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htm

As you can see, the Falcon 20 is a good looking airplane. The nice thing is, it flies as good as it looks. The
entire Falcon line are all airplanes that just plane feel good to fly. I have flown most of the Falcon aircraft,
and all of the flight simulators. They all fly well. The 2000 is my personal favorite.

Falcon 20

The Falcon 20 is a great airplane. It has a spacious cabin, and comfortable pilot seats. If you want to set
records for speed and range, look elsewhere. It was limited by engine design. The CF-700 is a very reliable
engine, but is a bit of a gas hog. The 731 Retrofit and the Falcon 200 do a bit better because of more modern
fuel efficient engines.

Weights

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Standard D E F
Max Ramp 26,675 lbs 27,537 lbs
28,660 lbs 28,660 lbs
SB 465 28,660 lbs 28,660 lbs
Max Takeoff 26,455 lbs 27,337 lbs
28,660 lbs 28,660 lbs
SB 465 28,660 lbs 28,660 lbs
Max Landing 25,200 lbs 26,036 lbs 27,320 lbs 27,320 lbs
Max Zero Fuel 18,956 lbs 18,956 lbs 19,600 lbs 19,600 lbs
SB 363 22,000 lbs 22,000 lbs 22,000 lbs 22,000 lbs

Standard D E F
Sea Level 350 kts 350 kts 350 kts 350 kts
@ 23,400 msl 370 kts 370 kts 390 kts 390 kts
Mmo 0.85 Mach 0.85 Mach 0.88 Mach 0.88 Mach

Standard D E F
Flap 10 deg --- --- --- 190 kts
Flap 15 deg 200 kts 200 kts 200 kts ---
Flap 25 deg 190 kts 190 kts 190 kts 190 kts
Flap 40 deg 180 kts 180 kts 180 kts 180 kts
Min Flap Retract V2 + 20 V2 + 20 V2 + 20 V2 + 30

Rudder Vmcg Vmca

23 deg 114 kts 110 kts
CF-700 -2C or -2D
30 deg 100 kts 98 kts
23 deg 120 kts 115 kts
CF-700-2D2
30 deg 102 kts 100 kts
Falcon 20 F Model 30 deg 100 kts 99 kts

Misc. Speeds

DV Window 160 kts

Landing Lights 220 kts

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Vlo 190 kts

V airbrake Vmo / Mmo
Vle 220 kts
Windshield Wipers 180 kts
Total Hydraulic Failure 200 kts

Max Altitude
42,000 ft
Cruise
10,000 ft
Takeoff & Landing
20,000 ft
DLE & Flaps
Max Tailwind Component T.O. & Land 10 kts
Demonstrated Crosswind 25 kts
Pressurization Limits / Norm 8.3 Psid
Relief 8.5 Psid
Max Slush / Takeoff & Ldg 0.5 Inch

The Falcon 20 has a unique fuel system. The fuel is stored in the wings, and in two "Feeder Tanks" located
in the forward portion of the tailcone compartment of the airplane. Each wing tank contains an electric
"Transfer" pump. The "Transfer" pump pumps fuel from it's own wing to the feeder tank on the same side,
keeping the feeder full, or near full until the wing fuel is exhausted. The wing tanks are connected by an
"Interconnect" valve. This valve allows fuel to be moved from one wing tank to the other. To do this, Open
the "Interconnect" valve, and turn Off the Transfer pump on the side you wish to transfer FROM. The
operating pump sucks the fuel from the tank who's pump is off, and sends it to the feeder tank on it's own
side. The "Crossfeed" valve connects the feeder tanks. It allows one feeder to supply fuel to either or both
engines. With the Crossfeed open, and the left boost pump off, the right feeder tank supplies fuel to both
engines.
This may seem strange, but it does allow use of all of the fuel with any two pumps failed. For example,
lets say that both fuel pumps on the right side have failed. Open the Interconnect and the Crossfeed valves.
The Left fuel pumps are working, but not the right. The left transfer pump sucks fuel from the right wing and
sends it to the left feeder tank. The left Boost pump provides fuel to the left engine, and also to the right
engine thru the crossfeed valve. So, all of the wing fuel, and the left feeder fuel can be delivered to the
engines under pressure. The right feeder fuel, if needed, must be suction fed.
The wings are pressurized to about 3 psi by bleed air. This will cause most of the wing fuel to transfer to
the feeder tanks in the event of electrical failure.
Starting with a full airplane, the engines receive fuel from the feeder tanks only. The fuel transfer pumps
keep the feeders full until the wing fuel is gone. Then the feeders begin to empty. When the feeder tanks are

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empty, good luck, you are now a glider.

Refueling is done over wing, or by a single point refueling system if installed. Without single point
refueling, the feeder tanks are filled from the wings by the "Transfer" pumps.

Falcon 20 Fuel Panel

As you can see, you have two double needle fuel gauges, one for the wing tanks and one for the feeders.
you should be on the ground prior to the wing fuel being depleted. The feeders on all but the C model only
give you about 20 minutes at low altitude. The large feeders give only another 10 minutes more than the
small ones. Stay ahead of this. A clear day with another airport within 10 or 20 miles is one thing, but that is
not always the case. Don't put yourself in a position with only one acceptable option.

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Falcon 20 Fuel Pump Switches

( Overhead Panel )

Fuel Capacity

Standard 8,230 lbs 1,233 gal

With SB 278 8,317 lbs 1,246 gal
D&E 8,831 lbs 1,323 gal
F Model 9,098 lbs 1,363 gal

This may seem like lots of fuel, however, the first hour uses close to 3,200 lbs. The second hour sucks up
around 2,500 lbs or so at 440 knots. Long range cruise is still around 2,000 lbs per hour at 400 knots. This
means you can go fast for about two and a half hours, or long range cruise it and go about 3 hours. In a no
wind situation, this means about 1,100 to 1,200 nautical miles in good weather with no headwind. Nonstop
coast to coast, sure, in Panama or Costa Rica!!! The 731 Conversion Falcon will do about 1,800 nautical, and
the Falcon 200 maybe a little bit more.

Ailerons Ailerons
Elevator Elevator
Rudder Rudder
Airbrake Yaw Damper

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Nose Steering Aileron Variable Belcrank

Landing Gear Elevator Variable Belcrank
Trailing Edge Flaps Emergency Gear Extension
Leading Edge Flaps Emergency Gear Door Extension
Parking & Emergency Brakes

The Aux hydraulic pump can be used to power System 2 Flight Controls Only. It can power all of the
System 1 devices if the aircraft has a reasonable Mod / Service Bulletin status. It does, however, depend on
the individual airplane. Pressure from System 2 can be used to perform limited System 1 functions with the
0.58 gallon "Transfer Jack" if it is charged prior to the System 1 pump failure.

System 1 Failure

System 2 Provides Extension Only

Landing Gear
Gear Doors Remain Open
Flaps Emergency Flaps, Xfer Jack or Manual Extension
Airbrake Xfer Jack or Airbrake Inop
System 2 Brakes
Brakes
No Anti Skid

System 2 Failure

Landing Gear System 1 or Manual Extension

Flaps System 1 or Manual Extension
Airbrakes System 1 Powered
Brakes System 1 Brakes

Below, you see a typical Falcon 20 Electrical Control Panel. It is on the top of the overhead switch panel
in the center of the overhead. There are many inverter systems available on the Falcon 20, but none are really
beyond comprehension. The DC side is fairly standard.
Don't forget to turn the Aux Bus off when shutting down the airplane if you plan to use the batteries
without a trip to the shop.

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Electrical Panel

Engine bleed air provides air conditioning and pressurization. It comes from the 8th stage compressor of
each engine. It goes thru a heat exchanger and a cooling turbine in order to reduce the temperature.
Temperature is regulated by a temperature control valve that is electrically actuated. Both AC and DC power
are required to electrically control the temperature. Manual and automatic temperature control is available.
One problem with the manual system is that there is no valve position indicator, so a lot of guessing is
necessary. The valve takes over a minute to go from full cold to full hot, or back.
Pressurization is regulated by an electric system in automatic, and by pneumatically positioning the
outflow valve. Crude but effective. In automatic, it works quite well.
The 8th stage engine bleed air flows through heat exchangers, then through a cooling turbine and into the
cabin. The cooling turbine drives a compressor that provides ejector air, increasing the airflow across the
heat exchangers. Temperature control is achieved via a temperature control valve that regulates how much
bleed air goes thru the cooling turbine, and how much bypasses it.
APU air provides air conditioning and electrical power on the ground only. There is not a whole lot to
monitor as far as the APU goes. It has an rpm gauge, an amp gauge, and that's it. Everything else is
automatic.

The CF-700 is one of the early fan engines. It is really just a CJ-610 with a free wheeling fan mounted on
the back. This raises the thrust from around 3,000 lbs to the 4,100 lb to 4,500 lb range. There is some
improvement in specific fuel consumption. If the CJ-610 or it's variant was to power an airplane over 20,000
lbs gross weight, it needed the fan and the new name to do it. Prior to the introduction of the 731 Engine, the
CF-700 was the only way to go. It is also found on one model of the Saberliner.

Engine Limitations

CF-700 2C/2D N1 N2 EGT Oil Press Oil Temp

- 40 C Type 2
Start / 5 Sec ------------ ----- 854 C 175 psi
- 54 C / Type 1
Takeoff 730 C 193 C
101.2 % 105% 5 - 65 psi
2D2 740 C 185 C

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Max Cont 705 C

SB 455 GE 77-7 100.0 % 105% 724 C 5 - 65 psi 185 C
2D2 Engine 724 C

Note: The N1 is the engine core, and the N2 is the fan section. This is the only popular biz jet engine where
this is the case. Remember, the fan is on the back of the engine.

Engine Thrust

CF-700 2C 4,125 lbs

CF-700 2D 4,250 lbs
CF-700 2D2 4,315 lbs
CF-700 2D2 / SB 520 4,500 lbs

Engine Start Panel

Recomended Minimum N1
SL to 12,000 ft Idle
12,000 ft to 25,000 ft 68%

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Above 25,000 ft 75%

There are 7 diferent APU options on the Falcon 20. The switches and gauges are different. See the AFM
Suppliment for the particular airplane you intend to fly for APU Limitations and Operating Procedures.

The Windshields are electrically heated, as are the Pitot Tubes & AOA vanes. The engines and wing are
anti iced with hot bleed air from the engines. The tail is not heated, as not enough ice will form there to be a
problem. The use of anti ice on takeoff will probably reduce your maximum takeoff weight by between one
thousand and two thousand pounds. With the engine and the wing heated up, the Falcon 20 performs like a
very large, very fat pig. That is the nicest way I can think of to say it, and I like the airplane!
It takes several minutes to get the wing up to temperature, and a bit less time to heat up the engine
nacelles. Think ahead and heat 'em up early if you are going to need them.
The red lights tell you if the valves are operating properly, and the green ones illuminate when the
temperatures reach a safe level for operating in icing conditions. They take a while to come on after the
system has been activated, and stay on for a short time after the anti ice is turned off. This is normal
If you must use engine anti ice or both engine and wing heat, you may have to make the approach with the
airbrake extended in order to have enough bleed air to do the job. If so, remember:

1. If the Airbrake is not retracted by 500 ft AGL, Land with it Extended. Add 5 or 10 knots to
your approach speed, as your stall speed will increase.
2. If you are unable to turn off the wing heat immediately after Landing, shut both engines
down on the runway or ruin the leading edges. They cost big bucks.

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Ice Protection Panel

( Overhead )

The amber Transfer light alerts you to the fact that one of the windshield heat controllers has failed, and
the other is regulating all the heated windows. It works fine like this, and from a pilot standpoint is a
maintenance write up and a possible MEL item.

Ambient Temp. Recomended N1 Minimum N1

-20 C or Colder 90% 88%
-10 C to -19 C 88% 86%
-5 C to -9 C 86% 84%
-4 C or Warmer 84% 82%

Remember: It takes time to heat up. Extension of the airbrake may be necessary in order to comply with
this chart. ATC may ask you to slow down, give your best rate of descent, and God knows what else. Your
airplane can only do what it can do. Comply with reasonable requests when you can, but don't hesitate to say
"Unable" when necessary. You are the Captain ATC tries to do a good job, and usually does, however, they
are not usually qualified to fly your aircraft, nor will they die in the crash.

Here are some basic flight profiles that I have used over the years. They are not the only way to fly the
airplane, but have worked for me since I started giving training and checkrides in the Lear a little over 20

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years ago. In the event of a difference between this and the Aircraft Flight Manual, the flight manual is the
document to follow.

Steep Turns

1. Enter at 250 KTS indicated AIRSPEED.

2. Bank aircraft 45 deg. As you pass 30 deg of bank, pitch up 2 deg. Add power to maintain AIRSPEED.
3. Lead roll out by 15 deg. Passing 30 deg bank, pitch down 2 deg to maintain altitude.
4. Maintain 250 KTS and assigned heading.

Stall - Cruise Configuration

1. Compute Vref & set AIRSPEED bugs.

2. Maintain assigned altitude and set power to Idle.
3. Trim for level flight until reaching trim stop for Zero Flaps
4. At first indication of a stall, throttles to " MAX POWER "
5. Call " MAX POWER Flaps 15 deg.
6 Reduce pitch ONLY to the extent necessary to eliminate symptoms of the stall.
7. Reestablish assigned altitude.
8. At Vref + 30 KTS, call " Flaps Up, After Takeoff Checklist. "
9. Maintain AIRSPEED and altitude as directed.

Stall - Takeoff Configuration

1. Compute Vref, set AIRSPEED bugs & select flaps 15 deg.

2. Maintain assigned altitude and set power to 70% N1.
3. Trim for level flight until passing 150 KTS.
4. Maintain altitude with necessary back pressure.
5. At first indication of stall, advance throttles & call " MAX POWER ".
6. Level wings & reduce pitch ONLY to enough to eliminate symptoms of the stall.
7. Reestablish assigned altitude.
8. At Vref + 30 KTS, call " Flaps Up, After Takeoff Checklist. "
9. Maintain AIRSPEED and altitude as directed.

Stall - Landing Configuration

1. Slow to flap speed, set 80% N1 & Set bug to Vref.

2. Maintain assigned heading & altitude.
3. Below 200 KTS, " Flaps 15 deg".
4. Below 190 KTS, " Flaps 25 deg".
5. Gear Down Landing Check.
6. Below 180 KTS, " Full flaps. " trim to Vref. Establish a 400-700 feet/min sink rate at Vref.
7. Level off at designated altitude W I T H O U T increase in power
8. Maintain altitude until first indication of a stall.
9. Apply MAX power lower nose only as much as required to eliminate the stall warning.
At Vref minus 10 KTS M I N I M U M speed, call for " Flaps 25 deg",
At Vref call for " Flaps 15 deg",
10. When VSI & Altimeter indicate positive rate of climb call " Positive rate, Gear Up ".
11. Establish 7.5 deg nose up attitude.

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12. At Vref + 30 KTS, Call " Flaps Up, After Takeoff Checklist ".
13. Return to entry heading and altitude or as directed.

ILS Approach - Two Engines

1. Intercept LOC at 140-160 KTS and Flaps 20 deg.

2. One dot prior to intercepting Glide Slope, call " Gear Down Landing Check ".
3. When ON the glide path, call " Full Flaps ".
4. Establish Vref to Vref + 5 KTS & track LOC & GS until Minimums.

ILS Approach - One Engine

1. Intercept LOC at 140-160 KTS and Flaps 8 deg.

2. One dot prior to intercepting Glide Slope, call " Gear Down Landing Check ".
3. When ON the glide path, call "Flaps 25 deg".
4. Establish Vref + 15 KTS & track LOC & GS
5. At 100 Ft AGL, Full flaps, power idle & land.
F Model requires power down to flare altitude.

Non Precision Approach - One or Two Engines

1. Intercept Final Approach Course at 140 KTS and Flaps 25 deg.

2. Crossing Final Approach Fix, call " Gear Down Landing Check ".
3. Descend to and maintain MDA until Field in Sight or MAP is initiated. ( As Appropriate ).
4. If Landing is to be made, call " Full Flaps " when intercepting a glide path appropriate for a
normal landing. For one engine INOP, Vref + 15 KTS until 100 feet AGL, then " Full
Flaps" so as to descend thru 50 ft AGL at Vref as in a normal landing.

No Flap Approach

See Chart in AFM for speed adjustments for specific situation.

Go Around or Missed Approach

1. "Max Power", Rotate to 10 deg, " Flaps 15 deg".
2. Positive Rate of Climb, " Gear Up ", Vref + 30, " Flaps up, After Takeoff Checklist ".
3. Climb at 200 KTS.
4. Engine Failure or Fire Checklist if Appropriate.

Takeoff

1. Set V2 on Capt. Airspeed & V1 on Co-Pilots Airspeed.

2. At V 1, BOTH hands on Yoke.
3. Vr, Rotate to 15 deg ( 2 eng ) 12 deg ( 1 eng ).
4. Climb at 15 deg pitch, ( 2 eng ) or V 2 ( 1 eng ).
5. At 400 ft & V2+30 KTS, "Flaps Up After T.O. Check ".
6. Engine Failure or Fire Checklist if Appropriate.
7. Climb 200 KTS to 3000 AGL then 250 Kts.

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Rejected Takeoff

1. Proceed as in normal takeoff until malfunction dictates that the takeoff be rejected.
2. Capt. calls "Abort" (Co-Pilot may call Abort if Capt elects to delegate that authority).
3. Thrust levers to idle
4. Airbrake extend.
5. Wheel brakes as necessary.
6. Thrust Reverse OR Drag chute deploy. (Never Both!)
7. If another takeoff is contemplated consider brake energy & appropriate turnaround time.

Emergency Descent

1. Oxygen masks on within 5 sec of cabin pressure loss.

2. Check passenger oxygen masks deployed.
3. Select Oxygen mask microphone.
4. Ignition ON.
5. Thrust levers to idle.
6. Auto Pilot OFF
7. Airbrake extend
8. Initiate 45 deg bank if desired.
9. Vmo/Mmo minus 10 kts to 14,000 or MEA as required.
10. Clean up & proceed to nearest suitable airport if appropriate. Condition of aircraft or
reduced range due to low altitude may make flight to original destination unwise.

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