI is selected for display via the HSI control bar or by selecting APP on
the GP or selecting CRS on the MKB and tuned to LOC, the source is
LOC 1 / LOC 2 / BC 1 or B/C 2 (B/C is displayed insdead of LOC when the selected
course is not within 95 of the present heading.) else the source is removed.
The priority is based on the current AP mode. The highest priority is for an active mode
(magenta CDI), the second highest is for an armed mode (cyan CDI) and white in the
lowest priority.
If both CDI are white, the FMS CDI is,by default, the highest priority. The source number
is based on the RP selection.
For a VOR, the source is still the LOC but the ident is notified as VOR. When a reversion
is done, the LOC source caption and the VOR ident caption are boxed in amber. The
source remains colored according to the target status.

FIGURE 02-34-50-05 VOR 2 REVERSION (LH PDU)
FMS reversions
In a three FMS configuration, the reversion indications are different. A third FMS is
available as an option, there are two different configurations to consider when using the
FMS:
- a two FMS system,
- a three FMS system.
In a two FMS configuration, after a first push on the FMS reversion pushbutton, all FMS
navigation sources indications (in HSI and in I-NAV) are boxed in amber. The source and
the ident keep their color, in order to continue displaying the status of the target,
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In a three FMS configuration (option), the procedure slightly differs:
- at first push on the FMS reversion pushbutton, the FMS 3 indication only appears on
the concerned pilot side, colored according to the status of the target,
NOTE
If the reversion is made on the PF side, the FMS source displayed in the I-NAV is also FMS 3
(as the I-NAV uses the same sources than the PF).
- after the second push, all FMS navigation sources indications (in both HSI and in I-
NAV) are boxed in amber,
- after the third push, the system recovers a normal configuration.

FIGURE 02-34-50-06 FMS REVERSION FROM THE LEFT SIDE (PILOT FLYING SIDE)-HSI AND I-
NAV IN A 3-FMS CONFIGURATION
NOTE
As the I-NAV uses the sensor of the Pilot Flying station, a reversion on the same sensor for
each pilot station implies all systems in the airplane use the same sensor.
02-34-50 F2000EX EASY
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SECONDARY FLIGHT DISPLAY (SFD)
The SFD is an integrated solid state standby instrument, providing self-sensing of airplane
attitude and display of air data from another equipment source (the Air Data Unit).

FIGURE 02-34-50-07 SFD LOCATION
The ADU is part of the Electronic Stand-By System (ESBS). It computes the static and pitot
pressures and provides the SFD with:
- an average uncorrected static pressure,
- a dynamic pressure.
The SFD is located on the cockpit panel between LH PDU and UP MDU.
The SFD stands for both pilots in normal/abnormal/emergency operations and is dedicated to
the display of :
- attitude,
- Flight Path Symbol (FPS) which represents an airmass flight path symbol (contrary to the
PDU ones which is an earth frame flight path symbol),
- airspeed,
- altitude data.
SFD controls include:
- NAV pushbutton inoperative at this time,
- Inch/hPa pushbutton to toggle baro units,
- Baro setting knob.
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Flight Path Symbol.
Barometric pressure setting displayed in
hPa or inches of mercury.
Altitude.
Metric Altitude in meters.
Baro knob. Press .
HP/IN button
hPa or in.Hg.
NAV button. .
Airspeed. A moving tape
display includes a rolling digit
numeric display of airspeed.
Mach number

FIGURE 02-34-50-08 SECONDARY FLIGHT DISPLAY
The sensors used by the SFD are fully independent from the airplane primary sensors (inertial
system, anemometric sensors).
The Static Source Error Correction (SSEC) and VMO/MMO tables are integrated in the SFD.
When the SFD starts up for the first time, or under cold start conditions (power interrupted for
more than two minutes) the unit aligns its inertial sensors to give accurate attitude information.
The initialization display consists of a countdown timer (180 to 0 seconds).
In case of complete airplane electric power supply failure, the SFD is still powered by its
dedicated stand-by battery. This battery is a Ni-Cd one with a total capacity of 4 A.h (ST-BY
battery duration = 2h 40 min worst case, at end of lamp life, max brightness).
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IN ANY OPERATIONAL MODE
The SFD features:
- a fixed airplane symbol consistent with the PDU ones is displayed in the center of the
SFD. It gives the airplane attitude,

FIGURE 02-34-50-09 AIRPLANE SYMBOL
- a sky/ground raster (cyan/brown) rotating around the airplane symbol and moving in
pitch,
- an horizon line separates the sky from the ground. Whatever the pitch value is, a
minimum sky or ground representation remains in view in order to indicate the closest
path to normal attitudes. In that case the horizon line is removed. When the data is
deemed invalid, the shading becomes completely cyan and attitude fail indication
is displayed,
- a Flight Path Symbol (FPS) based on the air data parameters of the self contained
attitude sensors,

FIGURE 02-34-50-10 FLIGHT PATH SYMBOL (FPS)
- the symbol moves only in the vertical axis centered on the SFD screen, the wings are
always parallel to the lower edge of display. The symbol is displayed in foreground (on
and not behind the attitude scale). This symbol is removed when the data is deemed
invalid or if going out of range,
- For the calculation the normal range is:
o roll attitude 65,
o pitch attitude + 35 / - 20.
Out of these ranges the FPS is removed.
This symbol is comparable to the PDU one when in zero wind condition. In windy conditions,
the FPS takes into account the wind gradient:
- an attitude pitch tape enable to display at least an upper bound of 15 and a lower
bound of 30 of pitch as current pitch of zero degrees.
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It displays values between 0 and 90. The tape moves down for positive inputs and up for
negative inputs. The labels and lines are white. Red pitch chevrons are displayed to
enhance an excessive attitude situation (nose up or diving attitude). When the data is
deemed invalid, the tape is removed:
- a roll scale having,
o tick marks representing 10, 20, 30 and 60 degrees,
o inverted triangles representing 0 and 45 degrees,
- a roll pointer enable to display 180 of roll moving,
o counterclockwise for positive inputs,
o clockwise for negative inputs.
The scale and pointer are displayed in white. When the data is deemed invalid, the pointer
and scale are removed:
- an indicated airspeed tape scale (white) limited from 30 to 900 kt.
It comprises tick marks every 20 kt beginning at 30 kt and continuing to the upper limit of the
scale. The white labels are represented in 20 kt increments from 40 to 900 kt. The scale
moves down for increasing values and up for decreasing values. When the data is deemed
invalid a X is displayed on the tape and all information is removed:
- an indicated airspeed readout consisting of a green digital airspeed representation when
IAS > 30 kt (up to 30 kt no value is displayed).
If the indicated airspeed is to Vmo, the indicated airspeed readout becomes white on
a red background. When the data is deemed invalid, the readout is removed,
- an indicated Mach number readout (in the left upper corner).

FIGURE 02-34-50-11 MACH NUMBER READOUT
It consists in a three digits readout (green) pre-fixed by a decimal point and displayed when
the airplane reaches 0.400 Mach. When mach is deemed invalid, the readout is amber
dashed.
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When mach number Mmo, the mach number readout and the indicated airspeed readout
become white on red background.

FIGURE 02-34-50-12 MACH NUMBER ABOVE OR EQUAL MMO INDICATION
- an altitude tape scale limited from - 2,000 to 65,000 ft.

FIGURE 02-34-50-13 ALTITUDE TAPE
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It comprises white tick marks corresponding to 200 ft multiples. The scale moves down for
increasing values and up for decreasing values .When the data is deemed invalid, a X is
displayed on the tape and all information is removed:
- a digital barometric altitude readout displayed in green with an M following the digital
readout to indicate metric units,
The data is limited from - 2,000 to 65,000 ft, converted from ft to meters. When the data is
deemed invalid, the readout is removed. If the value becomes negative, a is displayed.
The metric altitude window is always displayed but this information can be removed by pin
programming.
- a barometric pressure setting displayed (in green) in a four digits readout for hPa value
and in a four digits (including two decimals) readout for in.Hg value.

FIGURE 02-34-50-14 BARO PRESSURE READOUT
Both can be displayed using a dedicated control. The adjustment of the value is possible
through the rotactor which selects the value step by step (1 hPa or 0.01 inHg). A direct STD
selection is possible (press the STD pushbutton) in that case is displayed instead of
the digital value.
When the system is power supplied by the Electronic Stand-By System (ESBS) dedicated
stand-by battery, a specific is displayed.

FIGURE 02-34-50-15 BAT INDICATION
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IN APPROACH MODE
ILS Localizer indicator: is displayed The data is deemed invalid because no ILS
buses are connected on the SFD (option).
ILS G/S indicator: is displayed. The data is deemed invalid because no ILS buses are
connected on the SFD (option).
These information are shown only if NAV function is activated. ILS information are displayed
on selection of the NAV pushbutton (front bezel).

FIGURE 02-34-50-16 SFD IN APPROACH MODE
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BACK COURSE (B/C) MODE
ILS Localizer indicator: is displayed. When data is deemed invalid is displayed.
At present time, the data is deemed invalid because no ILS buses are connected on the
SFD (option).

FIGURE 02-34-50-17 SFD IN B/C MODE
FAILURE FLAGS DISPLAY

FIGURE 02-34-50-18 FAILURE FLAGS DISPLAY
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FMS MESSAGES
FMS MESSAGES DEFINITION
SYNCHRONOUS/FMS 1-2 FMS are proceeding in synchronous mode
SINGLE/ALL All the FMS are in single operation mode
COMPARE FMS POSITION The FMS position have a difference > 5 NM. The
systems continue to operate normally
INDEPENDENT OPERATION Equivalent to SINGLE/ALL message
INVALID NAV DB Navigation data base invalid
INVALID CUSTOM DB Custom data base invalid
FMS POSITION DIFFERENT
The FMS positions have a difference 10 NM
CUSTOM DB SYNCHRONIZED Data base have been synchronized after cross-load
DB TRANSFER IN PROGRESS The data base transfer is in progress
DB TRANSFER COMPLETE The data base transfer has been completed
DB TRANSFER ABORTED The data base transfer has been aborted
INVALID AIRCRAFT DB The airplane data base is invalid
ACTIVE MODE IS MAG HDG This message is displayed when the system
automatically switches from a true heading to a
magnetic heading (going out of a high latitude region,
latitude > 72N or 59S)
ACTIVE MODE IS TRUE HDG This message is displayed when the system
automatically switches from a magnetic heading to a
true heading (entering a high latitude region, latitude <
7230 N or 5930 S)
CHECK IRS 1 POSITION The position from the identified IRS sensor > 10 NM
from the FMS position
CHECK IRS 2 POSITION The position from the identified IRS sensor is > 10 NM
CHECK IRS 3 POSITION The position from the identified IRS sensor > 10 NM
CHECK GPS 1 POSITION The position from the identified GPS sensor > 10NM
F2000EX EASY 02-34-50
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CHECK GPS 2 POSITION The position from the identified GPS sensor > 10NM
CHECK VOR/DME 1 POSITION The position from the identified VOR/DME > 10 NM
CHECK VOR/DME 2 POSITION The position from the identified VOR/DME > 10 NM
END OF FLIGHT PLAN Indicates the last defined waypoint.It is not applied to
the destination waypoint
FLT PATH ANGLE TOO STEEP The VNAV flight path angle exceeds the limit (6)
ENTERING POLAR REGION Indicates that the airplane is approaching a polar
region, this message is displayed before the automatic
heading reference change (magnetic to true)
EXITING POLAR REGION Indicates that the airplane is leaving a polar region
LAST LEG The active leg is the last leg on the flight plan and the
TO waypoint is not the destination
INVALID NAV DB The navigation data base is invalid and not useable
Reload the data base
INVALID CUSTOM DB The custom data base has been corrupted and has
been cleared and initialized
CHECK ALT CONSTRAINT The pilot must check altitude constraints for a conflict
between type of constraints (CLB or DES) and current
flight mode (climbing or descending)
CHECK SPD/ALTITUDE LIMIT The upcoming speed and/or altitude constraint must be
checked and proper action taken in order to meet the
constraints
OFFSET CANCEL NEXT WPT The offset is cancelled at the next waypoint. (offset is
forbidden in SID/STAR/TMA)
PERF-VNAV UNAVAILABLE VNAV information is missing, the system is unable to
compute PERF INIT not done.
FMS POSITION DIFFERENT The FMS positions differ by 10 NM or more
RESET ALT SEL The altitude selected (ASEL) is incompatible with
VNAV
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DGT94085


SINGLE OPERATION There is a problem between the two FMS that
precludes full communication between the two systems
UNABLE NEXT ALT The system is unable to keep constraint altitude
OFFSET CANCEL The offset has been canceled
RAIM WILL EXCEED LIMIT RAIM at the time requested will exceed the limit for the
phase of flight
DB TRANSFER IN PROGRESS The transfer of the data base is in progress
DB TRANSFER COMPLETE The transfer of the data base has been completed
DB TRANSFER ABORTED The transfer of the data base has been aborted
NO PRESENT POSITION An action is requested that requires present position
NO POSITION SENSORS The FMS lost all dead reckoning sensors.
HIGH HOLDING GRD SPD The ground speed exceeds the limits for allowable size
of holding pattern
USING CURRENT GS/FF Indicates the current PERF mode (ground speed/fuel
flow)
FULL PERF UNAVAIL A numerical fault has occurred in the active predictions
and the FULL PERF mode is not available
IRS 1 FAILED The FMS senses the identified IRS has failed
ADC 1 FAILED The FMS senses the identified ADC has failed
ADC 2 FAILED The FMS senses the identified ADC has failed
GPS 1 FAILED Indicates that inputs from the identified GPS have
failed
GPS 2 FAILED Indicates that inputs from the identified GPS have
failed
DATA BASE OUT OF DATE Data base is out of date
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CHECK SPEED CONSTRAINT In cruise or descent in VNAV the airplane is
approaching a waypoint that has a speed constraint if
the FMS predicts that (based on current speed and
deceleration) the constraint speed will be exceeded
INVALID DIRECT TO Indicates invalid entry of the named parameter
VERT DIR OVER MAX ANG The angle computed during a VERTICAL DIRECT TO
exceeds the limit. In that case the angle is set to the
maximum limit (6)
VERT DIR UNDER MIN ANG The angle computed during a VERTICAL DIRECT TO
is under the limit. In that case the angle is set to the
minimum limit (1) and descent is started at that time
FLIGHT PLAN FULL The flight plan is full and this message is displayed
when the pilot attempts to enter more than 100
waypoints
INVALID NOTAM LIST Indicates that the NOTAM is invalid and has been
cleared
WEIGHT DEFAULT LB Indicates that the weight option has defaulted to
pounds. Usually the result of the configuration module
being invalid or not read
GPS RAIM ABOVE LIMIT The RAIM value is above the limit for the current phase
of flight
GPS RAIM UNAVAILABLE RAIM is not being generated by the GPS receiver
HIGH PCDR TURN GRD SPD The ground speed exceeds the limit for the defined
procedure turn
INVALID AIRCRAFT DB The airplane data base has been corrupted and has
been cleared and initialized
CHECK DEST FUEL The predictive destination fuel equals zero
CHECK RESERVE FUEL The planned reserve fuel is equal to or less than the
reserve fuel required
COMPARE FUEL QUANTITY This message is displayed when the Fuel Remaining
(FR) computed by the FMS differs with the Fuel
Quantity (FQ) computed by the Fuel Quantity
Management Computer (FQMC)
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ATA 34 NAVIGATION
DGT94085


CHECK BARO SET The airplane has passed the transition altitude by more
than 3,000 ft or is leveling and the baro set has not
been adjusted to the proper value. This message is
displayed during climbs and descents
INVALID DELETE Indicates invalid entry of the named parameter
RADIALS DO NOT INTERSECT The radials defined for the intercept function do not
intercept
WAYPOINT NOT FOUND The entered waypoint cannot be found. If this results
when attempting to enter an airway into a flight plan,
the waypoint is not part of the reference runway
FPL CONTAINS INVALID WPT The stored flight plan has undefined or invalid
waypoints
FPL STORAGE FULL The storage area for flight plan is full
NO FLIGHT PLAN There is no corresponding flight plan with the same
origin or origin/destination
NOT AN AIRPORT Other than an airport name has been entered
NOT IN DATA BASE The pilot requested data that was not in the data base
and cannot be pilot defined
WPT STORAGE FULL The storage area for pilot defined waypoint is full
ENDING WPT NOT FOUND The ending waypoint of an airway or a flight plan
cannot be found
NO CROSSING POINT FOUND No crossing point can be found
NOT A NAVAID The entry made is other than a navaid
USED BY ACTIVE FPL The pilot tried to delete a waypoint from storage that is
used in the active flight plan
USED BY OFFSIDE ACT FPL The pilot attempted to delete a waypoint from storage
that is used in the offside active flight plan
UNABLE OFFSET An attempt was made to insert an offset during holding
a STAR or a SID
UNABLE HOLD CHANGE The pilot attempted to change the holding pattern
definition while in holding and not in the inbound leg
F2000EX EASY 02-34-50
DGT94085
ATA 34 NAVIGATION
ISSUE 3


RUNWAY NOT FOUND The data base does not contain the entered runway at
the designated airport
UNABLE PD PLACEMENT The PD waypoint has been restricted from placement
in the flight plan
BRG / CRS MUST BE IN TRUE The bearing entry must be in true because the
referenced waypoint is outside the coverage of the
magnetic variation table
INTERSECTION NOT FOUND PD waypoint does not intersect the active flight plan
CHECK PD PLACEMENT The waypoint has not been inserted in the right box
FLT PLAN CHANGED The fixed location at which a pattern is defined is
different from the stored flight plan one
EXCEEDS MAX GROSS WEIGHT The gross weight exceeds the maximum ramp weight
in the airplane data base
NO CRS TO ARC INTERCEPT No intercept to the arc can be found for the input
definition
UNABLE PCDR TURN CHANGE Changing the procedure turn definition is inhibited after
sequencing onto the procedure turn
WIND EXCEEDED AT CRZ ALT The wind entered at the altitude has caused the wind
at the cruise altitude to be exceeded
ISA DEV EXCEEDED The entered temperature has caused the ISA deviation
to be exceeded at the cruise altitude
EXCEEDS CERT CEILING This message is displayed when the entered altitude is
above the airplane certified ceiling
EXCEEDS MAX LANDING WT The predicted landing weight exceeds the maximum
landing weight
DUPLICATE FLT PLAN NAME A stored flight plan already exists with the entered flight
name
UNABLE RNP The current Required Navigation Performance (RNP)
can not be achieved
UNABLE RNP NEXT WPT The system is unable to consider the RNP for the next
waypoint
PILOT RNP CANCEL The system does not accept the RNP inserted by the
pilot
02-34-50 F2000EX EASY
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ATA 34 NAVIGATION
DGT94085


PILOT RNP CANCEL NEXT WPT The system does not accept the RNP inserted by the
pilot for the next waypoint
NAV DB SYNCHRONIZED Navigation data base is synchronized
UNABLE CDB XLOAD IN PROG Custom data base cross load is unavailable
SET IRS 1 MAG HDG IRS 1 navigation function is lost but the IRS 1 still
supplies valid attitude.
The current heading needs to be input to the IRS 1
ENTER IRS 1 POSITION IRS are not aligned and a position is required to be
entered
entered
entered
F2000EX EASY 02-34-50
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ISSUE 3


CAS MESSAGES
ADF .. FAIL On ground, indication of ADF (1/2) receiver failure
ADS .. FAIL Failure of Air Data System (1/2)
APM 1+2+3+4 FAIL
On ground, failure of three or more of the indicated APM
modules.
APM MISCOMPARE Indicates miscomparaison of the APM settings on ground
ASCB XX PRI BUS FAIL On ground, primary bus failure on one (LH/RH) ASCB
ASCB XX PRI BKUP FAIL
On ground, backup bus failure on one (LH/RH) ASCB
avionics bus (Dual Backup Bus Failure)
CCD XX FAIL On ground indication of complete failure of (LH/RH) CCD
CHECK DU XX
A possible fault/error has been detected on display
(LH/UP/LW/RH)
CMS 1+2 FAIL Indication of both configuration management failure
DME .. FAIL On ground indication of a DME (1/2) failure
DU XX OVHT Overheating of (LH/UP/LW/RH) display unit
EGPWS .. FAIL Failure of corresponding TAWS (1/2) system
FMS .. FAIL On ground, failure of corresponding FMS (1/2/3)
GND PROX .. FAIL Loss of basic GPWS modes (1/2)
IRS .. ALIGNING
On ground, IRS (1/2/3) aligning and excessive airplane
motion is detected
IRS .. FAIL Critical failure of IRS (1/2/3)
IRS .. POS ENTRY
IRS (1/2/3) has failed the alignment test due to an invalid
pos init entry
MAU .. FAN FAIL On ground, failure of two fans on the indicated MAU (1/2)
MAU .X Failure of MAU channel (1A/1B/2A/2B)
MAU .X OVHT Overheating of MAU channel (1A/1B/2A/2B)
MKB XX FAIL On ground indication of failure of (LH/RH) MKB
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DGT94085


MONIT WARN .. FAIL On ground, failure of monitor warning (1/2/3) software
NAV .. FAIL Failure of NAV (1/2) receiver
RADALT .. FAIL Failure of radioaltimeter (1/2)
SYSTEM CONFIG FAIL System is unable to setup due to configuration mismatch
TCAS FAIL Failure of TCAS system
TERR .. FAIL Failure of Terrain awarness funcion (1/2)
VALIDATE CONFIGURATION
On ground, indicates the configuration of the MAU
modules needs validated
WEATHER RADAR FAIL Failure of weather radar system
WINDSHEAR .. FAIL Failure of windshear protection system (1/2)
XPDR .. FAIL Failure of transponder system (1/2)
ADF .. FAIL In-flight, indication of ADF (1/2) receiver failure
AGM .. /FMS .. GFP INOP
On ground, indication of Graphical Flight Planning is not
possible with the indicated AGM (1/2/3/4)/FMS (1/2/3)
combination
AGM .. ARPT COMM ERR
On ground, Airport Comm Database in indicating AGM
(1/2/3/4) is corrupt or missing.
AGM .. ARPT COMM OLD On ground, Airport Comm Database is out of date.
AGM .. AIRWAY COMM ERR On ground, Airway Database is corrupt or missing.
AGM .. AIRWAY COMM OLD On ground, Airway Database is out of date.
AGM .. NDB DATA ERR On ground, NDB Database is corrupt or missing.
AGM .. NDB DATA OLD On ground, NDB Database is out of date.
AGM .. ARPT TEXT ERR On ground, Airport Text Database is corrupt or missing.
AGM .. ARPT TEXT OLD On ground, Airport Text Database is out of date.
AGM .. ENROUT COM ERR On ground, Enroute Com Database is corrupt or missing.
AGM .. ENROUT COM OLD On ground, Enroute Com Database is out of date.
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AGM .. GEPOLITIC ERR On ground, Geopolitic Database is corrupt or missing.
AGM .. GEOPOLITIC OLD On ground, Geopolitic Database is out of date.
AGM .. GRID MORA ERR On ground, Grid MORA Database is corrupt or missing.
AGM .. GRID MORA OLD On ground, Grid MORA Database is out of date.
AGM .. OBSTACLES ERR On ground, Obstacles Database is corrupt or missing.
AGM .. GRID MORA OLD On ground, Grid MORA Database is out of date.
AGM .. SUA ERR
On ground, Special Use Airspace Database is corrupt or
missing.
AGM .. SUA OLD On ground, Special Use Airspace Database is out of date.
ASCB XX PRI BUS FAIL In-flight, primary bus failure on one (LH/RH) ASCB
APM .. FAIL Failure of one or two APM
ASCB XX PRI BKUP FAIL
In-flight, backup bus failure on one (LH/RH) ASCB
avionics bus (Dual Backup Bus Failure)
CCD XX FAIL In-flight indication of complete failure of (LH/RH) CCD
CMS XX FAIL
Indication of one configuration management (1 or 2)
failure.
DME .. FAIL In-flight indication of a DME (1/2) failure
FLAP OVRD Flap override has been selected
GPS.. FAIL Failure of corresponding GPS (1/2/3)
G/S CANCEL G/S cancel has been selected
HUD FAIL HUD failure (optional)
IRS .. FAIL In-flight, failure of IRS ..
IRS .. ALIGNING
In-flight, IRS (1/2/3) is aligning (message turns off when in
NAV mode)
IRS .. POS ENTRY
IRS (1/2/3) alignment is complete but no valid initial
position has been received
LSS FAIL Failure of Lightning Sensor System (optional)
MAU .. FAN FAIL
Single fan failure at any time or dual fan failure for the
indicated MAU (1/2)has occured in flight.
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DGT94085


MKB XX FAIL In flight indication of failure of (LH/RH) MKB
NAV .. FAIL In-flight, indication of NAV (1/2) failure
NIC BATTERY At least one battery available in MAU NIC module is low.
TERRAIN INHIBIT Terrain inihibt has been selected
XPDR .. FAIL In-flight, indication of failure of transponder (1/2) failure

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ATA 35 OXYGEN
TABLE OF CONTENTS
ISSUE 3


02-35 ATA 35 OXYGEN
02-35-05 GENERAL
Introduction
Sources
Equipment location
Crew member and passenger oxygen systems
Crew member quick-donning oxygen mask regulator
Portable oxygen bottle (option)
Distribution
Control
Indication
Introduction
Circuit breakers
Introduction
IN-FLIGHT operation
Crew member quick-donning oxygen mask regulator operation
Smoke goggles operation
Protective breathing equipment operation
Passenger oxygen mask operation
Portable oxygen bottle operation (optional)
Introduction
Airplane flying with override operation of passenger masks
CAS message
02-35-00 F2000EX EASY
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ATA 35 OXYGEN
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-35-05
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DGT94085
ATA 35 OXYGEN
GENERAL
ISSUE 3


INTRODUCTION
The airplane is equipped with an oxygen system which supplies crew members and
passengers in case of cabin depressurization or smoke in the cabin.
The system uses oxygen gas contained in a high-pressure cylinder and provides crew
members and passengers with low-pressure oxygen.
02-35-05 F2000EX EASY
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ISSUE 3
ATA 35 OXYGEN
GENERAL
DGT94085


Circuit breaker
overhead panel
Oxygen overhead
panel rotating selector
Oxygen mask box
ECS and STAT
synoptics
Oxygen mask box

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ATA 35 OXYGEN
GENERAL
ISSUE 3


SOURCES
Oxygen system sources consist of a fixed single high-pressure oxygen cylinder, a protective
breathing equipment (smoke hood) and an optional portable oxygen bottle.
FIXED PROTECTIVE BREATHING EQUIPMENT
- Single high-pressure oxygen cylinder
- Capacity: 2,200 l (77.7 cu.ft) or
3,300 l (115 cu.ft) optional, operating rated
pressure 1,850 psi (128 bar) at 21C
(69.8F) reduced to 70 psi (4.8 bar) for
distribution
- Protective breathing equipment fitted with
an oxygen generator
- Capacity: 90 l (3.2 cu.ft)
- Oxygen supply time: 15 min regardless of
work load

PORTABLE OXYGEN BOTTLE (OPTIONAL)
- Portable oxygen bottle fitted with two flow
outlets
- Capacity: 311 l (11 cu.ft)
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ATA 35 OXYGEN
GENERAL
DGT94085


EQUIPMENT LOCATION

FIGURE 02-35-05-01 CREW OXYGEN EQUIPMENT LOCATION
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GENERAL
ISSUE 3


FIGURE 02-35-05-02 PASSENGER OXYGEN EQUIPMENT LOCATION (TYPICAL)
Passenger oxygen masks are stored in the mask boxes located behind the decor strips above
each passenger seat and in the toilet compartment. Passenger oxygen masks are distributed
according to airplane layout.
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ATA 35 OXYGEN
GENERAL
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F2000EX EASY 02-35-10
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ATA 35 OXYGEN
DESCRIPTION
ISSUE 3


CREW MEMBER AND PASSENGER OXYGEN SYSTEMS
The oxygen supply system consists of a high-pressure cylinder fitted with a pressure reducing
valve, a shut-off valve, a filler connection and a high-pressure gauge.
The access to the cylinder is through a small maintenance access hatch located on the RH
side of the passenger door sill. Access to the pressure reducing valve is possible in flight
through a quick access door. Located on the forward face of the oxygen cylinder
compartment, the pressure gauge features a dial with dual pressure marking graduation scale
(psi and bar).
Oxygen cylinder refilling is performed from the outside of the airplane.
For more information, see GROUND SERVICING manual (DGT681).
Oxygen cylinder ensures oxygen supply to the crew members and the passengers.
The oxygen can be used down to a minimum internal cylinder pressure of 200 psi (13.8 bar).
The crew members oxygen system supplies diluted or pure oxygen to the pilot and copilot.
An electro-pneumatic oxygen controller supplies oxygen to passengers when necessary or for
first aid use.
02-35-10 F2000EX EASY
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ISSUE 3
ATA 35 OXYGEN
DESCRIPTION
DGT94085


CREW MEMBER QUICK-DONNING OXYGEN MASK REGULATOR
Each crew member has a quick-donning mask equipped with a built-in regulator and a
microphone.
The top of the mask features a device which supplies overpressure into the smoke goggles.
Crew members oxygen masks, comprising integral smoke goggles, are available as an
option.
The crew member masks are classified as quick-donning masks because they can be donned
with one hand within five seconds.
Oxygen is supplied at a pressure of 70 psi (4.8 bar) and the mask incorporates a flow
regulator to supply either diluted oxygen (air-oxygen mixture function of cabin altitude) or
100% pure oxygen with or without overpressure (manually controlled or function of cabin
altitude).
Each quick-donning mask is composed of:
- an oxygen mask featuring a microphone and a vent valve control allowing overpressure in
the smoke goggles for protection against smoke and toxic gases,
- a regulator,
- an inflatable harness,
- an oxygen hose with radio line,
- a flow indicator indicating whether the oxygen flow rate is effective when the mask is in
use.
The regulator is fitted with:
- a tumbler switch with two positions N / 100%,
- a PRESS TO TEST control knob with two positions:
o EMERGENCY (flight with smoke),
o TEST (mask operation test),
- two red levers, one of which is used for inflating the harness,
- a NORM - COMF toggle switch which is used to adjust the inflatable harness.
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DESCRIPTION
ISSUE 3


FIGURE 02-35-10-00 QUICK-DONNING OXYGEN MASK
02-35-10 F2000EX EASY
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ATA 35 OXYGEN
DESCRIPTION
DGT94085


SMOKE GOGGLES
These non-flammable smoke goggles are designed to protect the pilot against smoke and
toxic gases on the flight deck. Glasses can be worn easily under the goggles.

FIGURE 02-35-10-01 SMOKE GOGGLES

FIGURE 02-35-10-02 SMOKE GOGGLES AND OXYGEN MASK
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DESCRIPTION
ISSUE 3


QUICK-DONNING OXYGEN MASK REGULATOR STOWAGE BOX
An oxygen mask box is installed on both the LH pilot and the RH pilot consoles.
When stowed, the center part of the mask regulator protrudes, enabling the pilot to quick-
don the mask. The lower portion of the box is fitted with receptacles for the oxygen hose and
the microphone jack.
A third crew member mask (passenger type) is stowed in a box in the cockpit ceiling.
It can optionally be replaced by a third crew member quick-donning mask (pilot type).

FIGURE 02-35-10-03 QUICK-DONNING OXYGEN MASK STOWAGE BOX
02-35-10 F2000EX EASY
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ATA 35 OXYGEN
DESCRIPTION
DGT94085


PROTECTIVE BREATHING EQUIPMENT
A protective breathing equipment fitted with an oxygen generator is provided. The protective
breathing equipment is located in the LH cabinet.
It allows inspection of the cabin or the baggage compartment in case of fire.
This protective breathing equipment is composed of:
- a hood, airtight at the neck. It can be used by persons wearing glasses or having a
beard or long hear,
- a solid state oxygen generator fitted with a pressure reducing valve,
- a chemical scrubber (CO2 and water vapor) fitted with a filter,
- a venturi pumping device ensuring air re-circulation.
It ensures 15 minutes of oxygen.

FIGURE 02-35-10-04 PROTECTIVE BREATHING EQUIPMENT
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ATA 35 OXYGEN
DESCRIPTION
ISSUE 3


PASSENGERS OXYGEN MASKS
The system serves up to 21 stations and includes two first-aid masks, dual masks in the
toilet, a mask above each passenger seat, a mask for the third crew member and two
additional masks.
A PAX ON message, displayed in the ECS synoptic, appears as soon as oxygen pressure
is detected in the passenger system.
The signal-triggered passenger oxygen system is used to activate luminous
signs.
The passenger mask consists of a nosepiece and a mouthpiece incorporating a breath-in /
breath-out valve and an additional air valve. Oxygen is supplied through a one-liter
economizer bag. The constant flow rate of the mask is regulated by a nozzle integral with
the mask box valve.
The mask fall-down and oxygen supply is ensured by the electro-pneumatic oxygen
controller.
After the mask is deployed, it is held by a cord secured to a pin that keeps the oxygen valve
closed. Pulling on the mask opens the valve to provide oxygen flow.

FIGURE 02-35-10-05 PASSENGER OXYGEN MASKS
02-35-10 F2000EX EASY
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ISSUE 3
ATA 35 OXYGEN
DESCRIPTION
DGT94085


FIRST AID MASK (OPTION)
The two first-aid masks are similar to the passenger masks. They are adjusted at the mask
connection for flow rates of 2 to 4 liters per minute. These masks are to be plugged into the
special sockets in the roof of the cabin and are used to assist passengers requiring oxygen
for medical reasons.
If first-aid mask is to be used, proceed as follows:
- plug in the first-aid mask(s) in the cabin socket,
- select FIRST AID position with the rotating selector on the overhead panel,
- use oxygen as necessary.
When first-aid mask is no more needed:
- select NORMAL position with the rotating selector on the overhead panel,
- unplug the mask(s).
ELECTRO-PNEUMATIC OXYGEN CONTROLLER
The main function of the controller is to supply oxygen to passengers and third crew
member (except if optional third crew member quick-donning oxygen mask is installed) in
case of cabin depressurization or smoke.
The electro-pneumatic oxygen controller is located near the oxygen cylinder in order to
reduce the length of the capillary line and to allow test port connection to an altitude test
bench.
It provides four modes:
- CLOSED,
- NORMAL,
- FIRST AID,
- O'RIDE.
CLOSED mode
This mode allows to close the passenger oxygen system supply.
NORMAL mode
In NORMAL mode, passenger masks automatically drop from the ceiling in case of
depressurization. The cabin altitude threshold for the masks to fall down is 14,500 ft +/-
500 ft due to high altitude landing and take-off capability up to 14,000 ft.
Rated opening pressure of the mask door latch is 27 to 55 psi (1.86 to 3.80 bar).
Automatic cover removal allows the mask to drop out.
The oxygen flow at the outlet of each passenger mask is regulated according to cabin
altitude. Operating pressure is 5 1 psi (0.34 0.068 bar) between 8,000 ft and 18,500
ft, increasing linearly to 43.5 4.5 psi (3 0.31 bar) at 40,000 ft. Oxygen is closed below
8,000 ft.
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DESCRIPTION
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FIRST AID mode
In FIRST AID mode, operating pressure is 5 1 psi (0.34 0.068 bar) at 8,000 ft
increasing to 43.5 4.5 psi (3 0.31 bar) at 40,000 ft.
Automatic fall-down of the masks remains active in case of depressurization.
O'RIDE mode
In O'RIDE mode, operating pressure is 70 psi (4.8 bar) whatever the altitude is. If O'RIDE
mode is used, it may be necessary to select NORMAL or FIRST AID mode again, or to
check accurately the oxygen consumption at high operating pressure.
If oxygen is needed below 14,500 ft with low pressure, the FIRST AID position must be
selected.
02-35-10 F2000EX EASY
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ATA 35 OXYGEN
DESCRIPTION
DGT94085


PORTABLE OXYGEN BOTTLE (OPTION)
The portable oxygen unit is made of a metallic cylinder containing pressurized oxygen. It is
located in the LH crew cabinet.
The portable oxygen bottle provides a regulated 70 psi (4.8 bar) outlet oxygen pressure. The
contents of the oxygen cylinders for portable units must be checked before flight. It provides a
reserve ensuring the user a 15-minute autonomy in compliance with regulations.
The portable oxygen bottle is equipped with two masks, which can be used simultaneously.
The upper part contains the following:
- a pressure gauge,
- a carrying strap,
- two continuous flow bayonet couplings with caps,
- a low pressure relief valve,
- a valve.
Carrying strap

FIGURE 02-35-10-06 PORTABLE OXYGEN BOTTLE
Couplings
Pressure gauge
Valve
Low pressure
relief valve

FIGURE 02-35-10-07 PORTABLE OXYGEN UNIT DETAILS
F2000EX EASY 02-35-10
DGT94085
ATA 35 OXYGEN
DESCRIPTION
ISSUE 3


DISTRIBUTION
The gaseous oxygen is supplied from a high-pressure cylinder delivered at the operating
pressure of 70 psi (4.8 bar).
The system comprises:
- the crew system including quick-donning masks with integrated regulator. The quick-
donning masks are permanently supplied,
- the passenger system including masks which are automatically supplied by electro-
pneumatic oxygen controller, the third crew member mask (if the airplane is not equipped
with the third quick-donning mask as an option) and the first-aid sockets.
The oxygen cylinder supplies both systems.

FIGURE 02-35-10-08 OXYGEN DISTRIBUTION SCHEMATIC
02-35-10 F2000EX EASY
ISSUE 3
ATA 35 OXYGEN
DESCRIPTION
DGT94085


F2000EX EASY 02-35-15
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DGT94085
ATA 35 OXYGEN
ISSUE 3


CONTROL
OVERHEAD PANEL

FIGURE 02-35-15-00 OVERHEAD PANEL ROTATING SELECTOR
02-35-15 F2000EX EASY
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ISSUE 3
ATA 35 OXYGEN
DGT94085


SYNTHETIC TABLE
CONTROL FUNCTION SYNOPTIC

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: this mode controls the delivery of
oxygen to first-aid mask. A selection on the
masks allows supply setting between
2 and 4 l/min. Automatic deployment of the
passenger oxygen masks is still active

ORIDE: this mode controls deployment of the
passenger oxygen masks at any cabin altitude
and the maximum oxygen pressure supply
within the system

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DGT94085
ATA 35 OXYGEN
ISSUE 3


For airplane with M2418 - BS 61, the pilot may also use the FIRST AID mode:
- to save oxygen, with the first-aid 5 psi (0.34 bar) low pressure mode, after the
deployment of the oxygen masks in the ORIDE mode,
- to keep a minimum oxygen flow in the system after the deployment of the oxygen masks
in the NORMAL mode (the oxygen flow is automatically stopped under 8,000 ft cabin
altitude) for specific reasons (feeling of faintness).
status light is automatically switched ON and sign illuminates in cabin
when oxygen is detected in the passenger system.
QUICK-DONNING OXYGEN MASK REGULATOR
The mask incorporates a flow regulator to supply diluted or pure oxygen with or without
overpressure.
The regulator controls are composed of:
- the N / 100% two-position tumbler switch:
o N for normal operation, providing diluted oxygen (air-oxygen mixture function of cabin
altitude, becoming pure oxygen above 30,000 ft),
o 100% for pure oxygen whatever the cabin altitude. Push the switch to be in the 100%
position.
- the EMERGENCY / TEST control knob featuring two functions:
o EMERGENCY providing overpressure for protection against smoke and toxic gases,
whatever the cabin altitude (to be only used with the N / 100% tumbler switch in the
100% position). Rotate the control knob to be in the EMERGENCY position,
o TEST providing continuous flow for mask operating check: push and hold the control
knob to stay in the TEST position; release the control knob to return to normal
operation.
- the left red tab allowing oxygen to inflate the harness. Press the red tab to inflate the
harness; release it to deflate the harness.
- the COMF toggle switch is used to adjust the inflatable harness in two ways, tight
setting (default) or comfort setting.
Press the red tab to
inflate the harness

FIGURE 02-35-15-01 QUICK-DONNING OXYGEN MASK REGULATOR CONTROLS
02-35-15 F2000EX EASY
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ISSUE 3
ATA 35 OXYGEN
DGT94085


To vent the smoke goggles:
- push the N / 100% tumbler switch into the 100% position,
- rotate the EMERGENCY / TEST control knob into the EMERGENCY position,
- open the vent valve located at the top of the oxygen mask by pulling the slide down until
the red bands are fully visible.

FIGURE 02-35-15-02 QUICK-DONNING OXYGEN MASK VENTING VALVE CONTROL
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ATA 35 OXYGEN
ISSUE 3


INDICATION
Oxygen indications are displayed on the Multifunction Display Unit (MDU):
- ECS page,
- STAT page.

FIGURE 02-35-15-03 ENVIRONMENT CABIN SYSTEM SYNOPTIC INDICATION
02-35-15 F2000EX EASY
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ATA 35 OXYGEN
DGT94085


The quantity of remaining oxygen is indicated in %. If the value is equal or above 40% the
digital readout is displayed green, otherwise the digital readout is black on amber background.
The vertical scale used to display oxygen pressure includes three tick marks, moving pointer
and digital readout. The vertical scale is linear and consists of a rectangle with four color
bands (bottom is red, next is amber, next is green, top is amber).
The range of the digital readout is 0 to 2,200 psi (0 to 151 bar).
0 psi
200 psi
700 psi
2,000 psi
2,200 psi

FIGURE 02-35-15-04 OXYGEN PRESSURE GAUGE

Normal oxygen status:
700 < pressure <
2,000 psi
Oxygen pressure
getting low
200 < pressure <
700 psi
Oxygen pressure
too low
pressure < 200 psi

Invalid
FIGURE 02-35-15-05 EXAMPLE OF OXYGEN PRESSURE GAUGE
If oxygen pressure is invalid then the pointer, digital readout and psi label are removed from
the display.
The PAX ON message is displayed in the ECS synoptic, as soon as oxygen pressure is
detected in the passenger system (4 to 6 psi) (0.27 to 0.41 bar).
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ATA 35 OXYGEN
ISSUE 3


The amber CAS message OXYGEN FAIL is only displayed in the NORMAL mode.
It is not activated in CLOSED / FIRST AID / O'RIDE modes and during take-off and landing.
The amber CAS message OXYGEN FAIL is displayed when:
- cabin altitude > 15,000 ft and PAX ON message not activated (when cabin altitude rises),
- cabin altitude > 10,000 ft and PAX ON message not activated (when cabin altitude
decreases after a depressurization),
- cabin altitude < 10,000 ft and PAX ON message activated.
Oxygen cylinder pressure is also available in the MDU STAT page:

FIGURE 02-35-15-06 STATUS PAGE
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ATA 35 OXYGEN
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F2000EX EASY 02-35-20
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DGT94085
ATA 35 OXYGEN
SYSTEM PROTECTION
ISSUE 3


INTRODUCTION
In the high-pressure system, the pressure reducing valve fitting the oxygen cylinder
incorporates a blow out disc calibrated to rupture between 2,575 and 2,775 psi (177.5 to
191 bar).
In the low pressure system, a 90 psi (6.20 bar) rated safety valve prevents the system from
overpressure.
Electrical circuit protection is provided by conventional trip-free circuit breakers located above
the overhead panel.
CIRCUIT BREAKERS

FIGURE 02-35-20-00 OXYGEN CIRCUIT BREAKERS
02-35-20 F2000EX EASY
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ISSUE 3
ATA 35 OXYGEN
SYSTEM PROTECTION
DGT94085


F2000EX EASY 02-35-25
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DGT94085
ATA 35 OXYGEN
NORMAL OPERATION
ISSUE 3


INTRODUCTION
IN-FLIGHT OPERATION

FIGURE 02-35-25-00 ROTATING SELECTOR DURING NORMAL IN-FLIGHT OPERATION

FIGURE 02-35-25-01 ECS SYNOPTIC DURING NORMAL IN-FLIGHT OPERATION
NORMAL STATE RESULT
Overhead panel rotating selector on
NORMAL position
Automatic oxygen supply and automatic
passenger masks drop in case of
depressurization
02-35-25 F2000EX EASY
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ISSUE 3
ATA 35 OXYGEN
NORMAL OPERATION
DGT94085


CREW MEMBER QUICK-DONNING OXYGEN MASK REGULATOR OPERATION
QUICK-DONNING
With the mask stowed in the box, firmly
grasp the red tabs.

FIGURE 02-35-25-02 OPERATION 1
Pull the mask completely out of the stowage
box without inflating the harness.

Depress the inflation control valve (red tab)
with thumb and forefinger to inflate the
harness. Keep control depressed.

Position the harness over the head. Lower
the mask with a wide arc from the brow to
the chin.

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DGT94085
ATA 35 OXYGEN
NORMAL OPERATION
ISSUE 3


With the mask firmly secured in the hand
away from the face, release thumb and
forefinger from inflation control valve (red
tab), which deflates the harness, and guides
the mask assembly to the face.
To achieve optimum fit, simply re-inflate the
harness by depressing the inflation control
valve (red tab) and adjust mask as needed.

To breathe with emergency positive
pressure, place the N / 100% tumbler switch
to 100% and turn clockwise the control knob
to EMERGENCY.

To operate in comfort operation,
switch the toggle over to COMF position.

to return in normal operation,
- switch the toggle back to NORM position
and depress the inflation control to
inflate the harness.
NOTE
In case of an emergency with a released
harness, switch the toggle back to the
NORM position. The harness will
immediately deflate and will apply its full
tension to the users head.

02-35-25 F2000EX EASY
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ISSUE 3
ATA 35 OXYGEN
NORMAL OPERATION
DGT94085


MASK STOWAGE
To store the oxygen mask regulator in the stowage box:
- open the stowage box door,
- ensure pneumatic and electrical connector of the mask regulator are properly connected
with the mating receptacles of the stowage box,
- make sure the harness is released and properly positioned behind the face piece,
- grasp the mask regulator,
- coil the hose and position it at the bottom of the stowage box,
- press the harness into the stowage box, beginning with the back of the harness and
position the hose to the middle to ensure proper alignment when doors are closed,
- install the mask regulator in the stowage box and make sure it is fully seated against the
stop in the stowage box,
- close the door LH side which features a metal mask retaining spigot,
- insert the spigot in the hole of the regulator red tab,
- close the RH door.
NOTE
The oxygen mask regulator has to be stored with the N / 100% tumbler switch on the 100%
position and with the EMERGENCY / TEST control knob NOT in the EMERGENCY position.

NOTE
Improper procedures in service may cause wearing and/or jamming of the inflatable harness
and difficulties to perform next donning.
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DGT94085
ATA 35 OXYGEN
NORMAL OPERATION
ISSUE 3


SMOKE GOGGLES OPERATION
The purpose of the vent valve is to provide a sufficient amount of flow into the face piece to
protect the user from smoke and toxic gases and also to prevent the lens from mistiness.
Don the mask regulator.
Push the N / 100% regulator tumbler switch
into 100% position and rotate the
EMERGENCY / TEST control knob into
EMERGENCY position.
Don and securely fit the goggles to the face
piece.

OPERATION - OPERATION 1
Pull upper harness tubes and reposition it
over goggle frame lower sides.
Only if necessary, adjust goggles nose
bridge by pressing each side of the bridge
inward.

Open vent valve by pulling the slide down
until red bands are fully visible.

02-35-25 F2000EX EASY
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ATA 35 OXYGEN
NORMAL OPERATION
DGT94085


PROTECTIVE BREATHING EQUIPMENT OPERATION

FIGURE 02-35-25-13 PROTECTIVE BREATHING EQUIPMENT OPERATION
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DGT94085
ATA 35 OXYGEN
NORMAL OPERATION
ISSUE 3


PASSENGER OXYGEN MASK OPERATION
1. Mask drops automatically

2. Pull on the mask to release the oxygen,
put strap over head
3. Fit mask over nose and mouth,
tighten strap and breathe normally
02-35-25 F2000EX EASY
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ISSUE 3
ATA 35 OXYGEN
NORMAL OPERATION
DGT94085


PORTABLE OXYGEN BOTTLE OPERATION (OPTIONAL)
Connect the mask(s),
Open the valve to pressurize the system:
- passenger mask couplings with continuous flow (autonomy is 15 minutes in normal
procedure),
- the two couplings can be used simultaneously if necessary.
After use:
- close the valve,
- disconnect the hose from the mask,
- fit the caps on the couplings.

FIGURE 02-35-25-14 PORTABLE OXYGEN BOTTLE OPERATION
F2000EX EASY 02-35-30
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DGT94085
ATA 35 OXYGEN
ABNORMAL OPERATION
ISSUE 3


INTRODUCTION
In the following, typical abnormal situation has been selected to help the crew to understand
AIRPLANE FLYING WITH OVERRIDE OPERATION OF PASSENGER MASKS


FIGURE 02-35-30-01 ECS SYNOPTIC DURING OVERRIDE OPERATION
KNOB POSITION RESULT
ORIDE
Forces the passenger masks to fall down
and supplies the maximum oxygen pressure
02-35-30 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ATA 35 OXYGEN
ABNORMAL OPERATION
DGT94085


CAS MESSAGE
OXYGEN FAIL
Failure of passenger oxygen delivery system in
NORMAL mode

F2000EX EASY 02-36-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 36 PNEUMATIC
TABLE OF CONTENTS
ISSUE 3


02-36 ATA 36 PNEUMATIC
02-36-05 GENERAL
Introduction
Sources
Introduction
Main sub-systems
Distribution
Control
Indication
Introduction
Circuit breakers
Main protections
Introduction
IN-FLIGHT operation without anti-ice
Introduction
BLEED 1 overheat
CAS messages
02-36-00 F2000EX EASY
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ISSUE 3
ATA 36 PNEUMATIC
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-36-05
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DGT94085
ATA 36 PNEUMATIC
GENERAL
ISSUE 3


INTRODUCTION
The pneumatic system on the Falcon 2000EX EASy uses engine and APU bleed air as a high
and low pressure energy source for the engine start, air-conditioning, fuel tanks, hydraulic
reservoirs, potable water tank pressurization and ice and rain protection system.
A pneumatic Ground Power Unit (GPU) may be connected to the system when necessary.
Bleed ai r circuit breakers
Bleed ai r controls
BLD synoptic
CAS windows

02-36-05 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ATA 36 PNEUMATIC
GENERAL
DGT94085


SOURCES
ON GROUND IN-FLIGHT
Bleed air from APU compressor discharge
Low and high pressure bleed air supplied
from engines No 1 and 2 if running
- LP supplied from the last axial stage of
HP compressor section
- HP supplied from HP compressor
discharge
Pressurized air from a ground power unit
Low and high pressure bleed air supplied
from engines No 1 and 2
- LP supplied from the last axial stage of
HP compressor section
- HP supplied from HP compressor
discharge
Bleed air from APU compressor discharge

F2000EX EASY 02-36-10
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DGT94085
ATA 36 PNEUMATIC
DESCRIPTION
ISSUE 3


INTRODUCTION
The bleed air is divided into two categories, engine and APU bleed air. The engine bleed air is
supplied from the LP and HP compressors of both engines. The bleed air from the APU is
supplied on the ground or in flight from a plenum surrounding the combustor.

FIGURE 02-36-10-00 ENGINE BLEED AIR PORTS
MAIN SUB-SYSTEMS
LP BLEED AIR
The main bleed air sources for LP air are located on the inboard side of No 1 and No 2
engines. An auxiliary outboard bleed port on both engines provides pressurized air for fuel
tank and hydraulic reservoirs pressurization.
The LP bleed air also supplies continuously the jet pump of cabin pressurization system.
02-36-10 F2000EX EASY
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ISSUE 3
ATA 36 PNEUMATIC
DESCRIPTION
DGT94085


HP BLEED AIR
The main source for HP bleed air is through manifold-equipped bleed ports on each engine.
The auxiliary bleed-air sources are single bleed ports located on the upper centerline of
each engine. They provide the air intake anti-ice system with hot air.
The HP bleed air also supplies the water tank pressurization system.
BLEED-AIR SYSTEM CONTROL
Both engine HP bleed-air valves are identical. They consist of electrical driven butterfly
valves, controlled by the BASC (Bleed-Air System Computer) in the automatic mode.
This computer, which is redundantly powered on the monitoring side, receives inputs from
temperature and pressure sensors located throughout the pneumatic system, valve position
indicators, air data system, ground-flight relay system, wing anti-ice and HP valve
pushbutton position.
Using the inputs provided, the BASC regulates the HP valve position and controls warnings
associated with bleed-air system malfunctions. The BASC also gives an order to close to the
corresponding HP valve for each engine start.
Valve position is modulated to supply a required pressure throughout the pneumatic system,
ensuring that the bleed-air requirements of the air-conditioning, pressurization, and wing
anti-ice systems are satisfied.
In case of air conditioning requirements without anti-ice, the BASC opens the valves to 70%
max. For air conditioning requirements with anti-ice, the BASC can open the valves up to
100%. If the wing anti-ice pushbutton is selected to the override position, the BASC
automatic control of HP1 and HP 2 is overridden and the valves fully open. The override
position of the anti-ice pushbutton is used only in case of anti-ice system failure.
ENGINE LP + HP BLEED-AIR MIXING
At the outlet of each engine, airflows from the main LP and HP ports are mixed by venturi-
action. The resulting pressure is greater than LP bleed-air pressure.
The mixed airflow supplies a common feeder duct through a Pressure Reducing Valve
(PRV).
In normal position, the PRV regulates the bleed air pressure delivered in the common feeder
duct. The valve opens for a minimal upstream pressure of 0.7 bar (10 psi), it automatically
closes if the APU starts with APU selector in AUTO position. It automatically fully opens
when the wing anti-icing system is in operation.
In OFF position, the PRV is closed and fully isolates the bleed air of the corresponding side.
The HP bleed valve located on the same side is automatically closed.
Bleed air back flow from an operating engine to an inoperative engine, or to an engine with a
lower power setting, or injection of HP bleed air into the LP bleed air port is prevented by
check valves.
F2000EX EASY 02-36-10
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DGT94085
ATA 36 PNEUMATIC
DESCRIPTION
ISSUE 3


APU BLEED AIR
The bleed air from the APU can supply the LH common feeder duct and be used to operate
the air conditioning system. APU bleed air also supplies the pressurization jet pump
controlling the cabin outflow valves and water tank pressurization.
GROUND AIR CONNECTOR
The ground air connector supplies the RH common feeder duct through an integrated check
valve. The recommanded air kart pressure is 30 psi (max 50 psi) for a 82 lb/sec minimum air
flow and 249C (480F) max temperature.
It is located at the rear of the aircraft, on the RH side.

FIGURE 02-36-10-01 GROUND AIR CONNECTOR
COMMON FEEDER DUCT
The common feeder duct supplies a mixture of HP and LP air to the pilot and passenger air
conditioning system as well as to the wing anti-icing system.
The common feeder duct can be divided into two separate sub-systems by means of an
electrically motor-operated cross bleed valve.
One side of the cross bleed valve is connected to the No 1 engine and APU and supplies
compressed air to the passenger air conditioning system, No 1 engine pneumatic starter and
jet pump. The other side is connected to the No 2 engine or GPU and supplies the cockpit
air conditioning system, the wing anti-icing system and No 2 engine pneumatic starter.
02-36-10 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 3
ATA 36 PNEUMATIC
DESCRIPTION
DGT94085


CROSS BLEED VALVE
An XBLEED pushbutton located on the BLEED AIR panel controls the electrical cross bleed
valve. When the cross bleed valve is closed, the two systems are separated.
In AUTO mode, the cross bleed valve is normally closed except if one engine is inoperative
or the wing anti-icing system is operative or the heat exchanger ventilation jet pump valve is
open.
The ISOL and OPEN positions override the valve position.
APU BLEED VALVE
The APU bleed valve is controlled by an APU pushbutton located on the BLEED AIR panel.
When it is open, APU bleed air supplies the pneumatic system.
If the APU pushbutton is AUTO, the APU bleed air valve is open except when:
- the APU is not in operation,
- the wing anti-ice system is in operation,
- a Pressure Reducing Valve (PRV) is not fully closed within 4 sec following its closing
command.
In AUTO mode, APU bleed valve is fully open as long as the Exhaust Gas Temperature
(EGT) limit is not reached.
The ORIDE and OFF positions override the automatic mode.
F2000EX EASY 02-36-10
CODDE 1 PAGE 5 / 6
DGT94085
ATA 36 PNEUMATIC
DESCRIPTION
ISSUE 3


DISTRIBUTION

FIGURE 02-36-10-02 BLEED AIR SYSTEM GENERAL
02-36-10 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 3
ATA 36 PNEUMATIC
DESCRIPTION
DGT94085


F2000EX EASY 02-36-15
CODDE 1 PAGE 1 / 8
DGT94085
ATA 36 PNEUMATIC
ISSUE 3


CONTROL
The BLEED AIR panel located within the overhead panel controls engines and APU bleed
valves, Pressure Reducing Valves (PRV) and the CABIN or COCKPIT supply valves. An
XBLEED pushbutton can also control the bleed air common feeder duct cross bleed valve.

FIGURE 02-36-15-00 OVERHEAD BLEED AIR CONTROL PANEL
02-36-15 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 3
ATA 36 PNEUMATIC
DGT94085


SYNTHETIC TABLE
TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
SYNOPTIC
Automatic
mode

Automatic
mode
wing
ANTI-ICE
O'RIDE

When pushed, overrides the
BASC automatic control and
closes the corresponding HP
valve.
Push
OFF
Automatic
mode
valve not
closed

The normal position is
automatic mode, PRV
regulates the bleed air
pressure in the common
feeder duct. In OFF position,
the PRV is closed.
Push
OFF

F2000EX EASY 02-36-15
CODDE 1 PAGE 3 / 8
DGT94085
ATA 36 PNEUMATIC
ISSUE 3


TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
SYNOPTIC
Automatic
mode

Push
OFF

Activates the automatic
operation of the APU bleed
valve when the APU is in
operation. The valve position
is also controlled by the APU
computer. In ORIDE position,
the valve is open, it is closed
in OFF position.
Push
O'RIDE

02-36-15 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 3
ATA 36 PNEUMATIC
DGT94085


TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
SYNOPTIC
Automatic
mode

or

Push
ISOL

Controls the cross bleed valve
which isolates the two sides of
the bleed air common feeder
duct. In normal position
(automatic), the cross bleed
valve is closed except if wing
anti-icing system is in
operation or heat exchanger
ventilation jet pump valve is
open or one engine is
inoperative. In ISOL position,
the bleed air sources are
separated, in OPEN position
they are interconnected.
Push
OPEN

F2000EX EASY 02-36-15
CODDE 1 PAGE 5 / 8
DGT94085
ATA 36 PNEUMATIC
ISSUE 3


TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
SYNOPTIC
Automatic
mode

In automatic mode, controls
the cabin conditioning control
valve via the air conditioning
computer. In OFF position,
closes the cabin conditioning
valve.
Push
OFF

Automatic
mode

In automatic mode, controls
the cockpit conditioning
control valve via the air
conditioning computer. In OFF
position, closes the cockpit
conditioning valve.
Push
OFF

02-36-15 F2000EX EASY
PAGE 6 / 8 CODDE 1
ISSUE 3
ATA 36 PNEUMATIC
DGT94085


INDICATION
BLEED AIR SYNOPTIC
The bleed air synoptic window can be selected by the pilot to be displayed on one or both
center MDU.
Cockpit air conditioning valve

FIGURE 02-36-15-01 BLEED AIR SYNOPTIC INDICATIONS
F2000EX EASY 02-36-15
CODDE 1 PAGE 7 / 8
DGT94085
ATA 36 PNEUMATIC
ISSUE 3


COLOR SYMBOLOGY

FIGURE 02-36-15-02 COCKPIT SYMBOL COLOR CODE

FIGURE 02-36-15-03 ENGINE SYMBOL COLOR CODE

FIGURE 02-36-15-04 VALVE SYMBOL COLOR CODE

FIGURE 02-36-15-05 FLOW LINE COLOR CODE
02-36-15 F2000EX EASY
PAGE 8 / 8 CODDE 1
ISSUE 3
ATA 36 PNEUMATIC
DGT94085


APU bleed valve and flow line
When APU is stopped the bleed valve is amber (A) instead of gray (B).

FIGURE 02-36-15-06 APU BLEED VALVE ERRONEOUS INDICATION
Bleed flow line erroneous indications
In case of RH engine stopped with XBLEED closed, the right main bleed flow line is
green (A) instead of gray (B).
CKPT

FIGURE 02-36-15-07 BLEED FLOW LINE ERRONEOUS

F2000EX EASY 02-36-20
CODDE 1 PAGE 1 / 2
DGT94085
ATA 36 PNEUMATIC
SYSTEM PROTECTION
ISSUE 3


INTRODUCTION
The pneumatic system is protected by conventional trip-free circuit breakers located above
the overhead panel and by an overheat protection.
CIRCUIT BREAKERS

FIGURE 02-36-20-00 BLEED AIR CIRCUIT BREAKERS
02-36-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ATA 36 PNEUMATIC
SYSTEM PROTECTION
DGT94085


MAIN PROTECTIONS
OVERHEAT
To prevent any bleed air duct overheating (335C), at a duct temperature of 305C the
BASC starts to close the associated HP valve.
In the event of crew or passenger duct temperature exceeding 335C or wing anti-icing duct
temperature exceeding 310C, probes within the duct trigger the BLEED .. OVHT
on CAS window display.
In this case, the OFF position of the HP pushbutton overrides the BASC automatic control of
the valve and activates the valve motor to the closed position.
ENGINE START
If during an engine start the associated HP valve does not automatically close, a message,
HP .. FAILED is displayed within CAS window.
In this case, the OFF position of the HP pushbutton overrides the BASC automatic control of
the valve and activates the valve motor to the closed position.
For more information, refer to CODDE 2 / ABNORMAL PROCEDURES / ATA 36.
APU
The APU electronic control unit monitors valve operation so that the APU EGT limit is not
exceeded. (APU bleed valve is fully open as long as the EGT limit is not reached).
F2000EX EASY 02-36-25
CODDE 1 PAGE 1 / 2
DGT94085
ATA 36 PNEUMATIC
NORMAL OPERATION
ISSUE 3


INTRODUCTION
IN-FLIGHT OPERATION WITHOUT ANTI-ICE
OVERHEAD PANEL

FIGURE 02-36-25-00 BLEED AIR OVERHEAD PANEL
BLEED SYNOPTIC

FIGURE 02-36-25-01 BLEED SYNOPTIC
02-36-25 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ATA 36 PNEUMATIC
NORMAL OPERATION
DGT94085


F2000EX EASY 02-36-30
CODDE 1 PAGE 1 / 4
DGT94085
ATA 36 PNEUMATIC
ABNORMAL OPERATION
ISSUE 3


INTRODUCTION
In the following, typical abnormal situations have been illustrated to help the crew to
BLEED OVERHEAT
ABNORMAL STATUS

FIGURE 02-36-30-00 BLEED SYNOPTIC
CONTEXT RESULT
BASC fails to close the HP 1 valve
BLEED 1 OVHT CAS message
+
light on
LH flow lines in amber
02-36-30 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
ATA 36 PNEUMATIC
ABNORMAL OPERATION
DGT94085



FIGURE 02-36-30-01 HP1 PUSHBUTTON SET TO OFF

FIGURE 02-36-30-02 BLEED SYNOPTIC WITH HP1 OFF
ACTION RESULT
Corresponding HP pushbutton pushed to
set OFF
HP1 closes, OFF label displayed in amber
HP1 valve and line in gray

F2000EX EASY 02-36-30
CODDE 1 PAGE 3 / 4
DGT94085
ATA 36 PNEUMATIC
ABNORMAL OPERATION
ISSUE 3


CAS MESSAGES
APU FAULT
Could indicate that APU bleed air valve has been
commanded to close and has failed to do so.
Refer also to ATA 49
BLEED .. OVHT
Overheat detected in bleed air system
BLEED .. PYLON OVHT
Overheat detected in engine pylon
CROSS BLEED FAIL
Malfunction of the cross bleed valve
HP .. FAILED
HP bleed valve detected failed
02-36-30 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
ATA 36 PNEUMATIC
ABNORMAL OPERATION
DGT94085


F2000EX EASY 02-38-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 38 WATER - WASTE
TABLE OF CONTENTS
ISSUE 3


02-38 ATA 38 WATER - WASTE
02-38-05 GENERAL
Introduction
Sources
Equipment location
General
Control
Introduction
Circuit breakers
Pressure Relieve Valves
CAS message
02-38-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-38-05
CODDE 1 PAGE 1 / 6
DGT94085
GENERAL
ISSUE 3


INTRODUCTION
The F2000EX EASy is equipped with:
- a pressurized water system to supply galley and toilet washbasin,
- a chemical type front (option) and rear toilet unit with a flush and drain system.
SOURCES
EQUIPMENT POWER
Tank pressurization
HP bleed air of engines
or
APU bleed air
or
Air stored in specific accumulator
(once the latter is charged)
Cold water for:
- RH front galley
- Rear toilet washbasin
Pressurized water tank
Hot water
Pressurized water tank through toilet water
heater
Water heater
Drain heat systems
LH (A4) bus
RH (B2) bus
02-38-05 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 3
GENERAL
DGT94085


EQUIPMENT LOCATION

FIGURE 02-38-05-00 FRONT AND REAR DRAINING SYSTEM
F2000EX EASY 02-38-05
CODDE 1 PAGE 3 / 6
DGT94085
GENERAL
ISSUE 3


FIGURE 02-38-05-01 POTABLE WATER SERVICE PANEL DOOR AND TANK
02-38-05 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 3
GENERAL
DGT94085


FIGURE 02-38-05-02 TOILET SERVICE PANEL DOOR
F2000EX EASY 02-38-05
CODDE 1 PAGE 5 / 6
DGT94085
GENERAL
ISSUE 3


Baggage compartment

FIGURE 02-38-05-03 CABIN POWER SUPPLY BOX
02-38-05 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 3
GENERAL
DGT94085


F2000EX EASY 02-38-10
CODDE 1 PAGE 1 / 4
DGT94085
DESCRIPTION
ISSUE 3


GENERAL
POTABLE PRESSURIZED WATER SYSTEM
The pressurized water system supplies:
- the RH front galley,
- the rear toilet washbasin.
The pressurized water system essentially includes a potable water tank that can be filled by
gravity through a filling port located on the RH of the washbasin bowl, in the rear toilet or by
pressure through a port inside potable water service door.
Potable water tank capacity: 10 USG (38 liters).
NOTE
The water pressure of the external filling source must not exceed 60 psi (4 bar).

NOTE
To open gravity filling cap, press it before to depressurize the water tank.

NOTE
Water tank must be filled only with potable water (distilled and softened water prohibited).
Water is distributed by tank pressure. Water system pressurization is ensured by
pressurized air bled from the engines or from the APU, or in flight by air stored in one
specific accumulator.
Toilet water heater supplies hot water to the rear toilet washbasin. It provides
1.4 water liter at 52C (125F) approximately. It is load shed when GALLEY MASTER
pushbutton is OFF.
NOTE
The water system can be drained to prevent damage by freezing in normal operating
conditions, it is recommended to drain the tank to avoid contamination.
For more information, see GROUND SERVICING (DGT681).
02-38-10 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


WASTE WATER
Waste water is drained through water front and rear drain masts located under the fuselage.
These masts and certain lines are electrically anti-ice.
for more information, refer to ATA 30.
CHEMICAL TOILET
The chemical-type rear toilet unit features a drain pan with a drain valve and bowl equipped
with a flush and drain system.
Toilet waste water draining and toilet water tank filling can be performed through ports inside
toilet service panel.
Toilet has a fiberglass drain pan with a capacity of 14.3 USG ( 54 liters) included 2.5 USG
(8.5 liters) for pre-loaded.

FIGURE 02-38-10-00 REAR CHEMICAL TOILET
F2000EX EASY 02-38-10
CODDE 1 PAGE 3 / 4
DGT94085
DESCRIPTION
ISSUE 3


FORWARD CREW LAVATORY (OPTION)
A lavatory compartment is installed immediately in front of the main entry door.
The compartment houses an electric-flush toilet serviced through an external panel on the
forward lower RH fuselage. On the outboard side wall, a panel incorporates a fold-out sink
with hot/cold water faucet. Waste water drains overboard through a heated drain mast
system.
The forward bulkhead contains a header incorporating a 220 V / 50 Hz power outlet, dual
oxygen mask dropout box, a Public Ad system speaker and a RETURN TO SEAT sign.
A ventilating system is installed in the compartment (2 fans under floor and 2 suction grids).

FIGURE 02-38-10-01 FORWARD TOILET SERVICE PANEL DOOR (OPTIONAL)
DOOR FWD TOILET CAS message appears when forward toilet service panel door is
not properly closed.
02-38-10 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


F2000EX EASY 02-38-15
CODDE 1 PAGE 1 / 6
DGT94085
ISSUE 3


CONTROL
DISTRIBUTION VALVES
Located in front of the water tank in the toilet compartment, distribution valves allow to
isolate or drain the different components of the water pressurized system. For more
information refer to the GROUND SERVICING (DGT681) manual for use.
Gravity filling cap

FIGURE 02-38-15-00 DISTRIBUTION VALVES
CONTROL FUNCTION
Air valve
To cut off the pressurized air supply to the
potable water tank
Rear toilet distribution valve
To isolate the rear washbasin from the fresh
water supply system
Drain valve To drain the potable water tank
Front galley distribution valve
To isolate the front galley from the fresh
water supply system
BP manometer
To Indicate air pressure in tank
(normal: 20 psi)
02-38-15 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 3
DGT94085


GRAVITY FILLING CAP
Cap
Red or green indicator

FIGURE 02-38-15-01 FILLING CAP
CONTROL FUNCTION
Cap Press to depressurize the water tank
Cap Turn to move it
Red indicator Cap unlocked
Green indicator Cap locked
F2000EX EASY 02-38-15
CODDE 1 PAGE 3 / 6
DGT94085
ISSUE 3


WATER PRESSURE INDICATION
The manometer(s) is(are) located:
- on the rear toilet water tank,
- in the forward galley (option).

FIGURE 02-38-15-02 WATER TANK CONTROL AND INDICATION
The pressure indicator located in RH bulkhead in baggage compartment indicates the
accumulator water tank pressure.

FIGURE 02-38-15-03 ACCUMULATOR WATER TANK PRESSURE
02-38-15 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 3
DGT94085


WATER HEATER TEST PANEL
The water heater test panel is located in rear toilet, LH bulkhead.
Magnetic breaker
Test light
Test switch

FIGURE 02-38-15-04 WATER HEATER TEST PANEL
CONTROL FUNCTION
Water heater test switch
- It is used to test the water heating
device
- When set to TEST, the water heater test
switch allows illumination of water
heater test light if heating resistors are
energized
Water heater test light
Illuminated if test switch in TEST position
and heating resistors energized
Water heater magnetic breaker
It is used to reset the water heater power
supply unit after cut off due to failure
detection
F2000EX EASY 02-38-15
CODDE 1 PAGE 5 / 6
DGT94085
ISSUE 3


POTABLE WATER SERVICE PANEL DOOR

FIGURE 02-38-15-05 SERVICE PANEL DOOR
CONTROL FUNCTION
Control handle
When the handle is pulled, the tank filling
and venting lines open
When the handle is pushed, the tank filling
and venting lines close
Water full light
Indicates that the tank is full
02-38-15 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 3
DGT94085


TOILET SERVICE PANEL DOOR
Cont rol handl e
Drai ning port
Flushing port

FIGURE 02-38-15-06 SERVICE PANEL DOOR
CONTROL FUNCTION
Drain valve control handle
When the handle is pulled, the drain valve
opens (connect the flushing tube before)
Controls and functions are identical for the optional forward toilet service panel.

FIGURE 02-38-15-07 TOILET PUSHBUTTONS
F2000EX EASY 02-38-20
CODDE 1 PAGE 1 / 2
DGT94085
SYSTEM PROTECTION
ISSUE 3


INTRODUCTION
The water system is protected by conventional trip-free circuit breakers located above the
overhead panel and in the baggage compartment (cabin power supply box).
CIRCUIT BREAKERS
OVERHEAD PANEL

FIGURE 02-38-20-00 DRAIN HEAT CIRCUIT BREAKER
CABIN SUPPLY POWER BOX
Water heater breaker

FIGURE 02-38-20-01 WATER HEATER CIRCUIT BREAKER
02-38-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
SYSTEM PROTECTION
DGT94085


PRESSURE RELIEVE VALVES
The water supply system and the tank are protected against overpressure through pressure
relief valves. The tank is also protected against negative pressure through a relief valve.
F2000EX EASY 02-38-25
CODDE 1 PAGE 1 / 2
DGT94085
ABNORMAL OPERATION
ISSUE 3


CAS MESSAGE
DOOR FWD TOILET
Forward toilet door is open (option).
02-38-25 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085


F2000EX EASY 02-45-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 45 AIRLANE DIAGNOSTIC AND
MAINTENANCE SYSTEM (ADMS)
TABLE OF CONTENTS
ISSUE 3


02-45 ATA 45 AIRPLANE DIAGNOSTIC AND MAINTENANCE SYSTEM (ADMS)
02-45-05 GENERAL
Introduction
Elaboration and display of failure information for dispatch decision
Central Maintenance Computer function
Sources
Access to the maintenance window on MDU
Centralized Maintenance Computer (CMC) menus
02-45-10 DISPATCH DECISION
Introduction
Airplane system computer fault code download with the fault code display
device
02-45-15 MAINTENANCE
Introduction
Processing and display of maintenance messages
Parameter monitoring
System tests
Hardware architecture and components
02-45-20 PRINT (OPTION) OR DOWNLOAD OF MAINTENANCE REPORTS
Introduction
Procedure
02-45-25 UPLOAD OF NAVIGATION DATA BASES
Introduction
Procedure
CAS messages
02-45-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-45-05
CODDE 1 PAGE 1 / 8
DGT94085
GENERAL
ISSUE 3


INTRODUCTION
The F2000EX EASy 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 data bases,
- obtain airplane failure and status information, perform additional ground tests, as
requested for servicing, maintenance and troubleshooting operations.
The above listed capabilities rely on the F2000EX EASy Airplane Diagnostic and Maintenance
System (ADMS) which includes first:
- the built-in test functions of the avionics, Head-up Guidance System (HGS), engine and
airplane systems, which enable these systems to:
o detect and report failures to the EASy system in real time, in flight or on ground,
o perform on-ground additional tests on request,
- the EASy functions in charge of elaborating and displaying failure information for dispatch
decision,
- the EASy Central Maintenance Computer Function (CMCF).
02-45-05 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 3
GENERAL
DGT94085


Maintenance panel
Printer
(optional )
Cursor Control
Device (CCD)
Data Management
Unit (DMU)
CAS message
windows
DATA LOADER
and LH DU BAT
breakers
Maintenance
windows location
MAU 2 CH A
breaker
Printer breaker
(optional )

F2000EX EASY 02-45-05
CODDE 1 PAGE 3 / 8
DGT94085
GENERAL
ISSUE 3


ELABORATION AND DISPLAY OF FAILURE INFORMATION FOR DISPATCH DECISION
The EASy avionics system (Monitor Warning and Graphic Generation functions) processes
the EASy input data, and, when a failure is detected, generates the proper cockpit indication
for dispatch decision. This indication consists of one or several CAS messages, as well as
abnormal status indication presented on PDU (gears, slats / flaps, airbrakes, ).
When recommended by the Master Minimum Equipment List (MMEL), and in order to limit as
much as possible dispatch restriction, detailed failure information can be obtained in the
systems, STAT and TEST synoptics, or by a direct computer fault code readout performed on
ground with the Fault Code Display (FCD) device.
CENTRAL MAINTENANCE COMPUTER FUNCTION
The EASy Central Maintenance Computer Function (CMCF) provides:
- a single access to avionics, HGS, engines and airplane systems maintenance
messages, status information and initiated ground tests, requested for servicing,
maintenance and troubleshooting purposes,
- a means of loading navigation files and data bases, and system software from the on-
board Data Management Unit (DMU) located in the cockpit (LH console), or from a
laptop acting as a Centralized Maintenance Computer (CMC) Remote Terminal
(CMC RT),
- a means of downloading maintenance data to the on-board DMU, or to a laptop acting
as a CMC RT,
- a means of printing data on the optional on-board printer located in the cockpit (RH
console),
- a means of configuring the maintenance computer RS-232 port located in the cockpit
maintenance panel, in order to connect the FCD device to one of the following airplane
system computers:
o Engine Diagnostic Units (EDU) 1 and 2,
o Cabin Pressure Control (CPC),
o Bleed Air Supply Computer (BASC) control and monitoring,
o Fuel Quantity Management Computer (FQMC) channels 1 and 2,
o Braking and Steering Control Units (BSCU) 1 and 2,
o Temperature Control System (TCS crew, TCS pax, TCS man) of the air conditioning
computer.
02-45-05 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 3
GENERAL
DGT94085


The CMCF is hosted by the CMC module. It can be controlled:
- from the cockpit, on ground, with the Cursor Control Device (CCD) to navigate in the
menu of the CMC maintenance window displayed on one MDU,
- from a standard laptop connected to the EASy Local Area Network (LAN) connector
located in the maintenance panel (with the LAN adapter connected into the
MAINTENANCE OPERATION plug), and configured as a CMC RT by executing the
dedicated software. The CMC RT can be used with the airplane being either on ground
or in flight.
In this document, the CMC cockpit control mode will be the mode mainly described. For more
information related to the CMC RT mode, refer to the Aircraft Maintenance Manual / ATA 45.
NOTE
The CMCF software does not comply with certification requirements applicable to functions
generating and displaying information related to the safety of flights, as the Monitor Warning
and Graphics Generation functions do. Consequently, failure and status information displayed
on the CMC maintenance window cannot be considered as the only information used for
dispatch decision: they are dedicated to servicing, maintenance and troubleshooting purposes.
LAN adapter in rest position

FIGURE 02-45-05-01 MAINTENANCE PANEL NORMAL FLIGHT
LAN adapter
to CMC RT
Cockpit RH
rear window
to FCD
device

FIGURE 02-45-05-02 MAINTENANCE PANEL MAINTENANCE OPERATION
F2000EX EASY 02-45-05
CODDE 1 PAGE 5 / 8
DGT94085
GENERAL
ISSUE 3


FIGURE 02-45-05-03 CENTRAL MAINTENANCE SYSTEM FUNCTIONAL ARCHITECTURE
02-45-05 F2000EX EASY
PAGE 6 / 8 CODDE 1
ISSUE 3
GENERAL
DGT94085


SOURCES
ELECTRICAL
The Centralized Maintenance Computer (CMC) is a module of a Modular Avionics Unit
(MAU). It is installed in slot 2 of MAU 2 (MAU 2 is installed in the airplane nose cone). It is
powered by channel A line through RH B2 bus when the RH AV MASTER switch is
depressed, and is protected by the MAU 2 CH A circuit breaker.
The CMC is consequently not powered in MINI LOAD mode.
The CMC is alternately powered by the LH DU stand-by battery during avionics or airplane
power-off in order to ensure a proper CMC shutdown.

FIGURE 02-45-05-04 OVERHEAD CIRCUIT BREAKER PANEL
DATA
The data available for processing and display of failure information requested for dispatch
decision, and for the Central Maintenance Computer Function are all analog, discrete and
digital data available to the avionics system. These include:
- all information received by the MAU(s) for flight management,
- faults reported in real time by the system computers (avionics, HGS, engines, airplane
systems), on ground or in flight, through digital links (ARINC 429 or ASCB),
- fault reports automatically downloaded on ground from air conditioning computer which
is not capable of sending its fault reports in real-time to the CMC.
F2000EX EASY 02-45-05
CODDE 1 PAGE 7 / 8
DGT94085
GENERAL
ISSUE 3


ACCESS TO THE MAINTENANCE WINDOW ON MDU
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,
- call the menu by depressing 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.
"MENU"
"ENTER"

FIGURE 02-45-05-05 ACCESS TO THE MAINTENANCE WINDOW ON MDU
02-45-05 F2000EX EASY
PAGE 8 / 8 CODDE 1
ISSUE 3
GENERAL
DGT94085


CENTRALIZED MAINTENANCE COMPUTER (CMC) MENUS
The CMC maintenance window makes available a set of sub-functions through the various
CMC menus, organization of which is described in the figure below.
DAILY SERVICING
MAINTENANCE
DATA LOADER
DAILY SERVICING SCREEN
(Engine Oil levels only)
MAINTENANCE MESSAGES
PARAMETERS MONITORING
SYSTEM TESTS
EXTENDED MAINTENANCE
STORAGE ON/OFF
MEMBER SYSTEM STATUS
CONFIGURATION
REPORTS
RS 232 PORT MANAGEMENT
SELECT A TEST
SELECT A SCREEN
ACTIVE
CURRENT LEG
HISTORICAL BY DATE
HISTORICAL BY ATA
CLEAR COMPUTER FAULT MEMORY
DATA LOADING SYSTEM SCREEN

FIGURE 02-45-05-06 CMC MENU ORGANIZATION
F2000EX EASY 02-45-10
CODDE 1 PAGE 1 / 8
DGT94085
DISPATCH DECISION
ISSUE 3


INTRODUCTION
The elaboration and display of failure information requested for an optimized and safe
dispatch decision is based on the following principles (see figure 02-45-10-01):
- a CAS message is displayed in case of any system failure identified by the EASy system,
and which impacts the airplane dispatch capability,
- in order to limit the number of CAS messages, failures reported by braking, bleed air and
anti-ice, fuel and air conditioning systems computers with a generic CAS message
XXXX CMPTR FAULT CODE indicates to the crew that at least one fault code
was received from the corresponding airplane system computer,
- these generic CAS messages are (refer to last subsection):
o A/I CMPTR MONIT/CONT FAULT CODE , when a fault code is received from the
Bleed Air Supply Computer (BASC) Monitoring/Control,
o FUEL CMPTR FAULT CODE , when a fault code is received from the Fuel
Quantity Management Computer (FQMC) channel 1 or 2,
o BRAKE CMPTR 1+2 FAULT CODE , when a fault code is received from the
Braking and Steering Control Unit 1/2 (BSCU 1/2),
o COND CMPTR FAULT CODE , when a fault code is received from the Air
Conditioning Computer (ACC)
- a table of CAS messages along with their references to enter in the MMEL item list is
included in the MMEL preamble,
NOTE
Any CAS messages not listed in that MMEL preamble is to be considered as a NO GO.
- a MMEL item list reference is associated with any failure indication displayed on ground,
- the MMEL recommends getting additional information either in the STAT synoptic, or
through a direct computer fault code download operation performed with the Fault Code
Display (FCD) device, for an optimized dispatch decision.
02-45-10 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 3
DISPATCH DECISION
DGT94085


Some failures impacting the airplane dispatch can only be detected when the airplane is in a
specific operational configuration (e.g.: engine running, anti-ice operating, braking with anti-
skid operating, ). To keep the failure information displayed when the airplane is no longer in
this operational configuration, the corresponding CAS message is latched until the CLR
FAULT soft key on the TEST synoptic is activated for 5 sec at least.

FIGURE 02-45-10-00 CLR FAULT SOFT KEY
This allows the system to:
- make sure that the dispatch decision is taken with all CAS messages related to known
airplane failures being displayed to the crew,
- inform the crew performing the Daily Servicing operation, thus providing with anticipation a
remedy for any failure that was detected during the previous flights, and that could impact
the next mission,
The CLR FAULT soft key shall consequently not be activated to confirm the failure, unless
otherwise specified in the MMEL.
F2000EX EASY 02-45-10
CODDE 1 PAGE 3 / 8
DGT94085
DISPATCH DECISION
ISSUE 3


(1) CAS message(s) or
other failure indication
displayed in PDU, on
ground
DISPATCH
DECISION
(2) MMEL preamble
(reference table)
(3) MMEL Item list
Additional
information
requested for
optimal dispatch
decision ?
Airplane system fault code
reading with Fault Code
Display (FCD) device
Additional information
from systems, STAT and
TEST synoptics
YES
e.g. fault code
NO
(4) MMEL [O]
Procedure
(4) MMEL [M]
Procedure
OR

FIGURE 02-45-10-01 DISPATCH DECISION - PRINCIPLE
02-45-10 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 3
DISPATCH DECISION
DGT94085


AIRPLANE SYSTEM COMPUTER FAULT CODE DOWNLOAD
WITH THE FAULT CODE DISPLAY DEVICE
When recommended by the MMEL, an airplane system computer fault code download
operation can be performed with the Fault Code Display (FCD) device in order to get detailed
failure information at the origin of the XXXX CMPTR FAULT CODE CAS message.
The FCD device is a standard laptop configured with the Dassault AEGIS-EASy software.
The download operation is performed as follows:
- connect the FCD device to the "Maintenance Computer" RS-232 port located in the cockpit
maintenance panel,
- configure the Maintenance Computer RS-232 port with the CMC, in order to connect it to
the airplane system computer to be downloaded,
- download the selected computer with the AEGIS-EASy software.
CONNECTION OF THE FCD DEVICE TO THE MAINTENANCE COMPUTER RS-232 PORT
This connection is performed by using a standard Serial connection cable that will connect
the FCD Serial port to the Maintenance Computer RS-232 port located in the cockpit
maintenance panel.
"MAINTENANCE COMPUTER"
RS-232 port
Standard serial
cable
Fault Code Display (FCD) device

FIGURE 02-45-10-02 FAULT CODE DISPLAY DEVICE CONNECTION
F2000EX EASY 02-45-10
CODDE 1 PAGE 5 / 8
DGT94085
DISPATCH DECISION
ISSUE 3


CONFIGURATION OF THE MAINTENANCE COMPUTER RS-232 PORT
The EASy Custom I/O modules integrate a configurable routing device to connect the
Maintenance Computer RS-232 port to the airplane system computer to be downloaded.
The configuration is performed by using the CMC as follows:
- display the CMC maintenance window on the upper or lower MDU (or on the RH PDU if
re-configured as MDU),
- reach the CMC window named RS-232 PORT MANAGEMENT from the CMC MAIN
MENU by selecting MAINTENANCE, then EXTENDED MAINTENANCE, then RS-232
PORT MANAGEMENT,
- click on the selected computer name through the CCD: when the selected name
appears in the COMPUTER CONNECTED field, the connection is established.
DOWNLOAD OF THE SELECTED AIRPLANE COMPUTER WITH AEGIS-EASy SOFTWARE
As soon as the Fault Code Display (FCD) device is connected to the RS-232 port, and the
RS-232 port is configured for the selected computer, the download operation can be
launched by using the AEGIS-EASy software.
The download operation is performed as follows:
- start the laptop and execute the AEGIS-EASy software,
- select the proper A/C S/N in the Aircraft menu bar,
- select the computer to be downloaded in the computers list, by checking the
corresponding checkbox,
- launch the download operation by clicking on the Download soft key,
- read the downloaded fault codes in the Code area.
NOTE
If the selected computer does not correspond to the computer for which the RS-232 port is
configured, the download operation will terminate with a COMPUTER NOT RESPONDING
failure indication. In this case, select the correct computer and launch again the download
operation.
02-45-10 F2000EX EASY
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ISSUE 3
DISPATCH DECISION
DGT94085


FIGURE 02-45-10-03 RS-232 PORT MANAGEMENT WITH THE CMC
F2000EX EASY 02-45-10
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DGT94085
DISPATCH DECISION
ISSUE 3


Airplane
menu bar
Computer
checkbox
Download
soft key

FIGURE 02-45-10-04 AEGIS-EASy DOWNLOAD WINDOW
02-45-10 F2000EX EASY
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DISPATCH DECISION
DGT94085


F2000EX EASY 02-45-15
CODDE 1 PAGE 1 / 4
DGT94085
MAINTENANCE
ISSUE 3


INTRODUCTION
The Central Maintenance Computer Function provides the maintenance crew with a set of
sub-functions in order to facilitate the whole airplane troubleshooting and maintenance.
These main sub-functions are:
- processing and display of maintenance messages,
- parameter monitoring,
- system tests (ground tests, on request).
PROCESSING AND DISPLAY OF MAINTENANCE MESSAGES
Maintenance messages are elaborated by the CMCF based on any failure information or flight
data made available to EASy.
Fault processing equations are defined in order to provide the mechanics with only the
maintenance message identifying the initial cause. These fault processing equations combine
the various available information to isolate the failure and to eliminate as much as possible
the cascade effects.
They result in maintenance messages which mainly contain the following information:
- maintenance message name,
- list of possible defective Line Replaceable Units (LRUs), ordered from the most to the less
probable,
- symptoms, as visible by the flight or maintenance crew,
- reference of the Fault Isolation Procedure of the Aircraft Maintenance Manual detailing the
maintenance actions to be performed if the message occurs,
- flight phase and time stamp of all identified transition of the message from the Inactive to
Active or Active to Inactive status.
The maintenance messages are stored in the Fault History Data Base (FHDB). The CMC
Maintenance Message menu allows the operator to display messages being in the Active
status at the time of the display, or messages which were stored in the FHDB during the
current or previous legs.
02-45-15 F2000EX EASY
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ISSUE 3
MAINTENANCE
DGT94085


PARAMETER MONITORING
The CMCF is capable of displaying and refreshing in real time screens of parameters (e.g.
screen containing landing gear proximity sensors status presented in figure ).
These parameter monitoring screens are defined to ease the troubleshooting and
maintenance operations by reducing the external test equipment requirements.

FIGURE 02-45-15-00 EXAMPLE OF PARAMETER MONITORING SCREEN
SYSTEM TESTS
The CMCF is capable of initiating ground tests of equipped systems.
These ground tests are mainly defined to simplify the return-to-service operational tests to be
performed after a system component replacement.
F2000EX EASY 02-45-15
CODDE 1 PAGE 3 / 4
DGT94085
MAINTENANCE
ISSUE 3


HARDWARE ARCHITECTURE AND COMPONENTS
The following schematics present the hardware components and links involved in the Airplane
Diagnostic and Maintenance System (ADMS).
MAINTENANCE INHIBIT is a guarded switch which allows ground maintenance operation
with inhibition of overhead panel automatic sequences.
Maintenance Panel
Modular Avionics Units (MAU)
I/O Modules
Maintenance MUX
CMC Module (MAU2A)
Monitor Warning function
Processor Modules
Databases
- Loadable Diagnostic Information
- Fault History Database
Advanced Graphics Modules (2 to 4)
RS-232 TO RS-422
Central Maintenance Function

- Fault Processing
- Tests & Parameter Monitoring
- RS-232 Port management
- Data & Software Load
ARINC 429
RS 232
RS 422 System computers with RS 422 link
(EDU, BASC, FQMC, BSCU, ACC, CPC)
System computers with ARINC 429 link
Printer
CCD
LAN
Avionics components with ASCB link
Network Interface Controllers
ASCB
Analog and discrete data
DMU
Video Control I/O Module (MAU1A)
RIB
LAN
Virtual backplane network

FIGURE 02-45-15-01 CENTRAL MAINTENANCE SYSTEM HARDWARE ARCHITECTURE
02-45-15 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
MAINTENANCE
DGT94085


F2000EX EASY 02-45-20
CODDE 1 PAGE 1 / 4
DGT94085
PRINT (OPTION) OR DOWNLOAD OF MAINTENANCE
REPORTS
ISSUE 3


INTRODUCTION
Printing or downloading of maintenance reports can be performed to provide the maintenance
crew with detailed information in case of a problem encountered during the flight.
The maintenance report can be:
- printed on the optional cockpit printer,
- downloaded on a PCMCIA memory PC-CARD inserted in the PCMCIA slot 2 of the on-
board Data Management Unit (DMU),
- downloaded on the hard drive of a laptop connected to the LAN as a CMC RT.
The most interesting and informative CMC REPORTS are:
- CURRENT LEG FDE / MAINT MSG, which contains:
o all the maintenance messages logged during the current flight leg,
o Flight Deck Effects (FDE), i.e. CAS messages.
NOTE
A new flight leg is initiated at the first engine start following a MAU 2 electrical off/on sequence.
- ACTIVE FDE / MAINT MSG, which contains the maintenance messages and CAS
messages still active at the time of the download or print operation. It must be noted that
some failures to be fixed by the maintenance technicians might not appear in this report
(intermittent failures, failures only detected in specific operating conditions such as
engines running, ).
Other available CMC reports are detailed in the Aircraft Maintenance Manual / ATA 45.
02-45-20 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
REPORTS
DGT94085


PROCEDURE
Printing or downloading of a maintenance report is performed as follows:
- display the CMC maintenance window on a MDU,
- reach the CMC window named CMC REPORTS from the CMC MAIN MENU by selecting
MAINTENANCE, then EXTENDED MAINTENANCE, then REPORTS,
- move the cursor in the list of available reports with the CCD knob, to select the report to be
printed or downloaded,
- click on the selected report name through the CCD. This opens the list of available devices
for printing or downloading:
o COCKPIT PRINTER,
o LOCAL STORAGE: To be selected to download the file on a laptop hard drive. This is
only possible when the operation is performed with a laptop connected to the LAN as a
CMC RT,
o DMU PCMCIA : To be selected to download the file on a PCMCIA PC-CARD inserted in
the DMU slot,
- select one of the above listed devices with the CCD knob,
- launch the print or download operation by clicking on the CCD enter key. When the
operation is complete, a completion status will appear at the bottom of the screen.
F2000EX EASY 02-45-20
CODDE 1 PAGE 3 / 4
DGT94085
REPORTS
ISSUE 3


FIGURE 02-45-20-00 PRINT OR DOWNLOAD OF MAINTENANCE REPORT
02-45-20 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
REPORTS
DGT94085


F2000EX EASY 02-45-25
CODDE 1 PAGE 1 / 2
DGT94085
UPLOAD OF NAVIGATION DATA BASES
ISSUE 3


INTRODUCTION
Upload of files and data bases are requested to:
- periodically update navigation and terrain data bases requested for the INAV and FMS
EASy functions, and Jeppesen electronic charts (if the option was selected by the
operator),
- load a flight plan prepared on an external computer and stored on a CD-ROM or on a
PCMCIA memory PC-CARD.
The navigation and terrain data bases and the Jeppesen electronic charts are distributed to
the operator by the Integrated Navigation Data Service (INDS) which was developed through
an alliance of Honeywell and Jeppesen, to provide state-of-the-art data service for the new
EASy cockpit.
These data are provided under the format of CD-ROM:
- INDS CD-ROM #1 (Blue), updated every 14 days, containing Jeppesen e-Charts (if the
option was selected by the operator), Obstacles, Geopolitical Information, Airport
Information,
- INDS CD-ROM #2 (Red), updated every 28 days, containing Navigation Data and
Airspace and Communications Data,
- INDS CD-ROM #3 (Green), updated every 6 to 12 months, containing Terrain Data.
The upload of navigation files and data bases can be performed:
- either from the cockpit by inserting the INDS CD-ROM or the PCMCIA memory PC-CARD
containing the flight plan to be uploaded in the DMU drive, and controlling the loading
process with the CMC,
- or from a laptop connected to the LAN as a CMC Remote Terminal, by inserting the INDS
CD-ROM or the PCMCIA memory PC-CARD containing the flight plan to be uploaded in
the corresponding laptop drive.
02-45-25 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
UPLOAD OF NAVIGATION DATA BASES
DGT94085


PROCEDURE
The upload of data bases from the cockpit is controlled from the CMC as follows:
- power on the avionics system by depressing MINI LOAD MASTER, LH AV MASTER and
RH AV MASTER switches, in order to make sure that MAU modules to be loaded are
powered,
- insert the appropriate INDS CD-ROM in the corresponding DMU drive,
- display the CMC Maintenance Window on a MDU,
- activate the Data Loading System (DLS) by selecting DATA LOADER in the CMC MAIN
MENU,
- click on the FULL LOAD button located on the RH button bar for an automatic loading of
the appropriate MAU modules with the files located on the CD-ROM. The list of drives
available for the upload operation will appear,
- move the cursor in the list using the CCD knob, and select the appropriate DMU drive (CD-
ROM or PCMCIA Slot 2) by clicking on the CCD Enter key. This expands the list of files
'_DR' available for upload,
- move the cursor in the list of '_DR' files using the CCD knob, and select the file to be
uploaded by clicking on the CCD Enter key (Refer to the INDS CD-ROM installation letter
as needed for identification of the '_DR' file to be selected). A text description of the
content of the selected '_DR' file will appear at the bottom of the screen,
- click on the SELECT FILE button located on the RH button bar, to initiate the configuration
check of the modules to be loaded. During the configuration check, the " xx% complete"
indication and a list of errors will be displayed as needed to reflect status of modules
checked in the system. On completion of the configuration check, the estimated load time
will be displayed, and the START LOAD button will appear on the RH button bar,
- click on the START LOAD button to launch the selected file loading. On Load completion,
error codes, if any, will be displayed, along with the indication that the load is 100%
complete.
NOTE
Refer to the Aircraft Maintenance Manual ATA 45 for additional information related to error
codes which might be displayed during the last two phases (configuration check and loading).
F2000EX EASY 02-45-30
CODDE 1 PAGE 1 / 2
DGT94085
ABNORMAL OPERATION
ISSUE 3


CAS MESSAGES
PARKING
ENG 1+2: NO DISPATCH
Fault detected by FADEC thus leading to no dispatch
PRESSURE CMPTR FAULT CODE
Cabin Pressure Computer (CPC) fault (activated also
during taxiing)
APU CMPTR FAULT CODE
APU ECU fault
Fault code from the Bleed Air Supply Computer
(BASC) Monitoring
(BASC) Control
Fault code from the Fuel Quantity Management
Computer (FQMC), channel 1 or 2
BRAKE CMPTR 1+2 FAULT CODE
Fault code from a Braking and Steering Control Unit
(BSCU) 1/2
Test of flight control servo accumulator LH monitoring
failed
Test of flight control servo accumulator RH monitoring
failed
Fault code from the Air Conditioning Computer
(ACC), TCS crew, TCS pax or TCS man
ENG 1+2: SHORT DISPATCH
Short term dispatch
ENG 1+2: LONG DISPATCH
Long term dispatch
MAINT CMPTR FAIL
Maintenance computer failed
02-45-30 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085


IN-FLIGHT
ENG 1+2: NO DISPATCH
Failure detected by FADEC
PRESSURE CMPTR FAULT CODE
Cabin Pressure Computer (CPC) fault
APU ECU fault
(BASC) Monitoring
(BASC) Control
Fault code from the Fuel Quantity Management
Computer (FQMC), channel 1 or 2
BRAKE CMPTR 1+2 FAULT CODE
Fault code from a Braking and Steering Control Unit
(BSCU) 1/2
Test of flight control servo accumulator LH monitoring
failed
Test of flight control servo accumulator RH monitoring
failed
Fault code from the Air Conditioning Computer
(ACC), TCS crew, TCS pax or TCS man

F2000EX EASY 02-49-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 49 AUXILIARY POWER UNIT
TABLE OF CONTENTS
ISSUE 3


02-49 ATA 49 AUXILIARY POWER UNIT
02-49-05 GENERAL
Introduction
Sources
Equipment location
Introduction
Description
Operating principle
APU systems
Distribution
Control
Indication
Circuit breakers
APU ECU protections
Starting sequence
Shutdown
Limitations
APU start with GPU
APU starting sequence failed
APU normal shutdown failed
APU overspeed
APU fire
CAS messages
02-49-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-49-05
CODDE 1 PAGE 1 / 4
DGT94085
GENERAL
ISSUE 3


INTRODUCTION
The Auxiliary Power Unit (APU) allows the Falcon 2000EX airplane to be self-supported
(providing electrical power and bleed air) during ground operations especially at remote
locations where ground servicing equipment may not be compatible or available.
It also provides backup electrical power and main engine starting bleed air in flight.
02-49-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
GENERAL
DGT94085


ENG synoptic
ENG-TRIM-BRK
window
CAS window
DC supply
overhead panel
APU control panel
APU fire
APU circuit breaker

F2000EX EASY 02-49-05
CODDE 1 PAGE 3 / 4
DGT94085
GENERAL
ISSUE 3


SOURCES
The APU inputs are independent of all installed airplane systems except for the electrical
power source used during starting and fuel supply from the airplane fuel tanks.
ELECTRICAL POWER FUEL
APU starting requires electrical power
supplied either:
- by battery 1 through the battery bus,
- by a Ground Power Unit via the
ESSential bus.
Fuel is supplied to the APU by the No. 2
engine fuel feed line.
Refer to CODDE 1 / Chapter 02 / ATA 28
EQUIPMENT LOCATION

FIGURE 02-49-05-01 APU LOCATION
The APU is longitudinally mounted underneath the fin, inside the tail cone.
02-49-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
GENERAL
DGT94085


F2000EX EASY 02-49-10
CODDE 1 PAGE 1 / 4
DGT94085
DESCRIPTION
ISSUE 3


INTRODUCTION
The Falcon 2000EX incorporates an APU model GTCP36-150 (F2M) manufactured by
Honeywell. 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.
DESCRIPTION
The APU consists of an air intake, located in the middle of the unit, a centrifugal compressor
and its discharge port for bleed air, a combustion chamber, a single stage turbine, an exhaust
duct and an accessory section. The accessories include the APU fuel control unit, the fuel
pump, the oil pump and the starter-generator.
Exhaust duct
Compressor
Lower right
compartment
inlet ventilation
Air intake door
APU
bleed air
valve
Upper left
compartment
inlet ventilation
Gearbox
Starter generator
Firewall
Generator
inlet ventilation
Generator outlet
ventilation

FIGURE 02-49-10-00 APU LAYOUT
02-49-10 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


Air inlets are located on the right and left hand side of the tail cone.
Two air scoops on tail cone (upper LH and lower RH sides) provide APU compartment
ventilation.
The engine air intake door is located on the right hand upper side of the APU compartment.
The APU exhaust duct for engine gases and ventilation circulation is located at the rear of the
cone.
The APU generator has its own ventilation system. The air flows through a duct from the LH
inlet ahead of the tail cone. The RH outlet below the APU air intake allows for exhaust of APU
generator ventilation system.
A door opens on LH side for APU oil filling.
APU generator inlet Oil filler door
LH ventilation scoop
RH ventilation scoop
APU engine exhaust
APU generator
exhaust outlet
APU air intake door

FIGURE 02-49-10-01 EXHAUST OUTLET AND AIR INLET
The hot bleed air necessary for main engine start and air conditioning is tapped from
compressor discharge.
F2000EX EASY 02-49-10
CODDE 1 PAGE 3 / 4
DGT94085
DESCRIPTION
ISSUE 3


OPERATING PRINCIPLE
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 regulated N1 (below 106%). The stabilized exhaust gas temperature (EGT)
may vary depending on whether hot air is taken or not for air conditioning and on the ambient
air temperature. The engine then operates on a cycle of continuous induction, compression,
combustion and exhaust at a constant rpm.
In flight, airbrakes extension (position 2) may induce an increase of around 20C EGT.
When APU BLEED AIR is selected, bleed air is available for engine start or air conditioning.
The APU generator self-connects to the ESS bus. When the APU generator is on line, LH,
ESS and battery buses are powered, BAT 1 is charging. Depending on bus tied rotary switch
position, the same applies to right side buses and BAT 2.
If the start relay fails to open, the amber STARTER APU message appears in
the CAS message window.
If APU generator fails to connect, the amber APU GEN message is then
displayed in the CAS message window.
APU SYSTEMS
OIL SYSTEM
The oil system provides cooling and lubrication of the main rotor bearings and accessory
gearbox.
A switch located downstream from the oil system indicates when oil pressure decreases
below the minimum operating value. If so, the APU is automatically shut down.
A thermostat, inside the oil sump, controls the temperature. If oil temperature exceeds the
maximum operating value, the APU is automatically shut down.
An electrical level measuring plug is fitted on the APU oil tank filler cap. The APU OIL status
can be checked on the TEST synoptic before APU start.
Measuring plug
Filler cap

FIGURE 02-49-10-02 APU OIL FILLER PORT
02-49-10 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
DESCRIPTION
DGT94085


FUEL SYSTEM
Fuel is supplied to the APU by the No 2 engine fuel feed line through the fuel supply shut-off
valve. The APU fuel system features a bypass filter and a high pressure gear pump. A
solenoid shut-off valve permits the system to command APU shut-off in case of failure
detected by the APU Electronic Control Unit (APU ECU).
The fuel flow is controlled by the ECU to fit the different APU operation phases and loads.
IGNITION SYSTEM
The APU incorporates a high-energy ignition system consisting of a two-way exciter box,
and dual cable and dual igniter plug in the combustion chamber.
The ignition system is entirely controlled by the APU ECU. The ignition is started at 5.6% N1
and continues until N1 reaches 99%.
APU ELECTRONIC CONTROL UNIT (APU ECU)
The APU Electronic Control Unit (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 flow (timed-
acceleration during starting of the engine or control during self-sustaining operation).
The control speed is 105% N1 in flight above 6,000 ft for main engine starting, otherwise
102% N1.
The temperature loop is not active during APU starting or normal operation unless EGT
exceeds the maximum operating value.
DISTRIBUTION
APU GENERATOR
The starter-generator of the APU is rated at 9 kW (300A) to supply the airplane systems with
28.5 V
DC
and is regulated by an associated Generator Control Unit (GCU) mounted in the
forward servicing compartment. Its excitation circuits are fed when APU generator trip
magnetic switch is set to upward position.
It is capable of supplying the entire DC electrical system in addition to charging batteries.
BLEED AIR
The APU bleed air is driven through a BLEED AIR valve to the pneumatic system.
For main engine starting, the valve is fully open.
When used for air conditioning, the APU ECU controls the valve to obtain the desired cabin
temperature.
F2000EX EASY 02-49-15
CODDE 1 PAGE 1 / 8
DGT94085
ISSUE 3


CONTROL
Pushbuttons
Status
lights

FIGURE 02-49-15-00 APU CONTROL PANEL
Two-position APU generator trip magnetic switch

FIGURE 02-49-15-01 OVERHEAD PANEL DURING NORMAL IN-FLIGHT CONFIGURATION
02-49-15 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 3
DGT94085


TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
SYNOPTIC
- powers the APU if the
ON light is off (APU not
running and not
powered)
push to
power
before
start-up
Empty windows
- deactivates the APU if
the ON light only is on
(APU only powered
and not running)
push to
deactivate
or stop
APU

- abnormal APU stop
ON
flashing
N1 and EGT values
(ENG synoptic and
ENG window of PDU)
push to
start

- initiates APU starting
sequence when the
ON light only is on
- initiates APU shutdown
when both ON and
RUN lights are on
(APU running)
push to
stop

F2000EX EASY 02-49-15
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DGT94085
ISSUE 3


TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
SYNOPTIC
contactor
closed
(Z< 35,000)

Connected
contactor
closed
(Z> 35,000)

contactor
open (APU
stopped or
GPU is on)

- connects the APU
generator to the ESS
bus
- allows excitation of
APU generator
- trips automatically to
down position when
the GCU detects an
over-voltage
- acts as a reset switch
when the fault is
cleared (only one reset
attempt is allowed)

Disconnected
Abnormal
situation:
contactor
open with
APU running
and no GPU

02-49-15 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 3
DGT94085


INDICATION
As the APU supplies electrical power to the airplane, APU electrical indications can be
displayed in the ELEC synoptic of the lower 2/3 MDU window. This page indicates APU
generator status and the corresponding ammeter measurement.

FIGURE 02-49-15-02 ELECTRICAL SYNOPTIC INDICATION, APU RUNNING

FIGURE 02-49-15-03 APU GENERATOR SYMBOL
F2000EX EASY 02-49-15
CODDE 1 PAGE 5 / 8
DGT94085
ISSUE 3


The ammeter indicates normal operating values or abnormal values using the following rules.
Normal values
appear in green
Abnormal
values appear
in amber
Invalid data

FIGURE 02-49-15-04 APU GENERATOR AMMETER
For the APU generator, the analog ammeter and digital readout are only displayed when the
APU is running. The amber scale and associated indication range depend on the airplane
altitude.
APU engine parameters are only displayed when APU MASTER is ON, at the top RH corner
of the ENG synoptic and at the bottom of the ENG-TRM-BRK window. N1 (%) and EGT (C)
are displayed as digital readouts. In case of failure, amber labels are displayed near APU
parameters: OVSP , OIL , BLEED and DOOR .

FIGURE 02-49-15-05 ENG SYNOPTIC
02-49-15 F2000EX EASY
PAGE 6 / 8 CODDE 1
ISSUE 3
DGT94085


FIGURE 02-49-15-06 ENG-TRM-BRK WINDOW
F2000EX EASY 02-49-15
CODDE 1 PAGE 7 / 8
DGT94085
ISSUE 3


In the TEST synoptic of the MDU lower 2/3 window, APU OIL status can be obtained. The
system indicates:
- if APU OIL level is ok ( LEVEL OK message, see figure below), or
- if APU OIL level is too low ( ADD APU OIL ), or
- if the oil data is invalid ( TEST FAIL ).

FIGURE 02-49-15-07 LOWER MDU TEST SYNOPTIC
An hourmeter, located in the aft servicing compartment, records APU operating time. It
automatically begins to record 4 sec after the APU engine N1 reaches 99%.
02-49-15 F2000EX EASY
PAGE 8 / 8 CODDE 1
ISSUE 3
DGT94085


F2000EX EASY 02-49-20
CODDE 1 PAGE 1 / 2
DGT94085
SYSTEM PROTECTION
ISSUE 3


CIRCUIT BREAKERS
APU ECU circuit protection is provided by a conventional trip-free circuit breaker located

FIGURE 02-49-20-00 OVERHEAD CIRCUIT BREAKER PANEL
APU ECU PROTECTIONS
The APU ECU incorporates comprehensive protection, which automatically shuts down the
unit and triggers the APU FAULT CAS message when any of the following
conditions is met:
- overspeed (110% 1%),
- loss of N1 signal,
- wrong position of APU air intake door,
- APU ECU failure,
- loss of DC power,
- slow start (starting phase control),
- speed drop.
The extra following conditions are also activated providing that in-flight dual engine failure
does not occur (in order to keep APU running in such an event):
- EGT overheat (see next section, LIMITATIONS),
- loss of EGT signal,
- low oil pressure (below 31 psi though N1 above 99% for more than 10 sec),
- high oil temperature (oil temperature in the sump above 163C),
- electrical fuel flow regulator failure,
- APU fire,
- air conditioning overheat.
02-49-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
SYSTEM PROTECTION
DGT94085


F2000EX EASY 02-49-25
CODDE 1 PAGE 1 / 4
DGT94085
NORMAL OPERATION
ISSUE 3


STARTING SEQUENCE
The APU can be started using either airplane battery 1 or an external ground power unit.
On ground, the battery start is the usual operating mode. GPU start is detailed in the
ABNORMAL OPERATION sub-section.
Prior to starting the APU, the oil level must be checked as well as the security area.
Pushing the APU MASTER pushbutton turns the ON light on (steady green once air intake
door is open). APU ECU is powered.
Pushing the START / STOP pushbutton initiates the automatic start sequence and
automatically starts the stand-by No 2 booster pump. The RUN light then illuminates for
approximately 5 sec to indicate that the command is taken into account (steady green). It
extinguishes during APU starting (about 20 sec; BAT 2 symbol is displayed in gray on the
ELEC synoptic). When APU start is successful (generator on line), it illuminates again and
remains illuminated until the APU is stopped.
As long as the RUN remains illuminated, the starting sequence is successful. The engine
parameters can be monitored on the ENG-TRM-BRK window. N1 and EGT can be checked
while increasing up to approximately 101% for N1 and 400C for EGT.
The electrical parameters can be checked on the ELEC synoptic before connecting
equipment.
The following examples show controls and indications displayed to the pilots during normal
ground operation of the APU.

FIGURE 02-49-25-00 APU CONTROL PANEL
02-49-25 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
NORMAL OPERATION
DGT94085


FIGURE 02-49-25-01 ELEC SYNOPTIC

FIGURE 02-49-25-02 LOWER ENG-TRM-BRK WINDOW

F2000EX EASY 02-49-25
CODDE 1 PAGE 3 / 4
DGT94085
NORMAL OPERATION
ISSUE 3


SHUTDOWN
The APU incorporates an automatic and manual shutdown system that is controlled by the
APU ECU and corresponds to the abnormal conditions detailed in the SYSTEM
PROTECTION section.
Pushing the START / STOP pushbutton closes the APU fuel shut-off valve, the APU START-
STOP green RUN light flashes for 2 sec then extinguishes.
Pushing the APU MASTER pushbutton while ON light is steady green stops electrical power
to the APU ECU. The ON light extinguishes when the air intake door is closed.
NOTE 1
When the APU is shut down using the STOP pushbutton, or if automatic shutdown occurs, the
APU cannot be restarted unless the MASTER pushbutton is momentarily unlatched and
latched again (pushed twice).
NOTE 2
Due to APU ECU shutdown logic, a transient amber OVSP label is displayed.
02-49-25 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
NORMAL OPERATION
DGT94085


LIMITATIONS
The APU is certified for in-flight and ground use. Operation of the APU is not authorized
without supervision.
Maximum N1 speed : 110%.
Exhaust gas temperature limit (EGT):
- Starting:
o below 50% N1: between 870C and 988C, less than 10 sec,
o above 50% N1: between 690C and 870C, less than 10 sec,
- Stabilized: 690C. EGT.
NOTE
The duration of operation on amber range (690C to 746C) must be as short as possible.
Maximum generator output:
- transient: 350 A, less than 60 sec,
- stabilized (amber range display automatically changes):
o 300 A below 10,000 ft,
o 250 A between 10,000 ft and 25,000 ft,
o 200 A above 25,000 ft.
F2000EX EASY 02-49-30
CODDE 1 PAGE 1 / 4
DGT94085
ABNORMAL OPERATION
ISSUE 3


APU START WITH GPU
Prior to initiating the APU start cycle, the GPU must be plugged in and operating. When the
EXT POWER light pushbutton is illuminated, the following occurs:
- batteries No.1 and 2 are isolated,
- the battery bus, the ESS, right and left buses are powered by the GPU (buses are
automatically tied),
- APU generator is inhibited.
Pushing APU MASTER pushbutton powers the APU ECU, opens the air intake door, opens
APU fuel supply valve and illuminates the ON light.
Pushing APU START / STOP pushbutton initiates the starting sequence. This sequence is the
same as the battery starting sequence except for BAT 1 contactor which close during the
sequence, its symbol turning from gray to green on ELEC synoptic.
Until EXT POWER is depressed, GPU generator continues to power the distribution system,
inhibiting all generators, including APU, BAT 1 and BAT 2 (gray symbols).
Since the engine speed is above 99% N1, APU bleed air is available for the air conditioning
system.
APU STARTING SEQUENCE FAILED
If the APU fails to start when the START / STOP pushbutton is used, the RUN light does not
illuminate and the ON light of the MASTER pushbutton flashes.
APU NORMAL SHUTDOWN FAILED
If the APU fails to shut down when the START / STOP pushbutton is pushed, an alternate
method is also available. Pushing the APU MASTER pushbutton turns off the ON light and
cuts off power to the APU ECU causing the APU fuel shut-off valve to close.
NOTE
This condition should be written up as a maintenance follow-up action. This problem may be
associated with the APU ECU automatic shutdown logic.
02-49-30 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085


APU OVERSPEED
In case of APU overspeed, the APU shuts down automatically.


F2000EX EASY 02-49-30
CODDE 1 PAGE 3 / 4
DGT94085
ABNORMAL OPERATION
ISSUE 3


APU FIRE
The fire warning activates the warning horn, causes the illumination of the corresponding
guarded
FI RE
APU

pushbutton on the overhead control panel and displays the

CAS
message.
Pressing the
FI RE
APU
pushbutton automatically shuts down the APU and shuts off the APU fuel
valve. Pressing the
DI SCH
pushbutton causes discharge of the single APU fire extinguisher
cylinder dedicated to this area.
CAS MESSAGES
FIRE APU
Fire detected on APU
APU ECU fault (parking)
APU FAULT
APU fault detected by APU ECU
APU FIRE DETECT FAIL
APU fire detection system failure
APU GEN
APU generator not connected with APU running
STARTER APU
APU on and starter still active
APU ECU fault (cruise)
APU GEN FAIL
On ground, APU contactor failed to open

02-49-30 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
ABNORMAL OPERATION
DGT94085


F2000EX EASY 02-50-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 50 STRUCTURE
TABLE OF CONTENTS
ISSUE 3


02-50 ATA 50 STRUCTURE
02-50-05 GENERAL
Introduction
Principal dimensions
Overall layout
Cabin layout
Fuselage
Nose cone
Landing gear
Flight deck
Flight deck windows
Passenger door
Cabin
Cabin windows
Emergency exit
Wings
Baggage compartment
Servicing compartments
Auxiliary Power Unit compartment
Empennage
Indication
CAS messages
02-50-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ATA 50 STRUCTURE
TABLE OF CONTENTS
DGT94085


F2000EX EASY 02-50-05
CODDE 1 PAGE 1 / 4
DGT94085
ATA 50 STRUCTURE
GENERAL
ISSUE 3


INTRODUCTION
The structural design of the F2000EX EASy airplane conforms to a fail-safe structural design
concept. The airplane mainly employs high-strength aluminum alloys in its structure.
The structure design is based on fatigue and damage tolerance requirements.
The fuselage is a fully monocoque structure made of high-strength aluminum alloy. The
airplane structure also includes other high technology materials such as titanium, corrosion-
resistant steel, and carbon composites for primary structures, fiberglass, and Kevlar for the
secondary components.
The primary airplane structure has a structural life limit of 20,000 flights or 30,000 flight hours.
The main airplane structure consists of fuselage, wings, powerplant pylons, landing gear and
empennage.
The fuselage includes. the cockpit, the passenger cabin, the forward, centerwing and aft
tanks, the baggage compartment, the forward and aft servicing compartments.
The aft structure of the airplane supports the empennage, both engines and the APU.
PRINCIPAL DIMENSIONS

figure 02-50-05-00 PRINCIPAL DIMENSIONS
02-50-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 3
ATA 50 STRUCTURE
GENERAL
DGT94085


OVERALL LAYOUT

FIGURE 02-50-05-01 THREE-VIEW DRAWING
F2000EX EASY 02-50-05
CODDE 1 PAGE 3 / 4
DGT94085
ATA 50 STRUCTURE
GENERAL
ISSUE 3


CABIN LAYOUT

FIGURE 02-50-05-02 CABIN OVERVIEW (TYPICAL)
02-50-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 3
ATA 50 STRUCTURE
GENERAL
DGT94085


F2000EX EASY 02-50-10
CODDE 1 PAGE 1 / 20
DGT94085
ATA 50 STRUCTURE
DESCRIPTION
ISSUE 3


FUSELAGE
The fuselage is an all-metal fully monocoque structure with circular bulkheads.
It is divided into three major sections:
- the nose section extends the length of the radome to the forward flight deck bulkhead.
- the center section is pressurized and extends from the forward flight deck bulkhead to the
baggage compartment partition. It includes the flight deck, passenger cabin, lavatory, wing
attach points, front and rear fuel tanks and baggage compartment. The baggage
compartment is pressurized and is accessible through an internal door and an external
door.
- the aft section includes the rear structure which supports the empennage, servicing
compartments and APU.
The nose cone, the passenger/crew door, the baggage compartment external door and both
servicing compartment doors are locked by means of common key.

FIGURE 02-50-10-00 FUSELAGE FRAME DESCRIPTION
Frame Frame

FIGURE 02-50-10-01 PRESSURIZED AREAS
02-50-10 F2000EX EASY
PAGE 2 / 20 CODDE 1
ISSUE 3
ATA 50 STRUCTURE
DESCRIPTION
DGT94085


NOSE CONE
The nose cone is a composite structure. It is pressurized and can be slid forward and locked
or lifted for better access and locked in open position by a compensating rod. The nose cone
houses radar, avionics, and other optional equipment.
Pilot and component protection (electrical wirings or flight control system) behind frame 0 is
provided by shields and energy absorption, during impact on avionics equipment installed on
the chassis attached to frame 0.

FIGURE 02-50-10-02 NOSE CONE OVERVIEW
F2000EX EASY 02-50-10
CODDE 1 PAGE 3 / 20
DGT94085
ATA 50 STRUCTURE
DESCRIPTION
ISSUE 3


LANDING GEAR
GENERAL

FIGURE 02-50-10-03 GROUND MANEUVER CAPABILITY
The landing gear is of the retractable tricycle type with dual wheels on all landing gears. It is
electrically controlled and hydraulically actuated. The hydraulic system powers the nose
wheel steering, which is electrically controlled from the pilot station.
02-50-10 F2000EX EASY
PAGE 4 / 20 CODDE 1
ISSUE 3
ATA 50 STRUCTURE
DESCRIPTION
DGT94085


MAINTENANCE ACCESS DOOR
A maintenance access door, located in the ceiling of the nose wheel well, allows access to
the instruments behind the instrument panel.

FIGURE 02-50-10-04 NOSE WHEEL WELL DOOR
CAUTION
No warning notices this door is not in place nor locked.
F2000EX EASY 02-50-10
CODDE 1 PAGE 5 / 20
DGT94085
ATA 50 STRUCTURE
DESCRIPTION
ISSUE 3


FLIGHT DECK
The flight deck can seat two pilots and also an additional crewmember with an optional seat
or jump seat.
The flight deck is separated from the passenger cabin by a partition and a sliding door. It is
sound-proofed and has thermal insulation.
Two crew seats are adjusted for support and comfort. The seats include a quick-disconnect
combination lap belt and shoulder harnesses with inertia reels, adjustable lumbar supports,
and vertical / horizontal adjustments. The seat cushions are removable.

FIGURE 02-50-10-05 FLIGHT DECK
02-50-10 F2000EX EASY
PAGE 6 / 20 CODDE 1
ISSUE 3
ATA 50 STRUCTURE
DESCRIPTION
DGT94085


FLIGHT DECK WINDOWS
Flight deck windows include a three-part windshield, two side windows (the pilot side is
sliding), and two rear windows. The windows are made of bird impact -resistant, chemically
tempered glass sandwiched panels. They are electrically heated.
The pilot forward sliding window may be opened on the ground. If necessary, the window may
be opened in flight to ease the evacuation of smoke and fumes or during landing if forward
vision is obscured. The window has a positive lock on the inside of the window frame.

FIGURE 02-50-10-06 PILOT FORWARD SIDE WINDOW
F2000EX EASY 02-50-10
CODDE 1 PAGE 7 / 20
DGT94085
ATA 50 STRUCTURE
DESCRIPTION
ISSUE 3


PASSENGER DOOR

FIGURE 02-50-10-07 PASSENGER DOOR
The passenger door is located on the left side of the cabin, immediately aft of the flight deck.
It opens outward and downward. Integral stairs and handrail are provided to access the
airplane.
The door may be opened from either the inside or outside. A key lock is provided on the
exterior for security when the airplane is unattended.
A CAS message ( DOOR PAX on parking, DOOR PAX during taxiing
and in flight ) is displayed on the CAS window when the door is not fully closed and locked.
02-50-10 F2000EX EASY
PAGE 8 / 20 CODDE 1
ISSUE 3
ATA 50 STRUCTURE
DESCRIPTION
DGT94085


Visual Inspection
window
Telescopic
handrail
Spotlights
Folding
step
Door lift outside
pushbutton
Telescopic rods
Door handle

FIGURE 02-50-10-08 MAIN ELEMENTS
The door is electrically lifted (BAT bus power supply). The opening/closing function can be
initiated from both inside and outside the airplane through the use of pushbuttons located on
the airplane exterior and inside the airplane on a service strip at the top of the left hand
cabinet.

FIGURE 02-50-10-09 DOOR LIFT OUTSIDE PUSHBUTTON
F2000EX EASY 02-50-10
CODDE 1 PAGE 9 / 20
DGT94085
ATA 50 STRUCTURE
DESCRIPTION
ISSUE 3


FIGURE 02-50-10-10 INSIDE PUSHBUTTONS
A lift inhibit function is provided in the event excessive loads are imposed on the electric door
closing motor. The power supply for the motor is provided from the battery bus but is not
disabled by crash logic.
The door is equipped with two proximity sensors (one on each side). When the door is closed,
the door rollers push the levers which take place just in front of the two proximity sensors.
Proximity
sensor

FIGURE 02-50-10-11 PROXIMITY SENSOR
02-50-10 F2000EX EASY
ISSUE 3
ATA 50 STRUCTURE
DESCRIPTION
DGT94085


FIGURE 02-50-10-12 ROLLER
The passenger door is also equipped with a visual inspection window. When the door is
closed, the two arrows must be aligned.

FIGURE 02-50-10-13 VISUAL INSPECTION WINDOW
F2000EX EASY 02-50-10
DGT94085
ATA 50 STRUCTURE
DESCRIPTION
ISSUE 3


CABIN
The passenger cabin extends from the flight deck partition to the baggage compartment. It is
sound-proofed and thermally insulated, and is equipped with side and ceiling panels,
consoles, window trim panels, and passenger service units (oxygen masks, gaspers,
passenger ordinance signs and reading lights).
Interior seating arrangements are available for up to 19 passengers. Interior arrangements
and furnishings vary among airplanes because of customer's requirements and preferences.
The items, which can be customized and tailored for customers, include:
- the arrangement of decorating elements (furniture, partitions, seats, sofas, etc.),
- the material used for trim paneling,
- cabin equipment (galley, stereo, video, refrigerator, bar, tables, etc.),
- cabin lighting,
- location of front and/or rear lavatory and the cabinetry,
miscellaneous customer airplane certified equipment.

FIGURE 02-50-10-14 CABIN LAYOUT
02-50-10 F2000EX EASY
ISSUE 3
ATA 50 STRUCTURE
DESCRIPTION
DGT94085


CABIN WINDOWS
The passenger cabin features eighteen elliptical windows formed of two stretched acrylic
material panels. The seventh window, aft of the right side, is installed in the emergency exit.

FIGURE 02-50-10-15 CABIN WINDOWS
EMERGENCY EXIT
An emergency exit is located on the right side of the cabin, at the seventh aft window, over
the wing. The exit is locked in a frame and includes a quick-unlocking mechanism, which can
be operated from either inside or outside the airplane. Unlocking is controlled from the inside
with a handle and from the outside by means of a pushbutton, which is connected to the
inside handle.
An exit panel position switch located on the upper frame member of the emergency exit
activates a CAS message DOOR EMERGENCY , when the airplane is energized.

FIGURE 02-50-10-16 EMERGENCY EXIT
F2000EX EASY 02-50-10
DGT94085
ATA 50 STRUCTURE
DESCRIPTION
ISSUE 3


WINGS
The airplane relies on a double sweep wing low-mounted on the fuselage.
It is a supercritical profile wing, allowing improvement of the aerodynamic elongation (wing
aspect ratio) at 0.8 optimized cruise-Mach.
It includes machined front and rear spars sandwiched between milled upper and lower load-
bearing skin panels.
Each wing is equipped with:
- one fixed leading edge,
- leading edge slat,
- three airbrake panels on the top surface,
- two trailing edge flaps,
- one aileron.
The wing box structure forms one large integral (wet) fuel tank in each wing. The rear spar of
the box supports the main landing gear and the tracks for the flaps; the front spar supports the
rollers for the leading-edge slats.

FIGURE 02-50-10-17 WINGS STRUCTURE
02-50-10 F2000EX EASY
ISSUE 3
ATA 50 STRUCTURE
DESCRIPTION
DGT94085


Aileron
Inboard flap
Outboard flap
Fixed leading edge
Airbrakes
Leading edge slat

FIGURE 02-50-10-18 WINGS ASSEMBLY
F2000EX EASY 02-50-10
DGT94085
ATA 50 STRUCTURE
DESCRIPTION
ISSUE 3


BAGGAGE COMPARTMENT
GENERAL
The pressurized baggage compartment is located in the aft part of the center section and is
accessible in flight.
The compartment is lined and features garment hanger racks (option) in the forward area
and folding shelves to maximize baggage storage.
Access to the pressurized baggage compartment is through the door located in the aft
partition of the lavatory and left external door of the airplane.
The exterior door has a key lock for security. Baggage compartment exterior door
dimensions: 30.51 ft x 29.53 ft (0.715 m x 0.75m).
The maximum admissible weight of baggage is 1.600 lb (725 kg) without exceeding 61.4
lb/sq.ft (300 kg/m
2
).

FIGURE 02-50-10-19 BAGGAGE COMPARTMENT OVERVIEW
02-50-10 F2000EX EASY
ISSUE 3
ATA 50 STRUCTURE
DESCRIPTION
DGT94085


CONTROL
Unlocking flap (2)
Control handle (3)
Safety lock (1)

FIGURE 02-50-10-20 CONTROL ACCESS PANEL
Three mechanisms control door opening:
- safety lock (1) controls latching mechanism unlocking,
- unlocking flap (2) frees the latch pawl,
- control handle (3) enables the door to be moved clear of the frame.
NOTE
Opening the baggage compartment external door from inside the airplane is not possible.
CAUTION
Before closing the door, fold the folding step until it locks in its retaining clip.
SATETY DEVICES
Two baggage compartment door microswitches, located on door frame and two baggage
compartment door position detectors located on door frame lower web activate a CAS
message ( DOOR BAG on parking, DOOR BAG during taxiing and in-
flight ) when the door is not fully closed and locked.
F2000EX EASY 02-50-10
DGT94085
ATA 50 STRUCTURE
DESCRIPTION
ISSUE 3


SERVICING COMPARTMENTS

FIGURE 02-50-10-21 SERVICING COMPARTMENT LOCATION
The unpressurized forward and aft servicing compartments house hydraulic bay, air
conditioning and miscellaneous components.
Forward servicing compartment door is located on the LH side of the fuselage. An access
ladder is located at the back.

FIGURE 02-50-10-22 FORWARD SERVICING COMPARTMENT DOOR
02-50-10 F2000EX EASY
ISSUE 3
ATA 50 STRUCTURE
DESCRIPTION
DGT94085


Aft servicing compartment door is located below the fuselage. It is fitted with an access
ladder. The aft compartment houses hydraulic bay.

FIGURE 02-50-10-23 AFT SERVICING COMPARTMENT DOOR
The two doors are connected with sensors which activate a CAS message
DOOR AFT SERV + FORW SERV to inform that the service doors are not closed.
AUXILIARY POWER UNIT COMPARTMENT
The Auxiliary Power Unit (APU) is located in a fire-proof compartment.

FIGURE 02-50-10-24 APU COMPARTMENT
F2000EX EASY 02-50-10
DGT94085
ATA 50 STRUCTURE
DESCRIPTION
ISSUE 3


EMPENNAGE
The empennage consists of the horizontal and vertical stabilizers.
The horizontal stabilizer is mounted midway on the vertical fin, away from disrupted airflow
caused by the exhaust flows of engines No. 1 and 2.
The horizontal stabilizer is made of high technology composite materials.
The entire horizontal stabilizer lift angle is adjustable for pitch trim and actuated by an
actuator. It comprises two elevators for pitch control.
The vertical stabilizer is metal-made and uses spars and stressed-skin construction.
The rudder is trimmed through normal trim motor operation.

FIGURE 02-50-10-25 VERTICAL FIN AND HORIZONTAL STABILIZER
02-50-10 F2000EX EASY
ISSUE 3
ATA 50 STRUCTURE
DESCRIPTION
DGT94085


F2000EX EASY 02-50-15
CODDE 1 PAGE 1 / 2
DGT94085
ATA 50 STRUCTURE
ISSUE 3


INDICATION
PASSENGER DOOR LIFT TEST
The passenger door guarded pushbuttons are located on the service trip at the top of the LH
cabinet.

DOOR TEST soft key selected DOOR LIFT and EXT. LIFT INHIBIT lighted

DOOR ReSeT soft key selected
DOOR LIFT and EXT. LIFT INHIBIT
unlighted

FIGURE 02-50-15-00 PASSENGER DOOR LIFT TEST
02-50-15 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ATA 50 STRUCTURE
DGT94085


F2000EX EASY 02-50-20
CODDE 1 PAGE 1 / 2
DGT94085
ATA 50 STRUCTURE
ABNORMAL OPERATION
ISSUE 3


CAS MESSAGES
DOOR EMERGENCY
Emergency exit is open.
DOOR BAG
During taxiing and in-flight, baggage door is not fully
closed and locked.
DOOR PAX
During taxiing and in-flight, passenger door is not fully
closed and locked.
DOOR PAX + BAG
During taxiing and in-flight, passenger and baggage
compartment doors are not fully closed and locked.
DOOR AFT SERV
Aft servicing door is open.
DOOR FORW SERV
Forward servicing door is open.
DOOR AFT SERV + FORW SERV
Aft servicing door and forward servicing door are
open.
DOOR FWD TOILET
Forward toilet door is open (option).
DOOR BAG
On parking, baggage compartment external door is
open.
DOOR PAX
On parking, passenger door is open.
DOOR PAX + BAG
On parking, passenger and baggage compartment
doors are not fully closed and locked.
02-50-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ATA 50 STRUCTURE
ABNORMAL OPERATION
DGT94085


F2000EX EASY 02-70-00
CODDE 1 PAGE 1 / 2
DGT94085
ATA 70 ENGINES
TABLE OF CONTENTS
ISSUE 3


02-70 ATA 70 ENGINES
02-70-05 GENERAL
Introduction
Sources
Engine location
Introduction
Major components
Operating principle
Engine systems
Thrust Reverser
Automatic engine control
Automatic Power Reserve (APR)
Fire protection
Control
Indication
Circuit breakers
Engine start
Engine shutdown
Engine motoring
CAS messages
02-70-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
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INTRODUCTION
The Falcon 2000EX EASy is powered by two Pratt & Whitney PWC308C engines,
automatically controlled by dedicated computers.
Each engine is rated at approximately 6,998 lb (3,114 daN) of thrust at sea level with an
outside ambient temperature up to ISA + 15.0C, and up to ISA + 17.0C with Automatic
Power Reserve (APR).
The Maximum Cruise Thrust is 1,581 lb (703 daN) at FL 400 and Mach 0.8 in ISA conditions.
Engine weight without options is 1,336 lb (606 kg).
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Throttles
Engine start
selector
ENG synoptic
ENG-TRM-BRK
window
ENG-TRM-BRK
window
CAS window
CAS window
Fuel shut-off
controls
Engine circuit
breakers
Engine motori ng
control
Auto-throttle
control

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SOURCES
ELECTRICAL
POWER
PNEUMATIC
POWER
FUEL HYDRAULIC POWER
Engine start or in-
flight ignition requires
electrical power:
- batteries, assisted
if needed by
Auxiliary Power
Unit, or
- Ground Power
Unit
Engine start requires
pneumatic power,
provided by:
- the APU, or
- a ground
compressor, or
- bleed air from the
other engine
running
Refer to CODDE 1
/ Chapter 02 / ATA
28
Thrust reverser
operation requires
HYD 1 and HYD 2
systems
ENGINE LOCATION
The engines are pylon-mounted on the left and right sides of the rear fuselage.

FIGURE 02-70-05-01 ENGINE LOCATION
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INTRODUCTION
The PWC308C is an axial flow turbofan engine.
Both engine incorporate lubrication, fuel, and ignition systems.
Both engines are equipped with a thrust reverser.
The engines are automatically controlled by dedicated Full Authority Digital Engine Control
computers (FADEC).
Both engines are equipped with a fire detection system and they share a common fire
extinguishing system.
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MAJOR COMPONENTS
INTRODUCTION
The PWC308C is a dual flow engine with two spool type LP and HP compressor-turbine
assemblies and one mixer nozzle. The LP compressor is the front single stage fan.

FIGURE 02-70-10-00 PWC308C MAJOR COMPONENTS
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LP SPOOL
The LP spool is composed of a single stage fan compressor, the LP shaft and a three-stage
turbine.
The fan performs acceleration of a large air mass up to a relatively low velocity.
The engine main frame bears an airflow divider that separates the airflow going through the
fan into a primary flow sent to the HP compressor, and a secondary flow sent to the exhaust
mixing nozzle.
The three-stage LP turbine, located downstream from the HP turbine, extracts energy from
the exhaust gases to drive the fan.
The LP spool speed is designated N1. 100% N1 corresponds to 10,400 rpm.
HP SPOOL
The HP spool is composed of a four-stage axial compressor, a single stage centrifugal
compressor, the HP shaft and a two-stage turbine. Bleed Off Valves (BOV) are located
between the axial and centrifugal compressors in order to prevent compressor stall.
The HP compressor provides high pressure airflow for the combustion chamber.
It also supplies airflow to the pneumatic systems.
The two-stage HP turbine, located downstream from the combustion chamber, extracts
energy from the exhaust gases to drive the HP compressor and the accessory gearbox.
The HP spool speed is designated N2. 100% N2 corresponds to 26,780 rpm.
COMBUSTION CHAMBER
The combustion chamber is of the annular type. It has multi-holed patterns for air mixing and
dilution with the combustion gases.
The fuel is injected into the combustion chamber through 22 air assist nozzles. Two of the
nozzles have an additional fuel supply line to provide a separate primary fuel flow for a
better start.
The combustion chamber includes two spark igniters.
EXHAUST NOZZLE
Exhaust gases, exiting the LP turbine, are directed through the engine primary nozzle
equipped with a mixer. The mixer forces high speed exhaust gases to mix with the fan
peripheral secondary airflow. The gas mixture provides higher thrust and lower external
noise level.
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ACCESSORY GEARBOX
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 Hydromechanical 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 alternating current and N2 input signal.
The air starter is connected to the accessory gearbox.
OPERATING PRINCIPLE
The single stage fan draws air in through the engine nacelle duct. The fan accelerates a large
air mass up to a relatively low velocity.
A part of this mass flows direct to the exhaust nozzle. This is the secondary flow.
The pressure of the other airflow is increased through the HP compressor before entering the
combustion chamber.
The air enters the combustion chamber liner and mixes with the fuel. When necessary, during
engine start, stall or flameout detection, the mixture is ignited by one or the two high-energy
igniter plugs. Then, the mixture expands through the turbine section. The HP turbine extracts
energy to drive the HP compressor through the main rotor shaft on one hand and the
accessory gearbox through bevel gears on the other hand.
The LP turbine extracts energy to drive the fan through the LP rotor shaft.
The LP turbine exhaust gas flow continues to accelerate through the exhaust mixer and mixes
with the bypass airflow in the exhaust duct, which directs it into the atmosphere to provide the
thrust.
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 200C from beginning of start-up.
If engine starter fails to stop when N2 reaches 50%, the amber STARTER ENG ..
is displayed in the CAS window.
If the valve operating mechanism fails, the Starter Control Valve (SCV) can be manually
opened and closed through an access port in the lower engine cowl.
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ENGINE SYSTEMS
The engine systems include the oil, fuel, and ignition systems described hereafter.
OIL SYSTEM
The oil system provides the HP and LP spools and the accessory gearbox with lubrication
and cooling. It mainly features:
- a pressurized oil tank with a sight glass and electric gauge,
- a pressure pump flow-regulating to feed the system from the oil tank,
- a clogging filter located downstream from oil pressure pump,
- a Fuel-Oil Heat Exchanger (F.O.H.E.) which cools oil,
- a combination of scavenge pumps to feed back the oil tank directly or via the accessory
gearbox and separate the air from the oil, both mixed in the engine,
- a chip detector located upstream of oil tank,
- temperature and pressure probes and a low pressure switch.
The electrical gauge supplies oil quantity data to the avionics.
NOTE
Oil quantity should be checked within 10 min after engine shutdown, and serviced with the
type and brand specified in the AFM (DGT88898) or Ground Servicing Manual (DGT681).
The clogging filter is equipped with by-pass line and a switch which transmits the filter
clogging information. When the filter is clogged, prior to the bypass opening,
the ENG .. : OIL FILTER message appears in the CAS window.
The chip detector plug attracts ferrous metal and detects important accumulation of
particles. When ferrous metal particles accumulate on the chip detector, the related
ENG .. : OIL CHIP message appears in the CAS window.
The chip detector circuit is self-monitored and in case of failure, the
ENG .. : OIL CHIP FAIL message appears in CAS window.
Engine oil temperature is measured just upstream from the engine.
Indicated engine oil pressure is the pressure differential between pressure just upstream
from engine and downstream from engine in one of the scavenge lines.
The data are displayed within the appropriate ENG synoptic and ENG-TRM-BRK window.
Another oil pressure differential sensor is dedicated to a pressure switch to provide warning
of abnormally low pressure during operation. When the oil system pressure is below 20 psi,
the ENG .. : OIL PRESS message appears within the CAS window.
FUEL SYSTEM
Fuel supply of the engine is provided from the airplane fuel system through the fuel shut-off
valve, then through the HydroMechanical Unit (HMU) assembly consisting of the
pressurizing system and Fuel Control Unit (FCU), to the distribution system.
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Fuel shut-off valve
The fuel shut-off valve, located upstream from the pressurizing system, controls fuel
supply to the HMU. The valve automatically opens when the power lever position is set to
IDLE position. In case of engine fire, the valve can also be controlled and shut off using
the SHUT-OFF pushbutton, located on the fire warning panel.
Pressurizing system
The pressurizing system consists of a two-stage pump (low and high pressure stages),
feeding the FCU (Fuel Control Unit) with fuel at the required pressure and flow rate. The
first stage is a centrifugal booster pump, and the second one is a gear pump. There is a
fuel filter between the two pump stages. A part of the fuel is by-passed after the second
stage through the Fuel-Oil Heat Exchanger (FOHE) to increase the temperature and then
directed to the filter again to prevent it from being clogged by ice.
The filter is fitted with a by-pass valve. When the filter is clogged, the by-pass valve
opens and activates the white ENG .. : FUEL FILTER message in the CAS
message window.
Fuel Control Unit
The Fuel Control Unit (FCU) includes a metering valve and a minimum pressure valve
that supplies the secondary injection nozzles in normal operation or duplex primary
nozzles for start-up.
As part of the HMU, the FCU also includes an inlet guide vanes servo valve, an
overspeed protection solenoid and an emergency stand-by shutdown solenoid which is
controlled through the fire protection system.
The whole HMU is protected from overpressure by a high-pressure relief valve. This
valve opens if pump second stage pressure increase is higher than 1,450 psi. Fuel is
then by-passed to pump second stage inlet.
As all the FCU systems are actuated by fuel pressure, a Minimum Pressure Valve (MPV)
provides a minimum fuel pressure whatever the fuel flow.

Distribution system
The distribution system includes 22 fuel nozzles (20 secondary simplex nozzles and 2
primary duplex nozzles).
During normal operation, the fuel flows from the HMU to the 20 secondary nozzles
through the flowmeter. The 2 primary nozzles are supplied through a fuel manifold
upstream from the secondary nozzles.
During start-up, the MPV enables fuel to be distributed only to the 2 primary nozzles.
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IGNITION SYSTEM
Each engine is equipped with an ignition system including one ignition exciter and two ignitor
plugs.
The two plugs can be operated separately by the exciter. Only one is operated during
normal ground start-up, and both during in-flight start-up or in-flight relight.
The exciter is current supplied by the airplane electrical system and controlled by the EEC.
THRUST REVERSER
A thrust reverser system is installed on both engines. It is designed, for ground operation only,
to slow down the airplane after landing.
The thrust reverser system consists of two thrust reverser doors tilting in the vertical plane
under the action of two hydraulic actuators. LH thrust reverser is powered by No 1 hydraulic
system and RH thrust reverser by No 2 hydraulic system. It also incorporates an accumulator
that supplies sufficient pressure to perform one thrust reverser cycle if the airplane hydraulic
system pressure fails.
Safety latch position (two per door), hydraulic pressure and time of operation are monitored to
detect any malfunction.
CAUTION
Use of thrust reverser to move the airplane back is forbidden.

FIGURE 02-70-10-01 THRUST REVERSER IN DEPLOYED POSITION
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AUTOMATIC ENGINE CONTROL
The engines are electro-mechanically controlled by Full Authority Digital Engine Control
(FADEC). The computer of the FADEC is the EEC. The FADEC is powered by the Permanent
Magnetic Alternator (PMA), so that it is independent of airplane electrical system. During start-
up and in case of PMA failure, it is powered by airplane electrical system.
There is one FADEC per engine and each FADEC has two channels. Both channels run, but
only one controls at a time. During start-up, the channels are inverted for a short while for the
stand-by one to be tested. The role of each channel, i.e. controlling versus backup, alternates
for each engine start.
The FADEC continuously performs self-check and cross-check of both channels. In case of
discrepancy between the two channels, the faulty one is automatically inhibited. Loss of both
channels of a FADEC leads to corresponding engine shutdown.
The FADEC performs:
- complete engine start control,
- opening of the bleed-off valve when necessary,
- engine N1 and N2 control through acceleration, deceleration and steady state operation,
- synchronization of RH engine speed on LH one (operates on N1 or N2 on request by
crew),
- computation of N1 to achieve a flat-rated thrust of 6,998 lb,
- ignition control,
- inlet guide vanes control,
- supply engine parameters to avionics (N1, N2, ITT, oil temperature,...).
It also protects the engine against damage by ensuring:
- start protection (hot start protection, with auto-start termination if ITT exceeds 980C and
hung-start protection with start termination if N1 = 0 when N2 is 2% below scheduled N2
ground idle),
- temperature monitoring,
- overspeed protection,
- monitoring of N2 to avoid spool-down,
- automatic engine relight (on stall or flameout detection).
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AUTOMATIC POWER RESERVE (APR)
The FADEC manages the Automatic Power Reserve (APR). In case of failure of one engine
when required thrust is above maximum cruise thrust, the APR is triggered which increases
the thrust limits:
REQUIRED THRUST APR THRUST
Climb rating Maximum continuous rating
Take off rating
APR rating: ITT max = 875C instead of
860C for 5 min
The APR mode can be manually forced or inhibited.
APR USAGE CONDITIONS
The APR usage conditions are as follows:
- a power lever beyond MAX CLB position,
- N1% are separeted by more than 10%,
- pressure altitude below 17,700 ft.
Two cases appear (APR light on):
- temperature above ISA +15C (59F) power increase on valid engine,
- temperature below ISA +15C (59F) power do not increase on valid engine.
NOTE
When APR is operative, the airflow of the conditioning and pressurization is cut off. It will
be available after APR shut down.
FIRE PROTECTION
On each engine, a temperature sensitive detector provides fire detection and monitors system
integrity. Engine fire protection is provided by a total of two fire extinguisher cylinders shared
by the two engines.
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CONTROL
Engine start selector

FIGURE 02-70-15-00 PEDESTAL ENGINE START SELECTOR AND THROTTLE CONTROLS

FIGURE 02-70-15-01 PEDESTAL ENGINE START SELECTOR
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CONTROL FUNCTION TO ACTIVATE SYNOPTIC
MOTOR: enables
MOTORING pushbuttons 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

Engine start selector
START: initiates the starting
sequence of the selected
engine. This is an unsteady
position of the selector

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FIGURE 02-70-15-02 OVERHEAD PANEL ENGINE MOTORING CONTROL

CONTROL FUNCTION TO ACTIVATE SYNOPTIC

MOTORING:
allows motoring of cor-
responding engine when
start selector is on
MOTOR, or in-flight
relight, or on ground in
case of failure of
pedestal engine start
selector

HP spool running

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FIGURE 02-70-15-03 APR CONTROL PUSHBUTTONS
TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
SYNOPTIC
APR not
triggered
no
synoptic
Normal
position:
APR armed

day

night
APR
triggered

Disarms APR function
Push to
disarm

day

night
no synoptic
APR not
triggered
no
synoptic
Normal
position:
APR armed

day

night
APR
triggered

Forces APR function
Push to
enforce
function

day

night

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THROTTLE CONTROL UNIT
The pilot has control over each engine through a throttle that sets the engine power from
cut-off to full power. Each throttle is equipped with three mechanical stops corresponding to
stop (STOP), idle (IDLE) and take-off.(TO) One intermediate detent locates max climb thrust
(MAX CLB). White marks indicate these stops and detent.
A catch and a thrust reverser control lever are fitted on each throttle. The catch must be
risen to shift the throttle from cut-off to idle position and vice versa.
Throttle and thrust reverser control levers are designed with an artificial feel system.
An engine fire repeater warning light is installed on each throttle.
The mechanical devices of Auto-Throttle system (A/T), installed in the pedestal of the power
levers, are used for airplane automatic speed control or engine power control.
Auto-throttle
disengagement pushbutton
Thrust reverser
control lever
Power lever
unlocking catch

FIGURE 02-70-15-04 ENGINE POWER LEVER
IDLE
STOP
Cut-off position Idle position Thrust reverser actuated
FIGURE 02-70-15-05 POWER LEVER POSITIONS
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AUTO-THROTTLE ENGAGEMENT

FIGURE 02-70-15-06 GUIDANCE PANEL
Push on A/T pushbutton to engage auto-throttle.
THRUST REVERSER
Switch over to thrust reverser mode is only possible when the throttle is in the IDLE position
on ground.
As soon as the reverser lever is engaged in reverse-idle position, the engine throttle is
locked into idle position. In reverser mode, the engine power increases by pulling the
reverser lever to reverse-full power position (lever rear stop).
Return to normal operation is performed by pushing back the reverser lever beyond the
reverse-idle notch. Then the engine throttle lever becomes free to be moved normally.
SOFT KEY CONTROLS
Selection of auto-throttle mode and synchronization is made through soft key controls
located on the right side of the ENG synoptic in the MDU.

FIGURE 02-70-15-07 MDU ENG AND APU SYNOPTIC
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A/T mode selection
Depressing CRUISE soft key checks the corresponding box and limits the engine thrust
to max cruise.
A/T status (A/T if Auto-Throttle is engaged or blank if not engaged) and mode
annunciation (CRUISE) are displayed.
The A/T status, with CRUISE annunciation, is also displayed in the upper left corner of
the PDU.
N1 or N2 synchronization
Depressing one of the two soft keys SYNC N1 or SYNC N2 selects either the N1 or N2
synchronization mode. The autothrottle synchronizes the N1 or N2 value of the two
engines. No 1 engine is the master.
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INDICATION
Engine parameters are displayed:
- in the ENG CAS window (primary parameters: N1, ITT and N2),
- in the ENG-TRM-BRK window (secondary parameters: fuel flow, oil pressure and
temperature, LP spool vibration level),
- in the ENG synoptic (primary and secondary parameters, FADEC channel in control).
ENGINE AND APU SYNOPTIC
The ENG synoptic on the Multifunction Display Unit (MDU) allows the crew to display engine
primary and secondary parameters, A/T status and soft key controls.

FIGURE 02-70-15-08 MDU ENGINE SYNOPTIC
The following information are displayed:
- N1 %;
- ITT,
- N2 %,
- Fuel Flow,
- oil pressure and temperature,
- N1 vibration level,
- APU N1 and EGT,
- A/T status and cruise selection soft key,
- N1 and N2 SYNC modes and soft keys,
- FADEC channel in control for each engine,
- APR annunciation if triggered.
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N1 INDICATION

The PLA magenta bug indicates Power Lever Angle (throttle position). It shows the power
required by the pilot. During acceleration or deceleration, the PLA bug and the needle
indicating engine actual N1 may not be at the same location.

N1 indication during start sequence:
- PLA bug is at idle position
- engine is accelerating up to idle
In-flight N1 normal indication

N1 overspeed indication Thrust reverser in transit Thrust reverser deployed

42.7

Invalid data
Anti-ice minimum N1
out of amber zone
N1 below anti-ice minimum
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ITT INDICATION
Maximum ITT
Amber limit

Ignition activated
during start-up
Normal indication
Data mismatch between
MAU 1 and 2 channels

Invalid data High temperature indication Over temperature indication
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N2 OIL AND VIBRATION INDICATION
220 psi
(240 psi during start-up)
100 psi
Oil pressure
readout
36 psi
20 psi
135C
Pointer
Oil temperature
readout
27C
Vibration level = 100%

Normal indication N2 overspeed
Low oil pressure and high oil
temperature

N1 excessive vibration level
Data mismatch between
MAU 1 and 2 channels
Invalid data
NOTE
Parameters displayed in ENG-CAS and ENG-TRM-BRK windows use the same color code
philosophy.
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OIL LEVEL ON TEST SYNOPTIC
Each engine oil level can be checked on the TEST synoptic by selecting
the ENG OIL tab, on ground only.

FIGURE 02-70-15-09 ENGINE OIL LEVEL ON TEST SYNOPTIC
The Primary Engine Instruments are displayed below the CAS Message Field. The Primary
Engine Instruments consist of:
- fan rotation speed (N1) analog gauge and digital readout,
- Inter Turbine Temperature (ITT) analog gauge and digital readout,
- High Pressure compressor rotation speed (N2) digital readout for each engine,
- APR annunciation,
- N1 active limit (take-off).
CAS window
ENG window

FIGURE 02-70-15-10 ENG-CAS PERMANENT WINDOW
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ENG-TRM-BRK WINDOW
The engine-trim-brake window displays secondary engine parameters.
The ENG-TRM-BRK window can be displayed to the pilot in the lower 1/6 window of each
PDU. No graphic interface is available in this window. The AFM and checklist require this
window to be displayed on the Pilot Flying PDU for take-off and landing.

The ENG-TRM-BRK window provides the following engine information:
- fuel flow digital readout,
- oil pressure and temperature digital readouts.
The ENG-TRM-BRK window automatically pops-up in case an engine parameter exceeds
limitations.
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CIRCUIT BREAKERS

FIGURE 02-70-20-00 ENGINE CIRCUIT BREAKER PANEL
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ENGINE START
Engine start is always automatically controlled by the FADEC. It is achieved through the
pedestal engine start selector located in front of the throttles. The engine power lever must be
moved from the STOP to the IDLE position before the engine start selector is turned to the
START (spring loaded) position.
The system automatically turns on the corresponding fuel booster pump and manages the
power sources. The FADEC monitors the correct starting sequence.
In case of an anomaly, the crew can stop the starting sequence at any time by pulling back
throttle to STOP position then selecting the MOTOR position.
In-flight relight of any engine can be achieved by selecting the IGN position on the engine
start selector, which activates all engine igniters simultaneously. Ignition can also be
automatically commanded by the FADEC upon detection of rapid engine deceleration or stall.
For more information, refer to CODDE 2.
In case of flameout or failed start, the power lever must be pulled back to the STOP position
before restart.
ENGINE SHUTDOWN
Engine shut down is achieved with the engine power lever moved from the IDLE to the STOP
position by raising the catch and pulling the lever back.
The FADEC monitors the stopping sequence. The corresponding fuel booster is not
automatically turned off.
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ENGINE MOTORING
Dry and wet motoring are possible. The throttle must be positioned to STOP (dry motoring) or
IDLE (wet motoring), engine start selector to MOTOR and corresponding START pushbutton
on overhead panel pushed on. The rotation of HP spool starts, N2 display increases. Rotation
continues until engine start selector is turned to NORMAL position.
For abnormal and emergency procedures: refer to CODDE 2 / Chapter 03.
CAS MESSAGES
ENGINES: ALL OUT
Both engines below 50% N2 and airplane flying
ENGINES: DUAL START
Both engines starting up at the same time
ENG .. : OIL PRESS
Oil pressure below 20 psi and engine running at N2
above 50%
FIRE ENG ..
Fire detected on engine No 1 and/or No 2
ENG .. : APR FAULT
FADEC detects a failure in APR mode
ENG .. : CHECK OIL
Oil pressure or temperature is out of normal range
ENG .. FIRE DETECT FAIL
Failure of engine No 1 and/or No 2 fire detector
ENG .. : MONITOR ITT
FADEC detects an ITT exceedance
ENG .. : NO DISPATCH
Parking only, maintenance required
ENG .. OUT
Engine is under 50% N2 and airplane is flying
ENG .. : SURGE PROT FAIL
Surge bleed valve inoperative
ENG .. : THROTTLE INOP
Double T/R Not Stowed Switch failure (both channels
operational) or
during deployment if engine power is limited to
ground or flight idle by T/R logic for more than 10 sec
ENG .. : VIBRATION
Detected vibration is above 100%
FADEC .X FAIL
One or more FADEC channel(s)
(1A, 2A, 1B or 2B) is inoperative
STARTER .. FAIL
FADEC detects discrepancy in starter valve position
02-70-30 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 3
ATA 70 ENGINES
ABNORMAL OPERATION
DGT94085


T/R .. : FAIL
T/R Control Unit (TRCU) detects a single failure on
ground or a dual failure in flight
T/R .. : LIMITED TO IDLE
Failure on FADEC limits T/R power to flight idle rating
due to Weight On Wheel wrong information
ENG .. : EXCEEDANCE EVENT
Parking only, exceedance of N1, N2 or ITT detected
ENG .. : FUEL FILTER
Fuel filter clogged
ENG .. : OIL CHIP
On ground, oil chip detected
ENG .. : OIL CHIP FAIL
Parking only, oil chip detector failed
ENG .. : OIL FILTER
Oil filter clogged
ENG .. : OIL PRESS FAIL
On ground, failure of oil pressure switch
ENG .. : NO DISPATCH
Cruise only, maintenance required
ENG .. : LONG DISPATCH
ENG .. : SHORT DISPATCH
ENG .. : SHUTDOWN BY FADEC
FADEC has commanded engine shutdown
FADEC .. : DISCRETE INOP
Loss of FADEC discrete inputs

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F2000EX EASY 02-21-00

Central Maintenance Function

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