Dassault Falcon 2000EX EASy FCOM

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DGT94085

ATA 21 AIR CONDITIONING AND PRESSURIZATION TABLE OF CONTENTS ISSUE 3

DASSAULT AVIATION Proprietary Data

02-21 ATA 21 AIR CONDITIONING AND PRESSURIZATION

02-21-00 TABLE OF CONTENTS

02-21-05 GENERAL

Introduction Sources Equipment location

02-21-10 AIR CONDITIONING

Description Control and indication System protection Normal operation Abnormal operation CAS messages

02-21-15 PRESSURIZATION

Description Control and indication System protection Normal operation Abnormal operation CAS messages

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ATA 21 AIR CONDITIONING AND PRESSURIZATION TABLE OF CONTENTS DGT94085


INTENTIONALLY LEFT BLANK

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ATA 21 AIR CONDITIONING AND PRESSURIZATION

GENERAL ISSUE 3


INTRODUCTION

In order to maintain a comfortable area inside the airplane, the F2000EX EASy is equipped with an air conditioning and pressurization system.

The air conditioning system regulates the flow and temperature of air into the cockpit, cabin, toilets, baggage compartment and nose cone for conditioning purpose.

The pressurization system regulates the cabin pressure depends on:

- aircraft altitude,

- aircraft vertical speed,

- the maximum differential pressure supported by the system.

Both systems have an automatic mode and a manual mode, allowing the pilot to control directly the valves.

They use hot air supplied by the engines and/or the APU.

In case of failure (overpressure, negative pressure, maximum altitude), protections ensure that limitations are observed.

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GENERAL DGT94085


FIGURE 02-21-05-00 FLIGHT DECK OVERVIEW

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GENERAL ISSUE 3


SOURCES

The air conditioning system uses air supplied by:

- engine No 1,

- engine No 2,

- APU.

For more information, refer to CODDE 1 / Chapter 02 / ATA 36. The conditioned air is a mixture of:

- hot air directly supplied by engines HP and LP ports, or the APU,

- cold air (hot bleed air cooled in the air conditioning unit),

- recycled cabin air.

The air conditioning heat exchanger is ventilated:

- in flight, with external air supplied through a ram air inlet located on the fin root,

- on ground or in flight at low speed, with air flow created by a venturi effect using hot air injection into the dual exchanger outlet duct section.

AIR CONDITIONING PRESSURIZATION

Engine 1, engine 2 or APU bleed air Conditioned air

Recycled cabin air

Ram air (for heat exchanger ventilation)

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GENERAL DGT94085


EQUIPMENT LOCATION

FIGURE 02-21-05-01 LOCATION OF MAIN COMPONENTS

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ATA 21 AIR CONDITIONING AND PRESSURIZATION AIR CONDITIONING ISSUE 3


DESCRIPTION

GENERAL

The air conditioning system consists of: - Environmental Control Unit (ECU), - Temperature Control System (TCS), - distribution system, - ventilation system.

The system is supplied with hot air coming from the common feeder duct of the bleed air system. The hot air enters the conditioning system via two cockpit temperature control valves and two cabin temperature control valves. These valves control the amount of air directed to the ECU, and hot air by-passing the ECU. Cold air generated by the ECU is mixed with hot bleed air inside the cockpit and cabin ducts to obtain the desired air temperature. Cold air from the ECU is also supplied to the gaspers and used for cockpit avionics cooling. The cockpit and cabin temperature control valves are controlled in automatic or manual mode from the AIR CONDITIONING overhead panel.

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ATA 21 AIR CONDITIONING AND PRESSURIZATION AIR CONDITIONING DGT94085


ENVIRONMENTAL CONTROL UNIT (ECU)

The purpose of the environmental control unit is to generate the cold air required for cockpit and passenger cabin air conditioning. The ECU is mainly composed of:

- a dual heat exchanger (primary and secondary), - a heat exchanger jet pump and associated valve, - a turbocooler, - a condenser, - a water separator, - an atomizer, - a turbine outlet temperature control valve.

FIGURE 02-21-10-00 ECU SCHEMATIC

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Dual Heat exchanger

The dual heat exchanger is a single unit containing two independent heat exchangers: a primary exchanger and a secondary exchanger. The primary exchanger supplies air to the compressor of the turbocooler and the secondary exchanger supplies air to the turbine of the turbocooler. It is located in the forward servicing compartment.

Heat exchanger jet pump

The jet pump is an injector located downstream the heat exchanger cold side. It increases the ram air flow through the heat exchanger.

Heat exchanger jet pump valve

The normally closed jet pump valve controls the bleed air to the dual heat exchanger jet pump. It opens automatically when increased ram-air flow is required (e.g. low airplane speed).

Turbocooler

The turbocooler is a single stage compressor and turbine. The turbocooler operates in conjunction with the heat exchangers and the water separator. The purpose of the turbocooler is to cool engine bleed air.

By-pass valve

Only airplanes below serial number 56 are equipped with by-pass valve.

The turbo-compressor is automatically by-passed by air coming from the primary heat exchanger in order to keep a comfortable air flow entering the cabin at high altitude.

Condenser

Associated with the water separator, the condenser removes moisture from bleed air in the ECU system.

Water-separator

The water separator separates and collects the water droplets formed in the condenser. The water is then routed to the atomizer.

Atomizer

The atomizer receives water from the water separator and discharges it as a fine mist. The mist is directed to the secondary exchanger inlet. The evaporating mist lowers the ram air temperature and contributes to the cooling process.

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Turbine outlet temperature control valve

The turbine outlet temperature control valve regulates air temperature at the turbine outlet by regulating bleed air flow to the casting of the turbocooler.

Turbine outlet temperature sensors

The two turbine outlet temperature sensors monitor the temperature of air flowing through the turbine outlet duct. They are used to control the turbine outlet temperature control valve.

Recirculation valve

The cabin air recirculation duct is equipped with a re-circulation valve located in the aft toilet compartment. This valve closes automatically when the airplane reaches an altitude of 15,000 ft, to prevent cabin air from returning to the unpressurized area.

The re-circulation valve is electrically powered for normal operation. In case of failure, it can be manually closed by a mechanical control lever located on the valve.

Overheat detection system

The overheat detection system consists of a sensor located in the turbocooler compressor outlet duct.

The ECU OVHT CAS message is displayed when the duct temperature reaches or exceeds 230C (446F).

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TEMPERATURE CONTROL SYSTEM (TCS)

The cabin and cockpit temperatures are controlled by the air conditioning computer located in the baggage compartment. They are adjusted by mixing hot bleed air with cold air from the ECU to obtain the desired temperatures. The air conditioning computer relies on three independent computers:

- a cockpit computer which ensures automatic cockpit temperature control, temperature control at the cooling unit outlet, and the indication of compressor overheating.

- a cabin computer which ensures automatic control of the cabin temperature and indication of compressor overheating,

- a computer which controls the valves respectively for cabin and cockpit systems in manual mode; temperature regulation at the cooling unit outlet in manual mode, and the emergency function which controls the conditioning valves.

The TCS can operate in three modes: - automatic mode (AUTO), - manual mode (MAN), - emergency mode (EMERG).

Temperature control valves

The temperature control valves of the cabin and cockpit conditioning system are identical. They control the air flow and temperature supplied to the cabin and cockpit. Each assembly consists of a butterfly valve and an actuator. The actuator receives inputs from either the automatic or manual temperature control system.

The temperature control valves also act as shut-off valves to the air systems when the overhead panel bleed air CKPT and CABIN pushbuttons are set to OFF.

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DISTRIBUTION AND VENTILATION SYSTEM

The air conditioning distribution is divided into four parts: - a cockpit conditioned air system, - a cabin conditioned air system, - an instrument panel cooling system, - the cold air gaspers.

A manual valve, when open, interconnects the cockpit and cabin conditioned air systems. The ventilation system uses series of ducts and a fan to ventilate:

- the cockpit ducts: the cockpit conditioning ducts are routed along the right side of the fuselage and supply conditioned air to the entrance area, the cockpit, the windshields and the foot warmers. Each pilot selects the direction of the conditioned air supply (to the windshield for defogging or to the foot warmer) with a control lever on the instrument panel. An additional control lever located on the left side console enables to control cold air flow to the glareshield,

- the cabin ducts: air is distributed on the left and right sides at ceiling and floor levels, - the toilet compartments: the air is picked off from the cabin conditioned air and delivered

at the lower part of the toilet compartment, - the Multifunction Display Unit (MDU) / Primary Display Unit (PDU): cooling of the

components of the instrument panel is achieved by airflow coming from the crew gasper system,

- the nose cone: an electric blower ventilates the nose cone during ground operations and in flight at low altitude (differential pressure < 0.7 psi). In flight, ventilation is also provided by the cockpit conditioned air through a calibrated orifice. The air is evacuated through the nose gear well.

An ozone catalyser is installed in each conditioning system to limit the quantity of ozone concentration in cabin.

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FIGURE 02-21-10-01 AIR CONDITIONING COOLING SYSTEM SCHEMATIC

FIGURE 02-21-10-02 AIR CONDITIONING HEATING SYSTEM SCHEMATIC

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Cabin ducts

Passenger and crew conditioned air ducts may be manually interconnected to allow either the cabin or the cockpit distribution system to supply both ducting systems. The manual interconnection valve is located on the lower right-hand side of the cabin area.

FIGURE 02-21-10-03 CONDITIONING CONTROL LEVER

Two-way ducts

The two-way ducts are routed along the top of the cabin. These two-way ducts have two functions: - distribute cold air to the upper part of the cabin when the air conditioning requires a

temperature drop, - recycle air from the cabin and mix it with conditioned air when conditioning requires a

temperature rise.

Gasper ducts

The duct system providing cold air to the gaspers is a two-branch system: - the RH branch supplies the RH cabin gaspers, the crew gaspers, cold air for the

MDU / PDU and cold air to the glareshield. - the LH branch supplies the LH cabin gaspers.

Cold air is directly bled from the turbocooler outlet.

Air supplied to the gaspers and for MDU / PDU cooling is maintained at a constant pressure through a pressure control valve.

Floor heating

Air is distributed between the floor panels and the fuel tanks by a manifold supplied with cabin conditioning air. In addition to that air, cockpit air is evacuated underneath the floor panels to help floor heating.

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Air evacuation

Cabin air is evacuated via the toilets and the baggage compartment through the outflow valves.

Cockpit air is evacuated from the rear of the pilot and copilot consoles, circulates underneath the cabin floor and is directed to the outflow valves.

FIGURE 02-21-10-04 AIR EVACUATION SYSTEMS

Sensors

Temperature sensors located in the cabin and cockpit ducts provide air temperature inputs to the air conditioning computer.

Temperature switches are activated when air duct temperature is over 95C (203F) with display of the COND: CREW OVHT or COND: PAX OVHT CAS message and of amber corresponding lines in the Environmental Control System (ECS) synoptic.

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MODES

Automatic and manual mode

In automatic mode, the air conditioning computer controls hot and cold temperature control valves to adjust the temperature to the rotactor position.

In MAN mode, the pilot directly controls the valve positions via rotactors.

Emergency mode

In EMERG mode, warm air is supplied to the cabin and cockpit, even in case of cold air unit failure. Actuating the EMERG pushbutton closes the two cold temperature control valves. The two hot temperature control valves can be controlled by the rotactor.

CONTROL AND INDICATION

CONTROL

Overhead panel

Pushbutton Status light

Guardedpushbutton Rotactor

FIGURE 02-21-10-05 AIR CONDITIONING AND BLEED AIR OVERHEAD PANELS

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FIGURE 02-21-10-06 ECS SYNOPTIC

In automatic mode, by selecting the REMOTE soft key, the cabin temperature can be controlled directly from a rotactor located in the cabin (VIP seat).

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Synthetic table

TO ACTIVATE CONTROL FUNCTION

TO DE-ACTIVATE SYNOPTIC

Automatic mode

Automatic mode:

the PAX/CREW rotactor is used to select

cabin/cockpit temperature

Manual mode:

the PAX/CREW rotactor is used to control the

position of the cabin/cockpit

temperature control valves

Push MAN

Guarded (AUTO mode)

Closes the two cold temperature control

valves Raise the guard and

push EMERG

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TO DE-ACTIVATE SYNOPTIC

Automatic operation of the recirculation valve

automatic mode

No synoptic

ISOL position, closure of

the recirculation valve Push ISOL

No synoptic

INDICATION

Air conditioning indications and system status are displayed on the ECS synoptic. Command indication includes the cabin temperature selection remote mode and the cabin and cockpit operating mode. System status items include actual cabin temperature, cabin duct temperature and ECU status.

FIGURE 02-21-10-07 AIR CONDITIONING INDICATIONS

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Cold air unit and air flow line synoptic

Normal operation

T cabin duct air > 95C (203F)

COND: PAX OVHT CAS message

T cockpit duct air > 95C (203F)

COND: CREW OVHT CAS message

T ECU compressor outlet air > 230C

(446F)

ECU OVHT CAS message

Cockpit temperature control valves not closed and cockpit duct overpressure detected

COND: CKPT OVERPRESS CAS message

Cabin temperature control valves not closed and cabin duct

overpressure detected

COND: CABIN OVERPRESS CAS message

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Cabin duct temperature indication

The cabin duct temperature indication is shown on the left of the PAX control mode display. The indication is based on the cabin duct temperature. When the signal is invalid, two amber dashes are displayed. In case of passenger conditioning overheat, the temperature is displayed in black on amber background.

Normal Cabin duct overheat Invalid signal

Cabin temperature indication

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

Normal Invalid signal

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SYSTEM PROTECTION

GENERAL

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

CIRCUIT BREAKERS

FIGURE 02-21-10-08 AIR CONDITIONING AND PRESSURIZATION CIRCUIT BREAKERS

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NORMAL OPERATION

In the following, typical in-flight situation has been selected to help the crew to understand the symbols provided in the various panels and displays.

FIGURE 02-21-10-09 OVERHEAD PANEL

FIGURE 02-21-10-10 ECS SYNOPTIC DURING NORMAL OPERATION

ABNORMAL OPERATION

In the following, typical abnormal operations have been selected to help the crew to understand the symbols provided in the various panels and displays.

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AIR CONDITIONING WITH PAX OVERHEAT

Abnormal status


FIGURE 02-21-10-12 ECS SYNOPTIC DURING PAX OVERHEAT

CONTEXT RESULT

Cabin conditioning distribution system overheat

COND: PAX OVHT CAS message

+ light on CABIN air flow line in amber

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After procedure complete

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

FIGURE 02-21-10-14 ECS SYNOPTIC WITH CABIN IN MANUAL MODE

ACTION RESULT

MAN pushed

- CABIN air conditioning in manual mode

- MAN status light in amber

- PAX rotactor in full cold position

- REMOTE status deselected

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AIR CONDITIONING WITH ECU OVERHEAT

Abnormal status


FIGURE 02-21-10-16 ECS SYNOPTIC DURING ECU OVERHEAT

CONTEXT RESULT

Environmental Control Unit overheat

ECU OVHT CAS message

+ light on COLD AIR UNIT air flow lines in amber

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FIGURE 02-21-10-17 OVERHEAD PANEL WITH EMERG SELECTION

FIGURE 02-21-10-18 ECS SYNOPTIC IN EMERGENCY MODE

ACTION RESULT

Raise the guard and push on EMERG pushbutton

- CABIN air conditioning in emergency mode

- EMERG status light in amber

- PAX and CREW rotactors are used to adjust the two hot temperature control valves

- REMOTE soft key deselected

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CAS MESSAGES

CAS MESSAGE DEFINITION

COND: CKPT OVERPRESS Cockpit temperature control valves not closed and cockpit overpressure detected

COND: CABIN OVERPRESS Cabin temperature control valves not closed and cabin overpressure detected COND: CREW OVHT Cockpit distribution duct overheat

COND: PAX OVHT Cabin distribution duct overheat

COND: PAX + CREW AUTO FAIL PAX/CREW automatic temperature computer failed

COND: PAX + CREW MAN FAIL PAX/CREW manual temperature computer failed

COND CMPTR FAULT CODE Parking only, a failure message that may affect dispatch has been recorded by the air conditioning computer

ECU OVHT ECU overheat {temperature > 230C (446F)}

NOSE CONE OVHT Nose cone overheat

RECIR ISOL Failure of the recirculation valve

COND CMPTR FAULT CODE In flight, a failure message has been recorded by the air conditioning computer

ERRONEOUS INDICATION

On ground, when performing a TEST LIGHTS, the COND CMPTR FAULT CODE CAS message is abnormally systematically posted. As this CAS message is self latched, it must be cleared using the CLR FAULT soft key.

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PRESSURIZATION ISSUE 3


DESCRIPTION

GENERAL

The purpose of pressurization is to maintain a certain level of pressure inside the fuselage that is comfortable for the passengers and crew, taking into account structural limits of the airframe, whatever the flying conditions. The air conditioning system provides the pressurized areas with air at mild temperature. The pressurization system can operate in three modes:

- automatic mode, - manual mode, - rapid depressurization mode.

The airplane comprises two pressurized areas: - the cockpit, passenger cabin, toilets and baggage compartment, from frame 0 to frame

26, supplied with air by the air conditioning system, - the nose cone, supplied with cabin conditioning air and slightly pressurized in flight by

an automatic control system.

Frame Frame

FIGURE 02-21-15-00 PRESSURIZED AREAS

Pressurization is achieved by regulating cabin conditioning airflow through two outflow valves located in the rear bulkhead of the pressurized area: one electro-pneumatic main valve, and one pneumatic emergency valve. In normal mode, the Cabin Pressure Controller (CPC) electrically controls the electro-pneumatic main outflow valve, and the emergency outflow valve is pneumatically slaved to the first one.

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PRESSURIZATION DGT94085


In manual mode, the emergency outflow valve is pneumatically controlled by the manual cabin altitude rate setting knob, the electro-pneumatic valve is closed. Pneumatic operation is used as a backup mode in case of automatic mode failure.

FIGURE 02-21-15-01 LOCATION OF MAIN PRESSURIZATION COMPONENTS

The pressurization system is connected to the avionics system to: - allow the crew to select the different automatic modes (NORM or FL), - activate the LOW rate mode, - enter the landing field elevation, - take into account the barometric setting and if available, FMS data, - provide the CPC with airplane altitude and vertical speed, - display the cabin pressurization parameters and CAS messages to the crew.

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PRESSURIZATION SYSTEM COMPONENTS

Cabin Pressure Controller (CPC)

The digital cabin pressure controller manages cabin pressurization in automatic mode.

The CPC is composed of: - a digital Printed Circuit Board (PCB) with a pressure and temperature sensor to

achieve automatic pressure control, - an analog PCB with a pressure sensor which provides a second indication of cabin

pressure and cabin pressure rate of change. This output is the only available data in manual mode.

The CPC is located in the LH electrical cabinet behind the pilot seat and is controlled by the pressurization controls located on the overhead panel.

The CPC is electrically energized only in the automatic operation mode.

Electro-pneumatic main outflow valve

The electro-pneumatic main outflow valve is mounted on the rear bulkhead of the pressurized area. The outflow valve controls cabin pressurization by actuating atmospheric chambers. A flexible diaphragm connected to the poppet valve separates each chamber. A spring in the control chamber determines a fail-safe closed position for the poppet.

The pressure in the control chamber is determined by a torque motor quadrant in response to output signals received from the CPC. The quadrant alternately opens two nozzles, one admits cabin pressure into the control chamber (moving the poppet toward the closed position) and the other nozzle connects the control chamber to the vacuum pressure line (reducing pressure inside the control chamber and inducing the poppet towards the open position).

The function of the main outflow valve is, in response to signals from the CPC, to regulate the airflow exiting the cabin, so as to: - maintain the programmed cabin altitude, - limit the rate of climb and descent.

The electro-pneumatic main outflow valve control chamber includes: - a cabin altitude limitation capsule, - an overpressure limitation capsule, - a negative pressure relief valve to prevent negative differential pressure.

The cabin altitude limitation capsule detects the absolute pressure in the cabin. When the set pressure is reached (cabin altitude 14,500 500 ft), a valve linked to this capsule interconnects the control chamber to the cabin pressure, which tends to close the outflow valve and pressurize the cabin again.

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The overpressure limitation capsule receives the external static pressure and the cabin pressure. When the difference between the two pressures reaches the calibration value of 9.3 psi (644 mbar), the capsule opens a valve and connects the control chamber to the outside, hence opening the outflow valve and causing depressurization of the cabin.

The negative pressure relief valve allows the outflow valve to open when the external pressure is higher than the cabin internal pressure.

Pneumatic emergency outflow valve

The emergency outflow valve is identical to the electropneumatic valve and comprises: - a pneumatic relay, - an overpressure limitation capsule, - a cabin altitude limitation capsule, - a quick-closing electric valve to induce rapid closing for take-off, - a negative pressure relief valve.

The emergency outflow valve is pneumatically operated. Pneumatic operation is based on pressure difference between controlled and actual cabin pressure as determined by a pneumatic relay.

The control chambers of the two outflow valves interconnect so that in automatic mode the pneumatic valve is slaved to the electropneumatic valve, whereas in manual mode the pneumatic valve operates on its own, with the electropneumatic valve closed.

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

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

FIGURE 02-21-15-04 MAIN AND EMERGENCY OUTFLOW VALVES IN AUTOMATIC MODE

Vacuum jet pump

The vacuum jet pump produces a flow from a line supplied by No 1 and 2 engines LP bleed air or by the APU bleed air system when the airplane is on ground. The vacuum jet pump provides negative pressure produced by venturi-effect to operate the main and emergency outflow valves during automatic operation and during manual control of the pressurization system.

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PRESSURIZATION SYSTEM OPERATION

Automatic pressurization mode

In automatic mode, the CPC automatically controls cabin altitude and pressurization rate of change according to programmed laws and landing field elevation.

FIGURE 02-21-15-05 ARCHITECTURE OF THE AUTOMATIC PRESSURIZATION MODE

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The automatic mode has two main laws of operation: - the normal (NORM) law, - the Flight Level (FL) law,

with, in either mode, a LOW cabin altitude rate of change option.

It also provides a high-altitude landing and take-off mode.

NORM law

This mode provides the most comfortable pressurization mode by limiting the cabin pressure rate of change during climb and descent based on aircraft vertical flight plan data provided by the FMS (time to top of climb, time to destination, cruising level).

FL law

This mode is intended to maintain a low cabin altitude of 1,000 ft until the airplane reaches 22,000 ft (p = 9 psi). Climb to 47,000 ft is possible in this mode but cabin pressure variation is less comfortable above 22,000 ft.

LOW cabin rate

LOW cabin altitude rate of change can be activated with either NORM or FL laws to limit the rate of change to lower values: + 400 / - 300 ft/min instead of + 460 / - 400 ft/min.

High-altitude landing and take-off

Without any additional crew action, in case of landing or take-off above 8,000 ft, the nominal excessive cabin altitude 9,700 ft (+/- 250 ft) threshold is automatically modified, by the pressurization system, during descent or take-off, and set to the landing field elevation + 1,700 ft (limited to 14,500 ft).

Descent sequence

When rate of descent is established at 500 ft/min or steeper, the target cabin altitude is set to the field altitude entered in the LDG ELEV box of the ECS page minus 300 ft. The reason for this slight pressurization is to avoid a cabin pressure bump during touchdown. At touchdown, the automatic depressurization sequence achieves a fast return to landing field pressure.

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MAN pressurization mode

This mode is to be selected in case of failure of the automatic pressurization mode. The crew directly controls the cabin altitude rate of climb or descent with the MANUAL PRESSURIZATION control knob.

EMERG pressurization mode

This mode allows an emergency air conditioning supply, in the pressurized areas, by closing the two cold temperature control valves and setting the two hot temperature control valves to the full hot position.

DUMP depressurization mode

In case of failure of the pressurization system to achieve the correct cabin pressure at destination, the cabin pressure can be dumped by forcing the outflow valves to full open position.

NOSE CONE PRESSURIZATION

The nose cone is ventilated during ground and low altitude flight operations. It is also pressurized in normal flight conditions and the transition from ventilation to pressurization is entirely automatic. The function of the pressurization is to ensure a positive differential pressure of the nose cone in order to achieve sufficient sealing.

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CONTROL AND INDICATION

CONTROL

Overhead panel


Instrument panel

FIGURE 02-21-15-07 MANUAL PRESSURIZATION CONTROL KNOB

The MANUAL PRESSURIZATION control knob allows to control the rate of climb from - 1,500 ft/min to + 2,500 ft/min. A constant cabin pressure may be achieved by adjusting the MANUAL PRESSURIZATION control knob within the white area until the cabin altitude rate of change indicator stabilizes at zero.

The rest position is in front of the green line in automatic mode. Prior to the selection of the MAN mode, put the knob into the white area. In MAN mode, turn the knob until the desired cabin altitude rate of change is achieved.

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ECS synoptic

FIGURE 02-21-15-08 ECS SYNOPTIC

Through the ECS synoptic boxes with the Cursor Control Display (CCD), the flight crew can: - activate mode selection of NORMAL or FLIGHT LEVEL laws, - enter the destination landing field elevation through the LDG ELEV box (thus

overriding the flight plan parameter), - activate the selection of LOW cabin rate.

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Synthetic table


TO DEACTIVATE SYNOPTIC

Automatic mode

- Allows the selection of AUTO / MAN mode of the pressurization system

- In MAN mode,

- use the MANUAL PRESSURIZATION control knob

Push on: MAN mode

Guarded: Automatic

mode

- Allows a rapid depressurization by forcing the outflow valves to fully open Raise the

guard and push on: DUMP mode

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INDICATION

ECS synoptic

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

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

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Symbology

FIGURE 02-21-15-11 CABIN DIFFERENTIAL PRESSURE INDICATIONS

Normal Too high Too high Invalid operation cabin altitude cabin altitude data 8,200 < Z < 9,700 Z > 9,700

FIGURE 02-21-15-12 CABIN ALTIMETER INDICATIONS

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FIGURE 02-21-15-13 CABIN VARIOMETER INDICATIONS

NOTE

ERRONEOUS INDICATION

Loss of cabin altitude and cabin vertical speed indications when: - Zcab: loss when Zcab < - 1,600 ft or > + 26,000 ft (loss of Zcab results in loss of ), - Vzcab: loss when Vzcab < -2.100 ft/min or > + 3,000 ft/min (independent of Zcab and ).

STATUS synoptic

FIGURE 02-21-15-14 STAT SYNOPTIC

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SYSTEM PROTECTION

CIRCUIT BREAKERS

The electrical circuit protection is provided by conventional trip-free circuit breakers located above the overhead panel (refer to Air conditioning).

PRESSURIZATION SYSTEM PROTECTION

Pressurization system protection consists of maximum differential pressure limitation, negative differential pressure prevention and cabin altitude limitation. Each outflow valve performs all protections.

Maximum differential pressure limitation

The CPC automatically maintains a normal differential pressure limit of 9 psi (620 mbar). An overpressure limitation capsule located in each outflow valve controls the maximum cabin differential pressure at 9.3 psi (644 mbar).

The CABIN PRESSURE TOO HIGH CAS message appears when the cabin differential pressure is above safety overpressure relief valve threshold of 9.44 psi (651 mbar).

Maximum cabin altitude limitation

An altitude limitation capsule contained in each outflow valve maintains the cabin pressure at the altitude of 14,500 ft in case of depressurization due to: - CPC failure, - DUMP pushbutton activation, - permanent cabin rate of climb in manual mode.

Negative differential pressure prevention

The negative pressure relief valve protects the structure from the effects of negative differential pressure (outside pressure above cabin pressure). Only the negative pressure relief valve can override the maximum altitude limitation.

NOSE CONE BULKHEAD PRESSURE RELIEF VALVE

A pressure relief valve in the nose cone bulkhead provides structural protection in case the calibrated holes provided for airflow evacuation are clogged. The relief valve is intended to operate when the difference between nose cone pressure and atmospheric pressure reaches 1.59 psi (110 mbar).

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NORMAL OPERATION

In the following, typical in-flight situation has been selected to help the crew to understand the symbols provided in the various panels and displays.

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

FIGURE 02-21-15-16 ECS SYNOPTIC DURING NORMAL OPERATION

ABNORMAL OPERATION

In the following, typical abnormal operations have been selected to help the crew to understand the symbols provided in the various panels and displays.

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PRESSURIZATION WITH COMPUTER FAILURE

Abnormal status


FIGURE 02-21-15-18 ECS SYNOPTIC DURING PRESSURIZATION COMPUTER FAILURE

CONTEXT RESULT

CABIN Pressure Control System (CPCS) failure

PRESSURE CMPTR FAIL CAS message

+ light on

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FIGURE 02-21-15-19 MANUAL PRESSURIZATION CONTROL KNOB ADJUSTED

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

FIGURE 02-21-15-21 ECS SYNOPTIC WITH PRESSURIZATION IN MANUAL MODE

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ACTION RESULT

- Manual pressurization control knob set to the white area

- PRESSU pushbutton in MAN mode

- Pressurization in manual mode

- Emergency outflow valve becomes the master valve

- MAN status light in amber

Manual pressurization control knob adjusted to reach target rate (turned counterclockwise

to decrease cabin altitude)

- Target rate is displayed in magenta above the variometer scale (digital readout) and on the left-hand side of the scale (pointer)

- Target altitude is pointed in magenta on the left side of the altitude scale

- Effective cabin altitude rate is indicated on rate display

CAS MESSAGES

CAS MESSAGE DEFINITION

CABIN ALTITUDE Cabin altitude above 9,700 ft (or landing field elevation +1,700 ft limited to 14,500 ft in case of T/O or landing above 8,000 ft)

CABIN PRESSURE TOO HIGH cabin above 9.44 psi (651 mb)

CABIN SELECT LAND ELEV No landing field elevation selected when starting descent CHECK CABIN ALTITUDE Cabin altitude above 8,200 ft

PRESSURE CMPTR FAIL Cabin Pressure Controller failure

CHECK CABIN RATE Cabin pressure rate of change lower than - 1,200 ft/min or above + 1,200 ft/min

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ATA 22 AUTO FLIGHT TABLE OF CONTENTS

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02-22 ATA 22 AUTO FLIGHT

02-22-00 TABLE OF CONTENTS

02-22-05 GENERAL

Introduction

02-22-10 DESCRIPTION

Automatic flight control system interface Automatic flight control system operation Automatic flight control system modes Autopilot CAT II approach

02-22-15 SPEED PROTECTION MODE

Introduction Definitions General rules for speed protections Speed protection modes with autopilot on Speed protection modes with autopilot off Speed protection modes without mode on the FMA

02-22-20 CAS MESSAGES

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ATA 22 AUTO FLIGHT GENERAL

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INTRODUCTION

The Falcon 2000EX EASy Automatic Flight Control System (AFCS) is composed of:

- 2 Flight Director (FD) and 2 AutoPilot (AP) systems,

- 1 Thrust Director (TD) and 1 Auto-Throttle (AT) systems, 2 Yaw Damper (YD) and 2 Mach Trim (MT) systems.

The AFCS elaborates orders in path and roll axis. These orders are displayed on the Attitude Director Indicator (ADI), on the Head-up Guidance System (HGS, optional), and identified as Flight Director (FD) orders. The AFCS elaborates also a thrust order, displayed on the ADI, on the HGS (optional), and identified as Thrust Director order.

When AP and AT are engaged, electric servo-motors are connected to:

- the flight controls via a clutch, so that the airplane will follow the FD orders,

- the power levers cables so that the engines will follow the TD orders.

Flight Director (FD) and AutoPilot (AP) can operate in:

- basic mode (ROLL and PATH),

- superior modes: o Lateral NAVigation (LNAV), o Heading / Track (HDG / TRK), o APProach (APP), o ALTitude (ALT), o Altitude SELection (ASEL), o CLimB (CLB), o Vertical Speed (VS), o Vertical NAVigation (VALT, VCLB, VPTH, VASEL, VGP), o Glide Slope (GS).

Thrust Director (TD) and Auto-Throttle (AT) can operate in:

- speed / Mach mode,

- thrust mode.

The FD can also operate in the following specific modes:

- Go-Around (GA),

- windshear (not available).

The Automatic Flight Control System (AFCS) also automatically trims the airplane in pitch and compensates for pitch variation during deployment of slats, flaps and airbrakes.

Whatever vertical modes selected, when AP is engaged, pitch is automatically limited to +/- 20.

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FIGURE 02-22-05-00 FLIGHT DECK OVERVIEW

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FIGURE 02-22-05-01 THRUST DIRECTOR - FLIGHT DIRECTOR

When engaged, the AT generate the appropriate synchronized power settings on the two engines, with respect of engine and airplane flight envelope limitations (max / min N1, VMO / MMO) or specific speed references.

The TD is associated to the speed bug set through the GP in MAN mode or by the FMS in FMS mode.

FD and TD can be selected to be displayed or not on ADI by pressing on the relevant FD/TD pushbuttons on the Guidance Panel (GP). When they are selected, a green ON symbol is lit on the pushbutton. When the FD and/or TD commands are invalid, a red flag is displayed on both ADI and FD and TD are dropped from displays.

FIGURE 02-22-05-02 FMA AREA

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AP and AT modes status (armed, engaged) and their references are displayed on the Flight Mode Annunciator (FMA) on each ADI, according to the EASy color code. Only one vertical AP mode and one lateral AP mode may be active at the same time. However, one vertical armed and one lateral armed modes can be simultaneously selected, for example when APP (approach mode) is armed, LOC and GS are armed.

Activation of the Touch Control Steering (TCS) function allows the crew to manually set a new reference attitude and path without disengaging the AP. When the TCS pushbutton (on the yoke) is depressed, the AP servomotors are disengaged allowing the pilot to fly the airplane. Release of the TCS button will re-engage the AP servomotors. The FD will synchronize on the new reference values or return to its previous target, depending on previous active modes.

When AP is not engaged, an automatic Mach trim increases manual longitudinal stability of the airplane at high Mach numbers (above 0.77) by adjusting the horizontal stabilizer position as Mach number is changing.

Mach trim is automatically engaged at airplane power up and cannot be manually disengaged.

With the Mach trim system engaged, the normal trim can be used at any time to adjust the stabilizer position. Once the normal pitch trim switch is released, the Mach trim system will resume its operation.

When AP is engaged, an auto-trim is provided by the AFCS.

A Yaw Damper (YD) independent from the AP provides automatic stabilization in yaw during manual handling of the airplane, and turn coordination during AP operation.

NOTE

FD and/or TD orders can also be flown manually (AP and/or AT disengaged, lateral and vertical modes remain active).

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ATA 22 AUTO FLIGHT DESCRIPTION

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AUTOMATIC FLIGHT CONTROL SYSTEM INTERFACE

AFCS (Autopilot and Auto-Throttle) is managed:

- on the instrument panel,

o the Guidance Panel (A) gathering all AFCS mode controls and indications,

o the Flight Mode Annunciator (B) providing status of AFCS mode operation (B and C).

- on the yoke (D),

o the AutoPilot (AP) quick disconnect pad,

o the Take-Off Go Around (TOGA) pushbutton,

o the Touch Control Steering (TCS) pushbutton.

- on the throttles of engines No 1 and 2,

o the AT (E) quick disconnect pushbuttons.

FIGURE 02-22-10-00 AFCS CONTROLS

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FIGURE 02-22-10-01 GUIDANCE PANEL

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

AUTOMATIC FLIGHT CONTROL SYSTEM OPERATION

PILOT FLYING (PF) SIDE SELECTION

FIGURE 02-22-10-02 AP / YD / PF AREA

PILOT SIDE (PF) pushbutton (on the GP). The selected side is indicated by a green light on the left or right side of the pushbutton (LH by default), and by an horizontal arrow in the middle of each Flight Mode Annunciator (FMA) of each ADI.

NOTE

At power on, LH side is selected by default.

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The following sensors and equipment selected on the PF side are used by the AFCS for computations:

- Air Data System (ADS), - Inertial Reference System (IRS), - Flight Management System (FMS).

During the PILOT SIDE selection change, AP/FD modes are automatically de-selected and they must be selected again.

NOTE

We can observe that after a PILOT SIDE change, non-engaging of LNAV,VNAV modes. In this case, it is recommended to respect a waiting period (about 30 sec) before a new selection of these modes.

AP ENGAGEMENT

FIGURE 02-22-10-03 AP PUSHBUTTON

Engagement of the AP is achieved through depression of the AP pushbutton on the GP. When engaged, ON is illuminated in green on the AP pushbutton and a green AP symbol is displayed at the top center of each FMA. When AP is engaged, the horizontal and vertical modes are displayed in reverse video on the FMA. With this symbology, pilots are immediately warned about the status of the AutoPilot.

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AP DISENGAGEMENT

Normal AP disconnect

- Quick disconnect pad on the yoke (one push), - AP pushbutton on the GP, - Go-Around pushbutton (one push).

FIGURE 02-22-10-04 AUTOPILOT DISENGAGEMENT (RH)

AP disconnect

- Normal or emergency stabilizer trim command, - Overriding action on the yoke (force disconnection), - AP 1 and 2 failure, - Stall warning.

NOTE

When triggered, continuous aural AutoPilot warning and AP red symbol flashing on the FMA remains active as long as there is no push on the quick disconnect pad.

TCS pushbutton (push and maintain): when the TCS pushbutton (on the yoke) is depressed, the AP servomotors are disengaged but the AP is not properly speaking disconnected.

YD ENGAGEMENT / DISENGAGEMENT

The Yaw Damper is automatically engaged on the ground after successful completion of the AFCS power up test or in-flight upon AP engagement, or by pressing the YD pushbutton (the ON caption on the pushbutton illuminates in green). YD disengagement will disengage AP, but AP disengagement will not disengage the YD. YD failure will not disengage the AP.

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AUTO-THROTTLE ENGAGEMENT / DISENGAGEMENT

FIGURE 02-22-10-05 AT PUSHBUTTON

Engagement / disengagement of the AT is achieved through depression of the AT pushbutton on the GP, only when the airplane is flying above 400 ft Radio Altimeter. When AT is engaged, the ON symbol on the AT pushbutton illuminates in green and a green A/T symbol displayed at the top left corner of each FMA. When AT is engaged, the AT modes are displayed in reverse video on the FMA. AT can also be disengaged by:

- overriding the throttles (force disconnection), - pressing the AT quick disconnect on engine #1 and/or #2 throttles, - FADEC malfunction, - pushing AT pushbutton on GP.

Whenever the AT is normally disconnected, the A/T symbol on the FMA will turn amber and flash for 10 seconds. Upon abnormal disengagement (manual override, failure, or FADEC malfunction) an "AUTO-THROTTLE" aural warning is triggered and the amber A/T symbol flashes. The warnings stop when one of the AT Quick disconnect buttons is pressed.

NOTE

AP and AT must be disengaged at minimum used height.

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AUTOMATIC FLIGHT CONTROL SYSTEM MODES

LATERAL MODES

FIGURE 02-22-10-06 LATERAL MODES CONTROLS

The AFCS lateral modes are: - Basic Roll mode (ROL), - Heading or Track modes (HDG / TRK), - Lateral Navigation mode (LNAV), - APProach mode (APP).

Basic Roll mode

When AP is engaged and no FD modes are selected, the AP holds the airplane current roll attitude. Depending on the roll condition upon AP engagement: - roll hold when the airplane roll attitude exceeds 6, up to 28 max above 20,000 ft,

35 max below 20,000 ft, - roll return to 0 when the roll attitude is between 6 and 3, - heading hold when the roll attitude has remained lower than 3 for 10 seconds.

Roll angle can be modified through TCS function: up to 28 (above 20,000 ft) or 35 max below 20,000 ft.

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Heading / Track modes

Heading (HDG) or Track (TRK) mode is selected with the outer rotary switch (outer ring) on the GP, then engaged by pressing the HDG / TRK pushbutton, which displays a green ON symbol. Heading or Track value is set with the inner rotary knob (inner ring) and displayed (in degrees) on the digital readout just above the knob, on the FMA and on the HSI.

FIGURE 02-22-10-07 HEADING OR TRACK MODE

When engaged, the AP captures and hold the heading or track corresponding to the bug position. Turn will be initiated in the direction the heading bug was turned to (even for changes of more than 180 but less than 360), at High or Low bank angle, as manually selected on the AVIONICS window (AFCS Tab) or as automatically selected according to current airplane altitude (High bank 28 below 30,000 ft (+/- 500 hysteresis), Low bank 14 above). Low bank symbol is displayed on the roll scale at the top of the ADI.

Pressing the PUSH SYNC rotary knob synchronizes selected heading or track value to the current heading or track of the airplane.

NOTE

TRK mode is not available when pilot flying IRS parameters are not valid. When activated, HDG or TRK mode can be disengaged automatically by AFCS logic (e.g. if LOC mode is armed, there is an automatic transition from HDG / TRK mode to LOC mode) or manually by pressing again on the HDG / TRK pushbutton (return to ROLL mode).

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Lateral navigation mode

Lateral navigation mode (LNAV) is selected by pressing the LNAV pushbutton, which displays a cyan dot (LNAV armed) or a green dot (LNAV engaged), and accordingly the FMA displays a cyan/green L NAV symbol. When LNAV is active, the FD will provide lateral command to capture and hold the active leg of the flight plan. When engaged, the AP will follow this FD lateral command and the roll will be automatically limited to 28.

LNAV can be automatically activated after a DIRECT TO a waypoint selection and after a transition from ROLL / HDG / TRK to LNAV (for these last cases, the airplane trajectory must be convergent to the considered flight plan leg).

When active, LNAV mode can be disengaged automatically by AFCS logic (e.g. commutation from LNAV to LOC if APP was previously armed) or manually by pressing the LNAV pushbutton or by selection of HDG or TRK mode.

FIGURE 02-22-10-08 LNAV AND ALT MODES

Approach mode

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

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

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

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FIGURE 02-22-10-11 LOC AND GLIDE CAPTURED

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

FIGURE 02-22-10-12 APP LOC AND GLIDE CAPTURED-DUAL COUPLED

If Back Course has been selected on the Flight Management system window for the arrival phase of flight, the AP mode selection engages the B/C lateral mode. In B/C mode, the final descent to the runway can be performed in PATH or VS modes.

NOTE

When Back Course has been selected, it remains active until de-selection in FMW window (ARRIVAL phase, STAR App tab).

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VERTICAL MODES

FIGURE 02-22-10-13 VERTICAL MODES CONTROLS

The AFCS vertical modes are: - Basic Path mode (PATH), - Altitude mode (ALT), - Preset Altitude mode (ASEL), - Climb mode (CLB), - Vertical Speed mode (VS), - Vertical Navigation mode (VALT, VCLB, VPTH, VASEL, VGP), - Glide Slope mode (GS).

Basic Path mode

If no FD modes are displayed on the FMA, engaging the AutoPilot automatically selects basic modes (ROLL and PATH). The PATH limits when AP is engaged are +/- 17. AP engagement outside of these limits will bring back the airplane to a commanded path at +/- 17. Within these limits, the path angle can be changed through use of the PATH / VS thumb wheel, up and down (UP/DN), and also through TCS function.

FIGURE 02-22-10-14 PATH MODE

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Altitude mode

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

FIGURE 02-22-10-15 ALT MODE

When active, ALT mode can be disengaged automatically by AFCS logic (e.g. Glide Slope capture) or manually by pressing the ALT pushbutton.

Preset Altitude mode

Preset Altitude mode (ASEL) is automatically armed as soon as: - a pre-selected altitude has been set, either manually (ASEL) or automatically

through the FMS (VASEL) using a VNAV mode, - the airplane is climbing / descending towards the pre-selected altitude.

The reference pre-selected altitude value (or FL value when BARO setting is STD) is displayed on the readout above the ASEL setting knob (1,000 feet or 100 feet increments). This reference value and associated bug are also displayed on the FMA, on top of the altitude tape. Depending on the selection made on the HSI menu, the ASEL unit can be either ft or m.

When the AP has been engaged in normal conditions (except with active VGP or G/S modes: in these cases, ASEL is ignored), it will capture and hold the reference with a minimization overshoot: - during climb, the capture phase is initiated when the pre-selected altitude is within

2,000 ft (0.8 g max) of current airplane altitude, - during descent, the capture phase is initiated when the pre-selected altitude is within

10,000 ft (1.2 g max) of current airplane altitude. If the current flight path is diverging from the ASEL reference or if the selected mode is incompatible with ASEL logic, a CHECK ASEL message will be displayed on the FMA.

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Climb mode

Climb mode (CLB) is selected by pressing the CLB pushbutton on the GP, and a green ON light is displayed on the pushbutton itself. When engaged, the AP will set and adjust a climb path in order to follow the reference climb speed/Mach profile set manually by the crew (SPEED knob) or automatically through the FMS (not available in initial certification). The FMA displays the green CLB indication and speed bug (FMS or manual) along the speed tape.

FIGURE 02-22-10-16 CLB MODE

When the speed reference has been manually set and the TCS is pressed, the speed / Mach reference is synchronized to the current value when TCS is released.

Vertical Speed mode

Vertical Speed (VS) mode is selected by pressing the VS pushbutton on the GP and a green ON light is displayed on the pushbutton itself. The FMA displays the VS indication in green and the value of the vertical speed target in magenta. When VS is selected, all other vertical AFCS modes can be armed, and a capture phase initiated by any of the vertical modes de-selects the VS mode.

FIGURE 02-22-10-17 VS MODE

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When engaged, the AP will follow the vertical speed target. The reference vertical speed is displayed on top of the vertical speed indicator on the right side of the altitude tape. This reference vertical speed can be adjusted through the use of the VS/PATH wheel on the GP. Each click on the wheel will change the vertical speed by +/- 100 ft/min. VS reference can also be modified by pressing the TCS pushbutton, and synchronized to the current vertical speed when TCS is released.

The maximum vertical speed commands are - 8,000 ft/min and + 6,000 ft/min.

Vertical Navigation mode

Vertical Navigation mode (VNAV) is selected by pressing the VNAV pushbutton on the GP, and a cyan light (VNAV armed) or a green light (VNAV engaged) will be displayed. The FMA will accordingly display the corresponding cyan/green mode/sub mode indications. The FMS (necessarily selected as a source) will then send target values to the AP to be used. FD modes for VNAV are VALT, VCLB, VPTH, VASEL, VGP: - VALT: Transition to VALT automatically occurs upon VNAV mode capture of the

FMS pre-selected altitude or computed altitude (whichever is closer), or if the FMS requests a direct transition to altitude hold. The reference altitude may also be manually selected and in such case will have priority over the FMS computed altitude. - VCLB : when CLimB mode is operating, VCLB is selected by pressing the VNAV

pushbutton on the GP . It operates like the CLB mode except that guidance commands are referenced to the FMS altitude and IAS/Mach values. Manually selected speed reference can also be used in this mode. If a pre-selected altitude has been manually set, this selection will override the FMS computed altitude if this selected altitude value is below the FMS constraint. - VPTH : it is selected by pressing the VNAV pushbutton on the GP. VPTH is only

active during descent and operate like VS mode. It is automatically engaged at the TOD (Top Of Descent) if the ASEL is lower than the current altitude of the airplane. To obtain a VPTH mode on a waypoint, it is necessary to have an altitude constraint attached to this waypoint. If the ASEL is lower than the airplane current altitude, it is possible to engage VPTH by performing a vertical DIRECT TO this waypoint. - VASEL: this mode is armed as the ASEL mode is when the altitude constraint

attached to the waypoint is closer to the airplane current altitude than the ASEL. VASEL mode operation status is displayed in the FMA only during capture phases. It operates like PRESEL altitude mode.

Vertical modecommanded

Vertical modecommanded

FIGURE 02-22-10-18 VPTH MODE

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Glide Slope mode

Transition to Glide Slope mode (GS) from a VNAV mode occurs when the airplane gets within the GS deviation limits with LOC captured. In the FMA the GS caption turns green.

Vertical Glide Path (VGP)

Not available.

ROTATION SYMBOL

The ROtation Symbol (ROS) is activated at power on by default. In the vertical axis, the FD holds a fixed pitch (11). A ROS (ROtation Symbol) displayed in the ADI and the HUD helps the pilot to set the right pitch after rotation. Rotation symbol is removed 3 seconds after lift off.

NOTE

Do not use the TOGA pushbutton at take-off (temporary limitation).

FIGURE 02-22-10-19 ROTATION SYMBOL

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GO-AROUND MODE

The Go-Around mode (GA) is available when the airplane is airborne (weight off wheels) or when airspeed is above 60 kt, by pressing the TOGA pushbutton on the yoke. This disengages the AP and displays ROL and GA on the FMA.

FIGURE 02-22-10-20 GA REFERENCE

On the ADI: - in the lateral axis lateral mode, the FD commands wings level until 140 kt are reached,

and then transition to heading hold, - in the vertical axis, the FD commands a fixed pitch (11).

GA mode is de-selected when a new vertical mode is selected (PATH, VS, CLB or VCLB).

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TOUCH CONTROL STEERING (TCS) RELEASE

FD MODES BEFORE TCS ACTIVATION

FD MODES AFTER TCS ACTIVATION

LNAV LNAV

HDG (XXX) HDG (XXX)

TRK (XYZ) TRK (XYZ)

ROL (X) ROL at TCS release (*)

LOC LOC

ALT (XXX ft) ALT at TCS release (XXX ft)

VS (XXX ft/min) VS at TCS release (YYY ft/min)

PATH (XX) PATH at TCS release (YY)

ASEL ASEL

CLB (XXX kt) Speed at TCS release (YYY kt)

G/S G/S

VGP VGP

VPTH VPTH

(*) refer to basic ROL mode

FIGURE 02-22-10-21 TCS HDG ALT

WINDSHEAR MODE (NOT AVAILABLE)

WindShear (WS) escape mode can be selected each time a Windshear condition is detected by the Terrain Awareness and Warning System (TAWS) by pressing the TOGA pushbutton on the yoke. This action disconnects the AutoPilot and changes the FD / TD commands. FD and TD will thus provide vertical and thrust guidance to achieve the best escape path. FD command, when followed, will maintain the IAS close to the stall speed. TD command, when followed, will maintain the maximum take-off power. Windshear mode is deselected upon selection of any other vertical mode.

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AUTO-THROTTLE MODES

The Auto-Throttle is working in two different modes: - speed mode, - thrust mode.

Speed mode

In this mode, throttle positions will permanently be adjusted to maintain the selected speed / Mach number.

Associated AP vertical modes are: ALT, VALT, VS, PATH, VPTH, GS, VGP, ASP.

In MAN speed, the reference target speed / Mach number (selected through action on the PUSH CHG toggle button) will be displayed in the speed digital readout on the GP. On FMS speed modes, dashes are displayed in the speed digital readout on the GP. The FMA displays a green A/T SPD indication, the reference speed value and the associated bug.

A speed reference bug can be:

- : MAN,

- : FMS, - : tear-drop display when MAN / FMS speed < Low Speed Cue + 5.

The TD will provide a thrust command to capture and hold the reference speed / Mach number. If reaching the reference speed / Mach number takes too long or is impossible, a LIM amber indication will be displayed on the FMA (in the AT status area): to achieve the target capture, PF action will be necessary (extend or retract airbrakes, change flaps configuration, ).

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Thrust mode

In this mode, throttle positions are maintained constant.The AP maintains the speed by adjusting the airplane pitch.

Associated AP modes are: CLB, VCLB, WS, TO, GA, Pitch Speed Protection (PSP), throttle retard mode, and thrust reduction mode.

CLB, VCLB

In these modes, the maximum possible engine power setting is MAX CLIMB. The engine power setting will be lower than MAX CLIMB when: - in climb mode, the Auto-Throttle is smoothly set the thrust to complete the

climb. Typically for climbs with large altitude changes the throttles are moved to the climb position (102 deg < PLA < 108 deg). If the amount of climb is less than a calculated value, the Auto-Throttle shall set less than max climb power, - on the ENG synoptic, cruise (CRU) is selected. For more information, see CODDE 1 / ATA 70.

NOTE

In all these cases, the TD will command the appropriate engines setting.

Windshear, GA

The engine power setting is MAX TAKE-OFF power.

NOTE

The TD commands MAX TAKE-OFF power and Auto-Throttle must be disengaged.

Pitch Speed Protection (PSP)

This mode provides over speed protection and when activated engine power is set at IDLE.

NOTE

The TD commands IDLE power.

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Throttle retard mode

When the AT is engaged and the airplane descending through 20 ft radio altitude, the AT will retard throttles to IDLE, then disengage after touch down (WOW). The FMA displays a green RTR symbol as the active N1 limit, until AT disengagement.

Thrust reduction mode

This mode is initiated by a HGS order entailing automatic throttles reduction during flare out. AT displays and operation in this mode is the same as in the throttle retard mode described above.

Auto-Throttle limits

N1 limit

The FMA displays a green N1 indication, and just below the active N1 limit: - CRU, if the N1 upper limit is MAX CRUISE.

Speed limit

The upper speed limit is VMO / MMO and the lower speed limit is low speed cue.

NOTE

Automatic protection is not provided for VFE.

Auto-Throttle authority

The Auto-Throttle behaviour is not determined as for the Thrust Director.

For reasons of comfort, the AT does not follow directly the TD orders, which are intended and optimized for a hand flying.

Voluntarily, the AT authority has been limited when the flight level change is not important or when the rate of climb is still important (more than 5,000 ft/min).

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AUTOPILOT CAT II APPROACH

The EASy installation contains two dual Flight Directors.

This standard dual configuration and the fail operational design for the AFCS provide automatic reversion and interface capabilities sufficient to maintain full AFCS functionality in case of failure of one FD.

The reversion is annunciated to the crew via an advisory CAS message, but will result in no changes to the mode selection or engage status.

Aproach mode (APP) is selected by pressing the APP pushbutton on the GP. Approach Category must be selected in the Landing data base of the Flight Management Window.

FIGURE 02-22-10-23 GUIDANCE PANEL CONTROL

The AFCS enters dual sensor mode if the following conditions are met:

- both PDU display the same approach guidance source (ILS),

- both navigation sources are valid,

- both PDU indicate they are receiving the same radio frequency from the NAV receivers,

- both PDU receive radio information from independent radios.

Whilst operating in this dual sensor mode, the AFCS utilizes approach navigation data as follows:

- the AFCS uses averaged deviation data as long as both sources are unflagged and tracking (no miscompares detected),

- the AFCS reverts to single PDU status using the unflagged source, if one PDU or the radio data is invalid,

- the AFCS reverts to single PDU status using the most reasonable source if both are unflagged, but not tracking (miscompare detected).

If during the dual approach track mode, the displayed data on one of the two PDU become invalid, the AFCS continues the approach using the valid data from the remaining PDU.

After a transition from dual approach track status, the AFCS reverts to the selected single PDU status (couple) in effect prior to acquisition of dual PDU status.

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The AFCS receives radio altimeter information displayed on both PDU. The AFCS votes the radio altitude data as long as both radio altimeters are unflagged and tracking (no miscompare detected).

FIGURE 02-22-10-24 CAT II APPROACH SYMBOLS

For more CAT II conditions of operation, see AFM 2 (DGT88898) / ANNEX 2 and CODDE 2 (DGT88899 / Chapter 02 / SPECIAL NORMAL OPERATION / Operations.

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ATA 22 AUTO FLIGHT SPEED PROTECTION MODE

ISSUE 3


INTRODUCTION

The EASy system provides speed protection devices and associated warnings, in order to the airplane staying within its normal flight envelope.

DEFINITIONS

LOW SPEED CUES (LSC)

At the bottom of the speed scale of the Attitude Director Indicator (ADI), two cues, one amber and one red, are displayed at low speed. They are also displayed on the HUD (optional).

FIGURE 02-22-15-00 LOW SPEED CUES ON ADI SPEED SCALE

Low speed cue (amber)

The amber low speed cue indicates an operational speed limit that includes preset stall margins. The length of the amber low speed cue will vary when the airplane configuration changes (SF1, SF2, SF3).

When the load factor is increased and auto pilot is off, the upper edge of the amber cue will not move up.

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Stall warning cue

The upper edge of the red cue indicates the speed at and below which the stall warning is activated in any flight phase and airplane configuration. When the load factor is increased (e.g., during a turn), the upper edge of the red cue will move up. Therefore, at high load factors, the amber cue may be hidden by the red cue.

Drift Down Index

The Drift Down Index (DDI) is only displayed in clean configuration. It indicates the speed corresponding to the best glide slope in clean configuration.

HIGH SPEED PROTECTIONS

As for the Low Speed Cues, indications of overspeed are displayed at the top of the speed scale of the Attitude Director Indicator (ADI) and the HUD.

VMO / MMO

The VMO / MMO limitation is represented by a red cue with white stripes, displayed at the top of the speed scale.

The manual speed bug cannot be positioned above VMO / MMO.

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

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GENERAL RULES FOR SPEED PROTECTIONS

At speed protection activation an aural warning is triggered. The speed protection engagement will depend on the status of the autopilot and auto-throttle:

- if the autopilot and the auto-throttle are engaged, the system is configured to stay within the normal speed flight envelope,

- if the autopilot is engaged and the auto-throttle is not engaged, the auto-throttle will automatically be engaged when speed protection conditions are triggered,

- if the autopilot and the auto-throttle are not engaged, there is no automatic engagement of autopilot and auto-throttle when speed protection conditions are triggered. It is crew responsibility to make the appropriate maneuvers. Whether autopilot modes are displayed in the Flight Mode Annunciator (FMA) or not, the system automatically displays the Flight Director (FD) and Thrust Director (TD) orders on both ADI to guide the crew in re-entering the normal speed flight envelope.

In particular, there is no speed protection:

- when flying above a Velocity Constraint (VFE, PITCH FEEL, AIL FEEL, ...),

- when flaps are extended; only a continuous FLAPS voice message is triggered when the airplane is flying above VFE.

WARNING EVEN WHEN SPEED PROTECTION MODE IS ACTIVE (AP ON, AT ON), IF SPEED REACHES THE RED LOW SPEED CUE, A CONTINUOUS "STALL" AURAL WARNING WILL BE TRIGGERED AND THE AUTOPILOT WILL AUTOMATICALLY DISENGAGE. THE CREW WILL HAVE TO MANUALLY RE-ENTER THE NORMAL SPEED FLIGHT ENVELOPE.

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SPEED PROTECTION MODES WITH AUTOPILOT ON

AUTO-THROTTLE SPEED PROTECTION (ASP)

Engagement

The Auto-throttle Speed Protection (ASP) mode is automatically engaged each time the airplane is flying outside of the normal speed flight envelope, when the AutoPilot is engaged and the Auto-Throttle is not engaged: - low speed ASP is engaged when speed is below the amber Low Speed Cue (LSC)

top edge value, - high speed ASP is engaged when speed is above VMO / MMO.

WARNING THERE IS NO AUTO-THROTTLE SPEED PROTECTION (ASP) MODE WHEN: - IN TAKE-OFF (T/O), GO-AROUND (GA), AND WINDSHEAR (WS) MODES, - FLYING MANUALLY WITHOUT ANY MODES ON THE FMA.

When the ASP is activated, the Auto-Throttle engages and adjusts engine power to follow Thrust Director (TD) orders calculated by the system in order to maintain speed at the upper edge value of the amber Low Speed Cue (LSC) or at VMO or MMO.

NOTE

When AT is engaged and in speed capture phase (target speed is significantly different from the current speed), TD progressively coincide with acceleration chevrons.

After ASP activation, the reference speed for the Auto-Throttle mode is represented by a magenta tear drop bug at the upper edge of the amber Low Speed Cue or at the lower edge of the VMO / MMO cue. The Auto-Throttle mode is changed to protection mode and a PROT indication will appear on the Flight Mode Annunciator (FMA). Thus, the ASP controls the throttle positions to reach and maintain speed at the tear drop bug level. In the example given below, the tear drop is superimposed with the speed bug set at VMO / MMO.

NOTE

ERRONEOUS INDICATION:

PROT indication (ASP) is cancelled by moving the throttles.

(ASP logic will be modified for the next certification).

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

FIGURE 02-22-15-03 LOW SPEED ASP MODE ENGAGED

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Auto-Throttle Speed Protection mode disengagement

The ASP is disengaged when: - the normal speed flight envelope has been re-entered, and

o the speed bug is moved, or o the AT is disengaged.

FIGURE 02-22-15-04 DISENGAGEMENT OF THE ASP MODE

PITCH SPEED PROTECTION (PSP)

Engagement

The Pitch Speed Protection (PSP) mode can be activated in every vertical mode other than ASEL, ALT, VALT, G/S, TO, GA, WS and VGP and it will protect the airplane from overspeed only. It is automatically activated when the ASP is not able to make the airplane re-enter within the limits of the normal speed flight envelope.

NOTE

In ASEL, ALT, VALT, G/S, VGP modes, holding the path is considered more important than speed control so PSP is not available in these modes. PSP is not available for low speeds.

The PSP is always activated after ASP engagement. In that case, the vertical AutoPilot mode is automatically changed (PROT indication in the Flight Mode Annunciator FMA). Then, when the PSP is activated, two PROT modes is displayed in the FMA (one for ASP as AT mode and one for PSP as vertical AP mode).

When the PSP is activated, the AutoPilot will track a nose up Flight Director (FD) command, calculated by the system. The AutoPilot maintains speed at the tear drop bug level (VMO / MMO); in the same time, engines are maintained at idle power.

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NOTE

ERRONEOUS INDICATION:

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

FIGURE 02-22-15-05 ASP AND PSP MODE ENGAGED

PSP mode disengagement

The PSP is disengaged when: - the normal speed flight envelope has been re-entered, and

o the speed bug is moved, or o the PATH wheel is moved, or o one of FD vertical modes is selected.

FIGURE 02-22-15-06 DISENGAGEMENT OF THE PSP MODE

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SPEED PROTECTION MODES WITH AUTOPILOT OFF

Even with the autopilot disengaged, the system warns the crew when the airplane is flying outside the normal speed flight envelope.

AUTO-THROTTLE SPEED PROTECTION (ASP) MODE

As for ASP, the system provides low speed cues, tear drop bug, VMO / MMO cue, ... It will also automatically display on both ADI, the Thrust Director (TD) and Flight Director (FD) commands that will help the crew making the airplane re-enter the normal speed flight envelope.

FIGURE 02-22-15-07 FD AND TD DISPLAY IN ASP MODE WITH AP OFF (LOW SPEED)

To disengage the mode, once the normal speed flight envelope has been re-entered, set the speed bug within the normal speed flight envelope or move the speed bug if it was in the normal speed flight envelope.

PITCH SPEED PROTECTION (PSP) MODE

On the same way, at high speed, the PSP mode will engage and display the Flight Director (FD) and Thrust Director (TD) commands to be manually followed. To disengage the mode, once the normal speed flight envelope has been re-entered, turn the PATH wheel on the Guidance Panel (GP) in the appropriate direction.

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

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