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FALCON 900
PILOT TRAINING MANUAL
VOLUME 1
OPERATIONAL INFORMATION
SECOND EDITION
FlightSafety International, Inc.
Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371-1061
(800) 877-5343
www.FlightSafety.com
Courses for the Falcon 900 and other Falcon aircraft are taught at
the following FlightSafety learning centers:
FlightSafety International
Teterboro Learning Center
Teterboro International Airport
100 Moonachie Avenue
Moonachie, New Jersey 07074
Phone: (201) 528-0100
Toll-Free: (800) 827-8058
Fax: (201) 528-0101
FlightSafety International
Paris Learning Center
BP 25, Zone dAviation dAffaires
1300 Avenue de lEurope, Aeroport du Bourget
93352 Le Bourget, CEDEX
FRANCE
Phone: +33 (1) 49-92-1919
Fax: +33 (1) 49-92-1892
NOTE
For printing purposes, revision numbers in footers occur at the bottom of every page that has changed in any way (grammatical or typographical revisions, reflow of pages, and other changes that do not
necessarily affect the meaning of the manual).
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
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MAP-iMAP-iv ........................
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NOTICE
The material contained in this training manual is based on information
obtained from the aircraft manufacturers Pilot Manuals and Maintenance
Manuals. It is to be used for familiarization and training purposes only.
At the time of printing it contained then-current information. In the event
of conflict between data provided herein and that in publications issued
by the manufacturer or the FAA, that of the manufacturer or the FAA shall
take precedence.
We at FlightSafety want you to have the best training possible. We welcome any suggestions you might have for improving this manual or any
other aspect of our training program.
CONTENTS
EXPANDED CHECKLIST
Normal Procedures
Abnormal Procedures
Emergency Procedures
LIMITATIONS
MANEUVERS AND PROCEDURES
WEIGHT AND BALANCE
PERFORMANCE
CREW RESOURCE MANAGEMENT
RECURRENT
System Review
Master Warning System
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EXPANDED CHECKLISTS
CONTENTS
Page
NORMAL PROCEDURES ................................................................ NP-I
EMERGENCY PROCEDURES......................................................... EP-I
ABNORMAL PROCEDURES........................................................... AP-I
EC-i
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NORMAL PROCEDURES
CONTENTS
Page
BEFORE START (POWER OFF) ..................................................... NP-1
COCKPIT CHECK............................................................................ NP-1
Overhead Panels....................................................................... NP-1
CONSOLE/OVERHEAD PANEL .................................................... NP-5
Left Console............................................................................. NP-5
Pilot Instrument Panel.............................................................. NP-5
Center Instrument Panel........................................................... NP-6
Copilot Instrument Panel ......................................................... NP-7
Right Console........................................................................... NP-8
Pedestal .................................................................................... NP-9
BEFORE START (POWER ON) .................................................... NP-10
After APU Start or Engine 2 Start
or if a Ground Power Unit Is Used ........................................ NP-15
STARTING ENGINES.................................................................... NP-22
Starting Problems................................................................... NP-22
Start........................................................................................ NP-23
BEFORE TAXI ............................................................................... NP-25
TAXI ............................................................................................... NP-29
BEFORE TAKEOFF ....................................................................... NP-33
AFTER TAKEOFF.......................................................................... NP-35
CRUISE ........................................................................................... NP-37
DESCENT ....................................................................................... NP-37
Approach................................................................................ NP-40
Before Landing ...................................................................... NP-41
After Landing......................................................................... NP-42
PARKING........................................................................................ NP-45
NP-i
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NP-ii
NP-46
NP-46
NP-49
NP-51
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ILLUSTRATIONS
Figure
NP-1
NP-2
NP-3
Title
Overhead Switch Panel ..............................................
Warning Panel ............................................................
Buffet Onset Envelope................................................
Page
NP-11
NP-27
NP-50
TABLE
Table
NP-1
NP-2.
Title
Page
Landing Computations .............................................. NP-38
Three Engines Operative ............................................ NP-47
NP-iii
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NORMAL PROCEDURES
NOTE
This Normal checklist is designed only for training
purposes. Where checklist procedures differ from
the Airplane Flight Manual, the Airplane Flight
Manual takes preference.
NOTE
Items marked with an asterisk are to be accomplished
on the first flight of the day with the same crew.
2.
COCKPIT CHECK
1.
OVERHEAD PANELS
1.
Circuit Breakers....................................................................................... IN
Check that all circuit breakers are in before powering the aircraft. Circuit
breakers are not to be used as switches, so as to preclude premature wear
of these protective devices.
2.
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3.
4.
5.
6.
7.
8.
9.
10.
11.
NP-2
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12.
13.
14.
15.
16.
17.
18.
19.
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20.
21.
22.
23.
24.
25.
26.
27.
28.
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CONSOLE/OVERHEAD PANEL
LEFT CONSOLE
1.
2.
3.
4.
2.
3.
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2.
3.
4.
5.
6.
7.
8.
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9.
2.
3.
4.
5.
6.
Clock......................................................................................... CHECKED
7.
NP-7
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8.
RIGHT CONSOLE
1.
2.
3.
4.
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5.
6.
7.
8.
9.
PEDESTAL
1.
2.
3.
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4.
5.
6.
7.
8.
BAT 1
BAT 2
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CAUTION
Check the battery temperatures as follows:
NP-11
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NOTE
On the average, the rate of battery cooling on the
ground is 1F per minute.
2.
3.
4.
5.
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6.
7.
8.
9.
AAPU Start
1.
After placing the booster pump switch to ST-BY, observe that the FUEL 2
light on the master warning panel extinguishes.
2.
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3.
4.
CAUTION
Discontinue start (STOP PUSHBUTTON) if ITT
does not rise within 10 seconds. Wait 5 minutes prior
to attempting a second start.
5.
6.
NP-14
BAT 2
Lights ....................................................... ON
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A ground power unit providing 28.5 volts DC and 1,200 amps maximum
must be connected at the receptacle, located on the lower right rear portion
of the aircraft. Move the two-position switch from NORMAL to EXT
POWER. The BAT 1 and BAT 2 lights on the master warning panel will
illuminate, as well the BUS TIED light. The No. 1 and No. 2 batteries are
completely isolated from the electrical system, and the left and right main
DC buses are automatically tied together.
2.
3.
4.
5.
6.
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7.
8.
9.
10.
11.
12.
13.
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14.
15.
16.
17.
CAUTION
Before changing the selector valve to the No. 2
hydraulic system, all hydraulic pressure must be
depleted from both hydraulic systems.
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18.
19.
NOTE
Whenever the stabilizer is in motion, an aural clacker
will sound. The STAB TRIM indicator on the upper
right side of the center instrument panel should also
be checked for proper movement.
20.
21.
NOTE
If there is hydraulic pressure on the flight control servos, the control wheel should not move during this
check. However, if there is no hydraulic pressure on
the flight control servos, it is normal to observe that
the control wheel will move in the direction opposite
to the emergency aileron trim input.
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22.
23.
24.
25.
26.
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CAUTION
Check battery temperatures:
27.
if either battery temperature exceeds 120F during starting, monitor temperature changes for a
few minutes after starting.
if either battery temperature exceeds 140F during starting, wait until it drops to 120F before
takeoff.
NP-20
Altitude1,000 feet
VSI5,000 feet per minute, or flag V/S and VS pointer goes out
on A/C equipped with TCAS II COLLINS and two LCD VSI
VMO300 knots
Mach0.79
TAT 16C
SAT 45C
TAS466 knots
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28.
29.
NOTE
It is highly recommended that, after setting the altitude in 1,000-foot increments, the knob be pulled up
to the 100-foot increments position. This is done in
case the ALT SEL knob is inadvertently hit or touched
while climbing or descending to selected altitudes.
In this way, the accidental knob altitude changes will
be in 100-foot increments and should be more readily caught during an instrument crosscheck.
30.
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31.
32.
33.
VHF 1 .................................................................................................... ON
CABIN
The red CABIN and amber REAR DOORS lights, located on the master
warning panel, should be out prior to taxiing the aircraft. If possible, it is
recommended that the doors be closed prior to starting the engines. The
CABIN light is wired to the main cabin door (two microswitches) and, if
installed, the forward lavatory door (one proximity switch).
34.
STARTING ENGINES
STARTING PROBLEMS
Discontinue a start whenever any one of the following conditions occurs:
The ITT does not rise within 10 seconds after moving the power lever
to idle.
Oil pressure does not rise within 10 seconds after light off.
N 1 remains close to zero when N 2 is 20%.
The ITT rises rapidly and approaches the 952 (5AR) or 978 (5BR)
limit.
N 2 speed is not rising rapidly and smoothly after light off.
1.
2.
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NOTE
Perform a dry motoring whenever fuel is suspected
to have accumulated in the tailpipe.
1.
2.
3.
If the amber IGN light remains on, although N 2 speed is greater than 50%,
and all idle parameters are within limits:
1.
3.
START
Engine 2 Start
1.
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3.
4.
5.
6.
IGN
2 Light....................................................................... ON
IGN
With N2 stabilized:
a.
PUMP 2
OIL 2
d.
GEN 2
Light:
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7.
8.
9.
2.
BEFORE TAXI
1.
2.
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3.
4.
5.
6.
Light ..........................................................CHECKED/OUT
8.
9.
Windshield Side..................................................................................... ON
Move the windshield heat switches on and observe that the standby
compass may move away from the aircraft aligned heading. Only the
normal position should be selected after starting the engines. Temperature
control of windshield heating is maintained between 25 and 32C.
10.
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NOTE
On aircraft without transfer valve XTK2 lights,
the amber lights labeled XTK 2 OPEN and XTK
2 CLOSED are not used.
11.
12.
13.
NP-27
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15.
16.
17.
18.
19.
20.
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21.
22.
23.
24.
25.
26.
TAXI
NOTE
The taxi check should be accomplished after leaving
the blocks and when clear of congested areas. One
pilot must maintain an outside watch at all times
during taxi operations.
1.
Taxi Light............................................................................................... ON
It is recommended that the taxi light be placed on for all taxi operations,
day or night.
2.
3.
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Check the No. 1 brakes simultaneously, and gently depress the left and
right brake pedals until the green L and R lights come on. The lights
indicate that a hydraulic pressure of at least 225 psi is being applied to the
brakes. A slight feedback of pressure should also be felt in the brake
pedals. Maximum pressure delivered to the brakes is as follows:
1,595 psi for aircraft SNs 1, 75 and subsequent, and those with AMDBA SB F900-42 incorporated
2,175 psi for aircraft SNs 2 through 74, except for those with
AMD-BA SB F900-42 incorporated
Check the No. 2 brakes individually, and gently depress the L and R brake
pedals until each brake pedal is depressed enough to illuminate the #2 BK
light. Release one brake check before checking the other brake. This light
illuminates when the hydraulic pressure to the No. 2 brakes is at least 225
psi. A slight feedback of pressure should also be felt in the brake pedals.
The maximum pressure delivered to the brakes by the No. 2 hydraulic
system is 1,080 psi.
A general rule to be followed is that whenever a different brake system is
selected, the brakes should be checked to ensure that the system is
working properly.
4.
5.
6.
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illuminate, and a fluctuation in the temperature, fuel flow, and rpm gages
may be observed. Slowly advance the throttle forward to approximately
40% N1 to ensure that manual control of the engine is possible. Return the
throttle to idle, return the computer switch to AUTO, and repeat the check
for all engines.
7.
8.
9.
10.
11.
Engine Anti-ice/Wing
(or Wing BRK) Anti-ice.................................... CHECKED (5 SECONDS
MAX FOR WING)
Turn on the wing anti-ice switch on for a maximum of 5 seconds and
observe a rise on the ITT instruments for the No. 1 and No. 3 engines. The
amber light located above the switch should illuminate steadily. Turn the
wing switch off, and observe a temperature drop on the two ITT gages
while the amber light flashes momentarily and then goes out.
Turn the engine anti-ice switches on one at a time, and observe a rise on the
ITT instruments for each respective engine. The respective amber lights
located above the switches should illuminate a steady amber. Turn off each
switch, one at a time while observing a drop in the respective ITT gages.
Except for the No. 2 engine, the amber lights immediately extinguish. The
No. 2 engine amber light will flash momentarily and then extinguish.
NP-31
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12.
13.
14.
Fire/overheat warning
Engine malfunction
NOTE
The pilot observing the problem will say Abort. It
is important to note that the immediate use of antiskid braking is the most important part of the stopping procedure. Therefore, the aircraft will be stopped
using the following simultaneous procedure:
1. Antiskid Braking ............................. MAXIMUM
2. Throttles........................................................ IDLE
NP-32
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BEFORE TAKEOFF
1.
Radar (2)/Transponder........................................................................... ON
The radar should be tuned and ready, especially if there is questionable
convective weather in the area of the departure airfield. The transponder
must be turned on with the appropriate code set.
2.
3.
4.
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5.
Landing Lights....................................................................................... ON
Place the landing lights on or, in the case of some aircraft, in pulse, day or
night conditions dictating.
CAUTION
Do not use the landing lights for more than 15
minutes while on the ground, as damage may result.
A 45-minute ground cooling period must be observed at the end of 15-minute ground operation.
There is no time restriction for use of the landing
lights in flight, as they are individually ventilated by
ram-air scoops.
6.
NOTE
It is advisable to use ignition for all takeoffs and
landings, as it may provide an immediate relight of
an engine should an inadvertent flameout occur during these critical phases of flight.
7.
CAUTION
Avoid placing these switches to the on position at too
early a time before beginning the takeoff roll.
Overheating of the probes may cause the loss of proper
pitot-static and temperature data provided to the flight
instruments and the ID-802 advisory display.
8.
9.
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AFTER TAKEOFF
1.
Landing Gear.......................................................................................... UP
When a positive rate of climb is indicated on both the altimeter and
vertical speed indicator, and upon the captains command, the copilot
places the landing gear selector up. Confirm the proper retraction of the
landing gear until the gear is up and the door lights are out.
After takeoff from a snow- or slush-covered runway, delay landing gear
retraction 15 seconds, provided that obstacle clearance requirements are
respected in case of an engine failure. If necessary, and at an airspeed
below 190 knots, cycle the gear up and down prior to final retraction.
However, gear cycling does not apply to aircraft equipped with a brake
heating system (SB F900-32).
2.
3.
4.
5.
6.
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7.
8.
9.
2.
3.
Station Check:
a. Circuit Breakers................................................................... CHECKED
b. Electrical Panel.................................................................... CHECKED
c. Engine Instruments.............................................................. CHECKED
d. Hydraulic Panel .................................................................. CHECKED
e. Fuel Panel and Quantities.................................................... CHECKED
f. Pressurization and Temperatures......................................... CHECKED
NP-36
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CRUISE
1.
2.
DESCENT
1.
2.
3.
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4.
Altimeters............................................................. SET/CROSSCHECKED
When passing the transition level in the descent, four altimeters should be
set to the landing airfields QNH; the pilots and copilots barometric
altimeter, the standby altimeter, and the QNH on the cain pressure controller.
5.
WT/1,000 LB
24
26
28
30
32
34
36
38
40
42
44
VREF
100
104
108
112
115
119
122
126
129
132
135
HOLDING
172
179
187
193
201
207
212
219
223
228
234
+ 30 KT
+ 25 KT
Slats Only
+ 20 KT
+ 20 KT
Slats + 7 Flaps
+15 KT
+ 10 KT
Slats + 20 Flaps
+ 5 KT
+ 5 KT
6.
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(10) At minimums:
Landing Lights....................................................................................... ON
Turn the landing lights on or to pulse (those so equipped) to assist in being
seen by other aircraft.
APPROACH
1.
2.
No Smoking Sign................................................................................... ON
Place the no smoking sign on prior to landing, as it is an FAA requirement
that all smoking materials be extinguished before landing. This is also a
signal to the passengers that landing is imminent.
3.
4.
5.
NP-40
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CAUTION
Whenever moving the flap-slat handle in flight, move
it one increment at a time to ensure the proper movement to the position selected.
BEFORE LANDING
1.
2.
3.
Hydraulics................................................................................. CHECKED
Check that the hydraulic pressure and quantity indications are normal after
final activation of all the hydraulic components on final approach before
landing. This is a final check to ensure that you have hydraulic pressure
available for activation of airbrakes, brakes, and nosewheel steering during
landing roll.
4.
5.
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NOTE
Whether landing in steady or gusty wind conditions,
VREF must be increased by half the steady wind
factor plus the full gust factor, not to exceed a
20-knot additive.
6.
7.
AFTER LANDING
1.
Confirm that the thrust reverser has stowed when the thrust reverser
control lever is placed to the stow position.
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2.
CAUTION
If wing anti-icing is inadvertently left on after landing, do not retract the slats until the wing leading edge
has cooled sufficiently.
3.
4.
If the igniters were placed to airstart for the approach and landing, they
should be placed to the ground start position during taxi-in to the ramp.
5.
6.
7.
Taxi Light............................................................................................... ON
The taxi light should be left on for taxi-in to the ramp, day or night.
During the day, the taxi light provides additional recognition potential for
the aircraft to other taxiing aircraft, as well as for ground vehicles.
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8.
9.
10.
11.
12.
13.
14.
NOTE
As a minimum, the No. 2 and No. 3 engines should
be kept running until parked at the ramp. The No. 1
engine may be shut down during taxi to the ramp, provided a 2-minute conditioning period at idle power
is accomplished.
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PARKING
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
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14.
15.
16.
17.
18.
19.
20.
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1.
2.
3.
4.
Comply with engine and wing anti-ice system operational limits and with
minimum N1 speed values.
5.
If necessary during the approach , increase the approach speed and extend
the airbrakes to help keep N1 speed to no less than the specified value.
The N 1 speed of the operative engines must not be less than the minimum values as shown in table below.
20 to
10C
10 to
0C
0 to
+10C
Above 20,000 ft
80%
76%
73%
65%
76%
73%
65%
58%
Below 10,000 ft
68%
65%
61%
58%
TAT
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2.
Windshield Anti-Icing
Selection of the WINDSHIELD PILOT and COPILOT switches to the MAX
position should be limited to those icing conditions encountered in flight such
that the ice protection afforded in the NORM position is inadequate
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When the aircraft has been left on the ground for several hours or one night
in ambient temperatures of 5 F ( -15C) or below , cockpit windows incorporating a heating network must be heated as follows :
Place both WINSHIELD PILOT/COPILOT switches in the NORM
position (medium heating )
Also switch on the side window heating switch SIDE.
Keep the heating ON for 15 minutes before leaving the ramp
Water Servicing
On ground when cold temperatures are expected, water has to be drained properly to prevent any water circuit leaks.
Observe the procedure in the Ground Servicing Manuel (DTM 567, Water
Section)
Operational Conciderations
During starting, taxing, after take off and prior to landing on a runway covered with snow or slush:
Activate the airstart engine ignition system
After take off, to get rid of the slush accumulated during taxi and take
off, cycle the gear up and down prior to final retraction.
Before landing, apply maximum brake pressure several times, using
the anti-skid OFF. Reactivate and check the antiskid prior to landing.
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NOTE
Autopilot or yaw damper operation is permitted.
With the autopilot disengaged:
Fly attitude
Avoid using the stabilizer trim
Do not chase altitude and speed
WINDSHEAR SITUATION
If windshear is anticipated:
Do not take offWait
Do not landWait or fly to an alternate airport
Pilot reaction time must be very low3 to 5 seconds. If the pilot takes 15 seconds or more to understand the situation, it will be too late.
If a windshear encounter is imminently anticipated, decide to go around:
1.
2.
3.
4.
5.
6.
Landing gear........................................................................................... UP
Pilot must be aware that the landing gear must not be raised as long as a positive rate of climb and terrain clearance are not established. The following are
two reasons for this:
In case of contact with the ground, the gear will absorb most of the
impact energy
Although a small performance increase is available after landing gear
retraction, initial performance degradation may occur when landing
gear doors open for retraction.
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ABNORMAL PROCEDURES
CONTENTS
Page
LANDING DISTANCE/LANDING FIELD
LENGTH ADDITIONS .................................................................... AP-1
Emergency Checklist ............................................................... AP-1
Abnormal Checklist ................................................................. AP-1
ENGINES .......................................................................................... AP-3
Engine Failure Before V1 ......................................................... AP-4
Engine Failure After V1 ........................................................... AP-5
Engine Failure in Flight ........................................................... AP-7
One Engine InoperativeApproach and Landing................... AP-9
One Engine InoperativeGo-Around................................... AP-12
Airstart ................................................................................... AP-15
Fuel Control Computer Inoperative ....................................... AP-25
Engine Oil .............................................................................. AP-26
No. 2 Engine Inlet Door Open ............................................... AP-27
Takeoff Configuration............................................................ AP-28
HYDRAULIC SYSTEMS............................................................... AP-29
Loss of No. 1 System............................................................. AP-29
Failure of a No. 1 System Pump ............................................ AP-31
Loss of No. 2 System............................................................. AP-31
Unwanted Operation of Standby Pump ................................. AP-33
FLIGHT CONTROLS..................................................................... AP-34
Landing with Inoperative Stabilizer....................................... AP-34
Landing with Inoperative Elevator......................................... AP-35
Arthur Unit Inoperative.......................................................... AP-36
Flap Asymmetry or Jammed Flaps ........................................ AP-36
Slat Monitoring System ......................................................... AP-38
Slat System Abnormal Operation .......................................... AP-38
Unwanted Outboard Slat Extension....................................... AP-42
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AP-ii
AP-43
AP-44
AP-45
AP-45
AP-47
AP-47
AP-48
AP-48
AP-50
AP-50
AP-51
AP-51
AP-51
AP-56
AP-59
AP-59
AP-60
AP-61
AP-62
AP-62
AP-68
AP-76
AP-77
AP-78
AP-78
AP-79
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AP-113
AP-114
AP-114
AP-114
AP-115
AP-115
AP-116
AP-116
AP-116
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AP-iv
AP-116
AP-116
AP-117
AP-117
AP-117
AP-118
AP-118
AP-119
AP-119
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AP-120
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ILLUSTRATION
Figure
AP-1
Title
Page
Inflight Relight Envelope............................................ AP-15
TABLES
Table
AP-1
AP-2
AP-3
AP-4
Title
Landing Data ..............................................................
Pitot-Static SystemEither Air
Data Computer Inoperative ........................................
Pitot-Static SystemBoth Air
Data Computers Inoperative ......................................
Flight In Icing Conditions ..........................................
Page
AP-14
AP-78
AP-79
AP-85
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ABNORMAL PROCEDURES
NOTE
This abnormal procedures checklist is provided for
training purposes only. Where checklist procedures
differ from the Airplane Flight Manual, the Airplane
Flight Manual takes precedence.
NOTE
LDLanding distance
EMERGENCY CHECKLIST
Loss of Both Hydraulic Systems
Clean configuration, VREF + 30 knots. Twice the normal landing distance.
Landing field length is not addressed.
ABNORMAL CHECKLIST
Approach and LandingOne Engine Inoperative
If using:
7 flaps + slats, fly VREF + 15 knots; add 600 feet to LD.
20 flaps + slats, fly VREF + 5 knots; add 200 feet to LD.
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Inoperative Stabilizer
Use 20 flaps + slats, and fly VREF + 20 knots; add 800 feet to LD.
Inoperative Elevator
Use 40 flaps + slats, and fly VREF + 10 knots; add 1,800 feet to LD.
Flap Asymmetry
If using:
Up to 7 flaps + slats, fly VREF + 20 knots; add 800 feet to LD.
7 to 20 flaps + slats, fly VREF + 15 knots; add 600 feet to LD.
20 to 40 flaps + slats, fly VREF + 5 knots; add 200 feet to LD.
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ENGINES
NOTE
The warning of an engine failure on the ground during takeoff roll is given either by a yawing of the aircraft, if the No. 1 or No. 3 engine fails, or by
illumination of the red ENG 2 FAIL light, if the center engine fails.
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2.
3.
4.
NOTE
Accelerate-stop performance is based on a 2-second
time delay from initiation of the abort to being in the
stopping configuration described in this procedure.
Thrust reverser is not a performance consideration in
stopping performance of the aircraft. Charted stopping performance is based on the use of antiskid braking and the deployment of airbrakes to position 2.
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2.
3.
4.
5.
CAUTION
If the engine failure occurs at a speed above V2, maintain the speed attained.
At no lower than 400 feet AGL and above safety altitude:
6.
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7.
8.
9.
10.
12.
NOTE
It is the captains responsibility to decide whether to
continue the flight or interrupt it as soon as possible
and apply the One Engine Inoperative Approach and
Landing procedure.
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NOTE
An attempt airstart may be tried on the failed engine
(see Airstart section, this chapter). If an airstart is
unsuccessful, complete the engine shutdown procedure (see Engine Failure In Flight section in this
chapter).
Engine Shutdown
1.
2.
3.
4.
5.
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6.
CAUTION
If the engine cannot be restarted, switch the fuel
shutoff valve off. In icing conditions, operate No. 2
engine anti-icing even with the No. 2 engine shut
down. The isolation valve must be open.
This will allow bleed air from the bleed-air manifold
to anti-ice the S-duct. If the No. 1 or No. 3 engine is
shut down, turn off the engine anti-icing switch, even
when in icing conditions.
If Engine Shutdown procedure was initiated due to engine failure during takeoff (after V1) 5 minutes after brake release and if obstacle clearance permits:
7.
8.
NOTE
After an unsuccessful airstart attempt of engine 1 or
3, select bus-tied switch to FLIGHT NORM and
check that the BUS TIED light is out.
If the No. 2 engine is shut down:
8.
9.
CAUTION
Regardless of flight conditions, fuel in the center
group of tanks must not be kept at a higher level than
the side tanks to prevent problems caused by an aft
CG location at the end of the flight.
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10.
11.
2.
3.
4.
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5.
6.
7.
Open the passenger door curtain to permit use of the passenger door as
an emergency exit if necessary, and also ensure that the passengers
have attached their seat belts correctly and that the passenger seats are
in the required position for landing.
b.
No Smoking Sign...................................................................... ON
c.
Altimeters
............................................................................ SET
Set QNH or QFE as instructed by local air traffic control. QFE can
only be selected if the pressure altitude of the destination airfield is
inside the altimeter setting limits.
d.
Radio Altimeter DH
............................................................ SET
XBP (All 3)
............................................................... CLOSED
AP-10
Landing Lights
...................................................................... ON
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............................................... DOWN
Fly the final approach at the normal 40 flaps + slats VREF speed
plus 5 knots. Increase the landing distance by 200 feet. The
standard correction for wind must be applied.
OR
g.
............................................... DOWN
Landing Gear
.............................................. DOWN/CHECKED
Hydraulic Pressure
................................................... CHECKED
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Anti-Skid
.................................................................. CHECKED
Airbrake Handle
..................................................................... IN
NOTE
Airbrakes may be used during landing approach provided airspeed is at least VREF + 10 knots. Increase
landing distance by 15%.
e.
......................................... AS REQUIRED
Depress the CAT 2 pushbutton on the AP control unit and check that
the CAT 2 message appears on the ID 802.
g.
.................................... 40 FLAPS +
SLATS AS REQUIRED
NOTE
If landing with the No. 2 engine inoperative, operation time for flap extension from 7 to 40 degrees
(standby pump in use) will be doubled.
h.
AUTOPILOT
..................................................... DISENGAGED
i.
INDICATED AIRSPEED
................................................... VREF
2.
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It is imperative that the landing climb attitude be attained to ensure that the
descent is stopped and the climbout is begun. This action is simultaneous
with the advancement of the power levers to takeoff N1.
3.
2.
3.
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3.
For all go-around configurations, when reaching 400 feet AGL and above safety
altitude:
4.
5.
6.
G. W.
X VREF
1,000
24
100
172
24
26
104
179
26
28
108
187
28
30
112
193
30
32
115
201
32
34
119
207
34
36
122
212
36
38
126
219
38
40
129
223
40
42
132
228
42
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AIRSTART
General
WARNING
Do not attempt to relight an engine after an engine
fire if the engine integrity is questionable, or if N 1
rotation is not observed (Figure AP-1).
CAUTION
Wait ten seconds between two consecutive airstart attempts. Do not make more than three successive
airstart attempts.
=0
.80
20
MAXIMUM AIRSTART ALTITUDE IN MANUAL MODE
VMO
10
VMO
0
100
150
200
250
300
350
400
NOTE
This immediate airstart procedure may be attempted
at high altitude, even at altitudes above the maximum
start envelope.
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2.
3.
4.
6.
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Abnormal Airstart
Abort an airstart whenever any one of the following conditions occurs:
The ITT does not rise within 10 seconds after moving the power levers
to idle.
The oil pressure does not rise within 10 seconds after light-off.
The ITT rises rapidly and approaches the 952C (TFE-731-5AR) or
978C (TFE-731-5BR) limit.
An N 1 remains close to zero when N 2 speed reaches 20%.
N 2 speed is not rising rapidly and smoothly after light-off.
If, during an airstart with the computer in manual mode, the N 1 exceeds 80% with the power lever at idle.
If any of the above are observed during the airstart, shut down the engine as
follows:
1.
2.
3.
2.
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3.
4.
5.
6.
Booster Switch....................................................................................... ON
Place the booster pump switch on, checking that the fuel pressure light
goes out, to supply fuel under pressure from the tank to the engine.
7.
8.
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2.
3.
4.
6.
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8.
If the BUS TIED light stays on after the bus-tied switch is moved to
FLIGHT NORM:
This means the buses are still tied together. Attempt moving the rotary bustied switch in the opposite direction. If the BUS TIED light is still on:
7.
2.
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4.
5.
7.
8.
10.
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OR
If the BUS TIED light stays on after the bus-tied switch is moved to
FLIGHT NORM:
This means the buses are still tied together. Attempt moving the rotary
bus-tied switch in the opposite direction.
If the BUS TIED light is still on:
9.
2.
3.
4.
5.
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6.
Booster Switch....................................................................................... ON
Place the booster pump switch on, checking that the fuel pressure light
goes out, to supply fuel under pressure from the tank to the engine.
7.
8.
Abort airstart when any one of the abnormal conditions occur (see Abnormal
Airstart, this chapter).
Windmilling
After preparing the engine for the computer in manual mode, use the windmilling airstart procedure as used for the computer normal mode procedure.
However, the N 2 speed must be greater than 15%, and the N 1 speed must be
greater than 10%.
2.
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Move the power lever from cutoff to idle. This action allows fuel to be
supplied through the engine fuel control to the injectors of the affected
engine.
4.
NOTE
If any abnormal situations occur as described in the
beginning of the airstart checklist, or if the N1 exceeds
80% with the power lever at idle, abort the start.
When N 2 is above 50%:
5.
6.
7.
8.
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This action disengages the starter if it was used to assist in the airstart
attempt.
Ignition Light....................................................................................... OUT
Check that the ignition light on the overhead engine start panel is out.
10.
If the BUS TIED light stays on after the bus-tied switch is moved to
FLIGHT NORM:
This means the buses are still tied together. Attempt moving the rotary
bus-tied switch in the opposite direction.
If the BUS TIED light is still on:
9.
NOTE
If the fuel control computer fails, check that the engine is operating within established limits. The computer no longer monitors the operating limits of the
engine; therefore, the crew must closely monitor all
engine instruments and warning lights to ensure
operating limitations are not exceeded.
1.
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2.
NOTE
Do not let the ITT indications of the affected engine
exceed the operating ITT of the other engines.
Avoid rapid displacements of the power lever. The
surge bleed valve cannot open completely, and compressor stalls might result.
CAUTION
Maximum thrust may not be attainable.
Idle thrust may be higher than normal. This should
be taken into consideration, when landing, due to
the increase in residual power of the engine.
The fuel flow on the affected engine may be approximately 5% higher when its N 1 speed is matched
to the N 1 speeds of the other engines.
Acceleration time is longer in manual mode.
ENGINE OIL
OIL
NOTE
The OIL light illuminates at 25 psi if there is a loss
of oil pressure. It will also illuminate if metal chips
are detected in the oil system.
1.
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Retard the power lever and shut down the affected engine as soon as
possible.
4.
CAUTION
In icing conditions, operate the No. 2 engine anti-ice
even with the No. 2 engine shut down. The isolation
valve must be open.
If the engine 2 is shut down, the bus B remains supplied by the BAT 2 during
a limited period. The buses A and B have to be tied and the bus tied light checked
illuminated.
If the ENG 2 FAIL light comes on in flight, it indicates that the inlet, or
S-duct, door in the aft compartment is not properly fastened. Much damage
can be done to the engine if the inlet door should unlock and open. The inlet
door itself, or any loose equipment present in the aft compartment, might be
ingested into the No. 2 engine.
1.
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TAKEOFF CONFIGURATION
T/O
CONFIG
This is a ground warning and is activated when at least one of the power levers
is advanced above a position of 82 to 84 or greater and one or more of the
following conditions have not been met:
1.
2.
3.
4.
5.
6.
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HYDRAULIC SYSTEMS
LOSS OF NO. 1 SYSTEM
PUMP 1
AND POSSIBLY
PUMP 3
1.
PITCH
FEEL
2.
3.
4.
5.
6.
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System Status
Operative Systems
Servoactuators barrel 2
Flaps
Airbrakes
Emergency slats (add 5 knots to VREF )
Aileron Arthur Q
No. 2 brakes
Nosewheel steering
Parking brake
Thrust reverser
Inoperative Systems
Servoactuators barrel 1
Pitch Arthur unit
Normal slats (use EMERG SLATS control switch, land with outboard
slats, flaps 40 and V REF + 5 knots)
No. 1 Braking system with antiskid (select No. 2 system)
Landing gearnormal and emergency lowering (use free fall procedure)
NOTE
Increase the landing distance computations by 60%.
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This indicates failure of only one of the No. 1 hydraulic system pumps.
1.
If the pressure and quantity are normal, expect longer operating times for No.
1 system components.
AND POSSIBLY
AIL
FEEL
A loss of the No. 2 system may also be indicated by a drop in pressure on the
hydraulic pressure gage. The hydraulic fluid quantity may also read zero. This
procedure differs from the No. 1 hydraulic system loss in that only one pump
drives the No. 2 system. Illumination of the PUMP 2 light may simply mean
the loss of the No. 2 engine-driven pump. The standby hydraulic pump is available if it was the engine pump that failed, provided hydraulic quantity is normal.
Depending on airspeed, the AIL FEEL light may illuminate.
1.
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3.
4.
5.
System Status
Operative Systems
Servoactuators barrel 1
Normal slats
No. 1 brakes (antiskid)
Landing Gear (normal and emergency control system)
Pitch Arthur unit
Thrust reverser (available if accumulator is charged)
Parking brake (available if accumulator is charged)
Inoperative Systems
Servoactuators barrel 2
Emergency slats (use normal slats control)
No. 2 braking
Aileron Arthur Q (aircraft SN below 165)
Nosewheel steering
Airbrakes (see following note)
Flaps (see following note)
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NOTE
If the No. 2 hydraulic system is lost for landing, the
following additives must be made to the landing distance and landing field length computations.
On the ground, the ST BY PUMP light may indicate that the hydraulic selector
in the rear compartment is out of the IN-FLT detent.
CAUTION
Before correcting the situation by moving the handle to the IN-FLT position (No. 2 hydraulic system),
ensure that all hydraulic pressure is removed from
both the No. 1 and No. 2 hydraulic systems. Do not
restore hydraulic pressure to either system until after
the handle has been fully displaced from one position to the other. The handle must be safety-wired to
the IN-FLT position for flight.
On the ground or in flight, illumination of the light may indicate that the standby
hydraulic pump has been running in excess of one minute. In this case:
1.
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FLIGHT CONTROLS
LANDING WITH INOPERATIVE STABILIZER
This condition is indicated by the inability to trim the horizontal stabilizer
by either the normal or emergency trim system. The horizontal stabilizer will
remain in the last position selected prior to the trim failure. Hold the control
column and then perform the following procedures:
1.
NOTE
The failure of the horizontal stabilizer causes the elevator Arthur unit to lock in the position it is in at the
time of failure. When the flaps and slats are extended,
the Arthur unit returns to the low-speed position,
which results in a significant, but very gradual, decrease of elevator feel force.
If the stabilizer is jammed in the +2 to 4 range:
2.
3.
4.
CAUTION
Since the flaps will not be extended to 40 for approach
and landing, ensure that all three landing gears are
visually checked to be down and indicating properly
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by both pilots before landing. The landing gear warning horn, normally activated by the 40 flap position
circuitry, will not sound if one or more of the landing gears are not fully extended and locked down.
If the stabilizer is jammed in the 4 to 10 range:
5.
6.
2.
3.
4.
Use very short pitch trim inputs to set the stabilizer trim.
This method of trimming the aircraft is recommended over the use of long
bursts of trim, which may cause the loss of aircraft control. Use several
short bursts of trim to control pitch, making the pitch trim clacker sound
much like several short bursts of a Gatling gun.
5.
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OR
PITCH
FEEL
These lights illuminate when either of the Arthur unit monitoring systems detects a failure. Normally, the autopilot can still be used. If the PITCH FEEL
light is on, reduce airspeed down to 260 KIAS or MI 0.76 maximum.
1.
CAUTION
The pitch and/or roll control forces may be higher or
lower than normal, depending on whether the Arthur
unit has failed in the high- or low-speed position.
Follow either procedure below, depending on the
control forces experienced.
Light forcesAvoid large displacements and rapid movement of the flight
controls.
High forcesUse normal or emergency trim systems. If the AIL FEEL light
is on, execute an approach at VREF . If the PITCH FEEL light is on, execute
an approach at VREF + 10 knots, and increase the landing distance by 800 feet.
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2.
2.
2.
CAUTION
Since the flaps may not be extended to 40 for approach and landing, ensure that three landing gears
are checked to be down and indicating properly by
both pilots before landing. The landing gear warning horn, normally activated by the 40 flap position
circuitry, will not sound if one or more of the landing gears are not fully extended and locked down.
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Illumination of this light indicates that information from the slat monitoring
circuits (ground/flight proximity switches, angle of attack, airspeed) are in
disparity.
If the light comes on after takeoff or at a speed lower than 280 knots:
1.
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In Cruise
Normally, in the cruise regime of flight, the flaps + slats handle is kept in the
CLEAN position. There should be no movement of the slats or flaps unless
caused by selection of the handle or activation of the automatic stall system.
If one or more of the slats fail to retract after the handle is placed to the CLEAN
position, the red slat transit light will remain on. There may also be a tendency
for the aircraft to roll. If either of these conditions is noted, the following
procedures should be performed:
1.
2.
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During Approach
Depending on indications, follow the instructions for either case 1 or case 2 below.
Case 1
A flashing green slat light with the red light off indicates that only the
outboard slats are extended. This is the indication that only the outboard slats
are extended. At this time the power used to supply the outboard slats extension
solenoid is from the battery bus.
Proceed as follows:
1.
2.
3.
Case 2
Assume that the flaps + slats handle has been placed in the 7 FLAPS +
SLATS position. The green slat light off, the red slat light on, and a possible
tendency for the aircraft to roll due to asymmetry indicate that one or more
of the slats are not fully extended.
CAUTION
Emergency slat actuation is only authorized when a
failure is experienced.
Proceed as follows:
1.
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If outboard slats are visually not extended and flaps not at 7, continue
with the following item 2.
2.
Note the slats indications after placing the switch on, and follow procedure
A, B or C below, depending on the indications you observe.
Procedure A
If the green light comes on steadily, all slats extended.
1.
2.
Procedure B
If the red light stays on and only the outboard slats are visually checked
extended, it can be assumed safe to use other flap configurations for approach
and landing.
1.
2.
3.
Procedure C
If the red light stays on and neither inboard or outboard slats are extended:
1.
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If the slats cannot be extended by any or all means, the wing must be clean
of flaps for approach and landing.
2.
3.
4.
Increase the landing distance and the landing field length by 50%.
The increased speed to be maintained on final approach necessitates an
increase in runway requirements to allow for a longer stopping distance.
CAUTION
Do not change the emergency slats switch position.
The landing-gear-not-extended aural warning, normally activated by the 40 flap warning circuitry,
may not sound if the gear is not fully down and the
flaps are not selected to 40.
AND
IGN
The red slats transit light comes on and then goes out, indicating that the slats
are in transit. The green slat light then comes on flashing, indicating outboard
slats extension. The audio warning for stall warning sounds.
This warning may occur while in cruise at high altitude and while cruising at
normal cruise speed/Mach number. It is usually due to an erroneous sensing
by either the left or right stall warning vane.
1.
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3.
Illumination of this light means that at least one airbrake panel has not
retracted. If in doubt about the actual position of the airbrakes, consider them
to be extended to position 2.
For approach and landing:
1.
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NOTE
Keep the flap/slat handle in this position for landing in order to preclude the possibility of airbrake
asymmetry that can be particularly bothersome on
final approach.
With the airbrakes extended to position 1:
2.
3.
5.
NOTE
Airbrakes may be used during landing approach, provided airspeed is at least VREF + 10 knots. Increase
landing distance by 10%.
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LANDING GEAR
ABNORMAL LANDING GEAR EXTENSION
If, after the LANDING GEAR handle has been placed to the DOWN position,
and one or more of the following indications occur, perform an EMERGENCY
LANDING GEAR EXTENSION.
One or more green gear down light is out
The landing gear handle light is flashing
Landing gear not extended GEAR voice warning may sound
NOTE
The Landing Gear Abnormal Extension procedure is
to be applied as soon as one green light is missing.
It gives no alleviation to any red indicator light/green
gear symbol combination as long as one green gear
symbol is off.
CAUTION
The landing gear handle must be maintained down.
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CAUTION
Rapidly alternating large rudder applications in combination with large side-slip angles may result in
structural failure at any speed.
2.
NOTE
Illumination of the green gear down light may take
more than 30 secs with full rudder deflection.
Gently come back to neutral rudder.
3.
NOTE
Illumination of the green gear down light may take
more than 30 secs with full rudder deflection.
Gently come back to neutral rudder.
4.
CAUTION
Do not actuate any landing gear control once the
three landing gears are locked down . The landing gear
must be maintained down.
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If, after applying all the methods possible to try to extend the landing gear, a
problem with one or more landing gears still exists, plan on landing with the
assumption that at least one landing gear is locked in the up position. Declare
an emergency, and make a shallow approach and as soft a landing as possible.
If the nose gear is the one gear whose extension is in doubt, touch down on
the main wheels as for a normal landing. Hold the nose off the ground for as
long as possible and then bring it gently into contact with the runway while
the elevators remain effective. Do not use the brakes, unless a greater
emergency exists, until after the nose touches the ground. As soon as the nose
touches the ground, begin normal, or differential, braking as necessary to
maintain directional control. Use No. 1 brakes, No. 2 brakes or the parking
brake handle, depending on the availability of hydraulic and/or braking
systems.
If extension of either of the main landing gears is in doubt, touch down on
the side of the runway corresponding to the extended gear. Hold the wings
level for as long as possible. Control direction with the rudder pedals and
nosewheel steering. When the wing touches the ground, brake with the brake
pedals and counteract veering.
ABNORMAL RETRACTION
WARNING
At least one red light remains on.
Gear handle light blinking.
1.
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a. If the red landing gear lights fail to go out upon retraction of the
landing gear, ice may be preventing the main landing gear from locking
in the UP position.
2.
2.
3.
4.
AP-48
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NOTE
Service Bulletin 42 provides a double-braking system, that assures a better brake-holding capability during pretakeoff, full-engine-power runups.
Brake pressure for the No. 2 brake system is 1,080 psi.
The first detent of the parking brake handle provides 800 psi of No.
2 hydraulic system pressure. This detent stops the aircraft gradually
without locking the brakes.
The second detent of the parking brake provides 2,175 psi of No. 2
hydraulic system pressure. This detent will lock the brakes.
This malfunction is indicated by an abnormal antiskid brake test. The
green No. 1 system L and R brake lights do not illuminate when the
brakes are tested in either the #1/ASKID ON or #1/ASKID OFF
positions of the brake selector switch.
1.
2.
Brake progressively.
Braking efficiency can be visually checked by monitoring the deceleration
rate on the EADI optimum deceleration on a dry runway is between 0.25 g
and 0.30 g, increasing with weight.
3.
NOTE
For takeoff, operation of the aircraft on an exceptional
basis with antiskid inoperative is described in annex
5 of the Airplane Flight Manual. Operation on this
basis is subject to prior authorization defined in a
Minimum Equipment List (MEL).
FOR TRAINING PURPOSES ONLY
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2.
3.
NOTE
If the #2 P BK light is flashing, indicating a pressure
of 1,200 psi or less in the parking brake accumulator, residual pressure remaining allows for only one
brake application.
4.
2.
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NOSEWHEEL SHIMMY
Hold the nosewheel steering control depressed.
This applies hydraulic pressure to the nosewheel steering system to provide
some shimmy dampening.
FUEL SYSTEM
LOW BOOST PUMP PRESSURE
Case 1
FUEL 2
(4.64 psi)
1.
Procedure A
If a significant fuel loss is evident:
3.
4.
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5.
6.
CAUTION
In icing conditions, operate the No. 2 engine anti-icing
even with the No. 2 engine shutdown. The isolation
valve must be open to allow air bleed from the bleedair manifold to anti-ice the S-duct.
If the No. 2 engine is shut down:
7.
8.
9.
10.
11.
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Procedure B
If no fuel leak is evident:
The flight may be continued, as required, by feeding fuel to the No. 2 engine,
by gravity, from the group 2 fuel tank only, except for the descent phase
above 31,000 feet that must be performed with X-BP 1-2 and 3-2 open. Check
that X-BP 1-2 and 3-2 lights are illuminated.
Case 2
FUEL 1
1.
OR
FUEL 3
(4.64 PSI)
2.
If the fuel pressure light stays on after opening the X-BP valve:
3.
4.
AP-53
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international
6.
7.
8.
1.
AND
FUEL 3
AP-54
FlightSafety
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2.
4.
5.
6.
7.
If the FUEL 1 or FUEL 3 light remains on (and FUEL 2 light may possibly come on):
3.
6.
AP-55
FlightSafety
international
7.
8.
This light indicates that the XTK 2 valve is open when it should be closed.
At times, this situation can be corrected by merely moving the XTK 2 switch
through each of its respective positions, then back to AUTO. If this does not
correct the indication, follow either procedure A or B below:
Procedure A
If group 2 fuel total quantity indicates approximately 4,400 pounds
green range):
1.
If the group 2 rear tank level is 3,300 pounds and steady, indicating that the
rear tank is full:
2.
AP-56
FlightSafety
international
3.
Procedure B
If group 2 fuel quantity indicates approximately 2,200 pounds
(amber range):
1.
NOTE
If the XTK 2 OPEN light does not go out and boost
pump 1 or 3 has failed, or if side tank interconnection has been used, the attitude shall be limited to 10
pitch up as long as the light remains illuminated.
AP-57
FlightSafety
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Case 2
XTK 2
CLOSED
This light indicates that the XTK 2 valve is closed when it should be open.
At times, this situation can be corrected by merely moving the XTK 2 switch
through each of its respective positions and then back to AUTO. If this does
not correct the indication, proceed as follows:
1.
2.
NOTE
The manually controlled opening of the XTK 2 valve
will cause the XTK 2 OPEN light to come on later
on in the flight. The attitude shall be limited to 10
pitch-up as long as the light remains on.
AP-58
FlightSafety
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OR
LO
FUEL 2
OR
LO
FUEL 3
This light indicates that a fuel level below 200 pounds is detected. Equivalent
to a cruise flight time of 15 minutes at an altitude of 2,500 feet.
1.
2.
3.
OR
LO
FUEL 2
OR
LO
FUEL 3
This light indicates that a fuel level below 200 pounds is detected. Equivalent
to a cruise flight time of 15 minutes at an altitude of 2,500 feet.
1.
2.
AP-59
FlightSafety
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3.
LO
FUEL 2
4.
5.
7.
X-BP............................................................................................. CLOSED
Check that the X-BP light is out.
FUEL ASYMMETRY
This condition is indicated by asymmetric fuel indications and/or by an abnormal application of aileron trim to one wing versus the other. Ensure that
the asymmetry is not caused by a fuel leak. Follow either Case 1 or Case 2
below, depending on the type of asymmetry:
2.
AP-60
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1.
AP-61
FlightSafety
international
ELECTRICAL SYSTEMS
ONE GENERATOR INOPERATIVE
Illumination of a generator light indicates that the corresponding generator
is disconnected from its main DC bus system. When a generator malfunctions,
the generator switch may or may not trip off. Determine the position of the
generator switch for the inoperative generator, and then proceed following
Case 1, Case 2 or Case 3 below, depending on the position of the respective
generator switch.
AP-62
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1.
GEN 1
OR
GEN 2
OR
GEN 3
2.
3.
Shed the load, as necessary, to limit the load on the respective battery or
operating generator.
CAUTION
Do not attempt to reset a tripped generator switch.
Since the generator switch has tripped, an overvoltage condition will exist if a reset attempt is made.
If the No. 2 generator is inoperative and BATT 2 load is normal:
4.
5.
AP-63
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1.
2.
4.
5.
AP-64
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6.
7.
8.
AP-65
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1.
2.
4.
5.
AP-66
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OR
If the GEN 1 and GEN 3 lights remain on, representing that a possible normal No. 1 generator did not automatically reconnect to the bus, then:
4.
6.
7.
8.
AP-67
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1.
2.
3.
4.
5.
6.
7.
AND
GEN
Two generators have been disconnected from the main DC bus system. The
respective generator switches may or may not be tripped. This procedure would
assume a simultaneous tripping of the reverse current relay of the corresponding generator.
1.
AP-68
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2.
CAUTION
Shed the load on the bus, if necessary, to limit the load
on the operating generator and/or battery. Never tie
the buses together without previously checking that
the voltage and amperages on each bus are within the
prescribed limits.
CAUTION
Do not attempt to reset the generator that has the
tripped switch, as an overvoltage condition will exist
when a reset attempt is made.
On the generator for which the switch has not tripped and bus voltage is
within the green range:
3.
4.
5.
AP-69
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Procedure A
The existence of an overvoltage condition not high enough to cause the GEN
switch to trip may prevent the associated generator from coming on line. In
this case, the faulty generator is the one associated with the extinguished GEN
light. Switching this generator off should cause the other generator to come
back on line.
1.
2.
3.
4.
Procedure B
The existence of an overvoltage condition not high enough to cause the GEN
switch to trip may prevent the associated generator from coming on line. In
this case, the faulty generator is the one associated with the extinguished GEN
light. Switching this generator off should cause the other generator to come
back on line.
1.
b.
2.
3.
AP-70
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If the GEN 1 and GEN 3 lights remain on, representing that a possible
normal No. 3 generator did not automatically reconnect to the bus, then:
4.
Procedure C
If GEN 2 light is on:
1.
2.
3.
Left and Right Main Bus Voltage ............ NOT ABOVE GREEN RANGE
Check the right battery load for normal indications.
4.
AP-71
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AND
GEN
Two generators have been disconnected from the main DC bus system.
The respective generator switches have tripped. This procedure would assume a simultaneous tripping of the reverse current relay of the corresponding generators.
1.
2.
CAUTION
Shed the load on the bus, if necessary, to limit the load
on the operating generator and/or battery. Never tie
the buses together without previously checking that
the voltage and amperages on each bus are within the
prescribed limits.
3.
4.
5.
6.
AP-72
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Perform only one reset attempt of generator 2. No more than one reset
attempt should be made, for the reason that a failure to reset is an
indication that the fault still exists, and a new attempt could have
detrimental effects.
Carefully observe the voltmeter/ammeter while placing the generator
switch on. Be prepared to immediately return the switch to off should an
overvoltage condition exist. In fact, the overvoltage condition should cause
the switch to trip.
If No. 2 generator cannot be reset:
7.
If the volts and amps are normal (in the green range):
8.
9.
10.
AND
GEN
Two generators have been disconnected from the main DC bus system. The
respective generator switches have tripped. This procedure would assume a
simultaneous tripping of the reverse current relay of the corresponding generator.
1.
2.
AP-73
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CAUTION
Shed the load on the bus, if necessary, to limit the load
on the operating generator and/or battery. Never tie
the buses together without previously checking that
the voltage and amperages on each bus are within the
prescribed limits.
3.
4.
5.
AP-74
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8.
9.
10.
12.
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BATTERY OVERHEAT
HOT
BAT
NOTE
If required, the faulty battery may be switched back
on for landing, provided the HOT BAT light has gone
out. Closely monitor the battery temperature indicator.
On the ground:
If the batteries are warm (temperature higher than 120F) and the amber light
is on, a battery start must not be attempted. Use an external power cart for
starting the engines.
If the temperature during engine start exceeds 120F, monitor the temperature for a few minutes after starting to ensure that the temperature does not
rise further and that it starts to cool.
If the temperature during engine start exceeds 140F, wait for it to drop below
120F before taking off.
If the temperature reaches 150F with the red battery gage light and the HOT
BAT light on, the battery must be switched off. Monitor the battery closely
for cooling and have it removed for inspection.
NOTE
The average cooling time of a battery on the ground
is 1F per minute.
AP-76
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BATTERY FAILURE
BAT 1
OR
BAT 2
AP-77
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PITOT-STATIC SYSTEM
EITHER AIR DATA COMPUTER INOPERATIVE
Table AP-2. PITOT-STATIC SYSTEMEITHER
AIR DATA COMPUTER INOPERATIVE
FUNCTION
On-side
EFIS
LOSS OF
Airspeed scale
ASEL
INDICATIONS
IAS
flag on EADI
ASEL
flag on EADI
REMARKS
Data from other ADC
recovered using XFR IAS
M
Coupling to remaining
source by x side CPLD
On-side
AP-FD CPLD
Vertical modes
On-side
flight instruments
Altimeter
rate-of-climb
indicators
Flags
ID 802 CPLD
on-side
SAT-TAT-TAS
Dashes on
corresponding
line
Autoslats
Extension
inhibition at
high speed
Possibility
Horizontal
stabilizer trim
If ADC 1 has
failed the 4
limitations at
high speed or
the overriding
of the stop at
low speed
On-side
ATC XPDR
Altitude coding
AUTO
SLATS
light
NOTE:
If VMO/MMO warning sounds permanently, pull out inoperative air data computer circuit breaker.
AP-78
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LOSS OF
Airspeed scale
INDICATIONS
IAS
flag on EADI
ASEL
flag on EADI
REMARKS
Use the standby Mach
airspeed indicator
ASEL
Wind on EHSI
AP-M TRIM
YD-FD
Autopilot,
Mach trim, and
yaw damper
flashing on
EADI,
command bars go out
of view.
on warning
AP
panel and
AP
Coupling to remaining
source by x side CPLD
MACH
TRIM
Flags
ID 802
SAT-TAT-TAS
Dashes on
corresponding line
Avoid or leave
icing conditions
(see note 1 below)
Autoslats
Extension
inhibition at
high speed
Horizontal
stabilizer trim
4 limitation
at high speed
or stop overriding at
low speed
Aileron Arthur
Q unit
Monitoring
Warnings
VMO/MMO
landing gear
not extended
FMS
VNAV wind
page data
FLT TIME
ATC XPDR
Altitude report
AUTO
SLATS
light
AIL
FEEL
light
Operative with flaps
40 + slats and gear up
Message in the
SCRATCH PAD
NOTE:
If VMO/MMO warning sounds permanently, pull out inoperative air data computer circuit breaker.
(1)
If icing conditions cannot be avoided, engine N1 speed MUST NOT be less than
the figure corresponding to the coldest temperature of the N1 anti-icing table.
AP-79
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AUTO
SLATS
MACH
TRIM
AP
The VMO /M MO audio warning sounds, the IAS EADI comparator annunciator illuminates, the AP disengagement and/or DADC DATA INVALID message
appears on ID 802, and a disagreement with standby IAS/Mach indications shows.
CAUTION
If it is certain that the VMO /M MO warning is false, do
not modify flying parameters.
If the above indications are experienced:
1.
3.
4.
Since air data information may be erroneous, use the standby altimeter for
altitude reference.
5.
AP-80
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After the fault has been identified, follow Procedure A for the climb phase
of flight, Procedure B for the cruise phase of flight, or Procedure C for the
descent phase of flight.
Procedure A
Climb
1.
2.
Procedure B
Cruise or Level Flight
Set N 1 rpm according to the setting for Mach 0.75 cruise, taking into account
flight altitude, aircraft weight, and TAT (if known).
Since SAT/TAT indications may also be in error, use the last known temperature observed, or use ISA for the given altitude.
Limit aircraft attitude to less than 4 noseup.
Procedure C
Descent
Follow either checklist below for operations without anti-icing or for operations with engine and wing anti-icing on.
AP-81
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Without Anti-icing
1.
2.
3.
2.
3.
4.
NOTE
1. Check aircraft altitude frequently by referring
to the standby altimeter.
2. If, prior to the problem occurring, flight was
performed at a static temperature lower than the
authorized minimum limit prescribed by the AFM,
descend as soon as possible until air data indications become normal. Minimum temperatures
are as follows:
a. Sea level to 25,000 feet........................ 54C
AP-82
FlightSafety
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OR
R. PITOT
OR
ST BY
PITOT
Compare instrument readings with the readings of the other two systems. Check
bus power and proper switch positioning.
Case 1
The wing anti-ice switch is on and the wing amber light comes on steady. This
indicates an insufficient supply of bleed air is available for wing anti-icing.
1.
AP-83
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Case 2
The wing anti-ice switch is on, and the wing amber light is flashing. This
indicates a system malfunction in which there is too much bleed air sensed
in the system.
1.
3.
AP-84
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NOTE
Do not go below the minimum engine speed
prescribed for flight in icing conditions, corrected for
temperature (Table AP-4).
Table AP-4. FLIGHT IN ICING CONDITIONS
THREE ENGINES OPERATIVEANTI-ICING N1
TAT
30 TO
20C
20 TO
10C
10 TO
0C
0 TO
+10C
>20,000
80%
76%
73%
65%
>20,000
>10,000
76%
73%
65%
58%
<10,000
68%
65%
61%
58%
Case 3
The wing anti-ice switch is on, and both the amber and green anti-ice lights
are on. It would be quite rare for such an indication as this to appear. However,
the aircraft manufacturer feels that this is a coverall procedure in the event
any other indescribable indications might be seen when you turn on the wing
anti-icing switch. This indicates that the wing anti-ice system may be
malfunctioning and you must:
If in icing conditions, not reduce N 1 speed below the specified value and avoid
or leave icing conditions as soon as possible.
AP-85
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Case 4
The wing anti-ice switch is on, and the wing green light is out. This may indicate
that the green wing anti-icing light is not operative for one reason or another.
The corrective action to determine if it is an indication problem and not an
operational problem is to:
1.
2.
3.
The wing anti-ice switch is off and the amber wing light is flashing. This may
mean that some bleed air may still be going to the wings or an indication failure,
even though the wing anti-icing switch is off. To try to correct this malfunction by the following procedure:
1.
2.
AP-86
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OR
If the green light comes on, it means the operation of the wing anti-icing
system is out of sequence. High-pressure bleed air may still be supplied to
the wings even when the wing switch is off. This case is either untimely
operation of the wing anti-ice system or seizing of the wing anti-ice
system electrovalve in the open position. If the TAT is above +10C, the
following procedure must be followed to eliminate, or to limit, the flow of
high-pressure bleed air to the wings.
2.
4.
5.
Case 1
AP-87
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Procedure A
Switch is in the WING position:
1.
AP-88
Maintain an N1 rpm not less than 1% above the specified value for flight
in icing conditions (see Table AP-4).
FlightSafety
international
OR
If the amber light remains on and steady:
4.
5.
Procedure B
Switch is in the WINGBRK position:
1.
Maintain an N1 rpm not less than 1% above the specified value for flight
in icing conditions (see Table AP-4).
4.
AP-89
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Case 2
NOTE
When reducing N 1 rpm as directed below, do not reduce the N 1 below the minimum speed required for
operations in icing conditions.
Procedure A
Switch in the WING position:
1.
Reduce N1 speed of No. 1 engine until the amber flashing light goes out
and the green light comes on.
3.
Reduce N1 speed of No. 3 engine until the amber flashing light goes out
and the green light comes on.
Procedure B
Switch in the WINGBRK position:
1.
Reduce N1 speed of No. 1 engine until the amber flashing light goes out
and the green light comes on.
3.
Reduce N1 speed of No. 3 engine until the amber flashing light goes out
and the green light comes on.
Maintain an N1 speed not less than 1% above the specified value for flight
in icing conditions (see Table AP-4).
AP-90
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Case 3
The wing anti-ice switch is on, and both the amber and green anti-ice lights
are on. It would be quite rare for such an indication as this to appear. However,
the aircraft manufacturer feels that this is a coverall procedure in the event
any other indescribable indications might be seen when you turn on the wing
anti-icing switch. This indicates a general total malfunctioning of the system, and you must:
Avoid or leave icing conditions.
Case 4
Procedure A
Switch in the WING position:
1.
2.
If the amber light did not come on steady and then go out:
3.
AP-91
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Procedure B
Switch in WING-BRK position:
1.
3.
If the amber light did not come on steady and then go out:
4.
The WINGBRK switch is off and the amber wing light is flashing. This
may mean that some bleed air may still be going to the wings, or indication failure, even though the wing anti-icing switch is off. To try to correct
this malfunction:
1.
2.
AP-92
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OR
If the green light comes on, it means the operation of the wing anti-icing system
is out of sequence. High-pressure bleed air may still be supplied to the wings
even when the wing switch is off. The cause is either untimely operation of the
wing anti-ice system or seizing of the wing anti-ice system electrovalve in the
open position. If the TAT is above +10C, the following procedure must be
followed to eliminate, or to limit, the flow of high-pressure bleed air to the wings.
2.
3.
4.
5.
The associated engine anti-ice switch is on and the amber anti-ice light is on
steady, indicating that the air intake (nacelle lip) anti-icing air pressure associated with engine 1 and/or engine 3, or that either the S-duct or the air intake (nacelle lip) anti-icing surfaces of engine 2, are not receiving enough air
pressure for anti-icing purposes.
1.
Increase power on the affected engine until the amber light goes out and
the green light comes on.
AP-93
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If the amber light goes out and the green light illuminates:
2.
4.
Case 2
ENG 1, ENG 2 or ENG 3 amber and green lights on.
The engine anti-ice switches are on and both the amber and green anti-ice lights
are on for one or more engines. It is quite rare for such an indication to
appear. However, the aircraft manufacturer feels that this is a coverall procedure
in the eventuality any other indescribable indications might be seen when you
turn on the engine anti-icing switches. This indicates a general total
malfunctioning of the system and you must:
1.
2.
Case 3
The No. 2 engine anti-ice switch is on, the amber light is out, but the green
light did not come on. This may be a case where the indicating system is
malfunctioning. If you see the amber light come on and then go out, you can
assume that the system is working correctly. The procedure is to cycle the switch
off and then on again to observe the other indications associated with the
operation of No. 2 engine anti-icing.
AP-94
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1.
3.
The associated engine anti-ice switch is on and the amber anti-ice light flashes
on one or more engines. This indicates that the pressure in the air intake antiice system of the corresponding engines is too high.
1.
Reduce the power on the affected engine until the flashing amber light
goes out and the green light illuminates.
By reducing the power on the affected engine, you reduce the temperature
and pressure of the high-pressure bleed air being supplied the manifold
and, in turn, the engine anti-ice surfaces.
2.
Retain this power setting. Do not go below the minimum N1 engine rpm
prescribed for flight in icing conditions (see Table AP-4).
AP-95
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The associated engine anti-ice switches are off and an amber light flashes.
This may mean that some bleed air may still be going to an engines anti-ice
surfaces even though the engine anti-ice switch is off.
1.
If the green engine light comes on, it means the operation of that engine antiicing system is out of sequence. High-pressure bleed air may still be supplied
to the engine surfaces even when the engine anti-ice switch is off.
If the TAT is above +10C, the following procedure must be followed to eliminate, or to limit, the flow of high-pressure, high-temperature bleed air to the
engine anti-ice surfaces. Make sure the associated anti-ice switch is off and
perform the following:
3.
Case 2
ENG 2 amber light flashing.
The No. 2 engine anti-ice switch is off and the amber light flashes. This may
mean that some bleed air may be going to the engines air intake and S-duct
surfaces even though the engine anti-ice switch is off.
AP-96
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1.
If the green No. 2 engine light comes on, it means the operation of that engine
anti-icing system is out of sequence. High-pressure bleed air may still be
supplied to the engine air intake and S-duct surfaces even when the engine
anti-ice switch is off.
If the TAT is above +10C, the following procedure must be followed to
eliminate, or to limit, the flow of high-pressure, high-temperature bleed air
to the No. 2 engine anti-ice surfaces:
3.
5.
If the amber flashing light does not go out and the TAT is above +10C:
6.
Reduce the thrust on the No. 2 engine to the minimum needed for operational
purposes, which will reduce this anti-icing air temperature.
AP-97
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2.
5.
AIR CONDITIONING
BLEED-AIR SYSTEM OVERHEAT
Light on steady.
BLEED
OVHT
This light, on the master failure panel, illuminates when one of three temperature probes, located in the bleed-air manifold downstream from each engine, detects an excessive bleed-air temperature.
The following is a step-by-step identification process.
1.
AP-98
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After turning off the PRV 3 switch, carefully observe the BLEED OVHT
light, and note any changes in its actions.
If the BLEED OVHT light starts blinking and then goes out, leave the
PRV 3 switch off and continue the flight in this configuration. This was
the faulty system.
OR
If the BLEED OVHT light starts blinking and keeps blinking in icing
conditions:
2.
NOTE
If you are not in icing conditions, and to preclude having to reduce to idle on an engine, an alternate procedure is possible.
1. Turn the isolation valve knob to isolation.
2. Set the passenger air-conditioning valve switch to
off if the overheat is from No. 2 engine bleed air.
3. Set the crew air-conditioning valve switch to off
if the overheat is from the No. 1 or No. 3 engine.
4. Move the COND control lever, located on the
copilots right console, to the tied position.
If the BLEED OVHT light stays on and is steady:
3.
AP-99
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For the aircraft with AUXITROL EL 124 box (modification M1905 not applied):
After a flight with a BLEED OVHT warning light illuminated in the
cockpit, it is mandatory to check the LEDs in the rear compartment
on EL 124 box before switching off electrical power.
For the aircraft with AUXITROL EL 137 box (modification M1905 applied):
After a flight with a BLEED OVHT warning light illuminated in the
cockpit, it is mandatory to check the LEDs in the rear compartment on
EL 137 box. This information remains available after switching off electrical power, which makes maintenance of the bleed-air system easier.
Modification M1905 is applied in production since aircraft S/N 167 or in retrofit
by changing boxes.
ECU OVERHEAT
ECU
OVHT
1.
2.
3.
If the ECU OVHT light stays on, you must perform the following procedures:
4.
AP-100
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5.
6.
NOTE
If you are not in icing conditions, the HP 1, PRV 2,
and PRV 3 switches may be turned off.
If the overheat warning persists:
8.
9.
AP-101
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If the light does not go out or if the temperature does not decrease:
2.
3.
AP-102
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CAUTION
Since anti-icing on the turbine is no longer ensured,
the amber ECU A/I pushbutton can only be used at
high altitude (above 35,000 feet) where the water
concentration is practically close to zero.
If altitude is below 35,000 feet:
See note below.
If the temperature is NOT decreasing:
2.
4.
AP-103
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OR
If the temperature is decreasing:
3.
5.
7.
NOTE
For operation below 35,000 feet with the amber
CONDG OVHT light on, complete only the below
listed items:
Passenger Switch.................................................................................. OFF
COND Control Lever ......................................................................... TIED
AP-104
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This light indicates that the nose cone temperature is too high.
1.
2.
PRESSURIZATION
IMPROPER CABIN VERTICAL SPEED
This is an erratic indication on the cabin vertical speed indicator when the
cabin pressure should be maintaining a stable differential pressure. Certain
steps are necessary to ensure that the controls and switches are in their proper
position for flight.
As a review, remember that the automatic controller commands the electropneumatic outflow valve, and the pneumatic outflow valve is slaved to it.
When not in automatic and in manual, the manual pressurization knob controls the pneumatic outflow valve, and the electropneumatic outflow valve is
slaved to it.
1.
AP-105
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2.
3.
5.
6.
AP-106
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2.
If the cabin pressure does not decrease, the automatic regulation system may
be inoperative. Take the following steps:
3.
4.
5.
AP-107
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If flight requirements so dictate maintaining altitude, cycle the crew and passenger switches off to on periodically to maintain a cabin altitude no higher
than 8,000 feet or a cabin differential pressure no greater than approximately
9 psi. Descend, as required.
3.
AP-108
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4.
5.
6.
Cycle the crew and passenger air-conditioning valve switches on and off
alternately to determine which is the operating system for maintaining air
conditioning and pressurization.
Leave the operating system switch on, and turn the malfunctioning system
switch off.
9.
AP-109
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OR
If cabin pressure is not restored:
8.
10.
AP-110
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10.
11.
No Smoking Sign................................................................................... ON
Smoking and oxygen are not a good mix in an aircraft. A verbal directive
over the loud speaker system might be appropriate as well.
12.
13.
Exit the aircraft and check that the forward toilet service door is properly
latched closed.
If in flight:
1.
AP-111
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2.
4.
Case 2
REAR
DOORS
This light indicates that either the baggage compartment external door, or the
rear compartment door, is not fully closed and latched.
Access to the baggage compartment is not permitted.
WARNING
If the suspect door is the baggage compartment door,
access to the baggage compartment must be denied
in the event of a sudden decompression.
1.
AP-112
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Case 3
BAG
ACCESS
This light should normally be out. This light comes on when a person opens
the access door to the baggage compartment. Entry to the baggage compartment is permitted in flight to a maximum flight level of 410.
If the baggage compartment is not in use, visually check for proper closing
of the baggage compartment access door.
Case 4
BAG
ISOL
2.
This light illuminates if the APU bleed-air valve is not completely closed
whenever the bleed switch is off or when one of the power levers is moved
beyond 54 of power lever movement and the valve has not automatically closed.
Investigate the cause and correct the problem before takeoff.
AP-113
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WINDSHIELD
CRACK OR BUBBLES FORM
If a windshield gets fissured or cracked, the flight can be continued without
danger. Pressurization integrity should be maintained.
1.
2.
3.
Pilot and copilot windshield heat switches should be selected to the same
position.
If possible, before landing:
2.
AP-114
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A message will also appear on the ID 802: PITCH MISTRIM NOSE or NOSE
DOWN. This indicates that there is a permanent load on the pitch servomotor.
1.
2.
3.
4.
Case 2
MISTRIM
A message will also appear on the ID 802: RETRIM ROLL R WING DOWN
or L WING DOWN. This indicates that there is a permanent load on the roll
servomotor.
1.
AP-115
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ANGLE-OF-ATTACK STALL
PROBE HEATING FAILURE
L. AOA
OR
R. AOA
ANGLE-OF-ATTACK PROBE
HEAT SYSTEM INOPERATIVE
AOA PROBE
AP-116
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EFIS
NOTE
I n t h e e v e n t o f a f a i l u r e o f e i t h e r C RT, t h e
approach will be flown by the pilot who has both
CRTs operational.
NOTE
In the event of the failure of the EHSI CRT, on aircraft so equipped with the multifunction display, the
MFD controller may be selected to the HSI position,
if required.
Place the mode selector switch in the EHSI position corresponding to the
inoperative CRT.
The EHSI display will now appear on the MFD. The composite on the
EHSI will disappear, leaving the full EADI display that formerly appeared
on the EADI CRT.
AP-117
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Place the mode selector switch in the EHSI position corresponding to the
inoperative CRT.
The EHSI display will now appear on the MFD. The composite on the
EADI will disappear, leaving the full EADI display.
NOTE
The MFD symbol generator may be used in the backup
mode for both the pilot and copilot symbol generators simultaneously. The crossover annunciation is
an amber XSG flag on all four CRTs.
AP-118
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2.
Place the mode selector switch in the EHSI position corresponding to the
inoperative CRT.
3.
4.
NOTE
If the aircraft is equipped with a third IRS, IRS 3 may
be used in the backup mode for both IRS 1 and IRS
2 simultaneously. The associated display is an amber
IRS annunciator on all four CRTs.
AP-119
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NOTE
If the aircraft is equipped with a third IRS, IRS 3 may
be used in the backup mode for both IRS 1 and IRS
2 simultaneously. The associated display is an amber
IRS annunciator on all four CRTs.
2.
When the faulty IRS is identified, on the EFIS reversion controller panel on
the faulty side:
3.
2.
AP-120
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Procedure A
If the faulty IRS is in the NAV mode and the position indication is correct,
on the reversion controller for the faulty side IRS:
1.
Procedure B
If the faulty side IRS is in the NAV mode, but the position indication is
incorrect, on the mode select unit (MSU) of the faulty IRS:
2.
Selector................................................................................................. ATT
Move the MSU knob from NAV to ATT. This eliminates the navigation
computer and allows the IRS to become a basic attitude reference system.
3.
AP-121
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After the faulty DADC has been identified, on the faulty side reversion
controller:
2.
2.
AP-122
Select the FMS of the good side for navigation on its respective EHSI.
FlightSafety
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EMERGENCY PROCEDURES
CONTENTS
Page
GENERAL......................................................................................... EP-1
ENGINE FIRE................................................................................... EP-2
INTERNAL ENGINE FIRE ON THE GROUND............................. EP-4
APU FIRE.......................................................................................... EP-5
BAGGAGE COMPARTMENT FIRE................................................ EP-8
MAIN WHEEL WELL OVERHEAT................................................ EP-9
AIR-CONDITIONING SMOKE..................................................... EP-10
ELECTRICAL SMOKE OR FIRE.................................................. EP-15
SMOKE REMOVAL ....................................................................... EP-19
INADVERTENT THRUST REVERSER
DEPLOYMENT IN FLIGHT.......................................................... EP-21
TWO ENGINES INOPERATIVE
APPROACH AND LANDING ....................................................... EP-23
Preparation ............................................................................. EP-23
Approach................................................................................ EP-24
When Committed for Landing ............................................... EP-25
After Touchdown ................................................................... EP-27
TWO ENGINES INOPERATIVEGO-AROUND ....................... EP-27
On the Go-Around ................................................................. EP-27
ALL ENGINES INOPERATIVE .................................................... EP-28
LOSS OF BOTH HYDRAULIC SYSTEMS .................................. EP-31
Landing Preparation............................................................... EP-32
After Touchdown ................................................................... EP-35
LOSS OF ALL THREE GENERATORS........................................ EP-35
Reduced Load on Batteries (SAFT 2376).............................. EP-39
RAPID DEPRESSURIZATION...................................................... EP-40
EMERGENCY DESCENT ............................................................. EP-41
FORCED LANDING ...................................................................... EP-42
Preparation ............................................................................. EP-42
EP-i
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Approach................................................................................
Just Before Touchdown..........................................................
After the Airplane Has Come to a Stop .................................
DITCHING......................................................................................
Preparation .............................................................................
ApproachParallel to the Major Swell.................................
Just Before Touchdown..........................................................
After Touchdown ...................................................................
EP-ii
EP-43
EP-44
EP-45
EP-45
EP-45
EP-47
EP-48
EP-48
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ILLUSTRATIONS
Figure
EP-1
EP-2
EP-3
EP-4
EP-5
EP-6
Title
Page
Fire Panel and Warning Lights ...................................... EP-2
Fire Panel and Warning LightsFIRE APU ................ EP-6
Fire Panel and Warning LightsFIRE BAG COMP .... EP-8
Bleed-Air Panel .......................................................... EP-12
Inflight Airstart Envelope............................................ EP-29
Hydraulic Panel .......................................................... EP-31
EP-iii
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EMERGENCY PROCEDURES
GENERAL
Where these emergency checklist procedures differ from the Airplane Flight
Manual, the Airplane Flight Manual takes precedence.
Compliance with the order prescribed for application of these procedures
is recommended.
Where more than one phase for a procedure is specified:
Phase 2 items shall be completed only after phase 1 items have been
accomplished by checklist.
Phase 3 items shall be accomplished as soon as time permits.
Aural warnings shall be identified before being silenced. Eliminating these
aural warnings will enable better coordination during accomplishment of the
emergency procedures.
The Airplane Operating Manual prescribes the following procedure if the fire
aural warning sounds without the presence of a FIRE light:
Test the detection system by activating the test switch to FIRE.
If a FIRE light does not come on, the fire corresponds to that light.
If all the FIRE lights come on, the aural warning is a false alarm.
In all cases, carefully observe all other indications and instruments to confirm either a malfunction or a false alarm.
EP-1
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ENGINE FIRE
FIRE
+ AURAL WARNING
NOTE
The following procedure must be followed, whether
or not the FAULT light is on.
Phase 1
After positively identifying the engine affected and silencing the aural warning:
1.
2.
EP-2
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3.
4.
Phase 2
Proceed with phase 2 items after phase 1 items have been verified by
the checklist.
CAUTION
After the fire has been extinguished, do not attempt
to restart the affected engine.
Engine Shutdown
6.
EP-3
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7.
8.
10.
CAUTION
If in icing conditions, operate the No. 2 engine antiice even with the engine shut down. The S-duct will
continue to be anti-iced through bleed air supplied
from the main manifold by the No. 1 and No. 3 engine.
11.
EP-4
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If a fire breaks out during a starting attempt, or when shutting down the engine, the engine must be rotated, with the power lever set to cutoff, until the
fire is out.
1.
2.
3.
4.
5.
6.
EP-5
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APU FIRE
See Figure EP-2 for location of the FIRE APU and FAULT indicator light.
DISCH
2
1
FUEL
SHUT
OFF
DISCH
2
1
FUEL
SHUT
OFF
1
0
FAULT
FIRE APU
TRANS
FAULT
FIRE 1
FUEL
SHUT
OFF
TRANS
FAULT
DISCH
2
1
TRANS
FAULT
FIRE 2
FIRE 3
1
0
FIRE
BAG COMP
APU FIRE
+ AURAL WARNING
NOTE
The following procedure must be followed, whether
or not the FAULT light is on.
NOTE
If a fire or an overheat is detected and indicated, the
APU stops automatically through closure of the
fuel shutoff valve and removal of the electrical
power supply.
1.
2.
3.
EP-6
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NOTE
Wait for ten seconds to allow the APU to come to a
complete stop before discharging the fire extinguisher. This will ensure that the discharge agent
stays within the APU compartment to increase the effectiveness of the agent.
4.
6.
7.
8.
9.
CAUTION
Do not attempt to restart the APU after it has been
shut down, due to a fire or an overheat condition.
EP-7
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+ AURAL WARNING
Phase 1
BAG Switch....................................................................................... HE
XAT
1.
DISCH
2
1
FUEL
SHUT
OFF
DISCH
2
1
FUEL
SHUT
OFF
1
0
TRANS
FAULT
FIRE 2
FAULT
FIRE APU
TRANS
FAULT
FIRE 1
FUEL
SHUT
OFF
TRANS
FAULT
DISCH
2
1
FIRE 3
1
0
FIRE
BAG COMP
NOTE
For aircraft registered in the United States, Australia,
Italy, and the U.K., access to the baggage compartment is not authorized when the aircraft altitude is
above 41,000 feet. Modifications to the following
procedures must be made in order to comply with this
restriction when above 41,000 feet.
2.
EP-8
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CAUTION
The lavatory door must be properly closed prior to
opening the baggage compartment door to prevent
smoke and fumes from entering the passenger cabin.
If access to the baggage compartment is not permitted because the
compartment has depressurized, the aircraft is above 41,000 feet, the
aircraft is in the takeoff or landing phase of flight, or the presence of both
pilots is required in the cockpit.
1. BAG Switch................................................................................... ISOL
This will close the isolation valve between the cabin and baggage
compartment in order to keep fumes from entering the main cabin.
Confirmation of valve closing is obtained by illumination of both the
BAG ISOL light and ISOL light indications on the mechanics panel.
It may serve a secondary purpose by starving the oxygen supply to a
fire existing in the compartment. Your judgment in evaluating this
situation and applying the proper decision-making process is certainly
very important.
2. BAG COMP Extinguisher Switch .................................... POSITION 1
Break the safety wire on the baggage compartment fire-extinguisher
switch and move the switch to position 1. This fires one bottle to the
baggage compartment.
Phase 2
3.
AND/OR
R. WHL
OVHT
NOTE
There is no fire-extinguishing system for the wheel
wells. The warning can originate from either wheel
well, usually caused by overheated brake units.
However, if the wheel well heating system has been installed, this system could be the cause of the warning.
EP-9
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1.
2.
3.
Brake Heating System (A/C Equipped with this System) ................... OFF
This will close the respective brake heat valves and limit the introduction
of heated air into the wheel well area.
CAUTION
The overheat condition may have caused brake and/or
tire damage. Make a shallow final approach and as
soft a landing as possible.
NOTE
Unless a greater emergency exists, it is advisable to
leave the landing gear extended until landing at the
nearest suitable airport is achieved, especially if tire
or brake damage is suspected.
AIR-CONDITIONING SMOKE
The warning associated with this emergency may be smoke originating from
the air-conditioning outlets and the gaspers.
Phase 1
1.
EP-10
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100% (pure oxygen) position. Remove the smoke goggles from their
storage area and place them over the eyes with a tight fit to ensure proper
vision during the smoke/fire emergency.
2.
3.
No Smoking Sign................................................................................... ON
4.
5.
Phase 2
1.
2.
EP-11
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EP-12
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4.
If smoke persists:
5.
6.
EP-13
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9.
CAUTION
The following procedure must not be applied if flames
are present in the cabin or cockpit.
At or below 14,000 feet:
10.
Phase 3
1.
EP-14
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2.
3.
No Smoking Sign................................................................................... ON
EP-15
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Phase 2
1.
If the origin of the fire or smoke is not evident, and if flight conditions
permit a total electrical shutdown:
2.
3.
4.
5.
If the origin of the fire or smoke is not evident, and if flight conditions do
not permit a total electrical shutdown:
2.
EP-16
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Move the BAT 2 and GEN 2 control switches to the OFF position. This
action eliminates the electrical power supply to the right DC electrical
buses. The amber BAT 2 and GEN 2 lights on the master failure warning
panel will illuminate.
3.
4.
5.
7.
8.
9.
EP-17
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If smoke persists:
11.
12.
CAUTION
The following procedure must not be applied if flames
are present in the cabin or cockpit.
At or below 14,000 feet:
13.
Phase 3
1.
EP-18
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SMOKE REMOVAL
Phase 1
1.
2.
3.
No Smoking Sign................................................................................... ON
Phase 2
1.
2.
EP-19
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Descend to 14,000 feet or below or to the minimum safe altitude for the
route flown.
CAUTION
The following procedure must not be applied if flames
are present in the cabin or cockpit.
At or below 14,000 feet:
3.
EP-20
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Phase 3
1.
TRANSIT
AND/OR
DEPLOYED
The aircraft may experience a pitch-down moment, accompanied by abnormal noise and buffeting.
The REV UNLOCK light means the thrust reverser has deployed when it is
supposed to be fully stowed. The clamshell doors of the thrust reverser may
not be fully stowed and locked.
The TRANSIT light means the clamshell door claws are not locked.
The DEPLOYED light means the synchronizing bellcrank controlling the
clamshell doors has moved to the deployed position.
Phase 1
1.
2.
EP-21
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3.
Phase 2
If the thrust reverser stows:
1.
Continue the flight with the NORM/STOW switch in the stow position.
Do not actuate the thrust reverser handle. Leave the NORM/STOW switch
in STOW to maintain a constant retraction signal with hydraulic pressure
on the stow side of the actuator.
3.
NOTE
The drag associated from an idling No. 2 engine,
with the thrust reverser deployed, adversely affects
the performance characteristics of the aircraft. It is
recommended that the engine be shut down for approach and landing.
Follow the procedure for One Engine InoperativeApproach and Landing
found in the Abnormal Procedures section in this manual.
EP-22
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TWO-ENGINES INOPERATIVE
APPROACH AND LANDING
PREPARATION
Reduce the aircraft weight as much as practical. If the actual weight of the
aircraft exceeds the maximum limits for landing weight, go-around or landing distance, burn off fuel, if practical.
Determine the weight limitation for enroute climb gradient. This chart is
found in the Flight Manual, Section 5, subsection 60, page 2.
1.
2.
3.
4.
EP-23
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6.
7.
APPROACH
1.
2.
3.
Make the decision to land or go around at not less than 1,000 feet above
ground level.
The aircraft should be in a position to land at this point. If not, go around.
A go-around is not recommended when below 1,000 feet above ground
level. See the Two Engines Inoperative Go-Around checklist.
EP-24
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NOTE
If the No. 1 or No. 3 engine is the operating engine,
the gear may be extended using the normal procedure.
If the No. 2 engine is the operating engine , it is necessary to perform an emergency extension as follows:
2.
CAUTION
The landing gear handle must be maintained down.
3.
The electrical sequence is bypassed . The No. 1 system residual fluid is routed
straight to the gear uplock boxes and actuators.
If all three green gear down lights illuminate and the landing gear handle
light (red) is not illuminated, the landing gear is down and locked. Do not actuate any landing gear controls.
If at least one green gear light does not illuminate and the landing gear handle light is flashing , apply the FREE FALL EXTENSION procedure .
CAUTION
Rapidly alternating large rudder applications in combination with large side-slip angles may result in
structural failure at any speed .
Extend the main gear first, one at a time :
5.
EP-25
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NOTE
Illumination of the green gear down light may take
more than 30 seconds with full rudder deflection .
Gently come back to neutral rudder.
6.
NOTE
Illumination of the green gear down light may take
more than 30 seconds with full rudder deflection.
Gently come back to neutral rudder .
7.
is achieved (190
NOTE
Free fall extension of the three landing gear may
take approximatelytwo minutes to complete.
8.
Airspeed on approach:
9.
10.
EP-26
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NOTE
With No. 1 and No. 3 engines inoperative, extend the
slats using the emergency system. Extend the gear
manually as described above.
AFTER TOUCHDOWN
1.
ON THE GO-AROUND
1.
2.
EP-27
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CAUTION
The landing gear cannot be retracted if No. 1 and
No. 3 engines are inoperative.
3.
At V REF + 25 knots:
4.
5.
Accelerate to and maintain the enroute climb speed, then begin to climb
the aircraft.
As soon as the airspeed of 1.43 velocity of stall in the clean configuration
is achieved, begin to climb the aircraft to a safe altitude. Maintain the
enroute climb speed until the assigned, or a safe, altitude is reached.
CAUTION
The altitude loss associated with this go-around procedure is approximately 500 feet.
2.
3.
EP-28
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=0
.80
0
100
150
200
250
300
350
400
NOTE
To load shed the electrical network, switch OFF the
below listed items:
Booster Pumps
Windshield Heat
Pitot
RH Avionics Master
Lavatory/Galley Master
Unnecessary Lights.
4.
EP-29
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Phase 2
If no engine(s) can be started:
1.
2.
3.
Extend the flaps/slats at VFE (200 KIAS) using the emergency slat system,
if necessary.
CAUTION
The landing gear should not be extended if a ditching is anticipated.
EP-30
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PUMP 2
PUMP 3
AND POSSIBLY
AIL
FEEL
AND
PITCH
FEEL
Phase 1
1.
2.
EP-31
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Phase 2
1.
LANDING PREPARATION
1.
2.
3.
4.
5.
CAUTION
Rapidly alternating large rudder applications in combination with large side-slip angles may result in
structural failure at any speed .
Extend the main gear first, one at a time:
6.
EP-32
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NOTE
Illumination of the green gear down ligh may take
more than 30 seconds with full rudder deflection.
Gently come back to neutral rudder .
7.
NOTE
Illumination of the green gear down light may take
more than 30 seconds with full rudder deflection .
Gently come back to neutral rudder .
8.
is achieved (190
NOTE
Free fall extension of the three landing gear may
take approximately two minutes to complete.
CAUTION
Do not actuate the landing gear controls, hydraulic
or mechanical, once the landing gear is down and
locked.
9.
NOTE
In the likelihood where high lift devices are already
extended, observe the following approach speeds:
EP-33
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10.
CAUTION
The landing distance will be twice the nominal charted
40 flaps + slats landing distance.
AFTER TOUCHDOWN
1.
2.
CAUTION
The hydraulic power-off condition requires greater
pilot forces. Landing requires greater caution
because directional control is available mainly by
rudder and differential forward thrust.
NOTE
During actual flight without hydraulic power, aircraft
maneuverability is reduced but remains sufficient in
all three axes when flight is maintained within the prescribed flight envelope (260 KT/MI 0.76).
EP-34
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GEN 2
AND
GEN 3
NOTE
Simultaneous illumination of these three lights indicates that the three engine generators have been disconnected from the main DC buses. The generator
switches may be tripped off.
1.
2.
EP-35
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If the generators have tripped, and if the batteries are the only source of electrical power:
3.
CAUTION
To limit the battery load, accomplish the following
in the sequence shown:
a. Booster Pump Switches (3)............................................................. OFF
b. Windshield Heat (3)........................................................................ OFF
In icing conditions, it is imperative to keep the following switches on:
Pilot Windshield Heating System
Engine and Wing Anti-icing System
4.
6.
7.
9.
EP-36
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10.
11.
12.
Alternative 1
If the voltmeter deviates to maximum attempting the reset:
1.
2.
3.
4.
5.
6.
7.
EP-37
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8.
Alternative 2
If voltmeter is within the green band:
1.
2.
3.
4.
NOTE
The following items are recommended for loadshedding to help prolong battery life even longer:
Cabin Entrance Light .......................................... OFF
Anticollision Light .............................................. OFF
Landing/Taxi/Wing Lights ................................. OFF
Navigation Lights.......... NAV INTERMITTENTLY
Unnecessary Instrument Panel Lighting .......... OFF
Pull the following right-panel circuit breakers:
All navigation section
All radio section
All miscellaneous section
EP-38
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CAUTION
Do not pull the fire warning circuit breakers. Pull the
following left-panel circuit breakers:
Navigation section:
AFCS 1, (4)
RAD ALT 1, ALT 1, FMS 1, CDU 1
IRS 3 BAT, IRS 3
R/T WR, MFD/WRD
SG 3
GPWS
Radio section:
HF I (2)
FLITE FONE
ADF 1
CAUTION
If in icing conditions, do not pull the circuit breakers for anti-ice of the engines and wing. Additionally,
do not pull the circuit breaker for the pilots windshield heat.
NOTE
Operation of the flaps and slats, airbrakes, and landing gear appreciably increase the electrical demand
on the batteries.
EP-39
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In Icing Conditions
The load corresponds to a total output from the batteries of 82 amps at 24 volts
that ensures 25 minutes of operation with two 23-Ah batteries charged at 75%
of their capacity.
During Approach
During the last five minutes of flight, the load is increased. It can therefore
be considered that two 23-Ah batteries, charged at 75% of their capacity, provide sufficient reserve power in the following conditions:
In nonicing conditions, for 57 minutes of operation, including five minutes during approach
or
In icing conditions, for 24 minutes of operation, including five minutes during approach
RAPID DEPRESSURIZATION
Phase 1
1.
2.
3.
4.
EP-40
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from their storage bins at each passenger position and allows a flow of
oxygen when the passenger pulls the mask down and then dons it.
5.
EMERGENCY DESCENT
CAUTION
This procedure assumes normal structural integrity
of the aircraft. If structural integrity is questionable,
limit the airspeed to the lowest practical value, and
avoid high maneuvering loads.
1.
2.
3.
4.
Descent........................................................................................ INITIATE
Simultaneously, as the airbrake is deployed and as the throttles are brought
to idle, begin the descent by rolling the aircraft to a 45 angle of bank. This
will expedite entry into the descent without adversely affecting G-loading of
the aircraft. The initial descent angle should be approximately a 20
nosedown pitch attitude. After the 20 nosedown pitch attitude is achieved,
remove all bank, hold the 20 pitch down until MMO/VMO is attained, and
EP-41
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6.
FORCED LANDING
PREPARATION
1.
2.
3.
4.
EP-42
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5.
6.
NOTE
If possible, the jump seat should not be occupied in
the event of a forced landing. It must be stowed to
allow for the emergency egress of the pilots.
APPROACH
7.
8.
9.
10.
11.
EP-43
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13.
15.
16.
17.
18.
EP-44
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20.
21.
NOTE
At night, it is recommended that the aircraft be evacuated by way of the wing emergency exit.
22.
23.
DITCHING
PREPARATION
1.
EP-45
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2.
3.
4.
5.
6.
7.
NOTE
If possible, the jump seat should not be occupied in
the event of a ditching. It must be stowed for safety
and to allow for the emergency egress of the pilots.
8.
EP-46
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10.
11.
12.
13.
14.
15.
EP-47
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16.
18.
19.
20.
21.
Contact the water on the crest, parallel to the swell, and with a noseup
attitude of 12 to 15.5.
If possible, fly into the wind at the lowest possible airspeed. Fly parallel to
the main swell, and contact the water on the crest of the main swell.
AFTER TOUCHDOWN
22.
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23.
24.
25.
EP-49
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Hydraulic ..............................................................................
Electrical...............................................................................
INSTRUMENT MARKINGS........................................................
Airspeed Indicator Markings................................................
Engine Instrument Markings ................................................
Miscellaneous Instrument Markings ....................................
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ILLUSTRATION
Figure
LIM-1
Title
Page
Temperature and Altitude Limits ................................ LIM-7
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WEIGHTSTRUCTURAL
Maximum ramp ............................................................... 45,700 lb (20,730 kg)
-5AR .....................................................45,700 lb or 46,700 lb (with SB 139)
-5BR ......................................................................................................46,700 lb
Maximum takeoff............................................................ 45,500 lb (20,639 kg)
-5AR .....................................................45,500 lb or 46,500 lb (with SB 139)
-5BR ......................................................................................................46,500 lb
Maximum landing ........................................................... 42,000 lb (19,051 kg)
Maximum zero fuel......................................................... 28,220 lb (12,800 kg)
-5AR .....................................................28,200 lb or 30,870 lb (with SB 139)
-5BR ......................................................................................................30,870 lb
Minimum flight weight .................................................... 20,700 lb (9,390 kg)
NOTE
Zero fuel weight may change based on SN of aircraft
WEIGHTPERFORMANCE
General
The approved maximum weights indicated above may be reduced for compliance with certification performance requirements, as follows:
Takeoff
The takeoff weight is limited by the most restrictive of the following:
Balanced field length
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Brake energy
Climb gradients
Landing
The landing weight is limited by the following:
Approach and landing climb gradients
Available landing field length
CENTER OF GRAVITY
General
The center-of-gravity limits are expressed in percent of MAC (mean aerodynamic chord). The landing gear position has no effect on the center of
gravity. Refer to the center-of-gravity limits chart in the Limitations
section of the AFM.
Datum
Datum is 25% of MAC; it is marked on the aircraft exterior and coincides with
fuselage station (FS) 420.43 inches (10,679 mm). FS 0 is the forward end of
the aircraft nose cone.
LOADING
The aircraft must be loaded in compliance with the center-of-gravity limits
chart in the Limitations section of the AFM. Information for control of the
aircrafts weight and balance are included in Loading Manual DTM9821.
The following baggage compartment values must not be exceeded while loading the aircraft: 2,866 lb (1,300 kg), not to exceed 123 lb/sq ft (600 kg/sq m).
LIM-2
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OPERATING LIMITATIONS
KIND OF OPERATION
This aircraft is certified in the transport category and is eligible for the following kinds of operations when the appropriate instruments and equipment
required by the authorities and/or operating regulations are installed and approved and are in operable condition :
Day and night VFR, if permitted by the regulations of the country overwhich the aircraft is flying
IFR and automatic approaches to category I and II weather minimums
Extended overwater
Icing conditions
The overflight of polar regions is limited to north and south latitudes
less than 85
The overflight of polar regions is authorized when SPERRY FMZ 800
FMS computer software is identified 9102 ( or 9112)
Flight in the former USSR airspace:
The aircraft is not allowed to fly on routes equipped only with ATC
secondary radars operating in UVD mode.
For aircraft without M1846: the aircraft can fly only on routes
equipped with VOR/DME . The VOR/DME ruptures are limited to
one hour and 20 minutes on routes which are 5 km (2.7 NM)
width, and two hours and 40 minutes on routes which are 10 km
(5.4 NM) width.
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RVSM
Reduced vertical separation minimum (RVSM) requirements are met provided
aircraft complies with SB F900-186.
In addition to SB F900-186, specific approval from the registration authority is needed prior to RVSM operation .
NOTE
In normal operation for RVSM areas, select ATC on
the coupled side.
Minimum equipment list for RVSM operations is provided in F900 MMEL.
RNP 10
In accordance with FAA Order 8400.12 A, paragraph 12 B, RNP 10 airworthiness
requirements are met provided aircraft is equipped with dual operative:
FMS NZ2000 software 4.1 or later and either of the following modes:
GPS
IRS (6.2 hours after last aligment or 5.7 hours after radio updating)
OR
FMS FMZ 800 series and the following mode:
IRS (6.2 hours after last aligment or 5.7 hours after radio updating)
OR
FMS NZ 920 and the following mode :
IRS (6.2 hours after last aligment or 5.7 hours after radio updating)
NOTE
DME/DME and VOR/DME FMS navigation modes
are B-RNAV/RNP5 approved and therefore are RNP
10 compliant under radio navaids coverage.
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B-RNAV
Basic RNAV(B-RNAV) airworthiness requirements are met provided aircraft
is equipped with:
FMS HONEYWELL FMZ 800 or FMZ 920 or FMZ 2000, and no DR
or DGRAD is present on FMS CDU, and either of the following navigation mode:
NOTE
P-RNAV
Precision RNAV (P-RNAV) airworthiness requirements are met according to
JAA TGL 10 provided aircraft is equipped with:
FMS HONEYWELL FMZ 920 or FMZ 2000 operating with no DR or
DGRAD warning on FMS CDU and either of the following navigation mode:
GPS
DME/DME
VOR/DME
IRS (30 minutes time limit after last IRS aligment)
Compliance with TGL 10 has been shown only for Dassault Aviation installations.
Only GPS HONEYWELL HG2021GB01 and HG2021GD02 are TSO C 129()
compliant.
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NOTE
Select FMS approach procedure must not be manually modified.
US terminal and enroute area navigation (RNAV) operations (AC 90-100) and
AC100 airworthiness requirements are met provided aircraft is equipped with:
FMS HONEYWELL FMZ 920 or FMZ 2000 operating in either :
GPS
DME/DME
VOR/DME
Navigation mode without any DR or DGRAD warning and all
NOTAM navaid entered in the FMS NOTAM page.
R NAV airworthiness approval has not accounted for database accuracy or compatibility.
RNP flight operations are subject to GPS satellite availability and/or navaid
coverage for the selected route. Navigation based on DME/DME or VOR/DME
updating modes is permitted but may be restricted by the availability or performance of the applicable ground navaid. Crew should deselect ( NOTAM)
ground navaids that are not to be used for navigation.
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ALTITUDE
Maximum operating altitude is 51,000 feet (Figure LIM1).
ALTITUDE (x 1,000 ft)
50
51
44
ISA
40
34
30
20
10
TAKE-OFF AND
LANDING
1.5
0
-1
-75
-80
-54
-60
-40
-20
20
40
60
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MINIMUM FLIGHTCREW
The minimum flightcrew is one pilot and one copilot.
AIRBRAKES
Airbrakes must not be extended in flight within 300 feet AGL.
AIRSPEED
General
Unless otherwise specified, airspeed limits are expressed in terms of indicated
values. Instrument error is assumed to be zero.
MMO:
Above 35,000 pounds:
25,000 to 33,000 feet............................................................... 0.87 Mach
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CAUTION
The maximum operating speed limit (VMO /M MO )
must not be deliberately exceeded in any regime of
flight (climb, cruise, descent) unless a higher speed
is authorized for flight test or pilot training.
For the purpose of crew training of flight test these
limits may be exceeded with the instructions given
in supplement No. 7 Airworthiness Flight Test Data.
CAUTION
Full application of rudder or aileron controls, as well
as maneuvers that involve angle of attack near the stall
must be confined to speeds below VA .
NOTE
Rapidly alternating large rudder applications in combination with large side-slip angles may result in
structural failure at any speed.
CAUTION
Above 20,000 feet do not establish or maintain a
configuration with the flaps or the slats extended.
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CAUTION
Do not intentionally fly the aircraft slower than the
initial stall warning onset.
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SYSTEM LIMITATIONS
FUEL SYSTEM
The total usable fuel quantity is 2,845 U.S. gallons (10,769 liters), i.e., 19,065
pounds (8,648 kg) at a density of 6.7 pounds per U.S. gallon.
This total quantity is distributed as shown in the following chart.
LITERS
KG
U.S. GAL
LB
3,422
2,748
904
6,058
3,422
2,748
904
6,058
3,925
3,152
1,037
6,949
Fuel used must conform to the following specifications. This following chart
is representative of the fuel definition on the date: December, 1987.
Designation
ALLIEDSIGNAL
EMS 53111
KEROSENE
EMS 53112
WIDE CUT
TYPE
FUEL
EMS 53113
HIGH FLASH
POINT TYPE
FUEL
EMS 53116
CIS
FUELS
GOST
10227-86
Specification
Equivalence
(for info.)
ASTM D 1655
JET A
CAN 2-3.23
JET A
Freezing
point
(C)
JET A1
ASTM D 1655
JET A1
CAN 2-3.23
AVTUR
DERD 2494
AVTUR/FSii
DERD 2453
JP8
MIL-T-83133
AIR 3405C
AIR 3405 C
JET B
ASTM D 1655
JET B
CAN 2-3.22
MIL-T-5624
JP4
AIR 3407B
DERD 2486
AVTAG
DERD 2454 AVTAG/FSii
CAN 2-3.22
AIR 3404C
AIR 3404C
DERD 2498
AVCAT
MIL-T-5624
JP5
DERD 2452
AVCAT/FSii
CAN 3GP24
CAN 3GP24
T1
TS1 regular
TS1 premium
T2
RT
Additives
Anti-ice
Anti-static
NATO
code
*
*
*
WITH
*
*
WITHOUT
WITH
WITH
WITHOUT
WITH
*
*
WITH
WITH
WITHOUT
WITH
WITH
*
WITH
WITH
WITH
*
*
*
*
WITH
WITH
*
*
WITHOUT
WITH
F35
F34
F34
F35
F34
F40
F40
F40
F40
WITHOUT
WITH
WITHOUT
WITH
WITH
WITHOUT
WITH
*
*
WITHOUT
WITHOUT
WITHOUT
*
*
F43
F44
F43
F44
F44
F43
F44
WITHOUT
WITHOUT
WITHOUT
WITHOUT
WITHOUT
WITHOUT
WITHOUT
WITHOUT
WITHOUT
WITHOUT
40
47
50
50
58
46
60
60
60
60
55
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POWERPLANT
Garrett TFE 731-5AR-1C Engine
Thrust Ratings (Uninstalled, Sea Level, ISA):
Takeoff ............................................................................... 4,500 lb (2,002 daN)
Maximum continuous ...................................................... 4,500 lb (2,002 daN)
Thrust Setting
The engine low-pressure rotor speed N 1 is used as the thrust setting parameter.
Takeoff thrust (5-minute time limit)
N1
N2
TakeoffMaximum continuous
100%*
101%*
103%
103%
Normal
952C
974C
952C
Takeoff Transient
984C
Maximum continuous
924C
Generator Load:
To 43,000 feet ..................................................................................... 300 AMPS
Above 43,000 feet ............................................................................. 260 AMPS
One minute transient ......................................................................... 350 AMPS
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Starting Time
Groundstart and starter-assist airstart
from 10% N2 speed to light-off
10 seconds maximum
Windmilling airstart
from windmilling N2 speed to 60% N2
45 seconds maximum
Groundstart
from light-off to idle
60 seconds maximum
Thrust Reverser
The thrust reverser is approved for ground-use only.
Thrust Setting
The engine low-pressure rotor speed N 1 is used as the thrust setting parameter.
Takeoff thrust (5-minute time limit)
N1
N2
TakeoffMaximum continuous
100%*
100.8%*
103%
103%
Normal
978C
996C
978C
Takeoff Transient
1,006C
Maximum continuous
968C
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Generator Load:
To 43,000 feet ..................................................................................... 300 AMPS
Above 43,000 feet ............................................................................. 260 AMPS
One minute transient ......................................................................... 350 AMPS
Starting Time
Groundstart and starter-assist airstart
from 10% N2 speed to light-off
10 seconds maximum
Windmilling airstart
from windmilling N2 speed to 60% N2
45 seconds maximum
Groundstart
from light-off to idle
60 seconds maximum
Thrust Reverser
The thrust reverser is approved for ground-use only.
LUBRICATION SYSTEM
Approved Oils
Type II oils are Aeroshell/Royco Turbine Oil 500 and 560, Castrol 5000,
Exxon/Esso 2380 Turbo Oil, Mobil Jet Oil II and Mobil 254 in accordance
with AlliedSignal Engines EMS 53110 type II.
These brands may be mixed.
Oil Pressure
THRUST
SETTING
MINIMUM
PRESSURE
MAXIMUM
PRESSURE
38 psi
46 psi
Idle
25 psi
Transient
46 psi
55 psi less than 3 minutes
NOTE
The OIL 1, OIL 2, and OIL 3 lights in the warning
panel illuminate for an oil pressure below 25 psi.
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Oil Temperature
OPERATIONAL LIMITS
From sea level to 30,000 feet
127C maximum
140C maximum
30C
SYSTEMS
AUXILIARY POWER UNIT (APU)
GARRETT GTCP 36-150 (F)
The APU must be operated on the ground only.
Operation of the APU with passengers in the cabin and no crewmember monitoring is not authorized.
Maximum N 1 speed..................................................................................... 110%
EXHAUST GAS TEMPERATURE LIMIT (T5)
Starting
Stabilized
679C (1,255F)
NOTE
The duration of operation on amber range
(679C/732C to 1,255F/1,350F) must be as short
as possible.
Maximum generator output:
Transient (1 minute maximum) ........................................................... 350 A
Stabilized................................................................................................ 300 A
Refer to approved fuels and oils for the engine.
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CAUTION
On aircraaft equipped with FMS computer software
9004, before use of the APP mode, the mode VNAV
must be disengaged before APP mode engagement.
ANTI-ICE
Icing Conditions
Icing conditions exist when the OAT on the ground and for takeoff, 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, and
ice crystals).
Icing conditions also exist when the OAT on the ground and for takeoff 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.
Engine Anti-ice
Engine anti-ice systems (ENG ANTI-ICE ) should be switched ON in flight
or on ground when icing conditions exist or are anticipated, except during climb
and cruise when the temperature is less than 40C SAT or TAT more than
+10C (50F).
However, flying in vicinity or through cumuliform clouds can result in rapid
variation of SAT with SAT increasing above 40C. In such case, anticipate
icing conditions by selecting the anti-icing system ON.
Do not rely on airframe visual cues to turn anti-icing system ON. Use the temperature and visible moisture criteria specified.
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Conclusion
During climb and cruise, the pneumatic anti-ice system shall be turned ON:
Below +10C (50F) TAT and above 40C
and
In visible moisture.
If both of these conditions are not met, the anti-ice should be turned OFF.
Wing Anti-ice
The wing anti-ice system must not be used with total air temperature in excess of +10C. It must not be used on ground except for maintenance checks
conducted in accordance with Maintenance Manual instructions.
BAGGAGE COMPARTMENT
The lavatory-baggage compartment door must be closed and latched during
any operation above 41,000 feet.
CABIN PRESSURIZATION
Maximum differential pressure ............................ 9.6 psi/662 mbar/66.2 kPa
(pressure-relief valve setting)
HYDRAULIC
Hydraulic fluid approved for use must conform to MIL-H-5606 specification
(NATO codes H515 for H520).
ELECTRICAL
Maximum voltage of DC system ................................................................ 32 V
Maximum generator output:
Transient (1 minute maximum) ........................................................... 350 A
Up to 43,000 ft ....................................................................................... 300 A
Above 43,000 ft ..................................................................................... 260 A
Battery temperature:
Before SB F900-94-1:
Amber light (WARM) at or above................................. 120F (48.9C)
Red light (HOT) at or above .......................................... 150F (65.5C)
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After SB F900-94-1:
Amber light (WARM) at or above................................. 120F (48.9C)
Red light (HOT) at or above .......................................... 160F (71.1C)
NOTE
Any popped CB can be reset only if it is less than 5
amps strictly rated.
INSTRUMENT MARKINGS
AIRSPEED INDICATOR MARKINGS
N1 RPM
Green arc................................................ 24% to 100%
Red trapezoid ...................................... 100% to 103%
Blue test point .................................................... 106%
ITT
Green arc:
TFE 731-5AR-1C........................ 250 to 924C
TFE 731-5BR-1C ........................ 250 to 968C
Yellow arc:
TFE 731-5AR-1C........................ 924 to 974C
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N2 RPM
Green arc................................................ 48% to 100%
Red trapezoid ...................................... 100% to 103%
Blue test point .................................................... 106%
Pressure
Red line (minimum at idle) .............................. 25 psi
Yellow arc (idle range) ........................... 25 to 38 psi
Green arc (normal operating range) ...... 38 to 46 psi
Yellow arc (transient
[maximum < three minutes]) ................. 46 to 55 psi
Red line (maximum < three minutes)............. 55 psi
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MISCELLANEOUS
INSTRUMENT MARKINGS
Fuel Quantity
Left and Right Quantity Indicators
Yellow arc ............................................... 0 to 1,000 lb
Cabin Pressure
Cabin Rate of Climb
Green arc .................................... 495 to +715 ft/min
Cabin Altitude
Yellow arc ...................................... 8,000 to 10,000 ft
Red arc ......................................... 10,000 to 50,000 ft
Hydraulic System
Quantity
Green range .................................................. 1/4 to 1/1
Red range ......................................................... 0 to 1/4
Thick white line...................................................... 1/1
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Pressure
Green range ................................... 2,800 to 3,200 psi
Electrical System
Battery Temperature
Green range .......................................... 100 to 120F
Yellow range ........................................ 120 to 150F
Red range .............................................. 150 to 190F
Aircraft above SNs 132 and aircraft below 132 with
SB-94 applied:
Yellow range ................................ 120 to 160F
Red range ...................................... 160 to 190F
DC Voltmeter
Green arc ............................................... 24 to 26 volts
Green arc ........................................ 28.2 to 28.8 volts
Maximum voltage .......................................... 32 volts
AmmeterMaximum Load
Yellow triangle ............................................ 250 amps
Red line......................... Approximately at 300 amps
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Rudder
White range................................................. 5 to +5%
Stabilizer
Green range ............... 4 30' aft to 7 30' forward
Oxygen
Red arc ...................................................... 0 to 200 psi
Yellow arc ............................................ 250 to 700 psi
White arc ........................................... 700 to 2,000 psi
Yellow arc...................................... 2,000 to 2,200 psi
APU
N1 RPM
Green arc................................................ 95% to 105%
Yellow arc............................................ 105% to 110%
Red line ............................................................... 110%
T5 Temperature
Green arc .............................................. 150 to 679C
Yellow arc ............................................ 679 to 732C
Red line .............................................................. 732C
Angle of Attack
Green arc .......................................................... 0 to 0.6
Yellow arc ..................................................... 0.6 to 0.8
Red arc .......................................................... 0.8 to 1.0
LIM-22
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MAP-i
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ILLUSTRATIONS
Figure
MAP-1
MAP-2
MAP-3
MAP-4
MAP-5
MAP-6
MAP-7
MAP-8
MAP-9
Title
Page
Takeoff Flight Path ........................................................ MAP-2
Typical ILS ApproachThree Engines ........................ MAP-9
Typical Nonprecision ApproachThree Engines ...... MAP-11
Typical Circling ApproachThree Engines................ MAP-13
Missed ApproachThree Engines .............................. MAP-14
Typical ILS ApproachOne Engine Inoperative ........ MAP-15
Typical Nonprecision Approach
One Engine Inoperative................................................ MAP-17
Circling ApproachOne Engine Inoperative.............. MAP-19
Missed ApproachOne Engine Inoperative .............. MAP-20
MAP-iii
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3.
4.
5.
6.
Rotate at the charted V R speed to the appropriate attitude for the flaps
20/7 + slats.
Maintain the charted V 2 speed throughout the first and second segments of climb. If a speed slightly higher than the charted V 2 speed
is attained, accept that speed and climb out on it rather than an increased
pitch attitude in order to lower the speed.
When a positive rate of climb is established as indicated by both the
altimeter and vertical velocity indicators, retract the landing gear.
At the altitude selected to retract the flaps, normally a minimum of
400 feet above the airport elevation or 35 feet above close-in obstacle,
whichever is higher, begin acceleration to V 2 +25 knots.
Retract the slats and flaps, accelerate to the final segment climb speed
(1.43 V S), reduce the power on the operating engines to maximum continuous thrust, and climb at 1.43 V S to 1,500 feet above the airport
elevation.
Engine shutdown procedures may commence during the final segment
climb if the situation allows.
AIRWORKSTEEP TURNS
Steep turns may be accomplished at altitudes of 5,000 feet above ground level
and higher to a maximum altitude of 18,000 feet. Desired airspeed throughout the maneuver is 250 10 knots; bank angle is 45 5. Turns should be made
through a minimum of 180 to a maximum of 360 of travel.
AIRWORKUNUSUAL ATTITUDES
Unusual attitudes will be accomplished at an altitude of at least 10,000 feet
AGL, but not above 18,000 feet MSL.
Primary consideration should be given to smooth, unhurried recovery with a
minimum gain/loss of altitude. A minimum of two unusual attitude situations
will be given, one nose high with decreasing airspeed below 200 knots and
the other nose low with increasing airspeed above 300 knots.
Nose-high maneuvers should be given with the aircraft altitude not to exceed
30 noseup with a moderate angle of bank. Recovery is made with power, and
an increase in angle of bank not to exceed 90, in the same direction of the
MAP-1
MAP-2
MAX CONTINUOUS THRUST
TAKEOFF THRUST
(5 MINUTES MAX)
SLATS/FLAPSTAKEOFF POSITION
LANDING GEARUP
TAKEOFF GRADIENT 2.7% MIN.
SPEEDV2
SPEED1.43 VS
NT
ME
EG
S
FF
EO
AK
LT
A
FIN
3RD SEGMENT
GM
EN
SLATS/FLAPSTAKEOFF POSITION
LANDING GEARDOWN
TAKEOFF GRADIENT .3% MIN.
SPEEDV2
EN
2N
SE
1,500 FT MIN.
M
SE
T
1S
GROUND ROLL
400 FT
MIN.
REF 0
LANDING
GEARUP
international
VR/V2
FlightSafety
35 FT
V1
RETRACTION IF SLATS/FLAPS
ACCELERATE TO V2 +25 KT
LANDING GEARUP
SLATS/FLAPSRETRACTED
CLIMB GRADIENT 1.5% MIN.
LANDING GEARUP
SPEED1.43 VS
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turn. This type of recovery allows the nose of the aircraft to descend to the
horizon with a positive G condition, thus avoiding the adversities of negative
G forces.
Nosedown maneuvers will be given by placing the aircraft in a moderate
bank with the nose down no more than 30 below the horizon. Recovery
should be smooth, reducing power to idle, leveling the wings, and using
noseup elevator to ease the nose to the horizon. The airbrakes may be used
as required.
Proper evaluation of instrument presentations is imperative in all cases.
Verify attitude indicator presentations with the copilots and/or standby horizon. If the attitude indicator is inoperative, evaluate data given by the airspeed,
altimeter, and vertical velocity indicators.
COORDINATION MANEUVER
The objective of this maneuver is to sharpen the coordination and control skills
of the pilot while flying Dassault Aircraft and Level C simulators. This maneuver is especially helpful for pilots undergoing initial training in either the
aircraft or simulator. It is also useful for pilots undergoing current training
to assist in the application of coordination skills to the flying of the Level C
simulator.
For initial training pilots, this maneuver is performed during the first training ride in the Level C simulator; accomplishment of the maneuver is
recommended but is optional dependent upon individual pilot proficiency.
This maneuver is not a specific requirement of the FAA nor is it specified by
the aircraft manufacturer. It is designed for training use only and, through experience, has proven to be most effective in enhancing aircraft and Level C
simulator controllability of pilots in training.
This maneuver is normally accomplished after the steep turn maneuvers and
prior to the stall series. It is accomplished at the same altitude as prescribed
for the stall series. It is set up and performed as follows:
1.
2.
3.
4.
Begin a slowdown from 250 to 160 knots using airbrakes and a power
reduction. When airspeed tapers to 160 knots, retract the airbrakes and
adjust power to maintain 160 knots and assigned altitude.
Establish a 60 arc on the pilots flight director by setting the heading bug on one heading and the course arrow on a heading 60 left or
right of the heading bug. The aircraft/Level C simulator should be on
a heading within the lateral limits of the 60 arc set on the flight
director.
When established at 160 knots in the clean configuration, establish a
15 angle of bank turning maneuver alternating left and right between the lateral limits of the 60 arc. Maintain assigned altitude and
160 knots airspeed.
At the second reversal on the arc, and for each subsequent turn reversal,
incrementally configure the aircraft/Level C simulator to the landing
MAP-3
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APPROACH-TO-STALL SERIES
General
The approach-to-stall series should be performed at an altitude above 10,000
feet above ground level and below flight level 180. To approximate flight conditions and satisfy FAA requirements, the stall series is to be performed in
the clean, takeoff, and landing configurations. These procedures are developed for training use in the aircraft and Level C simulator.
Emphasis must be placed on proper approach-to-stall recognition, smooth and
positive aircraft control, and proper recovery procedures.
Proper recognition of an approaching stall regime can be gained through
observation of any one of the following indications:
Activation of the audible stall warning system
Illumination of the igniter lights
Onset of low-speed buffet
An angle-of-attack indicator with its pointer at the low-speed buffet
reference mark (on aircraft so equipped)
Smooth and positive aircraft control is mandatory throughout the execution
of the approach-to-stall series. Power, pitch, and bank inputs must not be abrupt
or erratic.
Prior to beginning the approach to stall series, compute the V REF and set the
airspeed bugs accordingly.
MAP-4
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Clean Configuration
This maneuver is performed while turning in a constant 15 angle of bank.
Airspeed at start of maneuver is 190 knots. Maintain assigned altitude. In a
Level C simulator, this may be performed at normal traffic pattern altitudes
to present realism.
1.
2.
3.
4.
Power setting50% N 1
TrimDo not use stabilizer trim below an airspeed which is 10 knots
above expected stall indication speed.
Stall indication normally occurs at a speed of V REF +20 knots.
RecoveryAt the first indication of stall:
a. Maximum powerSmoothly advance power levers to maximum
power setting. Copilot monitors limitations.
b. Simultaneously and smoothly roll the wings level. This action
lowers the stall speed.
c. Smoothly maintain pitch only enough to stop the stall warning
or buffet and minimize altitude excursions. It is expected that assigned altitude be maintained throughout this maneuver. Avoid
abrupt control movements to preclude secondary stall warnings.
d. Accelerate to and hold 190 knots airspeed.
Takeoff Configuration
This maneuver is performed while turning in a constant 15 angle of bank,
preferably in a direction opposite from the one used in the previous maneuver. Airspeed at start of maneuver is 190 knots. Maintain assigned altitude.
In a Level C simulator, this may be performed at normal traffic pattern
altitudes to present realism.
1.
2.
3.
4.
5.
6.
Landing gearUp
Flaps/leading-edge devicesSet flaps 20 + slats.
Power settingAfter flaps/leading-edge devices are extended:
60% N 1 .
TrimDo not use stabilizer trim below an airspeed which is 10 knots
above expected stall indication speed.
Stall indication normally occurs at V REF 15 knots.
RecoveryAt the first indication of stall:
a. Maximum powerSmoothly advance power levers to maximum
power setting. Copilot monitors limitations.
b. Simultaneously and smoothly roll the wings level.
c. Smoothly maintain pitch only enough to stop the stall warning
or buffet and minimize altitude excursions. It is expected that
assigned altitude be maintained throughout this maneuver. Avoid
abrupt control movements to preclude secondary stall warnings.
d. Accelerate to and hold 190 knots airspeed. Do not retract flaps
or leading edge devices.
MAP-5
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Landing Configuration
This maneuver is performed while holding a constant heading. Airspeed at
start of maneuver is 190 knots. Maintain assigned altitude while configuring
the aircraft and setting power.
1.
2.
3.
4.
5.
6.
7.
Performance Standards
Smooth and positive aircraft control throughout the series
No altitude excursions during entry; minimal altitude excursions
during recovery except for the descent and ascent required during the
landing configuration stall procedures
Recovery without entry into the secondary stall regime
MAP-6
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EMERGENCY DESCENT
This maneuver affords training in the recommended procedures for establishing
the highest practical rate of descent possible during emergency conditions arising from an uncontrollable fire, sudden loss of pressurization, or any other
situation dictating an immediate and rapid descent.
This procedure assumes structural integrity of the airplane. If integrity is suspect, reduce the rate of descent and avoid high load factors.
The following procedure is prescribed by the AFM:
1.
2.
3.
4.
5.
6.
7.
8.
2.
3.
Review the approach chart for the approved procedure and prescribed
minimums. Conduct the ILS approach in accordance with these charted
procedures and as prescribed by the controlling ATC agency.
The Descent checklist should be accomplished prior to entry for the
approach. Set all instruments for the approach, and ensure that the approach briefing has been completed prior to being cleared for approach.
Tune and identify the VOR and ADF radios that will be used for the
approach. Heading and course values will be set on the respective
instruments in preparation for the approach. Ensure that the RMI
pointers have been properly selected.
MAP-7
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4.
5.
6.
7.
8.
9.
MAP-8
Prior to crossing high station outbound, slow the aircraft to 190 knots
in the clean configuration. If using the flight director for the approach,
the heading mode should be selected on the flight director control panel
until the aircraft is aligned within 90 of the inbound course and the
aircraft is proceeding inbound for course intercept.
At high station outbound, set the slats/flaps to S +20, and complete
the Approach checklist. Slow the aircraft to 150 knots, and maneuver through the procedure turn as prescribed on the approach chart.
When inbound from procedure turn and established for course intercept (normally a 45 intercept heading), select the approach mode on
the flight director control panel (if flight director is used for approach). Intercept the final approach course, and proceed inbound to
the final approach fix or glide-slope intercept point at the prescribed
altitude.
When the glideslope is alive and reaches 1 dot low, select the landing
gear down, and call for the Before Landing checklist.
When intercepting glideslope, extend the flaps to 40 and establish a
final approach speed of V REF plus the wind correction (1/2 the steady
wind plus the full gust, not to exceed 20 knots). Maintain the glideslope with elevator and airspeed with minor power adjustments. The
pilot making the approach will handle the throttles.
Cross-check instruments at 1,000, 500, and 100 feet above charted minimums. The pilot making the approach should remain on instruments
throughout the final approach. When a visual contact is definitely
established and a safe landing can be made, as verbally indicated by
the pilot not flying the approach, continue to the runway visually for
landing.
FlightSafety
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LEGEND
IN THE FOLLOWING APPROACH FLOW CHARTS, THE APPROACH HAS BEEN BROKEN DOWN INTO TWO
AREAS. FIRST THE MANEUVERING AREA WHEREIN THE SPEED FOR EACH CONFIGURATION ALLOWS
THE PILOT TO USE STANDARD RATE TURNS FOR MANEUVERING WITH A COMFORTABLE MARGIN. SECOND THE NONMANEUVERING OR FINAL APPROACH AREA WHICH IS BASED ON THE AIRPLANE BEING
STABILIZED IN THE APPROACH OR LINED UP WITH THE RUNWAY, SO THAT ANY CORRECTIONS REQUIRE ONLY A SMALL BANK ANGLE.
WING
SPEED
CLEAN
190 KTS
WING
SLATS +20
SPEED
150 KTS
(APPROACH CHECKLIST)
150 KTS
SLATS +40
VREF + WIND
EXTENDED TO 40
UPON INTERCEPTING
GLIDESLOPE.
MAP-9
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2.
3.
4.
5.
6.
7.
MAP-10
Review the approach chart for the approved procedure and prescribed
minimums. Conduct the nonprecision approach in accordance with
these charted procedures and as prescribed by the controlling ATC
agency.
The Descent checklist should be accomplished prior to entry for the
approach. Set all instruments for the approach, and ensure that the
approach briefing has been completed prior to being cleared for the
approach.
Tune and identify the VOR and/or ADF radios that will be used for
the approach. Heading and course values will be set on the respective
instruments in preparation for the approach. Ensure that the RMI
pointers have been properly selected.
Prior to crossing high station outbound, the aircraft should be slowed
to 190 knots in the clean configuration.
At high station outbound, set the slats/flaps to S +20, and complete
the Approach checklist. Slow the aircraft to 150 knots, and maneuver through the procedure turn as prescribed on the approach chart.
At the completion of procedure turn and prior to the final approach
fix (FAF), select the landing gear down, and complete the Before
Landing checklist. Maintain the airspeed at 150 knots, and cross the
FAF at this speed with all checklists accomplished.
At the FAF, start the timing; if the missed approach point is so based,
begin a descent to the minimum descent altitude (MDA) at a rate not
to exceed 1,000 feet per minute and at a speed of 150 knots. When MDA
is reached, fly the aircraft at MDA until visual contact with the runway is made or the missed approach point (MAP) is reached. If visual
contact is achieved and landing is assured, extend the flaps to 40, and
slow the aircraft to the V REF speed plus the wind correction for landing. If not visual prior to reaching the designated MAP, execute the
published missed approach procedure.
FlightSafety
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WING
SPEED
CLEAN
190 KTS
WING
SLATS +20
SPEED
150 KTS
(APPROACH CHECKLIST)
DOWN
(LANDING CHECKLIST)............
SPEED
150 KTS
150 KTS
MINIMUMS
SLATS +40
VREF + WIND
MAP-11
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MAP-12
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CLEAN
190 KTS
WING
SLATS +20
SPEED
150 KTS
(APPROACH CHECKLIST)
150 KTS
(AT MINIMUMS)
............
SPEED
150 KTS
90
LANDING ASSURED AND
LINED UP WITH RUNWAY
15 SEC
SPEED
150 KTS
GEAR
DOWN
(LANDING CHECKLIST).....
WING
SPEED
SLATS +40
VREF + WIND
15 SEC
SPEED
150 KTS
MAP-13
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(5 MINUTES MAX)
MAXIMUM THRUST
S L AT S + 4 0
PITCH14/FLAPS +20
POSITIVE RATEGEAR UP
CLIMB GRADIENT3.2%
+ 10 KT
0
SPEED250 KT
SPEED200 KT
SPEEDVREF +25 KT
FLAPS + SLATSAFTER
TAKEOFF CHECKLIST
3,000 FT
400 FT MINIMUM
GO AROUND
AIRPORT
2.
MAP-14
Review the approach chart for the approved procedure and prescribed
minimums. Conduct the ILS approach in accordance with these charted
procedures and as prescribed by the controlling agency.
The Descent checklist should be accomplished prior to entry for the
approach. Set all instruments for the approach, and ensure that the approach briefing has been completed prior to being cleared for approach.
FlightSafety
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3.
4.
5.
6.
Tune and identify the VOR and ADF radios that will be used for the
approach. Heading and course values will be set for the respective
instruments in preparation for the approach. Ensure that the RMI
pointers have been properly selected.
Prior to crossing high station outbound, slow the aircraft to 190 knots
in the clean configuration.
At high station outbound, set the slats/flaps to S +20, and complete
the Approach checklist. Slow the aircraft to 150 knots, and maneuver through the procedure turn as prescribed on the approach chart.
When inbound from the procedure turn, on the ILS course inbound,
and approaching the glideslope at the 1 dot low indication, select the
landing gear down, and call for the Before Landing checklist. Maintain
the airspeed at V REF +5 knots + the wind correction, if any. Use of
40 of flaps when runway is in sight is optional at this point, and such
use should be judiciously considered in light of aircraft weight and
weather conditions. A stabilized approach from the FAF to touchdown
may be the best choice.
WING
SPEED
CLEAN
190 KTS
WING
SLATS +20
SPEED
150 KTS
(APPROACH CHECKLIST)
150 KTS
FLAPS +20
SPEED
V REF +5
RUNWAY IN SIGHT...................
SPEED VREF +5 + WIND
MAP-15
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NONPRECISION APPROACH
ONE ENGINE INOPERATIVE
Figure MAP-7 illustrates the Nonprecision ApproachOne Engine Inoperative.
1.
2.
3.
4.
5.
6.
7.
8.
MAP-16
Review the approach chart for the approved procedure and prescribed
minimums. Conduct the nonprecision approach in accordance with
these charted procedures and as prescribed by the controlling agency.
The Descent checklist should be accomplished prior to entry for the
approach. Set all instruments for the approach, and ensure that the
approach briefing has been completed prior to being cleared for
approach.
Tune and identify the VOR and/or ADF radios that will be used for
the approach. Heading and course values will be set on the respective
instruments in preparation for the approach. Ensure that RMI pointers have been properly selected.
Prior to crossing high station outbound, slow the aircraft to 190 knots
in the clean configuration.
At high station outbound, set the slats/flaps to S +20, and complete
the Approach checklist. Slow the aircraft to 150 knots, and maneuver through the procedure turn as prescribed on the approach chart.
After completion of the procedure turn, and just prior to the final
approach fix, select the gear down, and complete the Before Landing
checklist. Cross the FAF at 150 knots.
At the FAF, start approach timing; descend at a rate not to exceed 1,000
feet per minute, and maintain a speed of 150 knots to the minimum
descent altitude. When MDA is reached, fly the aircraft at MDA until
visual contact with the runway is made or the missed approach point
is reached.
When landing is assured, slow the aircraft to V REF +5 knots + the wind
correction for landing. An option exists to select 40 of flaps once the
landing is assured. This option is based upon the best assessment of
the overall situation as determined by the Captain.
FlightSafety
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WING
SPEED
CLEAN
190 KTS
WING
SLATS +20
SPEED
150 KTS
(APPROACH CHECKLIST)
GEAR
DOWN
LANDING CHECKLIST)............
SPEED
150 KTS
START TIMING..........................
SINK RATE 1,000 F.P.M.
SPEED
150 KTS
MINIMUMS
SLATS +20
VREF +5 + WIND
OR
WING
SPEED
SLATS +40
VREF + WIND
MAP-17
FlightSafety
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MAP-18
FlightSafety
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CLEAN
190 KTS
WING
SLATS +20
SPEED
150 KTS
(APPROACH CHECKLIST)
150 KTS
(AT
MINIMUMS)............
SPEED
150 KTS
90
SLATS +20
VREF +5 + WIND
OR
WING
SPEED
15 SEC
SLATS +40
VREF + WIND
15 SEC
SPEED
150 KTS
GEAR
DOWN
(LANDING CHECKLIST).....
SPEED
150 KTS
MAP-19
FlightSafety
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(5 MINUTES MAX)
MAXIMUM THRUST
S L AT S + 2 0
MAX CONTINUOUS
PITCH13/FLAPS+20
POSITIVE RATEGEAR UP
SPEEDVREF +5 KT
+ 10 KT
0
SPEEDVREF +25 KT
FLAPS + SLATSAFTER
TAKEOFF CHECKLIST
SPEED1.43 VS
SPEED1.43 VS
1,500 FT
400 FT MINIMUM
GO AROUND
AIRPORT
MAP-20
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WB-i
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WB-1
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Example
Although seemingly complex at times, all weight and balance problems are
handled by use of the following moment equation.
(1)
This equation is the basic equation used to find the center-of-gravity location of an airplane and/or its components. By rearrangement of this equation
to the following forms,
(2)
with any two known values, the third value can be found.
In the airplane weight and balance problem, the moment equation is used many
times in calculating moments for each individual item. When all weights and
moments have been totaled, the charts provided in the Performance section
of this chapter should be used to determine CG.
WB-2
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PERFORMANCE
CONTENTS
Page
DEFINITIONS................................................................................ PER-1
ACCEPTABLE PERFORMANCE GUIDELINES ........................ PER-2
PER-i
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PERFORMANCE
DEFINITIONS
Takeoff PathExtends from a standing start to a point 1,500 feet above the
takeoff surface
Takeoff DistanceThe horizon distance along the takeoff path from the
start to a point 35 feet above the takeoff surface following an engine failure,
or 115% of all engines operating to a point 35 feet above the takeoff surface
(this includes a legal clearway)
Accelerate StopThe distance required to accelerate to V 1 and bring the aircraft to a full stop, assuming that one engine failed at V 1 plus a delay of two
seconds (this includes a legal stopway)
Balanced FieldWhen the takeoff distance is equal to the accelerate stop
distance
V 1 The speed at which, if an engine failure occurs, the aircraft will:
Reach 35 feet above the takeoff surface, or
Come to a full stop on the takeoff surface plus any legal stopway
V R The speed at which rotation is initiated; attains V 2 at or prior to reaching
35 feet
V 2The takeoff safety speed selected by the manufacturer so that the required
climb gradient is attained
V FR The minimum speed to initiate flap retraction, V 2 +25 knots
V MIN The minimum speed at which the takeoff may be continued. This
speed is always greater than V MCG .
V ENGINE OUT CLIMB1.43 V S and the speed used from the end of a
transition segment
V REF 1.3 V S in the landing configuration
V MCAMinimum flight speed at which the aircraft is controlled, with a maximum of 5 bank, if one lateral engine suddenly becomes inoperative
V MBE (Maximum Brake Energy Speed)Maximum decision speed, V 1 , at
which the maximum demonstrated brake energy is not exceeded. V MBE is not
limiting for takeoff in the slats + flaps 20 configuration.
V MCG Is not stated for 900A or B models.
PER-1
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PER-2
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Page
CRM-1
CRM-1
CRM-1
CRM-3
CRM-3
CRM-6
CRM-6
CRM-6
CRM-7
CRM-8
CRM-i
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ILLUSTRATIONS
Figure
CRM-1
CRM-2
CRM-3
CRM-4
Title
Situational Awareness in the Cockpit ......................
Command and Leadership ........................................
Communication Process ..........................................
Decision-Making Process ........................................
Page
CRM-2
CRM-2
CRM-4
CRM-4
CRM-iii
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COMMON TERMS
PIC
Pilot in Command
Designated by the company for flights requiring more than one pilot.
Responsible for conduct and safety of the flight. Designates pilot
flying and pilot not flying duties.
Pilot Flying
Controls the aircraft with respect to assigned airway, course, altitude, airspeed, etc., during normal and emergency conditions.
Accomplishes other tasks as directed by the PIC.
Both
CRM-1
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CAPTAIN
INDIVIDUAL
S/A
COPILOT
INDIVIDUAL
S/A
GROUP
S/A
Remember
2+2=2
- or 2+2=5
(Synergy)
IT's UP TO YOU!
CLUES TO IDENTIFYING:
HUMAN
OPERATIONAL
LEADERSHIP STYLES
AUTOCRATIC AUTHORITARIAN
STYLE
LEADERSHIP
(EXTREME)
STYLE
DEMOCRATIC
LEADERSHIP
STYLE
LAISSEZFAIRE
STYLE
(EXTREME)
PARTICIPATION
LOW
Command
Leadership
HIGH
Designated by Organization
Cannot be Shared
Shared among Crewmembers
Focuses on "What's right," not "Who's right"
CRM-2
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2.
3.
Review required callouts, unless standard calls have been agreed upon,
in which case a request for "Standard Callouts" may be used
4.
5.
6.
CRM-3
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INTERNAL
BARRIERS
NEED
EXTERNAL
BARRIERS
SEND
INTERNAL
BARRIERS
RECEIVE
OPERATIONAL
GOAL
FEEDBACK
THINK:
Solicit and give
feedback
Listen carefully
Focus on behavior,
not people
Maintain focus on
the goal
Verify operation
outcome is
achieved
REMEMBER
Questions enhance communication flow.
Don't give in to the temptation to ask questions when Advocacy is required.
Use of Advocacy or inquiry should raise a "red flag."
EVALUATE
RESULT
RECOGNIZE
NEED
IDENTIFY
AND
DEFINE
PROBLEM
IMPLEMENT
RESPONSE
COLLECT
FACTS
SELECT A
RESPONSE
IDENTIFY
ALTERNATIVES
WEIGH IMPACT
OF ALTERNATIVES
HINTS:
Identify the problem:
Communicate it
Achieve agreement
Obtain commitment
Consider appropriate SOP's
Think beyond the obvious
alternatives
Make decisions as a result
of the process
Resist the temptation to
make an immediate decision
and then support it with facts
CRM-4
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NOTE
The above sequence should be completed prior to
the FAF.
NOTE
During the above sequence, the terms F and N have
not been reversed during the time that transfer of
control occurs.
CRM-5
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ALTITUDE CALLOUTS
ENROUTE
1,000 Feet Prior to Level-Off
N
ROGER
LEVELING
APPROACHPRECISION
N
F
At 1,000 feet above minimums
DH __________
NO FLAGS
APPROACHING
MINIMUMS
CONTINUING
OR
Minimums, runway at
(clock position)
CONTINUING
OR
Minimums, runway not in sight
CRM-6
GO AROUND
FlightSafety
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APPROACHNONPRECISION
N
F
At 1,000 feet above minimums
MDA _____________
NO FLAGS
APPROACHING
MINIMUMS
LEVEL
At missed approach point (MAP)
CONTINUING
OR
Runway at (clock position)
CONTINUING
OR
GO AROUND
CRM-7
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F
IAS 10 KIAS
V REF ______
CORRECTING TO ________
Heading 10 enroute, 5 on approach
CORRECTING TO ________
CORRECTING TO ________
CORRECTING
CORRECTING
CORRECTING
Bank in excess of 30
CRM-8
CORRECTING
FlightSafety
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ILLUSTRATIONS
Figure
SR-1
SR-2
SR-3
SR-4
SR-5
SR-6
SR-7
SR-8
SR-9
SR-10
SR-11
SR-12
SR-13
SR-14
SR-15
SR-16
SR-17
SR-18
SR-19
SR-20
SR-21
SR-22
SR-23
SR-24
Title
DC Distribution Buses ................................................
Normal Flight Configuration ......................................
Battery Bus CircuitsTypical....................................
Reservoir Fluid Level Indication ................................
No. 1 and No. 2 Hydraulic Systems Operating ..........
Standby Pump Pressurizing No. 2 System ................
Standby Pump Pressurizing No. 1 System ................
Landing Gear Retraction ............................................
Landing Gear Extension ............................................
Gear Emergency Hydraulic Extension ......................
Position and Warning IndicationsEmergency
Hydraulic and Gravity Extensions..............................
Displays and Warnings during
Landing Gear Extension ............................................
Normal Braking with AntiskidAircraft
without SB F-900-42 ..................................................
Normal Braking with Antiskid
Aircraft with SB F-900-42..........................................
Emergency Brake Operation ......................................
Emergency/Parking Brakes ........................................
Leading Edge Slats ....................................................
Normal Slat Extension................................................
Slats Controls and Indications in Flight
Handle in CLEAN ......................................................
Slat Controls and Indications in Flight
Handle out of CLEAN................................................
Automatic Extension of Outboard Slats
Handle in CLEAN ......................................................
Automatic Retraction of Inboard Slats
Extended with Control Handle ..................................
Emergency Extension of Outboard Slats....................
Tank Pressurization and Quantity Indication..............
Page
SR-11
SR-12
SR-13
SR-14
SR-15
SR-16
SR-17
SR-18
SR-19
SR-20
SR-21
SR-22
SR-23
SR-24
SR-25
SR-26
SR-27
SR-28
SR-29
SR-30
SR-32
SR-33
SR-34
SR-35
SR-i
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SR-25
SR-26
SR-27
SR-28
SR-29
SR-30
SR-31
SR-32
SR-33
SR-34
SR-35
SR-36
SR-37
SR-38
SR-39
SR-40
SR-41
SR-42
SR-43
SR-44
SR-45
SR-46
SR-47
SR-48
SR-ii
SR-36
SR-37
SR-38
SR-39
SR-40
SR-41
SR-42
SR-43
SR-44
SR-45
SR-46
SR-47
SR-48
SR-49
SR-51
SR-52
SR-53
SR-54
SR-55
SR-56
SR-57
SR-58
SR-59
SR-60
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TABLES
Table
SR-1
SR-2
SR-3
SR-4
Title
Page
Electrical Power Sources .............................................. SR-1
Start-Assist Logic ........................................................ SR-9
Sequential Start-Assist Logic .................................... SR-10
No. 1 and No. 3 Engine Nacelle Anti-icing
Logic System .............................................................. SR-50
SR-iii
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AUDIO WARN A
Audio warning
WARN LIGHTS A
PANEL
Warning panel
WARN LIGHTS A
EX
Light test
D/N
EXTING 1
Fire
DETECT 1
Fire
LIGHTS WARN
A-B
NAVIGATION
IRS 1 BAT
IRS 1 battery
IRS 1
IRS 1
TEMP PROBE
Probe heating
HRZN ST BY
Standby
horizon
LH AV MASTER
Left avionics
RADIO
NAVIGATION
UTILIZATION
ATC1*
ATC 1
VOR1*
VOR-DME 1
DME1*
VOR-DME 1
ADF1*
ADF 1
DDRMI1*
Pilotcopilot RMI
ADC1*
Pilot ADC 1
SG1*
Pilot EFIS
EADI LH*
Pilot EFIS
EHSI LH*
EFIS CTL1*
Pilot EFIS
Pilot EFIS
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FIRE
WARNING
UTILIZATION
EXTING 3
Fire
HF 1
CONTROL*
HF 1
DETECT 3
Fire
PHONE*
SAT COM*
Option
Option
BAG COMP
Fire
BAT TEMP
Battery
temperature
AFCS 1
CMPTR*
Pilot FGC*
AFCS 1
ADVIS*
Servoactuator
RAD ALT 1*
Radioaltimeter
FMS 1*
Pilot FMS
CDU 1*
Pilot FMS
BLOWER LH
Ventilation
NAVIGATION
RADIO
RADIO
NAVIGATION
IRS 3
IRS 3
SG 3*
MFD
IRS 3 battery
MFD/WRD*
MFD
ANNUNC LH
Radio nav
lighting
R/T WR*
Radar
AFCS 1 AP
Pilot FGC
GPWS
Option
AFCS 1 YD
Pilot FGC
ICS LH
Intercom
VHF 1
VHF 1
HF 1 PWR
HF 1
SR-2
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ENGINES
FUEL
ANTICOL FIN
Anticollision
lights
LH EXT
LIGHT
UTILIZATION
L/G CONTROL
Landing gear
control
External
lighting
STBY PUMP
Standby
hydraulic pump
CKPT LH
READING
Lighting
HYDR 1 INDIC
Hydraulic
NAV
Navigation
lights
STROBE
Strobe
lights
WSHLD FRONT
LH
Windows
CENTER
Lighting
LH PITOT HEAT
Probe heat
INSTR LH
Instrument
lighting
LH STATIC
HEAT
Probe heat
Option
CONDG CREW
Conditioning
IGNTR AUTO
Starting
CABIN PRESS
Cabin
pressure
ENG FAIL 2
Takeoff
warning
LH AOA HEAT
Probe
heat
N2 1
N1 ITT 2
Indicators
Turbine temp
ENGINE 1
Anti-icing
AIR FR
Wing
anti-icing
HP BLEED 1
Wing
anti-icing
A/B CONTROL
PITCH FEEL
Airbrakes
Arthur
STAB EMERG
TRIM INDIC
SLAT INDIC
LH AUTO SLAT
Horiz stab
Trim
Slats
Slats
CMPTR
Engine
Computer
IGNTR 1
OIL 1
Start
Engine
control
BOOST 1
FUEL FLOW 1
XBP 2-3
GAGES LH
LO FUEL
Fuel BP
Flowmeter
Fuel
Qty indicators
Tank level
HYDR
ANTIICE
CONDG
FLT
CONTROL
SR-3
FlightSafety
international
ENGINES
FUEL
HYDR
SR-4
BELTS NO
SMKG
Passenger
signs
ANTIICE
CONDG
UTILIZATION
ENGINE 3
Anti-icing
DV WINDOW
Window
ENTRY
Entrance
lighting
SHIELD
Glareshield
lighting
PRV 3
Wing
anti-icing
DRAIN HEAT
Drain
anti-icing
CAB TEMP
CONTROL
Temperature
control
LANDING LH
Lights
STBY PITOT
Probe heat
WIPER LH
Wipers
FLAP A/B
INDIC
Flaps
N2 3
Indicators
CMPTR 3
Engine
computer
IGNTR 3
Starting
TRIM AILERON
TRIM RUDDER
Trim
Trim
OIL 3
Engine
control
STICK SHAKER
Stick Shaker
M889
Incorporated
FUEL 2
SHUT OFF
Fire
STBY BOOST 2
Fuel
FUEL FLOW 3
Flowmeter
LEVEL
Tank level
ANTISKID
Brakes
Landing gear
indication M1406
incorporated
FLT
CONTROL
FlightSafety
international
ANTIICE
CONDG
STAB NORMAL
Horiz stab
AIL FEEL
RH AUTO SLAT
ENGINES
UTILIZATION
N2 2
Indicators
Arthur
monitoring
N1 ITT 1
Turbine
temperature
Slats
CMPTR 2
Engine
computer
IGNTR 2
Starting
Engine
control
Engine
computer
ENGINE 2
Anti-icing
OIL 2
AFT SIDE
WINDOW
Window
CMPTR 1
STBY PWR
WIPER RH
Wiper
LIGHTS
LAV MASTER
28-VDC
system
MISC
HYDR
FUEL
CONDG CABIN
Conditioning
OVERHEAD
Lighting
BOOTSTRAP
Bootstrap
FWD CABIN
INDIRECT
Cabin
lighting
RH AOA HEAT
Probe heat
RH CABIN
READING
Reading
lights
L/G INDIC
Landing gear
CKPT RH
READING
Lighting
HYDR 2 INDIC
Hydraulic
TAXI
Lights
NORM BOOST 2
Fuel
FUEL FLOW 2
Flowmeter
XBP 1-3
Fuel
GAGES RH
Qty indicators
SR-5
FlightSafety
international
ENGINES
GALLEY MASTER
Galley
LANDING RH
BOOST 3
Fuel
Lights
GAGES CENTER
Qty indicators
ANTICOL BELLY
Anticollision
lights
XBP1-2
Fuel
RH EXT LIGHT
Right external
lights
PRESSURE
FUELING
Refueling
INSTR RH
Instrument
lighting
PEDESTAL
Instrument
lighting
HYDR
NOSE WHL
Steering
ANTIICE
CONDG
CKPT TEMP
CONTROL
Temperature
control
BAG PRESS
Pressurization
VALANCE OR
AFT CABIN
INDIRECT
Cabin
lighting
LH CABIN
READING
Reading
lights
APU
APU
WSHLD FRONT
RH
Window
N1 ITT 3
Turbine
temperature
RH PITOT HEAT
Probe heat
FUEL 1
SHUT OFF
Fire
RH STATIC
HEAT
Probe heat
ROLL EMERG
Trim
FLAP CONTROL
Flaps
REVERSE
CONTROL
Engine 2
reverser
REVERSE WARN
FUEL 3
SHUT OFF
SR-6
FUEL
UTILIZATION
FLT
CONTROL
Fire
FlightSafety
international
AUDIO WARN B
Audio warning
WARN LIGHT B
PANEL
Warning panel
WARN LIGHTS B
EX
NAVIGATION
DESIGNATION
UTILIZATION
RADIO
Light testing
D/N
EXTING 2
Fire
DETECT 2
Fire
APU
Fire
NAVIGATION
UTILIZATION
VOR 2*
DME 2
DME 2*
VOR-DME 2
ADF 2*
ADF 2
ATC 2*
ATC 2*
VHF 3*
VHF 3
SG 2*
Copilot EFIS
EFIS CTL2*
Copilot EFIS
EHSI RH*
Copilot EFIS
EADI RH*
Copilot EFIS
IRS 2 BAT
IRS 2 battery
DDRMI 2*
Copilot and
pilot EFIS
IRS 2
IRS 2
ADC 2*
Copilot ADC 2
RH AV MASTER
Right avionics
AOC 2
SR-7
FlightSafety
international
NOSE FAN
Ventilation
BLOWER RH
RADIO
HF 2
CONTROL*
HF 2
Ventilation
VHF 2*
VHF 2
CREW SEATS
Crew seats
SELCAL*
Selcal
EMERG LIGHTS
Emergency
light
batteries
AFCS 2
CMPTR*
Copilot FGC
NAVIGATION
RADIO
NAVIGATION
HF 2 PWR
HF 2
AFCS 2
ADVIS*
Copilot FGC
PUBLIC
ADDRESS
Public
address
FMS 2*
Copilot FMS
ICS RH
Intercom
CDU 2*
Copilot FMS
OMEGA*
Omega
AFCS 2 AP
Copilot FGC
AFCS 2 YD
Copilot FGC
ANNUNC RH
Radio nav
instrument
lighting
FLIGHT RECORDER*
Flight recorder
VOICE RECORDER*
Cockpit voicerecorder
Radio altimeter
RAD ALT 2*
SR-8
UTILIZATION
APU
XX
XX
G2
B1
G3 G2
B2
G3 G2 G2
G1
G3
G1 G1 G1
G3
B1
G3
B2
G2
B1
G3 APU G3 G1 G1 G1
G1
B2
G2
B1
G2 APU G2 G1 G1 G1
G2 APU G2 G3 G3 G3
G1
B2
G3
international
SR-9
FlightSafety
BAT
LIGHTS
START
ASSIST
MAIN
BUS
POWER
XX
OFF
ON
XX
XX
XX
XX
XX
XX
XX
XX
OFF X X
XX
X X X X X X X X
2
ON
XX
XX
X X X X X X X X
OFF X X X X X X X X
XXXX
3
ON
XXXX
X X X X X X X X
OFF X X X X
XXXX
XXXX
1
ON
XXXX
XXXX
XXXX
APU
XX
SR-10
XX
OFF
ON
XX
XX
XX
XX
XX
XX
XX
XX
X X X X X X X
2
XX
XX
X X X X X X X X
OFF X X X X X X X X
XXXX
3
ON
XXXX
X X X X X X X X
OFF X X X X
XXXX
XXXX
1
ON
XXXX
XXXX
XXXX
OFF
ON
XX
XX
XX
G2
B1
G3 G2
B2
G3 G2 G2
G1
G3
G1 G1 G1
G3
B1
G3
B2
G2
B1
G3 APU G3 G1 G1 G1
G1
B2
G2
B1
G2 APU G2 G1 G1 G1
G2 APU G2 G3 G3 G3
G1
B2
G3
international
FlightSafety
BAT
LIGHTS
START
ASSIST
MAIN
BUS
POWER
XX
XX
APU
APU
BATTERY BUS
SLATS
23CM
(71L1)
(71L2)
(1W)
71L2 (LIGHTS 2)
BAG COMP DOOR CONT
COCKPIT DOME LIGHTS
NOSE CONE (INSP LIGHT)
MECHANICS PANEL
AISLE LIGHT
BAG COMP DOME LIGHT
71L1 (LIGHTS 1)
FUELING
FR 5 UTILITY LIGHT (BAT)
ENG MONITOR
REAR COMPT LTS
FWD TOILET LIGHT
AFT TOILET LIGHT
AISLE LIGHTS
STEP LIGHTS
FR 5 STAIR LIGHTS
LH (RH) PYLON LT
FR 5 BAG LIGHT
FUEL COUPLING LT
FUEL PANEL CTL LT
FIRE EXTINGUISHERS
POWER SUPPLY
COPILOT FRONT
WINDSHIELD B3
(SPARE) B4
international
FlightSafety
SR-11
130A
80A
80A
130A
R BUS
TIED
STANDBY HYDRAULIC
PUMP A5
GALLEY 1 BAR
A4
GALLEY 2 BAR
A6
PILOT FRONT
WINDSHIELD A3
L BUS
TIED
130A
130A
80A
150A
150A
150A
RIGHT CIRCUITBREAKER
PANEL
OFF
R AV
MASTER
L AV
MASTER
OFF
AVIONIC
MASTER
AVIONIC
MASTER
START BUS
BUS B2
BUS B1
BUS A2
BUS A1
CENTER
CIRCUITBREAKER
PANEL
LEFT CIRCUITBREAKER
PANEL
FLIGHT
NORM
(14P)
25
25
V 30
BAT
GEN
20
MAIN BUS-TIE
ROTARY SELECTOR
V 30
BAT
GEN
20
FLIGHT NORM
BRIGHT
SR-12
CONDITIONS:
GENERATORS 1, 2, AND 3 OPERATING. BOTH
BATTERY SWITCHES ON. BUS TIE OPEN,
POWER SELECTOR SWITCH IN NORMAL.
START
APU
APU
TEST
LIGHTS
DIM
FIRE
STOP
GEN 1 BAT 1
OIL
BAT 2 GEN 2
GEN
GEN 1 BAT 1 GEN 3
GEN 3
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
WARNING
PANEL
DC SYSTEM
NORM
TO
AMMETER
EXT POWER
GENERATOR 1
G1
TO AMMETER
REVERSE
CURRENT RELAY
START
CONTACTOR
150A
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BATTERY 1
APU
FIRE
EXTINGUISHERS
START
CONTACTOR
WINDOWS
A3
150A
GALLEY 1 BAR
A4
HYDRAULIC
STANDBY PUMP
150A A5
GALLEY 2 BAR
A6
LH MAIN BUS
BUS-TIE
RELAY
225A
LEGEND
GENERATOR POWER
BATTERY POWER
STARTING
BUS
BATTERY 2
CONTACTOR
MAKE-AND-BREAK SWITCH
RH
MAIN BUS
START
CONTACTOR
B2
80A
G2
B1
130A
WINDOWS
B3
international
130A
TO
AMMETER
GENERATOR 2
GROUND
FlightSafety
REVERSE
CURRENT RELAY
BATTERY
BUS
TO
AMMETER
BUS A2
BUS-TIE
ROTARY
SELECTOR
GPU CONTACTOR
GPU RECEPTACLE
BATTERY 2
BUS A1
130A
G
TO
AMMETER
COCKPIT
DOME LIGHT
80A
MAKE-AND-BREAK SWITCH
START CONTACTOR
BATTERY 1
CONTACTOR
TO
AMMETER
130A
OVERHEAD PANEL
SINGLE-POINT
REFUELING
BAT 1
FUEL COUPLING
NOSE CONE LIGHT
AND CONTROL
BOX LIGHTING
COCKPIT
APU CRASH
(SNs 16 AND
DOME LIGHTS
LOGIC
SUBSEQUENT)
BAGGAGE COMPT
STEPS
DOME LIGHT
LH PYLON LIGHT
LIGHT
FR5 BAG LIGHT
15
15
REAR
COMPT LIGHTS
ENGINE MONITOR
E
R
Y
16
B
U
BAT 2
10
11
12
13
14
**
FIRE EXTINGUISHING
FR 5 STAIR LIGHT
FR 5 UTILITY LIGHT (BAT)
BAGGAGE
DOOR CONTROL
MECHANICS PANEL
AISLE LIGHTS
FWD AND AFT TOILET
LIGHT
SLATS
GEN 1 EXCITATION
GEN 2 EXCITATION
GEN 3 EXCITATION
international
FlightSafety
SR-13
17
OVERHEAD PANEL
FlightSafety
international
VOLUME
(LITERS)
VOLUME
(LITERS)
90C (194F)
8
20C (68F)
90C (194F)
7
40C (-40F)
20C (68F)
40C (40F)
90C (194F)
20C (68F)
LEVEL
INDICATOR
90C (194F)
6
LEVEL
INDICATOR
20C (68F)
5
40C (40F) 3
2
PRESSURIZED
UNPRESSURIZED
3
PRESSURIZED
UNPRESSURIZED
40C (40F) 4
0
NO. 1 RESERVOIR
0
NO. 2 RESERVOIR
SR-14
TEST
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
L R
ASKID
#1
ON
#2
OFF
#1
OFF
HYDR
1/1
HYDR
1/1
4
3
1/2
1/2
0
0
QTY PSI X 1000
NO. 2 RESERVOIR
ON
BRAKE
AUTO
4
2
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
P3
P1
PRESSURE-HOLDING
VALVE
P2
ACCUMULATOR
EP
PRESSURE
SWITCH
NO. 1 SYSTEM
ACCUMULATOR
SYSTEM
PRESSURE
TRANSMITTER
PRESSURE
SWITCH
ELEVATOR
SYSTEM
PRESSURE
TRANSMITTER
LEGEND
RUDDER
ELEVATOR
ARTHUR
SLATS
THRUST
REVERSER
FLAPS
QUICK DISCONNECT
AIRBRAKES
NORMAL BRAKES
AND ANTI-SKID
EMERGENCY
BRAKES
LANDING GEAR
AND DOORS
NOSEWHEEL
STEERING
PARKING
BRAKES
international
SR-15
SERVOACTUATOR
SERVOACTUATORS
FlightSafety
AILERON
NO. 1 RESERVOIR
SR-16
TEST
L R
ASKID
#1
#2
#1
ON
OFF
OFF
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
HYDR
1/1
HYDR
4
2
1
BRAKE
0
QTY PSI X 1000
AUTO
4
ON
3
1/2
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
28 VDC
NO. 2 RESERVOIR
60 SEC
TIME
DELAY
IN FLIGHT
POSITION
P3
P1
1/1
3
1/2
FLIGHT
GROUND
DELAY
AIRBRAKE
EXTENSION
CONTROL
P2
STANDBY PUMP
SELECTOR
CONTROL
RELAY
EP
LEGEND
QUICK DISCONNECT
SERVOACTUATORS
RUDDER
SERVOACTUATOR
AILERON ARTHUR Q
AIRCRAFT < 165
OUTBOARD
SLATS
(EMERGENCY MODE)
THRUST
REVERSER
FLAPS
AIRBRAKES
EMERGENCY
BRAKES
NOSEWHEEL
STEERING
PARKING
BRAKES
international
SERVOACTUATOR
AILERON
FlightSafety
AUXILIARY PRESSURE
RETURN
SUPPLY FLUID
NITROGEN
ELECTRICAL
EXTERNAL HYDRAULIC POWER
ELEVATOR
TEST
L R
ASKID
#1
#2
#1
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
HYDR
ON
OFF
OFF
1/1
HYDR
4
2
1
BRAKE
0
QTY PSI X 1000
AUTO
4
ON
3
1/2
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
NO. 2 RESERVOIR
60 SEC
TIME
DELAY
IN FLIGHT
POSITION
P3
P1
1/1
3
1/2
28 VDC
FLIGHT
GROUND
DELAY
AIRBRAKE
EXTENSION
CONTROL
P2
STANDBY PUMP
SELECTOR
EP
LEGEND
QUICK DISCONNECT
SERVOACTUATOR
AILERON
SERVOACTUATORS
RUDDER
SERVOACTUATOR
AILERON ARTHUR Q
AIRCRAFT < 165
OUTBOARD
SLATS
(EMERGENCY MODE)
THRUST
REVERSER
AIRBRAKES
EMERGENCY
BRAKES
NOSEWHEEL
STEERING
PARKING
BRAKES
international
SR-17
FlightSafety
AUXILIARY PRESSURE
RETURN
SUPPLY FLUID
NITROGEN
ELECTRICAL
EXTERNAL HYDRAULIC POWER
ELEVATOR
CONTROL
RELAY
SR-18
HYDRAULIC UNIT
EMERGENCY
NORMAL
LANDING GEAR
ELECTRIC
SELECTOR VALVE
RETRACTION
G
E
A
R
DOOR ELECTRIC
SELECTOR VALVE
EXTENSION
OPENING
U
N
L
O
C
K
P
U
S
H
CLOSING
P
U
L
L
STOWED
AUTOMATIC
WHEEL
BRAKING
GEAR
UPLOCK
BOX
GEAR
UPLOCK
BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
BRACING
CYLINDER
RETRACTION
MAIN GEAR
BRACING
CYLINDER
LEGEND
RETRACTION
NOSE GEAR
ACTUATOR
RETRACTION
TELESCOPIC
LOCKING
TUBE
OPENING
LEFT MAIN
DOOR
ACTUATOR
DOOR
UPLOCK
BOX
OPENING
NOSE
RIGHT MAIN
international
DOOR
UPLOCK
BOX
RETRACTION
FlightSafety
DOOR
ACTUATOR
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
HYDRAULIC UNIT
LANDING GEAR
ELECTRIC
SELECTOR VALVE
RETRACTION
G
E
A
R
DOOR ELECTRIC
SELECTOR VALVE
EXTENSION
OPENING
U
N
L
O
C
K
P
U
S
H
CLOSING
P
U
L
L
STOWED
GEAR
UPLOCK
BOX
GEAR
UPLOCK
BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
BRACING
CYLINDER
EXTENSION
LEGEND
MAIN GEAR
BRACING
CYLINDER
EXTENSION
DOOR
ACTUATOR
EXTENSION
TELESCOPIC
LOCKING
TUBE
DOOR
ACTUATOR
DOOR
UPLOCK
BOX
OPENING
NOSE
LEFT MAIN
RIGHT MAIN
international
OPENING
DOOR
UPLOCK
BOX
EXTENSION
FlightSafety
NOSE GEAR
ACTUATOR
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
SR-20
HYDRAULIC UNIT
EMERGENCY
NORMAL
G
E
A
R
DOOR ELECTRIC
SELECTOR VALVE
LANDING GEAR
ELECTRIC
SELECTOR VALVE
U
N
L
O
C
K
P
U
S
H
P
U
L
L
HANDLE LIGHT
FLASHING
GEAR
UPLOCK
BOX
GEAR
UPLOCK
BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
BRACING
CYLINDER
EXTENSION
MAIN GEAR
BRACING
CYLINDER
LEGEND
EXTENSION
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
PULLED
EXTENSION
EXTENSION
TELESCOPIC
LOCKING
TUBE
MECHANICAL
RESTRICTOR
SHUTTLE VALVE
LEFT MAIN
DOOR
UPLOCK
BOX
OPENING
NOSE
RIGHT MAIN
international
OPENING
DOOR
UPLOCK
BOX
DOOR
ACTUATOR
FlightSafety
RETURN
DOOR
ACTUATOR
G
E
A
R
U
N
L
O
C
K
LANDING GEAR
NOSE
REDUCED
POWER
MAIN
CONFIGURATION
PANEL
HORN WARNING
SILENCE VOICE
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
TEST
LH
NOSE
RH
40 FLAPS + SLATS
P
U
L
L
40
*
FLASHING
CLEAN
MOVING
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
LH
NOSE
RH
40 FLAPS + SLATS
40
*
FLASHING
NOSE GEAR
EMERGENCY
CONTROL
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
LH
NOSE
RH
40 FLAPS + SLATS
Figure SR-11. Position and Warning IndicationsEmergency Hydraulic and Gravity Extensions
international
SR-21
40
*
FlightSafety
MAIN GEAR
EMERGENCY
CONTROL
P
U
S
H
20 FLAPS + SLATS
SR-22
BEFORE GEAR
EXTENSION
LANDING GEAR
NOSE
MAIN
EXTENSION
HORN WARNING
SILENCE VOICE
SLAT/FLAP
CONTROL
CONFIGURATION
PANEL
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
NOSE
RH
IAS <160 KT
AIRPLANE
IN
FLIGHT
FLASHING
LIGHT
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
LH
NOSE
RH
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
40 FLAPS + SLATS
LH
NOSE
RH
MOVING
40 FLAPS + SLATS
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
LH
NOSE
RH
CLEAN
7 FLAPS + SLATS
LANDING GEAR
LH
NOSE
RH
40 FLAPS + SLATS
THIRD PHASE
DOORS
CLOSING
AIRPLANE
ON THE
GROUND
international
20 FLAPS + SLATS
TEST
SECOND PHASE
GEAR
EXTENSION
FlightSafety
MOVING
40 FLAPS + SLATS
FIRST PHASE
DOORS
OPENING
NORMAL GEAR
EXTENSION
CONTROL
LH
40 FLAPS + SLATS
REDUCED
POWER
NORMAL CONTROL
HANDLE
PILOT PEDALS
COPILOT PEDALS
GEAR
EXTENDED
FLEXIBLE CABLES
K
PAR
UN
K
LOC
H
PUS
K
BRA
#2 P BK
PARKING BRAKE
SELECTOR VALVE
PARKING BRAKE
ACCUMULATOR
NORMAL/EMERGENCY
BRAKE CONTROL
VALVE
AUTOMATIC
BRAKING
NORMAL
CHAMBER
NO. 2
SYSTEM
#2 P BK
EMERGENCY
CHAMBER
ANTISKID
SERVOVALVES
SHUTTLE
VALVE
LEGEND
NO. 1 SYSTEM PRESSURE
NORMAL BRAKING PRESSURE
RETURN
ELECTRICAL
EMERGENCY
SELECTOR VALVE
NORMAL SELECTOR VALVE
(DEENERGIZED OPEN)
GROUND
CHECK VALVE
RELIEF VALVE
WHEEL
OMETER
ERATOR
TEST L R
WHEEL
TACHOMETER
GENERATOR
PUMP 1
PUMP 3
ASKID
#1
ON
HYDRAULIC PANEL
BRAKES
SR-23
international
BRAKES
HYDR
1/
4
FlightSafety
SEWHEEL
HOMETERS
SR-24
ACCUMULATOR
PILOT BRAKE
PEDALS
COPILOT BRAKE
PEDALS
FLEXIBLE CABLES
EMERGENCY
SELECTOR VALVE
#2 P BK
NO. 2
SYSTEM
NORMAL PRESSURE
EMERGENCY PRESSURE
AUTOMATIC BRAKING
DURING
RETRACTION
PARK
BRAKE
DISTRIBUTOR
CONTROL PRESSURE
RETURN
NO. 1 SYSTEM SUPPLY
NO. 1
SYSTEM
ELECTRICAL
GROUND
+28 VDC ST BY
BUS A1 PUMP
ANTISKID
+28 VDC
BUS A2
GEAR
NORMAL CONTROL
(2GA)
GEAR DOWN
BRAKE
ANTISKID
ELECTRONIC
CONTROL BOX
SOL
DOUBLE
BRAKING
PC BOARD
ANTISKID
SERVO VALVE
ANTISKID
SERVO VALVE
#2 P. BK
#2 P. BK
TACHOMETER
GENERATORS
TACHOMETER
GENERATORS
BRAKES
BRAKES
international
NOSEWHEEL
TACHOMETER
GENERATORS
FlightSafety
NO. 1 OR
NO. 3 ENGINE
FULL POWER
#1 ON
#2 OFF
#1 OFF
NORMAL/
EMERGENCY
SELECTOR
VALVE
LEGEND
NORMAL CONTROL
HANDLE
HYDRAULIC
PANEL
PILOT PEDALS
COPILOT PEDALS
ASKID
1
#1
ON
#2
OFF
#1
OFF
/4
BRAKE
/2
PARK
FLEXIBLE CABLES
GEAR
EXTENDED
+
CK
UNLO
PUSH
E
BRAK
#2 P BK
PARKING BRAKE
ACCUMULATOR
PARKING BRAKE
SELECTOR VALVE
NORMAL/EMERGENCY
BRAKE CONTROL
VALVE
AUTOMATIC
BRAKING
NORMAL
CHAMBER
NO. 2
SYSTEM
NO. 1
SYSTEM
#2 P BK
#2 P BK
EMERGENCY
CHAMBER
SHUTTLE
VALVE
LEGEND
NO. 1 SYSTEM PRESSURE
NO. 2 SYSTEM PRESSURE
ANTISKID
ELECTRONIC
CONTROL
BOX
L R
RELIEF VALVE
PUMP 3
1
#1
ON
/4
HYDRAULIC PANEL
SR-25
international
HYDR
ASKID
FlightSafety
ELECTRICAL
SR-26
EMERGENCY/PARKING
BRAKE HANDLE
PILOT PEDALS
COPILOT PEDALS
ASKID
#1
ON
#2
OFF
#1
OFF
/4
1/
BRAKE
PUSH
GEAR
EXTENDED
+
PARK
FLEXIBLE CABLES
UNLO
E
BRAK
CK
#2 P BK PARKING BRAKE
PARKING BRAKE
SELECTOR VALVE
ACCUMULATOR
NO. 2
SYSTEM
NO. 1
SYSTEM
#2 P BK
#2 P BK
SHUTTLE
VALVE
LEGEND
NO. 2 SYSTEM PRESSURE OR
ACCUMULATOR PRESSURE
EMERGENCY/PARKING
BRAKE PRESSURE
ANTISKID
ELECTRONIC
CONTROL
BOX
RETURN
ELECTRICAL
CHECK VALVE
RELIEF VALVE
PUMP 1
TEST
L R
PUMP 3
ON
HYDR
1/
4
HYDRAULIC PANEL
international
ASKID
#1
FlightSafety
GROUND
FlightSafety
international
WARNING PANEL
L AOA
R AOA
R PITOT
HOT
BAT
XTK 2
OPEN
AIL
ZERO
ST BY
PITOT
L WHL
OVHT
AUTO
SLATS
XTK 2
CLOSED
AIL
FEEL
AP
MISTRIM
NOSE
CONE OVHT
REAR
DOORS
BLEED
APU
T/O
CONFIG.
L PITOT
R WHL
OVHT
FLAP
ASYM
BAG
ACCESS
PITCH
FEEL
MACH
TRIM
BAG
ISOL
SLAT/FLAP
CONFIGURATION PANEL
AIR
BRAKE
FLAPS
UP
0
SLAT
POSITION
INDICATOR
DN 40
20
SLATS
MOVING
CENTER
CIRCUITBREAKER PANEL
LANDING GEAR
TEST
LH
NOSE
RH
21CF
10
CLEAN
SLAT LH AUTO
SLAT
INDIC
7 FLAPS + SLATS
20 FLAPS + SLATS
40 FLAPS + SLATS
EMERGENCY
SLATS
(OUTBOARD)
EMERG
SLATS
FLT CONTROL
5
AOA RH AUTO
SLAT
INDIC
INBOARD
SLAT
SLAT
ACTUATOR
EMERGENCY
ACTUATOR
ANGLE-OF-ATTACK
VANES
OUTBOARD
SLAT
SR-27
SR-28
LEFT
INBOARD
LEFT OUTBOARD
R
RIGHT
INBOARD
RIGHT OUTBOARD
E
LEFT ANGLEOF-ATTACK
VANE
AOA
LESS
THAN 23
ADC 1
IAS LESS THAN
265 KT
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
AOA
LESS
OUTBOARD THAN 23
VALVE
BOX
NO. 1 PRESSURE
EXTEND
RESTRICTOR
RESTRICTOR
ELECTRICAL
international
EMERGENCY
SLATS
LEGEND
SLATS/FLAP
CONTROL BOX
RIGHT ANGLEOF-ATTACK
VANE
FlightSafety
AUTOMATIC
DISTRIBUTOR
CLEAN
7 FLAPS-SLATS
20 FLAPS-SLATS
40 FLAPS-SLATS
SLAT
EMERGENCY
SOLENOID
ADC 2
IAS LESS THAN SELECTOR
VALVE
265 KT
INBOARD
VALVE
BOX
FlightSafety
international
AIRPLANE
AOA
CONTROL
1
SLATS
POSITION
INDICATIONS
AOA = 11
INCREASING
GREEN
FLASHING LIGHT
A
CROSS-SECTION A
INBOARD SLAT
CLEAN
7 FLAPS-SLATS
AIR
BRAKE
FLAPS
UP
0
7
20
DN 40
SLATS
MOVING
20 FLAPS-SLATS
IGN
40 FLAPS-SLATS
LANDING GEAR
TEST
LH
NOSE
RH
CROSS-SECTION B
OUTBOARD SLAT
CLEAN
2
AOA = 11
DECREASING
OUT
AIR
BRAKE
CROSS-SECTION A
INBOARD SLAT
CLEAN
7 FLAPS-SLATS
FLAPS
UP
0
7
DN 40
20
SLATS
MOVING
20 FLAPS-SLATS
40 FLAPS-SLATS
IGN
LANDING GEAR
TEST
LH
NOSE
RH
CROSS-SECTION B
OUTBOARD SLAT
CLEAN
AIRPLANE 1
ANGLE OF
ATTACK
INITIAL
CONFIGURATION
AIRPLANE IN CLEAN
CONFIGURATION,
SLAT/FLAP HANDLE
IN CLEAN
AOA
11
(INCREASING)
AOA
11
(DECREASING)
SR-29
FlightSafety
international
FLAPS
CONTROL 7+SLATS
AIRPLANE
AOA
SLATS
POSITION
INDICATION
GREEN
STEADY LIGHT
A
B
CLEAN
7 FLAPS-SLATS
AIR
BRAKE
CROSS-SECTION A
INBOARD SLAT
FLAPS
UP
0
7
DN 40
20
SLATS
20 FLAPS-SLATS
40 FLAPS-SLATS
MOVING
LANDING GEAR
TEST
CROSS-SECTION B
OUTBOARD SLAT
LH
NOSE
RH
AOA = 165
INCREASING
GREEN
STEADY LIGHT
A
B
CROSS-SECTION A
INBOARD SLAT
CLEAN
7 FLAPS-SLATS
20 FLAPS-SLATS
AIR
BRAKE
FLAPS
UP
0
7
DN 40
40 FLAPS-SLATS
20
SLATS
IGN
MOVING
LANDING GEAR
CROSS-SECTION B
OUTBOARD SLAT
TEST
LH
NOSE
RH
AOA = 23
INCREASING
GREEN
FLASHING LIGHT
A
B
CLEAN
CROSS-SECTION A
INBOARD SLAT
7 FLAPS-SLATS
20 FLAPS-SLATS
AIR
BRAKE
FLAPS
UP
0
7
40 FLAPS-SLATS
DN 40
20
SLATS
IGN
MOVING
LANDING GEAR
CROSS-SECTION B
OUTBOARD SLAT
TEST
LH
NOSE
RH
SR-30
FlightSafety
international
FLAPS
CONTROL7+SLATS
4
AIRPLANE
AOA
SLATS
POSITION
INDICATION
AOA = 23
DECREASING
GREEN
FLASHING LIGHT
A
B
CLEAN
AIR
BRAKE
CROSS-SECTION A
INBOARD SLAT
7 FLAPS-SLATS
20 FLAPS-SLATS
FLAPS
UP
0
7
DN 40
40 FLAPS-SLATS
20
SLATS
MOVING
IGN
LANDING GEAR
TEST
CROSS-SECTION B
OUTBOARD SLAT
LH
NOSE
RH
GREEN
STEADY LIGHT
A
B
AOA = 165
CLEAN
DECREASING
7 FLAPS-SLATS
20 FLAPS-SLATS
AIR
BRAKE
CROSS-SECTION A
INBOARD SLAT
FLAPS
UP
0
7
DN 40
40 FLAPS-SLATS
20
SLATS
MOVING
LANDING GEAR
CROSS-SECTION B
OUTBOARD SLAT
INITIAL 1
CONFIGURATION
SLAT/
FLAP
CONTROL
OUT OF
CLEAN
TEST
LH
NOSE
RH
AIRPLANE ANGLE-OF-ATTACK
3
4
5
AOA
AOA
AOA
AOA
165
165
23
23
(INCREASING) (INCREASING) (DECREASING) (DECREASING)
2
AOA
<165
ALL SLATS
EXTENDED
ALL SLATS
EXTENDED
GREEN LIGHT
STEADY
AUDIO
WARNING ON
RETRACTION
OF INBOARD
SLATS
INBOARD
SLATS
RETRACTED
INBOARD
SLATS
REEXTEND.
AUTOMATIC
IGNITION CUTS
OFF AFTER
TEN SECONDS.
AUTOMATIC
IGNITION
AUTOMATIC
IGNITION
GREEN LIGHT
STEADY
IGN LIGHT ON
IGN LIGHT ON
AUTOMATIC
IGNITION
AUDIO
WARNING ON
AUDIO
WARNING ON
IGN LIGHT ON
GREEN LIGHT
FLASHING
GREEN LIGHT
FLASHING
SR-31
SR-32
LEFT
INBOARD
LEFT OUTBOARD
RIGHT
INBOARD
E
RIGHT OUTBOARD
AOA
LESS
THAN 23
LEFT ANGLEOF-ATTACK
VANE
ADC 1
IAS LESS THAN
265 KT
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
SLAT
EMERGENCY
SOLENOID
ADC 2
IAS LESS THAN SELECTOR
VALVE
265 KT
AOA 11
AOA 12.2
AUTOMATIC
DISTRIBUTOR
OUT OF
CLEAN
AOA
LESS
OUTBOARD THAN 23
VALVE
BOX
EMERGENCY
SLATS
40 FLAPS-SLATS
LEGEND
NO. 1 PRESSURE
RETURN
RESTRICTOR
EXTEND
RESTRICTOR
ELECTRICAL
NO. 2 PRESSURE
international
20 FLAPS-SLATS
FlightSafety
CLEAN
7 FLAPS-SLATS
RIGHT ANGLEOF-ATTACK
VANE
INBOARD
VALVE
BOX
LEFT
INBOARD
LEFT OUTBOARD
RIGHT
INBOARD
E
RIGHT OUTBOARD
AOA
ABOVE
23
LEFT ANGLEOF-ATTACK
VANE
ADC 1
IAS LESS THAN
265 KT
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
SLAT
EMERGENCY
SOLENOID
ADC 2
IAS LESS THAN SELECTOR
VALVE
265 KT
AOA 11
AOA 12.2
AUTOMATIC
DISTRIBUTOR
AOA
ABOVE
23
EMERGENCY
SLATS
20 FLAPS-SLATS
40 FLAPS-SLATS
LEGEND
SR-33
NO. 1 PRESSURE
NO. 2 PRESSURE
RESTRICTOR
EXTEND
RESTRICTOR
ELECTRICAL
RETURN
international
OUT OF
CLEAN
OUTBOARD
VALVE
BOX
FlightSafety
CLEAN
7 FLAPS-SLATS
RIGHT ANGLEOF-ATTACK
VANE
INBOARD
VALVE
BOX
SR-34
LEFT
INBOARD
LEFT OUTBOARD
R
RIGHT
INBOARD
RIGHT OUTBOARD
E
EMERGENCY
ACTUATOR
EMERGENCY
ACTUATOR
LEFT ANGLEOF-ATTACK
VANE
AOA
LESS
THAN 23
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
ADC 1
IAS LESS THAN
265 KT
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
AOA
LESS
THAN 23
20 FLAPS-SLATS
40 FLAPS-SLATS
LEGEND
NO. 2 PRESSURE
RETURN
RESTRICTOR
EXTEND
RESTRICTOR
ELECTRICAL
EMERGENCY
SLATS
international
7 FLAPS-SLATS
OUTBOARD
VALVE
BOX
RIGHT ANGLEOF-ATTACK
VANE
FlightSafety
AUTOMATIC
DISTRIBUTOR
CLEAN
SLAT
EMERGENCY
SOLENOID
ADC 2
SELECTOR
IAS LESS THAN
VALVE
265 KT
INBOARD
VALVE
BOX
FlightSafety
international
LEVEL LESS
THAN 1,000 LB
XTK
BLEED
OVHT
FUEL 2
LO
FUEL 2
BOOSTER
BOOSTER
LEVEL
LEVEL
X.BP
FUEL 3
FRONT TANK
LO
FUEL 3
XTK 2
REV
UNLOCK
FUELING
ECU
OVHT
COND G
OVHT
-2P BK
CABIN
CENTER WING
TANK
SUMP DRAIN
VENT VALVE
BOOSTER
NORM
ST-BY
OFF
X.BP
AUTO
OPEN
CLOSED
LEVEL
X.BP
PROBE
ENG 1
ENG 2
ENG 3
FUEL SYSTEM
GRAVITY FUELING
G2
G1
159
WING NEGATIVE
PRESSURE
RELIEF VALVE
G3
FLAPPER
VALVE
G2
NO. 1 ENGINE LP AIR
VALVE BOXES
PRESSURE
GAGE
AUTOMATIC
DRAIN
REAR TANK
LEGEND
TANK PRESSURIZATION
ELECTRICAL CONNECTION
HOT AIR
FILTER
DRAIN
BOWL
PRESSURE REDUCER
AUTOMATIC DRAIN
NO. 2 ENGINE LP AIR
CHECK
VALVE
SR-35
SR-36
PROBE
FRONT TANK
CENTER
WING TANKS
JET
PUMP
G2
FILLER
PORT
FILLER
PORT
INTERCONNECTION
VALVE
(NORMALLY CLOSED)
G3
A/C 159
FUEL
TEMPERATURE
PROBE
(IF INSTALLED)
R3 CROSSFEED
VALVE
NEGATIVE
PRESSURE
RELIEF
VALVE
DRAIN VALVE
(AIRCRAFT
PRIOR TO SN 96)
R1 CROSSFEED
VALVE
GROUP 1 INTERCONNECTION
MANIFOLD
TRANSFER VALVE
(ON SOME AIRCRAFT)
GROUP 1
CROSSFEED
MANIFOLD
FUEL
SHUTOFF
VALVE
NEGATIVE
PRESSURE
RELIEF
VALVE
GROUP 3 INTERCONNECTION
MANIFOLD
FUEL
GROUP 1 SHUTOFF
CROSSFEED VALVE
VALVE
G1
FLAPPER
VALVE
CROSSFEED VALVE
ONE-THIRD
TANK LEVEL
PIPE
DEFUELING/
REFUELING
VALVE
DRAIN
VALVE
LEGEND
GROUP 1 FUEL
GROUP 2
CROSSFEED
MANIFOLD
G2
REAR
TANK
GROUP 2 FUEL
GROUP 3 FUEL
TRANSFER FUEL
GRAVITY FLOW TRANSFER FUEL
NO. 1 ENGINE
NO. 3 ENGINE
SUMP DRAIN
FUEL PROBE
FILTER
international
MOTIVE FLOW
FlightSafety
GROUP 2
FUEL
MANIFOLD
FlightSafety
international
XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
X.BP
LEVEL
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
XTK
AUTO
OPEN
CLOSED
X.BP
R1
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
R3
LIGHTS
XTK
X-BP
NEUTRAL
OPEN
OFF
ON
G1
TANK
INTERCONNECTION
OUT
ON
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G3
NO
INTERCONNECTION
ENGINE 3
G3
ENGINE 1
FLOW
XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
X.BP
LEVEL
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
XTK
AUTO
OPEN
CLOSED
X.BP
R3
R1
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
RIGHT
OPEN
OFF
ON
LIGHTS
XTK
X-BP
G1
TANK
INTERCONNECTION
ON
ON
G1
G3
G3
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G3
ENGINE 3
ENGINE 1
LEVEL EQUALIZATION
LEGEND
GROUP 3 BOOST
3Pump 1 Inoperative
SR-37
FlightSafety
international
XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
LEVEL
X.BP
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
XTK
AUTO
OPEN
CLOSED
LEVEL
X.BP
R3
R1
ENG 1
ENG 2
ENG 3
ENGINE 1
FUEL SYSTEM
POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
LIGHTS
NEUTRAL
OPEN
ON
OFF
XTK
X-BP
G1
TANK
INTERCONNECTION
OUT
ON
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G3
NO
INTERCONNECTION
ENGINE 1
G1
ENGINE 3
FLOW
XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
LEVEL
X.BP
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
XTK
AUTO
OPEN
CLOSED
X.BP
R1
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
LEFT
OPEN
ON
OFF
R3
LIGHTS
XTK
X-BP
G1
TANK
INTERCONNECTION
ON
ON
G1
G3
G3
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G1
ENGINE 1
ENGINE 3
LEVEL EQUALIZATION
LEGEND
GROUP 1 BOOST
SR-38
3Pump 3 Inoperative
FlightSafety
international
XTK
BOOSTER
X.BP
BP3
BP1
BOOSTER
LEVEL
LEVEL
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
AUTO
OPEN
CLOSED
BP2
X.BP
ST-BY NORM
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
ENGINE 2 ENGINE 3
LEGEND
GROUP 1 BOOST
GROUP 2 BOOST
POSITION OF
THE CONTROLS
BP1
BP2
BP3
X-BP 12
X-BP 23
ON
NORM
ON
CLOSED
CLOSED
GROUP 3 BOOST
G1
TANK
INTERCONNECTION
LIGHTS
G2 G3
NO
INTERCONNECTION
X-BP
X-BP
OFF
OFF
2 and 3
ENGINES 1, 2,
AND 3 SUPPLY
G1
ENGINE 1
G2
ENGINE 2
G3
ENGINE 3
2Normal
SR-39
FlightSafety
international
XTK
BOOSTER
BOOSTER
LEVEL
LEGEND
BP1
BP3
GROUP 2 BOOST
LEVEL
X.BP
GROUP 3 BOOST
C
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
ENG 1
AUTO
OPEN
CLOSED
BP2
X.BP
ENG 2
ST-BY NORM
ENG 3
FUEL SYSTEM
OFF
NORM
ON
OPEN
CLOSED
ENGINE 1
ENGINE 2 ENGINE 3
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
ENGINE 1
G2
ENGINE 2
X-BP
X-BP
ON
OFF
ENGINE 3
G3
LEGEND
BOOSTER
BOOSTER
LEVEL
LEVEL
X.BP
BP1
BP3
GROUP 1 BOOST
GROUP 2 BOOST
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
AUTO
OPEN
CLOSED
BP2
X.BP
ST-BY NORM
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
ENGINE 2 ENGINE 3
POSITION OF
THE CONTROLS
BP1
BP2
BP3
X-BP 12
X-BP 23
ON
NORM
OFF
CLOSED
OPEN
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
G1
ENGINE 1
ENGINE 2
X-BP
X-BP
OFF
ON
G2
ENGINE 3
FlightSafety
international
XTK
BOOSTER
BOOSTER
LEVEL
LEGEND
BP3
BP1
GROUP 1 BOOST
LEVEL
X.BP
GROUP 3 BOOST
C
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
AUTO
OPEN
CLOSED
LEVEL
ENG 1
BP2
X.BP
ENG 2
ST-BY NORM
ENG 3
FUEL SYSTEM
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
ON
OFF
ON
OPEN
CLOSED
ENGINE 2 ENGINE 3
ENGINE 1
ENGINE 1
G1
ENGINE 2
X-BP
X-BP
ON
OFF
ENGINE 3
G3
BP1
BOOSTER
BP3
BOOSTER
LEVEL
LEVEL
X.BP
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
AUTO
OPEN
CLOSED
LEVEL
BP2
X.BP
ST-BY NORM
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
POSITION OF
THE CONTROLS
BP1
BP2
BP3
X-BP 12
X-BP 23
ENGINE 2 ENGINE 3
ON
OFF
ON
CLOSED
OPEN
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
G1
ENGINE 1
ENGINE 2
X-BP
X-BP
OFF
ON
G3
ENGINE 3
2 and 3
SR-41
SR-42
MAINTENANCE PANEL
(COCKPIT, COPILOT SIDE)
BAG 1 COMP 1
BLEED AIR
ISOL
STABILIZER
RELAY TEST
ANTI-SKID
COOLING
FAN
CAUTION
SG3
SG1
EADI1
EASI1
FGC1
FMS1
MFD
SG 2
EADI2
EASI2
FGC 2
FMS 2
HEAT
ON
TEST
NORM
OFF
FUEL FLOW
TEST
GRAVITY
FUELING
DG IDIC
TEST
RESET
A/P TEST
FUELING
FULL
10
5
0
ON
ON
FULL
OFF
15
LBS
X 100
FULL
OFF
LEFT
20
OFF
CENTER
RIGHT
CLOSED
FULL
FUEL QTY
STOP
FUELING
ON
VENT
VALVE TEST
PARTIAL
FUELING
ON
OFF
OPEN
GROUNDING
RECEPTACLE
GROUP 2
INDICATION
LEFT REFUELING
SWITCH
CENTER REFUELING
SWITCH
RIGHT REFUELING
SWITCH
GROUP 1 INDICATION
15
STOP
FUELING LIGHT
LEFT
REFUELING MODE
SELECTOR
(OPTIONAL)
OFF
CENTER
RIGHT
CLOSED
STOP
FUELING
ON
VENT
VALVE TEST
PARTIAL
FUELING
OK
GROUP 3
INDICATION
FULL
OPEN
OFF
VENT VALVE
TEST SOCKETS
DEFUELING
SWITCH
PARTIAL REFUELING
SELECTOR
FUELING
OK LIGHT
REFUELING
AUTOMATIC STOP
TEST PUSHBUTTON
VENT VALVE
TEST SOCKETS
international
LBS X 1000
ON
OFF
TEST
FULL
20
ON
FULL
OFF
FUEL QTY
FULL
FlightSafety
10
GRAVITY FUELING
SWITCH
PRESSURIZATION
INTERCONNECTION
CENTER WING
TANK
G2 END-OF-FUELING THERMISTOR
FRONT
TANK
G2
VENT VALVE
G3 END-OF-REFUELING
THERMISTOR
G1 END-OF-REFUELING
THERMISTOR
G3
REFUELING
VALVES
TO DEFUELING/
REFUELING
VALVE
FULL
ON
ON
OFF
OFF
FULL
OFF
LEFT
FULL
FULL
CENTER
TEST
STOP
FUELING
FUELING
OK
REFUELING
MANIFOLD
RIGHT
CLOSED
OFF
DEFUELING
G2
REAR
TANK
international
LEGEND
PRESSURE REFUELING
SR-43
FlightSafety
OPEN
LEVER
COUPLING
PRESSURE
REFUELING
ON
VENT
VALVE TEST
PARTIAL
RESTRICTOR
G1
ELECTRICAL
SR-44
VENT
VALVE
EL
U
JE
P4
,
FRONT
TANK
P5
: PRESSURIZE
ION
DT
UT
AN
, JET A1, JET B
CA
K
,J
TA
GRAVITY
FUELING
AL
RC
AI
I
AL
EL
TOT
FU
FOR
RA
FT
US
45
U
US
28
ABL
AN
IN
E QUANTITY
ST
GM
RUC
TIONS SEE OPER
AL
NG
G2 END-OF-REFUELING THERMISTOR
QUANTITY GAGE
G2
REFUELING
VALVES
DEFUELING/
REFUELING
VALVE
XTK
BOOSTER
CROSSFEED
MANIFOLD
CROSSFEED
VALVE
MAINTENANCE PANEL
STABILIZER
RELAY TEST
BAG 1 COMP 1
BLEED AIR
ANTI-SKID
COOLING
FAN
DRAIN
VALVE
BOOSTER
BOOSTER
LEVEL
REFUELING
MANIFOLD
XBP
LEVEL
C
XTK 2
ISOL
BOOSTER
NORM
ST-BY
OFF
HEAT
*
AUTO
OPEN
CLOSED
G3
G1
ON
G2
OFF
FUEL FLOW
TEST
GRAVITY
FUELING
ENG INDIC
TEST
REAR
TANK
RESET
ENG 1
ENG 2
FUEL SYSTEM
FULL
TEST
RIGHT
CLOSED
STOP
FUELING
ON
VENT
VALVE TEST
OFF
CENTER
FUELING
OK
OPEN
OFF
DEFUELING
X.BP
ENG 3
international
OFF
LEFT
FULL
FULL
OFF
GROUP 3 BOOST
ON
ON
ON
GROUP 1 BOOST
LEVEL
FlightSafety
LEGEND
ELECTRICAL
X.BP
AIR INTAKE
ANTI-ICING
NO. 3
ENGINE
MAIN HP
BLEED PORT
AUXILIARY HP
BLEED PORT
MAIN LP
BLEED PORT
MAIN LP
BLEED
PORT
FULL-OPENING
SOLENOID VALVE
OVERHEAT
TEMPERATURE PROBE
PRV3
AUXILIARY HP
BLEED PORT
MAIN HP
BLEED
PORT
AIR
INTAKE
ANTIICING
NO. 2
ENGINE
APU
BLEED
VALVE
NO. 1
ENGINE
HP1
BLEED VALVE
NO. 2 ENGINE
S-DUCT ANTI-ICE
SYSTEM
PRV2
LEGEND
HP BLEED AIR
FULL-OPENING
SOLENOID VALVE
LP BLEED AIR
SR-45
AUXILIARY LP
BLEED PORT
AUXILIARY HP PRESSURE
AMBIENT AIR
international
FlightSafety
AIR INTAKE
ANTI-ICING
ISOLATION VALVE
LP2
BLEED-AIR
TEMPERATURE
PROBE
OVERHEAT
TEMPERATURE
PROBE
AUXILIARY LP
BLEED PORT
LP3
BLEED-AIR
TEMPERATURE PROBE
SR-46
WARNING PANEL
OVERHEAD PANEL
HP1
MAIN HP
BLEED PORT
BLEED
OVHT
PRV2
PRV3
BLEED
APU
APU
ISOL
LP
NO. 3
ENGINE
AIR INTAKE
ANTI-ICING
LP
ISOLATION
AUTO
ON
OFF
PASSENGER
MAIN LP
BLEED PORT
NORM
CREW
HEAT
ISOL
BAG
MAIN LP
BLEED
PORT
BLEED AIR
OVERHEAT
TEMPERATURE PROBE
PRV3
LP3
BLEED-AIR
TEMPERATURE PROBE
FULL-OPENING
AUXILIARY HP SOLENOID VALVE
BLEED PORT
AUXILIARY HP
BLEED PORT
AUXILIARY LP
BLEED PORT
MAIN HP
BLEED
PORT
CREW AIR-CONDITIONING
SYSTEM
FUEL TANK PRESSURIZATION SYSTEM
PASSENGER
AIR-CONDITIONING SYSTEM
LP1 BLEED-AIR
TEMPERATURE
PROBE
MAIN HP
BLEED PORT
NO. 1
ENGINE
AUXILIARY HP
BLEED PORT
HP1
BLEED VALVE
LP2
BLEED-AIR
TEMPERATURE
PROBE
LEGEND
PRV2
FULL-OPENING
SOLENOID VALVE
NO. 2 ENGINE
S-DUCT ANTI-ICE
SYSTEM
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
AUXILIARY HP PRESSURE
AMBIENT AIR
international
AUXILIARY LP
BLEED PORT
ISOLATION
VALVE
OVERHEAT
TEMPERATURE
PROBE
OVERHEAT
TEMPERATURE
PROBE
FlightSafety
MAIN LP
BLEED
PORT
NO. 2
ENGINE
APU
BLEED
VALVE
AIR INTAKE
ANTI-ICING
AIR
INTAKE
ANTIICING
COPILOT
GASPER
NOSE CONE
ISOLATION
VALVE
(PRIOR TO SNs 69)
CABIN
FLOOR
HEAT
TWO-WAY
MANIFOLDS
PILOT
FOOTWARMERS
PASSENGER
FLAPPER DOOR
HEATING
VALVE
PASSENGER TEMPERATURE
SENSOR/AMPLIFIER
CREW
CONDITIONED
AIR DUCT
CREW
THERMAL
SWITCH
INTERCONNECT
FLAP
(SNs PRIOR TO 163)
PASSENGER
GASPERS
CREW
DUCT
SENSOR
ENGINE
AND FLIGHT
CONTROL
HEATING
CREW
VENTURI
F
25
1
2
3
GASPER PICK-OFF
THIRD CREW MEMBER
NOSE
CONE
BLOWER
DEFOG
OUTLETS
EFIS VENTILATION
AIR OUTLETS
PASSENGER
VENTURI
MANUAL
DISTRIBUTOR
CONTROL
PILOT
GASPER
FLAPPER
VALVE
CREW
TEMPERATURE
SENSOR
TWO-WAY
DUCT
FRONT GROUND
CONDITIONING
FLAP
PASSENGER
CONDITIONED
AIR DUCT
LEGEND
HOT AIR
COOLED AIR
AIR SOURCES:
1. COOLED AIR FROM TURBOCOOLER
2. BLEED AIR TO CREW JET PUMP
CABIN
FLOOR
HEATING
DUCTS
LAVATORY
HEATING
PASSENGER
THERMAL
SWITCH
PASSENGER
DUCT
SENSOR
REAR GROUND
CONDITIONING
FLAP
3. RECIRCULATED AIR IN TWO-WAY DUCTS
4. BLEED AIR TO PASSENGER JET PUMP
FLIGHT CONTROL
AND ENGINE POWER
CONTROL HEATING
(AFTER SB 900-115)
international
SR-47
FlightSafety
EFIS
COLD AIR
AFT WINDOW
VENTILATION DUCT
(PRIOR TO SN 116)
EFIS
BLOWERS
SR-48
PILOT
FOOTWARMERS
CREW
CONDITIONED
AIR DUCT
TWO-WAY
MANIFOLDS
COPILOT
GASPER
PASSENGER
DOOR
FLAPPER
HEATING
VALVE
PASSENGER
GASPERS
ENGINE
AND FLIGHT
CONTROL
HEATING
CREW
THERMAL
SWITCH
CABIN
FLOOR
HEAT
CREW
VENTURI
F
25
EFIS
BLOWERS
1
2
NOSE
CONE
BLOWER
GASPER PICK-OFF
THIRD CREW MEMBER
3
4
DEFOG
OUTLETS
PASSENGER
VENTURI
EFIS VENTILATION
AIR OUTLETS
EFIS
COLD AIR
CREW
TEMPERATURE
SENSOR
AFT WINDOW
VENTILATION DUCT
(PRIOR TO SN 116)
FLAPPER
VALVE
LEGEND
CONDITIONED AIR (COOLED)
FRONT GROUND
CONDITIONING
FLAP
PASSENGER
CONDITIONED
AIR DUCT
AIR SOURCES:
1. COOLED AIR FROM TURBOCOOLER
2. BLEED AIR TO CREW JET PUMP
CABIN
FLOOR
HEATING
DUCTS
LAVATORY
HEATING
PASSENGER
THERMAL
SWITCH
REAR GROUND
CONDITIONING
FLAP
PASSENGER
DUCT
SENSOR
FLIGHT CONTROL
AND ENGINE POWER
CONTROL HEATING
(AFTER SB 900-115)
international
HOT AIR
COLD AIR
TWO-WAY
DUCT
FlightSafety
MANUAL
DISTRIBUTOR
CONTROL
PILOT
GASPER
NOSE CONE
ISOLATION
VALVE
(PRIOR TO SN 69)
INTERCONNECT
FLAP
(SNs PRIOR TO 163)
CREW
DUCT
SENSOR
PASSENGER TEMPERATURE
SENSOR/AMPLIFIER
MAIN HP
BLEED PORT
OVERHEAD PANEL
HP1
PRV2
AIR
INTAKE
ANTIICING
PRV3
APU
LP
MAIN LP
BLEED PORT
PRESSUREREGULATING
VALVE 3
AIR
INTAKE
ANTIICING
635F (335C)
AUXILIARY LP
BLEED PORT
MAIN HP
BLEED PORT
LP
ISOLATION
APU
NORM
CREW
HEAT
ISOL
BAG
BLEED AIR
MAIN HP
BLEED PORT
MAIN HP
BLEED PORT
MAIN LP
BLEED PORT
BLEED
APU
ON IF:
APU BLEED VALVE OPEN IN FLIGHT
APU BLEED VALVE OPEN ON THE
GROUND AND POWER LEVER AT
A POSITION ABOVE 54 FCU
AIR
INTAKE
ANTIICING
635F
(335C)
MAIN LP
BLEED PORT
HP1
BLEED
VALVE
NO. 1
ENGINE
NO. 2
ENGINE
S-DUCT
ANTI-ICE
SYSTEM
PRESSUREREGULATING
VALVE 2
LEGEND
HP BLEED AIR
LP BLEED AIR
SR-49
international
AUXILIARY HP PRESSURE
FlightSafety
FLASHING IF
CORRESPONDING
SWITCH
OFF
635F
(335C)
PASSENGER
AIR-CONDITIONING SYSTEM
WARNING PANEL
BLEED
OVHT
NO. 2
ENGINE
ON IF
ISOLATION
VALVE
CLOSED
ISOL
NO. 3
ENGINE
NOTE:
CONDITIONS:
CREW AND PASSENGER AIR ALL BLEED SWITCHES ON
CONDITIONING VALVES CLOSE WHEN ONE APU OFF
OR MORE POWER LEVERS ARE ADVANCED POWER LEVER TO TAKEOFF
THROUGH 54 PLA AND AIRCRAFT IS ON
ANTI-ICE OFF
THE GROUND.
SR-50
Table SR-4. NO. 1 AND NO. 3 ENGINE NACELLE ANTI-ICING LOGIC SYSTEM
PT2TT2
SENSOR
AIR INTAKE
ANTI-ICING
PRV
Off
Not energized
Closed
On
On
Energized
Energized
Opening
Regulating
On
On
Energized
Energized
Off
Off
Not energized
Not energized
LOW
PRESSURE
HIGH
PRESSURE
ENG1/ENG 3
LIGHT
None
None
Out
Amber Steady
Green
Amber steady
Amber Flashing
Initial Status
Activation
Abnormal Conditions
Regulating
Lower than 4 psi
Fully open (no regulation)
Higher than 4 psi
Switch to Off
Closing
Closed
Amber
(single flash)
Out
ENG1/ENG 3
SWITCH
Abnormal Conditions
Not closed
Amber flashing
international
FlightSafety
Off
FlightSafety
international
ENG 1
ENG 2
WING
ENG 3
ANTI-ICE
PRINTED CIRCUIT
BOARD
PYLON
PT2 TT2
PROBE
NO. 3 ENGINE
FLOW
LIMITER
LP PRESSURE
SWITCH
HP PRESSURE
SWITCH
PRESSURE-REGULATING
VALVE
LEGEND
AUXILIARY HP BLEED AIR
ELECTRICAL POWER
SR-51
FlightSafety
international
ENG 1
ENG 2
ENG 3
WING
ANTI-ICE
PRINTED CIRCUIT
BOARD
ECU HEAT
EXCHANGER
RAM-AIR INLET
ANTI-ICING
PRESSURE-REGULATING
VALVE
PYLON
PT2 TT2
PROBE
NO. 1 ENGINE
FLOW
LIMITER
LP PRESSURE
SWITCH
HP PRESSURE
SWITCH
HP
BLEED
PORT
LEGEND
AUXILIARY HP BLEED AIR
ELECTRICAL POWER
SR-52
HP
HP11 PRV 2
LEGEND
HP BLEED AIR
LP BLEED AIR
INTAKE LIP
APU
HP/LP MIX
NO. 2
ENGINE
PRV 3
ENG 2
ISOL
ELECTRIC POWER
S-DUCT
AMBIENT
LP
LP
ENGINE
NACELLE
PRV
PRINTED
CIRCUIT
BOARD
ISOLATION
AUTO
ON
OFF
PASSENGER
CENTER
PEDESTAL
BLEED AIR
HP
PRESSURE
SWITCH
FLOW
LIMITER
S-DUCT
ANTI-ICE
VALVE
APU
NO. 2
ENGINE
PT2 TT2
PROBE
NO. 3 ENGINE
MANIFOLD
PICCOLO TUBE
LP PRESSURE
TO
SWITCHES
WING
NO. 1 ENGINE
CHECK
VALVE
LP 2
SENSOR
PRV
2
FULL OPENING
SOLENOID
international
SR-53
FlightSafety
TO PASSENGER
AIR CONDITIONING SYSTEM
ISOLATION
VALVE
NORM
HEAT
ISOL
CREW BAG
SR-54
LEGEND
WING
ANTI-ICE
PANEL
HP 1 PRV 2
PRV 3
HP BLEED AIR
MAIN
HP
BLEED
AIR
LP BLEED AIR
APU
HP/LP MIX
ISOL
ELECTRIC POWER
MANIFOLD
PRV3
FULL-OPENING
SOLENOID
VALVE
PRV3
MAIN LP
BLEED AIR
(LP3)
LP
ISOLATION
AUTO
ON
OFF
PASSENGER
CREW
BLEED AIR
WING
ANTI-ICING
VALVE
192.5C
POWER LEVER SWITCHES
FIXED
WING ROOT
LEADING EDGE
PEDESTAL
PRINTED
CIRCUIT
BOARD
ISOLATION
VALVE
CREW AIR
192.5C CONDITIONING
NORM
HEAT
ISOL
BAG
RIGHT WING
PRESSURE
SWITCH
LP
AMBIENT
NO. 3 ENGINE
APU AND
NO. 2 ENGINE
HP1 VALVE
MAIN HP
BLEED AIR
OUTBOARD SLAT
MANIFOLD
MAIN LP BLEED
AIR (LP1)
NO. 1 ENGINE
SKIN AND
SHROUD
GLASS WOOL
SLAT INNER CASING
WING
STRUCTURE
international
TELESCOPIC
TUBES
FlightSafety
LP WATER
SEPARATOR
HP WATER
SEPARATOR
ANTI-ICING
SENSOR
COMPRESSOR
TURBOCOOLER
TURBINE
CREW AIRCONDITIONING
DUCT
ECU
SNs PRIOR TO 96
OVERHEAT
SENSOR BATTERY
COMPARTMENT
COLD AIR SUPPLY
ELECTRICAL
VALVE
(SB F900-125)
BAGGAGE
BAGGAGE
COMPARTMENT COMPARTMENT
VENTURI
HEAT VALVE
NO. 3 ENGINE
HP/LP
BLEED AIR
CREW
COLD AIR
CABIN
COLD AIR
OR
SUCTION
COLD AIR
PRESSUREREGULATING
VALVE
CREW AIRCONDITIONING
VALVE
FLOW
LIMITER
COLD AIR
OR
SUCTION
LOWPRESSURE
AIR INLET
WATER
INJECTOR
CABIN
NO. 1 ENGINE
HP/LP
BLEED AIR
ANTI-ICING
TURBINE
BYPASS
VALVE
EMERGENCY
VALVE
ANTI-ICING
TURBOFAN
ELECTRIC VALVE
(SB F900-131)
COOLING UNIT
AIR OUTLET
SR-55
BLEED AIR
TURBOCOOLER
COMPRESSED AIR
CONDITIONED AIR
TEMPERED AIR
TURBOCOOLER
TURBINE AIR
RAM AIR
WATER
PASSENGER TEMPERATURE
REGULATING DUAL
CONTROL VALVE
international
LEGEND
MAIN HEAT
EXCHANGER
PRIMARY HEAT
EXCHANGER
FlightSafety
PASSENGER AIRCONDITIONING
DUCT
ISOLATION VALVE
NO. 2
ENGINE
HP/LP BLEED AIR
APU BLEED AIR
WING ANTI-ICING
VALVE
CREW TEMPERATUREREGULATING DUAL
CONTROL VALVE
OZONE
CATALYSER
SR-56
LP WATER
SEPARATOR
ANTI-ICING
DUCT SENSOR
HP WATER
SEPARATION
ECU OVERHEATING
TEMPERATURE
SENSOR
COMPRESSOR
TURBO-COOLER
TURBINE
CREW AIRCONDITIONING
CIRCUIT
SNs PRIOR TO 96
BATTERY
COMPARTMENT
COLD AIR SUPPLY
ELECTRICAL
VALVE
(SB F900-125)
BAGGAGE
COMPARTMENT
VENTURI
BAGGAGE COMPARTMENT
HEATING ELECTRIC VALVE
NO. 3 ENGINE
HP/LP
BLEED AIR
COLD AIR
OR
SUCTION
OZONE
CATALYSER
COLD AIR
PRESSUREREGULATING
VALVE
CREW AIRCONDITIONING
VALVE
FLOW
LIMITER
PASSENGER AIRCONDITIONING
VALVE
COLD AIR
OR
SUCTION
WATER
INJECTOR
LOW-PRESSURE
AIR INLET
MAIN HEAT
EXCHANGER
CABIN
ISOLATION VALVE
ANTI-ICING
VALVE
BLEED AIR
TEMPERED AIR
TURBOCOOLER
COMPRESSED AIR
TURBOCOOLER
TURBINE AIR
TURBINE
EMERGENCY
ANTI-ICING
ELECTRIC VALVE
(SB F900-131)
NO. 1 ENGINE
HP/LP
BLEED AIR
BYPASS
ELECTRIC VALVE
COOLING UNIT
AIR OUTLET
RECIRCULATED AIR
RAM AIR
WATER
PASSENGER TEMPERATURE
REGULATING DUAL
ELECTRIC VALVE
international
LEGEND
PRIMARY HEAT
EXCHANGER
TURBOFAN
FlightSafety
PASSENGER AIRCONDITIONING
CIRCUIT
NO. 2
ENGINE
HP/LP BLEED AIR
APU BLEED AIR
CREW
COLD AIR
CABIN
FlightSafety
international
PC BOARD
55%
FULLY HOT
LIMITATION
INTERCONNECT
FLAP
MANUAL
THERMAL SWITCH
AUTO
SNs PRIOR TO 96
COCKPIT
CREW
SENSOR
AMPLIFIER
CABIN
CONTROLS
(OPTIONAL)
DUCT
SENSOR
RECYCLED
AIR
CREW AIR-CONDITIONING
NO. 3
VALVE
ENGINE
(HP/LP)
BAGGAGE
COMPARTMENT
HEAT
VALVE
COLD
AIR
GENERATION
OZONE
CATALYSER
CREW TEMPERATURE
REGULATING DUAL
ELECTRIC VALVE
PASSENGER
SENSOR
THERMAL DUCT
SWITCH SENSOR
NO. 1
ENGINE
(HP/LP)
OZONE
CATALYSER
NO. 2
ENGINE
(HP/LP)
OR APU
PC BOARD
REMOTE
55%
OR AUTO
FULLY HOT
LIMITATION MANUAL
PASSENGER
AIR-CONDITIONING
VALVE
PASSENGER
TEMPERATURE
REGULATING DUAL
ELECTRIC VALVE
LEGEND
BLEED AIR
CONDITIONED AIR
AUTO
REMOTE
COLD AIR
SR-57
SR-58
LP WATER
SEPARATOR
ANTI-ICING
DUCT SENSOR
TURBOCOOLER
HP WATER
SEPARATION
BAGGAGE
BAGGAGE
COMPARTMENT COMPARTMENT
HEATING
VENTURI
ELECTRIC VALVE
COLD AIR SUPPLY
CREW TEMPERATURE
ELECTRICAL VALVE
REGULATING DUAL
(SB F-900-125)
ELECTRIC VALVE
SNs
PRIOR
TO 96
ANTI-ICING
NO. 3 ENGINE
VALVE
HP/LP BLEED AIR
ECU OVERHEATING
TEMPERATURE
BATTERY
SENSOR
COMPARTMENT
COMPRESSOR
TURBINE
CREW-AIR
CONDITIONING
CIRCUIT
OZONE
CATALYSER
CABIN
COLD AIR
COLD AIR
OR SUCTION
COLD AIR
PRESSUREREGULATING
VALVE
FLOW
LIMITER
CABIN
PRESSURIZED
COLD AIR
OR SUCTION
ISOLATION VALVE
PASSENGER
COLD AIR
PASSENGER
AIR-CONDITIONING
CIRCUIT
LEGEND
BLEED AIR
RAM AIR
LOW-PRESSURE
AIR INLET
NO. 1 ENGINE
PYLON RAMAIR INLET
RECIRCULATED AIR
NO. 1 ENGINE
HP/LP BLEED AIR
COOLING UNIT
AIR OUTLET
TURBOFAN
PASSENGER TEMPERATURE
REGULATING DUAL ELECTRIC
VALVE
MAIN HEAT
EXCHANGER
international
PRIMARY HEAT
EXCHANGER
WATER
INJECTOR
BYPASS
ELECTRIC
VALVE
FlightSafety
TURBINE
EMERGENCY
ANTI-ICING
ELECTRIC
VALVE
NO. 2 ENGINE
HP/LP BLEED AIR
APU BLEED AIR
CREW COLD
AIR
STANDBY STATIC
STANDBY STATIC
RAM AIR
TEMPERATURE SENSOR
STANDBY PITOT
TRIPLE INDICATOR
(CABIN ALT, P, AND
RATE-OF-CLIMB)
PILOT PITOT
AILERON
ARTHUR Q UNIT
COPILOT PITOT
PILOT STATIC
COPILOT STATIC
ELEVATOR
ARTHUR
STANDBY
ALTIMETER
ELEVATOR
ARTHUR
UNIT
ADC 1
MACH SPEED
INDICATOR 1
(OPTION)
HOR STAB
CRUISE STOP
ID 802 ANNUNCIATOR 1
(TAT, SAT, TAS)
AILERON ARTHUR Q
MONITORING A/C SNs UP TO 178
AILERON ARTHUR CONTROL
A/C SNs 179 AND HIGHER
SLAT
MONITORING
COPILOT STATIC
ADC 2
MACH SPEED
INDICATOR 2
(OPTION)
CABIN
PRESSURIZATION
CONTROL
ID 802 ANNUNCIATOR 2
(TAT, SAT, TAS)
(OPTION)
ELECTRIC
ALTIMETER
1
EFIS 1
ELECTRIC
ALTIMETER
2
VERTICAL SPEED
INDICATOR 1
FMS 1
VERTICAL SPEED
INDICATOR 2
LEGEND
PILOT PITOT
COPILOT PITOT
PILOT STATIC
COPILOT STATIC
STANDBY PITOT
STANDBY STATIC
ELECTRICAL
LANDING GEAR
CONTACTS
IRS 1
VMO/MMO
WARNING
VMO/MMO
WARNING
EFIS 2
SLAT
CONTACTS
LANDING GEAR
CONTACT
FMS 2
IRS 2
ATC 1
CONTROL PANEL
TURBOFAN
CONTROL
SR-59
ATC 2
CONTROL PANEL
international
ALTITUDE
WARNING
SLAT
MONITORING
AILERON ARTHUR Q MONITORING
A/C SNs BELOW 165,
AND 179 AND HIGHER
AILERON ARTHUR CONTROL
A/C SNs 165 TO 178
FlightSafety
SLAT
CONTACTS
STANDBY MACH
SPEED INDICATOR
PILOT STATIC
SR-60
RESET
L AFCS
R AFCS
XXX
2.5
XXX
2.5
ADC
1
ADC
2
NAVIGATION
RESET
L AFCS
COPILOT EADI
ASEL
3000
20
VASL
180
160
120
ASEL
180
180
G
S
10
80
20
00
X
I
R
S
60
400
350
66
IAS
230
COPILOT
ALTIMETER
0
ALT
3
4
180
BARO
1 2
VERTICAL SPEED
UP
DOWN
ALT
1000 FT PER
MIN
3
4
PILOT VERTICAL
SPEED INDICATOR
5
1 2
STANDBY
MACH SPEED
INDICATOR
5
3
4
80
ADC 2
100
400
350
120
300
250 200
ADC 1
60
1 00
00 0
VMO/MMO
TEST
PUSHBUTTONS
140
160
180
-1 0 1 2
1
0
1
CABIN
40
COPILOT MACH
SPEED INDICATOR*
60
5
6
7
8
9
10
20
400
350
66
ADC 1
80
100
120
300
140
250
230
IAS
160
KT
200
180
* PILOT AND COPILOT ELECTRIC MACH SPEED INDICATORS ARE OPTION NO. 34.10.01.
STANDBY
PITOT
PRESSURE
PROBE
international
DOWN
VERTICAL SPEED
UP
1000 FT PER
MIN
STANDBY
ALTIMETER
TRIPLE
INDICATOR
(ALT, P, AND
CABIN RATE-OF-CLIMB)
RAM-AIR
TEMPERATURE
SENSOR
LEFT
STANDBY
STATIC
PRESSURE
PORTS
FlightSafety
BARO
PILOT
PITOT
PRESSURE
PROBE
COPILOT VERTICAL
SPEED INDICATOR
PILOT
ALTIMETER
28 7 20
LEFT
STATIC
PRESSURE
PORTS
28 7 20
8
7
160
KT
200
FORWARD
PRESSURE
BULKHEAD
140
250
LEFT ANGLEOF-ATTACK
SENSOR
20
00
80
100
120
300
10
80
PILOT MACH
SPEED INDICATOR*
G
S
100
100
3000
20
10
10
LNAV HDG
VASL
180
160
120
R AFCS
SPERRY
LNAV HDG
BRT
NAVIGATION
PILOT EADI
SPERRY
ADC 2
BUS A1
FlightSafety
international
Title
Page
Annunciator Illumination Causes ............................ MWS-1
Fire Panel Illumination Causes ................................ MWS-6
Hydraulic Control and Indicator Panel
Illumination Causes .................................................. MWS-7
Battery Temperature Indication
Illumination Causes .................................................. MWS-7
ENG 2 FAIL Illumination Causes ............................ MWS-8
ITT Light Illumination Causes ................................ MWS-8
Audio Warning Causes ............................................ MWS-9
Audio Warning Testing .......................................... MWS-13
Configuration Panel and Landing Gear
Control Handle Illumination Causes ...................... MWS-14
Thrust Reverser Indicator Lights
Illumination Causes................................................ MWS-15
Overhead Panel Light Illumination Causes............ MWS-16
MWS-i
FlightSafety
international
CMPTR 1
CMPTR 2
CMPTR 3
FWD
DOORS
L. AOA
R. AOA
OIL 1
OIL 2
OIL 3
L. PITOT
R. PITOT
ST BY
PITOT
GEN 1
GEN 2
Red light with M880A
GEN 3
MWS-1
FlightSafety
international
R. WHL
OVHT
BAT 1
BAT 2
BUS TIED
HOT
BAT
The main left and right buses are tied or the battery 2 paralleling
contactor remains closed.
The temperature of one of the batteries exceeds 150F
(65.5C) for aircraft prior to SN 172 with SB-94 not applied.
The temperature of one of the batteries exceeds 160F
(71.1C) for aircraft SN 172 and subsequent, and aircraft prior
to SN 172 with SB-94 applied.
The HOT light located on the battery temperature indicator is
illuminated.
AUTO
SLATS
FLAP
ASYM
MWS-2
FlightSafety
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FUEL 1
FUEL 2
FUEL 3
XTK 2
OPEN
XTK 2
CLOSED
BAG
ACCESS
LO
FUEL 1
LO
FUEL 3
LO
FUEL 2
AIL
ZERO
AIL
FEEL
PITCH
FEEL
MWS-3
FlightSafety
international
AFT CABIN
ISOL
(option 25-21-01)
REV
UNLOCK
The thrust reverser clamshell doors are not locked in the stowed
position.
NOTE
The light normally illuminates during the thrust reverser retraction
phase.
FUELING
AP
MISTRIM
MWS-4
MACH
TRIM
BLEED
OVHT
FlightSafety
international
CONDG
OVHT
NOSE
CONE OVHT
BLEED
APU
The APU bleed-air valve is not completely closed with the bleed
switch off or one of the power levers positioned to 54 or greater.
BAG ISOL
#2 P BK
CABIN
REAR
DOORS
MWS-5
FlightSafety
international
T/O
CONFIG
The light illuminates and the audio warning sounds if the aircraft
is on the ground, with at least one of the power levers advanced
beyond 82 and one of the following modes present:
FIRE 2
FIRE 3
FIRE
BAG COMP
FIRE APU
FAULT
FUEL
SHUT
OFF
TRANS
MWS-6
FlightSafety
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PUMP 2
PUMP 3
ST BY
PUMP
L R
WARM
HOT
NOTE
This light is connected in parallel with the red HOT BAT light on
the warning panel.
On aircraft with SB-125, the aircraft on the ground, the MASTER
APU switch set to ON, and the COND BATT switch on, this light
illuminates when the battery cooling electric valve is fully open.
MWS-7
FlightSafety
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ECU
A/I
PWR
INC
MWS-8
WARNING
TYPE OF
SOUND
SIMULTANEOUS
WARNING OR
INDICATION
CAUSE
HORN
SIL
VMO/MMO exceeded
No
Cabin pressure
Yes
Fire
Yes
Stall
No
international
MWS-9
FlightSafety
VMO/MMO
MWS-10
WARNING
TYPE OF
SOUND
SIMULTANEOUS
WARNING OR
INDICATION
CAUSE
HORN
SIL
Stall
Altitude deviation
No
No
No
international
Horizontal
Stabilizer
in movement
FlightSafety
SLATS EXTENDED
WARNING
TYPE OF
SOUND
CAUSE
HORN
SIL
SLATS EXTENDED
Landing gear
Yes
No
Yes
Autopilot (Aircraft
with M880C)
No
MWS-11
international
FlightSafety
Decision height
SIMULTANEOUS
WARNING OR
INDICATION
MWS-12
WARNING
TYPE OF
SOUND
CAUSE
HORN
SIL
SLATS EXTENDED
Illumination of the T/O CONFIG
light on the fire panel
Yes
Illumination of one of
the red lights.
No
international
Warning voice
NO TAKE-OFF
FlightSafety
Takeoff Configuration
SIMULTANEOUS
WARNING OR
INDICATION
FlightSafety
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VMO/MMO
Cabin altitude
Fire
Stall
Horizontal
stabilizer in
movement
Landing gear
Takeoff
MWS-13
FlightSafety
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AIR
BRAKE
Steady illumination
At least one of the six airbrakes is not in the retracted
position.
Flashing
After automatic retraction of the airbrakes, as long as the
handle is in the extended position while the airbrakes are
retracted.
SLATS
Steady illumination
All the slats are extended.
Flashing
Only the outboard slats are extended.
During any movement of the slats or if any one of the slats has
failed to either extend or retract.
Main gear:
The corresponding door is not closed and locked.
Nose gear:
The gear is not uplocked.
The gear is not downlocked while the doors are open.
The landing gear is downlocked, and one of the doors is
not fully open.
MWS-14
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DEPLOYED
MWS-15
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MASTER
APU
OIL
GEN
DC SYSTEM PANEL
APU
ENGINES PANEL
IGN 1
IGN 2
IGN 3
XTK
X.BP
(CENTER AMBER
LIGHT)
LEVEL
(3 AMBER LIGHTS)
X.BP
The fuel level in the associated tank (left or right centerwing tank)
is lower than 1,000 pounds or the fuel level in the rear tank is
lower than 1,100 pounds.
One of the associated crossfeed valves (12 or 32) is not
closed.
(2 LH AND RH
AMBER LIGHTS)
BLEED-AIR PANEL
ISOL
MWS-16
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ENG 1
ENG 2
ENG 3
WING
Green light: The WING switch is set to on and all the required
conditions for proper operation are satisfied.
Amber light (steady): The WING switch is set to on and a
pressure drop is detected in the system.
Amber light (flashes):
Overtemperature is detected in the system.
NOTE
On aircraft with wing-brake heating, the illumination conditions of
the green and amber lights are the same, whether the switch is
set to WING or WING-BRK.
WINDSHIELD PANEL
XFR
LDG
MWS-17
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FASTEN
BELTS
EMERG
LIGHTS
LH
AVIONICS
RH
AVIONICS
OFF
OFF
MASTER
MASTER
MWS-18
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APPENDIX B
Appendix B presents a color representation of all
the annunciator lights in the aircraft.
Please remove page APP-3, align to the right of page
APP-1 and leave it open for ready reference as the
annunciators are cited in the text.
APP-i
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BRIGHT
TEST
LIGHTS
ENG 2 FAIL
FIRE
PWR
INC
DISCH
2
1
DIM
CMPTR 1
CMPTR 2
L AOA
CMPTR 3
OIL 1
OIL 2
OIL 3
L. PITOT
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
FUEL 1
FUEL 2
FUEL 3
LO
FUEL 1
LO
FUEL 2
LO
FUEL 3
AOA
PROBE
HOT
BAT
XTK 2 *
OPEN
AIL
ZERO
ST BY
PITOT
L. WHL
OVHT
AUTO
SLATS
XTK 2 *
CLOSED
AIL
FEEL
REV
UNLOCK
ECU
OVHT
FUELING
AP
MISTRIM
BLEED
OVHT
COND'G
OVHT
#2 P BK
CABIN
NOSE
CONE OVHT
REAR
DOORS
BLEED
APU
T/O
CONFIG
R. AOA
R. PITOT
R. WHL
OVHT
FLAP
ASYM
BAG
ACCESS
PITCH
FEEL
MACH
TRIM
RESET
L AFCS
BRT
R AFCS
400 600
ITT
C
400 600
800
200
ITT
C
FAULT
DISCH
2
1
FUEL
SHUT
OFF
FAULT
FIRE APU
0
TRANS
FAULT
FIRE 1
TRANS
FAULT
FIRE 2
FIRE 3
FIRE
BAG COMP
RH
AVIONICS
OFF
OFF
MASTER
MASTER
RESET
* ON AIRCRAFT WITHOUT ELECTRONIC TRANSFER VALVE XTK2,THESE LIGHTS ARE NOT FEATURED.
200
FUEL
SHUT
OFF
DISCH
2
1
TRANS
LH
AVIONICS
BAG ISOL
FUEL
SHUT
OFF
L AFCS
BRT
R AFCS
400 600
800
200
ITT
C
800
AFT
CAB LAV
SMK SMK
BRT
IRS
IAS
M
SG
OFF
COMPOS
XFR
HSI
ADI
TGT
TGT
GCR
RCT
TEST
WX
50
100
STBY
200
GMAP 25
OFF
10
300
PRESET
GAIN
MODE
RANGE
TEST
L R
1/1
#2
ON
OFF
#1
OFF
1/2
BRAKE
PUMP 3
ST BY
PUMP
HYDR
ASKID
#1
PUMP 2
+15
TILT
_15
PASS ON
0
QTY PSI
4
3
2
1
0
X 1000
1/1
1/2
0
QTY PSI
HORN SIL
X 1000
TILT
_15
IAS
M
SG
OFF
COMPOS
HSI
ATC 1
E BAT 1
E BAT 2
OFF
ON OFF
ON OFF
ST-BY
PUMP
AUTO
AUTO
MAN
MAN
ON
IRS
XFR
E BAT
TONE
RESET
AUTO
4
3
2
1
0
+15
0
BRT
GALLEY
ON OFF
TRANSIT
HYDR
RCT
DEPLOYED
PUMP 1
GCR
TEST
WX
50
100
STBY
200
GMAP 25
OFF
10
300
PRESET
GAIN
MODE
RANGE
ADI
888
ATC 2
BATTERY 1
HOT
WARM
888
BATTERY 2
TEST
A/C 172
APP-1
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AIR
BRAKE
FLIGHT
NORM
FLAPS
UP
SLATS
DN
40
0
120
20
100
20
N
%
800
NOSE
IRS 1
START
+ 100
100
GEN
+ 100
200
300
350
BAT 1
GEN 1
E BAT 2
TEST
XTK
P
U
L
L
CMPTR 2
MAN
LEVEL
APU
CMPTR 3
MAN
OFF
IGN 2
ISOL
IGN 3
AIR START
GRD
XTK 2
START
BOOSTER
NORM
ST-BY
OFF
MOTOR-START STOP
PRESS TO START
CABIN
CALL
SELCAL
FWD
AFT
VHF 1
VHF 2
X.BP
LP
LP
AUTO
OPEN
CLOSED
LEVEL
ISOLATION
X.BP
SPARE
HF 1
HF 2
VHF 3
AUTO
NORM
ON
HEAT
OFF
HOLD TO MOTOR
LAV
ATNDT
300
350
PRV 3
PRV 2
HP 1
X.BP
LEVEL
AUTO
OFF
IGN 1
200
100
BOOSTER
EXT POWER
AUTO
?0
_
GEN 3
BOOSTER
CMPTR 1
GEN 2
DC SYSTEM
NORMAL
P
U
S
H
BAT 2
APU
U
N
L
O
C
K
25
BAT
GEN
V _ 30
?0
_
OIL
APU
RH
G
E
A
R
STOP
APU
TEST
V 30
200
400
600
MASTER
LANDING GEAR
T5
C
1000
40
80 60
20
BAT
GEN
MOVING
LH
25
20
0
7
ENG 1
FUEL SYSTEM
ENGINES
ISOL
PASSENGER
ENG 3
ENG 2
CREW
BAG
BLEED AIR
XFR
SPARE
PILOT
ST-BY
COPILOT
ENG 1
ENG 2
ENG 3
PILOT
WING
COPILOT
SIDE
MAX
NORM
OFF
WARM
OFF
OFF
180
180
160
160
140
140
120
F
120
F
BAT. TEMP.
A/C <172
ANTI-ICE
PITOT
LESS 50 F
HOT
PILOT
NAV
FAST
SLOW
OFF
ANTICOL
NAV
NAV-LOGO
OFF
TEST
WIPER
LDG
LANDING
ALL
RED
OFF
EXTERIOR LIGHTS
TAXI
WINDSHIELD
WING
FASTEN
BELTS
DOME
EMERG
LIGHTS
COPILOT
ARMED
ON
OFF
INTERIOR LIGHTS
FAST
SLOW
OFF
CABIN
ENTRANCE
OFF
WIPER
* *ON AIRCRAFT WITHOUT ELECTONIC TRANSFER VALUE XTK2,THE OVERHEAD PANEL DOES NOT FEATURE THE BLOCK DIAGRAM AND XTK2 SWITCH.
APP-3
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COURSEWARE SUPPORTHURST
(817) 276-7500
FlightSafety
international
FALCON 900
PILOT TRAINING MANUAL
VOLUME 2
AIRCRAFT SYSTEMS
Courses for the Falcon 900 and other Dassault aircraft are taught at the following
FlightSafety learning centers:
FlightSafety International
Teterboro Learning Center
Teterboro Airport
100 Moonachie Avenue
Moonachie, New Jersey 07074
Phone: (201) 528-0100
Toll-Free: (800) 827-8058
Fax: (201) 528-0101
FlightSafety International
Paris Learning Center
BP 25, Zone dAviation dAffaires
Bldg. 404, Aeroport du Bourget
93352 Le Bourget, CEDEX
FRANCE
Phone: +33 (1) 49-92-19-19
Fax: +33 (1) 49-92-18-92
NOTICE
The material contained in this training manual is based on information obtained
from the aircraft manufacturers Airplane Flight Manual, Pilot Manual and Maintenance Manuals. It is to be used for familiarization and training purposes only.
At the time of printing, it contained then-current information. In the event of conflict
between data provided herein and that in publications issued by the manufacture
or the FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our
training program.
CONTENTS
Chapter 1
AIRCRAFT GENERAL
Chapter 2
Chapter 3
LIGHTING
Chapter 4
Chapter 5
FUEL SYSTEM
Chapter 6
Chapter 7
POWERPLANT
Chapter 8
FIRE PROTECTION
Chapter 9
PNEUMATICS
Chapter 10
Chapter 11
AIR CONDITIONING
Chapter 12
PRESSURIZATION
Chapter 13
Chapter 14
Chapter 15
FLIGHT CONTROLS
Chapter 16
AVIONICS
Chapter 17
MISCELLANEOUS SYSTEMS
WALKAROUND
APPENDIX
ANNUNCIATOR
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CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-1
STRUCTURES........................................................................................................................ 1-2
General ............................................................................................................................. 1-2
Fuselage........................................................................................................................... 1-5
Empennage....................................................................................................................... 1-9
Wing............................................................................................................................... 1-10
AIRPLANE SYSTEMS ....................................................................................................... 1-10
General........................................................................................................................... 1-10
Electrical Power Systems .............................................................................................. 1-10
Lighting.......................................................................................................................... 1-11
Master Warning System................................................................................................. 1-11
Fuel System.................................................................................................................... 1-11
Auxiliary Power Unit..................................................................................................... 1-12
Powerplant ..................................................................................................................... 1-12
Fire Protection................................................................................................................ 1-12
Pneumatics ..................................................................................................................... 1-12
Ice and Rain Protection.................................................................................................. 1-13
Air Conditioning ............................................................................................................ 1-13
Pressurization................................................................................................................. 1-13
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ILLUSTRATIONS
Figure
Title
Page
1-1
1-2
1-3
1-4
1-5
1-6
1-7
1-8
1-9
1-10
1-11
1-12
1-13
1-14
1-15
Empennage............................................................................................................. 1-11
1-16
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CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Falcon 900. This information is intended as an instructional aid only; it
does not supersede, nor is it meant to substitute for, any of the manufacturers system
or operating manuals. The material presented has been prepared from the basic design
data. All subsequent changes in airplane appearance or system operation will be covered during academic training and subsequent revisions to this manual.
Chapter 1 covers the structural makeup of the airplane and gives an overview of the systems. It also contains operating limitations and a pictorial walkaround of the airplane.
Appendix B in this manual displays all light indications and should be folded out for
reference while reading this manual.
GENERAL
The Falcon 900 is manufactured by Avions
Marcel Dassault-Breguet Aviation. It is a
metal, low-wing, long-range, trijet monoplane with three Garrett TFE731-5AR or
-5BR turbofan engines. The No. 1 and No. 3
Revision 3
engines are pylon-mounted on the aft fuselage; the No. 2 engine is housed inside the aft
fuselage. The Falcon 900 is designed to accommodate up to 19 passengers. The airplane
features wing leading-edge slats which are
controlled from the cockpit or are controlled
automatically by the angle-of-attack sensors.
1-1
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STRUCTURES
GENERAL
The structural design of the airplane (Figure 11) conforms to the fail-safe structural concept.
The structure meets damage tolerance requirements and, therefore, as a whole, has no
life limit. The airplane is of all-metal semimonocoque construction, using sheet metal,
aluminum alloy, steel, glass fiber, plastics,
Kevlar, fabric, and other materials for secondary structure. The structure consists of
fuselage, wings, and empennage. The discussion on the fuselage includes the doors and
windows. The wings include integral (wet)
fuel tanks; fuselage tanks form a structural
part of the fuselage. General dimensions are
shown in Figure 1-2; Figure 1-3 shows the
areas of the airplane which use lightweight
structural materials.
1-2
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63 FT 5 IN.
(19.33 m)
14 FT 7 IN.
(4.44 m)
24 FT 9 IN.
(7.55 m)
25 FT 2 IN.
(7.67 m)
25 FT 11 IN.
(7.90 m)
66 FT 4 IN.
(20.21 m)
25 FT 11 IN.
(7.90 m)
66 FT 4 IN.
(20.21 m)
TECHNICAL CHARACTERISTICS
OVERALL LENGTH
OVERALL HEIGHT (EMPTY WEIGHT)
BEFORE SB F900-176
AFTER SB F900-176
SPAN
SWEEP AT QUARTERCHORD
GROSS WING AREA
EXTERNAL FUSELAGE DIAMETER
PASSENGER CABIN LENGTH
(WITH BAGGAGE COMPARTMENT)
CABIN WIDTH
CABIN FLOOR WIDTH
CABIN HEADROOM
20,21 m
66 FT 4 IN.
7,55 m
7,67 m
19,33 m
24 FT 9 IN.
25 FT 2 IN.
63 FT 5 IN.
29/2450'
49,00 m
2,50 m
11,90 m
2,34 m
1,86 m
1,87 m
527,44 SQ FT
98,4 IN.
468,0 IN.
92 IN.
73,1 IN.
74 IN.
36 m2
3,75 m2
0,8 M x 1,72 m
1271 CU FT
132,4 CU FT
31,50 IN. x 67,72 IN.
1,64 m
0,53 M x 0,91 m
0,38 M x 0,30 m
0,95 M x 0,75 m
3,6 m2
7,90 m
4,44 m
64.57 IN.
21 IN. x 36 IN.
15,08 IN. x 11,81 IN.
37,40 IN. x 29,53 IN.
127 CU FT
25 FT. 11 IN.
14 FT. 7 IN.
14,55 m
47 FT. 9 IN.
Revision 4
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LEGEND
KEVLAR
CARBON
KEVLAR AND CARBON
METAL ON
AIRCRAFT SN 157>
METAL ON
AIRCRAFT SN 78>
BAGGAGE
COMPARTMENT
DOOR SKIN
(METAL ON
AIRCRAFT SN 80>)
REVERSER
1-4
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FUSELAGE
Nose Cone
General
When unlatched by five latches, the pressurized nose cone can be slid forward and locked;
it can then be swung upwards for increased access and locked open by the action of the compensating rod (Figure 1-5). The nose cone
houses radar, avionics, and other equipment.
Center Section
General
The center section is pressurized and includes
the cockpit, passenger cabin, and lavatory
(See Figure 1-4). The cockpit seats two pilots.
The main entry door is located on the left side
of the airplane immediately aft of the cockpit. The emergency exit is located on the right
side of the passenger cabin over the wing.
The lavatory is normally located aft of the
passenger cabin.
FUSELAGE
NOSE
AFT
FUSELAGE
CENTER
SECTION
CONE
COCK-
PASSENGER
CABIN
PIT
LAV
BAG
EMPENNAGE
COMP
EMERGENCY
EXIT (RIGHT SIDE)
COMPENSATING
ROD
AFT
LEGEND
MAIN
ENTRY
DOOR
FUEL TANKS
BAGGAGE
DOOR
PRESSURIZED AREA
Revision 3
APU
EQUIP
COMP COMPARTMENT/
NO. 2 ENGINE
COMPARTMENT
WITH THRUST
REVERSER
NOSE CONE
IN OPEN
POSITION
SLIDE
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Cockpit
General
The cockpit is separated from the passenger
cabin by a partition and a sliding door. It is
sound-proofed and has thermal insulation.
Included is a coat closet on the left side and
either a second closet or a lavatory on the right
side. A jump seat is provided. The general layout
of the cockpit is shown in Figure 1-6. Some
instruments and equipment shown in the figure
are installed to meet customer requirements and
preferences and may vary from standard
configuration. A small door on the top of the
nose wheel well (Figure 1-7) allows
maintenance access to the instruments behind
the instrument panel.
Cabin
1-6
General
The passenger cabin extends from the cockpit partition to the rear lavatory. It is thermally insulated and is equipped with side and
ceiling panels, consoles, window trim panels,
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Cabin Windows
Twenty-four stretched acrylic windows are
installed in the cabin (Figure 1-12). The eighth
window aft on the right side is installed in the
emergency exit.
Lavatory
The rear lavatory is located immediately aft
of the passenger cabin. It includes a toilet
with outside drain (right side) and a vanity cabinet on the left side equipped with a water
tank. The tank is filled from the outside and
is drained through a heated mast.
1-8
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Aft Fuselage
General
The aft fuselage section (See Figures 1-4 and 113) includes the baggage compartment and the
rear structure which bears the empennage, the aft
equipment compartment, the APU, and the three
engines. The pressurized baggage compartment
is located in the forward part of the aft section
and is accessible in flight. The unpressurized aft
equipment compartment is located immediately
aft of the baggage compartment and houses the
No. 2 engine electronic fuel computer and
hydraulic and air-conditioning components.
Access to the aft equipment compartment is
through a door with an attached step ladder on
the underside of the airplane. The door is
connected to the REAR DOORS (open) warning
light. The auxiliary power unit is located in a
fire-proof compartment under the No. 2 engine
air intake.
Baggage Compartment
Access to the pressurized baggage compartment (Figure 1-14) is through the door located in the aft partition of the lavatory and the
exterior door on the left side of the airplane.
The exterior door closes electrically and has
an integral ladder which, when stowed, contacts a microswitch located under the third
step, allowing the door motor to be powered.
The door has a key lock for security. Door
opening is annunciated in the cockpit by the
REAR DOORS light.
The exterior door is closed using the UP switch
located inside the door control access panel left
of the door. Note the placard on the panel: BEFORE CLOSING DOOR STOW LOWER
STEP. The door handle must be manually rotated to unlock and lock the door.
NOTE
When the UP button is pushed, the
motor runs for 15 seconds. Power to
the motor can be interrupted by positioning the locking handle to
LOCKED or operating the DOWN
button located inside the door access panel. Power for the motor is directly from the battery bus.
EMPENNAGE
The empennage (Figure 1-15) consists of the horizontal and vertical stabilizers. The horizontal
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WING
The Falcon 900 wing (Figure 1-16) has a double-sweep tapered design and is mounted low
on the fuselage. It has machined forward and
aft spars sandwiched between milled upper
and lower load-bearing skin panels. The flight
controls attached to each wing include:
One inboard and one outboard leadingedge slat
Three airbrake panels on the top surface
Two flaps on the trailing edge
One aileron
The wing box structure forms one large integral (wet) fuel tank in each wing. The aft spar
of the box supports the main landing gear; the
forward spar supports the rollers for the leading-edge slats.
AIRPLANE SYSTEMS
GENERAL
The following is a brief introduction to the
major airplane systems on the Falcon 900.
Detailed descriptions and operation of these
systems are contained within the individual
chapters of this training manual.
ELECTRICAL POWER
SYSTEMS
Figure 1-14. Baggage Compartment
1-10
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Two batteries provide normal electrical system backup power and a power source for internal engine starting. A ground receptacle
provides for electrical supply from an external DC ground power unit. Equipment which
requires stabilized 115-VAC, 400-Hz or 26VAC, 400-Hz power is provided by inverters
within each component that require AC power,
or by inverters installed as customer options.
LIGHTING
The Falcon 900 has standard navigation, anticollision, wingtip strobe, landing and taxi
lights. A wing ice inspection light is mounted
on each side of the fuselage. Interior lighting
includes cockpit, cabin, lavatory, baggage
compartment and nose cone lighting. Cockpit
lighting includes general illumination and
specific lighting for instruments and map reading. Cabin lighting provides illumination for
warning signs and specific area illumination
for passenger safety and convenience.
TIP FAIRING
AILERON
OUTBOARD
SLAT
FUEL SYSTEM
Revision 2
LOAD-CARRYING
UPPER PANELS
FLAPS
AIRBRAKES
AFT SPARS
INBOARD
SLAT
FORWARD SPAR
LOAD-CARRYING
LOWER PANELS
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POWERPLANT
Thrust is supplied by two aft-fuselage, pylonmounted engines and one centerline-mounted
engine inside the tail cone. The engines are
manufactured by Garrett Turbine Company at
Phoenix, Arizona, a division of the AlliedSignal Aerospace Company. The engines are
designated TFE731-5AR-1C or TFE731-5BR1C and are forward fan, two spool (low and
high pressure) engines which develop 4,500
pounds of static thrust at sea level at 73.4F
(23C) for the TFE731-5AR-1C and 4,750
pounds of static thrust at sea level at 77F
(25C) for the TFE731-5BR-1C. Each engine
includes a lubrication system, fuel and ignition systems, fire detection and extinguishing
systems, and engine anti-ice systems. Highly
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FIRE PROTECTION
Fire/overheat can be detected in the three engines, auxiliary power unit, and main landing
gear wheel wells. The baggage compartment
has an optical smoke alarm installed. Visual
warning is displayed on the cockpit fire extinguisher panel and master warning panel; an
audible warning is provided by a warning
horn. Wheel well overheat (from retraction
of a hot brake) is indicated by annunciator
lights only. Five fixed Freon (Halon 1301 in
the United States) fire extinguishers are controlled by the extinguisher control switches located on the cockpit fire extinguisher panel.
For the No. 1 and No. 3 engines, a single bottle is fired. For the No. 2 engine, two extinguisher bottles are fired simultaneously
because of the greater nacelle area. The fifth
bottle is for use in either the baggage compartment or APU area. Two portable fire extinguishers are located in the cockpit and
cabin, respectively.
PNEUMATICS
High- and low-pressure engine bleed air is
extracted from each engine compressor and is
used to maintain the desired cabin and cockpit temperature and pressurization. A single
engine is capable of furnishing bleed air to support the total conditioning and pressurization
system. APU bleed air is available when on the
ground. Bleed air is also used for wing leading-edge slat heating, engine air intake antiicing, and No. 2 engine S-duct anti-icing.
Low-pressure bleed air (from main or auxiliary source) is available as soon as an engine
is started. There are no low-pressure bleed-air
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shutoff valves. High-pressure bleed air is controlled by valves activated from the cockpit.
Bleed system operation is monitored
by sensors that cause illumination of lights on
the master warning panel.
AIR CONDITIONING
Air supply for air conditioning is taken from
the low- and high-pressure bleeds of each engine. The air passes through a ram-air heat exchanger and then an environmental control
unit (ECU). Precooling of engine bleed air is
accomplished in the ram-air heat exchanger either by ram air when in flight or by the turbofan
when on the ground or during slow airspeeds.
The bleed air then flows to the turbocooler
where the conditioned air temperature is regulated by the amount of air allowed to pass
through the turbine. The more air that passes
through the turbocooler, the cooler the temperature of the conditioned air. The more air
that is allowed to bypass the turbocooler, the
warmer the temperature. The conditioned air
is then routed through a water separator to reRevision 3
PRESSURIZATION
The cabin is pressurized by engine bleed air
through the air-conditioning system. In automatic mode, the system ensures a maximum
cabin altitude of 8,000 feet at a pressure altitude of 51,000 feet. Zero cabin altitude can be
maintained up to 25,300 feet. Maximum differential pressure is 9.6 psi. Cabin pressure is
automatically controlled by two outflow/safety
valves installed in the rear partition of the lavatory above the baggage compartment door.
Both valves are pneumatically connected and
operate together by the difference between
cabin and ambient pressures. These valves
govern the exhausting of cabin air to the atmosphere. Safety devices completely shut off
the outflow when the cabin altitude reaches a
preset value. The nose cone has its own overpressure safety system. Full-range manual control of pressurization is available in the event
of malfunction of the automatic features.
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FLIGHT CONTROLS
Primary flight controls include ailerons, rudder, and elevators. All are hydraulically
boosted but can be manually actuated in the
event all hydraulic systems fail. Aileron and
rudder trim is hydraulic, initiated by electric
motors. All gust damping is hydraulic, but is
not dependent on hydraulic pressure, and will
operate automatically if a hydraulic system
fails. A hydraulically actuated, autopilot servocontrolled yaw damper dampens yaw oscillations. The movable horizontal stabilizer is
trimmed electrically. The secondary flight
controls consist of trailing-edge flaps, leading-edge slats, and airbrakes. They are electrically controlled and hydraulically actuated.
AVIONICS
The Falcon 900 avionics consists of the pitotstatic and air data systems, the automatic flight
guidance and control system, and other associated avionics and communications systems.
Many optional avionics are available for installation to satisfy special customer requirements and preferences in equipment.
1-14
OXYGEN SYSTEM
The Falcon 900 oxygen system provides oxygen for crew and passenger use from one highpressure steel cylinder located aft of the
entrance door under the left-side floor. In flight,
oxygen is available to each pilot at all times
through a quick-donning mask with a built-in
regulator and microphone. The passengers
oxygen is available automatically at high cabin
altitudes or manually any time at the pilots discretion. Passengers can receive two different
pressures, depending on the controller setting
on the copilots console. Oxygen for therapeutic purposes is available at all times at selected cabin outlets. The pressure gage is
installed on the copilots side panel and reads
cylinder high pressure. The gage is used as a
quantity gage and is scaled from 0 to 2,200 psi.
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LIMITATIONS
Brake energy
GENERAL
Climb gradients
Landing
WEIGHT (STRUCTURAL)
General
Maximum ramp:
5AR .................... 45,700 lb (20,730 kg) or
46,700 lb (21,183 kg)
5BR ........................ 46,700 lb (21,183 kg)
Maximum takeoff:
5AR .................... 45,500 lb (20,639 kg) or
46,500 lb (21,092 kg)
5BR ........................ 46,500 lb (21,092 kg)
Datum
WEIGHT (PERFORMANCE)
General
The approved maximum weights indicated
above may be reduced for compliance with
certification performance requirements, as
follows.
Takeoff
CENTER OF GRAVITY
Datum is 25% of MAC; it is marked on the airplane exterior and coincides with fuselage
station (FS) 420.43 inches (10,679 mm). (FS)
0 is the forward end of the airplane nose cone.
LOADING
The airplane must be loaded in compliance
with the Center-of-Gravity Limits chart in
the Limitations section of the AFM.
Information for control of the airplanes
weight and balance is included in Loading
Manual DTM9821.
The following baggage compartment values
must not be exceeded while loading the airplane: 2,866 lb (1,300 kg), not to exceed 123
lb/sq ft (600 kg/sq m).
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OPERATING
Types of Operation
This airplane is certificated in the transport
category and is eligible for the following
kinds of operation when the appropriate
equipment and instruments required by the
airworthiness and/or operating regulations
are installed and approved and in operable
condition:
Day and night VFR if permitted by the
flight regulations of the country over
which the airplane is flying
IFR and automatic approaches to
Category I and II weather minimums
Extended overwater operation
Flight into icing conditions
Altitude
Maximum operating altitude is 51,000 feet.
Flight Maneuvering
Load Factors
Flaps retracted ..................... +2.53 to 1 g
Flaps extended ......................... +2.0 to 0 g
These load factors limit the permissible
bank angles in turns and the severity of pullup
maneuvers.
Enroute
Ambient temperature ............... Refer to the
Temperature and Altitude
Limitations chart in the
Limitations section of
the AFM.
One or two engines
inoperative ...... Refer to the Performance
section of the AFM.
AIRBRAKES
Airbrakes must not be extended in flight within
300 feet AGL.
1-16
AIRSPEED
General
Unless otherwise specified, airspeed limits
are expressed in terms of indicated values.
Instrument error is assumed to be zero.
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CAUTION
M LE .............................................. 0.75 m
V LE is the maximum speed at which the airplane can be safely flown with the landing
gear extended and locked.
Maximum maneuvering
speed (VA ) ................................ 228 KIAS
CAUTION
Full application of rudder or
aileron controls, as well as maneuvers that involve angles of
attack near the stall, must be
confined to speeds below VA .
VMCA with
TFE731-5AR-1C engines ............ 83 KCAS
VMCA with
TFE731-5BR-1C engines ......... 85.5 KCAS
Stall Speed
CAUTION
CAUTION
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CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL .............................................................................................................................. 2-1
DC POWER SYSTEM ............................................................................................................ 2-2
General............................................................................................................................. 2-2
Distribution Buses............................................................................................................ 2-2
Protection ......................................................................................................................... 2-5
Indication and Warning.................................................................................................... 2-5
Batteries ........................................................................................................................... 2-7
APU Generator .............................................................................................................. 2-12
Generators...................................................................................................................... 2-13
Ground Power Unit........................................................................................................ 2-20
DC POWER DISTRIBUTION.............................................................................................. 2-20
General........................................................................................................................... 2-20
Priority Distribution....................................................................................................... 2-23
Avionic Masters ............................................................................................................. 2-23
ELECTRICAL POWER SOURCES..................................................................................... 2-25
LIMITATIONS ...................................................................................................................... 2-25
General........................................................................................................................... 2-25
Electrical........................................................................................................................ 2-25
Battery Temperature ...................................................................................................... 2-25
QUESTIONS......................................................................................................................... 2-34
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ILLUSTRATIONS
Figure
Title
Page
2-1
2-2
2-3
2-4
2-5
2-6
2-7
2-7A
2-8
2-9
2-10
2-11
2-12
2-13
2-14
2-15
2-16
2-17
2-18
2-19
2-20
2-21
2-22
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TABLE
Table
2-1
2-iv
Title
Page
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CHAPTER 2
ELECTRICAL POWER SYSTEMS
G
EN PL
#1 IL
O
DC
#1 EN
G
FF
O
RV M
T
SE TE
#1 SYS
HO
T
T
BA
BA
ACEN
G
INTRODUCTION
This chapter describes the electrical power systems of the Falcon 900 series airplanes. All values
used for voltage, amperage, and tolerance are for illustrative purposes only. Actual values must
be obtained from the manuals and publications issued by, or on behalf of, the airplane manufacturer, the certification agency of the country of origin, and the Federal Aviation Administration.
GENERAL
The Falcon 900 uses DC power for control,
operation, and indication of the various systems
installed in the airplane.
DC power is provided by conventional nicad or
optional lead-acid batteries and engine-driven
starter-generators. An APU-driven startergenerator and a GPU generator may be used to
power the DC system when the airplane is on the
ground.
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DC POWER SYSTEM
GENERAL
The DC power system of the Falcon 900 is a
conventional 24- to 28.5-volt system, which has
four power sourcesbatteries, engine-driven
starter-generators, and an APU-driven startergenerator for ground operation only. Provisions
are also incorporated to provide DC power from
a ground power unit (GPU).
The batteries provide the basic source of DC
power to the entire distribution system, surge
damping for the generators, as well as power
for starting the engines. The batteries are also
capable of an emergency in-flight source of
power for a limited period if the engine-driven
generators fail.
Any engine-driven generator is capable of powering the entire DC system, providing battery
charging, and, through a logic system, assisting engine starting.
The APU-driven starter-generator is also capable of powering the entire DC system, in addition to charging the batteries and assisting in
engine starting, while the airplane is on the
ground.
An approved GPU may be used for prolonged
periods to power the DC system to facilitate
maintenance and servicing. The GPU may also
be used for engine starting, but it cannot be used
to charge the batteries, unless a GPU aircraft
battery charging system option is installed on the
aircraft.
Figure 2-1 depicts the major electrical components
of the DC power system and their locations.
DISTRIBUTION BUSES
DC power distribution is achieved by a multiplebus system consisting of eight separate buses,
as follows: battery bus, starter bus, left main
bus, right main bus, bus A1, bus A2, bus B1,
and bus B2 (Figure 2-2).
STARTER-GENERATORS
GROUND
RECEPTACLE
CIRCUIT-BREAKER
PANEL
OVERHEAD
PANEL
RIGHT CABINET
ELECTRICAL CONNECTIONS
PRINTED CIRCUIT BOARDS
ELECTRICAL RELAYS
Figure 2-1.
2-2
LEFT CABINET
ELECTRICAL CONNECTIONS
PRINTED CIRCUIT BOARDS
ELECTRICAL RELAYS
Revision 3.01
SLATS
BATTERY BUS
RIGHT MAIN BUS
(SPARE) B4
COPILOT FRONT
WINDSHIELD B3
FIRE EXTINGUISHERS
POWER SUPPLY
71L1 (LIGHTS 1)
FUELING
FR 5 UTILITY LIGHT (BAT)
ENG MONITOR
REAR COMPT LTS
FWD TOILET LIGHT
AFT TOILET LIGHT
AISLE LIGHTS
STEP LIGHTS
FR 5 STAIR LIGHTS
LH (RH) PYLON LT
FR 5 BAG LIGHT
FUEL COUPLING LT
FUEL PANEL CTL LT
71L2 (LIGHTS 2)
BAG COMP DOOR CONT
COCKPIT DOME LIGHTS
NOSE CONE (INSP LIGHT)
MECHANICS PANEL
AISLE LIGHT
BAG COMP DOME LIGHT
23CM
(71L2)
(71L1)
(1W)
130A
80A
80A
PILOT FRONT
WINDSHIELD A3
GALLEY 2 BAR
A6
GALLEY 1 BAR
A4
OFF
R AV
MASTER
L AV
MASTER
international
FlightSafety
AVIONIC
MASTER
AVIONIC
MASTER
DC Distribution Buses
2-3
Figure 2-2.
RIGHT CIRCUITBREAKER
PANEL
CENTER
CIRCUITBREAKER
PANEL
LEFT CIRCUITBREAKER
PANEL
130A
R BUS
TIED
START BUS
STANDBY HYDRAULIC
PUMP A5
OFF
FOR TRAINING PURPOSES ONLY
L BUS
TIED
130A
130A
80A
150A
150A
150A
TO EXT
POWER
CONTACTOR
BUS B2
BUS B1
BUS A2
BUS A1
FLIGHT
NORM
(14P)
25
25
Revision 3
V 30
0
225A
LEFT MAIN BUS
V 30
BAT
GEN
20
MAIN BUS-TIE
ROTARY SELECTOR
BAT
GEN
20
2-4
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FlightSafety
Circuit-Breaker Panels
Figure 2-3.
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PROTECTION
Circuit protection is provided by conventional
trip-free circuit breakers (Figure 2-3) located
above the overhead panel. Feeder cables are protected by current limiters. Special anticrush
NOTE:
ON AIRCRAFT WITHOUT ELECTRONIC TRANSFER VALVE XTK2, THE OVERHEAD PANEL
DOES NOT FEATURE THE BLOCK DIAGRAM AND XTK2 SWITCH.
Figure 2-4.
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NOTE:
ON AIRCRAFT WITHOUT TRANSFER VALVE XTK 2, LIGHTS XTK 2 OPEN AND XTK 2 CLOSED ARE NOT USED.
Figure 2-5.
Warning Panel
BAT 1
BAT 2
BLOWER
VENT LINE
SKIN LINE
Figure 2-6.
2-6
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BATTERIES
General
Two 26-volt, 23-ampere-hour, steel-cased,
nickel-cadmium batteries are mounted near the
main electrical box (Figure 2-6) in the rear compartment. Batteries with a capacity of 36 ampere
hours are also available as an option. Each
battery contains 20 cells. The batteries are
connected by standard quick-disconnect
adapters.
Monitoring
Aircraft <172
Ventilation
The batteries are ventilated on the ground and
in flight. An electrical battery blower (Figure
2-6) provides ventilation on the ground. The
blower forces air through the battery cases,
which exhausts into a Y-shaped duct. The duct
A/C <172
ILLUMINATES
AT 120F
LIGHT
WARM
OFF
180
OFF
180
160
160
140
140
120
120
BAT.
LESS 50F
HOT
LIGHT ILLUMINATES AT
150F (SNs PRIOR TO 172 WITHOUT SB-94)
OR AT 160F (SNs 172 AND SUBSEQUENT)
2
TEMP.
TEST
Figure 2-7.
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Aircraft 172
Temperature level is sensed by a thermistor
installed at a corner of each battery between two
elements. The thermistors are connected to a
battery temperature indicator on the copilot
instrument panel (Figure 2-7A). This thermistor
controls a digital temperature indicator graduated from 32 to 200F.
A HOT light illuminates to indicate that the relevant battery temperature is 160F. This light is
coupled to the HOT BAT light on the warning
panel.
A TEST test button located next to the indicator
allows testing of the battery temperature indicator. If the test is correct, the indicator displays
TEST GOOD otherwise it displays TEST ERR.
In case of thermistor short-circuit or open circuit (thermistor disconnected), the indicator
displays ERR.
Control
The batteries are controlled by individual twoposition magnetic switches labeled BAT 1 and
BAT 2 on the overhead switch panel (Figure
2-4). These switches trip to the off (down)
position when the associated make-and-break
switch opens due to excessive current flow to the
batteries. The switches also act as reset switches
for the make-and-break switches when moved to
the on (up) position, provided that the cause of
the trip has cleared.
When both battery switches are off (down) and
both batteries are installed and connected, their
output is supplied directly and in parallel to the
battery bus through a circuit breaker and diode
for each battery. Battery power is now available
for certain essential services, which will be described later under DC power Distribution.
888
BATTERY 1
HOT
888
BATTERY 2
Figure 2-7A.
2-8
WARM
TEST
Battery Temperature
Indicator (A/C 172)
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international
Revision 4
WINDOWS
B3
B2
REVERSE CURRENT RELAY
MAKE-AND-BREAK SWITCH
REVERSE
CURRENT RELAY
BUS-TIE
ROTARY
SELECTOR
MAKE-AND-BREAK SWITCH
Figure 2-8.
GENERATOR 2
G2
START
CONTACTOR
TO
AMMETER
BATTERY 2
CONTACTOR
BATTERY
BUS
GPU RECEPTACLE
GPU CONTACTOR
TO
AMMETER
APU
BATTERY 1
CONTACTOR
G3
GENERATOR 3
TO AMMETER
START CONTACTOR
START
CONTACTOR
START
CONTACTOR
TO
AMMETER
G1
GENERATOR 1
DC SYSTEM
TO
AMMETER
BATTERY 2
COCKPIT
DOME LIGHT
TO
AMMETER
BATTERY 1
NORM
EXT POWER
GEN
GEN 1
BAT 1
GEN 3
STARTING
BUS
APU
BAT 2
GEN 3
GEN 2
GEN 2
BAT 2
BAT 1
GEN 1
STOP
80A
130A
130A
B1
GROUND
BATTERY POWER
225A
RH
MAIN BUS
BUS-TIE
RELAY
LH MAIN BUS
150A
130A
LEGEND
GALLEY 2 BAR
A6
HYDRAULIC
STANDBY PUMP
A5
GALLEY 1 BAR
A4
WINDOWS
A3
150A
80A
REVERSE
CURRENT RELAY
REVERSE
CURRENT RELAY
GEN 2 BAT 2 APU
WARNING
PANEL
APU
OIL
Battery power is available directly to the singlepoint refueling panel, the fire extinguisher system,
the outboard slats, and the generator excitation circuits regardless of battery or generator switch
position. In addition, both batteries supply
power directly to the main electrical box in the
rear compartment; however, this power is not
APU
START
130A
150A
HOT
BAT
BAT 1
BAT 2
GEN 3
GEN 2
BUS TIED
GEN 1
DIM
NOTE
The battery power distribution as described
in Figures 2-9, 2-10, 2-11, and 2-12 is not
to be construed as procedural. Indiscriminate use of battery power produces
rapid depletion of the batteries. A charging source must be made available for the
batteries as soon as practical.
BUS A2
FIRE
TEST
LIGHTS
FIRE
EXTINGUISHERS
A
IRS 1 HRZN IRS 2 IRS 3
BRIGHT
FLIGHT NORM
OVERHEAD PANEL
Operation
BUS A1
2-9
2-10
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
A
IRS 1 HRZN IRS 2 IRS 3
START
WARNING
PANEL
APU
APU
STOP
GEN 1
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
OIL
BAT 1
GEN 1
BAT 2
GEN 3
DC SYSTEM
GEN 3
GEN 2
APU
NORM
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
CONDITIONS:
BUS TIE OPEN, POWER
SELECTOR SWITCH
IN NORMAL
150A
BUS A1
G1
130A
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
BUS A2
G3
80A
MAKE-AND-BREAK SWITCH
START CONTACTOR
WINDOWS
A3
150A
GALLEY 1 BAR
A4
BATTERY 1
BATTERY 1
CONTACTOR
130A
HYDRAULIC
STANDBY PUMP
A5
150A
TO
AMMETER
LH MAIN BUS
START
CONTACTOR
APU
GALLEY 2 BAR
A6
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
GPU CONTACTOR
TO
AMMETER
EXT POWER
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
BATTERY
BUS
GROUND
MAKE-AND-BREAK SWITCH
RH
MAIN BUS
FlightSafety
STARTING
BUS
BATTERY 2
CONTACTOR
BATTERY 2
130A
B1
TO
AMMETER
START
CONTACTOR
GENERATOR 2
130A
B2
TO
AMMETER
WINDOWS
B3
G2
Figure 2-9.
international
80A
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
A
WARNING
PANEL
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
GEN 1 BAT 1 GEN 3
GEN 3
DC SYSTEM
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
CONDITI0NS:
BUS TIE OPEN. POWER
SELECTOR SWITCH
IN NORMAL
G3
BUS A2
80A
MAKE-AND-BREAK SWITCH
START CONTACTOR
WINDOWS
A3
150A
GALLEY 1 BAR
A4
BATTERY 1
BATTERY 1
CONTACTOR
130A
HYDRAULIC
STANDBY PUMP
A5
150A
START
CONTACTOR
APU
TO
AMMETER
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
GALLEY 2 BAR
A6
GPU CONTACTOR
EXT POWER
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
BATTERY
BUS
GROUND
STARTING
BUS
BATTERY 2
CONTACTOR
MAKE-AND-BREAK SWITCH
RH
MAIN BUS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
TO
AMMETER
G2
Figure 2-10.
WINDOWS
B3
international
Revision 4.01
80A
FlightSafety
BATTERY 2
Revision 4
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
A
WARNING
PANEL
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
GEN 1 BAT 1 GEN 3
GEN 3
DC SYSTEM
NORM
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
POWER SELECTOR SWITCH
IN NORMAL. ALL
GENERATORS OFF
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
BUS A2
G3
80A
MAKE-AND-BREAK SWITCH
WINDOWS
A3
150A
START CONTACTOR
GALLEY 1 BAR
A4
BATTERY 1
BATTERY 1
CONTACTOR
130A
HYDRAULIC
STANDBY PUMP
A5
150A
TO
AMMETER
LH MAIN BUS
START
CONTACTOR
APU
GALLEY 2 BAR
A6
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
GPU CONTACTOR
TO
AMMETER
EXT POWER
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
BATTERY
BUS
GROUND
MAKE-AND-BREAK SWITCH
RH
MAIN BUS
FlightSafety
STARTING
BUS
BATTERY 2
CONTACTOR
BATTERY 2
130A
B1
TO
AMMETER
START
CONTACTOR
GENERATOR 2
130A
B2
TO
AMMETER
WINDOWS
B3
G2
Figure 2-11.
international
80A
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
A
WARNING
PANEL
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
GEN 1 BAT 1 GEN 3
GEN 3
DC SYSTEM
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITION:
POWER SELECTOR
SWITCH IN NORMAL
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
MAKE-AND-BREAK SWITCH
START CONTACTOR
150A
BATTERY 1
BATTERY 1
CONTACTOR
130A
150A
APU
TO
AMMETER
GALLEY 1 BAR
A4
HYDRAULIC
STANDBY PUMP
A5
GALLEY 2 BAR
A6
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
WINDOWS
A3
EXT POWER
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
BATTERY
BUS
GROUND
STARTING
BUS
BATTERY 2
CONTACTOR
MAKE-AND-BREAK SWITCH
RH
MAIN BUS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
TO
AMMETER
G2
2-11
Figure 2-12.
WINDOWS
B3
international
80A
FlightSafety
BATTERY 2
FlightSafety
FlightSafety
international
international
2-12
GEN 2 EXCITATION
GEN 3 EXCITATION
MAIN DC BOX COMPONENTS
1. BAT 1 MAKE-AND-BREAK
2. GEN 1 LINE CONTACTOR
3. GEN 3 LINE CONTACTOR
4. BUS-TIE RELAY
5. GEN 2 LINE CONTACTOR
6. APU LINE CONTACTOR
7. BAT 2 MAKE-AND-BREAK
8. BAT 1 LINE CONTACTOR
9. ENG 1 START RELAY
10. ENG 3 START RELAY
11. GPU LINE CONTACTOR
12. ENG 2 START RELAY
13. GPU START RELAY
14. BAT 2 TO START BUS CONTACTOR
15. CURRENT LIMITERS
16. BAT 1 CONTROL CB
17. BAT 2 CONTROL CB
* GEN 1 AND GEN 3 LINE SWITCHES
** GEN 2 AND APU GEN LINE SWITCHES
BAT 2
GEN 1 EXCITATION
8
16
SLATS
FIRE EXTINGUISHING
10
9
3
2
1
OVERHEAD PANEL
12
11
5
4
Figure 2-13.
13
14
17
**
FR 5 STAIR LIGHT
FR 5 UTILITY LIGHT (BAT)
BAGGAGE
DOOR CONTROL
MECHANICS PANEL
AISLE LIGHTS
FWD AND AFT TOILET LIGHT
REAR
COMPT LIGHTS
ENGINE MONITOR
15
BAT 1
Rating
15
General
APU GENERATOR
Figure 2-13 depicts a typical installation for battery bus circuits. Other optional circuits may be
installed by the operator; if so, they will be listed
in the AFM supplements.
Control
Revision 4.01
FlightSafety
FlightSafety
international
international
Indication
FLIGHT
NORM
DISCH
2
1
0
FUEL
SHUT
OFF
1
0
0
120
FAULT
100
FIRE APU
FIRE 3
N
%
1000
40
800
T5
C
600
START
V 30
200
400
IRS 1
APU
V _ 30
APU
_
100
GEN
STOP
1
0
FIRE
BAG COMP
25
BAT
GEN
+ 100
OIL
20
BAT
GEN
20
80 60
MASTER
TRANS
FAULT
25
20
200
300
350
E BAT 2
TEST
GEN 1
BAT 1
20
BAT 2
GEN 2
GEN 3
25
BAT
GEN
V _ 30
DC SYSTEM
APU
HP 1
PRV 3
PRV 2
APU
ISOL
TEST
BRIGHT
LP
LIGHTS
LP
FIRE
DIM
ISOLATION
AUTO
NORM
ON
HEAT
OFF
PASSENGER
BUS TIED
ISOL
CREW
BLEED AIR
FUEL 2
BAG
While the APU is operating, the green switchlight labeled MASTER APU is on, and the
amber lights labeled OIL and GEN are both
off. These lights are located on the APU control
section of the overhead switch panel. The green
excitation switchlight labeled APU, located
above the GEN 3 control switch, is also on. If
the APU generator disconnects from the line for
any reason, the GEN light comes on. This light
also comes on, in some cases, when the APU
generator is providing a start-assist for an engine
since the APU start relay is closed for the duration of the start; however, the APU generator
may disconnect from the distribution system.
The light, if on, must go out when the engine
start terminates; if it does not, the APU start
relay has failed to open and corrective action is
required. The APU load to the buses may be determined by moving the right ammeter selector
to the APU position. The left and right voltmeters indicate bus voltage.
NOTE
NO. 2
ENGINE
(REF)
APU
GEN
VENTILATION
AIR INLET
Revision 4
GENERATORS
BLEED
APU
Figure 2-14.
Operation
Figure 2-15 depicts that the APU is operating,
the green APU MASTER switchlight is on, and
the APU (green) excitation switchlight is latched
General
A combination DC starter-generator is mounted
on and driven by the accessory gear of each engine. The generators are attached to the accessory case by a quick-disconnect adapter.
Cooling
The generators are cooled by air directed from
the fan duct. The air is circulated through the
generator case (Figure 2-16), the brush ring, and
brush housing, thus providing cooling and brush
dust elimination.
Rating
The generators are rated at 30 volts and 300
amps. A generator control unit (GCU) provides
regulation and protection for each generator. The
associated solid-state GCU regulates the generator at 28.5 volts and provides a field weakening system to maintain generator torque when
being used as an engine starter. The integral protection systems in the GCUs provide automatic
equalization for all three engine-driven generators
2-13
2-14
NORM
FIRE
EXTINGUISHERS
TO
AMMETER
BATTERY 2
TO
AMMETER
BATTERY 1
CONDITIONS:
BOTH BATTERY SWITCHES
ON, BUS TIE CLOSED.
BOTH BATTERIES
CHARGING
STOP
GEN
EXT POWER
OIL
APU
START
GEN 1
BAT 2
G3
GENERATOR 3
G1
GENERATOR 1
DC SYSTEM
BAT 1
TO
AMMETER
BATTERY 2
CONTACTOR
GPU CONTACTOR
GEN 2
BUS TIED
BAT 1
BUS-TIE
ROTARY
SELECTOR
MAKE-AND-BREAK SWITCH
REVERSE
CURRENT RELAY
DIM
BAT 2
GEN 3
BRIGHT
GEN 1
MAKE-AND-BREAK SWITCH
REVERSE
CURRENT RELAY
REVERSE
CURRENT RELAY
WARNING
PANEL
START
CONTACTOR
STARTING
BUS
Figure 2-15.
G2
GENERATOR 2
GPU RECEPTACLE
TO
AMMETER
APU
BATTERY 1
CONTACTOR
START
CONTACTOR
GEN 3
APU
START
CONTACTOR
GEN 2
START CONTACTOR
TO AMMETER
TO
AMMETER
BATTERY
BUS
FLIGHT NORM
OVERHEAD PANEL
150A
130A
150A
80A
130A
150A
TEST
GALLEY 2 BAR
A6
HYDRAULIC
STANDBY PUMP
A5
GALLEY 1 BAR
A4
WINDOWS
A3
BUS A2
BUS A1
FIRE
80A
130A
130A
RH
MAIN BUS
WINDOWS
B3
B2
B1
GROUND
BATTERY POWER
LEGEND
225A
BUS-TIE
RELAY
LH MAIN BUS
HOT
BAT
LIGHTS
FlightSafety
international
FlightSafety
international
Figure 2-16.
Generator Cooling Airflow
FlightSafety
international
Control
Each generator is controlled by a two-position
magnetic switch located on the DC SYSTEM
section of the overhead switch panel. The switch
positions are unlabeled. They must be on (up)
for all operation, including engine starting. Generator faults detected by the GCUs, such as overvoltage or overcurrent, cause these switches to
automatically trip to the off (down) position.
Physically moving a tripped generator switch to
the on (up) position will reset the generator, provided that the fault no longer exists. The generator switches should be turned off if an engine
is inoperative and windmilling in flight.
A guarded line disconnect control switch for
each generator is located on the main electrical
box in the rear compartment (Figure 2-13).
These switches provide the control circuits and
equalization for the generator line contactors
(RCRs) and are for maintenance use only.
Indication
The voltmeters located on the DC SYSTEM section of the overhead switch panel provide indication of voltage for the associated bus when the
bus tie is open or the highest bus voltage when the
bus tie is closed. The left and right ammeters are
selective through the three-position selector
switches located below the ammeters. The left
switch is labeled GEN 1BAT 1GEN 3, and
the right switch is labeled GEN 2BAT 2
APU. Moving a switch to any generator or
APU position facilitates reading the output of
the selected unit. When the switches are at the
BAT positions with a generator operating, the
ammeters indicate the charge rate of the associated battery. The switches are normally in the
BAT positions for all flight operations.
Three amber lights on the warning panel, labeled
GEN 1, GEN 2, and GEN 3, provide dual
indication for the associated generator. The
affected light comes on if the generator reverse
current relay opens, indicating that the generator
is off the line, or the affected start relay has failed
to open at the termination of the start cycle.
Operation
Automatic Cabin Electrical
Load-Shed System
In the event of the loss of one generators output, certain A6 bus items such as galley, lavatory, and cabin entertainment system operation
will automatically be load-shed.
After proper electrical load reduction by the
crew an AUTO LOAD SHED switch located on
the copilots side console may be placed in the
OVERRIDE position to allow power to be reapplied to the items previously shed.
In the event of a second generator failure, the
system will auto load-shed a second time with
no flight crew option to bring any of the loadshed items back on line.
Revision 4.01
2-15
2-16
NORM
STOP
GEN
COCKPIT
DOME LIGHT
FIRE
EXTINGUISHERS
TO
AMMETER
BATTERY 2
TO
AMMETER
BATTERY 1
G3
GENERATOR 3
G1
GENERATOR 1
TO
AMMETER
BATTERY 2
CONTACTOR
G2
GEN 2
BUS TIED
BAT 1
BUS-TIE
ROTARY
SELECTOR
MAKE-AND-BREAK SWITCH
REVERSE
CURRENT RELAY
DIM
BAT 2
GEN 3
BRIGHT
GEN 1
MAKE-AND-BREAK SWITCH
REVERSE
CURRENT RELAY
REVERSE
CURRENT RELAY
WARNING
PANEL
Generator 3 Operation
START
CONTACTOR
STARTING
BUS
Figure 2-17.
GENERATOR 2
START
CONTACTOR
GEN 3
APU
START
CONTACTOR
GEN 2
GPU CONTACTOR
APU
BATTERY 1
CONTACTOR
TO
AMMETER
BATTERY
BUS
BAT 2
DC SYSTEM
BAT 1
START CONTACTOR
TO AMMETER
TO
AMMETER
GEN 1
GPU RECEPTACLE
CONDITIONS:
BUS TIE CLOSED. POWER SELECTOR
SWITCH IN NORMAL. BOTH BATTERY
SWITCHES ON. APU INOPERATIVE
EXT POWER
OIL
APU
START
FLIGHT NORM
OVERHEAD PANEL
150A
130A
150A
80A
130A
150A
TEST
80A
130A
130A
RH
MAIN BUS
225A
GALLEY 2 BAR
A6
HYDRAULIC
STANDBY PUMP
A5
GALLEY 1 BAR
A4
WINDOWS
A3
BUS A2
BUS A1
FIRE
WINDOWS
B3
B2
B1
GROUND
BATTERY POWER
GENERATOR POWER
LEGEND
BUS-TIE
RELAY
LH MAIN BUS
HOT
BAT
LIGHTS
FlightSafety
international
Revision 3.01
FlightSafety
international
Figure 2-19 depicts that all three engines are operating and all three engine-driven generators are
on line. The airplane is ready for takeoff; therefore, the bus-tie switch is in the FLIGHT NORM
position, separating the left and right distribution buses into separate and independent
systems.
Revision 4
2-17
2-18
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
A
IRS 1 HRZN IRS 2 IRS 3
START
WARNING
PANEL
APU
APU
STOP
GEN 1
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
OIL
GEN 3
DC SYSTEM
NORM
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
BUS TIE CLOSED. BOTH BATTERY
SWITCHES ON. POWER SELECTOR
SWITCH IN NORMAL
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
MAKE-AND-BREAK SWITCH
START CONTACTOR
WINDOWS
A3
150A
GALLEY 1 BAR
A4
BATTERY 1
BATTERY 1
CONTACTOR
130A
HYDRAULIC
STANDBY PUMP
A5
150A
APU
TO
AMMETER
LH MAIN BUS
START
CONTACTOR
BUS-TIE
ROTARY
SELECTOR
G
TO
AMMETER
FIRE
EXTINGUISHERS
BUS-TIE
RELAY
GPU
CONTACTOR
225A
COCKPIT
DOME LIGHT
GALLEY 2 BAR
A6
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
GENERATOR POWER
BATTERY POWER
BATTERY
BUS
BATTERY 2
GROUND
MAKE-AND-BREAK SWITCH
RH
MAIN BUS
130A
B1
GENERATOR 2
START
CONTACTOR
130A
B2
G2
Revision 4
Figure 2-18.
WINDOWS
B3
international
80A
FlightSafety
STARTING
BUS
BATTERY 2
CONTACTOR
TO
AMMETER
TO
AMMETER
EXT POWER
Revision 4
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
A
WARNING
PANEL
APU
APU
STOP
GEN 1
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
OIL
GEN 3
DC SYSTEM
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
GENERATORS 1, 2, AND 3 OPERATING. BOTH
BATTERY SWITCHES ON. BUS TIE OPEN,
POWER SELECTOR SWITCH IN NORMAL.
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
MAKE-AND-BREAK SWITCH
START CONTACTOR
150A
BATTERY 1
BATTERY 1
CONTACTOR
130A
150A
APU
TO
AMMETER
START
CONTACTOR
GALLEY 2 BAR
A6
BUS-TIE
ROTARY
SELECTOR
BUS-TIE
RELAY
GPU CONTACTOR
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
GENERATOR POWER
BATTERY POWER
BATTERY
BUS
STARTING
BUS
BATTERY 2
CONTACTOR
MAKE-AND-BREAK SWITCH
GROUND
RH
MAIN BUS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
TO
AMMETER
G2
2-19
Figure 2-19.
WINDOWS
B3
international
80A
FlightSafety
BATTERY 2
HYDRAULIC
STANDBY PUMP
A5
LH MAIN BUS
225A
COCKPIT
DOME LIGHT
GALLEY 1 BAR
A4
G
TO
AMMETER
FIRE
EXTINGUISHERS
WINDOWS
A3
EXT POWER
FlightSafety
international
Protection
Overvoltage protection is provided by a magnetic coil controlled by a PCB (printed circuit
board). When output voltage reaches approximately 31 1 VDC volts, the PCB energizes the
magnetic coil and disconnects the GPU from the
distribution system. A reset pushbutton is
provided at the main electrical box (Figure
2-20); momentarily pushing this switch resets
the GPU, provided that the fault no longer exists.
Control
The GPU is controlled by a two-position power
selector switch located on the overhead switch
panel (Figure 2-4). The switch positions are
labeled NORMAL and EXT POWER.
When in the EXT POWER position, the battery 1 contactor and battery 2 make-and-break
switch open, isolating both batteries (BAT 1 and
BAT 2 lights come on).
Figure 2-21 illustrates operation of the GPU.
The bus tie automatically closes (even if the bustie switch is off), and the BUS TIED light comes
on. The generators, including the APU generator,
are inhibited whenever external power is operating and is connected to the airplane. The
GPU contactor closes and connects the output
from the GPU to the start bus. A separate ground
is applied to the battery 1 make-and-break
2-20
DC POWER
DISTRIBUTION
GENERAL
The distribution buses are installed in the circuitbreaker panels (Figure 2-3) on the cockpit headliner aft of the overhead switch panel. They are
divided among the left, center, and right panels.
Four feeder cables (protected by current limiters)
route power from the main electrical box in the
rear compartment (Figures 2-1 and 2-13) to the
circuit-breaker panels. Two of these feeder cables
are routed along the left side of the fuselage to
buses A1 and A2 in the left circuit-breaker panel
and in the left section of the center circuitbreaker panel. Similar feeders are routed along
the right side of the fuselage to buses B1 and B2
in the right circuit-breaker panel and in the right
section of the center circuit-breaker panel.
The circuit breakers are grouped by systems on
the associated circuit-breaker panel and are enclosed by colored lines for ease of identification.
Revision 4
FlightSafety
international
GPU RECEPTACLE
NO. 1 BATTERY
MAKE-AND-BREAK
Figure 2-20.
Revision 4
GPU CONTACTOR
GPU Components
2-21
2-22
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
A
WARNING
PANEL
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
GEN 1 BAT 1 GEN 3
GEN 3
DC SYSTEM
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
POWER SELECTOR SWITCH
IN EXT POWER.
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
MAKE-AND-BREAK SWITCH
START CONTACTOR
150A
BATTERY 1
BATTERY 1
CONTACTOR
130A
150A
TO
AMMETER
HYDRAULIC
STANDBY PUMP
A5
GALLEY 2 BAR
A6
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
GALLEY 1 BAR
A4
LH MAIN BUS
START
CONTACTOR
APU
WINDOWS
A3
EXT POWER
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
BATTERY
BUS
EXTERNAL POWER
STARTING
BUS
BATTERY 2
CONTACTOR
MAKE-AND-BREAK SWITCH
RH
MAIN BUS
GROUND
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
Revision 4
TO
AMMETER
G2
Figure 2-21.
GPU Operation
WINDOWS
B3
international
80A
FlightSafety
BATTERY 2
FlightSafety
international
PRIORITY DISTRIBUTION
AVIONICS MASTERS
Warning lights
Lights and engine indicators test
Emergency lighting indicator light
Takeoff warnings
Fire panel
Refueling
Horizontal stabilizer position detector
Slat monitoring
Aileron and elevator Arthur monitoring
Audio warnings
Audio shutoff
Baggage compartment door detector
Center fuel tank monitoring
Revision 4
2-23
2-24
AIL FEEL
(31CW)
FAILURE B
WARN LIGHT B
(R1WW)
EMERGENCY
LIGHTING
AUDIO WARN B
(1WL2)
TAKEOFF WARNING
AUDIO
WARNING
FUELING
28-VDC
POWER
SUPPLY
HORIZONTAL
STABILIZER
POSITION DETECTOR
EMERG
(1LW)
AUDIO SHUTOFF
EMERGENCY
LIGHTING
EMERGENCY
LIGHTING
BAGGAGE COMPARTMENT
DOOR DETECTOR
SLAT MONITORING
CENTER FUEL TANK
MONITORING
AUDIO WARN A
(1WL1)
ELEVATOR
ARTHUR MONITORING
WARN LIGHT A
(L1WW)
ENGINE
INDICATORS
TEST
FAILURE A
Figure 2-22.
Priority Circuits
international
Revision 4
NOTE:
AUDIO WARNING AND MAIN BUS
TYING ARE ALSO DUAL-POWER SUPPLIED.
FlightSafety
LIGHT
TEST
28-VDC
BUS
A1
FIRE PANEL
28-VDC
BUS
B1
FlightSafety
international
ELECTRICAL POWER
SOURCES
Electrical power sources for the avionics, flight
controls, and other airplane systems are listed
in Table 2-1. The table shows which circuitbreaker panel and primary bus a system is powered from. It also shows the circuit-breaker
designation listed on the circuit-breaker panel.
LIMITATIONS
GENERAL
The limitations contained in the approved AFM
must be complied with by law regardless of the
type of operation.
ELECTRICAL
Maximum voltage of
DC system............................................. 32 volts
Maximum generator output
(one minute maximum)...................... 350 amps
Maximum generator output
(up to 43,000 feet).............................. 300 amps
Maximum generator output
(above 43,000 feet)............................. 260 amps
BATTERY TEMPERATURE
Amber light (WARM)
at or above................................. 120F (48.9C)
Red light (HOT)
at or above................................. 150F (65.5C)
SNs prior to 172........................ 150F (65.5C)
SNs 172 and subsequent ........... 160F (71.1C)
Revision 4
2-25
FlightSafety
international
FIRE
WARNING
DESIGNATION
UTILIZATION
AUDIO WARN A
Audio warning
WARN LIGHTS A
PANEL
Warning panel
WARN LIGHTS A
EX
Light test
D/N
EXTING 1
Fire
DETECT 1
Fire
LIGHTS WARN
A-B
NAVIGATION
IRS 1 BAT
IRS 1 battery
IRS 1
IRS 1
TEMP PROBE
Probe heating
HRZN ST BY
Standby
horizon
LH AV MASTER
Left avionics
DESIGNATION
RADIO
NAVIGATION
UTILIZATION
ATC1*
ATC 1
VOR1*
VOR-DME 1
DME1*
VOR-DME 1
ADF1*
ADF 1
DDRMI1*
Pilotcopilot RMI
ADC1*
Pilot ADC 1
SG1*
Pilot EFIS
EADI LH*
Pilot EFIS
EHSI LH*
EFIS CTL1*
Pilot EFIS
Pilot EFIS
2-26
Revision 4
FlightSafety
international
FIRE
WARNING
DESIGNATION
UTILIZATION
EXTING 3
Fire
DETECT 3
Fire
BAG COMP
Fire
BAT TEMP
Battery
temperature
BLOWER LH
Ventilation
NAVIGATION
RADIO
RADIO
NAVIGATION
DESIGNATION
UTILIZATION
HF 1
CONTROL*
HF 1
PHONE*
SAT COM*
Option
Option
AFCS 1
CMPTR*
Pilot FGC*
AFCS 1
ADVIS*
Servoactuator
RAD ALT 1*
Radioaltimeter
FMS 1*
Pilot FMS
CDU 1*
Pilot FMS
IRS 3
IRS 3
SG 3*
MFD
IRS 3 battery
MFD/WRD*
MFD
ANNUNC LH
Radio nav
lighting
R/T WR*
Radar
AFCS 1 AP
Pilot FGC
GPWS
Option
AFCS 1 YD
Pilot FGC
ICS LH
Intercom
VHF 1
VHF 1
HF 1 PWR
HF 1
Revision 4
2-27
FlightSafety
international
LIGHTS
MISC
ENGINES
FUEL
2-28
DESIGNATION
UTILIZATION
DESIGNATION
UTILIZATION
ANTICOL FIN
Anticollision
lights
L/G CONTROL
Landing gear
control
LH EXT
LIGHT
External
lighting
STBY PUMP
Standby
hydraulic pump
CKPT LH
READING
Lighting
HYDR 1 INDIC
Hydraulic
NAV
Navigation
lights
STROBE
Strobe
lights
WSHLD FRONT
LH
Windows
CENTER
Lighting
LH PITOT HEAT
Probe heat
INSTR LH
Instrument
lighting
LH STATIC
HEAT
Probe heat
Option
CONDG CREW
Conditioning
IGNTR AUTO
Starting
CABIN PRESS
Cabin
pressure
ENG FAIL 2
Takeoff
warning
LH AOA HEAT
Probe
heat
N2 1
N1 ITT 2
Indicators
Turbine temp
ENGINE 1
Anti-icing
AIR FR
Wing
anti-icing
HP BLEED 1
Wing
anti-icing
A/B CONTROL
PITCH FEEL
Airbrakes
Arthur
STAB EMERG
TRIM INDIC
SLAT INDIC
LH AUTO SLAT
Horiz stab
Trim
Slats
Slats
CMPTR
Engine
Computer
IGNTR 1
OIL 1
Start
Engine
control
BOOST 1
FUEL FLOW 1
XBP 2-3
GAGES LH
LO FUEL
Fuel BP
Flowmeter
Fuel
Qty indicators
Tank level
HYDR
ANTIICE
CONDG
FLT
CONTROL
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LIGHTS
MISC
ENGINES
FUEL
HYDR
Revision 4
DESIGNATION
UTILIZATION
BELTS NO
SMKG
Passenger
signs
DESIGNATION
ANTIICE
CONDG
UTILIZATION
ENGINE 3
Anti-icing
DV WINDOW
Window
ENTRY
Entrance
lighting
SHIELD
Glareshield
lighting
PRV 3
Wing
anti-icing
DRAIN HEAT
Drain
anti-icing
CAB TEMP
CONTROL
Temperature
control
LANDING LH
Lights
STBY PITOT
Probe heat
WIPER LH
Wipers
FLAP A/B
INDIC
Flaps
N2 3
Indicators
CMPTR 3
Engine
computer
IGNTR 3
Starting
TRIM AILERON
TRIM RUDDER
Trim
Trim
OIL 3
Engine
control
STICK SHAKER
Stick Shaker
M889
Incorporated
FUEL 2
SHUT OFF
Fire
STBY BOOST 2
Fuel
FUEL FLOW 3
Flowmeter
LEVEL
Tank level
ANTISKID
Brakes
Landing gear
indication M1406
incorporated
FLT
CONTROL
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FLT
FLT
CONTROL
CONTROL
ANTIANTIICE
ICE
CONDG
CONDG
DESIGNATION
DESIGNATION
UTILIZATION
UTILIZATION
STAB NORMAL
NORMAL
STAB
Horiz stab
stab
Horiz
AIL FEEL
FEEL
AIL
RH AUTO
AUTO SLAT
SLAT
RH
DESIGNATION
DESIGNATION
ENGINES
ENGINES
UTILIZATION
UTILIZATION
NN22 22
Indicators
Indicators
Arthur
Arthur
monitoring
monitoring
ITT 11
NN11ITT
Turbine
Turbine
temperature
temperature
Slats
Slats
CMPTR 22
CMPTR
Engine
Engine
computer
computer
IGNTR 22
IGNTR
Starting
Starting
Engine
Engine
control
control
Engine
Engine
computer
computer
ENGINE 22
ENGINE
Anti-icing
Anti-icing
OIL 22
OIL
AFT SIDE
SIDE
AFT
WINDOW
WINDOW
Window
Window
CMPTR 11
CMPTR
STBY PWR
PWR
STBY
WIPER RH
RH
WIPER
Wiper
Wiper
LIGHTS
LIGHTS
LAV MASTER
MASTER
LAV
28-VDC
28-VDC
system
system
MISC
MISC
HYDR
HYDR
FUEL
FUEL
2-30
CONDG CABIN
CABIN
CONDG
Conditioning
Conditioning
OVERHEAD
OVERHEAD
Lighting
Lighting
BOOTSTRAP
BOOTSTRAP
Bootstrap
Bootstrap
FWD CABIN
CABIN
FWD
INDIRECT
INDIRECT
Cabin
Cabin
lighting
lighting
RH AOA
AOA HEAT
HEAT
RH
Probe heat
heat
Probe
RH CABIN
CABIN
RH
READING
READING
Reading
Reading
lights
lights
L/G INDIC
INDIC
L/G
Landing gear
gear
Landing
CKPT RH
RH
CKPT
READING
READING
Lighting
Lighting
HYDR 22 INDIC
INDIC
HYDR
Hydraulic
Hydraulic
TAXI
TAXI
Lights
Lights
NORM BOOST
BOOST 22
NORM
Fuel
Fuel
FUEL FLOW
FLOW 22
FUEL
Flowmeter
Flowmeter
XBP 1-3
1-3
XBP
Fuel
Fuel
GAGES RH
RH
GAGES
Qty indicators
indicators
Qty
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LIGHTS
MISC
ENGINES
DESIGNATION
UTILIZATION
GALLEY MASTER
Galley
LANDING RH
Fuel
Lights
GAGES CENTER
Qty indicators
ANTICOL BELLY
Anticollision
lights
XBP1-2
Fuel
RH EXT LIGHT
Right external
lights
PRESSURE
FUELING
Refueling
INSTR RH
Instrument
lighting
PEDESTAL
Instrument
lighting
HYDR
NOSE WHL
Steering
ANTIICE
CONDG
CKPT TEMP
CONTROL
Temperature
control
BAG PRESS
Pressurization
VALANCE OR
AFT CABIN
INDIRECT
Cabin
lighting
LH CABIN
READING
Reading
lights
FUEL
UTILIZATION
BOOST 3
APU
APU
WSHLD FRONT
RH
Window
N1 ITT 3
Turbine
temperature
RH PITOT HEAT
Probe heat
FUEL 1
SHUT OFF
Fire
RH STATIC
HEAT
Probe heat
ROLL EMERG
Trim
FLAP CONTROL
Flaps
REVERSE
CONTROL
Engine 2
reverser
REVERSE WARN
FUEL 3
SHUT OFF
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DESIGNATION
FLT
CONTROL
Fire
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FIRE
WARNING
DESIGNATION
UTILIZATION
AUDIO WARN B
Audio warning
WARN LIGHT B
PANEL
Warning panel
WARN LIGHTS B
EX
NAVIGATION
DESIGNATION
RADIO
Light testing
D/N
EXTING 2
Fire
DETECT 2
Fire
APU
Fire
NAVIGATION
UTILIZATION
VOR 2*
DME 2
DME 2*
VOR-DME 2
ADF 2*
ADF 2
ATC 2*
ATC 2*
VHF 3*
VHF 3
SG 2*
Copilot EFIS
EFIS CTL2*
Copilot EFIS
EHSI RH*
Copilot EFIS
EADI RH*
Copilot EFIS
IRS 2 BAT
IRS 2 battery
DDRMI 2*
Copilot and
pilot EFIS
IRS 2
IRS 2
ADC 2*
Copilot ADC 2
RH AV MASTER
Right avionics
AOC 2
2-32
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MISC
DESIGNATION
UTILIZATION
NOSE FAN
Ventilation
BLOWER RH
DESIGNATION
RADIO
HF 2
CONTROL*
HF 2
Ventilation
VHF 2*
VHF 2
CREW SEATS
Crew seats
SELCAL*
Selcal
EMERG LIGHTS
Emergency
light
batteries
AFCS 2
CMPTR*
Copilot FGC
NAVIGATION
RADIO
NAVIGATION
UTILIZATION
HF 2 PWR
HF 2
AFCS 2
ADVIS*
Copilot FGC
PUBLIC
ADDRESS
Public
address
FMS 2*
Copilot FMS
ICS RH
Intercom
CDU 2*
Copilot FMS
OMEGA*
Omega
FLIGHT RECORDER*
Flight recorder
VOICE RECORDER*
Cockpit voicerecorder
Radio altimeter
AFCS 2 AP
Copilot FGC
AFCS 2 YD
Copilot FGC
ANNUNC RH
Radio nav
instrument
lighting
RAD ALT 2*
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QUESTIONS
1.
6.
2.
7.
3.
8.
9.
4.
5.
2-34
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CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING........................................................................................................... 3-3
Cockpit Lighting .............................................................................................................. 3-3
Passenger Cabin Lighting ................................................................................................ 3-4
Passenger Ordinance Signs .............................................................................................. 3-6
Baggage Compartment, Rear Compartment, and Nose Cone Lighting........................... 3-6
EXTERIOR LIGHTING ......................................................................................................... 3-6
Navigation Lights............................................................................................................. 3-6
Logo Lights ...................................................................................................................... 3-6
Anticollision Lights.......................................................................................................... 3-8
Strobe Lights .................................................................................................................... 3-8
Landing Lights ................................................................................................................. 3-8
Taxi Light ......................................................................................................................... 3-8
Ice Detection Lights ......................................................................................................... 3-9
LIGHTING BUS DEPENDENCY.......................................................................................... 3-9
EMERGENCY LIGHTING .................................................................................................... 3-9
QUESTIONS ......................................................................................................................... 3-11
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ILLUSTRATIONS
Figure
Title
Page
3-1
3-2
3-3
3-4
3-5
3-6
3-7
3-8
3-9
3-10
3-11
3-12
3-13
3-14
3-15
3-16
3-17
3-18
3-19
3-20
3-21
3-22
TABLE
Table
3-1
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CHAPTER 3
LIGHTING
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INTRODUCTION
The Falcon 900 lighting system is divided into interior and exterior lighting. Interior
lighting includes cockpit, passenger compartment, baggage compartment, rear compartment, and nose cone lighting. Cockpit lighting includes general illumination and
specific lighting for instruments and map reading. Passenger compartment lighting
provides illumination for warning signs and specific area illumination for passenger
safety and convenience. Individual lights are provided for the rear compartment, baggage compartment, and nose cone. Exterior lighting consists of navigation, landing,
taxi, anticollision, wingtip strobe, and wing ice detection lights.
GENERAL
The cockpit employs several types of lighting. Rheostat controlled, integrated lights are
located in the instrument panel, pedestal, console, overhead panel, and digital displays. A
rheostat also controls pilot and copilot map
lights. Two-way switches control the pilot
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The emergency lighting system ensures illumination of the cockpit, emergency exit, and
passenger compartment entrance door in case
of total electrical power failure.
Two vertical stabilizer logo lights, installed on the upper surface of the horizontal stabilizer
3-2
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INTERIOR LIGHTING
Interior lighting includes cockpit, passenger
compartment, baggage compartment, aft compartment, and nose compartment lighting.
COCKPIT LIGHTING
Cockpit lighting consists of dome, reading,
glareshield, circuit-breaker panel, overhead
panel, instrument, and indicator lights.
Lighting controls are located overhead on the
rheostat panels and the interior lights panel
(Figure 3-1).
Dome Lights
Two dome lights, one located on either side of
the overhead panel, are provided for general
illumination of the cockpit (Figure 3-2).
The dome lights are controlled with the DOME
switch located on the INTERIOR LIGHTS
control panel. Each dome light contains three
bulbs: one for normal operation and two for
emergency operation. The dome lights are operational on the ground, when the engines are
shut down and the electrical power supply is
cut off. They are supplied with 28 VDC from
the battery via the main electrical box located
in the rear compartment.
The lights are operational when the DOME
light push-button switch is on and one of the
generator or battery switches is turned on.
international
Glareshield Lighting
The glareshield is illuminated by two white fluorescent tubes (Figure 3-4) supplied by a
power inverter located in the nose cone. They
are controlled with the SHIELD on-off rheostat located on the left rheostat support plate
(left of the overhead panel).
Reading Lights
The two swiveling reading lights (Figure 3-3)
are located on the cockpit headliner above the
pilots and copilots seats. The associated onoff rheostats are located on the left and right
rheostat support plate.
Figure 3-5. Circuit-Breaker Panel
Lighting
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Pedestal Lighting
This lighting is controlled with the PEDESTAL
on-off rheostat located on the right rheostat
support plate.
Figure 3-7. Passenger Cabin Lighting
Controls
Annunciator and
Indicator Lighting
This lighting is controlled with a single
BRIGHTDIM switch (Figure 3-6) located
on the upper section of the warning panel.
The switch controls the day and night relays
for each system.
In BRIGHT (daylight operation), the lighting intensity is not reduced. In DIM (night lighting),
the lighting intensity is reduced. If the main
buses are not energized, set the switch to the
DIM position to restore night lighting.
Entrance Lighting
The cabin entrance is illuminated by two fluorescent tubes. They are controlled with the
entrance pushbutton located to the left of the
passenger door. Passenger doorstep lights are
controlled by an entry light pushbutton (Figure
3-8). A galley pushbutton (Figure 3-7) controls
the galley front fluorescent tube.
The entrance fluorescent tubes are supplied
power from an inverter that uses a 28-VDC
battery bus input. The step lights are directly
supplied with 28-VDC battery bus power. The
galley front tube is supplied with power from
the normal 28-VDC system through an inverter.
Lavatory Lighting
3-4
The lavatory lighting system consists of fluorescent tubes powered from an inverter-fed with
28 VDC. The rear lavatory lighting is controlled
by a pushbutton located on the partition at frame
21. The center fluorescent tube inverter power
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source is the battery. Therefore, it is not affected by an electrical system power failure.
The six remaining tubes are supplied with 28
VDC from the normal electrical system via
115-VAC, 50-Hz inverters.
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PASSENGER ORDINANCE
SIGNS
The Fasten seat belts (Figure 3-12) instruction
and the no smoking symbols appear on two luminous passenger ordinance signs in the passenger cabin and are visible from any seat.
The fasten seat belts signs are controlled by
the FASTEN BELTS switchlight located on the
INTERIOR LIGHTS panel of the cockpit overhead panel. The switchlight has a built-in bulb
test circuit.
The no smoking sign lights are controlled with
the switchlight engraved with the international no smoking symbol. The switchlight is located on the overhead cockpit interior lights
panel and has a built-in bulb test circuit.
BAGGAGE COMPARTMENT,
REAR COMPARTMENT, AND
NOSE CONE LIGHTING
This lighting consists of:
An inspection light for the nose cone
A dome light for the baggage compartment
Dome lights for the rear compartment
The system components are shown in Figure
3-13.
These systems have the same power supply as
the cockpit dome lights and are directly supplied
by the batteries through the main electrical box.
The nose cone inspection light is controlled
with a built-in switch. The rear compartment and
baggage compartment dome lights are controlled with a microswitch located on each door.
EXTERIOR LIGHTING
The exterior lighting consists of navigation,
anticollision, strobe, landing, taxi, and ice
detection lights. The exterior light locations
are shown in Figure 3-14.
NAVIGATION LIGHTS
Figure 3-11. Typical Reading and
Table Lamp Switch
3-6
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ANTICOLLISION LIGHTS
(RED)
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75
STROBE LIGHT
(WHITE)
NAVIGATION LIGHT
(RIGHT LIGHT IDENTICAL)
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75
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20 ;;;;;
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120
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RIGHT WING STROBE
LIGHT (WHITE)
(LEFT WING LIGHT
IDENTICAL)
REAR NAVIGATION
LIGHT
70
70
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RIGHT LANDING
LIGHT
LEFT LANDING
LIGHT
TAXI
LIGHT
ICE DETECTION
LIGHT
RIGHT LANDING
LIGHT
REAR STROBE
LIGHT (WHITE)
ICE DETECTION
LIGHT
LANDING
LIGHT
10
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TAXI LIGHT
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75
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75
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75
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12
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ICE DETECTION
LIGHT
LEFT LANDING
LIGHT
12
40
FUSELAGE ANTICOLLISION
LIGHT (RED)
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ANTICOLLISION LIGHTS
There are two red anticollision strobe lights
(Figure 3-16): one centered on the fin fairing
and the other on the underside of the fuselage.
international
Each light has an intensity rating of 100 candle power. The vertical fin and belly anticollision lights are supplied by power supply boxes
that deliver pulsating high-voltage current. The
two power supply boxes are synchronized so
that the two lights function simultaneously.
The lights are controlled with the threeposition ANTICOL switch that is also used
for the strobe lights. In OFF the anticollision
and strobe lights are extinguished. In RED
only the anticollision lights function. In ALL
both anticollision and strobe lights function.
STROBE LIGHTS
One white high-intensity light (400 candle
power) is mounted on each wingtip (Figure 317) in a common enclosure with the navigation
light. The lights are supplied by power supply
boxes that deliver high-voltage current in triggered pulses. The two power supply boxes are
synchronized to create simultaneous flashes.
The lights are controlled with the ANTICOL
switch (Figure 3-16) whose functions are described in the Anticollision Lights section.
LANDING LIGHTS
Two 600-watt white lights (Figure 3-18) are located in housings in either wing-to-fuselage
fairing. Each one is provided with a clear cover.
The lights are controlled with the LANDING
switch on the overhead panel.
TAXI LIGHT
The 150-watt white taxi light (Figure 3-19) is
mounted on the nose gear strut and illuminates
the area in front of the airplane during taxiing.
Control is accomplished with the taxi switch
located on the EXTERIOR LIGHTS panel.
This switch also controls a relay that enables
the taxi light power supply when the nose gear
is downlocked. Therefore, if the nose gear is
not downlocked, the taxi light is extinguished
regardless of switch position.
STROBE LIGHT
3-8
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EMERGENCY LIGHTING
In case of total electrical power supply failure, the emergency lighting system ensures
illumination of the cockpit, emergency exit,
and main entrance door. This system is supplied by three power supply boxes, each containing a three-element nickel-cadmium
battery normally charged by the onboard electrical system. In case of electrical power failure, these batteries provide lighting for
approximately ten minutes. An emergency
lighting power supply assembly is shown in
Figure 3-21.
The power supply located behind the pilot
furnishes power to the:
Pilot dome light
Passenger door EXIT sign
Main entrance door spotlights
PRIMARY BUS A2
Passenger signs
Entrance lights
Navigation lights
Glareshield lights
Strobe lights
PRIMARY BUS B1
PRIMARY BUS B2
Lavatory lights
Galley lights
Taxi light
LIGHTING BUS
DEPENDENCY
Table 3-1 lists the lights and buses that supply the electrical power.
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QUESTIONS
1.
4.
2.
5.
3.
After a total electrical failure, the emergency lights have battery power for approximately:
6.
A.
B.
C.
D.
Revision 3
5 to 10 minutes
10 to 20 minutes
25 to 35 minutes
40 to 45 minutes
A.
B.
C.
D.
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CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
WARNING PANEL ................................................................................................................. 4-2
FIRE PANEL ........................................................................................................................... 4-5
HYDRAULIC CONTROL AND INDICATOR PANEL ........................................................ 4-6
BATTERY TEMPERATURE INDICATOR ........................................................................... 4-6
MISCELLANEOUS VISUAL WARNINGS .......................................................................... 4-7
ENG 2 FAIL Warning Light ............................................................................................ 4-7
Interstage Turbine Temperature Indicators ...................................................................... 4-7
AUDIO WARNINGS .............................................................................................................. 4-8
General ............................................................................................................................. 4-8
Priority Warnings ............................................................................................................. 4-8
Warning Voice .................................................................................................................. 4-8
INSTRUMENT PANEL INDICATOR LIGHTS .................................................................. 4-11
Configuration Panel and Landing Gear Control Handle................................................ 4-11
Thrust Reverser Indicator Lights ................................................................................... 4-12
OVERHEAD PANEL INDICATOR LIGHTS...................................................................... 4-13
OPERATION......................................................................................................................... 4-15
QUESTIONS......................................................................................................................... 4-16
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ILLUSTRATIONS
Figure
Title
Page
4-1
4-2
4-3
4-4
4-4A
4-5
4-6
4-7
4-8
4-9
4-10
TABLES
Table
Title
Page
4-1
4-2
4-3
4-4
4-5
4-6
4-7
4-8
4-9
4-10
4-11
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CHAPTER 4
MASTER WARNING SYSTEM
TEST
INTRODUCTION
The master warning system on the Falcon 900 provides a warning of airplane equipment
malfunctions and unsafe operating conditions which require immediate attention or an
indication that a particular system is in operation. A system of aural tones is also used
to draw attention to certain system situations.
GENERAL
The warning system makes possible the presentation and testing of warning and indication circuits for the various airplane systems.
Included in the warning group are the warning panel, hydraulic control and indicator
panel, overhead panel, thrust reverser lights,
and interstage temperature lights.
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WARNING PANEL
The warning panel (Figure 4-1 and Appendix
B) provides a means of alerting the pilot to
certain system conditions or malfunctions. The
annunciators are either red or amber and illuminate for the causes listed in Table 4-1. Each
annunciator contains two bulbs and an engraved
legend identifying the corresponding system.
A TEST switch is provided to illuminate all annunciator lights and to verify bulb integrity.
Electric power is normally provided from the
A1 bus through circuit breaker EX WARN
LIGHTS A. In the event of a normal electric system failure, power is automatically transferred
to the B1 bus and fed through circuit breaker
EX WARN LIGHTS B. A BRIGHTDIM
switch is provided to dim some of the annunciators during night flight.
NOTE:
ON AIRCRAFT WITHOUT TRANSFER VALVE XTK2, THE WARNING
PANEL DOES NOT FEATURE XTK2 OPEN OR XTK2 CLOSED LIGHTS.
Figure 4-1.
4-2
Warning Panel
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CMPTR 1
CMPTR 2
CMPTR 3
FWD
DOORS
L. AOA
R. AOA
OIL 1
OIL 2
OIL 3
Annunciator
L. WHL
OVHT
R. WHL
OVHT
BAT 1
BAT 2
BUS TIED
HOT
BAT
AUTO
SLATS
L. PITOT
R. PITOT
ST BY
PITOT
GEN 1
GEN 2
GEN 3
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AFT CABIN
ISOL
(option 25-21-01)
REV
UNLOCK
FUEL 3
XTK 2
OPEN
Annunciator
FUELING
BAG
ACCESS
LO
FUEL 1
AP
AIL
ZERO
AIL
FEEL
PITCH
FEEL
4-4
LO
FUEL 3
LO
FUEL 2
NOTE
XTK 2
CLOSED
MISTRIM
MACH
TRIM
BLEED
OVHT
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Annunciator
CABIN
NOSE
CONE OVHT
BLEED
APU
BAG ISOL
#2 P BK
REAR
DOORS
COND'G
OVHT
T/O
CONFIG
BRIGHTMomentarily positioning
provides normal indicator lighting.
Annunciator
Revision 4
The TEST switch is spring-loaded to an unmarked center position and has positions labeled LIGHTS and FIRE.
NOTE
Another self-locking relay enables
dimming of the indicator lights and
buttons in the cockpit.
FIRE PANEL
FIRE 1
FIRE 2
FIRE 3
FIRE
BAG COMP
FIRE APU
FAULT
FUEL
SHUT
OFF
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The fire panel lights cannot be dimmed, except for the three FUEL SHUT OFF valve
lights and the FAULT lights.
HYDRAULIC CONTROL
AND INDICATOR PANEL
The hydraulic control and indicator panel (Figure 4-3 and Appendix B) centralizes the display of hydraulic system malfunctions. The
panel includes four amber and two green lights.
Each light includes two bulbs. An engraved
label serves as identification of the associated system. The hydraulic control and indicator panel lights illuminate for the reasons
given in Table 4-3.
The lights on the hydraulic control and
indicator panel can be tested by positioning
the TEST switch located on the warning panel
to LIGHTS.
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WARM
PUMP 2
HOT
PUMP 3
ST BY
PUMP
L R
BATTERY TEMPERATURE
INDICATOR
The battery temperature indicator (Figure
4-4, 4-4A, and Appendix B) displays the temperature of each battery. It includes:
888
BATTERY 1
HOT
4-6
WARM
888
BATTERY 2
TEST
TEST BUTTON TESTS
THE BATTERY TEMPERATURE
INDICATOR
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MISCELLANEOUS
VISUAL WARNINGS
ENG 2 FAIL WARNING LIGHT
THE ENG 2 FAIL warning light (Figure 4-5 and
Appendix B) illuminates steady. The light and
causes for illumination are shown in Table 45.
INTERSTAGE TURBINE
TEMPERATURE INDICATORS
The three ITT indicators (Figure 4-6 and the
Appendix B) each include a graduated circular dial, a three-digit counter, and a red
engine overheat warning light. The lights
and their causes for illumination are shown
in Table 4-6.
The lights can be tested by positioning the TEST
switch located on the warning panel to LIGHTS.
ECU
A/I
Revision 4
PWR
INC
4-7
FlightSafety
international
AUDIO WARNINGS
PRIORITY WARNINGS
GENERAL
The audio warning system alerts the crew to configuration anomalies or certain operational conditions. The unit is located in the pedestal and
issues warning sounds through the cockpit loudspeaker or the pilot and copilot headsets.
The sounds are generated by a transistorized
audio warning unit which includes four
potentiometers. The potentiometers are designated for:
The stall and VMO /M MO warnings have priority over all others. They cannot be triggered
simultaneously with the other warnings, with
the exception of the horizontal stabilizer in
movement warning (rattle noise).
Next in priority is the fire warning. It cannot
be triggered simultaneously with other warnings, with the exception of the horizontal stabilizer-in-movement warning.
Loudspeaker output
WARNING VOICE
Single Warning
Figure 4-7.
4-8
Revision 4
FlightSafety
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SIMULTANEOUS
WARNING OR
INDICATION
TYPE OF
SOUND
CAUSE
HORN
SIL
VMO/MMO
Continuous varying
sound with frequency
varying between 660
Hz and 3,330 Hz
during a one-second
period
Readings on both
EFISs
VMO/MMO exceeded
No
Cabin pressure
Yes
Fire
Continuous two-pitch
audible 500-Hz tone
for 150 ms and then
555 Hz for 150 ms
Illumination of at least
one red FIRE light on
the fire panel
Yes
Stall
Intermittent 1,660-Hz
sound (beep beep)
on for 100 ms and off
for 100 ms
Airplane angle-of-attack is
greater than 11
No
No
SLATS EXTENDED
Stall
Intermittent 1,660-Hz
sound (beep beep)
on for 100 ms and off
for 100 ms
Illumination of the
three IGN lights on
the overhead panel
Steady green
slat light
Activation of stick
shaker on aircraft with
M889
Altitude deviation
Illumination of the
amber altitude warning light on the pilot
and copilot altimeters
No
Revision 4
Continuous clacker
sound with pulse
frequency at 12.5 Hz
Horizontal stabilizer
position indicator needle
is in movement on the
trim panel.
Movement of horizontal
stabilizer, whatever the
operation mode
No
4-9
FlightSafety
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TYPE OF
SOUND
Warning voice GEAR
SIMULTANEOUS
WARNING OR
INDICATION
Red light on landing
gear control handle
flashes.
CAUSE
The control handle is in the
gear downlocked or uplocked position, IAS is
lower than 160 knots, at
least one of the power
levers is in the reduced
power position (but not on
STOP on aircraft with M881),
and at least one of the three
gears is not downlocked.
The control handle is in the
downlocked or uplocked
position, the flaps are
extended to 40, and at
least one of the three gears
is not downlocked.
HORN
SIL
Yes
No
Decision height
Warning voice
MINIMUM
Letters DH appear on
both EADIs.
Yes
Autopilot
(Aircraft with
M880C)
Warning voice
AUTOPILOT
Illumination of the AP
light on the warning
panel
Failure or disengagement
of the autopilot
No
Takeoff
Configuration
Warning voice
NO TAKE-OFF
Red lights on
warning panel
which do not have
their own audio
warnings and ENG
2 FAIL red lights
(Aircraft with
M880C).
770 Hz
gong for
0.4 s.
Illumination of one of
the red lights.
4-10
Yes
No
Revision 4
FlightSafety
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Multiple Warnings
A maximum of three voices can be heard at
one time. If a fourth signal is received, it is
stored until one of the three active causes
has terminated.
INSTRUMENT PANEL
INDICATOR LIGHTS
CONFIGURATION PANEL
AND LANDING GEAR
CONTROL HANDLE
The configuration panel lights and the landing
gear control handle (Figure 4-8 and Appendix
Table 4-8. AUDIO WARNING TESTING
Annunciator
VMO/MMO
Cabin altitude
Fire
Stall
Horizontal
stabilizer in
movement
Landing gear
Takeoff
configuration
Revision 4
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THRUST REVERSER
INDICATOR LIGHTS
The thrust reverser indicator lights (Figure 49 and the Appendix B) are located on the lower
center instrument panel. The lights and their
causes for illumination are shown in Table 410.
AIR
BRAKE
Steady illumination
At least one of the six airbrakes is
not in the retracted position.
Flashing
After automatic retraction of the
airbrakes, as long as the handle
is in the extended position while
the airbrakes are retracted
SLATS
Steady illumination
All the slats are extended.
Flashing
Only the outboard slats are
extended.
During any movement of the slats or
if any one of the slats has failed to
either extend or retract
Main gear:
The corresponding door is not
closed and locked.
Nose gear:
The gear is not uplocked.
The gear is not downlocked while
the doors are open. The landing
gear is downlocked, and one of
the doors is not fully open.
4-12
TRANSIT
DEPLOYED
Revision 4
FlightSafety
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OVERHEAD PANEL
INDICATOR LIGHTS
The overhead panel lights (Figure 4-10 and Appendix B) are tested by setting the warning
panel TEST switch to LIGHTS.
Revision 3
4-13
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APU
Annunciator
APU PANEL
Steady illumination: It is
depressed to on.
ANTI-ICING PANEL
ENG 1
ENG 2
ENG 3
OIL
GEN
WING
X.BP
(CENTER AMBER
LIGHT)
LEVEL
(3 AMBER LIGHTS)
X.BP
(2 LH AND RH
AMBER LIGHTS)
NOTE
On aircraft with wing-brake heating,
the illumination conditions of the
green and amber lights are the
same, whether the switch is set to
WING or WING-BRK.
WINDSHIELD PANEL
BLEED-AIR PANEL
ISOL
XTK
DC SYSTEM PANEL
APU
XFR
LDG
4-14
Revision 4
FlightSafety
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FASTEN
BELTS
EMERG
LIGHTS
Annunciator
LH
AVIONICS
RH
AVIONICS
OFF
OFF
MASTER
MASTER
OPERATION
When airplane power is turned on, the master
warning and annunciator lights circuit is energized with 28 volts. Illumination of one of
the annunciators occurs when its corresponding system experiences a failure, is turned
off, or has not been actuated. The annunciator extinguishes only when the illuminating
malfunction and/or circumstance has been
cleared.
Intensity of most annunciators may be decreased by means of the BRIGHTDIM switch.
When placed in the DIM position, each annunciators intensity is reduced by approximately half. To return the annunciators to
normal intensity, the switch must be placed to
the BRIGHT position.
NOTE
Power for the master warning panel
is normally supplied from bus A1. If
bus A1 fails, bus B1 automatically
powers the warning panel.
Revision 3
4-15
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QUESTIONS
1.
The warning panel can be checked by positioning the control switch to:
A.
B.
C.
D.
2.
4.
BRIGHT
LIGHTS
FIRE
DIM
A.
B.
C.
D.
When the warning panel CABIN light illuminates, the accompanying sound is:
4-16
Fire
VMO /M MO
Stall
Altitude deviation
5.
6.
The HORN SIL button can be used to silence the audible warning for:
A.
B.
C.
D.
Revision 3
FlightSafety
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CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
FUEL STORAGE .................................................................................................................... 5-2
General............................................................................................................................. 5-2
Wing and Center Wing Tanks .......................................................................................... 5-2
Front and Rear Fuselage Tanks........................................................................................ 5-4
FUEL SYSTEM CONTROLS ................................................................................................ 5-4
FUEL DISTRIBUTION .......................................................................................................... 5-6
General............................................................................................................................. 5-6
Fuel Tank Pressurization System..................................................................................... 5-6
Fuel Transfer System ....................................................................................................... 5-6
Engine Feed System ...................................................................................................... 5-11
Crossfeed System .......................................................................................................... 5-13
FUEL INDICATING SYSTEMS .......................................................................................... 5-20
Fuel Quantity Indicators ................................................................................................ 5-20
Fuel Flow/Fuel Used Indicators .................................................................................... 5-20
Fuel Temperature Indicator
Aircraft Lower Than SN 70, or without Option 28-40-01............................................. 5-21
FUEL SYSTEM SERVICING ...................................................................................... 5-22
General .......................................................................................................................... 5-22
Pressure Refueling......................................................................................................... 5-22
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5-ii
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ILLUSTRATIONS
Figure
Title
Page
5-1
5-2
5-3
5-4
5-5
5-5A
5-6
5-7
5-8
5-9
5-10
5-11
5-12
5-13
5-14
5-15
5-16
5-17
5-18
5-19
5-20
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TABLES
Table
Title
Page
5-1
5-2
5-iv
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CHAPTER 5
FUEL SYSTEM
FUEL FLOW
4
MAIN
FUEL
2
LBS X 100
0
10
INTRODUCTION
During normal operations, the Falcon 900 fuel system consists of three separate subsystems: the left, center, and right. Each subsystem normally supplies fuel to its respective
engine. Interconnect and crossfeed valves allow fuel transfer between tanks and engine
fuel feed from any tank in the event of fuel imbalance or boost pump failure. The airplane may be pressure- or gravity-refueled or defueled.
GENERAL
Fuel storage consists of three tank groups: the
left wing and center wing, the forward and
rear fuselage, and the right wing and center
wing tanks. Total usable fuel capacity is 19,065
100 pounds; an additional 119 pounds is unusable. Weights are calculated for a fuel density of 6.7 pounds per gallon. Low-pressure
fuel is supplied to the engine-driven fuel
pumps by combined pressurization and boost
pumps. In addition, the submerged boost
pumps supply fuel for crossfeed operations,
Revision 3
5-1
FlightSafety
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FUEL STORAGE
GENERAL
Three fuel tank groups comprise the Falcon
900 fuel storage. Group 1 consists of the left
wing and the left center wing tanks. Group 2
consists of the forward and rear fuselage tanks.
Group 3 consists of the right wing and right
center wing sections. All tanks are part of the
airplane structure. Table 5-1 lists the fuel tank
capacities.
TANK GROUP
LITERS
KILOGRAMS
(SPECIFIC
GRAVITY =
0.803)
U.S.
GALLONS
POUNDS
1
Group
Left wing and center wing
3,433.0
2,756.5
907.0
6,077.0
3
Group
Right wing and center wing
3,433.0
2,756.5
907.0
6,077.0
Front
2,061.0
1,655.0
544.6
3,649.0
Rear
1,899.0
1,525.0
501.8
3,362.0
10,826.0
8,693 45
2,860.4
2
Group
Front and rear tanks
Airplane total capacity
19,165.0 100
NOTE:
The capacities and weights given represent the true quantities of fuel usable in flight. Weight is
calculated for a specific gravity of 0.803. See Limitations, this chapter.
The total usable amount for the wing and center wing tanks is 119 pounds (54 kg).
5-2
Revision 3.01
Revision 3.01
SIDE
CENTER WING
TANK
REAR
SPAR
SEALED
WALL
REAR TANK
PARTITION
PRESSURIZATION
INTERCONNECTION
NO. 1 BOOST
PUMP COMPARTMENT
LEGEND
FRONT
SPAR
GROUP 1
GROUP 2
GROUP 3
PARTITION
INBOARD
WING TANK
NEGATIVE PRESSURE
RELIEF VALVE
CENTER WING
FEEDER
NO. 3 PUMP
COMPARTMENT
BAFFLE
FILLER
PORT
JUNCTION
PLATE
OUTBOARD
WING TANK
international
FlightSafety
FRONT
TANK
FLAPPER
VALVES
5-3
Figure 5-1.
Fuel Tanks
FlightSafety
international
FUEL SYSTEM
CONTROLS
Fuel system controls are located on the
overhead panel and the center instrument panel.
The overhead panel is arranged schematically,
representing the basic fuel system configuration.
Controls located on the overhead panel include:
Two BOOSTER switches (one for each
wing tank)These are two-position
toggle switches which are used to turn
the group 1 or group 3 boost pump on or
off.
A single BOOSTER switch (for group
2)This is a three-position switch with
positions marked OFFST-BYNORM.
It controls the two group 2 boost pumps
as follows:
OFFWhen in the OFF position, both
boost pumps are off.
ST-BYWhen positioned to ST-BY,
only the standby boost pump is
energized.
NORMWhen in the NORM posi-
5-4
A pushbutton marked TOT REARIn normal operation the group 2 fuel quantity gage
reads total fuel in the front and rear tanks.
When the button is depressed, the gage reads
rear tank fuel quantity only.
Revision 3
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GROUP
1
3
INTERCONNECTION
SWITCH
BOOSTER
PUMP 1
SWITCH
BOOSTER
PUMP 3
SWITCH
XTK
BOOSTER
BOOSTER
LEVEL
FUEL
TEMPERATURE
INDICATOR
(OPTION)
LEVEL
X.BP
DISCH
2
X.BP
ENG 1
FIRE 1
TRANS
FAULT
FIRE 2
FIRE 3
RESET
PUSHBUTTON
FIRE
BAG COMP
FUEL USED
INDICATOR
AUTO
OPEN
CLOSED
10
LEVEL
X.BP
ENG 2
FUEL SYSTEM
10
20
30
ENG 3
X-BP
30
40
40
20
60
LBS
X 100
80
20
30
20
60
LBS
X 100
FUEL QTY
1
2
2
3
CROSSFEED CROSSFEED
ROTARY
ROTARY
SWITCH
SWITCH
10
20
40
20
0
X-BP
FAULT
BOOSTER
PUMP 2
SWITCH
FIRE APU
TRANS
FAULT
XTK 2*
TRANS
FAULT
FUEL
SHUT
OFF
DISCH
2
*
BOOSTER
NORM
ST-BY
OFF
FUEL
SHUT
OFF
DISCH
2
FORWARD/REAR TANK
TRANSFER SWITCH
FUEL
SHUT
OFF
80
FUEL QTY
60
LBS
X 100
80
FUEL QTY
TOT
REAR
FUEL 2
FUEL 3
LO
FUEL 1
LO
FUEL 2
REV
UNLOCK
ECU
OVHT
LO
FUEL 3
XTK 2
OPEN
AIL
ZERO
FUELING
AP
MISTRIM
COND G
OVHT
-2P BK
CABIN
NOSE
CONE OVHT
REAR
DOORS
BLEED
APU
T/O
CONFIG
BLEED
OVHT
XTK 2
CLOSED
AIL
FEEL
BAG
ACCESS
PITCH
FEEL
MACH
TRIM
BAG
ISOL
BAG 1 COMP 1
BLEED AIR
ISOL
COOLING
FAN
S4 1
S4 1
ACM
DISM
OC 1
OC 1
MFD
S4 2
ADC 2
CNSL2
FOC 2
FIG 2
ON
TEST
NORM
OFF
GRAVITY
FUELING
DG IDIC
TEST
RESET
A/P TEST
MAINTENANCE PANEL
Figure 5-2.
Revision 4
ANTI-SKID
HEAT
FUEL FLOW
TEST
WARNING PANEL
STABILIZER
RELAY TEST
5-5
FlightSafety
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A water trap
A pressure gage
During refueling, venting is through two electrically controlled valves located forward of
the wing roots.
FUEL DISTRIBUTION
GENERAL
FUEL TANK
PRESSURIZATION SYSTEM
The fuel tanks are automatically pressurized by
low-pressure bleed air from No. 1 and No. 2 engines as soon as either engine is started (Figure
5-3). The system is completely automatic. The
pressure is regulated by the following:
A pressure-reducing valve downstream
from the engine bleed
Two valve boxes which include pressure-relief and negative pressure-relief
valves
A negative pressure-relief valve in each
wingtip
Description
In addition to the two air/fuel pressurization
interconnect pipes which link the front and
rear fuselage tanks, two fuel transfer pipes are
installed (Figure 5-4). The right pipe is positioned for gravity transfer of fuel from front
to rear only until the fuel level reaches onethird of its capacity. The left pipe can be used
for gravity transfer, or fuel can be transferred
normally using a jet pump installed in the
rear tank. This pipe is installed to draw fuel
from the bottom of the front tank. A transfer
valve in this pipe is opened or closed by a logic
control circuit to ensure sequential consumption of fuel from the front tank. The
valve closes to conserve one-third of the front
tank capacity while the contents of the rear
tank are consumed.
The logic control circuit includes:
A fuel level detector located in the front
tank at a level approximately 100 pounds
higher than the right (gravity flow) pipe
fuel flow cutoff level (1,200 pounds)
Two level detectors located in the rear
tank at the 1,100- and 1,400-pound levels
An electric transfer solenoid valve installed in the left transfer pipe
5-6
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FlightSafety
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LEVEL LESS
THAN 1,000 LB
XTK
BOOSTER
LEVEL
FUEL 1
FUEL 2
FUEL 3
LO
FUEL 1
LO
FUEL 2
LO
FUEL 3
REV
UNLOCK
FUELING
ECU
OVHT
COND G
OVHT
-2P BK
CABIN
BLEED
OVHT
FRONT TANK
LEVEL
X.BP
XTK 2
CENTER WING
TANK
BOOSTER
NORM
ST-BY
OFF
VENT VALVE
SUMP DRAIN
X.BP
AUTO
OPEN
CLOSED
LEVEL
X.BP
PROBE
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
GRAVITY FUELING
G2
G1
159
PRESSURE
GAGE
VALVE BOXES
REAR TANK
LEGEND
TANK PRESSURIZATION
ELECTRICAL CONNECTION
Figure 5-3.
Revision 3.01
FLAPPER
VALVE
G2
WING NEGATIVE
PRESSURE RELIEF
VALVE
AUTOMATIC
DRAIN
G3
HOT AIR
FILTER
DRAIN
BOWL
PRESSURE REDUCER
AUTOMATIC DRAIN
CHECK
VALVE
5-7
FlightSafety
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international
PROBE
FRONT TANK
CENTER
WING TANKS
JET
PUMP
G2
FILLER
PORT
FILLER
PORT
INTERCONNECTION
VALVE
(NORMALLY CLOSED)
;;;;
FLAPPER
VALVE
G1
G3
;;;;
;;;;
y
;
y;
R3 CROSSFEED
VALVE
DRAIN VALVE
(AIRCRAFT
PRIOR TO SN 96)
R1 CROSSFEED
VALVE
;
;
FUEL
GROUP 1
CROSSFEED SHUTOFF
VALVE
VALVE
FUEL
SHUTOFF
VALVE
GROUP 1
CROSSFEED
MANIFOLD
;;
GROUP 2
FUEL
MANIFOLD
LEGEND
GROUP 1 FUEL
GROUP 2 FUEL
DEFUELING/
REFUELING
VALVE
DRAIN
VALVE
yyyy ;;;;
@@@@
;;;;
yyyy
@@@@
NEGATIVE
PRESSURE
RELIEF
VALVE
GROUP 3 INTERCONNECTION
MANIFOLD
;;
;
GROUP 1 INTERCONNECTION
MANIFOLD
TRANSFER VALVE
(ON SOME AIRCRAFT)
FUEL
TEMPERATURE
PROBE
(IF INSTALLED)
ONE-THIRD
TANK LEVEL
PIPE
GROUP 3 FUEL
MOTIVE FLOW
TRANSFER FUEL
GROUP 2
CROSSFEED
MANIFOLD
G2
REAR
TANK
;
;;;
;
;
;
;
;;;;;; ;
;
;
;;
NEGATIVE
PRESSURE
RELIEF
VALVE
A/C 159
;;
FUEL PROBE
FILTER
BOOST
PUMPS
NO. 1 ENGINE
NO. 2 ENGINE
AND APU
Figure 5-4.
5-8
NO. 3 ENGINE
Fuel Distribution
FOR TRAINING PURPOSES ONLY
Revision 3.01
FlightSafety
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Operation
Front
tank
consumption
Rear
tank
consumption
or
In the event that the automatic transfer function malfunctions, the monitoring logic circuit
causes the XTK 2 CLOSED or XTK 2 OPEN
1,200
LB
OPEN
FRONT TANK
ANY TANK
LEVEL
REMAIN
CLOSED
1,200
LB
REAR TANK
FRONT TANK
1,200
LB
FRONT TANK
REAR TANK
5
INCR FROM
1,100 LB
1,400
OR MORE
1,200
LB
LB
CLOSED
REAR TANK
1,400
LB
1,100
LB
FRONT TANK
1,400
LB
1,100
LB
REAR TANK
1,200
LB
LESS THAN
1,100 LB
OPEN
FRONT TANK
REAR TANK
Figure 5-5.
Revision 4
VALVE
POSITION
FRONT
TANK
REAR
TANK
OPEN
MORE THAN
1,200 LB
CLOSED
OPEN
REMAIN
CLOSED
REMAIN
OPEN
ANY
AMOUNT
OVER
1,400 LB
LESS THAN
1,100 LB
DECR TO
1,100 LB
INCR TO
1,400
LESS
THAN
1,200 LB
5-9
FlightSafety
international
warning panel light to illuminate. When illuminated, the lights have the following meanings:
XTK 2 CLOSEDThis indicates that
the transfer valve is closed when it
should be open.
XTK 2 OPENThis indicates that the
transfer valve is open when it should be
closed.
The CLOSEDOPENAUTO switch on the
overhead panel can directly control opening
and closing of the valve, overriding the control logic. The XTK lights will indicate the
control switch positions until the valve position agrees with the switch position.
The transfer valve has a clutch-release actuator installed which can be used to open the
valve manually from inside the pressurized
cabin. The control is built into the cabin floor,
even with the left No. 11 window. It consists
of a retractable handle (see Figure 5-5A) to
which access is gained by lifting up the car-
NOTE
In the second configuration, the rear
limit is reached only if the airplane
balance is greater than 29% MAC,
and if the remaining fuel capacity in
each tank group is between 2,500
and 1,500 pounds. Even in this case,
however, use of the manual control
can be avoided if group 2 fuel is
FORWARD
CONTROL
LEVER
Figure 5-5A.
5-10
NORM
XTK2
OPEN
CLOSED
Revision 3
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consumed first.
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5-11
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Boost Pumps
Four identical, three-phase, AC-powered,
submerged, centrifugal fuel boost pumps are
installed in the Falcon 900 fuel system. Each
pump has a built-in inverter which converts
28 VDC to 115 VAC 400 Hz. Group 1 and
group 3 tanks each have one pump installed;
group 2 tanks have two pumps. Group 1 and
group 3 pumps deliver fuel under low pressure to their respective interconnection and
crossfeed manifolds and then to their respective engines. Group 2 pumps deliver fuel
to the group 2 manifold and crossfeed manifold, then to the No. 2 engine. Pump discharge is 7.25 psi with a flow rate of 10.56 U.S.
gallons per minute at 51,000 feet altitude.
Control switches for the boost pumps are located on the overhead panel. Electrical power
is supplied to the fuel boost pumps from the
following primary buses:
HIGH VOLUME,
LOWER PRESSURE
THAN MOTIVEFLOW FUEL
LOW VOLUME,
LOW-PRESSURE
FUEL FROM
BOOST PUMP
LEGEND
MOTIVE FLOW
FUEL SUPPLY
TRANSFER FUEL
FUEL SUPPLY
Figure 5-6.
5-12
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Jet Pumps
Fuel system jet pumps use motive-flow fuel
(see Figure 5-4) delivered from the fuel boost
pumps. The jet pumps are identical in the three
tank groups and operate on the venturi
principle (Figure 5-6).
In each tank group 1 and 3, four jet pumps siphon fuel from the outboard, inboard, and
center wing tanks and deliver it to the respective boost pump compartment. In tank
group 2, three jet pumps are installed in the
rear tank. One pump is used to siphon fuel
from the front tank when the transfer valve is
open; the other two pumps siphon fuel from
the aft part of the rear tank and deliver it to the
boost pump compartment. The jet pumps ensure that the boost pumps stay submerged in
the boost pump compartments. The jet pump
circuit is equipped with a filter and a check
valve with a clogging indicator for system
protection (clogging indicators are only on
aircraft prior to SN 96).
Groups 1 and 3
Interconnection Manifolds
The groups 1 and 3 interconnection manifolds
are mounted in a dry bay outside the center
wing tank on the rear spar. They receive fuel
from the respective boost pumps. An electrically
driven spherical core valve (R1 and R3 crossfeed interconnect valves on Figure 5-4) on each
manifold supplies motive-flow fuel to the jet
pumps in normal operation. Both valves are
controlled by an X-BP interconnect rotary
switch and are normally positioned closed;
when selected to open, fuel is directed to the
X-BP crossfeed interconnect system. Included
in each manifold is a filter for the motive-flow
fuel and a clogging bypass valve with an indicator. An outlet enables a direct connection
with the valve outlet of the other manifold.
Groups 1 and 3
Crossfeed Manifolds
The groups 1 and 3 crossfeed manifolds are
mounted on the forward baffle of the rear tank,
and each contains three valves:
Revision 4
5-13
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XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
X.BP
LEVEL
BP1
C
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
G1
LEGEND
AUTO
OPEN
CLOSED
XTK
GROUP 1
BOOST
GROUP 3
BOOST
X.BP
R1
ENG 1
ENG 2
ENG 3
ENGINE 1
FUEL SYSTEM
ENGINE 3
XTK
X-BP
BP1
BP3
NEUTRAL
CLOSED
ON
ON
Figure 5-7.
G1
LIGHTS
XTK
X-BP
OUT
OUT
TANK
INTERCONNECTION
G3
NO
INTERCONNECTION
ENGINES 1 AND 3
SUPPLY
G1
ENGINE 1
G3
ENGINE 3
CROSSFEED SYSTEM
General
Interconnections among the three fuel groups
allow any operable boost pump to supply fuel
to any engine. Crossfeed is possible between:
Groups 1 and 3X-BP 1 3
Groups 1 and 2 or 3 and 2X-BP
5-14
R3
1 2 or 3 2
X-BP 1 3 Crossfeed
Description
The crossfeed system allows fuel in one wing
group to be consumed by use of the boost
pump from the opposite wing group. As shown
in Figure 5-4, the items which comprise the
system are:
Revision 3.01
FlightSafety
international
XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
X.BP
LEVEL
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
XTK
AUTO
OPEN
CLOSED
LEVEL
LEGEND
X.BP
GROUP 3 R1
BOOST
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
R3
LIGHTS
XTK
X-BP
NEUTRAL
OPEN
OFF
ON
G1
TANK
INTERCONNECTION
OUT
ON
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G3
NO
INTERCONNECTION
ENGINE 3
G3
ENGINE 1
FLOW
XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
X.BP
LEVEL
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
XTK
AUTO
OPEN
CLOSED
X.BP
R3
R1
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
RIGHT
OPEN
OFF
ON
LIGHTS
XTK
X-BP
ON
ON
G1
TANK
INTERCONNECTION
G1
G3
G3
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G3
ENGINE 3
ENGINE 1
LEVEL EQUALIZATION
FEATURED ON AIRCRAFT WITHOUT
* NOT
ELECTRIC TRANSFER VALVE XTK 2
Figure 5-8.
Revision 4
5-15
FlightSafety
international
XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
LEVEL
X.BP
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
XTK
AUTO
OPEN
CLOSED
LEVEL
X.BP
LEGEND
ENG 1
ENG 2
FUEL SYSTEM
LIGHTS
NEUTRAL
OPEN
ON
OFF
XTK
X-BP
BP1
BP3
GROUP 1
BOOST
ENG 3
POSITION OF
THE CONTROLS
XTK
X-BP
R3
R1
G1
OUT
ON
ENGINE 1
TANK
INTERCONNECTION
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G3
NO
INTERCONNECTION
ENGINE 1
G1
ENGINE 3
FLOW
XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
LEVEL
X.BP
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
XTK
AUTO
OPEN
CLOSED
X.BP
R1
ENG 1
ENG 2
ENG 3
ENGINE 1
FUEL SYSTEM
POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
LEFT
OPEN
ON
OFF
R3
LIGHTS
XTK
X-BP
ON
ON
G1
TANK
INTERCONNECTION
G1
G3
G3
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G1
ENGINE 1
ENGINE 3
LEVEL EQUALIZATION
FEATURED ON AIRCRAFT WITHOUT
*NOT
ELECTRIC TRANSFER VALVE XTK 2
Figure 5-9.
5-16
Revision 4
FlightSafety
international
XTK
BOOSTER
BOOSTER
LEVEL
LEGEND
LEVEL
X.BP
BP1
BP3
GROUP 1 BOOST
GROUP 2 BOOST
GROUP 3 BOOST
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
AUTO
OPEN
CLOSED
BP2
X.BP
ST-BY NORM
ENG 1
ENG 2
ENG 3
FUEL SYSTEM
ENGINE 1
ON
NORM
ON
CLOSED
CLOSED
Figure 5-10.
G1
TANK
INTERCONNECTION
LIGHTS
G2 G3
NO
INTERCONNECTION
X-BP
X-BP
OFF
OFF
ENGINE 2 ENGINE 3
ENGINES 1, 2,
AND 3 SUPPLY
G1
ENGINE 1
G2
ENGINE 2
G3
ENGINE 3
Interconnection Valve
The interconnection valve (see Figure 5-4) connects tank groups 1 and 3. The valve is opened by
fuel pressure. A microswitch in the interconnection valve causes the XTK light on the
overhead panel to remain illuminated as long as
the valve is not fully closed.
Operation
Figure 5-7 shows the normal configuration of
groups 1 and 3 fuel systems; they independently feed the No. 1 and No. 3 engines, re-
Revision 3.01
5-17
FlightSafety
international
XTK
BOOSTER
BOOSTER
LEVEL
X.BP
LEGEND
BP1
BP3
GROUP 2 BOOST
LEVEL
GROUP 3 BOOST
C
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
ENG 1
AUTO
OPEN
CLOSED
LEVEL
BP2
X.BP
ENG 2
FUEL SYSTEM
ST-BY NORM
ENG 3
ENGINE 1
FEATURED ON AIRCRAFT
* NOT
WITHOUT ELECTRIC TRANSFER
POSITION OF
THE CONTROLS
VALVE XTK 2
BP1
BP2
BP3
X-BP 12
X-BP 23
OFF
NORM
ON
OPEN
CLOSED
ENGINE 2 ENGINE 3
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
ENGINE 1
G2
ENGINE 2
X-BP
X-BP
ON
OFF
ENGINE 3
G3
LEGEND
BOOSTER
BOOSTER
LEVEL
LEVEL
X.BP
BP1
BP3
GROUP 1 BOOST
GROUP 2 BOOST
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
AUTO
OPEN
CLOSED
BP2
X.BP
ST-BY NORM
ENG 1
ENG 2
ENG 3
FUEL SYSTEM
FEATURED ON AIRCRAFT
* NOT
WITHOUT ELECTRIC TRANSFER
VALVE XTK 2
ENGINE 1
POSITION OF
THE CONTROLS
BP1
BP2
BP3
X-BP 12
X-BP 23
ON
NORM
OFF
CLOSED
OPEN
ENGINE 2 ENGINE 3
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
G1
ENGINE 1
ENGINE 2
X-BP
X-BP
OFF
ON
G2
ENGINE 3
Figure 5-11.
5-18
Revision 3.01
FlightSafety
international
XTK
BOOSTER
BOOSTER
LEVEL
X.BP
LEGEND
BP1
BP3
GROUP 1 BOOST
LEVEL
GROUP 3 BOOST
C
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
ENG 1
LEVEL
AUTO
OPEN
CLOSED
BP2
X.BP
ENG 2
FUEL SYSTEM
ST-BY NORM
ENG 3
ENGINE 1
FEATURED ON AIRCRAFT
* NOT
WITHOUT ELECTRIC TRANSFER
POSITION OF
THE CONTROLS
VALVE XTK 2
BP1
BP2
BP3
X-BP 12
X-BP 23
ON
OFF
ON
OPEN
CLOSED
ENGINE 2 ENGINE 3
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
ENGINE 1
G1
ENGINE 2
X-BP
X-BP
ON
OFF
ENGINE 3
G3
BP1
BOOSTER
BP3
BOOSTER
LEVEL
X.BP
LEVEL
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
AUTO
OPEN
CLOSED
BP2
X.BP
ST-BY NORM
ENG 1
ENG 2
ENG 3
FUEL SYSTEM
FEATURED ON AIRCRAFT
*NOT
WITHOUT ELECTRIC TRANSFER
VALVE XTK 2
ENGINE 1
POSITION OF
THE CONTROLS
BP1
BP2
BP3
X-BP 12
X-BP 23
ON
OFF
ON
CLOSED
OPEN
ENGINE 2 ENGINE 3
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
G1
ENGINE 1
ENGINE 2
X-BP
X-BP
OFF
ON
G3
ENGINE 3
Figure 5-12.
Revision 3.01
5-19
FlightSafety
international
spectively. Note that both the XTK and the interconnection valves are closed with respect
to the interconnection lines and the No. 1 and
No. 3 boost pumps are operating.
Groups 1 and 3 crossfeed controls include:
X-BP 1 2 or 3 2
Crossfeed
When the X-BP 1 2 or 3 2 rotary
switch is positioned to open the respective XBP 1 or 3 crossfeed valve, interconnection is established between the fuel supply system of the
corresponding engine (No. 1 or No. 3) and that
of the No. 2 engine. An open valve is indicated
by illumination of the corresponding X-BP light
on the overhead panel.
Bus B2 supplies electrical power to X-BP
1 2 crossfeed; bus A1 supplies power for
X-BP 3 2 crossfeed. In the event of an
5-20
Revision 3
FlightSafety
international
tank.
FUEL FLOW/FUEL
USED INDICATORS
The fuel flow/fuel used indicators (Figure 514) serve dual functions. The fuel flow indication is instantaneous and reads in pounds per
hour by a needle over a dial gradated in pounds
from 0 to 30 (x 100). A four-digit display window on the face of the instrument indicates the
quantity of fuel consumed by the engine.
FUEL INDICATING
SYSTEMS
Revision 4
FUEL TEMPERATURE
INDICATORAIRCRAFT
LOWER THAN SN 70 OR WITH
OPTION 28-40-01
A digital display (installed as an option on
some aircraft) on the overhead panel (See Figure
5-2) indicates fuel temperature in the No. 1
fuel tank. The indicator range is 60 to +60C.
5-21
FlightSafety
international
NOTE
X-BP Warning/Advisory
FUELING Warning
This warning panel light comes on to signal
one of the following:
One of the two vent valves is not fully
closed.
The defueling/refueling valve is not
fully closed.
5-22
Revision 3
FlightSafety
FlightSafety
international
international
MAINTENANCE PANEL
(COCKPIT, COPILOTS SIDE)
;
;; ;
;
;
STABILIZER
RELAY TEST
ANTI-SKID
COOLING
FAN
SG3
;;
;
;
;;
BAG 1 COMP 1
BLEED AIR
ISOL
SG1
EADI1
EASI1
FGC1
FMS1
SG 2
EADI2
EASI2
FGC 2
FMS 2
HEAT
MFD
ON
OFF
FUEL FLOW
TEST
GRAVITY
FUELING
DG IDIC
TEST
RESET
TEST
NORM
A/P TEST
GRAVITY FUELING
SWITCH
CAUTION
FUEL TYPES: JET A - A1 - B - JP4 - JP5
FOR ADDITIVES SEE
AIRPLANE FLIGHT MANUAL
1 CHECK STOP FUELING LIGHT ILLUMINATED
2 PULL SAFETY LEVER AND REMOVE
COUPLING CAP
3 CONNECT GROUND TERMINAL
4 CONNECT COUPLING ONLY IF FUELING OK
LIGHT ILLUMINATED
ON
FULL
10
5
0
LBS
X 100
ON
FULL
OFF
15
20
FULL
OFF
LEFT
OFF
CENTER
RIGHT
CLOSED
FULL
FUEL QTY
STOP
FUELING
ON
VENT
VALVE TEST
PARTIAL
FUELING
ON
OPEN
OFF
FUELING
GROUNDING
RECEPTACLE
LEFT REFUELING
SWITCH
GROUP 2
INDICATION
CENTER REFUELING
SWITCH
RIGHT REFUELING
SWITCH
10
GROUP 1 INDICATION
FUEL QTY
STOP
FUELING LIGHT
LEFT
20
REFUELING MODE
SELECTOR
(OPTIONAL)
ON
OFF
OFF
CENTER
RIGHT
CLOSED
STOP
FUELING
ON
VENT
VALVE TEST
PARTIAL
FUELING
OK
GROUP 3 INDICATION
FULL
TEST
FULL
LBS X 1000
ON
FULL
OFF
15
0
FULL
OFF
VENT VALVE
TEST SOCKETS
DEFUELING SWITCH
OPEN
PARTIAL REFUELING
SELECTOR
FUELING
OK LIGHT
REFUELING
AUTOMATIC STOP
TEST PUSHBUTTON
VENT VALVE
TEST SOCKETS
Figure 5-15.
Revision 3
5-23
FlightSafety
FlightSafety
international
international
PRESSURIZATION
INTERCONNECTION
CENTER WING
TANK
G2 END-OF-FUELING THERMISTOR
FRONT
TANK
G2
VENT VALVE
G3 END-OF-REFUELING
THERMISTOR
G1 END-OF-REFUELING
THERMISTOR
G1
G3
REFUELING
VALVES
TO DEFUELING/
REFUELING
VALVE
FULL
ON
ON
OFF
OFF
FULL
OFF
LEFT
FULL
CENTER
TEST
FUELING
OK
PRESSURE
REFUELING
ON
VENT
VALVE TEST
PARTIAL
LEVER
COUPLING
RIGHT
CLOSED
STOP
FUELING
FULL
RESTRICTOR
REFUELING
MANIFOLD
OPEN
OFF
DEFUELING
G2
LEGEND
PRESSURE REFUELING
REAR
TANK
ELECTRICAL
Figure 5-16.
5-24
Pressure Refueling
Revision 3.01
FlightSafety
international
A green FUELING OK light which illuminates to indicate that the vent valves
are open and fueling may take place
A FULLPARTIAL toggle switch which
is used in conjunction with the partial refueling selector (when installed)
GRAVITY REFUELING
The airplane may be refueled through a gravity filler port (Figure 5-17) located on each
wings upper surface. Electrical power on the
airplane is required for gravity refueling.
Refueling progress can be monitored on the
quantity indicators.
Refueling the group 2 tanks (Figure 5-18) requires pressurization of the fuel system by
the following steps:
NOTE
If fueling does not stop, manually stop
refueling.
Revision 3
5-25
FlightSafety
international
DRAIN VALVES
Figure 5-17.
NOTE
If gravity-refueling the airplane
through only one wing filler port,
open the crossfeed valve and turn on
the boost pump for that side only.
ANTI-ICING BLENDING
APPARATUS
Figure 5-20 shows the apparatus which is typical for adding fuel anti-icing additive over
the wing through the gravity filler ports, when
necessary. The fuel flow should start before
adding the additive and stop after the additive
has been added.
NOTE
Gravity refueling should not be done
using battery power only because of
the high current draw during refueling.
DEFUELING
Apart from its center system gravity refueling
function, the defueling/refueling valve can
also be used for defueling through the pressurerefueling connector. For this function, the
valve is controlled by the DEFUELING switch
on the refueling panel.
Figure 5-19.
5-26
Revision 3
FlightSafety
international
UT
:
ION
VENT
VALVE
PRESSURIZ
ED
TA
A
A, JET 1, JET B
N
,J
ET
P4
LJ
,
UE
CA
5
JP
FRONT
TANK
GRAVITY
FUELING
RF
R
AI
AL
FO
UE
RA
S
G
AL A L
TOT
IN
G
U
45 U
28
N
US
ABLE Q U A N TITY
MA
TR U
RG
CTIONS SEE OPE
FT
IN S
G2
yyy
@@@
;;;
@@@
;;;
yyy
G1
DEFUELING/
REFUELING
VALVE
BOOSTER
CROSSFEED
MANIFOLD
;
;;;;
;
;
;
;
;;;
MAINTENANCE PANEL
BAG 1 COMP 1
BLEED AIR
STABILIZER
RELAY TEST
ANTI-SKID
COOLING
FAN
;;;
;
;;
;;
ISOL
HEAT
ON
OFF
FUEL FLOW
TEST
GRAVITY
FUELING
ENG INDIC
TEST
CROSSFEED
VALVE
RESET
LEGEND
;;;;;;
;;;;;;
;
;
;;;;;
;;;;;;
;
;
;; ; ;
;
;
y
;
;
y
;
;
;
;
;
;
;
;
y;;y;y;;;;;y;;;;;y;;;y;;;;;y;;;;;
;
y
;
y
;
;
y; ;y; ; ;
yyy
@@@
;;;
@@@
;;;
yyy
;yy;
y;y;
y;;y
international
yyyy ;;;
@@@@
;;;;
yyy
@@@
G2 END-OF-REFUELING THERMISTOR
QUANTITY GAGE
y
;
;
y
y
;
y
;
y
;
y
;
;
;
;
y
;
;
y
;
y
y
;
y
;
y
;
y
;
;
;
;
y;y;y;y;y;;y;y;; y;y;y;y;y;y;
y; y;
FlightSafety
G2
G3
REFUELING
VALVES
XTK
DRAIN
VALVE
BOOSTER
BOOSTER
LEVEL
REFUELING
MANIFOLD
XBP
LEVEL
C
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
REAR
TANK
LEVEL
*
AUTO
OPEN
CLOSED
X.BP
ENG 1
ENG 3
GROUP 1 BOOST
GROUP 3 BOOST
ELECTRICAL
ON
ON
ON
OFF
OFF
FULL
FULL
FULL
OFF
FULL
RIGHT
CENTER
LEFT
TEST
CLOSED
STOP
FUELING
ON
VENT
VALVE TEST
PARTIAL
Figure 5-18.
Revision 3
FUELING
OK
OPEN
OFF
DEFUELING
Gravity Refueling
5-27
FlightSafety
international
GRAVITY REFUELING
The airplane may be refueled through a gravity filler port (Figure 5-17) located on each
FUEL ADDITIVE
BLENDER HOSE
AIR 2
5
36 R
O -IL
MI 686
27
HANDLE
RING
TRIGGER
FUEL NOZZLE
Figure 5-20.
5-28
FlightSafety
international
Fuel used must conform to the following specifications. Table 5-2 is representative of the
fuel definition as of December 1987.
Table 5-2.
FUEL SPECIFICATIONS
SPECIFICATION
DESIGNATION
GARRETT
EMS 53111
EMS 53112
KEROSENE
EMS 53113
WIDE-CUTTYPE FUEL
EMS 53116
HIGH-FLASH
POINT-TYPE
FUEL
CIS
FUELS
GOST
10227-86
EQUIVALENCE
FREEZING
POINT
( C)
ADDITIVES
ANTIICE
*
*
*
*
ANTISTATIC
NATO
CODE
ASTM D 1655
CAN 2-3.23
Jet A
Jet A
40
ASTM D 1655
CAN 2-3.23
DERD 2494
DERD 2453
Jet A1
Jet A1
AVTUR
AVTUR/FSii
47
MIL-T-83133
AIR 3405C
AIR 3405C
JP8
-
50
With
Without
With
ASTM D 1655
CAN 2-3.22
Jet B
Jet B
50
*
*
MIL-T5624
AIR 3407B
DERD 2486
DERD 2454
CAN 2-3.22
JP4
AVTAG
AVTAG/FSii
-
58
With
With
With
*
Without
*
With
Without
With
With
F40
F40
F40
F40
AIR 3404C
AIR 3404C
DERD 2498
MIL-T-5624
DERD 2452
CAN 3GP24
CAN 3GP24
AVCAT
JP5
AVCAT/FSii
-
46
*
Without
With
*
Without Without
With
Without
With
Without
Without
*
With
*
F43
F44
F43
F44
F44
F43
F44
60
60
60
60
55
Without
Without
Without
Without
Without
T1
TS1 REGULAR
TS1 PREMIUM
T2
RT
Without
With
With
*
With
With
With
*
*
*
*
With
Without
Without
Without
Without
Without
F35
F34
F34
F35
F34
Revision 3
5-29
FlightSafety
international
QUESTIONS
1.
2.
3.
4.
5.
5-30
6.
7.
The number of fuel boost pumps installed in the Falcon 900 fuel system is:
A. Two
B. Three
C. Four
D. Five
8.
9.
Revision 3
FlightSafety
international
Revision 4
5-31
FlightSafety
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5-32
Revision 2
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international
CHAPTER 6
AUXILIARY POWER UNIT
CONTENTS
Page
6-i
FlightSafety
international
ILLUSTRATIONS
Figure
Title
Page
6-1
6-2
6-3
6-4
6-5
6-6
6-7
6-8
6-9
6-10
Revision 3
6-iii
FlightSafety
international
CHAPTER 6
AUXILIARY POWER UNIT
INTRODUCTION
This chapter describes the auxiliary power unit (APU) installed in the Falcon 900
series airplanes. The primary objective for installing APUs in airplanes is to render the
airplane self-supporting while on the ground, especially when at remote away-from-home
bases where compatible ground servicing equipment may not be available.
APUs are generally independent of all installed airplane systems except for an electrical
power source for starting and control and a fuel supply from the airplanes fuel tanks to
sustain operation.
This chapter, in addition to describing the APU engine, also includes descriptions of all
of its related systems, such as oil, fuel, ignition, air extraction, and miscellaneous
APU/airplane interface systems.
6-1
FlightSafety
international
GENERATOR
COOLING AIR
INLET
APU COMPARTMENT
VENTILATION
AIR INLET
GENERATOR
COOLING AIR
OUTLET
LEFT
RIGHT
APU
AIR INLET
6-2
Revision 3
FlightSafety
international
AIR INTAKE
GENERAL
The Falcon 900 incorporates an APU manufactured by Garrett Turbine Engine Company; it
is designated GTCP36-150 (F). The unit is
transversely mounted in the rear fuselage
(Figure 6-1), under the No. 2 engine, and is enclosed in a carbon and titanium container. The
APU is certificated only for ground operation; the control circuits are wired through
the landing gear ground contact switches, thus
preventing in-flight operation or starting.
COMPRESSOR
The compressor is a single-stage centrifugal
impeller with a two-stage inflow diffuser. The
impeller is rigidly mounted on the rotor shaft.
The function of the compressor is to induce the
required airflow, impart velocity to the air,
and direct it through the radial/axial diffuser,
which converts the velocity energy to pressure
energy. This airflow is used for cooling and
combustion and also provides a bleed-air supply for ground heating and cooling of the occupied areas of the airplane.
MAJOR SECTIONS
For descriptive purposes the APU engine is divided into six major sections (Figure 6-2):
Air intake
Compressor
Combustor
Turbine
Exhaust
Accessory
LEGEND
ACCESSORY GEAR
ACCESSORY GEAR
COMBUSTOR
The combustor includes a reverse-flow annular combustion chamber located inside a turbine
plenum. Air is directed to the combustor from
the compressor. A precise volume enters the
COMPRESSOR
AIR INTAKE
COMBUSTOR
TURBINE
EXHAUST
AIR INTAKE
COMPRESSOR AIR
TURBINE
COMBUSTOR
EXHAUST
6-3
FlightSafety
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APU
BLEED
VALVE
THERMAL
PROTECTION
THERMAL
EXPANSION
CONNECTOR
NO. 2 ENGINE
AIR INTAKE
EXHAUST
DUCT
NO. 2 ENGINE
BLEED-AIR
LINE
TAPING
APU
COMPARTMENT
GENERATOR
VENTILATION
AIR INLET
PRIMARY
DIFFUSER
APU
APU
AIR INLET
APU COMPARTMENT
VENTILATION
AIR INLET
LEGEND
APU INLET AIR
GENERATOR
VENTILATION
AIR OUTLET
VENTING AIR
DRAIN MANIFOLD
SB-900-109
AIR INLET
SCREEN
EXHAUST
6-4
Revision 4
FlightSafety
international
c o m bu s t i o n c h a m b e r t h r o u g h s p e c i a l l y
designed holes of varying sizes. Fuel is added
to the air by six simplex fuel nozzles or atomizers which are circumferentially mounted in
the combustion chamber. This gas mixture is ignited by a single high-energy igniter plug. A
large portion of the remaining airflow is used
for combustion chamber liner insulation, dilution in the combustion chamber, and cooling in
the combustor area. When the engine reaches
self-sustaining rpm, the starter and ignition are
automatically turned off.
TURBINE
EXHAUST
The exhaust consists of an exhaust pipe and
an aspirator duct which directs the spent gases
to the atmosphere through a flush outlet
(Figure 6-3) located externally on the upper
right side of the rear fuselage. The airplanes
skin is protected by a stainless steel protective
plate attached to the structure in the area of the
exhaust outlet.
The exhaust gas velocity entering the exhaust
duct creates a low pressure in the APU shroud,
inducing a large volume of ambient air to enter
the shroud through a flush screened opening
(Figure 6-3) located externally on the left side
of the rear fuselage, under the generator ventilation air inlet.
The aspirator duct is lagged with a thermal
blanket to prevent heat transfer to the equipment
in the rear compartment.
Revision 3
ACCESSORY
OPERATING PRINCIPLE
The GTCP36-150 APU (Figure 6-4) is a small
gas turbine engine which operates at a constant
rpm. When the engine is rotated by the starter,
the compressor induces air through the intake
and imparts high velocity to the airflow. The
diffusion process occurring through the twostage diffuser converts the velocity energy to
pressure energy and directs the airflow to the
reverse-flow combustor. The air is turned 180,
and a precise volume enters the combustion
chamber, where fuel is initially added by three
primary atomizers and ignited by the highenergy igniter plug. As the engine continues
to accelerate, the flow divider introduces additional fuel through the three secondary atomizers, thus providing the required-to-run
fuel. The airflow is again turned 180 and is
expanded through the turbine, which extracts
all of the energy and uses it to drive the compressor and the accessories. The spent gases
are directed from the primary diffuser into
the exhaust duct and to the atmosphere through
the exhaust outlet. The aspiration principle
induces cooling air through the APU shroud
to remove fumes and provide additional cooling. As the APU reaches self-sustaining rpm,
the starter and ignition operation is automatically terminated. The engine will then opera t e o n a cy c l e o f c o n t i n u o u s i n d u c t i o n ,
compression, combustion, and exhaust at a
constant rpm.
6-5
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LEGEND
AIR INTAKE
COMPRESSOR AIR
COMBUSTION
EXPANSION
EXHAUST
APU SYSTEMS
The APU systems consist of the following:
Oil
Fuel
Ignition
Instrumentation
Control and starting
Electrical power supply
Bleed-air supply
OIL SYSTEM
The oil system (Figure 6-5) provides for cooling and lubrication for the rotor bearings and
the bearings and gears of the accessory gear.
The oil is contained in a sump attached to
the accessory gearcase. The sump contains
approximately 2.0 U.S. quarts and houses a
filler cap and dipstick, magnetic drain plug,
and oil thermostat.
6-6
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COOLING FINS
DRIVE PAD
(NOT USED FOR FALCON 900)
VENT
MAIN SHAFT
BALL BEARING
MAINSHAFT
BALL BEARING
STARTERGENERATOR
LOW
OIL PRESSURE SWITCH
LEGEND
FUEL CONTROL UNIT
PLANETARY
GEARBOX
OIL
THERMOSTAT
MAGNETIC
DRAIN PLUG
SUPPLY
PRESSURE
SCAVENGE
SENSORS
SUCTION
GEARTYPE PUMP
OIL
SUMP
FILTER
PRESSURE-REGULATING
VALVE
BYPASS
FUEL SYSTEM
The fuel system consists of an electronically
controlled fuel control unit (FCU), a fuel pump,
a bypass fuel filter, a torque motor, an ultimate
relief valve, a differential pressure regulator, a
fuel solenoid shutoff valve, a flow divider, and
two fuel manifolds terminating in six simplex
atomizers (three primary and three secondary),
located in the combustion chamber. The FCU
is controlled by an electronic control unit (ECU)
remotely installed in the rear compartment. The
F C U i s m o u n t e d o n a n d d r ive n b y t h e
accessory gear.
Fuel Supply
The fuel for operation of the APU is supplied
from the No. 2 engine feed line through a
shutoff valve by either one of the group 2 fuel
boost pumps.
Fuel Pump
The FCU fuel pump is a high-pressure gear
pump, which develops the necessary pressure
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APU RPM
APU EGT
TIMED ACCEL
CURRENT (MA)
TEMPERATURE (F)
1,600
0
0
25
50
75
100
25 TO 95%
1,500
1,400
1,300
1,200
1,100
1,000
0
16 SEC
25
50
75
100
ECU
LEGEND
RAM INPUTS
EGT INPUTS
OUTPUTS
CURRENT AND EGT SCHEDULE GRAPHICS
6-8
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Speed Governing
The speed governing system is a solid-state
timed-acceleration control, which operates
on the principle of governor reset acceleration.
The governor is initially preset at 25% of maximum design rpm. Following light-off, the
governor set point increases as a function of
time, and the resulting signal is transmitted to
the torque motor on the FCU metering valve,
which responds by adding or subtracting fuel
to maintain the rpm at the governor reference.
This reference increases as a function of time
until the 100% reference is attained. This value
will now be held constant throughout the entire operating range.
The T 5 loop has no function during APU starting unless T 5 temperature exceeds the design
value.
If the APU meets any resistance to acceleration between light-off and self-sustaining rpm,
the closed loop temperature topping circuit will
assume precedence, signaling the torque motor
to reduce fuel flow.
In summary, the electronic speed governing
loop is constantly monitoring rpm and modulating fuel flow by comparing the monopole
inputs to the ECUs 100% reference rpm, generating the required error signal to vary the current to the torque motor, and repositioning
the fuel metering valve accordingly.
Figure 6-6 depicts the start and speed governing logic of the APUs ECU.
Protection
The APU incorporates a comprehensive protection system which will automatically shut
the unit down when any of the following conditions exists:
T 5 overtemperature (starting)
Power microcuts in excess of 50 milli-
T 5 open circuit
N 1 monopole open circuit
Overcurrent in APU electrical components
Low oil pressure
High oil temperature
Takeoff with APU operating
Faulty APU generator excitation
All battery and engine generator
switches off
APU fire
Environmental control unit overheat
When an APU shutdown occurs for any of the
listed conditions, a restart is inhibited until the
system is reset by momentarily moving the
APU MASTER pushbutton off. This will be
explained in more detail later in this chapter.
Operation
As shown in Figure 6-7, the HP pump receives
fuel at boost pump pressure through a bypass
filter from the No. 2 engine fuel feed line.
The HP pump increases the fuel pressure to the
required value and directs the fuel through a
screen to the fuel metering valve. The position
of the fuel metering valve is determined by a
torque motor, which in turn responds only to
signals from the ECU. These signals are normally the computed resultant of APU rpm signals supplied to the ECU from the monopole
on the accessory case. In addition, if starting
temperature tends to exceed the design maximum, the T 5 input to the computer will result
in an output signal to the torque motor to cut
back fuel. The start logic and speed governing system, being electronic, will almost instantaneously adjust fuel flow (during varying
loads) and maintain a constant rpm.
IGNITION SYSTEM
The APU incorporates a high-energy ignition
system consisting of an exciter box, a hightension cable, and a single igniter plug in the
combustion chamber.
seconds
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APU MASTER
PUSHBUTTON
DC POWER
SAFETY
CIRCUITS
FROM
NO. 2 ENGINE
FUEL SUPPLY
FUEL
SUPPLY
SOV
COMBUSTION
CHAMBER
RPM
ECU
EGT
FILTER BYPASS
HP FUEL PUMP
TORQUE MOTOR
SECONDARY
SCREEN
FLOW DIVIDER
ULTIMATE RELIEF
PRIMARY
FILTER
LEGEND
/P
REGULATOR
SOLENOID
SOV
HP PUMP PRESSURE
BYPASS FUEL
METERED FUEL
PRIMARY NOZZLE FUEL
SECONDARY NOZZLE FUEL
ELECTRICAL
WARNING
The ignition system installed on the
APU is a high-energy type capable of
inducing an output voltage of between 5,000 and 6,000 volts. Even
though a dissipating circuit is incorporated in the exciter box, extreme care must be exercised when
in the proximity of the ignition components. Accidental contact may
cause severe injury or death.
6-10
INSTRUMENTATION
The APU incorporates an N 1 and a T 5 indicator located on the APU section of the
overhead switch panel (Figure 6-8) and an
hourmeter located in the APU enclosure.
The N 1 indicator is calibrated in percent from
0 to 120. The dial face is color-coded green, amber, and red. The green range extends from 95
to 105%, the amber range extends from 105 to
110%, and the red radial line is located at 110%.
The gage is a sweep-needle type and requires
electrical power from the ECU through the
latched-in position of the APU MASTER pushbutton. When power is off, the needle will go
to a position below zero. The input signals are
supplied from a single-wound monopole on
the accessory case, which supplies rpm information to the ECU as well as to the rpm gage.
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NOTE
The following is a simplified description of APU starting. It must
not be construed as a procedure. The
APU must be started using the approved checklist.
Battery StartAPU
(RPM Less than 50%)
Figure 6-8. Overhead Switch Panel
The T 5 indicator is graduated in degrees Celsius from 0 to 1,000. The dial face is colorcoded green, amber, and red. The green range
extends from 150 to 679C, the amber range
extends from 679 to 732C, and the red radial
marker is located at 732C. Operating power
is provided from the ECU through the latchedin (on) position of the APU MASTER pushbutton. When power is turned off, the needle
drops to an ambient temperature indication.
An hourmeter is mounted in the APU enclosure
and is accessible by opening the No. 2 engine
cowl. An option will allow installation of the
hourmeter in the rear compartment. The unit
receives power from the ECU when engine
rpm is 97% +4 seconds. When the APU is shut
down, power is removed from the hourmeter
by the ECU when rpm decays below 97%.
Revision 3
NOTE
If the APU is to be restarted following a shutdown, the start must be
delayed until the EGT decays to at
least 200C; otherwise, a hotter than
normal start may occur.
Momentarily pushing the APU START pushbutton initiates the automatic start sequence, and
the starter-generator cranks the APU. At 10%
rpm the fuel solenoid on the APU opens, and
the ignition is turned on. When equipped with
a surge valve circuit, it will be energized at
10%. The EGT gage indicates light-off almost
immediately, and rpm increases rapidly and
smoothly. At 50% rpm starter operation is
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terminated; the APU OIL light must go off before 50% rpm. On some installations, at approximately 60% rpm compressor discharge
pressure opens the surge valve. RPM must continue to increase rapidly and smoothly; at 97%
+4 seconds ignition is terminated, and the
hourmeter begins to record operating time. The
APU GEN light goes out, indicating that the
generator is on line and battery charging is taking place. The APU continues to accelerate to
approximately 101.6%. APU bleed air is available for ground heating or cooling if and when
selected.
APU generator voltage is indicated on both DC
voltmeters. APU line load may be checked by
moving the selector switch under the right
ammeter to the APU position. When either
ammeter selector switch is at the BAT
position, the ammeters indicate recharging of
the associated battery with the bus tie closed.
GPU StartAPU
(RPM Less than 50%)
CAUTION
incorporated, is energized. The APU fuel solenoid valve opens, fuel is supplied to the combustion chamber through the three primary spray
nozzles, and combustion occurs. Rapid and
smooth acceleration begins. When fuel pressure
at the flow divider reaches 30 psig, the divider
valve opens, and fuel is delivered to the three
secondary spray nozzles. At 50% rpm the ECU
shuts down starter operation, acceleration continues, and before 50% the OIL light goes out.
When a surge valve is incorporated, compressor discharge pressure will open it at 60% rpm.
At 97% +4 seconds the ECU turns off the ignition, the generator goes on line, and the GEN
light goes out. If the APU BLEED AIR control
switch is on, the APU supplies the occupied
areas for ground cooling or heating, as selected.
The APU rpm stabilizes and remains relatively
constant at approximately 100%, and T 5 stabilizes at approximately 220 to 500C.
Revision 3
Revision 3
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
IRS 1
HRZN
IRS 2
WARNING
PANEL
IRS 3
START
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
BAT 1
GEN 1
GEN 3
GEN 3
DC SYSTEM
BAT 2
GEN 2
APU
NORM
EXT POWER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
MAKE-AND-BREAK SWITCH
START CONTACTOR
WINDOWS
A3
150A
GALLEY 1 BAR
A4
BATTERY 1
BATTERY 1
CONTACTOR
130A
HYDRAULIC
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
APU
TO
AMMETER
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
LEGEND
REVERSE
CURRENT RELAY
GPU RECEPTACLE
TO
AMMETER
BATTERY POWER
BATTERY
BUS
BATTERY 2
GROUND
STARTING
BUS
MAKE-AND-BREAK SWITCH
RH
MAIN BUS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
TO
AMMETER
G2
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international
80A
FlightSafety
BATTERY 2
CONTACTOR
6-14
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
IRS 1
HRZN
IRS 2
WARNING
PANEL
IRS 3
START
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
BAT 1
GEN 1
GEN 3
GEN 3
DC SYSTEM
BAT 2
GEN 2
APU
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
MAKE-AND-BREAK SWITCH
START CONTACTOR
150A
BATTERY 1
BATTERY 1
CONTACTOR
130A
150A
APU
TO
AMMETER
HYDRAULIC
STANDBY PUMP
A5
GALLEY 2 BAR
A6
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
BUS-TIE
RELAY
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
GALLEY 1 BAR
A4
G
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
WINDOWS
A3
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
GPU POWER
BATTERY
BUS
BATTERY 2
GROUND
MAKE-AND-BREAK SWITCH
RH
MAIN BUS
130A
B1
GENERATOR 2
START
CONTACTOR
130A
B2
G2
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international
80A
FlightSafety
STARTING
BUS
BATTERY 2
CONTACTOR
TO
AMMETER
TO
AMMETER
EXT POWER
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BLEED-AIR SUPPLY
NOTE
When the APU is shut down with the
STOP pushbutton, or when an automatic shutdown occurs, the APU cannot be restarted unless the MASTER
pushbutton is momentarily unlatched
and relatched (pushed twice).
LIMITATIONS
APU SHUTDOWN
SYSTEMS
The APU incorporates automatic and selective
shutdown systems. The automatic shutdown
system is a function of the ECU and is described in detail under Electronic Control Unit
(ECU) in this chapter.
The normal means of shutting down the APU
is by momentarily pushing the STOP pushbutton (Figure 6-8). The STOP pushbutton transmits an input to the ECU which it interprets as
an overspeed (114%) signal. The overspeed
logic shuts down the APU by closing the APU
fuel solenoid shutoff valve, and the APU MASTER pushbutton light will be flashing. The
rpm gage drops smoothly to 0, and the EGT decreases to approximately 200C. The APU
GEN and OIL lights come on. When these conditions are indicated, the final step is to push
the APU MASTER flashing pushbutton to the
Revision 3
NOTE
If no ITT increase is observed within
10 seconds, discontinue start (push
STOP pushbutton) and wait 5 minutes before attempting a second start.
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NOTE
The duration of operation on amber
range 679 to 732C (1,255 to 1,350F)
must be as short as possible (intended
for emergency operation only).
6-16
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QUESTIONS
1. Fume extraction and cooling in the APU
compartment is achieved by:
A. A fan driven by the starter-generator
B. Ram air
C. An exhaust gas venturi effect
D. A bleed-air-driven ground blower
2. The APU pushbutton must be latched
(green light on) initially:
A. After the APU rpm reaches 97% +4
seconds
B. At 10%, to turn on the ignition
C. To open the fuel supply valve
D. To excite the starter-generator, before pushing the START switch
3. Automatic APU shutdown occurs if:
A. The battery and engine generator
switches are turned off.
B. Light-off does not occur within ten
seconds.
C. The OIL light is on at 20% rpm.
D. EGT hangs at 25% rpm.
4. Pushing the APU MASTER pushbutton
(green light on):
A. Turns on the OIL and GEN lights
B. Supplies power to the ECU
C. Opens the fuel supply valve
D. All the above
5. At 97% +4 seconds rpm the ECU:
A. Terminates the start cycle
B. Turns off the OIL light
C. Terminates ignition
D. Opens the bus tie
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CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
GENERAL............................................................................................................................... 7-1
ENGINES ................................................................................................................................ 7-2
General ............................................................................................................................. 7-2
Ratings ............................................................................................................................. 7-2
Characteristics.................................................................................................................. 7-2
Major Sections ................................................................................................................. 7-2
OPERATING PRINCIPLES.................................................................................................... 7-9
ENGINE SYSTEMS .............................................................................................................. 7-9
General ............................................................................................................................. 7-9
Oil System...................................................................................................................... 7-10
Fuel System.................................................................................................................... 7-12
Ignition System .............................................................................................................. 7-25
Instrumentation .............................................................................................................. 7-26
Engine Power Control.................................................................................................... 7-28
Engine Starting .............................................................................................................. 7-31
Engine Failure (No. 2 Engine) ....................................................................................... 7-40
Thrust Reverser .............................................................................................................. 7-40
LIMITATIONS ...................................................................................................................... 7-43
Thrust Rating (Uninstalled, Sea Level, ISA) ................................................................. 7-43
Thrust Setting................................................................................................................. 7-44
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7-ii
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ILLUSTRATIONS
Figure
Title
Page
7-1
7-2
7-3
7-4
7-5
7-6
7-7
7-8
7-9
7-10
7-11
7-12
7-13
7-14
7-15
7-16
7-17
7-18
7-19
7-20A
7-20
7-21
7-22
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7-23
7-24
7-25
7-26
7-27
7-28
7-29
7-30
7-31
7-32
7-33
7-34
7-35
7-36
7-37
TABLES
Table
Title
Page
7-1
7-2
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CHAPTER 7
POWERPLANT
#1 DC
GEN
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INTRODUCTION
This chapter describes the powerplants installed on the Falcon 900 series airplanes. In
addition to the engine, the chapter also includes descriptions of all related systems, such
as oil, fuel, ignition, instrumentation, engine power control, engine starting, thrust reverser, and associated powerplant limitations.
The contents of this chapter must not be construed as operating procedures. All values
for pressure, temperature, and thrust are used only for their illustrative meanings. Actual
values must be obtained from the pertinent material issued by, or on behalf of, the applicable manufacturer, the Federal Aviation Administration, and the certification agency
of the country of origin.
GENERAL
The Falcon 900 is powered by three turbofan engines. Each engine incorporates an integral, fully
automatic lubrication system, fuel and ignition
7-1
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ENGINES
GENERAL
The engines (Figure 7-1) are installed in a conventional trijet configuration. The No. 1 and
No. 3 engines are pylon-mounted on the left
and right sides of the rear fuselage. The No. 2
engine is mounted internally in the tail cone.
The engines (Figure 7-2) are manufactured
b y G a r r e t t Tu r b i n e E n g i n e C o m p a ny i n
Phoenix, Arizona, a division of the Honeywell
Engine and System Division. They are designated TFE731-5AR-1C or TFE731-5BR-1C,
if SB F900-100 is incorporated.
CHARACTERISTICS
The major characteristic of this engine is its
modular design concept, which facilitates
engine maintenance and reduces airplane
downtime.
MAJOR SECTIONS
General
For descriptive purposes, the engine is divided
into 10 major sections (Figure 7-3) as follows:
RATINGS
The rated static thrust at sea level and 23C
(73.4F) is 4,500 pounds of thrust for the
TFE731-5AR-1C or 4,750 pounds of thrust
for the TFE731-5BR-1C at sea level and
25C (77F).
Air inlet
Fan
Planetary gear
Low-pressure (LP) compressor
High-pressure (HP) compressor
Combustor
High-pressure (HP) turbine
Low-pressure (LP) turbine
Exhaust and core mixer
Accessory gear
Air Inlet
The air inlet is formed by the fan housing. Air
is directed into the fan housing by the nacelle
air inlet duct. Aft of the fan, the airflow is divided into two flow paths. One flow path enters the core engine, and the other enters the
full-length bypass duct.
Fan
The fan is a single-stage axial rotor mounted
in the air inlet. The inlet duct has no guide
vanes, which reduces noise and eliminates inherent icing problems. An armored ring on
the inlet duct provides for fan blade containment should fan disintegration occur. The fan
Figure 7-1. Engine Installation
7-2
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FAN SPINNER
FUEL FILTER AND COVER
FUEL CONTROL
REAR TURBINE
BEARING OIL
LINE
COMBUSTION CHAMBER
PLENUM DRAIN VALVES
FLOW DIVIDER VALVE
assembly consists of the fan disc and a conical inlet spinner. The fan blades have integral
part-span shrouds which butt each other to
form a continuous part-span ring.
Planetary Gear
Revision 3
The planetary gear assembly, located immediately aft of the fan, interconnects it to the LP
turbine and provides the necessary gear reduction ratio for the fan, as well as producing its
counterclockwise rotation. The planetary gear
converts the high-rpm, low-torque input from
the LP turbine to low-rpm, high-torque output
to the single-stage fan.
7-3
7-4
FAN REDUCTION
GEAR
FAN
LOW-PRESSURE
COMPRESSOR
FUEL
NOZZLE
LOW-PRESSURE
TURBINE
CORE MIXER
BYPASS DUCT
BYPASS AIR
INLET
PRIMARY
EXHAUST
EXHAUST DUCT
EXHAUST CONE
CORE AIR
INLET
TRANSFER GEAR
HIGH-PRESSURE
COMPRESSOR
ANNULAR
COMBUSTOR
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HIGH-PRESSURE
TURBINE
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ACCESSORY GEAR
AIR INLET
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LP Compressor
General
The LP compressor has four axial stages. The
airflow to the LP compressor is supplied by the
inner diameter of the fan. The compressor diffusion process increases air pressure and velocity and directs the air mass rearward through
a diffuser to the HP compressor.
The LP compressor is driven by the LP turbine.
The direction of rotation, as viewed from the
rear, is clockwise.
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ON
FR
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POPPET
ORIFICE
LP COMPRESSOR AIR
SPILL TO BYPASS DUCT
FLOW
PORT A
PORT B
FLOW
CHAMBER B
LEGEND
P3 AIR (HP
COMPRESSOR
DISCHARGE)
SPRING
LP COMPRESSOR
SPILL
VENTED AIR
CHAMBER A
AMBIENT AIR
DC POWER
SOLENOID A
SOLENOID B
P3 SUPPLY PRESSURE
DEENERGIZED
VENT
ENERGIZED
VENT
7-6
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POPPET
ORIFICE
PORT A
PORT B
LEGEND
P3 AIR (HP
COMPRESSOR
DISCHARGE)
FLOW
LP COMPRESSOR
SPILL
CHAMBER B
VENTED AIR
AMBIENT AIR
SPRING
DC POWER
CHAMBER A
SOLENOID A
ENERGIZED
SOLENOID B
P3 SUPPLY PRESSURE
VENT
VENT
DEENERGIZED
POPPET
ORIFICE
LP COMPRESSOR AIR
SPILL TO BYPASS DUCT
PORT A
PORT B
LEGEND
P3 AIR (HP
COMPRESSOR
DISCHARGE)
FLOW
LP COMPRESSOR
SPILL
CHAMBER B
AMBIENT AIR
SPRING
CHAMBER A
SOLENOID A
DEENERGIZED
VENT
SOLENOID B
P3 SUPPLY PRESSURE
DEENERGIZED
VENT
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HP Compressor
The HP compressor is a single-stage centrifugal compressor. It is located aft of the LP compressor. A face shroud on the compressor disc
directs all airflow through the disc blades.
The velocity energy leaving the compressor is
converted to high-pressure energy by a divergent duct. It is then directed rearward to the
combustor.
The HP compressor is driven by the HP turbine. The direction of rotation, as viewed from
the rear, is clockwise.
The LP and HP compressors provide air
for cooling, combustion, and the airplanes
pneumatic services.
Combustor
HP Turbine
The single-stage, axial-flow HP turbine is rigidly connected to the HP compressor by the
high-pressure rotor shaft. The HP turbine extracts sufficient energy from the expanding
combustion gases to drive the HP compressor
and the accessory gear.
The HP turbine nozzle, blades and disc, are
cooled by compressor air directed through
cored passages.
The HP turbine and the HP compressor rotating assemblies constitute the HP spool of the
engine. The direction of rotation is clockwise.
The rpm of the HP spool is 29,692 at 100% for
the TFE731-5AR-1C or 30,300 at 100% for the
TFE731-5BR-1C and is designated N 2 .
LP Turbine
The three-stage axial-flow LP turbine is rigidly
connected to the four-stage LP compressor by
the LP rotor shaft. This shaft is coaxially located within the HP rotor shaft. The direction
of rotation is clockwise.
7-8
The exhaust consists of the core engine or primary exhaust, the bypass air or secondary exhaust, an exhaust cone, a core mixer, and an
exhaust duct.
Revision 3
FlightSafety
international
Accessory Gear
The accessory gear (housed in two separate
gearboxes) is mounted on the lower forward
side of the engine. It consists of a transfer
gear and an accessory drive gear. The transfer gear is driven by a towershaft through
bevel gears on the HP rotor shaft, which in turn
drives the accessory gear through an interconnecting horizontal drive shaft.
The following accessories are driven by the accessory gear:
Lubricating pump
Hydraulic pump
DC combination starter-generator
A dual-wound monopole is installed in the
transfer gearbox to provide rpm input signals to
the analog N 2 gage in the cockpit and to the
digital electronic fuel computer.
ENGINE SYSTEMS
GENERAL
The engine systems include the following:
OPERATING
PRINCIPLES
Oil
Fuel
Revision 3
Ignition
Instrumentation
Engine controls
Starting
Thrust reverser
CORE ENGINE
BYPASS DUCT
CORE MIXER
(REF)
143 LB/SEC
TOTAL
32 LB/SEC
COMBUSTION
LP COMPRESSION
MIXED EXHAUST
BYPASS EXHAUST
HP COMPRESSION
7-9
international
FlightSafety
LEGEND
111 LB/SEC
FlightSafety
international
OIL PUMP
FUEL HEATER
7-10
FlightSafety
international
OIL SYSTEM
General
The oil system is a self-contained, pressurescavenge system, which provides for cooling
and lubrication of the main engine bearings,
the planetary gear system, and the accessory
gears and bearings.
SEGMENTED OIL-TO-AIR
HEAT EXCHANGER
OIL SERVICING
CROSSOVER TUBE
OIL TANK
SIGHT GAGE
FILLER AND DIPSTICK
OIL-TO-FUEL
HEAT EXCHANGER
RIGHT SIDE
LEFT SIDE
BATTERY BUS
REAR DOOR
MICROSWITCH
26/28 VDC
CRASH LOGIC
CIRCUIT
RESET
CRASH LOGIC:
SWITCH
AT LEAST ONE OF THE
GENERATOR OR BATTERY
SWITCHES MUST BE ON.
Revision 3
FlightSafety
international
Pump
The oil pump (Figure 7-11) contains one pressure element and four scavenge elements. It
is installed on the aft face of the accessory
gearbox and is driven by the accessory gear.
Filter
A filter (Figure 7-11) with a P bypass is installed in the pump pressure line. When the differential across the filter increases to between
30 and 40 psi, the bypass will open and permit unfiltered fluid to enter the system.
A magnetic indicator for each engine is located
on the indicator panel (Figure 7-10) in the
rear compartment; a filter differential will trip
the associated indicator. In the normal position they show white; when tripped, they show
Revision 4.01
Fuel Heater
An oil-to-fuel heat exchanger (fuel heater)
(Figure 7-11) is incorporated to transfer the
heat of the oil to the fuel and prevent ice formation on the fuel filter. (For more information, see Fuel System later in this chapter.)
Oil Cooling
Oil cooling is achieved by an oil-to-air heat
exchanger and an oil-to-fuel heat exchanger
(oil cooler).
The oil-to-air system consists of a threesegmented heat exchanger (Figure 7-11) located in the fan bypass duct. The unit
incorporates a temperature control and pressure bypass valve which modulates between
65 and 77C and at about 18 and 22 psi.The
oil which passes through or bypasses the cooler
segments is used to lubricate No. 4, 5, and 6
engine rotor bearings, the transfer gear and
bearings, and the accessory gear and bearings.
The cooling medium for the segmented heat
exchanger is fan bypass air.
The lubricating oil for the planetary gear bearings and gears and for the No. 1, 2, and 3 main
bearings requires additional cooling; therefore,
it is directed through an oil-to-fuel heat exchanger (Figure 711) located on the right
side of the engine above the oil pump assembly. This cooler maintains an outlet fluid temperature of approximately 127C.
Venting
The oil tank, the planetary gearcase, and the
main bearing cavities are all vented to the accessory gearcase and then to the atmosphere
through a normally open, breather-pressurizing
7-11
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Oil Scavenging
A positive scavenge system is provided by the
four scavenge elements of the oil pump. The
scavenged oil is returned to the tank by a common scavenge line. An indicating chip detector,
capable of attracting ferrous metal and fuzz,
is installed on the accessory gearcase; all scavenge oil passes over the chip detector. The
circuitry of the chip detector is in parallel
with the low oil pressure indicating system of
the associated engine. It is described later
under Indication.
Indication
Engine oil pressure is sensed at the outlet of
the oil-to-fuel heat exchanger and transmitted
to dual-scale, dual-needle pressure/temperature gages on the engine instrument panel
(Figure 7-12). The pressure scales are calibrated in psi, and they require 28 VDC for
operation.
Oil pressure is also sensed by pressure switches
in each engines oil pressure line to provide
warning of abnormally low pressure during operation. When oil system pressure is 25 psi or
less, the appropriate OIL 1, OIL 2, or OIL 3
light on the warning panel (See Appendix B)
illuminates.
The OIL 1, OIL 2, and OIL 3 lights are wired
in parallel with the associated chip detector
(Figure 7-12); therefore, if an accumulation of
ferrous metal or fuzz occurs at a chip detector, the appropriate low oil pressure warning
light will come on.
The appropriate oil pressure scale may be used
to differentiate between a low oil pressure
condition and contaminated oil.
Operation
The engine oil supply is contained in the oil
tank (Figure 7-13), and oil is drawn from the
oil tank by the pressure element of the lube and
scavenge oil pump. The pressure is regulated
and limited by a regulator valve. The oil is
transmitted through a filter to the fuel heater.
The oil from the heater is directed through the
segmented oil-to-air heat exchanger. A portion
of this oil is directed for lubrication of the
rotor bearings and for lubrication of the transfer gear and the accessory gear. The remaining oil is further cooled by passing through the
fuel-to-oil heat exchanger and is directed for
lubrication of the planetary gear. All oil is
scavenged by the four-element scavenge pump
and returned to the oil tank by a common
scavenge line. An absolute pressure is maintained in the lubricating system by a breather
pressurizing valve which prevents cavitation
of the pumps at high operating altitudes.
FUEL SYSTEM
General
Basically, the TFE731 engine uses a
hydromechanical flow control unit to meter
fuel to the combustor to meet all operational
requirements.
The hydromechanical control unit is capable of
acting alone or, normally, in conjunction
with a digital electronic fuel computer.
When acting alone, the engine fuel system is
deemed to be in a manual mode of operation.
When acting in conjunction with the
electronic fuel computer, the system is
deemed to be in an automatic mode.
7-12
Revision 1
Revision 3
28 VDC
28 VDC
OIL 1
OIL 3
OIL PRESSURE/
TEMPERATURE GAGE
INDICATING PANEL
(REAR COMPARTMENT)
CRASH LOGIC:
AT LEAST ONE OF THE
GENERATOR OR BATTERY
SWITCHES MUST BE ON.
RESET
SWITCH
CRASH LOGIC
CIRCUIT
OIL TEMPERATURE
PROBE
PRESSURE
OIL PRESSURE
TRANSMITTER
26/28 VDC
BATTERY BUS
LOW-PRESSURE
SWITCH
CHIP
DETECTOR
TEMPERATURE
OIL 2
WARNING PANEL
FlightSafety
international
VENT
BREATHER
PRESSURIZING
VALVE
ACCESSORY DRIVE
GEARBOX ASSEMBLY
TRANSFER GEARBOX
ASSEMBLY SCAVENGE
PLANETARY GEAR
AND BEARINGS 1, 2, AND 3
NO. 6 BEARING
SUMP
LUBE AND
OIL PUMP SCAVENGE OIL PUMP
INLET
COMMON
SCAVENGE
OIL COOLER
CHIP
DETECTOR
BYPASS VALVE
P INDICATOR
TEMPERATURE
CONTROL
VALVE
FILTER INDICATOR
BYPASS VALVE
REGULATOR
VALVE
FILTER
FUEL IN
FUEL OUT
ANTISYPHON
ORIFICE
OIL TANK
TRANSFER GEARBOX
ASSEMBLY
BYPASS VALVE
TEMP AND
PRESSURE
BYPASS VALVE
LEGEND
SUPPLY
FUEL IN
SCAVENGE
VENTING
FUEL HEATER
FUEL
FUEL OUT
OIL TEMPERATURE SENSING PORT
OIL PRESSURE SENSING PORT
OIL/FUEL COOLER
7-13
international
AMBIENT AIR
FlightSafety
PRESSURE
FlightSafety
international
Fuel Heater
Components
General
The engine fuel system components (Figure 714) include a two-stage pump, a relief valve, a
bypass filter, anti-ice valve and sensor, fuel
heater, fuel control unit (FCU), flow divider, fuel
manifolds, duplex spray nozzles or atomizers,
and a digital fuel computer.
Fuel Pump
The two-stage fuel pump consists of a certrifugal
low-pressure (LP) stage and a positive
displacement high-pressure (HP) stage. The LP
stage receives inlet fuel at fuel tank boost pump
pressure. The inlet pressure is increased by the
LP pump to between 30 and 40 psi.
Filter
A micronic filter (Figure 7-15) with a bypass
removes solid particles from the fuel. A P of
between 9 and 12 psi will open the bypass and
permit unfiltered fuel to enter the system. A
bypassing fuel filter is identified by its associated magnetic indicator. Filter outlet fuel is directed to the HP pump, which develops a
pressure sufficient for operation of the fuel control unit (FCU). The fuel pump assembly is
mounted on the aft face of the accessory gearcase and is driven by the accessory gear.
Relief Valve
A fuel heater provides oil to fuel heat exchanging to prevent ice formation in the fuel
system from clogging the fuel filter and other
components. Fuel flow through the fuel filter
is thermostatically controlled by the anti-valve
of the fuel pump. An oil pressure bypass valve
prevents excessive pressure loss with cold oil.
FCU
The FCU is clamped to the fuel pump assembly
and driven by the pump through a coupling
shaft. The FCU includes a metering valve,
mechanical N2 governor, fuel shutoff valve, and
ultimate overspeed solenoid valve. The metering
valve determines the precise metered fuel
(relative to P3) to meet the power requirements
(in the manual mode of operation only). In the
automatic mode, a bypass valve determines the
metered fuel to meet the power requirements, in
response to signals from a torque motor
commanded by the fuel computer.
Mechanical Governor
The mechanical governor is a conventional
flyweight-speeder spring unit. In manual mode
it controls N2 rpm directly. The spring force is
varied by power lever position. The flyweight
force is a function of N2 rpm; consequently, in
manual mode N2 rpm is relative to power lever
position up to the 105% N2 preset limit of the
governor. In automatic mode the governor is
reset to 105% N 2 and acts as an overspeed
governor.
7-14
Revision 4
Revision 3
T
FUEL MANIFOLDS
ON
FR
FUEL
HEATER
FUEL CONTROL
UNIT
11
FUEL
HEATER
9
7
RIGHT SIDE
7 3 1
10
5
=
FUELPUMP
FUEL MANIFOLD
SECONDARY
SYSTEM
FLOW DIVIDER
LEFT SIDE
FUEL CONTROL UNIT/PUMP ASSEMBLY
FILTER
FUEL CONTROL
UNIT
PRIMARY
SYSTEM
FUEL
CONTROL
FLOW DIVIDER
UNIT
FILTER
TIGHTENING
CLAMP
7-15
GRADUATED SECTOR
SIGHT GLASS
international
PUMP
ASSEMBLY
HP PUMP
FlightSafety
OIL/FUEL
HEAT EXCHANGER
FUEL FILTER
ASSEMBLY
7-16
LEGEND
LOW-PRESSURE FUEL
METERED FUEL
HIGH-PRESSURE FUEL
PRIMARY MANIFOLD FUEL
FUEL HEATER
PUMP
AIR
FOR TRAINING PURPOSES ONLY
ELECTRICAL HARNESS
FUEL/OIL COOLER
FIL
TE
CO
FUEL FROM
TANK
UP
LIN
DU
NO PLE
ZZ X F
LE UE
S( L
12
)
SCREEN
FUEL MANIFOLDS
SECONDARY
FUNCTION
SELECTOR
SWITCH
PT2TT2
(INLET AIR SENSOR)
TORQUE MOTOR
INPUT/OUTPUT
AIR FILTER
7 3 1
10
8
6
00-0K
01-T2
02-BA
03-BB
04-TM
05-PL
96-T5
07-MS
08-OS
IGNITERS
FLOW DIVIDER
+
PRIMARY
28 VAC
09-N1
10-N2
11-CC
Revision 3
HIGH VOLTAGE
CABLES
international
IGNITION
FlightSafety
INPUT
28 VDC
TEST
11
ENGINE OIL
FUEL CONTROL
FlightSafety
international
Fuel Computer
General
In normal operating conditions (from engine
start to shutdown), each engine is controlled
by an associated digital electronic fuel computer (Figure 7-16). The computers for engines No. 1 and No. 3 are located in the
baggage compartment. The No. 2 engine computer is located in the rear compartment. The
operating power for the computers is supplied
from the 28-VDC system. The No. 1 computer
has a dual power supply through two circuit
breakers each capable of maintaining full
power for operation.
Flow Divider
The flow divider functions to direct metered fuel,
initially to the primary fuel manifold and to the
12 primary outlets in the duplex fuel nozzles in
the combustion chamber. When fuel flow demand
reaches approximately 150 pounds per hour, fuel
is also directed into the secondary manifold, and
secondary ports in the duplex fuel nozzles.
Characteristics
Computer operation is based on sensing certain engine parameters and comparing them to
programmed values in the computers memory.
PT2 PORT
TEST
CONNECTOR
AIR FILTER
11
7 3 1
10
INPUT/OUTPUT
CONNECTOR
8
7
00-0K
01-T2
02-BA
03-BB
04-TM
05-PL
06-T5
07-MS
08-OS
09-N1
10-N2
11-CC
=
FUNCTION
SELECT
SWITCH
DISPLAY
LRU
FAULTS
DECAL
CALIBRATION
SWITCH
Revision 3
7-17
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Computer Outputs
The computer functions include the following:
7-18
Revision 3
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FR
ON
LEGEND
P3 AIR
(HP COMPRESSOR DISCHARGE)
AMBIENT AIR
DC POWER
LP COMPRESSOR SPILL
SOLENOID A
SOLENOID B
FAN
OUTPUT
PRESSURE
;
;
;
;; ;;;
;;
;;
SURGE BLEED
FLOW
VALVE
CONDITION:
SOLENOIDS DEENERGIZED,
VALVE 1/3 OPEN
28 VDC
FROM
AIRPLANE
SYSTEM
;
11
7 3 1
10
TT2
P3
PT2
T T5
00-0K
01-T2
02-BA
03-BB
04-TM
05-PL
96-T5
07-MS
08-OS
09-N1
10-N2
11-CC
N1
N2
;;
;;
;;;;
;
;
;
;
SURGE BLEED
VALVE
ENGINE
Revision 3
7-19
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Monitor all computer functions, and initiate fail-down to manual if voltages are
out of range.
Alternate overspeed (N 1 and N 2) protection in manual mode.
Automatic transfer to N 2 loop if T 5 loop
fails at maximum or cruise thrust.
Open the surge bleed valve when the
power lever is at idle.
Control
Each engine fuel computer is controlled by an
associated three-position switch located on
the ENGINES section of the overhead switch
panel (Figure 7-19). The switches are labeled
CMPTR 1, CMPTR 2, CMPTR 3, and
have positions labeled AUTO, MAN, and
OFF. When the switches are at AUTO, the
engines are controlled by the associated computer throughout the complete operating range.
7-20
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7-20A
7-20B
POWER
INCREASE
PUSH-BUTTON
LIGHT
PWR
INC
PWR INC
NO. 2 ENGINE
COMPUTER
WARNING
PANEL
+28 VDC
NO. 3 ENGINE
GROUND TEST
NO. 1 ENGINE
+28 VDC
CMPTR
CONTROL AND
SIGNAL RELAYS
NO. 2 ENGINE
INDICATOR
200
800
NOTE:
THE SIGNAL RELAYS OF EACH RELAY
CONFIRM THE CORRECT OPERATION
OF THE CONTROL STAGES.
international
ITT
C
OVERHEATING
LIGHT
(RED)
FlightSafety
400 600
FlightSafety
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NOTE
Depressing the PWR INC push-button light effects a mode change in the computer, allowing a discrete maximum N 2 and ITT program
modification in the 3,000 to 7,000 feet/18.5 to
23C operating range. A maximum of 210 rpm
(0.7 percent N 2 ) is allowed for temperatures
above 23C and in a pressure range between
11.34 and 13.17 psia. Advancement of the
power lever to maximum PLA will provide a
proportional increase in RPR from the idle
position to takeoff. Extension of the ITT overheat indicator thresholds from 952 to 974C
for the TFE731-5AR-1C or 978 to 996C for
the TFE731-5BR-1C will also be affected.
Indication
Three lights on the warning panel (Appendix B)
are lableled CMPTR 1, CMPTR 2, and
CMPTR 3. The appropriate light will be on
when a computer switch is at the MAN or OFF
positions or if the computer switch is at the
AUTO position and the computer has failed. If
the failure results from transient conditions, the
computer may be reset by moving the affected
switch from AUTO to OFF and then back to
AUTO. If the light persists, the switch must be
moved to the MAN position. This position provides alternate ultimate overspeed control for the
N1 spool at 107%, and at 109% for the N2 spool.
Figure 7-20 shows the interface between the
fuel computer and the engine.
Monitoring
The digital electronic fuel computer has an integral monitoring and test system called BITE
(built-in test equipment).
The monitoring system detects computer malfunctions, such as loss of input parameters, and
responds by reverting to manual mode.
The BITE system automatically provides for
self-testing of the computer circuitry, fault
identification, and storage of faults in a builtin nonerasable memory. The faults in memory
may be recalled later by maintenance personnel when troubleshooting the system.
Computer faults are categorized as critical,
noncritical, and intermittent.
The ultimate overspeed protection provided by
the computer for N1 and N2 can be maintained
even after a critical fault reverts the computer
to manual mode unless the reversion is caused
by monopole failure.
If a computer fails to reset following a reversion to manual mode, as previously described,
PT2
TT2
AB
PT2TT2
28 VDC
FOR TRAINING PURPOSES ONLY
ITT
P3
WF
AUTO
MAN
OFF
MAX 120
20
N2
PLA
TM
OS
IDLE
PLA
0
POWER LEVER
FUEL
IN
11
7 3 1
10
8
7
00-0K
01-T2
02-BA
03-BB
04-TM
05-PL
96-T5
07-MS
08-OS
09-N1
10-N2
11-CC
=
MM
FUEL CONTROL
ELECTRONIC
FUEL COMPUTER
FLT
IDLE CONTROL
GRND
N1
LEGEND
AMBIENT AIR
TM = DC TORQUE MOTOR
OS = OVERSPEED SOLENOID
COMPRESSED AIR
COMBUSTION AIR
WF = FUEL FLOW
EXHAUST AIR
ELECTRICAL
international
7-21
FlightSafety
MECHANICAL
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POSITION/FUNCTION SWITCH
1Normal run position
2Self-test
3Fault diaplay
4Idle adjust
5Specific gravity
8T5 limiter
9T5 bias CL/CR
10Fault erase
Table 7-2.
CODE
7-22
FAULT
00
None
01
T2 sensor
Open or short
02
Solenoid A
Open or short
03
Solenoid B
Open or short
04
Torque motor
Open or short
05
06
ITT
Open or short
07
Open or short
08
Overspeed solenoid
Open or short
09
N1 monopole
Open or short
10
N2 monopole
Open or short
11
Computer
Internal
FlightSafety
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Computer Interrogation
The computer may be interrogated for identification of stored faults or for testing and adjustment. When the rotary switch is placed in any
position from 1 to 10, an LCD (liquid crystal display) on the face of the computer (Figure 7-16)
will display a digital code relative to the selection.
Table 7-1 shows computer malfunction analysis, relative to the function selector switch
position. This switch must be returned to
Position 1; if not, the affected computer fail
light will continue to flash on and off regardless of computer switch position.
Table 7-2 shows the code, the affected parameter, and the type of fault relative to each position of the function selector switch.
NOTE
Position 11 is an unused position on
Falcon 900 airplanes.
Fuel Enrichment
The computer is programmed to provide automatic fuel enrichment during engine starting. This
assists engine acceleration and also enhances the
nozzle spray pattern for more efficient combustion.
The automatic fuel enrichment increases metered fuel volume by approximately five ratios.
It is modulated by T 5 and automatically terminated when ITT reaches 200C. As the engine continues to accelerate toward idle rpm,
turbine temperature is monitored by the T 5
loop, which reduces metered fuel if ITT
reaches 732C.
Revision 4
Revision 3
ANTI-ICE
SENSOR
FROM TANK
BOOST PUMP
11
13
OUTLET
PRESSURIZING
VALVE
185 PSID
P
BELLOWS
INLET
FILTER
ULTIMATE
OVERSPEED
SOLENOID (NC)
107% N1
109% N2
FUEL
SHUTOFF
VALVE
FUEL/OIL COOLER
OIL FLOW
METERING
VALVE
FILTER
40-MICRON
METAL
VISCOSITY
ORIFICE
RELIEF
1,450 PSIG
TORQUE
MOTOR
LP
PUMP
3540
PSID
28 VDC
12
CMPTR
10
ACCEL
BELLOWS
EVAC BELLOWS
ANTI-ICE
VALVE
AUTO
MAN
OFF
PT2TT2
BYPASS
VALVE
FUEL/OIL
HEATER
OIL FLOW
FLT
OVERBOARD
DRAIN
SPEED
GOVERNOR
(105% AUTO)
PCD
LIMITER
IDLE
TEST
11
GRND
1
2
10
7 3 1
DRIVE SHAFT
MANUAL MODE
SOLENOID (NC
ENERGIZED OPEN)
8
7
5
=
TO
PRIMARY
NOZZLES
MANUAL MODE
PISTON
TO
POWER LEVER
POTENTIOMETER
MANUAL MODE
ADJUSTMENT
POWER
LEVER
OFF
MAX
HP
PUMP
BYPASS
6.5 PSID
ROTARY
VALVE
PRESSURE
REGULATOR
205 5 PSI
PLA POT
P3 AIR
POWER LEVER
TO
SHAFT
COMPUTER
LEGEND
REGULATED PRESSURE
SECONDARY NOZZLE FUEL
P3 AIR PRESSURE
ATMOSPHERIC PRESSURE
BYPASS FUEL
ENGINE OIL
MECHANICAL
ELECTRICAL
international
7-23
FlightSafety
7-24
ANTI-ICE
SENSOR
FROM TANK
BOOST PUMP
P
BELLOWS
INLET
FILTER
FUEL
SHUTOFF
VALVE
OUTLET
PRESSURIZING
VALVE
185 PSID
FUEL/OIL COOLER
OIL FLOW
METERING
VALVE
FILTER
40-MICRON
METAL
TO
PRIMARY
NOZZLES
VISCOSITY
ORIFICE
RELIEF
1,450 PSIG
28 VDC
TORQUE
MOTOR
LP
PUMP
3540
PSID
FUEL/OIL
HEATER
CMPTR
EVAC BELLOWS
ANTI-ICE
VALVE
AUTO
MAN
OFF
PT2TT2
ACCEL
BELLOWS
BYPASS
VALVE
OIL FLOW
FLT
OVERBOARD
DRAIN
SPEED
GOVERNOR
(105% AUTO)
6
PCD LIMITER
IDLE
TEST
11
GRND
1
2
10
7 3 1
DRIVE SHAFT
MANUAL MODE
SOLENOID (NC
ENERGIZED OPEN)
8
7
5
=
MANUAL MODE
PISTON
TO
POWER LEVER
POTENTIOMETER
LEGEND
MANUAL MODE
ADJUSTMENT
OFF
POWER
LEVER
HP
PUMP
BYPASS
6.5 PSID
ULTIMATE
OVERSPEED
SOLENOID (NC)
107% N1
109% N2
ROTARY
VALVE
PRESSURE
REGULATOR
205 5 PSI
MAX
PLA POT
P3 AIR
POWER LEVER
TO
SHAFT
COMPUTER
REGULATED PRESSURE
ATMOSPHERIC PRESSURE
MECHANICAL
LP PUMP PRESSURE
HP PUMP PRESSURE
BYPASS FUEL
ENGINE OIL
ELECTRICAL
international
Revision 3
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IGNITION SYSTEM
General
The Falcon 900 uses a high-energy ignition
system consisting of a dual-ignition exciter,
two high-tension cables, and two igniter plugs.
Figure 7-23 shows the locations of the components of the ignition system.
Control
The ignition system is controlled by start selector switches on the ENGINES section of the
overhead switch panel (Figure 7-23). The
switches are labeled AIR START, GRD
START, MOTOR-START STOP. The power
for the switches is controlled by the twoposition power selector switch labeled NORMAL and EXT POWER. When in the
NORMAL position, the power source may be
batteries, APU, engine-driven generators, or a
combination of all. When in the EXT POWER
position, the power is supplied from the GPU.
The normal position of these switches is GRD
IGNITION BOX
IGNITION EXCITER
7-25
FlightSafety
international
START. When in this position, the ignition operates when the associated power lever is
moved from the stop to the idle position.
Ignition will continue until terminated by an
electronic speed switch in the fuel computer
at approximately 50% N 2 . Ignition may be terminated up to 50% at any time by moving the
switch to the MOTORSTART STOP position.
The AIR START position bypasses the power
lever microswitch and provides continuous ignition on the ground or in flight. Normally this
position is used only for airstarts or ground
checks, (or at other times as outlined in the AFM).
The MOTORSTART STOP position is
pr imarily used to dry motor the engine
without fuel and ignition, for maintenance
purposes, or for clearing the engine following
an aborted ground start. This position may also
be used to terminate a ground start prior to
reaching 50% N2. It must be used to terminate
starting and ignition whenever manual mode
starts are made.
The stall ignition system is an automatic antiflameout system, which is armed for operation whenever the switch is in the GRD START
position. For more information on the stall
ignition system, see the Flight Controls
chapter in this training manual.
Indication
Amber rectangular lights labeled IGN 1,
IGN 2, and IGN 3, are below the start selector switches (Appendix B and Figure 7-23).
The associated light will be on whenever power
is available to the ignition exciter. These lights
are not an indication that the ignition exciter
or the igniter plugs are operational.
Operation
Figure 7-24 shows the operation of the ignition system during a ground start mode. The
switch is in the GRD START position, the
start is in progress, and the power lever is
moved from the stop to the idle position.
Ignition will continue until terminated by the
50% electronic speed switch in the fuel computer at 50% N2. The schematic also shows that
7-26
INSTRUMENTATION
General
The engine-related instruments are mounted
in three vertical rows on the engine instrument panel (Figure 7-25). From top to bottom,
a typical layout consists of the following:
Revision 4
FlightSafety
international
ITT sensing is provided by dual parallel circuits, connected to ten thermocouples, circumferentially located between the HP and
LP turbines. One of the circuits supplies ITT
information to the cockpit gage, and the second circuit supplies identical information to the
fuel computer. The ITT gage requires DC
power for operation. When power is removed
or fails, the sweep needle will go to a position
below 0C and the digital display will go blank.
IGNITER PLUGS
CMPTR
50% N2
IGNITION
EXCITER
START RELAY
TO
STARTER
IGNITION
RELAY
MOTOR
START
STOP
LOGIC
GATE
GCU
CUTOFF
IGN
GRD
START
CONDITIONS:
GRD START SELECTED,
START SWITCH PUSHED
(MOMENTARILY),
POWER LEVER IDLE,
N2 < 50%
AIRSTART
AUTOIGNITION
LEGEND
GEN
SW
IDLE
THROTTLE
SW
28 VDC
HIGH VOLTAGE
START SWITCH
28-VDC BUS
Revision 3
7-27
FlightSafety
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Fuel Flow
See Fuel System, this training manual.
Fuel Quantity
See Fuel System, this training manual.
Oil Pressure/Temperature
See Oil System, this chapter.
Revision 3
FlightSafety
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TO ITT
GAGE
10
TO FUEL
COMPUTER
LEGEND
CIRCUIT 1
CIRCUIT 2
Figure 7-26.
JUNCTIONS
THERMOCOUPLE
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7-30
Revision 3
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Reverser Lever
Ground Starts
Friction Control
ENGINE STARTING
General
Engine starting is divided into two general
categories: ground start and airstart.
Ground starting includes battery starts, battery/generator-assisted starts, battery/APU
generator-assisted starts, and GPU starts.
Airstarts consist of starter-assisted airstarts and
windmilling airstarts.
Revision 2
Control
All switches associated with engine starting are
located on the overhead switch panel (See Figure
7-19). Electrical power control and distribution is
described in the Electrical Power Systems
chapter. Engine starting must not be attempted
until all safety checks are completed and discrepancies are corrected. Engine start procedures
are outlined in a checklist contained in the AFM.
Under all normal conditions the fuel computer
must be in the automatic mode for engine starting.
The following are not procedures; they are simplified descriptions of engine starting, using the
various power sources and the phases of the start
cycle. It is assumed that all switches and controls
are positioned as called for in the checklist.
7-31
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7-32
Revision 2
Revision 4
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
IRS 1 HRZN IRS 2 IRS 3
START
WARNING
PANEL
APU
APU
STOP
GEN 1
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
OIL
BAT 1
GEN 1
GEN 3
DC SYSTEM
GEN 3
BAT 2
GEN 2
APU
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
BUS-TIE CLOSED,
POWER SELECTOR NORMAL,
BOTH BATTERY SWITCHES ON,
START BUTTON 3 PUSHED
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
MAKE-AND-BREAK SWITCH
START CONTACTOR
150A
BATTERY 1
BATTERY 1
CONTACTOR
130A
150A
APU
TO
AMMETER
GALLEY 1 BAR
A4
HYDRAULIC
STANDBY PUMP
A5
GALLEY 2 BAR
A6
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
WINDOWS
A3
GPU CONTACTOR
EXT POWER
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
BATTERY
BUS
STARTING
BUS
BATTERY 2
CONTACTOR
GROUND
MAKE-AND-BREAK SWITCH
RH
MAIN BUS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
TO
AMMETER
G2
7-33
WINDOWS
B3
international
80A
FlightSafety
BATTERY 2
7-34
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
IRS 1 HRZN IRS 2 IRS 3
START
WARNING
PANEL
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
BAT 1
GEN 1
GEN 3
DC SYSTEM
GEN 3
BAT 2
GEN 2
APU
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
REVERSE
CURRENT RELAY
CONDITIONS:
BOTH BATTERY SWITCHES ON,
BUS-TIE CLOSED,
POWER SELECTOR SWITCH NORMAL,
APU GENERATOR ON,
NO. 2 ENGINE START
TO AMMETER
130A
BUS A2
GENERATOR 3
G3
80A
MAKE-AND-BREAK SWITCH
START CONTACTOR
WINDOWS
A3
150A
GALLEY 1 BAR
A4
BATTERY 1
BATTERY 1
CONTACTOR
130A
HYDRAULIC
STANDBY PUMP
A5
150A
APU
TO
AMMETER
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
GALLEY 2 BAR
A6
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
APU GENERATOR
POWER
BATTERY
BUS
STARTING
BUS
BATTERY 2
CONTACTOR
MAKE-AND-BREAK SWITCH
RH
MAIN BUS
GROUND CIRCUITS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
Revision 3
TO
AMMETER
G2
WINDOWS
B3
Figure 7-30. Battery/APU Generator-Assisted StartNo. 2 Engine (RPM < 50% N2)
international
80A
FlightSafety
BATTERY 2
EXT POWER
Revision 4.02
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
IRS 1 HRZN IRS 2 IRS 3
START
WARNING
PANEL
APU
APU
STOP
GEN 1
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
OIL
BAT 1
GEN 1
BAT 2
GEN 3
DC SYSTEM
GEN 3
GEN 2
APU
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
BOTH BATTERY SWITCHES ON,
BUS-TIE CLOSED,
POWER SELECTOR SWITCH NORMAL,
APU OPERATING,
NO. 2 GENERATOR ON,
NO. 3 START
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
BUS A2
G3
80A
MAKE-AND-BREAK SWITCH
START CONTACTOR
150A
BATTERY 1
BATTERY 1
CONTACTOR
130A
150A
APU
TO
AMMETER
HYDRAULIC
STANDBY PUMP
A5
GALLEY 2 BAR
A6
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
BUS-TIE
RELAY
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
GALLEY 1 BAR
A4
G
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
WINDOWS
A3
LEGEND
REVERSE
CURRENT RELAY
GPU RECEPTACLE
BATTERY POWER
APU GENERATOR
POWER
BATTERY
BUS
BATTERY 2
MAKE-AND-BREAK SWITCH
ENGINE GENERATOR
POWER
RH
MAIN BUS
GROUND CIRCUITS
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
G2
7-35
WINDOWS
B3
international
80A
FlightSafety
STARTING
BUS
BATTERY 2
CONTACTOR
130A
TO
AMMETER
EXT POWER
FlightSafety
international
NOTE
When a generator-off light remains on
after the start terminates, it may indicate that the associated start contactor
failed to open, and the appropriate action must be taken by the crew.
When the No. 1 engine start terminates, generator 1 will connect to the left main bus, and the
GEN 1 light will go off. The APU generator will
reconnect to the right main bus, and the APU GEN
light will go off. Battery 1 and battery 2 will reconnect to their respective buses, and the BAT 1
and BAT 2 lights will go off. The BUS TIED
light will remain on until the bus-tie switch is
rotated to the FLIGHT NORMAL position.
NOTE
The bus-tie switch must be in the on
position (horizontal) for APU starting and for all engine starts except
when using a GPU. When the power
selector switch is moved to the EXT
POWER position, it will provide a
7-36
Revision 1
Revision 3
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
IRS 1 HRZN IRS 2 IRS 3
START
WARNING
PANEL
APU
APU
STOP
GEN 1
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
OIL
BAT 1
GEN 1
GEN 3
DC SYSTEM
GEN 3
BAT 2
GEN 2
APU
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
BOTH BATTERY SWITCHES ON,
BUS-TIE CLOSED,
POWER SELECTOR NORMAL,
APU OPERATING,
NO. 2 GENERATOR ON,
NO. 3 START
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
BUS A2
G3
80A
MAKE-AND-BREAK SWITCH
START CONTACTOR
150A
BATTERY 1
BATTERY 1
CONTACTOR
130A
150A
APU
TO
AMMETER
HYDRAULIC
STANDBY PUMP
A5
GALLEY 2 BAR
A6
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
BUS-TIE
RELAY
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
GALLEY 1 BAR
A4
G
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
WINDOWS
A3
LEGEND
REVERSE
CURRENT RELAY
GPU RECEPTACLE
BATTERY POWER
APU GENERATOR
POWER
BATTERY
BUS
STARTING
BUS
BATTERY 2
CONTACTOR
MAKE-AND-BREAK SWITCH
ENGINE GENERATOR
POWER
RH
MAIN BUS
GROUND CIRCUITS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
TO
AMMETER
G2
7-37
WINDOWS
B3
international
80A
FlightSafety
BATTERY 2
EXT POWER
7-38
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
IRS 1 HRZN IRS 2 IRS 3
START
WARNING
PANEL
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
BAT 1
GEN 1
GEN 3
DC SYSTEM
GEN 3
BAT 2
GEN 2
APU
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
BATTERY AND GENERATOR SWITCHES ON,
APU INOPERATIVE,
BUS-TIE SWITCHFLIGHT NORMAL,
POWER SELECTOR SWITCH EXT POWER
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
MAKE-AND-BREAK SWITCH
START CONTACTOR
WINDOWS
A3
150A
GALLEY 1 BAR
A4
BATTERY 1
BATTERY 1
CONTACTOR
130A
HYDRAULIC
STANDBY PUMP
A5
150A
APU
TO
AMMETER
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
GALLEY 2 BAR
A6
EXT POWER
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
BATTERY
BUS
STARTING
BUS
BATTERY 2
CONTACTOR
GPU POWER
MAKE-AND-BREAK SWITCH
RH
MAIN BUS
GROUND CIRCUITS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
Revision 3
TO
AMMETER
G2
WINDOWS
B3
international
B2
80A
FlightSafety
BATTERY 2
FlightSafety
international
Starter-Assisted Airstarts
Starter-assisted airstarts must be performed
whenever the windmilling N2 is 15% or less
and N 1 rotation is observed. The starting
checklist must be used as for a ground start.
The procedure and the starting phases are
identical with those already described for
battery starts and generator-assisted starts.
Airstarts
Airstarts consist of starter-assisted starts and
windmilling starts. All airstarts must be performed within the airstart envelope (Figure 73 4 ) c o n t a i n e d i n S e c t i o n 3 , A b n o r m a l
Procedures, of the AFM.
WARNING
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=0
.80
20
VMO
10
VM
100
150
200
250
300
350
400
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NOTE
Wait 10 seconds between two consecutive airstarts and do not perform
more than three unsuccessful
airstarts.
Indication
A light labeled ENG 2 FAIL (Appendix B)
located on the pilots instrument panel will
come on when any of the previously described conditions exist.
Aborting Airstarts
An airstart must be aborted when any of the
following conditions are present:
No oil pressure within 10 seconds of
light-off
No ITT within 10 seconds after moving
the power lever to idle
Rapid ITT increase (approaching 952C for
the TFE731-5AR-1C, or 978C for the
TFE731-5BR-1C)
N1 remaining close to zero when
N 2 = 20%
N 2 not increasing rapidly and smoothly
after light-off
If the IGN light remains on after moving the start
selector switch to GRD START, move the switch
to MOTORSTART STOP, and check that the
light goes off.
THRUST REVERSER
General
A hydraulically operated clamshell thrust reverser is mounted to the aft side of the fan
duct of the No. 2 engine. The two clamshells
fair with the aft end of the nacelle when the
reverser is in the stowed position (Figure 735). When deployed, the clamshells open on
a vertical axis (Figure 7-36), blanking the No.
2 engine exhaust and deflecting the applied
thrust outward and forward to assist ground deceleration of the airplane.
The reverser control circuitry is wired through
the main landing gear relays, which are controlled by the touchdown proximity switches;
consequently, the thrust reverser is operational only with weight on both main gear.
Locking
ENGINE FAILURE
(NO. 2 ENGINE)
The thrust reverser is locked in the stowed position by two S-shaped latches. The latches are
automatically unlocked by deploy pressure. They
are held in the locked position by spring force.
General
The No. 2 engine has a failure monitoring system which alerts the crew that the engine is not
developing takeoff thrust or that an access
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Control
The reverser is controlled by a piggyback lever
(Figure 7-28) mounted on the No. 2 engine
power lever. The reverser lever has three basic
positions: stow, deploy, and thrust increase.
The lever is mechanically locked in the stow
position until the No. 2 engine power lever is
at idle. The initial upward movement from the
stow position is limited by a reverse locking
solenoid, permitting deployment and idle reverse thrust only, until the clamshells reach the
fully deployed position.
Figure 7-37 depicts operating components and
hydraulic deployment of the thrust reverser.
Revision 3
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Pressure Source
Indication
NO. 2 SYSTEM
CHECK VALVE
ACCUMULATOR
THERMAL
EXPANSION
VALVE
ISOLATION VALVE
SOLENOID SELECTOR VALVE
LEGEND
NO. 2 SYSTEM PRESSURE
ISOLATION/STOWING
SOLENOID
NITROGEN
RETURN
E1
DISTRIBUTION
VALVE
CHECK VALVE
RETURN
E2
E3
LOCKING
SOLENOID
FLIGHT
DEPLOYMENT SAFETY
DEPLOYMENT
SOLENOID
HOSES
CUTOFF
VALVES
STOWING
DEPLOYMENT
UNLOCKING
ACTUATORS
Figure 7-37.
7-42
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The second light (green), labeled DEPLOYED, will come on when a synchronizing bellcrank controlling the clamshells
reaches the fully deployed position and remains on. The operating sequence of these
two lights indicates normal operation of the reverser. During a stow cycle the DEPLOYED
light will go out when the clamshells leave the
deployed position, and the TRANSIT light
will come on. The TRANSIT light will go off
when the clamshells are stowed and locked. A
light labeled REV UNLOCK on the warning panel will come on only during a retraction cycle and go off when the retraction cycle
is complete. This light will also come on during
flight if either one of the clamshell lock latches
is not in the locked position.
NOTE
There is no minimum groundspeed
during thrust reverser operation. It
may be used to a full stop since there
is no danger of foreign object
ingestion.
CAUTION
Any cycle of operation, initiated on
the ground with the engine shutd ow n , m u s t b e c o m p l e t e d u n t i l
clamshell doors are stowed as indicated by the TRANSIT and REV
UNLOCK lights going out.
LIMITATIONS
Automatic Stowing
The thrust reverser incorporates an automatic
stow feature which will automatically apply
and maintain hydraulic pressure on the stow
side of the reverser actuator when any one of
the clamshell door latches moves from the
locked position.
Emergency Stow
THRUST RATING
(UNINSTALLED, SEA
LEVEL, ISA)
Takeoff
TFE731-5AR-1C . . . . . . . . . . . . . . . 4,500 pounds
TFE731-5BR-1C . . . . . . . . . . . . . . . 4,750 pounds
Maximum Continuous
Inoperative Reverser
Flight is authorized with an inoperative reverser, provided that it is locked in the stow
position prior to flight. Two locking pins for
this purpose are stowed in clips, one in each
clamshell.
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THRUST SETTING
The engine low-pressure rotor speed N 1 is
used as the thrust setting parameter.
The takeoff and maximum continuous thrust
must be based on the N1 values in Section 5 of
the AFM:
N1
N2
100%
100%
N1
N2
100.8%
103%
STARTING TIME
Windmilling airstart (from windmilling
N 2 to 60% N 2 ) .......... 45 seconds maximum
Ground start (from light-off
to idle) ..................... 60 seconds maximum
FUEL COMPUTERS
The fuel computers must be operative for takeoff. Flight with one computer in manual mode
may be permitted if all requirements of the
Annex section of the AFM are complied with.
THRUST REVERSER
The thrust reverser is approved for ground
use only.
APPROVED OILS
100% N 1
= 21,000 rpmTFE731-5AR-1C
TFE731-5BR-1C
100% N 2
= 29,692 rpmTFE731-5AR-1C
100% N 2
= 30,300 rpmTFE731-5BR-1C
OIL PRESSURE
THRUST
SETTING
MAXIMUM INTERSTAGE
TURBINE TEMPERATURE (ITT)
Takeoff or
maximum
continuous .......... 38 psi ........... 46 psi
Starting, ground/airNormal
TFE731-5AR-1C ........................................ 952C
TFE731-5BR-1C ........................................ 978C
MINIMUM
PRESSURE
MAXIMUM
PRESSURE
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NOTE
The OIL 1, OIL 2, and OIL 3 lights
in the warning panel illuminate for
an oil pressure below 25 psi or chip
detector contamination.
OIL TEMPERATURE
Operational limits:
From sea level
to 30,000 feet ........................ 127C maximum
Above 30,000 feet ................. 140C maximum
Transient at any
altitude .................................. 149C maximum
..............................................
(2 minutes)
Minimum
(for exceeding idle power) ................... 30C
PLACARDS
AND INSTRUMENTS
All placards and instrument markings required by
FAR 25 are contained in the Operating Manual.
Revision 4
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QUESTIONS
1.
2.
3.
4.
5.
7-46
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CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION.................................................................................................................. 8-1
GENERAL ............................................................................................................................ 8-1
FIRE DETECTION PANEL .................................................................................................. 8-2
FIRE DETECTION SYSTEMS ............................................................................................ 8-2
Engine Fire and Overheat Detection .............................................................................. 8-2
APU Fire Detection ........................................................................................................ 8-5
Baggage Compartment Fire Detection .......................................................................... 8-5
Landing Gear Wheel Well Overheat Detection .............................................................. 8-5
Fire Test .......................................................................................................................... 8-5
FIRE EXTINGUISHING ...................................................................................................... 8-6
General............................................................................................................................ 8-6
Engine Fire Extinguishing ............................................................................................ 8-10
APU and Baggage Compartment Fire Extinguishing .................................................. 8-10
PORTABLE FIRE EXTINGUISHERS .............................................................................. 8-10
Automatic Fire Extinguishers (Option 26-20-10)........................................................ 8-11
QUESTIONS........................................................................................................................ 8-12
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ILLUSTRATIONS
Figure
Title
Page
8-1
8-2
8-3
8-4
8-5
8-6
8-7
8-8
8-9
TABLE
Table
8-1
Title
Page
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CHAPTER 8
FIRE PROTECTION
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INTRODUCTION
The Falcon 900 has a fire protection system to detect and extinguish fires in certain sections of the airplane. The detection system activates warning lights and an aural tone in
the cockpit. The extinguishers are controlled by crew command.
GENERAL
The crew is warned of the presence of fire,
overheating, or smoke (in the baggage compartment) by detection units. For each zone the
fire panel or warning lights illuminate. An
audio warning sounds when overheat, fire, or
smoke exists in a monitored area other than the
wheel wells.
The airplane has two types of detection systems: continuous loop and smoke detection.
Fire protection is provided in the engine nacelles of all engines, in the APU area, and in
the baggage compartment. Each engine fuel
Revision 3
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FIRE DETECTION
PANEL
The fire panel (Figure 8-1) is equipped with
extinguisher discharge control switches, located above the corresponding fire warning
light (FIRE 1, FIRE 2, and FIRE 3, FIRE APU,
and FIRE BAG COMP) (all colored lights are
shown in Appendix B).
The three engine extinguisher DISCH
switches have three positions, labeled 0,
1, and 2. The APU and baggage compartment discharge switches have two positions, labeled 0 and 1.
Normally, all of the DISCH switches are safetied with break-away wire to the 0 position.
The 1 position of the engine DISCH switches
is powered by the main bus as follows: No. 1
engine, bus A1; No. 2 engine, bus B1; No. 3
engine, bus A2. The 2 position is powered by
the battery bus. The switches must be pulled
out prior to upward movement to position 2.
The baggage compartment discharge switch is
powered by bus A2 and the battery bus; the
APU discharge switch is powered by bus B1
and the battery bus.
The APU discharge switch, when moved to
position 1, discharges a single bottle into the
APU area. If the baggage compartment discharge switch is placed in the 1 position, the
same bottle, if not previously selected, is discharged into the baggage compartment area.
8-2
FIRE DETECTION
SYSTEMS
ENGINE FIRE AND OVERHEAT
DETECTION
The continuous-loop fire detectors consist of
fine-bore capillary tubes of different lengths,
depending on where they are installed. These
detectors are permanently connected to a responder, and the complete assembly is hermetically sealed. The capillary tube encloses a
metal core saturated with an inert gas which
maintains pressure in the detector. This tube
is the sensitive element of the detector, and it
functions in two modes:
General overheat (ambient temperature detection)If the temperature in
the general area around the detector
increases, the resulting expansion of
the inert gas, when it reaches a predetermined level, triggers the warning
pressure switch incorporated in the detector unit.
Revision 3
FlightSafety
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APU
DISCHARGE
SWITCH
FUEL SHUTOFF
LIGHTS (3)
DISCH
2
1
0
FUEL
SHUT
OFF
DISCH
2
1
0
TRANS
FUEL
SHUT
OFF
TRANS
FAULT
FAULT
FIRE 1
DISCH
2
1
0
FIRE 2
FUEL
SHUT
OFF
1
0
FAULT
FIRE APU
TRANS
FAULT
FIRE 3
1
0
BAGGAGE
COMPARTMENT
SWITCH
FIRE
BAG COMP
WARNING PANEL
TEST
LIGHTS
L PITOT
HOT
BAT
FIRE
L AOA
R AOA
ST BY
PITOT
L. WHL
OVHT
AUTO
SLATS
R PITOT
R. WHL
OVHT
FLAP
ASYM
HORN SIL
PUSHBUTTON
Figure 8-1.
Revision 1
8-3
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NO. 3 ENGINE
APU
NO. 2 ENGINE
NO. 1 ENGINE
Figure 8-2.
8-4
Revision 3
FlightSafety
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Table 8-1.
LOCATION
ENGINE
FIRE ZONE
NUMBER OF
DETECTORS
PINPOINT
DETECTION THRESHOLD
LENGTH
400F (204C)
900F (482C)
Engines 1 and 3
13 ft (3.96 m)
(Engine 215 ft
(455 m)
One
400F (204C)
900F (482C)
9 ft (2.73 m)
LANDING GEAR
WHEEL WELLS
(SNs 001095)
One per
wheel well
270F (132C)
800F (427C)
3 ft (0.97 m)
LANDING GEAR
WHEEL WELLS
(SNs 096999)
One per
wheel well
320F (160C)
Detector
APU
BAGGAGE COMPARTMENT
FIRE DETECTION
Fire protection in the baggage compartment is
provided by an optical smoke detector utilizing light reflection from smoke to excite a
photosensitive element.
When a smoke concentration of 15 to 30% penetrates the optical detector, the illumination of
a photoelectric cell is modified, triggering a
warning signal on an electronic circuit. The
FIRE BAG COMP warning light will illuminate
with a response time of less than four seconds.
To ensure that the warning signal is provided
without delay, the smoke detector is positioned
in the pressurization and conditioning airflow
the smoke is likely to follow.
The smoke detection system is tested by a lightemitting diode (LED) that directly illuminates
the photoelectric cell. As the cell is energized
in series with the light source, the cell, the
Revision 2
FIRE TEST
The various fire protection systems are tested
with the TEST switch on the top of the warning panel (Figure 8-4).
Placing the switch in the FIRE position tests the
detection and warning systems of the engines,
the APU, and the baggage compartment. The following are checked during the test:
8-5
FlightSafety
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FIRE EXTINGUISHING
GENERAL
ENGINE 1
FIRE
DETECTOR
ENGINE 1
DETECTION
MONITORING UNIT
FIRE 1
ENGINE 2
FIRE
DETECTOR
ENGINE 2
DETECTION
MONITORING UNIT
FIRE 2
ENGINE 3
FIRE
DETECTOR
ENGINE 3
DETECTION
MONITORING UNIT
FIRE 3
APU
FIRE
DETECTOR
APU
DETECTION
MONITORING UNIT
FIRE APU
SMOKE
DETECTOR
FIRE
BAG COMP
WARNING PANEL
LEFT GEAR
WELL
DETECTOR
PCB
L WHL
OVHT
PCB
R WHL
OVHT
Figure 8-3.
8-6
Revision 2
FlightSafety
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Fire-Extinguisher Bottles
FIRE PANEL
FAULT
ENGINE 1
DETECTOR
WARNING PANEL
TEST
LIGHTS
FIRE
L. PITOT
L. AOA
R. ADA
ST BY
PITOT
L. WHL
OVHT
R.PITOT
ENGINE 1
EXTINGUISHERS
FIRE 1
AUDIO
WARNING
R. WHL
OVHT
FAULT
ENGINE 2
DETECTOR
ENGINE 2
EXTINGUISHERS
FIRE 2
FAULT
ENGINE 3
DETECTOR
ENGINE 3
EXTINGUISHERS
FIRE 3
FAULT
APU
DETECTOR
APU
EXTINGUISHER
SMOKE
DETECTOR
FIRE
APU
FIRE
BAG COMP
WARNING PANEL
LEFT GEAR
WELL DETECTOR
RIGHT GEAR
WELL DETECTOR
Figure 8-4.
Revision 1
L. WHL
OVHT
R.WHL
OVHT
8-7
8-8
SMOKE
DETECTOR
SELF-TEST
UNIT (2)
APU
FOR TRAINING PURPOSES ONLY
BAGGAGE
COMPARTMENT
PORTABLE HALON
FIRE EXTINGUISHER
WHEEL
WELL
NO. 2 ENGINE
SHUTTLE
VALVE
(7)
PORTABLE
HALON FIRE
EXTINGUISHER
NO. 3 ENGINE
NO. 1 ENGINE
APU EXTINGUISHING
ENGINE BOTTLES
ENGINE EXTINGUISHING
OVERPRESSURE DISCHARGE
Revision 4
ELECTRICAL
Figure 8-6.
Fire-Extinguishing System
international
FIRE DETECTORS
FlightSafety
LEGEND
FlightSafety
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The bottles have pressure gages and a correction table for checking nitrogen charge at varying ambient temperatures. A pressurerelief valve dumps extinguishing agent in the
event of overpressurization. The exhausted
agent is vented overboard through the general
drain mast in the rear compartment.
ENGINE 1 FIRE
ENGINE 1 FIRE
DISCH
2
1
0
FUEL
SHUTOFF
SWITCH
2
1
0
ENGINE
1
FIRE
PANEL
FAULT
FIRE 1
DISCH
2
1
0
FIRE
PANEL
2
1
0
FAULT
FIRE 1
FIRST SHOT
SECOND SHOT
NORMAL
BACKUP
ENGINE 2 FIRE
DISCH
2
1
0
ENGINE 2 FIRE
FIRE
PANEL
2
1
0
ENGINE
2
FAULT
FIRE 2
DISCH
2
1
0
FIRE
PANEL
SECOND
SHOT (LEFT)
FAULT
FIRE 2
SECOND
SHOT (RIGHT)
NORMAL
BACKUP
ENGINE 3 FIRE
DISCH
2
1
0
2
1
0
2
1
0
ENGINE 3 FIRE
FIRE
PANEL
ENGINE
3
FAULT
FIRE
PANEL
DISCH
2
1
0
2
1
0
FAULT
FIRE 3
SECOND
SHOT
FIRST SHOT
FIRE 3
NORMAL
BACKUP
APU FIRE
1
0
FAULT
FIRE APU
FIRE
PANEL
FAULT
BAGGAGE
COMPARTMENT
1
APU
FIRE
PANEL
FIRE
BAG COMP
1
0
FIRE
BAG COMP
Figure 8-7.
Revision 3
FIRE APU
8-9
FlightSafety
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(22WB-A)
(22WB-B)
A1
(22WB)
B12
A12
(3WB1)
BAGGAGE
COMPARTMENT
B1
B3
(L3WB2)
A22
B22
(R3WB2)
A3
(3WB3)
APU
NO. 1 ENGINE
NO. 3 ENGINE
NO. 2 ENGINE
A1
Figure 8-8.
B3
PORTABLE FIRE
EXTINGUISHERS
Two portable fire extinguishers are installed
in the airplane. One is positioned vertically in
the pilots closet, the other is located at the rear
Revision 1
FlightSafety
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Figure 8-9.
Halon Extinguisher
(Typical)
AUTOMATIC FIRE
EXTINGUISHERS
(OPTION 26-20-10)
Two automatic fire extinguishers are installed
in the front and rear lavatory trash cans. These
Halon 1301 fire extinguishers are automatically discharged when the ambient temperature reaches 76C (170F).
Revision 3
8-11
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QUESTIONS
1.
2.
3.
4.
8-12
5.
6.
7.
FlightSafety
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CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
ENGINE BLEED AIR............................................................................................................. 9-1
General ............................................................................................................................. 9-1
LP Bleed Air .................................................................................................................... 9-2
HP Bleed Air.................................................................................................................... 9-2
Bleed-Air Mixing............................................................................................................. 9-2
APU BLEED AIR.................................................................................................................... 9-5
DISTRIBUTION ..................................................................................................................... 9-5
General ............................................................................................................................. 9-5
Anti-icing Systems Not Activated ................................................................................... 9-7
Anti-icing Systems Activated .......................................................................................... 9-7
OPERATION ........................................................................................................................... 9-7
Electric Motor-Operated Isolation Valve ......................................................................... 9-7
APU Bleed Valve ............................................................................................................. 9-7
INDICATION ........................................................................................................................ 9-11
QUESTIONS......................................................................................................................... 9-12
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ILLUSTRATIONS
Figure
Title
Page
9-1
9-2
9-3
9-4
9-5
9-6
TABLES
Table
Title
Page
9-1
9-2
9-3
9-4
9-iii
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CHAPTER 9
PNEUMATICS
BLEED AIR CO
R
AIR
15
20
LV
VA E
INTRODUCTION
The pneumatic system on the Falcon 900 uses engine and APU bleed air as input to the airconditioning, pressurization, and ice and rain protection systems. A system for control of
the bleed-air sources, indication of malfunction, and warning of malfunction is included.
GENERAL
GENERAL
Revision 1
9-1
FlightSafety
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LP BLEED AIR
The main bleed-air source for LP bleed air is
one inboard bleed port on the No. 1 and No.
3 engines and the left side of the No. 2 engine.
There is an auxiliary outboard bleed port on the
No. 1 engine and the right side of the No. 2 engine. The outboard bleed port of the No. 3 engine is not used.
HP BLEED AIR
The main bleed-air source for HP bleed air is
through interconnected bleed ports on each engine. The auxiliary bleed-air source is one bleed
port on the upper centerline of each engine.
BLEED-AIR MIXING
At the outlet of each engine, airflows from the
main LP and HP ports are mixed by venturi action so that the resulting pressure is greater than
LP bleed-air pressure. Figure 9-3 illustrates the
bleed-air system with the power levers at idle.
LP and HP characteristics relative to engine
status are listed in Tables 9-1 and 9-2.
Figure 9-2. BLEED AIR Panel
Table 9-1.
ISA CONDITIONS
HP AIR
Pressure
(absolute)
Temperature
Pressure
(absolute)
Temperature
Idle:
Altitude = 0 ft
Flow rate = 0 ppm
14.80 psi
(1,021 mbar)
86 F
(30 C)
29.87 psi
(2,060 mbar)
212 F
(100 C)
Takeoff:
Altitude = 0 ft
Flow rate = 0 ppm
89.9 psi
(6,200 mbar)
518 F
(270 C)
217.5 psi
(15,000 mbar)
806 F
(430 C)
9-2
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MAIN HP
BLEED PORT
AIR
INTAKE
ANTIICING
NO. 3
ENGINE
MAIN LP
BLEED PORT
OVERHEAT
TEMPERATURE PROBE
NO. 2 ENGINE
S-DUCT ANTI-ICE
SYSTEM
AUXILIARY HP
BLEED PORT
FULL-OPENING
SOLENOID VALVE
PRESSUREREGULATING VALVE 3
AUXILIARY LP
BLEED PORT
LP 3 BLEED-AIR
TEMPERATURE PROBE
AUXILIARY HP
BLEED PORT
NO. 2
ENGINE
MAIN HP
BLEED
PORT
LP1 BLEED-AIR
TEMPERATURE PROBE
MAIN LP
BLEED
PORT
MAIN HP
BLEED PORT
MAIN LP
BLEED PORT
AIR
INTAKE
ANTIICING
HP1
BLEED VALVE
NO. 1
ENGINE
ELECTRIC
MOTOR-OPERATED
ISOLATION VALVE
OVERHEAT
TEMPERATURE
PROBE
PRESSUREREGULATING
VALVE 2
AUXILIARY LP
BLEED PORT
Revision 3
LP 2
BLEED-AIR
TEMPERATURE
PROBE
FULL-OPENING
SOLENOID VALVE
AUXILIARY HP
BLEED PORT
Figure 9-1.
OVERHEAT
TEMPERATURE PROBE
Bleed-Air SystemOff
9-3
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international
MAIN HP
BLEED PORT
OVERHEAD PANEL
HP1
PRV2
AIR
INTAKE
ANTIICING
PRV3
NO. 3
ENGINE
CONDITIONS:
ALL BLEED SWITCHES ON
APU OFF
POWER LEVER AT IDLE
ANTI-ICE OFF
LEGEND
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
AUXILIARY HP PRESSURE
APU
ON IF
ISOLATION
VALVE
CLOSED
ISOL
LP
MAIN LP
BLEED PORT
AMBIENT AIR
NO. 2 ENGINE
S-DUCT ANTI-ICE
SYSTEM
PRESSUREREGULATING
VALVE 3
635 F (335 C)
AUXILIARY LP
BLEED PORT
LP
MAIN HP
BLEED PORT
ISOLATION
WING ANTI-ICING SYSTEM
APU
AUTO
ON
OFF
NORM
PASSENGER
CREW
NO. 2
ENGINE
;;;
;
HEAT
ISOL
BAG
BLEED AIR
WARNING PANEL
MAIN HP
BLEED PORT
BLEED
OVHT
BLEED
APU
MAIN LP
BLEED PORT
AIR
INTAKE
ANTIICING
FLASHING IF
CORRESPONDING
SWITCH
OFF
HP1
BLEED
VALVE
MAIN HP
BLEED PORT
NO. 1
ENGINE
ON IF:
APU BLEED VALVE OPEN IN FLIGHT
APU BLEED VALVE OPEN ON THE
GROUND AND POWER LEVER AT
A POSITION ABOVE 54 FCU
Figure 9-3.
9-4
635 F
(335 C)
MAIN LP
BLEED PORT
PRESSUREREGULATING
VALVE 2
AIR INTAKE
ANTI-ICING
Revision 3
FlightSafety
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HP
Pressure
(absolute)
Temperature
% per
engine
Pressure
(absolute)
Temperature
Takeoff with
anti-icing:
TS = 0 C
N1 = 94%
85.55 psi
(5,900 mbar)
Cruise without
anti-icing:
M = 0.75
Z = 41,000 ft
TS = 56.5 C
N1 = 98.8%
25.81 psi
(1,780 mbar)
455 F
(235 C)
2.4
188.5 psi
(13,000 mbar)
752 F
(400 C)
4.4
401 F
(205 C)
1.0
70 psi
(4,830 mbar)
707 F
(375 C)
Altitude = 0 ft
Temperature = 59 F
(15 C)
Revision 2
% per
engine
DISTRIBUTION
GENERAL
A main distribution circuit supplies a mixture
APU BLEED AIR
PRESSURE
TEMPERATURE
FLOW RATE
52.2 psi
(3,600 mbar)
428 F
(220 C)
60 ppm
(27 kg/min)
9-5
FlightSafety
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BLEED-AIR DISTRIBUTION
LP
HP
AIRPLANE SYSTEMS
MAIN
(3 ENGINES)
AUXILIARY
(NO. 1 AND
NO. 2 ENGINES)
MAIN
(3 ENGINES)
AUXILIARY
(3 ENGINES)
(SEPARATE
PORTS)
1-2
2
(APU)
1-2-3
1-2-3
1-2-3
1-2-3
1-2-3
Wing
anti-icing
No. 2
engine
S-duct
anti-icing
1-2-3
2-3
1-2-3
2-3
1-2-3
NOTE:
1= NO. 1 ENGINE, 2= NO. 2 ENGINE, 3= NO. 3 ENGINE
9-6
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FlightSafety
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As soon as the No. 2 engine and S-duct air intake anti-icing systems are switched on:
If the engine power setting is increased to more than 82, the No. 1
HP valve and No. 2 and No. 3 PRV automatically close for 18 seconds to
avoid bleed-air overheating.
OPERATION
ELECTRIC MOTOR-OPERATED
ISOLATION VALVE
This valve is controlled by the ISOLATION
switch located on the BLEED AIR panel.
When the isolation valve is closed, the main
bleed-air system is divided into two separate
subsystems:
ANTI-ICING SYSTEMS
ACTIVATED
As soon as the wing anti-icing systems are
switched on (Figure 9-5):
The PRV 3 valve fully opens if the temperature of LP 3 bleed air is less than
378.5 F (192.5 C).
Revision 2
9-7
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MAIN HP
BLEED PORT
OVERHEAD PANEL
HP1
PRV2
AIR
INTAKE
ANTIICING
PRV3
APU
ON IF
ISOLATION
VALVE
CLOSED
ISOL
LP
NO. 3
ENGINE
NOTE:
CREW AND PASSENGER AIRCONDITIONING VALVES CLOSE WHEN ONE
OR MORE POWER LEVERS ARE ADVANCED
THROUGH 54 PLA AND AIRCRAFT IS ON
THE GROUND.
MAIN LP
BLEED PORT
PRESSUREREGULATING
VALVE 3
CONDITIONS:
ALL BLEED SWITCHES ON
APU OFF
POWER LEVER TO TAKEOFF
ANTI-ICE OFF
AUXILIARY LP
BLEED PORT
AIR
INTAKE
ANTIICING
635 F (335 C)
MAIN HP
BLEED PORT
LP
ISOLATION
WING ANTI-ICING SYSTEM
AUTO
ON
OFF
APU
NORM
;;;
;
HEAT
ISOL
BAG
PASSENGER
CREW
NO. 2
ENGINE
635 F
(335 C)
BLEED AIR
WARNING PANEL
BLEED
OVHT
BLEED
APU
MAIN LP
BLEED PORT
AIR
INTAKE
ANTIICING
FLASHING IF
CORRESPONDING
SWITCH
OFF
MAIN HP
BLEED PORT
MAIN HP
BLEED PORT
635 F
(335 C)
HP1
BLEED
VALVE
NO. 1
ENGINE
ON IF:
APU BLEED VALVE OPEN IN FLIGHT
APU BLEED VALVE OPEN ON THE
GROUND AND POWER LEVER AT
A POSITION ABOVE 54 FCU
MAIN LP
BLEED PORT
NO. 2
ENGINE
S-DUCT
ANTI-ICE
SYSTEM
PRESSUREREGULATING
VALVE 2
LEGEND
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
AUXILIARY HP PRESSURE
AMBIENT AIR
Figure 9-4.
9-8
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MAIN HP
BLEED PORT
XFR
PILOT
ST-BY
COPILOT
ENG 1
ENG 2
ENG 3
WING
OVERHEAD PANEL
HP1
PRV2
AIR
INTAKE
ANTIICING
PRV3
APU
MAIN LP
BLEED PORT
ON IF
ISOLATION
VALVE
CLOSED
ISOL
LP
NO. 3
ENGINE
PITOT
ANTI-ICE
PILOT
FAST
SLOW
OFF
WIPER
PRESSUREREGULATING
VALVE 3
COPILOT
FAST
SLOW
OFF
WIPER
545 F (285 C)
AUXILIARY LP
BLEED PORT
LP
MAIN HP
BLEED PORT
ISOLATION
WING ANTI-ICING SYSTEM
APU
AUTO
ON
OFF
PASSENGER
NORM
CREW
HEAT
ISOL
BAG
NO. 2
ENGINE
BLEED AIR
PASSENGER AIR-CONDITIONING SYSTEM
WARNING PANEL
BLEED
OVHT
BLEED
APU
MAIN LP
BLEED PORT
AIR
INTAKE
ANTIICING
FLASHING IF
CORRESPONDING
SWITCH
OFF
MAIN HP
BLEED PORT
MAIN HP
BLEED PORT
545 F
(285 C)
HP 1
BLEED VALVE
NO. 1
ENGINE
ON IF:
APU BLEED VALVE OPEN IN FLIGHT
APU BLEED VALVE OPEN ON THE
GROUND AND POWER LEVER AT
A POSITION ABOVE 54 FCU
MAIN LP
BLEED PORT
PRESSUREREGULATING
VALVE 2
CONDITIONS:
ALL BLEED SWITCHES ON
APU OFF
POWER LEVER TO HIGH SETTING
ANTI-ICE ON
LEGEND
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
NOTE:
HP1, PRV2, AND PRV3 WILL AUTOMATICALLY
CLOSE FOR 18 SECONDS WHEN ANTI-ICING
OPERATION AND HIGH POWER SETTINGS ARE
SELECTED.
AUXILIARY HP PRESSURE
AMBIENT AIR
Figure 9-5.
Revision 3
9-9
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MAIN HP
BLEED PORT
OVERHEAD PANEL
HP1
PRV2
PRV3
APU
ON IF
ISOLATION
VALVE
CLOSED
ISOL
LP
AIR INTAKE
ANTI-ICING
AIR
INTAKE
ANTIICING
NO. 3
ENGINE
NO. 2 ENGINE
S-DUCT ANTI-ICE
SYSTEM
AUXILIARY LP
BLEED PORT
MAIN LP
BLEED PORT
PRESSUREREGULATING
VALVE 3
635 F (335 C)
MAIN HP
BLEED PORT
LP
ISOLATION
WING ANTI-ICING SYSTEM
APU
AUTO
ON
OFF
NORM
PASSENGER
CREW
NO. 2
ENGINE
;;;
;
HEAT
ISOL
BAG
BLEED AIR
WARNING PANEL
MAIN HP
BLEED PORT
BLEED
OVHT
BLEED
APU
MAIN LP
BLEED PORT
AIR
INTAKE
ANTIICING
FLASHING IF
CORRESPONDING
SWITCH
OFF
MAIN HP
BLEED PORT
635 F
(335 C)
HP1
BLEED
VALVE
NO. 1
ENGINE
ON IF:
APU BLEED VALVE OPEN IN FLIGHT
APU BLEED VALVE OPEN ON THE
GROUND AND POWER LEVER AT
A POSITION ABOVE 54 FCU
MAIN LP
BLEED PORT
LEGEND
HP BLEED AIR
LP BLEED AIR
PRESSUREREGULATING
VALVE 2
9-10
Revision 3
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INDICATION
Indication of bleed-air system operation is accomplished with BLEED OVHT and BLEED
APU lights on the annunciator panel (Appendix
B) and an ISOL light on the BLEED AIR panel
(Figure 9-2).
The monitoring system consists of three temperature probes and an overheat detection box.
The three probes are located on the bleed-air
ducts downstream of the LP/HP air mixing
venturi of each engine.
The overheat detection box receives the temperature signal from the temperature probes
and compares it with a preset value of 635 F
(335 C) with anti-icing off or 545 F (285 C)
with anti-icing on. When the detected temperature exceeds this threshold, the detection box
Revision 2
9-11
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QUESTIONS
1. The pneumatic system uses bleed air
from the:
A. No. 1 and No. 3 engines
B. No. 2 engine
C. APU
D. All the above
2. The engines supply the pneumatic system with:
A. HP bleed air
B. Mixed bleed air
C. LP bleed air
D. All the above
3. The switches for bleed-air control are
located on the:
A. Overhead panel
B. Center console
C. Pilots side panel
D. Lower instrument panel
4. The main bleed-air source for LP bleed
air is:
A. An inboard port on the No. 2 engine
B. An inboard port on the No. 1 and
No. 3 engines
C. T h e l e f t s i d e p o r t o n t h e N o . 2
engine
D. Both B and C
5. Mixed bleed-air pressure is:
A. Less than LP bleed-air pressure
B. More than HP bleed-air pressure
C. More than LP bleed-air pressure
D. Only present on the ground
9-12
Revision 3
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CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
NACELLE INTAKE ANTI-ICING....................................................................................... 10-2
General........................................................................................................................... 10-2
No. 1 Nacelle and Ram-Air Inlet Anti-icing.................................................................. 10-2
No. 2 Nacelle and S-Duct Anti-icing............................................................................. 10-3
No. 3 Nacelle Anti-icing................................................................................................ 10-5
WING LEADING-EDGE SLATS ANTI-ICING.................................................................. 10-7
General........................................................................................................................... 10-7
Control ........................................................................................................................... 10-7
Indication and Warning.................................................................................................. 10-7
Operation ....................................................................................................................... 10-7
MAIN LANDING GEAR BRAKE HEATING SYSTEM (SB 32) .................................... 10-10
General......................................................................................................................... 10-10
Control ......................................................................................................................... 10-10
Indication and Warning................................................................................................ 10-10
Operation ..................................................................................................................... 10-10
WINDSHIELD ANTI-ICING AND SIDE WINDOW HEAT............................................ 10-12
General......................................................................................................................... 10-12
Windshield Anti-icing ................................................................................................. 10-12
Side Window Heat ....................................................................................................... 10-13
Revision 2
10-i
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10-ii
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ILLUSTRATIONS
Figure
Title
Page
10-1
10-2
10-3
10-4
10-5
10-6
10-7
10-7A
Wing Leading-Edge Slats Anti-icing and Brake Heating Operation ................... 10-11
10-8
10-9
10-10
10-11
10-12
10-13
10-14
10-15
10-16
TABLES
Table
Title
Page
10-1
No. 1 and No. 3 Engine Nacelle Anti-icing Logic System .................................... 10-3
10-2
10-3
10-4
Wing Leading-Edge Slats Anti-icing and Brake Heating Logic System............. 10-12
Revision 2
10-iii
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CHAPTER 10
ICE AND RAIN PROTECTION
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INTRODUCTION
This chapter describes the ice and rain protection systems installed in the Falcon 900.
All values used throughout this chapter, such as for pressure, temperature and flow are
used for their illustrative meanings only. Pertinent values must be obtained from the manuals and publications issued with the airplane.
GENERAL
The anti-iced areas of the Falcon 900 include
the nacelle inlet lips, the No. 2 engine S-duct,
the P T2T T2 probes in the nacelle intake, the
ECU heat exchanger ram-air inlet, the wing
leading-edge slats, the fixed leading-edge sections on the inboard side of each wing panel,
10-1
FlightSafety
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NACELLE INTAKE
ANTI-ICING
GENERAL
The nacelle intakes (Figure 10-1) are antiiced by hot bleed air from the associated engines HP compressor. The intake lips form
D-ducts, and a piccolo tube is located in each
D-duct. The hot air is discharged through the
piccolo tube holes to impinge on the duct skin
and prevent ice formation. The air is then discharged overboard through louvered outlets.
Figure 10-2. No. 1 Nacelle Air Inlet
and Ram-Air Inlet
switch also controls the electrical power supply to the PT2TT2 probe located in the air intake.
Control
The system is controlled by a PCB in conjunction with a two-position switch labeled
ENG 1, located on the ANTI-ICE section of
the overhead panel (Figure 10-3), to control
the anti-icing air supply for the No. 1 nacelle
air intake and the ram-air inlet; in addition, the
Figure 10-3. Overhead Switch Panel
10-2
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Operation
Figure 10-4 in conjunction with Table 10-1
depicts the operation of the No. 1 nacelle and
ram-air inlet anti-icing. The pressure-regulating
valve is modulating the supply of HP bleed air
to maintain a constant pressure in the anti-icing
line and limits that pressure to 65.2 psi. The HP
air supply is applied directly to the ram-air inlet
lip and through a flow limiter to the piccolo tube
in the nacelle intake lip. The anti-icing air is exhausted to the atmosphere through louvers on the
nacelle and through drilled holes on the pylon.
ENG 1
ENG 2
WING
ANTI-ICE
LEGEND
PRINTED CIRCUIT
BOARD
ECU HEAT
EXCHANGER
RAM-AIR INLET
ANTI-ICING
PRESSURE-REGULATING
VALVE
PYLON
PT2 TT2
PROBE
NO. 1 ENGINE
The anti-icing air distribution for the No. 2 nacelle intake lip is identical to that for the No.
1 nacelle intake lip. The hot air distribution for
the S-duct consists of four perforated lines
which distribute the air to transverse ducts
forming the double skin of the S-duct.
FLOW
LIMITER
LP PRESSURE
SWITCH
HP PRESSURE
SWITCH
HP
BLEED
PORT
Control
The No. 2 nacelle air intake and the S-duct antiicing systems are controlled by a PCB in conjunction with a two-position lever-lock switch
labeled ENG 2 located on the ANTI-ICE section of the overhead panel, in conjunction with
the PRV 2 switch on the BLEED AIR section
of the overhead panel. In addition, the ENG 2
ENG 3
Table 10-1. NO. 1 AND NO. 3 ENGINE NACELLE ANTI-ICING LOGIC SYSTEM
ENG1/ENG 3
SWITCH
PT2TT2
SENSOR
AIR INTAKE
ANTI-ICING
PRV
Off
Not energized
Closed
LOW
PRESSURE
HIGH
PRESSURE
ENG1/ENG 3
LIGHT
None
None
Out
Amber Steady
Green
Amber steady
Amber Flashing
Initial Status
Activation
On
On
Energized
Energized
On
On
Energized
Energized
Off
Off
Not energized
Not energized
Opening
Regulating
Abnormal Conditions
Regulating
Lower than 4 psi
Fully open (no regulation)
Higher than 4 psi
Switch to Off
Closing
Closed
Amber
(single flash)
Out
Abnormal Conditions
Off
Revision 3
Not closed
Amber flashing
10-3
10-4
FOR TRAINING PURPOSES ONLY
FLOW
LIMITER
CENTER
PEDESTAL
PRINTED
CIRCUIT
BOARD
NO. 2
ENGINE
FULL OPENING
SOLENOID
APU
PT2 TT2
PROBE
ENGINE
NACELLE
PRV
ENG 2
Closed
Opening
Open
Open
Not energized
Energized
Energized
Energized
Off
On
On
On
Open
Open
Open
Open
Open
Open
Closing
Closed
Partial
closing
Partial
closing
Closed
Energized
Energized
Energized
Energized
Energized
Energized
Energized
Not energized
Not energized
Not energized
Not energized
Not energized
On
On
On
On
On
On
On
Off
Off
Off
Off
Off
< 4 psi
> 4 psi
< 4 psi
> 4 psi
< 4 psi
> 4 psi
> 4 psi
> 4 psi
> 4 psi
> 4 psi
< 4 psi
> 4 psi
> 4 psi
Normal
Normal
Normal
Abnormal Conditions
Normal
Normal
Normal
LP2 <180C
PRV regulating
LP2 >200C
PRV fully open
Normal
Engine 2 shutdown
No. 1 + 3 Eng. operating
Switch Set to Off
Normal
Normal
Abnormal Conditions
>200 C/Regulating
<180 C/Open
<180 C/Opening
Activation
Normal
T LP 2/PRV 2
BLEED AIR
Initial Status
Partial Closing
Closed
Closed
Closing
Closed
> 4 psi
> 4 psi
< 4 psi
< 4 psi
> 4 psi
< 4 psi
> 4 psi
Fully open
No regulation
Closed
> 4 psi
< 4 psi
> 4 psi
> 4 psi
> 4 psi
> 4 psi
> 4 psi
< 4 psi
< 4 psi
AIR INTAKE
LOW
PRESSURE
Regulating
Regulating
Regulating
Regulating
Regulating
Regulating
Regulating
Regulating
Opening
Closed
AIR INTAKE
ANTI-ICING
PRV
< 90 psi
< 90 psi
< 90 psi
< 90 psi
> 90 psi
< 90 psi
< 90 psi
< 90 psi
< 90 psi
< 90 psi
< 90 psi
< 90 psi
< 90 psi
< 90 psi
< 90 psi
Amber
flashing
Amber
flashing
Amber
flashing
Amber
flashing
Out
Amber
flashing
Amber
flashing
Amber steady
Amber steady
Amber steady
Amber steady
Amber steady
Green
Green
Green
Amber steady
Out
ENG 2
SWITCH
international
NOTE:
1. Air bleeding is normal in the following conditions:
LP 2 is less than 180C, and PRV 2 is fully open.
If LP 2 is between 180 and 200C, PRV 2 can be regulating for fully open.
LP 2 is greater than 200C, and PRV 2 is regulating.
Partial opening
Energized
On
> 4 psi
> 4 psi
< 4 psi
< 4 psi
S-DUCT
PRESSURE
NO. 2
ENGINE
Open
S-DUCT
ANTI-ICING
VALVE
PT2TT2
SENSOR
ENG 2
LIGHT
LP 2
SENSOR
BLEED AIR
PRV
2
LP
PRV 3
NORM
HEAT
ISOL
CREW BAG
AUTO
ON
OFF
ISOLATION
PASSENGER
LP
ISOL
APU
HP
HP11 PRV 2
ISOLATION
VALVE
TO PASSENGER
AIR CONDITIONING SYSTEM
CHECK
VALVE
NO. 3 ENGINE
S-DUCT
ANTI-ICE
VALVE
HP
PRESSURE
SWITCH
AMBIENT
MANIFOLD
PICCOLO TUBE
LP PRESSURE
TO
SWITCHES
WING
NO. 1 ENGINE
S-DUCT
ENG 2
SWITCH
INTAKE LIP
;
;
;
;;;
ELECTRIC POWER
HP/LP MIX
LP BLEED AIR
HP BLEED AIR
LEGEND
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switch also controls the electrical power supply to the P T2 T T2 probe in the No. 2 nacelle air
intake.
Operation
Revision 2
Figure 10-5 in conjunction with Table 10-2 depicts the operation of the No. 2 nacelle and Sduct anti-icing systems. The HP air for the
nacelle lip is supplied from the HP compressor
of the No. 2 engine through a pressure-regulating
valve which modulates to maintain a relatively
constant pressure in the anti-icing line and in
addition limits the pressure to less than 65.2 psi.
This air is circulated through the intake lip and
then discharged to the atmosphere through louvered outlets on the nacelle.
At the same time S-duct anti-icing valve opens
and supplies an HP/LP mix of engine bleed air.
The mix ratio is determined by PRV 2, which
will modulate based on the temperature in the
LP 2 duct. For more information on the operational characteristics of PRV 2, see Chapter
9 , P n e u m a t i c s , a n d C h a p t e r 1 1 , A i r
Conditioning, in this training manual.
Control
The system is controlled by the ENG 3 leverlock switch on the ANTI-ICE section of the
overhead panel. In addition to controlling the
intake lip anti-icing, the switch also controls
the power supply for the P T2 T T2 probe antiicing. The control is identical to that described
for the No. 1 nacelle.
10-5
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Operation
Figure 10-6 in conjunction with Table 10-1 depicts the operation of the No. 3 nacelle antiicing system. HP bleed air from the No. 3
engine HP compressor is directed through the
pressure-regulating anti-icing valve and
through a flow limiter to the piccolo tube in
the nacelle lip. Following circulation in the Dduct, the air is discharged to the atmosphere
through louvered outlets on the nacelle.
ENG 1
ENG 2
ENG 3
WING
ANTI-ICE
PRINTED CIRCUIT
BOARD
PYLON
PT2 TT2
PROBE
NO. 3 ENGINE
LEGEND
FLOW
LIMITER
LP PRESSURE
SWITCH
HP PRESSURE
SWITCH
PRESSURE-REGULATING
VALVE
10-6
Revision 4
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The pressure-regulating anti-icing valve modulates to maintain a relatively constant pressure in the anti-icing duct and limits the
pressure to 65.2 psi.
WING LEADING-EDGE
SLATS ANTI-ICING
GENERAL
The sectional leading-edge slats and the fixed
inboard leading-edge sections of each wing
panel are anti-iced by hot engine bleed-air.
Though system efficiency is predicated on
bleed-air supplies from the No. 1 and No. 3 engines, the No. 2 engine bleed-air supply is also
normally available to the wing slats and the inboard wing root fixed leading-edge sections of
the wing unless the isolation valve is closed.
The slats and the fixed wing root leading-edge
sections are double-skinned and form a duct.
A manifold is installed in each leading-edge
slat. Hot air is supplied directly to the fixed
inboard wing root sections and through telescoping tubes to the movable slat section manifolds on each wing.
CONTROL
The wing leading-edge slat anti-icing is controlled by a PCB in conjunction with a twoposition lever-lock switch labeled WING
on the ANTI-ICE section of the overhead
panel, and also in conjunction with the HP 1
and PRV 3 switches on the BLEED AIR section of the overhead panel. When the switch
is on (up), power is supplied to open the wing
anti-ice valve. The HP 1 valve opens if the LP
1 bleed-air temperature is less than180C;
otherwise it remains closed. PRV 3 opens fully
Revision 2
OPERATION
Figure 10-7 and Table 10-3 depict the operation, indication, and warning of the wing leading-edge slat anti-icing system. With the WING
switch selected on, the wing anti-ice valve
opens. HP 1 will fully open, as will PRV 3
through its energized full-opening solenoid,
when the temperature of the corresponding LP
bleed air is less than 192.5C. Exceeding this
temperature will allow HP 1 to close and PRV
3 to resume a regulating mode of operation.
HP/LP bleed-air mix is directed through two
ducts to the left and right wing panels. The antiicing air is supplied by rigid ducts to the fixed
sections of the inboard leading edges and to left
and right manifolds along each wing panel,
where it is directed to the manifolds in the respective movable slat sections by telescoping
tubes which compensate for slat travel. The airflow through the slats is depicted in the slat section inset in Figure 10-7, and Table 10-3 depicts
the operation and the logic system of control,
indication, and warning, associated with the
wing slats anti-icing system.
10-7
10-8
LEGEND
HP 1 PRV 2
HP BLEED AIR
WING
ANTI-ICE
PANEL
PRV 3
LP BLEED AIR
MAIN
HP
BLEED
AIR
HP/LP MIX
APU
ELECTRIC POWER
ISOL
AMBIENT
MANIFOLD
LP
NO. 3 ENGINE
ISOLATION
PRV3
FULL-OPENING
SOLENOID
VALVE
PRV3
MAIN LP
BLEED AIR
(LP3)
AUTO
ON
OFF
PASSENGER
NORM
HEAT
ISOL
CREW
BAG
BLEED AIR
WING
ANTI-ICING
VALVE
192.5C
POWER LEVER SWITCHES
FIXED
WING ROOT
LEADING EDGE
PRINTED
CIRCUIT
BOARD
PEDESTAL
192.5C
ISOLATION
VALVE
CREW AIR
CONDITIONING
APU AND
NO. 2 ENGINE
HP1 VALVE
LEFT WING PRESSURE
SWITCH
MAIN HP
BLEED AIR
OUTBOARD SLAT
MANIFOLD
NO. 1 ENGINE
SKIN AND
SHROUD
Revision 3
WING
STRUCTURE
international
GLASS WOOL
FlightSafety
MAIN LP BLEED
AIR (LP1)
TELESCOPIC
TUBES
RIGHT WING
PRESSURE
SWITCH
LP
Revision 4.01
WING
SWITCH
ANTI-ICING
VALVE
LEFT
WING
PRESSURE
RIGHT
WING
PRESSURE
BLEED AIR
TLP1/HP1
TLP3/PRV 3
WING
LIGHT
Normal
Out
Initial Status
OFF
Closed
<4 psi
<4 psi
Normal
On
On
On
On
On
On
Opening
Open
Open
Open
Open
Open
<4 psi
>4 psi
>4 psi
>4 psi
>4 psi
>4 psi
<4 psi
>4 psi
>4 psi
>4 psi
>4 psi
>4 psi
<180C/Opening
<180C/Open
>200C/Closed
<180C/Open
<200C/Closed
<180C/Open
<180C/Opening
<180C/Open
<180C/Open
>200C/Regulating
<180C/Regulating
Engine 3 shutdown
On
Open
>4psi
>4 psi
>200C/Closed
Engine 3 Shutdown
On
Open
>4 psi
>4 psi
Engine 1 shutdown
On
Open
>4 psi
>4 psi
Engine 1 shutdown
>200C/Regulating
On
Open
>4 psi
>4 psi
Engine 3 shutdown
On
Open
>4 psi
>4 psi
Between 180
and 200C
Any Position
Engine 1 shutdown
On
Open
>4 psi
>4 psi
Engine 1 shutdown
On
On
On
On
On
Partial Opening
Open
Open
Open
Open
>4 psi
<4 psi
>4 psi
>4 psi
>4 psi
>4 psi
>4 psi
<4 psi
>4 psi
>4 psi
Normal
Normal
Normal
<180C/HP 1 closed
Normal
On
Open
>4 psi
>4 psi
>200C/HP 1 open
On
Open
>4 psi
>4 psi
Normal
Off
Off
Closing
Closed
>4 psi
<4 psi
>4 psi
<4 psi
Off
Off
Off
Not closed
>4 psi
<4 psi
>4 psi
Activation
Between 180
and 200C Any Position
Engine 3 shutdown
Abnormal Conditions
Normal
Normal
Normal
Normal
<180C
PRV 3 normal regulation
Amber steady
Amber steady
Amber steady
Amber steady
Amber steady
Normal
>200C/PRV 3 fully open
Amber flashing
(See note 1)
Amber flashing
(See note 1)
Normal
Normal
Amber flashing
Out
Normal
Amber flashing
Amber flashing
Amber flashing
<180C/Open
Amber Steady
Green
Green
Green
Green
Green
(See note 2)
Green
(See note 2)
Green
(See note 2)
Green
(See note 2)
Green
(See note 2)
Green
(See note 2)
Green
(See note 2)
Abnormal Condition
>4 psi
Normal
international
10-9
NOTES
1. The green light stays on for 23 seconds in the event of the LP temperature threshold being temporarily exceeded or the bleed valves closing when 82 PLA is exceeded (18 seconds).
2. If one of the engines (1or 3) is shut down (power lever angle less than 15), the position of the corresponding HP bleed valve is taken into accoount and the green light will be on,
provided the air pressure is sufficient (increased power setting on the other engines).
3. Air bleeding is nomal in the following conditions:
LP 2 is less than 180C, and HP 1 valve is open or PRV 3 is fully open.
If LP 2 is between 180 and 200C, HP 1 valve can be open or closed or PRV 3 fully open or regulating.
LP 2 is greater than 200C, and HP valve is closed or PRV 3 is regulating.
FlightSafety
Normal
Normal
FlightSafety
international
NOTE
The anti-icing air for the wing slats
is supplied from the bleed-air manifold, which in turn is normally supplied an HP/LP mix from all three
engines unless the isolation valve is
closed, which isolates the No. 2 engine bleed air from the manifold.
However, the wing anti-icing air supply is predicated on a bleed-air supply from the No. 1 and No. 3 engines
since PRV 2 fully opening is predicated on No. 2 engine nacelle intake
and S-duct anti-icing.
GENERAL
The main landing gear brake heating system
eliminates any possibility of brake seizure
following a takeoff from a snow-covered (dry,
wet, or slush) runway.
Brake heating is accomplished with bleed air
from the wing anti-icing pipe passing through
the upper part of the landing gear wheel wells.
A distribution pipe attached to the anti-icing
pipe supports an electrically operated valve in
each gear well.
The No. 1 and No. 3 engines supply bleed air
for operation of the system. No. 2 engine
bleed-air supply is also normally available to
the brake heating system unless the bleed-air
isolation valve is closed.
CONTROL
Main landing gear brake heating is controlled
by a control relay (PCB) and the two brake
heating electric valves in conjunction with a
three-position (WING-BRK, WING, and OFF)
switch on the overhead panel. With the switch
in the OFF position, the wing and brake valves
10-10
OPERATION
Figure 10-7A, in conjunction with Table 104, depicts the operation of, and the indications and warnings associated with, both the
wing leading-edge slats anti-icing system and
the brake heating system. With the WINGBRK switch selected to the WING position, the
wing anti-ice valve opens, the associated HP
1 and PRV 3 valves operate as described earlier under Wing Leading-Edge Slats Antiicing, and the brake heating valves close.
Selection of the WING-BRK switch to the
WING-BRK position allows opening of both
brake valves, the wing anti-ice valve, and HP
1 and PRV 3 valves as described earlier for
wing leading-edge slats anti-icing. Anti-icing
air is supplied by a distribution pipe routed toward the front of each landing gear wheels
assembly and two brake heating valves, which
supply a venturi via an injector. This venturi,
together with a distribution pipe, supplies a
mixture of hot and ambient air via a nozzle located between the wheels.
Revision 3.01
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Figure 10-7A. Wing Leading-Edge Slats Anti-icing and Brake Heating Operation
Revision 2
10-11
FlightSafety
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OPERATION OF THE
WING ANTI-ICING
SYSTEM
OPERATION OF THE
BRAKE HEATING
SYSTEM
STATE OF
DUAL LIGHT
GREEN
AMBER
On
Out
Correct
On
Out
Incorrect
Correct
Out
On
(steady or
flashing)
WING-BRK
Correct
Incorrect
Out
WING-BRK
Incorrect
Incorrect
Out
On
(steady or
flashing)
On
Out
Correct
Correct
Abnormal Conditions
WING-BRK
Correct
10-12
WINDSHIELD ANTI-ICING
General
The windshield anti-icing system constitutes
two separate but identical systems. The left or
pilots system provides anti-icing electrical
power for the pilots glass and the left half of
the center glass. The copilots system provides anti-icing electrical power for the right
glass and the right half of the center glass.
Each system consists of heating elements and
temperature-sensing probes embedded in a
butyl member located between the glasses;
separate controllers are provided for the pilots
and copilots systems. Each controller incorporates an automatic system which senses
temperature probe failure, underheating or
overheating, and then transfers the faulty system to the operating system which maintains
normal operation.
Revision 2
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international
Control
A three-position control switch is provided
for each pilot on the WINDSHIELD section
of the overhead switch panel (Figure 10-3).
The switches are identified PILOT and
COPILOT, and the positions are labeled
OFF, NORM, and MAX. When the
switches are in the NORM position, the heating element in each pilots windshield is in series with the associated heating element in
the center glass. The associated controller directs main bus power through the normal heating contactor to the appropriate glasses in
response to the input signals from the temperature sensor in each pilots windshield.
The temperature is maintained between 77
and 86F.
The MAX position is used only when the
NORM selection does not maintain the glasses
free of ice. Selecting MAX closes a high heat
relay connecting the pilots windshield glass
elements in parallel with the associated center windshield element through a resistor. The
heating current now takes the line of least resistance through the pilots windshield heating elements, resulting in an increase in power
to maintain the pilots glass free of ice. Some
current still continues to flow through the associated center windshield element but not
sufficient to maintain the glass free from ice.
The glass temperature range on the pilots
windshield remains the same; however the cycling rate is almost doubled.
Revision 2
Operation
Figure 10-8 depicts normal operation of the
windshield anti-icing system. Both switches
are at the NORM position, and the normal
heat control relays are energized. The main and
center glass heating elements are in series
with each other. Moving a switch to MAX
adds a nonheating resistor to the main glass
heating element; consequently, the main heating element has the lowest resistance, and cycling time increases, maintaining the main
glass free of ice. The inputs from the temperature probes to the individual controllers cycle
the power on and off to maintain the glass
temperature range of 77 to 86F.
CENTER
WINDSHIELD
PILOTS
WINDSHIELD
PILOTS
SLIDING DV
COPILOTS
WINDSHIELD
HIGH HEAT
RELAYS
SENSOR
SENSOR
COPILOTS
SIDE WINDOW
PILOTS
AFT WINDOW
COPILOTS
AFT WINDOW
L MAIN BUS
R MAIN BUS
XFR
Control
The system is controlled by a single switch labeled SIDE located to the right of the pilots
and copilots windshield heat switches. When
this switch is on, the controllers cycle power
to the respective glasses to maintain the glass
temperature between approximately 77 and
86F.
XFR
COPILOT
PILOT
PILOTS
CONTROLLER
SIDE
COPILOTS
CONTROLLER
MAX
NORM
OFF
WINDSHIELD
LEGEND
CONTROL
Operation
Figure 10-9 depicts the operation of the side
window heat. The SIDE switch is on, supplying power through the control relays to the respective glasses. The sensor inputs to the
controllers determine the cycling of power to
the glasses to maintain the temperature withing the design range.
HEATING
SENSING
CONTROLLER
BUS A 1
BUS B 2
10-13
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STALL VANE
MONITORING
The power to all heating elements, except the
element in the OAT sensor, is monitored by
solid-state current sensors which alert the
crew to system malfunctions.
OPERATION
Figure 10-11 depicts the operation of the air
data anti-icing system. All three switches are
on, and power is being applied to the associated heating elements.
STATIC PORTS
OAT SENSOR
MAX
NORM
OFF
WINDSHIELD
GROUND
SENSING
DC POWER
COPILOT S
AFT WINDOW
PILOT S
AFT WINDOW
PILOT
COPILOT
SIDE
COPILOT S
SIDE WINDOW
LEGEND
CONTROL
XFR
PILOT S
SLIDING DV
PILOT S
WINDSHIELD
10-14
LEFT AFT
WINDOW
COPILOT S
WINDSHIELD
CENTER
WINDSHIELD
B1
A2
SIDE WINDOW
HEAT CONTROLLER
+
V 3 REF
V 2 REF
SHORT
CIRCUIT
OPEN CIRCUIT
SELF HOLD
DV WINDOW
RELAY
SLIDING
WINDOW
CONTACT
CONTROL STAGE
REGULATING
+
V 1 REF
SENSOR
HEATER
COPILOT S
SIDE WINDOW
PILOT S SLIDING
DV WINDOW
HEATER
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FlightSafety
international
PITOT PROBE
STATIC PORTS
LEFT
OAT
SENSOR
RIGHT
POWER
MONITORS
PILOT
ST-BY
POWER
MONITORS
COPILOT
PITOT
LEGEND
DC POWER
L. AOA
R. AOA
L. PITOT
ST BY
PITOT
R. PITOT
GEN 3
AOA
PROBE
L. WHL
OVHT
R. WHL
OHVT
BUS TIED
BAT 2
HOT
BAT
AUTO
SLATS
FLAP
ASYM
FUEL 1
FUEL 2
FUEL 3
XTK 2
OPEN*
XTK 2
CLOSED*
BAG
ACCESS
LO
FUEL 1
LO
FUEL 2
LO
FUEL 3
AIL
ZERO
AIL
FEEL
LO
FUEL 1
REV
UNLOCK
FUELING
AP
MISTRIM
MACH
TRIM
ECU
OVHT
COND'G
OVHT
NOSE
CONE OVHT
BLEED
APU
BAG ISOL
# 2 P BK
CABIN
REAR
DOORS
T/O
CONFIG
CMPTR 1
CMPTR 2
CMPTR 3
OIL 1
OIL 2
OIL 3
GEN 1
GEN 2
BAT 1
BLEED
OVHT
*NOTE: XTK 2 OPEN AND XTK 2 CLOSED LIGHTS ARE NOT FEATURED ON AIRCRAFT WITHOUT ELECTRIC TRANSFER VALVE XTK 2
Revision 3
10-15
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international
COCKPIT WINDOWS
DEFOGGING AND
DEMISTING
GENERAL
Defogging is provided for the pilots windshields, and demisting is provided for the
pilots DV window, the copilots side window, and the aft side windows.
WINDSHIELD DEFOGGING
The main windshields are defogged by conditioned air supplied from the right cockpit duct,
which also supplies the footwarmers. Installed
in this duct are distributor valves which permit the total airflow to be supplied to the footwarmers or for windshield defogging or to be
distributed between the two systems.
CONTROL
The footwarmers and windshield defogging are
controlled separately for both pilots. Unlabeled
levers (Figure 10-12) are installed on the pilots instrument panels. A white line scribed
above the levers has upward-and downwardfacing arrowheads. Moving the lever to the
upward-facing arrowhead positions the distributor valve to direct all airflow for windshield defogging. Positioning the lever to any
intermediate position distributes the airflow
as desired.
The windshield defogging system is enhanced
by the EFIS cooling air blowers, which operate continuously once power is distributed to
the airplanes DC system. These blowers induce air from floor level upward across the
EFIS units on each pilots instrument panel and
exhaust the airflow toward the windshields
through grills on the glareshield.
DEMISTING
The pilots DV window, copilots side window, and the aft side windows are demisted
from riser ducts on each side of the cockpit.
10-16
OPERATION
Figure 10-13 depicts the cockpit windows defogging and demisting operation.
CABIN WINDOW
DEMISTING
The cabin windows are demisted by circulating cabin air in the air space between the inner
and outer panes. The air enters through small
holes in the inner pane of each cabin window.
WINDSHIELD WIPERS
GENERAL
Electrically operated, windshield wipers are provided for the pilots windshields. The systems are
independent for each pilot. When the wipers are
not in use, they are stowed from view in a recess
at the base of each windshield.
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DISTRIBUTOR
VALVE
DUCT
;;;
; ;; ;; ; ;
;
;
;;;;;;; ;
;;;;;; ;;;;
;
;
;
;
CONDITIONED
AIR
GLARESHIELD
VENTILATION
PORTS
EFIS GRILLE
BLOWERS
DEFOG
NOZZLE
;;
;; ;;
;;
;;
;;;
;;;
;;;
;;
OUTER
PANE
;;;;;
DEFOG
NOZZLE
INNER
PANE
DEMISTING
HOLES
DUCT
TRIM
DISTRIBUTOR
VALVE
CABIN WINDOW
OUTER
PANE
DEMISTING
HOLE
INNER
PANE
;;;;
;;;;
;;;;
CABIN WINDOW
PLEXIGLASS
PANE
HEATING
ELEMENT
DEMISTING
HOLES
DEMISTING
HOLE
HEATING ELEMENT
Revision 1
10-17
FlightSafety
international
CONTROL
CONTROL
OPERATION
OPERATION
Figure 10-16 depicts the water waste drain
anti-icing. When power is available and the circuit breaker is in, the anti-ice relay is energized
when at least one generator or external power
is supplying the bus system. This power is
distributed in parallel to the heating elements.
LIMITATIONS
All limitations contained in Section 1 of the AFM
pertaining to ice and rain protection are binding
under law regardless of the type of operation.
Figure 10-14 depicts the operation of the windshield wipers. The pilots WIPER switch is at
the FAST position, and the fast and slow relays are energized, completing a circuit to the
motor windings. The copilots switch has been
moved to OFF, completing a circuit through
the limit switch to the motor windings. The
motor operates until the limit switch is opened
by the end of travel cam, at which time the
wiper arm is at the fully stowed position.
10-18
Revision 2
Revision 1
28V
15A
BUS A2
PILOT'S WIPER
OVERHEAD PANEL
OFF
1B
2B
SLOW
1A
3A
PILOT'S
MOTOR CONVERTER
RIGHT FAST
SPEED
RELAY
SLOW
A3
A1
A2
FAST
X1
E
D
FILTER
X2
F
A
C
G
PARK
FAST OPERATION
PILOT
FAST
SLOW
OFF
WIPER
TRAVEL-LIMIT SWITCH
FAST
COPILOT
OFF
1B
SLOW
2B
1A
3A
FAST
28V
COPILOT'S WIPER
A2
SLOW
A3
A1
X1
FAST
E
D
FILTER
X2
F
A
C
G
PARK
10-19
PARKING OPERATION
TRAVEL-LIMIT SWITCH
international
FlightSafety
LEFT SLOW
SPEED RELAY
B3
B2
B1
A3
A2
A1
X1
X2
COPILOT'S
MOTOR CONVERTER
LEFT FAST
SPEED
RELAY
15A
BUS B2
FAST
SLOW
OFF
WIPER
RIGHT SLOW
SPEED
RELAY
B3
B2
B1
A3
A2
A1
X1
X2
FlightSafety
international
ELECTRICAL CABLE
DRAINAGE
HEATING ELEMENT
WASTE WATER
HEATING
ELEMENTS
DRAINAGE
SKIN LINE
DRAIN MAST
10-20
Revision 3
FlightSafety
international
ANTI-ICE
RELAY
DRAIN
HEAT
BUS
A2
28V
5A
A2
MAST
ANTI-ICE
A1
X1
X2
ONE GENERATOR
OR
EXTERNAL POWER ON
AIRCRAFT BUS
DRAIN PIPE
ANTI-ICE
Revision 3
10-21
FlightSafety
international
QUESTIONS
1. The ECU ram-air inlet lip is:
A. Deiced by electrical power
B. Supplied anti-icing air from the
wing slat system
C. Anti-iced by HP bleed air from the
No. 1 engine
D. In common with the No. 2 engine
S-duct
2. The engine nacelle anti-icing valves
are:
A. Electropneumatic pressureregulating
B. Motor operated
C. Electrically operated by a PCB
D. Temperature modulated by duct
sensors
3. If an engine nacelle anti-icing valve
fails to close when the switch is turned
off, the:
A. Green and amber lights remain on
B. Green light flashes
C. Amber light is on
D. Green light goes out, and the amber
light flashes
4. The anti-icing air supply for the No. 2
nacelle S-duct is available, with the
isolation valve open, from the:
A. No. 2 nacelle anti-icing duct
B. Bleed-air manifold
C. Nacelle anti-icing duct of either
engine
D. No. 1 engine LP duct
10-22
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CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
AIR SOURCES ..................................................................................................................... 11-2
General ........................................................................................................................... 11-2
Control ........................................................................................................................... 11-2
Indication ....................................................................................................................... 11-4
AIR CONDITIONING .......................................................................................................... 11-8
General ........................................................................................................................... 11-8
Components ................................................................................................................... 11-8
Anti-icing System ........................................................................................................ 11-11
Overheat Detection System.......................................................................................... 11-11
Distribution System ..................................................................................................... 11-14
TEMPERATURE CONTROL SYSTEMS.......................................................................... 11-17
General......................................................................................................................... 11-17
Components ................................................................................................................. 11-17
Indication ..................................................................................................................... 11-19
Operation ..................................................................................................................... 11-19
NORMAL OPERATIONFLIGHT (HEATING) ............................................................ 11-19
NORMAL OPERATIONFLIGHT (COOLING)............................................................ 11-20
GROUND OPERATION ..................................................................................................... 11-23
Revision 3
11-i
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international
11-ii
FlightSafety
international
ILLUSTRATIONS
Figure
Title
Page
11-1
11-2
11-3
11-4
11-5
11-6A
11-6B
11-7
11-8
11-9
11-10
11-11
11-12
11-13
11-15
11-16
11-17
11-18
11-19
11-20
Revision 3
11-iii
FlightSafety
international
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
This chapter describes the air-conditioning system of the Falcon 900 series airplanes.
The air-conditioning system includes all of the following subsystems: heating and cooling of the occupied areas of the cockpit and passenger cabin, forced ventilation of the
nose cone area, underfloor conditioning for the floor panels, engine and flight control
components at frame 25, toilet and baggage compartment conditioning, footwarming and
defogging, and forced circulation in the area of the EFIS packages.
GENERAL
The air-conditioning system of the Falcon 900
is specifically designed to maintain comfortable environmental conditions throughout the
complete operating envelope of the airplane.
Hot bleed air is tempered by heat exchangers in
conjunction with a turbofan and is cooled by an
11-1
FlightSafety
international
AIR SOURCES
GENERAL
For descriptive purposes the air sources consist of LP, HP, and APU air. The LP source of
air is supplied from the final stage of each engines LP compressor. The HP air source is
supplied (when specifically required) from
each engines HP compressor. Air is supplied
from the compressor of the APU to facilitate
air-conditioning when the airplane is on the
ground and the engines are not running. LP
bleed air is nonselective; since there are no LP
bleed-air valves, it is available once an engine
is started. The LP bleed air from the No. 1 and
the No. 3 engines is supplied directly to a
common distribution manifold. The No. 2 engine LP bleed air is supplied to the same manifold through a normally open isolation valve.
This manifolded supply is available to the
crew air-conditioning system. The LP bleed air
for passenger air conditioning is supplied by
a branch duct directly from the LP compressor of the No. 2 engine, or from the No. 1 and
the No. 3 engines to the same branch duct
through the normal open isolation valve. APU
air can be supplied to both air-conditioning
systems when the airplane is on the ground.
The HP air source is a supplemental supply, and
though selective, its operation once selected is
entirely automatic and ensures that an adequate air mass is available for the environmental systems under all operating conditions.
11-2
CONTROL
The HP bleed-air valves and their control differ somewhat for the No. 1 engine and the No.
2 and No. 3 engines. The primary control for
the No. 1 engine HP bleed-air valve is a twoposition switch, labeled HP 1, located on the
BLEED AIR section of the overhead switch
panel (Figure 11-1). This valve is two-position,
open or closed. When the HP 1 switch is in auto
(up), the valve remains closed unless the
WING switch labeled WING on the ANTIICE section of the overhead panel is at the on
(up) position and the LP duct temperature is
less than 378F (192.5C).
Once open, the HP 1 bleed-air valve remains
fully open until either the HP 1 switch or the
WING anti-ice switch is turned off or the LP
duct temperature exceeds 378F (192.5C); in
either case the HP 1 valve goes to the closed
position.
When open, the HP 1 bleed-air valve injects a
volume of HP air through a jet pump nozzle into
the LP air duct; this venturi effect obtains maximum mixed bleed-air flow and pressure.
The HP bleed-air supply from the No. 2 and
the No. 3 engine is controlled by a pressureregulating valve (PRV) for each engine. These
valves are electropneumatic and are primarily
controlled by associated switches labeled PRV
2 and PRV 3 on the BLEED AIR section of
the overhead switch panel.
The PRV 2 valve opens fully when the PRV 2
switch on the BLEED AIR panel is in auto
(up) and the ENG 2 switch on the ANTI-ICE
panel is on (up) and the LP duct temperature
is less than 378.5F (192.5C). When the LP
duct temperature is greater than 378.5F
(192.5C), the PRV 2 valve operates as a pressure regulating valve by modulating in proportion to downstream pressure. The HP bleed
air through the PRV valve is injected into its
LP duct through a jet pump nozzle, as previously described for HP 1 bleed air.
Revision 2
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Revision 3
11-3
FlightSafety
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11-4
INDICATION
A separate temperature monitoring system is
provided to detect overheat conditions in the
mixed-air ducts downstream of the HP air jet
pumps (venturis). The probes supply temperature information to a common control box
which compares the inputs to a preset value of
635F (335C). The triggering values are based
on operation of the wing and S-duct anti-icing
systems. When this threshold is reached, a
light labeled BLEED OVHT on the warning
panel (Appendix B) comes on. The problem
system may be identified by tur- ning off the
PRV 3, HP 1, and PRV 2 switches one at a time.
The light begins flashing when the problem
switch is turned off. A light labeled BLEED
APU, also on the master warning panel, is on
if the APU bleed-air valve is not closed and
any power lever is advanced to a position on
the fuel control unit (FCU) corresponding to
54. A light labeled ISOL on the BLEED
AIR section of the overhead switch panel is on
when the ISOLATION switch is off (stripe
vertical). Control and operation of the isolation valve will be described later.
Revision 4
Revision 3
MAIN HP
BLEED PORT
AIR INTAKE
ANTI-ICING
AUXILIARY HP
BLEED PORT
NO. 3
ENGINE
LP3
BLEED-AIR
TEMPERATURE PROBE
FULL-OPENING
SOLENOID VALVE
OVERHEAT
TEMPERATURE PROBE
AUXILIARY HP
BLEED PORT
AUXILIARY LP
BLEED PORT
MAIN HP
BLEED
PORT
CREW AIR-CONDITIONING
VALVE
FUEL TANK PRESSURIZATION SYSTEM
PRESSURIZATION JET PUMP
PASSENGER CABIN
AIR-CONDITIONING VALVE
LP1 BLEED-AIR
TEMPERATURE
PROBE
AIR INTAKE
ANTI-ICING
MAIN LP
BLEED
PORT
ISOLATION VALVE
MAIN HP
BLEED PORT
APU
BLEED
VALVE
OVERHEAT
TEMPERATURE
PROBE
LP2
BLEED-AIR
TEMPERATURE
PROBE
NO. 2 ENGINE
PRV2
S-DUCT ANTI-ICE
HP1
SYSTEM
BLEED VALVE
FULL-OPENING
SOLENOID VALVE
AUXILIARY HP
BLEED PORT
LEGEND
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
AUXILIARY HP PRESSURE
AMBIENT AIR
11-5
international
AUXILIARY LP
BLEED PORT
NO. 2
ENGINE
FlightSafety
NO. 1
ENGINE
AIR
INTAKE
ANTIICING
MAIN LP
BLEED PORT
PRV3
MAIN LP
BLEED
PORT
11-6
MAIN HP
BLEED PORT
AIR INTAKE
ANTI-ICING
AUXILIARY HP
BLEED PORT
NO. 3
ENGINE
LP3
BLEED-AIR
TEMPERATURE PROBE
FULL-OPENING
SOLENOID VALVE
OVERHEAT
TEMPERATURE PROBE
AUXILIARY HP
BLEED PORT
AUXILIARY LP
BLEED PORT
MAIN HP
BLEED
PORT
CREW AIR-CONDITIONING
SYSTEM
FUEL TANK PRESSURIZATION SYSTEM
PRESSURIZATION JET PUMP
PASSENGER
AIR-CONDITIONING SYSTEM
LP1 BLEED-AIR
TEMPERATURE
PROBE
AIR INTAKE
ANTI-ICING
MAIN LP
BLEED
PORT
ISOLATION VALVE
MAIN HP
BLEED PORT
APU
BLEED
VALVE
OVERHEAT
TEMPERATURE
PROBE
LP2
BLEED-AIR
TEMPERATURE
PROBE
PRV2
LEGEND
FULL-OPENING
SOLENOID VALVE
AUXILIARY HP
BLEED PORT
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
AUXILIARY HP PRESSURE
AMBIENT AIR
international
Revision 3
AUXILIARY LP
BLEED PORT
NO. 2
ENGINE
FlightSafety
NO. 1
ENGINE
NO. 2 ENGINE
S-DUCT ANTI-ICE
SYSTEM
HP1
BLEED VALVE
AIR
INTAKE
ANTIICING
MAIN LP
BLEED PORT
PRV3
MAIN LP
BLEED
PORT
Revision 3
MAIN HP
BLEED PORT
AIR INTAKE
ANTI-ICING
AUXILIARY HP
BLEED PORT
NO. 3
ENGINE
LP3
BLEED-AIR
TEMPERATURE PROBE
FULL-OPENING
SOLENOID VALVE
OVERHEAT
TEMPERATURE PROBE
AUXILIARY HP
BLEED PORT
AUXILIARY LP
BLEED PORT
MAIN HP
BLEED
PORT
CREW AIR-CONDITIONING
SYSTEM
FUEL TANK PRESSURIZATION SYSTEM
PRESSURIZATION JET PUMP
LP1 BLEED-AIR
TEMPERATURE
PROBE
MAIN LP
BLEED
PORT
MAIN HP
BLEED PORT
NO. 1
ENGINE
OVERHEAT
TEMPERATURE
PROBE
LP2
BLEED-AIR
TEMPERATURE
PROBE
NO. 2 ENGINE
PRV2
S-DUCT ANTI-ICE
HP1
SYSTEM
BLEED VALVE
FULL-OPENING
SOLENOID VALVE
11-7
AUXILIARY LP
BLEED PORT
international
LEGEND
AUXILIARY HP
BLEED PORT
FlightSafety
AIR INTAKE
ANTI-ICING
ISOLATION VALVE
NO. 2
ENGINE
APU
BLEED
VALVE
PASSENGER
AIR-CONDITIONING SYSTEM
AIR
INTAKE
ANTIICING
MAIN LP
BLEED PORT
PRV3
MAIN LP
BLEED
PORT
FlightSafety
international
AIR CONDITIONING
GENERAL
Air conditioning consists of heating and cooling systems. Cooling functions are performed
automatically by an environmental control
unit (ECU). The bleed-air supply is directed
to the ECU by two air-conditioning valves, one
for the crew and one for the passenger system.
The air-conditioning valves are controlled by
associated switches labeled PASSENGER
and CREW, located on the BLEED AIR section of the overhead panel. The switches have
three positions: AUTO, ON, and OFF. The
ON position drives the associated valve to the
open position. The OFF position drives the
associated valve to the closed position.The
functions of the AUTO position of the airconditioning switches are determined by the
airplanes configuration. When the airplane is
on the ground, placing the air-conditioning
switches switches to the AUTO position drives
the associated valve open if all three power
levers are at a position less than 54 PLA. The
valves remain open until any power lever is advanced to 54 PLA or more. This opening or
closing rate is at the normal operating rate of
two to four seconds. When the switches are at
the AUTO position, both air-conditioning
valves close when takeoff power is applied. At
lift-off the valves begin opening at the normal
rate during the first 0.7 second, ensured by
time-delay relays; then electrical sequencers
assume control and this rate of opening decreases. On later serial number aircraft, the
time-delay relays have been removed. The full
opening time in both cases is approximately
two minutes.
Heating is a function of compression, bleeding, and mixing of the air supplies from the engine LP and HP compressors. The heat of
compression is adequate for all operating conditions, thus eliminating the necessity for a
secondary heating system.
Cooling is achieved by a dual two-pass heat
exchanger operating in conjunction with a turbofan assembly. The cooling medium for the
11-8
COMPONENTS
Heat Exchangers
Two two-pass air-to-air heat exchangers are enclosed in a common casing and are identified as
primary and main. The primary heat exchanger
reduces the temperature of the bleed air prior
to directing it to the turbofan and/or the ACM
compressor. The function of the main heat exchanger is to remove the heat of compression
induced by the ACM compressor prior to directing the air mass to the turbine of the ACM.
Turbofan
General
The turbofan uses the principle of energy
conversion to reduce air temperature without
appreciably affecting pressure. The unit is integral
with the heat exchangers. It consists of a fan and a
turbine mounted on opposite ends of a common
shaft. The sole function of the turbofan assembly
Revision 2
Revision 3
CONTROL PC BOARD
OUTPUTS
ECU
OVHT
MAIN GEAR
EXTENDED
BYPASS VALVE
CLOSING
A1
TURBOFAN
BRAKE
NOT APPLIED
INDICATING PC BOARD
NO. 1 ENGINE
PYLON
AIR INLET
NOSE GEAR
DOWNLOCKED
AND
BYPASS VALVE
NOT CLOSED
PRIMARY HEAT
TURBOFAN
EXCHANGER
OR
SLATS
EXTENDED
OR
SPEED LESS THAN
300 KT TAS
BOOTSTRAP
MAINTENANCE PANEL
B1
BYPASS
ELECTRIC
VALVE
FAULT
NO. 1 AND
NO. 3
ENGINES
HP/LP
BLEED AIR
COOLING
FAN
DISC BRAKE
NOT APPLIED
LEGEND
BLEED-AIR
ISOLATION
VALVE
BLEED AIR
TEMPERED AIR
COND'G
CREW
+4
SECONDS
INPUTS
COOLED AIR
AMBIENT AIR
ELECTRICAL POWER
LOW PRESSURE
AIR INLET FLAP
OPEN (GROUND)
DEENERGIZED
BRAKE OFF
TO
TURBOCOOLER
NO. 2 ENGINE
OR
APU ON GROUND
international
11-8A
BRAKE
SOLENOID
CONTROL
VALVE
FlightSafety
STATIC AIR
11-8B
CONTROL PC BOARD
OUTPUTS
TURBOFAN
BRAKE
APPLIED
NOSE GEAR
DOWNLOCKED
AND
BYPASS VALVE
NOT CLOSED
NO. 1 ENGINE
PYLON
PRIMARY HEAT
AIR INLET
EXCHANGER
LEGEND
BOOTSTRAP
B1
BYPASS
ELECTRIC
VALVE
MAINTENANCE PANEL
FAULT
COOLING
FAN
NO. 1 AND NO. 3 ENGINES
HP/LP BLEED AIR
DISC BRAKE
APPLIED
BLEED AIR
TEMPERED AIR
A1
+4
SECONDS
MAIN GEAR
RETRACTED
AND
SLATS
RETRACTED
AND
SPEED GREATER
THAN 300 KT TAS
BYPASS VALVE
OPENING
COND'G
CREW
INPUTS
COOLED AIR
AMBIENT AIR
BLEED-AIR
ISOLATION
VALVE
STATIC AIR
ELECTRICAL POWER
ENERGIZED
BRAKE ON
TO
TURBOCOOLER
NO. 2 ENGINE
OR
APU ON GROUND
international
Revision 3.01
BRAKE
SOLENOID
CONTROL
VALVE
FlightSafety
LOW PRESSURE
AIR INLET FLAP
CLOSED (FLIGHT)
FlightSafety
international
Operation
When the airplane is on the ground or in flight
with the main landing gear extended, or the
slats extended, or TAS less than 300 knots, the
turbofan brake solenoid control valve (Figure
11-6A) is deenergized and closed, isolating
bleed-air pressure from the brake. The brake assembly then vents to the atmosphere and is released. Hot bleed air is directed through the
primary heat exchanger, and since the turbofan
bypass valve is energized closed, the tempered
air is directed to the turbine of the turbofan. The
pneumatic energy is converted to rotary mechanical motion by the turbine and is used to
drive the integral fan. The low pressure created
by the fan opens a low-pressure door on the
lower side of the fuselage (Figure 11-7), permitting the fan to induce a large cooling airflow
across the heat exchangers and discharge it
through a grilled outlet (Figure 11-8) also
located on the lower side of the fuselage. The
cooling by heat transfer at the heat exchangers
and energy conversion by the turbine greatly
reduce bleed-air temperature.
The tempered air from the turbofan is directed
to the turbocooler for further cooling. This
condition prevails during ground operation
and after takeoff until the airplane is in a clean
configuration and TAS exceeds 300 knots
(Figure 11-6B). Then the PCB opens the bypass valve, creating a low resistance line which
permits the airflow to bypass the turbofan turbine, and energizes and opens the brake
solenoid control valve, admitting bleed-air
Revision 3
Turbocooler
General
The turbocooler (Figure 11-9) is a two-wheel
turbocompressor. The single-stage turbine and
the single-stage compressor are mounted backto-back on a common rotor shaft. The
turbocooler operates in conjunction with the heat
exchangers and a high-pressure and a
low-pressure water separator to produce and
dry super-cooled air for conditioning in the
occupied areas.
11-9
FlightSafety
international
Operation
Hot bleed air from the crew and passenger
temperature regulating valves is tempered by
the primary heat exchanger. After passing
through the turbofan during ground operation, or during slow flight configuration
(Figure 11-10), or after bypassing the turbofan during normal clean configuration flight
operation (Figure 11-11), the bleed air is directed to the compressor of the turbocooler,
pressure is increased, and the air mass is directed through the main heat exchanger, which
tempers the air by transferring the heat of
compression to the cooling airflow passing
11-10
across the heat exchanger. The air is then directed through a high-pressure water separator to the turbocooler turbine, which converts
the pneumatic energy to rotary mechanical
motion and drives the turbocooler compressor,
while effecting both a temperature and a pressure decrease.
The outlet air from the turbine is very cold and
moisture laden. This cold air mass is directed
through a low-pressure water separator for
drying and is then supplied to a three-branch
duct. One branch supplies the crew and passenger cold air (gasper) ducts; the second and
third branches each supply jet pump-operated
Revision 4
FlightSafety
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Water Separators
The high-pressure and low-pressure after
separators (Figure 11-12) are conventional
swirl-action units; they remove sufficient
water from the air to maintain a relatively
comfortable humidity level in the occupied
areas. The water removed by the separators
is collected in sumps where it is exposed to
a jet pump operated by a motive flow supplied
by the turbine outlet. The jet pump sprays the
collected water across the heat exchangers,
increasing their cooling efficiency.
ANTI-ICING SYSTEM
Since the temperature drop across the turbocooler may cause freezing at the low-pressure
water separator, an automatic anti-icing system
is provided. The system consists of a temperature sensor, an electronic bridge, and a modulating anti-icing valve (Figure 11-10). The
temperature sensor is located at the water separator outlet. The anti-icing valve is in a hotair branch from the inlet of the primary heat
Revision 3.01
OVERHEAT DETECTION
SYSTEM
The overheat detection system consists of a
sensor and an overheat detection channel in the
bleed-air overheat detection system. The sensor is located in the turbocooler compressor
outlet duct. When the duct temperature reaches
or exceeds the preset value of the overheat
detection channel (466F [233C]), or the
nose gear is downlocked and the bypass electric valve is not closed, a light labeled ECU
OVHT on the warning panel (Appendix B)
comes on. Illumination in respect to the nose
gear and valve position will be delayed by
four seconds. If an ECU overheat occurs on the
ground while the APU is supplying bleed air,
a signal to the APU ECU induces a shutdown
of the APU. In addition to the ECU OVHT
light, a magnetic indicator on the maintenance
panel will indicate electric bypass and brake
solenoid malfunctions. The cooling fan indicator changes color to red after a delay of 15
to 92 seconds, depending on the aircraft serial
number.
11-11
11-12
LP WATER
SEPARATOR
ANTI-ICING
SENSOR
BAGGAGE
COMPARTMENT
VENTURI
SNs PRIOR TO 96
COMPRESSOR
TURBINE
ECU
OVERHEAT
SENSOR
TURBOCOOLER
BATTERY
COMPARTMENT
COLD AIR SUPPLY
ELECTRICAL
VALVE
(SB F900-125)
HP WATER
SEPARATOR
CREW AIRCONDITIONING
DUCT
BAGGAGE
COMPARTMENT
HEAT VALVE
CREW TEMPERATUREREGULATING DUAL
CONTROL VALVE
NO. 3 ENGINE
HP/LP
BLEED AIR
OZONE
CATALYSER
COLD AIR
OR
SUCTION
CREW AIRCONDITIONING
VALVE
COLD AIR
PRESSUREREGULATING
VALVE
FLOW
LIMITER
COLD AIR
OR
SUCTION
LOWPRESSURE
AIR INLET
ISOLATION VALVE
NO. 2
ENGINE
HP/LP BLEED AIR
APU BLEED AIR
CABIN
PASSENGER AIRCONDITIONING
DUCT
NO. 1 ENGINE
HP/LP
BLEED AIR
ANTI-ICING
VALVE
MAIN HEAT
EXCHANGER
WATER
INJECTOR
PRIMARY HEAT
EXCHANGER
Revision 4.01
BLEED AIR
TURBOCOOLER
COMPRESSED AIR
CONDITIONED AIR
TEMPERED AIR
TURBOCOOLER
TURBINE AIR
RAM AIR
WATER
COOLING UNIT
AIR OUTLET
PASSENGER TEMPERATURE
REGULATING DUAL
CONTROL VALVE
international
LEGEND
TURBINE
EMERGENCY
ANTI-ICING
ELECTRIC
TURBOFAN BYPASS
VALVE
VALVE
(SB F900-131)
FlightSafety
WING ANTI-ICING
VALVE
CREW
COLD AIR
CABIN
Revision 4.01
LP WATER
SEPARATOR
TURBINE
COMPRESSOR
TURBOCOOLER
ANTI-ICING
DUCT SENSOR
ECU
OVERHEATING
TEMPERATURE
SENSOR
BAGGAGE
COMPARTMENT
VENTURI
SNs PRIOR TO 96
BATTERY
COMPARTMENT
COLD AIR SUPPLY
ELECTRICAL
VALVE
(SB F900-125)
HP WATER
SEPARATION
NO. 3 ENGINE
HP/LP
BLEED AIR
CREW
COLD AIR
CABIN
OZONE
CATALYSER
COLD AIR
OR
SUCTION
CREW AIRCONDITIONING
VALVE
COLD AIR
PRESSUREREGULATING
VALVE
FLOW
LIMITER
PASSENGER AIRCONDITIONING
VALVE
COLD AIR
OR
SUCTION
ISOLATION VALVE
NO. 2
ENGINE
HP/LP BLEED AIR
APU BLEED AIR
STATIC AIR
INLET
CABIN
PASSENGER AIRCONDITIONING
CIRCUIT
WATER
INJECTOR
11-13
TEMPERED AIR
TURBOCOOLER
COMPRESSED AIR
TURBOCOOLER
TURBINE AIR
RECIRCULATED AIR
RAM AIR
WATER
NO. 1 ENGINE
HP/LP
BLEED AIR
COOLING UNIT
AIR OUTLET
PASSENGER TEMPERATURE
REGULATING DUAL
ELECTRIC VALVE
international
BLEED AIR
TURBINE
EMERGENCY
ANTI-ICING
ANTI-ICING
ELECTRIC
VALVE
VALVE TURBOFAN
MAIN HEAT
BYPASS
(SB F900-131)
EXCHANGER
ELECTRIC VALVE
PRIMARY HEAT
EXCHANGER
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CREW AIRCONDITIONING
CIRCUIT
BAGGAGE COMPARTMENT
HEATING ELECTRIC VALVE
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VORTEX
COLD
AIR
OUTLET
COLD
AIR
INLET
WATER
TO
JET PUMP
COALESCOR
RELIEF VALVE
DISTRIBUTION SYSTEM
General
Separate conditioned air distribution systems
(Figure 11-13 on aircraft SNs 1 to 162 or Figure
11-13A for aircraft SNs 163 and subsequent)
are provided for the passenger and the crew systems. The ducts for each system consist of
conditioned air ducts and cold air ducts. Check
valves are installed in all ducts entering through
the rear pressure bulkhead.
Passenger Ducts
The passenger conditioned air ducts are routed
in the lower side of the left and right cabin consoles. These ducts are interconnected; in addition, they supply ducts which provide floor
heat, toilet heat, and warm air distribution for
flight control and engine control components
11-14
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PILOTS
FOOTWARMERS
COPILOT FLAPPER
GASPER
VALVE
PASSENGER
TWO-WAY
DOOR
MANIFOLDS
HEATING
CREW
INTERCONDITIONED
PASSENGER
CONNECT
AIR DUCT
GASPERS
FLAP
(SNs PRIOR TO 163)
CABIN
FLOOR
HEAT
PASSENGER TEMPERATURE
SENSOR/AMPLIFIER
CREW
THERMAL
SWITCH
CREW
DUCT
SENSOR
ENGINE
AND FLIGHT
CONTROL
HEATING
CREW
VENTURI
F
25
NOSE CONE
ISOLATION
VALVE
(SNs PRIOR TO 69)
EFIS
BLOWERS
1
2
GASPER PICK-OFF
THIRD CREW MEMBER
NOSE
CONE
BLOWER
DEFOG
OUTLETS
EFIS VENTILATION
AIR OUTLETS
EFIS
MANUAL COLD AIR
DISTRIBUTOR
CONTROL
FLIGHT CONTROL
AND ENGINE POWER
CONTROL HEATING
(AFTER SB 900-115)
AFT WINDOW
VENTILATION DUCT
(PRIOR TO SN 116)
PILOT
GASPER
FLAPPER
CREW
TEMPERATURE VALVE
SENSOR
TWO-WAY
DUCT
AIR SOURCES:
1. COOLED AIR FROM TURBOCOOLER
2. BLEED AIR TO CREW JET PUMP
CABIN
FLOOR
HEATING
DUCTS
LAVATORY
HEATING
PASSENGER
PASSENGER
THERMAL REAR GROUND
DUCT
SWITCH
CONDITIONING SENSOR
FLAP
PASSENGER
VENTURI
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11-15
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LEGEND
1
3
4
5
6
8
9
13
14
19
20
21
22
23
24
25
26
29
30
31
(3HQ)
14
22
(3HC)
(4HC)
(5HC)
(6HC)
(22HC)
(23HC)
(24HC)
(25HC)
(3HN2)
(3HN3)
(22HN)
(23HN)
(43HN)
(44HN)
(25HP)
(3HQ)
(14HW)
FLOW LIMITERS
HEAT EXCHANGER
TURBO COOLER
HP WATER SEPARATOR
LP WATER SEPARATOR
ATOMIZERS
GASPER PRESSURE REGULATING VALVE
CABIN GASPERS
PILOT AND COPILOT GASPERS
COCKPIT VENTURI
RH TWO-WAY DUCT
FLAPPER VALVE
MANUAL COCKPIT AIR DISTRIBUTOR
CABIN VENTURI
LH TWO-WAY DUCT
FLAPPER VALVE
CABIN CONDITIONED AIR DUCT
INTERCONNECTION FLAP
CABIN SYSTEM OZONE CATALYSER
COCKPIT SYSTEM OZONE CATALYSER
21
7
COCKPIT AIRCONDITIONING
CIRCUIT
14
13
TOILET
15
20
20
13
(22HC)
(6HC)
25
(5HC)
29
19
PNEUMATIC
VALVE
9
(43HN)
4
6
(14HW)
3
(4HC)
(23HN)
(3HN3)
31
TO AIR
BLEED
SYSTEM
(44HN)
8
DIFFUSERS
14
GLARESHIELD
MANIFOLD
PILOT FEET
WARMING
MANIFOLD
22
(3HC)
25
COLD AIR
13
26
CABIN
AIR-CONDITIONING
SYSTEM
24
FLOOR HEATING 13
MANIFOLD
(25HC)
(24HC)
REAR
TOILET
HEATING
23
(25HP)
(22HN)
5
30
(23HC)
(3HN2)
1
ELECTROPNEUMATIC
VALVE
11-16
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Crew Ducts
The crew conditioned air duct is routed along
the right side of the fuselage and supplies conditioned air to the entrance area; then it is
routed along the left and right sides of the
cockpit to supply air to the aft cockpit windows,
prior to SNs 116, to the footwarmer systems,
and for forward window defogging. Each pilot
controls the direction of air supply (for defogging and footwarmers) by levers (Figure 1115) located on the outboard side of the
respective instrument panels. A scribed white
line above the lever slot has up and down arrow
heads to determine the desired direction of
flow. This lever is a distributor control and
may be positioned at any point between the
two extremes.
EFIS Cooling
The EFIS components on the instrument panel
are cooled by an airflow from the crew gasper
duct, separately directed through flow limiters to the pilots and copilots EFIS units.
C i r c u l a t i o n o f t h i s f l ow i s a s s i s t e d b y
continuously operating fans installed in the
glareshield. These fans are powered directly
from the DC bus system through circuit
breakers.
Baggage Compartment
Conditioning
Gasper Ducts
The cold (gasper) duct (Circle 1 in Figure 1113) is a three-branch duct: one branch supplies the crew gaspers, and the other two
branches supply the gaspers on the left and
right sides of the cabin. The cold air for this
Revision 4
TEMPERATURE
CONTROL SYSTEMS
GENERAL
Separate temperature control systems are provided for the cockpit and cabin. The operation
of both is similar; any differences will be separately described.
The system components include separate dualregulating valves for the passenger and crew
systems, duct temperature sensors, area temperature sensors, and two electronic controllers. The system is operated from the
airplanes DC power system.
COMPONENTS
Sensors
Duct sensors for the passenger and crew systems provide inputs representing the duct temperature to the appropriate section of the
corresponding controller. Sensors with integral amplifiers are located in the cabin and
11-17
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Controller
The temperature controller (Figure 11-16) is a
dual unit labeled PASSENGER and CREW.
It contains separate circuitry for passenger and
crew temperature control and is mounted on the
lower left side of the center instrument panel.
Each controller consists of a mode selector
switch with positions labeled AUTO and
MANUAL; the passenger mode selector has
an additional position labeled REMOTE to
permit transfer of cabin temperature control
to an optional control panel located in any desired position in the cabin. The crew mode selector operates in conjunction with a switch
labeled NORM and EMERG located on
the PRESSURIZATION control panel (Figure
11-17). This switch must be in the NORM position for normal operation of the passenger conditioning valve and crew temperature control.
The functions of this switch are described in detail in Chapter 12, Pressurization, in this
training manual.
When the mode selector switches are at the
AUTO position, the automatic temperature
control system is armed. Automatic temperature selection is achieved by a rotary (rheostat)
selector, which has approximately 180 of
movement between the 9 oclock and 3 oclock
positions. When the mode selector is at MAN-
11-18
UAL, the automatic temperature control system is inhibited, and the control is transferred
to the manual temperature control switch located below the automatic temperature selector. This switch has three positions: COLD,
HOT, and an unlabeled center position to
which it is spring-loaded. Holding this switch
to the COLD or HOT positions when the mode
selector is at MANUAL supplies a continuous output signal to the associated dual-temperature regulating valve.
Separate valve position indication is provided
for the passenger and crew temperature control
valves by indicators on the appropriate panel
sections. The indicators are operated from potentiometers on the valves. They are noncalibrated; the needle moves from the C (cold)
position on the left of the scale to the H (hot)
position on the extreme right. The indicators
provide valve position indication in both the
AUTO and MANUAL modes of operation. The
PASSENGER controller includes a temperature
gage calibrated in degrees Centigrade to provide indication of cabin temperature.
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INDICATION
A light on the warning panel labeled CONDG
OVHT (Appendix B) comes on to indicate
that the temperature in either the passenger or
crew conditioned air duct is 95C or greater.
The signals to this light are supplied from thermal switches located in the passenger and crew
conditioned air duct.
OPERATION
In the automatic mode, the temperature control systems (Figure 11-18) operate on the
electronic bridge principle. This bridge has
three legs: one supplies the input representing
the actual duct temperature (from the duct
temperature sensor); the second supplies the
Revision 3
input representing the actual area temperature (from the passenger or crew temperature
sensor); and the third is the desired or selected
temperature which is the input signal from
the automatic temperature (rheostat) selector
resulting from crew selection. These signals
are compared by the bridge circuitry, and the
error is determined, which results in one of two
pulsating output signals: a positive (hot) or
negative (cold) signal to the appropriate valve
motor. The magnitude of the pulses is determined by the error difference; each pulse is
shorter than the preceding one until the bridge
circuit is again balanced. Once balanced, any
change in duct or area temperatures or repositioning of the automatic temperature selector results in a repeat performance.
Moving the mode selector to MANUAL completely inhibits the automatic temperature control system, and the temperature control valve
position is a sole function of the COLD and
HOT positions of the manual temperature selector switch. As long as the switch is held in
either position, the associated valve receives a
continuous signal in the cold or hot directions,
as selected. When using manual temperature
control, all changes should be made in small increments, allowing the system to stabilize between selections. Reference should also be made
to the associated valve position indicator.
NORMAL OPERATION
FLIGHT (HEATING)
During normal flight in the medium to high
power range, the bleed-air supply is as shown
in Figure 11-2. LP bleed air is supplied to the
manifold from the LP compressor of the No. 1
engine. The No. 3 engine supplies the HP/LP
mixed air from its compressors to the manifold,
as determined by the associated PRV. The No.
2 engine provides an HP/LP mixed air supply
to the manifold through the normally open isolation valve, in addition to a direct supply to the
passenger air-conditioning valve; both supplies are as dictated by the No. 2 engine PRV.
The air from the manifold is directed to the
crew air-conditioning valve.
COND'G
OVHT
PC BOARD
55%
FULLY HOT
LIMITATION
MANUAL
THERMAL SWITCH
AUTO
SNs PRIOR TO 96
INTERCONNECT
FLAP
COCKPIT
CREW
SENSOR
AMPLIFIER
CABIN CONTROLS (OPTIONAL)
DUCT
SENSOR
RECYCLED
AIR
PASSENGER
SENSOR
THERMAL DUCT
SWITCH SENSOR
CREW AIR-CONDITIONING
VALVE
BAGGAGE
COMPARTMENT
HEAT
VALVE
COLD
AIR
GENERATION
NO. 3
ENGINE
(HP/LP)
OZONE
CATALYSER
CREW TEMPERATURE
REGULATING DUAL
ELECTRIC VALVE
NO. 1
ENGINE
(HP/LP)
OZONE
CATALYSER
NO. 2
ENGINE
PC BOARD
REMOTE
(HP/LP)
55%
OR AUTO
OR APU
FULLY HOT
PASSENGER
LIMITATION MANUAL
TEMPERATURE
PASSENGER
REGULATING DUAL AIR-CONDITIONING
ELECTRIC VALVE VALVE
LEGEND
BLEED AIR
CONDITIONED AIR
COLD AIR
AUTO
REMOTE
11-19
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NORMAL OPERATION
FLIGHT (COOLING)
Operation in the lower altitude range in clean
configuration flight increase the demand for
cooling rather than heating; in addition, meteorological conditions may require the use of
surface anti-icing systems. Under such
conditions the bleed-air supply may be as
shown in Figure 11-3. All engines in this case
are supplying HP/LP mixed air to the manifold;
in addition, the No. 2 engine continues a direct supply to the passenger air-conditioning
valve. The bleed-air flow is dictated by the No.
2 and No. 3 engine PRVs and the associated
LP duct temperature sensors, or, in the case of
the No. 1 engine, by its LP duct temperature
sensor and HP valve. The air for the occupied
areas is supplied to the passenger and crew
11-20
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PILOTS
FOOTWARMERS
COPILOT
GASPER
FLAPPER
VALVE
PASSENGER
DOOR
HEATING
TWO-WAY
MANIFOLDS
PASSENGER
GASPERS
CREW
INTERCONDITIONED
CONNECT
AIR DUCT
FLAP
(SNs PRIOR TO 163)
CABIN
FLOOR
HEAT
PASSENGER TEMPERATURE
SENSOR/AMPLIFIER
CREW
THERMAL
SWITCH
CREW
DUCT
SENSOR
ENGINE
AND FLIGHT
CONTROL
HEATING
CREW
VENTURI
F
25
NOSE CONE
ISOLATION
VALVE
(PRIOR TO SNs 69)
EFIS
BLOWERS
1
2
3
GASPER PICK-OFF
THIRD CREW MEMBER
NOSE
CONE
BLOWER
DEFOG
OUTLETS
EFIS VENTILATION
AIR OUTLETS
FLIGHT CONTROL
AND ENGINE POWER
CONTROL HEATING
(AFTER SB 900-115)
AFT WINDOW
VENTILATION DUCT
(PRIOR TO SN 116)
EFIS
MANUAL COLD AIR
DISTRIBUTOR
CONTROL
PILOT
GASPER
FLAPPER
CREW
TEMPERATURE VALVE
SENSOR
TWO-WAY
DUCT
FRONT GROUND
CONDITIONING
FLAP
PASSENGER
CONDITIONED
AIR DUCT
CABIN
FLOOR
HEATING
DUCTS
LAVATORY
HEATING
PASSENGER
PASSENGER
DUCT
THERMAL REAR GROUND
SWITCH
CONDITIONING SENSOR
FLAP
PASSENGER
VENTURI
LEGEND
HOT AIR
COOLED AIR
RECIRCULATING AIR
AIR SOURCES:
1. COOLED AIR FROM TURBOCOOLER
2. BLEED AIR TO CREW JET PUMP
Revision 3
11-21
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PILOTS
FOOTWARMERS
COPILOT
GASPER
FLAPPER
VALVE
PASSENGER
DOOR
HEATING
TWO-WAY
MANIFOLDS
PASSENGER
GASPERS
CREW
INTERCONDITIONED
CONNECT
AIR DUCT
FLAP
(SNs PRIOR TO 163)
CABIN
FLOOR
HEAT
PASSENGER TEMPERATURE
SENSOR/AMPLIFIER
CREW
THERMAL
SWITCH
CREW
DUCT
SENSOR
ENGINE
AND FLIGHT
CONTROL
HEATING
CREW
VENTURI
F
25
NOSE CONE
ISOLATION
VALVE
(PRIOR TO SN 69)
EFIS
BLOWERS
1
2
3
GASPER PICK-OFF
THIRD CREW MEMBER
NOSE
CONE
BLOWER
DEFOG
OUTLETS
FLIGHT CONTROL
AND ENGINE POWER
CONTROL HEATING
(AFTER SB 900-115)
EFIS VENTILATION
AIR OUTLETS
EFIS
MANUAL COLD AIR
DISTRIBUTOR
CONTROL
AFT WINDOW
VENTILATION DUCT
PILOT (PRIOR TO SN 116) CREW
FLAPPER
GASPER
TEMPERATURE VALVE
SENSOR
LEGEND
HOT AIR
COLD AIR
TWO-WAY
DUCT
FRONT GROUND
CONDITIONING
FLAP
PASSENGER
CONDITIONED
AIR DUCT
AIR SOURCES:
1. COOLED AIR FROM TURBOCOOLER
2. BLEED AIR TO CREW JET PUMP
CABIN
FLOOR
HEATING
DUCTS
LAVATORY
HEATING
PASSENGER
PASSENGER
THERMAL REAR GROUND
DUCT
SWITCH
CONDITIONING SENSOR
FLAP
PASSENGER
VENTURI
11-22
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GROUND OPERATION
Except for the air source, ground and flight operation of the air-conditioning system is similar. Figure 11-4 depicts ground operation
with the APU running and supplying bleed
air. The APU bleed-air supply is a function of
the APU bleed-air valve, as determined by the
APU switch on the BLEED AIR section of
the overhead switch panel (Figure 11-1) and
proximity switches in each power lever quadrant. In addition, the valve modulates under the
influence of the APU ECU signals initiated by
T 5 inputs to the ECU. The APU bleed-air valve
closes when any power lever is advanced to or
beyond 54 PLA, whether or not the engine is
running. An ECU overheat causes the APU to
automatically shut down.
The APU bleed air is supplied directly to the
passenger air-conditioning valve and to the
crew air-conditioning valve through the normally open isolation valve. From this point
on, the operation of the air conditioning is as
described for slow or dirty configuration
flight in Figure 11-10, in conjunction with
Figures 11-19 and 11-20.
LIMITATIONS
All limitations contained in the AFM pertaining to the air-conditioning system and related
systems are binding under law, and they must
be observed regardless of the type of operation.
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11-23
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QUESTIONS
1. HP bleed air from the No. 1 engine is
available when the HP 1 switch is in
AUTO and the:
A. WING anti-ice switch is on.
B. All power levers are less than 54
PLA.
C. S-duct anti-ice switch is on.
D. Selections in A or C are made.
2. When the isolation switch on the BLEED
AIR panel is at the ISOL position:
A. No. 2 engine bleed air is shut off.
B. No. 1 and No. 3 engine bleed air is
shut off.
C. No. 2 engine bleed air is isolated
from the manifold.
D. No. 2 engine bleed air is isolated
from the wing anti-icing system.
3. Moving the isolation switch to the
ISOL position when the APU bleed air
is selected:
A. Causes the APU to flame out
B. Isolates the APU bleed air from the
crew ducts
C. Causes the APU bleed-air valve to
close
D. Isolates APU bleed air from the
passenger ducts
4. If the ECU OVHT light comes on during ground air conditioning using the
APU bleed-air, the:
A. Turbofan bypass valve opens.
B. Air-conditioning valves close.
C. Turbofan brake releases.
D. APU automatically shuts down.
5. When the power levers are advanced to
the takeoff power position, the:
A. Air-conditioning valves close.
B. Temperature control valves go to
the 50% hot position.
C. Turbine bypass valve opens.
D. HP 1 bleed valve opens.
11-24
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CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
PRESSURIZED AREAS....................................................................................................... 12-1
AIR SOURCES ..................................................................................................................... 12-2
CABIN PRESSURIZATION................................................................................................. 12-2
General........................................................................................................................... 12-2
Major Components ........................................................................................................ 12-3
Indication and Warning.................................................................................................. 12-7
Operation ....................................................................................................................... 12-8
Protection..................................................................................................................... 12-14
Depressurization .......................................................................................................... 12-14
BAGGAGE COMPARTMENT PRESSURIZATION......................................................... 12-15
General......................................................................................................................... 12-15
Air Sources .................................................................................................................. 12-15
Control ......................................................................................................................... 12-15
Protection..................................................................................................................... 12-15
Indication ..................................................................................................................... 12-15
Operation ..................................................................................................................... 12-15
NOSE CONE VENTILATION/PRESSURIZATION......................................................... 12-16
General......................................................................................................................... 12-16
Air Sources .................................................................................................................. 12-16
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ILLUSTRATIONS
Figure
Title
Page
12-1
12-2
12-3
12-4
12-4A
12-5
12-6
12-7
12-8
12-9
12-10
12-11
12-12
12-13
Nose Cone Isolation Valve Lever (SNs Prior to 70) ............................................ 12-17
12-14
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CHAPTER 12
PRESSURIZATION
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INTRODUCTION
This chapter describes the pressurization system of the Falcon 900 series airplanes. All
values, relative to pressure and flow rates, are used only for their illustrative meanings.
Actual values must be obtained from the approved manuals and publications issued
with the airplane.
GENERAL
Air conditioning and pressurization are synonymous terms. The term air conditioning applies to the regulated inflow of air to the
occupied areas, its conditioning, and its distribution.
Pressurization, on the other hand, relates to the
outflow of air from the occupied areas at precise rates which will achieve and maintain
programmed or selected altitudes and rates of
pressure change in the cabin throughout the operating envelope of the airplane.
PRESSURIZED AREAS
The pressurized areas of the Falcon 900 (Figure
12-1) are the occupied areas, the baggage compartment, and the nose cone.
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LEGEND
NOSE CONE
OCCUPIED AREAS
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BAGGAGE AREA
AIR SOURCES
A normal and an emergency air source are
used for pressurization. The normal source of
air is supplied by the LP compressors of the
three engines, automatically supplemented as
required by HP bleed air. For more information on the normal air sources see Chapter 9,
P n e u m a t i c s a n d C h a p t e r 1 1 , A i r
Conditioning, in this training manual.
An emergency source of air is required if the
ECU malfunctions. This airflow is controlled
by a two-position switch on the emergency
pressurization control panel (Figure 12-2).
The switch positions are labeled NORM
and EMERG. Moving this switch to the
EMERG position simultaneously closes the
cabin air-conditioning valve, drives the cockpit temperature control valve to the fully hot
position, and arms the cockpit manual temperature control switch. Airflow to the ECU
is now shut off.
Figure 12-3 depicts the emergency pressurization air source. The cabin air-conditioning
valve is closed; the cold port of the cockpit
temperature control valve is also closed, while
its hot port is fully open. Hot bleed air is directed to the cockpit recirculating jet pump.
The only conditioning achieved is from the
mixing of ambient cabin air with the bleed air
by the jet pump. Temperature control at the
higher altitudes may not present a problem;
however, when altitude is reduced, temperature will increase in the occupied areas and
may be controlled somewhat by using the
COLD position of the cockpit manual temperature control switch. However, this will
also reduce the airflow entering the occupied
areas and consequently affect pressurization.
CABIN
PRESSURIZATION
GENERAL
12-2
The Falcon 900 incorporates a cabin pressurization system capable of operating in automatic or manual modes. In the automatic
mode the system is controlled by a computer,
preprogrammed to provide for automatic or
semiautomatic operating modes. The system
is variable isobaric and automatically controls cabin rates of change within the complete
isobaric range. The normal operating differential is automatically limited to 9.3 psi for
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Automatic controller
Manual controller
Emergency pressurization control
Main outflow valve
Emergency outflow valve
Jet pump
Automatic Controller
The automatic controller (Figure 12-4) is located on the lower right side of the center instrument panel. This unit, powered from Bus
A1, is a digital computer with a nonerasable
memory, capable of controlling the cabin pressurization system in automatic and semiautomatic modes during ground and flight
operation.
MAJOR COMPONENTS
General
The major components of the pressurization
system include the following:
LP WATER
SEPARATOR
COMPRESSOR
BATTERY COMPARTMENT
COLD AIR SUPPLY
ELECTRICAL VALVE
(SB F-900-125)
TURBOCOOLER
ANTI-ICING
DUCT SENSOR
ECU OVERHEATING
TEMPERATURE
SENSOR
TURBINE
HP WATER
SEPARATION
BAGGAGE
COMPARTMENT
VENTURI
SNs
PRIOR
TO 96
NO. 3 ENGINE
HP/LP BLEED AIR
OZONE
CATALYSER
CREW AIRCONDITIONING VALVE
COLD AIR
OR SUCTION
COLD AIR
PRESSUREREGULATING
VALVE
COLD AIR
OR
SUCTION
FLOW
LIMITER
CABIN
PRESSURIZED
ISOLATION VALVE
PASSENGER
COLD AIR
PASSENGER
AIR-CONDITIONING
CIRCUIT
LEGEND
STATIC AIR
INLET
BLEED AIR
RAM AIR
RECIRCULATED AIR
CREW TEMPERATURE
REGULATING DUAL
ELECTRIC VALVE
ANTI-ICING
VALVE
CREW-AIR
CONDITIONING
CIRCUIT
CREW COLD
AIR
CABIN
COLD AIR
BAGGAGE
COMPARTMENT
HEATING
ELECTRIC VALVE
NO. 1 ENGINE
PYLON RAMAIR INLET
TURBINE
EMERGENCY
ANTI-ICING
ELECTRIC
VALVE
BYPASS
ELECTRIC
VALVE
NO. 2 ENGINE
HP/LP BLEED AIR
APU BLEED AIR
NO. 1 ENGINE
HP/LP BLEED AIR
TURBOFAN
PRIMARY HEAT
EXCHANGER
WATER
INJECTOR
MAIN HEAT
EXCHANGER
COOLING UNIT
AIR OUTLET
PASSENGER TEMPERATURE
REGULATING DUAL ELECTRIC
VALVE
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NOTE
The LAND ELV label on the automatic controller illuminates when
PROG or LDG modes are selected,
but it will not illuminate when FL
mode is selected.
NOTE
The switch for the altitude display
changes it in increments of 100 feet between 1,500 and +8,000 feet when
the PROG mode is selected, 100 feet
between 1,500 and +14,000 feet when
the LDG mode is selected, and in increments of 10 feet between FL 000
and FL 500 when FL mode is selected.
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NOTE
The switch for the QNH display
changes it in increments of 0.01 in.
Hg between 28.00 and 31.00 in. Hg
when in. Hg is selected, and in increments of 1 mbar between 950 and
1,050 mb when mb is selected.
The automatic controller senses three parameters in the PROG mode: absolute cabin pressure, airplane altitude, and airplane rate of
change. The cabin pressure is sensed through
a port on the body of the unit. Altitude and rate
of change information is supplied from ADC
1 and ADC 2. The preprogrammed function is
inhibited in the FL and LDG modes, and the
system then operates from the only available
parameter, absolute cabin pressure.
In the PROG mode the automatic controller is
constantly monitoring the actual cabin altitude,
the destination field elevation, the landing
gear position, power lever position, and rates
of climb and descent, comparing these values
in the computers memory, and then producing output signals which ensure that the cabin
altitude will approach the theoretical cabin
altitude at a theoretical rate which will always remain within the established limits of
+650 feet per minute in climb and 450 feet
per minute in descent (Figure 12-4A).
The system will automatically maintain the
lowest possible cabin altitude relative to the
airplanes altitude and cabin pressure differential. Rates of pressure change will automatically be maintained as low as possible
for all flight profiles and will always remain
within the programmed limits.
The system also has the capability of initiating
a prepressurization program during takeoff,
permitting a smooth transition to the programmed profile after takeoff. Programmed
depressurization occurs after landing.
NOTE
The landing field elevation to be inserted into the controller is actual
field. The cabin will depressurize at
a preprogrammed rate following
touchdown.
CAUTION
When operating in the FL mode, it is
important to program the system for
the LDG mode at a point in the descent which will permit the cabin
sufficient time to descend to 300 feet
below landing field elevation within
the maximum descent rate limits.
The LDG mode can be used after FL
mode selection to bring cabin altitude
equal to landing field altitude by setting the mode selector to LDG and
displaying the landing field altitude
o n t h e L A N D E LV d i s p l a y a n d
setting the QNH. LDG mode should
be used for all takeoff and landings
above 8,000 pressure altitude.
The PROG mode is selected for all flight conditions except when an invalid test is indicated
in the PROG mode prior to takeoff.
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12-4B
Revision 3
Revision 2
15000
30
LEGEND
ZA: INSTANT AIRCRAFT ALTITUDE
ZCTH: THEORETICAL CABIN ALTITUDE
20
40
47000
45600
43000
37500
10
27300
-1500
4700
6300
7800
7600
7300
7000
G
50
48800
2000
4000
6000
8000
H
ZA x 1000 FT
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12-5
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Emergency
Pressurization Control
The emergency pressurization control panel
(Figure 12-2) includes a two-position mode selector switch labeled AUTO and MAN, a
two-position air source selector switch labeled NORM and EMERG, a two-position
guarded switch labeled DUMP, and a rotary
manual controller labeled DN and UP.
With the mode selector switch at AUTO, the
air source selector switch at NORM, the
DUMP switch at the guarded position, and
the manual controller rotated (counterclockwise) to the DN position, the pressurization
system is preset for automatic operation.
Manual Controller
Placing the mode selector switch to the MAN
position inhibits automatic operation. A cabin
rate of descent will also be indicated on the
triple indicator. The manual controller permits the pilot to control the rate of climb, up
to a maximum of +1,500 feet per minute when
rotated to the UP position or, +2,500 feet per
minute when moved beyond the UP position
to the hard stop. The maximum rate of descent is a preset value of 1,500 feet per minute
when the manual controller is set to the DN position. A constant cabin pressure may be
achieved by adjusting the manual controller
until the cabin rate indicator stabilizes at 0.
CAUTION
The manual controller must be at the
DN position when operating in the
PROG, FL, or LDG modes. If it is removed out of the DN position while
operating in any of these modes, it
will override the selected mode and
induce a rate of climb in the cabin.
12-6
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EMERGENCY
OUTFLOW VALVE
MAIN
OUTFLOW
VALVE
FWD
EMERGENCY
PRESSURIZATION
CONTROL
PANEL
The control chambers of both valves are interconnected by a sense line; therefore, during automatic operation the emergency outflow
valve is slaved to the main outflow valve, and
during emergency operation the main outflow
valve is slaved to the emergency outflow valve.
Jet Pump
A jet pump supplied with a motive flow from a
line supplied by No. 1 and No. 2 engines HP
bleed-air lines, or from the APU bleed air when
weight on wheels, is used to create a constant
negative pressure of .29 psi (20mb). This negative pressure is used to determine operation of
the main and emergency outflow valves during
automatic or emergency operation and during
manual control of the pressurization system.
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OPERATION
General
Operation of the pressurization system will be
described in three modes: auto mode ground,
auto mode flight, and manual mode flight.
During the preflight checklist the crew has confirmed that the manual controller is at the (normal/green) DN position, the mode electro
switch is at AUTO, the air source selector switch
is at NORM, and the DUMP switch is in the
guarded position (Figure 12-2).
A cabin pressure rate-of-change scale is located on the left side of the dial. It is calibrated
in feet per minute times 1,000 from 0 to 2, UP
and DN. The prevailing rate is indicated by a
needle.
A light labeled CABIN (Appendix B) on the
warning panel will come on in conjunction
with a continuous synthetic voice (CABIN)
either when the airplane is weight on wheels and
the TEST switch on the automatic controller is
pushed or when the airplane is in flight in any
pressurization mode and cabin altitude exceeds
10,000 feet. The aural warning may be silenced
by the HORN SIL switch on the center pedestal
(Figure 12-7).
12-8
The flight planned landing field elevation is entered in the automatic controller and displayed
in feet in the LCD. The TEST switch is pushed,
and the LCDs react as explained earlier, verifying the validity of the system for full automatic operation (Figure 12-4). The engines are
running, the HP 1, PRV 2, and PRV 3 switches
are set at auto, the PASSENGER and CREW airconditioning switches are at the AUTO positions
(Figure 12-8), and the power levers are at idle.
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Revision 2
NOTE
To ensure against any pressure surges
in the cabin and baggage compartments, flaps are installed on the cabin
and baggage compartment doors.
These flaps are mechanically connected to the operating mechanisms
of the respective doors. During door
opening the associated flap opens
and equalizes the compartment and
ambient pressures.
Referring to Figure 12-10, the negative pressure is determined by jet pump or venturi action and maintained relatively constant at
approximately .29 psi.
The control pressure in the control chamber of
the main outflow valve is constantly modified
by the command signals from the automatic controller. When any changes occur in cabin pressure as a result of power changes or any other
cause, the controller will respond and position
the torque motor to either admit cabin pressure
through the cabin pressure jet or shut off the
cabin pressure jet and open the negative pressure
jet, thus increasing or decreasing control pressure. The poppet valve will respond accordingly
by increasing or decreasing the outflow to the
atmosphere.
12-9
AMBIENT PRESSURE
NEGATIVE PRESSURE
ELECTRICAL POWER
ENGINE BLEED
AUTO NORM
;
;
CABIN PRESSURE
UP
12-10
EMERGENCY PRESSURIZATION
PANEL
LEGEND
DN
DUMP
MANUAL
CONTROLLER
CABIN
PRESS
28 VDC
BUS A1
MAN EMERG
PRESSURIZATION
AUTO
LAND. ELV
NORM
QNH
DUMP
AUTOMATIC
CONTROLLER
TEST
;
;
PNUEMATIC
RELAY
FILTER
CABIN
ALTITUDE
LIMITER
RELIEF
VALVE
CHECK
VALVE
CABIN
INTERIOR
MAIN OUTFLOW
VALVE
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EMERGENCY
OUTFLOW VALVE
JET PUMP
CABIN
INTERIOR
EXTERIOR
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EXTERIOR
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TORQUE
MOTOR
QUADRANT
ELECTRIC
VALVE
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MAN
NEGATIVE PRESSURE
ELECTRICAL POWER
AMBIENT PRESSURE
ENGINE BLEED
AUTO NORM
UP
CABIN PRESSURE
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EMERGENCY PRESSURIZATION
PANEL
LEGEND
DN
MAN EMERG
PRESSURIZATION
DUMP
MANUAL
CONTROLLER
28 VDC
BUS A1
CABIN
PRESS
AUTO
LAND. ELV
FOR TRAINING PURPOSES ONLY
MAN
QNH
NORM
TEST
AUTOMATIC
CONTROLLER
DUMP
RELIEF
VALVE
CHECK
VALVE
CABIN
INTERIOR
MAIN OUTFLOW
VALVE
EMERGENCY
OUTFLOW VALVE
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CABIN
INTERIOR
EXTERIOR
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EXTERIOR
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ELECTRIC
VALVE
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TORQUE
MOTOR
QUADRANT
PNUEMATIC
RELAY
CABIN
ALTITUDE
LIMITER
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FILTER
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12-12
manual mode control by moving the mode selector switch to MAN position and then rotating the manual controller clockwise, gently,
until the rate needle returns to 0.
CAUTION
When operating on manual pressurization control, it is imperative to
monitor the system by reference to
the triple indicator. Cabin altitudes
and rates of change must be periodically adjusted, especially during descent. An adequate buffer must be
maintained between cabin and airplane altitudes to prevent rapid descent rates in the cabin.
Revision 1
CABIN PRESSURE
NEGATIVE PRESSURE
ELECTRICAL POWER
AMBIENT PRESSURE
ENGINE BLEED
AUTO NORM
UP
;
;
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EMERGENCY PRESSURIZATION
PANEL
LEGEND
DN
DUMP
AUTO
LAND. ELV
FOR TRAINING PURPOSES ONLY
MAN
QNH
NORM
TEST
AUTOMATIC
CONTROLLER
;
;
DUMP
PNUEMATIC
RELAY
CABIN
ALTITUDE
LIMITER
RELIEF
VALVE
CABIN
INTERIOR
MAIN OUTFLOW
VALVE
EMERGENCY
OUTFLOW VALVE
JET PUMP
CABIN
INTERIOR
EXTERIOR
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EXTERIOR
CHECK
VALVE
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TORQUE
MOTOR
QUADRANT
12-13
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VALVE
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FILTER
MANUAL
CONTROLLER
CABIN
PRESS
28 VDC
BUS A1
MAN EMERG
PRESSURIZATION
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PROTECTION
The protection systems consist of normal differential limiting, maximum differential limiting, negative differential prevention, and
cabin altitude limiting. All except the normal
differential limiting are incorporated in each
outflow valve (Figure 12-10), and each is independent of the other.
The normal differential limit of 9.3 psi is a
function of the PROG mode in the controller
computer. This limit is automatically maintained during all normal flight conducted in
the PROG mode.
The maximum differential of 9.6 psi is a function of a relief valve in each outflow valve. It
consists of a bellows-operated valve. The bellows is exposed internally to cabin pressure and
externally to static atmosphere. When the differential between cabin pressure and static
atmosphere reaches or exceeds 9.6 psi, the
bellows expands, opening the valve and connecting the control chamber to the atmosphere.
The drop in control pressure induces the poppet toward open, increasing the cabin airflow
to the atmosphere, thus limiting the differential to 9.6 psi.
Each outflow valve includes an altitude limiter,
consisting of a valve connected to a sealed bellows evacuated to respond to a pressure equivalent to approximately 14,500 feet. The bellows
is exposed externally to cabin pressure. If airflow to the cabin is shut off or decreases to a point
at which cabin altitude increases, the bellows begins to expand and opens the valve, permitting
cabin air to enter the outflow valve control chamber, equalizing the pressure across the diaphragm, and the spring force will close the
poppet. This safety feature can be overridden
only by the low differential limiter.
12-14
The low differential limiter protects the structure from the effects of negative differential
pressure. This condition will occur, for example, if the airplanes rate of descent exceeds the cabin rate of change. The actuator
chamber of each outflow valve is exposed to
cabin pressure which enters through a vented
orifice. This pressure is acting upward on the
main diaphragm and downward on the balance diaphragm. The lower side of the balance
diaphragm is exposed to atmospheric pressure; consequently, if cabin pressure approaches to within 0.29 psid of atmospheric
pressure, the balance diaphragm will be pushed
upward, opening the poppet, thus equalizing
cabin and atmospheric pressures. The cabin
will now descend at the same rate as the airplane with accompanying personal discomfort. To ensure an immediate response to this
condition, a one-way check valve on each outflow control chamber will be unseated, permitting control pressure to escape to the cabin.
DEPRESSURIZATION
The airplane may be depressurized rapidly,
when conditions warrant it, by moving the red
guarded switch on the emergency pressurization control panel (Figure 12-2) to the DUMP
position. Power will be removed from the automatic controller and simultaneously applied
to the torque motor of the main outflow valve.
The torque motor will position the quadrant
to close the cabin pressure inlet jet to the control chamber of the main outflow valve and
open the control pressure jet to the jet pump
low pressure. Control pressure will dissipate
rapidly, and the poppet valve will open fully.
Since the emergency outflow valve is slaved
to the main valve, it will also go fully open,
and rapid decompression will occur. The maximum cabin altitude control valve will limit the
cabin altitude to 14,500 feet if the dump switch
is used.
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WARNING
Since rapid decompression may
cause severe discomfort, it should
not be selected until the cabin/ambient differential is first reduced, unless a serious emergency dictates
otherwise.
BAGGAGE
COMPARTMENT
PRESSURIZATION
When the BAG switch is at the NORM position, the baggage compartment heat and isolation valves are both open, and pressurization
is controlled according to the mode selected.
Placing the BAG switch at the X
HEAT position
will close the heat valve and shut off the supply of heating air to the baggage compartment. Pressurization will continue through
the open isolation valve.
If the switch is moved to the ISOL position,
the heat valve and isolation will both close, and
the baggage compartment is completely isolated.
PROTECTION
GENERAL
The baggage compartment located aft of the
passenger compartment is normally pressurized and maintained at approximately the same
differential as the occupied areas. However,
it can be isolated completely from the pressurization system.
AIR SOURCES
The baggage compartment has two electrically controlled valves: one is a normally open
isolation valve which connects the passenger
cabin to the baggage compartment for pressurization, and the other, also normally open,
supplies air from the cockpit hot air line to a
mixing jet pump for baggage compartment
heating; therefore, there are two air supplies
to the baggage compartment.
CONTROL
Pressurization and heating for the baggage
compartment is controlled by a three-position
switch located on the BLEED AIR section of
the overhead switch panel (Figure 12-8). The
switch is labeled BAG, and the positions
are labeled NORM, HEAT, and ISOL.
An x is scribed across the HEAT label.
Revision 2
INDICATION
A light on the warning panel labeled BAG
ISOL (Appendix B) will come on when the
BAG switch is in the ISOL (down) position and
the isolation valve reaches the fully closed
position.
The operation of the electric heating and isolation valves can also be monitored on the
maintenance test panel.
OPERATION
Figure 12-12 depicts operation of the luggage
compartment pressurization system.
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NOSE CONE
VENTILATION/
PRESSURIZATION
GENERAL
12-16
AIR SOURCES
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CONTROL
The ventilating air source is induced into the
lower side of the nose cone by a fan powered
directly from the DC system, through a relay
controlled by a proximity switch. This air
flows upward through the electronic equipment
and exhausts through a standpipe into the nose
wheel well and then through louvers to the
atmosphere.
The exhaust standpipe incorporates a butterfly valve operated by a pneumatic actuator
and a spring. Cabin pressure is applied to the
actuator piston and is opposed by the spring
and nose cone pressure. When cabin/atmosphere differential pressure is low, such as on
the ground or during low-altitude flight, the
spring maintains the exhaust butterfly fully
open, and a probe on the butterfly shaft causes
the proximity switch to conduct, closing the
blower relay and powering the blower.
The cabin airflow to the nose cone is controlled by a mechanically operated, normally
open isolation valve (installed on aircraft SNs
prior to 70). The valve is controlled by a twoposition lever (Figure 12-13) on the copilots
console. The quadrant slot is labeled NORM
and CLOSED. The supply line directs the air
to the lower portion of the cone and incorporates a flow limiter to protect the pressurized
cabin in case of radome rupture.
After takeoff and when cabin/atmosphere differential is between 1.74 and 2.9 psi, the differential across the pneumatic actuator begins
to close the exhaust butterfly, shutting down
the fan, restricting the outflow, and increasing nose cone pressure. This process will continue until the butterfly is fully closed at a
cabin/atmosphere differential of 3.04 to 4.35
psi. Nose cone/ambient differential is now approximately 0.72 psi. The only airflow from
the nose cone is through calibrated holes in the
butterfly valve. One of these holes is adjustable
by mechanics to calibrate the nose cone differential pressure.
Revision 3
PROTECTION
A pressure-relief valve installed in the nose
cone bulkhead provides structural protection
in case the calibrated holes become clogged.
This valve will operate when the nose cone/ambient differential reaches 1.37 psi.
INDICATION
The temperature in the nose cone compartment is sensed by a thermal switch, which
turns on the NOSE CONE OVHT (70C) light
on the warning panel. This light may indicate
lack of ventilation in the nose cone.
OPERATION
Figure 12-14 depicts the nose cone ventilation/pressurization system in a normal flight
operating mode. The exhaust butterfly is fully
closed, and airflow is metered through the
calibrated holes in the butterfly. A flapper
valve on the fan inlet air duct closes when the
fan is shut down and is maintained closed by
nose cone pressure.
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FLOW LIMITER
THERMAL
SWITCH
NOSE CONE
ISOLATION VALVE
(SNs PRIOR TO 69)
EVACUATION
DUCT
NOSE LEVER
(SNs PRIOR TO 69)
NORM
PNUEMATIC
ACTUATOR
CLOSED
CABIN
PRESSURE
CABIN
PRESSURE
PROXIMITY
SWITCH
NOSE CONE
NOSE
GEAR WELL
M
LEGEND
CABIN PRESSURE
FLAP
AMBIENT AIR
EXHAUST AIR
BUTTERFLY
VALVE
PRESSURE
RELIEF VALVE
ELECTRIC
BLOWER
EVACUATION
LOUVERS
LIMITATIONS
The limitations contained in the AFM pertaining to pneumatics, air conditioning, and
pressurization are binding under law regardless of the type of operation.
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QUESTIONS
1.
2.
For normal operation of the pressurization system the manual controller must
be positioned:
A. Midway between UP and DN
positions
B. At the DN position
C. To produce zero rate of change
D. To the up hard stop
3.
4.
5.
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CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page
INTRODUCTION................................................................................................................. 13-1
GENERAL ............................................................................................................................ 13-1
DESCRIPTION OF MAIN COMPONENTS ....................................................................... 13-2
Pressurized Bootstrap Reservoirs .................................................................................. 13-2
Engine-Driven Pumps.................................................................................................... 13-4
Pressure-Holding Valve ................................................................................................. 13-7
Accumulators................................................................................................................. 13-7
Filters ............................................................................................................................. 13-9
Standby Pump................................................................................................................ 13-9
Hydraulic System Control and Display Panel............................................................. 13-10
NO. 1 HYDRAULIC SYSTEM.......................................................................................... 13-10
NO. 2 HYDRAULIC SYSTEM.......................................................................................... 13-12
AUXILIARY HYDRAULIC SYSTEM ............................................................................. 13-16
In-Flight Operation...................................................................................................... 13-16
On-Ground Operation.................................................................................................. 13-16
LIMITATIONS.................................................................................................................... 13-16
QUESTIONS ...................................................................................................................... 13-19
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ILLUSTRATIONS
Figure
Title
Page
13-1
13-2
13-3
13-4
13-5
13-6
13-7
13-8
13-9
13-10
13-11
13-12
13-13
13-14
13-15
13-16
13-17
13-18
TABLE
Table
13-1
Title
Page
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CHAPTER 13
HYDRAULIC POWER SYSTEMS
INTRODUCTION
The Falcon 900 hydraulic systems consist of two independent supply and distribution
systems which cannot be interconnected and an auxiliary system. The systems use hydraulic fluid specification MIL-H-5606 (NATO codes H515 or H520).
GENERAL
Main hydraulic power is supplied by three selfregulating pumps driven by the corresponding
engine accessory gearbox. Each pump delivers
a maximum flow of 7.6 U.S. gpm (28.65 1/min)
and provides a regulated pressure output of
2,987 psi (200 3.5 bars), at zero flow.
An electric motor-driven pump, referred to as the
standby pump, is normally used to provide
standby (auxiliary) pressure to the No. 2 system
should the engine-driven pump fail. It can also
be used for testing either system on the ground.
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DESCRIPTION OF MAIN
COMPONENTS
PRESSURIZED BOOTSTRAP
RESERVOIRS
Each system has its own reservoir. The capacity of the No. 1 system reservoir is 2.38 U.S.
gallons (9 liters); the capacity of the No. 2 system reservoir is 1.58 U.S. gallons (6 liters).
Figure 13-2 shows a typical reservoir.
Each reservoir is pressurized by its corresponding hydraulic system. System pressure
acting on a small piston that is mechanically connected to a larger (pressurization) piston imposes
pressure on the fluid in the reservoir. The difference in piston diameters results in a low pressure of approximately 40 psi imposed on the
reservoir fluid. Reservoir overpressurization is
prevented by a relief valve. Entrapped air is
automatically purged through a venting valve.
Each reservoir features a direct-reading fluid
level indicator with two scales labeled PRESSURIZED and UNPRESSURIZED (Figure
13-3).
Each scale includes two red ranges for low and
excessive fluid, and a green range optimum
level at a temperature between 40 and 90 C
when the system has been unpressurized for several hours.
A quantity transmitter electrically actuates a
HYDR QTY indicator in the cockpit.
13-2
Reservoir Servicing
Servicing (topping up) the hydraulic reservoirs
ensures the correct level of fluid for proper
system operation. Prior to reservoir servicing,
the applicable hydraulic system must be
depressurized and the following conditions
complied with.
No. 1 System
1. Gear down and locked, main gear doors
closed
2. Slats retracted
3. Reservoir depressurizeddepress the
red button on the pressure-holding
valve (Figure 13-4). Keep reservoir depressurized throughout filling.
4. Check the nitrogen charge of the accumulators:
a. System accumulator1,500 psi
(103.5 bars)
b. Pressure-holding accumulator
1,700 psi (117 bars)
No. 2 System
1. Slats and airbrakes retracted
2. Reservoir depressurized (same as step 3
for No. 1 system).
3. Check the nitrogen charge of the system
and pressure-holding accumulators (same
as step 4 for No. 1 system).
4. Check the nitrogen charge of the other
system accumulators:
a. Thrust reverser accumulator1,500
psi (103.5 bars)
b. Parking brake accumulator1,000
psi (70 bars)
c. Airbrake pressure-holding accumulator1,000 psi (70 bars) or 500 psi
(35 bars) (check applicability)
Revision 2
FlightSafety
FlightSafety
international
international
NO. 1 SYSTEM
NO. 2 SYSTEM
NO. 1
RESERVOIR
NO. 2
RESERVOIR
P1
P3
STANDBY
PUMP
P2
PRESSURIZATION
PISTON
FLUID
CHAMBER
DRAIN
COUPLING
ELEVATOR SERVOACTUATOR
AILERON SERVOACTUATOR
SUCTION LINE
RUDDER SERVOACTUATOR
RELIEF VALVE
ELEVATOR ARTHUR
AILERON ARTHUR Q
AIRCRAFT < 165
LEVEL INDICATOR
SYSTEM PRESSURE
FLAPS
OUTBOARD SLATS
AIRBRAKES
OUTBOARD SLATS
(EMERGENCY MODE)
NOSEWHEEL STEERING
EMERGENCY BRAKES
INBOARD SLATS
QUANTITY
TRANSMITTER
PISTON
PUMP REGULATION
RETURN LINE
PARKING BRAKES
THRUST REVERSER
GENERAL RETURN
LINE
LEGEND
NO. 1 PRESSURE
NO. 2 PRESSURE
AUXILIARY PRESSURE
SUPPLY FLUID
Figure 13-1.
Revision 3
Figure 13-2.
13-3
FlightSafety
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international
VOLUME
(LITERS)
20C (68F)
UNPRESSURIZED
40C (40F)
PRESSURIZED
8
20C (68F)
7
90C (194F)
6
20C (68F)
40C (40F)
LEVEL
INDICATOR
5
LEVEL
INDICATOR
90C (194F)
4
20C (68F)
40C (40F)
VOLUME
(LITERS)
40C (-40F)
UNPRESSURIZED
90C (194F)
PRESSURIZED
90C (194F)
international
ENGINE-DRIVEN PUMPS
The self-regulating, piston-type pumps are
driven by the accessory gearbox of the corresponding engine. They provide a regulated
output pressure ranging from 2,987 psi (206
bars) for the no-flow condition to 2,900 psi
(200 bars) at the maximum flow rate of 7.6 U.S.
gpm (28.65 1/min). The pumps are not controlled from the cockpit; however, a shear section in the pump drive shaft protects the engine
in the event of pump seizure.
2
1
RESERVOIR
DEPRESSURIZING
BUTTON
NO. 1 RESERVOIR
NO. 2 RESERVOIR
PRESSURE
HOLDING
VALVE
THRUST REVERSER
ACCUMULATOR
SYSTEM
ACCUMULATOR
Figure 13-3.
13-4
Figure 13-4.
Pressure-Holding Valve
Revision 3
FlightSafety
international
LOCKNUT
32
30
FWD
NO. 1 HYDRAULIC SYSTEM
FILLING VALVE
2
1
0
3
4
5
32
30
L R
FWD
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
ASKID
#1
ON
#2
OFF
#1
OFF
HYDR
1/1
HYDR
1/1
3
1/2
Figure 13-5.
Revision 3.01
ON
3
1/2
BRAKE
AUTO
4
OFF
ST-BY
PUMP
Reservoir Servicing
13-5
FlightSafety
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Pump Operation
Rotation of the barrel (Figure 13-6) displaces
the sliding pistons, which draw fluid and provide pressure output according to swash plate
position. At maximum output, the swash
plate is at maximum tilt.
When discharge pressure is greater than reference spring tension, the compensation spool
is positioned to regulate pressure applied to
BARREL
SWASH
PLATE
COMPENSATION
SPOOL
REFERENCE
SPRING
LEGEND
DISCHARGE PRESSURE
SUPPLY FLUID
CONTROL PRESSURE
REGULATION RETURN
CONTROL
PISTON
Figure 13-6.
13-6
SWASH
PLATE
SPRING
FlightSafety
international
PRESSURE-HOLDING VALVE
The pressure-holding valve assists in maintaining a head pressure at the system reservoir.
ACCUMULATORS
Each system includes an oleopneumatic accumulator to dampen pressure surges and provide
instantaneously available reserve power. Each
accumulator is equipped with a charging valve
and a pressure gage. The No. 2 system includes
two additional accumulators to provide reserve
TO
RESERVOIR
DEPRESSURIZING
BUTTON
CHECK
VALVE
SYSTEM
PRESSURE
ACCUMULATOR
RETURN
TO NITROGEN
FILLING VALVE
Figure 13-7.
13-7
FlightSafety
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;
;
;;;;;;
;
;
CLOGGING
DETECTOR
CLOGGING
DETECTOR
;;; ;
;
;
;
;
;
INLET
OUTLET
SELF-SEALING
VALVE
OPEN
Figure 13-8.
Figure 13-9.
13-8
Filter (Typical)
Revision 3
FlightSafety
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STANDBY PUMP
In the event of No. 2 system pump failure or
a pressure drop in that system, the electrically
driven standby pump (Figure 13-9) will provide backup pressure for the No. 2 system.
The pump, DC-powered by the main bus, is
controlled by the ST-BY PUMP switch with
OFF, ON, and AUTO positions. When the
switch, located on the hydraulic control and
display panel (Figure 13-10), is in the OFF position, the pump is inoperative. Pump operation in the AUTO or ON position will be
presented under Auxiliary Hydraulic System.
NOTE
After engine shutdown or hydraulic failure, hydraulic pressure in
the system accumulator drops to
zero. Check valves maintain hydraulic pressure in the brake and
thrust reverser accumulators.
FILTERS
Each main system incorporates filters equipped
with clogging detectors (Figure 13-8). In the
event a filter element becomes clogged beyond
an acceptable level, the detector protrudes.
TEST
ASKID
#1
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
HYDR
HYDR
L R
1/1
ON
#2
OFF
#1
OFF
4
3
1/2
2
1
BRAKE
Figure 13-10.
Revision 3.01
1/1
0
0
QTY PSI X 1000
AUTO
4
ON
3
1/2
2
1
0
0
QTY PSI X 1000
OFF
ST-BY
PUMP
13-9
FlightSafety
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HYDRAULIC SYSTEM
CONTROL AND DISPLAY
PANEL
Fluid quantity and pressure for each main system are read on the HYDR indicators (the left
indicator is for the No. 1 system). The PUMP 1,
PUMP 2, or PUMP 3 annunciator will come on
when pressure from the respective pump drops
below 1,500 psi (103.5 bars). All colored
annunciators are shown in Appendix B. The
ST/BY PUMP annunciator illuminates if the
standby pump operates continuously (longer
than 60 seconds) or if the standby pump selector
in the rear compartment (Figure 13-11) is not in
the IN FLIGHT position.
NO. 1 HYDRAULIC
SYSTEM
The No. 1 hydraulic system is pressurized by two
self-regulating pumps driven by the No. 1 and
No. 3 engines. Both pumps draw fluid from the
No. 1 reservoir (Figure 13-12).
Figure 13-11.
13-10
FlightSafety
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PUMP 2
y
;
y
;
;
y
;
y
y;y;y;
;
y
;
y
y; y;
;y
;y ;yy;;yy;
L R
y;y;y;
y
;
y;y;y;
y
;
PUMP 1
TEST
ST/BY
PUMP
PUMP 3
ASKID
ON
OFF
OFF
HYDR
1/1
HYDR
1/1
4
3
1/2
ON
1/2
BRAKE
AUTO
0
0
QTY PSI X 1000
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
NO. 1 RESERVOIR
y;y;y;
P1
P3
PRESSUREHOLDING
VALVE
STANDBY
PUMP
SELECTOR
ACCUMULATOR
P2
PRESSURE
SWITCH
EP
SYSTEM
PRESSURE
TRANSMITTER
NO. 1 SYSTEM
ACCUMULATOR
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
RUDDER
SERVOACTUATOR
LEGEND
NO. 1 SYSTEM PRESSURE
ELEVATOR
ARTHUR
RETURN
SUPPLY FLUID
NITROGEN
SLATS
ELECTRICAL
EXTERNAL HYDRAULIC POWER
QUICK DISCONNECT
;y
NORMAL BRAKES
AND ANTI-SKID
CHECK VALVE
LANDING GEAR
AND DOORS
RELIEF VALVE
Revision 4
Figure 13-12.
13-11
FlightSafety
international
NO. 2 HYDRAULIC
SYSTEM
The No. 2 hydraulic system is pressurized by
one self-regulating pump driven by the No. 2
engine drawing fluid from its own reservoir
(Figure 13-14).
RESERVOIR
PRESSURE-HOLDING
VALVE AND
ACCUMULATOR
FILTERS (WITH
CLOGGING DETECTORS)
Figure 13-13.
13-12
SYSTEM
ACCUMULATOR
Revision 2
FlightSafety
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NO. 2 RESERVOIR
PUMP 2
y
;
y
;
;
y
;
y
y;y;y;
;
y
;
y
y; y;
;y
;y ;yy;;yy;
L R
y;y;y;
;
y
y;y;y;
y
;
PUMP 1
TEST
ASKID
#1
ON
#2
OFF
#1
OFF
HYDR
1/1
HYDR
1/1
1/2
2
1
BRAKE
ON
1/2
AUTO
4
2
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
0
0
QTY PSIX 1000
y;y;y;
P1
ST/BY
PUMP
PUMP 3
P3
IN-FLIGHT POSITION
STANDBY
PUMP
SELECTOR
P2
PRESSURE
HOLDING VALVE
AND ACCUMULATOR
EP
PRESSURE
SWITCH
PRESSURE
SWITCH
SYSTEM
PRESSURE
TRANSMITTER
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
LEGEND
SERVOACTUATOR
RETURN
SUPPLY FLUID
OUTBOARD
SLATS
(EMERGENCY MODE)
NITROGEN
THRUST
REVERSER
ELECTRICAL
FLAPS
AIRBRAKES
;y
EMERGENCY
BRAKES
CHECK VALVE
NOSEWHEEL
STEERING
RELIEF VALVE
Revision 4
PARKING
BRAKES
Figure 13-14.
13-13
FlightSafety
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are isolated by check valves, maintaining reserve pressure for actuation of these subsystems
when the No. 2 system is not operating. A relief
valve prevents excessive pressure buildup in the
event the engine-driven pump malfunctions.
Pressure in the system is read on the right HYDR
PRESSURE indicator on the hydraulic control
and display panel. The PUMP 1 and PUMP 3 annunciators will be on (No. 1 and No. 3 engines
not operating).
RESERVOIR
FILTERS (WITH
CLOGGING
DETECTORS)
PRESSURE-HOLDING
VALVE AND
ACCUMULATOR
SYSTEM
ACCUMULATOR
Figure 13-15.
13-14
Revision 1
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PUMP 2
y
;
y
;
;
y
;
y
y;y;y;
;
y
;
y
y; y;
;y
;y ;yy;;yy;
L R
y;y;y;
;
y
y;y;y;
y
;
PUMP 1
TEST
ST/BY
PUMP
PUMP 3
ASKID
#1
ON
#2
OFF
#1
OFF
HYDR
1/1
HYDR
1/1
1/2
ON
1/2
BRAKE
AUTO
0
0
QTY PSI X 1000
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
NO. 1 RESERVOIR
y;y;y;
P1
NO. 2 RESERVOIR
P3
PRESSURE-HOLDING
VALVE
P2
ACCUMULATOR
EP
PRESSURE
SWITCH
SYSTEM
PRESSURE
TRANSMITTER
NO. 1 SYSTEM
ACCUMULATOR
PRESSURE
SWITCH
SYSTEM
PRESSURE
TRANSMITTER
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
LEGEND
SERVOACTUATOR
ELEVATOR
ARTHUR
AILERON ARTHUR Q
AIRCRAFT < 165
SLATS
OUTBOARD
SLATS
(EMERGENCY MODE)
SUPPLY FLUID
NITROGEN
THRUST
REVERSER
ELECTRICAL
FLAPS
AIRBRAKES
;y
NORMAL BRAKES
AND ANTI-SKID
EMERGENCY
BRAKES
LANDING GEAR
AND DOORS
NOSEWHEEL
STEERING
PARKING
BRAKES
CHECK VALVE
RELIEF VALVE
Revision 4
Figure 13-16.
13-15
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ON-GROUND OPERATION
AUXILIARY HYDRAULIC
SYSTEM
The auxiliary hydraulic system consists
primarily of the electrically driven standby
pump and the standby pump selector (Figure
13-11) in the rear compartment. The pump
is controlled by the ST-BY PUMP switch on
the hydraulic control and display panel.
IN-FLIGHT OPERATION
NOTE
Table 13-1.
AIRPLANE
CONFIGURATION
LIMITATIONS
Hydraulic fluid must conform to specification MIL-H-5606 or AIR 3520B.
STBY PUMP
SWITCH POSITION
CONDITION(S) REQUIRED
FOR STANDBY PUMP OPERATION
AUTO
IN FLIGHT
ON
IN FLIGHT
IN FLIGHT
GROUND TEST
In flight
On ground
13-16
AUTO/ON
Revision 1
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28 VDC
PUMP 2
L R
y;y;y;
;
y
AIRBRAKE
EXTENSION
CONTROL
y
;
y
;
;
y
;
y
y;y;y;
;
y
;
y
y; y;
;y y;
y;
;y ;yy;;yy;
y;y;y;
y
;
PUMP 1
TEST
NO. 2 RESERVOIR
FLIGHT
GROUND
DELAY
#1
ON
#2
OFF
#1
OFF
ST/BY
PUMP
HYDR
HYDR
1/1
1/1
1/2
0
0
QTY PSI X 1000
ON
1/2
BRAKE
AUTO
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
60 SEC
TIME
DELAY
y;y;y;
P1
ASKID
PUMP 3
P3
IN FLIGHT
POSITION
STANDBY PUMP
SELECTOR
EP
P2
CONTROL
RELAY
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
RUDDER
LEGEND
SERVOACTUATOR
AUXILIARY PRESSURE
AILERON ARTHUR Q
AIRCRAFT < 165
RETURN
SUPPLY FLUID
OUTBOARD
SLATS
(EMERGENCY MODE)
NITROGEN
THRUST
REVERSER
ELECTRICAL
FLAPS
AIRBRAKES
;y
EMERGENCY
BRAKES
CHECK VALVE
NOSEWHEEL
STEERING
RELIEF VALVE
Revision 4
PARKING
BRAKES
Figure 13-17.
13-17
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28 VDC
y
;
y
;
;
y
y;;y
;
y
y; ;y
;y
;y y;y;y;;yy;
y;y;y;
;
y
y;;yy;
y
;
TEST
ASKID
ON
OFF
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
L R
OFF
HYDR
1/1
HYDR
1/1
4
3
1/2
ON
1/2
BRAKE
AUTO
0
0
QTY PSI X 1000
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
NO. 1 RESERVOIR
P3
P1
GROUND TEST
POSITION
60 SEC
TIME
DELAY
P2
y;
;
y
STANDBY
PUMP
SELECTOR
EP
CONTROL
RELAY
PRESSURE
SWITCH
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
LEGEND
RUDDER
SERVOACTUATOR
AUXILIARY PRESSURE
RETURN
ELEVATOR
ARTHUR
SUPPLY FLUID
NITROGEN
SLATS
ELECTRICAL
EXTERNAL HYDRAULIC POWER
QUICK DISCONNECT
;y
NORMAL BRAKES
AND ANTI-SKID
CHECK VALVE
LANDING GEAR
AND DOORS
RELIEF VALVE
13-18
Figure 13-18.
Revision 4
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QUESTIONS
1.
2.
3.
4.
Revision 1
5.
6.
7.
13-19
FlightSafety
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8.
9.
13-20
Revision 2
FlightSafety
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CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
INTRODUCTION ................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
Landing Gear ................................................................................................................. 14-1
Brakes ............................................................................................................................ 14-2
Nosewheel Steering ....................................................................................................... 14-3
LANDING GEAR ................................................................................................................. 14-3
Main Gear ...................................................................................................................... 14-3
Nose Gear ...................................................................................................................... 14-4
Landing Gear Components ............................................................................................ 14-6
Controls, Indications, and Warnings.............................................................................. 14-9
Landing Gear Operation .............................................................................................. 14-14
Wheels and Tires ......................................................................................................... 14-18
BRAKES ............................................................................................................................. 14-18
General......................................................................................................................... 14-18
Controls and Indications.............................................................................................. 14-24
Operation ..................................................................................................................... 14-24
NOSEWHEEL STEERING ................................................................................................ 14-34
General......................................................................................................................... 14-34
Steering System ........................................................................................................... 14-34
Antishimmy System .................................................................................................... 14-35
Nose Gear Centering System....................................................................................... 14-35
Nosewheel Steering Operation .................................................................................... 14-35
Revision 2
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14-ii
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ILLUSTRATIONS
Figure
Title
Page
14-1
14-2
14-3
14-4
14-5
14-6
14-7
14-8
14-9
14-10
14-11
14-12
14-13
14-14
14-15
14-16
14-17
14-18
14-20
14-21
14-22
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14-23
14-24
14-25
14-26
14-27
14-28
14-29
14-30
14-31
14-32
14-33
TABLE
Table
14-1
14-iv
Title
Page
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CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
The Falcon 900 has a retractable tricycle landing gear consisting of two dual-wheel main
gears and a dual-wheel nose gear. The main gears retract inboard into the wing and a
well in the fuselage. The nose gear retracts forward into the fuselage. Each gear well is
enclosed by doors when the gear is retracted.
Three hydraulic braking systems (normal, emergency, and parking/emergency) actuate
brake units in all main gear wheels. Antiskid is available only with normal braking.
The nose gear is equipped with an electrohydraulic steering system that includes an antishimmy feature.
GENERAL
LANDING GEAR
Landing gear and door actuation are electrically
controlled and hydraulically actuated during
normal gear operation. An emergency hydraulic
14-1
FlightSafety
international
The system includes main gear and door actuators, a nose gear actuator and telescopic locking tube, gear and door uplock boxes, and
proximity switches.
The normal landing gear handle is used for gear
extension and retraction. Proximity switches
sequence the opening of the main gear inner
doors, extension or retraction of the gear, and
closing of the doors.
The landing gear is mechanically and hydraulically downlocked, pressure being maintained
on the gear actuators after extension. The
gears and main gear inner doors are uplocked
by gear and door uplock boxes without hydraulic assistance.
BRAKES
Normal and emergency brakes can be applied
by either pilot. Normal (No. 1) braking with
antiskid is powered by the No. 1 hydraulic
system and is differential and progressive. At
retraction, automatic braking occurs to stop
main wheel rotation.
FAIRING DOOR
LH AND RH
GEAR DOORS
FAIRING DOOR
MAIN DOORS
SHIELD DOORS
14-2
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NOSEWHEEL STEERING
Nosewheel steering, powered by the No. 2 hydraulic system, is provided by a rack-and-pinion actuator on the nose gear. A handwheel on
the left console provides electrical signals to
operate a control valve on the steering actuator. Feedback signals from a potentiometer
nulls steering signals as the selected position
is obtained.
The nosewheels are self-centering at lift-off, and
a shutoff valve closes to prevent inadvertent
n o s ew h e e l s t e e r i n g o p e r a t i o n i n f l i g h t .
Antishimmy is provided within the steering
actuator.
LANDING GEAR
MAIN GEAR
Each main gear leg (Figure 14-2) consists primarily of a shock strut barrel housing a shock
absorber (lower unit) serviced with hydraulic
fluid and nitrogen. The shock absorber mounts
the axle, wheels, and brake assemblies and is
connected to the barrel with scissor links.
Each main gear also features two flight/ground
p r o x i m i t y s w i t c h e s a n d t wo t a c h o m e t e r
generators (wheel speed transducers) for the
brake antiskid system, one driven by each
main wheel. When extended, the main gear is
downlocked by an integral lock in the gear
actuator and by constantly applied hydraulic
pressure. When retracted, the gear is uplocked
by mechanical uplock units that are
hydraulically unlocked in the normal operating mode and mechanically unlocked in the
emergency extension mode.
DOOR
UPLOCK
BOX
BRACING
CYLINDER
FAIRING
DOOR
BARREL
MAIN
DOOR
SHOCK
ABSORBER
Revision 1
14-3
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NOSE GEAR
The nose gear leg (Figure 14-5) includes an
outer shock strut barrel housing a shock absorber serviced with hydraulic fluid and nitrogen. A rotatable inner barrel is controlled
by the steering system.
The inner barrel and shock absorber are connected with scissor links. A hydraulically actuated rack-and-pinion steering actuator integral
with the inner barrel provides motion through
the scissor links for nosewheel steering.
The nose gear features two flight/ground
proximity switches and two tachometer generators, one driven by each nosewheel. When
extended, the nose gear is mechanically
downlocked by a telescopic locking tube that
14-4
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FWD
GEAR
UPLOCK
BOX
ACTUATING
CYLINDER
BARREL
FORWARD
DOORS
TELESCOPIC
LOCKING
TUBE
STEERING
ACTUATOR
UPLOCK
ROLLER
AFT DOORS
SCISSOR LINK
DOOR OPERATING
ROLLER
DOOR
PROXIMITY
SWITCHES
ROTATABLE
SHOCK
ABSORBER
Revision 3
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LANDING GEAR
COMPONENTS
Main Gear Bracing Cylinder
The main gear cylinders are secured to the
wing structure and to the main gear strut barrel. Hydraulic extension or retraction of the
cylinder piston raises or lowers the gear. The
cylinders also function as side braces with the
gear extended and contain an internal mechanism for locking the gear in the extended
position. They are equipped with two proximity switches: one controls the gear operating sequence, and the other provides gear
position indications and warnings.
Flight/Ground Detection
The flight/ground detection system senses inflight or on-ground position of the main and
nose gear shock absorbers and activates various circuits accordingly. Shock absorber position is detected by two proximity switches
on each gear.
The various functions activated or inhibited by
the detection system, and the combination of
proximity switches involved, are shown in
Table 14-1.
14-6
NOTE
The doors will not operate unless
the main and nose gears are fully uplocked or downlocked.
Revision 4.01
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;;;;;
;;;;;
;;;;;
;
;
NOSE GEAR
DOOR MECHANISM
SPRING
GEAR
UPLOCK
BOX
TELESCOPIC
LOCKING
TUBE
Revision 1
GEAR
UPLOCK
UNIT
DOOR
UPLOCK
BOX
BRACING
CYLINDER
;;
;;
DOOR
ACTUATOR
;;
;;;;
;;;;
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ROLLERS
ACTUATING
CYLINDER
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PROXIMITY
SWITCHES
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FlightSafety
14-7
FlightSafety
international
Table 14-1.
NOSE GEAR
1 (B1/A1)
2 (A1)
Combined with
Authorizes on the ground:
Normal antiskid operation
APU operation
Baggage compartment door (external) closing
Battery ventilation
Ground idle for all three engines
Standby hydraulic pump cycling with selector switch set to AUTO
Takeoff warning indication
Test of:
ADC 1 and 2
EFIS 1 and 2
FGC 1 and 2
FMS 1 and 2
Utility monitor light
Pressure refueling
Lighting of main entrance door steps (SB 900-53)
Cancels on the ground:
Automatic electrical load shedding
Cont rols on the ground:
Outflow valve opening
Inhibits on the ground:
Locking of the elevator Arthur unit auto hold locks
Standby horizon operation
Authorizes in flight:
Air-conditioning valves (cabin and cockpit) opening
Pilots Davtron clock
Standby horizon (one of the two proximity switches)
Prevents in flight:
Normal engine start
Thrust reverser deployment
Pressurization test
LEFT MAIN
2 (A1)
RIGHT MAIN
2 (B1)
Inhibits in flight:
Automatic slat extension
by the
STALL 1
STALL 2
test button
test button
Combined with
Prevents on the ground:
Displacement of the normal landing gear control handle
Ground and flight:
Provides slat relay and landing gear relay monitoring indication
Revision 3
FlightSafety
international
Main Gear
Normal gear operation is controlled by the door
proximity switches. The gear will not extend or
retract until the door actuators are fully
extended.
Nose Gear
The nose gear telescopic locking tube and uplock, in conjunction with the main gear proximity switches, control main gear door
operation. The doors will not close until all three
gears are either uplocked or downlocked.
CONTROLS, INDICATIONS,
AND WARNINGS
Controls
The normal landing gear control handle (Figure 14-7) controls a six-contact switch. Four of
the contacts control the operation of the inner
doors and extension and retraction of the gear.
The fifth contact triggers the warning voice
and the red flashing light in the gear control
handle. The sixth contact energizes the antiskid system when the gear handle is down.
A red safety catch can be applied to lock the gear
handle in the down position. The catch is thumbed
open prior to placing the handle up or down. In
aircraft 157 and subsequent the safety catch
is removed.
Inadvertent retraction on the ground is prevented by a spring-loaded locking pin that
holds the handle down. Extension of the left
main and nose shock absorbers at lift-off
automatically releases the spring-loaded
locking pin, allowing handle movement. The
locking pin can be overridden at any time by
depressing the red pushbutton above the control handle. In aircraft 157 and subsequent the
red pushbutton is removed.
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Mechanical Emergency
Extension Controls
L/G
CONTROL
LIIWW
5
LIWW
7.5
AUDIO
PANEL
EX
WARN A WARN LIGHTS A
IWBI
10
IIML
5
EXTING
1
ST BY
PUMP
IWGL
5
AUDIO
PANEL
EX
WARN B WARN LIGHTS B
FIRE - WARNING
2IWW
5
DETECT LIGHTS
1
WARN A-B
FIRE - WARNING
RIWW
7.5
LIIWW
5
IWB2
10
IWGR
5
2IWW
10
EXTING
2
DETECT
2
APU
LIDW
2.5
HYDR 1
INDIC
ICC
5
ANTISKID
HYDR
IDG
5
L/G
INDIC
RIDW
2.5
HYDR 2
INDIC
IGH
5
NOSE
WHL
NORMAL
CONTROL HANDLE
CONFIGURATION PANEL
OVERRIDE
PUSHBUTTON
AIR
BRAKE
FLAPS
UP
0
7
A/C <157
Indications
Landing Gear Position
Indicator Panel
This panel, labeled LANDING GEAR, is located on the lower portion of the configuration
panel (Figure 14-9).
The panel includes six colored lights and a
TEST pushbutton. The two red rectangular
left and right MOVING lights are controlled
by main gear door uplock mechanism
international
IGA
5
Revision 4.01
FlightSafety
SLATS
DN40
20
MOVING
LANDING GEAR
SAFETY
CATCH
TEST
FLASHING
LIGHT
LH
NOSE
RH
14-9
FlightSafety
international
MAIN GEAR
UPLOCK UNIT
(LEFT AND
RIGHT)
DOOR LOCK
(LEFT AND
RIGHT)
14-10
FlightSafety
international
NOTE
Airspeed information is provided by
both the left and right ADCs.
Figure 14-12 and 14-13 show gear position displays and gear and door movement during retraction and extension.
Warnings
Handle Light
A red light in the gear control handle normally flashes under either of the following
conditions (gear in motion):
Revision 3.01
14-11
14-12
HORN
WARNING
SILENCE
VOICE
MAIN
CONFIGURATION
PANEL
MOVING
20 FLAPS + SLATS
TEST
NOSE
RH
MOVING
40 FLAPS + SLATS
20 FLAPS + SLATS
TEST
NOSE
AIRPLANE
IN
FLIGHT
CLEAN
7 FLAPS + SLATS
LANDING GEAR
LH
IAS <160 KT
CLEAN
7 FLAPS + SLATS
LANDING GEAR
LH
FULL
POWER
RH
40 FLAPS + SLATS
THIRD PHASE
DOOR
CLOSING
LIGHT
FLASHING
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
LH
NOSE
RH
40 FLAPS + SLATS
SECOND PHASE
GEAR
RETRACTION
LIGHT
FLASHING
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
LH
NOSE
RH
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
NOSE
RH
40 FLAPS + SLATS
Revision 3
RETRACTION
AIRPLANE
ON THE
GROUND
international
LH
FIRST PHASE
DOOR
OPENING
FlightSafety
MOVING
40 FLAPS + SLATS
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LANDING GEAR
NOSE
SLAT/FLAP
CONTROL
LANDING GEAR
NOSE
MAIN
EXTENSION
HORN
WARNING
SILENCE
VOICE
CONFIGURATION
PANEL
MOVING
20 FLAPS + SLATS
TEST
LH
NOSE
REDUCED
POWER
IAS <160 KT
CLEAN
7 FLAPS + SLATS
LANDING GEAR
NORMAL GEAR
EXTENSION
CONTROL
SLAT/FLAP
CONTROL
RH
40 FLAPS + SLATS
AIRPLANE
IN
FLIGHT
FLASHING
LIGHT
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
LH
NOSE
RH
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
40 FLAPS + SLATS
LH
NOSE
RH
MOVING
40 FLAPS + SLATS
20 FLAPS + SLATS
TEST
NOSE
RH
40 FLAPS + SLATS
CLEAN
7 FLAPS + SLATS
20 FLAPS + SLATS
TEST
RH
40 FLAPS + SLATS
14-13
AIRPLANE
ON THE
GROUND
international
NOSE
THIRD PHASE
DOOR
CLOSING
FlightSafety
MOVING
LANDING GEAR
LH
SECOND PHASE
GEAR
EXTENSION
CLEAN
7 FLAPS + SLATS
LANDING GEAR
LH
FIRST PHASE
DOOR
OPENING
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Revision 3.01
BEFORE GEAR
EXTENSION
FlightSafety
international
NOTE
During gear retraction, the brakes
are automatically applied to stop
wheel rotation prior to retraction into
the wheel well.
Revision 3
FlightSafety
FlightSafety
international
international
HYDRAULIC UNIT
DOOR ELECTRIC
SELECTOR VALVE
LANDING GEAR
ELECTRIC
SELECTOR VALVE
RETRACTION
EXTENSION
OPENING
CLOSING
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
G
E
A
R
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N
L
O
C
K
P
U
S
H
P
U
L
L
STOWED
AUTOMATIC
WHEEL
BRAKING
GEAR
UPLOCK
BOX
GEAR
UPLOCK
BOX
GEAR
UPLOCK
UNIT
LEFT MAIN
NOSE GEAR
ACTUATOR
RETRACTION
TELESCOPIC
LOCKING
TUBE
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OPENING
DOOR
UPLOCK
BOX
RETRACTION
LEGEND
NO. 1 SYSTEM PRESSURE
GEAR RETRACT
DOOR OPEN
RETURN
MECHANICAL
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ACTUATOR
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MAIN GEAR
BRACING
CYLINDER
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MAIN GEAR
BRACING
CYLINDER
RETRACTION
RETRACTION
DOOR
ACTUATOR
RESTRICTOR
SHUTTLE VALVE
NOSE
DOOR
UPLOCK
BOX
OPENING
RIGHT MAIN
Revision 3
14-15
FlightSafety
FlightSafety
international
international
HYDRAULIC UNIT
RETRACTION
G
E
A
R
DOOR ELECTRIC
SELECTOR VALVE
LANDING GEAR
ELECTRIC
SELECTOR VALVE
EXTENSION
OPENING
U
N
L
O
C
K
P
U
S
H
CLOSING
P
U
L
L
STOWED
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
GEAR
UPLOCK
BOX
GEAR
UPLOCK
BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
BRACING
CYLINDER
EXTENSION
LEGEND
MAIN GEAR
BRACING
CYLINDER
EXTENSION
EXTENSION
NOSE GEAR
ACTUATOR
DOOR
ACTUATOR
EXTENSION
RETURN
TELESCOPIC
LOCKING
TUBE
MECHANICAL
RESTRICTOR
DOOR
ACTUATOR
SHUTTLE VALVE
DOOR
UPLOCK
BOX
OPENING
DOOR
UPLOCK
BOX
OPENING
LEFT MAIN
NOSE
RIGHT MAIN
14-16
Revision 2
FlightSafety
international
5. At full extension, the gears mechanically lock down. The green NOSE, LH,
and RH lights come on. At the same time,
the nose gear is locked down, both forward doors are fully open, and the center MOVING light goes out. The gear
extension solenoid remains energized,
maintaining pressure on the main gear
bracing cylinders and nose gear actuator.
6. The flashing red light in the control
handle extinguishes, indicating that all
three gears are locked down.
7. The door solenoid in the electric selector valve energizes, directing pressure to close the main gear doors. When
the doors are fully locked closed, the
left and right MOVING lights go out.
8. Pressure to the door actuators is relieved to return.
At touchdown, compression of the left main
and nose gear shock absorbers deenergizes
the locking pin solenoid, allowing the locking
pin to engage the control handle lock in the
down position.
Hydraulic Emergency
Extension
The emergency extension system is to be used
when extension in the normal mode is unsuccessful. The control handle should be placed
in the down position (the red handle light will
be flashing). The warning voice will be heard
if airspeed is below 160 knots and any one of
the power levers is at a reduced power setting.
Pulling the GEAR PULL handle out results in
the following:
1. Electrical power to the landing gear
control circuit is interrupted.
2. The gear selector valve is positioned to
direct pressure from the No. 1 hydraulic
system through two shuttle valves
(Figure 14-16).
3. Pressure is applied to the gear and door
uplock units and to the main gear door
Revision 2
Mechanical Unlocking
Extension
The mechanical unlocking extension (freefall)
system is used if all other extension methods
fail. No electrical or hydraulic power is required. The normal gear control handle should
be in the down position (red handle light flashing). The warning voice will be heard if airspeed is below 160 knots and any power lever
is at a reduced power setting (if electrical
power is available).
To activate the system:
1. Pull the GEAR PULL handle. This
positions the gear selector valve to direct fluid to return.
2. With airspeed not less than 160 knots,
successively pull the left and right main
gear unlocking handles (Figure 14-8).
This mechanically opens the uplocks on
both main gear doors and unlocks both
main gears (the left and right MOVING
lights come on).
3. Pull the nose gear unlocking handle.
This mechanically unlocks the nose gear
(the center MOVING light comes on).
4. The gear extends and downlocks under
the force of gravity. Airload aids nose
gear extension.
14-17
FlightSafety
international
Tires
The type of tire used on the airplane is Michelin AIR X radial. Main gear tires are 29 x 7.7
x 15-inch; the nose gear utilizes 17.5 x 5.75
x 8-inch tires. Installation of radial tires on one
main gear and conventional tires on the other
main gear is forbidden.
Tire inflation is shown in Figure 14-20.
Flat spots that reach the metal reinforcing ply or obliterate the tread groove
Nylon rings visible through cracks at
the bottom of the thread groove
BRAKES
GENERAL
The airplane has three modes of braking, as described below. The term differential braking means that the brakes on either main gear
can be applied independently of the other main
gear. The terms progressive and modulating relate to increasing braking action as the
braking controls are actuated.
Normal Braking
The normal (No. 1) braking system is differential and progressive, with antiskid protection.
Brake application is initiated by either pilot
actuating the tips of the rudder pedals (brake
pedals). Pressure is supplied by the No. 1 hydraulic system.
Emergency Braking
Emergency (No. 2) braking, powered by the
No. 2 hydraulic system, is also differential
and progressive but does not feature antiskid
protection. This mode of braking is initiated
with the brake pedals by either pilot, the same
as for normal braking.
14-18
Emergency/Parking Brakes
This braking mode is powered by the No. 2 hydraulic system or by a brake accumulator. A
handle on the forward instrument panel initiates emergency braking or sets the parking
brakes, depending on how far it is pulled out.
Braking is progressive but is not differential.
Antiskid protection is not available.
Revision 3
FlightSafety
FlightSafety
international
international
HYDRAULIC UNIT
G
E
A
R
DOOR ELECTRIC
SELECTOR VALVE
LANDING GEAR
ELECTRIC
SELECTOR VALVE
U
N
L
O
C
K
P
U
S
H
P
U
L
L
HANDLE LIGHT
FLASHING
PULLED
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
GEAR
UPLOCK
BOX
GEAR
UPLOCK
BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
BRACING
CYLINDER
EXTENSION
LEGEND
MAIN GEAR
BRACING
CYLINDER
EXTENSION
EXTENSION
NOSE GEAR
ACTUATOR
RETURN
MECHANICAL
DOOR
ACTUATOR
RESTRICTOR
EXTENSION
TELESCOPIC
LOCKING
TUBE
SHUTTLE VALVE
OPENING
DOOR
UPLOCK
BOX
LEFT MAIN
DOOR
ACTUATOR
DOOR
UPLOCK
BOX
OPENING
NOSE
RIGHT MAIN
Revision 3
14-19
14-20
NOSE
LANDING GEAR
MAIN
P
U
L
L
P
U
S
H
U
N
L
O
C
K
G
E
A
R
HORN WARNING
SILENCE
VOICE
FLASHING
FLASHING
TEST
TEST
TEST
LH
LH
LH
MOVING
NOSE
LANDING GEAR
MOVING
NOSE
LANDING GEAR
MOVING
NOSE
LANDING GEAR
RH
RH
RH
40
*
40 FLAPS + SLATS
20 FLAPS + SLATS
7 FLAPS + SLATS
CLEAN
40
*
40 FLAPS + SLATS
20 FLAPS + SLATS
7 FLAPS + SLATS
CLEAN
40
*
40 FLAPS + SLATS
20 FLAPS + SLATS
7 FLAPS + SLATS
CLEAN
SLAT/FLAP
CONTROL
CONFIGURATION
PANEL
REDUCED
POWER
NOSE GEAR
EMERGENCY
CONTROL
FlightSafety
international
FlightSafety
international
HUB PROTECTION
COVER
(TRANSPORTATION)
BEARING
INFLATING VALVE
NOSEWHEEL
DRIVING TENONS
INFLATING VALVE
HUB PROTECTION
COVER
(TRANSPORTATION)
FUSE
SCREW
BEARING
THERMAL
SHIELD
SEAL
FUSE SCREW
MAIN WHEEL
FlightSafety
international
Revision 3
14-21
FlightSafety
international
TIRES
AIRPLANE ON JACKS
AIRPLANE ON WHEELS
MAIN GEAR
MTOW- 45,500 LB
MAIN GEAR
MTOW- 46,500 LB
NOSE GEAR
BAR (PSI)
NOSE GEAR
INFLATING PRESSURE
11.2 BAR
10.9 BAR (162 PSI)
(158
PSI)
10.55 BAR
10.2 BAR (153 PSI)
(148 PSI)
10.8 BAR
10.5 BAR (157 PSI)
10.15 BAR (152 PSI)
9.8 BAR (147 PSI)
(142 PSI)
10 C
(50 F)
BAR (PSI)
20 C
(68 F)
30 C
40 C
50 C
(86 F) (104 F) (122 F)
MAIN GEAR
INFLATING PRESSURE
14.7 BAR
(213.2 PSI)
14.25 BAR
(206.5 PSI)
13.8 BAR
(200 PSI)
13.3 BAR
14.11 BAR
(193 PSI)
13.7 BAR(204.5 PSI)
(198.7 PSI)
13.24 BAR
12.8 BAR (192 PSI)
(185.5 PSI)
EQUIPMENT:
PRESSURE GAGE
ADJUSTABLE NITROGEN SOURCE
LEAK DETECTION SOLUTION, MIL-L-25567
PROCEDURE:
1. CONNECT THE WHEEL INFLATING VALVE
TO AN ADJUSTABLE NITROGEN
PRESSURE SOURCE.
2. GRADUALLY INFLATE THE TIRE TO THE
APPLICABLE PRESSURE (SEE TABLE ABOVE).
3. CHECK INFLATING VALVE AND TIRE FOR
LEAKAGE.
4. INSTALL THE VALVE CAP.
10 C
(50 F)
20 C
(68 F)
30 C
40 C
50 C
(86 F) (104 F) (122 F)
AIRPLANE
ON WHEELS
AIRPLANE
ON JACKS
AMBIENT
TEMPERATURE
AIRPLANE
ON WHEELS
AIRPLANE
ON JACKS
AMBIENT
TEMPERATURE
NOTE:
INFLATE THE TIRES TO THE VALUES GIVEN IN THE ABOVE
TABLE, EXCEPT IF THE TEMPERATURE AT THE ARRIVAL BASE
IS EXPECTED TO BE 25C (45F) OR MORE COLDER THAN THE
TEMPERATURE AT THE DEPARTURE BASE, IN WHICH CASE
THE INFLATING PRESSURE SHOULD BE INCREASED BY 3.7%
FOR EACH 10C (18F) OF DIFFERENCE.
14-22
Revision 3
FlightSafety
international
Brake Units
Each main gear wheel incorporates a composite carbon brake unit (Figure 14-21) consisting of a hydraulic unit with two sets of five
pistons, each set pressurized by a different
system, and a set of carbon discs.
BACKING
PLATE
HOT
SECTION
Revision 3
14-23
FlightSafety
international
Indications
Controls
The normal braking indicating system, dependent on gear handle down position for operation, is powered by 28 VDC from bus A2
through the ANTI SKID circuit breaker on
the overhead panel.
Brake Pedals
The pilots and copilots brake pedals, springloaded to neutral, are mechanically interconnected by flexible control cables. Depressing
either set of pedals actuates the normal and
emergency brake control valves. Since either left
pedal controls the brakes on the left main gear
and the right pedals control braking on the right
main gear, braking is differential.
OPERATION
Normal Braking
Normal braking is initiated by either pilot by depressing the brake pedals. With the BRAKE selector switch in the #1 ON position, the normal
selector valve is deenergized. No. 1 hydraulic
system pressure is applied to the normal/emergency brake control valve (Figure 14-23).
The normal/emergency brake control valve is
dual-chambered (normal and emergency), each
chamber containing two separate slide valves.
One of the slides is mechanically actuated by
either left brake pedal; the other slide is actuated by either right brake pedal. Depressing a
brake pedal moves the appropriate slide valve
to meter braking pressure in direct proportion to pedal force (progressive braking).
Revision 3
FlightSafety
international
PARK
PUSH
CK
BRAK
UNLO
PARKING BRAKE
HANDLE
BRIGHT
DIM
#2 P BK
WARNING PANEL
PILOTS
PEDALS
TEST
COPILOTS
PEDALS
PUMP 1
L R
PUMP 3
ASKID
#1
ON
#2
OFF
#1
OFF
HYDR
1/
4
4
3
1/
2
2
1
BRAKE
0
WTY PSIx1000
HYDRAULIC PANEL
Revision 3
14-25
FlightSafety
international
Antiskid
The antiskid system prevents locking of the
main gear wheels during heavy braking by
modulating the pressure at the brake units.
The system is operative only with the BRAKE
selector switch in the #1 ON position and the
normal gear control handle down.
The system includes an electronic control box,
an antiskid servo valve for each main gear, and
six tachometer generators. Four of the tachometers are driven by the main gear wheels and
provide wheel speed signals to the control
box. Two tachometer generators driven by the
nosewheels provide airplane rolling speed information. A typical tachometer generator is
shown in Figure 14-25.
The control box receives the following inputs:
The reference speed
Main gear shock absorber position (compressed or extended)
Airplane rolling speed
14-26
TACHOMETER GENERATOR
(WHEEL-DRIVEN)
Revision 3
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ASKID
#2
#1
ON
OFF
1/
4
/2
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#1
OFF
BRAKE
PILOTS PEDALS
COPILOTS PEDALS
H
PUS
BRA
KE
CK
K
PAR
FLEXIBLE CABLES
GEAR
EXTENDED
O
UNL
#2 P BK
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NORMAL CONTROL
HANDLE
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HYDRAULIC
PANEL
PARKING BRAKE
ACCUMULATOR
PARKING BRAKE
SELECTOR VALVE
NORMAL/EMERGENCY
BRAKE CONTROL
VALVE
AUTOMATIC
BRAKING
EMERGENCY
SELECTOR VALVE
ANTISKID
ELECTRONIC
CONTROL
BOX
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SYSTEM
#2 P BK
NORMAL
CHAMBER
SHUTTLE
VALVE
LEGEND
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WHEEL
TACHOMETER
GENERATOR
TEST
PUMP 3
#1
ON
WHEEL
TACHOMETER
GENERATOR
PUMP 1
L R
ASKID
BRAKES
#2 P BK
EMERGENCY
CHAMBER
ANTISKID
SERVOVALVES
NOSEWHEEL
TACHOMETERS
NO. 2
SYSTEM
HYDR
1/
HYDRAULIC PANEL
BRAKES
Revision 3
14-27
14-28
PILOT BRAKE
PEDALS
ACCUMULATOR
COPILOT BRAKE
PEDALS
#2 P BK
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FLEXIBLE CABLES
EMERGENCY PRESSURE
RETURN
GROUND
ST BY
PUMP
ANTISKID
+28 VDC
BUS A2
#1 ON
GEAR
NORMAL CONTROL
(2GA)
GEAR DOWN
NO. 1
SYSTEM
BRAKE
NORMAL/
EMERGENCY
SELECTOR
VALVE
ANTISKID
ELECTRONIC
CONTROL BOX
SOL
DOUBLE
BRAKING
PC BOARD
ANTISKID
SERVO VALVE
ANTISKID
SERVO VALVE
#2 P. BK
#2 P. BK
TACHOMETER
GENERATORS
TACHOMETER
GENERATORS
Revision 2
BRAKES
BRAKES
international
NOSEWHEEL
TACHOMETER
GENERATORS
FlightSafety
NO. 1 OR
NO. 3 ENGINE
FULL POWER
#2 OFF
#1 OFF
CONTROL PRESSURE
NORMAL
SELECTOR
VALVE
ELECTRICAL
+28 VDC
BUS A1
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BRAKE
DISTRIBUTOR
NORMAL PRESSURE
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LEGEND
NO. 2
SYSTEM
EMERGENCY
SELECTOR VALVE
FlightSafety
international
System Testing
Antiskid system testing can be accomplished on
the ground or in flight. In either case, the
BRAKE selector switch must be in the #1 ON
position.
Ground Test
With No. 1 hydraulic system pressure available, perform the following:
1. Set the parking brakes.
2. Depress the brake pedals, and observe
the green L and R lights on the hydraulic panel illuminate to indicate
pressure application to the brakes
(Figure 14-22).
3. Depress the TEST pushbutton on the hydraulic panel for 1.5 seconds while
maintaining the brake pedals depressed.
The lights go out (Figure 14-26).
4. Release the TEST button. After 2.5
seconds, the lights come on to indicate
correct system operation.
In-Flight Test
1. With the normal gear handle down,
depress the brake pedals. The L and R
lights remain out (Figure 14-22).
2. Depress the TEST button (0.5 second)
while maintaining the pedals depressed. The lights come on after 0.8
second (Figure 14-26).
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IN-FLIGHT TEST
LIGHTS
GROUND TEST
LIGHTS
ACTION
DEPRESS BRAKE PEDALS
FOR DURATION OF TEST
DEPRESS TEST
BUTTON FOR
0.5 SECOND
DEPRESS TEST
BUTTON FOR
1.5 SECONDS
LIGHTS OFF
ALMOST IMMEDIATELY
AFTER A DELAY
OF 0.8 SECOND
LIGHTS ON FOR
1 TO 2 SECONDS
THEN OFF
LIGHTS ON
AFTER 2.5 SECONDS
14-30
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Emergency Braking
With the No. 2 hydraulic system pressurized,
emergency braking without antiskid is available when the brake selector switch is in the
#2 OFF position.
Selection of the #2 OFF position of the
BRAKE selector switch completes circuitry to
energize the emergency brake control valve to
the open position and the normal brake control valve to the closed position (Figure 14-27).
This directs No. 2 system pressure or parking
brake accumulator pressure to the emergency
chamber of the normal/emergency brake control valve.
Depression of either set of brake pedals moves
the slide valves to meter emergency braking
pressure in direct proportion to applied pedal
force (progressive braking). Braking pressure
passes through shuttle valves and is applied to
a second set of pistons in the brake units, bypassing the antiskid servo valves. Metered pressure to the brakes is 1,100 to 1,203 psi (76 to
85 bars) for aircraft SNs 2 to 74 (except those
with SB F900-42 incorporated) or 1,000 to
1,100 psi (69 to 76 bars) for aircraft SNs 75 and
subsequent. Indication of pressure being applied
to the brakes is provided by illumination of the
#2 P BK light when pressure exceeds 261 psi.
WARNING
Antiskid is not active in this braking
mode. Exercise care to prevent tire
blowout due to locked wheels.
Emergency/Parking Brakes
The emergency/parking brakes are applied
with the PARK BRAKE handle (Figure 14-22).
The system can be used with the BRAKE selector switch in any position. Pressure is from
the No. 2 hydraulic system or an accumulator
isolated by a check valve.
Pulling the PARK BRAKE handle mechanically actuates the parking brake selector valve
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ON
#2
OFF
#1
/4
1/
2
;;;
#1
OFF
BRAKE
NO. 1
SYSTEM
#2 P BK
COPILOTS PEDALS
PARK
FLEXIBLE CABLES
GEAR
EXTENDED
+
CK
UNLO
PUSH
BRAK
#2 P BK
PARKING BRAKE
ACCUMULATOR
PARKING BRAKE
SELECTOR VALVE
NORMAL/EMERGENCY
BRAKE CONTROL
VALVE
AUTOMATIC
BRAKING
;;;;;;
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ANTISKID
ELECTRONIC
CONTROL
BOX
;;;;
PILOTS PEDALS
;;;;;
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ASKID
NORMAL CONTROL
HANDLE
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HYDRAULIC
PANEL
NORMAL
CHAMBER
NO. 2
SYSTEM
#2 P BK
EMERGENCY
CHAMBER
;
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SHUTTLE
VALVE
;
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TEST
LEGEND
NO. 1 SYSTEM PRESSURE
NO. 2 SYSTEM PRESSURE
EMERGENCY BRAKING PRESSURE
RETURN
NITROGEN
ELECTRICAL
GROUND
CHECK VALVE
PUMP 1
L R
RELIEF VALVE
PUMP 3
ASKID
#1
ON
HYDR
1/
4
HYDRAULIC PANEL
14-32
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ON
#2
OFF
#1
1/
;;;
#1
1/
OFF
BRAKE
NO. 1
SYSTEM
#2 P BK
COPILOTS PEDALS
GEAR
EXTENDED
+
PARK
FLEXIBLE CABLES
CK
PUSH
BRAK
UNLO
#2 P BK
PARKING BRAKE
SELECTOR VALVE
PARKING BRAKE
ACCUMULATOR
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ANTISKID
ELECTRONIC
CONTROL
BOX
;;;;
PILOTS PEDALS
;;;;;
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ASKID
EMERGENCY/PARKING
BRAKE HANDLE
NORMAL CONTROL
HANDLE
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HYDRAULIC
PANEL
NO. 2
SYSTEM
#2 P BK
SHUTTLE
VALVE
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TEST
LEGEND
NO. 2 SYSTEM PRESSURE OR
ACCUMULATOR PRESSURE
EMERGENCY/PARKING
BRAKE PRESSURE
RETURN
ELECTRICAL
GROUND
CHECK VALVE
RELIEF VALVE
PUMP 1
L R
PUMP 3
ASKID
#1
ON
HYDR
1/
4
HYDRAULIC PANEL
Revision 3.01
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prior to checking the nitrogen charge. The accumulator precharge should be approximately
1,000 psi (70 bars).
NOSEWHEEL STEERING
GENERAL
The hydraulically powered, electrically controlled nosewheel steering system provides
for deflection of the nosewheels up to 60
either side of center for steering during takeoff, taxiing, and landing. Electrohydraulic
inputs to the system must be manually
initiated; however, antishimmy and nose gear
centering occur automatically.
STEERING SYSTEM
The steering system includes a handwheel,
slaving unit containing a torque motor-actuated
control valve, rack-and-pinion steering actuator, spring accumulator, and valves controlling
pressure to the steering actuator. Also included
in the system are a solenoid-operated selector
valve, a slide valve selector, a feedback potentiometer, and an electronic control box. Power
for the electric control box is from bus B2
through the NOSE WHL circuit breaker.
The steering actuator (Figure 14-30) is integral with the barrel of the nose gear strut.
Hydraulic pressure applied to either end of
the actuator piston moves the rack-and-pinion
assembly to transmit motion through the scissors for steering.
A solenoid-operated selector valve is electrically opened to direct pressure to the steering
assembly when the handwheel is depressed
and rotated and is spring-loaded closed to prevent steering when the handwheel is released.
Figure 14-30. Steering Actuator
14-34
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NOSEWHEEL STEERING
OPERATION
Nosewheel steering is initiated with the handwheel (Figure 14-31), which can be rotated
120 in either direction. At 0 to 60 of handwheel rotation, the nosewheels are steered 0 to
8 from center. At 60 to 120 of handwheel
movement, the nosewheels are steered 8 to 60.
The handwheel is locked until it is depressed.
This energizes the steering selector valve open
to direct pressure to the slide valve selector
(Figure 14-32).
If the airplane is on the ground, the slide valve
selector has been mechanically positioned
open to direct pressure to the slaving unit.
LEFT CONSOLE
ANTISHIMMY SYSTEM
With hydraulic power not supplied to the steering system, nosewheel shimmy is dampened
by the antishimmy system consisting of the
steering actuator, two restrictor valves, and a
spring accumulator. Damping occurs when
movement of fluid from one chamber of the
steering actuator to the other chamber is forced
through the restrictors.
NOSE GEAR
CENTERING SYSTEM
The nose gear centering system consists of
two cams within the nose gear shock absorber.
The lower cam is attached to the barrel of the
strut; the upper cam is attached to the rotatable shock absorber. With the shock absorber
compressed on the ground, the cams are disengaged, allowing powered steering. As the
shock absorber extends at lift-off, the cams engage, centering the gear for retraction.
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ELECTRONIC
CONTROL BOX
PROXIMITY
SWITCHES
5A
BUS
B2
IN
FLIGHT
;;;; ;
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ACCUMULATORPRESSURE
RELIEF VALVE
BASE
PLATE
;
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RIGHT 60 LEFT
HANDWHEEL
UNLOCKED
ANTISHIMMY
VALVE
FEEDBACK
POTENTIOMETER
LEGEND
SELECTOR VALVE
SPOOL
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HANDWHEEL
LOCKED
GEAR
EXTENDED
;;;
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ROTATED:
WHEEL
DEFLECTION
CONTROL
GEAR
RETRACTED
;;
CONTROL BOX
WITH HANDWHEEL
SLIDE VALVE
SELECTOR
SLIDE VALVE
SELECTOR
;;
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DEPRESSED:
UNLOCKING
ENERGIZATION
OF STEERING
SYSTEM
;
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SLAVING
UNIT
TORQUE
MOTOR
IN
FLIGHT
LEFT
RIGHT
ANTISHIMMY
VALVE
FRONT
RACK-AND-PINION
STEERING CYLINDER
14-36
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LIMITATIONS
TIRES
BRAKES
The brake kinetic energy limit is 10,508,947
foot-pounds (14.25 KJ) per brake.
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QUESTIONS
1. Normal landing gear and door operation is:
A. Hydraulically controlled
B. Electrically controlled
C. Hydraulically actuated
D. Electrically controlled and hydraulically actuated
2. The nose gear telescopic locking tube:
A. Is hydraulically locked with the
gear extended and mechanically
released for retraction
B. Mechanically locks the nose gear
down and is hydraulically
released
C. B and D
D. Functions as a drag brace
3. Antiskid braking is available:
A. Only with the normal braking
system
B. With the normal and emergency
braking systems
C. With the normal, emergency, and
parking brake systems
D. With any braking mode, provided
the ASKID switch is on
4. When extended, the main gears are
locked down by:
A. Manually installed downlock pins
B. Locking mechanisms integral with
the main gear bracing cylinders
and hydraulic pressure
C. Downlock mechanisms that are
separate from the main gear bracing
cylinder
D. Constantly applied hydraulic
pressure
14-38
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CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-3
General........................................................................................................................... 15-3
Ailerons ......................................................................................................................... 15-5
Rudder ........................................................................................................................... 15-9
Elevator........................................................................................................................ 15-12
Horizontal Stabilizer.................................................................................................... 15-14
SECONDARY FLIGHT CONTROLS................................................................................ 15-17
General ........................................................................................................................ 15-17
Trailing-Edge Flaps ..................................................................................................... 15-17
Leading-Edge Slats...................................................................................................... 15-20
Airbrakes ..................................................................................................................... 15-29
LIMITATIONS.................................................................................................................... 15-33
Secondary Flight Controls........................................................................................... 15-33
Airbrakes ..................................................................................................................... 15-33
QUESTIONS ...................................................................................................................... 15-34
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ILLUSTRATIONS
Figure
Title
Page
15-1
15-2
15-3
15-4
15-5
15-6
15-7
15-8
15-9
15-10
15-11
15-12
15-13
15-14
15-15
15-16
15-17
15-18
15-19
15-20
15-21
15-22
15-23
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15-24
15-25
15-26
15-27
15-28
15-29
15-30
15-31
TABLE
Table
15-1
15-iv
Title
Page
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CHAPTER 15
FLIGHT CONTROLS
20
20
10
10
G
S
10
20
INTRODUCTION
The primary flight controls on the Falcon 900 airplane are hydraulically boosted but can
be manually actuated in the event both hydraulic systems fail.
Aileron and rudder trim is hydraulic, initiated by electric motors. Hydraulic gust damping is provided but is not dependent on hydraulic pump pressure. A hydraulically actuated, autopilot servo-controlled yaw damper prevents yaw oscillations. Horizontal
stabilizer trim is provided electrically.
The secondary flight controls consist of trailing-edge flaps, leading-edge slats, and airbrakes. They are electrically controlled and hydraulically actuated.
GENERAL
The flight attitude of the airplane is controlled
with conventional primary flight controls: two
ailerons for roll, two elevators functioning as
a single unit and a movable horizontal stabilizer for pitch, and a rudder for yaw.
Secondary flight controls consist of four leading-edge slats and four trailing-edge flaps
for high lift and six airbrakes for aerodynamic braking.
15-1
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box on the center pedestal. Electrical trim actuators reposition the applicable servoactuators, moving the entire control surface to
provide aileron and rudder trim. There are no
trim tabs on the airplane.
Horizontal stabilizer (tailplane) trim is controlled by dual-rocker switches on the control
wheels or by an emergency trim control on the
trim control box. The stabilizer is repositioned
by two 28-VDC motors (normal and emergency) to provide pitch trim.
The electrically controlled leading-edge slats
can be actuated by the No. 1 or No. 2 hydraulic
system, the airbrakes and trailing-edge flaps
by the No. 2 system. Trailing-edge flaps and
leading-edge slats are selected simultaneously.
RUDDER
AILERON
ELEVATOR
HORIZONTAL
STABILIZER
FLAPS
LEADING-EDGE
SLATS
AIRBRAKES
Figure 15-1.
15-2
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PRIMARY FLIGHT
CONTROLS
GENERAL
Servoactuators
Hydraulic servoactuators in each primary control axis position primary flight control surfaces in response to control inputs. Figure
15-1 shows both primary and secondary control surfaces.
The servoactuators (Figure 15-2) consist of two
independent barrel and piston assemblies operating in unison. One barrel is powered by the
No. 1 hydraulic system, the other barrel by the
No. 2 system.
Each servoactuator incorporates the following:
A piston dividing the barrel into two
chambers. The piston rods are connected
to the airframe.
A slide valve equipped with neutral return springs and end-of-travel stops
NOTE:
SINCE BOTH BARRELS ARE IDENTICAL,
ONLY ONE IS SHOWN.
PRESSURE RETURN
BYPASS
VALVE
FILTER
BARREL
CHECK
VALVE
HEATING
ORIFICE
RETURN
SPRINGS
INPUT ARM
FIXED POINT
PISTON
SLIDE
VALVE
OUTPUT ROD
AILERON SERVOACTUATOR
TO CONTROL
SURFACE
AUXILIARY ARM
TO AUXILIARY AFU
TO AIRFRAME
INPUT ARM
Figure 15-2.
Revision 3
CALIBRATED
RESTRICTOR
ORIFICE
ANTIFLUTTER AND
ANTIGUST SYSTEM
(CALIBRATED VALVE)
15-3
15-4
COPILOTS CONTROL
WHEEL
PILOTS CONTROL
WHEEL
AUXILIARY
AFU
AILERON
EMERGENCY
ACTUATOR
SERVOACTUATOR
;;
AILERON
TRIM ACTUATOR
AFU
2520'
2450'
AUTOPILOT
SERVOMOTOR
AILERON
VARIABLE
BELLCRANK
(ARTHUR Q UNIT)
Revision 4
Figure 15-3.
international
AUTOPILOT
QUADRANT
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PRESSURE
SEAL BOX
AUXILIARY ARM
(TO AUXILIARY AFU)
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Auxiliary AFU
A spring-loaded auxiliary AFU is connected
to the airframe and to the auxiliary arm of
each servoactuator (Figure 15-2). If control
input linkage fails, these AFUs provide a centering force to the servoactuator slide valves.
AILERONS
General
Aileron deflection is initiated by moving the
pilots or copilots control wheel. Control inputs are through a rigid linkage composed of
fixed and adjustable push-pull rods hinged on
bellcranks. The linkage is routed along the
right side of the fuselage, where it is separated
into left and right paths (Figure 15-3).
NOTE
If the left servoactuator is unable to
move, the emergency unit will operate the right servoactuator in the
opposite direction of control switch
movement through the control pushpull rods.
Aileron Operation
Movement of the input arm positions slide
valves in the servoactuator (as during normal
operation), causing the barrels to move and
reposition the aileron. As the desired position is reached, the slide valves return to neutral, and aileron movement stops.
An auxiliary arm on the servoactuator is connected to an airframe-mounted auxiliary
Revision 3
Figure 15-4.
Aileron Emergency
Actuator Buttons and
AILERON Trim Switch
15-5
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Aileron Trim
Aileron trim is electrically controlled and hydraulically actuated. The trim actuator (Figure
15-3) is electrically driven and is controlled
by the AILERON dual-rocker switch on the
pedestal (Figure 15-4). Both halves of the
switch must be depressed simultaneously to
complete circuitry for trim actuation. If trim
occurs with one switch depressed, a malfunction exists.
Revision 4
Revision 3
STANDBY
PITOT
STATIC
STANDBY
PITOT
STATIC
POTENTIOMETER
NOTE:
POWERED BY
NO. 2 HYDRAULIC SYSTEM
INPUT FROM
COCKPIT CONTROL
WHEELS
MAIN AFU
PIVOT
POINT
AILERON
TRIM
ACTUATOR
Figure 15-5.
Arthur Q Unit
international
15-7
FlightSafety
ARTHUR
Q UNIT
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FALCON 900 PILOT TRAINING MANUAL
Q;Q;
STANDBY PITOTSTATIC SYSTEM
NO. 2
HYDRAULIC
SYSTEM
ARTHUR
Q UNIT
TRIM
CONTROL
BOX
+2520'
HYD 2
2450'
SERVO-
;
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POSITION
INDICATOR
RIGHT
AILERON
AUXILIARY
AFU
ADC 1
ACTUATOR
HYD 1
EMERGENCY
ACTUATOR
7
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HYD 2
SERVO-
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ADC 2 FOR
EMERGENCY MODE
MAIN
AFU
TRIM
1230'
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CONNECTING
ROD
ACTUATOR
AUTO-PILOT
HYD 1
AUXILIARY
AFU
TRIM CONTROL
BOX
+2520'
2450'
LEFT
AILERON
WARNING
PANEL
RIGHT
AILERON +25 20'
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TRIM POSITION
INDICATOR
(2DQ)
MAIN
AFU
24 50'
SERVO
ACTUATOR
HYD 1
TRIM
12 30'
AUXILIARY
AFU
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SERVOMOTOR
EMERGENCY
ACTUATOR
7
AUTO-PILOT
WARNING PANEL
TRIM
POSITION
INDICATOR
CONNECTING
ROD
TRIM
CONTROL
BOX
AUXILIARY
AFU
HYD 2
SERVO
ACTUATOR
HYD 1
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TRIM
CONTROL
BOX
ARTHUR
Q UNIT
HYD 2
+25 20'
24 50'
LEFT
AILERON
WARNING
PANEL
Figure 15-6.
15-8
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NOTE
Runaway aileron trim can be stopped
by applying opposite trim and then
disengaging the control circuit
breaker. Trim will remain inoperative.
Movement of the AILERON trim switch applies 28 VDC to the trim actuator. Linear motion from the actuator displaces the input arm
on the servoactuator, thus hydraulically repositioning the ailerons. Maximum trim deflection of the aileron is 12 30. Maximum aileron
trim is indicated by a reading of 50 on the
trim indicator.
Aileron position is shown on the AIL position
indicator on the instrument panel. Do not attempt aileron trim when hydraulic pressure is
not available.
A block diagram of the aileron control system is
shown in Figure 15-6. The AIL position indicator is shown in Figure 15-7, the AILERON
trim switch in Figure 15-4.
RUDDER
Figure 15-7.
General
Positioning of the rudder is initiated by moving the pilots or copilots rudder pedals. Control
is through a rigid linkage composed of fixed and
adjustable push-pull rods hinged on bellcranks.
The linkage is routed along the right side of the
fuselage, leaving the pressurized section
through a pressure sealing box (Figure 15-8).
From that point, it is routed through the vertical stabilizer to the servoactuator.
Rudder Operation
One side of the servoactuator is controlled directly by linkage from the rudder pedals; the
other side of the actuator is connected to the
auxiliary AFU (Figure 15-8).
Actuation of either set of rudder pedals
mechanically positions the input arm on the
servoactuator through a yaw damper unit.
Input arm movement positions slide valves in
Revision 3
Aileron Trim
Position Indicator
the servoactuator, causing the actuator housing (barrel) to move and position the rudder.
As the desired position is reached, the slide
valves return to neutral, and the rudder stops.
The main AFU is connected to the control
linkage through a bellcrank and the rudder
trim actuator, providing artificial feel forces
in parallel to the main linkage. An auxiliary
artificial feel torque unit is connected to the
opposite servoactuator input lever to center the
rudder servoactuator in the event of breakage, or disconnection of the control linkage.
There is no Arthur Q unit in the rudder control system; all control feel is through the
main AFU.
With one hydraulic system inoperative, the
servoactuator is capable of providing full
15-9
15-10
YAW
DAMPER
SERVOACTUATOR
29
29
RUDDER
COPILOTS PEDAL
PILOTS PEDAL
PRESSURE
SEAL BOX
MAIN
AFU
AUXILIARY AFU
RUDDER
TRIM
ACTUATOR
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Figure 15-8.
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AUXILIARY
AFU
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AUTO-PILOT
RUDDER
SERVOACTUATOR
COPILOTS
RUDDER
PEDALS
YAW
DAMPER
MAIN
AFU
CONNECTING
ROD
TRIM
ACTUATOR
PILOTS
RUDDER
PEDALS
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TAILPLANE
DOWN
-2
0
2
50 AIL 50 AFT
4
RUDDER
6
L
R
8
FWD
10
40 0 40
L
0
R
0
TRIM
POSITION
INDICATOR
AILERON
E
M
E
R
G
AIR
BRAKES
0
1
RUDDER
UP
NORMAL
TRIM
CONTROL
BOX
TRIM
POSITION
INDICATOR
Figure 15-9.
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Rudder Trim
Rudder trim is electrically controlled and hydraulically actuated. The trim actuator (Figure
15-9) is electrically driven and is controlled
by the RUDDER dual-rocker switch. Both
halves of the switch must be moved simultaneously to complete circuitry for trim actuation. If trim occurs with one switch half
depressed, a malfunction exists.
NOTE
Runaway rudder trim can be stopped
by applying opposite trim and then
disengaging the control circuit
breaker.
Yaw Damping
The yaw damper system dampens rapid yaw oscillations by making small corrective displacements of the rudder and does not affect pilot
control of the rudder. The electrically driven
yaw damper actuator (Figure 15-8) is installed
in series with the rudder control linkage. When
energized by the autopilot computers, it provides motion to the servoactuator slide valves
for small deflections of the rudder.
NOTE
The autopilot does not have to be engaged for yaw damper operation.
15-12
ELEVATOR
Elevator positioning is initiated by fore or aft
movement of either control column. Control
inputs are transmitted through rigid linkage
consisting of fixed and adjustable push-pull
rods hinged on bellcranks. The linkage is
routed along the left side of the fuselage. After
leaving the passenger section, it is directed to
the elevator servoactuator in the vertical stabilizer (Figure 15-10).
The linkage system includes a spring-loaded
main AFU connected to the Arthur variable
bellcrank and to the airframe. The hydraulically actuated Arthur unit (Figure 15-11)
changes the pitch feel according to position
signals received from the horizontal stabilizer. The signals obtained provide steady
forces per g regardless of IAS, Mach number,
or airplane center of gravity.
The elevator Arthur box continuously monitors
the position of the Arthur actuator with respect to the position of the horizontal stabilizer.
The horizontal stabilizer position is provided
by the units potentiometer. Comparison is
electrical, and the warning threshold corresponds to a discrepancy of 0.5 difference between the unit and the horizontal stabilizer
position. This results in illumination of the
amber PITCH FEEL light (the light also illuminates during power failure).
The position of the Arthur cylinder piston is
controlled by No. 1 hydraulic system pressure. It varies with horizontal stabilizer position signals received through the electronic
Arthur control box to position a servo valve.
NOTE
At any speed, the horizontal stabilizer position has a direct relationship
with airplane center of gravity. The
elevator Arthur will provide steady
feel forces per g, independent of center of gravity.
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international
MAIN
AFU
ARTHUR
UNIT
HORIZONTAL
STABILIZER
POSITION
AUTOPILOT
QUADRANT
16
20
PITCH
FEEL
ELEVATOR ARTHUR
CONTROL BOX
Figure 15-10.
PRESSURE
SEAL BOX
PILOTS CONTROL
COLUMN
COPILOTS
CONTROL
COLUMN
ELEVATOR
ARTHUR
CONTROL BOX
XTK 2
CLOSED
AIL
FEEL
AP
MISTRIM
NOSE
CONE OVHT
REAR
DOORS
BLEED
APU
T/O
CONFIG.
BAG
ACCESS
PITCH
FEEL
MACH
TRIM
BAG
ISOL
CONTROL
SURFACES
MAIN
AFU
PILOT
CONTROLS
NO. 1
HYDRAULIC
SYSTEM
HIGH
ARTHUR
POSITION
SERVO VALVE
;
@
;
@
y
;
;
y
y
;
;
y
;
y
;
y
y;y;y;;y;yy;y;y;y;y;y;y;y;y;y;y;y;y;y;y;y;;
y
;
;
y
;
y
;
y
;
y
;
y
;
y
y
;
y; y;y;;y y;y;y; y;y;
y; y;
ARTHUR UNIT
Figure 15-11.
Revision 3
WARNING PANEL
XTK 2
OPEN
AIL
ZERO
y;y;y;
y
;
SERVOACTUATOR
AUXILIARY
AFU
ARTHUR UNIT
SERVO VALVE
BUS
A1
INPUT
ARM
;
;
;
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FlightSafety
international
ARTHUR
UNIT
MAIN
AFU
LOW
ARTHUR
POSITION
ARTHUR
UNIT
15-13
FlightSafety
FlightSafety
international
international
NOTE
Normal or emergency leading-edge
slat extension reverts the actuator to
the low-speed mode to preclude any
further possible failure of the horizontal stabilizer actuator.
HORIZONTAL STABILIZER
General
The movable stabilizer is used to trim the airplane in the pitch axis. It is driven by either
of two 28-VDC motors, normal or emergency,
and is controlled by a dual-rocker trim switch
on either control wheel (Figure 15-12) or the
emergency pitch trim (TAILPLANE) switch on
the pedestal.
Emergency Operation
EMERGENCY PITCH
TRIM SWITCH
15-14
Normal Operation
Normal deflection of the horizontal stabilizer
is from +2 nosedown to 10 noseup. It is limited to 4 noseup if airspeed is above 210
KIAS. IAS input is from the No. 1 air data computer (ADC).
Both halves of the dual-rocker pitch trim switch
on the control wheel must be depressed simultaneously for pitch trim action. Actuation of
trim with one half of the switch depressed constitutes a malfunction. Control relays within the
system energize one winding of the normal
motor while deenergizing the other winding.
Noseup and nosedown windings cannot be energized simultaneously. If noseup and nosedown commands are initiated simultaneously,
both commands are nulled, and no trim occurs. Overtravel is prevented by electrical stops
(limit switches). Power for trim operation is 28
In the event the horizontal stabilizer is inoperative in the normal mode, the stabilizer can be
actuated with the EMERG pitch trim (TAILPLANE) switch on the trim control box (Figure 15-12). The switch is spring-loaded to the
center (off) position and has momentary stabilizer UP and DOWN positions. Moving the
switch to either operating position automatically disengages a NORMAL circuit breaker
located near the switch, rendering normal operating circuitry inoperative.
There are two microswitches, noseup and nosedown, which limit operation in the emergency
mode of operation. Therefore, the stabilizer
cannot be driven to the mechanical stops. To
reinstate normal trim operation after using
the emergency mode, the NORMAL circuit
breaker must be reengaged.
Revision 3
Revision 3
WARNING PANEL
WARNING PANEL
TRIM
POSITION
INDICATOR
XTK 2
OPEN
AIL
ZERO
XTK 2
CLOSED
AIL
FEEL
AP
MISTRIM
NOSE
CONE OVHT
REAR
DOORS
BLEED
APU
T/O
CONFIG.
BAG
ACCESS
PITCH
FEEL
MACH
TRIM
BAG
ISOL
-2
0
2
50 AIL 50 AFT
4
RUDDER
6
L
R
8
FWD
10
40 0 40
L
0
R
0
POSITION
TRANSMITTER
NORMAL
DUAL-ROCKER
SWITCH
NOR
MAL
TRIM CONTROL
BOX
EMER
GENCY
TAILPLANE
HORIZONTAL
STABILIZER
ACTUATOR
4
IAS GREATER THAN 210 KT
NORMAL
DUAL-ROCKER
SWITCH
AUTOPILOT
AUTO
TRIM
MACH
TRIM
E
M
E
R
G
AIR
BRAKES
0
1
RUDDER
UP
NORMAL
AIRBRAKES
NO. 1
HYDRAULIC SYSTEM
AUTOPILOT
SERVO VALVE
CONNECTING
ROD
ARTHUR
UNIT
ACTUATOR
SLATS
ELEVATOR
ARTHUR
CONTROL
BOX
AUXILIARY
AFU
MAIN
AFU
NO. 1
HYDRAULIC
SYSTEM
15-15
NO. 2
HYDRAULIC SYSTEM
Figure 15-13.
international
SERVOACTUATOR
FlightSafety
AUTOPILOT
SERVOMOTOR
DOWN
AILERON
HORIZONTAL STABILIZER
+2 TO 10
ELEVATOR
20 TO +16
AIRPLANE ON
GROUND
+
ONE POWER LEVER
BEYOND 84
+
HORIZONTAL STABILIZER
OUT OF 4 TO 8 RANGE
TRIM
CONTROL
BOX
TRIM POSITION
INDICATOR
AUDIO
WARNING
NO
RATTLE
TAKEOFF
NOISE
;
;
;
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international
WARNING PANEL
XTK 2
OPEN
AIL
ZERO
XTK 2
CLOSED
AIL
FEEL
AP
MISTRIM
NOSE
CONE OVHT
BAG
ACCESS
BLEED
APU
T/O
CONFIG.
CENTER
CIRCUIT-BREAKER
PANEL
PITCH
FEEL
MACH
TRIM
BAG
ISOL
PILOTS
DUAL-ROCKER
SWITCH
COPILOTS
DUAL-ROCKER
SWITCH
TRIM
POSITION INDICATOR
NOSE DN
-2
0
2
AFT
50 AIL 50
4
RUDDER
6
L
R
8
FWD
10
40 0 40 NOSE UP
L
0
R
0
10
STAB
EMERG
TRIM
INDIC
FLT CONTROL
TAILPLANE
DOWN
AILERON
E
M
E
R
G
AIR
BRAKES
0
1
RUDDER
EMERGENCY
PITCH
TRIM SWITCH
UP
NORMAL
NORMAL CONTROL
CIRCUIT BREAKER
HORIZONTAL
STABILIZER
ACTUATOR
Figure 15-14.
15
2.5
STAB
NORMAL
AIL
FEEL
HORIZONTAL STABILIZER
POSITION SENSOR
HORIZONTAL
STABILIZER
RELAY BOX
15-16
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FlightSafety
Revision 3
FlightSafety
international
TRAILING-EDGE FLAPS
General
The trailing-edge flaps (Figure 15-16) consist
of an inboard and an outboard dual-slotted
segment on each wing. A fixed fore flap is
mounted forward of each segment.
With the Mach trim system engaged, the normal trim system can be used at any time to adjust stabilizer position. When the normal pitch
trim switch is released, the Mach trim system
resumes its automatic operation.
NOTE
Mach trim is overridden by the autopilot or stabilizer trim normal control.
Figure 15-15.
SECONDARY FLIGHT
CONTROLS
GENERAL
The secondary flight controls include electrically
controlled and hydraulically actuated trailingedge flaps, leading-edge slats, and airbrakes.
The flaps are actuated by an electrically controlled hydraulic motor driving torque tubes and
jackscrews. The leading-edge slats, extending
along the entire leading edge of the wing, are
powered by double-acting hydraulic actuators
and operate in three different modes. The airbrakes, three on the top surface of each wing, are
normally controlled by a three-position handle
on the trim control box. Automatic airbrake
retraction occurs at high angle of attack.
Figure 15-16.
15-17
FlightSafety
international
Hydraulic power is supplied by the No. 2 hydraulic system or by the hydraulic standby
pump if the No. 2 hydraulic pump fails. Flap
position indication is provided by an indicator on the instrument panel. Asymmetry protection is also provided.
Flap Operation
LEFT-WING
TRANSMISSION
RIGHT-WING
TRANSMISSION
REDUCER
MICROSWITCH BOX
SOLENOID
SELECTOR VALVE
HYDRAULIC MOTOR
RETURN
FLAP RETRACTION
SOLENOID
HYDRAULIC MOTOR
BRAKE
PRESSURE
NO. 2
HYDRAULIC
SYSTEM
FLAP EXTENSION
SOLENOID
Figure15-17.
15-18
Revision 3
FlightSafety
FlightSafety
international
international
POINTER
7
FORE FLAP
WARNING PANEL
HOT
BAT
XTK 2
OPEN
AIL
ZERO
L
OVHT
AUTO
SLATS
XTK 2
CLOSED
AIL
FEEL
AP
MISTRIM
NOSE
CONE OVHT
BAG
ACCESS
BLEED
APU
T/O
CONFIG.
FLAP
OVHT
FLAP
ASYM
PITCH
FEEL
MACH
TRIM
BAG
ISOL
DIFFERENTIAL
COMPARATOR
POSITION
TRANSMITTER
OUTBOARD
FLAP
AUDIO
WARNING
NO TAKEOFF
AIRPLANE ON GROUND
+
ONE POWER LEVER BEYOND 84
+
FLAP DEFLECTION
GREATER THAN 22
OUTBOARD SLATS
EXTENDED
CLEAN
7 FLAPS + SLATS
20 FLAPS + SLATS
Revision 3
EMERG
SLATS
There is no provision made for emergency operation of the flaps. However, the standby hydraulic pump can be used to actuate the flaps
in the event the No. 2 hydraulic system pump
fails for reasons other than line rupture and loss
of fluid. Regardless of the pressure source,
the flaps control handle is used for flap operation, and asymmetry protection and position
indication are the same as previously described.
HYDRAULIC
MOTOR WITH
REDUCTION
GEAR
NO. 2
HYDRAULIC
SYSTEM
CONFIGURATION PANEL
AIR
BRAKE
POINTER
FLAPS
JACK
SCREW
UP
0
7
DN 40
With the airplane on the ground, the flaps extended beyond 22, and at least one power
lever advanced beyond the 84 power lever
angle, the no takeoff voice sounds, and the
red T/O CONFIG warning light comes on.
0
7
20
40
40 FLAPS + SLATS
INBOARD
FLAP
20
SLATS
MOVING
CONFIGURATION
PANEL
LANDING GEAR
POSITION
TRANSMITTER
TEST
LH
NOSE
RH
WARNING
PANEL
SLAT/FLAP
CONTROL BOX
15-19
FlightSafety
FlightSafety
international
international
;
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;
;
WARNING PANEL
L AOA
R AOA
R PITOT
HOT
BAT
XTK 2
OPEN
AIL
ZERO
ST BY
PITOT
L WHL
OVHT
AUTO
SLATS
XTK 2
CLOSED
AIL
FEEL
AP
MISTRIM
NOSE
CONE OVHT
REAR
DOORS
BLEED
APU
T/O
CONFIG.
R WHL
OVHT
FLAP
ASYM
BAG
ACCESS
PITCH
FEEL
MACH
TRIM
BAG
ISOL
SLAT/FLAP
CONFIGURATION PANEL
AIR
BRAKE
FLAPS
UP
;;
L PITOT
0
7
SLAT
POSITION
INDICATOR
;
;
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CENTER
CIRCUITBREAKER PANEL
21CF
10
SLAT
INDIC
LH AUTO
SLAT
DN 40
20
SLATS
MOVING
LEADING-EDGE SLATS
General
The leading-edge slats extend along the entire
leading edge of the wing (Figure 15-20). Each
wing incorporates one inboard slat (droop
leading edge) and one outboard slat.
Slat operation is electrically controlled and hydraulically actuated. Three actuators power
each outboard slat. One actuator provides only
extend force; two are double-acting (differential) units. Each inboard slat is powered by
one differential actuator. The actuators are
continuously pressurized to maintain the slats
in the retracted position.
LANDING GEAR
NOSE
RH
CLEAN
7 FLAPS + SLATS
20 FLAPS + SLATS
40 FLAPS + SLATS
EMERG
SLATS
EMERGENCY
SLATS
(OUTBOARD)
FLT CONTROL
NOTE
The single extend actuator on the
outboard section is for emergency
operation.
AOA
INDIC
RH AUTO
SLAT
SLAT
ACTUATOR
EMERGENCY
ACTUATOR
ANGLE-OF-ATTACK
VANES
Figure 15-20.
15-20
Leading-Edge Slats
OUTBOARD
SLAT
TEST
LH
Normal Operation
No. 1 hydraulic system pressure is constantly
applied to the retract side of all normal actuators to hold the slats retracted. This pressure
is applied to the side of the piston with the
smaller working area. When pressure is also
applied to the other side of the piston (larger
area), the actuator extends.
Moving the control handle on the slat/flap
control box out of CLEAN energizes the outboard solenoid selector, and then the inboard
solenoid selector valve when the outboard
slats are fully extended (Figure 15-21).
No. 1 system pressure is directed to the actuators to extend the outboard slats. When the outboard slats are fully extended, an actuator on
each inboard slat provides inboard slats extension. Returning the handle to CLEAN deenergizes the selector valves, allowing extension
pressure to be vented to return. The constantly
applied pressure on the retract side of the actuators retracts the inboard slats and holds them
in position. The outboard slats are delayed in
retraction until trailing-edge flaps and inboard
slats are fully retracted.
Revision 3
Revision 4
LEFT
INBOARD
LEFT OUTBOARD
RIGHT
INBOARD
RIGHT OUTBOARD
LEFT ANGLEOF-ATTACK
VANE
AOA
LESS
THAN 23
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
ADC 1
IAS LESS THAN
265 KT
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
AUTOMATIC
DISTRIBUTOR
CLEAN
7 FLAPS-SLATS
SLAT
EMERGENCY
SOLENOID
ADC 2
SELECTOR
IAS LESS THAN
VALVE
265 KT
OUTBOARD
VALVE
BOX
RIGHT ANGLEOF-ATTACK
VANE
AOA
LESS
THAN 23
40 FLAPS-SLATS
EMERGENCY
SLATS
LEGEND
15-21
EXTEND
RESTRICTOR
RESTRICTOR
Figure 15-21.
ELECTRICAL
international
NO. 1 PRESSURE
FlightSafety
20 FLAPS-SLATS
SLATS/FLAP
CONTROL BOX
INBOARD
VALVE
BOX
FlightSafety
international
Automatic Operation
(Clean Stall)
Automatic operation of the slats is armed by
IAS (from the ADC), is controlled by angle
of attack (AOA), and is operative up to 265
knots, Airplane AOA is detected by two angleof-attack vanes, one on either side of the forward fuselage (Figure 15-22). The left system
is armed by ADC 1; the right system by ADC
2. Each vane is heated through the PITOT
switch on the overhead panel.
AIRPLANE AOA
14
16
23
34
11
12.2
16.5
23
Angle-of-Attack Vane
15-22
During automatic slat extension, 12.2 airplane AOA (Figure 15-25) also provides an
audio stall warning and actuates the engine ignition system. Return of airplane AOA to
Revision 4
FlightSafety
international
AOA = 11
INCREASING
;
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SLATS
POSITION
;
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;
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A
CROSS-SECTION A
INBOARD SLAT
CLEAN
7 FLAPS-SLATS
INDICATIONS
;
;
GREEN
FLASHING LIGHT
;;
;;
;
AIRPLANE
AOA
CONTROL
AIR
BRAKE
FLAPS
UP
0
7
20
DN 40
SLATS
MOVING
20 FLAPS-SLATS
IGN
40 FLAPS-SLATS
LANDING GEAR
TEST
LH
NOSE
RH
CROSS-SECTION B
OUTBOARD SLAT
CLEAN
AOA = 11
DECREASING
OUT
;;
;
;
AIR
BRAKE
CROSS-SECTION A
INBOARD SLAT
CLEAN
7 FLAPS-SLATS
FLAPS
UP
0
7
DN 40
20
SLATS
MOVING
20 FLAPS-SLATS
40 FLAPS-SLATS
IGN
LANDING GEAR
TEST
LH
NOSE
RH
CROSS-SECTION B
OUTBOARD SLAT
CLEAN
AIRPLANE
ANGLE OF
ATTACK
INITIAL
CONFIGURATION
AIRPLANE IN CLEAN
CONFIGURATION,
SLAT/FLAP HANDLE
IN CLEAN
AOA
11
(INCREASING)
AOA
11
(DECREASING)
Figure 15-23.
Revision 4
15-23
FlightSafety
international
AIRPLANE
AOA
SLATS
POSITION
;
; ; ;; ; ;
;
B
CROSS-SECTION A
INBOARD SLAT
7 FLAPS-SLATS
;
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GREEN
STEADY LIGHT
CLEAN
INDICATION
;
;;
;
FLAPS
CONTROL 7+SLATS
1
AIR
BRAKE
FLAPS
;
;
DN 40
UP
0
7
20
SLATS
20 FLAPS-SLATS
40 FLAPS-SLATS
MOVING
LANDING GEAR
TEST
CROSS-SECTION B
OUTBOARD SLAT
AOA = 165
INCREASING
7 FLAPS-SLATS
20 FLAPS-SLATS
RH
;
;;;;;;
GREEN
STEADY LIGHT
CROSS-SECTION A
INBOARD SLAT
CLEAN
NOSE
;;
;;
LH
AIR
BRAKE
FLAPS
DN 40
40 FLAPS-SLATS
UP
0
7
20
SLATS
IGN
MOVING
LANDING GEAR
CROSS-SECTION B
OUTBOARD SLAT
AOA = 23
INCREASING
CROSS-SECTION A
INBOARD SLAT
20 FLAPS-SLATS
40 FLAPS-SLATS
NOSE
RH
;
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GREEN
FLASHING LIGHT
CLEAN
7 FLAPS-SLATS
LH
;
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TEST
AIR
BRAKE
FLAPS
0
7
DN 40
IGN
UP
20
SLATS
MOVING
LANDING GEAR
CROSS-SECTION B
OUTBOARD SLAT
Figure 15-24.
15-24
TEST
LH
NOSE
RH
Revision 4
FlightSafety
international
;
;
AIRPLANE
AOA
SLATS
POSITION
AOA = 23
GREEN
FLASHING LIGHT
CLEAN
CROSS-SECTION A
INBOARD SLAT
7 FLAPS-SLATS
20 FLAPS-SLATS
40 FLAPS-SLATS
;
;
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;
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;
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;
;; ;;
;
;
DECREASING
INDICATION
;;
;;
FLAPS
CONTROL 7+SLATS
4
AIR
BRAKE
FLAPS
UP
0
7
DN 40
20
SLATS
IGN
MOVING
LANDING GEAR
TEST
CROSS-SECTION B
OUTBOARD SLAT
AOA = 165
20 FLAPS-SLATS
40 FLAPS-SLATS
AIR
BRAKE
CROSS-SECTION A
INBOARD SLAT
DECREASING
7 FLAPS-SLATS
RH
GREEN
STEADY LIGHT
CLEAN
NOSE
;;
;;
LH
FLAPS
UP
0
7
DN 40
20
SLATS
MOVING
LANDING GEAR
CROSS-SECTION B
OUTBOARD SLAT
TEST
LH
NOSE
RH
AIRPLANE ANGLE-OF-ATTACK
INITIAL
CONFIGURATION
SLAT/
FLAP
CONTROL
OUT OF
CLEAN
AOA
<165
AOA
165
(INCREASING)
ALL SLATS
EXTENDED
ALL SLATS
EXTENDED
GREEN LIGHT
STEADY
AUDIO
WARNING ON
AOA
23
(INCREASING)
RETRACTION
OF INBOARD
SLATS
AOA
23
(DECREASING)
AOA
165
(DECREASING)
INBOARD
SLATS
RETRACTED
INBOARD
SLATS
REEXTEND.
AUTOMATIC
IGNITION
AUTOMATIC
IGNITION
GREEN LIGHT
STEADY
IGN LIGHT ON
IGN LIGHT ON
AUTOMATIC
IGNITION CUTS
OFF AFTER
TEN SECONDS.
AUTOMATIC
IGNITION
AUDIO
WARNING ON
AUDIO
WARNING ON
IGN LIGHT ON
GREEN LIGHT
FLASHING
GREEN LIGHT
FLASHING
Figure 15-24.
Revision 4
15-25
15-26
LEFT
INBOARD
LEFT OUTBOARD
RIGHT
INBOARD
RIGHT OUTBOARD
AOA
ABOVE
23
LEFT ANGLEOF-ATTACK
VANE
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
ADC 1
IAS LESS THAN
265 KT
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
SLAT
EMERGENCY
SOLENOID
ADC 2
SELECTOR
IAS LESS THAN
VALVE
265 KT
AOA 11
RIGHT ANGLEOF-ATTACK
VANE
AOA 12.2
AUTOMATIC
DISTRIBUTOR
CLEAN
7 FLAPS-SLATS
OUTBOARD
VALVE
BOX
AOA
ABOVE
23
40 FLAPS-SLATS
EMERGENCY
SLATS
LEGEND
NO. 2 PRESSURE
RESTRICTOR
EXTEND
RESTRICTOR
ELECTRICAL
Figure 15-25.
RETURN
international
Revision 3
NO. 1 PRESSURE
FlightSafety
20 FLAPS-SLATS
OUT OF
CLEAN
INBOARD
VALVE
BOX
Revision 3
LEFT
INBOARD
LEFT OUTBOARD
RIGHT
INBOARD
RIGHT OUTBOARD
AOA
ABOVE
23
LEFT ANGLEOF-ATTACK
VANE
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
ADC 1
IAS LESS THAN
265 KT
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
SLAT
EMERGENCY
SOLENOID
ADC 2
SELECTOR
IAS LESS THAN
VALVE
265 KT
AOA 11
RIGHT ANGLEOF-ATTACK
VANE
AOA 12.2
AUTOMATIC
DISTRIBUTOR
CLEAN
7 FLAPS-SLATS
OUTBOARD
VALVE
BOX
AOA
ABOVE
23
40 FLAPS-SLATS
EMERGENCY
SLATS
LEGEND
NO. 2 PRESSURE
RESTRICTOR
EXTEND
RESTRICTOR
ELECTRICAL
RETURN
international
15-27
Figure 15-26.
NO. 1 PRESSURE
FlightSafety
20 FLAPS-SLATS
OUT OF
CLEAN
INBOARD
VALVE
BOX
FlightSafety
international
below 11 stops the audio warning and deactivates the ignition system after a ten-second
delay. If the slats were extended in the normal mode, this function occurs at 16.5 airplane AOA. In both instances of stall, the red
transit light comes on. The red TRANSIT
light goes out and the green indicator flashes
when the outboard slats fully extend or the inboard slats fully retract.
LH AUTO
SLAT
ANGLE-OF-ATTACK
VANE
AIRPLANE
AOA 11
RELAY
NO. 1 SYSTEM
NORMAL OUTBOARD
SOLENOID
SELECTOR VALVE
AIRPLANE
AOA 23
RELAY
NO. 1 SYSTEM
NORMAL INBOARD
SOLENOID
SELECTOR VALVE
INBOARD SLAT
AUTOMATIC
RETRACTION
RELAY
NO. 1 SYSTEM
NORMAL OUTBOARD
SOLENOID
SELECTOR VALVE
OUTBOARD SLAT
AUTOMATIC
RETRACTION
NO. 2 SYSTEM
EMERGENCY
SOLENOID
SELECTOR VALVE
RELAY
RH AUTO
SLAT
AIRPLANE
AOA 23
AIRPLANE
AOA 12.2
ANGLE-OF-ATTACK
VANE
Figure 15-27.
15-28
Revision 3
FlightSafety
international
NOTE
On the ground with any power lever
above 84 PLA setting and the
slats not extended, the red takeoff
configuration light comes on.
AIRBRAKES
General
The airplane is equipped with airbrakes
consisting of three panels hinged at the aft
position of each wing upper surface. The panels are actuated by differential hydraulic actuators and there is no mechanical sequencing.
The No. 2 hydraulic system powers the airbrake system with the hydraulic standby pump
as a backup pressure source.
Figure 15-28.
Emergency Extension of
the Outboard Slats
If normal slat control or the No. 1 hydraulic
system fails, the guarded EMERGENCY
SLATS switch located on the pedestal close to
the slat/flap handle (aircraft SNs 1 to 161) or
on the slat/flap control box (aircraft SNs 162
and subsequent) can be used to extend the outboard slats (see Figure 15-18).
Raising the guard and actuating the switch
energizes the slats emergency selector valve,
directing No. 2 hydraulic system pressure to
the emergency actuators connected to the outboard slats (Figure 15-29).
Revision 4.01
Control
The airbrakes are controlled by the AIR
BRAKE handle (Figure 15-30). Power for system operation is from the A1 bus through the
A/B CONTROL (1CD) circuit breaker.
15-29
15-30
LEFT
INBOARD
LEFT OUTBOARD
RIGHT
INBOARD
RIGHT OUTBOARD
EMERGENCY
ACTUATOR
R
EMERGENCY
ACTUATOR
E
LEFT ANGLEOF-ATTACK
VANE
AOA
LESS
THAN 23
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
ADC 1
IAS LESS THAN
265 KT
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
AUTOMATIC
DISTRIBUTOR
CLEAN
7 FLAPS-SLATS
SLAT
EMERGENCY
SOLENOID
ADC 2
SELECTOR
IAS LESS THAN
VALVE
265 KT
OUTBOARD
VALVE
BOX
RIGHT ANGLEOF-ATTACK
VANE
AOA
LESS
THAN 23
40 FLAPS-SLATS
EMERGENCY
SLATS
LEGEND
RETURN
RESTRICTOR
EXTEND
RESTRICTOR
ELECTRICAL
international
Revision 3
NO. 2 PRESSURE
FlightSafety
20 FLAPS-SLATS
Figure 15-29.
INBOARD
VALVE
BOX
FlightSafety
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Indications
The amber AIR BRAKE light on the configuration panel comes on with the AIR BRAKE handle in position 1 or 2 and the airbrakes extended.
It will flash when the airbrakes automatically retract during stall conditions.
If either AOA vane detects airplane AOA increasing above 16.5, both selector valves are
deenergized, and all surfaces retract and are held
by the constantly applied pressure on the retract
side of the actuator pistons (Figure 15-31). The
amber AIR BRAKE light flashes.
Normal Operation
Subsequent to automatic retraction of the airbrakes, they cannot be extended again until the
handle is returned to 0 to electrically recycle
the system.
With the AIR BRAKE handle in the 0 position, both the center airbrake and outboard airbrake solenoid-operated selector valves are
Revision 3
Automatic Retraction
15-31
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TRIM/AIRBRAKE
CONTROL BOX
TAILPLANE
DOWN
AILERON
E
M
E
R
G
AIR
BRAKES
0
AIRPLANE
AOA 16.5
AIRPLANE
AOA 16.5
LEFT
ANGLE-OF-ATTACK
VANE
RELAYS
POSITION 2
UP
CENTER
AIRBRAKE
SOLENOID
SELECTOR
VALVE
NORMAL
FLAPS
RIGHT CENTER
AIRBRAKE
(DEFLECTION 50)
AIRPLANE
AOA
GREATER THAN
16.5
CONFIGURATION PANEL
AIR
BRAKE
RIGHT OUTBOARD
AIRBRAKE
(DEFLECTION 68)
POSITION 1
RUDDER
RIGHT
ANGLE-OF-ATTACK
VANE
AIRBRAKESRETRACTED
PRESSUREHOLDING
VALVE
BLINKER
RIGHT INBOARD
AIRBRAKE
(DEFLECTION 37)
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0
7
DN 40
20
SLATS
MOVING
LANDING GEAR
TEST
XTK 2
LH
XTK 2
NOSE
ZERO
FEEL
AP
MISTRIM
NOSE
CONE OVHT
BAG
ACCESS
BLEED
APU
T/O
CONFIG.
RH
OPEN
CLOSED
MASTER
WARNING
PANEL
AIL
AIL
PITCH
FEEL
MACH
TRIM
BAG
ISOL
AUDIO
WARNING
NO TAKEOFF
CONFIGURATION
PANEL
AIRPLANE ON GROUND
+
ONE POWER LEVER
BEYOND 84
+
AIRBRAKES NOT
RETRACTED
LEGEND
NO. 2 PRESSURE
RETRACT PRESSURE
RETURN
RESTRICTOR
LEFT INBOARD
AIRBRAKE
(DEFLECTION 37)
ELECTRICAL
LEFT CENTER
AIRBRAKE
(DEFLECTION 50)
MASTER
WARNING
PANEL
TRIM/AIRBRAKE
CONTROL BOX
LEFT OUTBOARD
AIRBRAKE
(DEFLECTION 68)
OUTBOARD
AND INBOARD
AIRBRAKE
SOLENOID
SELECTOR VALVE
AIRBRAKE IN EXTENDED POSITION
Figure 15-31.
15-32
Airbrakes System
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LIMITATIONS
Full application of rudder and aileron controls and maneuvers that involve angles of attack near the stall must be confined to speeds
below VA .
SECONDARY FLIGHT
CONTROLS
High Lift Devices Operating or
Extended Limit Speeds (VFE)
7 Flaps + slats .................................. 200 KIAS
20 Flaps + slats ................................ 190 KIAS
40 Flaps + slats ................................ 180 KIAS
AIRBRAKES
Airbrakes must not be extended in flight within
300 feet AGL.
Revision 3
15-33
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QUESTIONS
1.
Arthur units:
A. Function as variable bellcranks
B. Increase force required to satisfy
AFU spring tension
C. Are installed in the aileron and elevator control linkages
D. All the above
2.
3.
4.
5.
15-34
6.
7.
8.
9.
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FlightSafety
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CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
PITOT-STATIC SYSTEM..................................................................................................... 16-2
General........................................................................................................................... 16-2
Pitot Pressure Probes ..................................................................................................... 16-2
Static Pressure Ports....................................................................................................... 16-2
Temperature Sensor ....................................................................................................... 16-5
Engine Total Pressure Sensing....................................................................................... 16-5
PITOT-STATIC/AIR DATA INSTRUMENTS.......................................................................16-5
General........................................................................................................................... 16-5
Mach Speed Indicators................................................................................................... 16-5
Altimeters....................................................................................................................... 16-6
Vertical Speed Indicators............................................................................................... 16-6
Standby Mach Speed Indicator ..................................................................................... 16-7
Standby Altimeter .......................................................................................................... 16-7
ID 802 Annunciator ...................................................................................................... 16-7
Cabin Differential Pressure Indicator ............................................................................ 16-8
Altitude Warnings ......................................................................................................... 16-8
PITOT-STATIC-RELATED EQUIPMENT .......................................................................... 16-9
Mach Speed Limit Warning .......................................................................................... 16-9
Slat Monitoring and Control........................................................................................ 16-10
16-i
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16-ii
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ILLUSTRATIONS
Figure
Title
Page
16-1
16-2
16-3
16-4
16-5
16-6
16-7
16-8
16-9
16-10
16-11
16-12
16-13
16-14
16-15
16-16
16-17
16-18
16-19
16-20
16-21
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CHAPTER 16
AVIONICS
INTRODUCTION
The Falcon 900 avionics consist of the pitot-static and air data systems, the automatic
flight guidance and control system, and other associated avionics and communications systems. This chapter includes the standard avionics package available with the
exception of the automatic flight control system (AFCS). Information on the AFCS
will be handed out separately by the instructor. The user should consult applicable
supplements in the AFM and vendor manuals for additional information and information on specific systems not included in this chapter.
GENERAL
The pitot-static system includes three pitotstatic probes, six static air ports, and a ramair temperature sensor, which serve the air
data computers, selected airplane systems,
and associated pilot and copilot instruments.
16-1
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PITOT-STATIC SYSTEM
GENERAL
The pitot-static system serves the computers
of a Sperry air data system, the cabin
pressurization system, the stall warning and
identification system, a standby altimeter, a
standby Mach speed indicator, and the aileron
Q and elevator Arthur units.
Figure 16-1 shows the Falcon 900 pitot-static
system configured with the electric pilots
and copilots Mach speed indicators.
Two drain ports are located at the lower aft section of each tube.
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STANDBY STATIC
STANDBY STATIC
RAM AIR
TEMPERATURE SENSOR
STANDBY PITOT
TRIPLE INDICATOR
(CABIN ALT, P, AND
RATE-OF-CLIMB)
PILOT PITOT
AILERON
ARTHUR Q UNIT
COPILOT PITOT
COPILOT STATIC
PILOT STATIC
STANDBY MACH
SPEED INDICATOR
PILOT STATIC
ELEVATOR
ARTHUR
ELEVATOR
ARTHUR
UNIT
ADC 1
MACH SPEED
INDICATOR 1
(OPTION)
HOR STAB
CRUISE STOP
ID 802 ANNUNCIATOR 1
(TAT, SAT, TAS)
AILERON ARTHUR Q
MONITORING A/C SNs UP TO 178
ELECTRIC
ALTIMETER
1
STANDBY
ALTIMETER
VERTICAL SPEED
INDICATOR 1
COPILOT STATIC
ADC 2
MACH SPEED
INDICATOR 2
(OPTION)
CABIN
PRESSURIZATION
CONTROL
ID 802 ANNUNCIATOR 2
(TAT, SAT, TAS)
(OPTION)
EFIS 1
ELECTRIC
ALTIMETER
2
FMS 1
VERTICAL SPEED
INDICATOR 2
LEGEND
LANDING GEAR
CONTACTS
PILOTS PITOT
COPILOTS PITOT
PILOTS STATIC
IRS 1
VMO/MMO
WARNING
VMO/MMO
WARNING
EFIS 2
SLAT
CONTACTS
LANDING GEAR
CONTACT
FMS 2
SLAT
MONITORING
IRS 2
SLAT
CONTACTS
COPILOTS STATIC
STANDBY PITOT
STANDBY STATIC
ALTITUDE
WARNING
ELECTRICAL
TURBOFAN
CONTROL
ATC 2
CONTROL PANEL
Revision 3
16-3
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RESET
L AFCS
BUS A1
BRT
R AFCS
XXX
2.5
XXX
2.5
ADC
1
ADC
2
NAVIGATION
international
RESET
L AFCS
ADC 2
BRT
R AFCS
NAVIGATION
COPILOTS EADI
PILOTS EADI
SPERRY
SPERRY
LNAV HDG
LNAV HDG
VASL
180
160
120
3000
20
VASL
180
160
120
ASEL
ASEL
10
10
180
180
G
S
G
S
100
100
10
80
20
00
X
I
R
S
66
60
10
80
COPILOTS
ALTIMETER
80
100
120
300
20
00
PILOTS MACH
SPEED INDICATOR*
400
350
3000
20
LEFT ANGLEOF-ATTACK
SENSOR
2 8 7 20
FORWARD
PRESSURE
BULKHEAD
LEFT
STATIC
PRESSURE
PORTS
140
IAS
250
200
160
KT
230
180
3
4
1 2
4
VERTICAL SPEED
UP
0
ALT
7
6
DOWN
1000 FT PER
MIN
BARO
PILOTS VERTICAL
SPEED INDICATOR
UP
DOWN
1000 FT PER
MIN
STANDBY
ALTIMETER
1 2
4
VERTICAL SPEED
PILOTS
PITOT
PRESSURE
PROBE
COPILOTS VERTICAL
SPEED INDICATOR
2 8 7 20
BARO
PILOTS
ALTIMETER
ALT
00 01 0 0
6
VMO/MMO
TEST
PUSHBUTTONS
STANDBY
MACH SPEED
INDICATOR
80
ADC 2
100
400
350
120
300
250 200
ADC 1
60
6
5
TRIPLE
INDICATOR
(ALT, P, AND
CABIN RATE-OF-CLIMB)
140
160
180
-1 0 1 2
1
0
1
CABIN
40
5
6
7
8
9
10
20
RAM-AIR
TEMPERATURE
SENSOR
LEFT
STANDBY
STATIC
PRESSURE
PORTS
STANDBY
PITOT
PRESSURE
PROBE
COPILOTS MACH
SPEED INDICATOR*
400
350
66
60
ADC 1
80
100
120
300
140
250
230
IAS
160
KT
200
180
* PILOTS AND COPILOTS ELECTRIC MACH SPEED INDICATORS ARE OPTION NO. 34.10.01.
16-4
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TEMPERATURE SENSOR
The ram-air temperature sensor (Figure 164) is located on the right lower side of the airplane nose section and is heated for anti-icing.
The temperature information goes to both air
data computers.
PITOT-STATIC/AIR DATA
INSTRUMENTS
GENERAL
The pitot-static/air data instruments receive inputs from air data computer sources (See Figure 16-1). Figure 16-6 shows the locations of
the pitot-static/air data instruments.
Figure 16-5. PT2/TT2 Probe
16-5
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ALTIMETERS
The pilots and copilots altimeters receive inputs from ADC 1 and ADC 2, respectively.
They display altitude by means of a fourdrum counter and a pointer (Figure 16-8).
The extreme right (20-foot) drum displays
altitude in 20-foot increments, and the pointer
describes one complete revolution every 1,000
feet. At altitudes from 0 to 10,000 feet, the extreme left (10,000-foot) drum is covered by
a black-and-white striped screen.
16-6
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the outer scale. A single pointer gives a reading on both scales. A second pointer is located within the Mach scale to indicate M MO .
STANDBY ALTIMETER
The standby altimeter (Figure 16-11) receives
pneumatic information directly from the
standby static pressure system. It is capable
of displaying altitudes from 1,000 to 51,000
feet. A three-drum counter displays altitude
in 100-foot increments. From 0 to 9,900 feet,
the 10,000-foot drum is covered by a blackand-white striped screen; below 100 feet,
this drum is covered by a red-and-white
striped screen. Barometric reference pressure is set in inches Hg with a knob on the face
of the instrument.
Figure 16-9. Vertical Speed Indicator
ID 802 ANNUNCIATOR
Temperature (TAT-SAT) and true airspeed
(TAS) information is received from ADC 1 and
ADC 2 and is displayed on the top line of the
ID 802 annunciator (Figure 16-12). A second
instrument (option 22-10-01) is available and
can be installed symmetrically on the copilots
side.
16-7
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RESET
L AFCS
BRT
R AFCS
CABIN DIFFERENTIAL
PRESSURE INDICATOR
The cabin differential pressure indicator
(Figure 16-13) is a triple indicator which displays cabin altitude, differential pressure,
and rate of climb. It is pneumatic and connected to the standby static pressure system.
Refer to Chapter 12, Pressurization, for additional information.
16-8
ALTITUDE WARNINGS
The ADC which is selected to give information to the autopilot/flight director also gives
visual and audio warnings to the pilots that the
airplane is deviating from an altitude preset
on the EFIS instrument remote controller (RI).
The altitude preset on the RI is referenced to
1,013 mb corrected for altimeter error. If ADC
1 supplies information to the autopilot/flight
director, the reference altitude is that which is
displayed on the pilots electric altimeter. If
ADC 2 is selected to supply the information,
the reference altitude is that which is displayed
on the copilots electric altimeter. The selection of ADC 1 or ADC 2 for autopilot/flight director information is made on the autopilot/
flight director guidance controller.
Revision 2
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A visual warning is given by a light in the upper right corner of each altimeter and on both
of the EADIs. An audio warning sounds for one
second as soon as the visual warning appears.
PITOT-STATIC-RELATED
EQUIPMENT
MACH SPEED LIMIT WARNING
General
Mach speed limit warning is triggered by a
speed signal (V MO /M MO ) from each ADC.
The signal activates the aural warning whenever speed exceeds VMO or MMO.
AUDIO WARNING
(FOR 0.75 SEC)
+ 1,000 FT
DEVIATION
WARNING LIGHT(S)
GOES OUT
SELECTED ALT
APPROACHING
WARNING LIGHT(S)
COMES ON
+ 250 FT
0 FT
PRESET ALTITUDE
AUDIO WARNING
WARNING LIGHT(S)
GOES OUT
WARNING LIGHT(S)
COMES ON
WARNING LIGHT(S)
GOES OUT
DEVIATION
SELECTED ALT
- 250 FT
APPROACHING
ALTITUDE DEVIATION
WARNING LIGHT(S)
GOES OUT
- 1,000 FT
16-9
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VMO
V MO is linear between 350 and 370 knots from
sea level to 10,000 feet. From 10,000 to 25,000
feet the value is constant at 370 knots.
MMO
There are two airplane gross weight laws:
For gross weights over 35,000 pounds,
M MO is 0.87 from 25,000 to 33,000 feet.
It is 0.84 from 37,000 to 51,000 feet. Variation between these two points is linear.
For gross weights less than 35,000
pounds, M MO is 0.87 from 25,000 to
38,000 feet. It is 0.84 from 42,000 to
51,000 feet. Variation between these
two points is linear.
There are two possible installation configurations for M MO switching control:
A switch is located to the left of the copilots RMI; the pilot manually controls
switching.
A manual switch is not installed. FMS
computers control switching automatically once the gross weight falls below
35,000 pounds (provided that the initial airplane gross weight was input).
Both ADCs receive the switching signal.
SLAT MONITORING
AND CONTROL
Auto slat extension is inhibited by a signal
transmitted by either ADC speed contact when
IAS is greater than 265 knots. A second contact indicates whether IAS is less than or
greater than 280 knots. If there is a discrepancy between the 265- and 280-knot contacts,
a monitoring circuit causes the AUTO SLATS
light to illuminate.
16-10
HORIZONTAL STABILIZER
A speed contact, provided by ADC 1 only,
limits horizontal stabilizer upward deflection to 4 when IAS is greater than or equal
to 210 knots.
TURBO COOLING
UNIT CONTROL
The turbo cooling unit bypass lines receive
speed data from both ADCs.
Revision 3
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PILOTS EADI
COPILOTS EADI
M, IAS, VMO,
ALT SEL
M, IAS, VMO,
ALT SEL
IRS 1/IRS 2
IRS 1/IRS 2
Z/IAS
Z/IAS
FLIGHT
RECORDER
2
EFIS 2
EFIS 1
PILOTS
AIR DATA
INSTRUMENTS
Z/V2
ALT
7
6
3
4
ADC 1
1 2
V2
Z VALID 2
4
6
DOWN
1000 FT PER
MIN
60
300
140
250
230
IAS
160
KT
200
180
+28 VDC
A1 BUS
PITCH-FEEL
LOGIC
DISCRETE
CONTACTS
SLAT CONTROL
265 KT IAS
MACH
IAS
VMO
IAS VALID 1
AUTO SLATS
MONITORING
280 KT IAS
300 KT TAS
+28 VDC
AVIONICS MASTER
A1 BUS
ADC 1
TURBOCOOLER
CONTROL
MACH/IAS VALID 2
ANALOG
AIL FEEL
LOGIC
ASCB
ADC 2
ARINC 575
VMO /MMO
ALTITUDE WARNING
ALT
7
6
3
4
VERTICAL
SPEED INDICATOR
V2
Z VALID 2
DISCRETE
CONTACTS
MACH SPEED
INDICATOR*
400
350
66
60
80
100
120
300
140
250
230
IAS
160
KT
200
+28 VDC
AVIONICS MASTER
B1 BUS
ADC 2
ANALOG
COMMUTATION
LO1 VMO /MMO
1000 FT PER
MIN
COPILOTS STATIC
MACH
IAS
VMO
IAS VALID 1
300 KT TAS
DOWN
RAM-AIR TEMP
280 KT IAS
1 2
VERTICAL SPEED
UP
COPILOTS PITOT
265 KT IAS
MACH/IAS VALID 2
IAS (SNs 165178)
QC (A/C < SN 165)
2 8 7 20
BARO
160 KT IAS
210 KT IAS
9
8
RAM-AIR TEMP
80
100
120
CORRECTED BARO Z
Z VALID 1
ALTITUDE WARNING
BARO CORRECTION
HOR STAB
GOVERNOR
PILOTS PITOT
MACH SPEED
INDICATOR*
66
GEAR WARNING
210 KT IAS
PILOTS STATIC
400
350
AUDIO
WARNING
160 KT IAS
VERTICAL SPEED
UP
ATC 2
CONTROL PANEL
ATC 1
CONTROL PANEL
VMO /MMO
ALTITUDE WARNING
VERTICAL
SPEED INDICATOR
ALTIMETER
ARINC 429
ARINC 575
BARO
COPILOTS
AIR DATA
INSTRUMENTS
ARINC 429
CORRECTED BARO Z
Z VALID 1
ALTITUDE WARNING
BARO CORRECTION
2 8 7 20
EFIS 2
Z/V2
CABIN
PRESSURIZATION
CONTROL
ALTIMETER
EFIS 1
180
+28 VDC
B1 BUS
ASCB
LEFT
AVIONICS
MASTER
RIGHT
AVIONICS
MASTER
TEST
ASCB
SYSTEMS
ID 802
ANNUNCIATOR 1
(SAT/TAT/TAS)
MMO
ABOVE
35000 LBS
BELOW
VMO /MMO
LOGIC SWITCHING CONTROL
OR
ASSOCIATED FMS COMPUTER
- FMS 1 FOR ADC 1
- FMS 2 FOR ADC 2
ID 802
ANNUNCIATOR 2
(SAT/TAT/TAS)
(OPTION)
TEST
ASCB
SYSTEMS
Revision 4
16-11
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ADC MONITORING
ADC SWITCHING
True airspeed
ADC TESTING
NOTE
Manual Test
Each ADC can be tested by pressing the respec-
16-12
Revision 1
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ANGLE-OF-ATTACK
SYSTEM
The Teledyne angle-of-attack system senses
local angle of attack along with airplane flap
and slat position, converts these inputs into lift
information, and displays it on a normalized,
ten-gradation, zero (0) to one (1.0) dial (Figure
16-16). This display has zero lift placed at
zero on the dial, and the maximum usable lift
point, as defined by the AFM stall speed, is displayed as 1.0. In effect, the indicator presents
lift as a percentage. With flap and slat position information, the display is valid for all airplane configurations. Therefore, the system
continuously displays the margin to the maximum usable lift point (1.0), regardless of airplane weight, bank angle, G loading, or
airplane configuration.
The REF SET knob on the face of the AOA indicator manually positions the adjustable reference index and, at the same time, positions a
reference pointer located approximately opposite the adjustable reference index on the face
of the indicator. The adjustable reference index
can be moved to any position between .15 and
.70 on the percentage scale, or alternatively,
the reference pointer can be positioned to a
specific point on the V/V S scale. The relationship between the reference index provides
a cross-reference between V/V S ratio and normalized AOA scale points (i.e., setting the
reference pointer to V/V S 1.45, .52, etc.). For
a typical full-flap 1.3 V S approach, the V/V S
pointer is set to 1.3 by turning the REF SET
knob. Then, when the indicator pointer is centered in the adjustable reference index (by
changing pitch and power as required), the
AFM V REF will be obtained.
Revision 4
COMMUNICATIONS
GENERAL
Communications equipment installed on the
Falcon 900 include interphone, public address, air-to-ground, and navigation systems.
Voice communications include:
Intercom
Cabin public address
Radio-telephone
VHF
HF
FM
Navigation communications include:
VOR/ILS/marker channels
DME
ADF
ATC
Different communication systems are selected
for use on the pilots and copilots mixer units
(audio panels) located on the side consoles.
Figure 16-17 shows the locations of the radionavigation equipment.
16-13
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AOA VANE
AOA INDEXER
REFERENCE POINTER
V/
1.0
1.5
ANGLE
VS
V/VS SCALE
1.4
.8
POWER FLAG
OF
1.3
.6
ATTACK
1.2 0
ZERO LIFT
MAXIMUM
USABLE
LIFT
.4
.2
REF
SET
ADJUSTABLE
REFERENCE
INDEX
CRUISE
16-14
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;;;;
;;
PILOT
CONTROL WHEEL
PILOT PTT
BUTTON
COPILOT PTT
BUTTON
HAND
MIKE
JACK
25 10
PWR
1
JACK
BUS B2
VHF
1
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CONTROL WHEEL
2.5
ANNUNCIATOR AND
HF TRAFFIC LIGHTS
ICS
LH
ANNUCIATORS
TRAFFIC
VHF 1
FWD
HF
CONTROL
HF 1
MID
XFR
VHF 2
AFT
HF 1
HF 2
LAV
HF 2
TEST
VIP
LEFT CIRCUIT
BREAKER PANEL
10
CONTROL VHF
2
RIGHT CIRCUIT
BREAKER PANEL
VHF 1
EMG
A
U
D MKR 1
I
O
VHF 1
VHF 1
SPK
ST
VOL
NAV 1
NAV 2
FILT
ADF 1
ADF 2
FILT
EMG
DME 1
VHF 2
VHF 3
HF 1
HF 2
FM
MASK
A
U
DME 2D
I
O
CPIT
VHF 2
VHF 3
HF 1
HF 2
FM
PAGE
CABIN
MKR 2
A
U
D MKR 1
I
O
VHF 1
VHF 1
SPK
ST
VOL
NAV 1
NAV 2
FILT
ADF 1
ADF 2
FILT
VHF 2
VHF 3
HF 1
HF 2
FM
MASK
VHF 2
VHF 3
HF 1
HF 2
FM
PAGE
CABIN
MICROPHONE
MICROPHONE
LOUDSPEAKER
LOUDSPEAKER
MASK
MIKE
JACK
MASK
MIKE
JACK
HEADSET
JACK
HEADSET
JACK
HEADSET RAIL
MIKE JACK
HEADSET RAIL
MIKE JACK
XXXXXX
XXXXXX
PULL
ON
XXXXXXX
XXXXXX
XXXXXX
XX
XX
XX
XX
XX
XXXXXX
XX
PULL
ON
XXXXXXX
XX
XX
XX
XX
XX
XXXXXXX
VOLUME
XXXXXX
XXXXXXX
XX
OFF
VOLUME
DME 1
A
U
DME 2D
I
O
CPIT
MKR 2
OFF
XX
VOLUME
XX
XX
XX
HF 1 CONTROLLER
XX
XX
XX
XX
XX
XX
XX
VHF 1
CONTROLLER
XX
XX
VOLUME
VOLUME
XX
XX
VOLUME
XX
XX
XX
HF 2 CONTROLLER
VHF 2
CONTROLLER
16-15
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NOTE
AUDIO PANELS
General
NOTE
The headset rail mike and the mask
mike are controlled by the push-totalk button on the control wheel.
NOTE
Depressing PAGE or CABIN pushbuttons releases the previously selected pushbutton.
Microphone Channels
PAGE pushbuttonThis button is used for
public address in the passenger cabin. When
depressed, it causes reception muting in the
headsets or cockpit loudspeaker (SPK pushbutton depressed), except for the public address
system modulation control which is direct and
independent of the ST (side tone) pushbutton.
Depressing the push-to-talk button triggers an
audio signal which accompanies the message.
16-16
Revision 2
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VOR-ILS
MKR
1-2
HAND MIKE
MASK
MIKE
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FMG
A
U
D MKR 1
I
O
VHF 1
VHF 1
SPK
ST
VOL
NAV 1
NAV 2
ADF 1
ADF 2
FILT
VOL
OFF
VHF 2
VHF 3
HF 1
HF 2
FM
VHF 2
VHF 3
HF 1
HF 2
FM
PAGE CABIN
DME
1-2
VHF 1
PILOTS CONTROL
WHEEL
PTT BUTTON
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VHF 1
FMG
A
U
D MKR 1
I
O
VHF 1
VHF 1
TO COPILOT
SPK
ST
VOL
NAV 1
NAV 2
ADF 1
ADF 2
FILT
DME 1
VHF 2
VHF 3
HF 1
HF 2
FM
A
U
DME 2D
I
O
MASK CPIT
VHF 2
VHF 3
HF 1
HF 2
FM
PAGE CABIN
MKR 2
VOL
OFF
ST
VOL
NAV 1
NAV 2
ADF 1
ADF 2
HF 1
HF 2
FM
A
U
DME 2D
I
O
MASK CPIT
HF 1
HF 2
FM
PAGE CABIN
MKR 2
VHF 2
VHF 3
VHF 2
VHF 3
FILT
VOL
OFF
HF 1
HF 1
HEADSET
DME 1
FILT
VHF 1
SPK
ST
VOL
NAV 1
NAV 2
ADF 1
ADF 2
HF 1
HF 2
FM
A
U
DME 2D
I
O
MASK CPIT
HF 1
HF 2
FM
PAGE CABIN
MKR 2
VHF 2
VHF 3
VHF 2
VHF 3
FILT
(SPK)
SPK
LOUDSPEAKER
PUSHBUTTON
COPILOT
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HEADSET
DME 1
FILT
MICROPHONE
VHF 3
VHF 3
FMG
A
U
D MKR 1
I
O
VHF 1
VHF 2
VHF 2
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VOL
OFF
MASK
MIKE
TO PILOT
VHF 1
HAND MIKE
SPK
MICROPHONE
PILOT
INTERCOM RECEPTION
PILOT
FMG
MICROPHONE
HEADSET
RAIL MIKE
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U
D MKR 1
I
O
VHF 1
FILT
COPILOT
INTERCOM RECEPTION
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OFF
DME 1
A
U
DME 2D
I
O
MASK CPIT
MKR 2
ADF
1-2
CONTROL UNITS
VOR 1
VOR 2
VOL
ILS 1
ILS 2
MKR-1-2
VOL
OFF
(SPK)
SPK
LOUDSPEAKER
PUSHBUTTON
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FILT
HF 2
HF 2
VOL
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OFF
MICROPHONE
HEADSET
CABIN
PAGE
REAR
COMPARTMENT
PUBLIC
ADDRESS
COPILOTS CONTROL
WHEEL
PTT BUTTON
LOUDSPEAKERS
(PAGE)
PUBLIC ADDRESS
SYSTEM
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16-17
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Reception Channels
NOTE
More than one reception channel
pushbutton can be depressed at a time.
16-18
VOL knobThe volume knob is used to control the volume level on the selected reception
channels. It does not control the intercom,
side tone, and the MARKER and ADF receivers in the filter-off position.
NOTE
Individual adjustment of each receiver is carried out by means of the
controller potentiometer of the system concerned.
Navigation Channels
NAV 1, NAV 2 pushbuttonsVOR 1 or 2 is
directed to the mixer unit through the volume
knob of the controller. When depressed, the
signal level is amplified and adjusted by the
VOL knob (even if the FILT pushbutton on the
same row is depressed).
DME 1, DME 2 pushbuttonsWhen depressed, DME 1 or 2 is directed to the mixer
unit without volume adjustment. The signal
level is amplified and adjusted by the VOL
knob.
VHF 1, VHF 2, VHF 3, HF 1, HF 2, FM
pushbuttonsWhen depressed, the selected
signal is received by the mixer unit after volume adjustment in the corresponding controller. The signal level is then amplified;
volume adjustment is by the VOL knob.
ADF 1, ADF 2 pushbuttonsWhen depressed,
the signal is received by the mixer unit through
the volume control on the corresponding controller. It is amplified without adjustments by
the VOL knob; however, when the FILT pushbutton on the same row is also depressed, the
signal is adjusted by the VOL knob.
NOTE
For correct reception of ground stations in the A1 type of modulation
(pure sustained waves), the pilot sets
the OFF/ ANT/ADF/TONE selector
on the ADF 1 or 2 controller to the
TONE position.
FlightSafety
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FILT pushbuttonsThe filter is used to eliminate the 1,020-Hz frequency from NAV and
ADF signals. There are two FILT pushbuttons: one, located between NAV 2 and DME
1, filters the VOR channels when depressed;
the second pushbutton, located between ADF
2 and DME 2, filters ADF only.
When the FILT pushbuttons are depressed,
the VOR and ADF signals are adjusted by the
VOL knob and can be attenuated. When they
are released, the VOR signals are adjusted by
the VOL knob and are attenuated by the muting system; the ADF signals are not adjusted
by the VOL knob but can be attenuated by the
muting system. The muting system is operational during VHF, HF, FM, or public address
transmissions (in the latter case, with the
PAGE pushbutton depressed).
MKR 1, MKR 2 pushbuttonsWhen depressed, the marker signals are received without volume adjustment by the mixer unit. The
signal level is not adjusted by the VOL knob
but can be attenuated by the muting system.
The reception channels which are not attenuated during transmission are:
Audio warnings
Intercom reception
CONTROL HEADS
General
The type of control heads installed in the Falcon 900 may vary with customer requirements
or preferences. They are normally located in
the center pedestal and include two NAVs,
two COMs, two ADFs, and two ATC transponders. This chapter describes those systems
which are typical to installation in the Falcon
900.
HF
FM
Public address
The following reception channels are attenuated:
VHF 1, 2, and 3
HF 1 and 2
FM
DME 1 and 2
NAV 1 and 2 (VOR 1 and 2)
ADF 1 and 2
MKR 1 and 2
The CTL-22 offers frequency storage. In addition to the active and preset frequencies,
six additional frequencies can be stored in
memory, to be called up when needed. While
this switch is depressed, the accessed channel
number is briefly displayed. Remote selection of storage frequencies and transfer of
preset to active are also available. Frequency
exchange takes place when the XFR switch is
actuated. The preset frequency becomes active,
and the active frequency is preset for instant
recall whenever needed. Direct tuning of the
active frequency is also included. Tuning of
50-kHz channels is possible without going
through the 25-kHz channels. However, each
16-19
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16-20
ELECTRICAL POWER
SOURCES
Figure 16-21 shows DC power distribution.
Revision 1
25
Revision 2
25
71L2 (LIGHTS 2)
BAG COMP DOOR CONT
COCKPIT DOME LIGHTS
NOSE CONE (INSP LIGHT)
MECHANICS PANEL
AISLE LIGHT
BAG COMP DOME LIGHT
SLATS 23CM
(71L2)
(71L1)
71L1 (LIGHTS 1)
FUELING
FR 5 UTILITY LIGHT (BAT)
ENGINE MONITOR
REAR COMPT LTS
FWD TOILET LT
AFT TOILET LT
AISLE LIGHTS
STEP LIGHTS
FR 5 STAIR LIGHT
LH(RH) PYLON LT
FR 5 BAG LIGHT
FUEL COUPLING LT
FUEL PANEL CTL LT
international
FlightSafety
AVIONIC
MASTER
(1W)
FIRE
EXTINGUISHERS
POWER SUPPLY
COPILOT FRONT
WINDSHIELD B3
(SPARE) B4
STANDBY HYDRAULIC
PUMP A5
PILOT FRONT
WINDSHIELD A3
GALLEY 2 BAR
A6
GALLEY 1 BAR
A4
16-21
130A
80A
80A
130A
R BUS
TIED
L BUS
TIED
130A
130A
80A
150A
150A
150A
OFF
FOR TRAINING PURPOSES ONLY
RIGHT CIRCUITBREAKER
PANEL
LEFT CIRCUITBREAKER
PANEL
CENTER
CIRCUITBREAKER
PANEL
AVIONIC
MASTER
START BUS
OFF
R AV
MASTER
L AV
MASTER
BUS B2
BUS B1
BUS A2
BUS A1
BUS TIED
(4PA)
TO EXT
POWER
CONTACTOR
FLIGHT
NORM
(14P)
BATTERY BUS
RIGHT MAIN BUS
225A
LEFT MAIN BUS
BAT
BAT
30
V0
30
V0
20
MAIN BUS-TIE
ROTARY SELECTOR
20
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QUESTIONS
1.
2.
16-22
3.
4.
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CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................ 17-1
OXYGEN SYSTEM ............................................................................................................. 17-2
General........................................................................................................................... 17-2
Crew System .................................................................................................................. 17-2
Passenger System........................................................................................................... 17-6
Passenger Oxygen Controller ........................................................................................ 17-7
POTABLE WATER SYSTEM (SN 3)................................................................................... 17-9
General........................................................................................................................... 17-9
Operation ....................................................................................................................... 17-9
POTABLE WATER SYSTEM (SNs 4 AND SUBSEQUENT) .......................................... 17-11
General......................................................................................................................... 17-11
Operation ..................................................................................................................... 17-11
WATER WASTE SYSTEM ................................................................................................ 17-12
QUESTIONS....................................................................................................................... 17-15
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ILLUSTRATIONS
Figure
Title
Page
17-1
17-2
17-3
17-4
17-5
17-6
17-7
17-8
17-9
17-10
17-11
17-12
17-13
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8
4
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CHAPTER 17
MISCELLANEOUS SYSTEMS
ANTI-ICE
ON
16
OIL
NO 1 FUEL
TRANS
BLOWER
OFF
ENG 1
CHIP
XMSN
OIL
NO 1 FUEL
LOW
NO 1 FUEL
FILTER
90 BOX
OIL
BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
INTRODUCTION
The Falcon 900 oxygen system is supplied by a single high-pressure cylinder. Each crew
position has a quick-donning mask with a built-in regulator and microphone. Passenger
masks automatically drop out of overhead storage boxes when pressurization is lost, or
can be manually released. Passengers can receive two different pressures, depending on
the setting on a controller on the copilots console. Two first-aid outlets are also provided in the cabin.
The water system provides potable water to the galley, the mid-cabin bar, and the washbasin in the lavatory compartment. Wastewater is expelled through drain masts on the
bottom of the fuselage.
The self-contained chemical toilet has its own water reservoir and is serviced from a
panel on the bottom of the fuselage.
17-1
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OXYGEN SYSTEM
GENERAL
Oxygen Cylinder
The high-pressure oxygen cylinder has a total
capacity of 2,200 litres (NTPD) under 1,850 psi
(127.5 bars) at 21C. Minimum usable pressure
is 170 psi (12 bars). An optional oxygen cylinder
with a total capacity of 3,310 litres is also
available.
Pressure-Reducing Valve
The pressure-reducing valve functions to reduce
the oxygen pressure to 70 psi (4.8 bars) for use in
the passenger and crew low-pressure systems. A
90-psi safety valve prevents overpressurization in
the low-pressure system. The pressure-reducing
valve also incorporates a blowout disc sensing
cylinder pressure. The disc is calibrated to
rupture at 2,750 to 3,050 psi (191 to 213 bars).
Mounted on the PASSENGER OXYGEN controller, the gage has a rectangular dial graduated from 0 to 2,200 psi. It has a red range from
0 to 200 psi, an amber range from 200 to 700
psi, and another amber range from 2,000 to
2,200 psi.
The red range indicates low oxygen quantity
in the cylinder; if oxygen is required, an
immediate descent must be initiated. The
amber range from 200 to 700 psi with 700 psi
(at 21C) representing the minimum required
cylinder pressure for two crewmembers without passengers on board. This minimum pressure of 700 psi permits an oxygen reserve of
two hours for each crewmember. Takeoff must
not be undertaken with an oxygen pressure of
less than 700 psi at an ambient temperature of
21C (70F). At this point, the pilots may have
to isolate the passenger oxygen system.
Considering the size of the oxygen cylinder,
this situation could only occur if there is a
leak in the passenger system or if the cylinder was insufficiently serviced prior to flight.
The second amber range (2,000 to 2,200 psi)
indicates that the oxygen pressure exceeds
the pressure rating of the cylinder. Cylinder
pressure must be monitored, or reduced if necessary, to prevent blowout threshold pressure.
CREW SYSTEM
Shutoff Valve
When the shutoff valve on the cylinder is closed,
the supply system is vented through the pressure
reducer on aircraft not incorporating SB F900110. This valve must be open prior to flight, as
access is not possible with the main entrance
door closed, and should be shut off if a long
stopover between flights is anticipated.
17-2
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HIGH-PRESSURE GAGE
OXYGEN
CONTROLLER
CYLINDER
PASSENGER OXYGEN
CLOSED
20
NORMAL
OVERRIDE
FIRST AID
O
15 X
PSI Y
10 G
-100 E
N
5
0
PASS ON
PRESSURE
RED RANGE
PRESSURE REDUCER
SHUTOFF VALVE
Figure 17-1.
Revision 1
AMBER RANGE
17-3
FlightSafety
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THIRD CREWMEMBERS
MASK BOX
COPILOTS MASK
TO PASSENGER
OXYGEN SYSTEM
TEST SOCKET
MASK BOX
OXYGEN
CONTROLLER
SMOKE HOOD
PILOTS MASK
PNEUMATIC HARNESS
(SHOWN AS INFLATED)
MASK BOX
MASK
MICROPHONE
ASSEMBLY
REGULATOR
HARNESS
INFLATION
CONTROL
N100%
CONTROL
(FLIPPER)
TEST BUTTON AND
EMERGENCY OVERPRESSURE
MANUAL CONTROL
RADIO OXYGEN
LINE ASSEMBLY
COPILOTS
CONSOLE
Figure 17-2.
17-4
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Crew Masks
The crew masks (Figure 17-2) are classified
as quick-donning masks because they can be
put on with one hand within five seconds.
Oxygen is supplied at a pressure of 70 psi (4.8
bars), and the mask incorporates a flow regulator to supply either a diluted mixture or
100% pure oxygen.
The regulator commands oxygen in two modes:
dilution (regulator control flipper in the N position below 30,000 feet) or pure oxygen (regulator flipper in N above 30,000 feet or in 100%
at any altitude). An overpressure feature ensures satisfactory oxygen supply up to 51,000
feet. The masks are fitted with a built-in, compensated, breath-out valve, a harness inflation control, a test button, and a microphone.
A device located on the upper part of the mask
allows pressurization of the smoke goggles
through a venting orifice.
Smoke goggles are provided for protection
against smoke and noxious fumes.
NOTE:
IF NECESSARY, ADJUST GOGGLE NOSE BRIDGE SHAPE TO FIT TIGHTLY AGAINST MASK SHELL BY
PRESSING EACH SIDE OF THE BRIDGE INWARD. READJUST HEAD STRAP TENSION, IF NECESSARY.
Figure 17-3.
Revision 4
17-5
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PASSENGER SYSTEM
General
The passenger oxygen system serves 19 stations and includes two first-aid masks, dual
masks in the lavatory, a mask above each passenger seat, a mask for the third crewmember,
and two additional masks (Figure 17-5).
TEST SOCKET
REMOVE UNIT FROM STORAGE CONTAINER.
PASSENGER OXYGEN
CYLINDER
CLOSED
NORMAL
OVERRIDE
20
LCL
PTUO A
O
15 X
PSI Y
10 G
-100 E
N
5
0
FIRST AID
SELECTOR
PASS ON
DUAL MASK
BOX (LAVATORY)
PRESSURE
CREW
HIGH-PRESSURE
GAGE
PNEUMATIC
INDICATOR
THIRD
CREW-MEMBER'S
MASK BOX
PASSENGER'S
MASK BOX (14)
BEND OVER AND GRASP HOOD OPENING WITH
THUMB, AND PULL HOOD OVER HEAD.
Figure 17-4.
17-6
FIRST-AID
CONNECTOR (2)
TEST CONNECTOR
Figure 17-5.
Revision 3
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PASSENGER OXYGEN
Controller
The controller (Figure 17-5) provides manual
or automatic operation of the passenger oxygen system. It is supplied with oxygen regulated at 70 psi. Below 16,000 feet, it delivers
oxygen at 19 psi (1.3 bars); above 16,000
feet, it provides 70 psi (4.8 bars) oxygen pressure. Between the altitudes of 11,500 and
16,000 feet, initial pressure is 70 psi for 5 seconds in order to release the masks, then it is
The controller features a selector knob for selection of NORMAL, OVERRIDE, FIRST
AID, or CLOSED position. Also included are
a high-pressure gage, a PASS ON (pneumatic)
indicator, and a test socket. Controller operation is presented in Figure 17-6.
PASSENGER OXYGEN
NORMAL
CLOSED
OVERRIDE
CYLINDER
FIRST AID
20
O
15 X
PSI Y
10 G
-100 E
N
5
0
SELECTOR
KNOB
PASS ON
PRESSURE
SELECTOR
INDICATOR
FUNCTIONS
PASS ON
NORMAL
CLOSED
HALF OPEN
FULLY OPEN
FIRST AID
PASS ON
HALF OPEN
HALF OPEN
OR
FULLY OPEN
PASS ON
OVERRIDE
CLOSED
PASS ON
CLOSED
Figure 17-6.
Revision 2
17-7
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Passenger Masks
The passenger mask (Figure 17-7) consists of
a nosepiece and a mouthpiece incorporating
a breath-in/breath-out valve, and an additional
air valve. Oxygen is supplied through a oneliter economizer bag. The constant flow rate
of the mask is regulated by a nozzle integral
with the mask box valve. Flow rate depends
on the supply pressure. At 70 psi, the flow
rate is 2.8 to 3 liters per minute; at 19 psi, 0.725
to 0.875 liters per minute.
PRESSURE-OPERATED
LATCH
OXYGEN VALVE
OPENING PIN
MASK BOX
INTERNAL DOOR
COVER
CORD
MASK
ECONOMIZER BAG
OXYGEN HOSE
Figure 17-7.
17-8
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The CLOSED position shuts off oxygen supply to all masks; the system then supplies only
the crew.
To reset the system, set selector to NORMAL.
PASS ON indicator should go out, indicating
proper operation of the system.
First-Aid Masks
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 connectors in the roof of the cabin
(Figure 17-5) and are used to assist passengers
requiring oxygen for medical reasons.
Operation
With the PASSENGER OXYGEN controller
selector knob in NORMAL or FIRST AID
(Figure 17-6), the mask falls into view if
cabin pressure altitude is above 11,500 (750)
feet. With the NORMAL position selected,
oxygen is available at 19 psi with a cabin altitude of approximately 11,500 (750) to
16,000 (+200 or 150) feet (70 psi above
16,000 feet). The PASS ON indicator is halfopen during low-pressure operation (19 psi)
and fully open at 70 psi.
Moving the selector knob to FIRST AID does
not open any of the passenger mask boxes, but
oxygen is made available to the first-aid masks.
The automatic function is retained. In case of
automatic system failure, FIRST AID should
be selected at cabin pressure altitude lower
than 18,000 feet, after setting the controller selector knob to OVERRIDE to allow the masks
to deploy.The passenger masks can also be
supplied at 19 psi after the OVERRIDE position is selected.
When cabin pressure altitude returns to below
11,500 feet, the pilot should set the selector
knob to CLOSED.
The OVERRIDE position, used if the automatic system fails, provides mask box opening, deployment of the passenger masks, and
high-pressure oxygen (70 psi) to the masks.
The PASS ON indicator shows fully open.
QUANTITY
INDICATOR
LEGEND
PRESSURE
GAGE
COFFEE
MACHINE
WATER SUPPLY
PRESSURIZED WATER
DRAINAGE
ELECTRICAL
GALLEY
CABINET
POTABLE WATER
SYSTEM (SN 3)
GENERAL
The potable water system stores water in a
10.56-gallon (40 liter) tank (Figure 17-8) for
distribution of water under pressure to the coffee machine in the galley, the mid-cabin bar, and
the washbasin in the lavatory compartment.
The system includes the storage tank, electric
pump, filter, pressure gage, quantity indicator, water heater, shutoff valves, fill ports,
and drain masts. The tank, filter, and gravity
fill port are shown in Figure 17-9.
DRAIN MAST
ANTI-ICED
PIPE
FILTER
WATER
HEATER
QUANTITY
TRANSMITTER
FAUCET
OPERATION
Delivery System
WASHBASIN
POTABLE
WATER
TANK
DRAIN
SHUTOFF
VALVE
MID-CABIN
BAR UNIT
HEATING
ELEMENT
DUAL
REFILLING
VALVE
PUMP
SHUTOFF
VALVE
Figure 17-8.
DRAIN MAST
VENT
PORT
OUTSIDE
DRAIN VALVE
REFILL
PORT
PRESSURE
REGULATOR
17-9
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Access to the system shutoff valve is provided in flight, allowing the crew to isolate
the system.
LIGHTSMISC
XX
LAV
MASTER
XX
XX
XXX
CAPT WH
READING
XX
XX
GALLEY
MASTER
LANDING ANTI???
RM
BELLY
XX
XX
INSTR
RH
XX
Tank Refilling
XX
XXX
Pressure Refilling
With an outside pressurized water supply connected to the refilling port on the service panel,
actuating the adjacent lever opens a dual valve,
allowing water to flow to the tank. Tank over-
CIRCUIT-BREAKER
PANEL
pressurization is prevented by a 20-psi regulator. When the tank is full, the quantity indicator light on the service panel illuminates,
and the quantity indicator in the galley reads
FULL. The operator then closes the dual valve
with the lever and disconnects the water supply.
During manual refilling through the gravity refill port in the lavatory port in the lavatory
compartment, the quantity indicator operates
as during pressure refilling.
Complete instructions for water tank refilling
are found in Chapter/Section 38-110 of the
Maintenance Manual and on the inside of the
service panel door.
FILTER
10
WATER
HEATER
20
10
WATER PUMP
PUSHBUTTON
DRAIN
HEATER FLUSH
7.5
VIDEO
INVERT
XXXXX
TABE
7.5
15
REFILLING PORT
WASHBASIN
CABINET
GALLEY CABINET
Figure 17-10.
17-10
TANK
VENT PORT
Figure 17-9.
Revision 4
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POTABLE WATER
SYSTEM (SNS 4 AND
SUBSEQUENT)
GENERAL
The potable water system stores water in a
14.5-gallon (55-liter) water tank (Figure 1711), located beneath the aft lavatory vanity, for
distribution of water under pressure to the aft
vanity, forward galley, and optional forward
lavatory if installed.
OPERATION
RELIEF
VALVE
(120 PSI)
ENG
NO. 1
Delivery System
With the air accumulator charged, regulated air
at approximately 25 psi is routed through an air
supply on/off valve located in the vanity water
AIR
CHARGING
VALVE
AIR
ACCUMULATOR
FILTER REGULATOR
(25 PSI)
AIR
SHUTOFF
NEGATIVE
VALVE
PRESSURE
RELIEF
RESTRICTOR
APU
ENG
NO. 2
FILTER
REGULATOR
(120 PSI)
VANITY SINK
AND FAUCETS
RELIEF
VALVES
(30 PSI)
FILL AND
VENT VALVE
FILLER
NECK
TO CABIN WATER
DISTRIBUTION SYSTEM
(GALLEY, ETC.)
LEGEND
WATER HEATER
BLEED AIR
REGULATED AIR (120 PSI)
REGULATED AIR (25 PSI)
SUPPLY
ELECTRIC
PUMP
DRAIN
VALVE
FILTER
CHECK
VALVE
WATER
TANK
HOT WATER
SUPPLY
VALVE
DRAIN
AFT DRAIN MAST
Figure 17-11.
Revision 3
17-11
FlightSafety
international
Tank Filling
The tank can be filled from inside the airplane
through the filler neck. Before moving the
cap, pressing down on the cap relieves air
pressure. The fill and vent valve ports are
used for filling the tank from an outside water
source. A push-pull handle in the external servicing panel in the aft left wing root fairing
actuates the valve.
Draining
Prior to draining the storage tank, trip the
heater circuit breakers, close the air shutoff
valve, and open the forward and aft vanity
supply valves. If tank pressure drops to zero,
vent the system by pulling the push-pull handle to open the fill and vent valve.
NOTE
Detailed instructions for operation,
filling, and draining of the system
are available in the Water System
Information section of the Falcon
200 Supplemental Maintenance
Manual.
17-12
Revision 2
FlightSafety
international
CLOSED
OPEN
DOOR CLOSED
BLEED VALVE
CLOSED
OPEN
ISOLATION
VALVE
DRAIN VALVE
DOOR OPEN
Figure 17-12.
Revision 2
17-13
FlightSafety
international
DRAIN
PAN
DRAIN
VALVE
CABIN FLOOR
SEALED
DUCT
LOOKING
FORWARD
Figure 17-13.
17-14
LEVER
FLUSHING PORT
DRAIN PORT
Revision 2
FlightSafety
international
QUESTIONS
1.
2.
3.
4.
5.
Revision 2
6.
7.
8.
9.
17-15
FlightSafety
international
WALKAROUND
The following section is a pictorial walkaround. It shows each item called out in the
exterior power-off preflight inspection. The
fold-out page at the b eginning of the walkaround section should be unfolded before starting to read.
The general location photographs do not
specify every checklist item. However, each
item is portrayed on the large-scale photographs that follow.
Revision 4.01
WA-1
FlightSafety
FlightSafety
international
international
64
83
85
63
62
65
33
61
89
90
87
86
84
82
81
80
88
60
42 40 41
35 36 39
34
32
31
38 37
68
23
24
22
17
13
12
69
7
77
78
27
66
67
70
30
29
28
26
25 21
19
20
16
18
14
15
11
9
10
74
72
71
79
75
76
WA-2
Revision 4.01
FlightSafety
international
1.
4.
ANGLE-OF-ATTACK SENSOR:
COVER/CONDITIONREMOVE/CLEAR
2.
5.
3.
6.
COCKPIT WINDOWSCHECK/CLEAN
WINDSHIELD WIPERCHECK/STOWED
NOSE CONE (3 LATCHES)CLOSED/LOCKED
Revision 4.01
WA-3
FlightSafety
international
7.
COCKPIT WINDOWSCHECK/CLEAN
WINDSHIELD WIPERCHECK/STOWED
NOSE CONE (2 LATCHES)CLOSED/LOCKED
8.
9.
TAXI-LIGHT: CONDITIONCHECK
NOSE WHEEL WELL:
MAINTENANCE DOORCLOSED
NOSE CONE DRAINCHECK
WA-4
11.
12.
Revision 4.01
FlightSafety
international
15. ANTENNASCHECK
WATER DRAIN MAST (OPTION)CHECK
Revision 4.01
WA-5
FlightSafety
international
WA-6
Revision 4.01
FlightSafety
international
Revision 4.01
WA-7
FlightSafety
international
32. AILERON/FLAPSCHECK
33. AIRBRAKESCHECK
34. ANTENNASCHECK
35. FUEL SUMP DRAINSCHECK FOR LEAKS
WA-8
Revision 4.01
FlightSafety
international
Revision 4.01
WA-9
FlightSafety
international
WA-10
Revision 4.01
FlightSafety
international
Revision 4.01
WA-11
FlightSafety
international
WA-12
Revision 4.01
FlightSafety
international
Revision 4.01
WA-13
FlightSafety
international
WA-14
Revision 4.01
FlightSafety
international
77. AIRBRAKESCHECK
78. AILERON/FLAPSCHECK
Revision 4.01
WA-15
FlightSafety
international
WA-16
Revision 4.01
FlightSafety
FlightSafety
international
international
Revision 4.01
WA-17
FlightSafety
international
ANSWERS TO QUESTIONS
CHAPTER 2
1. C
2. B
3. D
4. D
5. C
6. B
7. D
8. C
9. A
10. D
11. C
12. D
CHAPTER 3
1. C
2. A
3. B
4. D
5. A
6. C
CHAPTER 4
1. B
2. A
3. C
4. A
5. C
6. A
CHAPTER 5
1. A
2. D
3. C
4. B
5. D
6. C
7. C
8. C
9. C
Revision 4.01
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
D
D
D
A
C
A
B
C
D
D
B
D
C
CHAPTER 6
1. C
2. D
3. A
4. D
5. C
6. A
7. B
8. C
9. A
10. B
CHAPTER 7
1. B
2. D
3. A
4. C
5. A
6. C
7. B
8. D
9. A
10. B
CHAPTER 8
1. D
2. B
3.
4.
5.
6.
7.
C
A
D
B
A
CHAPTER 9
1. D
2. D
3. A
4. D
5. C
6. A
7. C
8. A
9. D
10. C
CHAPTER 10
1. C
2. A
3. D
4. B
5. A
6. B
7. C
8. D
CHAPTER 11
1. A
2. D
3. B
4. D
5. A
6. C
7. B
8. D
9. A
10. C
CHAPTER 12
1. C
2. B
3. D
4. A
5. C
CHAPTER 13
1. B
2. C
3. B
4. D
5. A
6. D
7. C
8. A
9. B
10. A
CHAPTER 14
1. D
2. C
3. A
4. B
5. C
6. A
7. B
8. B
9. D
10. C
CHAPTER 15
1. D
2. B
3. C
4. B
5. A
6. D
7. B
8. A
9. C
APP-1
FlightSafety
international
CHAPTER 16
1. A
2. D
3. C
4. B
CHAPTER 17
1. A
2. D
3. C
4. D
5. B
6. A
7. C
8. A
9. D
10. C
APP-2
Revision 3
FlightSafety
international
APPENDIX A
This appendix contains the following conversion tables:
Table
Page
A-1
A-2
A-3
A-4
A-5
A-i
FlightSafety
international
Table A-1.
CONVERSION FACTORS
Multiply
By
To Obtain
centimeters
kilograms
kilometers
kilometers
liters
liters
meters
meters
millibars
feet
gallons
inches
in. Hg (32 F)
nautical miles
nautical miles
pounds
quarts (liquid)
statute miles
statute miles
0.3937
2.2046
0.621
0.539
0.264
1.05
39.37
3.281
0.02953
0.3048
3.7853
2.54
33.8639
1.151
1.852
0.4536
0.946
1.609
0.868
inches
pounds
statute miles
nautical miles
gallons
quarts (liquid)
inches
feet
in. Hg (32 F)
meters
liters
centimeters
millibars
statute miles
kilometers
kilograms
liters
kilometers
nautical miles
A-1
A-2
410
400
390
380
370
360
350
340
330
320
310
300
290
280
273
270
260
250
240
230
220
246
240
234
229
223
218
212
207
201
196
190
184
179
173
169
168
163
157
151
146
140
810
820
830
840
850
860
870
880
890
900
910
920
930
940
950
960
970
980
990
1000
460
466
471
477
482
488
493
499
504
510
516
521
527
532
538
660
666
671
677
632
638
643
649
654
599
604
610
616
621
627
571
577
582
588
593
1220
1230
1240
1250
1170
1180
1190
1200
1210
1110
1120
1130
1140
1150
1160
1060
1070
1080
1090
1100
2228
2246
2264
2282
2138
2156
2174
2192
2210
2030
2048
2066
2084
2102
2120
1940
1958
1976
1994
2012
21
22
23
24
25
16
17
18
19
20
11
12
13
14
15
6
7
8
9
10
1
2
3
4
5
799
804
810
771
777
782
788
793
738
743
749
754
760
766
710
716
721
727
732
682
688
693
699
704
C.
1470
1480
1490
1420
1430
1440
1450
1460
1360
1370
1380
1390
1400
1410
1310
1320
1330
1340
1350
1260
1270
1280
1290
1300
C. or
F.
F.
2678
2696
2714
2588
2606
2624
2642
2660
2480
2498
2516
2534
2552
2570
2390
2408
2426
2444
2462
2300
2318
2336
2354
2372
F.
69.8
71.6
73.4
75.2
77.0
60.8
62.6
64.4
66.2
68.0
51.8
53.6
55.4
57.2
59.0
42.8
44.6
46.4
48.2
50.0
33.8
35.6
37.4
39.2
41.0
1251 to 1490
6.11
5.56
5.00
4.44
3.89
8.89
8.33
7.78
7.22
6.67
11.7
11.1
10.6
10.0
9.44
14.4
13.9
13.3
12.8
12.2
17.2
16.7
16.1
15.6
15.0
C.
C. or
F.
1 to 25
46
47
48
49
50
41
42
43
44
45
36
37
38
39
40
31
32
33
34
35
26
27
28
29
30
932
938
943
949
954
904
910
916
921
927
871
877
882
888
893
899
843
849
854
860
866
816
821
827
832
838
C.
3110
3128
3146
3164
3182
3020
3038
3056
3074
3092
2912
2930
2948
2966
2984
3002
2822
2840
2858
2876
2894
2732
2750
2768
2786
2804
F.
114.8
116.6
118.4
120.2
122.0
105.8
107.6
109.4
111.2
113.0
96.8
98.6
100.4
102.2
104.0
87.8
89.6
91.4
93.2
95.0
C.
1077
1082
1088
1093
1049
1054
1060
1066
1071
1016
1021
1027
1032
1038
1043
988
993
999
1004
1010
960
966
971
977
982
C = 5/9 (F 32)
71
72
73
74
75
66
67
68
69
70
61
62
63
64
65
56
57
58
59
60
51
52
53
54
55
C. or
F.
51 to 75
1970
1980
1990
2000
1920
1930
1940
1950
1960
1860
1870
1880
1890
1900
1910
1810
1820
1830
1840
1850
1760
1770
1780
1790
1800
C. or
F.
F.
96
97
98
99
100
91
92
93
94
95
86
87
88
89
90
81
82
83
84
85
76
77
78
79
80
1216
1221
1227
1232
1188
1193
1199
1204
1210
1154
1160
1166
1171
1177
1182
1127
1132
1138
1143
1149
1099
1104
1110
1116
1121
C.
2220
2230
2240
2250
2170
2180
2190
2200
2210
2110
2120
2130
2140
2150
2160
2060
2070
2080
2090
2100
2010
2020
2030
2040
2050
C. or
F.
4028
4046
4064
4082
3938
3956
3974
3992
4010
3830
3848
3866
3884
3902
3920
3740
3758
3776
3794
3812
3650
3668
3686
3704
3722
F.
204.8
206.6
208.4
210.2
212.0
195.8
197.6
199.4
201.2
203.0
186.8
188.6
190.4
192.2
194.0
177.8
179.6
181.4
183.2
185.0
168.8
170.6
172.4
174.2
176.0
F.
2001 to 2250
35.6
36.1
36.7
37.2
37.8
32.8
33.3
33.9
34.4
35.0
30.0
30.6
31.1
31.7
32.2
27.2
27.8
28.3
28.9
29.4
24.4
25.0
25.6
26.1
26.7
C.
C. or
F.
76 to 100
INTERPOLATION
FACTORS
3578
3596
3614
3632
3488
3506
3524
3542
3560
3380
3398
3416
3434
3452
3470
3290
3308
3326
3344
3362
3200
3218
3236
3254
3272
F.
159.8
161.6
163.4
165.2
167.0
150.8
152.6
154.4
156.2
158.0
141.8
143.6
145.4
147.2
149.0
132.8
134.6
136.4
138.2
140.0
123.8
125.6
127.4
129.2
131.0
1751 to 2000
21.7
22.2
22.8
23.3
23.9
18.9
19.4
20.0
20.6
21.1
16.1
16.7
17.2
17.8
18.3
13.3
13.9
14.4
15.0
15.6
10.6
11.1
11.7
12.2
12.8
C.
F = 9/5 (C) + 32
1710
1720
1730
1740
1750
1660
1670
1680
1690
1700
1600
1610
1620
1630
1640
1650
1550
1560
1570
1580
1590
1500
1510
1520
1530
1540
C. or
F.
F.
78.8
80.6
82.4
84.2
86.0
1491 to 1750
7.78
8.33
8.89
9.44
10.0
5.00
5.56
6.11
6.67
7.22
2.22
2.78
3.33
3.89
4.44
0.56
0
0.56
1.11
1.67
3.33
2.78
2.22
1.67
1.11
C.
C. or
F.
26 to 50
300
310
320
330
340
250
260
270
280
290
210
212
220
230
240
160
170
180
190
200
110
120
130
140
150
1354
1360
1366
1327
1332
1338
1343
1349
1293
1299
1304
1310
1316
1321
1266
1271
1277
1282
1288
1238
1243
1249
1254
1260
F.
2470
2480
2490
2420
2430
2440
2450
2460
2360
2370
2380
2390
2400
2410
2310
2320
2330
2340
2350
2260
2270
2280
2290
2300
C. or
F.
C.
0.56
1.11
1.67
2.22
2.78
4478
4496
4514
4388
4406
4424
4442
4460
4280
4298
4316
4334
4352
4370
4190
4208
4226
4244
4262
4100
4118
4136
4154
4172
F.
572
590
608
626
644
482
500
518
536
554
410
413
428
446
464
320
338
356
374
392
230
248
266
284
302
F.
2251 to 2490
149
154
160
166
171
121
127
132
138
143
99
100
104
110
116
71
77
82
88
93
43
49
54
60
66
C.
C. or
F.
101 to 340
450
460
470
480
490
400
410
420
430
440
350
360
370
380
390
1
2
3
4
5
1488
1493
1499
1504
1510
1460
1466
1471
1477
1482
1427
1432
1438
1443
1449
1454
1399
1404
1410
1416
1421
1371
1377
1382
1388
1393
C.
F.
1.8
3.6
5.4
7.2
9.0
2710
2720
2730
2740
2750
2660
2670
2680
2690
2700
2600
2610
2620
2630
2640
2650
2550
2560
2570
2580
2590
2500
2510
2520
2530
2540
C. or
F.
F.
C.
3.33
3.89
4.44
5.00
5.56
4910
4928
4946
4964
4982
4820
4838
4856
4874
4892
4712
4730
4748
4766
4784
4802
4622
4640
4658
4676
4694
4532
4550
4568
4586
4604
F.
842
860
878
896
914
752
770
788
806
824
662
680
698
716
734
2491 to 2750
232
238
243
249
254
204
210
216
221
227
177
182
188
193
199
C.
C. or
F.
341 to 490
NOTE: The numbers in bold face type refer to the temperature either in
degrees Celsius or Fahrenheit which it is desired to convert into the other
scale. If converting from degrees Fahrenheit to degrees Celsius the
equivalent temperature will be found in the left column, while if converting
from degrees Celsius to degrees Fahrenheit, the answer will be found in
the column on the right.
1778
1796
1814
1832
1688
1706
1724
1742
1760
1580
1598
1616
1634
1652
1670
1490
1508
1526
1544
1562
543
549
554
560
566
F.
1850
1868
1886
1904
1922
432
438
443
449
454
1400
1418
1436
1454
1472
1010
1020
1030
1040
1050
760
770
780
790
800
404
410
416
421
427
C.
C.
F.
C. or
F.
14
32
76
58
40
22
4
1001 to 1250
10
0
60
50
40
30
20
C. or
F.
23.3
17.8
51.1
45.6
40.0
34.4
28.9
166
148
130
112
94
256
238
220
202
184
346
328
310
292
274
F.
751 to 1000
364
454
436
418
400
382
459.4
160
150
140
130
120
78.9 110
73.3 100
67.8
90
62.2
80
56.7
70
107
101
95.6
90.0
84.4
210
200
190
180
170
273
268
262
257
251
134
129
123
118
112
459.4
450
440
430
420
C.
C.
C. or
F.
C. or
F.
F.
210 to 0
459.4 to 220
Table A-2.
750
700
710
720
730
740
650
660
670
680
690
600
610
620
630
640
550
560
570
580
590
500
510
520
530
540
C. or
F.
6
7
8
9
10
1632
1638
1643
1649
1604
1610
1616
1621
1627
1571
1577
1582
1588
1593
1599
1543
1549
1554
1560
1566
1516
1521
1527
1532
1538
C.
5378
5396
5414
5432
5288
5306
5324
5342
5360
5180
5198
5216
5234
5252
5270
5090
5184
5126
5144
5162
5000
5018
5036
5054
5072
F.
1382
1292
1310
1328
1346
1364
1202
1220
1238
1256
1274
1112
1130
1148
1166
1184
1022
1040
1058
1076
1094
S 47283 (B)
F.
10.8
12.6
14.4
16.2
18.0
2970
2980
2990
3000
2920
2930
2940
2950
2960
2860
2870
2880
2890
2900
2910
2810
2820
2830
2840
2850
2760
2770
2780
2790
2800
C. or
F.
F.
932
950
968
986
1004
2751 to 3000
399
371
377
382
388
393
343
349
354
360
366
316
321
327
332
338
288
293
299
304
310
260
266
271
277
282
C.
491 to 750
FlightSafety
international
FlightSafety
international
Table A-3.
INCHES
0.0000
0.0001
0.0003
0.0004
0.0005
0.0006
0.0007
0.0008
0.0009
MILLIMETERS
0.000
0.001
0.002
0.003
0.004
0.0254
0.0508
0.0762
0.1016
0.0025
0.0279
0.0533
0.0787
0.1041
0.0050
0.0304
0.0558
0.0812
0.1066
0.0076
0.0330
0.0584
0.0838
0.1092
0.0101
0.0355
0.0609
0.0863
0.1117
0.0127
0.0381
0.0635
0.0889
0.1143
0.0152
0.0406
0.0660
0.0914
0.1168
0.0177
0.0431
0.0685
0.0939
0.1193
0.0203
0.0457
0.0711
0.0965
0.1219
0.0228
0.0482
0.0736
0.0990
0.1244
0.005
0.006
0.007
0.008
0.009
0.1270
0.1524
0.1778
0.2032
0.2286
0.1295
0.1549
0.1803
0.2057
0.2311
0.1320
0.1574
0.1828
0.2082
0.2336
0.1346
0.1600
0.1854
0.2108
0.2362
0.1371
0.1625
0.1879
0.2133
0.2387
0.1397
0.1651
0.1905
0.2159
0.2413
0.1422
0.1676
0.1930
0.2184
0.2438
0.1447
0.1701
0.1955
0.2209
0.2463
0.1473
0.1727
0.1981
0.2235
0.2489
0.1498
0.1752
0.2006
0.2260
0.2514
INCHES
0.000
0.001
0.002
0.003
0.004
0.005
0.006
0.007
0.008
0.009
MILLIMETERS
0.00
0.01
0.02
0.03
0.04
0.254
0.508
0.762
1.016
0.025
0.279
0.533
0.787
1.041
0.050
0.304
0.558
0.812
1.066
0.076
0.330
0.584
0.838
1.092
0.101
0.355
0.609
0.863
1.117
0.127
0.381
0.635
0.889
1.143
0.152
0.406
0.660
0.914
1.168
0.177
0.431
0.685
0.939
1.193
0.203
0.457
0.711
0.965
1.219
0.228
0.482
0.736
0.990
1.244
0.05
0.06
0.07
0.08
0.09
1.270
1.524
1.778
2.032
2.286
1.295
1.549
1.803
2.057
2.311
1.320
1.574
1.828
2.082
2.336
1.346
1.600
1.854
2.108
2.362
1.371
1.625
1.879
2.133
2.387
1.397
1.651
1.905
2.159
2.413
1.422
1.676
1.930
2.184
2.438
1.447
1.701
1.955
2.209
2.463
1.473
1.727
1.981
2.235
2.489
1.498
1.752
2.006
2.260
2.514
INCHES
0.00
0.01
0.02
0.03
0.04
0.05
0.06
0.07
0.08
0.09
MILLIMETERS
0.0
0.1
0.2
0.3
0.4
2.540
5.080
7.620
10.160
0.254
2.794
5.334
7.874
10.414
0.508
3.048
5.588
8.128
10.668
0.762
3.302
5.842
8.382
10.922
1.016
3.556
6.096
8.636
11.176
1.270
3.810
6.350
8.890
11.430
1.524
4.064
6.604
9.144
11.684
1.778
4.318
6.858
9.398
11.938
2.032
4.572
7.112
9.652
12.192
2.286
4.826
7.366
9.906
12.446
0.5
0.6
0.7
0.8
0.9
12.700
15.240
17.780
20.320
22.860
12.954
15.494
18.034
20.574
23.114
13.208
15.748
18.288
20.828
23.368
13.462
16.002
18.542
21.082
23.622
13.716
16.256
18.796
21.336
23.876
13.970
16.510
19.050
21.590
24.130
14.224
16.764
19.304
21.844
24.384
14.478
17.018
19.558
22.098
24.638
14.732
17.272
19.812
22.352
24.892
14.986
17.526
20.066
22.606
25.146
0.00
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
INCHES
MILLIMETERS
0.
1.
2.
3.
4.
25.40
50.80
76.20
101.60
2.54
27.94
53.34
78.74
104.14
5.08
30.48
55.88
81.28
106.68
7.62
33.02
58.42
83.82
109.22
10.16
35.56
60.96
86.36
111.76
12.70
38.10
63.50
88.90
114.30
15.24
40.64
66.04
91.44
116.84
17.78
43.18
68.58
93.98
119.38
20.32
45.72
71.12
96.52
121.92
22.86
48.26
73.66
99.06
124.46
5.
6.
7.
8.
9.
127.00
152.40
177.80
203.20
228.60
129.54
154.94
180.34
205.74
231.14
132.08
157.48
182.88
208.28
233.68
134.62
160.02
185.42
210.82
236.22
137.16
162.56
187.96
213.36
238.76
139.70
165.10
190.50
215.90
241.30
142.24
167.64
193.04
218.44
243.84
144.78
170.18
195.58
220.98
246.38
147.32
172.72
198.12
223.52
248.92
149.86
175.26
200.66
226.06
251.46
A-3
FlightSafety
international
Table A-4.
kg
kg
kg
kg
kg
kg
kg
kg
kg
kg
oz
0
10
0.283
0.028
0.312
0.057
0.340
0.085
0.369
0.113
0.397
0.142
0.425
0.170
0.454
0.198
0.482
0.227
0.510
0.255
0.539
lb
0
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
A-4
4.5
9.1
13.6
18.1
22.7
27.2
31.8
36.3
40.8
45
0.45
5.0
9.5
14.1
18.6
23.1
27.7
32.2
36.7
41.3
46
0.91
5.4
10.0
14.5
19.1
23.6
28.1
32.7
37.2
41.7
46
1.36
5.9
10.4
15.0
19.5
24.0
28.6
33.1
37.6
42.2
47
1.81
6.4
10.9
15.4
20.0
24.5
29.0
33.6
38.1
42.6
47
2.27
6.8
11.3
15.9
20.4
24.9
29.5
34.0
38.6
43.1
48
2.72
7.3
11.8
16.3
20.9
25.4
29.9
34.5
39.0
43.5
48
3.18
7.7
12.2
16.8
21.3
25.9
30.4
34.9
39.5
44.0
49
3.63
8.2
12.7
17.2
21.8
26.3
30.8
35.4
39.9
44.5
49
4.08
8.6
13.2
17.7
22.2
26.8
31.3
35.8
40.4
44.9
49
10
20
30
40
50
60
70
80
90
91
136
181
227
272
318
363
408
454
95
141
186
231
277
322
367
413
458
100
145
191
236
281
327
372
417
463
104
150
195
240
286
331
376
422
467
109
154
200
245
290
336
381
426
472
113
159
204
249
295
340
386
431
476
118
163
209
254
299
345
390
435
481
122
168
213
259
304
349
395
440
485
127
172
218
263
308
354
399
445
490
132
177
222
268
313
358
404
449
494
FlightSafety
international
Table A-5.
lb
100
200
300
400
500
600
700
800
900
(000)*
kg
kg
kg
kg
kg
kg
kg
kg
kg
kg
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
454
907
1361
1814
2268
2722
3175
3629
4082
4536
4990
5443
5897
6350
6804
7257
7711
8165
8618
9072
499
953
1406
1860
2313
2767
3221
3674
4128
4581
5035
5488
5942
6396
6849
7303
7756
8210
8664
9117
544
998
1451
1905
2359
2812
3266
3719
4173
4627
5080
5534
5987
6441
6895
7348
7802
8255
8709
9163
590
1043
1497
1950
2404
2858
3311
3765
4218
4672
5126
5579
6033
6486
6940
7394
7847
8301
8754
9208
635
1089
1542
1996
2449
2903
3357
3810
4264
4717
5171
5625
6078
6532
6985
7439
7893
8346
8800
9253
680
1134
1588
2041
2495
2948
3402
3856
4309
4763
5216
5670
6123
6577
7031
7484
7938
8391
8845
9299
726
1179
1633
2087
2540
2994
3447
3901
4354
4803
5262
5715
6169
6622
7076
7530
7983
8437
8890
9344
771
1225
1678
2132
2585
3039
3493
3946
4400
4853
5307
5761
6214
6668
7121
7575
8029
8482
8936
9389
816
1270
1724
2177
2631
3084
3538
3992
4445
4899
5352
5806
6260
6713
7167
7620
8074
8528
8981
9435
862
1315
1769
2223
2676
3130
3583
4037
4491
4944
5398
5851
6305
6759
7212
7666
8119
8573
9026
9480
A-5
FlightSafety
international
The Annunciator section presents a color representation of all the annunciator lights in the
airplane.
Please unfold page ANN-5 to the right and leave
it open for ready reference as the annunciators
are cited in the text.
Revision 4.01
ANN-1
FlightSafety
international
FLIGHT
NORM
25
20
0
120
100
20
N
%
T5
C
1000
40
800
80 60
START
MASTER
V 30
200
400
IRS 1
600
20
BAT
GEN
APU
APU
+ 100
_
100
GEN
+ 100
200
300
350
BAT 1
GEN 1
E BAT 2
TEST
200
100
300
350
X.BP
LEVEL
AUTO
PRV 2
HP 1
PRV 3
LEVEL
APU
CMPTR 3
MAN
OFF
OFF
IGN 2
IGN 1
BOOSTER
EXT POWER
MAN
GEN 3
DC SYSTEM
XTK
BOOSTER
AUTO
GEN 2
NORMAL
CMPTR 2
BAT 2
APU
CMPTR 1
V _ 30
STOP
OIL
25
BAT
GEN
ISOL
IGN 3
AIR START
GRD
XTK 2
START
BOOSTER
NORM
ST-BY
OFF
MOTOR-START STOP
PRESS TO START
X.BP
LP
LP
AUTO
OPEN
CLOSED
LEVEL
ISOLATION
X.BP
AUTO
NORM
ON
HEAT
OFF
HOLD TO MOTOR
ENG 1
FUEL SYSTEM
ENGINES
ISOL
PASSENGER
ENG 3
ENG 2
CREW
BAG
BLEED AIR
XFR
PILOT
ST-BY
COPILOT
ENG 1
ENG 2
ENG 3
PILOT
WING
COPILOT
SIDE
MAX
NORM
OFF
ANTI-ICE
PITOT
PILOT
NAV
FAST
SLOW
OFF
ANTICOL
NAV
NAV-LOGO
OFF
WIPER
LDG
LANDING
TAXI
WINDSHIELD
WING
FASTEN
BELTS
DOME
EMERG
LIGHTS
ARMED
ON
OFF
ALL
RED
OFF
EXTERIOR LIGHTS
COPILOT
INTERIOR LIGHTS
FAST
SLOW
OFF
CABIN
ENTRANCE
OFF
WIPER
* *ON AIRCRAFT WITHOUT TRANSFER VALVE XTK2, THE OVERHEAD PANEL DOES NOT FEATURE THE BLOCK DIAGRAM AND XTK2 SWITCH.
ANN-2
Revision 4.01
FlightSafety
FlightSafety
international
international
BRIGHT
TEST
LIGHTS
PWR
INC
ENG 2 FAIL
FIRE
DISCH
2
1
DIM
FUEL
SHUT
OFF
CMPTR 1
CMPTR 2
OIL 1
CMPTR 3
L AOA
LO
FUEL 3
AOA
PROBE
HOT
BAT
XTK 2 *
OPEN
AIL
ZERO
ST BY
PITOT
L. WHL
OVHT
AUTO
SLATS
XTK 2 *
CLOSED
AIL
FEEL
REV
UNLOCK
ECU
OVHT
FUELING
AP
MISTRIM
COND'G
OVHT
#2 P BK
CABIN
NOSE
CONE OVHT
REAR
DOORS
BLEED
APU
T/O
CONFIG
OIL 3
OIL 2
L. PITOT
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
FUEL 1
FUEL 2
FUEL 3
LO
FUEL 1
LO
FUEL 2
BLEED
OVHT
R. AOA
RESET
R. PITOT
L AFCS
R. WHL
OVHT
FLAP
ASYM
BAG
ACCESS
PITCH
FEEL
MACH
TRIM
FAULT
LH
AVIONICS
RH
AVIONICS
200
ITT
C
400 600
800
200
FIRE 1
UP
0
7
FIRE APU
TRANS
FAULT
FLAPS
FAULT
TRANS
SLATS
DN
40
FAULT
FIRE 2
20
MOVING
FIRE 3
FIRE
BAG COMP
LANDING GEAR
TEST
OFF
OFF
MASTER
MASTER
LH
RESET
L AFCS
BAG ISOL
NOSE
RH
BRT
G
E
A
R
R AFCS
U
N
L
O
C
K
AFT
CAB LAV
SMK SMK
P
U
S
H
P
U
L
L
400 600
800
ITT
C
AIR
BRAKE
FUEL
SHUT
OFF
DISCH
2
1
0
TRANS
R AFCS
FUEL
SHUT
OFF
BRT
* ON AIRCRAFT WITHOUT ELECTRONIC TRANSFER VALVE XTK2, THESE LIGHTS ARE NOT FEATURED.
400 600
DISCH
2
1
200
ITT
C
800
PASS ON
GALLEY
ON OFF
BRT
IRS
SG
IAS
M
TGT
ECU
A/I
DEPLOYED
OFF
COMPOS
XFR
HSI
TRANSIT
ADI
HORN SIL
GCR
RCT
TEST
WX
50
100
STBY
200
GMAP 25
OFF
10
300
PRESET
GAIN
MODE
RANGE
+15
CABIN
CALL
SELCAL
FWD
AFT
VHF 1
VHF 2
LAV
ATNDT
HF 1
HF 2
SPARE
0
TILT
_15
BRT
TGT
GCR
RCT
TEST
WX
50
100
STBY
GMAP 25
200
OFF
10
300
PRESET
GAIN
MODE
RANGE
TEST
PUMP 1
L R
TILT
HYDR
ASKID
_15
#1
#2
#1
ON
OFF
OFF
BRAKE
1/1
1/2
0
HYDR
4
3
2
1
0
Revision 4.01
ST/BY
PUMP
PUMP 3
+15
0
PUMP 2
1/1
1/2
0
AUTO
4
3
2
1
0
E BAT
TONE
RESET
ATC 1
E BAT 1
E BAT 2
ON OFF
ON OFF
AUTO
AUTO
IRS
SG
ATC 2
XFR
VHF 3
IAS
M
HSI
ADI
ON
OFF
ST-BY
PUMP
MAN
WARM
MAN
SPARE
OFF
COMPOS
OFF
OFF
180
180
160
160
140
140
120
F
120
F
BAT. TEMP.
LESS 50F
HOT
ON
COND
BATT
OFF
2
TEST
ANN-3
FALCON
900 A-B
NORMAL PROCEDURES
Revision 4
PILOT CHECKLIST
*Revision
No.
Title ............................................4
ii..................................................4
N-i...............................................3
N-ii..............................................4
N-1 N-24 .................................4
Page
No.
*Revision
No.
L-1 L-4.....................................3
P-1AR P-22AR........................3
P-1BR P-24BR........................3
ii
Revision 4
FlightSafety
international
NORMAL PROCEDURES
PREFLIGHT EXTERIOR INSPECTION ............................................N-1
PREFLIGHT INTERIOR INSPECTION .............................................N-7
BEFORE START (POWER OFF)...........................................................N-8
BEFORE START (POWER ON) ..........................................................N-13
AFTER APU START OR ENGINE 2 START OR IF
A GROUND POWER UNIT IS USED ..............................................N-14
STARTING ENGINES ..........................................................................N-15
START ..................................................................................................N-16
BEFORE TAXI ......................................................................................N-17
TAXI......................................................................................................N-19
BEFORE TAKEOFF .............................................................................N-19
AFTER TAKEOFF ................................................................................N-20
CRUISE ................................................................................................N-21
DESCENT.............................................................................................N-21
APPROACH..........................................................................................N-22
BEFORE LANDING ..............................................................................N-22
AFTER LANDING .................................................................................N-23
PARKING..............................................................................................N-24
Revision 4
N-i
INTRODUCTION
The operating procedures of this section have been developed with specific
regard for the design features and operating characteristics of the MYSTEREFALCON 900 airplane.
They have been approved by the DGAC for guidance in identifying acceptable
procedures for safe operation.
Observance of these procedures is not mandatory and DGAC approval of
such procedures is not intended to prohibit or discourage development and
use of improved or equivalent alternate procedures based on operational
experience with the airplane. When alternate procedures are used, full
responsibility for compliance with applicable airworthiness safety standards
rests with the operator.
When an electronic system is used to display all procedures of this Manual
or adapted procedures, the operator remains responsible for the content,
for use and updating of this system.
The checks preceded by (*) are to be performed once a day.
N-ii
Revision 4
FlightSafety
international
N-1
Right Wing
29. Right Engine Air Inlet .......................COVER REMOVED/CHECKED
30. Center Engine Air Inlet.....................COVER REMOVED/CHECKED
31. Ground Emergency Light ..................................................CHECKED
32. Leading Edge Condition....................................................CHECKED
33. Gravity Filler Cap ..............................................................CHECKED
34. Wing Check For Fuel Leaks .............................................CHECKED
35. Wing Fuel Sump Drain .....................................CHECK FOR LEAKS
36. Navigation/Strobe Lights Wing Tip Firing.................UNDAMAGED
37. Static Dischargers: (Four) .................................................CHECKED
38. Aileron/Flaps/Airbrakes .....................................................CHECKED
N-2
Revision 4
FlightSafety
international
N-3
N-4
Revision 4
FlightSafety
international
N-5
N-6
Revision 4
FlightSafety
international
Revision 4
N-7
NORMAL PROCEDURES
NOTE
Items marked with an asterisk (*) are to be accomplished
on the first flight of the day only with the same crew.
Overhead Panels
1. Circuit Breakers...............................................................................IN
2. LH AV Master and RH AV Master ........................................OFF (IN)
3. FMS Master (LH and RH).....................................................OFF (IN)
4. Bus-Tied Switch ....................................................FLIGHT NORMAL
5. APU Generator Switch .................................................DEPRESSED
6. BAT 1-BAT 2 Switches................................................................OFF
7. GEN 1-GEN 2-GEN 3 Switches....................................................ON
*8. IRS 1-IRS 2-IRS 3 Battery Voltages .................................CHECKED
*9. E. BAT Battery Voltage .....................................................CHECKED
10. APU Master Switch ..........................................................OFF (OUT)
11. DC Power Selector..............................................................NORMAL
12. CMPTR 1-2-3 Switches ............................................................AUTO
13. Start Selector Switches (3) ............................................GRD START
14. XTK Switch ........................................................................NEUTRAL
15. Booster Pump Switches (3).........................................................OFF
16. X-BP Crossfeed Valve Switches (3) ....................................CLOSED
17. XTK 2 Switch (If Installed) ........................................................AUTO
18. HP and PRV Bleed Switches (3) ..............................................AUTO
N-8
Revision 4
FlightSafety
international
Left Console
1. Data Loader......................................................................OFF (OUT)
2. Oxygen Mask ....................................................................CHECKED
3. IRS 1 (and Optional IRS 3) .........................................................OFF
4. Audio Control Panel.....................................................................SET
SPK, ST Audio VHF 1 and VHF 2..........................DEPRESSED
Microphone VHF AND CPIT ..................................DEPRESSED
All Other Push Buttons ..............................................RELEASED
VOR-DME Potentiometer...........................................FULL HIGH
N-9
Right Console
1. Passenger Oxygen Valve Selector .....................................NORMAL
2. Oxygen Pressure ......................................................APPROPRIATE
3. VHF 3 (If Installed) ...........................................NORMAL/GUARDED
4. Audio Control Panel.....................................................................SET
SPK, ST Audio VHF 1 and VHF 2 ..........................DEPRESSED
Microphone VHF and CPIT....................................DEPRESSED
All Other Push Buttons ..............................................RELEASED
VOR-DME Potentiometer...........................................FULL HIGH
5. Autoload Shed Switch (If Installed) ..................NORMAL/GUARDED
N-10
Revision 4
FlightSafety
international
6. IRS 2............................................................................................OFF
7. Oxygen Mask ....................................................................CHECKED
8. Cond Lever (If Installed)......................................................NORMAL
9. Nose Lever (If Installed) ......................................................NORMAL
Pedestal
1. Power Levers (3) ................................................................CUT-OFF
2. Radios (VHF 1)............................................................................OFF
3. Airbrake Handle ........................................................................ZERO
4. Normal Tailplane Circuit Breaker......................................ENGAGED
5. Flap-Slat Handle .....................................................................CLEAN
6. Emergency Slats Switch...................................................GUARDED
7. MMO Switch (If Installed) .................................................GUARDED
8. Landing Gear Emergency Extension Handles (3) ............CHECKED
Revision 4
N-11
PILOT NOTES
N-12
Revision 4
FlightSafety
international
BAT 1
BAT 2
......................................................OUT
2. Battery Voltages................................................................CHECKED
*3. HRZN Battery Voltages.....................................................CHECKED
4. Bus-Tie Switch............................................................................TIED
5. Park Brake/No. 2 Park Brake Light .......................SET/ON STEADY
6. Fire Detection .......................................................................TESTED
7. COND BATT Pushbutton Light (SB-125)..........................CHECKED
8 Navigation Lights .......................................................AS REQUIRED
ENG 2
FAIL
9.
T/O
CONFIG
A. APU Start
1. Booster 2..................................................................................ST-BY
FUEL 2
Light ...................................................................OUT
CAUTION
Discontinue start (STOP PUSHBUTTON) if ITT does not
rise within 10 seconds. Wait 5 minutes prior to attempting
a second start.
5. APU Bleed Air Switch ................................................AS REQUIRED
6. COND BATT Switch (SB-125) ...................................AS REQUIRED
Revision 4
BAT 1
BAT 2
Lights ................................................ON
N-13
BEFORE STARTING
ENGINES
BEFORE STARTING
ENGINES
AV
MASTER
FMS
MASTER
N-14
Revision 4
FlightSafety
international
33.
and
REAR
DOORS
Lights.............................................OUT
STARTING ENGINES
Starting Problems
Discontinue a start whenever any one of the following condition occurs:
The ITT does not rise within 10 seconds after moving the
power lever to idle.
Oil pressure does not rise within 10 seconds after light off.
N1 remains close to zero when N2 is 20%.
The ITT rises rapidly and approaches the 952 degrees (5 AR) or
978 degrees (5BR) limit.
N2 speed is not rising rapidly and smoothly after light-off.
1. Power Lever........................................................................CUT-OFF
2. Start Selector Switch .....................................MOTOR-START STOP
N-15
If the
Goes Out...
Remains On...
START
Engine 2 Start
1. Anticollision Lights Switch...........................................................RED
2. Booster Switch .........................................................................ST-BY
FUEL 2
Light Checked...................................................OUT
N-16
Revision 4
FlightSafety
international
5. Power Lever................................................................................IDLE
IGN
2 Light ..................................................................ON
Light................................................................OUT
Hydraulic Pressure #2...........................................GREEN BAND
OIL 2
GEN 2
Light ......................................................................OUT
Light
GEN 2
Light ..................................................................OUT
FUEL
Light ...................................................................OUT
BEFORE TAXI
1. Circuit Breakers.................................................................CHECKED
2. Bus-Tied Switch .........................................................FLlGHT NORM
3. Battery Amps/Temperature ...............................................CHECKED
4. Generators Volts/Amps .....................................................CHECKED
Continued On Next Page.
Revision 4
N-17
FUEL 2
ISOL
Light ..............................................................ON/OFF
N-18
Revision 4
FlightSafety
international
TAXI
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
*11.
Taxi Light.......................................................................................ON
Parking Brake Handle..........................................FULLY FORWARD
No. 1 and No. 2 Brakes ....................................................CHECKED
Brake Selector..............................................................#1/ASKID ON
Thrust Reverser................................................CHECKED/STOWED
Engine Computers .................................................CHECKED/AUTO
Pilot Window ........................................................CLOSED/LOCKED
APU STOP Button ...............................................................PUSHED
APU Master (N1 Zero) ......................................................OFF (OUT)
APU Bleed ...................................................................................OFF
Engine Anti-Ice/Wing (or Wing-BRK) Anti-ice...................CHECKED
(5 SECONDS MAX FOR WING)
12. Engine Anti-lce ................................AS REQUIRED FOR TAKEOFF
13. Flight Controls ...................................................................CHECKED
14. Takeoff Briefing...............................................................COMPLETE
BEFORE TAKEOFF
1. Radar (2)/Transponder..................................................................ON
2. Parking Brake Handle .....................................................................IN
3. FlapsAirbrakeTrimsSpeeds (FATS) ....................CHECKED/SET
4. Anticollision Lights........................................................................ALL
5. Landing Lights ...............................................................................ON
6. Start Selector Switches (3) (If Necessary)........................AIRSTART
7. Pitot Heat Switches (3)..................................................................ON
8. All Warning Lights .......................................................................OUT
9. Headings and Bugs...........................................................CHECKED
Revision 4
N-19
AFTER TAKEOFF
1. Landing Gear .................................................................................UP
2. Wing Anti-Ice Switch..................................................AS REQUIRED
3. FlapsSlats ..................................CLEAN/HYDRAULICS CHECKED
4. Start Selector Switches (3) ....................................GROUND START
5. Climb Power ................................................................................SET
6. Taxi Light.....................................................................................OUT
7. Fasten Belt/No Smoking Switches.............................AS REQUIRED
8. Cabin Pressure and Temperature.....................................CHECKED
9. Entrance Curtain ........................................................AS REQUIRED
N-20
Revision 4
FlightSafety
international
CRUISE
1. Fuel Management......................................................AS REQUIRED
2. Station Check ...........................................................PERIODICALLY
DESCENT
1. Cabin Pressure Controls .............................................................SET
2. Fasten Belt ....................................................................................ON
3. Anti-lce Systems ........................................................AS REQUIRED
4. Altimeters ....................................................SET/CROSS-CHECKED
5. Landing Computations/Bugs...................................COMPLETE/SET
WT/1,000 LB
24
26
28
30
32
34
36
38
40
42
44
VREF
100 104 108 112 115 119 122 126 129 132 135
HOLDING
172 179 187 193 201 207 212 219 223 228 234
+30 KT
+20 KT
+15 KT
+ 5 KT
Outboard
Outboard
Outboard
Outboard
Slats
Slats
Slats
Slats
Only
+25 KT
+ 7 Flaps +20 KT
+ 20 Flaps +10 KT
+ 40 Flaps + 5 KT
Revision 4
N-21
APPROACH
1. Entrance Curtain.......................................................................OPEN
2. No Smoking Sign ..........................................................................ON
3. Altimeters/Radio Altimeters.........................SET/CROSS-CHECKED
4. Fuel Crossfeeds (3) .............................................................CLOSED
5. FlapsSlats ...................................+ 20 DEGREES FLAPS + SLATS
BEFORE LANDING
1. Landing Gear................................................DOWN/THREE GREEN
2. Anti-Skid ...............................................................................TESTED
3. Hydraulics .........................................................................CHECKED
4. Flaps-Slats....................................+ 40 DEGREES FLAPS + SLATS
5. Start Selector Switches (If Necessary) .............................AIRSTART
6. Autopilot.......................................................................................OFF
N-22
Revision 4
FlightSafety
international
AFTER LANDING
1. Thrust Reverser ...........................................STOWED/LIGHTS OUT
2. Anti-lce: Wing (or Wing-BRK)......................................................OFF
3. Pitot Heat Switches (3)................................................................OFF
4. Start Selector Switches (3)..........................................................OFF
5. Anticollision Lights.......................................................................RED
6. Landing Lights .............................................................................OFF
7. Taxi Light.......................................................................................ON
8. Radar (2)/Transponder ......................................................STANDBY
9. Flap + Slats Handle ................................................................CLEAN
10. Airbrake Handle ........................................................................ZERO
11. Windshield Heat Switches (3) .....................................................OFF
12. Trims (3)...........................................................TAKEOFF POSITION
13. Bus-Tied Switch..........................................................................TIED
14. APU............................................................................AS REQUIRED
NOTE
As a minimum, the No. 2 and No. 3 engines should be
kept running until parked at the ramp, provided a twominute conditioning period at idle power is accomplished.
Revision 4
N-23
PARKING
1. Parking Brake/No. 2 Brake Light.............INTERMEDIATE DETENT/
ON STEADY
2. Flight Data (Fuel-IRS) ....................................................RECORDED
3. AVIONICS/FMS/EFIS Masters .............................................OFF (IN)
4. Engine Anti-Ice Switches (3) .......................................................OFF
5. Taxi Light .....................................................................................OFF
6. IRS (2 or 3) ................................................................AS REQUIRED
7. Radar (2)/Transponder ................................................................OFF
8. Standby Horizon ....................................................................CAGED
9. Standby Pump .............................................................................OFF
10. VHF 1/No. 2 Emergency Battery .................................................OFF
11. Engines (3): (After 2 Minutes At Idle Speed)......................CUT-OFF
12. Booster Pump Switches (3) With APU (2) ..................................OFF
13. Anticollision/Navigation Lights .....................................................OFF
14. Fasten Belt/No Smoking/Emergency Lights................................OFF
15. lnterior Lights ...............................................................................OFF
16. APU/No. 2 Booster Pump.................................................STOP/OFF
17. Batteries (2) .................................................................................OFF
18. Engine Computers (Last Flight).................................AS REQUIRED
19. Generators Switches (Last Flight) .............................AS REQUIRED
20. Aircraft Chocked ..........................................................BRAKES OFF
N-24
Revision 4
FlightSafety
international
LIMITATIONS
Weight
Ramp:
5AR.............................................................45,700 LBS OR 46,700 LBS
5BR .......................................................................................46,700 LBS
Taxi/Takeoff
5AR.............................................................45,500 LBS OR 46,500 LBS
5BR .......................................................................................46,500 LBS
Landing......................................................................................42,000 LBS
5AR.............................................................28,200 LBS OR 30,870 LBS
5BR .......................................................................................30,870 LBS
NOTE
Zero fuel weight may change based on SN of aircraft.
Load Factors
Clean ...............................................................................+ 2.53 G TO 1 G
Flaps Extended .......................................................................+ 2.0 TO 0 G
CAUTION
Do not extend or maintain the slats or flaps when above
20,000 feet.
L-1
LIMITATIONS
LIMITATIONS (Cont)
Speeds
VMO:
Sea Level to 10,000 Feet........................................350 TO 370 KNOTS
10,000 to 25,000 Feet ..........................................................370 KNOTS
MMO:
Above 35,000 Pounds:
25,000 to 33,000 Feet......................................................0.87 MACH
33,000 to 37,000 Feet .......................................0.87 TO 0.84 MACH
Above 37,000 Feet...........................................................0.84 MACH
LIMITATIONS
L-2
Revision 3
FlightSafety
international
Altitudes
Airbrakes ..............................................NO LOWER THAN 300 FEET AGL
Maximum Operating Altitude...................................................51,000 FEET
Takeoff Landing Altitude .......................................1,000 TO 14,000 FEET
Autopilot:
Minimum Height during FMS Approach ..................................300 FEET
Minimum Height Radio Altimeter Operative ..............................50 FEET
Minimum Height Radio Altimeter Inoperative ..........................150 FEET
Minimum Decision Height ........................................................200 FEET
Minimum Height Except during Approach ............................1,000 FEET
Engine Operation
TFE 731-5AR Engines
N1 ..........................................100 TO 103% (FIVE SECONDS MAXIMUM)
N2 ..........................................101 TO 103% (FIVE SECONDS MAXIMUM)
ITT:
Start................................................................................................952C
Takeoff ...........................................................................................952C
Maximum Continuous ....................................................................924C
Generator Load:
To 43,000 Feet .......................................................................300 AMPS
Above 43,000 Feet .................................................................260 AMPS
One Minute Transient .............................................................350 AMPS
Oil Pressure:
Idle .....................................................................................25 TO 46 PSI
Takeoff/Climb/Cruise .........................................................38 TO 46 PSI
Transient ....................................55 PSI (THREE MINUTES MAXIMUM)
Oil Temperature:
To 30,000 Feet ................................................................+ 30 TO 127C
Above 30,000 Feet ..........................................................+ 30 TO 140C
Transient.........................................149C (TWO MINUTES MAXIMUM)
Continued on Next Page.
Revision 3
L-3
LIMITATIONS (Cont)
TFE 731-5BR Engines
N1 ..........................................100 TO 103% (FIVE SECONDS MAXIMUM)
N2 ..........................................101 TO 103% (FIVE SECONDS MAXIMUM)
ITT:
Start................................................................................................978C
Takeoff ...........................................................................................978C
Maximum Continuous ....................................................................968C
Generator Load:
To 43,000 Feet .......................................................................300 AMPS
Above 43,000 Feet .................................................................260 AMPS
One Minute Transient .............................................................350 AMPS
Oil Pressure:
Idle .....................................................................................25 TO 46 PSI
Takeoff/Climb/Cruise .........................................................38 TO 46 PSI
Transient ....................................55 PSI (THREE MINUTES MAXIMUM)
Oil Temperature:
To 30,000 Feet ................................................................+ 30 TO 127C
Above 30,000 Feet ..........................................................+ 30 TO 140C
Transient.........................................149C (TWO MINUTES MAXIMUM)
L-4
Revision 4
FlightSafety
international
PERFORMANCE
TAKEOFF SPEEDS AND BFLSLATS +20 FLAPS ......................P-2AR
TAKEOFF SPEEDS AND BFLSLATS +7 FLAPS ........................P-4AR
TAKEOFF/MAXIMUM CONTINUOUS POWER
WITHOUT ANTI-ICEALTITUDE 04,000 FEET ............................P-6AR
TAKEOFF/MAXIMUM CONTINUOUS POWER
WITHOUT ANTI-ICEALTITUDE 5,0009,000 FEET .....................P-7AR
TAKEOFF/MAXIMUM CONTINUOUS POWER
WITH ANTI-ICEALTITUDE 04,000 FEET ....................................P-8AR
TAKEOFF/MAXIMUM CONTINUOUS POWER
WITH ANTI-ICEALTITUDE 5,0009,000 FEET ...........................P-10AR
MAXIMUM CLIMB THRUST: ALL ENGINES
OPERATING CLIMB025,000 FEET...........................................P-12AR
MAXIMUM CLIMB THRUST: ALL ENGINES
OPERATING CLIMB25,00050,000 FEET..................................P-13AR
Revision 3
P-1AR
731-5AR
731-5AR
INTERPOLATION ONLY
FALCON 900
SLATS + FLAPS 20
TAKEOFF DATA
G.W.
X
1000
24
26
28
30
32
34
36
38
40
42
Revision 3
44
45.5
D
A
T
A
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
0
88
2600
88
2600
88
2600
88
2600
91
2700
95
3000
100
3300
104
3650
108
4000
112
4300
116
4750
118
5100
S + 20
DRY RUNWAY
NO WIND
NO SLOPE
ANTI-ICE OFF
40
88
3600
88
3600
89
3600
94
3800
99
4250
103
4750
108
5300
112
5900
116
6550
VR = V2
VFR
1.43 VS
G.W.
X
1000
94
119
135
24
98
123
141
26
102
127
146
28
106
131
151
30
109
134
156
32
112
137
161
34
115
140
166
36
118
143
170
38
121
146
175
40
124
149
180
42
127
152
185
44
130
155
189
45.5
P-2AR
Revision 3
42
45.5
10
88
3000
88
3000
88
3000
88
3000
92
3300
96
3550
101
3950
105
4400
109
4900
113
5400
117
5900
119
6300
DRY RUNWAY
NO WIND
NO SLOPE
ANTI-ICE OFF
40
88
4050
88
4200
93
4450
98
5100
103
5750
107
6500
VR = V2
VFR
1.43 VS
G.W.
X
1000
94
119
135
24
98
123
141
26
102
127
146
28
106
131
151
30
109
134
156
32
112
137
161
34
115
140
166
36
118
143
170
38
121
146
175
40
124
149
180
42
127
152
185
44
130
155
189
45.5
international
P-3AR
44
0
88
2800
88
2800
88
2800
88
2800
91
2950
95
3300
101
3700
104
4050
108
4500
112
4900
116
5400
118
5800
FlightSafety
40
D
A
T
A
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
S + 20
S+7
TEMPERATURE/SECOND SEGMENT
INTERPOLATION ONLY
FALCON 900
SLATS + FLAPS 7
TAKEOFF DATA
G.W.
X
1000
26
28
30
32
34
36
38
40
42
Revision 3
44
45.5
D
A
T
A
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
0
88
2750
88
2750
93
3000
97
3300
101
3650
105
4000
109
4450
112
4900
116
5400
120
5950
123
6400
10
88
2800
89
2900
94
3250
98
3600
102
3950
106
4400
110
4900
114
5400
118
6000
122
6600
124
7050
DRY RUNWAY
NO WIND
NO SLOPE
ANTI-ICE OFF
40
92
4300
96
4900
101
5600
105
6300
109
7100
113
8000
118
9000
VR = V2
VFR
1.43 VS
G.W.
X
1000
104
129
141
26
108
133
146
28
111
136
151
30
115
140
156
32
119
144
161
34
122
147
166
36
126
151
170
38
129
154
175
40
132
157
180
42
136
161
185
44
138
163
189
45.5
P-4AR
Revision 3
S+7
TEMPERATURE/SECOND SEGMENT
INTERPOLATION ONLY
FALCON 900
SLATS + FLAPS 7
TAKEOFF DATA
G.W.
X
1000
26
28
30
32
34
36
38
42
45.5
VR = V2
VFR
1.43 VS
G.W.
X
1000
104
129
141
26
108
133
146
28
111
136
151
30
115
140
156
32
119
144
161
34
122
147
166
36
126
151
170
38
129
154
175
40
132
157
180
42
136
161
185
44
138
163
189
45.5
40
international
P-5AR
44
D
PRESSURE ALTITUDE AND TEMP C
A
10,000
8000
T
0
10 20 30
0
10 20 30 40
A
88
89
90
92
88
88
89
91
V1
3400 3750 4250 4800
BFL 3100 3300 3700 4200
92
93
95
96
91
92
93
95
V1
3800 4250 4850 5500
BFL 3350 3700 4200 4800
96
97
99 101
95
96
98 100
V1
4300 4800 5500 6300
BFL 3750 4100 4750 5500
100 102 103 105
99 100 102 104
V1
4800 5400 6250 7200
BFL 4200 4650 5350 6200
104 105 107 110
103 104 106 108
V1
5350 6050 6950 8150
BFL 4650 5200 6000 7000
108 110 111 114
107 108 110 112
V1
6000 6800 7850 9200
BFL 5150 5800 6700 7850
112 114 115
111 112 114 116
V1
6750 7600 8750
BFL 5750 6500 7500 8750
116 118 120
115 116 118 121
V1
7500 8500 9750
BFL 6400 7250 8400 9800
120 122
119 120 122
V1
8400 9500
BFL 7100 8000 9350
124 126
123 124 126
V1
9400 10600
BFL 7800 9000 10400
128 129
126 128
V1
10150 11400
BFL 8400 9700
ANTI-ICE OFF
FlightSafety
40
DRY RUNWAY
NO WIND
NO SLOPE
P-6AR
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
1000
2000
CENT
91.5
87.6
93.0
89.5
94.4
91.0
95.7
92.5
96.9
93.9
97.9
95.1
98.1
96.2
97.3
95.4
96.4
94.5
95.6
93.7
94.6
92.8
93.9
92.1
93.0
91.1
92.1
90.3
91.1
89.4
3000
4000
FlightSafety
international
5000
6000
7000
8000
9000
TO
MC
TO
MC
TO
MC
TO
MC
TO
87.4
92.7
88.3
94.2
90.0
95.6
91.6
96.7
88.4
94.1
90.1
95.4
91.4
96.6
92.7
97.6
85.8
92.6
88.0
94.1
89.8
95.5
91.4
96.7
89.9
95.4
91.2
96.6
92.5
97.6
87.8
94.0
89.6
95.5
91.2
96.6
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
94.2
98.5
95.3
99.1
96.2
99.9
96.9
100.0
97.3
99.7
93.3
97.8
94.6
98.7
95.8
99.6
96.7
100.0
97.4
99.9
94.0
98.5
95.1
99.1
96.0
99.8
96.7
100.0
97.3
100.0
93.0
97.8
94.3
98.6
95.4
99.5
96.4
100.0
97.3
100.0
93.8
98.5
94.8
99.1
95.7
99.8
96.5
100.0
97.0
100.0
92.8
97.8
94.2
98.6
95.3
99.5
96.3
100.0
97.1
100.0
93.7
98.4
94.6
99.0
95.6
99.8
96.4
100.0
96.9
100.0
92.6
97.8
94.0
98.6
95.2
99.5
96.2
100.0
97.0
100.0
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
97.3
98.8
96.8
97.8
95.9
96.9
95.0
96.0
94.1
95.1
93.1
97.4
98.9
97.0
98.0
96.2
97.0
95.1
96.2
94.3
95.1
93.1
93.1
97.8
94.4
98.7
95.6
99.6
96.5
100.0
97.4
100.0
93.9
98.4
95.0
99.1
95.9
99.8
96.6
100.0
97.2
100.0
P-7AR
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
1000
2000
CENT
96.7
88.3
96.6
89.7
96.7
91.1
94.9
92.0
94.0
91.2
93.2
90.4
92.3
89.5
91.4
88.6
90.5
87.7
3000
4000
P-8AR
Revision 3
FlightSafety
international
Revision 3
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
5000
6000
7000
CENT
96.5
97.6
97.4
89.0
98.2
90.3
99.0
91.6
99.7
92.6
99.4
93.5
98.5
94.2
97.5
94.3
96.5
93.9
8000
LAT
97.2
92.4
97.9
93.4
98.4
94.2
99.1
94.7
99.6
95.2
100.0
95.8
99.7
96.2
98.7
95.8
97.7
94.9
CENT
96.4
87.4
97.4
88.9
98.1
90.1
99.0
81.4
99.6
92.4
100.0
93.3
100.0
94.0
99.2
94.7
98.1
94.9
9000
LAT
97.1
92.3
97.8
93.3
98.4
94.1
99.0
94.6
99.5
95.1
100.0
95.6
100.0
96.0
100.0
96.1
99.2
95.9
CENT
96.4
87.3
97.3
88.7
98.1
90.0
98.9
91.2
99.6
92.2
100.0
93.1
100.0
93.8
100.0
94.5
100.0
91.9
P-9AR
TATC
30/20
20/10
10/0
0/+10
>20000
80%
76%
73%
65%
<20000
>10000
76%
73%
65%
58%
<10000
68%
65%
61%
58%
ALT
NOTE
WITH ONE ENGINE INOPERATIVE INCREASE
N 1 BY 9% IF N1>65% OR 6% IF N1<65%
CAUTION
When the brake heating system is used, the minimum
required N1 speed with two or all engines operating
must be increased by 1%.
P-10AR
Revision 3
FlightSafety
international
PILOT NOTES
Revision 3
P-11AR
5,000
10,000
15,000
20,000
25,000
50
45
40
35
30
25
94.1 93.1 94.2 93.5 93.1 92.1 92.9 92.4 92.8 92.4
20
95.3 94.4 95.1 94.8 93.9 93.4 94.0 93.6 93.8 93.7 93.1 93.3
15
95.5 94.8 95.9 95.9 94.9 94.5 94.9 94.9 94.7 94.9 94.2 94.6
10
94.6 93.9 96.8 96.9 95.7 95.7 95.7 96.0 95.6 96.0 95.2 95.9
93.8 92.9 97.4 97.8 96.5 96.6 96.4 96.8 96.3 96.9 96.1 96.8
93.0 92.3 96.9 97.4 97.0 97.5 97.0 97.6 96.9 97.7 96.8 97.7
92.1 91.4 96.0 96.3 97.6 98.3 97.6 98.4 97.6 98.5 97.5 98.5
T
(C)
10 91.3 90.6 95.1 95.5 97.1 97.9 98.2 99.2 98.2 99.2 98.2 99.2
15 90.4 89.8 94.2 94.6 96.2 97.0 98.8 99.7 98.8 99.8 98.8 99.8
20 89.6 88.9 93.4 93.8 95.2 96.0 99.4 100.0 99.4 100.0 99.3 100.0
25 88.7 88.0 92.5 92.8 94.3 95.0 100.0 100.0 99.9 100.0 99.8 100.0
30 87.8 87.1 91.6 91.9 93.3 94.1 100.0 100.0 100.0 100.0 100.0 100.0
35 87.0 86.3 90.6 91.0 92.4 93.1 99.2 100.0 100.0 100.0 100.0 100.0
40
45
50
Climb 260 kt/0.72 Shaded area center engine N1.
With anti-icing on, decrease center engine N1 by 4% and side engine N1 by 3%.
P-12AR
Revision 3
FlightSafety
international
30,000
35,000
40,000
45,000
50,000
50
45
40
35
30
25
20
93.1 93.3
15
94.2 94.6
10
0
(C) 5
100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.4 99.5
45
100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.7 100.0
50
With anti-icing on, decrease center engine N1 by 4% and side engine N1 by 3%.
Revision 3
P-13AR
MI
LR
0.75
0.8
0.84
LR
0.75
0.8
0.84
N.L.
N.L.
N.L.
N.L.
43,800
41,900
39,050
33,750
42,300
41,050
39,700
37,800
34,800
32,000
27,850
TEMP
TEMP
15C
N.L.
N.L.
N.L.
10C
N.L.
N.L.
N.L.
5C
N.L.
N.L.
N.L.
0C
N.L.
N.L.
N.L.
5C
N.L.
N.L.
N.L.
10C
N.L.
N.L.
N.L.
15C
N.L.
N.L. 42,150
20C 43,850 42,650 36,050
N.L.
N.L.
43,100
41,100
37,700
33,500
26,550
N.L.
N.L.
N.L.
44,700
42,950
41,300
38,950
36,000
N.L.
N.L.
N.L.
44,200
42,500
40,700
38,250
35,250
44,400
43,400
42,300
40,950
39,450
37,800
34,600
29,900
38,600
38,050
37,150
35,900
34,400
32,400
31,000
27,300
38,850
37,950
37,050
35,650
34,150
32,250
29,800
26,650
36,050
35,250
34,350
33,050
31,800
29,600
25,800
15C
N.L.
N.L.
10C
N.L.
N.L.
5C
N.L.
N.L.
0C
N.L.
N.L.
5C
N.L.
N.L.
10C
N.L. 45,150
15C 42,700 42,750
20C 40,400 39,400
15C
10C
5C
0C
5C
10C
15C
20C
43,650
42,800
41,650
39,950
38,350
36,650
34,200
31,400
43,050
42,150
41,200
39,700
38,150
36,400
33,950
31,000
40,000
39,100
38,150
36,800
35,400
33,800
30,150
25,700
34,200
33,250
31,950
30,000
27,550
24,250
15C
10C
5C
0C
5C
10C
15C
20C
34,600
34,200
33,250
31,900
30,400
28,400
26,000
24,000
35,050
34,200
33,300
32,000
30,650
28,550
25,000
32,400
31,702
30,900
29,750
28,500
25,750
27,550
26,600
25,350
23,500
P-14AR
Revision 3
FlightSafety
international
PILOT NOTES
Revision 3
P-15AR
WT
X
1000
44
42
40
38
36
34
32
30
Revision 3
28
350
ALT
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
370
390
10
ISA
+10
10
ISA
+10
10
ISA
+10
721
91.3
420
698
90.4
420
679
89.7
420
663
89.1
420
648
88.5
420
635
88.0
420
623
87.5
420
612
87.0
420
602
86.6
420
744
93.4
430
721
92.5
430
701
91.8
430
683
91.2
430
668
90.6
430
655
90.0
430
642
89.5
430
630
89.1
430
619
88.6
430
767
95.5
440
742
94.6
440
722
93.9
440
703
93.2
440
688
92.6
440
673
92.1
440
660
91.5
440
648
91.0
440
637
90.6
440
712
93.3
418
682
92.1
418
656
91.0
418
634
90.1
418
616
89.3
418
600
88.6
418
586
88.0
418
573
87.4
418
562
86.9
418
736
95.5
428
705
94.3
428
677
93.2
428
654
92.2
428
635
91.4
428
619
90.7
428
604
90.1
428
591
89.5
428
579
89.0
428
759
97.7
438
727
96.4
438
699
95.3
438
674
94.3
438
654
93.5
438
637
92.8
438
622
92.1
438
608
91.5
438
595
91.0
438
719
96.7
418
685
95.0
418
654
93.5
418
624
92.2
418
598
91.0
418
577
90.0
418
560
89.2
418
545
88.5
418
532
87.8
418
744
99.0
428
709
97.3
428
675
95.7
428
645
94.4
428
618
93.1
428
596
92.1
428
578
91.3
428
562
90.6
428
549
89.9
428
697
97.9
438
665
96.6
438
637
95.3
438
614
94.2
438
595
93.4
438
579
92.6
438
565
91.9
438
P-16AR
CRUISEMACH 0.75
Revision 3
CRUISEMACH 0.75
WT
X
1000
44
42
40
38
36
34
P-17AR
28
ISA
698
99.3
418
660
97.0
418
626
95.1
418
595
93.5
418
566
92.0
418
543
90.8
418
524
89.8
418
508
88.9
418
683
99.3
428
647
97.4
428
614
95.7
428
585
94.2
428
560
92.9
428
540
91.9
428
524
91.0
428
430
+10
10
ISA
634
97.8
438
603
96.3
438
577
95.0
438
556
94.0
438
539
93.1
438
636
99.4
418
599
96.9
418
566
94.9
418
536
93.1
418
509
91.6
418
489
90.3
418
620
99.2
428
586
97.1
428
544
95.3
428
526
93.7
428
504
92.4
428
450
+10
10
ISA
+10
572
97.5
438
543
95.8
438
520
94.5
438
572
98.9
418
538
96.3
418
506
94.2
418
478
92.4
418
556
98.6
428
533
96.4
428
494
94.6
428
510
96.7
438
international
30
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
10
FlightSafety
32
410
ALT
WT
X
1000
44
42
40
38
36
34
32
30
Revision 3
28
350
ALT
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
370
10
ISA
+10
10
ISA
739
93.4
446
772
92.7
446
753
92.0
446
736
91.3
446
720
90.8
446
705
90.3
446
692
89.8
446
680
89.3
446
669
88.9
446
820
95.6
457
798
94.4
457
778
94.2
457
760
93.5
457
743
92.9
457
728
92.4
457
713
91.9
457
701
91.4
457
690
91.0
457
846
97.7
467
823
97.0
467
802
96.3
467
783
95.6
467
766
95.0
467
750
94.4
467
735
93.9
467
721
93.4
467
710
93.0
467
790
95.9
444
752
94.3
444
722
93.2
444
700
92.4
444
682
91.7
444
665
91.0
444
650
90.3
444
636
89.8
444
623
89.3
444
817
98.2
454
777
96.6
454
746
95.4
454
723
94.6
454
704
93.6
454
687
93.1
454
670
92.5
454
655
91.9
454
642
91.4
454
390
+10
10
ISA
+10
802
98.8
465
770
97.6
465
746
96.7
465
726
95.9
465
708
95.2
465
691
94.5
465
676
94.0
465
662
93.5
465
808
100.0
444
764
98.1
444
724
96.2
444
686
94.5
444
658
93.3
444
638
92.4
444
620
91.6
444
604
90.9
444
589
90.2
444
792
100.0
454
749
98.5
454
710
96.7
454
680
95.5
454
658
94.6
454
640
93.8
454
623
93.1
454
608
92.4
454
733
98.9
465
701
97.7
465
679
96.8
465
660
95.9
465
642
95.2
465
626
94.5
465
P-18AR
CRUISEMACH 0.80
Revision 3
CRUISEMACH 0.80
WT
X
1000
44
42
40
38
36
34
30
ISA
740
100.0
444
697
98.4
444
657
96.2
444
622
94.4
444
596
93.2
444
577
92.3
444
560
91.4
444
680
98.5
454
643
96.7
454
616
95.4
454
596
94.5
454
579
93.6
454
430
+10
10
ISA
664
98.9
465
636
97.6
465
615
96.6
465
597
95.7
465
670
100.0
444
628
98.1
444
590
95.7
444
559
94.0
444
538
92.9
444
650
100.0
454
610
98.0
454
578
96.3
454
555
95.1
454
450
+10
10
ISA
597
98.5
465
573
97.3
465
598
100.0
444
558
97.2
444
524
95.0
444
578
99.5
454
542
97.2
454
+10
international
P-19AR
28
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
10
FlightSafety
32
410
ALT
WT
X
1000
44
42
40
38
36
34
32
30
Revision 3
28
350
ALT
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
370
390
10
ISA
+10
10
ISA
+10
10
ISA
+10
981
99.3
467
984
99.2
470
986
99.2
472
988
99.2
474
991
99.2
476
993
99.2
478
994
99.1
480
994
99.1
480
984
98.8
480
946
99.4
472
950
99.4
476
952
99.4
478
955
99.3
480
957
99.3
482
959
99.3
484
961
99.3
486
963
99.3
488
965
99.3
489
873
98.5
471
877
98.5
476
880
98.5
479
883
98.4
482
885
98.4
485
886
98.4
487
888
98.4
489
889
98.4
490
891
98.4
492
888
99.5
456
894
99.4
461
898
99.4
465
901
99.4
468
903
99.3
470
906
99.3
473
908
99.3
475
910
99.3
476
911
99.3
477
855
99.5
460
861
99.5
465
866
99.5
470
870
99.4
474
873
99.4
477
875
99.4
479
877
99.4
481
879
99.4
483
882
99.4
486
787
98.5
448
799
98.7
463
805
98.7
471
809
98.7
475
812
98.6
479
814
98.6
482
816
98.6
484
818
98.6
487
820
98.6
488
790
99.6
439
799
99.6
449
805
99.5
455
810
99.5
460
814
99.5
465
818
99.4
468
820
99.4
470
822
99.4
473
810
98.8
474
747
99.2
428
763
99.4
446
772
99.4
458
778
99.4
465
783
99.4
470
787
99.3
474
789
99.3
476
791
99.3
479
793
99.3
481
697
98.2
421
714
98.5
444
726
98.7
462
733
98.8
471
736
98.7
475
739
98.7
480
741
98.7
483
743
98.7
485
P-20AR
Revision 3
42
40
38
36
34
30
10
ISA
701
99.5
418
715
99.6
436
723
99.6
448
729
99.6
455
735
99.5
461
739
99.5
465
727
98.8
467
702
97.5
467
673
99.4
422
689
99.2
444
698
99.3
457
705
99.3
465
709
99.3
470
712
99.2
474
714
99.2
477
+10
10
ISA
643
98.2
441
655
98.5
461
662
98.6
471
665
98.6
475
668
97.5
480
628
99.2
409
647
99.5
437
656
99.6
449
662
99.5
456
657
99.0
461
634
98.8
463
603
98.7
412
625
99.1
445
634
99.2
459
640
99.2
466
643
99.1
472
450
+10
10
ISA
+10
577
97.7
440
584
98.1
460
593
98.2
470
575
99.2
418
588
99.4
439
596
99.5
452
601
99.4
459
554
98.5
424
570
99.0
450
577
99.2
463
520
97.3
444
international
P-21AR
28
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
430
FlightSafety
32
410
ALT
FALCON 900
LANDING DATA SLATS + 40 FLAPS STANDARD TEMPERATURE UNCORRECTED
G.W.
LANDING DISTANCE/LANDING FIELD LENGTH
X
VREF
1000
SEA LEVEL
2000
4000
6000
8000
10,000
HOLDING
SPEED
G.W.
X
1000
Revision 3
24
100
172
24
26
104
179
26
28
108
187
28
30
112
193
30
32
115
201
32
34
119
207
34
36
122
212
36
38
126
219
38
40
129
223
40
42
132
228
42
P-22AR
LANDING DATA
FlightSafety
international
PERFORMANCE
TAKEOFF SPEEDS AND BFLSLATS +20 FLAPS ......................P-2BR
TAKEOFF SPEEDS AND BFLSLATS +7 FLAPS ........................P-4BR
TAKEOFF/MAXIMUM CONTINUOUS POWER
WITHOUT ANTI-ICEALTITUDE 04,000 FEET ............................P-6BR
TAKEOFF/MAXIMUM CONTINUOUS POWER
WITHOUT ANTI-ICEALTITUDE 5,0009,000 FEET .....................P-7BR
TAKEOFF/MAXIMUM CONTINUOUS POWER
WITH ANTI-ICEALTITUDE 04,000 FEET ....................................P-8BR
TAKEOFF/MAXIMUM CONTINUOUS POWER
WITH ANTI-ICEALTITUDE 5,0009,000 FEET ...........................P-10BR
MAXIMUM CLIMB THRUST: ALL ENGINES OPERATING CLIMB
CLIMB 260 KNOTS/MACH 0.72025,000 FEET.........................P-12BR
MAXIMUM CLIMB THRUST: ALL ENGINES OPERATING CLIMB
CLIMB 260 KNOTS/MACH 0.7225,00050,000 FEET................P-13BR
MAXIMUM CLIMB THRUST: ALL ENGINES OPERATING CLIMB
CLIMB 300 KNOTS/MACH 0.80025,000 FEET.........................P-14BR
MAXIMUM CLIMB THRUST: ALL ENGINES OPERATING CLIMB
CLIMB 300 KNOTS/MACH 0.8025,00050,000 FEET................P-15BR
MAXIMUM WEIGHT IN LEVEL FLIGHT
LIMITED BY MAXIMUM CRUISE THRUST ....................................P-16BR
CRUISE MACH0.75 .....................................................................P-18BR
Revision 3
P-1BR
731-5BR
731-5BR
Revision 3
46
46.5
D
A
T
A
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
0
90
2600
90
2600
90
2600
90
2600
94
2800
98
3100
102
3500
106
3800
109
4150
113
4450
117
4800
118
5000
S + 20
DRY RUNWAY
NO WIND
NO SLOPE
ANTI-ICE OFF
40
90
3400
90
3400
92
3500
96
3850
100
4300
104
4800
108
5350
112
5900
115
6600
120
7300
VR = V2
VFR
1.43 VS
G.W.
X
1000
98
123
141
26
102
127
146
28
105
130
152
30
109
134
156
32
112
137
161
34
116
141
166
36
119
144
170
38
122
147
174
40
124
149
180
42
127
152
185
44
130
155
190
46
131
156
191
46.5
P-2BR
Revision 3
44
46.5
10
90
3000
90
3000
90
3000
90
3000
95
3400
99
3750
103
4150
107
4550
110
5000
114
5450
117
6050
118
6200
ANTI-ICE OFF
40
90
4050
90
4150
94
4600
98
5100
102
5750
107
6450
112
7250
VR = V2
VFR
1.43 VS
G.W.
X
1000
98
123
141
26
102
127
146
28
105
130
152
30
109
134
156
32
112
137
161
34
116
141
166
36
119
144
170
38
122
147
174
40
124
149
180
42
127
152
185
44
130
155
190
46
131
156
191
46.5
international
P-3BR
46
0
90
2900
90
2900
90
2900
90
2900
94
3250
98
3600
102
3950
106
4350
109
4750
113
5200
117
5600
118
5750
DRY RUNWAY
NO WIND
NO SLOPE
FlightSafety
42
D
A
T
A
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
S + 20
Revision 3
46
46.5
D
A
T
A
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
0
90
2800
90
2800
93
2900
97
3200
101
3500
104
3800
108
4300
112
4700
116
5200
119
5700
124
6100
124
6300
10
90
2900
90
2900
93
3100
97
3400
101
3700
104
4200
109
4600
113
5100
117
5500
120
6100
124
6600
125
6700
S+7
DRY RUNWAY
NO WIND
NO SLOPE
ANTI-ICE OFF
40
90
3900
94
4400
99
5000
103
5600
107
6350
111
7100
116
7900
120
8950
VR = V2
VFR
1.43 VS
G.W.
X
1000
104
129
141
26
107
132
146
28
111
136
151
30
115
140
156
32
118
143
161
34
122
147
165
36
125
150
170
38
129
154
174
40
132
157
179
42
135
160
184
44
139
164
189
46
140
165
191
46.5
P-4BR
Revision 3
44
46.5
10
90
3300
91
3500
95
3900
99
4400
103
4850
107
5500
111
6150
115
6800
119
7600
122
8350
126
9200
127
9400
ANTI-ICE OFF
VR = V2
VFR
1.43 VS
G.W.
X
1000
104
129
141
26
107
132
146
28
111
136
151
30
115
140
156
32
118
143
161
34
122
147
165
36
125
150
170
38
129
154
174
40
132
157
179
42
135
160
184
44
139
164
189
46
140
165
191
46.5
international
P-5BR
46
0
90
3150
91
3200
94
3650
98
4000
102
4450
106
4950
110
5500
114
6200
118
6800
121
7500
125
8250
126
8400
DRY RUNWAY
NO WIND
NO SLOPE
FlightSafety
42
D
A
T
A
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
S+7
P-6BR
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
1000
2000
CENT
92.8
91.6
94.2
93.1
95.6
94.5
97.0
96.0
96.1
97.2
98.6
96.5
98.5
95.6
97.7
94.8
96.8
93.9
95.9
93.1
95.0
92.2
94.1
91.3
93.2
90.4
92.3
89.5
91.3
88.6
3000
LAT
94.3
93.1
95.6
94.3
96.8
95.5
97.8
96.5
98.7
97.3
99.5
97.4
100.0
96.9
99.2
96.1
98.3
95.2
97.4
94.4
96.5
93.5
95.6
92.6
94.7
91.7
93.7
90.7
92.8
89.9
CENT
92.7
91.6
94.2
93.1
95.6
94.5
97.0
96.0
98.1
97.2
98.6
97.4
100.0
97.1
99.3
96.3
98.4
95.5
97.6
94.6
96.6
93.7
95.7
92.8
94.8
91.9
93.8
91.0
92.9
90.1
4000
LAT
94.3
93.1
95.6
94.3
96.8
95.4
97.8
96.5
98.7
97.4
99.4
98.3
100.0
98.2
100.0
97.4
99.8
96.5
98.9
95.6
98.0
94.7
97.1
93.8
96.1
92.9
95.2
92.0
94.2
91.1
CENT
92.7
81.6
94.2
93.1
95.6
94.5
97.0
96.0
98.1
97.2
98.6
98.3
100.0
98.7
100.0
97.8
100.0
97.0
99.3
96.1
98.4
95.2
97.4
94.3
96.5
93.3
95.6
92.4
94.6
91.5
Revision 3
FlightSafety
international
5000
6000
7000
8000
9000
TO
MC
TO
MC
TO
MC
TO
MC
TO
94.1
92.4
95.5
93.9
96.8
95.3
98.0
95.4
93.4
96.7
94.5
97.8
95.6
98.6
94.0
92.2
95.5
93.5
96.9
95.0
98.0
96.6
94.2
97.7
95.3
98.6
95.4
93.1
97.8
94.7
98.0
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
97.3
99.4
98.2
100.0
98.5
100.0
98.4
100.0
97.9
100.0
96.6
99.0
97.8
100.0
98.8
100.0
99.7
100.0
100.0
100.0
96.6
99.4
97.5
100.0
98.2
100.0
98.9
100.0
99.5
100.0
96.3
99.0
97.5
100.0
98.5
100.0
99.4
100.0
100.0
100.0
96.4
99.4
97.3
100.0
98.0
100.0
98.7
100.0
99.3
100.0
96.0
99.0
97.2
100.0
98.3
100.0
99.2
100.0
99.9
100.0
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
97.0 97.7 98.3 99.3 99.2 99.7 100.0 100.0 99.9 100.0
99.5 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
96.1 96.8 97.4 98.3 98.7 99.2 100.0 100.0 100.0 100.0
98.6 99.3 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
95.2 95.9 96.5 97.4 98.0 98.7 99.4 100.0 99.7 100.0
97.6 98.3 99.3 100.0 100.0 100.0 100.0 100.0 100.0 100.0
94.2 94.9 95.5 96.4 97.0 98.1 98.4 99.8 99.2 99.9
96.7 97.3 98.3 99.3 100.0 100.0 100.0 100.0 100.0 100.0
93.3 94.0 94.6 95.5 96.1 97.2 97.5 98.8 98.8 99.4
95.7 96.3 97.3 98.3 100.0 100.0 100.0 100.0 100.0 100.0
92.4 93.0 93.6 94.5 95.5 96.2 96.5 97.8 98.8 98.9
97.1
99.1
98.2
100.0
98.9
100.0
98.9
100.0
98.5
100.0
97.1
99.4
98.0
100.0
98.7
100.0
99.3
100.0
99.2
100.0
96.9
99.0
98.0
100.0
99.0
100.0
99.9
100.0
100.0
100.0
96.9
99.4
97.8
100.0
98.5
100.0
99.1
100.0
99.4
100.0
P-7BR
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
1000
2000
CENT
97.6
91.4
96.8
91.6
95.9
91.7
95.0
91.9
94.1
90.0
93.2
89.2
92.3
88.3
91.4
87.4
90.5
86.5
3000
4000
P-8BR
Revision 3
FlightSafety
international
Revision 3
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
5000
6000
7000
8000
9000
LAT CENT LAT CENT LAT CENT LAT CENT LAT CENT
98.1 97.7 98.1 97.6 98.0 97.5 98.0 97.6 98.0 97.5
95.5 93.2 95.4 91.2 95.2 91.0 95.0 90.7 94.8 90.4
98.5 98.6 98.8 98.6 98.7 98.5 98.7 98.5 98.7 98.5
95.8 93.6 97.9 92.5 96.9 92.3 95.8 92.1 95.6 95.9
99.5 99.5 99.5 99.5 99.4 99.5 99.4 99.4 99.4 99.4
96.1 94.0 96.9 93.8 96.7 93.6 96.5 93.4 96.3 93.2
99.1 99.3 99.8 99.8 99.7 99.8 99.7 99.7 99.7 99.7
95.4 94.3 96.5 94.8 96.8 94.6 97.1 94.4 96.9 94.2
98.6 99.1 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
94.7 94.6 96.0 95.8 96.8 95.6 97.6 95.4 97.4 95.2
97.8 98.2 99.2 99.5 100.0 100.0 100.0 100.0 100.0 100.0
93.8 93.8 95.1 95.2 96.2 95.7 97.3 96.2 97.5 96.0
96.8 97.2 98.4 99.0 100.0 100.0 100.0 100.0 100.0 100.0
92.9 93.0 94.2 94.5 95.6 95.7 96.9 96.9 97.6 96.7
95.9 96.3 97.4 98.0 99.1 99.5 99.4 100.0 100.0 100.0
92.0 92.1 93.3 93.6 94.7 95.0 96.0 96.3 97.1 96.8
94.9 95.3 96.4 97.0 98.2 99.0 98.8 100.0 100.0 100.0
91.1 91.1 92.3 92.6 94.7 94.2 95.0 95.7 96.5 96.9
P-9BR
TATC
30/20
20/10
10/0
0/+10
>20000
80%
76%
73%
65%
<20000
>10000
76%
73%
65%
58%
<10000
68%
65%
61%
58%
ALT
NOTE
WITH ONE ENGINE INOPERATIVE INCREASE
N 1 BY 9% IF N1>65% OR 6% IF N1<65%
P-10BR
Revision 3
FlightSafety
international
PILOT NOTES
Revision 3
P-11BR
5,000
10,000
15,000
20,000
25,000
50
45
40
35
30
95.0 94.8 96.4 96.4 95.1 95.1 93.1 92.9 92.9 93.0
25
94.2 94.0 97.3 97.6 96.1 96.4 94.1 94.3 94.0 94.5
20
93.4 93.2 98.2 98.7 97.0 97.6 95.2 95.7 95.1 95.8 94.4 95.3
15
92.6 92.4 98.3 99.2 97.8 98.5 96.1 96.8 96.0 96.9 95.6 96.6
10
91.8 91.6 97.4 98.3 98.4 99.4 96.9 97.8 96.8 97.9 96.6 97.7
91.0 90.8 96.6 97.4 99.0 100.0 97.5 98.6 97.5. 98.7 97.4 98.6
90.2 89.9 95.7 96.6 99.7 100.0 98.2 99.4 98.2 99.5 98.1 99.4
89.3 98.1 94.8 95.7 100.0 100.0 98.9 100.0 98.9 100.0 98.9 100.0
T
(C)
10 88.5 88.2 93.9 94.8 100.0 100.0 99.6 100.0 99.6 100.0 99.6 100.0
15 87.6 87.4 93.0 93.9 99.5 100.0 100.0 100.0 100.0 100.0 100.0 100.0
20 86.8 86.6 92.1 93.0 98.5 100.0 100.0 100.0 100.0 100.0 100.0 100.0
25 85.9 85.7 91.2 92.0 97.6 99.2 100.0 100.0 100.0 100.0 100.0 100.0
30 85.0 84.8 90.3 91.1 96.6 98.2 100.0 100.0 100.0 100.0 100.0 100.0
35 84.1 83.9 89.4 90.2 95.6 97.2 100.0 100.0 100.0 100.0 100.0 100.0
40 83.2 83.0 88.4 89.2 94.6 96.1 100.0 100.0 100.0 100.0
45 82.3 82.1 87.5 88.2 93.6 95.1
50
Climb 260 kt/0.72 Shaded area center engine N1.
With anti-icing on, decrease center engine N1 by 4% and side engine N1 by 3%.
P-12BR
Revision 3
FlightSafety
international
30,000
35,000
40,000
45,000
50,000
50
45
40
35
30
25
20
94.4 95.3
15
10
0
(C) 5
98.9 100.0 99.2 100.0 98.8 100.0 98.1 99.7 96.4 97.7
10 99.6 100.0 100.0 100.0 99.7 100.0 99.1 100.0 97.4 98.9 95.1 96.3
15 100.0 100.0 100.0 100.0 100.0 100.0 99.9 100.0 98.5 99.9 96.3 97.6
20 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.3 100.0 97.4 98.6
25 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.2 99.6
30 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.2 100.0
35 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
40
100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
45
99.6 99.6
50
98.5 98.5
98.5 98.5
98.5 98.5
98.5 98.5
Revision 3
P-13BR
5,000
10,000
15,000
20,000
25,000
50
45
40
35
94.9 94.8 95.7 95.7 94.4 94.5 92.4 92.5 92.3 92.7
30
94.1 94.0 96.6 97.0 95.4 95.8 93.4 93.8 93.4 94.0 92.9 93.7
25
93.3 93.2 97.5 98.1 96.3 97.0 94.5 95.1 94.4 95.3 94.1 95.1
20
92.5 92.5 97.8 98.7 97.2 98.1 95.4 96.3 95.3 96.4 95.2 96.3
15
91.8 91.7 96.9 97.9 97.9 99.0 96.3 97.4 96.2 97.4 96.2 97.4
10
90.9 90.9 96.1 97.0 98.6 99.8 97.1 98.2 97.1 98.3 97.1 98.2
90.1 90.1 95.2 96.2 99.2 100.0 97.8 99.0 97.8 99.0 97.8 99.0
0
(C) 5
89.3 89.2 94.4 95.3 99.9 100.0 98.4 99.7 98.4 99.8 98.5 99.8
88.5 88.4 93.5 94.4 99.5 100.0 99.1 100.0 99.1 100.0 99.1 100.0
10 87.6 87.5 92.6 93.6 98.5 100.0 99.8 100.0 99.8 100.0 99.8 100.0
15 86.8 86.7 91.8 92.7 97.6 99.1 100.0 100.0 100.0 100.0 100.0 100.0
20 86.0 85.9 90.9 91.8 96.6 98.1 100.0 100.0 100.0 100.0 100.0 100.0
25 85.1 85.0 90.0 90.8 95.7 97.2 100.0 100.0 100.0 100.0 100.0 100.0
30 84.2 84.1 89.0 89.9 94.7 96.2 100.0 100.0 100.0 100.0 100.0 100.0
35 83.4 83.3 88.1 89.0 93.8 95.2 100.0 100.0 100.0 100.0
40 82.4 82.4 87.2 88.0 92.8 94.2
45 81.6 81.5
50
Climb 300 kt/0.8 Shaded area center engine N1.
With anti-icing on, decrease center engine N1 by 4% and side engine N1 by 3%.
P-14BR
Revision 3
FlightSafety
international
30,000
35,000
40,000
45,000
50,000
50
45
40
T
A
T
35
30
92.9 93.7
25
20
15
10
0
(C) 5
98.5 99.8 99.0 100.0 98.6 100.0 97.9 99.4 96.2 97.6
99.1 100.0 99.8 100.0 99.4 100.0 98.8 100.0 97.2 98.6 95.0 96.2
10 99.8 100.0 100.0 100.0 100.0 100.0 99.7 100.0 98.1 99.6 96.1 97.4
15 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.0 100.0 97.1 98.5
20 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.8 100.0 98.1 99.4
25 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.9 100.0
30 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
35
100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
40
100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
45
99.6 99.6
99.6 99.6
50
98.5 98.5
98.5 98.5
98.5 98.5
98.5 98.5
Revision 3
P-15BR
MI
LR
0.75
0.8
0.84
LR
0.75
0.8
0.84
N.L.
N.L.
N.L.
N.L.
46,450
44,710
42,170
38,580
44,260
43,450
42,370
41,250
39,350
36,460
31,850
25,920
TEMP
TEMP
15C
10C
5C
0C
5C
10C
15C
20C
N.L.
N.L.
N.L.
N.L.
N.L.
N.L.
N.L.
N.L.
N.L.
N.L.
N.L.
N.L.
N.L. 47,730
N.L.
N.L. 46,250
N.L.
N.L. 45,270
N.L.
N.L. 43,240
N.L.
N.L. 40,130
N.L. 46,430 35,110
46,960 42,560 28,650
47,860
47,840
47,200
46,540
45,215
43,610
40,960
37,990
48,070
48,040
47,340
46,630
44,870
42,990
40,290
37,340
45,650
45,220
44,280
43,300
41,570
39,740
37,270
33,030
15C
N.L.
N.L.
10C
N.L.
N.L.
5C
N.L.
N.L.
0C
N.L.
N.L.
5C
N.L.
N.L.
10C
N.L.
N.L.
15C 46,410 45,560
20C 43,540 42,580
15C
10C
5C
0C
5C
10C
15C
20C
43,280
43,220
42,660
42,000
40,430
38,510
35,940
33,110
43,430
43,400
42,720
41,940
40,190
38,250
35,680
32,830
41,190
40,810
39,880
38,920
37,210
35,340
32,600
28,260
35,950
35,290
34,220
33,090
30,630
27,200
P-16BR
Revision 3
FlightSafety
international
MI
MI
LR
0.75
0.8
0.84
LR
0.75
0.8
0.84
33,580
33,330
32,410
31,450
29,960
28,110
25,060
29,260
28,760
27,690
26,560
23,930
TEMP
TEMP
15C
10C
5C
0C
5C
10C
15C
20C
39,240
39,240
38,580
37,760
36,150
34,170
31,750
29,100
39,260
39,262
38,590
37,730
36,100
34,120
31,740
29,040
37,190
36,880
35,950
34,990
33,400
31,530
28,620
24,320
32,440
31,860
30,780
29,650
27,090
32,100
32,080
31,150
30,030
28,420
28,460
24,250
32,130
32,110
31,360
30,250
28,640
26,670
24,510
30,360 26,410
30,090 25,880
29,120 24,760
28,020
26,480
24,350
15C
10C
5C
0C
5C
10C
15C
20C
35,490
35,490
34,790
33,890
32,360
30,310
28,110
25,330
35,490
35,520
34,840
33,940
32,420
30,410
28,220
25,470
28,990
28,880
27,980
26,680
24,930
23,043
29,130
29,070
28,290
27,000
25,320
23,400
27,480 23,850
27,200 23,300
26,200 22,160
24,990
Revision 3
P-17BR
WT
X
1000
45
43
41
39
37
35
33
31
Revision 3
29
350
ALT
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
370
390
10
ISA
+10
10
ISA
+10
10
ISA
+10
710
89.9
420
685
88.9
420
666
88.1
420
649
87.5
420
634
86.8
420
621
86.2
420
609
85.7
420
598
85.2
420
588
84.7
420
732
92.1
430
707
91.0
430
687
90.2
430
669
89.5
430
654
88.9
430
640
88.3
430
627
87.7
430
616
87.2
430
605
86.7
430
755
94.1
440
729
93.1
440
708
92.3
440
689
91.6
440
673
90.9
440
659
90.3
440
646
89.7
440
633
89.1
440
622
88.6
440
706
92.3
418
676
91.0
418
649
89.8
418
625
88.7
418
607
87.9
418
591
87.1
418
577
86.4
418
564
85.8
418
552
85.2
418
730
94.5
428
699
93.2
428
671
92.0
428
646
90.8
428
626
90.0
428
609
89.2
428
594
88.5
428
581
87.9
428
569
87.3
428
754
96.7
438
721
95.3
438
692
94.1
438
665
92.9
438
645
92.0
438
527
91.2
438
612
90.5
438
598
89.9
438
586
89.2
438
720
96.3
419
682
94.4
418
650
92.7
418
620
91.3
418
593
90.0
418
570
88.7
418
553
87.9
418
537
87.1
418
524
86.4
418
746
98.6
429
705
96.7
428
672
95.0
428
640
93.5
428
612
92.1
428
588
90.9
428
570
90.0
428
554
89.2
428
540
86.4
428
729
98.9
438
694
97.1
438
661
95.6
438
632
94.2
438
606
92.9
438
588
92.0
438
571
91.2
438
556
90.5
438
P-18BR
CRUISEMACH 0.75
Revision 3
CRUISEMACH 0.75
WT
X
1000
45
43
41
39
37
35
31
ISA
+10
10
ISA
720
99.6
426
666
96.9
420
625
94.7
418
593
92.9
418
563
91.3
418
538
89.9
418
518
88.6
418
501
87.7
418
689
99.2
430
646
97.0
428
613
95.1
428
582
93.5
428
555
92.0
428
534
90.8
428
517
89.8
428
633
97.3
438
600
95.6
438
573
94.1
438
550
92.8
438
533
91.9
438
605
96.9
420
566
94.6
418
536
92.7
418
507
91.0
418
484
89.4
418
627
99.3
430
586
96.9
428
554
94.9
428
524
93.1
428
500
91.5
428
450
+10
10
ISA
+10
572
97.0
438
541
95.3
438
515
93.6
438
589
99.4
423
543
96.5
419
508
94.1
418
478
92.0
418
562
98.8
429
525
96.3
428
494
94.2
428
510
96.4
438
international
P-19BR
29
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
430
10
FlightSafety
33
410
ALT
WT
X
1000
45
43
41
39
37
35
33
31
Revision 3
29
350
ALT
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
370
10
ISA
+10
10
ISA
778
91.8
446
756
90.9
446
737
90.2
446
720
89.5
446
704
88.9
446
690
88.3
446
676
87.8
446
664
87.3
446
653
86.9
446
804
93.9
457
781
93.1
457
761
92.3
457
743
91.6
457
727
91.0
457
711
90.4
457
697
89.9
457
684
89.4
457
673
88.9
457
830
96.1
467
806
95.2
467
785
94.4
467
766
93.7
467
749
93.1
467
733
92.5
467
718
91.9
467
705
91.4
467
693
90.9
467
787
94.8
444
748
93.2
444
712
91.7
444
690
90.7
444
671
89.9
444
654
89.2
444
639
88.5
444
625
87.9
444
612
87.3
444
814
97.1
454
773
95.4
454
736
93.9
454
713
92.9
454
693
92.1
454
675
91.3
454
659
90.5
454
645
90.0
454
631
89.4
454
390
+10
10
ISA
+10
799
97.6
465
760
96.0
465
735
95.0
465
715
94.2
465
697
93.4
465
680
92.7
465
664
92.1
465
650
91.5
465
813
99.5
444
767
97.4
444
724
95.3
444
684
93.5
444
650
91.8
444
629
90.9
444
611
90.0
444
595
89.2
444
580
88.5
444
797
99.8
454
749
97.6
454
708
95.7
454
671
94.0
454
649
93.0
454
630
92.1
454
614
91.3
454
598
90.6
454
731
97.9
465
693
96.2
465
670
95.2
465
650
94.2
465
633
93.4
465
617
92.6
465
P-20BR
CRUISEMACH 0.80
Revision 3
CRUISEMACH 0.80
WT
X
1000
45
43
41
39
37
35
P-21BR
29
ISA
+10
10
ISA
703
97.7
444
659
95.4
444
620
93.4
444
590
91.8
444
570
90.8
444
553
89.8
444
682
97.7
454
642
95.6
454
610
94.0
454
589
92.9
454
571
92.0
454
663
97.8
465
630
96.2
465
607
95.1
465
589
94.1
465
636
97.5
444
592
95.0
444
556
92.9
444
533
91.6
444
658
99.9
454
613
97.3
454
575
95.1
454
550
93.7
454
450
+10
10
ISA
594
97.3
465
568
95.9
465
612
99.7
444
566
96.8
444
525
94.2
444
588
99.1
454
543
96.5
454
+10
international
31
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
430
10
FlightSafety
33
410
ALT
WT
X
1000
45
43
41
39
37
35
33
31
Revision 3
29
350
ALT
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
370
390
10
ISA
+10
10
ISA
+10
10
ISA
+10
1023
99.3
470
1022
99.1
473
990
97.9
473
961
96.9
473
984
95.9
473
1039
99.1
480
1017
98.3
480
990
97.4
480
967
96.6
480
996
99.7
477
1001
99.6
480
1004
99.6
483
996
99.2
484
967
98.2
484
941
97.3
484
1015
99.4
491
1016
99.4
491
1002
98.9
492
926
98.9
479
931
98.6
484
934
98.7
487
936
98.6
489
838
98.6
491
940
98.5
493
942
98.4
495
943
98.4
497
945
98.3
499
924
99.5
460
918
99.0
463
873
97.1
463
831
95.4
463
804
94.4
463
947
99.1
476
949
99.1
477
941
98.8
478
914
97.7
478
898
99.9
465
906
99.8
471
905
99.5
474
860
97.7
474
832
96.6
474
806
95.6
474
926
99.4
486
928
99.4
488
929
99.3
489
834
99.1
463
841
99.0
471
845
98.8
477
850
98.6
482
883
98.6
485
834
97.8
485
857
98.4
489
859
98.4
491
860
98.3
493
820
99.8
445
830
99.7
452
838
99.6
459
840
99.3
463
795
97.3
463
854
99.3
471
858
99.2
474
832
98.1
474
805
96.9
474
790
101.1
442
804
100.0
456
811
99.9
463
818
99.7
469
823
99.6
474
782
97.8
474
830
99.4
481
833
99.3
483
834
99.2
486
729
98.9
438
740
98.7
455
749
98.5
468
753
98.3
475
757
98.2
480
759
98.1
483
761
98.0
486
763
97.9
488
P-22BR
Revision 3
43
41
39
37
35
31
ISA
+10
10
ISA
725
99.8
427
743
99.9
442
754
99.8
452
762
99.6
459
768
99.5
464
758
98.8
467
725
97.1
467
698
95.8
467
712
100.0
438
726
99.9
454
733
99.8
463
739
99.6
469
744
99.4
475
747
99.3
478
723
98.1
478
661
98.3
450
671
98.1
467
675
97.9
474
678
97.7
479
680
97.6
483
678
100.0
443
689
99.9
453
696
99.7
460
680
98.6
463
638
96.3
463
645
100.0
437
658
99.9
454
665
99.7
463
671
99.4
471
661
98.6
474
450
+10
10
ISA
+10
597
98.0
450
605
97.8
468
609
97.6
475
604
100.1
428
622
100.2
446
631
100.0
455
637
99.8
463
586
99.9
439
599
99.8
457
605
99.5
466
541
97.7
456
international
P-23BR
29
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
430
10
FlightSafety
33
410
ALT
FALCON 900B
SLATS + FLAPS 40 LANDING DATA
G.W.
X
VREF
1000
DRY RUNWAY
NO WIND
PRESSURE ALTITUDE
SEA LEVEL
2000
4000
6000
8000
Revision 3
24
100
2150/3600
2200/3700
2325/3800
2450/4000
2550/4300
26
104
2250/3700
2375/3900
2450/4100
2600/4300
2700/4500
28
108
2400/4000
2450/4100
2575/4300
2700/4500
2850/4700
30
112
2475/4100
2600/4300
2700/4500
2850/4800
2950/4900
32
116
2600/4400
2700/4500
2850/4650
2975/4900
3150/5300
34
119
2775/4600
2900/4800
3025/5100
3175/5300
3325/5550
36
122
2950/4900
3050/5100
3250/5400
3350/5600
3500/5900
38
126
3510/5200
3300/5500
3450/5700
3600/6000
3750/6300
40
129
3400/5700
3500/5900
3700/6200
3900/6600
4000/6700
42
132
3600/6000
3700/6150
3900/6500
4050/6700
4200/7050
44
135
3600/6100
3700/6300
3950/6600
4050/6900
4350/7300
P-24BR
S + 40 LANDING
FALCON
900 A B
EMERGENCY/ABNORMAL
PROCEDURES
PILOT CHECKLIST
*Revision
No.
Title ..............................................6
ii ...................................................6
E-i.................................................5
E-ii ................................................6
E-1 E-21 ....................................6
A-i.................................................5
A-ii A-iii ......................................6
A-iv ...............................................5
A-v................................................6
A-vi ...............................................5
A-vii ..............................................6
A-viii .............................................5
A-1 A-2 ......................................5
A-3 A-4 ......................................6
A-5 ...............................................3
A-6 A-7 ......................................5
A-8 A-11 ....................................6
A-12 A-13 ..................................5
Page
No.
*Revision
No.
ii
Revision 6
FlightSafety
international
EMERGENCY PROCEDURES
Compliance with the order prescribed for application of these procedures
is recommended. Where more than one phase is specified:
PHASE I
PHASE II Items shall be completed only after PHASE I items have been
completed by checklist.
PHASE III Items shall be completed as soon as time permits.
AURAL WARNINGS shall be identified before silencing. Eliminating these
aural warnings will enable better coordination during the accomplishment of
the emergency procedures.
Revision 5
E-i
WARNING PANEL
CMPTR 1
CMPTR 2
CMPTR 3
L AOA
R AOA
OIL 1
OIL 2
OIL 3
L. PITOT
ST BY
PITOT
R. PITOT
GEN 1
GEN 2
GEN 3
AOA PROBE
L. WHL
OVHT
R. WHL
OVHT
BAT 1
BUS TIED
BAT 2
HOT
BAT
AUTO
SLATS
FLAP
ASYM
FUEL 1
FUEL 2
FUEL 3
XTK 2
OPEN
XTK 2
CLOSED
BAG
ACCESS
LO
FUEL 1
LO
FUEL 2
LO
FUEL 3
AIL
ZERO
AIL
FEEL
PITCH
FEEL
REV
UNLOCK
FUELING
AP
MISTRIM
MACH
TRIM
ECU
OVHT
COND'G
OVHT
NOSE
CONE OVHT
BLEED
APU
BAG
ISOL
#2P BK
CABIN
REAR
DOORS
T/O
CONFIG
4
BLEED
OVHT
7
L
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
MOVING
LANDING GEAR
LH
NOSE
RH
7
FAULT
FAULT
FIRE 1
ENG 2 FAIL
E-ii
FIRE 2
FIRE APU
FIRE
BAG COMP.
FAULT
FAULT
FIRE 3
AIR BRAKE
Revision 6
FlightSafety
EMERGENCY
international
EMERGENCY PROCEDURES
ENGINE FIRE
INTERNAL ENGINE FIRE
ON THE GROUND
FIRE
APU FIRE
FIRE IN BAGGAGE COMPARTMENT
MAIN WHEEL WELL OVERHEAT
SMOKE
SMOKE REMOVAL
INADVERTENT THRUST REVERSER
DEPLOYMENT IN FLIGHT
ENGINES
5
6
HYDRAULIC
ELECTRICAL
EMERGENCY
LANDING
FORCED LANDING
DITCHING
Revision 6
E-1
ENGINE FIRE
FIRE
+ AURAL
WARNING
NOTE
Phase I
1. Power Lever of Engine Concerned...................................CUT-OFF
2. FUEL SHUTOFF Switch of Engine Concerned ............ACTUATED
TRANS
Phase II
6. Booster Switch............................................................................OFF
FUEL
Light ..........................................................................ON
Light ..........................................................................ON
and possibly
PUMP
Light..................................ON
Light ..........................................................................ON
CAUTION
In icing conditions, operate No. 2 engine anti-ice
even with the engine shutdown.
11. Land as soon as possible.
See Abnormal Tab 2, page A-3One Engine InoperativeApproach
and Landing.
See Abnormal Tab 3, page A-4One Engine InoperativeGo-Around.
See Emergency Tab 4, page E-10Two Engines InoperativeApproach
and Landing.
See Emergency Tab 6, page E-12Two Engine InoperativeGo-Around.
END
E-2
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Phase I
1. Power Lever .....................................................................CUT-OFF
2. FUEL SHUTOFF Switch ...............................................ACTUATED
TRANS
APU FIRE
FIRE APU
+ AURAL
WARNING
NOTE
The following procedure must be followed whether or
not the FAULT light is on.
Phase I
1. APU Master Pushbutton Light .....................................SHUTDOWN
2. APU Generator Pushbutton Light .............................................OUT
3. Bleed Air APU Switch................................................................OFF
Wait for ten seconds, then:
4. APU Extinguisher Switch...............................................POSITION 1
If fire warning persists:
5. No. 2 Engine Fuel Shutoff Switch...................................ACTUATED
TRANS
Revision 6
E-3
FIRE IN
BAGGAGE COMPARTMENT
FIRE
BAG COMP
+ AURAL
WARNING
Phase I
1. BAG Switch ...........................................................................HEAT
2. The co-pilot dons the smoke hood and fights the fire with the hand
held fire extinguisher.
CAUTION
OR
Light.......................................................................ON
Phase II
3. Land as soon as possible.
END
L. WHL
OVHT
AND/OR
R. WHL
OVHT
CAUTION
The overheat condition may have caused tire
damage. Prepare for a shallow final approach and
as soft a landing as possible.
END
E-4
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Phase I
1.
2.
3.
4.
5.
Phase II
6. Crew Gaspers..........................................................................OPEN
7. Isolation Valve Knob.......................................................ISOLATION
ISOL
Light ..........................................................................ON
E-5
Light ..............OUT
E-6
Revision 6
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If fire or smoke is
visibly verified removed:
CAUTION
The following procedures
must not be applied if
flames are present in the
cabin or cockpit.
At 14,000 feet or below:
16. Pressurization Manual
UPDN Control..................UP
At a speed below 215 KIAS:
17. LH Direct
Vision Window ...............OPEN
PHASE III
18. Descend to 10,000 feet or to
the safe altitude. If the fire
or smoke is not visibly verified
removed.
19. Land as soon as possible.
END
Revision 6
E-7
SMOKE REMOVAL
Phase I
1. Crew Oxygen Masks and Smoke Goggles.............100%/DONNED
2. Microphone Selector ...........................................MASK AND TEST
3. NO SMOKING Sign ..................................................................ON
Phase II
5. Crew Air Gaspers ....................................................................OPEN
CAUTION
The following procedure must not be applied if
flames are present in the cabin or cockpit.
Phase III
10. Descend to 10,000 feet or to the minimum safe altitude for the
route flown.
If the smoke persists or if the fire is not visibly verified to be out:
11. Land as soon as possible.
END
E-8
Revision 6
FlightSafety
international
and possibly
DEPLOYED
lights on.
TRANSIT
Phase I
1. No. 2 Engine.............................................................................IDLE
2. Thrust Reverser NORM/STOW Switch .................................STOW
3. Airspeed ...........................................................230 KIAS OR LESS
Phase II
If the thrust reverser stows
OR 4. Continue the flight with the NORM/STOW Switch in the stow position.
NOTE
The drag resulting from an idling No. 2 engine with
the thrust reverser deployed adversely affects the
performance characteristics. The engine should
therefore be shutdown whenever necessary.
Follow the procedure for One Engine Inoperative Approach and Landing
(See Abnormal Tab 2, page A-3).
END
Revision 6
E-9
5.
6.
7.
8.
9.
Light ..........................................................................ON
NOTE
With engine 1 and 3 inoperativeExtend slats using
Emergency ProcedureExtend Gear Using
Emergency Procedure.
Approach:
10. Flaps + Slats Handle ..........................................7 FLAPS + SLATS
11. Emergency Slats Switch...............................................................ON
NOTE
With engines No. 1 and 3 inoperative extend landing gear at VLO 190 KIAS if possible and if necessary perform emergency extension. See
Emergency Extension procedures, Abnormal
Tab 13, page A-24.
12. Landing Gear ......................................................................EXTEND
13. Gear Handle ...........................................................................DOWN
CAUTION
The landing gear handle must be maintained down.
14. EMERGENCY GEAR PULL Handle ...................................PULLED
If all three green gear down lights
illuminate and the landing
gear handle light (red) is not illuminated, the landing gear is down
and locked. Do not actuate any landing gear controls.
does not illuminate and the
If at least one (1) green gear light
landing gear handle light is flashing, apply the FREE FALL EXTENSION procedure.
Continued on Next Page
E-10
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FlightSafety
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NOTE
Illumination of the green gear down light
may take
more than 30 seconds with full rudder deflection.
Gently come back to neutral rudder.
NOTE
Rapidly alternating large rudder applications in combination with large side-slip angles may result in structural failure at any speed.
17. RH MAIN MANUAL GEAR RELEASE Handle .........................PULL
Gently apply up to full rudder to the right while accelerating (190
KIAS max.) until the right green gear down light
is illuminated. Maintain wings level with appropriate aileron input.
NOTE
5
is achieved
NOTE
Free fall extension of all 3 landing gear may take
approximately 2 minutes to complete.
19. Flaps + Slats (As Required) .............................20 FLAPS + SLATS
Approach Speed:
7 Flaps + Slats ................................................VREF + 20 KNOTS
Increase the normal landing distance by 800 feet and the normal
landing field length by 1,335 feet..
20 Flaps + Slats ..............................................VREF + 10 KNOTS
Increase the normal landing distance by 400 feet and the normal
landing field length by 670 feet.
After Touchdown:
20. Thrust Reverser ........................................................AS REQUIRED
If the No. 2 brake system must be used, use moderate braking. Increase
landing distance and landing field length calculated above by 50%.
END
Revision 6
E-11
On the Go-Around:
1. Engine Thrust (Full Power) .........................................................SET
2. Landing Gear (If Down) ...............................................RETRACTED
CAUTION
The landing gear cannot be retracted if the No. 1
and No. 3 engines are inoperative.
3. Accelerate the aircraft while in descent on normal slope.
At VREF + 25 knots:
4. Flaps + Slats Handle .............................................................CLEAN
5. Set and Maintain Enroute Climb Speed, (1.43 VS).
END
E-12
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NOTE
Booster Pumps ...................................................OFF
Windshield Heat .................................................OFF
Pitot ....................................................................OFF
RH Avionics Master ............................................OFF
Lavatory/Galley Master.......................................OFF
Unnecessary Lights ............................................OFF
END
Revision 6
E-13
E-14
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Revision 6
E-15
PUMP 2
PUMP 3
and possibly
AIL
FEEL
and
PITCH
FEEL
Phase I
1. Auto-Pilot and Yaw Damper .....................................DISENGAGED
2. Airspeed...............................................260 KIAS/.76 MI MAXIMUM
Phase II
3. Avoid high pitch attitudes and zones of air turbulence.
Landing Preparation:
4. Flaps + Slats Handle .............................................................CLEAN
5. Landing Gear ............................................FREE FALL EXTENSION
See Abnormal Tab 13, page A-24 (Emergency Extension)
6. Approach Speed (Clean Configuration) ...............VREF + 30 KNOTS
7. Rate of Descent ...................................APPROXIMATELY 300 FPM
CAUTION
The landing distance will be twice the nominal distance. (Normal configuration flaps 40 and slats.)
NOTE
In the situation that Flaps + Slats are already extended, use the following approach speeds:
After Touchdown:
8. Full Reverse Thrust ....................................................................SET
9. Park Brake ....................................INTERMEDIATE DETENT ONLY
Be cautious and avoid cycling pressure on and off.
CAUTION
The hydraulic power-off condition requires greater
pilot forces. Landing requires greater caution,
because directional control relies on the rudder.
Differential thrust may be helpful.
END
E-16
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GEN 2
GEN 3
and
CAUTION
To limit the battery load, accomplish the following in
the sequence shown;
4. Booster Pump Switches (3) ........................................................OFF
5. Windshield Heating (3) ...............................................................OFF
In icing conditions it is imperative to keep the following switches on:
Pilot windshield heating system.
Engine and wing anti-icing system.
6. Pilot and Co-pilot Pitot Heating ...........................................OFF
7. RH AV Master Pushbutton ...........................................OFF (IN)
8. Lavatory and Galley Master Circuit Breakers ....................PULL
8a. Unnecessary Lights ............................................................OFF
Attempt to reset the last generator that failed:
9. BUS TIED Switch ..........................................FLIGHT NORMAL
10. BAT Switch (On Side Concerned) .......................ON/CHECKED
11. Power Lever (Of Engine Concerned)..................................IDLE
Engine Idle Setting .............................................STABILIZED
12. GEN Switch (Of Generator Concerned) ................................ON
If voltmeter:
Rises To Maximum:
13. GEN Switch (Of Generator
Concerned)...................OFF
14. BUS TIED Switch ........TIED
BUS TIED
Light ............ON
Light ............ON
CAUTION
After load shedding the batteries in good condition
will provide for:
40 minutes of operation with an average load
of 25 amps per battery in non-icing condition.
20 minutes of operation with an average load
of 45 amps per battery in icing condition.
END
Revision 6
E-17
RAPID DEPRESSURIZATION
Phase 1
1. Crew Oxygen Masks...........................................100% DONNED
2. Microphone Selector ..............................................................MASK
3.
FASTEN BELTS
and
EMERGENCY DESCENT
CAUTION
This procedure assumes structural integrity of
the aircraft. If structural integrity is questionable,
limit the airspeed to the lowest practical value,
and avoid high maneuvering loads.
1. Autopilot.....................................................................DISENGAGED
2. Power Levers.............................................................................IDLE
3. Airbrake Handle.............................................................POSITION 2
4. Descent...............................................................................INITIATE
E-18
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FORCED LANDING
Preparation:
1. Communications Transmission .......................TRANSMIT MAYDAY
2. Transponder ...................................................................CODE 7700
3. Passenger ..................................................................INSTRUCTED
4. Fasten Belts/No Smoking Signs...................................................ON
5.
Light .......................................................................OFF
Approach:
7. Wing Anti-Ice ..............................................................................OFF
8. Crew and Passenger Bleed Air Switches ...................................OFF
9. HP 1, PRV 2 and PRV 3 Bleed Air Switches..............................OFF
10. Pressurization Switch..............................................................DUMP
11. Landing Gear .................................................................EXTENDED
12. Flaps + Slats.....................................................40 FLAPS + SLATS
13. Approach Speed........................................................................VREF
Revision 6
E-19
DITCHING
Preparation:
1. Communications Transmission .......................TRANSMIT MAYDAY
2. Transponder ...................................................................CODE 7700
3. Passenger ..................................................................INSTRUCTED
4. Life Jackets......................................................DONNED/CHECKED
5. Fasten Belts/No Smoking Signs...................................................ON
6.
Light ........................................................................OFF
Light .........................................................................ON
After Touchdown:
22.
23.
24.
25.
26.
E-20
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PILOT NOTES
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E-21
FlightSafety
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ABNORMAL PROCEDURES
Procedures in this section address foreseeable situations involving failures,
in which the systems redundancy or selection of an alternate system will
maintain an acceptable level of air worthiness.
I. IMMEDIATE ACTIONThere are no memory items involved with
these procedures.
When a failure occurs, the crew should assess its priority in
relationship to the immediate effect on aircraft controllability
and the continuance of the planned flight path.
Procedures that could have an immediate effect, but involve actions
that are fundamental to basic airmanship are:
Revision 5
A-i
WARNING PANEL
CMPTR 1
CMPTR 2
CMPTR 3
OIL 1
OIL 2
OIL 3
GEN 1
GEN 2
GEN 3
17
18
BAT 1
17 18
17
BUS TIED
18
L AOA
R AOA
29
29
L. PITOT
ST BY
PITOT
R. PITOT
21
21
21
L. WHL
OVHT
R. WHL
OVHT
AOA
PROBE
29
BAT 2
HOT
BAT
AUTO
SLATS
FLAP
ASYM
18
18
12 20
11 19
10
18
FUEL 1
FUEL 2
FUEL 3
XTK 2
OPEN
XTK 2
CLOSED
BAG
ACCESS
15
15
15
16
16
28
LO
FUEL 1
LO
FUEL 2
LO
FUEL 3
AIL
ZERO
AIL
FEEL
PITCH
FEEL
16
16
16
REV
UNLOCK
FUELING
AP
MISTRIM
17
20
29
10
20
19
10
MACH
TRIM
19
20
BLEED
OVHT
ECU
OVHT
COND'G
OVHT
NOSE
CONE OVHT
BLEED
APU
BAG
ISOL
25
25
25 26
26
28
27
#2P BK
CABIN
REAR
DOORS
T/O
CONFIG
28
27
28
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
29
MOVING
14
LH
29
29
FAULT
FIRE 1
ENG 2 FAIL
1
A-ii
FAULT
FIRE 2
13
LANDING GEAR
11
NOSE
RH
29
29
FAULT
FIRE APU
FAULT
FIRE 3
FIRE
BAG COMP.
AIR BRAKE
12
Revision 6
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ABNORMAL PROCEDURES
ENGINES
ENGINES-ABNORMAL AIRSTART
AIRSTART COMPUTER IN NORMAL (AUTO) MODE
AIRSTART-COMPUTER IN MANUAL MODE
FUEL CONTROL COMPUTER INOPERATIVE
ENGINE OIL
NO. 2 ENGINE INLET DOOR OPEN
TAKEOFF CONFIGURATION
5
6
7
FLIGHT
CONTROLS
LANDING GEAR
AND BRAKES
10
11
12
13
14
A-iii
ABNORMAL
HYDRAULICS
ABNORMAL
A-iv
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15
16
17
18
19
20
21
22
23
24
25
26
27
A-v
A-vi
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28
AUTOMATIC
FLIGHT CONTROL OUT-OF-TRIM CONDITION
SYSTEM (AFCS) MACH TRIM INOPERATIVE
ANGLE-OFATTACK
FIRE
PROTECTION
FAILURE OF ENGINE
FIRE DETECTION SYSTEM
FAILURE OF APU FIRE DETECTION SYSTEM
EFIS
MALFUNCTION
Revision 6
29
30
31
A-vii
A-viii
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ENGINES
1
WARNING
Aircraft will tend to yaw if failure is associated with an
engine 1 or 3.
ENG 2 FAIL
CAUTION
If the engine failure occurs at a speed above V2, maintain the speed attained.
NOTE
It is the captains responsibility to decide whether to
continue the flight or interrupt it as soon as possible
and apply the ONE ENGINE INOPERATIVE
APPROACH AND LANDING procedure. (See
Abnormal Tab 2, page A-3.)
END
Revision 5
A-1
2
OIL
GEN
And possibly
PUMP
Lights On
ENGINE SHUTDOWN
1. Power Lever Retarded
and Maintained 1 Min to ...................................IDLE (IF POSSIBLE)
2. Power Lever.......................................................................CUT-OFF
3. Booster Switch............................................................................OFF
4. Gen Switch .................................................................................OFF
5. Engine Anti-Ice Switch................................................................OFF
6. Fuel Shutoff Switch (If Engine Cannot Be Restarted) ................OFF
CAUTION
In icing conditions, operate No. 2 engine anti-ice
even with the No. 2 engine shut down. The isolation valve must be open.
If Engine Shutdown Procedure was initiated due to engine failure during takeoff (after V1) five minutes after brake release
and if obstacle clearance permits:
7. Crew and Passenger Bleed Air Switches ................................AUTO
8. Maximum Continuous Thrust......................................................SET
If required see One Engine Inoperative Drift Down Chart (see Quick
Reference Tab 6, page QR-12).
NOTE
After a unsuccessful airstart attempt of engine 1 or 3,
select Bus Tied switch to FLIGHT NORM and check
Bus Tied light OUT.
Light .........................................................................ON
A-2
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NOTE
Airbrakes may be used during landing approach provided airspeed is at least VREF + 10 knots. Increase
landing distance (and landing field length) by 15%.
e. Start Selector Switches (If Necessary) ......................AIRSTART
IGN
Lights ..................................................................ON
NOTE
If landing with the No. 2 Engine inoperative, operation time for flap extension from 7 to 40 degrees
(standby pump in use) will be doubled.
h. Autopilot...............................................................DISENGAGED
i. Indicated Airspeed...............................................................VREF
END
Revision 6
A-3
OR
LANDING DATA
FALCON 900
LANDING DATA 40 FLAPS + SLATS STANDARD TEMPERATURE UNCORRECTED
G.W.
X
1000
VREF
24
100
172
24
26
104
179
26
28
108
187
28
30
112
193
30
32
115
201
32
34
119
207
34
36
122
212
36
38
126
219
38
40
129
223
40
42
132
228
42
2000'
4000'
6000'
8000'
10,000'
G.W.
HOLDING X
SPEED 1000
A-4
Revision 6
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ENGINEAIRSTART
General
WARNING
Do not attempt to relight an engine after an engine fire,
if the engine integrity is questionable, or if N1 rotation
is not observed.
CAUTION
Wait ten seconds between two consecutive airstart
attempts. Do not make more than three successive
airstart attempts.
=0
.80
20
MAXIMUM AIRSTART ALTITUDE IN MANUAL MODE
VMO
10
MO
0
100
150
200
250
300
350
400
Revision 3
A-5
NOTE
This immediate airstart procedure may be attempted at
high altitude, even at altitudes above the maximum
start envelope.
Light .........................................................................ON
Light ........................................................................OUT
A-6
Revision 5
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ENGINESABNORMAL AIRSTART
Abort an airstart whenever any one of the following conditions
occurs:
The ITT does not rise within ten seconds after moving the power lever
to idle.
The oil pressure does not rise within ten seconds after light-off.
If, during an airstart with the fuel computer in manual mode, the
N1 exceeds 80% with the power lever at idle.
1. Power Lever.......................................................................CUT-OFF
2. Start Selector Switch ....................................MOTOR-START STOP
END
Revision 5
A-7
Light .........................................................................ON
Light .........................................................................ON
2. Power Lever...............................................................................IDLE
3. ITT Rise Within Ten Seconds ..........................................CHECKED
When N2 is above 50%
4. Start Selector Switch.............................................GROUND START
IGN
GEN
OIL
PUMP
Lights .........OUT
Light .......................................................................OUT
If the IGN light remains on after the engine is on speed and all idle
values are within limits.
7. Start Selector Switch ....................................MOTOR-START STOP
OR
IGN
Light .......................................................................OUT
A-8
Revision 6
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Light .........................................................................ON
GEN
OIL
PUMP
Lights .........OUT
Light .......................................................................OUT
If the IGN light remains on after the engine is on speed and all Idle
values are within limits:
9. Start Selector Switch ....................................MOTOR-START STOP
OR
IGN
Light .......................................................................OUT
Revision 6
A-9
Light .........................................................................ON
If an airstart is unsuccessful complete the ENGINE SHUTDOWN Procedure (See Abnormal Tab 2, page A-2).
A. Windmilling AirstartN2 more than 15% and N1 Greater
than 10%
1. Start Selector Switch........................................................AIRSTART
IGN
Light .........................................................................ON
2. Power Lever...............................................................................IDLE
3. ITT Rise within Ten Seconds ...........................................CHECKED
When N2 is above 50%
4. Start Selector Switch.............................................GROUND START
IGN
GEN
OIL
PUMP
Lights .........OUT
Light .......................................................................OUT
If the IGN light remains on after the engine is on speed and all idle
values are within limits:
Light .......................................................................OUT
A-10
Revision 6
FlightSafety
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OR
If the BUS TIED Light stays on after the bus tied switch is moved to
Flight Norm:
7. Generator Volts and Amps ..........................................MONITORED
Light .........................................................................ON
GEN
OIL
PUMP
Lights .........OUT
Light .......................................................................OUT
If the IGN light remains on after the engine is on speed and all idle
values are within limits:
9. Start Selector Switch ....................................MOTOR-START STOP
OR
IGN
Light .......................................................................OUT
Revision 6
A-11
CMPTR
CMPTR
CAUTION
Maximum thrust may not be attainable. Idle thrust
may be higher than normal. Fuel flow for matched
N1 speeds may be approximately 5% greater. The
acceleration time is longer in manual mode.
END
ENGINE OIL
OIL
CAUTION
In icing conditions, operate No. 2 engine anti-ice
even with the No. 2 engine shut down. The isolation valve must be open.
If the No. 2 engine is shut down:
7. BUS TIED Switch ......................................................................TIED
BUS TIED
Light .........................................................................ON
A-12
Revision 5
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ENG 2 FAIL
1. Power Lever...............................................................................IDLE
If the engine surges or abnormal conditions are observed. Shutdown
Engine 2.
2. Power Lever.......................................................................CUT-OFF
3. Fuel Shutoff Switch.....................................................................OFF
4. BOOSTER Pump Switch ............................................................OFF
5. GEN Switch ................................................................................OFF
6. Engine Anti-Ice Switch................................................................OFF
CAUTION
In icing conditions, operate No. 2 engine anti-ice
even with the No. 2 engine shut-down. The isolation valve must be open.
Light .........................................................................ON
TAKEOFF CONFIGURATION
T/O
CONFIG
Revision 5
A-13
HYDRAULIC SYSTEMS
LOSS OF NO. 1 HYDRAULIC SYSTEM
PUMP 1
PITCH
FEEL
AND POSSIBLY
PUMP 3
SYSTEM STATUS
LOSS OF
REMARKS
# 1 Braking system
NOTE
Increase Landing Distance by 60%.
ON APPROACH
3. New Bug Speed..........................................................................SET
(See Abnormal Tab 3, page A-4)
4. Flaps/Slats Handle ................................................7 FLAPS/SLATS
5. Emergency Slats Switch...............................................................ON
Land with flaps extended to 40 and VREF + 5 Kts
6. Brake Selector Switch.........................................#2 ANTI/SKID OFF
7. Landing Gear (At Discretion) ................EMERGENCY EXTENSION
(See Abnormal Tab 13, page 24)
8. Brake System No. 2 .........................................................CHECKED
END
OR
PUMP3
A-14
Revision 6
FlightSafety
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AND POSSIBLY
AIL
FEEL
SYSTEM STATUS
LOSS OF
REMARKS
Emergency Slats
Airbrake System
NOTE
0 Flaps/Slats, fly VREF + 20 Kts, add 800 feet to LD
7 Flaps/Slats, fly VREF + 15 Kts, add 600 feet to LD
20 Flaps/Slats, fly VREF + 5 Kts, add 200 feet to LD
40 Flaps/Slats, land at VREF
After making the additions for Flaps and Slats add 10% to LD.
4. New Bug Speed..........................................................................SET
(See Abnormal Tab 3, page A-4)
5. EGPWS Flaps ORide Switch (If Flaps less than 40)..................ON
END
Revision 6
A-15
A-16
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FLIGHT CONTROLS
LANDING WITH INOPERATIVE STABILIZER
1. AUTO PILOT .............................................................DISENGAGED
NOTE
As the flaps and slats are selected, the Pitch Arthur
unit returns to the low-speed position, which results in
a significant decrease of elevator feel force.
CAUTION
OR
Revision 6
A-17
OR
PITCH
FEEL
If the PITCH FEEL light is on reduce airspeed down to 260 KIAS or MI 0.76 MAX:
1. FASTEN BELTS Light Pushbutton............................................................ON
CAUTION
The pitch and/or roll control forces may be higher or
lower than normal, depending on whether the Arthur
unit has failed in the HIGH or LOW speed position.
LIGHT FORCES: Avoid large displacements and rapid
movements of the flight control.
OR
HIGH FORCES: Use normal or emergency trim systems:
10
May be on
CAUTION
The landing gear not extended aural warning will
not sound.
END
A-18
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FlightSafety
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10
Revision 6
A-19
If the light comes on after takeoff or at a speed lower than 280 knots:
OR
DURING APPROACH:
Follow the procedures for the appropriate CASE below if an abnormal
slat indication occurs after the slats-flaps have been selected.
11
FLAPS
UP
0
7
DN 40
20
Inboard Slat
Not Extended or
Indication Malfunction
SLATS
+ possible
SLATS
A-20
Revision 6
FlightSafety
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CAUTION
Do not change the position of the EMERGENCY SLAT
switch after selection.
FLAPS
UP
0
7
20
DN 40
SLATS
0
7
20
DN 40
SLATS
0
7
DN 40
20
SLATS
4. Flaps/Slats Handle.................................................................CLEAN
5. EGPWS Flaps ORide Switch.......................................................ON
6. Airspeed ....................................................................VREF + 30 KTS
7. Increase the landing distance by 50%.
CAUTION
The landing gear not extended aural warning may
not sound.
Revision 6
A-21
11
AND
IGN
The red slats transit light comes on then goes out, the green slats light
comes on flashing and the aural stall warning sounds.
1. RH Auto Slat Circuit Breaker (B1 Bus) ................................PULLED
If the slats do not retract:
2. LH Auto Slat Circuit Breaker (A1 Bus).................................PULLED
3. RH Auto Slat Circuit Breaker .................................................RESET
4. Continue the flight at an indicated airspeed of less than 270 knots,
with the circuit breaker of the defective system pulled.
Depending on the final position of the circuit breakers.
If the RH AUTO SLAT C/B remains pulled:
* Manual action of the flap-slat handle remains operative.
* Emergency slats switch is inoperative.
If the LH AUTO SLAT C/B remains pulled:
* Manual action of the flap-slat handle:
Causes only extension of outboard slats. Inboard slats remain in
retracted position and the slat green light is (flashing).
Has no action on flaps when flap-slat handle is selected to 7
degrees position, but will operate flaps when selected to 20 degrees
and 40 degrees positions.
END
12
A-22
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AIR
BRAKE
2. Airspeed....................................................................VREF + 10 KTS
Increase the landing distance by 600 feet.
12
Revision 6
A-23
CAUTION
The landing gear handle must be maintained down.
13
NOTE
Illumination of the green gear down light
may take
more than 30 seconds with full rudder deflection.
Gently come back to neutral rudder.
NOTE
Rapidly alternating large rudder applications in combination with large side-slip angles may result in structural failure at any speed.
A-24
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NOTE
Illumination of the green gear down light
may take
more than 30 seconds with full rudder deflection.
Gently come back to neutral rudder.
4. NOSE GEAR MANUAL RELEASE Handle ..............................PULL
Accelerate until illumination of the green gear light
(190 KIAS max.)
is achieved
NOTE
Free fall extension of all 3 landing gear may take
approximately 2 minutes to complete.
CAUTION
Do not actuate any landing gear control once the three
landing gears are locked down. The landing gear must
be maintained down.
END
13
OR
In non-icing conditions or if takeoff was made without snow or slush
on the runway:
2. Extend and keep the landing gear down.
END
Revision 6
A-25
NOTE
For take-off operation of the airplane on an exceptional basis with anti-skid inoperative is described
in annex 5 of the AFM. Operation on this basis is
subject to prior authorization defined in a MEL.
END
NOTE
If the #2P BK light is flashing, residual pressure
allows for only one brake application.
14
END
A-26
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NOSEWHEEL SHIMMY
Hold the nosewheel steering control depressed.
END
14
Revision 6
A-27
FUEL SYSTEM
LOW BOOSTER PUMP PRESSURE
CASE 1
FUEL 2
Light .................................................................ON/OFF
1-2 and
X-BP
1-2 and
X-BP
15
1-2 and
X-BP
CASE 2
FUEL 1
OR
FUEL 3
Light ................................................................................ON
A-28
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Light...............................................................................OFF
4. Associated Fuel Quantity.............................................MONITORED
If a fuel loss is evident:
5. Associated Engine Power Lever ........................................CUT-OFF
OR 6. Associated Fuel Shutoff Switch ........................................ACTUATE
TRANS
Light ................................................................................ON
AND
FUEL 1
FUEL 3
FUEL 1
and
FUEL 3
Lights Go Out:
and
FUEL 3
Lights ...........................................ON
FUEL 1
and
FUEL 3
FUEL 2
CAUTION
Take into account the reduction in range.
END
Revision 6
A-29
15
Light ....................................................CHECKED/OUT
Light ....................................................CHECKED/OUT
NOTE
XTK 2
OPEN
If the
light does not go out and boost
pump 1 or 3 has failed, or if side tank interconnection has been used, the attitude shall be limited to
10 degrees pitch-up as long as the light remains
illuminated.
CASE 2
XTK 2
CLOSED
16
Light ....................................................CHECKED/OUT
Light ....................................................CHECKED/OUT
NOTE
The manually controlled opening of the XTK 2 valve
will cause the
XTK 2
OPEN
A-30
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OR
LO
FUEL 2
LO
FUEL 3
OR
Light..............................................................CHECKED/ON
OR
LO
FUEL 2
LO
FUEL 3
OR
This light indicates that a fuel level below 200 pounds is detected, equivalent
to a cruise flight time of 15 minutes at an altitude of 2,500 feet.
1. Associated Fuel Quantity Gage .......................................CHECKED
2. Associated X-BP......................................................................OPEN
X-BP
Light...................................................................CHECK ON
And No. 2 total quantity indication is higher than No. 2 rear tank quantity
indication; this indicates a malfunction of the front to rear tank transfer.
4. XTK 2 Switch ...........................................................................OPEN
If the rear tank quantity is still decreasing:
5. If Necessary Manual XTK 2 Valve ....................OPEN THEN NORM
NOTE
Disregard illumination of
XTK 2
OPEN
light.
Light............................................................CHECKED OUT
END
Revision 6
A-31
16
FUEL ASYMMETRY
1. Asymmetric Fuel Quantity Indications..............................CHECKED
2. Possible Abnormal Aileron Trim.......................................CHECKED
Light..............................................................CHECKED/ON
Light..............................................................CHECKED/ON
Light..............................................................CHECKED/ON
FUELING
17
A-32
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ELECTRICAL SYSTEMS
ONE GENERATOR INOPERATIVE
CASE 1
GEN 1
OR
GEN 2
OR
GEN 3
CAUTION
Do not attempt to reset a tripped generator switch.
If the No. 2 Generator is inoperative and BATT 2 load is normal:
4. BUS-TIED Switch ......................................................................TIED
BUS TIED
Light.......................................................CHECKED/ON
A-33
CASE 2
GEN 1
GEN 1
Normal
3. GEN 1 Switch .....OFF Then ON
(2 reset attempts maximum)
See Generator Reset
Procedure; Tab 17, page A-36.
4. If resetting cannot be achieved
GEN 1 Switch ....................OFF
GEN 3
Light .......................ON
GEN 1
Light ....................ON
GEN 1
Light .....................OFF
GEN 3
Light ....................ON
Light .......................ON
8. Bus Load
and Voltage...............CHECKED
END
A-34
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GEN 3
CASE 3
GEN 3
GEN 1
Light .......................ON
GEN 3
Light ....................ON
GEN 3
Light .....................OFF
GEN 1
Light ....................ON
Light .......................ON
8. Bus Load
and Voltage...............CHECKED
END
A-35
CASE 4
GEN 2
Light........................................................CHECKED/ON
A-36
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17
Revision 6
A-37
18
GEN
CASE 1
AND
GEN
CAUTION
Shed the load on the bus, if necessary, to limit the
load on the operating generator and/or battery.
Never tie the buses without previously checking that
the voltages and amperages on each bus are within
the prescribed limits.
CAUTION
Do not attempt to reset the generator which has
the tripped switch.
On the generators for which the switch HAS NOT
TRIPPED:
If
GEN 2
Light is on:
Light...CHECKED/ON
If
and/or
GEN 3
Light is on
See
See
Abnormal Tab 17 Abnormal Tab 17
Page A-35
Page A-35
Comply with the procedure for
One Generator InoperativeGen Switch
is not tripped.
END
Continued on Next Page
A-38
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GEN 2
CASE 2
GEN 2
AND
GEN
1 OR 3
GEN 1 OR 3
AND
CAUTION
Shed the load on the bus, if necessary, to limit the
load on the operating generator and/or battery.
Never tie the buses without previously checking that
the voltages and amperages on each bus are within
the prescribed limits.
3. BUS-TIED Switch...............................CHECKED/FLIGHT NORMAL
4. BAT No. 2 Switch.......................................................CHECKED/ON
5. Power Lever of No. 2 Engine.....................................................IDLE
Engine Idle Setting.....................................................STABILIZED
6. No. 2 Generator .........................................TRY ONLY ONE RESET
If No. 2 generator cannot be reset:
7. Power Lever of No. 2 Engine
After Generator Reset Attempt ...........................NORMAL THRUST
8. LH and RH Main Bus Volts/Amps ....................................CHECKED
If volts and amps are normal:
9. BUS-TIED Switch ......................................................................TIED
BUS TIED
Light........................................................CHECKED/ON
A-39
CASE 3
GEN 1
AND
GEN 3
GEN 3
AND
CAUTION
Shed the load on the bus, if necessary, to limit the
load on the operating generator and/or battery.
Never tie the buses without previously checking that
the voltages and amperages on each bus are within
the prescribed limits.
3. BUS-TIED Switch...............................CHECKED/FLIGHT NORMAL
4. BAT No. 1 Switch.......................................................CHECKED/ON
5. Power Lever of No. 1 Engine.....................................................IDLE
Engine Idle Setting.....................................................STABILIZED
6. No. 1 Generator .........................................TRY ONLY ONE RESET
If No. 1 generator cannot be reset:
7. Power Lever of No. 1 Engine..............................NORMAL THRUST
8. Power Lever of No. 3 Engine.....................................................IDLE
Engine Idle Setting.....................................................STABILIZED
9. No. 3 Generator .........................................TRY ONLY ONE RESET
10. Power Lever of Engine No. 3
After Generator Reset Attempt ...........................NORMAL THRUST
If No. 1 and No. 3 generators cannot be reset:
11. RH Main Bus Volts/Amps.................................................CHECKED
If volts and amps are normal:
12. BUS-TIED Switch ......................................................................TIED
BUS TIED
Light........................................................CHECKED/ON
A-40
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HOT
BAT
BATTERY OVERHEAT
NOTE
If required, the faulty battery may be switched back on
for landing, provided the
HOT
BAT
BATTERY FAILURE
BAT 1
OR
BAT 2
Revision 6
A-41
18
PITOT-STATIC SYSTEM
EITHER AIR DATA COMPUTER INOPERATIVE
19
FUNCTION
LOSS OF
INDICATIONS
"On-Side"
EFIS
Airspeed Scale
IAS
ASEL
ASEL
REMARKS
flag
Data from other ADC
on EADI recovered using XFR IAS
M
flag
Coupling to remaining
on EADI source by x side CPLD.
"On-Side"
AP-FD
CPLD
"On-Side"
flight
instruments
Altimeter
rate-of-climb
indicators.
ID 802
CPLD.
"on-side."
SAT-TAT-TAS Dashes on
corresponding
line.
Autoslats
Extension
inhibition at
high speed.
Possibility
Horizontal
Stabilizer
Trim
If ADC 1 has
has failed the
4 degrees
limitation at
high speed or
the overriding
of the stop
at low speed.
Normal trim
limited to
4 degrees
"On-side"
ATC XPDR
Altitude coding
Flags.
AUTO
SLATS
NOTE
If VMO/MMO warning sounds permanently, pull out inoperative air data computer C/B.
A-42
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AP-M TRIM
YD-FD
LOSS OF
INDICATIONS
REMARKS
Airspeed Scale
ASEL
IAS
flag
Use the stand-by mach
on EADI airspeed indicator.
Wind on EHSI
ASEL
flag
on EADI
19
AP
Autopilot, Mach
flashing
trim and yaw on EADI
damper
Command bars
go out of view.
AP
on
warning panel
MACH
TRIM
and
MSG: DADC
DATA INVALID
in ID 802.
Flight
Altimeters, rate Flags.
Instruments. o f c l i m b
indicators.
ID 802
SAT-TAT-TAS Dashes on
corresponding
line.
Autoslats
Extension
inhibition at
high speed.
Horizontal
Stabilizer
Trim
4 degrees
Normal trim
limitation at
limited to
high speed or 4 degrees
stop overriding
at low speed.
Aileron
Monitoring
Arthur Q Unit
Warnings
VMO/MMO
Landing gear
not extended.
FMS
VNAV Wind
Page data
FLT TIME
ATC XPDR
Altitude report.
AUTO
SLATS
AIL
FEEL
light.
Operative with flaps 40
+ slats and gear up.
Message in the
SCRATCH PAD.
NOTE
If VMO/MMO warning sounds permanently, pull out both
inoperative air data computer C/Bs.
1) If icing conditions cannot be avoided, engine N1 speed MUST NOT be
less than the figure corresponding to the coldest temperature of the
Anti-icing table on Abnormal Tab 21, Page A-47.
Revision 6
A-43
20
Pilot and copilot IAS/MI indications blocked or
abnormal and possibly:
AIL
FEEL
AUTO
SLATS
MACH
TRIM
AP
VMO/MMO audio warning sounds; IAS EADI comparator annunciator illuminates; AP disengagement and/or DADC DATA INVALID message appears on
ID 802; and a disagreement with standby IAS/Mach indications shows.
CAUTION
If it is certain that the VMO/MMO warning is false do
not modify flying parameters.
1. Autopilot and Yaw Damper ........................................DISENGAGED
If the VMO/MMO audio warning sounds:
2. AUDIO WARN AND AUDIO WARN B Circuit Breakers ......PULLED
3. Use the standby altimeter to stabilize and fly altitude.
4. Engine Thrust Setting.........................MAXIMUM CRUISE THRUST
5. Aircraft Attitude......................................................0 TO 4 NOSEUP
After the fault has been identified, follow procedure A for the Climb phase
of flight, B for the Cruise phase of flight, or C for the Descent phase of flight.
A. Climb:
6. N1 RPM ...................................................................CLIMB THRUST
7. Aircraft Attitude......................................................4 TO 5 NOSEUP
B. Cruise or Level Flight:
6. Set N1 rpm according to the setting for Mach 0.75 cruise, taking into
account altitude, aircraft weight, and TAT or SAT if TAT is not usable.
7. Limit aircraft attitude to less than 4 degrees nose up.
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C. Descent:
Follow either 1 below for operations without anti-icing or 2 below for
operations with engine and wing anti-icing on.
1. Without anti-icing
6. N1 RPM......................................................................................IDLE
7. Vertical Speed..............................................2,000 TO 3,000 FPM
8. Aircraft Attitude ...............................................0 TO 2 NOSEDOWN
2. With engine and wing anti-icing on:
20
3. N1 RPM .............................................................................MINIMUM
(See N1 Anti-icing Table, Abnormal Tab 21, Page A-47)
4. Airbrakes .......................................................................POSITION 1
5. Vertical Speed..............................................1,500 TO 2,000 FPM
6. Aircraft Attitude ...............................................0 TO 2 NOSEDOWN
NOTE
Check airplane altitude frequently on the standby
altimeter.
If prior to the problems, flight was performed at a static
temperature lower than the authorized minimum limit
(see table below), descend as soon as possible until
air-data indications become normal again.
Re-engage CB's AUDIO WARN A and AUDIO WARN
B at intervals and leave them engaged if the audio
warning has stopped sounding.
If the IAS/MI indications are doubtful, the indicated
static temperature may be incorrect.
TEMPERATURE AND ALTITUDE LIMITS
Altitude (x 1,000 ft.)
51
50
TAT >55 C
44
ISA
40
36
30
20
10
TAKE-OFF AND
LANDING
-1.5
-1
0
-75
-80
-54
-60
-40
-20
20
40
60
END
Revision 6
A-45
ICE PROTECTION
PITOT-STATIC PROBE ANTI-ICING MALFUNCTION
L PITOT
21
OR
R PITOT
OR
ST BY
PITOT
Compare the instrument readings with the readings of the other two
systems.
CASE 1
The Wing Anti-Ice Switch is ON:
1. No. 1 Engine N1 Speed........................................INCREASE UNTIL
GREEN LIGHT ILLUMINATED
If Indication
Is now
remains
2. No. 1 Engine N1
Speed .....................AS REQUIRED
3. No. 3 Engine N1
Speed ...........................INCREASE
If Indication
Is now
remains
If in icing conditions,
do not reduce N1 speed
below the specified value.
See Abnormal Tab 21,
page A-47, N1 Anti-icing
Table.
Avoid or leave icing
conditions as soon as
possible.
END
A-46
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Is now
CASE 3
The Wing Anti-Ice Switch is ON:
1. If in icing conditions do not reduce N1 speed below the specified value.
2. Avoid or leave icing conditions as soon as possible.
END
CASE 4
The Wing Anti-Ice Switch is ON:
1. Wing Anti-ice Switch...................................................................OFF
If the amber light flashes and then goes out.
2. Wing Anti-ice Switch.....................................................................ON
The amber light comes on steady then goes out (amber light provides
confirmation of wing anti-icing valve operation).
If the above indications are not observed:
If in icing conditions do not reduce N1 speed below the specified value
(See Table below).
TAT
>20000
<20000
>10000
<10000
30 to
20 C
80%
20 to
10 C
76%
10to
0 C
73%
0 to
+10 C
65%
76%
73%
65%
58%
68%
65%
61%
58%
A-47
21
22
Light .........................................................................ON
CASE 1
OFF
remains
2. No. 1 Engine N1
Speed.............MAINTAIN
2. No. 1 Engine N1
Speed ....................AS REQUIRED
3. No. 3 Engine N1
Speed...........................INCREASE
GREEN LIGHT ILLUMINATES
If Indication
Is now
.........................................................
4. No. 3 Engine N1
Speed ............MAINTAIN
remains
A-48
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If Indication
Is now
remains
5. In icing conditions, do
not reduce N1 speed
to less than 1% above
the specified value.
(See page A-47)
....................................
WING-BRK
WING
OFF
1. Wing-Brk Switch........................................................................WING
If indication
Is now
remains
Brake heating
system inoperative
Is now
4.
remains
4. No. 1 Engine N1
No. 1 Engine N1
Speed ..............MAINTAIN...... Speed....................AS REQUIRED
5. No. 3 Engine N1
Speed...............INCREASE UNTIL
GREEN LIGHT ILLUMINATES
If Indication
Is now
6.
remains
END
Continue on Next Page
Revision 6
A-49
WING-BRK
OR
WING
CASE 2
WING
OFF
OFF
remains
.........................................................
Is now
remains
Wing-Brk
Do not reduce N1 speed
to less than 1% above
the minimum required in
icing conditions.
(See Abnormal Tab 21, page
A-47, N1 Anti-Icing Table)
END
WING-BRK
WING-BRK
CASE 3
WING
OR
OFF
WING
OFF
A-50
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CASE 4
Green and Amber lights out
WING-BRK
WING
OFF
1. Wing-Brk Switch.................................................................................OFF
If the amber flashes and then goes out:
2. Wing-Brk Switch ..............................................................................WING
If the
Amber light comes on steady, and then goes out, this provides
confirmation of wing anti-ice valve operation.
If the above indications are not observed, if in icing conditions, do
not reduce N1 speed below the specified value. (See Abnormal
Tab 21, page A-47, N1 Anti-icing Table.)
3. Avoid or leave icing conditions as soon as possible.
WING-BRK
WING
OFF
remains
And then
Revision 6
A-51
22
remains
23
2. Wing-Brk Switch ........OFF
...........................................
2. Wing-Brk Switch..........................OFF
(Malfunction of indication circuit)
3. Isolation Valve
Knob ............ISOLATION
ISOL
Light.......ON
4. HP 1 and PRV 3
Switches ..................OFF
5. Reduce Engine 1 and 3
thrust setting as soon as
possible.
END
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CASE 2
CASE 3
The No. 2 engine anti-ice switch is on, but the green light did not come on:
1. No. 2 Engine Anti-Ice Switch ..................................CYCLE OFF-ON
Observe Eng 2 amber
A-53
23
Is now
END
24
CASE 2
remains
2. No. 2 Engine......................
Anti-Ice Switch...........OFF
2. No. 2 Engine
Anti-Ice Switch ............................OFF
3. Isolation Valve
Knob...............ISOLATION
ISOL
Light .......ON
4. PRV 2 Switch.............OFF
If the amber flashing light does
not go out and the TAT is above
+10 C:
5. No. 2 Engine
Thrust ..............REDUCE
END
A-54
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24
Revision 6
A-55
AIR CONDITIONING
BLEED-AIR SYSTEM OVERHEAT
BLEED
OVHT
Starts Blinking
And Then Goes Out
BLEED
OVHT
light
Starts Blinking
And Keeps Blinking
2. Continue flight in
this configuration.
Remains
On Steady
2. PRV3
Switch ....AUTO
3. Apply the same
procedure with
HP 1 & PRV 2
switches if
necessary.
25
In Icing Conditions
In Non-Icing Conditions
and to preclude having
to reduce to idle on an
engine
END
A-56
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ECU OVERHEAT
ECU
OVHT
NOTE
If not in icing conditions, the HP 1, PRV 2, and PRV 3
switches may be turned off.
25
If the overheat warning persists:
8. Passenger Air-Conditioning Valve Switch .................................OFF
9. Land as soon as possible.
END
1. Temperature Controllers..........................................MANUAL/COLD
If the temperature does not decrease:
2. Passenger Air-Conditioning Valve Switch .................................OFF
3. COND Control Lever .................................................................TIED
END
Revision 6
A-57
1. Temperature Controllers..........................................MANUAL/COLD
CAUTION
Since anti-icing on the turbo cooler turbine is no
longer ensured
ECU A/I
26
ECU A/I
Light ..................ON
Is Decreasing
3. Passenger Switch..............OFF
3. Temperature
Controllers .........................AUTO 4. COND Control Lever ........TIED
At the beginning of descent:
At the beginning of descent:
4. Pressure Norm/Emergency
5. Pressure Norm/Emergency
Switch...................EMERGENCY
Switch................EMERGENCY
5. ECU A/I Pushbutton...RELEASED 6. ECU A/I Pushbutton....RELEASED
ECU A/I
Light .................OFF
ECU A/I
Light ..............OFF
NOTE
If the Flight Altitude is Below 35,000 FT, Only Complete
Passenger Switch ................................................OFF
COND Control Lever............................................TIED
END
A-58
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CAUTION
Takeoff is authorized provided the cold air battery conditioning duct is blocked. In this case,
the warning COND BATT light stays on.
END
Revision 6
A-59
26
PRESSURIZATION
IMPROPER CABIN VERTICAL SPEED
-1
2
1
UP
0
DN
1
2
2
3
4
5
6
7
8
CABIN
0
10
20
40
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Light ..........................................................................ON
Light ..........................................................................ON
Is not restored
NOTE
Select not less than 50% hot.
If temperature gets too high during
descent:...............................................
If necessary:
13. Execute an emergency descent
to 14,000 feet or to the minimum
....safe altitude as required.
.........................................................
13. Crew
Switch ................OFF
...............................................
END
Revision 6
A-61
27
CASE 2
REAR
DOORS
CASE 3
BAG
ACCESS
28
Visually check for proper closing and latching of the baggage compartment
access door.
END
CASE 4
BAG
ISOL
NO AUTOMATIC DEPLOYMENT OF
PASSENGER MASKS
1. Oxygen Controller ...........................................................OVERRIDE
2. Passenger Masks ............................................DONNED/CHECKED
END
A-62
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This light illuminates if the APU bleed-air valve is not completely closed
whenever the bleed switch is off, or when one of the power levers is
moved beyond 54 of power lever movement and the valve has not
automatically closed.
END
WINDSHIELD
CRACK OR BUBBLES
1. Airspeed ...........................................................230 KIAS MAXIMUM
2. Cabin Differential Pressure..................................7.5 PSI MAXIMUM
3. Associated Windshield Heat Switch .................................NORMAL
END
Revision 6
A-63
28
CASE 2
MISTRIM
A message will also appear on the ID 802: RETRIM ROLL R WING DOWN
or L WING DOWN.
Retrim the airplane without disengaging the autopilot.
END
29
A-64
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ANGLE-OF-ATTACK
ANGLE-OF-ATTACK STALL PROBE HEATING FAILURE
L. AOA
R. AOA
OR
FIRE PROTECTION
FAILURE OF ENGINE FIRE DETECTION SYSTEM
FAULT
1. Land as soon as possible
29
END
Revision 6
A-65
EFIS MALFUNCTIONS
NOTE
In the event of a failure of either CRT, the approach will
be flown by the pilot who has both CRTs operational.
In the event of the failure of the EHSI CRT, on aircraft
so equipped with the multifunction displays, the MFD
controller may be selected to the HSI position,
if required.
SIMULTANEOUS FAILURE OF
EADI AND EHSI CRTS ON THE SAME SIDE
30
Both CRT displays go blank or red
color is altered.
SG
X
S
G
NOTE
On A/C equipped with MFD the multifunction SG may
be used in back-up mode for both pilot and copilot
simultaneously. The associated display is an
X
annunciator on all four CRTs.
S
G
END
A-66
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SUCCESSIVE FAILURE OF
EADI AND EHSI CRTS ON THE SAME SIDE
Both displays go successively blank.
1. MFD Controller (At Discretion) ..................................HSI POSITION
END
2.
OR
X
I
R
S
30
X
I
R
S
OR
X
I
R
S
NOTE
A-67
1. Standby Horizon......................................................CROSS-CHECK
2. Faulty IRS..........................................................................IDENTIFY
On the EFIS reversion controller panel on the faulty side:
3. IRS Pushbutton ................................................................DEPRESS
X
I
R
S
4.
OR
X
I
R
S
Annunciators..........................................ILLUMINATED
White annunciation with 3 IRS installation.
Amber color 2 IRS installation.
END
and/or
GS
31
A-68
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4.
OR
X
I
R
S
flag appears on EADI, and loss IAS and Mach data occurs:
X
I
R
S
31
comparison annunciation appears on each EADI.
Revision 6
X
I
A
S
Annunciators .......................................................ILLUMINATED
END
A-69
FlightSafety
SCHEMATICS
NORMAL DC POWERFLIGHT CONFIGURATION ........................... S-2
NO. 1 AND NO. 2 HYDRAULIC SYSTEMS OPERATING .................... S-3
FUEL DISTRIBUTION ........................................................................... S-4
BLEED-AIR SYSTEMANTI-ICE SYSTEMS ON................................. S-5
BLEED-AIR DISTRIBUTION...................................................................S-6
NORMAL OPERATIONFLIGHT (HEATING)...................................... S-7
EXTINGUISHING SYSTEM CONTROLS AND OPERATION ............... S-8
PITOT-STATIC SYSTEM....................................................................... S-9
Revision 4
S-1
SCHEMATICS
international
SCHEMATICS
OIL
GEN
GEN 1
BAT 1
LIGHTS
FIRE
WARNING
PANEL
APU
START
STOP
DIM
GEN 2
BUS TIED
GEN 3
BAT 2
HOT
BAT
DC SYSTEM
NORM
EXT POWER
TO
AMMETER
GENERATOR 1
REVERSE
CURRENT RELAY
START
CONTACTOR
150A
G1
CONDITIONS:
GENERATORS 1, 2, AND 3 OPERATING.
BOTH BATTERY SWITCHES ON.
BUS TIE OPEN, POWER SELECTOR
SWITCH IN NORMAL.
BATTERY 1
BUS A1
REVERSE
CURRENT RELAY
TO AMMETER GENERATOR 3
G3
MAKE-AND-BREAK SWITCH
BATTERY 1
CONTACTOR
APU
FIRE
EXTINGUISHERS
COCKPIT
DOME LIGHT
START
CONTACTOR
G
TO
AMMETER
BUS A2
80A
START CONTACTOR
TO
AMMETER
130A
BUS-TIE
ROTARY
SELECTOR
WINDOWS
A3
GALLEY 1 BAR
A4
130A
HYDRAULIC
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
LH MAIN BUS
150A
BUS-TIE
RELAY
GPU CONTACTOR
REVERSE
CURRENT RELAY
GPU
RECEPTACLE
225A
LEGEND
GENERATOR POWER
BATTERY
BUS
BATTERY POWER
BATTERY 2
BATTERY 2
CONTACTOR
Revision 6
TO
AMMETER
GENERATOR 2
STARTING
BUS
MAKE-AND-BREAK SWITCH
RH
MAIN BUS
130A
B1
START
CONTACTOR
130A
B2
80A
TO
AMMETER
G2
GROUND
WINDOWS
B3
APU
TEST
BRIGHT
S-2
OVERHEAD PANEL
FLIGHT NORM
L R
PUMP 1
PUMP 2
ST BY
PUMP
PUMP 3
ASKID
#1
#2
#1
ON
OFF
OFF
BRAKE
HYDR
1/1
1/2
HYDR
4
3
2
1
0
1/1
0
QTY PSI X 1000
AUTO
4
3
2
1
0
1/2
0
QTY PSI X 1000
ON
OFF
ST-BY
PUMP
NO. 1 RESERVOIR
NO. 2 RESERVOIR
P3
P1
PRESSURE-HOLDING
VALVE
P2
STANDBY PUMP SELECTOR
ACCUMULATOR
PRESSURE
SWITCH
EP
PRESSURE
SWITCH
SYSTEM
PRESSURE
TRANSMITTER
NO. 1 SYSTEM
ACCUMULATOR
SYSTEM
PRESSURE
TRANSMITTER
PRESSURE
SWITCH
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
LEGEND
NO. 1 SYSTEM PRESSURE
RUDDER
SERVOACTUATOR
ELEVATOR
ARTHUR
AILERON
ARTHUR Q
AIRCRAFT < 165
SLATS
OUTBOARD SLATS
(EMERGENCY
MODE)
SUPPLY FLUID
NITROGEN
THRUST
REVERSER
FLAPS
S-3
CHECK VALVE
RELIEF VALVE
AIRBRAKES
NORMAL BRAKES
AND ANTI-SKID
EMERGENCY
BRAKES
LANDING GEAR
AND DOORS
NOSEWHEEL
STEERING
PHV
PARKING
BRAKES
international
FlightSafety
ELECTRICAL
Revision 6
TEST
FRONT TANK
JET
PUMP
G2
FILLER
PORT
FILLER
PORT
INTERCONNECTION
VALVE
(NORMALLY CLOSED)
G1
FLAPPER VALVE
FUEL
TEMPERATURE
PROBE
(IF INSTALLED)
R3 CROSSFEED
VALVE
NEGATIVE
PRESSURE
RELIEF
VALVE
DRAIN VALVE
(AIRCRAFT
PRIOR TO SN 96)
R1 CROSSFEED
VALVE
GROUP 1 INTERCONNECTION
MANIFOLD
TRANSFER VALVE
(ON SOME AIRCRAFT)
GROUP 3 INTERCONNECTION
MANIFOLD
FUEL
GROUP 1 SHUTOFF
CROSSFEED VALVE
VALVE
FUEL
SHUTOFF
VALVE
NEGATIVE
PRESSURE
RELIEF
VALVE
GROUP 1
CROSSFEED
MANIFOLD
CROSSFEED VALVE
LEGEND
GROUP 1 FUEL
GROUP 2 FUEL
GROUP 2
FUEL
MANIFOLD
ONE-THIRD
TANK LEVEL
PIPE
DEFUELING/
REFUELING
VALVE
DRAIN
VALVE
GROUP 3 FUEL
MOTIVE FLOW
TRANSFER FUEL
GROUP 2
CROSSFEED
MANIFOLD
G2
REAR
TANK
Revision 5
BOOST
PUMPS
NO. 1 ENGINE
NO. 2 ENGINE
AND APU
NO. 3 ENGINE
FUEL DISTRIBUTION
G3
> 159
S-4
PROBE
CENTER
WING TANKS
OVERHEAD PANEL
HP1
PRV2
LP
NO. 3
ENGINE
MAIN LP
BLEED PORT
ON IF
ISOLATION
VALVE
CLOSED
ISOL
PILOT
AIR
INTAKE
ANTIICING
PRV3
APU
AUXILIARY HP
BLEED PORT
ST-BY COPILOT ENG 1 ENG 2 ENG 3
PITOT
WING
XFR
PILOT COPILOT SIDE
MAN
NORM
OFF
ANTI-ICE
WINDSHIELD
COPILOT
FAST
SLOW
OFF
WIPER
PILOT
FAST
SLOW
OFF
WIPER
NO. 2 ENGINE S-DUCT
ANTI-ICE SYSTEM
PRESSUREREGULATING
VALVE 3
AUXILIARY LP
BLEED PORT
545 F (285 C)
AUXILIARY HP
BLEED PORT
LP
ISOLATION
AUTO
ON
OFF
PASSENGER
CREW
APU
CREW AIR-CONDITIONING SYSTEM
FUEL TANK PRESSURIZATION SYSTEM
PRESSURIZATION JET PUMP
AIR
INTAKE
ANTIICING
NO. 2
ENGINE
545 F
(285 C)
BLEED AIR
PASSENGER AIR-CONDITIONING SYSTEM
WARNING PANEL
BLEED
OVHT
FLASHING IF
CORRESPONDING
SWITCH OFF
MAIN HP
BLEED PORT
MAIN HP
BLEED PORT
BLEED
APU
ON IF:
APU BLEED VALVE OPEN IN FLIGHT
APU BLEED VALVE OPEN ON THE
GROUND AND POWER LEVER AT
A POSITION ABOVE 54 FCU
HP1
BLEED VALVE
MAIN LP
BLEED PORT
AIR
INTAKE
ANTIICING
NO. 1
ENGINE
545 F
(285 C)
MAIN LP
BLEED PORT
ELECTRIC
MOTOROPERATED
ISOLATION FULL-OPENING
VALVE SELENOID VALVE
PRESSURE
REGULATING
VALVE 2
AUXILIARY HP
BLEED PORT
AUXILIARY LP
BLEED PORT
LEGEND
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
AUXILIARY HP PRESSURE
AMBIENT AIR
international
CONDITIONS:
ALL BLEED SWITCHES ON
APU OFF
POWER LEVER TO HIGH SETTING
ANTI-ICE ON
FlightSafety
S-5
NOTE:
HP1, PRV2, AND PRV3 WILL AUTOMATICALLY
CLOSE FOR 18 SECONDS WHEN ANTI-ICING
OPERATION AND HIGH POWER SETTINGS ARE
SELECTED.
LP 2
BLEED-AIR
TEMPERATURE
PROBE
Revision 4
MAIN HP
BLEED PORT
BLEED-AIR DISTRIBUTION
LP
AIRPLANE SYSTEMS
MAIN
(3 ENGINES)
Fuel tank pressurization
HP
AUXILIARY
(NO.1 AND
NO. 2 ENGINES)
MAIN
(3 ENGINES)
AUXILIARY
(3 ENGINES)
(SEPARATE
PORTS)
1-2
2
(APU)
Wing
anti-icing
No. 2
engine
S-duct
anti-icing
1-2-3
1-2-3
1-2-3
1-2-3
S-6
1-2-3
1-2-3
2-3
1-2-3
2-3
1-2-3
Revision 5
TURBINE
TURBOCOOLER
ANTI-ICING
DUCT SENSOR
HP WATER
SEPARATION
ECU
OVERHEATING
BATTERY
BAGGAGE
TEMPERATURE COMPARTMENT
COMPARTMENT
SENSOR
COLD AIR SUPPLY
VENTURI
ELECTRICAL VALVE
COMPRESSOR
(SB F900-125)
SB131
CREW AIRCONDITIONING
CIRCUIT
SNs PRIOR
TO 96
CREW
COLD AIR
CABIN
OZONE
CATALYSER
COLD AIR
OR
SUCTION
CREW AIRCONDITIONING
VALVE
COLD AIR
PRESSUREREGULATING
VALVE
FLOW
LIMITER
PASSENGER AIRCONDITIONING
VALVE
COLD AIR
OR
SUCTION
ISOLATION VALVE
NO. 2
ENGINE
HP/LP BLEED AIR
APU BLEED AIR
CABIN
PASSENGER AIRCONDITIONING
CIRCUIT
ANTI-ICING
VALVE
WATER
INJECTOR
MAIN HEAT
EXCHANGER
PRIMARY HEAT
EXCHANGER
TURBOFAN
BYPASS
ELECTRIC VALVE
S-7
LEGEND
BLEED AIR
TEMPERED AIR
TURBOCOOLER
COMPRESSED AIR
TURBOCOOLER
TURBINE AIR
RECIRCULATED AIR
RAM AIR
WATER
COOLING UNIT
AIR OUTLET
PASSENGER TEMPERATURE
REGULATING DUAL
ELECTRIC VALVE
international
NO. 1
ENGINE
PYLON RAM
AIR INLET
NO. 1 ENGINE
HP/LP
BLEED AIR
FlightSafety
STATIC
AIR
INLET
BAGGAGE COMPARTMENT
HEATING ELECTRIC VALVE
Revision 6
LP WATER
SEPARATOR
EXTINGUISHING SYSTEM
CONTROLS AND OPERATION
ENGINE 1 FIRE
ENGINE 1 FIRE
DISCH
2
1
0
FUEL
SHUTOFF
SWITCH
2
1
0
FIRE
PANEL
FAULT
FIRE 1
ENGINE
1
DISCH
2
1
0
FIRE
PANEL
2
1
0
FAULT
FIRE 1
FIRST SHOT
SECOND SHOT
NORMAL
BACKUP
ENGINE 2 FIRE
DISCH
2
1
0
ENGINE 2 FIRE
FIRE
PANEL
2
1
0
ENGINE
2
FAULT
FIRE 2
DISCH
2
1
0
FIRE
PANEL
SECOND
SHOT (LEFT)
FAULT
FIRE 2
SECOND
SHOT (RIGHT)
NORMAL
BACKUP
ENGINE 3 FIRE
DISCH
2
1
0
2
1
0
2
1
0
ENGINE 3 FIRE
FIRE
PANEL
FAULT
ENGINE
3
FIRE
PANEL
DISCH
2
1
0
2
1
0
FAULT
FIRE 3
SECOND
SHOT
FIRST SHOT
FIRE 3
NORMAL
BACKUP
APU FIRE
1
0
FAULT
FIRE APU
FIRE
BAG COMP
S-8
FIRE
PANEL
FAULT
BAGGAGE
COMPARTMENT
1
APU
FIRE
PANEL
FIRE APU
1
0
FIRE
BAG COMP
Revision 5
Revision 5.01
STANDBY STATIC
STANDBY STATIC
RAM AIR
TEMPERATURE SENSOR
STANDBY PITOT
AILERON
ARTHUR Q UNIT
A/C SNs BELOW 165
TRIPLE INDICATOR
(CABIN ALT, P, AND
RATE-OF-CLIMB)
PILOT PITOT
COPILOT PITOT
COPILOT STATIC
PILOT STATIC
STANDBY MACH
SPEED INDICATOR
PILOT STATIC
ELEVATOR
ARTHUR
STANDBY
ALTIMETER
ADC 2
MACH SPEED
INDICATOR 1
(OPTION)
HOR STAB
CRUISE STOP
ID 802 ANNUNCIATOR 1
(TAT, SAT, TAS)
AILERON ARTHUR Q
MONITORING
A/C SNs UP TO 178
AILERON ARTHUR Q
CONTROL
SNs 179 AND HIGHER
ELECTRIC
ALTIMETER
1
SLAT
MONITORING
VERTICAL SPEED
INDICATOR 1
MACH SPEED
INDICATOR 2
(OPTION)
CABIN
PRESSURIZATION
CONTROL
ID 802 ANNUNCIATOR 2
(TAT, SAT, TAS)
(OPTION)
EFIS 1
ELECTRIC
ALTIMETER
2
FMS 1
VERTICAL SPEED
INDICATOR 2
LANDING GEAR
CONTACTS
IRS 1
VMO/MMO
WARNING
VMO/MMO
WARNING
EFIS 2
SLAT
CONTACTS
LANDING GEAR
CONTACTS
FMS 2
SLAT
MONITORING
ALTITUDE
WARNING
IRS 2
ATC 1
CONTROL PANEL
TURBOFAN
CONTROL
FlightSafety
AILERON ARTHUR Q
MONITORING A/C
SNs BELOW 165
AND 179 AND HIGHER
AILERON CONTROL
A/C SNs 165 TO 178
ATC 2
CONTROL PANEL
international
S-9
SLAT
CONTACTS
LEGEND
PILOTS PITOT
COPILOTS PITOT
PILOTS STATIC
COPILOTS STATIC
STANDBY PITOT
STANDBY STATIC
ELECTRICAL
PITOT-STATIC SYSTEM
ELEVATOR
ARTHUR
UNIT
ADC 1
COPILOT STATIC
REV
FlightSafety
QUICK REFERENCE
FMS INITIALIZATION CHECKLIST
1
OTHER FMS PROGRAMMING
FUEL CONVERSION CHART
ELECTRICALKEY BUS ITEMS
Revision 6
QR-1
QUICK
REFERENCE
international
QR-2
Revision 5
FlightSafety
international
CAUTION
The aircraft must be stationary.
1. Select RWY POS (R-4).
2. Select IRS to ALIGN.
3. Select RWY REF WPT and LOAD (R-2).
4. Select IRS to NAV.
5. Select FPL key or PROG key.
Revision 3
QR-3
Gallons
50
100
150
200
250
300
350
400
450
500
550
600
650
700
750
800
850
900
950
1000
Liters
189
378
568
757
946
1135
1325
1514
1703
1892
2082
2271
2460
2650
2839
3028
3217
3406
3596
3785
Weight
338
675
1013
1350
1688
2025
2463
2700
3038
3375
3713
4050
4388
4725
5063
5400
5738
6075
6413
6750
Liters
7759
7948
8138
8327
8516
8705
8895
9084
9273
9462
9652
9841
10030
10219
10409
10598
10787
10976
11166
11355
Weight
13838
14175
14513
14850
15188
15525
15863
16200
16537
16875
17212
17550
17887
18225
18562
18900
19237
19575
19912
20250
QR-4
Revision 5
FlightSafety
international
GEAR CNTL
AIR BRAKE CNTL
STAND-BY PUMP CONTL
ELEVATOR ARTHUR
SLAT INDIC AND NORMAL
CONTROL
TRIM INDIC
EMERG STAB TRIM
#2 BRAKES
LEFT PITOT HEAT
CREW CONDG VALVE
CABIN PRESSURIZATION
CONTROLLER
WING ANTI-ICE
GROUP 2 FUEL XFR
#1 HYD SYS INDIC
#1 ENG FIRE DETECTION
AND FAULT LIGHT
EFIS 1
#1 ENG ANTI-ICE
BUS B1
1
2.
3.
4.
5.
EMERGENCY SLATS
NORMAL STAB TRIM
CABIN CONDG VALVE
#2 HYD SYS INDIC
#2 ENG FIRE AND APU FIRE
DETECTION LIGHTS AND
FAULT LIGHTS
6. EFIS 2
7. #2 ENG ANTI-ICE
BUS A2
1.
2.
3.
4.
5.
6.
7.
ANTI-SKID
AIL TRIM
FLAP/AIR BK INDIC
STAND-BY PITOT HEAT
M.F.D
FMS 1
#3 ENG FIRE DETECTION
AND FAULT LIGHT
8. #3 ENG ANTI-ICE
9. PILOTS ID-802
BUS B2
1.
2.
3.
4.
5.
6.
7.
SECONDARY
NORMAL/EMERGENCY BRAKE
SELECTOR VALVES
NORMAL SLATS CONTROL
EMERGENCY SLATS CONTROL
BACK-UP FOR L/G INDICATION
FUEL TEMP INDICATOR AND
XTK 2 CONTROL
GAUGES CENTER
PRESSURE REFUELING
TOTAL/REAR
GRAVITY FUELING AND
FUELING LIGHT
COND'G CREW
COND'G CABIN
Revision 5.01
QR-5
MECHANICS PANEL
BAG 1 COMPT
BLEED AIR
ISOL
STABILIZER
RELAY TEST
ANTI-SKID
COOLING
FAN
SG 3
SG 1
EADI1
EHSI1
FGC 1
FMS 1
MFD
SG 2
EADI2
EHSI2
FGC 2
FMS 2
HEAT
ON
TEST
NORM
OFF
FUEL FLOW
TEST
BAG COMP
BLEED AIR
GRAVITY
FUELING
ENG INDIC
TEST
RESET
A/P TEST
ISOL
3
BAG COMP
BLEED AIR
Light is on when HEAT or Isolation is selected and the heat valve is closed.
HEAT
STABILIZER
RELAY TEST
ANTI-SKID
COOLING FAN
FUEL FLOW
TEST
QR-6
Revision 5
FlightSafety
international
GRAVITY
FUELING
ENGINE
INDICATION
TEST
When pushed, slews all N1, N2 and ITT indicators to the blue dot on the respective indicator.
RESET
E.F.I.S.
MAGNETIC
INDICATORS
Revision 5
QR-7
NOTE
LD Landing Distance
Emergency Checklist
Loss of Both Hydraulic Systems
Clean configuration, VREF + 30 knots. Twice the normal landing distance.
Landing field length is not addressed.
Approach and LandingTwo Engines Inoperative
If using:
7 flaps + slats, fly V REF + 20 knots; add 800 feet to LD.
20 flaps + slats, fly VREF + 10 knots; add 400 feet to LD.
After making the additive for flaps and slats above, if the No. 2 braking
system is used, add 50% to the calculated LD.
Abnormal Checklist
Approach and Landing-One Engine Inoperative
If using:
7 flaps + slats, fly V REF + 15 knots; add 600 feet to LD.
20 flaps + slats, fly V REF + 5 knots; add 200 feet to LD.
Loss of No. 1 Hydraulic System
40 flaps + outboard slats only, fly V REF + 5 knots; add 60%
to the LD.
Loss of No. 2 Hydraulic System
The following additions must be made to the Landing Distance (LD).
QR-8
Revision 6
FlightSafety
international
Revision 6
QR-9
46
DRIFT DOWN
SPEED
(kt)
ALTITUDE
AT ENGINE
FAILURE (ft)
42
40
190
41,000 and
below
44
169
30
28
26
24
157
146
140
135
196
183
187
175
166
161
156
151
146
140
135
185
180
175
170
166
161
156
151
146
140
135
49,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
30
28
26
24
47
45
43
42
218
208
198
190
1,073
970
877
797
34,280 35,800 37,290 38,870
47,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
49
47
46
44
42
40
228
218
210
199
188
179
1,250 1,147 1,054
950
853
768
31,420 32,820 34,270 35,780 37,270 38,840
45,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
48
47
46
44
42
39
37
226
218
210
200
188
175
165
1,317 1,221 1,128 1,027
919
814
724
30,070 31,410 32,800 34,250 35,760 37,250 38,810
43,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
52
50
49
47
45
44
42
39
37
34
246
237
229
218
209
200
190
176
162
149
1,634 1,518 1,416 1,296 1,193 1,099
993
877
772
673
26,170 27,440 28,740 30,060 31,390 32,780 34,230 35,730 37,210 38,760
41,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
52
50
49
47
45
44
42
39
36
33
29
247
238
229
218
207
198
188
175
161
144
124
1,721 1,603 1,498 1,377 1,258 1,160 1,055
942
823
705
576
24,920 26,150 27,410 28,720 30,040 31,380 32,760 34,200 35,700 37,170 38,690
39,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
52
50
49
47
45
43
41
39
36
32
27
17
247
237
229
219
208
196
186
175
160
141
117
73
1,812 1,685 1,574 1,456 1,340 1,215 1,109 1,001
880
744
588
351
23,700 24,900 26,140 27,390 28,700 30,020 31,350 32,720 34,150 35,630 37,080 38,520
37,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
50
48
47
45
43
40
38
35
31
25
11
237
227
218
207
196
183
171
157
138
110
48
1,769 1,644 1,535 1,408 1,290 1,158 1,045
921
779
598
251
23,690 24,890 26,120 27,380 28,660 29,980 31,300 32,670 34,080 35,530 36,830
35,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
48
46
45
43
40
37
34
30
23
227
216
206
195
182
167
151
132
100
1,725 1,594 1,478 1,355 1,222 1,082
948
797
583
23,650 24,870 26,080 27,330 28,630 29,930 31,250 32,580 33,940
33,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
46
44
42
39
37
33
28
19
215
204
192
178
164
145
122
82
1,666 1,534 1,407 1,268 1,133
970
789
517
23,630 24,840 26,050 27,300 28,570 29,860 31,140 32,400
31,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
43
41
38
35
31
25
11
201
188
175
159
138
110
48
1,592 1,449 1,307 1,155
978
755
324
23,600 24,790 25,990 27,220 28,480 29,720 30,840
29,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
40
37
34
29
21
184
169
151
126
91
1,491 1,329 1,162
957
663
23,550 24,730 25,920 27,120 28,280
27,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
36
31
25
12
163
141
112
54
1,351 1,138
885
424
23,460 24,630 25,760 26,800
25,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
26
20
128
88
1,086
732
23,330 24,400
20,000
46
44
42
40
38
36
34
32
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
Applicability:
A/C with SB F900-100 (TFE731-5BR).
QR-10
Revision 5
FlightSafety
international
PILOT NOTES
Revision 5
QR-11
WARNING PANEL
CMPTR 1
CMPTR 2
CMPTR 3
OIL 1
OIL 2
OIL 3
GEN 1
GEN 2
17
18
BAT 1
17
18
L AOA
R AOA
29
29
L. PITOT
ST BY
PITOT
R. PITOT
21
21
21
GEN 3
AOA
PROBE
L. WHL
OVHT
R. WHL
OVHT
29
BAT 2
HOT
BAT
AUTO
SLATS
FLAP
ASYM
18
18
17
BUS TIED
18
18
11
12
19
20
10
FUEL 1
FUEL 2
FUEL 3
XTK 2
OPEN
XTK 2
CLOSED
BAG
ACCESS
15
15
15
16
16
28
LO
FUEL 1
LO
FUEL 2
LO
FUEL 3
AIL
ZERO
AIL
FEEL
PITCH
FEEL
16
16
16
REV
UNLOCK
FUELING
AP
MISTRIM
17
20
29
BLEED
OVHT
ECU
OVHT
COND'G
OVHT
NOSE
CONE OVHT
BLEED
APU
25
25
25 26
26
28
#2P BK
CABIN
REAR
DOORS
T/O
CONFIG
28
27
8
28
10
20
19
10
MACH
TRIM
19
20
29
BAG
ISOL
27
28
7
MOVING
14
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
LANDING GEAR
11
LH
8
29
29
FAULT
FIRE 1
ENG 2 FAIL
QR-12
NOSE
RH
29
29
FAULT
FIRE 2
13
FAULT
FIRE APU
FIRE
BAG COMP.
FAULT
FIRE 3
AIR BRAKE
12
Revision 6
FlightSafety
Annunciators
international
#2 P BK
#2 P BK
1. Steady: No. 2 Brake Pressure > 230 psi.
2. Flashing: (< 1200 psi Park Brake Accumulator).
FlightSafety
Annunciators
international
MOVING
MOVING
FlightSafety
Annunciators
international
MOVING
MOVING
THEN
Nose gear door(s) not fully open
Falcon 900 A/B
FlightSafety
Annunciators
international
OIL
OIL
1. Pressure < 25 psi.
2. Chip Detector.
FlightSafety
Annunciators
international
T/O
CONFIG
T/O
CONFIG
F.A.T.S.
Any Power Lever > 82 and:
FlightSafety
Annunciators
international
L/R WHL
OVHT
L/R WHL
OVHT
Overheat detected in left or right wheelwell.
FlightSafety
Annunciators
international
MISTRIM
MISTRIM
See ID-802 Display.
FlightSafety
Annunciators
international
ECU
OVHT
ECU
OVHT
1. Environmental control unit temperature
> 230 C.
2. Turbofan bypass valve open (ground only).
FlightSafety
Annunciators
international
ST/BY
PUMP
(HYDRAULIC PANEL)
ST/BY
PUMP
1. Standby pump operating longer than 1 minute.
2. Selector valve in ground test position.
FlightSafety
Annunciators
international
PUMP
(HYDRAULIC PANEL)
PUMP
Hydraulic Pump Pressure
> 2150 psi (Light Out)
< 1500 psi (Light On)
FlightSafety
Annunciators
international
ENG 2 FAIL
ENG 2 FAIL
GROUND
ONLY
1. On ground.
2. Power lever > 84.
3. No. 2 N1 < 85%.
GROUND
OR
FLIGHT
FlightSafety
Annunciators
international
FUELING
FUELING
PRESSURE
REFUELING
1.
2.
3.
4.
GRAVITY
AND
DEFUELING
5.
6.
7.
8.
FlightSafety
Annunciators
international
CMPTR
CMPTR
1. Insufficient voltage to computer.
2. Input failure.
3. Switch not in Auto.
4. Flashing (on ground only).
Falcon 900 A/B
FlightSafety
Annunciators
international
AIL
ZERO
AIL
ZERO
Emergency aileron actuator not in zero position.
Revision 1
FlightSafety
Annunciators
international
AIL
FEEL
AIL
FEEL
DISAGREEMENT:
Aileron Arthur Q Position
VS
Airspeed (ADC 1 or ADC 2)
Falcon 900 A/B
FlightSafety
Annunciators
international
PITCH
FEEL
PITCH
FEEL
DISAGREEMENT:
Elevator Arthur Position
VS
Horizontal Stabilizer
Falcon 900 A/B
FlightSafety
Annunciators
international
AUTO
SLATS
AUTO
SLATS
1. Stall vanes.
2. Proximity switches.
3. ADC 265 knot speed switches.
Falcon 900 A/B
FlightSafety
Annunciators
international
FLAP
ASYM
FLAP
ASYM
1. 3 5 split (0 20)
2. 5 8 split (20 40).
FlightSafety
Annunciators
international
FlightSafety
Annunciators
international
FIRE
(FIRE PANEL)
Falcon 900 A/B
FIRE
Main engine fire/overheat detected.
FlightSafety
Annunciators
international
FIRE
BAG COMP
(FIRE PANEL)
Falcon 900 A/B
FIRE
BAG COMP
Fire or smoke detected in baggage compartment.
FlightSafety
Annunciators
international
TRANS
(FIRE PANEL)
TRANS
DISAGREEMENT:
Engine Fuel Shutoff Valve
VS
Fuel Shutoff Switch Position
Falcon 900 A/B
FlightSafety
Annunciators
international
AIRBRAKES
AIRBRAKES
1. Steady: Airbrakes not stowed.
2. Flashing: Airbrakes have automatically stowed.
FlightSafety
Annunciators
international
FIRE APU
(FIRE PANEL)
Falcon 900 A/B
FIRE APU
APU fire or overheat detected.
FlightSafety
Annunciators
international
FAULT
(FIRE PANEL)
FAULT
FlightSafety
Annunciators
international
BAT
BAT
The battery is not connected to its respective
main bus.
FlightSafety
Annunciators
international
DISAGREEMENT:
Slat/Flap Handle
VS
Slats Position
FlightSafety
Annunciators
international
FlightSafety
Annunciators
international
GEN
GEN
1. RCR/Main Bus.
2. Start Relay.
FlightSafety
Annunciators
international
BUS TIED
BUS TIED
1. Bus Tie Relay.
2. BAT 2 Contactor.
FlightSafety
Annunciators
international
FUEL
FUEL
Boost pump pressure < 4.6 psi.
FlightSafety
Annunciators
international
LO
FUEL
LO
FUEL
< 200 lbs in respective fuel group.
FlightSafety
Annunciators
international
CONDG
OVHT
CONDG
OVHT
Passenger or crew baseboard temperature > 95 C.
FlightSafety
Annunciators
international
NOSE
CONE OVHT
NOSE
CONE OVHT
Nose cone temperature > 70 C.
FlightSafety
Annunciators
international
BLEED
APU
BLEED APU
DISAGREEMENT:
APU Bleed Valve Open
VS
APU Bleed Switch Off
OR
Power Levers > 54 and APU
Bleed Valve Not Closed
Falcon 900 A/B
FlightSafety
Annunciators
international
BAG
ISOL
BAG
ISOL
The baggage compartment isolation valve is closed.
(1 or 2 indications see maintenance panel)
FlightSafety
Annunciators
international
CABIN
CABIN
CABIN
FlightSafety
Annunciators
international
REAR
DOOR
REAR
DOOR
1. Baggage compartment door not closed.
2. Rear compartment door not closed.
FlightSafety
Annunciators
international
BLEED
OVHT
BLEED
OVHT
LP/HP Temperature > 335 C.
FlightSafety
Annunciators
international
MACH
TRIM
MACH
TRIM
Mach trim system is not engaged.
FlightSafety
Annunciators
international
BAG
ACCESS
BAG
ACCESS
The baggage access door not closed.
FlightSafety
Annunciators
international
L/R AOA
L/R AOA
Voltage to stall vanes is low.
FlightSafety
Annunciators
international
L/R PITOT
L/R PITOT
Voltage to supplied items is low.
FlightSafety
Annunciators
international
STBY PITOT
STBY PITOT
Voltage to standby pitot probe is low.
FlightSafety
Annunciators
international
AOA
PROBE
AOA
PROBE
Voltage to angle-of-attack probe is low.
FlightSafety
Annunciators
international
HOT
BAT
HOT
BAT
Battery 1 or 2 temperature > 150 F or 165 F
FlightSafety
Annunciators
international
AP
AP
Autopilot has disconnected (see ID-802).
FlightSafety
Annunciators
international
REV
UNLOCK
REV
UNLOCK
DISAGREEMENT:
Thrust Reverse Lever stowed
and
Thrust Reverser Claw Locks not locked
Falcon 900 A/B
FlightSafety
Emergency
international
SMOKE REMOVAL
PHASE ONE
Phase One
1. Crew Oxygen Masks and
Smoke Goggles ....................................100%/DONNED
2. Microphone Selector ..........................MASK AND TEST
3. NO SMOKING Sign ................................................ON
Only If there are no flames in the cabin:
4. Passenger Oxygen Controller and
Passenger Masks ........................OVERRIDE/DONNED
FlightSafety
Emergency
international
LOSS OF BOTH
HYDRAULIC SYSTEMS
PHASE ONE
Falcon 900 A/B
Phase One
1. Auto-Pilot and Yaw Damper ......................DISENGAGE
2. Airspeed..............................260 KIAS/.76 MI MAXIMUM
FlightSafety
Emergency
international
INADVERTENT THRUST
REVERSER DEPLOYMENT
IN FLIGHT
Falcon 900 A/B
Phase One
1. No. 2 Engine ............................................................IDLE
2. Thrust Reverser NORM/STOW Switch ................STOW
3. Airspeed ..........................................230 KIAS OR LESS
FlightSafety
Emergency
international
Phase One
1. Communications ........................................VHF 1/ATC 1
2. Establish the aircraft within the airstart envelope.
(See Abnormal Tab 3, page A-5.)
3. Reduce the electrical load to the lowest possible.
(See Emergency Tab 6, page E-13.)
4. Relight the engines using the airstart procedures.
(See Abnormal Tab 3, page A-8 and A-11.)
FlightSafety
Emergency
international
Phase One
1. Power Lever ......................................................CUT-OFF
2. FUEL SHUTOFF Switch ..............................ACTUATED
TRANS
FlightSafety
Emergency
international
Phase One
Smoke at Air Conditioning Outlets
1. Crew Oxygen Masks and
Smoke Goggles ....................................100%/DONNED
2. Microphone Selector ..........................MASK AND TEST
3. NO SMOKING Sign ................................................ON
4. Passenger Oxygen Controller ......................OVERRIDE
5. Passenger Masks ............................................DONNED
FlightSafety
Emergency
international
Phase One
Smoke and unusual odors
1. Crew Oxygen Masks and
Smoke Goggles ....................................100%/DONNED
2. Microphone Selector ..........................MASK AND TEST
3. NO SMOKING Sign..................................................ON
Only if there are no flames in the cabin.
4. Passenger Oxygen Controller
and Passenger Masks ................OVERRIDE/DONNED
FlightSafety
Emergency
international
Phase One
1. BAG Switch..........................................................................................................HEAT
In flight below 41,000 ft and with the baggage compartment pressurized:
NOTE
This procedure is different for airplanes registered in the U.S., Australia, Italy, and
in the U.K., the baggage compartment is not accessible above 41,000 feet.
2. The co-pilot dons the smoke hood and fights the fire with the hand held fire extinguisher.
CAUTION
The lavatory door must be properly closed prior to opening the baggage compartment
door to prevent smoke from entering the passenger cabin.
During takeoff or landing, or in flight above 41,000 ft or with the baggage compartment
not pressurized:
1. BAG Switch ..........................................................................................................ISOL
BAG ISOL Light ..........................................................................................................ON
2. BAG COMP Extinguisher Switch ............................................................POSITION 1
Do not open the baggage compartment door until the airplane has landed.
FlightSafety
Limitations
international
FlightSafety
Limitations
international
CG Limits
CG Limits
14% MAC Forward
31% MAC Aft
FlightSafety
Limitations
international
DATUM
DATUM
25% MAC (FS 420 inches)
0% MAC (FS 392 inches)
FlightSafety
Limitations
international
FlightSafety
Limitations
international
Demonstrated Crosswind
Demonstrated Crosswind
30 Knots
FlightSafety
Limitations
international
Maximum Tailwind
Maximum Tailwind
10 Knots
FlightSafety
Limitations
international
AIRSPEED
MMO:
1. 25,000 Ft to 33,000 Ft:
AIRSPEED
MMO:
1. 25,000 Ft to 33,000 Ft: .87 Mach
2. 33,000 Ft to 37,000 Ft: .87 Mach to .84 Mach
3. Above 37,000 Ft:
.84 Mach
FlightSafety
Limitations
international
AIRSPEED
Turbulent Air Penetration Speed
AIRSPEED
Turbulent Air Penetration Speed
280 KT/.76 M
FlightSafety
Limitations
international
AIRSPEED
VMO:
AIRSPEED
VMO:
350 KIAS increasing with altitude
370 KIAS at 10,000 Ft.
FlightSafety
Limitations
international
AUTOPILOT
1. Minimum height during FMS approach?
2. Minimum height radio altimeter operative?
3. Minimum height radio altimeter inoperative?
4. Minimum decision height?
5. Minimum height except during approach?
Falcon 900 A/B
AUTOPILOT
1. Minimum height during FMS approach?
300 Ft.
200 Ft.
1,000 Ft.
FlightSafety
Limitations
international
STALL SPEEDS
FlightSafety
Limitations
international
FlightSafety
Limitations
international
FlightSafety
Limitations
international
200 KIAS
190 KIAS
180 KIAS
FlightSafety
Limitations
international
MANEUVERING SPEED
MANEUVERING SPEED
228 KIAS
FlightSafety
Limitations
international
+2.53 to 1 G
Flaps Down:
+2 to 0 G
FlightSafety
Limitations
international
VLO:
MLO:
190 KIAS
0.70
VLE:
MLE:
245 KIAS
0.75
FlightSafety
Limitations
international
FlightSafety
Limitations
international
FlightSafety
Limitations
international
FlightSafety
Limitations
international
FlightSafety
Limitations
international
FlightSafety
Limitations
international
FlightSafety
Limitations
international
FlightSafety
Limitations
international
ALTITUDE
Maximum Take-off and Landing
ALTITUDE
Maximum Take-off and Landing
1,000 to +14,000 FEET
FlightSafety
Limitations
international
ALTITUDE
Maximum Operating
ALTITUDE
Maximum Operating
FL 510
FlightSafety
Limitations
international
ENGINE OPERATION
TFE-731-5BR-1C
STARTING TIME
Ground Start and Starter Assist Airstart
10% N2 to light off
Windmilling Airstart
Windmilling N2 to 60% N2
Ground Start
Light off to idle
ENGINE OPERATION
TFE-731-5BR-1C
STARTING TIME
Ground Start and Starter Assist Airstart
10% N2 to light off
10 seconds max.
Windmilling Airstart
windmilling N2 to 60% N2
45 seconds max.
Ground Start
Light off to idle
60 seconds max.
FlightSafety
Limitations
international
TFE-731-5BR ENGINE
Engine Starter Motor-Limits
First Attempt:
40 seconds ON 3 minutes OFF
(If required after 1 minute off motor 15 seconds, then 2 minutes off)
Second Attempt:
30 seconds ON 3 minutes OFF
(If required after 1 minute off motor 15 seconds, then 2 minutes off)
Third Attempt:
30 seconds ON then 30 minutes shutdown
NOTE
In temperatures > 30 C time between
2 successive starts must be doubled.
FlightSafety
Limitations
international
ITT
TFE-731-5BR-1C
Starting:
Take-off:
Without Increased Thrust (RPR):
With Increased Thrust (RPR):
Maximum Continuous:
?
?
?
?
ITT
TFE-731-5BR-1C
Starting:
978 C
Take-off:
Without Increased Thrust (RPR):
Normal (5 minutes max.)
Transient (5 seconds max.)
With Increased Thrust (RPR):
Normal (5 minutes max.)
Transient (5 seconds max.)
Maximum Continuous:
978 C
1006 C
996 C
1006 C
968 C
FlightSafety
Limitations
international
OIL PRESSURE
MINIMUM
PRESSURE
MAXIMUM
PRESSURE
Idle
Takeoff or
maximum continuous
THRUST SETTING
Transient
OIL PRESSURE
MINIMUM
PRESSURE
MAXIMUM
PRESSURE
Idle
25 psi
46 psi
Takeoff or
maximum continuous
38 psi
46 psi
THRUST SETTING
Transient
55 psi
less than
3 minutes
FlightSafety
Limitations
international
OIL TEMPERATURE
Sea level to 30,000 ft
? C max.
Above 30,000 ft
? C max.
? C max.
less than 2 minutes
?C
OIL TEMPERATURE
Sea level to 30,000 ft
127 C max.
Above 30,000 ft
140 C max.
149 C max.
less than 2 minutes
30 C
FlightSafety
Limitations
international
N1
N2
?
?
?
?
N1
N2
100%
103%
100.8%
103%
FlightSafety
Limitations
international
TFE-731-5BR-1C
THRUST RATINGS
Takeoff
Maximum Continuous
TFE-731-5BR-1C
THRUST RATINGS
Takeoff
4,750 LB
Maximum Continuous
4,634 LB
FlightSafety
Limitations
international
BATTERY TEMPERATURE
BATTERY TEMPERATURE
Before SB 94
(Warm) Amber Light
(Hot) Red Light
120 F (48.9 C)
150 F (65.5 C)
After SB 94
(Warm) Amber Light
(Hot) Red Light
120 F (48.9 C)
160 F (71.1 C)
FlightSafety
Limitations
international
CABIN PRESSURIZATION
CABIN PRESSURIZATION
Maximum Differential Pressure
9.6 psi
FlightSafety
Limitations
international
?
?
?
110%
Starting T5 Limit:
870 C to 985 C
maximum less
than 10 seconds
Stabilized
679 C
Duration in amber (679 C732 C)
Range as short as possible.
FlightSafety
Limitations
international
ELECTRICAL
Maximum Voltage
Maximum Amperage
Transient (1 minute max)
Up to 43,000 Ft.
Above 43,000 Ft.
Falcon 900 A/B
?
?
?
?
ELECTRICAL
Maximum Voltage
Maximum Amperage
Transient (1 minute max)
Up to 43,000 Ft.
Above 43,000 Ft.
32 V
350 A
300 A
260 A
FlightSafety
Limitations
international
APU
Ground use only
Operation of APU with passengers in the cabin and no crew member
monitoring is not authorized
1.
2.
3.
4.
Maximum N1 Speed
Starting EGT Temp
Stabilized EGT
Maximum Generator Output
?%
?C
?C
?A
?A
APU
Ground use only
Operation of APU with passengers in the cabin and no crew member
monitoring is not authorized
1. Maximum N1 Speed
2. Starting EGT Temp
3. Stabilized EGT
4. Maximum Generator Output
110 %
870 C and 985 C
maximum < 10 seconds
679 C
350 A
300 A
FlightSafety
Limitations
international
FlightSafety
Limitations
international
ENGINE ANTI-ICE
1. Must not be used with total air
temperature above
?C
WING ANTI-ICE
2. Must not be used with total air
temperature above
?C
ENGINE ANTI-ICE
1. Must not be used with total air
temperature above
10 C
WING ANTI-ICE
2. Must not be used with total air
temperature above
10 C
FlightSafety
Limitations
international
WINDSHIELD CRACKED
OR BUBBLES
WINDSHIELD CRACKED
OR BUBBLES
Airspeed: