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F2000EX EASY 02-21-00 CODDE 1 PAGE 1 / 2 DGT94085 ATA 21 – AIR CONDITIONING AND PRESSURIZATION TABLE OF CONTENTS ISSUE 3 DASSAULT AVIATION Proprietary Data 02-21 ATA 21 – AIR CONDITIONING AND PRESSURIZATION 02-21-00 TABLE OF CONTENTS 02-21-05 GENERAL Introduction Sources Equipment location 02-21-10 AIR CONDITIONING Description Control and indication System protection Normal operation Abnormal operation CAS messages 02-21-15 PRESSURIZATION Description Control and indication System protection Normal operation Abnormal operation CAS messages

Dassault Falcon 2000EX EASy FCOM

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Flight Crew Operating Manual for Dassault Falcon 2000EX EASy

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Page 1: 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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INTENTIONALLY LEFT BLANK

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INTRODUCTION

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

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

The pressurization system regulates the cabin pressure depends on:

- aircraft altitude,

- aircraft vertical speed,

- the maximum differential pressure supported by the system.

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

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

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

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FIGURE 02-21-05-00 FLIGHT DECK OVERVIEW

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SOURCES

The air conditioning system uses air supplied by:

- engine No 1,

- engine No 2,

- APU.

For more information, refer to CODDE 1 / Chapter 02 / ATA 36.

The conditioned air is a mixture of:

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

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

- recycled cabin air.

The air conditioning heat exchanger is ventilated:

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

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

AIR CONDITIONING PRESSURIZATION

Engine 1, engine 2 or APU bleed air Conditioned air

Recycled cabin air

Ram air (for heat exchanger ventilation)

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EQUIPMENT LOCATION

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

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DESCRIPTION

GENERAL

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

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

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ENVIRONMENTAL CONTROL UNIT (ECU)

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

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

FIGURE 02-21-10-00 ECU SCHEMATIC

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Dual Heat exchanger

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

Heat exchanger jet pump

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

Heat exchanger jet pump valve

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

Turbocooler

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

By-pass valve

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

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

Condenser

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

Water-separator

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

Atomizer

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

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Turbine outlet temperature control valve

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

Turbine outlet temperature sensors

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

Recirculation valve

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

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

Overheat detection system

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

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

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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 95°C (203°F) 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 ACTIVATE CONTROL FUNCTION

TO DE-ACTIVATE SYNOPTIC

Automatic operation of the recirculation valve

automatic mode

No synoptic

ISOL position, closure of

the recirculation valve Push ISOL

No synoptic

INDICATION

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

FIGURE 02-21-10-07 AIR CONDITIONING INDICATIONS

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Cold air unit and air flow line synoptic

Normal operation

T cabin duct air > 95°C (203°F)

COND: PAX OVHT CAS message

T cockpit duct air > 95°C (203°F)

COND: CREW OVHT CAS message

T ECU compressor outlet air > 230°C

(446°F)

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 02-21-10-11 OVERHEAD PANEL

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 02-21-10-15 OVERHEAD PANEL

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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After procedure complete

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 > 230°C (446°F)}

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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DESCRIPTION

GENERAL

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

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

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

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

an automatic control system.

Frame Frame

FIGURE 02-21-15-00 PRESSURIZED AREAS

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

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

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

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

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PRESSURIZATION SYSTEM COMPONENTS

Cabin Pressure Controller (CPC)

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

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

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

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

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

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

Electro-pneumatic main outflow valve

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

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

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

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

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

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

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

Pneumatic emergency outflow valve

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

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

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

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

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

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

Vacuum jet pump

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

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PRESSURIZATION SYSTEM OPERATION

Automatic pressurization mode

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

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

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

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

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

■ NORM law

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

■ FL law

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

■ LOW cabin rate

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

■ High-altitude landing and take-off

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

■ Descent sequence

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

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MAN pressurization mode

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

EMERG pressurization mode

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

DUMP depressurization mode

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

NOSE CONE PRESSURIZATION

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

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CONTROL AND INDICATION

CONTROL

Overhead panel

FIGURE 02-21-15-06 OVERHEAD PANEL

Instrument panel

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

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

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

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ECS synoptic

FIGURE 02-21-15-08 ECS SYNOPTIC

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

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

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Synthetic table

TO ACTIVATE CONTROL FUNCTION

TO DEACTIVATE SYNOPTIC

Automatic mode

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

- In MAN mode,

- use the MANUAL PRESSURIZATION control knob

Push on: MAN mode

Guarded: Automatic

mode

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

guard and push on: DUMP mode

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INDICATION

ECS synoptic

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

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

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Symbology

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

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

FIGURE 02-21-15-12 CABIN ALTIMETER INDICATIONS

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FIGURE 02-21-15-13 CABIN VARIOMETER INDICATIONS

NOTE

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 02-21-15-17 OVERHEAD PANEL

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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After procedure complete

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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INTENTIONALLY LEFT BLANK

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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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INTENTIONALLY LEFT BLANK

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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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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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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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SPEED PROTECTION MODES WITHOUT MODE ON THE FMA

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

FIGURE 02-22-15-09 TD DISPLAY IN ASP MODE WITHOUT MODES ON THE FMA

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INTENTIONALLY LEFT BLANK

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CAS MESSAGES

CAS MESSAGES DEFINITION

AP .. FAIL On ground, indication of AP (1/2) failure

MT FAIL Failure of Mach trim function

PITCH MISTRIM Pitch mistrim is detected with AP engaged

ROLL MISTRIM AFCS function has detected lateral / direction mistrim

YD .. FAIL On ground, YD function is failed

AP .. FAIL In-flight, indication of AP (1/2) failure

AP-ON GROUND INHIBITED AP engagement is inhibited due to A/C being on ground

AP-SW ACTIVE INHIBITED AP engagement is inhibited due to AP switch stucked

AP-TCS INHIBITED AP engagement is inhibited due to AP being Touch Control Steering (TCS) switch stucked

AP-TOGA INHIBITED AP engagement is inhibited due to AP being Take-off / Go-Around (TOGA) switch stucked

AP TRIM INHIBITED Inhibition of the auto trim due to pilot overriding the control column

AT .. FAIL Auto-Throttle software has failed or Auto-Throttle is not available

CAT 2 NOT AVAILABLE Approach CAT 2 not available

CHECK ADS SOURCE Approach CAT 2 is selected and crew must verify the ADS parameters

CHECK BARO SETTING Approach CAT 2 is selected and crew must verify the baro setting value

CHECK COPILOT NAV Approach CAT 2 is selected and RH NAV source in not LOC 2

CHECK ILS FREQ Approach CAT 2 is selected and ILS frequencies are different between LH and RH

CHECK IRS SOURCE Approach CAT 2 is selected and the same IRS is displayed on both PDU

CHECK PILOT NAV Approach CAT 2 is selected and LH NAV source in not LOC 1

ENGAGE AP Approach CAT 2 is selected and RADH is set below 200 ft and AP is not engaged

G/S NOT CAPTURED Approach CAT 2 is selected and and the active vertical mode is not GS

G/S NOT RECEIVED Approach CAT 2 is selected and one GS deviation pilot or copilot is invalid

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CAS MESSAGES DEFINITION

LOC NOT RECEIVED Approach CAT 2 is selected and LH LOC deviation or RH LOC deviation is invalid

RA NOT RECEIVED Approach CAT 2 is selected and radio Altimeter is invalid (Second RA is optional)

REVERT IRS Approach CAT 2 is selected and one IRS data on LH or RH is invalid

REVERT RAD ALT Approach CAT 2 is selected and a displayed RA is invalid In dual RA configuration.

PITCH TRIM FAIL Autopilot pitch trim has failed

STAB EMERGENCY Stabilizer emergency trim has been used, normal control circuit breaker is tripped

YD .. FAIL In-flight, Yaw Damper function is failed

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02-23 ATA 23 – COMMUNICATION

02-23-00 TABLE OF CONTENTS

02-23-05 GENERAL

Introduction Sources Communication interface Circuit breakers

02-23-10 VHF RADIO

Introduction VHF tuning Receiving Transmitting Interphone plug jacks Abnormal operations

02-23-15 HF RADIO

HF tuning HF modes Receiving Transmitting

02-23-20 RADIO-NAVIGATION

Introduction NAV (ILS / VOR / DME-VOR / VORTAC and TACAN) ADF ADF modes

02-23-30 CMF/AFIS

Introduction Status/config tab Winds tab Tem Wx tab Sigmet tab Rx Msg tab Tx Msg tab

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02-23-35 ABNORMAL OPERATION

CAS messages

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INTRODUCTION

The present relates to radio-communications (VHF, HF), radio-navigation (NAV, ADF, DME) and CMF/AFIS (optional).

For ATC/TCAS, refer to CODDE1 / Chapter 02 / ATA 34 - 70 - Surveillance

The communication system management can be done through controls located on the Guidance Panel (GP), the Cursor Control Device (CCD), the Multifunction Keyboard (MKB) and the AUDIO panel.

Radio indications are displayed on both Primary Display Units (PDU) in two dedicated areas, the Permanent Radio Bar (PRB) in the lower right hand corner of the Horizontal Situation Indicator (HSI), and the RADIOS page which appears on request in the 1/6 lower of the PDU.

CMF/AFIS is displayed on the either Multifunction Display Unit (MDU) in the 1/3 window. Only one CMF/AFIS window is allowed in a MDU at a time.

The F2000EX EASy basically features two independent sets of equipment:

- Set 1 including VHF 1, HF 1, NAV 1, DME 1, ADF 1, ATC 1,

- Set 2 including VHF 2, HF 2, NAV 2, DME 2, ADF 2, ATC 2.

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FIGURE 02-23-05-00 FLIGHT DECK OVERVIEW

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SOURCES

ELECTRICAL SOURCES

The radio system is fed by a 28V / 25A DC source through four buses: set 1 is powered through buses A1 and A2 and set 2 is powered through buses B1 and B2. The AUDIO panels are powered through bus A2 for the left hand and the third crew member AUDIO PANEL, and through bus B2 for the right hand AUDIO PANEL. Operations on mini-load provide full functionality of the entire radio Set 1, VHF 2 and HF 2.

For more information, refer to CODDE 1 / Chapter 02 / ATA 24.

ANTENNAS

The following Figure shows the different antennas used by the radio-communication, radio-navigation and radio-surveillance systems, and their respective location.

FIGURE 02-23-05-01 ANTENNAS

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COMMUNICATION INTERFACE

PERMANENT RADIO BAR

The permanent radio bar offers all the primary functions for the radio. Secondary radio functions can be found in the 1/6 RADIOS window.

Radioannunciator

field

VHFannunciator

field

FIGURE 02-23-05-02 PERMANENT RADIO INFORMATION

The permanent radio bar is graphically divided into three fields: - On-side primary VHF COM is permanently displayed at the top field of the bar, between

VHF1 or VHF3 if installed. - SQ, TX and 25 annunciators are displayed when respectively SQ is de-selected, Radio

is transmitting and 25 Khz spacing is selected. The middle field provides a space to display a pilot selected radio among all the installed radios (NAV, ADF, HF, except VHF).

- Active frequency is displayed in green with station ident while preset frequency is displayed cyan, except for ADF where only active frequency is displayed,

- When HF is selected, annuciator fields displays TX for Transmit Status, Emission selection of UV, LV, AM, LD or UD, Duplex for duplex mode, and SQ for Squelch Selection.

- When NAV is selected, annunciator field displays either AUTO when FMS auto-tuning is active or “H” with held frequency,

- When ADF is selected, annunciator field displays either ADF, ANT, BFO or Voice. Active ATC and TRANSPONDER code are displayed permanently in the bottom field of the bar. Indications are ALTOF, ALTON, STBY, TA/RA and TA only.

RADIOS WINDOW

RADIOS window provides access to: - selecting any of the radio tuning (VHF, HF),

- selecting NAV/ADF frequencies,

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- selecting ATC/TCAS mode,

- selecting SATCOM (option).

FIGURE 02-23-05-03 RADIOS WINDOW TAB SELECTION

For ATC/TCAS, refer to CODDE 1 / Chapter 02 / ATA 34 - 70 - SURVEILLANCE.

RADIOS SHORTCUTS ON THE MKB

MKB radios short-cuts provide a very quick and convenient way to access the desired on-side radios. Pressing one of the MKB radios short-cuts directly pops-up the corresponding radio in the Radio Bar and positions the cursor on it, except for HF. The HF short-cut pops up the 1/6 radio window on the HF tab. Then, with the CCD cursor positioned on the dedicated field, tune the frequency (preset) by rotating the knob on the CCD base and swap between active and preset frequencies by clicking the <ENTER> pushbutton of the CCD. It is also possible to tune by dialing the frequency on the MKB then pressing the ENTER pushbutton to validate, and to swap between active and preset frequencies by pressing the SWAP key on the MKB.

NOTE

For primary VHF COM, preset frequency can be directly modified using the dedicated on-side tuning knob and the SWAP pushbutton located on the GP.

In degraded two displays configuration, if HSI window is not displayed, 1/6 RADIOS window pops-up and cursor is positioned on the corresponding field when using MKB radios short-cuts.

AUDIO PANEL

Two AUDIO panels are located on the pedestal and gather all the required controls for the following primary functions:

- selecting radio-communication sets (for transmitting / receiving), - selecting radio-navigation systems, - setting the intercom system for each crew member, - setting the radio volume.

A third AUDIO PANEL is available for a third crew member as an option.

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FIGURE 02-23-05-04 AUDIO PANEL

Audio Panel controls

PUSHBUTTON CORRESPONDING RADIO DEVICE OR

FUNCTION CHARACTERISTICS

VHF COM 1, 2 and 3 (Option)

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

SATCOM Selection SATCOM communications (Optional)

PUBLIC ADDRESS Allows the crew to address the passengers.

Deselects transmission of the currently selected COM.

NAV 1 and 2 Selects reception of NAV1 and NAV2

ADF 1 and 2 Selects reception of ADF1 and ADF2

VOICE for VOR, ADF and DME

VCE is a filter for VOR and DME, which lowers the Morse code audio level transmitted

by the ground station. Only voice is audible

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PUSHBUTTON CORRESPONDING RADIO DEVICE OR

FUNCTION CHARACTERISTICS

(ATIS for example) when VCE is selected

DME 1 and 2 Selects DME1 and DME2

MARKER

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

sound level

PHONE Phone management communications (planned for third certification)

COCKPIT VOICE RECORDER

Selects CVR listening (CVR) or erasing (ERS).

For more information, refer to ATA 31

SIDE TONE Adjusts micro feedback transmissions to speaker

SPEAKER Selects communications hearings through the speakers

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

HEADPHONES Selects communications hearings through the headsets

GROUND On the ground, allows the crew member to

hear the mechanic when plugged to the airplane

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PUSHBUTTON CORRESPONDING RADIO DEVICE OR

FUNCTION CHARACTERISTICS

BACKUP See sub-section 02-23-10

MICROPHONE See further in this section

Readout Display Displays volume level of the selected audio

Volume SET knob Sets sound level of the selected audio

AUDIO PANEL OPERATION

■ Reception

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

FIGURE 02-23-05-05 VHF1 AUDIO SELECTION

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All the COM devices audio reception can be selected simulltaneously. To deselect one of them, press again on the associated AUD pushbutton.

■ Transmission

To select a specific COM function (VHF, HF, SAT, PA) for transmission, each crew member has to push on the corresponding rectangular pushbutton (in the MIC row of his AUDIO panel), and the corresponding audio circular pushbutton will automatically be activated. When selected, the two buttons are lit up in green.

FIGURE 02-23-05-06 VHF1 MIKE SELECTION

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

FIGURE 02-23-05-07 TRANSMITTING DEVICES

NOTE

Transmitting with handheld mike will automatically activates the speakers if not selected.

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■ Operation with oxygen mask

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

FIGURE 02-23-05-08 OXYGEN MASK EMISSION ON AUDIO PANEL

NOTE

When active, the transmission through the mask will automatically select the speakers.

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- selecting NAV/ADF frequencies,

- selecting ATC/TCAS mode,

- selecting SATCOM (option).

FIGURE 02-23-05-08 RADIOS WINDOW TAB SELECTION

For ATC/TCAS, see CODDE 1 section ATA 34 -SURVEILLANCE.

QUICK ACCES TO ANY RADIO

MKB radios short-cuts provide a very quick and convenient way to access the desired on-side radios. Pressing one of the MKB radios short-cuts directly pops-up the corresponding radio in the Radio Bar and positions the cursor on it, except for HF. The HF short-cut pops up the 1/6 radio window on the HF tab. Then, with the CCD cursor positioned on the dedicated field, tune the frequency (preset) by rotating the knob on the CCD base and swap between active and preset frequencies by clicking the <ENTER> pushbutton of the CCD. It is also possible to tune by dialing the frequency on the MKB then pressing the ENTER pushbutton to validate, and to swap between active and preset frequencies by pressing the SWAP key on the MKB.

NOTE

For primary VHF COM, preset frequency can be directly modified using the dedicated on-side tuning knob and the SWAP pushbutton located on the GP.

In degraded two displays configuration, if HSI window is not displayed, 1/6 RADIOS window pops-up and cursor is positioned on the corresponding field when using MKB radios short-cuts.

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CIRCUIT BREAKERS

FIGURE 02-23-05-07 COM - NAV CIRCUIT BREAKERS

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INTRODUCTION

The VHF1, VHF2 and VHF3 (optional) are set and tuned by using one of the three sets of controls located on the Guidance Panel (GP), the Cursor Control Device (CCD) and the Multifunction KeyBoard (MKB).

VHF spacing can be set to 25 kHz or 8.33 kHz.

The VHF3 is a third VHF COM, usable for voice communication and for datalink (optional).

VHF TUNING

TUNING THROUGH THE GUIDANCE PANEL (GP)

The easiest and fastest way of tuning the VHF radios is through the Guidance Panel (GP) VHF knobs. This access is the most appropriate when many frequency changes must be done in a short period of time.

LH and RHVHF tuning

FIGURE 02-23-10-00 VHF CONTROLS ON THE GUIDANCE PANEL

Each crew member has his own controls: one rotary knob and one swap pushbutton, dedicated to his respective VHF set. Only the onside VHF can be tuned by this knob, VHF1 (and VHF3) on LH side, VHF2 (and VHF3) on RH side. The VHF settings appears in the upper part of the Permanent Radio Bar of the corresponding crew member's Horizontal Situation Indicator (HSI).

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FIGURE 02-23-10-01 PERMANENT RADIO BAR ON HSI

VHF tuning through the Guidance Panel (GP) is done without positioning the CCD cursor in the VHF field on the Permanent Radio Bar (PRB):

- rotating the outer ring of the VHF knob sets the frequency units and the inner ring the decimals,

FIGURE 02-23-10-02 FREQUENCY CHANGE

- the 8.33 / 25 pushbutton on the VHF knob allows the crew to toggle between a 8.33 and a 25 kHz frequency spacing (when pressing the button during more than 2 s),

NOTE

Only preset frequency can be tuned. To become active, it has to be swapped with the active frequency

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

FIGURE 02-23-10-03 FREQUENCY SWAPPING

TUNING WITH THE CCD AND MKB

VHF can also be managed through the CCD, either through the Permanent Radio Bar on each Horizontal Situation Indicator (HSI), or through the RADIOS window on each Primary Display Unit (PDU).

Permanent Radio Bar (PRB)

■ VHF field

The VHF field on the Permanent Radio Bar can be customized independently on each PDU to display VHF1 (only on the left PDU) or VHF2 (only on the right PDU), or VHF3 (option) active and preset frequencies, by selecting the desired VHF on the VHF pull down menu.

FIGURE 02-23-10-04 VHF FIELD MENU ON LH PRB

NOTE

At power up, the VHF field on the left hand Permanent Radio Bar will be configured with VHF1 and the one on the right hand PRB with VHF 2.

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■ Managing VHF on the VHF field

To set the frequency (preset): - place the CCD cursor on the VHF field of the Permanent Radio Bar, - tune by rotating the knob on the Cursor Control Device base (outer ring for

units and inner ring for decimals), or - tune by dialing the frequency on the Multifunction KeyBoard and pressing

ENTER to activate it,

FIGURE 02-23-10-05 FREQUENCY TUNING ON THE PRB

- swap on request between preset and active frequencies by clicking <ENTER> on the CCD or pressing the SWAP key on the MKB.

NOTE

When tuning the frequency with CCD or MKB, pressing SWAP on MKB directly activates the new frequency.

FIGURE 02-23-10-06 FREQUENCY SWAPPING ON THE PRB

Pressing the VHF short-cut pushbutton on the Multifunction KeyBoard (MKB) positions the CCD cursor on the VHF field of the Permanent Radio Bar.

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FIGURE 02-23-10-07 VHF SHORT-CUT ON THE MULTIFUNCTION KEYBOARD (MKB)

TUNING THROUGH THE RADIOS WINDOW

The RADIOS window is displayed on the lower window of each PDU.

The VHF page on the RADIOS window gathers frequency tuning as well as all the secondary modes controls (squelch, transfer to cabin, ...).

FIGURE 02-23-10-08 VHF ON THE RADIOS WINDOW

To set the frequency (preset): - place the CCD cursor on the desired VHF field - tune by either rotating the knob on the Cursor Control Device base (outer ring for

units and inner for decimals) or dialing the frequency on the Multifunction KeyBoard and pressing ENTER to validate:

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VHF NAV/ADF

ATC/TCAS HF SAT

VHF1

124.200127.000 25

8.33Squelch Spacing

VHF2or

E F

K L

Q R

W X

SPACE SWAP

1 2 3

4 5 6

7 8 9

0

ENTER

SHIFT

CLRDEL

WX RADAR HoneywellPUSH SECT

FIGURE 02-23-10-09 FREQUENCY CHANGE ON THE VHF TAB

- Swap on request between preset and active frequencies by clicking <ENTER> on the CCD or pressing the SWAP key on the MKB:

or

E F

K L

Q R

W X

SPACE SWAP

1 2 3

4 5 6

7 8 9

0

ENTER

SHIFT

CLRDEL

WX RADAR HoneywellPUSH SECTVHF NAV/

ADFATC/TCAS HF SAT

VHF1

124.200127.000 25

8.33Squelch Spacing

VHF2

FIGURE 02-23-10-10 FREQUENCY SWAPPING ON THE VHF PAGE

To toggle between 8.33 and 25 kHz frequency spacing, place CCD cursor on the Spacing field and click <ENTER>. When 25 kHz spacing is selected, 25 appears at the top of the corresponding VHF field.

FIGURE 02-23-10-11 25 KHZ FREQUENCY SPACING

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RECEIVING

As for transmission selection, each crew member will select the VHF COM he wants to listen to by pressing on the corresponding AUD pushbuttons on the AUDIO panel.

To select or deselect the squelch (noise suppressor), place CCD cursor on the Squelch field, and click <ENTER>. When squelch is off, amber SQ letters will appear above the frequency box of the corresponding VHF on the RADIOS window and on the Permanent Radio Bar.

FIGURE 02-23-10-12 SQUELCH INDICATION

On the VHF page, cabin selection allows the audio of the VHF 2 to be heard in the cabin.

FIGURE 02-23-10-13 VHF 2 CABIN TRANSFER

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TRANSMITTING

The VHF mike selection is done on the AUDIO panel by pushing the corresponding MIC selectors. To transmit, use the Push-To-Talk (MIC) buttons as described in previous sub-section 02-23-05.

During transmission, TX is displayed:

- on the AUDIO panel readout display,

- on the Permanent Radio Bar (PRB) at the top of the corresponding VHF field,

- on the VHF page of the RADIOS window, at the top of the corresponding VHF field.

FIGURE 02-23-10-14 TRANSMISSION INDICATION OF VHF 1

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INTERPHONE PLUG JACKS

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

FIGURE 02-23-10-15 NOSE WHEEL

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FIGURE 02-23-10-16 MAINTENANCE SERVICE COMPARTMENT

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ABNORMAL OPERATIONS

BACK UP

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

FIGURE 02-23-10-17 VHF1 BACKUP ON AUDIO PANEL

EMERGENCY FREQUENCY

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

FIGURE 02-23-10-18 VHF 1 EMERGENCY GUARDED LIGHT PUSHBUTTON

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INTENTIONALLY LEFT BLANK

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HF TUNING

HF tuning is done through the Cursor Control Device (CCD) and the Multifunction KeyBoard (MKB), either on the Permanent Radio Bar or on the RADIOS window.

PERMANENT RADIO BAR (PRB)

To display the HF on the Horizontal Situation Indicator (HSI), simply select the desired HF on the customized field of the Permanent Radio Bar within the pull down menu.

FIGURE 02-23-15-01 SELECTING THE HF ON THE RH PERMANENT RADIO BAR

RADIOS WINDOW

Exactly in the same way as for the VHF, enter the radios menu and select the HF tab with the Cursor Control Device (CCD) to access the HF page.

FIGURE 02-23-15-03 HF PAGE ON THE RADIOS WINDOW

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The tuning and the swapping will be done through the Cursor Control Device (CCD) or the Multifunction KeyBoard (MKB) the same way they will be for the VHF (except that this time the inner knob will set the last two digits of the frequency and the outer the first ones).

NAV/ADF

ATC/TCAS HF SAT

HF1

1203515688

or

E F

K L

Q R

W X

SPACE SWAP

1 2 3

4 5 6

7 8 9

0

ENTER

SHIFT

CLRDEL

WX RADAR HoneywellPUSH SECT VHF

ModeSIMP

SquelchMED

PowerMED

EmissUV

FIGURE 02-23-15-04 FREQUENCY CHANGE ON THE HF PAGE

NOTE

Only preset frequency can be tuned. To become active, it has to be swapped with the active frequency.

or

E F

K L

Q R

W X

SPACE SWAP

1 2 3

4 5 6

7 8 9

0

ENTER

SHIFT

CLRDEL

WX RADAR HoneywellPUSH SECT NAV/ADF

ATC/TCAS HF SAT

HF1

1203515688

VHF

ModeSIMP

SquelchMED

PowerMED

EmissUV

FIGURE 02-23-15-05 FREQUENCY SWAPPING ON THE HF TAB

MKB SHORT-CUT

Pressing the HF short-cut on the Multifunction KeyBoard (MKB) will bring the CCD cursor to the onside HF field on the RADIOS window.

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DASSAULT AVIATION Proprietary Data

ID

HSI RANGE

SEC T

AUTO

STBY

OFFOVRD

TILT

GAIN

WX RADAR HoneywellPUSH SECT

VHF HF SAT ATC ADF NAV

ATCTCAS TRFC CRS

SHOW DIRTO

TERRINHIB

G/SINHIB

NAV/ADF

ATC/TCAS HF SAT

HF1

1203515688

VHF

ModeSIMP

SquelchMED

PowerMED

EmissUV

1354718152

ModeSIMP

SquelchMED

PowerMED

EmissUV

21557TR

HF2

FIGURE 02-23-15-06 MULTIFUNCTION KEYBOARD SHORT-CUT TO HF1 (LH PDU)

HF MODES

Several settings are available on the HF page. A menu is attached to each of them and will be pulled down by clicking <ENTER> on the Cursor Control Device (CCD) when the cursor is on the concerned field:

NAV/ADF

ATC/TCAS HF SAT

HF1

1203515688

VHF

ModeSIMP

SquelchMED

PowerMED

EmissUV

1354717434

ModeSIMP

SquelchMED

PowerMED

EmissUV

HF2

OFF

HIGH

LOWMED

UV

FIGURE 02-23-15-07 SQUELCH MENU FOR HF

- Squelch (noise suppressor) can be set to OFF, LOW, MED, or HIGH (active frequency),

- Power selection will set the emission power at LOW, MED or HIGH (active frequency),

- Mode relates to in SIMP (simplex), DUPL (duplex), EMER (emergency) or MAR (maritime) channels (preset frequency),

- Emiss (emission) mode can be UV (upper side band and voice mode, default mode), LV (lower side band and voice mode), AM (amplitude modulation), LD (lower side band and data mode) or UD (upper side band and data mode). LD and UD modes are selectable but not operational.

HF emission mode is repeated in green letters at the top of the corresponding HF frequency box.

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When DUPLEX mode is selected, the transmission and the reception frequencies are denoted by T (Transmit) and R (Received) indications at the top of the concerned HF box.

NAV/ADF

ATC/TCAS HF SAT

HF1

1203515688

VHF

ModeSIMP

SquelchMED

PowerMED

EmissUV

1354718152

ModeDUPL

SquelchMED

PowerMED

EmissUV21557T

R

HF2

UV

UV

FIGURE 02-23-15-08 HF DUPLEX MODE

When MAR or EMER modes are selected, the preset frequency field will display a single channel; MAR or EMER will appear in cyan inside the HF box.

NAV/ADF

ATC/TCAS HF SAT

HF1

24020401

VHF

ModeMAR

SquelchHIGH

PowerMED

EmissUV

MAR

NAV/ADF

ATC/TCAS HF SAT

HF1

240201

VHF

ModeEMER

SquelchHIGH

PowerMED

EmissUV

EMER

UVUV

FIGURE 02-23-15-09 MAR AND EMER MODES FOR HF

NOTE

When transmitting in Power set on "HIGH", a HF tone may be activated in the frequency between 4 and 5.5 MHz.

In that case, set Pwer on "MED" or "LOW" in order to recorver HF use.

A SELCAL function enables the pilot to receive a selective call from a HF or a VHF frequency control.

The pilots will hear a gong associated with a HF .. SELCAL or VHF .. SELCAL CAS message, the green lights on the MIC and AUD pushbuttons (audio panel) flash until MIC pushbutton is pressed.

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RECEIVING

To receive, each crew member must select the HF he wants to listen to by pressing on the corresponding HF pushbuttons on the AUDIO panel.

For more information, refer to sub-section 02-23-05.

TRANSMITTING

To position the HF frequency, the pilot has to press the Push-To-Talk (MIC) selector, and wait for the audio signal to silent which confirms that the HF radio is positionned.

The HF transmission selection is done on the AUDIO panel by pushing the corresponding MIC selectors. To transmit, press (during more than 2 sec) the Push-To-Talk (MIC) pushbuttons as described in sub-section 02-23-10.

During transmission, TX will appear:

- on the AUDIO panel readout display,

- on the Permanent Radio Bar (PRB) at the top of the corresponding HF field,

- on the HF page of the RADIOS window, at the top of the corresponding HF field.

118.715134.200

VHF2

1203521554

HF2

ATC112771267

TA/RA

FIGURE 02-23-15-10 TRANSMISSION INDICATION OF HF 2 ON THE PERMANENT RADIO BAR

NOTE

There is a possibility of bad HF initialisation. It is recommended to power the HF only after avionics initialization.

It is recommanded to wait 5 seconds between swapping of HF frequency and pushing the HF Push-To-Talk button

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INTENTIONALLY LEFT BLANK

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INTRODUCTION

NAV (ILS / VOR / VOR-DME / VORTAC and TACAN) and ADF tuning and modes controls are done through the Cursor Control Device (CCD) or the Multifunction KeyBoard (MKB) either:

- on the Permanent Radio Bar (PRB),

- on the NAV / ADF tab of the RADIOS window.

NAV (ILS / VOR / VOR-DME / VORTAC AND TACAN)

NAV TUNING

Permanent Radio Bar (PRB)

On the Permanent Radio Bar of the HSI, each crew member can visualize his NAV frequencies through the pull down menu of the customized field:

FIGURE 02-23-20-01 PULL DOWN MENU FOR NAV SELECTION (LEFT HAND PRB)

Once the cursor is on the NAV field, tune the preset frequency - by rotating the knob on the CCD base (outer ring for units, inner for decimals), - or by dialing the frequency on the MKB and pressing <ENTER> to validate

Swap on request between active and preset frequencies, by clicking <ENTER> on the CCD or pressing the SWAP pushbutton on the MKB, as for the VHF and HF frequency swapping.

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RADIOS window

NAV 2 activefrequency

NAV 1 presetfrequency

NAV 2 presetfrequency

NAV 1 activefrequency

NAV 2 DME-Hold check box

NAV 1 DME-Hold check box

ADF 1 menu(active mode

selection)

ADF 2 menu(active mode

selection)

ADF 2 active frequency

ADF 1 activefrequency

FIGURE 02-23-20-02 NAV / ADF TAB ON THE RADIOS WINDOW

When on the NAV / ADF page, position the cursor on the desired NAV field, and do as on the Permanent Radio Bar (PRB) through the CCD or the MKB.

orE F

K L

Q R

W X

SPACE SWAP

1 2 3

4 5 6

7 8 9

0

ENTER

SHIFT

CLRDEL

WX RADAR HoneywellPUSH SECT NAV/ADF

NAV1

HFVHF

DME-H

AUTO

Marker

LOWHI110.10

116.35H111.30

ATC/TCAS SAT

NAV2

FIGURE 02-23-20-02 FREQUENCY CHANGE ON THE NAV / ADF TAB

NOTE

Only preset frequency can be tuned. To become active, it has to be swapped with the active frequency.

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orE F

K L

Q R

W X

SPACE SWAP

1 2 3

4 5 6

7 8 9

0

ENTER

SHIFT

CLRDEL

WX RADAR HoneywellPUSH SECT NAV/ADF

NAV1

HFVHF

DME-H

AUTO

Marker

LOWHI110.10

116.35H111.30

ATC/TCAS SAT

NAV2

FIGURE 02-23-20-03 FREQUENCY SWAPPING ON THE NAV / ADF PAGE

If the entered frequency is out of range, the field flashes reverse video cyan for few seconds and then reverts to previous value.

MKB short-cut

At anytime, pressing the NAV short-cut on the MKB will position the CCD cursor on the Permanent Radio Bar, on NAV1 on the left hand PDU and NAV2 on the right hand PDU. If NAV (1 or 2) is not displayed at that time, it will appear automatically.

ID

HSI RANGE

SECT

AUTO

STBY

OFFOVRD

TILT

GAIN

WX RADAR HoneywellPUSH SECT

VHF HF SAT ATC ADF NAV

ATCTCAS TRFC CRS

SHOW DIRTO

TERRINHIB

G/SINHIB

121.50121.85

VHF2

109.70108.75

NAV2

ATC112771505

ALTOF

FIGURE 02-23-20-04 MKB SHORT-CUT TO NAV (RIGHT HAND PDU)

NAV MODES

Several modes are available for the NAV setting: DME-H, Auto and Marker.

DME-H mode

This function holds a DME station frequency in memory and makes selection of another NAV frequency possible. When selected, a green H and the frequency of the held station will appear below the DME-H field.

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128.97131.20

VHF1

110.10116.35

NAV1

ATC112777000

STBY

H111.30

25

NAV/ADF

NAV1

HFVHF

DME-H

AUTO

Marker

LOWHI110.10

116.35H111.30

ATC/TCAS SAT

FIGURE 02-23-20-05 DME FREQUENCY 111.30 MHZ HOLD

AUTO mode

The AUTO mode enables the FMS to auto-tune the NAV frequency. Manually tuning the frequency deselects the AUTO mode if engaged.

NAV/ADF

NAV1

HFVHF

DME-H

AUTO

Marker

LOWHI108.75

115.70H111.30

ATC/TCAS SAT

NAV2DME-H

AUTO

Marker

LOWHI108.10

113.85H111.30

FIGURE 02-23-20-06 SELECTING THE AUTO MODE ON NAV 2

NOTE

The AUTO mode is disconnected when a VOR/ILS CDI is manually selected on the HSI.

Once the VOR/ILS CDI is removed Auto-tuning becomes active again, if previously selected. The default state is not selected.

Marker

HI or LOW marker selection is set marker sensitivity. Listening to the marker audio can be done by pressing the MKR pushbutton on the AUDIO panel.

Refer to sub-section 02-23-05.

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ADF

ADF TUNING

To tune the active frequency, position the CCD cursor on the desired ADF field (1 or 2), and set the frequency by rotating the knob of the Cursor Control Device base (CCD) {inner ring for decimals and units (by increment of 5) and outer ring for tens} or by dialing on the Multifunction KeyBoard (MKB).

or

E F

K L

Q R

W X

SPACE SWAP

1 2 3

4 5 6

7 8 9

0

ENTER

SHIFT

CLRDEL

WX RADAR HoneywellPUSH SECT

ADF1 ModeVOICE

VOICE390.5

ADF2 ModeADF

ADF390.5

FIGURE 02-23-20-07 TUNING THE ADF 1

NOTE

This is the only case where active frequency can be tuned.

At anytime, pressing the ADF short-cut on the MKB will position the cursor on the Permanent Radio Bar, on ADF1 on the left hand PDU or ADF2 on the right hand PDU.

ID

HSI RANGE

SECT

AUTO

STBY

OFFOVRD

TILT

GAIN

WX RADAR HoneywellPUSH SECT

VHF HF SAT ATC ADF NAV

ATCTCAS TRFC CRS

SHOW DIRTO

TERRINHIB

G/SINHIB

121.50121.85

VHF1

417.5ATC1

12771267TA/RA

ADF1

FIGURE 02-23-20-08 MKB SHORT-CUT TO ADF 1 (LH PDU)

ADF MODES

The ADF can be operated through four modes, which can be selected on the pull-down menu on the PRB or RADIOS window:

- VOICE mode opens the IF bandwidth for improved audio fidelity. It serves no navigation purpose,

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- BFO (Beat Frequency Oscillator) mode adds a tone that can be heard in the ADF receiver when the carrier is on. BFO are used for receiving transmitters that do not have the tone put in such as coastal or maritime stations,

- ANT mode receives the ADF station signal only and does not compute bearing: it is used for identifying the station,

- ADF mode receives the ADF station signal and displays the relative bearing to station: the bearing pointer appears on the compass rose on LF or RH PDU (normal operation).

Voice, BFO, ANT and ADF will appear at the top of the ADF box when selected.

AUTO LOW116.35

NAV2DME-H

AUTO

Marker

LOWHI108.10

113.85H111.30

ADF1 ModeVOICE

VOICE429.5

ADF2 ModeADF

ADF417.5

Voice

ADF

BFOANT

FIGURE 02-23-20-09 ADF MODES SELECTION

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INTRODUCTION

The Communication Management Function (CMF)/Airborne Flight Information System (AFIS) is an option not part of basic certification.

The CMF/AFIS consists of the following airplane components:

- Communication Management Unit (CMU),

- Satellite Data Unit (optional),

- High Power Amplifier (optional),

- Satellite Antenna (optional),

- VHF3 in data mode (optional)

The CMF formats data for sending to the ground from the airplane using the VHF or satellite network. The CMF incorporates a data quality transceiver. The transceiver is tuned automatically by the CMF to use the appropriate VHF ground station for the purpose of transmitting data to and receiving data from the Global Data Center (GDC) while in flight.

The CMF can be interfaced to one printer.

To access to the AFIS function with VHF3, select on PDU via then select

VHF tab and click DATA Mode for VHF 3.

FIGURE 02-23-30-00 RADIO TAB VHF 3

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To access the AFIS function with SATCOM, select CMF/AFIS on MDU via then select

STATUS/CONFIG tab and click Auto in Satellite Links field.

When both VHF3 and SATCOM are installed, VHF3 will be automatically selected, unless VHF3 cannot receive data anymore or SATCOM is forced.

Only one CMF/AFIS window is allowed in an MDU at a time.

The AFIS window provides six main tabs:

- Status/Config (default tab),

- Winds,

- Term XW,

- SIGMETS,

- Rx Msg,

- Tx Msg.

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STATUS / CONFIG TAB

FIGURE 02-23-30-01 STATUS/CONFIG TAB

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

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WINDS TAB

FIGURE 02-23-30-02 WINDS TAB

This tab is used to request and display wind information. The left area is used to request wind reports. The five fields default to white dashes. Upon the entry of an identifier, the soft key becomes selectable (cyan). Deleting an entry return the field to dashes. Selecting Update transmits a request to the GDC for a wind update for all the listed stations. If the CMF function has failed, the soft key remains unselectable.

NOTE

When have been selected it is necessary to wait few seconds for the GDC to send back the data. Each time Update is selected, the GDC charges for the service.

Once the wind data is returned “NEW WINDS AVAIL” message is displayed (on I-NAV). The View Report column contains a text box listing the available wind reports. Each station which has an associated wind report is displayed in green (up to five). If there are no available reports, the text box and the data field on the right are blank. The first available report in the list is default to selected. If the available data exceed the displayable area, a scroll bar is displayed.

selection is not available.

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TERM WX TAB

FIGURE 02-23-30-03 TERM WX TAB

This tab is used to request and display Terminal weather information. The left area is used to request Wx reports, the five fields initially default to white dashes and the soft key is unselectable.

selection is not available. Upon the entry of an identifier, the soft key becomes selectable. Deleting an entry returns the field to dashes. Selecting transmits a request to the GDC for a weather update for all the field stations. If the CMF function has failed the soft key remains unselectable. Once the weather data has been returned NEW WX REPORTS AVAIL message is displayed. The View Report column contains a text box listing the available Wx reports. Each station which has an associated Wx report is displayed in green (up to five). If there are no available reports the text box and the data field are blank. The first available report in the list defaults to selected. The selected station ident and the date are displayed above the data in green. The weather data is displayed in green. If the available data exceeds the displayable area, a scroll bar is displayed.

selection is not available.

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SIGMETS TAB

FIGURE 02-23-30-04 SIGMETS TAB

This tab is used to request and display SIGMETS information. The From box is defaulted to the origin and the To box is defaulted to the destination. If the origin or destination are not available the fields default to white dashes. Deleting an entry returns the field to dashes. When the From and To boxes have been filled up, the soft key becomes selectable. If the CMF is failed, the soft key remains unselectable. Selecting Update transmits a request to the GDC for the specified SIGMETS. Once the SIGMETS data is return, “NEW SIGMETS AVAILABLE” is displayed. If the available data exceeds the displayable area, a scroll bar is displayed.

selection is available in a next certification.

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RX MSG TAB

FIGURE 02-23-30-05 RX MSG TAB

This tab allows the managing of received messages. When a message is received, NEW MESSAGE AVAILABLE is displayed. The received message, current message and the total number of message are displayed in green. The Prev and Next soft key are used to navigate through all messages. If a message contains more text than displayable, a scroll bar is displayed. Selecting removes the currently displayed message and displays the next available message if existing.

selection is available in a next certification.

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TX MSG TAB

FIGURE 02-23-30-06 TX MSG TAB

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

selection is available in a next certification.

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CAS MESSAGES

CAS MESSAGES DEFINITION

AUDIO .. FAIL Failure of audio (1/2) control panel

HF .. FAIL On ground, HF (1/2) failure

VHF COM .. FAIL MRC has detected a VHF COM (1/2/3) failure (Third audio is optional)

VHF .. OVHT VHF COM (1/2/3) has suffered an over temperature condition, (Third VHF is optional)

RADIO CABINET .. FAIL Failure of radio cabinet (1/2) and all its functions (COM/NAV/ADF/DME/ATC) are lost

RADIO CABINET .. OVHT Overheating of radio cabinet (1/2) and all its functions (COM/NAV/ADF/DME/ATC) are lost

AUDIO 3 FAIL Optional AUDIO panel is failed

CABIN CALL A call from the cabin (option)

HF .. FAIL Failure of HF (1/2)

HF .. SELCAL HF SELCAL (1/2)

VHF .. SELCAL VHF SELCAL (1/2/3) (Third audio is optional)

SATCOM FAIL Failure of satellite communication phone call system (option)

SATCOM INCOMING CALL Indicates a satellite communication phone call is being received (option)

SATCOM INCOMING FAX Indicates a fax transmission is being received (option)

DATA COM DNLINK MESSAGE A data link message is down-linked through digital radio (option)

DATA COM 1+2 FAIL Failure of data link function of the digital VHF (option)

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INTENTIONALLY LEFT BLANK

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02-24 ATA 24 – ELECTRICAL POWER

02-24-00 TABLE OF CONTENTS

02-24-05 GENERAL

Introduction Sources Equipment location

02-24-10 DESCRIPTION

Generation Distribution Operation

02-24-15 CONTROL AND INDICATION

Control Indication

02-24-20 SYSTEM PROTECTION

Introduction Batteries Generators and APU Circuit breakers

02-24-25 NORMAL OPERATION

Introduction Ground operation with GPU plugged (MINI LOAD MASTER ON) Ground operation with APU operating (LH AV, RH AV and MINI LOAD MASTER ON) Normal flight operation

02-24-30 ABNORMAL OPERATION

Introduction BUS tieding and untieding policy Erroneous indication Battery 1 overheat GEN 2 failure CAS messages

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INTENTIONALLY LEFT BLANK

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INTRODUCTION

The F2000EX EASy uses DC power for control, operation and indication of the various systems installed in the airplane.

The electrical power supply system consists of a 28 VDC on-board generation system designed to minimize electrical fluctuation and power interruption. It supplies, controls and distributes DC power to the on-board electrical equipment through three main buses (LH, ESS and RH buses).

Most of the avionics equipment is master switched on these respective buses: LH AV MASTER, MINI LOAD MASTER and RH AV MASTER.

The Median (MD) bus is used for liaison purpose.

The system is powered by two engine-driven generators and two batteries.

It can also be supplied by an Auxiliary Power Unit (APU) driven generator.

On ground, it can be supplied by an external DC Ground Power Unit (GPU).

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DC supplyoverhead panel

Master switchesCircuit breakersoverhead panel

ELEC, STATand TESTsynoptics

CAS windows

FIGURE 02-24-05-00 FLIGHT DECK OVERVIEW

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SOURCES

DC SOURCES AC SOURCES

INTERNAL

- two 36 Ah batteries

- two 12 kW engine-driven generators

- one 9 kW (300 A) APU-driven starter generator

- 1 Secondary Flight Display (SFD) battery: HORIZ BAT

- 1 auxiliary battery: AUX BAT (option)

- 3 batteries for the emergency lighting system

- 4 buffer batteries for LH DU, UP DU, MAU1 and MAU2.

- 4 NIC batteries, one batterie per NIC/PROC module of each channel of MAU.

- equipment requiring alternating current is equipped with built-in inverters

- passenger convenience items can be powered by inverters on a dedicated network

EXTERNAL - Ground Power Unit (GPU)

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EQUIPMENT LOCATION

FIGURE 02-24-05-01 EQUIPMENT LOCATION

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GENERATION

MAIN BATTERIES

On ground, two 24 V (36 Ah) Ni-Cad batteries provide the primary source of DC power to the entire distribution system prior to APU starting. The BAT 1 supplies electrical power for starting the APU. As soon as one generator is connected, batteries are reloading and flatten generator electrical spikes. They are also capable of an emergency in-flight source of power for a limited period if all engine-driven generators fail. In that case, battery autonomy would be around 78 min (including 5 troubleshooting minutes) with maximum load shedding. The batteries are located in the forward servicing compartment accessible through the forward servicing compartment door. The batteries are ventilated, on the ground, by a battery-powered blower and by aerodynamic air flow in flight. During ground operation, the battery blower is operational when the BAT 1 switch is on.

NOTE

Very low-charged batteries cannot be connected to the buses, as their contactors need at least 18 VDC to close.

OTHER BATTERIES

Three batteries supply the emergency lights. One HORIZ BAT battery supplies Secondary Flight Display (SFD) in case of loss of LH bus for approximately 2 h 40 min. One AUX BAT battery when installed, may supply dedicated equipment. Four MAU-DU BAT buffer batteries supply the LH DU, UP DU, MAU1 and MAU2 so as to prevent them from dimming when the APU starts due to voltage drop . One of these supplies the Centralized Maintenance Computer (CMC) during shutdown. Four NIC batteries supply the NIC/PROC module of each chanel of MAU. Except for the batteries of emergency lights and NIC/PROC module, all battery voltages are monitored and indicated in the TEST synoptic page. The batteries of emergency lights can be checked by a three-position OFF-ON-ARM EMERG LIGHTS switch located on the overhead panel.

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ENGINE-DRIVEN GENERATORS

Engine-driven rectifier alternators are driven by the accessory gear box of each engine. A shear shaft in the generator prevents damages to the accessory gearbox in case of generator seizure. A damper in the generator shaft prevents from vibrations. They are rated at 12 kW and regulated at 28.5 VDC by their associated Generator Control Unit (GCU).

APU GENERATOR

The Auxiliary Power Unit (APU) is equipped with a starter-generator. On ground, it is capable of power the entire DC electrical system, in addition to charging batteries. It is rated at 9 kW and regulated at 28.5 VDC by its associated GCU.

ENGINE-DRIVEN GCU

The two Generator Control Units (GCU) provide current and voltage control and protection for their associated generator:

- Control: the GCU regulates the voltage at 28.5 VDC. It monitors the output current in order to comply with peak power protection (above 400 A). It also provides generator output control in order to balance the voltage between several generators, when connected in parallel.

- Protection: the GCU automatically disconnects its associated generator after debounce when the electric load limit is reached or overvoltage.

APU-DRIVEN GCU

The APU Generator Control Units (GCU) provides current and voltage control and protection for its associated generator:

- Control: the GCU regulates the voltage at 28.5 VDC and monitors the output current to 300 A, with a maximum of 350 A for one minute. It also provides generator output control in order to balance the voltage between several generators, when connected in parallel.

- Protection: the GCU automatically disconnects the generator when the electric load limit is reached or overvoltage.

It also controls APU start sequence.

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GPU

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

FIGURE 02-24-10-00 GPU RECEPTACLE LOCATION

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DISTRIBUTION

GENERAL

DC power distribution is separated into three independent buses, allowing redundantly powered systems to continue to safely operate if one bus fails. The distribution system consists of 5 distinct buses:

- battery bus, - ESSential bus (A5, ESS), - MD bus (connects battery 2 to RH or ESS buses), - LH bus (A1, A2, A3, CABIN), - RH bus (B1, B2, B3, GALLEY).

FIGURE 02-24-10-01 ELECTRICAL SYSTEM DIAGRAM

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The battery bus is powered as soon as the battery 1 is installed and plugged in. Regardless of battery switch position, the battery bus provides electrical power directly to:

- the fueling panel, - the emergency slat control circuit, - the APU starter circuit, - the engine FIRE extinguishers secondary discharge, - the fuel shut-off valves, - LIGHT 1 and LIGHT 2, main access door, available if at least one of the five trip

magnetic switches is selected to on. Most of the avionics equipment is connected to the main buses through master-switches located on the overhead panel:

FIGURE 02-24-10-02 OVERHEAD PANEL

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LH BUS ESS BUS RH BUS

- ACP 3

- Data loader

- LSS (option)

- RAD ALT 1

- TCAS

- Weather Radar

- ADF 1

- ADM 1

- ATC 1

- CCD LH (one channel)

- CCD RH (one channel)

- DME 1

- GP LH

- LH DU

- MAU 2 channel B

- MKB LH

- UP DU

- VOR 1

- ADF 2

- ADM 2

- ATC 2

- AFCS channels A+B

- AP servomotors

- CCD LH (one channel)

- CCD RH (one channel)

- DME 2

- GP RH

- LW DU

- MAU 1 channel B

- MAU 2 channel A

- MKB RH

- RAD ALT 2

- RH DU

- VHF 3 (option)

- VOR 2

- Yaw Damper

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LH BUS ESS BUS RH BUS a 1 ESS b 1

- AOA HEAT (LH) - BOOST 1 - CAB LAV MASTER - CABIN PRESS - COND'G CABIN - ENG 1 EDU - EXT LIGHTS (LH) - FLAP A/B INDIC - FUEL 2 SHUT OFF - HUD HGS (option) - HUD OHU (option) - HYDR 1 INDIC - INSTR BAT (ST BY) - L/G CONTROL - LANDING LH - LO FUEL - NAV - NOSE WHL 1 - O2 BOX LH - OIL LH - PITOT HEAT (LH) - READING CKPT (LH) - REVERSE 1 ARM - REVERSE 1 DEPLOY - STATIC HEAT (LH) - TRIM AILERON - WSHLD FRONT LH

- A/B CONTROL - ADF 1 - ADM 1 - ANTICOL FIN - APU - APU DETECT - APU EXTING - ATC 1 - BLEED HP 1 - BLEED HP 2 - BLEED MONIT (ST BY) - BOOST 2 - BRAKE CMPTR 1 - CCD LH (one channel) - CCD RH (one channel) - COND'G MAN - DETECT 1 - DETECT 2 - DME 1 - DU LH - DU UP - FADEC A LH - FLAP CONTROL - FUEL CMPTR (LH) - GP LH - HYDR ISOL - ICS LH - ICS RH (ST BY) - IGNITION 1 A - IGNITION 2 A - IRS 1 - L/G EMERG - MAU 1 CH A - MKB LH - MRC 1 NIM - O2 BOX RH - OVERHEAD LH - …/…

- ADF 2 - ADM 2 - AOA HEAT (RH) - AFT SIDE WINDOW - AIL FEEL - ATC 2 - AUTO SLAT (RH) - BAG COMPT - BOOST 2 (ST BY) - BRAKE CMPTR 2 - CAB AC MASTER - CCD LH (one channel) - CCD RH (one channel) - COND'G CREW - CREW CALL - ENG 2 - ENG 2 EDU - ENG VIBR - EXTING 1 - FADEC A RH - FLIGHT RECORDER - FUEL CMPTR (RH) - GP RH - IRS2 - L/G INDIC - MAU 1 CH B - MAU 2 BAT - MKB RH - OIL RH - OVERHEAD RH - READING CKPT (RH) - STAB NORMAL - STROBE - TAXI - TCU RH - VALANCE - WARN B AUDIO - WARN B EXT - WARN RH ESS/B (*) - WIPER RH

(*) backup powered breakers (red extension on circuit breakers panel)

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LH BUS ESS BUS RH BUS a 2 ESS (cont'd) b 2

- AUTO SLAT (LH) - AV MASTER (LH) - BELTS NO SMK'G - BRAKE 2 ST BY - DU BAT (LH) - DU BAT (UP) - DV WINDOW - ENG1 - ENTRY/CEILING - EXTING 2 - FADEC B LH - FLIGHT RECORDER (ST

BY) - HF 1 - ICS 3 - IGNITION 1 B - IRS 3 - MAU 1 BAT - PRV1 - RAD ALT 1 - REV PANEL - SHIELD - TCAS - TEMP PROBE - WARN A

- PITCH FEEL - PITOT (ST BY) - PRESS MONIT - PUMP (ST BY) - STAB EMERG - START 1 - START 2 - TCU LH - TRANSFER - TRIM RUDDER - VDR 1 - VHF 1 - VOICE RECORDER - WARN ESS AUDIO - WARN ESS EXT - WARN LH ESS/B* - WINGS - WIPER LH - XBP

- AFCS CH A - AFCS CH B - ANTICOL BELLY - AP TRIM - AP SERVO - AV MASTER (RH) - BLEED MONIT - BOOST 1 (ST BY) - CREW SEATS - DRAIN HEAT - DU RH - EMERG LIGHT (*) - EXT LIGHTS (RH) - FADEC B RH - FLASH LIGHT - FUEL 1 SHUT OFF - FUEL APU SHUT OFF - GALLEY MASTER - HF 2 - HYDR 2 INDIC - ICS RH - IGNITION 2 B - INSTR - LANDING RH - MAU 2 CH A - ML MASTER (RH) - MRC 2 NIM - NOSE CONE FAN - NOSE WHL 2 - PITOT HEAT (RH) - PRESSURE FUELING - PRINTER - PRV 2 - RAD ALT 2 - REVERSE 2 ARM - REVERSE 2 DEPLOY - ROLL EMERG - STATIC HEAT (RH) - VHF 2 - WSHLD FRONT RH - YD

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LH BUS ESS BUS RH BUS a 3 a 5 b 3

- WINDSHIELD (LH) - ST-BY PUMP - WINDSHIELD (RH)

a 4

- AC SYSTEM (option)

No breakers are connected to MD bus.

OPERATION

ON GROUND

When GPU is connected, all buses are automatically tied. RH and LH buses could be untied by selecting LH or RH ISOL pushbutton.

NORMAL FLIGHT

The bus tied rotary switch is in vertical position, ESS and MD buses are untied. RH and LH ISOL pushbuttons are set to tied (status light unlighted), LH bus is tied to ESS bus, RH buses tied to MD bus.

ABNORMAL CONDITIONS

In case of one generator failure, the battery supplies that bus.

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INTENTIONALLY LEFT BLANK

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CONTROL

FIGURE 02-24-15-00 OVERHEAD PANEL DURING NORMAL FLIGHT CONFIGURATION

SYNTHETIC TABLE

TO ACTIVATE CONTROL FUNCTION

TO DEACTIVATESYNOPTIC

On: contactor is closed

two-position trip magnetic

switch

Connected

Off: contactor is open and

engine stopped or GPU is On

two-position trip magnetic

switch

- GEN 1 connects generator 1 to the LH bus

- GEN 2 connects generator 2 to the RH bus

- trip automatically to down position when the GCU detects an anomaly (over voltage, over current)

- act as reset switches when the fault is cleared (only one reset attempt is allowed)

Disconnected

Abnormal situation:

contactor is open and engine is running and

there is no GPU

GEN1

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TO ACTIVATE

CONTROL FUNCTION TO DEACTIVATE

SYNOPTIC

- BAT 1 connects battery 1 to the ESS bus

Contactor closed and GPU is off

(except GPU-powered APU

starting)

BAT1

NOTE

Battery 1 supplies the battery bus whatever battery switch position

Contactor open and GPU is on (except during APU starting)

Connected

Abnormal situation:

contactor open without GPU

Abnormal situation:

contactor is closed and GPU is on

two-position trip magnetic

switch

two-position trip magnetic

switch

- BAT 2 connects battery 2 to the MD bus

- trip automatically to down position when the system detects an anomaly (high reverse current)

- act as reset switches when the fault is cleared

Disconnected

Abnormal situation:

overheating BAT1

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TO ACTIVATE

CONTROL FUNCTION TO DEACTIVATE

SYNOPTIC

contactor closed

(below

35,500 ft)

Connected

contactor closed

(above

35,500 ft)

contactor open (APU stopped or GPU is on)

two-position trip magnetic

switch

- connects the APU generator to the ESS bus

- trips automatically to down position when the GCU detects an over-voltage,

- acts as a reset switch when the fault is cleared (only one reset attempt is allowed)

Disconnected

Abnormal situation:

contactor open with APU

running and no GPU

Push On

On: airplane powered by

GPU on ground

light

pushbutton

ON GROUND ONLY:

- disconnects the batteries from their respective buses, independently from BAT magnetic switch position

- ties up all buses whatever BUS TIED rotary switch position

- allows GPU to supply all buses

Push Off

Off: airplane not powered by

GPU

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TO ACTIVATE

CONTROL FUNCTION TO DEACTIVATE

SYNOPTIC

Contactor

normally tied

Turn horizontally

Abnormally untied (rotary switch horizontal or

EXT POWER pushed on)

Contactor

normally untied

BUS TIED

rotary switch

- ties up ESS (left side) and MD (right side) buses

Turn

vertically

Abnormally tied (rotary switch

vertical with no GPU)

Contactor

closed

Push on Contactor

abnormally isolated

Contactor

normally isolated

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

Push off

Contactor abnormally closed

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TO ACTIVATE CONTROL FUNCTION

TO DEACTIVATE SYNOPTIC

Push on (connected)

- sheds cabin optional equipment load from the LH bus

Push off (shed)

No specific indication on the ELEC synoptic

Push on (connected)

- supplies power to LH AV equipment

Push off (shed)

No specific indication on the ELEC synoptic

Push on (connected)

- supplies power to MINI LOAD equipment

Push off (shed)

No specific indication on the ELEC synoptic

Push on (connected)

- supplies power to RH AV equipment

Push off (shed)

No specific indication on the ELEC synoptic

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TO ACTIVATE

CONTROL FUNCTION TO DEACTIVATE

SYNOPTIC

Push on (connected)

- sheds galley equipment load from the RH bus

Push off (shed)

No specific indication on the ELEC synoptic

Switch

ARM

(in flight normal

position)

Switch

ON

(test position)

switch

- ON: Illuminates EMERG lights and checks their three batteries

Switch

OFF

No specific indication on the ELEC synoptic

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INDICATION

Electrical system indications are displayed on two pages on the MDU:

- ELEC synoptic,

- STAT synoptic.

FIGURE 02-24-15-01 ELECTRICAL SYNOPTIC

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EXAMPLES OF BATTERY TEMPERATURE INDICATION

Warm temperature:indication displayed

on amber background

Invalid dataHot temperature:indication displayedon red background

FIGURE 02-24-15-02 BATTERY TEMPERATURE INDICATION

For each battery, temperature indication is given by the pointer position on an analog scale and by digital readout. When the airplane is not equipped with temperature control (lead acid batteries), none of the above symbols and indication are displayed (option). The scale is colored in white below 49°C, in amber between 49°C and 71°C and in red above 71°C.

EXAMPLES OF BATTERY AMMETER

Normal valuesdisplayed in green

Abnormal valuesdisplayed in amber

Invalid data

FIGURE 02-24-15-03 BATTERY AMMETER

For each battery, current indication is given by the pointer position on an analog scale and by digital readout. The scale is colored in amber below – 300 A and, when APU is not starting, above + 45 A ; otherwise in white.

NOTE

A negative current designates a charging current.

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EXAMPLES OF DC GENERATOR AMMETER

Normal valuesdisplayed in green

Abnormal valuesdisplayed in amber

Invalid data

FIGURE 02-24-15-04 DC GENERATOR AMMETER

NOTE

For any generator or battery, 0 A is displayed on synoptic ammeters when actual current is between - 10 A and + 10 A.

Current indication is displayed by the pointer position on an analog scale and by digital readout. For both engine-driven generators, indication is permanent and the scale is colored in amber:

- on ground, above 300 A, - in flight, above 400 A.

For the APU generator, the ammeter is displayed in grey when the APU MASTER pushbutton is ON. Then, above 99% APU N1, the colored indication is displayed. Amber limitations are displayed:

- up to 10,000 ft, above 300 A, - between 10,000 ft and 25,000 ft, above 250 A, - above 25,000 ft, above 200 A.

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EXTERNAL POWER AMMETER

Normal valuesdisplayed in green

Abnormal valuesdisplayed in amber

Invalid data

FIGURE 02-24-15-05 DC EXTERNAL POWER AMMETER

For the external power ammeter, current indication is displayed on a digital readout when, on ground, EXT POWER light pushbutton is pushed on. The green display turns amber if current exceeds 300 A, except during GPU-powered APU starting (thresholds are modified with GPU batteries charging option).

STARTING PHASE

White START is placed under the APU ammeter during APU start. Amber START is placed under the APU in case of abnormal electric power supply.

FIGURE 02-24-15-06 STARTING PHASE

During the APU starting phase, the battery color code of the ELEC synoptic is specific:

- , BAT 1 contactor opens during APU start, whenever another electrical power is connected to buses (though contactor is open, ammeter deviates during APU start) and GPU is not connected. The symbol turns amber to indicate abnormal closed contactor.

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- BAT1 , BAT 1 contactor closes if none electrical power is connected or during GPU assisted APU start. The symbol turns amber to indicate abnormal open contactor.

- , BAT 2 contactor opens during APU start. The symbol turns amber to indicate abnormal closed contactor.

EXAMPLES OF LH AND RH BUSES VOLTMETER

Normal valuesdisplayed in green

Abnormal valuesdisplayed in amber

Invalid data

FIGURE 02-24-15-07 BUSES VOLTMETER

LH and RH buses are permanently monitored through two voltmeters displayed in the synoptic page. The ESS bus voltmeter is displayed when essential and LH buses are untied. The MD bus voltmeter is displayed when MD bus (and its battery 2) is isolated from both ESS and RH buses. When a generator supplies the bus, the range of the analog scale is colored in amber below 25 V and above 30 V. This range is different in case of other electric configuration (bus supplied by batteries only, APU starting, …).

NOTE

Electrical information is also available on the STAT synoptic.

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STATUS SYNOPTIC

System failure area Failure consequence area

Buses voltageandgeneratorscurrentindications

FIGURE 02-24-15-08 STATUS SYNOPTIC

TEST SYNOPTIC

FIGURE 02-24-15-09 TEST SYNOPTIC

To check MAU / DU BAT or HORIZ BAT, ..., place the CCD cursor on the respective soft key and keep the <enter> button pressed to have indications displayed. Normal values appear in green while too low or too high values appear in amber.

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INTRODUCTION

Feeder cables are protected by current fuses located inside the two main electrical boxes.

Circuit protection is provided by conventional trip-free circuit breakers located on the circuit breakers panel.

The circuit breakers panel is divided into different sections. Each section, delimited by different colored frames, corresponds to airplane major systems.

In case of failure of one engine-driven generator, certain items, not essential for the flight, are automatically load-shed.

The auto load-shed system is disabled when the airplane is on the ground, allowing normal operation of all cabin facilities.

The BUS TIED rotary switch normal flight position is vertical, isolating left side buses from right ones. In case of overvoltage or short-circuit on one side, the other side is not affected.

The ESS and MD buses can be temporary tied, for ground operations with no engine-driven generator assistance for example.

When ESS and MD buses are tied, the contactor provides protection between them in case of overload on one side.

BATTERIES

The batteries are protected against excessive load by a trip magnetic switch, which opens and disconnects the battery when the charging (reverse) current exceeds 330 A for more than 3 sec.

The BAT magnetic switch trips off and BAT .. CAS message appears.

NOTE

Only two reset attempts permitted.

Batteries are ventilated on ground and in flight to protect them (hydrogen accumulation, heating). On ground, the ventilation by an electrical blower is operational when the BAT 1 trip magnetic switch is up and the position of the EXT POWER pushbutton is off. In flight, ventilation is provided by the effect of dynamic air flowing through a venting duct and blowing on the batteries.

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GENERATORS AND APU

The engine-driven generators and the APU are each monitored by a GCU.

Main protections are:

- voltage control (at 28.5 VDC) and protection,

- electric load protection,

- reverse current, ...

The magnetic switch may trip off the corresponding generator.

GEN .. CAS message will appear.

CIRCUIT BREAKERS

FIGURE 02-24-20-00 CIRCUIT BREAKERS PANEL

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CIRCUIT BREAKER COLOR CODE

ESS BUS

A1 and A2 BUS

B1 and B2 BUS

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

To be pulled if all generators fail

NOTE

Red breakers are backup powered by another bus.

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INTENTIONALLY LEFT BLANK

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INTRODUCTION

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

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GROUND OPERATION WITH GPU PLUGGED (MINI LOAD MASTER ON)

FIGURE 02-24-25-00 OVERHEAD PANEL DURING GPU OPERATION

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FIGURE 02-24-25-01 ELECTRICAL SYNOPTIC DURING GPU OPERATION

ACTION RESULT

Plug in the GPU which is not running. No result

Turn on GPU (at 28 VDC)

Push on EXT PWR light pushbutton

- green light on

- all MASTER: OFF lights on

Push on MINI LOAD MASTER

- MINI LOAD MASTER: OFF light off

- GPU ON: BUS TIED CAS message

- symbol

- all GEN and BAT isolated (grey synoptic symbols)

- BUS TIED amber indication

- LH and RH buses voltage indications

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

FIGURE 02-24-25-02 OVERHEAD PANEL DURING APU OPERATION

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FIGURE 02-24-25-03 ELECTRICAL SYNOPTIC DURING APU OPERATION

ACTION RESULT

BAT overhead panel trip magnetic switches up position No result

MINI LOAD MASTER overhead panel pushbutton pushed on

- BAT symbols in green

- LH and RH buses voltage indications

- GEN in stand-by + symbol in grey

BUS TIED rotary switch in horizontal position

- BUS TIED contactor symbol in green, closed

- BUS TIED amber indication on the ELEC synoptic

APU starting procedure - APU synoptic symbol in green when

connected to ESS bus

LH and RH AV MASTER overhead panel pushbuttons pushed on

- LH and RH AV MASTER: OFF lights off

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NORMAL FLIGHT OPERATION

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

FIGURE 02-24-25-05 ELECTRICAL SYNOPTIC DURING NORMAL FLIGHT OPERATION

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INTRODUCTION

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

BUS TIEDING AND UNTIEDING POLICY

NORMAL FLIGHT CONDITION

FIGURE 02-24-30-00 NORMAL FLIGHT CONDITION

- GEN 1 and BAT 1 supply LH and ESS coupled buses, - GEN 2 and BAT 2 supply RH and MD coupled buses.

GENERATOR FAILURE

- At GEN 1 failure (or engine 1), LH bus is maintained coupled to ESS bus, - All the equipment supplied by LH bus and ESS bus are available.

FIGURE 02-24-30-01 GENERATOR FAILURE WITH SLATS EXTENDED

the ESS and MD buses must be tied via the bus tied rotary switch.

FIGURE 02-24-30-02 BUS TIED

- GEN 2, BAT 1 and BAT 2 (eventually APU as required) supply the four buses.

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SECOND GENERATOR FAILURE

FIGURE 02-24-30-03 ONE GEN FAILED

At second generator failure : - LH bus is automatically isolated from ESS bus, :

o LH ISOL status light displayed, - RH bus is automatically isolated from MD bus:

o RH ISOL status light displayed.

FIGURE 02-24-30-04 SECOND GENERATOR FAILURE

BAT 1 and BAT 2 (eventually APU as required) supply ESS and MD buses.

BATTERY 1 OVERHEAT

ABNORMAL STATUS

FIGURE 02-24-30-05 OVERHEAD PANEL DURING BAT 1 OVERHEAT

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FIGURE 02-24-30-06 ELECTRICAL SYNOPTIC DURING BAT 1 OVERHEAT

CONTEXT RESULT

- Battery 1 overheat

- HOT BAT 1 CAS message

Battery temperature > 71.1°C (160°F)

- MASTER

WARNING light on

- ELEC synoptic: BAT 1 symbol in red +

BAT 1 temperature indication in red

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AFTER PROCEDURE COMPLETE

FIGURE 02-24-30-07 OVERHEAD PANEL AFTER BAT 1 SWITCHED OFF

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

ACTION RESULT

- BAT 1 overhead panel trip magnetic switch set to down position

- BAT 1 isolated

- BAT 1 CAS message

- Wait until

- HOT BAT 1 CAS message disappears (battery temperature < 71°C)

- WARM BAT 1 CAS message

When HOT BAT 1 disappears,

- ELEC synoptic: BAT 1 symbol in amberBAT 1 temperature indication in amber, decreasing

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GEN 2 FAILURE

ABNORMAL STATUS

FIGURE 02-24-30-08 OVERHEAD PANEL DURING GEN 2 FAILURE

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

CONTEXT RESULT

- GEN 2 failure detected

- GEN 2 CAS message

- light on

- ELEC synoptic: GEN 2 symbol in amber

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AFTER PROCEDURE COMPLETE

FIGURE 02-24-30-10 OVERHEAD PANEL WITH GEN 2 SWITCHED OFF AND BUS TIED

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FIGURE 02-24-30-11 ELECTRICAL SYNOPTIC WITH GEN 2 SWITCH TRIPPED OFF AND BUS TIED ON

ACTION RESULT

- GEN 2 overhead panel trip magnetic switch set to down position

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

- RH ISOL pushbutton depressed - symbol on ELEC synoptic

- RH ISOL status light off

- BUS RH TIED and GEN 2 CAS messages

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CAS MESSAGES

CAS MESSAGE DEFINITION

2 GEN’S FAIL The two electrical generator connections have failed and at least one engine is running

HOT BAT .. Temperature of one battery above 71°C (160°F)

APU GEN APU generator not connected with APU running

BAT .. Battery (1/2) contactor open (except during APU starting or GPU power supply)

BAT .. TEMP INOP Battery (1/2) temperature probe inoperative (on ground)

BUS ESSENTIAL LOW VOLTAGE Low voltage on essential bus

BUS ESSENTIAL OVERVOLTAGE Overvoltage on essential bus

BUS XX ISOL (LH/RH) ISOL bus contactor is open

BUS XX LOW VOLTAGE (LH/RH) bus voltage lower than 24 V with one generator connected

BUS XX OVERVOLTAGE (LH/RH) bus voltage above 32 V

BUS RH TIED BUS TIED contactor is tied while rotary switch is turned to untied, without GPU, RH ISOL is not pushed to ISOL

GEN .. One generator failed to connect though its engine is running, without GPU

OVHD BACKUP PWR LH+RH FAIL (LH/RH) backup power supply in overhead panel not operative on ground

STARTER APU APU on and its starter still active

WARM BAT .. Battery (1/2) temperature between 49°C (120°F) and 71°C

APU GEN FAIL On ground, APU contactor failed to open

BAT .. TEMP INOP Battery (1/2) temperature measurement invalid

BUS RH TIED BUS TIED contactor is tied with rotary switch turned to tied, without GPU, RH ISOL is not pushed to ISOL

GEN .. FAIL On ground, GEN (1/2) contactor failed to open without engine running or with GPU on

GPU ON: BUS TIED Airplane powered by GPU and bus tied is automatically tied.

OVHD BACKUP PWR XX FAIL (LH/RH) backup power supply for overhead panel fails

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02-25 ATA 25 – EQUIPMENT

02-25-00 TABLE OF CONTENTS

02-25-05 GENERAL

Introduction Equipment placards

02-25-10 DESCRIPTION

Fire extinguisher Crash axe First aid kit Life rafts Life jackets Flash lights Ditching life line Emergency Locator Transmitter (ELT) AC electrical distribution (option)

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INTRODUCTION

The Falcon 2000EX EASy includes the following standard safety equipment on board the airplane:

FIXED EQUIPMENT PORTABLE EQUIPMENT

- Therapeutic oxygen (first aid) (optional)

- Overwing exit ditching life line

- Emergency Locator Transmitter (ELT)

- One crash axe

- Two flashlights

- Two smoke goggles

- One smoke hood (Protective Breathing Equipment)

- One safety demonstrative kit

- One oxygen bottle + two individual masks

- One first aid kit

- Two halon fire extinguishers (one more optional for public transport operation)

- Safety briefing cards (optional)

- Crew and passengers life jackets

- Two life rafts

Depending on customer requirements and airplane configuration the amount, type and locations of the above safety equipment may be changed to suit the customer operational environment. Any changes to the standard equipment in amount, type and locations, requested by the customer(s), may result in weight and balance change.

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EQUIPMENT PLACARDS

All emergency equipment locations are indicated with placards.

FIGURE 02-25-05-00 SYMBOLS

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FIGURE 02-25-05-01 EQUIPMENT LOCATION – TYPICAL INSTALLATION

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FIRE EXTINGUISHER

The airplane is equipped with 2 HALON fire extinguishers (one more optional for public transport operation) mounted on:

- the aft side of the LH crew closet,

- the RH forward side of the aft cabin partition,

- the optional one is located on the aft face of LH forward galley bulkhead.

This model of extinguisher is to be used on flames of electrical origin and dry fires. It is composed of:

- a cylinder,

- a trigger handle,

- a pressure gauge provided with a green sector which is used to check the charging level,

- a safety pin,

- a lever.

Instructions of use:

- remove extinguisher from its support,

- remove the safety pin,

- press the lever while lifting the trigger handle,

- direct spray toward the flame base,

- release the lever to stop spraying,

- make sure the fire is totally extinguished.

NOTE

A full discharge of the extinguisher lasts around 25 seconds.

CAUTION

Extinguisher should not be discharged in an unventilated enclosed area without breathing equipment. When fighting fires, keep away from the fire's fuel source and avoid breathing vapors, fumes and heated smoke as much as possible.

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FIGURE 02-25-10-00 FIRE EXTINGUISHER

FIGURE 02-25-10-01 SAFETY PIN

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CRASH AXE

The crash axe is made of steel. It is usually located in the LH crew closet and used to:

- open up an exit,

- break through a wall,

- strip carpet or interior panels in the cabin to stop fire spreading,

- achieve complete fire extinction by eliminating the smallest flames.

FIGURE 02-25-10-02 CRASH AXE

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FIRST AID KIT

There is one first aid kit usually located in the LH crew closet. It is composed of medications, bandages, and check-up equipment. A first aid handbook contains instructions for use and describes other miscellaneous equipment.

This kit must be checked periodically to ensure that its content is still valid for use. It must also be renewed at regular intervals in compliance with the expiry date labels, and whenever required by circumstances.

FIGURE 02-25-10-03 FIRST AID KIT

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LIFE RAFTS

There are basically two life rafts located in the cabin.

Life rafts are contained in a package with a coiled rope. It is used for fastening the raft to the airplane and for striking the compressed inert gas cylinder. Raft inflation is automatic.

Each life raft includes an emergency locator transmitter (121.5 MHz and 243 MHz, plus 406.025 MHz for transport public operation), basic survival equipment, one first aid kit, and food.

The capacity of the rafts is in accordance with the number of persons on board. In case of loss of one raft, the other(s) raft(s) is (are) rated to accommodate all the persons on board using its (their) overloading capacity (usually 50% more):

FIGURE 02-25-10-04 LIFE RAFT (STOWED AND INFLATED)

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Instructions for use:

- attach the tether line to the seat belt (1),

- throw the raft through the emergency exit (2),

- lift the flap and pull the handle to inflate the raft (3-4), - cut the tether line (5).

FIGURE 02-25-10-05 INSTRUCTIONS FOR RAFT USE

WARNING DO NOT INFLATE RAFT INSIDE THE AIRPLANE.

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LIFE JACKETS

A life jacket is stored under each crew seat and in a compartment located within each cabin seat and sofa.

Life jackets feature the following accessories: - an automatic inflation system using a gas cartridge (CO2), - a mouthpiece to inflate the jacket by blowing into the hose, - a flashlight operating when in contact with water (24-hour duration) - a whistle (not present in infant jackets).

In addition, crew life jackets feature signaling equipment.

Life jackets are designed to allow users to float on the water surface with the back of their head above water level.

FIGURE 02-25-10-06 CREW LIFE JACKET

FIGURE 02-25-10-07 PASSENGER LIFE JACKET

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Instructions for use:

- put on the life jacket overhead around the neck,

- bring the straps around the waist and fasten the clips,

- after exiting the airplane, pull the percussion handles or blow into the mouthpiece to inflate the life jacket.

FIGURE 02-25-10-08 MODE OF OPERATION (ADULT)

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FIGURE 02-25-10-09 MODE OF OPERATION (CHILDREN)

FLASH LIGHTS

Two flashlights are provided and mounted within the cockpit area. They can be rechargeable in option.

DITCHING LIFE LINE

The life line is used to secure passengers and facilitate their exit off the airplane when after ditching evacuation is performed over the wing. A ditching life line is installed at the emergency exit window and is attached to the airplane structure. The life line will be unwound up to the RH wing leading edge and attached to its anchor point indicated by the marking LIFE LINE surrounded by a red circle.

FIGURE 02-25-10-10 DITCHING LIFE LINE

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EMERGENCY LOCATOR TRANSMITTER (ELT)

The Emergency Locator Transmitter (ELT) is a distress and localization radio beacon transmitter (121.5, 243 and 406.025 MHz). It is activated either by a strong impact or manually by the pilot from the instrument panel (MAN).

When active, the radio transmitter transmits an omnidirectional distress signal and helps the rescue units localizing the airplane after a crash or forced landing.

FIGURE 02-25-10-11 ELT CONTROL PANEL

CONTROL FUNCTION

MAN / AUTO switch: AUTO Normal position

Buzzer and XMT ALERT red light activated

NOTE

No ELT transmission AUTO TEST pushbutton depressed

Buzzer and XMT ALERT red light activated

NOTE

ELT transmission MAN / AUTO switch: MAN

NOTE

In case of inadvertent depress of the AUTO TEST pushbutton, do not activate MAN / AUTO switch to MAN (to avoid ELT transmission). Just wait the end of the automatic test.

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AC ELECTRICAL DISTRIBUTION (OPTION)

A 115 / 230 VAC pushbutton , located on the RH side console, permit an AC electrical distribution (115 or 230 VAC) to the passengers.

On the cabin, a sketch indicates the location of all the outlets. The information that the system will be switched off during TAKE-OFF or LANDING flight phases and cabin depressurization.

OFF is the default position

1 push

Electrical passengers distribution activated

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02-26 ATA 26 – FIRE PROTECTION

02-26-00 TABLE OF CONTENTS

02-26-05 GENERAL

Introduction Sources

02-26-10 DESCRIPTION

Introduction Fire detection Fire extinguishing Portable fire extinguishers

02-26-15 CONTROL AND INDICATION

Control Indication

02-26-20 SYSTEM PROTECTION

Introduction Circuit breakers Cylinder overpressure protection

02-26-25 NORMAL OPERATION

Introduction Engine and apu fire extinguishing Wheel well / forward comp / bag comp / smoke in toilet Fire test operation

02-26-30 ABNORMAL OPERATION

CAS messages

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INTRODUCTION

The F2000EX EASy is equipped with a fire protection system and a warning system that warns the flight crew of fire, smoke or overheating within the described sections of the airplane. Fire protection is provided by shutting off fuel to the engine and corresponding hydraulic tank, or APU when engine or APU fire has been detected and by discharging fire extinguishing agent into the concerned area (engine or APU). Fire protection system controls and test button and circuit protection interfaces are located within the flight deck.

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WARNING - FIREcircuit breakers

FIRE control panel

CAS windows

FIRE lights in throttles

FIGURE 02-26-05-00 FLIGHT DECK OVERVIEW

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SOURCES

Fire extinguishing is provided by a total of three fire cylinders located in the aft servicing compartment. Two portable fire extinguishers (one more optional for public transport operation) are available to the crew.

AFT SERVICING COMPARTMENT CABIN AREA

Two extinguisher cylinders are allocated to the engines. One is allocated to the APU.

Two or three portable 2.5 lb. halon extinguishers are allocated to the flight deck, cabin and baggage compartment.

3 fire extinguishercylinders

3 portable fireextinguishers

FIGURE 02-26-05-01 FIRE EXTINGUISHER CYLINDERS LOCATION

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INTRODUCTION

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

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FIRE DETECTION

Engine No 2

APU

Overheatsensors

Capillarylines

Capillary line Engine No 1

Smoke detector

Aft servicingcompartment

BaggagecompartmentWheel

wellsForwardservicing

compartment

FIGURE 02-26-10-00 FIRE DETECTION SYSTEM

On each engine and on the APU, a sealed box (detector) containing a warning pressure switch and a system integrity pressure switch, in conjunction with temperature sensitive capillary tubing, provides fire detection. The temperature sensitive capillary tubes contain a gas under pressure and a core that generates expanding gas when exposed to high temperature. When the tube is submitted to a local high heat-source or flame, the expanding gas generated from the core increases the pressure thus triggering the pressure switch which activates the appropriate fire warning. If the tube is submitted to an overall relatively low temperature increase, the general gas expansion is enough to increase the pressure and trigger the switch. This process is reversible so that when the fire is extinguished, the switches resume to normal position and warning stops. In case of gas leak, the pressure in the tube decreases and the system integrity pressure switch, also located within the sealed box, triggers. Then it activates a ENG.. FIRE DETECT FAIL or APU FIRE DETECT FAIL message within the CAS windows.

NOTE

Emergency procedure must be applied even when a

ENG .. FIRE DETECT FAIL or APU FIRE DETECT FAIL message is displayed.

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ENG .. FIRE DETECT FAIL

APU FIRE DETECT FAIL

or

FIGURE 02-26-10-01 FIRE DETECTION CAPILLARY LINE DIAGRAM

In case of detection of APU fire, the system automatically stops the APU and closes the fuel shut-off valve. Overheat detection in each wheel well is provided by a thermal switch. In the forward servicing compartment, which contains the two batteries and main electrical boxes, another overheat probe is provided to monitor and detect overheat or a fire condition. Additionally, one optical smoke detector is located in the baggage compartment.

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FIRE EXTINGUISHING

Remote controlled fire extinguishing is provided by a total of three fire extinguisher cylinders located in the aft servicing compartment. They provide fire extinguishing for each engine and the APU. The engine fire extinguishing system is designed to enable up to two successive discharges as the two engines share their two cylinders:

- cylinder 1: Discharge 1 Engine 2 or Discharge 2 Engine 1,

- cylinder 2: Discharge 1 Engine 1 or Discharge 2 Engine 2,

- cylinder 3: Discharge for APU (only one discharge for the APU).

The second discharge is available in case the engine fire persists after the first one. Each cylinder is equipped with a pressure gauge and a correction table to check the proper charging level according to the ambient temperature. Visual inspection of that pressure gauge is the only way to check whether a fire extinguisher cylinder percussion has accidentally occurred during ground operation.

Fire extinguishercylinders

Extinguishing agentspray nozzles

APUForwardservicing

compartment

Engine No 1

Engine No 2

Aft servicingcompartment

FIGURE 02-26-10-02 FIRE EXTINGUISHING SYSTEM DIAGRAM

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PORTABLE FIRE EXTINGUISHERS

Additionally, two or three 2.5 lb (1.13 kg) Halon portable extinguishers, located in the forward crew closet and cabin area (one located on the aft face of LH forward galley bulkhead is optional for public transport operation), are available in the event the crew has to extinguish a fire in the cabin or baggage compartment.

For more information, refer to CODDE 1 / ATA 25.

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CONTROL

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

Engine 1 fuelshut-off valveCLOSED light

Engine 1 fuel andhydraulic shut-off

guardedpushbutton light

APUfuel shut-off valve

CLOSED light

Engine 2 first extinguishercylinder discharge

guarded pushbutton light

APUsingle extinguishercylinder discharge

guarded pushbutton light

Engine 2 second extinguishercylinder discharge

guarded pushbutton light

Baggage compartmentfire warning light

FIRE TESTpushbutton

APUfuel shut-off

guarded pushbutton light

FIGURE 02-26-15-00 FIRE CONTROL OVERHEAD PANEL

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SYNTHETIC TABLE

TO ACTIVATE CONTROL FUNCTION

TO DE-ACTIVATE

Activates closure:

- of the corresponding engine or APU fuel shut-off valve so that fuel feeding is cut off.

- of corresponding hydraulic system shut-off valve (for engines).

The CLOSED light flashes during shut-off valve operation.

Fuel shut-off valve is closed when CLOSED indication is illuminated fixed.

If a discrepancy between pushbutton and fuel shut-off valve is detected, the CLOSED light flashes.

NOTE 1

FIRE light goes out when fire is extinguished.

NOTE 2

These pushbuttons are also used to open the valves again.

Guarded

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TO ACTIVATE CONTROL FUNCTION

TO DEACTIVATE

FIRE pushbutton not pushed yet

FIRE pushbutton pushed on

1 steady white

Raise the guard and push to discharge

Discharges extinguishing agent from fire extinguisher cylinder to the corresponding engine or APU.

Cylinder percussion

DISCH steady amber

INDICATION

The engine and APU fire warnings are provided through the illuminated pushbuttons on the fire control panel, the throttle hand grips warning light and through messages on the CAS window displays. No fire detection indications are provided through synoptic windows. The smoke detector in baggage compartment triggers a message in CAS window and the warning light on fire control panel:

.

The overheat thermal switches in wheel wells and forward servicing compartment trigger only messages in CAS window. An audio warning system is activated when an engine, APU or baggage compartment fire is detected or fire test performed.

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INTENTIONALLY LEFT BLANK

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INTRODUCTION

The fire control panel is physically and electrically segregated from the other systems located on the overhead control panel. (Except for the illuminated white markings on the front panel).

CIRCUIT BREAKERS

The Fire Protection System is protected by conventional trip-free circuit breakers located above the overhead panel.

FIGURE 02-26-20-00 WARNINGS-FIRE CIRCUIT BREAKERS

Each discharge control is electrically supplied by B1 bus for engine 1 and by A2 bus for engine 2 concerning the first discharge and by battery bus for the second discharge. Control of APU fire extinguisher is electrically supplied by ESS and BAT buses from LH main electrical box.

The fuel and hydraulic shut-off valves are electrically supplied for closure by B2 and BAT buses for engine 1 and A1 and BAT buses for engine 2. The APU fuel shut-off valve is electrically supplied for closure by B2 bus.

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FIGURE 02-26-20-01 FUEL SHUT-OFF VALVE CIRCUIT BREAKERS

CYLINDER OVERPRESSURE PROTECTION

A pressure relief valve fitted on each cylinder provides protection against a rupture. In case of overpressure, the relief valve frangible disk bursts and drops pressure by discharging the extinguishing agent through the aft servicing compartment drainage system.

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INTRODUCTION

In the following, typical ground and in-flight situations have been selected to help the crew to understand the symbols and the logic of the fire control panel and displays.

ENGINE AND APU FIRE EXTINGUISHING

ACTION RESULT

CONTEXT: one engine or APU on fire

light on + audio warning + light in throttle

hand grip (if engine fire) + following message in CAS window: FIRE ENG or FIRE APU (then APU stops and fuel shut-off valve closes automatically)

Push pushbutton

- fuel shut-off valve closes

- hydraulic shut-off valve closes (if engine fire)

- CLOSED status light flashing then steady

- 1 and 2 I pushbuttons light white

Raise the guard and push

pushbutton

- first cylinder discharges

- first DISCH pushbutton lights amber

If fire persists, raise the guard and

push pushbutton (if engine fire)

- second cylinder discharges (if engine fire)

- second DISCH pushbutton lights amber

When fire is extinguished lights off

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Failure of the fire detection system is indicated by ENG .. FIRE DETECT FAIL or APU FIRE DETECT FAIL CAS message.

WHEEL WELL / FORWARD COMP / BAG COMP / SMOKE IN TOILET

CONTEXT RESULT

Overheat detected by one of the LH or RH sensors in wheel wells WHEEL XX OVHT CAS message

Overheat detected by sensor in forward servicing compartment AFT COMP OVHT CAS message

Smoke detected in baggage compartment

FIRE BAG COMP CAS message,

illuminated in fire panel and audio warning

Smoke detected in aft or forward toilet compartment (if optional smoke detector installed)

SMOKE IN .. TOILET CAS message

Failure of the fire detection system is indicated by AFT COMP OVHT DETECT FAIL CAS message.

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FIRE TEST OPERATION

FIRE TEST PUSHBUTTON

The following example gives the indications displayed during normal ground operation of the fire test.

FIGURE 02-26-25-00 FIRE CONTROL PANEL TEST BUTTON

Pressing the fire test button activates the warning horn, illuminates all the pushbuttons and lights on the fire panel and the lights in the throttle hand grips. The FIRE ENG 1+2 , FIRE APU and FIRE BAG COMP CAS messages

associated with the illumination should be displayed in the CAS window.

The test is OK when all here-above warnings are activated.

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CHECK IN TEST SYNOPTIC PAGE

Engines, APU and wheel fire detection systems test is available in the TEST synoptic by pressing the LIGHTS soft key. Test is performed through the LIGHTS soft key. Test is OK when “OK” is displayed in page TEST. If a failure has been detected on engine or APU detection system, following messages are displayed:

- ENG .. FIRE DETECT FAIL - APU FIRE DETECT FAIL

If a failure has been detected on wheel detection system, corresponding CAS message is displayed:

- WHEEL XX OVHT

FIGURE 02-26-25-01 TEST PAGE

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CAS MESSAGES

CAS MESSAGE DEFINITION

FIRE APU Fire detected in APU compartment

FIRE BAG COMP Fire detected in baggage compartment

FIRE ENG .. Fire detected on engine 1 or 2

WHEEL XX OVHT Excessive temperature in (LH/RH) wheel compartment

SMOKE IN FWD TOILET Smoke detected in forward toilet compartment (option)

SMOKE IN AFT TOILET Smoke detected in aft toilet compartment (option)

AFT COMP OVHT Excessive temperature in forward servicing compartment

AFT COMP OVHT DETECT FAIL Failure of forward servicing compartment overheat detection system

APU FIRE DETECT FAIL Failure of APU fire detection system

ENG .. FIRE DETECT FAIL Failure of engine 1 or 2 fire detection system

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INTENTIONALLY LEFT BLANK

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02-27 ATA 27 – FLIGHT CONTROLS

02-27-00 TABLE OF CONTENTS

02-27-05 GENERAL

Introduction Flight control sources Primary and secondary flight controls

02-27-10 DESCRIPTION

Introduction Primary flight controls Ailerons Pitch control Rudder Secondary flight controls

02-27-15 CONTROL AND INDICATION

Control Indication

02-27-20 SYSTEM PROTECTION

Introduction Circuit breakers Placard markings

02-27-25 NORMAL OPERATION

Introduction ON GROUND IN FLIGHT

02-27-30 ABNORMAL OPERATION

Introduction SLAT abnormal operation No 1 hydraulic system failure No 2 hydraulic system failure No 1 and 2 hydraulic system failure Jamming CAS messages

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INTRODUCTION

The primary flight controls of the Falcon 2000EX EASy airplane are hydraulically and actuated.

The primary flight controls include two ailerons, two mechanically-linked elevators, one horizontal stabilizer and one rudder.

Secondary flight controls include leading edge slats, trailing edge double slotted flaps and airbrakes. All secondary flight controls are hydraulically actuated and either controlled by control handles located in the flight deck center pedestal or automatically controlled when specific flight conditions are met for slats or airbrakes operation.

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FLT CONTROLcircuit breakers

Slats / Flapscontrol andemergency slatsswitch

Pitch trimon yoke

HSI window indicatingslats, flaps, airbrakesand pitch trimconfigurations

Aileron and ruddernormal trim controls,

pitch and aileronemergency controls,

and airbrakes controls

ENG-TRM-BRK windowindicating

trim configuration

SPEED LIMITATIONSplacard marking

Airbrakesauto extensiondisarm pushbutton

FIGURE 02-27-05-00 FLIGHT DECK OVERVIEW

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FLIGHT CONTROL SOURCES

PRIMARY FLIGHT CONTROLS

AILERON CONTROL SYSTEM

RUDDER CONTROL SYSTEM

ELEVATOR CONTROL SYSTEM

- Hydraulic No 1

- Hydraulic No 2

- A1 bus for aileron trim

- B2 bus for emergency aileron trim

- B1 bus for aileron Arthur variable unit

- ADS2 data via ARINC bus for aileron Arthur variable unit

- Hydraulic No 1

- Hydraulic No 2

- ESS bus for rudder trim

- Autopilot for yaw damper

- Hydraulic No 1

- Hydraulic No 2

- B1 bus for normal pitch trim

- ESS bus for emergency trim

- ESS bus for pitch Arthur variable unit

- Position of stabilizer and slats control for pitch Arthur variable unit

SECONDARY FLIGHT CONTROLS

LEADING EDGE SLATS FLAPS AIRBRAKES

- Hydraulic No 1 for normal slat operation

- Hydraulic No 2 for emergency slat extension

- A2 and BAT buses for normal slat operation

- BAT bus for emergency extension

- Angle of attack sensors for automatic extension and retraction

- Hydraulic No 2

- ESS bus for flap control

- Hydraulic No 2

- ESS bus for A/B control

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PRIMARY AND SECONDARY FLIGHT CONTROLS

Slat

Aileron

Elevator

Airbrakes

Rudder

Flaps

Horizontalstabilizer

FIGURE 02-27-05-01 PRIMARY AND SECONDARY FLIGHT CONTROLS

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INTRODUCTION

The primary flight control system is hydraulically and actuated. Control inputs from the flight deck are transferred from the dual control yoke and column through a system of push-pull rods and bellcranks, which provide manual inputs to dual hydraulic servo-actuators connected to the appropriate primary flight control surface.

In the case of total hydraulic failure, all primary flight controls can be operated manually. In this abnormal condition, airspeed should be limited to 260 KIAS or less.

Horizontal stabilizer, aileron and rudder trims are electrically actuated. The horizontal stabilizer trim has a second emergency electrical motor. The ailerons have a normal and an emergency electrical trim.

PRIMARY FLIGHT CONTROLS

Between the pilot or copilot column and yoke and a flight control surface, the control channel is composed of:

- a series of push-pull rods acting as the mechanical link between the control column and yoke and the servo-actuator,

- a main Artificial Feel Unit (AFU),

- a variable bellcrank, or Arthur, for roll and pitch feel control,

- a trim unit,

- a servo-actuator,

- an auxiliary artificial feel unit connected to the servo-actuator.

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SERVO-ACTUATOR

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

FIGURE 02-27-10-00 SERVO-ACTUATOR SCHEMATIC (ONE BARREL REPRESENTED)

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

Movement of a control-input linkage (push-pull rod) controls the servo-actuators by directing hydraulic fluid to displace the dual barrel and piston.

Movement of the servo-actuator assembly provides force to deflect the control surface through a connecting rod.

Should one hydraulic system fail, a bypass valve within the corresponding barrel interconnects the two chambers and depressurizes the barrel of the affected hydraulic system. This keeps possible the movement of the inert barrel actuated by the active one.

Should both hydraulic systems should fail, pilot inputs can mechanically move the entire servo-actuator assembly and deflect the control surface by bringing the control input lever to abutment. The by-pass valve is restricted in order to avoid flutter.An accumulator keeps pressure to compensate possible hydraulic fluid leakage and thermal retraction.

FIGURE 02-27-10-01 SERVO-ACTUATOR OPERATION

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ARTIFICIAL FEEL UNIT

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

FIGURE 02-27-10-02 FLIGHT CONTROL SCHEMATIC (TYPICAL)

An auxiliary spring-loaded AFU is connected to the airframe and to the auxiliary arm of each servo-actuator. In case of control linkage disconnection, the auxiliary AFU forces the slide valves to position the servo-actuator into the neutral position.

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ARTHUR VARIABLE BELLCRANK

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

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

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AILERONS

Moving the pilot or copilot control yoke causes aileron deflection through a series of push-pull rods, bellcranks and servo-actuators. The aileron flight control system also includes spring-loaded main and auxiliary AFU, variable bellcrank and trim units.

In the event of aileron control linkage jamming, an electrically powered aileron actuator can drive the left aileron servo-actuator. When the emergency aileron trim actuator is out of the neutral position,

the amber AIL ZERO message appears in the CAS message window.

FIGURE 02-27-10-04 AILERON CONTROL SYSTEM

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AILERON ARTHUR VARIABLE BELLCRANK

This variable bellcrank is incorporated within the aileron control system to adjust the artificial load feel of the flight controls with respect to the airplane airspeed. The position of the Arthur unit is compared with the theoretical position computed from ADS1 airspeed. If the difference exceeds a threshold depending on the airspeed, The AIL FEEL CAS message appears. An Arthur unit failure may cause higher or lower control forces than normal depending on whether the unit has failed in high or low speed position.

AILERON TRIM UNITS

The aileron system has a normal trim and an emergency trim. Both trim unit actuators are electrically-driven screw jacks. Acting on the normal trim actuator moves the AFU zero reference in order to obtain a zero reaction force. It is controlled by a dual rocker switch located on the flight deck center pedestal. Both halves of the rocker switch must be pressed simultaneously to close the electrical circuit and actuate the trim. In case of aileron control linkage jamming, the emergency trim allows to control directly the LH servo-actuator. It is controlled by two red pushbuttons located on the flight deck center pedestal.

NOTE

Emergency aileron trim is operative even when airplane is not hydraulically powered.

Aileron trim range is displayed within the ENG-TRM-BRK windows within both pilot PDU. When the trim is used, the ENG-TRM-BRK window pops up on the Pilot Flying side.

FIGURE 02-27-10-05 AILERON TRIM SCHEMATIC

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PITCH CONTROL

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

FIGURE 02-27-10-06 PITCH CONTROL SYSTEM

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ELEVATOR ARTHUR VARIABLE BELLCRANK

The position of the horizontal stabilizer reflects the balance between the airplane airspeed and its center of gravity. This parameter and the slat control govern the Arthur variable unit position. Accordingly the Arthur unit changes the "artificial load feel" with respect to the position of the horizontal stabilizer. The elevator Arthur internal electronics continuously monitors the position of the Arthur variable unit with respect to the position of the horizontal stabilizer and slat control. If the comparison exceeds the warning threshold, the PITCH FEEL CAS message appears and a low speed Arthur configuration is commanded. An Arthur unit failure may cause lower control forces than normal.

CAUTION

In-flight Arthur unit failure induces speed limitations.

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HORIZONTAL STABILIZER TRIM UNIT

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

FIGURE 02-27-10-07 ELEVATOR TRIM SYSTEM

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

CAUTION

The pitch trim indication must be located in the green area for take-off.

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

Trim position

FIGURE 02-27-10-08 PAINT MARKS FOR VISUAL TRIM POSITION INSPECTION

HORIZONTAL STABILIZER / MACH TRIM OPERATION

To increase natural longitudinal stability at high Mach numbers, the Mach Trim System is active between Mach .77 and Mach .87. The Mach trim control box supplies pitch trim command inputs to the elevator trim to adjust the stabilizer position as the Mach number changes. A clacker warns that the stabilizer moves. With the Mach trim system engaged, the normal trim can be used at any time to adjust stabilizer position. Once the normal pitch trim switch is released, the Mach trim system resumes automatic operation.

NOTE

Mach trim is overridden by normal trim and autopilot activation.

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RUDDER

Moving the pilot or copilot rudder pedals provides rudder deflection through a series of push-pull rods, bellcranks and servo-actuator.

The flight control system also includes main and auxiliary spring-loaded AFU, a rudder trim unit and a yaw damper system.

FIGURE 02-27-10-09 RUDDER CONTROL SYSTEM

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RUDDER TRIM UNIT

The rudder trim actuator is an electrical screw jack. The trim unit is controlled by a dual rocker switch located on the flight deck center pedestal. Both halves of the rocker switch must be pressed simultaneously to close the circuit and activate the rudder trim. Acting on the trim actuator moves the AFU zero reference in order to obtain a zero reaction force. Movement of the rudder trim switch applies power (28 VDC) to the linear rudder trim actuator located in the fuselage. Rudder trim range is shown within the ENG-TRM-BRK windows displayed on both pilots PDU. When the trim is used, the ENG-TRM- BRK window pops up on the Pilot Flying side.

YAW DAMPING SYSTEM

The yaw damping system reduces oscillations around the airplane yaw axis. An electrically powered actuator installed with the rudder control linkages upstream from the main rudder servo-actuator compensates for these oscillations by inputs to the control linkage.

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SECONDARY FLIGHT CONTROLS

Secondary flight controls include electrically controlled and hydraulically actuated leading-edge slats, trailing edge flaps and airbrakes.

LEADING-EDGE SLATS

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

FIGURE 02-27-10-10 LEADING EDGE SLAT SYSTEM

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The slats are operated in three modes: normal, automatic and emergency. - The normal operation mode consists in deploying and retracting the slats and flaps

using the slats / flaps control handle. - The automatic operation mode is active in flight and is controlled according to Angle Of

Attack (AOA) probes. Airspeed parameter is also used to inhibit automatic operation above 265 kt. The AOA threshold for automatic slats extension depends on slats / flaps control handle notch.

- The emergency mode is manually activated in flight to extend slats in case of No 1 hydraulic system failure.

FIGURE 02-27-10-11 ANGLE-OF-ATTACK PROBE

In conjunction with automatic slat extension or retraction, engine ignition is activated. The < STALL > aural warning sounds above specific AOA thresholds. Automatic slat operation is active in flight only. The emergency slat extension is controlled by a two-position guarded switch located on the center pedestal. It supplies the emergency actuator hydraulic manifold directly from the BAT bus. It allows the slats to extend for approach in the event of a No1 hydraulic system failure. This mode of operation is intended for landing configuration only and does not provide for slat retraction.

CAUTION

When the EMERG SLATS switch has been used, it must not be returned to the off position.

The monitoring of slat extension / retraction is performed through microswitches indicating slat position. On ground, in take-off configuration, if the slats are not extended, there is a < NO TAKE-OFF > aural warning and the NO TAKE-OFF CAS message appears. The slat symbol turns to red.

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TRAILING EDGE FLAPS

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

FIGURE 02-27-10-12 FLAP SYSTEM

The difference between right and left flap position is continuously monitored to detect a possible asymmetry. In case of asymmetry detection, a FLAPS ASYM CAS message appears and the flap control circuit breaker trips, stopping the flap movement.

CAUTION

Selection of SF2 or SF3 notch from CLEAN notch is forbidden.

On ground, in take-off configuration, if the flaps are not deployed or are set to SF3, there is a < NO TAKE-OFF > aural warning and the NO TAKE-OFF CAS message appears. The flap symbol turns to red.

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AIRBRAKES

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

FIGURE 02-27-10-13 AIRBRAKE PANEL LOCATION

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

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INTENTIONALLY LEFT BLANK

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CONTROL

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

FIGURE 02-27-15-01 AIRBRAKES, NORMAL AND EMERGENCY TRIM CONTROLS

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SYNTHETIC TABLES

Slats and flaps

TO ACTIVATE CONTROL FUNCTION

TO DEACTIVATE SYNOPTIC

Sets slats / flaps to CLEAN notch: (slats + flaps retracted)

(Above 18,000 ft: for 15 sec only,

nil after) See NORMAL OPERATION

Sets slats / flaps to first notch: SF1 (slats + slaps 10°)

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

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

Extends the slats in emergency mode.

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Airbrakes

TO ACTIVATE CONTROL FUNCTION

TO DEACTIVATE SYNOPTIC

Sets airbrakes to CLEAN notch (airbrake panels retracted)

(Above 18,000 ft: for 15 sec only,

nil after) See NORMAL OPERATION

Sets airbrakes to first notch:(center airbrake panels deployed)

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

AUTO EXT. mode

Pushbutton

Arms / disarms automatic airbrake extension

Push to DISARM

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Normal and emergency trims

CONTROL FUNCTION ACTIVATION ENG-TRM- BRK WINDOW

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

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

No synoptic

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

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

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

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INDICATION

Aileron, rudder and horizontal stabilizer trim positions are displayed in the ENG-TRM- BRK windows on pilots request and as soon as one trim control surface movement is detected (including untimely or non-commanded movement). A green mark-up moves along a graduated scale to indicate trim surface position. A white range (width +/- 10% of full control surface travel) indicates the zero setting position.

NOTE

ERRONEOUS INDICATION

The first certification load is not in accordance with the white definition. The white range width is around +/- 5%.

A green range also defines the authorized settings for take-off on the horizontal stabilizer graduated scale.

FIGURE 02-27-15-02 ENG-TRM-BRK WINDOW, TRIM POSITIONS

NOTE

In cruise, after trimming the airplane, it is usual to have aileron and rudder trim indicators not centered (due to differential dilatation of aileron linkage rods).

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

FIGURE 02-27-15-03 HSI WINDOW DISPLAY

Slat, flap and airbrake positions are displayed in the top left hand corner of the HSI. Symbols and labels can be displayed in this dedicated area according to the following rules:

- slats / flaps / airbrakes symbols are displayed as long as:

o there is one slat, one flap or one airbrake panel extended (including untimely or non-commanded surface movement), or

o there is a flight control CAS message displayed, or

o a flight control label is triggered (AUTO, EMERG, AUTO RET, DISARM),

- the slats / flaps / airbrakes symbols are replaced by a white CLEAN label if:

o the airplane is in the CLEAN configuration and,

o no flight control CAS message is displayed, and

o no flight control label is triggered,

- the CLEAN white label is erased (nothing is displayed) if:

o the airplane altitude is above 18,000 ft, and

o the CLEAN label has been displayed for 15 sec.

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Flap handle and airbrake handle positions are shown in the indicator as a magenta tick mark (1, 2 or 3 for flap indication, 1 or 2 for airbrake indication).

The airbrake indication label (AB1 or AB2) is also displayed in airspeed tape as a reminder.

FIGURE 02-27-15-04 AIRSPEED TAPE WITH AIRBRAKE POSITION 1

SLATS, FLAPS AND AIRBRAKES SYMBOLS

Airplane is in CLEAN configuration. No flight control

CAS message is displayed and no flight control label is

triggered

CLEAN label has been

displayed for 15 sec (see conditions associated to the

CLEAN white label) and airplane altitude is

above 18,000ft

Slats / flaps / airbrakes indications are not valid

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SLAT SYMBOL

Slat extension sequence

Control handle in CLEAN notch.

Slats are retracted and slat symbol is not displayed.

See NORMAL OPERATION

Control handle moved into

SF1 notch. Selecting the SF1 position

causes arrow symbol to flash (green filled to blank). Position tick mark 1 is displayed in magenta

When slats and flaps are

extended, slat symbol comes green filled and steady

Slat retraction sequence

Control handle in SF1 notch.

Slats are extended and slat symbol is green filled.

Tick mark 1 is displayed in magenta. Flap position, green

outlined, is in the 10° status

Control handle returned to

CLEAN notch. Selecting the control handle

back to CLEAN causes arrow symbol to flash

(green filled to blank) tick mark 1 is

displayed in white

When both slats are retracted, slat graphic is not displayed.

Flap position, outline green, is in 0° status.

See NORMAL OPERATION

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No take-off: slat graphic is flashing red to blank.

The slats / flaps configuration is not allowed for take-off

Discrepancy between pilot slat control and slat position

Automatic slat movement Slats automatically extended

Emergency slat movement Slats extended by emergency system

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FLAPS SYMBOL

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

Control handle in SF1 notch:

flaps are extended to a deflection angle of 10°, tick marks and labels 0, 2, 3 are displayed in white, label 1 is displayed in magenta and

flaps symbol, outline green, is in status 1. Slats are

extended (green filled).

Control handle moved to SF2 notch. Selecting the control

handle to the SF2 notch causes: tick mark and label 2 to be displayed in magenta.

When flaps reach the notch of 20°: flap symbol, out line

green, is in status 2.

Flaps retraction sequence from SF1 to SF2 (from SF1 to CLEAN: identical to slats retraction)

Control handle in SF2 notch:

flaps are extended to a deflection angle of 20°, tick marks and labels 0, 1, 3 are displayed in white. Label 2 is

displayed in magenta and flap symbol, green outlined, is in status 2. Slats are extended

(green filled)

Control handle moved to SF1 position: tick marks and labels

0, 2 and 3 are displayed in white. Tick mark and label 1 are displayed in magenta.

Flaps symbol, green outlined, is in status 2

When flaps reach the position of 10°: flaps symbol, green

outlined, is in status 1

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No take-off: flap graphic is flashing red. The flap

configuration is not allowed for take-off

Flap asymmetry detected

AIRBRAKES SYMBOL

Airbrake extension (from 0 to AB1)

Control handle in notch 0. Airbrakes are retracted and

airbrake symbol is not displayed.

Control handle moved to notch 1. Selecting the control handle to notch 1 causes tick

mark and label 1 to be displayed in magenta.

When airbrakes are deployed, airbrake symbol is displayed

at position 1.

Airbrake retraction (from AB1 to 0)

Control handle in notch 1. Airbrakes are deployed,

airbrake symbol is displayed at position 1. Tick mark and

label 1 are displayed in magenta.

Control handle moved to notch 0. Selecting the control handle to position 0 causes tick mark and label 1 to be

displayed in white.

When airbrakes are retracted, airbrake symbol is no more displayed.

After 2 sec displayed, turns to CLEAN display configuration

as seen before.

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No take-off: airbrake graphic is flashing red. The airbrake configuration is not allowed

for take-off.

Airbrake failure. At least one panel is in

discrepancy with control.

Automatic retraction (stall protection).

Automatic extension. Airbrakes in DISARM mode: no automatic extension.

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INTRODUCTION

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

CIRCUIT BREAKERS

FIGURE 02-27-20-00 OVERHEAD AND CENTER PEDESTAL CIRCUIT BREAKERS

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PLACARD MARKINGS

FIGURE 02-27-20-01 SPEED LIMITATIONS PLACARD MARKINGS

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INTRODUCTION

In the following, typical on ground and in-flight situations have been selected to help the crew to understand the symbols provided in the various panels and displays.

ON GROUND

Flats / slats /airbrakes

positionindication

Stabilizer ingreen areafor take-off

FIGURE 02-27-25-00 PDU DISPLAY ON GROUND WITH FLAPS SET FOR TAKE-OFF

IN-FLIGHT

Flats / slats /airbrakes

positionindication

FIGURE 02-27-25-01 PDU DISPLAY IN FLIGHT BELOW 18,000FT

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SYNOPTIC DURING AIRBRAKE RETRACTION IN SEVERAL CASES

SYNOPTIC

CONTROL OPERATION Below 18,000 ft Above 18,000 ft

Auto airbrake extension disarmed

Airbrakes control handle is on notch 1

Airbrakes control handle moved to notch 0 Airbrakes are retracted

2 sec after airbrake retraction

17 sec after airbrake retraction

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INTRODUCTION

In the following, examples of abnormal operations have been selected to help the crew to understand the CAS message philosophy for flight controls.

SLAT ABNORMAL OPERATION

CONTEXT RESULT

Slats do not extend - SLATS FAIL CAS message

- Slat symbol is amber

Unwanted slat extension - UNWANTED SLATS CAS message

- Slat symbol is amber

Failure of automatic slat system (i.e. invalid AOA or airspeed data or Weight On Wheel data)

- AUTO SLATS CAS message

No 1 HYDRAULIC SYSTEM FAILURE

The slats are only powered by the emergency actuators. They can only be extended and not retracted (for landing only). The aileron, rudder and elevator control surfaces are still hydraulically powered. Flaps and airbrakes are operating normally.

No 2 HYDRAULIC SYSTEM FAILURE

Flaps and airbrakes are inoperative. The aileron, rudder and elevator control surfaces are still hydraulically powered. Slats are operating normally.

No 1 AND 2 HYDRAULIC SYSTEM FAILURE

Slats, flaps and airbrakes are inoperative. The aileron, rudder and elevator control surfaces are only mechanically actuated.

CAUTION

In case of both hydraulic systems failure, do not use emergency aileron trim to control laterally the airplane.

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JAMMING

In the event of jamming of the aileron linkage, roll control is obtained through the electric emergency actuator of the left hand aileron. In case of jamming of the elevator linkage, the horizontal stabilizer trim allows pitch control.

For further information, refer to CODDE 2 / Chapter 03 / ABNORMAL.

CAS MESSAGES

CAS MESSAGE DEFINITION

NO TAKE-OFF Airplane is not properly configured for take-off

AIL FEEL Failure of aileron Arthur unit

AIL ZERO Aileron emergency trim not in neutral position

AIRBRAKES AUTO EXTENSION At least one airbrake panel failed to extend when automatically commanded

AIRBRAKES DO NOT EXTEND At least one airbrake panel failed to extend when commanded

AIRBRAKES DO NOT RETRACT At least one airbrake panel failed to retract when commanded

AUTO SLATS Automatic slat system failure (i.e. invalid AOA or airspeed data or Weight On Wheel data)

FLAP ASYM Flaps asymetrical extension

PITCH FEEL Pitch Arthur unit failure

SERVO ACCU LEFT TEST FAIL

On parking only. Erroneous servo-actuator accumulator position data sent to MAU 1. A maintenance message indicates which accumulator failed

SERVO ACCU RIGHT TEST FAIL

On parking only. Erroneous servo-actuator accumulator position data sent to MAU2. A maintenance message indicates which accumulator failed

SLATS FAIL Slats failed to extend when commanded

UNWANTED SLATS Unwanted slat extension

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CAS MESSAGE DEFINITION

SERVO ACCU LEFT TEST FAIL In cruise only. Erroneous servo-actuator accumulator position data sent to MAU 1. A maintenance message indicates which accumulator failed

SERVO ACCU RIGHT TEST FAIL In cruise only. Erroneous servo-actuator accumulator position data sent to MAU 2. A maintenance message indicates which accumulator failed

STAB EMERGENCY Emergency pitch trim in use instead of normal one

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INTENTIONALLY LEFT BLANK

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02-28 ATA 28 - FUEL SYSTEM

02-28-00 TABLE OF CONTENTS

02-28-05 GENERAL

Introduction Sources Fuel tank location

02-28-10 DESCRIPTION

Sub-systems Distribution

02-28-15 CONTROL AND INDICATION

Control Synthetic table Indication

02-28-20 SYSTEM PROTECTION

Introduction Circuit breakers Fire control panel

02-28-25 NORMAL OPERATION

Introduction Airplane with full tanks and only APU operating (on ground) Normal operation (in-flight) Fuel balance procedure

02-28-30 ABNORMAL OPERATION

Introduction BP 2 and STAND BY BP 2 failure Loss of rear tank gauging CAS messages

02-28-35 FUELING OPERATION

Introduction Pressure refueling Gravity refueling Suction defueling Gravity draining

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INTENTIONALLY LEFT BLANK

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INTRODUCTION

Fuel system provides engines and APU with pressurized fuel.

It is composed of two tank groups which are normally independent:

- one LH group which supplies engine 1:

o LH wing tanks,

o LH center wing tanks,

o rear tank,

- one RH group which supplies engine 2 and the APU:

o RH wing tanks,

o RH center wing tanks,

o front tank.

Total usable fuel quantity is 16,730 lb / 7,588 kg / 2,497 USG / 9,450 l.

Weights are calculated for a fuel density of 6.7 lb per USG (0.803 kg/l).

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FUEL circuitbreakers

FIRE protection panel(Fuel switches)

CAS windows

FUEL system panel

HSI window

ENG-TRM-BRK windowFUEL and STAT windows

FIGURE 02-28-05-00 FLIGHT DECK OVERVIEW

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SOURCES

LH WING TANKS + LH CENTER WING TANKS +

REAR TANK

RH WING TANKS + RH CENTER WING TANKS +

FRONT TANK

8,054 lb

3,653 kg

1,202 USG

4,549 l

8,676 lb

3,935 kg

1,295 USG

4,901 l

FUEL TANK LOCATION

RH feeder tank

RH center winglateral tank

RH winginboard tank

RH wingoutboard tank

Front tank

LH center winglateral tank

LH winginboard tank

LH wingoutboard tank

Rear tank LH feeder tank

FIGURE 02-28-05-01 TANK LOCATION

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Negative pressurerelief valves

(under the wings)

Gravity fillerports

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

FIGURE 02-28-05-03 LOCATION OF SUMP DRAIN VALVES (VIEW FROM UNDERNEATH)

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Fueling panel

Fuel vents

Pressure fueling connectorFuel vents

Gravity draining pipe

FIGURE 02-28-05-04 PRESSURE FUELING PANEL AND FUELING CONNECTOR LOCATION

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INTENTIONALLY LEFT BLANK

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SUB-SYSTEMS

TANKS

Fuel storage consists of two tank groups. Each group normally supplies fuel to its respective engine. All tanks are a structural part of the airplane. In case of failure in one of the engine supply systems, crossfeed units allow the following operations:

- supply of either of the two engines from any of the supply systems, - fuel transfer from one side group (wing tanks and center wing tanks) to the other side

group.

NOTE

It is not possible to transfer fuel from front tank to rear tank and vice-versa.

The tanks are pressurized by LP bleed air from both engines (intake independent from air conditioning system). The pressure is regulated at 2.9 psi and is automatically controlled by the pneumatic system. The airplane may be pressure or gravity refueled or defueled by a pilot.

LH TANK GROUP

It is composed of the LH wing, the LH center wing and the rear tanks. The LH wing tank is divided into two sections, outboard and inboard, separated by a rib with interconnection holes at the upper part and flapper valves at the lower part. The LH Booster Pumps (BP) compartment is located in the LH feeder tank in the center wing section. The LH tank group supplies the No 1 engine.

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RH TANK GROUP

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

FIGURE 02-28-10-00 FUEL PRINCIPLE DIAGRAM

BOOSTER PUMPS

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

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JET PUMPS

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

FIGURE 02-28-10-01 FUEL RH TANK GROUP CIRCULATION SCHEMATIC

FUEL QUANTITY MANAGEMENT COMPUTER

The Fuel Quantity Management Computer (FQMC) includes 2 independent channels performing the following functions:

- monitoring of fuel gauging and flow metering, - low level management, - refueling valves control, - fuel used computation, - fuel temperature measurement, - center of gravity monitoring, - monitoring of engines and APU oil levels, - transfer valves control, - system self-monitoring, - management of level in hydraulic reservoirs.

The FQMC is located in a pressurized area (baggage compartment), away from hot air ducts, hydraulic piping and fuel piping.

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NEGATIVE PRESSURE RELIEF VALVES

The outboard end of each wing has a negative pressure relief valve to ensure that internal tank pressure does not fall under atmospheric pressure.

for location refer to figure 02-28-05-02.

GRAVITY FILLER PORTS

Each wing has one gravity filler port. for location refer to figure 02-28-05-02.

SUMP DRAINS

Ten sump drains are located underneath the aircraft. for location refer to figure 02-28-05-03.

FIGURE 02-28-10-02 FUEL DRAIN FILLER CUP

NOTE

The fuel drain filler cup is stored in the aft servicing compartment.

VENT VALVES

There are 3 vent valves, LH, RH and rear tanks vent valves: - LH and RH tanks vent valves are connected to the corresponding wing tanks, - Rear tank vent valve is connected to the pressurization line.

These valves are commanded to open whenairplane on ground and the refueling coupling lever is set to the up position

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DISTRIBUTION

GENERAL

The two independent groups of fuel tanks feed their respective engine. The RH tank group also feeds the APU. The interconnection (X-BP) system permits any booster pump to supply pressurized fuel to any engine in the event of a failure of the two booster pumps on the same side. The X-BP controls 2 crossfeed units consisting mainly in 2 crossfeed valves which position is related to the X-TK switch position. By setting the X-BP on, supplies of engines 1 and 2 are interconnected and shuts off the fuel supply of the jet pumps located on the "arrow" side. The crosstank (X-TK) system permits to connect LH and RH feeder tanks to compensate for asymmetric fuel consumption. The X-TK consists in a solenoid valve (spring-loaded closed) electrically commanded by the swicth position, and actuated by the fuel pressure.

NOTE

Operating crosstank inhibits the front and rear tanks jet pumps. It is not possible to transfer fuel from front tank to rear tank and vice-versa.

FIGURE 02-28-10-03 FUEL DISTRIBUTION DIAGRAM

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FUSELAGE TANK EMPTYING SEQUENCE

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

NOTE

FUEL TRAPPED IN FWD TANK appears in the CAS window to notify the crew that a quantity of unusued fuel remains available in the forward tank.

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CONTROL

FIGURE 02-28-15-00 FUEL SYSTEM OVERHEAD PANEL

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SYNTHETIC TABLE

TO ACTIVATE CONTROL FUNCTION

TO DEACTIVATE SYNOPTIC

BP On

On

Stand by On

ST-BY On

All pumps Off

Off

Failure

and

- Manually controls selection of pumps in LH / RH fuel lines

NOTE

In Auto Start mode, BP 1 / 2 are automatically switched on at corresponding engine start

Invalid data

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TO ACTIVATE

CONTROL FUNCTION TO DEACTIVATE

SYNOPTIC

Open

Push on to open

the valve

Valve closed

Closed

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

Invalid data

Open

(1 2) Push on to open

the valve

Open

(1 2)

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

Valve closed

Closed

Invalid data

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INDICATION

Fuel indications are displayed on:

- the MDU:

o FUEL page,

o STAT page.

- the PDU:

o HSI window,

o ENG-TRM-BRK window.

MDU FUEL PAGE

FIGURE 02-28-15-01 FUEL PAGE EMPTY TANK INDICATIONS

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

FIGURE 02-28-15-02 FUEL FIELD WING 1 OR 2

WING 1 or WING 2

OUT Wing outboard tank fuel quantity

IN Wing inboard tank fuel quantity

CTR Center wing lateral tank fuel quantity

FEED Feeder tank fuel quantity

WING 1 or 2 Sum of OUT, IN, CTR and FEED fuel quantities

When any of the fuel data is invalid, the corresponding indication is replaced by four amber dashes.

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Low level management

Fuel levels are monitored for each group of tanks through two types of detection: - one is on when fuel quantity in a group is less than 1,000 lb. It is based on fuel level

detection thermistors located in center wing lateral tanks, - one is on when fuel quantity in a feeder tank is less than 250 lb. It is based on tests

on the fuel gauged quantities.

When the 1000 lb level is reached, amber LEVEL is displayed above the wing scales of the synoptic and FUEL LEVEL .. appears in CAS window.

When the 250 lb level is reached, only the fuel quantities: total (FQ), total circuit (FQ 1/2), WING 1/2 like that FEED and WING are displayed in amber in the MDU FUEL; LOW FUEL .. appears in CAS window.

When the gauging of any tank is lost, the corresponding digital readout displays four amber dashes and the quantities FQ, FQ 1 (or 2), WING 1 (or 2, in case of loss of a wing tank fuel quantity) are amber frame: for example.

Degraded gauging situations can occur during a loss of IRS (Inertial Reference System) or a loss of a fuel gauge.

In these cases DEGRADED GAUGING appears in CAS window.

FQ indication is amber framed when total gauging of any tank group (LH wing, center tank or RH wing) is lost.

MDU STATUS PAGE

FIGURE 02-28-15-03 STATUS PAGE INDICATION

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PDU

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

FIGURE 02-28-15-04 FUEL QTY INDICATION ON THE HSI

FF, FU and FQ are permanently displayed on ENG-TRM-BRK window of the PDU, however this window is not available in case of TCAS RA auto pop-up.

CAS message field

ENG-CAS window

ENG-TRM-BRK window

FF (Fuel Flow)PPH digital readout

FU (Fuel Used)LB digital readout

FQ (Fuel Quantity)LB digital readoutLH WING / REARFRONT / RH WING

FIGURE 02-28-15-05 PDU ENGINE WINDOW INDICATIONS

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FUEL PRESSURIZATION INDICATION

A fuel pressurization indication is available in the airplane aft servicing compartment (pressure gauge).

COLOR SYMBOLOGY

Green Amber Solid gray Hollow gray

Supply line 1 or 2 Flow Low pressure + BP on

Low pressure + BP off

Invalid source data

Crossfeed line Valve open flow

Valve open + BP off Valve closed Invalid source

data Cross tank wing line Valve open Valve closed Invalid source

data Front / Rear tank line Normal operation FWD / AFT CG

exceedance Invalid source data

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INTRODUCTION

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

The fuel shut-off valve controls are located on the fire control panel which is a part of the overhead panel.

CIRCUIT BREAKERS

FIGURE 02-28-20-00 FUEL CIRCUIT BREAKERS

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FIRE CONTROL PANEL

The three FIRE pushbuttons activate the fuel shut-off valves corresponding to each engine or APU fuel supply system.

Engine 1 fuelshut-off valveCLOSED light

Engine 1 fuel andhydraulic shut-off

guardedpushbutton light

APUfuel shut-off valve

CLOSED light

Engine 2 first extinguishercylinder discharge

guarded pushbutton light

APUsingle extinguishercylinder discharge

guarded pushbutton light

Engine 2 second extinguishercylinder discharge

guarded pushbutton light

Baggage compartmentfire warning light

FIRE TESTpushbutton

APUfuel shut-off

guarded pushbutton light

FIGURE 02-28-20-01 FIRE CONTROL OVERHEAD PANEL

CIRCUIT PROTECTION DIAGRAM

FIGURE 02-28-20-02 CIRCUIT PROTECTION DIAGRAM

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INTRODUCTION

In the following, typical on ground and in-flight situations have been selected to help the crew to understand the symbols provided in the various panels and displays.

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

FIGURE 02-28-25-00 OVERHEAD PANEL DURING APU OPERATION

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FIGURE 02-28-25-01 FUEL SYNOPTIC DURING APU OPERATION

CONTEXT RESULT

Only APU running

Fuel is coming from RH tank group

to feed the APU

- Overhead panel BOOST 1 pushbutton lighted OFF, BOOST 2 pushbutton lighted STBY

- APU synoptic in green

- BP 2 synoptic in green

- ENG 1 and ENG 2 synoptic in grey - RH fuel lines synoptic in green

- X-TK and X-BP and their respective fuel lines synoptics in grey

- Fuel Quantity does not decrease despite APU consumption

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NORMAL OPERATION (IN-FLIGHT)

FIGURE 02-28-25-02 OVERHEAD PANEL

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FIGURE 02-28-25-03 FUEL SYNOPTIC

NORMAL STATUS RESULT

ENG 1 and 2 running

Each tank group is feeding its respective engine

Front and rear tanks not empty

- Overhead panel pushbuttons lights off

- BP 1 and BP 2 and their respective fuel lines synoptic in green

- Front and rear tanks fuel lines in green

- ENG 1 and ENG 2 synoptic in green

ERRONEOUS INDICATION

When the APU is stopped and the engine 2 is running, the symbol is displayed in gray (A) instead of green (B).

FIGURE 02-28-25-04 ENG 2 ERRONEOUS SYMBOL

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FUEL BALANCE PROCEDURE DURING CRUISE

FIGURE 02-28-25-05 OVERHEAD PANEL DURING FUEL BALANCE PROCEDURE

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

ACTION RESULT

Overhead panel pushbuttons:

- X-BP pushed on, and

- BOOST 1 pushed off

- Overhead panel X-BP pushbutton lighted and BOOST 1 pushbutton lighted OFF

- X-BP and corresponding fuel line synoptic in green

- BP1 synoptic in gray with OFF indication

- Fuel is transferred from RH wing tank to LH wing tank

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INTENTIONALLY LEFT BLANK

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INTRODUCTION

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

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BP 2 AND STAND-BY BP 2 FAILURE

ABNORMAL STATUS

FIGURE 02-28-30-00 OVERHEAD PANEL DURING BP 2 AND ST-BY BP 2 FAILURE

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FIGURE 02-28-30-01 FUEL SYNOPTIC DURING BP 2 AND ST-BY BP 2 FAILURE

CONTEXT RESULT

BP 2 failure FUEL PRESS 2 CAS message BP 2 and its respective fuel line synoptic in amber

BOOST 2

overhead panel pushbutton

pushed to light ST-BY

BP 2 and corresponding fuel line synoptic remain in amber

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AFTER PROCEDURE COMPLETE

FIGURE 02-28-30-02 OVERHEAD PANEL

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FIGURE 02-28-30-03 FUEL SYNOPTIC

ACTION RESULT

Overhead panel pushbuttons:

- X-BP pushed on, and

- BOOST 2 pushed off

- Engine 2 is fed by BP 1

- Overhead panel X-BP pushbutton lighted and BOOST 2 pushbutton lighted OFF

- X-BP fuel line in green

- BP 2 synoptic in gray with OFF indication

- RH tank group fuel is not used any more at this point and fuel quantity balance between the tank groups needs to be managed by opening and closing the X-TK valve

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FUEL BALANCE PROCEDURE AFTER BP2 AND STAND-BY BP2 FAILURE

FIGURE 02-28-30-04 OVERHEAD PANEL

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FIGURE 02-28-30-05 FUEL SYNOPTIC

ACTION RESULT

overhead panel pushbutton pushed

- Fuel is transferred from RH wing tank to LH wing tank

- overhead panel indication in amber

- X-TK valve and associated fuel line synoptic in green

- indication above the valve synoptic

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LOSS OF REAR TANK GAUGING

ABNORMAL STATUS

FIGURE 02-28-30-06 FUEL SYNOPTIC DURING LOSS OF REAR TANK GAUGING

CONTEXT RESULT

Loss of rear tank gauging

- FUEL CMPTR FAULT CODE (on ground) or FUEL CMPTR FAULT CODE (in flight) and DEGRADED GAUGING CAS messages

- Rear tank and corresponding fuel line synoptic in gray, no indication of fuel quantity

- Indication of LH tank group and total fuel quantity indicated in an amber frame

NOTE

There is no indication on the overhead panel. There is no action required from the pilot.

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CAS MESSAGES

CAS MESSAGE DEFINITION

FUEL CMPTR CONFIG On ground, problem of FQMC configuration

FUEL CMPTR FAULT CODE On ground, fault detection on fuel management computer that may affect dispatch

FUEL: FWD XFR FAIL Forward valve malfunction, possible forward CG exceedence

FUEL: REAR XFR FAIL Rear valve malfunction, possible aft CG exceedence

FUELING Non closing of either of the three vent valves or closing of the fuel shut-off and defueling valve or non closing of refueling door or non closing of fueling panel

FUEL PRESS .. Fuel pressure in the indicating fuel group (1/2) is below 320 mbar when engine is on or booster pump is on.

LOW FUEL .. Fuel quantity in the indicating fuel group tanks (1/2) is below 250 lb

DEGRADED GAUGING Loss of IRS data or loss of one gauge or loss of a tank gauging

FUEL CMPTR FAULT CODE In flight, failure code from fuel computer

FUEL LEVEL .. Fuel quantity in the indicating fuel group tanks (1/2) is below 1,000 lb

FUEL PRESS .. FAIL On ground engine off, failure of the fuel pressure sensor (1/2)

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

NOTE

ERRONEOUS INDICATION

DEGRADED GAUGING CAS message is not displayed in some loss of gauge or IRS configuration.

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INTENIONALLY LEFT BLANK

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INTRODUCTION

The airplane is normally pressure-refueled.

All tanks can be automatically refilled fully or partially through the single-point fueling connector.

When pressurized fuel is not available, gravity refueling may be performed through two wing gravity filler ports.

The airplane may be defueled by suction through the normal pressure-refueling system. Gravity defueling is also possible through a drain line.

Except the gravity draining, all the fueling operations require monitoring from the fueling panel.

See the fueling panel and refer to sub-section 02-28-05 for the access door locations.

NOTE

The fueling panel remains electrically inhibited as long as the fuel vents are not open.

FIGURE 02-28-35-00 FUELING PANEL

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PRESSURE REFUELING

To operate normally, the pressure refueling system needs only the battery 1 to be connected to the battery bus.

The refueling pressure must be between 30 psi and 50 psi maximum. Refueling stops automatically when the selected fuel quantity is reached with a precision of 50 lb.

FIGURE 02-28-35-01 REFUELING FILLER CONNECTOR

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GRAVITY REFUELING

The airplane may be refueled through gravity filler ports located on each upper wing surface.

Electrical power on the airplane is required for gravity refueling to allow fuel transfer from wing to center wing, front and rear tanks.

FIGURE 02-28-35-02 GRAVITY REFUELING PORTS

NOTE

For more information, refer to the Ground Servicing Manual (DGT681).

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SUCTION DEFUELING

As well as for pressure refueling, the refueling filler connector can be used for suction defueling.

For this function, the valve is controlled by the DEFUELING guarded switch on the fueling panel.

Electrical power is required on the airplane as the suction defueling is performed by the booster pumps.

It is possible to defuel both tank groups or either LH tank group or RH tank group.

NOTE

For more information, refer to the Ground Servicing Manual (DGT681).

GRAVITY DRAINING

Electrical power is required on the airplane for the booster pumps to transfer the fuel to the feeder tanks.

For this function, the gravity defueling valve is manually actuated by its control lever.

It is possible to defuel both tank groups or either LH tank group or RH tank group.

NOTE

For more information, refer to the Ground Servicing Manual (DGT681).

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02-29 ATA 29 - HYDRAULIC SYSTEM

02-29-00 TABLE OF CONTENTS

02-29-05 GENERAL

Introduction Sources Equipment location

02-29-10 DESCRIPTION

Sub-systems Accumulators Distribution

02-29-15 CONTROL AND INDICATION

Controls Indication

02-29-20 SYSTEM PROTECTION

Circuit breakers Relief valves

02-29-25 NORMAL OPERATION

General ON GROUND operation IN-FLIGHT operation

02-29-30 ABNORMAL OPERATION

General HYD 2 system failure ENG 1 PUMP and ENG 2 PUMP 1 failure CAS messages

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INTENTIONALLY LEFT BLANK

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INTRODUCTION

The hydraulic power system provides pressure for actuation of several airplane components.

It is composed of two fully independent systems (HYD 1 and HYD 2 systems) operating simultaneously and powered by three engine-driven pumps and an electrical stand-by pump.

Hydraulic system is of the “set and forget” type. After initialization for flight (ST-BY PUMP set to AUTO), no crew action is required for the rest of the flight if no failure occurs.

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HYDRCircuit breakers

Electrical ST-BY PUMPand ISOLATION VALVE

controls

CAS windows

HYD synoptic

FIGURE 02-29-05-00 FLIGHT DECK OVERVIEW

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SOURCES

Each hydraulic system has its own hydraulic fluid reservoir located in the aft servicing compartment.

Both systems are pressurized by LP bleed air through a common system for fuel and hydraulic pressurization systems. The reservoirs are pressurized to avoid pump cavitation.

HYD 1 RESERVOIR HYD 2 RESERVOIR

1.95 USG

(7.4 l)

1.58 USG

(6 l)

Main hydraulic power is provided by three engine-driven mechanical pumps.

HYD 1 system is supplied by two pumps:

- engine 1 hydraulic pump,

- engine 2 hydraulic pump.

HYD 2 system is supplied by two pumps:

- engine 2 hydraulic pump,

- electrical stand-by pump, automatically activated in case of HYD 2 pressure drop below 1,650 ±100 psi (fail-safe system).

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EQUIPMENT LOCATION

02-29-05-01 EQUIPMENT LOCATION

The hydraulic system components are mainly installed in the hydraulic racks in the aft servicing compartment.

Except for very few items, the HYD 1 system components are located on the left side of the airplane, the HYD 2 system and stand-by components on the right side.

External hydraulic cart connections are provided for ground checks and maintenance tests of each system.

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SUB-SYSTEMS

HYDRAULIC ENGINE-DRIVEN PUMPS

The three self-regulating, piston-type pumps are driven by the accessory gearbox of the corresponding engine. They regulate automatically the output pressure at 3,000 psi (± 200 psi). The pumps are not controlled from the cockpit. The pumps are lubricated by the hydraulic fluid. A shear section in the pump drive shaft protects the engine gearbox in case of pump seizure.

STAND-BY ELECTRICAL PUMP

In case of HYD 2 pump failure, a stand-by electrical pump (ESS bus) allows operation of components powered by the No 2 system. In AUTO mode, the stand-by pump starts automatically as soon as a pressure drop (pressure below 1,650 ± 100 psi) is detected in the HYD 2 system: the stand-by pump cycles continuously between 1,650 and 2,300 psi (± 100 psi) as long as it is not switched off. The stand-by electrical pump may also be used, on ground only, to pressurize the No 1 hydraulic system for maintenance checks. The mechanical selector that switches the pump between HYD 1 and HYD 2 systems is located in the aft servicing compartment (right side).

CAUTION

The stand-by pump selector must be set to IN FLIGHT position prior to flight.

NOTE

The stand-by pump must be switched off in case of HYD 2 system leakage

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HYDRAULIC ISOLATION VALVE

Located on the HYD 2 system, it isolates the pitch and rudder servo-actuator hydraulic systems from the other user systems when the stand-by pump is active. This valve is controlled by HYDR 2 ISOL selector switch on the overhead panel. When the selector switch is set to AUTO:

- on ground, or in flight with the slats extended, the hydraulic isolation valve is controlled to open position, allowing the stand-by electrical pump to supply fully hydraulic system 2,

- in flight with the slats retracted, the valve is closed. Only pitch and rudder servo-actuators are powered by the stand-by pump.

When the selector switch is set to OPEN, the hydraulic isolation valve is directly controlled to open position. When the selector switch is set to CLOSE, the hydraulic isolation valve is directly controlled to close position.

NOTE 1

The isolation valve must be set to CLOSE in case of HYD 2 system leakage, if fluid quantity drops to 0.

NOTE 2

When the hydraulic isolation valve is set to CLOSE, the airbrakes are no longer available.

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ACCUMULATORS

Each system includes a hydraulic accumulator to dampen pressure surges in the system and provide instantaneously available reserve power. Each system also includes an accumulator that supplies limited hydraulic pressure to the thrust reverser. Each accumulator is precharged for life and does not feature any pressure gauge or charging valve.

The No 2 system includes one additional accumulator to provide reserve power to the parking brake system in case of total loss of normal braking system. A hydraulic pressure gauge located in the LH wheel well is installed on the supplied by this accumulator.

NOTE

After engine shutdown or hydraulic failure, hydraulic pressure in each system accumulator drops to zero. Check valves maintain the pressure in the parking brake and thrust reverser accumulators.

FIGURE 02-29-10-00 ACCUMULATOR DIAGRAM

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DISTRIBUTION

FIGURE 02-29-10-01 HYDRAULIC SYSTEM DIAGRAM

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HYD 1 SYSTEM

HYD 1 system is pressurized by two self-regulating (constant pressure) hydraulic pumps driven by the No 1 and No 2 engine gearboxes (HYDR #1 ENG 1 PUMP and HYDR #1 ENG 2 PUMP). Both pumps draw operating fluid from the No 1 hydraulic reservoir and feed the system at a rated pressure of 3,000 psi (± 200 psi). The output pressure of the pumps hydraulically charges the No 1 system accumulator and supplies pressure to:

- pitch servo-actuator (one barrel), rudder servo-actuator (one barrel), aileron servo-actuator (one barrel),

- normal and automatic slats, - No 1 braking system, - landing gears and corresponding doors, - nose wheel steering, - No 1 engine thrust reverser (with one pressure accumulator, not monitored).

HYD 2 SYSTEM

HYD 2 system is pressurized by one self-regulating (constant pressure) hydraulic pump (same characteristics as HYD 1 system pumps), driven by No 2 engine gearbox (HYDR #2 PUMP). HYD 2 system can be pressurized by an electrical pump (ST-BY PUMP) connected to ESS bus (automatically activated in case of pressure drop below 1,650 psi). PUMP 2 draws operating fluid from the No 2 hydraulic reservoir and feeds the system at a rated pressure of 3,000 psi (± 200 psi). The output pressure of the pump hydraulically charges the No 2 system accumulator and supplies pressure to :

- pitch servo-actuator (one barrel), rudder servo-actuator (one barrel), aileron servo-actuator (one barrel),

- airbrakes, - flaps, - No 2 braking system, - emergency slats, - parking brake (with one monitored pressure accumulator), - thrust reverser (with one pressure accumulator, not monitored).

Hydraulic fluid pressure and level are measured and displayed in hydraulic synoptic and status page.

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INTENTIONALLY LEFT BLANK

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CONTROLS

Pushbutton

Light

Light

FIGURE 02-29-15-00 STAND-BY PUMP AND ISOLATION VALVE OVERHEAD PANEL CONTROLS

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SYNTHETIC TABLE

TO ACTIVATE CONTROL FUNCTION

TO DE-ACTIVATE SYNOPTIC

In AUTO mode

In AUTO mode

running for more than

60 sec

Push on (AUTO)

On GROUND

TEST

Push OFF OFF

- ST-BY pump can be set to AUTO or OFF

- It must be in AUTO position in flight (normal condition)

- In the AUTO position, - ST-BY pump starts

operation when HYD 2 pressure drops below 1,650 psi and stops when pressure reaches 2,300 psi (green range on the psi scale is adjusted to normal operating range)

Invalid data

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TO ACTIVATE CONTROL FUNCTION

TO DE-ACTIVATE SYNOPTIC

In AUTO mode, open,

nominal

In AUTO mode, closed, nominal

In AUTO mode, open,

abnormal

Push AUTO

In AUTO mode, closed,

abnormal

Push OPEN

In OPEN mode

OPEN

Push CLOSE

In CLOSE mode

CLOSE

- HYDR 2 ISOL can be set to AUTO, OPEN or CLOSE

- It must be in AUTO position in flight (normal condition)

- In the AUTO position, on the ground, the isolation valve is automatically open.

- In the AUTO position, in flight, the isolation valve is automatically open if the slats are extended, closed otherwise.

Invalid data

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INDICATION

Hydraulic indications are displayed on the MDU:

- in the HYD page,

- in the STAT page (hydraulic fluid quantity and pressure indications).

Direct-reading indicators are also available for the reservoir fluid levels in the aft servicing compartment.

MULTIFUNCTION DISPLAY UNIT (MDU)

Hydraulic synoptic page

HYD pumps (3)

HYDfluid pressure

AccumulatorsHYD ReservoirQTY

Equipment

ST-BYpump

FIGURE 02-29-15-01 HYDRAULIC SYNOPTIC

NOTE

When the stand-by pump is active, the green range of the pressure indication scale is 1,550 to 2,400 psi.

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Examples of hydraulic level indications

QTY QTY QTY

QTY above the minimumrequired (1/2)

QTY below the minimumrequired (1/2)

Invalid data

FIGURE 02-29-15-02 HYDRAULIC LEVEL INDICATORS

NOTE ERRONEOUS INDICATION

When hydraulic tanks are empty, the hydraulic quantity indication is represented by a vertical rectangle filled with green.

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Examples of hydraulic pressure indications

Normal pressure:- green colored range from 2,850 to 3,200 psi (middle area)

When HYD 2 system supplied by ST-BY pump:- amber colored range from 1,000 to 1,550 psi- green colored range from 1,550 to 2,400 psi (middle area)- amber colored range from 2,400 to 3,500 psi (top area)

Abnormal pressure:- amber colored range from 1,000 to 2,850 psi (bottom area)- amber colored range from 3,200 to 3,500 psi (top area)

PSI3000

PSI1900

PSI 0

PSI

Invaliddata

FIGURE 02-29-15-03 HYDRAULIC FLUID PRESSURE INDICATORS

NOTE ERRONEOUS INDICATION

When hydraulic pressure is below 1,000 psi or above 3,500 psi, the bottoming or top band is black instead of amber.

Examples of hydraulic pump status

Running Not running Failed Invalid data

FIGURE 02-29-15-04 HYDRAULIC PUMP STATUS

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Examples of equipment status

In normal operation, symbols are green. If a failure occurs in a system, the symbols of equipment powered by this system become amber.

NOTE

As flight control actuators are connected to HYD 1 and HYD 2 systems, the corresponding symbols are (see figure below):

- GREEN, in normal operating conditions,

- AMBER, in case of total hydraulic power loss,

- Half GREEN / AMBER, in case of loss of one system.

Normal operation

Total loss of hydraulic power Loss of HYD 2 system

Loss of HYD 1 system

FIGURE 02-29-15-05 SYMBOLS OF FLIGHT CONTROLS

Examples of check valve status

In nominal conditions Hydraulic pump failed System #2 fed by stand-by pump

Loss of hydraulic system #2

FIGURE 02-29-15-06 CHECK VALVE STATUS

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Park brake and Thrust Reverser (T/R) and corresponding accumulators

Normal operation Thrust Reverser (T/R)accumulator is gray because noinformation on its status is available

HYD 2 inoperative:- Park brake accumulator able to deliver power: park brake is green- T/R is gray because no information on its status is available

HYD 2 inoperative:- Park brake accumulator unable to release power: park brake is amber- T/R is gray because no information on its status is available

Park brake accumulatorswitch failed

T/R ENG 2T/R ENG 2

T/R ENG 2T/R ENG 2

FIGURE 02-29-15-07 PARK BRAKE AND THRUST REVERSER INDICATIONS

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STATUS page

HYD 1 and HYD 2 fluid quantityand pressure indication

FIGURE 02-29-15-08 STATUS PAGE

ERRONEOUS INDICATION

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

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DIRECT READING INDICATORS

Fluid level indicator

Each reservoir is equipped with a window showing the min. and max. fluid levels, respectively corresponding to 6 to 7.4 l (1.59 to 1.95 USG) for hydraulic system 1 reservoir and 4.6 to 6 l (1.22 to 1.59 US gal.) for hydraulic system 2 reservoir

They are located in the aft servicing compartment.

Level window

Hydraulic reservoir

FIGURE 02-29-15-09 HYDRAULIC FLUID LEVEL DIRECT READING INDICATOR

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CIRCUIT BREAKERS

FIGURE 02-29-20-00 HYDRAULIC SYSTEMS CIRCUIT BREAKERS

RELIEF VALVES

Reservoir overpressure is prevented by a relief valve.

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INTENTIONALLY LEFT BLANK

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GENERAL

In the following, typical on ground and in-flight situations have been selected to help the crew to understand the symbols provided in the various panels and displays.

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ON GROUND OPERATION

OVERHEAD PANEL

FIGURE 02-29-25-00 HYDRAULICS OVERHEAD PANEL CONTROLS

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AIRPLANE WITH AUXILIARY POWER UNIT (APU) OPERATING

FIGURE 02-29-25-01 HYDRAULIC SYNOPTIC, APU OPERATING AND STAND-BY PUMP AUTO

NORMAL STATUS RESULT

Hydraulic engine-driven pumps ENG 1 PUMP, ENG 2 PUMP 1 and ENG 2 PUMP 2 are inactive as engines are not running

HYD pumps synoptics are gray and HYD 1 system is inoperative.

ST-BY PUMP overhead panel pushbutton in AUTO position

ST-BY pump cycling as HYD 2 is inactive,

HYD 2 equipment synoptics are green.

HYDR 2 ISOL overhead panel pushbutton in AUTO position

Isolation valve is open.

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IN-FLIGHT OPERATION

OVERHEAD PANEL

FIGURE 02-29-25-02 HYDRAULICS OVERHEAD PANEL CONTROLS

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

FIGURE 02-29-25-03 HYDRAULIC SYNOPTIC, NORMAL OPERATION

NORMAL STATUS RESULT

Hydraulic engine-driven pumps ENG 1 PUMP, ENG 2 PUMP 1 and ENG 2 PUMP 2 active

HYD 1 and HYD 2 systems operating:

- HYD pumps synoptics are green,

- HYD 1 and HYD 2 system equipment synoptics are green

ST-BY PUMP overhead panel pushbutton in AUTO position

AUTO indication above ST-BY pump synoptic

HYDR 2 ISOL overhead panel pushbutton in AUTO position

Isolation valve is closed

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INTENTIONALLY LEFT BLANK

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GENERAL

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

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HYD 2 SYSTEM FAILURE

ABNORMAL STATUS

FIGURE 02-29-30-00 HYDRAULICS OVERHEAD PANEL CONTROLS

FIGURE 02-29-30-01 HYDRAULIC SYNOPTIC

CONTEXT RESULT

HYD 2 fluid leak

or

ENG 2 PUMP 2 failure

- HYD 2 fluid quantity synoptic is amber

- HYD 2 hydraulic pressure synoptic is green

+ HYDR #2 PUMP CAS message

+ light on

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IF HYD2 FLUID LEAK ON PITCH OR RUDDER SERVO

FIGURE 02-29-30-02 HYDRAULIC SYNOPTIC

CONTEXT RESULT

ST-BY pump on AUTO,

running for more than 60 sec

- ST-BY pump synoptic is amber

- STBY PUMP PERMANENT CAS message

- HYDRAULIC LOW LEVEL CAS message

+ light on

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AFTER PROCEDURE COMPLETE

FIGURE 02-29-30-03 HYDRAULICS OVERHEAD PANEL CONTROLS

FIGURE 02-29-30-04 HYDRAULIC SYNOPTIC, HYD 2 PRESSURE BELOW 1,500 PSI

ACTION RESULT

ST-BY PUMP overhead panel pushbutton

set to OFF ST-BY pump synoptic is gray with OFF indication in amber

HYDR 2 ISOL overhead panel pushbutton

set to CLOSE Isolation valve is gray and closed

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ENG 1 PUMP AND ENG 2 PUMP 1 FAILURE

FIGURE 02-29-30-05 HYDRAULIC SYNOPTIC

CONTEXT RESULT

ENG 1 PUMP

and

ENG 2 PUMP 1 failure

- ENG 1 PUMP, ENG 2 PUMP 1, HYD 1 pressure and equipment synoptics in amber.

+ HYDR #1 ENG 1+2 PUMP CAS message

+ light on

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CAS MESSAGES

CAS MESSAGE DEFINITION

BOTH HYDR SYSTEM Too low hydraulic pressure at pump outputs with engines running

ABNORMAL ISOL VALVE After a 2 sec delay, abnormal status of the valve

HYDR #1 ENG .. PUMP Hydraulic pump 1 or/and 2 failure (HYD 1 system)

HYDR #2 PUMP Hydraulic pump 2 failure (HYD 2)

HYDRAULIC LOW LEVEL ... Hydraulic level (1 or/and 2) less than ½

HYDR TK PRESS .. Air pressure in hydraulic reservoir (1 or/and 2) drops below 16 psi

STBY PUMP ON C#1 Stand-by pump connected to HYD 1 system for maintenance

STBY PUMP PERMANENT Permanent cycling of stand-by pump

HYDR .. FAIL On ground, failure of hydraulic pressure switch (1 or/and 2)

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02-30 ATA 30 – ICE AND RAIN PROTECTION

02-30-00 TABLE OF CONTENTS

02-30-05 GENERAL

Introduction Anti-icing protection sources Anti-ice system location overview

02-30-10 DESCRIPTION

Pneumatic anti-icing Electrical anti-icing

02-30-15 CONTROL AND INDICATION

Control Indication

02-30-20 SYSTEM PROTECTION

Introduction Circuit breakers

02-30-25 NORMAL OPERATION

Introduction IN-FLIGHT situations

02-30-30 ABNORMAL OPERATION

Introduction Airplane in flight in icing conditions with wings overheat CAS messages

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INTENTIONALLY LEFT BLANK

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INTRODUCTION

The ice-protection system is intended to permit safe flight in intermittent or continuous maximum icing conditions.

The F2000EX EASy uses pneumatic and electrical power for its anti-icing and rain protection system.

An anti-fogging and demisting system is also provided for the cabin and flight deck windows.

Two electrically-operated windshield wipers are also provided.

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CAS windows

BLD synoptic

Anti-ice and raincircuit breakers

Anti-ice and rain controls

Bleed air controls

FIGURE 02-30-05-00 FLIGHT DECK OVERVIEW

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ANTI-ICING PROTECTION SOURCES

The Falcon 2000EX EASy is equipped with two anti-icing systems:

- one pneumatic system (LH and RH bleed air manifold),

- one electrical system using heating resistors.

PNEUMATIC SYSTEM SOURCES ELECTRICAL SYSTEM SOURCES

Engines No 1 and 2

BUS A1

BUS A2

BUS B1

BUS B2

BUS ESS

The pneumatic system, using hot bleed air from the engines, protects the following structural parts and equipment:

- wing inboard leading edge,

- outboard slats,

- air conditioning heat exchanger ventilation air intake,

- engine air intake lips,

- wheel brakes (optional).

The electrical anti-ice system protects the following probes, parts and equipment:

- LH and RH pitot pressure probes,

- LH and RH static pressure probes,

- Total Air Temperature probe,

- Angle-of-Attack sensors,

- stand-by pitot pressure probe,

- P1-T1 sensors (one per engine),

- cockpit windshields and windows,

- water drains.

In addition, wipers are provided for the main windshields.

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ANTI-ICE SYSTEM LOCATION OVERVIEW

FIGURE 02-30-05-01 ANTI-ICE AREA OVERVIEW

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PNEUMATIC ANTI-ICING

GENERAL

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

FIGURE 02-30-10-00 ENGINE BLEED AIR PORTS

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DISTRIBUTION

FIGURE 02-30-10-01 PNEUMATIC SYSTEM SIMPLIFIED DIAGRAM WITH WINGS ANTI-ICE ON

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WINGS ANTI-ICE

The wings anti-icing system protects the wing inboard leading edges, the outboard slats (through telescopic tubes) and the air-conditioning heat exchanger ventilation air intake. Wings anti-icing is provided by circulation of mixed LP and HP hot air. A minimum N1 value depending on altitude and Total Air Temperature (TAT) is necessary to ensure proper anti-icing. When the system is in AUTO mode, the wings anti-icing valve is commanded to open.

- if one of the throttle levers is set to MAX CLIMB position or further, the valve partially opens, in order to reduce the amount of air bled from the engine.

- if both throttle levers are below MAX CLIMB, the valve fully opens. When the feeder isolation valve is closed, No 2 engine is the only anti-icing supply source for this system.

HEAT EXCHANGER RAM AIR INLET ANTI-ICE

Air is tapped downstream the wings anti-icing valve and supplies the intake duct of the air conditioning heat exchanger.

BRAKE HEATING (OPTION)

On each wing line, a pick-off in front of the main gear well supplies hot air to the brake unit.

ENGINE NACELLE INTAKE ANTI-ICE

The No 1 and 2 air intake anti-icing systems are fully independent. They are supplied with dedicated HP bleed air from the corresponding engine. The pneumatic A/I valve controls the bleed air supply to maintain a constant pressure in the anti-icing line. In case of duct rupture, a venturi limits the airflow of the HP compressor.

WINDOW DEMISTING

The cockpit air conditioning system helps to remove mist, especially from: - front windshield, - pilot windshield, - copilot windshield.

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ELECTRICAL ANTI-ICING

ELECTRICAL SYSTEM SCHEMATIC

FIGURE 02-30-10-02 ELECTRICAL SYSTEM SCHEMATIC

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WINDSHIELD AND SIDE WINDOWS

The cockpit windows are electrically heated by a network of heating elements incorporated into the transparent panes. The electrical anti-icing system of the windshields is composed of two identical circuits:

- one pilot circuit, - one copilot circuit.

The pilot and copilot circuits are fitted with dual heat regulating sensors, one active and one stand-by. The heating temperature is automatically regulated between 25°C (77°F) and 30°C (86°F).

Front windshield

Copilot windshield

RH lateral window

LH opening window

Pilot windshield

LH rear window RH rear window

FIGURE 02-30-10-03 WINDSHIELD AND SIDE WINDOWS

PROBES

The pitot pressure probes, static pressure probes, AOA sensors and Outside Air Temperature probe are heated by resistors controlled by pushbuttons. Resistors controlled by the PITOT NORMAL pushbutton heat the following probes and sensors:

- LH and RH pitot pressure probes, - LH and RH static pressure probes, - LH and RH Angle Of Attack sensors, - Outside Air Temperature probe.

Resistor controlled by the PITOT ST-BY pushbutton heats the stand-by pitot pressure probe.

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WATER WASTE DRAIN

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

FIGURE 02-30-10-04 DRAIN MASTS LOCATION

WIPERS

Pilot and copilot windshield panes are both equipped with a wiper arm powered by an electrical motor-converter and designed to keep the field of view clear during taxi, take-off, approach and landing phases when raining or snowing. When the wipers are not used, they are stowed in a recess located at the bottom of each windshield. Each wiper is powered and controlled independently of the other by a pushbutton on the LH and RH side of the overhead panel.

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CONTROL

OVERHEAD PANEL

FIGURE 02-30-15-00 OVERHEAD PANEL CONTROLS

AUTOMATIC SETTINGS

WINDSHIELD and PITOT functions

At airplane power-on, the overhead panel configuration is: WINDSHIELD PILOT, WINDSHIELD COPIL., PITOT NORMAL and PITOT ST-BY controls in OFF mode.

These controls are automatically set to NORMAL mode when: - one throttle lever is in TAKE-OFF position and one engine is on and with WOW

signal, or - without WOW signal.

They are automatically set to OFF mode when Flight / WOW transition occurs and IAS < 20 kt.

P1-T1 probe

The heating of the P1-T1 probe is effective when the ENG anti-ice control is set to ON.

Water waste drain masts

The drain masts and the heating elements of the lines are automatically activated as soon as the airplane is electrically powered.

Other anti-ice controls

All other overhead panel anti-ice controls are set to off mode when energizing the airplane systems (ANTI-ICE and WIPER functions).

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SYNTHETIC TABLE

ENG controls

TO ACTIVATE CONTROL FUNCTION

TO DE-ACTIVATE SYNOPTIC

Push ON

ON

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

Push off

Off

WINGS and BRAKE controls

TO ACTIVATE CONTROL FUNCTION

TO DE-ACTIVATE SYNOPTIC

Push AUTO

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

CAUTION Never activate wings anti-ice on ground, except for test with

engines idle.

Push off

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TO ACTIVATE

CONTROL FUNCTION TO DE-ACTIVATE

SYNOPTIC

Push O’RIDE

Forces HP1 and HP2 valves to full open

When O'RIDE is de-activated, wings mode is automatically set to off

Push off

Push ON

Option

controls the power supply to the brake heating system,

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

Push off

NOTE

The brake anti-ice symbol is displayed only when the option is installed.

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WINDSHIELD controls

TO ACTIVATE CONTROL FUNCTION

TO DE-ACTIVATE SYNOPTIC

Automatic mode

Push MAX

allows three modes activated by pushing the pushbutton in the following logic:

- OFF,

- automatic,

- MAX,

- automatic,

- OFF.

PILOT in automatic mode: the following windshield pane heating circuits are supplied:

- LH half of front windshield pane,

- Pilot windshield pane,

- LH opening window,

- RH side window.

COPIL in automatic mode: the following windshield pane heating circuits are supplied:

- RH half of front windshield pane,

- Copilot windshield pane,

- LH rear window,

- RH rear window.

PILOT / COPIL in MAX mode: the corresponding windshield heating power is increased and the related half of front pane heating power is reduced.

Push OFF

No synoptic

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PITOT controls

TO ACTIVATE CONTROL FUNCTION

TO DE-ACTIVATE SYNOPTIC

Automatic mode

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

Push OFF

No synoptic

Automatic mode

Controls automatic anti-icing of stand-by pitot probe

Push OFF

No synoptic

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WIPER controls

TO ACTIVATE CONTROL FUNCTION

TO DE-ACTIVATE SYNOPTIC

Off mode

Push SLOW

Allows three modes, activated by pushing the pushbutton in the following logic:

- off,

- SLOW,

- FAST,

- off.

PILOT and COPIL controls are indepen-dent.

Push FAST

No synoptic

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INDICATION

Anti-ice indication can be found on the BLEED synoptic:

Wing and brake anti-ice diagram

Engine air intake lip anti-ice diagram

FIGURE 02-30-15-01 BLEED SYNOPTIC WITH ANTI-ICE OFF

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ENGINE ANTI-ICE AND FLOW LINE

Anti-ice ON (no failure detected)

Anti-ice OFF (no failure detected)

Anti-ice ON

Low Pressure

Anti-ice ON

Over Pressure

Anti-ice OFF

Residual pressure

WINGS ANTI-ICE

Wings anti-ice on (no failure detected)

Wings anti-ice command off (no failure detected)

Wings anti-ice monitoring malfunction

Wings anti-ice on and low pressure

Wings anti-ice on and over pressure

Wings anti-ice command off with residual pressure

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BRAKE HEATING (OPTION)

Brake heating off Brake heating ON Brake heating failure

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INTENTIONALLY LEFT BLANK

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INTRODUCTION

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

CIRCUIT BREAKERS

FIGURE 02-30-20-00 ANTI-ICE CIRCUIT BREAKERS

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INTENTIONALLY LEFT BLANK

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INTRODUCTION

Icing conditions exist when the OAT on the ground and for take-off, or TAT in flight is 10°C or below, and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet or ice crystals). Icing conditions also exist when the OAT on the ground and for take-off is 10°C or below when operating on ramps, taxiways or runways where surface snow, ice, standing water, or slush may be ingested by the engines or freeze on engines, nacelles or engine sensor probes.

IN-FLIGHT SITUATIONS

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

AIRPLANE IN FLIGHT IN NON-ICING CONDITIONS

In this case, pitot, static, AOA probes and water waste masts are the only anti-iced systems.

FIGURE 02-30-25-00 OVERHEAD PANEL

FIGURE 02-30-25-01 BLEED SYNOPTIC WITHOUT ANTI-ICE

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AIRPLANE IN FLIGHT IN ICING CONDITIONS

In this case, pitot, static, AOA probes, water waste masts, engines and wings are anti-iced.

FIGURE 02-30-25-02 OVERHEAD PANEL

FIGURE 02-30-25-03 BLEED SYNOPTIC WITH ANTI-ICE ACTIVATED

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INTRODUCTION

In the following, one abnormal operation has been selected to help the crew to understand the symbols provided in the various panels and displays.

AIRPLANE IN FLIGHT IN ICING CONDITIONS WITH WINGS OVERHEAT

ABNORMAL STATUS

FIGURE 02-30-30-00 OVERHEAD PANEL

FIGURE 02-30-30-01 BLEED SYNOPTIC WITH WINGS OVERHEAT

CONTEXT RESULT

Wings anti-ice excessive heating

A/I: WINGS OVHT CAS message is displayed

+ light on

- Wings symbol in amber

- OVER PRESSURE amber indication onBLEED synoptic

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AFTER PROCEDURE COMPLETE

FIGURE 02-30-30-02 OVERHEAD PANEL

FIGURE 02-30-30-03 BLEED SYNOPTIC WITH WINGS ANTI-ICE OFF

ACTION RESULT

WINGS pushbutton off Wings symbol in GRAY

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CAS MESSAGES

CAS MESSAGE DEFINITION

WHEEL XX OVHT Excessive temperature in (LH/RH) wheel compartment(option)

A/I CMPTR CONT FAULT CODE Parking only, a failure message that may affect dispatch has been recorded by the BASC

A/I CMPTR MONIT FAULT CODE Parking only, a failure message that may affect dispatch has been recorded by the BASC

A/I: ENG .. LO PRESS Low pressure in engine (1/2) inlet anti-ice system with anti-ice ON

A/I: ENG .. OVERPRESS Overpressure in engine (1/2) inlet anti-ice system with anti-ice ON

A/I: ENG .. UNWANTED OPS Pressure in engine (1/2) inlet anti-ice system while not activated

A/I: WINGS CMPTR FAIL Failure of wings anti-ice computer (BASC)

A/I: WINGS LO PRESS Low pressure in wings anti-ice system

A/I: WINGS OVHT Overpressure in wings anti-ice system

A/I: WINGS UNWANTED OPS Pressure in wings anti-ice system while not activated

AOA HEAT .. Angle-of-Attack probe (1/2) heating system failure

PITOT HEAT .. In-flight failure of Pitot (1/2) probe heating system

STATIC HEAT .. In-flight failure of static probe (1/2) heating system

ST-BY PITOT HEAT In-flight failure of stand-by Pitot and static probe heating system

WINDSHIELD XFR Pilot (copilot) windshield pane temperature control is transferred to copilot (pilot) temperature regulator unit

A/I: BRAKES MISCONFIG Brake anti-ice valves are not in the commanded position

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CAS MESSAGE DEFINITION

A/I CMPTR CONT FAULT CODE In flight, a failure message has been recorded by the BASC

A/I CMPTR MONIT FAULT CODE In flight, a failure message has been recorded by the BASC

ICE DETECTED Icing conditions detected (option)

ICE DETECTION FAIL Ice detection has failed (option)

PITOT ON On-ground indication that probes are heated

PROBE HEATING FAIL On-ground indication of probe heating system failure

WING A/I ON Wings anti-ice activated with airplane on ground (displayed with 1 min delay)

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02-31 ATA 31 – INDICATING AND RECORDING SYSTEM

02-31-00 TABLE OF CONTENTS

02-31-05 GENERAL

Introduction

02-31-10 AURAL WARNING

Introduction Sources Description Circuit breaker List of aural warnings CAS messages

02-31-15 DFDR AND CVR

Digital Flight Data Recorder (DFDR) Cockpit Voice Recorder (CVR) CAS messages

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INTENTIONALLY LEFT BLANK

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INTRODUCTION

The indicating and recording system chapter comprises a description of the aural warning, the Digital Flight Data Recorder (DFDR) and the Cockpit Voice Recorder (CVR).

For TCAS and EGPWS descriptions, see CODDE1 - ATA 34 - Surveillance

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FIGURE 02-31-05-00 FLIGHT DECK OVERVIEW

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INTRODUCTION

The audio warnings are normally associated with CAS messages. They notify the crew of an abnormal or emergency situation. They can be of two types: voice message or tone.

The aural warning system consists of three drivers: a master driver, a slave driver and the TCAS. Each of them contains groups of alerts, which act together in accordance with priority rules.

SOURCES

The two drivers called master and slave are monitored within MAU 1A and MAU 2A. MAU 1A is powered by bus ESS and MAU 2A is powered by bus B1.

The TCAS alerts are generated by the TCAS equipment, which is independent from the MAU: they are directly sent to the audio channels.

All aural warnings are sent to the cockpit speakers through the AUDIO panel of each crew member.

FIGURE 02-31-10-00 AURAL WARNING

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DESCRIPTION

AUDIO WARNINGS DRIVERS

The audio warnings are played through three drivers: - the slave driver, which contains the horizontal stabilizer trim running, the altitude and the

Auto-Throttle normal disengagement, - the master driver, which contains all other audio warnings, - the TCAS, which is completely independent from the other drivers.

PRIORITY GROUPS

Since the drivers are independent from each other, it is possible to have alerts on the three drivers at the same time. To avoid having too many alerts at the time, the warnings have been grouped together and priorities between those groups have been defined. Each driver contains several groups of audio alerts, called priority groups. When two alerts of different groups are triggered at the same time, only the aural warning of the highest priority group is heard. When the alert of the highest priority group stops, the audio warning of the lowest priority group is then heard, if still present. Priorities have also been set within each group. In fact, all alerts are heard in sequence, beginning with the one of the highest priority. The following table shows the priority groups in a decreasing order of priorities for all three drivers:

NOTE

If a condition for EGPWS aural alert exists, the TCAS is forced in “TA only” mode (no audio warning). When the EGPWS alert disappears, the TCAS is automatically reconfigured to the TA/RA mode.

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DRIVER PRIORITY GROUPS

TCAS Group 1 - All TCAS alerts

SLAVE Group 1

- Horizontal stabilizer trim running

- Altitude

- Normal Auto Throttle disengagement

Group 1 - Stall

Group 2 - Windshear

- Overspeed

Group 3

- Fire

- Master warning

- Master caution

- EGPWS warning

- Cabin pressure

Group 4 - Nothing (spare) MASTER

Group 5

- All EGPWS cautions

- No take off

- Gear

- Increase speed

- Flaps

- Altitude

- Auto Pilot disengagement

- Abnormal Auto Throttle disengagement

The complete list of audio warnings (condition and associated tone or voice message) can be found at the end of this sub-section.

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EYEBROW PUSHBUTTONS

Three pushbuttons on the glareshield allow the crew to mute specific system aural warnings:

- MASTER

WARNING pushbutton lights up when a red CAS message appears in the ENG-CAS window. Pushing the MASTER WARNING button implies that the crew has taken notice of the alarms. The pushbutton light will go out and the associated audio alert will stop.

- pushbutton lights up when a yellow CAS message appears in the ENG-CAS window. Pushing on the MASTER CAUTION button will turn it off and silence the associated audio alert.

- SIL pushbutton allows to silence three aural alarms:

o the CABIN warning, which can be silenced by either pressing the MASTER

WARNING or SIL pushbuttons,

o the FI RE

X warnings, which will stop if either MASTER

WARNING or SIL pushbuttons are pressed.

MASTER

WA RNING

MASTER

CAUTIONEVENT SILFMS

MSGEVENTMASTER

WA RNING

MASTER

CAUTIONSIL FMSMSG

8.3325

SWAPBARO

ON

PUSHSTD

FD/TDVHF

SPEEDMACH

KTS

ON

FMSMAN

AT

TRKHDG

HDG/TRKDEG

LNAV

APP

ON

HDG/TRK

PILOT SIDE

ON

ON

AP

YD

ON

ON

VS

DN

UP

PATH

CLB

VNAV

1000FT

100FT

ON

ALT

ASEL BARO

ON

PUSHSTD

FD/TD

8.3325

SWAP

VHF

PUSHFREQ

VHF PUSHFR EQ

BAR O PUSHSTD

PUSHCHG

PUSHSYNC

VS

PUSHSYNC

PUSHCHG

VHFPUSHFREQ

BAROPUSHSTD

MASTER

WARNING

MASTER

CAUTION SIL

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

CIRCUIT BREAKER

FIGURE 02-31-10-02 AUDIO WARNING CIRCUIT BREAKER

AUDIO WARN ESS circuit breaker switch off the audio warning driver located in the MAU1A.

AUDIO WARN B circuit breaker switch off the audio warning driver located in the MAU2A.

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DGT94085

ATA 31 – INDICATING AND RECORDING SYSTEM

AURAL WARNING ISSUE 3

DASSAULT AVIATION Proprietary Data

LIST OF AURAL WARNINGS

All the aural warnings and their associated tone voice message are described in the following table.

DESCRIPTION COLOR

(WARNING OR CAUTION)

TONE/VOICE MESSAGE TYPE

Stall warning RED "STALL" Continuous

(Mode 7) Windshear warning RED (Siren) "WINDSHEAR,

WINDSHEAR, WINDSHEAR" Single

Overspeed alert RED Pulsing horn Continuous

Fire RED 2 tones signal Continuous

Master warning RED Chime Continuous

Master caution AMBER Chime (different from the master warning one) Continuous

(mode 1) Pull-up RED "PULL-UP" Continuous

(mode 2) Pull-up preface AMBER "TERRAIN, TERRAIN" Single

(mode 2) Pull-up RED "PULL-UP" Continuous

Terrain awareness preface AMBER "TERRAIN, TERRAIN" (FAA)

"TERRAIN AHEAD" (EASA) Single

Terrain awareness warning RED "PULL-UP" Continuous

Obstacle awareness preface AMBER

"OBSTACLE, OBSTACLE" (FAA)

"OBSTACLE AHEAD" (EASA) Single

Obstacle awareness warning RED "PULL-UP" Continuous

Cabin pressure RED "CABIN" Continuous

TCAS RA RED "DESCEND, DESCEND, NOW, DESCEND, DESCEND NOW" Single

TCAS RA RED "CLIMB, CLIMB, NOW, CLIMB, CLIMB, NOW" Single

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AURAL WARNING DGT94085

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DESCRIPTION COLOR

(WARNING OR CAUTION)

TONE/VOICE MESSAGE TYPE

TCAS RA RED "INCREASE DESCENT, INCREASE DESCENT" Single

TCAS RA RED "INCREASE CLIMB, INCREASE CLIMB" Single

TCAS RA RED "DESCEND, DESCEND" Single

TCAS RA RED "DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND"

Single

TCAS RA RED "CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB" Single

TCAS RA RED "CLIMB, CLIMB, CLIMB" Single

TCAS RA AMBER "ADJUST VERTICAL SPEED, ADJUST" Single

TCAS RA AMBER "MAINTAIN VERTICAL SPEED, MAINTAIN" Single

TCAS RA AMBER "MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN" Single

TCAS RA AMBER "MONITOR VERTICAL SPEED, MONITOR VERTICAL SPEED" Single

TCAS TA AMBER TRAFFIC, TRAFFIC Single

TCAS TA WHITE "CLEAR OF CONFLICT" Single

(mode 2) Terrain AMBER "TERRAIN" Continuous

(mode 6) Minimums AMBER "MINIMUMS" Single

Terrain awareness caution AMBER "CAUTION TERRAIN" (pause) "CAUTION TERRAIN" (7sec

pause) Continuous

Obstacle awareness caution AMBER

"CAUTION OBSTACLE" (pause) "CAUTION OBSTACLE" (7sec

pause) Continuous

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AURAL WARNING ISSUE 3

DASSAULT AVIATION Proprietary Data

DESCRIPTION COLOR

(WARNING OR CAUTION)

TONE/VOICE MESSAGE TYPE

(mode 4) Too low terrain AMBER "TOO LOW TERRAIN" Single

(Terrain clearance floor) Too low terrain AMBER "TOO LOW TERRAIN" Single

(mode 6) Altitude call-outs AMBER 1,000 Single

500 Single

300 Single

200 Single

50 Single

40 Single

20 Single

10 Single

5 Single

(mode 4) Too low gear AMBER "TOO LOW GEAR" Single

(mode 4) Too low flaps AMBER "TOO LOW FLAPS" Single

(mode 1) Sink rate AMBER "SINK RATE" (pause) "SINK

RATE" Single

(mode 3) Don't sink AMBER "DON'T SINK" (pause) "DON'T

SINK" Single

(mode 5) Glideslope AMBER "GLIDESLOPE" Single

(mode 6) Approaching DH AMBER "APPROACHING MINIMUMS" Single

(mode 6) Bank angle AMBER "BANK ANGLE" (pause) "BANK

ANGLE" Single

(mode 7) Windshear alert AMBER Quiet –

Horizontal stab TRIM running – Clacker Continuous

No Take-off RED "NO TAKE-OFF" Continuous

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AURAL WARNING DGT94085

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DESCRIPTION COLOR

(WARNING OR CAUTION)

TONE/VOICE MESSAGE TYPE

One gear is not locked extended and

- RA < 500 ft (ZRA valid or invalid)

- IAS < 150 kt in decreasing, or

- IAS < 155 kt in increasing

- both engine power levers < MAX CLB

AMBER "GEAR" Continuous

Low speed AMBER "INCREASE SPEED" Continuous

Flaps extended and speed is above VFE AMBER "FLAPS" Continuous

Altitude alert AMBER "ALTITUDE" Single

AutoPilot: disengagement RED "AUTOPILOT" Continuous

Auto-Throttle: abnormal disengagement AMBER "AUTO-THROTTLE" Continuous

Auto-Throttle: normal disengagement AMBER "AUTO-THROTTLE" Single

CAS MESSAGES

CAS MESSAGE DEFINITION

AURAL WARN .. FAIL Indication of aural warning system (1/2) failure(s)

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DGT94085

ATA 31 – INDICATING AND RECORDING SYSTEM

DFDR AND CVR ISSUE 3

DASSAULT AVIATION Proprietary Data

DIGITAL FLIGHT DATA RECORDER (DFDR)

GENERAL

The DFDR records the last 25 hours of flight data information; it is directly powered by A2 bus. The DFDR begins recording as soon as it is powered on; and stops when powered off.

LOCATION

The DFDR is located at the rear of the aircraft, on the left side. It can be accessed through the mechanic’s servicing door.

FIGURE 02-31-15-00 DFDR LOCATION

NORMAL OPERATION

Crew members can identify on the record a specific event to be analyzed later, by pressing one of the EVENT pushbuttons located on each side of the glareshield for at least 1 second. There is no indication to the crew that the EVENT pushbutton has been pressed.

EVENT

MASTER

WARRNING

MASTER

CAUTIONEVENT SILFMS

MSGEVENTMASTER

WARRNING

MASTER

CAUTIONSIL FMS

MSG

8.3325

SWAPBARO

ON

PUSHSTD

FD/TDVHF

SPEEDMACH

KTS

ON

FMSMAN

AT

TRKHDG

HDG/TRKDEG

LNAV

APP

ON

HDG/TRK

PILOT SIDE

ON

ON

AP

YD

ON

ON

VS

DN

UP

PATH

CLB

VNAV

1000FT

100FT

ON

ALT

ASEL BARO

ON

PUSHSTD

FD/TD

8.3325

SWAP

VHF

PUSHFREQ

VHF PUSHFREQ

BARO PUSHSTD

PUSHCHG PUSH

SYNC

VS

PUSHSYNC

PUSHCHG

VHF PUSHFREQ

BARO PUSHSTD

FIGURE 02-31-15-01 PILOT EVENT MARKER PUSHBUTTON

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DFDR AND CVR DGT94085

DASSAULT AVIATION Proprietary Data

ABNORMAL OPERATION

The status of the DFDR is periodically auto-checked. If a failure is detected, the following CAS messages can appear.

CONTEXT RESULT

DFDR1 failure on ground

DFDR 1 FAIL CAS message

+ light on

DFDR1 failure in-flight DFDR 1 FAIL CAS message

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DGT94085

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DFDR AND CVR ISSUE 3

DASSAULT AVIATION Proprietary Data

COCKPIT VOICE RECORDER (CVR)

GENERAL

The CVR records the last 2 hours of crew and radio conversations; it is directly powered by B2 BUS. The CVR begins recording as soon as it is powered on; and stops when powered off.

LOCATION

The CVR is located at the rear of the aircraft, on the right side. It can be accessed through the mechanic’s servicing door.

FIGURE 02-31-15-02 CVR LOCATION

The cockpit microphone, located on the right side of the eyebrow, records the cockpit conversations:

MASTER

WARRN IN G

MASTER

CAUTIONEVENT SILFMS

MSGEVENTMASTER

WARRN IN G

MASTER

CAUTIONSIL FMSMSG

8.3325

SWAPBARO

ON

PUSHSTD

FD/TDVHF

SPEEDMACH

KTS

ON

FMSMAN

AT

TRKHDG

HDG/TRKDEG

LNAV

APP

ON

HDG/TRK

PILOT SIDE

ON

ON

AP

YD

ON

ON

VS

DN

UP

PATH

CLB

VNAV

1000FT

100FT

ON

ALT

ASEL BARO

ON

PUSHSTD

FD/TD

8.3325

SWAP

VHF

PUSHFREQ

VHF PUSHFREQ

BAROPUSHSTD

PUSHCHG

PUSHSYNC

VS

PUSHSYNC

PUSHCHG

VHF PUSHFREQ

BAROPUSHSTD

Cockpit microphone

FIGURE 02-31-15-03 COCKPIT MICROPHONE LOCATION

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DFDR AND CVR DGT94085

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NORMAL OPERATION

Listening to and erasing the CVR record

On the ACP, the CVR pushbutton allows crew members to select the CVR audio:

the current audio channels recorded by the CVR are then heard.

The ERS pushbutton allows to erase the entire CVR record. This action can only be performed when the PAX door is open and the CVR audio pushbutton is selected. A tone emitted in the crew member headsets indicates that the record has been erased.

FIGURE 02-31-15-04 CVR CONTROLS ON THE AUDIO PANEL

CVR tests

The CVR can be tested manually, it is done by clicking the CVR1 or CVR2 (option) softkey on the TEST page of the MDU. This will trigger a 2 s tone indicating that CVR is operating normally.

FIGURE 02-31-15-05 CVR TEST ON TEST WINDOW

In addition the CVR, like the DFDR, is regularly auto-checked.

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DGT94085

ATA 31 – INDICATING AND RECORDING SYSTEM

DFDR AND CVR ISSUE 3

DASSAULT AVIATION Proprietary Data

ABNORMAL OPERATION

If the CVR tests reveal a CVR failure, the following CAS messages can appear.

CONTEXT RESULT

CVR1 failure on ground

CVR 1 FAIL CAS message

+ light on

CVR1 failure in-flight CVR 1 FAIL CAS message

CAS MESSAGES

CAS MESSAGE DEFINITION

CVR .. FAIL On ground, indication of Cockpit Voice Recorder (1/2) failure (second CVR is optional)

CVR .. FAIL In-flight, indication of Cockpit Voice Recorder (1/2) failure (second CVR is optional)

DFDR .. FAIL On ground, indication of Digital Flight Data Recorder (1/2) failure (second DFDR is optional)

DFDR .. FAIL In-flight, indication of Digital Flight Data Recorder (1/2) failure (second DFDR is optional)

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DFDR AND CVR DGT94085

DASSAULT AVIATION Proprietary Data

INTENTIONALLY LEFT BLANK

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DGT94085

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

TABLE OF CONTENTS ISSUE 3

DASSAULT AVIATION Proprietary Data

02-32 ATA 32 – LANDING GEAR AND BRAKING SYSTEM

02-32-00 TABLE OF CONTENTS

02-32-05 GENERAL

Introduction Sources Landing gear location

02-32-10 DESCRIPTION

Landing gear Brakes Distribution

02-32-15 CONTROL AND INDICATION

Control Indication Erroneous indications

02-32-20 SYSTEM PROTECTION

Introduction Circuit breakers Wheels

02-32-25 NORMAL OPERATION

Introduction GROUND operation IN-FLIGHT operation

02-32-30 ABNORMAL OPERATION

Introduction Gear in transit with too long extension time Total loss of hydraulic power CAS messages

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TABLE OF CONTENTS DGT94085

DASSAULT AVIATION Proprietary Data

INTENTIONALLY LEFT BLANK

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DGT94085

ATA 32 – LANDING GEAR AND BRAKING SYSTEM GENERAL ISSUE 3

DASSAULT AVIATION Proprietary Data

INTRODUCTION

The Falcon 2000EX EASy has a retractable tricycle landing gear consisting of two dual tire main gears and one dual tire nose gear.

Each landing gear strut is equipped with dual radial tires.

Each main landing gear wheel houses a carbon brake assembly.

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DASSAULT AVIATION Proprietary Data

HYDRcircuit breakers

Normal andemergencylanding gearhandle controlsParking brake

handle

Landing gearstatus on HSI

window

Steeringhandwheel

Pedals Manual gearhandles

FIGURE 02-32-05-00 FLIGHT DECK OVERVIEW

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DGT94085

ATA 32 – LANDING GEAR AND BRAKING SYSTEM GENERAL ISSUE 3

DASSAULT AVIATION Proprietary Data

SOURCES

In normal operation, landing gear is electrically controlled from the pilot station and hydraulically actuated. In emergency mode, landing gear is actuated only by hydraulic power. In free fall mode, the landing gear extends by gravity.

Braking system control and interfaces are provided through the brake pedals and parking brake handle.

Normal braking system needs hydraulic and electrical power, whereas parking brake only needs hydraulic power.

ELECTRICAL HYDRAULIC

A1 bus

A2 bus

B1 bus

B2 bus

ESS bus

hydraulic reservoirs 1 and 2

parking brake accumulator (supplied by HYD 2) for parking and emergency braking.

LANDING GEAR LOCATION

FIGURE 02-32-05-01 LANDING GEAR OVERVIEW DIAGRAM

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ATA 32 – LANDING GEAR AND BRAKING SYSTEM GENERAL DGT94085

DASSAULT AVIATION Proprietary Data

INTENTIONALLY LEFT BLANK

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DGT94085

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

DESCRIPTION ISSUE 3

DASSAULT AVIATION Proprietary Data

LANDING GEAR

NOSEWHEEL STEERING

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

FIGURE 02-32-10-00 STEERING SYSTEM DIAGRAM

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DESCRIPTION DGT94085

DASSAULT AVIATION Proprietary Data

MAIN GEAR

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

FIGURE 02-32-10-01 MAIN LANDING GEAR DESCRIPTION DIAGRAM

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ATA 32 – LANDING GEAR AND BRAKING SYSTEM

DESCRIPTION ISSUE 3

DASSAULT AVIATION Proprietary Data

MAIN GEAR TIRES

This airplane is equipped with tubeless radial tires.

NOSE GEAR

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

FIGURE 02-32-10-02 NOSE GEAR DESCRIPTION DIAGRAM

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DESCRIPTION DGT94085

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NORMAL GEAR OPERATION SEQUENCE

Landing gear extension and retraction sequence is controlled by proximity sensors on the door uplock units and on the main gear door actuators.

NOTE

The doors do not operate unless the gear is fully uplocked or downlocked.

The sequence of gear operation is: - main doors open, - gear extends or retracts, - main doors close.

Proximity sensor status changes after the completion of an operation and the next operation is initiated. The nose gear doors are not sequenced; they are mechanically actuated by nose gear movement. During retraction sequence, the BSCU applies brake pressure to stop the rotation prior to main gear retraction and before the wheels enter the wheel well.

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ATA 32 – LANDING GEAR AND BRAKING SYSTEM

DESCRIPTION ISSUE 3

DASSAULT AVIATION Proprietary Data

FIGURE 02-32-10-03 LANDING GEAR EXTENSION DIAGRAM

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DESCRIPTION DGT94085

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EMERGENCY CONTROL SYSTEM

The emergency control system uses pressure from the same hydraulic system and is provided as a means to extend the gear in case the normal control system has failed. The system consists of a mechanical control which operates slide valves to connect simultaneously the normal control system pressure lines to:

- door latches, - gear uplocks, - actuators.

Although there is no sequencing, no wheel jamming will occur in case a tire comes in contact with a door. When using emergency system, the doors stay open after full extension of the gear.

FREE FALL CONTROL SYSTEM

The free fall control system allows extension of the gear by gravity if the hydraulic system is inoperative. Extension takes place as follows:

- actuate the emergency gear handle to position the slide valves so as to allow fluid in the door and gear actuators to be directed to return lines,

- release the door latches and gear uplocks one at a time by pulling corresponding handles located on either side of the cockpit pedestal.

There is no sequence, the gears extend by gravity, and correct locking is achieved with the help of aerodynamic loads.

BRAKES

Each brake consists of a brake housing assembly (hydraulic supply) and a carbon composite hot section (heat sink). It is a three pair carbon brake assembly. The brakes are equipped with two sets of pistons working at the same time. The pilot pedals act on two dual channel transducers; the copilot pedals are mechanically linked to pilot pedals.

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ATA 32 – LANDING GEAR AND BRAKING SYSTEM

DESCRIPTION ISSUE 3

DASSAULT AVIATION Proprietary Data

BRAKING SYSTEM

General

The basic task of the Brake Control System is: - to control hydraulic pressure on the aircraft brakes as a function of brake pedal

position, - to provide anti-skid protection to prevent deep tire skidding and minimize stopping

distance. The braking system provides two modes of operation: - a normal mode, controlled by the brake pedals, which provides differential and

progressive braking with anti-skid capability. This mode uses two laws: an acceleration feedback law and a pressure feedback law. - An emergency mode, controlled by the park brake handle, which provides non-

differential braking without anti-skid function.

Principle

The braking system uses brake pedal position transducers (electrical signals: “braking-by-wire”) and main wheel speeds supplied by tachometer generators.

The brake pedal position is converted in a deceleration rate, which is compared with the wheel deceleration rate to provide a brake pressure command. If a wheel is detected by the BSCU as entering a skid condition, brake pressure is released on this wheel to avoid the skid condition while maintaining maximum commanded brake pressure. The anti-skid system cannot be controlled by the pilot.

Normal braking is provided by two channels which are electrically and hydraulically independent: - channel 1 is controlled by BSCU 1, powered by the essential electrical bus (ENG No

1 generator and battery), and uses hydraulic system No 1, - channel 2 is controlled by BSCU 2, powered by the RH electrical bus (ENG No 2

generator) in parallel with LH electrical bus, and uses hydraulic system No 2. In case of failure of one of the two channels (due to either an electrical or a hydraulic failure), the other system remains available and can provide braking and anti-skid functions.

If a failure occurs in both systems, the park brake handle can be used to stop the aircraft.

Even in case of total loss of hydraulic pressure, the back-up braking system can be used because it is fitted with a dedicated accumulator. When the accumulator pressure is less than 1,900 psi, a BRAKE ACCU CAS message is activated and the park brake can be applied at least six times.

The back-up system does not provide anti-skid protection.

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DESCRIPTION DGT94085

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Automatic airbrake extension

The braking system also provides signals for automatic airbrake activation.

The automatic mode commands automatic extension of airbrakes at touchdown and during rejected take-off. This feature can be disarmed by the crew if necessary. The purpose of this automatic function is to: - enhance overall braking action during landing or rejected take-off, - cancel potential bounces after touchdown.

The operation of this automatic mode depends on landing and rejected take-off logic elaborated by BSCU computers.

Brake temperature

BSCU computers monitor the individual wheel brake temperatures.

NOTE

The brake temperature is measured from 0 to 1,100°C. The accuracy of the measurement is of ± 25°C below 665°C and of ± 50°C from 665°C to 1,100°C.

Wheels monitoredby BSCU 1

Wheels monitoredby BSCU 2

FIGURE 02-32-10-04 TEMPERATURE MONITORING

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DESCRIPTION ISSUE 3

DASSAULT AVIATION Proprietary Data

ANTI-SKID CONTROL

General

Anti-skid control modulates brake pressure as required to prevent deep tire skidding and achieve maximum braking effectiveness. The Brake Control System (BCS) is tuned to attenuate signals occurring at resonating frequencies of the landing gear.

Control of wheel skid is done by the BSCU with inputs from: - wheel speed tachometers (one per wheel, i.e. two per leg), - IRS (which compute airplane ground speed and deceleration).

The difference between these two values gives the wheel skid.

As a wheel begins to enter a skid condition, the BSCU commands the brake control valve to limit brake pressure as necessary to: - avoid skidding, - maintain maximum commanded braking.

If the wheel does not skid, there is no brake release order and the brake pressure corresponds to the pedal position. If the wheel skids but is not blocked, a brake release order is computed. If the wheel is blocked, a total brake release order is sent.

Tire burst

The braking system is protected against tire burst and tachometer failure.

When a tire bursts, the corresponding wheel is no longer in contact with the ground; its speed is thus considered as nil. A brake release order is then sent to the L/G leg resulting in a complete loss of braking efficiency on the relevant L/G.

After 0.4 sec of complete brake release on a wheel (or in the event of tachometer failure) the brake release order relative to the burst tire is gradually suppressed. The system only takes into account the remaining wheel speed.

Aquaplaning safety

If the wheel speed does not increase after touchdown, the aquaplaning safety mode inhibits braking.

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DESCRIPTION DGT94085

DASSAULT AVIATION Proprietary Data

PARKING BRAKE

The parking brake is designed to: - keep the airplane at rest for parking purposes (handle in intermediate position), - slow down and stop the airplane in case of normal brake failure, - keep the airplane at rest with one engine at maximum thrust and the other at idle thrust

(handle in fully pulled position). It is supplied by HYD 2 system and is equipped with a dedicated accumulator.

The braking pressure is progressive and depends on handle position. It is not differential and does not include any anti-skid device.

NOTE

The ground run-up with two engines at full power is held by the normal braking system (pedals), with the two systems operating.

FAULT DETECTION AND STORAGE

Braking system interfaces with the avionics system to provide fault detection and maintenance diagnostic data transfer. Each BSCU has the capability to detect internal and external faults related to the brake control system. In addition, each BSCU transmits maintenance data. A check valve permits the system to avoid false failure detection due to pressure surges, especially during landing gear extension/retraction.

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ATA 32 – LANDING GEAR AND BRAKING SYSTEM

DESCRIPTION ISSUE 3

DASSAULT AVIATION Proprietary Data

DISTRIBUTION

The landing gear is hydraulically actuated. There are two hydraulic systems.

for more information, refer to CODDE 1 / Chapter 02 / ATA 29.

HYD 1 system supplies:

- No 1 brake system,

- landing gear and doors,

- nose wheel steering.

HYD 2 system supplies:

- No 2 brake system,

- parking brake,

- airbrakes.

The landing gear carbon disk brakes are powered independently by the two hydraulic systems.

HYD 2 system provides back-up braking with an accumulator for emergency braking.

Both braking systems incorporate an anti-skid system.

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02-32-10 F2000EX EASY

PAGE 12 / 12 CODDE 1

ISSUE 3

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

DESCRIPTION DGT94085

DASSAULT AVIATION Proprietary Data

INTENTIONNALY LEFT BLANK

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F2000EX EASY 02-32-15

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DGT94085

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

CONTROL AND INDICATION ISSUE 3

DASSAULT AVIATION Proprietary Data

CONTROL

FRONT PANEL

park brake handle gear handle emer pull

gear handle

FIGURE 02-32-15-00 FRONT PANEL CONTROLS

FLOOR

FIGURE 02-32-15-01 MANUALLY-ACTUATED GEAR HANDLES

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02-32-15 F2000EX EASY

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ISSUE 3

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

CONTROL AND INDICATION DGT94085

DASSAULT AVIATION Proprietary Data

CONTROL FUNCTION TO ACTIVATE SYNOPTIC

Displayed for 10 sec after up-lock, then

GEARUP

until airplane reaches:

- 18,500 ft climbing,

- 18,000 ft descending

UP

Displayed above 18,000 / 18,500 ft

Controls extension and retraction of the landing gear

The handle is equipped with a red blinker to indicate abnormal gear status in the following conditions:

- at least one gear not downlocked

- both throttles in low thrust position

- speed below threshold (*)

- altitude < 500 ft and radar altimeter valid, or radar altimeter invalid,

NOTE

In this case, aural warning "GEAR" is activated.

or

- after a 20-sec delay, the landing gear position does not comply with control handle position

(*) Speed threshold:

- 150 kt decreasing speed

- 155 kt increasing speed

DOWN

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DGT94085

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

CONTROL AND INDICATION ISSUE 3

DASSAULT AVIATION Proprietary Data

CONTROL FUNCTION TO ACTIVATE SYNOPTIC

Actuates emergency gear extension. No sequencing is performed and the doors remain open. For gear extension only

To activate, push the

yellow part to unlock then

pull the handle.

Provide manual unlocking of the gears and the main gear inner doors for free fall emergency extension (gravity extension)

To activate, raise the

cover and pull the handle.

- The pilot pedals send the pilot braking order to the braking system

- It is common to the two braking channels

No associated

synoptic

Mechanically activates braking through HYD 2 system

There are two locking detents:

- one for park braking and stand-by brake

- one for run-up (on one engine)

- To set to first detent, pull the handle to the stop

- To set to second detent, push the unlock button and pull the handle fully

No associated

synoptic.

Actuates a control poten-tiometer to provide steering signals through the BSCU to the torque motor on the steering assembly

To activate the steering before turn-ing, the hand-wheel needs to be pushed in.

No associated

synoptic

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PAGE 4 / 8 CODDE 1

ISSUE 3

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

CONTROL AND INDICATION DGT94085

DASSAULT AVIATION Proprietary Data

INDICATION

Gear and configuration indications can be found on PDU, in the right upper side of the HSI window.

L/G configurationindication

FIGURE 02-32-15-02 HSI WINDOW

NORMAL STATUS

Gear up and locked.

Gear doors closed.

Displayed for 10 sec after retraction

Gear down and locked.

Left and right main gear doors are closed.

GEARUP

Gear up and locked.

Gear doors closed.

Displayed under 18,000 ft.

Gear up and locked.

Gear doors closed.

Displayed above 18,000 ft

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DGT94085

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

CONTROL AND INDICATION ISSUE 3

DASSAULT AVIATION Proprietary Data

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

Gear handle selection is gear down.

Gears are unlocked and in transition.

Gear doors are open.

Gear handle selection is gear up.

Gears are unlocked and in transition.

Gear doors are open.

ABNORMAL STATUS

Gears are up and locked.

Left main gear door remains open.

Gears are down and locked.

Left main gear door remains open.

Gear handle selection is gear down.

20 sec have elapsed and gears are not indicated down and locked.

In this case, gear handle light blinks and LANDING GEAR is displayed.

Gear handle selection is gear up.

20 sec have elapsed and gears are not indicated up and locked.

In this case, gear handle light blinks and LANDING GEAR NOT UP is displayed.

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ISSUE 3

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

CONTROL AND INDICATION DGT94085

DASSAULT AVIATION Proprietary Data

REMINDER STATUS

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

INVALID DATA

Data transmitted by avionics are declared invalid.

SEQUENCE

Starting with the gear in the UP and LOCKED position

Gear uplocked and door closed

Gear in transit and door open

Gear downlocked and door open during transit

Left or right gear downlocked and

door closed

Nose gear downlocked

Starting with the gear in the DOWN and LOCKED position

Left or right gear downlocked and

doors closed

Gear in transit and door open

Gear uplocked and door open

Gear uplocked and door closed

Page 425: Dassault Falcon 2000EX EASy FCOM

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DGT94085

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

CONTROL AND INDICATION ISSUE 3

DASSAULT AVIATION Proprietary Data

BRAKE TEMPERATURE

Brake temperature indicators FIGURE 02-32-15-03 HYDRAULICS SYNOPTIC

ERRONEOUS INDICATIONS

NOSE GEAR TRANSITION

During the nose gear transition, current display logic is incomplete (see figure below). This logic will be corrected in post-certification load.

FIGURE 02-32-15-04 NOSE GEAR TRANSITION SYMBOLS

REMINDER STATUS

Current display logic is incomplete. This logic will be corrected in post-certification load.

FIGURE 02-32-15-05 GEAR UP IN APPROACH CONDITIONS

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ISSUE 3

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

CONTROL AND INDICATION DGT94085

DASSAULT AVIATION Proprietary Data

MAU FAILURE

The worst failure cases are double or triple failure cases. The indications are conservative, and avoid to get into unsafe situation.

This logic will be corrected in post-certification load. AIRPLANE

CONFIGUTATION DISPLAY

WARNING NO MAU FAILURE MAU 1A+B

FAILURE MAU 2A+B FAILURE

HSI

Arrows white

then red after 20 sec

CAS N / A None None

Aural warning N / A None None

HANDLE DOWN +

LANDING GEAR DOWN

Handle light N / A None None

HSI

Arrows white then red

after 20 sec

Arrows white then red

after 20 sec

CAS LANDING GEAR None None

Aural warning "GEAR" None "GEAR"

HANDLE DOWN +

LANDING GEAR NOT DOWN

Handle light Flashing Flashing None

Page 427: Dassault Falcon 2000EX EASy FCOM

F2000EX EASY 02-32-20

CODDE 1 PAGE 1 / 2

DGT94085

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

SYSTEM PROTECTION ISSUE 3

DASSAULT AVIATION Proprietary Data

INTRODUCTION

The landing gear and braking system are protected by circuit breakers. The wheels are protected against overheat and overpressure.

CIRCUIT BREAKERS

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

FIGURE 02-32-20-00 CIRCUIT BREAKER PANEL

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ISSUE 3

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

SYSTEM PROTECTION DGT94085

DASSAULT AVIATION Proprietary Data

WHEELS

The main wheels incorporate:

- three push-in fusible plugs for overheat protection,

- over-inflation protection plug,

- fourteen large ventilation holes to promote increased air circulation for cooling,

- and scalloped key bosses for reduced wheel temperature.

Nose wheel has an over-inflation protection plug.

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DGT94085

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

NORMAL OPERATION ISSUE 3

DASSAULT AVIATION Proprietary Data

INTRODUCTION

In the following, typical ground and in-flight situations have been selected to help the crew to understand the symbols provided in the various panels and display.

GROUND OPERATION

AIRPLANE ON THE GROUND, PARKING BRAKE APPLIED

FIGURE 02-32-25-00 HSI WINDOW, AIRPLANE ON GROUND, PARKING BRAKE APPLIED

CONTROL POSITION RESULT

Landing gear handle down

Parking brake applied

Gear down <three green>

PARK BRAKE ON in CAS area

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ISSUE 3

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

NORMAL OPERATION DGT94085

DASSAULT AVIATION Proprietary Data

IN-FLIGHT OPERATION

FIGURE 02-32-25-01 HSI WINDOW AFTER TAKE-OFF

CONTROL POSITION RESULT

Landing gear handle up Gear up and doors closed

UP symbols for 10 sec

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DGT94085

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

ABNORMAL OPERATION ISSUE 3

DASSAULT AVIATION Proprietary Data

INTRODUCTION

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

GEAR IN TRANSIT WITH TOO LONG EXTENSION TIME

FIGURE 02-32-30-00 HSI WINDOW, GEAR IN TRANSIT WITH TOO LONG EXTENSION TIME

CONTROL POSITION RESULT

Landing gear handle down

If gear not downlocked after 20 sec:

- gear handle flashing

- red arrow replacing gear symbol

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ISSUE 3

ATA 32 – LANDING GEAR AND BRAKING SYSTEM

ABNORMAL OPERATION DGT94085

DASSAULT AVIATION Proprietary Data

TOTAL LOSS OF HYDRAULIC POWER

LANDING GEAR

In case of total hydraulic power loss, the landing gear can still be extended manually with the three emergency gear handles.

BRAKING SYSTEM

In case of total hydraulic power loss, braking is still possible, using parking brake handle, thanks to the brake accumulator.

CAUTION

Do not go beyond the first parking brake detent during landing roll.

CAS MESSAGES

CAS MESSAGE DEFINITION

BOTH BRAKE SYSTEM Total failure of both brake systems. Only emergency park braking is available

BRAKE ACCU Hydraulic pressure in parking brake system is less than 1,900 psi

BRAKE CMPTR .. FAULT CODE On ground, a failure message that may affect dispatch was recorded by BRAKE computer (1/2)

BRAKE PRESS Pressure is detected in one brake while pedals are at rest

BRAKE .. FAIL Failure of braking system (1/2)

LANDING GEAR Landing gear failed to extend completely 20 seconds after commanded down

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

NWS FAILED Failure of nose wheel steering systems

BRAKE CMPTR .. FAULT CODE In flight, a failure message has been recorded by the brake computer system (1/2)

PARK BRAKE ON On ground, indication that parking brake is applied

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CODDE 1 PAGE 1 / 2

DGT94085

ATA 33 – LIGHTS TABLE OF CONTENTS

ISSUE 3

DASSAULT AVIATION Proprietary Data

02-33 ATA 33 – LIGHTS

02-33-00 TABLE OF CONTENTS

02-33-05 GENERAL

Introduction Sources

02-33-10 DESCRIPTION

General Cockpit lights Cabin lights Servicing lights Exterior lights Emergency lighting

02-33-15 CONTROL AND INDICATION

Control and indication

02-33-20 SYSTEM PROTECTION

General

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02-33-00 F2000EX EASY

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ISSUE 3

ATA 33 – LIGHTS TABLE OF CONTENTS

DGT94085

DASSAULT AVIATION Proprietary Data

INTENTIONALLY LEFT BLANK

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F2000EX EASY 02-33-05

CODDE 1 PAGE 1 / 4

DGT94085

ATA 33 – LIGHTS GENERAL

ISSUE 3

DASSAULT AVIATION Proprietary Data

INTRODUCTION

The Falcon 2000EX EASy lighting system consists of:

- the interior lighting system, comprising:

o the cockpit,

o the passenger cabin,

o the nose cone compartment,

o the baggage and servicing compartments,

- the exterior lighting system including:

o the navigation lights,

o the anti-collision lights,

o the landing and taxi lights,

o the wing ice detection lights,

o the fin logo lights (option),

- an emergency lighting system including:

o the interior emergency lighting system,

o the exterior emergency lighting system.

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ISSUE 3

ATA 33 – LIGHTS GENERAL

DGT94085

DASSAULT AVIATION Proprietary Data

Lighting circuitbreakers

ReversionPanel (RP)

Exterior and interiorlight controls

Cockpit lightingcontrol panel

C/B panellighting switch

FIGURE 02-33-05-00 FLIGHT DECK OVERVIEW

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CODDE 1 PAGE 3 / 4

DGT94085

ATA 33 – LIGHTS GENERAL

ISSUE 3

DASSAULT AVIATION Proprietary Data

SOURCES

COCKPIT LIGHTS POWERED BY

Dome lights

Reading lights

Circuit breaker panel lighting

Overhead panel

Glareshield

Instrument panel lighting

Pedestal equipment

Status and indicator lighting (HORN SILENT, EVENT, FMS MSG, MASTER CAUTION and MASTER WARNING, VHF1 EMERG)

Battery bus

Pilot: A1 bus / Copilot: B1 bus

ESS bus

Pilot: ESS bus / Copilot: B1 bus

A2 bus

B2 bus

B2 bus

ESS bus, backup B1 bus

CABIN LIGHTS POWERED BY

Airstair lights

Entrance lights

Passenger indirect lights

Passenger reading and table lights

Passenger ordinance signs

Toilet lights

Battery bus

A2 bus

Optional feeders (A4 bus, B4 bus)

Optional feeders (A4, B4)

B1 bus

A4 bus

SERVICING LIGHTS POWERED BY

Nose cone light

Baggage compartment lighting

Baggage compartment exterior lighting

Forward servicing compartment lighting

Aft servicing compartment lighting

Refueling area lighting

Battery bus

Battery bus

Battery bus

Battery bus

Battery bus

Battery bus

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02-33-05 F2000EX EASY

PAGE 4 / 4 CODDE 1

ISSUE 3

ATA 33 – LIGHTS GENERAL

DGT94085

DASSAULT AVIATION Proprietary Data

EXTERIOR LIGHTING POWERED BY

Navigation lights

Fin logo lights (option)

Anti-collision lights

Anti-collision lights

Landing lights

Taxi lights

Ice indication lights

A1 bus

A4 bus

Wings: B1 bus / Belly: B2 bus

Fin: ESS bus

LH: A1 bus / RH: B2 bus

B1 bus

LH: A1 bus / RH: B2 bus

EMERGENCY LIGHTING POWERED BY

Emergency lighting system Three emergency light batteries loaded by B1 bus

Page 439: Dassault Falcon 2000EX EASy FCOM

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Cockpit lighting provides general illumination, specific lighting for instruments, and maplighting.

Cabin area lighting provides illumination for warning signs and area illumination for passengersafety and convenience.

Individual lights are provided for the forward and aft servicing compartments, baggagecompartment, and nose cone compartment.

Exterior lighting includes navigation, landing, taxi, anti-collision and wing ice detection lights.

All interior and exterior lights can be manually controlled through the overhead panelpushbuttons and toggle switches except for the baggage, forward and aft servicingcompartment lighting that is controlled by micro-switches located on each door.

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Cockpit lighting consists of dome, reading, glareshield, circuit breaker panel, overhead panel,instrument and indicator lights. The lighting control panel is located in the copilot overheadzone.

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Two dome lights located on each side of the overhead panel are provided for generalillumination of the cockpit area. The dome lights are controlled by a DOME rotary knoblocated in the INTERIOR LIGHTS zone of the overhead panel. This rheostat allows settingof the dome light from DIM to BRIGHT.Each ceiling light contains three bulbs, one for normal operation (28 VDC) and two foremergency operation (5 VDC). The dome lights are supplied by the main batteries.

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The two swivel reading lights are located in the cockpit headliner above both pilots. Theassociated rheostat rotary switches are also located in the headliner.

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Brightness adjustment of four 14.1 in-PDU and MDU LCD displays is controlled by thereversion panel located in the cockpit center pedestal. Each LCD display is controlledthrough its associated DIM / OFF – AUTO - REV inner rotary knob (rheostat).

Page 440: Dassault Falcon 2000EX EASy FCOM

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The PANEL rotary knob, located in the cockpit lighting control panel sets the level of lightingfor all the equipment located in the cockpit. A variable 0 to 5 VDC power supply controls theequipment lighting.The two checklist controllers, located at the end of the center pedestal, are permanentlyilluminated with a 28 VDC power source. The lighting is not adjustable and continuouslyoperates at a day level.

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The overhead panel is divided into two distinct zones for the setting of the lighting:- the pushbuttons with status indications, controlled by the DIM / BRIGHT switch of the

cockpit lighting control panel,- the functionnal diagrams, systems boundary lines, marking on cockpit lighting control

panel and borders, controlled by the OVERHEAD rotary knob (rheostat) located on thecockpit lighting control panel.

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The instrument lighting is provided by four strip electro-luminescent lights (LED), powered by28 VDC.The SHIELD rotary knob, located on the cockpit lighting control panel, controls thebrightness adjustment of the instrument panel lighting.The Emergency Locator Transmitter (ELT) panel, placards and manual pressurization rotaryknob are lighted by the shield lighting.

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Annunciator and indicator comprise the following switches: EVENT, FMS MSG, SIL,MASTER CAUTION, MASTER WARNING, VHF1 EMERG (VHF1 emergency frequencyguarded switch), APR O’RIDE and APR DISARM.The SIL and EVENT switches are permanently illuminated in white on a dark background. Athin illuminated white border surrounds the text.The guarded emergency VHF 1 switch carries the 121.5 MHz label, written in white on theswitch (dark background) and VHF1 EMERG placard, applied below. The switch isilluminated amber when activated.The DIM / BRIGHT switch located in the right overhead lighting control panel controls thelevel of lighting of these switches. In BRIGHT (daylight operation), the lighting intensity is notreduced. In DIM (night lighting), lighting intensity is reduced.

Page 441: Dassault Falcon 2000EX EASy FCOM

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The circuit breaker panel is illuminated with two spotlights located on the bulkhead behindthe pilot and the copilot. They are controlled with the C.B. PANEL pushbutton located on thebottom right circuit breaker panel.

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The passenger cabin is equipped with lighting for the entrance, stairs, toilets, galley area andcabin. Illuminated ordinance signs are also provided throughout the cabin area.The entrance lighting control panel located on the left hand side of bulkhead of the mainentrance door includes:

- the ENTRY LIGHTS pushbutton which controls the passenger cabin main entrance lightingsystem,

- the STAIR LIGHTS pushbutton which controls the passenger door stair lighting system,- the AISLE LIGHTS pushbutton which controls the passenger cabin aisle lighting system,- the PYLON LIGHTS pushbutton which controls the exterior lighting systems of the

baggage compartment door and the refueling area,- a BATT IN USE amber pushbutton which, when illuminated, indicates that a system is

supplied by the battery circuit.

Pushbuttons are illuminated green when inactive and amber when active through acombination of green and red LED.

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Page 442: Dassault Falcon 2000EX EASy FCOM

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The airplane entrance and galley are illuminated by spots and a fluorescent lighting system.The entrance fluorescent lighting system is supplied with power from inverters that use a 28VDC A2 bus input, the spots are supplied by A2 bus.The galley lighting system is supplied by optional feeders (A4 bus, B4 bus).An ENTRY LIGHTS pushbutton, located on the lighting control panel, controls the entrancelighting.Pushbuttons located in the galley control the galley lighting.A BATT IN USE light indicates when batteries supply an equipment.

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The stairs are illuminated by an electro-luminescent lighting system. Each stair is illuminatedby an individual spotlight.The stairs lighting is directly supplied from the 28 VDC battery bus.Two pushbuttons control the stairs lighting:

- one located on the lighting control panel (STAIR LIGHTS),- the other by a pushbutton located on the middle step of the stairs left side, when the

passenger door is open.

Stair lights

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Page 443: Dassault Falcon 2000EX EASy FCOM

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The cabin indirect ceiling lighting system is powered from inverters supplied with 28 VDC.The lighting system consists of four rows of fluorescent tubes located within the upper andlower valance panels (typical).The cabin indirect lights are controlled through the lighting panel located in the galley andthe CABIN pushbutton located in the INTERIOR LIGHTS zone of the overhead panel.The CABIN pushbutton of the overhead panel allows the pilots to cut off:

- the entrance and galley lighting or,- the entire cabin lighting whatever the position of the related switches.

When the airplane electrical system is powered, the switch shows no illuminatedannunciator or status light and all lights can be illuminated through the lighting panel of thegalley.Pushing once the button cuts off the entrance and galley lighting. The PAX status light thenilluminates in steady blue above the CABIN pushbutton.Pushing the button a second time cuts off cabin, galley and entrance lighting. The amberOFF annunciator light is then illuminated below the CABIN pushbutton.The lighting panel located in the galley allows ceiling or valance lights to be illuminated inthe forward or aft cabin, at passenger’s request.Individual switch control panels located throughout the cabin area at designated seatlocations control the indirect lighting system.VIP seat locations and other areas may be designated to allow for lighting control of thecabin areas.

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Page 444: Dassault Falcon 2000EX EASy FCOM

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The passenger cabin is equipped with reading and table lights located in the passengerservice unit.Both lighting systems are supplied with a 28-VDC power.Switch control panels are located within the side-ledges or armrests near each seat locationor other designated areas.

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The illuminated FASTEN BELTS and signs are located throughout the

cabin area and are visible from all seat locations. One RETURN TO SEAT sign is located inthe toilets.Control switches are located in the cockpit. The pushbutton are in the INTERIOR LIGHTS

area of the overhead panel, with the and symbols. The RETURN TO SEAT sign

illuminates at the same time as the FASTEN BELTS sign.

sign is automatically switched on if oxygen is detected in the passengeroxygen system.

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Aisle lighting consists of lights distributed along the aisle on the bottom of galley, seats andsofa.The aisle lighting system is directly supplied from the 28 VDC battery bus.The AISLE LIGHTS pushbutton, located on the entrance lighting control panel, controls theaisle lighting.

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The toilet lighting system is powered from a 28 VDC and inverters for fluorescent tubes.The toilet lighting is controlled by pushbuttons located on the bulkhead.A fluorescent tube inverter receives power from the main batteries. Therefore, it is notaffected by an electrical circuit power failure.

Page 445: Dassault Falcon 2000EX EASy FCOM

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Two flashlights are provided and mounted within the cockpit area. They can be rechargeablein option.

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A hand light is provided for inspection of equipment items in the nose cone area.This inspection light is controlled with a built-in switch and directly supplied from the batterycircuit.

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The baggage compartment is equipped with ceiling light.Electrical power is supplied directly from the batteries of the left and right electrical boxes.Illumination of the ceiling light occurs simultaneously with interior or exterior baggage dooropening.

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A switch located on the baggage door control panel (LIGHT) allows baggage compartmentexterior illumination for night baggage handling. Another way to control this light is thePYLON LIGHTS pushbutton located on the passenger lighting control panel.

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The forward servicing compartment is equipped with a ceiling light.It switches automatically on upon compartment door opening.

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The aft servicing compartment is equipped with a ceiling light.It switches automatically on upon compartment door opening.

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The fueling coupling and the pressure refueling panel lighting are automatically lighted whentheir respective access door is open.The refueling area light is controlled by the PYLON LIGHTS pushbutton located on thepassenger lighting control panel.

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Anticollision light (upper))) White navigation andanticollision lights

Landing lights

Anticollision light (lower)

White strobe light

White strobe light

Ice detection lights

Red wing tip light

Green wing tip light

Logo light

Taxi light

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Page 447: Dassault Falcon 2000EX EASy FCOM

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There are three navigation lights:- one red left wing tip light,- one green right wing tip light,- one white light located on the lower portion of the vertical stabilizer.

The logo lighting (option) is provided by two lights located on the left and right sides of thehorizontal stabilizer upper surface.Navigation lights and logo lights are both controlled by the NAV pushbutton located in theEXTERIOR LIGHTS zone of the overhead panel:

- pushing once the NAV pushbutton switches on the navigation lights ; no status lightilluminates,

- pushing it a second time controls illumination of the navigation and logo lights. The blueLOGO status light is on,

- pushing the button a third time turns off navigation and logo lights and the amber OFFstatus light comes on.

Logo lights are automatically switched off at landing gear retraction and automaticallyswitched on when landing gear is extended regardless of switch position.

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There are two types of anti-collision lights:- the red anti-collision strobe lights, comprising:

o one located on the fuselage top in front of the fin root exchanger air inlet,o one located below the forward section of the fuselage,

- the white high intensity strobe light, comprising:o one white high intensity strobe light (400 candlepower) located on each wing tip

collocated with the navigation lights within a common enclosure,o one white light located on the lower portion of the vertical stabilizer collocated with the

navigation rear light.

Three power supply boxes that deliver high voltage in triggered pulses supply the lights. Thethree power supply circuits are synchronized to create simultaneous flashes.

The pushbutton is located in the EXTERIOR LIGHTS zone of the overhead panel. It

controls the anti-collision lights illumination:- pushing it once allows illumination of the red anti-collision lights and the status

light,- pushing it a second time controls illumination of both red anti-collision lights and strobe

lights. In this condition, no status light is illuminated,

- pushing the pushbutton a third time turns off both red anti-collision and white

strobe lights. The status light below the pushbutton is then lighted in

steady amber.

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The two 600 W landing lights are located in a flush enclosure in each side of the wingleading edge to fuselage fairings. The landing lights provide an in-flight forward illuminationof the landing area. A ventilation inlet provides cooling for the lights.

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Ground operations are limited to a 15-minute cycle with a 45-minute cooling period betweenuse.

The landing lights illumination is controlled by the two LANDING selector switches located inthe EXTERIOR LIGHTS zone of the overhead panel. The switch features three positions:OFF, PULSE and ON.In the PULSE position, the landing lights are flashing in phase opposition. In the ONposition, the landing lights are both steady on. In both positions, the blue LDG status light ison.

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The 150 W taxi light is located on the nose gear strut and illuminates the area directly infront of the airplane. It provides visibility during taxi evolutions. If the nose gear is not down-locked, the taxi light remains off regardless of switch positions at the light control panel.

The

pushbutton located in the EXTERIOR LIGHTS zone of the overhead panel

controls the illumination of the taxi lights. When lights are on, the status light is on.

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One 85 W ice detection light is located on each side of the fuselage forward section near thefuselage-wing fairing. These lights enable the flight crew to detect wing leading-edge icingduring night operation or during low ambient light conditions in flight.

The

pushbutton located in the EXTERIOR LIGHTS zone of the overhead panel

controls the illumination of the wing ice detection lights. When lights are on, the status light is on.

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In case of a total electrical failure, the emergency lighting system ensures illumination of thecockpit, emergency exit, overwing escape route and passenger door. This lighting system issupplied by three nickel-cadmium batteries charged by the onboard electrical circuit, as longas the EMERG LIGHTS three-position switch is on the ARM position. The batteries cansupply for electrical power approximately 10 minutes after an electrical failure.

The emergency batteries supply power to the following:

- pilot and copilot dome lights,

- passenger door:

o two spotlights,

o TO UNLOCK MOVE UPWARD THE YELLOW HANDLE sign,

o EXIT signs,

- passenger ordinance signs (FASTEN BELTS, and RETURN TO SEAT),

- aisle spotlights,

- emergency exit:

o EXIT sign,

o PULL HERE TO OPEN sign,

o exit handle,

- evacuation light on lower wing surface,

- outside emergency exit light.

The emergency lighting system is controlled with the OFF-ON-ARM toggle switch located inthe INTERIOR LIGHTS zone of the overhead panel.

In the OFF position, no power is supplied to the emergency lighting system. If the airplaneelectrical circuit is energized with the switch in the OFF position, the status light above theswitch illuminates.

In the ON position, the emergency lighting system is energized and the EMERG LIGHTSstatus light is illuminated for testing. Power is taken from the emergency batteries.

In the ARM position, the emergency lights remain off providing the airplane electrical systemis energized. The lights will automatically illuminate in the event of a total electrical systemfailure. For normal in-flight conditions, the switch should be armed. The three batteries arecharging as long as the airplane electrical system operates normally.

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Evacuation light Outside emergency exitlight

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CONTROL AND INDICATION

Status lights Pushbuttons

FIGURE 02-33-15-00 COCKPIT LIGHTING CONTROL PANEL

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

FIGURE 02-33-15-02 REVERSION PANEL DISPLAY UNIT DIMMING KNOBS

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SYNTHETIC TABLE

TO ACTIVATE CONTROL FUNCTION

TO DEACTIVATE

Activates left and right wing ice detection lights

Pushbutton functions are: Off / ON

Off

ON

Activates navigation and logo lights

Pushbutton functions are:

OFF / NAV On / NAV-LOGO On OFF

NAV On

NAV and LOGO On

Activates strobe and red anti-collision lights

Pushbutton functions are:

OFF / ANTICOL RED On / ANTICOL RED and WHITE On

OFF

RED

ANTICOL On

RED and WHITE

ANTICOL On

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TO ACTIVATE CONTROL FUNCTION

TO DEACTIVATE

Activates two landing lights

Functions of toggle switches are:

OFF / PULSE / ON

OFF

PULSE

ON

Activates taxi light

Pushbutton functions are: Off / ON

Off

ON

Turns on and then arms emergency lights

Toggle switch functions are:

OFF / ON / ARM OFF

ON

ARM

Illuminates FASTEN SEAT BELT ordinance signs in the cabin area

Pushbutton functions are: Off / ON

Off

ON

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TO ACTIVATE CONTROL FUNCTION

TO DEACTIVATE

Illuminates ordinance signs in the cabin area

Pushbutton functions are: Off / ON

Off

ON

Activates two cockpit dome lights

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

Off

On

Activates CABIN and PAX lights

Pushbutton functions are:

OFF / All / PAX On OFF

All cabin lights

on PAX On and entry OFF

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CONTROL FUNCTION

DIM / BRIGHT switch allows night and day light level adjustment for MASTER WARNING, MASTER CAUTION, SIL, FMS MSG, EVENT, VHF 1 EMERG switches and overhead panel status lights

DIM / BRIGHT rotary switch functions: Counterclockwise-DIM / Clockwise-BRIGHT

OVERHEAD rotary knob adjusts lighting levels of the main overhead controls and cockpit lighting control panel

OVERHEAD rotary knob functions: Counterclockwise-Low / Clockwise-High

PANEL rotary knob adjusts lighting levels of all equipment within the cockpit

PANEL rotary knob functions:

Counterclockwise-Low / Clockwise-High

SHIELD rotary knob adjusts LED power strip light level under upper strip panel

SHIELD rotary knob functions: Counterclockwise-Low / Clockwise-High

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CONTROL FUNCTION

The inner dimming knobs control dimming of display units

The outer knobs control the symbol generator reversion for the display units

Dimming knob functions:

OFF / DIM / BRIGHT

Activates the two spotlights illuminating the circuit breaker panel

Positions of the pushbutton are:

Off / On

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INTENTIONALLY LEFT BLANK

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GENERAL

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

FIGURE 02-33-20-00 LIGHTING CIRCUIT BREAKERS

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INTENTIONALLY LEFT BLANK

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02-34 ATA 34 – NAVIGATION

02-34-00 TABLE OF CONTENTS

02-34-05 GENERAL

Introduction

02-34-10 DESCRIPTION

Introduction Navigation function Flight Management System (FMS) Other equipment Air Data System (ADS)

02-34-15 TYPICAL FLIGHT PREPARATION AND FLIGHT PLAN INSERTION

Typical PDU / MDU configuration Typical flight plan insertion

02-34-20 WINDOWS AND ASSOCIATED TABS: FLIGHT MANAGEMENT WINDOW

General FPLN page (1st tab) Departure POF Cruise POF Arrival POF Post-flight POF

02-34-22 WINDOWS AND ASSOCIATED TABS: CHARTS WINDOW (OPTIONAL)

General Airport selection pull down menu Chart title bar and pull down menu Chart type tabs Chart task menu Special function

02-34-24 WINDOWS AND ASSOCIATED TABS: SENSORS WINDOW

General Navigation tab WX / LSS / TAWS tab

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02-34-28 WINDOWS AND ASSOCIATED TABS: AVIONICS WINDOW

INIT tab FMS setup tab FMS speeds tab AFCS tab Custom DB tab System config tab

02-34-30 WINDOWS AND ASSOCIATED TABS: WAYPOINT LIST (WPT LIST)

02-34-32 WINDOWS AND ASSOCIATED TABS: I-NAV DESCRIPTION

I-NAV description FMS message field

02-34-34 WINDOWS AND ASSOCIATED TABS: I-NAV GRAPHICAL FLIGHT PLANNING

02-34-36 WINDOWS AND ASSOCIATED TABS: ADI

General FMA Attitude display Deviation Airspeed tape Altitude tape Vertical speed tape Failure indication

02-34-38 WINDOWS AND ASSOCIATED TABS: HSI

General HSI window

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02-34-40 HUD SYMBOLOGY

General Enroute symbology TAKE-OFF symbology Approach symbology Unsual attitude display Flags and reversion annuciation display Advisory and annunciation display

02-34-45 SURVEILLANCE

Weather radar ATC / TCAS EGPWS

02-34-50 ABNORMAL OPERATION AND BACK-UP INSTRUMENTATION

Sensors reversion Secondary Flight Display (SFD) FMS messages CAS messages

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INTENTIONALLY LEFT BLANK

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INTRODUCTION

This section deals with the description of:

- the navigation management (FMS) and ressources (MRC, IRS, GPS),

- the various equipment,

- a typical flight plan insertion,

- the windows and associated tabs,

- abnormal operations and back-up information.

For DME, VOR, ILS and ADF descriptions, refer to CODDE 1 / Chapter 02 / ATA 23 - RADIO-NAVIGATION.

In addition to the above mentioned navigation sensors, the airplane is equipped with:

- one Radio Altimeter (RA) (second optional),

- one Weather Radar System (WX),

- one optional Lighting Sensor System (LSS),

- two Air Data Systems (ADS),

- one Enhance Ground Proximity Warning System (EGPWS),

- one Traffic Collision Avoidance System (TCAS).

The Guidance Panel (GP) gathers in its central part, the Automatic Flight Control System (AFCS) controls and indications.

The navigation system management is achieved through the Cursor Control Device (CCD) and the Multifunction KeyBoard (MKB).

Information is provided via:

- two Primary Display Unit (PDU),

- two Multifunction Display Unit (MDU),

- one optional Head Up Guidance System (HGS).

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In normal configuration:

- PDU display:

o ADI: primary flight data (attitude and flight path, airspeed, altitude), flight modes annunciation,

o HSI: heading track and navigation data provided by FMS, VOR-LOC, ADF, DME,

o ENG-CAS,

o 1/6 configurable window: ENG-TRM-BRK, RADIOS, SENSORS, TRAFFIC,

- MDU display:

o I-NAV (graphical flight planning),

o WPT LIST,

o Flight Management Window (FMW),

o CHARTS (optional),

o system SYNOPTICS,

o AVIONICS,

o CMF/AFIS (optional),

o UPLINK WX (optional),

o MAINT,

o VIDEO (optional),

o Electronic CheckList (ECL).

- HUD display:

o Take off Display

o Enroute Display

o Approach Display

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STRATEGIC MISSION PLANNING

(LONG TERM ACTION) IN FLIGHT MODIFICATION (SHORT TERM ACTION)

FMW window provides an interface for:

- flight plan selection/edition

- performance initialisation

- review and performance data

- procedure selection and review

- T/O and LDG initialization and data computation

SENSORS window provides an interface for:

- airplane navigation sensors

- Weather radar (WX) / Lightning Sensor System (LSS) / Terrain Awareness and Warning System (TAWS) / Traffic Collision Avoidance System (TCAS)

AVIONICS window provides an interface for:

- INIT tab

- FMS set up data

- FMS speed tab

- Automatic Flight Control System (AFCS) tab

- custom DB tab

I-NAV window provides an interface for:

- interactive map

- route amendment

- dialog boxes

WPT LIST window provides an interface for:

- route amendment

- dialog boxes

- flight log data

- WPT list Route Type Controller (RTC)

FMW window provides an interface for:

- LDG data update

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INTENTIONALLY LEFT BLANK

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INTRODUCTION

The only navigation source is the Flight Management System (FMS).

Navigation devices are composed of:

- 2 FMS (third optional),

- 2 Modular Radio Cabinet (MRC) that include the following module:

o 2 VOR/LOC/GS/MRK receivers,

o 2 DME,

o 2 ADF,

- 2 IRS, micro Inertial Reference Unit (IRU), third optional,

- 2 GPS,

- 1 stand-by compass.

NAVIGATION FUNCTION

Navigation function is provided by the Flight Management System (FMS) which is a multi-sensors area navigation (RNAV) system.

The airplane is equipped with FMS as part of its basic equipment. EASy FMS provides full flight navigation and performance management, as well as flight preparation.

NAVIGATION RESSOURCES

The navigation uses three main devices: - Modular Radio Cabinet (MRC), - Inertial Reference System (IRS), - Global Positioning System (GPS).

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Modular Radio Cabinet (MRC)

The airplane contains two MRC.

Each MRC houses: - one NAV module:

o VOR / ILS / Data Link (VIDL), o ADF, o DME

- COM module: o VHF o ATC (XPDR)

- one Network Interface Module (NIM) modules. Each module has a dedicated power supply within the module itself.

MRC are located: - MRC 1 in the cabin, - MRC 2 in the nose cone. Raw navigation information of NAV (bearing and/or CDI), ADF and DME can be displayed on pilot request on HSI.

SENSORS window provides additional information on GPS/IRS/NAV/FMS performances, current parameters, and secondary functions.

Inertial Reference System (IRS)

The airplane is fitted with two micro Inertial Reference Units (IRU). A third IRU is available as an option.

The purpose of the IRS is to output pure inertial position, velocities and acceleration and IRS-GPS hybrid velocities.

The IRS operation requires system initialization (entry of latitude and longitude).

Initialization can be performed by the Flight Management System (FMS) or by GPS receiver. In addition, the IRS receives air data information (altitude, altitude rate, and true air speed) from an Air Data System (ADS) as well as GPS autonomous data.

No control device is required for normal IRS mode management. The IRS manages its modes (alignment, navigation, end of flight) without any crew action.

Three types of automatic alignment are performed on ground by the IRU already in navigation mode: - Extended alignment auto realign, - Pre-flight auto realign, - Post-flight auto realign.

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The extended alignment auto realign starts whether no airplane motion is detected in navigation mode after the stationary alignment (initial alignment). IRU periodically corrects position and heading, and zeroes out any velocities until motion is detected.

The pre-flight auto realign and post-flight auto realign start when the airplane becomes stationary more than 1 min. The duration of this alignment is not less than 7.5 min and not more than 15 min depending on current latitude (lower than 78° North or South). During the alignment, the IRU continues to provide valid navigation data. At the end of the alignment position and heading are corrected and the velocities are zeroed.

■ IRS sequence alignment interrupted

It is possible to taxi during the IRS alignment. As soon as the airplane is taxiing, the alignment is interrupted. If the airplane stops (GS = 0 kt) and remains stationary, then the system waits for one minute before starting again a new alignment sequence.

■ IRS in-flight alignment

After an IRS in flight shut down (e.g. transient loss of electrical power), an in-flight alignment is automatically performed without any crew action as soon as the electrical supply is recovered. The IRS attitudes are recovered within 15 sec if the airplane is maintained wings level attitude without any pitch and roll movements. The heading is recovered within 10 min. The Flight Path Symbol (FPS) and the Acceleration Chevron (AC) are recovered within 20 min.

Global Positioning System (GPS)

2 GPS modules are installed, one per Modular Avionics Unit (MAU).

GPS information is provided through the SENSORS window.

GPS operation is fully automatic.

The FMS use GPS valid data to compute FMS position.

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FLIGHT MANAGEMENT SYSTEM (FMS)

FIGURE 02-34-10-00 FMS SYSTEM ARCHITECTURE

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EASy FMS system architecture can be understood as a full triplex operating system (for three FMS configured airplane). One is the master and the other are synchronized to him. Due to the removal of a dedicated FMS Control Display Unit, FMS system receives pilots input through the graphical interface. In fact, internally, the graphical interface is routed to the master FMS which feeds the others FMS. As the FMS are synchronized, the operation with flight plan A on one side of the Flight Deck and flight plan B on the other side is no longer possible. A secondary flight plan with same functionalities as active flight plan will be available in next certification. Reversion to the two other FMS are possible via the FMS reversion pushbuttons on the Reversion Panel (RP).

Refer to ABNORMAL OPERATION AND BACK UP INSTRUMENTATION sub-section, SENSORS REVERSION part.

The INAV information presented on the MDU is coming from the PF FMS.

Each FMS features three types of data base:

- a navigation data base (NAV DATA BASE),

- a user data base (CUSTOM DATA BASE),

- an airplane database (plug in).

Each FMS uses the following hardware ressources:

- processor card for FMS functions,

- Advanced Graphics Modules (AGM) for interface to cockpit displays for the display and control of FMS control,

- Input/Output module to interface with external systems,

- Network interface card to interface with the Avionics Standard Communications Bus (ASCB-D), which is a high integrity airplane wide bus network,

- A data loader,

- Display units (PDU / MDU).

The FMS functions are:

- position computation,

- lateral navigation (LNAV),

- vertical navigation (VNAV),

- performances prediction and computation,

- flight plan management/edition,

- Take-Off and Landing Data (advisory TOLD).

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CREW INTERFACE

Flight planning actions are performed using either the graphical interface of the interactive map (I-NAV) or the waypoint list (WPT LIST). Flight setting is organized into five Phases Of Flight (POF) displayed in the Flight Management Window (FMW):

- pre-flight, - departure, - cruise, - arrival, - post-flight.

Navigation ressources selection for each individual FMS is carried out in the SENSORS window (for FMS position computation function). Flight Management setup (speed schedule…) is performed using the AVIONICS window. FMS-related messages are displayed in a dedicated box in I-NAV.

Refer to 02-34-50.

NOTE

Refer to 02-34-20 up to 02-34-38 WINDOWS AND ASSOCIATED TABS sub-sections for details.

POSITION COMPUTATION

The FMS determines which is the best reference position update source (e.g. blended GPS position, DME-DME radio position, VOR-DME radio position or blended IRS position) to use for computing the airplane position. The FMS uses a position and velocity filter. If no reference position source is available, the FMS uses a Dead Reckoning (DR) mode of navigation. The current FMS mode is displayed in the SENSORS window. In addition, should the FMS go to DR mode, a "NO POSITION SENSOR" FMS message is triggered and display in the FMS message box. A "MSG" label displayed in each HSI reminds the crew of the onset of a new FMS message.

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HIGH LATITUDE NAVIGATION

The high latitude area is defined as being above 72° 30' N or below 59° 30' S when entering and below 72° N or above 59° S when leaving the area. The FMS automatically switches to true heading when entering the high latitude area (above 72° 30' N or below 59° 30' S). The HSI heading is also switched to true. At the time this switch occurs, the FMS message ACTIVE MODE IS TRUE HDG is displayed. This switch is necessary because the FMS calculates magnetic heading by using true heading and adding or substracting the magnetic variation. Magnetic variation up to 73° N or 60° S is stored in the FMS. Above the north latitude and below the south latitude, magnetic heading cannot be calculated by the FMS. After leaving the high latitude area (below 72° N above 59° S), the FMS automatically switches back to magnetic heading, if MAG is the selected mode. The FMS message ACTIVE MODE IS MAG HDG is displayed when the switch occurs.

POLAR NAVIGATION

CAUTION

This function is not certified on the basic airplane.

The polar area is defined as being above 85° N or below 85° S when entering and below 84° N or above 84° S when leaving the area.

ANNUNCIATIONS

The FMS annunciates: - the approach mode, - the terminal mode, - the degraded mode, - the unable Required Navigation Performance (RNP) condition, - the dead reckoning mode.

It annunciates if a position input differs from the FMS position by a pre-determined distance. The FMS supports RNP operations down to RNP 0.3. The FMS provides:

- current default RNP with a manual override capability, - Estimated Position Uncertainty (EPU) values, - RNP capability in terms of navigation accuracy and integrity

NOTE

Refer to 02-34-50 FMS messages list for details.

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OTHER EQUIPMENT

RADIO ALTIMETER (RA)

The RA installation comprises: - a transceiver, - a transmit antenna, - a receive antenna.

The airplane is equipped with one RA (a second one is available as an option for CAT III operation).

WEATHER RADAR AND LSS

Weather radar installation comprises: - a transmitter with its antenna, - two dedicated controls located on each MKB and also in the SENSORS window.

CAUTION

Due to radiation exposure, never operate the weather radar on ground, except during line up to check weather condition.

In STBY mode, the radar antenna is in its maximum upward position, scanning and transmission are cut. On ground, the weather radar automatically switches over to STBY mode, irrespective of the operating mode selected on the control units. However ,in order to use the radar at take-off, it is possible to override this protection by selecting OVRD spring loaded position more than four seconds.

TCAS

The TCAS transceiver receives the following data: - heading from IRS 1, - pressure altitude and vertical speed from the Air Data System 1 (ADS 1), - ATC data, - Radio Altimeter height from RA.

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STAND-BY COMPASS

The stand-by compass displays magnetic heading. A correction card located next to the compass, indicates the calibration of the instrument. During Stand-By compass operation, windshield heating PILOT and COPIL pushbuttons must be depressed OFF to avoid magnetic field disturbance.

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

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

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HEAD-UP GUIDANCE SYSTEM (HGS)

The optional HGS comprises: - HGS Computer (HGSC) using airplane sensors inputs to generate data to be displayed

on the combiner, - OverHead Unit (OHU) receiving inputs from the HGSC to generate the picture to be

displayed on the combiner, - HGS combiner, - a fan regulating the temperature in the HGSC, - low-speed detector monitoring fan rotational speed.

AIRCRAFT SENSORS AND OTHERSUBSYSTEMS INCLUDING:

AIRCRAFTPOWER

HGS COMPUTER

OVERHEAD UNIT(OHU)

HOLOGRAPHICCOMBINER

• Localizer Track • Runway Elevation • Runway Length • Reference Glideslope

FIGURE 02-34-10-03 HGS SYSTEM

The use of HGS is approved for the following uses: - visual take-off, - with all engines operative or one engine inoperative:

o en route (included climb and descent), o visual and non precision approaches, o manual CAT I approaches, o monitoring automatic CAT I approaches.

CAT II and CAT III approach and windshear escape guidance will be available for next certification. Guidance data are displayed in the combiner positioned in the pilot field of view and in superposition with external scenery.

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Following HGS parameters are set through the FLGT MGMT window: - runway data for displaying the synthetic runway (landing elevation, localizer true track

and Glide Slope reference) at takeoff or landing, - setting of approach category and corresponding minimums.

NOTE

The correct setting of the localizer true track is a key element for proper operation of HGS during approach. It must be inserted in tenth of degrees for the CAT III operation. This value is supplied by local authorities to approved operators only.

FIGURE 02-34-10-04 HGS LOCATION

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AIR DATA SYSTEM (ADS)

SYSTEM OVERVIEW

The ADS uses: - two Air Data Modules (ADM), - two Modular Avionics Unit (MAU), each one integrates its Air Data Application (ADA), - one dual Total Air Temperature (TAT) probe, - two barometric corrections setting (one for PF and one for PNF) located on the

Guidance Panel, - one Air Data Unit (ADU).

The air data required for operation of the navigation systems and/or displayed in the cockpit are of four different types:

- total or pitot pressure, - static pressure, - total temperature, - Angle Of Attack (AOA).

They are sensed by: - RH and LH normal pitot pressure probes and ST-BY pitot pressure probe, - RH and LH normal static pressure probes and LH/RH ST-BY static pressure probe, - RH/LH AOA sensors, - temperature probe.

FIGURE 02-34-10-05 ADS SYNTHESIS

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

FIGURE 02-34-10-06 GRAPHICAL REPRESENTATION OF THE ADS

TOTAL AND STATIC PRESSURE

The airplane is equipped with two Air Data Module (ADM) used for primary Air Data System input. The ADM is an air pressure sensing unit which measures absolute pressure. The unit contains two sensors used to measure static pressure (Ps) and total pressure (Pt). Each module senses static and total pressure from the on-side system.

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TOTAL AIR TEMPERATURE

Measurement of the total air temperature is sensed by the probe and sent to the ADA to supply static temperature.

For heating elements in the probes refer to CODDE 1 / Chapter 02 / ATA 30.

STAND-BY SYSTEM OVERVIEW

FIGURE 02-34-10-07 GRAPHICAL REPRESENTATION OF THE STAND-BY SYSTEM

AIR DATA APPLICATION (ADA) OVERVIEW

(Static Source Error Correction)

FIGURE 02-34-10-08 ADA FLOW DIAGRAM

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TYPICAL PDU / MDU CONFIGURATION

INTRODUCTION

The purpose of this chapter is to focus on a typical flight preparation and to chronologically describes the steps of a flight plan insertion from airplane power on to engine start. This description does not take into account normal procedures checklist (refer to CODDE 2 / Chapter 02). The description is based on the assumption that:

- APU start is performed, - a new FPLN (LFMI-LFPB) is created, this flight plan has not been strored previously, - the alignment has been performed using GPS position, - ATIS is known, - en route winds known, - the FPLN will be saved.

AT AIRPLANE POWER UP

With the batteries on and MINI LOAD, the typical PDU / MDU configuration is:

FIGURE 02-34-15-00 TYPICAL TWO DISPLAYS CONFIGURATION

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APU RUNNING

When APU is running and LH and RH AV MASTER has been selected, the configuration switches to four displays. Recommended windows organization is as follow:

FIGURE 02-34-15-01 TYPICAL FOUR DISPLAYS CONFIGURATION

At this time, follow AVIONICS window tab. After verification of the Init data (Time, Date…), click on soft key: it pops up a dialog box.

FIGURE 02-34-15-02 UPDATE FMS POSITION DIALOG BOX

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The IRS and FMS alignment is performed on GPS position. To confirm this choice, click on soft key. It makes the Current Position be set with GPS position.

Now click on FMS Setup tab:

FIGURE 02-34-15-03 FMS SETUP TAB

default value is Off, this function is usually used for a long range flight longer than 600 NM. As we are performing a short range flight, select Off. Full Perf is the default value selection. SB1B is the default selection (performance computing is independant of Basic, SB1A or SB1B selection.

NOTE

is inoperative will be available for later certification.

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Fill in a default take-off fuel and landing fuel quantity allowance (for performance computation).

are already filled up based on certification values, usually there is nothing to change here.

tab will be available for next certification. We can consider at this point that

we are done with AVIONICS windows. Now press on CCD and click on

:

FIGURE 02-34-15-04 FMS SPEEDS TAB WITH PULL DOWN MENU

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TYPICAL FLIGHT PLAN INSERTION

This brings up the Flight Management Window (pre-flight Phase Of Flight tab) in place of Avionics window:

FIGURE 02-34-15-05 FLIGHT MGMT WINDOW

is the only FPLN Source available, fill in an origin, a destination and alternate to create a new flight plan (we could also use a stored flight plan but for training purpose we are going to create a new FPLN).

Once and are filled up, click (we could also add an alternate). Clicking on makes the cursor jump on the WPT LIST (UP MDU).

Fill the FPLN branches: - select origin waypoint in WPT LIST, - press <ENTER> on CCD and select Amend Route, - insert next waypoints using the MKB keypad, or: - click on , - select Airway, - select the appropriate airway and select the exit waypoint, - click (cursor jumps on ), - click .

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Use the same procedure for other branches making sure there are no discontinuities, then click to confirm the FPLN.

FIGURE 02-34-15-06 I-NAV AND WPT LIST WINDOW

Clicking on makes the cursor jump on the tab (LW MDU):

FIGURE 02-34-15-07 ALT / SPD TAB

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In the tab, fill in all the readouts one by one. Then click on the next tab (Fuel / Weight):

FIGURE 02-34-15-08 FUEL / WEIGHT TAB

In the tab fill in all the boxes (BOW Fuel…) and then click . Now the system is able to compute. , and are displayed and the data are transferred to the WPT LIST:

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

FIGURE 02-34-15-10 WPT LIST ESTIMATION DATA

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Now select the departure POF on the FMW:

FIGURE 02-34-15-11 DEPARTURE POF FMW

In the tab, click on to bring up the procedure dialog box, select the Departure Runway, SID and Transition:

FIGURE 02-34-15-12 SID TAB PROCEDURE DIALOG BOX

NOTE

It is possible to check the departure route before insertion by selecting the check box.

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Then click :

FIGURE 02-34-15-13 SID TAB PROCEDURE DIALOG BOX INSERT

This makes the cursor jump on the WPT LIST (UP MDU). Cancel the discontinuity if necessary (click on the Discontinuity box, it brings up a contextual menu, click delete, it removes the discontinuity) and confirm by clicking :

FIGURE 02-34-15-14 I-NAV AND WAYPOINT LIST WINDOW WITH DISCONTINUITY

Fill in the other SID tab fields excepted the field (used for HGS).

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

FIGURE 02-34-15-15 TAKEOFF CONFIG TAB

Now the system computes the data, all the data (displayed in green) shall be verified by the crew and confirm by clicking :

FIGURE 02-34-15-16 TAKE-OFF DATA TAB

Clicking makes the advisory takeoff V-speed bugs be displayed on the ADI.

When the entire flight plan is filled in, move the cursor to the FMW / pre-flight POF FPLN readout in FPLN name tab and, using the MKB, enter the FPLN name (e.g. LFMI-LFPB) and SAVE.

Flight plan insertion and flight preparation is done.

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After departure briefing, configure the PDU (VOR CDI and ADF needdle in HSI and corresponding frequencies).

Place the cursor on the ENG-TRM-BRK window (PDU) and press pushbutton, click

, select NAV / ADF and set frequencies:

FIGURE 02-34-15-17 RADIOS MENU NAV / ADF TAB

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INTENTIONALLY LEFT BLANK

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GENERAL

The Flight Management Window (FMW) provides Flight Management System (FMS) performance:

- Route Type Controller (RTC),

- Phase Of Flight selection (POF).

POFRTC

FIGURE 02-34-20-00 FLIGHT MGMT WINDOW OVERVIEW

The Flight Management Window provides an interface to the pilot for:

- FMS performance initialization,

- performance prediction and computation,

- SID, STAR and approach retrieval and review,

- advisory take-off and landing data computation.

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WINDOW LAYOUT

FIGURE 02-34-20-01 WINDOW LAYOUT

Five Phases Of Flight (POF) may be manually selected in the FMW window. Selection tabs are located at the top of the window. One tab with the corresponding POF pictogram is dedicated to the selection of the POF. When selected, the corresponding tab is displayed in green.

Departure POF

Post-flight POF

Arrival POF

Pre-flight POF

Cruise POF

FIGURE 02-34-20-02 PHASE OF FLIGHT SELECTION

The FMW contains a limited number of pages. The FMW is sequenced and organized like the crew tasks during the flight:

- flight plan creation or selection, - departure (runway and SID) including weather data initialization and advisory

take-off (TOLD) performances computation, - cruise, - terminal procedures (runway, approach and STAR), including weather data initialization

and advisory landing (TOLD) performances computation, - post-flight data.

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The remaining part of the window displays multiple fields relative to the selected POF for the selected Route Type. After entering parameters, cursor automatically moves to the next field or tab. These features ease insertion of parameters and prompt the pilot along all remaining fields to be reviewed.

ROUTE TYPE CONTROLLER (RTC)

As for the WPT LIST window, the FMW features a Route Type Controller (RTC) at its top left to toggle between active and secondary flight plan. The controller is strictly identical and performs the same function as the RTC controller of the WPT LIST window. (Active is the only available function).

FIGURE 02-34-20-03 FPLN PULL DOWN MENU

The active flight plan is the flight plan that the FMS is actively flying. The active flight plan is defined as the primary flight plan, missed approach procedure, and the alternate flight plan. An active flight plan contains, at least, a FROM waypoint, a TO waypoint, and a destination. In some cases, the TO waypoint can also be a destination. The FMS will provide the capability to build and review a completely independent flight plan: the secondary flight plan (will be available for next certification).

PRE-FLIGHT PHASE OF FLIGHT (POF)

The pre-flight POF provides for system initialization, active flight plan selection, performance initialization, and performance data. The figure below illustrates pre-flight POF displayed using 1/2 window.

Pre-flight POF

FIGURE 02-34-20-04 PRE-FLIGHT POF TAB ½ WINDOW

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FPLN PAGE (1ST TAB)

The Flight PLan (FPLN) tab provides the ability to create, retrieve, or save an active flight plan. An active FPLN can be entirely created by the crew or modified from a stored FPLN.

FIGURE 02-34-20-05 FPLN TAB FIGURE 02-34-20-06 AVAILABLE SELECTIONS FOR THE ACTIVE FPLN

There are three ways to fill in the FPLN airport origin and destination fields:

- key in the departure and arrival airports ICAO identifier for Origin and Destination fields,

- key in a FPLN name in field (ICAO identifier dash separated; e.g. LFMI-LFPB). The Origin and Destination fields are automatically updated after <ENTER> activation on CCD or MKB,

- select a flight plan in the Stored FPLN field.

and soft keys respectively allow to delete a selected flight plan from the stored list or to save the active flight plan in the stored list.

soft key inserts the selected flight plan into the pending flight plan.

■ Pilot selection

Pilot is the default selection. This selection allows the pilot to create a flight plan inserting Origin and Destination field. The check box allows to automatically reverse the and .

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■ AFIS selection (optional)

The Airborne Flight Information System (AFIS) selection to download a flight plan from a flight planning provider. The FMS allows the following: - loading of AFIS flight plans, - uploading of weather information via AFIS, - uploading of textual messages via AFIS, - sending messages via AFIS.

Upon initialization entry to this page, all soft keys are unselectable ( , , ) and all field default to white dashes. Number is the default selection. If the Number selection is made, the soft key remains unselectable until a number has been filled in. Once a number has been entered,

becomes selectable. Selecting initiates the transmission of a flight plan request to the Global Data Center (GDC). If the flight plan is selected by Orig, Dest, ETD or Date, the soft key is unselectable until all data have been entered. Once the data has been properly entered, the soft key becomes selectable (cyan). Selecting this soft key initiates the transmission of a flight plan request to the GDC. If there is a Communication Management Function (CMF) failure, the

pushbutton remains unselectable. Once the requested flight plan is received, the FLT PLN RECEIVED I-NAV systems message is displayed and the soft key becomes selectable and is highlighted in cyan (reverse video). Selecting causes the uploaded flight plan to be inserted.

FIGURE 02-34-20-07 FPLN TAB AFIS SELECTION

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■ Disk selection (will be available for next certification)

The disk selection allows the selection of a flight plan from a disk inserted into a dataloader, or from a PC connected to the airplane Local Area Network (LAN).

■ Secondary selection (will be available for next certification)

The Secondary selection allows the current secondary flight plan to be activated into the Active Flight Plan.(will be available for next certification).

Alt / Spd tab (2nd tab)

FIGURE 02-34-20-08 ALT / SPEED TAB

The upper part of the tab gathers mission parameters: - Cruise speed ( ):Long Range Cruise ( ), Maximum Endurance

( ), Maximum Speed ( ) or , - initial cruise altitude. It should be set to a flight level compatible with the FPLN

length. Otherwise, it may result in the Top Of Descent (TOD) be located before theTop Of Climb (TOC), - step increment, - fuel reserves (pounds, NBAA or Time).

■ Crz Spd

• LRC selection

The Long Range Cruise (LRC) is defined as a cruise mach allowing a maximum distance at a given altitude. The speed is faster than the maximum specific range speed. It is considered worthwhile because of reduced flight time.

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• Max End selection

The maximum endurance speed (Max End) is defined as the speed where the fuelflow is minimized.

• Max Spd selection

The maximum speed (Max Spd) is defined as the maximum speed the airplane can fly.

NOTE

These options are only available when Full Perf is the active Performance mode. In pilot Spd / FF or current GS / FF only the Manual option is available.

• Manual selection

Manual cruise speed is the performance provided for the definition of a manual cruise speed schedule. This selection requires to fill in a Mach number and a speed in knot.

■ Fuel Res

Fuel Reserve pull down menu contains: - NBAA, - Time, - Pounds.

• NBAA selection

The destination reserve depends on whether an alternate destination exists. If it does not exist, a default alternate mission of 200 NM is computed, assuming no wind condition. If an alternate FPLN does exists, it is used for the reserve computation only if it is more than 200 NM. The required reserve also include 30 min of loiter at the end of the actual or default alternate mission. The alternate required reserve is only computed when an alternate destination exists. It is always 30 minutes of loiter only, regardless of the alternate FPLN length.

• Time selection

This selection allows to enter a reserve with reference to a time (hours and minute).

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• Pounds selection

This selection allows to enter a reserve with reference to a fuel quantity in pounds. The entered information is then transferred to the Cruise POF page and a FMS message is sent when the fuel reaches the entered value (depending on NBAA, Time or Pounds selection) The lower part of the page allows to initialize expected en-route atmospheric conditions: wind and temperature (either ISA deviation or temperature) for a given altitude.

■ Init Crz Alt field

The initial Cruise Altitude field is initially displayed with white boxes as it is a mandatory field.

• Step Inc

The Step Increment field is initially displayed with white dashes as it is an optional entry. It is only displayed in the Full Perf mode. In the other perf modes, it is not possible to specify a step increment.

■ Fuel / Weight tab (3rd tab)

FIGURE 02-34-20-09 FUEL / WEIGHT TAB

The tab is used to enter fuel and weight information for the active flight plan. Upon completion of data entry, soft key is highlighted. Clicking on it starts the performances computations. The Basic Operating Weight ( ) field is initially filled with either the default value from the airplane data base, or the last value the pilot has entered.

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The value is displayed with white boxes (mandatory data) if no fuel input has been received or a green default system value if the input has been received. The field is initially displayed with white boxes. The weight per passengers field is initially displayed with the default value from the airplane data base, or the last value the pilot has entered (from a previous flight) in white.

is initially displayed with white boxes. The field is automatically filled in green once all weight data has been entered regardless of the Compute pushbutton state.

, , (destination and alternate), (destination) are computed by the system when soft key is selected and are displayed in green. The fuel values are displayed in thousands of pounds. This information is only available in Full Perf mode. Fuel FOM (Figure Of Merit) gives a calculation accuracy in lb. In this example, Fuel FOM 0.1 corresponds to 100 lb calculation accuracy.

DEPARTURE POF

The Departure POF is used for:

- retrieving and activating the departure procedures using the SID tab,

- initialization of TOLD using the tab,

- display of advisory take-off Data computed by the Take-Off and Landing Data (TOLD).

FIGURE 02-34-20-10 DEPARTURE POF ½ WINDOW

CAUTION

Fill the SID tab prior to insert the Take-off Config tab to avoid the parameters to reset.

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■ SID tab (1st tab)

The tab is used to retrieve the departure route from the navigation data base and insert it into the pending FPLN. It also automatically displays parameters for the departure runway. Pressing the soft key opens the Procedure dialog box which displays available Runways, SID and transition for the origin airport. Once the Runway and/or SID have been inserted, it is displayed at the top of the page.

FIGURE 02-34-20-11 SID TAB IN DEPARTURE POF

dialog box is described in the I-NAV graphical description DIALOG BOXES. The runway parameters, stored in the data base, are automatically displayed. They are modifiable by the crew.

and fields allow entering an obstacle characteristics (elevation and distance). The TOLD take into account these parameters. The crew is warned when the take-off performances are not satisfied.

CAUTION

This TOLD computation versus obstacle only applies up to the second segment.

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■ Take-off Config tab (2nd tab)

FIGURE 02-34-20-12 TAKEOFF CONFIG TAB

The Take-off Config tab is used to initialize the TOLD function. The upper part of the tab window is dedicated to the insertion of runway conditions (wind, pressure, temperature). Default entries are provided for all fields excepted surface winds.

field: entering either a Celsius or Fahrenheit value causes the system to automatically compute and display the other parameters. The field initially defaults to the baro setting of the PF PDU. The field initially defaults to a sensed value if one is available or green boxes, until a runway is selected. Once a runway altitude is available, the pressure altitude is computed from the runway altitude and the .

FIGURE 02-34-20-13 TAKE-OFF CONFIG TAB

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selections are only available when selection is OFF. If Anti-Ice is selected ON, the Thrust Mode defaults to Rated and is not selectable. Anti-ice selection is only available in rated thrust mode.

pull down menu offers slats and flaps position 1or 2 selections, position 2 is the default selection. The defaults to white dashes. When entering an altitude in the noise abatement field, a Speed Transition alert is generated on the PDU speed scale upon reaching that altitude (only in Manual Speed).

defaults to the value computed in the pre-flight POF. soft key is used to start the computation (takeoff and landing

calculations). soft key is only enabled when all required fields are filled and whenever a change in one of these fields is detected

FIGURE 02-34-20-14 TAKEOFF CONFIG TAB MANUAL VSPEED

If Manual Vspeeds is selected, the configuration items for the takeoff and landing computations are removed from the tab, and message is displayed.

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■ Take-off Data tab (3rd tab)

The tab provides a synthesis of take-off data. It can be considered as an electronic take-off card. The active Origin and selected runway and SID are displayed at the top of the tab as soon as they are activated. Take-off weight is displayed in lb. take-off distance and available runway are displayed in feet. T/O pitch attitude value is the one given in the AFM for initial rotation at VR. All this information is displayed after has been selected on the Take-off Config tab (except for the selected airport, runway, SID, and transition which are displayed as soon as they are activated). Non Cert Data field corresponds to the acceleration expressed in G at break release.

soft key is used to send Vspeeds on the speed tape to both PDU.

FIGURE 02-34-20-15 TAKE-OFF DATA TAB

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CRUISE POF

Cruise POF primary purpose is to give with synthetic bar-graphics the fuel status at destination and alternate based on current mission parameters (speed, cruise altitude, step climbs, atmospheric conditions).

FIGURE 02-34-20-16 CRUISE POF ½ WINDOW

The POF tab is the only available.

The left white / green graphic is relative to the destination field, the right one to the alternate.

The white fuel bars at destination and alternate represent pre-planned fuel (before take-off).

The green fuel bars at destination and alternate represent current fuel estimation (during the flight).

In the event of an Engine Out condition, the tab title become to inform the pilot that the predictions are based on engine out data (will be available for next certification).

NOTE

For NBAA computed fuel reserves, the white bar does not extend to the alternate, since the alternate is included in the NBAA computations).

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A white line represents fuel reserves as defined before take-off.

The destination and alternate identifiers are displayed beneath the bars along with the ETE.

This graphics presentation allows at first sight to estimate fuel status.

FIGURE 02-34-20-17 CRUISE SUMMARY TAB NORMAL AND ENGINE OUT

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ARRIVAL POF

The Arrival POF provides the interface for selection of the arrival and approach, landing configuration and landing data. The figure below illustrates the arrival POF displayed in a 1/2 window.

FIGURE 02-34-20-18 ARRIVAL POF ½ WINDOW

■ tab (1st tab)

The tab is used to select and display arrival procedure (STAR and Approach) and the landing runway parameters. Pressing the soft key pops up the tab, which displays available Runway, Approach and STAR for the destination airport. Among this list, tick the appropriate data. soft key sets the arrival and approach data pending in the I-NAV window and on the WPT LIST. The tab pops out back to the page. In order to confirm those data click on (available in I-NAV window or WPT list). At this step, the boxes are filled up with information except for . Upon selection of a runway, all the runway information is retrieved from the data base and automatically displayed in green. The runway diagram is static and does not change based on any selected runway data. The runway picture provides an illustrated representation of all runway data base parameters: heading, length, width, elevation, slope, displaced threshold and ILS glide slope. These parameters can be overridden by the crew whenever necessary. B/C App check box allows to activate the back course logics when approach is selected on the GP. When App soft key is depressed, the B/C mode is displayed in the FMA. For circle to land approaches, fill the page with the direct approach data (e.g. ILS 36) but insert the field for the runway in use (e.g. 178° for Rwy 18). In that case wind computations are related to Rwy 18.

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field corresponds to displaced threshold. When a displaced threshold is entered, the system recalculates the available runway length.

field corresponds to the transition level. The default value is the airplane data base one.

field corresponds to the Go Around Safety Altitude (available in next certification). The value defaults to 800 ft above the runway elevation indicated in the field. If no elevation is available it defaults to white dashes. Setting a value sets the bug on the altitude tape on both ADI.

soft key allows to send loc true track, glide slope reference, landing elevation and runway length to the HUD to display the synthetic runway. It is linked to the , , and fields.

NOTE

The correct setting of the localizer true track is a key element for proper operation of HGS during approach. It must be inserted in tenth of degrees for the CAT III operation. This value is supplied by local authorities to approved operators only.

FIGURE 02-34-20-19 STAR / APP TAB

NOTE 1

Those three parameters are becoming white when modified by the crew.

NOTE 2

To come back to data base parameters use the CLRDEL pushbutton on the MKB (the color of

each parameter is changing from white to green).

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■ tab ( 2nd tab)

The tab is used to initialize the TOLD function. The upper part of the tab window is dedicated to enter runway condition (wind, pressure, temperature).Entering either a value in Celsius or Fahrenheit causes the system to automatically compute and display the other parameter. Default entries are provided for all fields except surface wind. field defaults to the baro setting of the PF PDU. allows to select the dry or wet factor (15% increase of the when is selected). The lower part of the page is used to enter airplane configuration. App/Ldg SF pull down menu allows the selection of approach and landing slats/flaps configuration. The default selection is 2/3. The field initially defaults to the value estimated by the FMS. The field defaults to 1.00: this factor is used to compute operator Landing Field Length (LFL) based on the Landing Distance (LD) computed by the TOLD (LFL = LD x LDG FACTOR).

(this field defaults to 0 kt) is used to apply a correction to the Vref computation: - to correct the wind: = half of head wind + gust value (20 kt maximum), - to take into account the limitation due to airplane failure (e.g, add 5 kt

to Vref in case of one engine failure).

Vref corrected of becomes Vapp. Vapp is the landing speed used in the Landing calculations.

check box automatically considers: - airbrakes at number 2 position, - field at 10 kt, - EGPWS mode 1 to steep approach envelope.

is used to avoid "TOO LOW FLAPS" aural warning at 250 ft RA when not in SF3 configuration during final approach. It can be also set through the SENSORS window. It is secured by a confirmation box.

soft key is highlighted when: - all mandatory fields are filled, - the system automatically detects a change in the TOLD, - the horizontal trajectory is changed.

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FIGURE 02-34-20-20 LANDING CONFIG TAB

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FIGURE 02-34-20-21 LANDING CONFIG TAB MANUAL VSPEED

When Manual Vspeed is active, all of the configuration items used by the takeoff and landing computations are removed. The and remain available as they are used by the EGPWS function.

■ tab (3rd tab)

FIGURE 02-34-20-22 LANDING DATA TAB

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tab provides a synthesis of landing data. The upper part of the page provides a summary of the selected procedures and gathers approach category and minimums selection. The new terminology used for minimums ( and ) allows being compliant with new regulations and terminologies, especially concerning FMS VNAV approaches and ,

approaches: - is used for approach minima based on radio altimeter (RA) decision.

This is the case of / and (if available) precision approaches, - is used for approach on a barometric altitude / height decision. This

is the case of and FMS approaches.

The figure below describes the pull down menu contents for the selection:

FIGURE 02-34-20-23 LANDING DATA TAB APP CATEGORY PULL DOWN MENU

is the default selection when an ILS approach is selected. Selecting defaults to be selected, with a value equal to the Touch Down Zone Elevation (TDZE), as displayed on the tab, + 200 ft. It is only possible to set values above this initial value. Selection of an ILS approach also defaults this menu to . If is selected, value is automatically selected with a default value of 100 ft. The crew can only select a value between 100 ft and 199 ft. This selection also impacts the TOLD computations by limiting the Maximum Landing Weight.

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If (if available) is selected, the value is automatically selected with a default of 50 ft. The crew can only select a value between 50 ft up to 99 ft. If approach is selected (will be available for next certification): - is automatically selected at runway elevation + 250 ft. The crew can

only select a value above 250 ft. - If no runway elevation is available (for next certification), the field defaults to

250 ft.

If an approach is selected other than , becomes the default selection. selection also causes the Approach Excitement field in the FMA to display

the approach excitement at the appropriate time.

FIGURE 02-34-20-24 LANDING DATA TAB MENU

The lower part provides a synthesis of landing data. It can be considered as an electronic landing card. The green part of the runway provides a quantitative view of runway used compared to useable runway. The runway symbol is static and does not change shape based on the active runway. The green highlight is a relative percentage based on / . The (Climb Speed) data is based on the selected approach and landing configuration selected on the tab. If 2/3 has been selected, the climb speeds are displayed for SF2 and SF3. If 1/3 has been selected, the climb speeds are displayed for SF1 and SF3. Wind components are displayed as the tab (arrows for wind direction and digital values for wind velocities). Pilot may select check box and modify independently each Vspeed values computed by the TOLD function. If has been selected, the configuration items for the Take-off and Landing computations are removed from the page, and the message is displayed. Landing weight and wind components remain displayed.

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soft key is used to send Vspeeds to both PDU.

FIGURE 02-34-20-25 LANDING DATA TAB MANUAL VSPEED

annunciator is displayed when an airplane failure impacts the landing performances. The crew has to check the synoptic to analyze the corresponding limitations.

FIGURE 02-34-20-26 LANDING DATA CHECK STATUS

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■ TOLD problems

When the current airplane configuration does not match the selected configuration on tab, the mismatch item is highlighted in amber and the Vspeed values are not displayed.

, are displayed when the is above the runway length. The Vspeeds and others TOLD parameters are not displayed.

FIGURE 02-34-20-27 LANDING DATA TAB (TOLD PROBLEMS)

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POST-FLIGHT POF

The Post-flight POF provides a flight summary. Next figure illustrates the Post-flight POF displayed in a 1/2 window.

FIGURE 02-34-20-28 FLIGHT SUM 2 TAB

Only the second tab is available ( ).

NOTE

ERRONEOUS INDICATIONS

Some data are erroneous for the first certification.

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INTENTIONALLY LEFT BLANK

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GENERAL

Charts function is an option, an onboard printer is a separate option. As such, electronic Jeppesen charts can not be considered as a primary mean. Original Jeppesen charts shall always be available in the airplane.

The Jeppesen CD must be inserted into the Data Module Unit (DMU) prior to first use of the charts function. The DMU loads the relevant files from the CD for the charts function. The user must verify that the CD volume label stenciled on the CD matches the CD volume label displayed on this window.

Chart are used:

- in flight: as a static image:

o to get procedure data, for cross-check with the corresponding FMS data when available,

o when not available in the FMS (approach minima), to get a data for manual insertion into the system after consistency check.

- on ground:

o to be aware of a “runway ahead” and have a general survey of taxiway,

o to get airport data.

The chart function retrieves the Jeppesen charts with no restrictions (world-wide). This function allows to select the desired chart for display as well as manipulate the charts for viewing (zoom, scroll, rotate...).

CHARTS window accessed by MDU MENU provides access to:

- Airports diagrams, SID, STAR and approaches charts ,

- Noise abatement procedure,

- NOTAM,

- Airspace charts,

- Search function,

- Revision information.

CHARTS window is always displayed on a 2/3 format on MDU. However it is available on PDU if two DU are lost.

Depending upon the phase of flight, the charts should be brought up:

- either onto the lower MDU to keep the I-NAV / WPT list in the upper MDU,

- or the upper MDU to keep the synoptics on the lower MDU.

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It provides eight main tabs:

- (Airport),

- ,

- ,

- (Approach),

- ,

- ,

- (Airspace).

FIGURE 02-34-22-00 GRAPHICAL USER INTERFACE FOR CHARTS

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AIRPORT SELECTION PULL DOWN MENU

FIGURE 02-34-22-01 AIRPORT SELECTION PULL DOWN MENU

The pull down menu is used to select the desired airport. When an airport is selected the ICAO identifier is displayed in the menu box.

The chart function supports the ability for a maximum of four airports consisting of three fixed selections and one search selection. The fixed selections consist of the origin ( ), destination ( ) and alternate ( ) from the flight plan.

In addition the pilot can display charts from any airport by selecting the menu item.

Use the CCD to select a radio pushbutton to perform the search based upon ICAO, Airport Name, City or Country. Only one radio pushbutton can be selected at a time.

Using the MKB allows to enter the necessary text to begin to search.

After the search string is entered, the cursor is located at the first airport in the search results window.

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FIGURE 02-34-22-02 SEARCH AIRPORT DIALOG BOX

Some searches may result in a list of airports greater than what can be displayed in the window. In that case, a scroll function is displayed.

The Clear Search soft key allows to clear the contents of the search and scratchpad windows.

function is not available.

selection allows to view chart effectivity and coverage information. This window displays the disk volume label, subscriber's serial number, a world graphic depicting coverage and messages related to reversion information.

If access codes are used they are temporarily displayed in this window as well.

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Jeppesen charts are available by subscription. All subscribers receive the same data from Jeppesen regardless of the service paid for. However, Jeppesen provides serial numbers and access codes in order to control the chart data an individual subscriber can access. The serial numbers and access codes are decrypted by software and are used to determine if requested data is within the subscriber's region of chart coverage. Subscription coverage consists of geographical regions. Access codes and serial numbers are used for temporary purposes and change with each issue of the chart data. Serial numbers are used for regular subscribers using fixed chart coverage.

When the chart window is first accessed after airplane power-up, the following window is displayed:

FIGURE 02-34-22-03 REVERSION INFO WINDOW

This allows to confirm geographical coverage and currency of the navigation charts.

Initially the fourteen digit serial number assigned to the subscriber must be inserted into the chart function. If an invalid serial number is entered, "Invalid Entry" message is displayed on the scratchpad window.

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Access codes are used for two purposes:

- first time subscribers and to temporarily enlarge a current subscription coverage area. For first time subscriber, the serial number may not be stored in the database. In this case, an access code has to be used to get access to the data,

- permanent subscribers that do not have the world coverage may need to temporarily increase their coverage region.

Access code are only valid for one issue of the Jeppesen CD.

An access code is entered by placing cursor in the Valid Access Code window and by using the keyboard to insert the access code. The access code will be verified against the database and the airport locations contained in the coverage region are added and displayed as white dots. After an access code is entered and verified, it is displayed in both the "Valid Access Code" and the "Valid Access codes" windows. The Valid Access codes window is a visual aide when entering multiple access codes.

If an invalid access code is entered, an "Invalid Entry" message is displayed on the scratchpad window.

The graphic of the world map displays white dots for airport locations contained within coverage regions. This is to give an indication of the coverage areas available under the current subscription coverage and any additional subscription coverage using access codes.

The volume label is read from the CD and stored. It is displayed as part of this window. Whenever a new Jeppesen CD is loaded, as a check, the pilot need to confirm that the volume label stencil on the CD matches the displayed volume label. When the Jeppesen data is current or up to date, the volume label is displayed in green. If the Jeppesen data is used beyond its intended cycle time, the volume label is displayed in amber.

In addition, "My contain outdated information" is displayed to the right of the volume label in amber to indicate the database needs to be updated. This notification is only displayed when the chart data is outdated. If the dataset is outdated, the user is prompted to acknowledge the continued use of the dataset upon first use of the chart function after power-up.

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CHART TITLE BAR AND PULL DOWN MENU

The displayed chart title is shown beneath the airport title bar and above the chart window. In the following example, the ILS Rwy 30L CAT II chart is displayed.

FIGURE 02-34-22-04 CHART TITLE EXAMPLE

The chart pull-down menu is used for chart selection. Selecting the chart title bar activates the chart pull-down menu. The pilot is able to select the desired chart from the displayed list in the menu as the following example:

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The geo-reference iconindicates thechart is geo-

referenced andan airplane

symbol can bedisplayed

FIGURE 02-34-22-05 CHART PULL-DOWN MENU

It is possible to scroll the list if it is too long. After the chart title is in view, the cursor is moved to the chart title to highlight it.

While other chart characteristics are available (e.g. revision date, action, effective date) only the plain English chart name, chart index number and geo-referenced icon are provided in the chart title pull-down menu.

The charts are separated into two sections:

- "App From Flight Plan" not available,

- "Available Charts" lists all the available charts for the selected airports and tab.

In some cases a third section may be displayed. In this instance, two versions of a chart may exist, a "current chart" and a "future chart".

Provided the tab is selectable, the system strives to always display a chart. If no chart exist within a given tab , the tab is grayed out and cannot be selected. However, in certain cases, for a given tab, the system does not select a chart:

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FIGURE 02-34-22-06 NO CHART SELECTED

If no origin, destination, or alternate airports have been entered, only the "Search Aprt…" and "Revision Info…" tasks can be selected from the airport selection pull-down menu. In the event that there are no charts available for a selected airport, an amber message is displayed as shown:

FIGURE 02-34-22-07 NO CHARTS AVAILABLE

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CHART TYPE TABS

APRT TAB (AIRPORTS)

Airport diagram should be brought up onto the upper MDU. It can be displayed for taxi to have an overview of the runways and for take-off briefing. The pilot is not able to change the origin, destination or alternate airports within the chart function. These airports are defined from the flight plan.

FIGURE 02-34-22-08 APRT TAB

"Aprt from Flight Plan" is a non available function. "Available Charts" offers the list of Chart Name with their index, to select one chart, use the ball track to highlight it and confirm by clicking. To see charts from an airport other that the flight plan one, use "Search Arpt".

SID TAB

SID tab selection displays the selected airport departure chart.

STAR TAB

STAR tab selection displays the selected airport arrival chart.

APP TAB (APPROACH)

Approach tab selection displays the selected approach chart.

NOISE TAB

Noise tab selection displays the noise abatement procedure if available.

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AIRSPACE

Airspace tab selection displays airspace overview.

NOTAM TAB

FIGURE 02-34-22-09 NOTAM WINDOW

NOTAM displayed in this window are always assigned or displayed using the airport as a reference. However, in the database, NOTAM are assigned either by an ICAO airport identifier or by country. If a NOTAM is assigned to the country, it applies to all airports in that country. Each NOTAM has four fields:

- Type: either Terminal or General, The database is populated with three entries for this field. Terminal, General and Gen Tmnl. The Terminal entry indicates that the NOTAM is associated to a specific airport and is displayed as "Terminal". The General and Gen Tmnl entries indicate the NOTAM are associated with a country and are displayed as "General".

- Effectivity : either Permanent or Temporatory. The database contains either true or false. If the database contains true, "Temporary" is displayed otherwise "Permanent" is displayed.

- Bigin Date contains two types of entries: "Immediately or an actual date displayed as "DDMMMYY".

- End Date contains three types of entrie: "No End Date", "Further Notice", or and actual date displayed as "DDMMMYY".

A scroll bar is displayed if a single NOTAM contains more text than available space in the window.

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CHART TASK MENU

The chart task menu provides an interface for the manipulation of the charts within the window. It is accessible by clicking on any location of the displayed chart:

FIGURE 02-34-22-10 CHART TASK MENU

It provides seven available tasks:

- allows to center the chart at the point of focus where the chart was clicked on. This task is used in conjunction with magnification to increase the readability of the charts,

- provides a means to quickly view chart, the chart is scaled either horizontally or vertically so that the smallest dimension of the chart fills the window,

- . checkbox is selectable if the chart can be split into two parts. A large part shows the plan portion and a smaller part shows the header, profile or minima portion. check box is not available for all charts. The dimension for two split windows is determined by the chart software and can not be changed. No scrolling function is available. Once the chart has been split, the user shall have the ability to sequence the smaller or bottom portion between the profile, header and minimum portions. Different zoom factors are permitted between the two windows,

- allows to rotate the chart 90° clockwise and then 90° counter-clockwise to return to the original orientation. It is not selectable from the task menu for charts that can not be rotated,

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- Jeppesen terminal procedure charts support the capability of displaying an airplane symbol on some airports chart. These types of charts are referenced as "geo-referenced" by Jeppesen. The position of navigation symbols depicted on the charts have been verified by Jeppesen to be highly accurate by cross-checking the symbol plots against independent navigation data. Not all airports charts are geo-referenced. The default mode is that the chart remains fixed and the airplane moves about the chart. The following limitations are required to display the airplane symbol:

o the chart must be geo-referenced,

o WOW must be true,

o the FMS must be valid with valid data (bearing and position),

o the airplane position must be visible on the display.

- is selectable when the task is selected. It allows to display the airplane symbol in the center of the chart display. The charts move relative to the airplane, up to the point when a chart edge is reached. When the chart edge aligns with the edge of display, the airplane moves relative to the display,

- is not available.

FIGURE 02-34-22-11 SPLIT WINDOW EXAMPLE

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SPECIAL FUNCTION

ZOOM FUNCTION

The CCD knob controls the zoom of the chart window. The maximum zoom (most magnification) is constrained to an approximate 2× magnification of the initial chart size. The minimum zoom of the chart (regardless if the split screen is enabled) is equivalent to the size of the chart, such as, the chart can be viewed in its entirety in an unsplit display window. The magnification location is the center of the chart window.

SCROLL FUNCTION

The scroll frame is enabled whenever the cursor is placed along the chart display edge in any direction. Scrolling can be performed by placing the cursor within the scroll frame on the outer edge of window. Once the cursor is located within the frame leg of the desired scroll direction, the CCD ENTER pushbutton is used to control the scrolling. For each CCD designation, the chart scrolls in increments in the direction of the arrows. Scrolling is limited to the point where the edge of the chart reaches the edge of the window.

FIGURE 02-34-22-12 SCROLLING EXAMPLE

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FIGURE 02-34-22-13 SCROLLING TO CHART EDGE

In some cases charts may need to be updated, deleted or revised in the middle of the database release cycle. To accommodate this, some charts have an action code associated with them:

- "A": chart is to be added, - "R": chart is to be revised, - "D": chart is to be deleted.

Based upon dates and flags included in the database some charts may have an effectively date. In that case the chart may either be effective in the future or may be passed effective,i.e., the chart is to be added to or deleted from the list of currently effective charts. Based upon the setting of the dates and flags in the database, these charts may be enable to be viewed. Future effective charts have an affectivity date associated with them and are not used for navigation until the effective date. Similarly, past effective charts are not to be used after the effective delete date.

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INTENTIONALLY LEFT BLANK

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GENERAL

SENSORS windows (access by PDU MENU) provides acces to:

- airplane position sensors management (IRS, VOR / DME, GPS),

- navigation function (FMS),

- environment sensors (WX, LSS and TAWS).

FIGURE 02-34-24-00 SENSORS WINDOW SELECTION

SENSORS window can be displayed on pilot request in the lower 1/6 of each PDU

It provides two main tabs:

- ,

- (Weather radar / Lightning Sensor System / Terrain Awareness and Warning System).

FIGURE 02-34-24-01 SENSORS WINDOW NAVIGATION TAB

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NAVIGATION TAB

In the tab, a menu in the top left corner allows to select different level of navigation information. The intent of these selections is to provide a hierarchical view of the navigation status to the pilots.

The highest levels contain summary information and use graphics to aid in quick understanding. The lower levels contain more specific sensor information and details, and would be used to resolve navigation issues presented on the first few selections.

FIGURE 02-34-24-02 NAVIGATION TAB PULL DOWN MENU

The highest level page, called Performance, provides a summary of the navigation status:

- Estimated Position Uncertainty (EPU),

- Required Navigation Performance (RNP) for the current phase of flight.

- FMS Horizontal Navigation Mode

FIGURE 02-34-24-03 PERFORMANCE SELECTION

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The graphical presentation provides the synthesis of the navigation performance of the airplane: EPU circle is green while RNP circle is white (dashed) (it corresponds to a limit).

The RNP values automatically vary according to each POF.

The RNP value is settable in the upper right corner. A defaults value comes from either the data base or the RNP setup ( tab). The value is displayed in green unless for a pilot entry (white). If a pilot entry is greater than the default value, a dialog box “ Confirm Entry” pops up with “Yes” or “No” selections.

The EPU value is the current value computed by the indicated FMS. It is green or amber when exceeding the RNP value. The value corresponds to the ring radius in NM.

The Horizontal Mode readout at the bottom of the window displays the current FMS navigation mode in green. Possible modes are:

- GPS, - IRS, - VOR/DME, - DME/DME, - Dead Reckoning.

If the EPU becomes greater than the RNP, the EPU circle turns in filled amber to alert pilot attention.

FIGURE 02-34-24-04 RNP LOWER THAN EPU

For example, during a FMS approach, the RNP is automatically selected at 0.3 NM. If the EPU becomes higher than RNP, the APP annunciator at the Top of the ADI becomes amber and the indication is displayed at the bottom of the HSI. Also the FMS message "UNABLE RNP" would be displayed in INAV window.

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In that case, the crew has to perform a go around if in IMC conditions.

FIGURE 02-34-24-05 PERFORMANCE PULL DOWN MENU

The selection allows the choice of any FMS. The selected FMS then becomes the data source for the page and provides the EPU, RNP, and Horizontal Mode. In fully synchronous mode the RNP should always be the same between all FMS.

Summary Selection

FIGURE 02-34-24-06 NAVIGATION TAB SUMMARY SELECTION

This page provides a graphical representation of the relative position of all position sources compared to the currently calculated airplane position. The current airplane coordinates are displayed in the top right corner. The soft key allows to update the current position of the indicated FMS.

NOTE

The Navigation tab soft key has effects only on the selected FMS.

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The check boxes on the left hand side allow to enable or disable the indicated position source display on the graphic.

The graphic depicts the current airplane position (as computed by the selected FMS) in the center. The white range ring is set to the current RNP value.

A digital readout displays the actual range. The position sources are displayed relative to the airplane. If a source is beyond the page limit, it is indicated with an arrow at the correct bearing. The display is always depicted North Up.

The labels for the sensors position are: - I = IRS, - F = FMS, - G = GPS, - N = Nav Radio.

FIGURE 02-34-24-07 UPDATE FMS POSITION SELECTED

The dialog box allows to update the selected FMS current position: - selection allows a latitude and longitude manual entry, - selection allows a waypoint identifier manual entry. The lat/lon of that point

is then determined and displayed adjacent to that field in green, - the remaining pushbuttons allow the selection of a specific position source. Only

configured sources are displayed.

Selecting updates the indicated FMS position with the selected position.

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Gps selection

FIGURE 02-34-24-08 NAVIGATION TAB GPS SELECTION

All data come from the selected GPS. Data is non modifiable.

(Receiver Autonomous Integrity Monitoring) corresponds to the horizontal integrity limit of the RAIM

(Horizontal Figure Of Merit) corresponds to the accuracy of the calculated position of the GPS horizontal precision (in NM). It is equivalent to the EPU.

(Vertical Figure Of Merit) corresponds to the calculated position of the GPS vertical precision (in ft).

(Horizontal Dilution Of Precision) corresponds to the horizontal constellation quality from a geometry standpoint. HFOM is a function of the HDOP.

(Vertical Dilution Of Precision) corresponds to the vertical constellation quality from a geometry standpoint. VFOM is a function of the VDOP.

and value is based on a scale from 1 to an unlimited value.

selection is made up with a soft key (Predictive Receiver Autonomous Integrity Monitoring): - The left column is automatically filled with the destination and ETA as soon as

available. The first line indicates if “yes or “no” the RAIM for the indicated time (UTC time) is available. Additional information is given by ETA + 5 min steps, - The right and fields allow to enter any waypoint and time (within 24

hours of current time) to compute a predictive RAIM solution at entered time. Additional information is given by 5 min steps, - The fields are used to deselect satellites for either the Destination or Pilot

Waypoint Predictive RAIM calculation by entering the satellite number. Deleting a pilot entry return the field to dashes. The fields are automatically cleared upon landing.

If the result of predictive RAIM computation is that RAIM conditions will not be available, is displayed next to the RAIM.

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IRS selection

FIGURE 02-34-24-09 IRS SELECTED

The data come from the selected IRS except for the (corresponding to the master FMS) position, and the drift rate which are computed by the FMS.

Different modes are: - is the automatic mode at power up, the Time to Nav parameter is displayed

below the parameter (as shown below). - is automatically displayed when the IRS alignment is done (“Time to

Nav” is then erased). - is displayed when the position computation is lost while attitude remains

available. A heading input is required, and the input line is displayed. It allows a magnetic heading manual input into the IRS (available in next certification).

On the apron, the IRS alignment position is automatically set to the FMS position. The alignment duration depends on the latitude (around 7 min at 45°).

FIGURE 02-34-24-10 IRS SELECTION MODE ALIGN AND ATTITUDE

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Nav selection

FIGURE 02-34-24-11 NAV SELECTED

The data come from the selected Nav Radios excepted for the (corresponding to the master FMS), actual position and position sources which are computed by the FMS. If a data parameter is not available, is displayed dashed.

The IDENTS for the frequencies are displayed based on the existing FMS logic.

The soft key allows the designation of up to six NOTAM (three permanent, and three temporary) (cleared at power off).

The default is white dashes. If the custom DB is not available due to a crossloading or uploading function, is displayed below the NOTAM list and entry boxes are grayed.

FIGURE 02-34-24-12 NOTAM SOFT KEY SELECTED

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FMS selection

FIGURE 02-34-24-13 FMS SELECTED

This window allows to select between or mode for each FMS.

is the default selection.

If the active mode does not match the selected mode for any FMS, the soft key becomes selectable:

FIGURE 02-34-24-14 PROBLEMS SOFT KEY SELECTED

Problems that prevent the active mode from transitioning to the selected mode all listed for all FMS.

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Problem messages are: - : the two (or three if available) FMS can not find the same Custom DB and

can not synchronize. The pilot has to transfer data from the Custom DB to the FMS (it takes more or less 1 min).

- : the FMS can not find the same Nav data base. The pilot has to transfer the data base from one FMS to another to be able to get the Synchronous mode (it takes more or less 45 min).

- . - : FMS are unable to synchronize. - : Avionics Standard Communications Bus (ASCB) is inoperational,

information can not be transmitted between the FMS. The pilot has to select Single mode.

- . - Dual INOP .

Sensor sel selection

FIGURE 02-34-24-15 SENSOR SELECTION

This window allows to select or de-select sensors for use by the FMS in their position calculation.

The default selection is the on side FMS. The right column then defaults to the cross-side selected FMS.

The third (non displayed) FMS is still available through the pull down menu.

To select sensor, click in the corresponding check box. When the sensor is correctly being used a is displayed.

The distance and bearing from the indicated FMS for the sensor are also displayed in green.

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WX / LSS / TAWS TAB

The tab provides menu to control secondary modes / functions of the Weather Radar, the LSS and TAWS.

Primary controls of these functions are provided on the MKB.

FIGURE 02-34-24-16 WX / LSS / TAWS PAGE

WX controls:

- -readout for WX status, sector, tilt and gain,

- -WX mode selection (WX, GMAP, …),

- -WX sub-mode selection.

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sections are:

- (Rain Echo Attenuation Compensation Technique): enable to compensate for attenuation of the radar signal at it passes through rainfall,

- (Turbulence): enable the turbulence detection mode,

- (TarGeT): enable and disable the radar target feature,

- (Stabilization): enable in-flight attitude stabilization.

FIGURE 02-34-24-17 WX PULL DOWN MENU

LSS controls:

- soft key. It is a momentary action soft key, and is only displayed when an LSS is configured.

TAWS controls:

- -mode 4 selection,

- -mode 5 selection,

- -enhanced Mode selection,

- -mode 1 selection.

and selections are also available on the Flight Management window. Those function can be selected in either window and the system automatically updates the other one.

and selections are also available on the MKB.

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AVIONICS window (access by MDU MENU) provides access to system initialization and setup functions, data base management function and tools functions.

INIT TAB

F 2000 EAS-L1

FIGURE 02-34-28-00 AVIONICS WINDOW INIT TAB

Avionics window provides access to the system initialization and setup functions, data base management functions and tab function through six main tabs:

- ,

- ,

- ,

- ,

- ,

- .

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tab is the default tab upon power up. tab allows to:

- Initialize system internal time and date. Values are synchronized to GPS by default. It is not possible to set the time manually in this case. If GPS time is not available it is possible to set the time/date manually and update the internal clock (supplied by the MAU),

- display current position. The current position field contains the master FMS readout. Selecting the Update FMS Position pops up the Update FMS position dialog box,

- access dialog box. Using the soft key updates all available FMS and IRS:

FIGURE 02-34-28-01 UPDATE FMS POSITION DIALOG BOX

o Lat/Lon selection allows to enter a latitude and a longitude which becomes the reference position,

o Ref Wpt selection allows to enter an airport OACI code or any other waypoint. Its coordinates are automatically displayed,

o GPS or IRS selection allows to choose between the sensors the one to be the position reference,

- selecting any pushbutton makes the soft key be selectable, - display data base and software versions. The field displays the current status

of the various data bases loaded into the system, it needs to be checked by the crew. The airplane data bases are displayed to verify that the correct airplane type has been loaded. The charts data base version is displayed if the charts function is installed,

- select navigation data base cycle, - enter airplane tail number.

The item displays the software version. It has to be cross-checked by the crew to make sure this is the correct version for the airplane.

The field displays the airplane tail number, it is modifiable and saved by the system.

The field is used to enter a flight identification which is then used by the transponder. Once a value has been entered it is saved by the system. Deleting the value returns the field to white dashes.

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FMS SETUP TAB

FIGURE 02-34-28-02 FMS SETUP TAB OF AVIONICS WINDOW

tab gathers all setup functions of FMS:

- field allows the function to be enabled or disabled (default On), this function is usually used for a long range flight (greater than 600 NM),

NOTE

should be set to Off.

- selection (default Full Perf). The crew may decide to deselect Full Perf when the flight is not representative of a normal flight (training flight). The selection of the Spd/FF or of the GS/FF is only used when the Full Perf is not available,

- field allows the selection of the appropriate service bulletin for the airplane (default to SB1B or last selection state),

NOTE

The cruise performance prediction is independent of the TOLD option selections.

- field is used to set a default fuel quantity allowance for take-off in the performance calculations. The default comes from the last entered value or the airplane data base,

- is used to set a default fuel quantity allowance for landing in the performance calculations,

- these values are estimated by the crew for the taxi, before take-off and after landing,

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allows a RNP default selection for a particular phase of flight.The default values are:

o Departure: 1.0,

o Enroute: 2.0,

o Remote / Oceanic: 10.0,

o Arrival: 1.0,

o Approach: 0.3,

o Missed approach: 1.0 or the last entered value.

The order of priority for the active RNP limit is:

- manual setting on the sensors window,

- values from this schedule.

All selections are synchronized for all FMS, except for the Flight Summary Output selection which applies to the master FMS.(only one FMS prints or save the data).

FMS SPEEDS TAB (WILL BE AVAILABLE FOR NEXT CERTIFICATION)

FIGURE 02-34-28-03 FMS SPEEDS TAB OF AVIONICS WINDOW

tab:

- depicts indicated speed schedule used by FMS for each POF (departure, climb, descent, approach and go-around),

- allows to define envelope of Departure and Approach POF where speeds are applied. Approach and Go-around speeds can be based on TOLD computed values.

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NOTE

FMS speeds guidance is not used in first and second certification software. Rotary switch on the Guidance Panel is inoperative (manual speed is always selected). However, performance utilizes the speed entries for predictions.

field allows to select:

- A default value coming from the airplane data base (if the data base is not available this selection is grayed and not available),

- A manual selection. The manual field default values are the last entered values.

field allows the entry of a single CAS speed target and the definition of the effective area for its use, altitude and range from the origin airport. The defaults are 2,500 AGL and 4 NM. The speed defaults to the airplane data base value or 200 kt or the last entered value.

fields allow a CAS entry which is used as the maximum speed below the entered altitude. The default values are 250 kt / 10,000 ft. It is possible to delete the Speed/Altitude limit (it then becomes dashed). The field retains the last entered value.

field allows three selections:

- a default selection coming from the airplane data base,

- a Vmo/Mmo selection with a manually entered angle,

- a manual function to enter CAS / Mach / Angle.

fields allow selection of speeds for different Slats/Flaps (SF) configuration:

- field allows CAS value entry, the default value is the airplane data base value or 200 ft,

- field allows approach speed entry in SF 1 configuration, the default value comes from the airplane data base. Entries < minimum IAS indicate a delta from the reference speed and are displayed as “VRF+” plus the entry,

- field is similar in operation to the SF1,

- field allows either CAS value or V approach (VAP). There is no delta capability. VAP is the default value,

- check box indicates whether or not the approach speed should be activated at the first waypoint of the approach. The default value is checked,

- field allows entry of a distance from the destination at which the approach speeds becomes active. The default is 15 or the last entered value.

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fields allow selections of speeds for different Slats/Flaps (SF) configurations:

- field allows CAS value entry, the default value is the airplane data base or 200 kt,

- field allows go around speed target entry for Slats / Flaps 1 configuration. The default value comes from the airplane data base. Entry > data base placard speed results in an invalid entry. Entries < minimum IAS indicate a delta from the reference speed and are displayed as “VRF+” plus the entry,

- field is similar in operation to the SF1 field except for delta entries which are based on Approach Climb speeds and are displayed as “VAC+” plus the entry,

- field is similar except for delta entries which are based on Landing Climb speed and are displayed as “VLC+” plus the entry.

AFCS TAB

FIGURE 02-34-28-04 AFCS TAB OF AVIONICS WINDOW

tab gathers:

- selection automatically changes at each power-up to minimize latent failure. It can be directly selected by the crew. In case of an AFCS failure, AFCS in Command is also automatically changed. The FD modes revert to basic mode,

- AFCS setting: o selection (limit the bank at ½ of the normal value in HDG mode).

NOTE

On AVIONICS window tab, the LNAV Bank factor parameter, initialized by default at 7, can be modified. This modifiable parameter has a value between 1 and 15. This bank factor is only used in LNAV mode.

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CUSTOM DB TAB

FIGURE 02-34-28-05 CUSTOM DB TAB OF AVIONICS WINDOW

tab gathers all functions to delete various sections of the custom data bases of the airplane:

- Pilot Waypoints data base,

- Flight Plan data base,

- NOTAM,

- entire Custom data bases.

The FMS pulldown menu allows to select the source of the displayed custom data base information. It is only available when there is a detected difference between any of the FMS custom data base.

Pilots waypoints: The list contains all currently defined pilot waypoints in the custom data base. A scroll bar is displayed when the list exceeds the area. (available in next certification)

soft key allows to remove a waypoint from the custom data base.

soft key is always selectable. It allows to remove all pilot defined waypoints from the custom data base.

soft key is always selectable. It allows to remove all pilot defined flightplans from the custom data base.

is always selectable. It allows to remove all NOTAM from the custom data base.

is always selectable. It allows to delete the entire custom data base (waypoints, flightplans and NOTAM).

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The cross-load area is for the cross-loading of the custom data base:

- -“From” selection allows to select a single FMS as the source of custom data base,

- -“To” selection allows to select destination of the load. A one to one or a one to many transfer can be selected.

When the “From” and “To” selection have been made, the “Xload” soft key becomes active. Selecting the Xload initiates the load and causes the soft key to turn to “Abort” soft key. Selecting “Abort” cancels the cross-load. (It would causes the receiving FMS to have an empty custom data base and forces that FMS into the “Single” mode).

During the cross-load the current DB section being transferred and its percent are displayed in green.

When FMS are in single mode due to different CDB, Cross-load window allows to transfer one custom data base from one FMS to the other. In that case, FMS are automatically selected in synchronous mode.

SYSTEM CONFIG TAB

F2000EX

FIGURE 02-34-28-06 AVIONICS WINDOW SYSTEM CONFIG TAB

tab is only available on the ground. It displays configuration information for all installed software/data base and is used for return to service type operations.

Prev and Next soft key are used to cycle through the pages.

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The WPT LIST window provides the waypoints and associated parameters for the active and pending FPLN.

It is available in any of the following size:1/6th, 1/3rd vertical, 1/3rd Horizontal, 2/3rd, ½ or full screen format.

FIGURE 02-34-30-00 WPT LIST WINDOW LAYOUT

WPT LIST LAYOUT

In order to accommodate all of the data for each flight plan leg, the waypoint list has been divided in two parts: The left side of the window permanently displays lateral Flight Plan information:

- course / Distance / WPT name, - associated functions; flyover, left turn, right turn, holding pattern,… - Right side of the window displays for each waypoint all associated data necessary to

manage a flight: - Cross data: crossing constraints, - Wind / Temp / ISA, - Spd / Dist / Time, - Fuel / Wt, - Lat / Lon.

Bottom area of the WPT LIST provides permanent information about destination and alternate ( DTG, ETE, Fuel Rem). Turning the CCD knob while in the WPT LIST scrolls the WPT LIST.

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COLOR CODE

WPT ID CRS/Dist Angle

Speed

Altitude

Time

From Grey

TO Magenta if LNAV captured

Amber for Waypoint Reversion*

Else White

Magenta if VPTH/VGP captured Green if predicted,

Else White

Magenta if FMS Speed selected,

Green if predicted,

White if constraint

Magenta if VASEL or VALT captured,

Green if predicted,

White if Constraint,

Amber if Unable to meet

Magenta if RTA & FMS Spd selected & LNAV captured, Green if ETA,

White if Constraint,

Amber if unable to meet

Next Amber for Waypoint Reversion*

Else White

Green if predicted

White if Constraint

Green if predicted White if constraint

Green if predicted,

White if constraint

Magenta if 1st RTA & FMS Spd selected & LNAV captured,

Green if ETA,

White if downstream RTA,

Amber if Unable to meet

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WPT LIST ROUTE TYPE CONTROLLER

FIGURE 02-34-30-01 ROUTE TYPE CONTROLLER MENU

Route Type Controller (RTC) (FPLN) pull down menu is used to select between the Active and Secondary flight plan. The same controller is displayed in the Flight Management Window (FMW). (Secondary function will be available for next certification).

A selection made in the RTC affects all windows in the MDU where the selection was made. Therefore the I-NAV, FMW, and WPT LIST are synchronized to displaying the same flight plan within a DU. For the same DU, when in active selection, the WPT LIST and I-NAV display Active and pending flight plan information. For the same DU, when in secondary selection, the WPT LIST and I-NAV display active and pending flight plan information. The airplane symbol is never displayed in a DU used for secondary FPLN. It is obvious for the crew that the secondary FPLN is in progress. At the same time; upper MDU can be configured to display Active flight plan and lower MDU configured to display the secondary FPLN. The WPT LIST receives the data from the master FMS. This same FMS source is used for all windows in both MDU.

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WPT LIST FLIGHT LOG DATA

FIGURE 02-34-30-02 FLIGHT LOG CONTROLLER PULL DOWN MENU

When viewed in a 1/6th or 1/3rd vertical display, the following options are available for selection:

Cross The constraints and various operations on a specific waypoint are accessed through this function. The CROSS dialog box can be accessed by clicking on this field

Wind/Temp/ISA Predicted wind, temperature, and ISA for each waypoint are shown. The Wind / Temp / ISA entry dialog box can be accessed by clicking on this field

Spd / Dist / Time The predicted ground speed, distance-to-go (DTG), and ETE for each waypoint are shown. No pilot interaction is permitted

Fuel / Wt The predicted fuel remaining and airplane gross weight for each waypoint is shown. No pilot interaction is permitted

Lat / Lon The latitude/longitude for each waypoint in the flight plan is displayed. No pilot interaction is permitted

The Cross display is the default selection when the WPT LIST is viewed in a 1/6th or 1/3rd vertical display. When viewed in a 1/3rd horizontal or 2/3rd display, the following options are available:

- Wind/Temp/ISA, - Spd/Dist/Time, - Fuel/Weight, - Lat/Lon.

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The Cross data remains in view at any time in the second column for a 1/3rd horizontal or 2/3rd display. The Wind / Temp / ISA display is the default selection for a 1/3rd horizontal or 2/3rd display.

TURN DIRECTION ICONS

For large course changes, the FMS provides a turn direction indication on the WPT LIST. It consists in an inverse video L (Left) or R (Right) to indicate which direction the airplane is going to turn when the waypoint is sequenced.

FIGURE 02-34-30-03 L AND R TURN DIRECTION ICONS

WPT LIST GRAPHICAL INTERACTION

I-NAV graphical flight planning and WPT LIST modifications on active and secondary FPLN use the same menu and the same dialog boxes: Menu and dialog boxes are not selectable for: TOC, TOD and BOSC WPT. The corresponding line on the WPT LIST is displayed with a gray background.

COURSE

The inbound course is displayed immediately following the turn icon space, if the course is given with respect to True North, a T replaces the degrees symbol.

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DISCONTINUITY

FIGURE 02-34-30-04 WPT LIST DISCONTINUITY

A discontinuity is a part in the flight plan where there is no lateral flight plan definition. Internally the FMS assigns the next waypoint with a leg type of Initial Fix (IF).

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NEXT LEG UNDEFINED

FIGURE 02-34-30-05 WPT LIST NEXT LEG UNDEFINED

Open flight plans are defined as flight plans that do not end at the destination. In that condition, the FMS does not have a lateral path defined to the destination. In that context,

is displayed.

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MISSED APPROACH HEADER

FIGURE 02-34-30-06 WPT LIST MISSED APPROACH HEADER

The missed approach header provides a visual break between the primary flight plan and the missed approach procedure.

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ALTERNATE FLIGHT PLAN HEADER

FIGURE 02-34-30-07 WPT LIST ALTERNATE FPLN HEADER

The Alternate FPLN header provides a visual break between the primary flight plan and the alternate flight plan.

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HOLDING

When the holding pattern is active, holding is displayed as bellow (logic for the Exit Hold, Resume… soft keys are described in the I-NAV chapter).

FIGURE 02-34-30-08 WPT LIST HOLDING

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EXITING HOLD

FIGURE 02-34-30-09 WPT LIST EXITING HOLD

When the airplane is exiting the hold, the FMS provides an information on the waypoint list.

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ARC TURN

Arc radiusin NM and

navaidident

FIGURE 02-34-30-10 WPT LIST ARC TURN

When in a DME arc procedure, the arc radius in NM and the navaid associated with the arc are displayed as shown above. Constant radius arc legs are similar but the navaid ident is blank since a navaid is not required for a constant radius arc leg.

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PROCEDURE TURN

FIGURE 02-34-30-11 WPT LIST PROCEDURE TURN

is displayed when the procedure is active.

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PATTERN ICONS

Hold icon

Procedureturn icon

Flyover icon

Arc turn icon

FIGURE 02-34-30-12 WPT LIST PATTERN ICONS

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CROSS

FIGURE 02-34-30-13 WPT LIST CROSS 1/3RD VERTICAL DISPLAY FORMAT

The Cross column displays vertical, speed and time crossing predictions and/or constraints for each waypoint. The altitude fields displays either altitude constraints or predictive altitudes for each waypoint in the flight plan. Altitude constraints have higher priority over predicted altitudes. If no pending flight plan exists, the active flight plan altitude is displayed on the lower half of the row. If a pending flight plan exists, the pending flight plan altitude is displayed on the upper half of the row only if the altitudes differ by 100 ft. The altitude can be displayed either in FL format or in feet depending on the transition altitude or transition level.

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AT constraints are displayed with a small line above and below the altitude using the same color as the constraint, white, cyan, magenta or amber: e.g.

FIGURE 02-34-30-14 AT CONSTRAINT EXAMPLE

AT OR ABOVE constraints are displayed with a small line below the altitude using the same color than the constraint. eg:

FIGURE 02-34-30-15 AT OR ABOVE CONSTRAINT EXAMPLE

AT OR BELOW constraints are displayed with a small line above the altitude using the same color than the constraint. eg:

FIGURE 02-34-30-16 AT OR BELOW CONSTRAINT EXAMPLE

WINDOW constraints are displayed with the higher constraint displayed on the upper line with a small line above the constraint and the lower constraint displayed on the lower line with a small line below the constraint. eg:

FIGURE 02-34-30-17 WINDOW CONSTRAINT EXAMPLE

ANGLE

The angle field displays either angle constraints or predicted angle for each waypoint in the flight plan. Angle constraints have priority over predicted angles. Angles constraints are displayed with a small line above and below angle.

SPEED

The speed field displays either speed constraints or predicted speeds for each waypoint in the flight plan. Speed constraints have priority over predicted speeds. Speed constraints (kt or Mach) are displayed with a small line above and below the speed.

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TIME

Estimated Time of Departure (ETD) can be manually entered while on ground. Estimated Time Enroute (ETE) is displayed when the airplane is on the ground. Once the airplane is airborne or ETD has been entered, the ETE becomes an Estimated Time Arrival (ETA).

VERTICAL SPEED

The FMS computes a vertical speed (VS) for the climb and descent POF. The predicted VS is the rate needed to meet the altitude constraints if they exist. Otherwise they represent the estimated VS for the airplane. VS is not displayed when a pending flight plan exists due to limited space on the cross field. The predictive VS for the waypoint is displayed in the cross tab above the angle and speed with an arrow to indicate climb or descent.

WIND / TEMPERATURE / ISA

FIGURE 02-34-30-18 WPT LIST WIND / TEMP / ISA

This column displays wind, temperature and ISA deviation for each waypoint. Pilot entries are available to define wind for a specific waypoint. The FMS then updates the wind model for the flight plan, including the pilot entered value for a waypoint. The pilots entries are not retained by the FMS as constraints. Thus the system always displays system computed numbers. The FMS predicts the temperature for the predicted altitude the airplane will be at for each waypoint in the flight plan. The temperature are computed in the FMS atmosphere model.

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SPD / DIST / TIME

FIGURE 02-34-30-19 WPT LIST SPD/DIST/TIME

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FUEL / WEIGHT

Fuel remaining predicted bythe FMS for each waypoint.It can be displayed either inthousands of pounds orthousands of kg (thirdcertification)

Gross weight predicted bythe FMS for each waypoint.It can be displayed either inthousands of pounds orthousands of kg (thirdcertification)

FIGURE 02-34-30-20 WPT LIST FUEL WEIGHT

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LATITUDE / LONGITUDE

Latitude andLongitude aredisplayed for

each waypoint

FIGURE 02-34-30-21 WPT LIST LAT / LONG

Lat / Lon Entry Format: ANNNN.NNANNNNN.NN Latitude Longitude

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Requirements: - Latitude:

o entry in degrees,minutes, and hundredths of minute, o alpha entry required to be N or S, o minimum numeric entry is one digit, o first two digits are interpreted as degrees, o next two digits are interpreted as minutes, o trailing zeros not required, o decimal minute not required.

- Longitude: o entry in degrees, minutes, and hundredths of minutes, o alpha entry required to be E or W, o minimum numeric entry is one digit, o first three digits are interpreted as degrees, o next two digits are interpreted as minutes, o trailing zeros not required, o decimal minute not required.

- Range: o Latitude degrees range is 0 to 90, o minutes range is 0 to 59, o tenth srange is 0 to 9, o hundredths range is 0 to 9, o longitude degrees range is 0 to 59, o minute range is 0 to 59, o tenths range is 0 to 9, o hundredths range is 0 to 9.

examples: entry displays:

- N0W0 N0000.0E00000.0 - N1W1 N0100.0W00100.0 - N12W12 N1200.0W01200.0 - N123W123 N1230.0W12300.0 - N1234W1234 N1234.0W12340.0 - N1234.5W12345 N1234.5W12345.0 - N1234.5W12345.6 N1234.5W12345.6 - N1234.56W12345.67 N1234.56W12345.67

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VERTICAL WAYPOINTS

FIGURE 02-34-30-22 WPT LIST TOC

The figure illustrates a TOC for an example with the Cross flight plan displayed. The BOSC and the TOD have the same properties.

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PENDING FLIGHT PLAN MODIFICATIONS

In I-NAV and in the WPT LIST, all pending modifications are displayed in cyan. When in pending modification the WPT LIST displays stroked grey waypoints when they are deleted by the crew.

, and soft keys are displayed in cyan when in pending.

ou

FIGURE 02-34-30-23 FLIGHT PLAN MODIFICATIONS

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SPECIFIC FUNCTIONS

When flying in an holding pattern, or soft key are displayed.

FIGURE 02-34-30-24 SPECIFIC COMMAND PUSHBUTTON (EXIT HOLD)

WPT LIST DIRECT TO

When using the short cut on MKB, the cursor automatically jumps on the

field at the top of the WPT LIST (see below). Using the MKB the crew can enter the WPT. After insertion, the and soft keys are displayed in the I-NAV and the WPT LIST. Direct to using the MKB is always possible, whatever the display configuration (4, 3 and 2

DU). When the short cut is activated, the WPT LIST is automatically displayed (if not

displayed before).

FIGURE 02-34-30-25 DIRECT TO IN WPT LIST

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HEADERS

One inactive line of the WPT LIST is used for missed approach and alternate headers.

HORIZONTAL SPECIFIC PROCEDURES

All the under mentioned procedures, when selected, are displayed close to the WPT name in the WPT LIST window (H, F, R, P, A according to the list above):

- Holding pattern, - Flyover, - Radial, - Procedure Turn, - Arc Turn.

These symbols are displayed in white or cyan depending on the pending or armed (cyan), or potential target (white).

WIND / TEMP DIALOG BOX

FIGURE 02-34-30-26 WIND / TEMP DIALOG BOX

A selection, inside the WPT LIST, allows to define the wind and temperature at a given altitude for the selected waypoint.

soft key inserts the new data in the flight plan. cancels all dialog box entries.

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FLY HEADING OR AS ASSIGNED

FIGURE 02-34-30-27 FLY HEADING OR AS ASSIGNED

This leg type only exits between two waypoints of an approach procedure. When this leg becomes active, LNAV drops to ROL mode. Pilot should select HDG or TRK as assigned and re-arm LNAV to capture the next leg.

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FLY HDG SEL TO INTERCEPT

FIGURE 02-34-30-28 WPT LIST FLY HDG SEL TO INTERCEPT

The pilot has the ability to define a heading inbound to a waypoint. When this leg becomes active, LNAV drops to ROL mode. Pilot should select HDG or TRK as assigned and re-arm LNAV to capture the next leg.

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INTENTIONALLY LEFT BLANK

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I-NAV DESCRIPTION

I-NAV is the Interactive NAVigation map of the EASy Flight Deck. This interactive map is able to display various layers of data base information (terrain, airways, navaids, airports, geopolitical, airspace …) and to merge information coming from the on-board sensors (FMS flight plan and airplane position, weather, TCAS plots), to provide an intuitive and synthetic picture of the airplane situational environment in the horizontal plane.

Besides these mapping functions, I-NAV allows to modify most of the flight plan directly on the map with the CCD. All the graphical flight plan modifications are performed using the intuitive object-task method: crew clicks on an object on the map with the CCD. A task menu is displayed, it contains all the valid tasks that can be performed on the selected object.

FIGURE 02-34-32-00 FULL I-NAV SELECTION

I-NAV LAYOUT

I-NAV can be displayed in a 1/3, 2/3 or full window format in each MDU. Two I-NAV can be displayed simultaneously and independently in the Flight Deck, one on each MDU, with different set of data. Whatever the format, information capacity remains the same.

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I-NAV DATA MENU

FIGURE 02-34-32-01 I-NAV DATA MENU

I-NAV Data Menu provides all controls to manage the layers of the I-NAV map. I-NAV data menu is opened by clicking on the I-NAV data soft key in the I-NAV Tool bar. Each item of this menu corresponds to a layer of data (same capacity in North-up or Heading-up). The priority of the layer is given below from top to bottom:

- WX: display of weather radar image (copy of PF PDU WX image by default, or PNF PDU if no image is available on PF PDU) and adjustment of brightness (using CCD data set knob),

- LSS (optional), - TCAS: display of TCAS traffic plots, - FPLN sub-menu: display of active flight plan, alternate flight plan and missed approach, - Fixes sub-menu: display of airports, VOR, ADF, Intersections, - Airways sub-menu: display of high altitude, low altitude airways, - Airspaces sub-menu: display of special use, terminal airspaces, - Boundaries: display of international boundaries, rivers, - Terrain: display of absolute terrain information and situational awareness terrain (e.g.

relative terrain) and adjustment of its brightness (using CCD data set knob).

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I-NAV MAP

The map is built to increase the situation awareness and long range flight planning. The map uses a map projection that displays great circle legs as straight lines.

Managing the map

The map contains multiple types of data which can be selected for display through the I-NAV Data menu of the Tool bar. Symbols and text on I-NAV are range dependent, with more detail visible on smaller scales thanks to a smart de clutter feature. It is however the crew responsibility to select the appropriate layers of information depending on the flight phase. The map selection provides a quick way to recover the default set of layers.

Centering and Orienting the map

The map may be oriented Heading Up (mag or true) or North Up (only true): - in Heading Up mode (2/3 I-NAV), the airplane is positioned at 1/3 of the I-NAV height

and the map is displayed along airplane heading. A 120° compass arc is provided, - in North Up mode, the map is displayed with the true North pointing up. The map

may or may not be centered on the airplane. It is possible to scroll the map in every geographical direction by using the scroll frame.

The scroll frame is the area just inside the edges of the map in North up format. This area is highlighted when the cursor is inside. To scroll the map Northbound, Eastbound, Westbound and Southbound, the crew has to maintain the <ENTER> pushbutton of the CCD depressed in the desired direction. The map continuously moves if the click is maintained. When the scrolling action is stopped, the airplane can move again on I-NAV. Using the scroll frame when in Heading Up automatically reverts the map in North Up.

Adjusting map range

The range on the map can be changed whenever the cursor is in the lateral map (including scroll frame) by using CCD data set knob. Inner knob provides small range adjustment while outer knob provides higher range adjustment. Maximum half range is 750 NM, minimum is 0.5 NM.

Below 5 NM, the regular terrain is automatically removed.

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FMS MESSAGE FIELD

Messages generated by FMS system are displayed in a dedicated box located in the middle top part of the I-NAV. MSG white annunciation is displayed in the HSI when an FMS message is displayed in I-NAV.

The dialog box displays the last messages (if many messages are triggered).

FIGURE 02-34-32-02 FMS MESSAGES IN I-NAV

The last messages can be acknowledged (simultaneously for all FMS) by pressing the FMSMSG

white pushbutton located on the eyebrow.

NOTE

This pushbutton does not lit up when an FMS message is triggered. When I-NAV is not displayed only the MSG annunciation in the HSI is displayed.

In that case, the FMSMSG white pushbutton on the eyebrow has no action (no blind

acknowledgement).

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Basic as well as complex flight plan modifications can be performed graphically directly on I-NAV using the intuitive object-task method. Crew click on an object on the map with the CCD, a task menu is presented which contains all the valid tasks which can be performed on the selected object. Note that all graphical flight plan modifications can also be performed on the WPT LIST window using the same object-task methods or combined between I-NAV and WPT LIST.

LATERAL MAP DISPLAY

The lateral map primary function is to display lateral-positioning information. It is capable, but not limited to displaying the following information:

- Magnetic or True Heading, - Graphical representation of the flight plan, - Navigation data base, - Weather (radar and lighting), - TCAS, - Wind direction and speed, - Miscellaneous annunciators.

The lateral map has two user selectable display modes: - North-Up, - Heading-Up.

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North-Up /Heading-Up user

FIGURE 02-34-34-00 NORTH-UP MODE LATERAL MAP

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FIGURE 02-34-34-01 HEADING-UP LATERAL MAP

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LATERAL MAP MANAGEMENT

The I-NAV is capable of being displayed in: - 2/3 window (default selection), - full window, - 1/3 window format.

The lateral map functionality do not change upon window format. The power-up default selections are:

- North-Up, - Lateral map half range set to 10 NM, - selected, - FMS selected position, if no position is available the map centers on the lat/lon

coordinates: N45° 46.579’ E000° 36.758’ without the airplane symbol displayed, - IFR Low scheme.

I-NAV TOOL BAR

FIGURE 02-34-34-02 I-NAV TOOL BAR

I-NAV tool bar provides controls of the main features of the I-NAV map and access to sub-menus to customize I-NAV contents. I-NAV tool bar is permanently displayed at the top of the I-NAV window:

I-NAV Data pull down menu

FIGURE 02-34-34-03 I-NAV PULL DOWN MENU

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I-NAV Data pull-down menu provides all the controls to manage data layers that can be displayed on I-NAV: - WX selection enables display of the weather radar image. This selection is available

in both North-Up or Heading-Up modes. While the cursor remains positioned on the WX check box, the transparency of the WX layer is capable of being increased or decreased with the CCD data set knob, - LSS selection enables lightning sensors system display (optional), - Terrain selection enables the terrain layer. While the cursor remains positioned on

the terrain check box, the terrain layer brightness is capable of being increased (full brightness) or decreased (10% brightness) by turning the data set knob, - Traffic selection enables the Traffic Alert (TA) and Collision Avoidance System

display layer. This selection is available in North-Up or Heading-Up modes, - FPLN menu allows to select the following flight plan options:

o missed Approach, o alternate, o constraints.

FIGURE 02-34-34-04 I-NAV FPLN SELECTIONS

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Fixes menu allows the following selections to be displayed on I-NAV: - Airports, - VOR, - NDB, - Intersection, - VOR course.

FIGURE 02-34-34-05 I-NAV FIXES SELECTIONS

Airways menu allows the selection of different airways to be displayed on I-NAV: - HI ALT, - LOW ALT.

FIGURE 02-34-34-06 I-NAV AIRWAYS SELECTIONS

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Airspaces menu allows the following selections to be displayed on I-NAV: - Terminal, - Special Use Airspace (SUA).

FIGURE 02-34-34-07 I-NAV AIRSPACES SELECTIONS

Boundaries selection turns on/off the geopolitical and Latitude/Longitude gridlines layer.

Schemes pull down menu

Schemes pull-down menu gives access to 3 map schemes offering a pre-defined set of data layers: IFR HIgh Alt scheme, IFR LOw Alt scheme. Any change to these standards scheme reverts the I-NAV in Defined Scheme where pilot has all the authority to select data to be displayed,

FIGURE 02-34-34-08 SCHEMES PULL DOWN MENU

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■ Scheme configuration

IFR HI SCHEME IFR LOW SCHEME

Airports = Selected Airports = Not Selected

Alternate FPLN = Selected Alternate FPLN = Not Selected

Boundaries = Selected Boundaries = Selected

Constraints = Not Selected Constraints = Selected

High Altitude Airway = Not Selected High Altitude Airway = Not Selected

Intersections = Not Selected Intersections = Not Selected

Low Altitude Airway = Not Selected Low Altitude Airway = Not Selected

Lss = Not Selected Lss = Not Selected

Missed Approach = Not Selected Missed Approach = Selected

NDBs = Not Selected NDBs = Selected

SUA = Not Selected SUA = Not Selected

Terminal Airspace = Not Selected Terminal Airspace = Not Selected

Terrain = Selected Terrain = Selected

Traffic = Selected Traffic = Selected

VOR Course = Not Selected VOR Course = Not Selected

VORs = Not Selected VORs = Selected

WX = Not Selected WX = Not Selected

Vert Prof check box (will be available for next certification)

Vertical Profile selection turns on / off the vertical profile display.

Map mode menu

Map mode selection allows to select between North-Up or Heading-Up graphical representation mode.

FIGURE 02-34-34-09 MAP MODE PULL DOWN MENU

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Center Aircraft

The soft key allows center the I-NAV on airplane.

Center TO Wpt

This selection is used to center the TO waypoint on the lateral map in North-Up mode.

If the I-NAV reference is Heading-Up, selecting automatically changes to North-Up selection.

If there is a pending flight plan, the selection follows the pending flight plan instead of the active flight plan.

Skip Wpt

selection allows to center the next waypoint in the flight plan on the lateral map display in North-Up. If a waypoint is not currently centered, Skip defaults to the TO waypoint.

If the I-NAV reference is Heading-Up, selecting automatically changes to North-Up.

When the destination waypoint has been centered on the lateral map, selecting displays FROM waypoint centered on the lateral map.

If there is a pending flight plan, the Skip Wpt selection follows the pending flight plan instead of the active flight plan.

Recall wpt

Selecting Recall Wpt centers the previous waypoint in the flight plan on the lateral map display in North-Up. If a waypoint is not currently centered, Recall defaults to the TO waypoint.

If the I-NAV reference is Heading-Up, selecting Recall Wpt automatically changes to North-Up.

When the FROM waypoint has been centered on the lateral map, selection of the displays the destination waypoint centered on the lateral map.

If there is a pending flight plan, the selection follows the pending flight plan instead of the active flight plan.

NOTE

When I-NAV displays Secondary Flight Plan, the following options are not available (corresponding soft keys are grayed): Center Airplane, Center TO, WX layer, TCAS layer, LSS layer.

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FMS LATERAL DEVIATION

The FMS lateral deviation annunciation is displayed on the right side of the airplane symbol when in Heading-Up.

xx.x

FIGURE 02-34-34-10 CROSS TRACK ERROR ANNUNCIATION

DESIRED TRACK

The desired track line originates at the center of the airplane symbol, passes through the track bug and continues on the until the edge of the lateral map. When in North-Up mode, the desired track line is displayed only when the airplane symbol is visible on the Lateral Map Display. When in Heading-Up mode, the desired track line is drawn regardless of the heading / track bug location (e.g if the bug is behind the airplane, the line is drawn from the airplane nose to the bottom of the display). When TRK mode is engaged, the desired track line is magenta, white otherwise.

ANNUNCIATIONS

Wind direction and velocity

FIGURE 02-34-34-11 WIND DISPLAY

The wind direction and velocity is in vector format and is displayed in Heading-Up or North-Up modes. It is only displayed when the airplane is centered.

The display consists of a digital wind velocity readout and a wind direction arrow indicating the direction the wind is blowing towards.

The PF IRS is the wind data source.

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Navigation source annunciation

Navigationsource

FIGURE 02-34-34-12 NAVIGATION SOURCE ANNUNCIATION

The annunciation color matches the HSI.

The PF selected FMS (master FMS) is the data source.

FMS FLIGHT PLAN MAP DATA

Waypointand

identifier

FIGURE 02-34-34-13 FMS FLIGHT PLAN EXAMPLE

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Flyover symbol

FIGURE 02-34-34-14 FLYOVER SYMBOL

Altitude profile point

FIGURE 02-34-34-15 ALTITUDE PROFILE POINT AND IDENTIFIER

Altitude profile points consist in TOC (Top Of Climb), TOD (Top Of Descent) and BOSC (Bottom Of Step Climb).

Arrow icon

FIGURE 02-34-34-16 TURN ARROW ICON

The arrow icon indicates a turn direction in the flight plan.

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Constraints

FIGURE 02-34-34-17 CONSTRAINTS EXAMPLE

FIGURE 02-34-34-18 ALTITUDE BLOCK CONSTRAINT EXAMPLE

The format matches the representation on the waypoint list.

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MAP SCROLLING

FIGURE 02-34-34-19 SCROLL BAR

The scroll bar is displayed when the cursor is placed at the edge of the map, and disappears when the cursor is moved away from the scroll bar. While scrolling is active the following layers are removed:

- Traffic, - Desired track line, - VOR course line, - Constraints, - Lateral deviation, - LSS, - WX, - VOR, - NDB, - Intersections, - Airports, - Obstacles, - Lat/Lon lines, - Terrain.

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RANGE AND FMS MESSAGE DEDICATED BOX

Rangedisplay

FIGURE 02-34-34-20 FMS MESSAGE DEDICATED BOX AND RANGE EXAMPLE

In Heading-Up mode, the range values vary between 0.5 and 375 NM. In North-Up mode, the range values vary between 1 and 750 NM. Message system is independent from the I-NAV control interface and is issued to alert the pilot of a situation detected by the FMS / TOLD. The FMS MSG pushbutton, located on eyebrow, only clears one message at a time.

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AIRPORT LAYER

Airports are selectable for display from the I-NAV tool bar menu. The airports symbols are displayed per the following tables:

NAME SYMBOL DISPLAYED

RANGE

0.5 ≤ Half range ≤ 5

0.5 ≤ Half range ≤ 5

0.5 ≤ Half range ≤ 5

5.5 ≤ Half range ≤ 150

Airport

None 175 ≤ Half range ≤ 375

FIGURE 02-34-34-21 AIRPORT SYMBOLS

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VOR LAYER

CATEGORY NAME SYMBOL DISPLAYED

RANGE

0.5 ≤ Half range ≤ 100

125 ≤ Half range ≤ 200

VOR

none 225 ≤ Half range ≤ 375

0.5 ≤ Half range ≤ 100

125 ≤ Half range ≤ 200 DME only

none 225 ≤ Half range ≤ 375

0.5 ≤ Half range ≤ 100

125 ≤ Half range ≤ 200

VOR/DME

none 225 ≤ Half range ≤ 375

0.5 ≤ Half range ≤ 100

125 ≤ Half range ≤ 200 TACAN

none 225 ≤ Half range ≤ 375

0.5 ≤ Half range ≤ 100

125 ≤ Half range ≤ 200

VOR

VORTAC

none 225 ≤ Half range ≤ 375

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VOR are selectable for display from the I-NAV tool bar menu.

FIGURE 02-34-34-22 VOR SYMBOLS

NDB LAYER

CATEGORY SYMBOL DISPLAYED RANGE

0.5 ≤ Half range ≤ 50

NDB

none 52.5 ≤ Half range ≤ 375

NDB are selectable for display from the I-NAV tool bar menu.

FIGURE 02-34-34-23 NDB SYMBOL

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INTERSECTION

CATEGORY SYMBOL DISPLAYED RANGE

0.5 ≤ Half range ≤ 5

Intersection

none 5.5 ≤ Half range ≤ 375

Intersections are selectable for display from the I-NAV tool bar menu.

AIRWAY

The airway layer consists in high altitude airways (jet airways in the US), low altitude airways (victor airways in the US) and others non-US airways. Each airway category is independently selectable for display through the I-NAV tool bar.

FIGURE 02-34-34-24 EUROPE AIRWAY LAYERS

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AIRSPACE

CATEGORY SYMBOL DISPLAYED RANGE

0.5 ≤ Half range ≤ 10

Terminal Airspace

none 10.5 ≤ Half range ≤ 375

0.5 ≤ Half range ≤ 50

SUA

none 52.5 ≤ Half range ≤ 375

FIGURE 02-34-34-25 AIRSPACE SYMBOLS

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OBSTACLES

Obstacles are always displayed on the lateral map when the lateral half range is less than or equal to 10 NM. Obstacles (defined as obstacles from 200 ft to 1,000 ft AGL), are displayed on the lateral map as follow:

FIGURE 02-34-34-26 OBSTACLE SYMBOL

LARGE OBSTACLES

Large obstacles (defined as obstacles above 1,000 ft AGL), are displayed on the lateral map as follow:

FIGURE 02-34-34-27 LARGE OBSTACLE

OBSTACLE INFORMATION

When the cursor is moved over an obstacle currently displayed in the field of view of the I-NAV lateral map display, the obstacle under the cursor is displayed as follow:

FIGURE 02-34-34-28 CURSOR OVER OBSTACLE

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GEOPOLITICAL

The geopolitical layer consists in the following geopolitical entities: - Countries / States Boundaries consist in international country boundaries and state

boundaries for Canada and US, - Lakes and rivers, - Coastlines.

FIGURE 02-34-34-29 BOUNDARIES AND COASTLINES

SECURING GRAPHICAL FLIGHT PLANNING: PENDING FLIGHT PLAN

In order to secure graphical flight planning functions and provide the capability to review any flight plan modifications before the system takes it into account, all flight plan modifications need to be activated or cancelled. The temporary flight plan in which all the modifications are stored before activation or cancellation is called the PENDING FLIGHT PLAN. Pending Flight Plan is displayed in cyan on I-NAV and WPT LIST. Pending flight plan provides all performances parameters for the pending trajectory: this allows to compare performances between active flight plan trajectory and pending one.

FIGURE 02-34-34-30 PENDING FLIGHT PLAN ACTIVATION / CANCELLATION SOFT KEYS

To activate pending flight plan, crew must click on the cyan soft key that is displayed at the bottom of I-NAV (and WPT LIST) as soon as pending mode is entered. Similarly, pending flight plan can be cancelled by pressing on the soft key.

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OBJECT TASK MENU

Displaying the Task Menu associated with a graphical object is accomplished by clicking on the desired object symbol on the map. The task menu displays all the valid tasks associated with that object.

FIGURE 02-34-34-31 TASK MENU ON HVE VOR

A click within a task menu item selects the associated function. To exit the menu, move the cursor outside the menu.

GRAPHICAL FLIGHT PLANNING TASKS

The following tables defines for all the interactive objects categories of the I-NAV the associated tasks (and its corresponding dialog box). Note that some objects can combine task of two of these categories: for instance, a navaid in the flight plan combines tasks from the active flight plan waypoint category and navaid category.

Airplane symbol object

ASSOCIATED TASKS DIALOG BOX ASSOCIATED WITH TASK

WHAT FOR ?

Center Map Center Map and lock it on airplane symbol

Lateral Offset … LAT OFFSET Defining a lateral flight plan offset when in LNAV (It is necessary to click the airplane symbol first in the I-NAV)

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Active flight plan waypoint category

ASSOCIATED TASKS DIALOG BOX ASSOCIATED WITH TASK

WHAT FOR?

Center Map Center Map on this waypoint

Direct To Perform a direct to on this waypoint from present position

Intercept … INTERCEPT Intercept wpt by radial / CRS + distance or heading select

Amend Route Amend flight plan route downstream this waypoint

Delete Waypoint Delete this waypoint from flight plan

Cross … CROSS Define a crossing constraint on this waypoint : altitude (A/B), Speed (IAS, Mach), Time (at), Angle

Hold … HOLD Define a holding pattern on this waypoint

Procedure Turn … P. TURN Modify Procedure Turn of this waypoint IF EXISTING (this waypoint is part of a data base retrieved APPR)

Show Info … SHOW INFO Show any data base and FMS progress information on this waypoint

NOTE

Tasks from airport or navaid categories can be added if waypoint is an airport or a navaid.

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VOR, VOR DME, TACAN, VORTAC category and ADF category

ASSOCIATED TASKS DIALOG BOX ASSOCIATED WITH TASK

WHAT FOR ?

Center Map Center Map on this object

Direct To Perform a direct to on this object from present position

Show Info … SHOW INFO Show any data base and FMS progress information on this object

Tune NAV1 (*) Tune navaid active frequency on NAV1 (*)(will be available for next certification)

Tune NAV2 (*) Tune navaid active frequency on NAV2 (*) (will be available for next certification)

(*) For ADF, NAVx is replaced by ADF.

AIRWAY category

ASSOCIATED TASKS DIALOG BOX ASSOCIATED WITH TASK

WHAT FOR ?

Center Map Center Map on this airway at the row position

Intercept Intercept a named fix this airway by heading select leg

Show Info … SHOW INFO Show any data base and FMS progress information on this object

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AIRPORT category

ASSOCIATED TASKS DIALOG BOX ASSOCIATED WITH TASK

WHAT FOR ?

Center Map Center Map on this airport

Direct To Perform a direct to on this airport from present position

Departure / arrival … PROCEDURE Select a RWY, SID, STAR or APPR for this airport

Change Dest Change destination to this airport (pending mode is entered to allow modification of new route between old destination and this new destination)

Show Info … SHOW INFO Show any data base and FMS progress information on this airport (not in first certification software)

Lat / Lon object category

ASSOCIATED TASKS DIALOG BOX ASSOCIATED WITH TASK

WHAT FOR ?

Center Map Center Map on this object

Direct To Perform a direct to on this object from present position

DIRECT WPT object category

ASSOCIATED TASKS DIALOG BOX ASSOCIATED WITH TASK

WHAT FOR ?

Center Map Center Map on this waypoint

Amend Route Amend flight plan route downstream this waypoint

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INSERTING WAYPOINTS

When a pending flight plan modification is open, it is possible to insert multiple waypoints, airways or terminal procedures during the same operation (using and

if necessary,…). Multiple waypoints can be inserted in the pending FPLN using I-NAV, during the same operation. This is indicated by a cyan “rubber band” line that tracks the cursor after selecting Direct To or Amend Route tasks. Each time the CCD is clicked, a new waypoint is added to the flight plan and the cyan rubber banding continues from the new waypoint. A line is also drawn between the last stringed waypoint and the flight plan waypoint on which the FMS wants to close the modification. If a mistake is made while stringing waypoints, the crew can delete the waypoint just entered, change the airway, exit a dialog box then continue the flight plan modifications.

FIGURE 02-34-34-32 FLIGHT PLAN ACTIVATION IN WPT LIST

and soft keys are automatically displayed in the I-NAV and at the bottom of the WPT LIST. A click on the soft key activates the FPLN. The pending FPLN becomes the active FPLN in the WPT LIST and in the I-NAV.

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Inserting WayPoinT (WPT)

In the active FPLN, it is possible to insert waypoints, airways or terminal procedures by using Amend Route on the WPT LIST.

WPT can be inserted in sequence during a single flight plan modification by entering the WPT names through the MKB. If there is only one WPT corresponding to the identifier, it is automatically inserted in the pending FPLN. If there are multiple WPT corresponding to the identifier, a list of all corresponding WPT are displayed and the crew has to choose the right one.

An airway can be inserted by using soft key displayed in the WPT List during Amend route procedure. All available airways are displayed. After selection of one airway, the crew has to choose the exit WPT of the airway.

FIGURE 02-34-34-33 JOIN AIRWAY DIALOG BOX

DIALOG BOXES

CROSS dialog box

FIGURE 02-34-34-34 CROSS DIALOG BOX

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dialog box can be opened for any WPT. Constraints on the WPT can be inserted: - Past / Prior To distance crossing, - Flyover the waypoint, - ALT crossing (AT, At or above, At or Below), - Speed constraint CAS/Mach (at and past waypoint), - Time At Constraint, - Angle Constraint, - Climb / Descent override (used for example when the TOD is not computed if the

cruise altitude inserted in the FMW FPLN page was not reached during the flight), - vertical Direct To activation (Cleared to alt), - applies constraint in the pending flight plan, - deletes all the constraints on the WPT, - reverts to default constraint from data base (ALT, SPEED, and ANGLE).

HOLD dialog box

FIGURE 02-34-34-35 HOLD DIALOG BOX

dialog box can be opened for any WPT (except destination and specific WPT) A holding pattern can be inserted with the following parameters: - RAD or CRS (in TRU and MAG ref), - Leg Time (MIN) or Leg Distance (NM), - Right or Left Turn, - Speed (kt), Max Endurance option.

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Real Time picture of the holding pattern (displayed using same I-NAV orientation: North Up or Heading Up) is drawn and indicates the QUAD and the type of entry (DIRECT, PARALLEL, TEAR DROP).

soft keys applies constraint in the pending flight plan.

soft keys deletes all the constraints on the WPT.

soft key.

reverts to default data base parameters.

NOTE

The turns of the holding pattern are not displayed with the speed defined in the dialog box but with the speed (TAS) of the airplane when the holding pattern is activated.

When crossing the fix the airplane speed determines the holding pattern.

PROC TURN dialog box (will be available for next certification)

FIGURE 02-34-34-36 PROC TURN DIALOG BOX

dialog box can be opened on a WPT supporting an existing data base procedure turn. box allows modifying the following procedure turn parameters: - Outbound time (MIN) or distance (NM), - Angle (between outbound leg and outbound course).

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Real time picture of the procedure turn (displayed using same I-NAV orientation: North Up or Heading Up) is drawn and indicates the direction of turn, boundary distance and inbound course. , and soft keys have the same functions as in dialog box.

PROCEDURE dialog box

FIGURE 02-34-34-37 PROCEDURE DIALOG BOX (DEPARTURE TAB)

FIGURE 02-34-34-38 PROCEDURE DIALOG BOX (ARRIVAL TAB)

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PROCEDURE dialog box can be open for any airport object or when using PROCEDURE menu in pending mode. It allows selecting and/or reviewing a complete terminal procedure. PROCEDURE dialog box contains two tabs: and

.

In tab, one scrolling list is dedicated to Runway selection, one other to SID and Transition selection (transition are displayed only when a SID is selected).

In tab, scrolling lists allow respectively to select Runway, Approach, Approach Trans, STAR and STAR Trans. It is possible to directly select an approach with the corresponding runway automatically selected.

Each time a selection is made in one of the scrolling list, the other lists collapses to display only the items that connect to the selection: for instance, selecting an approach automatically selects the corresponding runway and STAR / Trans list collapses to display only the STAR matching the selected approach.

In both and tabs: - soft key is used to insert the selected / Runway and/or procedure in the

pending flight plan, - soft key is used to clear all pilot selection. - check box is used to review the procedure. The dialog box displays, in

a WPT LIST type format, the log of the selected procedure. I-NAV and dialog box reverts to their previous format when exiting view mode.

In a waypoint list format before activating it. Transitions I-NAV and the dialog box in VIEW mode: - In I-NAV, range and center is adapted in North Up mode to display the full selected

procedure. No flight plan modification is authorized in mode.

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LATERAL OFFSET DIALOG BOX

LATERAL dialog box is opened by clicking airplane symbol on the map when in LNAV mode. It allows defining a lateral offset (0.1 to 30 NM) on authorized legs (not on procedure, pattern, terminal area and polar region). When offset is applied, it is no more possible to use PPOS Hold task.

cancels the offset. An FMS message warns the crew when offset ends. To cancel or modify an active offset, the dialog box has to be re-open by first clicking airplane symbol in I-NAV and then selecting dialog box.

FIGURE 02-34-34-39 LATERAL OFFSET DIALOG BOX

INSERT AIRWAY DIALOG BOX

Insert airway dialog box is opened using the soft key while in pending mode. It displays all the available airways crossing the last stringed WPT. Airway scrolling list allows selecting the airway. Exit WPT scrolling list allows selecting the exit WPT for the selected airway. These WPT can be displayed by their full name (NAME) or by their identifier (IDENT). NAME / IDENT selection is made through the pull-down menu above the Exit WPT scrolling list.

soft key inserts the selected airway segment in the pending flight plan. check box activates I-NAV view mode: north up orientation, range and center adapted

to display the selected airway segment.

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INTERCEPT DIALOG BOX

INTERCEPT dialog box is open using the task on any WPT of the active FPLN. The figure illustrates an intercept task on AVN VOR.

dialog box allows defining how to intercept the selected WPT. When the cursor is inside the dialog box, the CCD knob allows modifying the intercept course indicated by the cyan arrow. The course and the corresponding radial are displayed on the top of the dialog box. Airways that intercept the designated object are also displayed. The format of the intercepted dialog box is always North Up.

soft key inserts the intercept leg in the pending flight plan.

FIGURE 02-34-34-40 INTERCEPT DIALOG BOX

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GENERAL

The Attitude Direction Indicator (ADI) provides the primary information for airplane attitude, altitude, speeds and autoflight modes.

Attitude displayed

Airspeedtape

Flight Modes Annunciator (FMA)

Altitude tape

Vertical Speedtape

FIGURE 02-34-36-00 ADI WINDOW

The Flight Modes Annunciator (FMA) displays the Pilot Flying side, armed and active Flight Director mode, autopilot connection / status, auto-throttle modes and engagement status.

For more information, refer to CODDE1 / Chapter 02 / ATA 22.

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FMA

FIGURE 02-34-36-01 FMA PANEL

AP status

When the AutoPilot is engaged an annunciation is displayed. If the Touch Control Steering pushbutton is activated, replaces the annunciation. At AutoPilot disengagement, flashes until the pilot acknowledges by pressing the AP pushbutton a second time. If autopilot is not active, the field only displays the PF arrow.

Active lateral and Vertical modes

When autopilot is engaged and annunciation are displayed at their activation. Upon automatic mode transitions, the mode flashes reverse video to normal video for ten seconds if autopilot is engaged. If the autopilot is not engaged, the automatic mode transition flashes normal to blank for ten seconds. The lateral and vertical reference is displayed next to the active mode in magenta.

for more information, refer to CODDE 1 / Chapter 02 / ATA 22.

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Active lateral and vertical modes annunciations

ACTIVE LATERAL MODES ACTIVE VERTICAL MODES

LNAV VCLB ROL VGP HDG/TRK VASL LOC VALT B/C VPTH PATH ASEL ALT CLB VS GA T/O G/S WSHR

Armed lateral and vertical modes annunciations

ARMED LATERAL MODES ARMED VERTICAL MODES LNAV VNAV LOC G/S B/C VGP

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ATTITUDE DISPLAY

In the attitude display, the following information are displayed:

- altitude and speed tapes,

- AP and AT modes,

- targets linked to trajectory (speed, ASEL…),

- cautions and warnings (TCAS, EGPWS),

- failures, reversions, miscompare inf