Falcon 2000 PTM V2r2 MCD Description Des Systemes

FlightSafety
international
INSTRUCTIONAL SYSTEMS DIVISION
8900 Trinity Blvd. Hurst, Texas 76053
(817) 276-7500
FAX 817) 276-7501
FALCON 2000 PILOT TRAINING MANUAL

Record of Revision No. 2
This is a complete reprint of the Falcon 2000 Pilot Training Manual, Volume 2.
The portion of the text or figure affected by the current revision is indicated by a solid
vertical line in the margin. A vertical line adjacent to blank space means that material
has been deleted. In addition, each revised page is marked Revision 2 in the lower
left or right corner.
The changes made in this revision will be further explained at the appropriate time in
the training course.
The best safety device in any aircraft is a well-trained pilot
FALCON 2000
PILOT TRAINING MANUAL
VOLUME 2
AIRCRAFT SYSTEMS
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Courses for the Falcon 2000 and other Falcon aircraft are taught at the following
FlightSafety learning centers:
FlightSafety International
Teterboro Learning Center
Teterboro Airport
100 Moonachie Avenue
Moonachie, New Jersey 07074
Phone: (201) 528-0100
Toll-Free: (800) 827-8058
Fax: (201) 528-0101
DFW Learning Center
3201 E. Airfield Drive
P.O. Box 613169
DFW Airport, TX 75261-3169
Phone: (972) 534-3200
Toll-Free: (866) 486-8733
Fax: (972) 534-3199
Paris Learning Center
FlightSafety International SARL
BP 25, Zone dAviation dAffaires
Bldg. 404, Aeroport du Bourget
93352 Le Bourget, CEDEX
FRANCE
Phone: +33 (1) 49-92-19-19
Fax: +33 (1) 49-92-18-92
Columbus Learning Center
Port Columbus International Airport
625 North Hamilton Road
Columbus, OHIO 43219
Phone: (614) 559-3700
Toll-Free: (800) 896-9653
Fax: (614) 559-3715
Copyright 2001 by FlightSafety International, Inc.
All rights reserved.
Printed in the United States of America.
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturers Pilot Manuals and Maintenance Manuals. It is to be used for
familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict
between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our
training program.
CONTENTS
Chapter 1
AIRCRAFT GENERAL
Chapter 2
ELECTRICAL POWER SYSTEMS
Chapter 3
LIGHTING
Chapter 4
MASTER WARNING SYSTEM
Chapter 5
FUEL SYSTEM
Chapter 6
AUXILIARY POWER UNIT
Chapter 7
POWERPLANT
Chapter 8
FIRE PROTECTION
Chapter 9
PNEUMATICS
Chapter 10
ICE AND RAIN PROTECTION
Chapter 11
AIR CONDITIONING
Chapter 12
PRESSURIZATION
Chapter 13
HYDRAULIC POWER SYSTEMS
Chapter 14
LANDING GEAR AND BRAKES
Chapter 15
FLIGHT CONTROLS
Chapter 16
AVIONICS
Chapter 17
MISCELLANEOUS SYSTEMS
APPENDIX
ANNUNCIATOR PANEL
INSTRUMENT PANEL POSTER
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-1
STRUCTURES ........................................................................................................................ 1-3
General ............................................................................................................................. 1-3
Fuselage ........................................................................................................................... 1-3
Engine Nacelles ............................................................................................................. 1-19
Wings ............................................................................................................................. 1-20
Empennage..................................................................................................................... 1-20
AIRPLANE SYSTEMS ........................................................................................................ 1-21
General........................................................................................................................... 1-21
Electrical Power System ................................................................................................ 1-21
Master Warning System................................................................................................. 1-22
Lighting System............................................................................................................. 1-22
Fuel System.................................................................................................................... 1-25
Auxiliary Power Unit..................................................................................................... 1-26
Powerplant ..................................................................................................................... 1-26
Fire Protection System................................................................................................... 1-27
Pneumatic System.......................................................................................................... 1-27
Ice and Rain Protection Systems ................................................................................... 1-28
Air-Conditioning System ............................................................................................... 1-29
Pressurization................................................................................................................. 1-29
Revision 1
1-i
Hydraulic Power Systems .............................................................................................. 1-30

Landing Gear and Brakes .............................................................................................. 1-31
Flight Controls ............................................................................................................... 1-32
Avionics ......................................................................................................................... 1-35
Oxygen System .............................................................................................................. 1-37
Water System ................................................................................................................. 1-38
PARKING AND MOORING ................................................................................................ 1-38
1-ii
Revision 1
ILLUSTRATIONS
Figure
Title
Page
1-1
Exterior Dimensions.................................................................................................... 1-2
1-2
Minimum Turning Radii ............................................................................................. 1-3
1-3
Release of Steering Control (Towing)......................................................................... 1-4
1-4
Cockpit ........................................................................................................................ 1-5
1-5
Pilots and Copilots Seats........................................................................................... 1-6
1-6
Passenger Cabin (Typical)........................................................................................... 1-7
1-7
Tail Cone ..................................................................................................................... 1-8
1-8
Overall Layout and Structure ...................................................................................... 1-9
1-9
Passenger/Crew Door Assembly............................................................................... 1-10
1-10
Passenger Door Latching and Unlatching Mechanism ............................................. 1-11
1-11
Electrical Lifting Mod for Passenger Door............................................................... 1-12
1-12
Baggage Compartment Door .................................................................................... 1-14
1-13
Baggage Compartment Door Handle Control Mechanism ....................................... 1-15
1-14
Forward Servicing Compartment Door..................................................................... 1-16
1-15
Aft Servicing Compartment Door............................................................................. 1-17
1-16
Emergency Exit Door Location, Controls, and Indicators........................................ 1-18
1-17
Main Landing Gear Doors ........................................................................................ 1-19
1-18
Wings and Empennage.............................................................................................. 1-20
1-19
DC Power Generation System .................................................................................. 1-21
1-20
Warning Panel ........................................................................................................... 1-22
1-21
Engine Indication Electronic Displays...................................................................... 1-22
1-22
Exterior Lighting System .......................................................................................... 1-23
1-23
Emergency Lighting System ..................................................................................... 1-24
1-24
Wing Fuel Tanks ....................................................................................................... 1-25
Revision 1
1-iii
1-25
Engine ....................................................................................................................... 1-26
1-26
Fire and Smoke Detection System ............................................................................ 1-27
1-27
Ice and Rain Protection Systems............................................................................... 1-28
1-28
Air-Conditioning System .......................................................................................... 1-29
1-29
Hydraulic Power System........................................................................................... 1-30
1-30
Landing Gear and Wheel Well Door......................................................................... 1-31
1-31
Landing Gear System................................................................................................ 1-32
1-32
Aileron Control System ............................................................................................ 1-33
1-33
Rudder Controls ........................................................................................................ 1-34
1-34
Avionics Master Switchlights ................................................................................... 1-35
1-35
Antenna Locations .................................................................................................... 1-36
1-36
Cockpit Oxygen System............................................................................................ 1-37
1-37
Right Front Galley and Electrical Panel.................................................................... 1-38
1-38
Parking and Mooring ............................................................................................... 1-39
1-iv
Revision 1
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Falcon 2000. The information contained herein is intended only as an
instructional aid. This material does not supersede, nor is it meant to substitute for,
any of the manufacturers system or operating manuals. The material presented has
been prepared from the basic design data. All subsequent changes in airplane appearance or system operation will be covered during academic training and subsequent
revisions to this manual.
GENERAL
The Falcon 2000 is manufactured by Dassault
Aviation. It is a light-alloy, low-wing, twin-jet
monoplane with one CFE-738-1-1B engine on
each side of the fuselage and a Garrett GTCP
36-150 (F2M) auxiliary power unit. Its overall
length is 66 feet 3 inches, and it has a wingtipto-wingtip width of 63 feet 4 inches. These and
other dimensions of the aircraft are shown in
Figure 1-1.
1-1
1-2

(66 FT 3 IN.)
20.228 M
4.450 M
(14 FT 7 IN.)
(24 FT 3 IN.)
7.394 M
Figure 1-1. Exterior Dimensions
NOTE;
A MINIMUM TAIL CLEARANCE OF
7.2 m (23 FEET 8 INCHES) IS REQUIRED
FOR THE HANGAR (FLOOR TO CEILING).
2.500 M
(98.4 IN.)
19.328 M
(63 FT 4 IN.)
(22 FT 9 IN.)
6.980 M
The nosewheel maximum steering angle during taxiing is 60, and the turning radius applicable to this angle is shown in Figure 1-2.
Towing of the aircraft requires the release of
the steering control Figure 1-3.
This aircraft is designed to be flown with a
minimum flight crew of two. Passenger seating varies according to the clients selected options. Most cabin configurations allow for
eight to ten passengers.
FUSELAGE
The fuselage is of monocoque construction and
is made of a light alloy. The framework is of failsafe design and satisfies damage tolerance calculation conditions. The outer skins of the
fuselage are chemically milled and stiffened by
stringers made of extrusions of variable thicknesses and sections. The stringers are riveted
to the structure.
Skids are positioned underneath the fuselage
to protect the fuel tanks in the event of a belly
landing.
STRUCTURES
GENERAL
The airplane is primarily constructed of highresistance aluminum alloy, although certain
structures are made of other materials. The primary structures of the aircraft include the fuselage, engine nacelles, wings, and empennage.
The main sections of the fuselage include the

nose cone, cockpit, cabin, and baggage compartment. These sections are pressurized.
In addition, there is an unpressurized aft fuselage and tail cone section.
60
(r ~
CO NW - 14.
UP S 3 M
)
LE
D
FT
47
UN
33
FT
(r ~
N -1
CO WS 0.08
M)
UP
LE
D
90
14 FT (4.2 M)
Figure 1-2. Minimum Turning Radii
1-3
1-4
TOW
FITTINGS
COUPLING/UNCOUPLING
POSITION
(UNSTABLE)
POSITION WHEN
BAR IS HOOKED
TOW BAR
TORQUE LINK
QUICK REMOVAL
PIN
FRONT
DETAIL F
Figure 1-3. Release of Steering Control (Towing)
PIN
CROSS-SECTION A
TORQUE LINK HINGE DETAIL
LOCKING
TAB
NUT
TORQUE LINK
ARM
SHOCK
ABSORBER
SLIDING
TUBE
SWIVEL
UNCOUPLED TORQUE
LINK LOWER ARM
POSITION
WHEN
UNCOUPLED
POSITION
WHEN
COUPLED
FITTINGS TO PIN TORQUE

LINK UPPER ARM IN UP
POSITION WITH THREADED
PIN AND NUT
Nose Cone
The nose cone consists of a radome made of
composite materials. It is hinged on a chassis
which moves parallel to the aircraft centerline. A counterbalancing actuator holds the
cone in the up position. This position allows
an umbrella-like shield to be extended in bad
weather to protect the equipment mounted on
the fixed chassis.
Cockpit
The cockpit is composed of a variety of physical and structural features designed for the
control and flight of the aircraft (Figure 1-4).
For the comfort and protection of the crew, the
cockpit is insulated against sound and heat. A
central pedestal is located between the pilots
and copilots seats. The central pedestal contains the engine and flight controls including
the flaps, slats, airbrakes, ailerons, rudder,
and horizontal stabilizer trim. Also located
on the central pedestal are the radio and navigation controls. Other components located
in the cockpit are the instrument panel,

glareshield, overhead panel, side consoles,
circuit-breaker panels, lighting, three seats, a
false floor in part of the compartment, an optional separating curtain, two closets, three
windshields and four windows, an optional
sliding door to separate the cockpit from the
passenger cabin, and an optional lavatory.
The instrument panel glareshield is covered
with black leather and has a slide-mounted
sun visor on each side. This sun visor consists
of a sheet of tinted plexiglass. Each sun visor
can be pulled rearward and raised to cover the
front windshield and part of the pilots and
copilots windshields. For additional sun protection, two roller-type sunshades are mounted
on each side of the cockpit. These can be used
to completely or partially cover the rear side
windows and the front side windows.
THIRD CREWMEMBER
SEAT
COPILOT SEAT
GLARESHIELD
CENTRAL
PEDESTAL
PILOT SEAT
PILOT CLOSET
Figure 1-4. Cockpit
1-5
The cockpit is designed for a crew of three. The

controls and seating are identical for the pilot
and copilot for maximum comfort and safety.
The control pedals are adjustable to allow for a
pilot height of 60 to 75 inches.
Pilots and Copilots Seats

The pilots and copilots seats manually adjust
forward and backward. They have a manual
backrest and armrest tilt angle adjuster. The
seat height adjustment system is electrical.
Each seat has a five-point harness and belt
assembly secured to the seat structure. To allow
full freedom of movement for the pilot, the
harness assembly consists of a horizontal lap belt,
a harness consisting of two inertia-reel-mounted
shoulder straps, and a strap fixed to the front of the
seat passing between the knees leading to the
buckle. The seat adjustment controls and locations
are illustrated in Figure 1-5.
Jump Seat
The third crewmember uses the jump seat
situated adjacent to the passenger compartment door.
For safety, this seat is equipped with a threepoint harness consisting of an upper shoulder
strap equipped with an inertia reel, and two
lower side straps of adjustable length joined
to the seat pan.
A life jacket is located under each cockpit seat.
Passenger Cabin
The passenger cabin is designed so that the
basic installation can be adapted to suit the particular requirements of the customer (Figure
1-6). The sofa, seats, galley, video cabinet, refrigerator, bar, tables, ambient lighting, and arrangement of the lavatory can be varied as
ARMREST VERTICAL
ADJUSTMENT LEVER
BACKREST ANGLE
PUSHBUTTON
HEIGHT ADJUSTMENT
SWITCH
TRANSLATION DISPLACEMENT CONTROL
Figure 1-5. Pilots and Copilots Seats
1-6
HEIGHT ADJUSTMENT
ELECTRIC MOTOR
EXIT
EXIT

EXIT
Figure 1-6. Passenger Cabin (Typical)
EXIT
EXIT
PULL HERE
TO OPEN
E
X
I
T
EXIT
1-7
T
EXI
required to meet client needs. An emergency

exit is located on the right side at the 7th window. An EXIT sign is located above the emergency exit.
The cabin is insulated against heat and sound.
The walls have a lining shell consisting of
strip panels, window panels, and ceiling.
These are assembled together to form a rigid,
independent shell, connected to the structure
by flexible supports. The lining shell meets
safety standards and complies with fireproofing regulations.
The cabin has 18 windows with an option for
two additional windows.
Ordinance signs which notify the passengers
when to fasten seat belts and when not to smoke
are located throughout the passenger cabin. A
RETURN TO SEAT indicator light located in
the lavatory illuminates simultaneously with the
cabin FASTEN BELT signs. Other ordinance
signs include an attendant call switchlight and
the accompanying indicator lights on the galley
front face to notify the attendant of the call
origin. An optional gong, heard through the
pilots and passengers loudspeakers when the
FASTEN BELT sign illuminates, is available.
Aft Fuselage and Tail Cone

Section
The aft fuselage is located behind the baggage compartment. It is an unpressurized compartment and contains the forward service
compartment (FSC) and aft service compartment (ASC). The tail cone, aft of the ASC,
houses the APU (Figure 1-7).
Doors
General
The Falcon 2000 has five exterior doors (Figure
1-8). On the left side of the fuselage are the
passenger/crew door, the baggage compartment
door, and the forward servicing compartment
door. The emergency exit is located on the right
side of the fuselage. The aft servicing
compartment door is located underneath the
fuselage, aft of the FSC.
Baggage Compartment
The baggage compartment is located aft of
the passenger cabin and is divided to form
two sections. It has a fireproof trim panel assembly made of aluminum honeycomb.
The forward section contains a wardrobe while
the aft section is equipped with two folding
shelves for hand baggage. The shelves can be
placed in either stowage or normal use position, depending on the volume of baggage on
a given flight. Nets are provided to hold the baggage in place. The compartment is limited to
a maximum weight capacity of 1,600 pounds.
The baggage compartment contains a smoke
detector, and can be accessed through the lavatory to allow fire fighting.
1-8
APU
Figure 1-7. Tail Cone
Revision 1
NOSE CONE
COCKPIT
19
33
39
APU COMPARTMENT
AFT SERVICING
AFT
COMPARTMENT
SERVICING
DOOR
COMPARTMENT
FORWARD
SERVICING
COMPARTMENT DOOR
FORWARD
SERVICING
COMPARTMENT
26
Figure 1-8. Overall Layout and Structure
21
BAGGAGE
TOILET COMPARTMENT
BAGGAGE
COMPARTMENT
DOOR
FUEL TANKS
EMERGENCY EXIT
(RH SIDE)
PASSENGER CABIN
ENTRANCE
DOOR
ENTRANCE
1-9
Passenger/Crew Door
The passenger/crew door provides normal access to the aircraft. Located on the forward left
side of the aircraft, it is hinged at its lower section and equipped with an integral airstair
(Figure 1-9). Two lateral telescopic rods limit
the amount of opening of the door. The door
has an opening/closing control with a counterbalancing device, two latching/unlatching
controls (one inboard and one outboard), and
a mechanical locking device which is controlled by the pressurizing flap. The function
of the pressurizing flap is to block the door
control mechanism during pressurized flight.
be accomplished by turning the control handle 230. A DOORS warning light on the warning panel illuminates when the aircraft systems
are energized and when either of the two handles are moved from the latched position.
The door can be closed from either inside or
outside the aircraft. To close the door from
the inside, one must lift the door by means of
the control handle. To close the door from the
outside, it must be pushed up manually. When
the door engages the frame, it is guided by a
roller which engages the guide track of the
frame and the handrail guide. The end of travel
is controlled with the outboard handle.
When not in flight, the door is opened by first

unlocking the outboard handle with a key.
After the door is unlocked, it must be unlatched. The unlatching device is controlled
by a dual mechanism. It can be actuated from
inside with a handle on the airstair box or
from the outside by a handle located on the
lower center section of the door. The door is
opened by tilting it on its hinge. When the
door is opened from the outside, door movement must be manually supported while in
motion. Opening the door from the inside can
FIXED HANDRAIL
GUIDE AT FR 7
RETRACTABLE
STEP
TELESCOPIC
HANDRAIL
TELESCOPIC ROD
TELESCOPIC ROD
STOP
STEP LIGHTING
SWITCH
SPOTLIGHT
GUIDE AT FR 5
INBOARD
CONTROL HANDLE
LATCHING/UNLATCHING
WINDOW
FOLDING STEP
CRANKPIN
Figure 1-9. Passenger/Crew Door Assembly
1-10
Revision 1
;
;;;
WINDOW
LATCHING/UNLATCHING
CONTROL HANDLE
LINK RODS
OUTER OPENING
MECHANISM BOX
Figure 1-10. Passenger Door Latching and Unlatching Mechanism
Revision 1
1-11
DOOR LIFT AND EXT LIFT INHIBT

PUSHLIGHTS ARE ADDED
DOOR
LIFT
EXT
LIFT
INHIBIT
MECHANICAL DOOR LIFTING

HANDLE IS REMOVED
EXTERNAL LIFT PUSHBUTTON
Figure 1-11. Electrical Lifting Mod for Passenger Door
1-12
Revision 1
PASSENGER DOOR (Electrical

Lifting Mod)
Aircraft serial number 138 and subsequent incorporate Modification M1378 which removes
the mechanical door lifting handle of the passenger door and installs controls for electrical lifting of the door. This function is only
operational on the ground.
Electrical lifting may be controlled from inside or from outside the aircraft via the DOOR
LIFT pushbutton. Lifting is controlled by
holding down the pushbutton. When the door
is fully up, releasing the pushbutton initiates
a 2-second timeout holding the door against
its stops and giving the operator time to grasp
the door to close it.
The internal control is located on the top strip
of the cabinet located behind the Pilots seat.
The control button is a square, lighted pushbutton marked DOOR LIFT, fitted with a transparent guard to prevent unwanted operation
(Figure 1-11).
The external control is located on the fuselage
next to the oxygen vent. The pushbutton, located behind a silicone membrane, is marked
DOOR LIFT and can be controlled directly
from the outside.
The external control can be inhibited from the
inside by pressing the EXT LIFT INHIBIT
pushbutton. This pushbutton is lit white when
pushed down.
During lifting, the geared motor automatically disconnects its power supply:
If an overload is detected during operation (obstacle, etc.)
If lifting is not completed within 30 seconds. In particular, if the pushbutton is
blocked pressed in, the geared motor is
only supplied for 30 seconds.
The geared motor supply is from a direct battery line via the ceiling light PCB (crash PCB).
Revision 1
1-13
Baggage Compartment Door

The baggage compartment may be accessed
from the aircraft interior, through the lavatory or through an exterior door. The interior
door provides in-flight access to the compartment in case of fire or other needs. The exterior door provides loading access for baggage
and is located on the left side of the fuselage.
The exterior baggage compartment door
(Figure 1-12) is hinged on its lower side and
opens outward by tilting the door forward.
The spring counterbalancing device supports

the door weight during the opening motion.
Opening travel is limited by two cables wound
on reels and installed on either side of the
door. This door is equipped with three fixed
steps and one folding step, a control device,
and a counterbalancing device. Additional
door components include a pressurizing flap
located inside the door, a latching assembly,
and a door-locking safety assembly.
MICROSWITCH
DOOR
FRAME
LATCH
FITTING
UPPER
GUIDE
LOWER
GUIDE
PROXIMITY
SENSOR
COUNTERBALANCING
CABLE
DOOR
THRESHOLD
FAIRING
HOLDING
CABLE
AUXILIARY
DOOR
LATCHING
PAWL
DOOR MECHANISM
ACCESS DOOR
FOLDING STEP
STOW CAP
FOLDING
STEP
REEL
DOOR
Figure 1-12. Baggage Compartment Door
1-14
Revision 1
Three separate mechanisms control the opening and closing of the door: the safety lock, the
unlocking flap, and the control handle. The
safety lock controls locking and unlocking of
the latching mechanism. When the unlocking
flap is depressed, it frees the latch pawl. The
control handle allows the door to be moved
clear of the frame or to engage it by lifting or
lowering the handle. The baggage door handle
control mechanism is illustrated in Figure 1-13.
To close the door, the bottom step must first
be folded and locked in its retaining clip. The
door may then be lifted using the control handle, and engaged in its frame. When the control handle is lowered, the unlocking flap is
automatically returned to a flush position. The
latch pawl holds the door against the frame.
A microswitch located under each upper guide

controls illumination of the compartment when
the airplane is on the ground or in flight and the
door is unlatched. These microswitches also
indicate a door-unlatched condition through
illumination of the warning panel DOORS light.
Two proximity sensors also actuate illumination
of the compartment and the DOORS warning
light when they detect the latch pawl or the
safety finger leave the engaged position. The
door-closed-and-latched condition is checked
while the aircraft systems are energized and the
aircraft is sitting on its wheels, it is also
monitored in flight.
EXTERNAL CONTROL
UNLOCKED POSITION
LOCK
CONTROL
HANDLE
SAFETY FLAP
PUSH
BAGGAGE
COMPARTMENT
DOOR
Figure 1-13. Baggage Compartment Door Handle Control Mechanism
Revision 1
1-15
Forward Servicing
Compartment Door
The forward servicing compartment door provides access to the forward servicing compartment and is equipped with a folding ladder
for entry (Figure 1-14). The door is hinged on
its lower side and is latched with a three-latch
mechanism controlled from the outside by a
retractable handle. This handle is locked in position with a key.
The forward servicing compartment door opens
from the outside only. The door is opened by
first releasing the control handle from its housing by depressing the button labeled PUSH.
The handle is rotated downward, allowing the

door to tilt outward. The door must be manually supported during its travel. Cables support
the door once reaching its maximum opening
position. The ladder tilts outward from the
door opening and may be unfolded after
removing the locking pin. The ladder is
equipped with a cable to limit its travel, and
after being unfolded it is held in place by a strip
and pin located on its lower element. Closing
the door can be accomplished by reversing this
process. A microswitch monitors the door and
illuminates the DOORS light on the warning
panel if the forward servicing compartment
door is not closed and latched. The forward
service compartment door is monitored on
the ground only.
DOOR HINGE
LADDER HOLDING
CABLE
LADDER HOLDING
CABLE
LADDER SLIDING
LATCH
REAR PAWL
PANEL
DOOR/LADDER
RETAINING PIN
DOOR/LADDER
RETAINING STRIP
Figure 1-14. Forward Servicing Compartment Door
1-16
Revision 1
unlatching pushbutton may then be depressed

to actuate the latch control handle. The door
must be manually supported during its opening travel.
Aft Servicing Compartment Door

The aft servicing compartment door is located
under the aircraft, on the centerline, and is
equipped with two fixed steps and a folding
ladder (Figure 1-15). This door provides access to the aft service compartment, which
houses the engine and APU fire bottles, as
well as various hydraulic components.
The door-closing procedure is the reverse of

the door-opening procedure. A microswitch in
the door actuates illumination of both the compartment interior and the DOOR warning light
in the cockpit. The aft service compartment
door is monitored on the ground only.
This door is opened by first unlocking it with

a key and then rotating the latch which blocks
the unlatching mechanism pushbutton. The
36
BEARING
RUBBER STOP
34
FOLDED EDGE
STEP
LOCK
CABLE
STEP
PAWL
FOLDING LADDER
Figure 1-15. Aft Servicing Compartment Door
Revision 1
1-17
Emergency Exit
The emergency exit is a panel located on the
right side of the aircraft (Figure 1-16). This
panel is at the midsection of the airplane and
opens over the right wing. It is fitted with a center window and equipped with a quick-release
mechanism which can be actuated from inside or outside the aircraft. The emergency
exit can be identified inside the aircraft by
the indicating plate next to the handle and the
illuminated sign above the window frame.
To open the emergency exit from the passenger

cabin, one must simply pull the handle. To open
from the outside, a red plexiglass cover must first
be broken. Press the pushbutton within the cover
to open the emergency exit. Figure 1-16
illustrates the location of the emergency exit and
its interior and exterior opening control locations.
As an option the aircraft may be fitted with an
emergency exit panel located on the left side of
the aircraft.
EXIT
PULL HERE
TO OPEN
CABIN
LIGHTS
(INSTRUCTIONS ON HINGED
HANDLE COVER)
EMERGENCY EXIT
INBOARD VIEW
PULL RED HANDLE

LIFT UP EXIT
THROW EXIT OUTSIDE
TIRER LA POIGNEE ROUGE
SOULEVER L'ISSUE
JETER L'ISSUE A L'EXTERIEUR
PLACARD
RED FRANGIBLE
COVER
EXIT
PUSH TO OPEN
POUSSER POUR OUVRIR
PLACARD
EMERGENCY EXIT
OUTBOARD VIEW
Figure 1-16. Emergency Exit Door Location, Controls, and Indicators
1-18
Revision 1
Landing Gear Doors
Windows
The landing gear doors enclose the wheel

wells when the landing gear is retracted. Each
main landing gear has a main door and a strut
door (Figure 1-17). The nose landing gear has
two symmetrical main doors, a main shield
door, and an auxiliary shield door.
The main landing gear main doors are hinged
to the fuselage lower section and are
hydraulically actuated. Each strut door is
hinged on the lower surface of the wing.
The nose landing gear main doors open laterally on two hinges with the actuating rod connected to the rear hinge fitting. The main
shield door is hinged on the aircraft structure
and linked to the landing gear strut by two
adjustable rods. The auxiliary shield door is
attached to the torque link.
Cockpit
The cockpit has a front windshield, pilots
and copilots windshields, left and right front
windows, and left and right rear windows. All
windows are equipped with an electrical antiicing system. The left front window, next to
the pilot, slides rearward to open.
Passenger Cabin
The passenger cabin has 18 windows with an
option of two additional windows. One of
these windows is located in the center of the
emergency exit panel.
ENGINE NACELLES
The nacelles house the engines and consist of
the air intake, cowlings, rear body, and fan rear
inner cowling. They are mounted by pylons to
each side of the aft fuselage.
MAIN L/G UPLOCK
LINK ROD
MAIN L/G DOOR

LATCH
MAIN L/G DOOR
ACTUATOR
STRUT
DOOR
MAIN L/G BRACE

STRUT ACTUATOR
MAIN DOOR
MAIN L/G STRUT

SLIDING ROD
WHEELS
Figure 1-17. Main Landing Gear Doors
Revision 1
1-19
WINGS
EMPENNAGE
The aircraft wings are dual swept. Each wing

consists of a fixed stressed structure and several mobile components (Figure 1-18).
The aircraft empennage includes a horizontal

stabilizer and a swept-back vertical stabilizer
(Figure 1-18).
The fixed structure includes a fuel tank; the

outboard leading edges; and compartments
for the airbrakes, ailerons and flaps, and main
landing gear. The mobile components include
a leading-edge slat, dual slotted flaps, one
aileron, and three airbrake panels.
The horizontal stabilizer supports the pitch

control surface through two elevators and two
fairings. It has an adjustable angle of attack
to provide for the pitch trim function.
The vertical stabilizer consists of a vertical fin
and a rudder which is hinged on the fin. The
fairings remain in contact with the vertical
stabilizer, regardless of the horizontal stabilizer angle of attack.
RUDDER
AILERON
ELEVATOR
FLAPS
AIRBRAKES
SLAT
NACELLES
FLAPS
AILERON
AIRBRAKES
SLAT
Figure 1-18. Wings and Empennage
1-20
Revision 1
generator is located in the tail cone. The battery is on the DC power rack in the forward servicing compartment.
AIRPLANE SYSTEMS
GENERAL
The following is a brief introduction to the
major airplane systems of the Falcon 2000.
Detailed descriptions of these systems are
given in the subsequent chapters of this training manual.
ELECTRICAL POWER SYSTEM

Electrical power is supplied by a DC power system (Figure 1-19). It consists of engine-driven
rectified alternators, an APU-driven startergenerator, and a 24-VDC battery. The generators (rectifier-alternators) are located in the
left and right engine nacelles. The APU starter-
Independent multiple-bus systems distribute

power to systems throughout the airplane.
Controls and indicators for the system are
located on the overhead panel. Two main
electrical boxes, in the forward service compartment, contain many of the current limiters
and circuit breakers used to protect the entire
electrical system.
An external DC source may be used for servicing, checking, and operation of the entire
DC distribution system. The external power
receptacle is located within the ground service
access panel.
RECTIFIER ALTERNATOR
(GENERATOR)
MAIN
ELECTRICAL
BOXES
APU STARTERGENERATOR
GCU
EXTERNAL
POWER
RECEPTACLE
CIRCUIT-BREAKER
PANELS
OVERHEAD
PANELS
RECTIFIER
ALTERNATOR
(GENERATOR)
BATTERY
ELECTRICAL CABINETS
CONNECTIONS
PCB
RELAYS
Figure 1-19. DC Power Generation System
Revision 1
1-21

The master warning system is comprised of
visual and audio warning systems, a cockpit
voice recorder, and engine indication electronic displays (Figure 1-20).
The audio warnings are distributed to the cockpit loudspeaker and crew headsets. The cockpit voice recorder records the sounds of the
cockpit. Three engine indication electronic
displays (EIEDs) show data issued from the engine, APU, hydraulic, and fuel systems (Figure
1-21). Two clocks display local or GMT time
and stopwatch function.
LIGHTING SYSTEM
The Falcon 2000 lighting system consists of
exterior, interior and emergency lighting.
Exterior Lighting
The airplane exterior lights (Figure 1-22) include navigation lights, a top anticollision
light, landing lights, a taxi light, and wing ice
detection lights. Fin logo and bottom anticollision lights are an option.
BRIGHT
DIM
TEST
RESET
FADEC 1
PITCH
FEEL
T/O
CONFIG
AIL
FEEL
FADEC 2
START 1
AUTO
SLATS
FLAP
ASYM
AIL
ZERO
START 2
OIL 1
LH
PROBES
OIL 2
ST BY
PITOT
RH
PROBES
AP
TRIM FAIL
AP
MISTRIM
APU GEN
APU
FAULT
APR
THRUST
REVERSER 2
FUEL 1
LH BUS
ISOL
HOT BAT
RH BUS
TIED
FUEL 2
THRUST
REVERSER 1
GEN 1
BAT
GEN 2
LO
FUEL 1
NOSE
CONE OVH'T
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
STD BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN
Figure 1-20. Warning Panel
1-22
Figure 1-21. Engine Indication

Electronic Displays
Revision 2
Interior Lighting
Emergency Lighting
The interior of the aircraft has lighting in the

cockpit, passenger and crew areas, baggage
compartment, and service compartments. The
cockpit has glareshield lights, indicator and
warning lights, and overhead lights. The passenger area has illuminated switches and signs,
aisle lighting, entranceway lighting, and reading lights. Baggage and service compartments
are also illuminated.
The Falcon 2000 has an emergency lighting

system (Figure 1-23) in case of total power failure. This system illuminates the pilots and
copilots dome lights, passenger door and aisle
spotlights, the exit and emergency exit lights,
and necessary signal signs.
FIN LOGO
LIGHTS
(OPTIONAL)
LH NAVIGATION
RED LIGHT AND
ANTICOLLISION
WHITE LIGHT
RED ANTICOLLISION
LIGHT
LANDING AND
TAXI LIGHT
EXTERIOR
EMERGENCY
EXIT LIGHT
WING ICE
DETECTION
LIGHTS
EXTERIOR
EVACUATION
LIGHT
RH NAVIGATION
GREEN LIGHT AND
ANTICOLLISION
WHITE LIGHT
REAR NAVIGATION
AND ANTICOLLISION
WHITE LIGHT
BELLY
ANTICOLLISION
LIGHT (OPTIONAL)
Figure 1-22. Exterior Lighting System
Revision 1
1-23
1-24
PILOT
DOME LIGHT
COPILOT
DOME LIGHT
EXIT
EMERGENCY
LIGHTING
BATTERY PACK
EXIT
AISLE LIGHT
EXIT
EXIT
EXIT
PULL HERE
TO OPEN
EXI
Figure 1-23. Emergency Lighting System
AISLE LIGHTS
PASSENGER
DOOR
SPOTLIGHTS
EMERGENCY
LIGHTING
BATTERY PACK
AISLE LIGHT
EMERGENCY EXIT
HANDLE LIGHT
E
X
I
T
EXIT
AISLE LIGHT
EMERGENCY LIGHTING
BATTERY PACK
Revision 1
FUEL SYSTEM
Engine fuel is stored in wing tanks (Figure
1-24). The tanks are sealed structurally and are
coated with protective paint. They contain
drainage systems for defueling and evacuation
of water. Total fuel capacity is 12,155 pounds.
Fuel is supplied to the engines and APU by
booster pumps and jet pumps. Crossfeed
units exist to balance fuel levels between
tanks, and supply fuel to an engine from the
opposite system in case of a pump failure.
The aircraft uses a pressure-refueling system,

or it can be gravity-refueled. The cockpit has
switches, lights, and electronic displays to
control and indicate conditions of the fuel
system. Switches are used to shut off fuel to
the engines if necessary. Lights indicate valves
that are open, discrepancies between valve
and switch positions, and low fuel levels.
Electronic displays indicate fuel quantity,
flow, and temperature data.
Figure 1-24. Wing Fuel Tanks
Revision 1
1-25
POWERPLANT
The aircraft is equipped with a Garrett GTCP

36-150 (F2M) auxiliary power unit (APU) installed inside the tail cone. The functions of
the APU include:
The Falcon 2000 is equipped with two jet engines with dual flow, a front single-stage fan,
two spool turbines, and a mixer nozzle (Figure
1-25). Thrust load is approximately 5,888
pounds at 86F at sea level. The engines provide a five-stage HP axial flow compressor
for quick acceleration and deceleration without compressor stall risks and to enhance
fuel consumption control at all engine speeds.
The engines are mounted on the airplane with
fail-safe-type mounts on the front and rear.
Environmental control system airflow

Main engine starting
Electrical power supply
The cockpit, overhead panel, warning panel,
maintenance panel, and EIED have specific
sections for APU controls and indications.
FAN SHROUD
MIXER
NOZZLE
FADEC
IN-LINE COMBUSTION
FAN
SPINNER
IGNITER PLUG
AIR TURBINE
STARTER
IGNITION EXCITER
HYDRO MECHANICAL UNIT WITH FUEL PUMP AND FILTER
ACCESSORY GEARBOX WITH (GENERATOR, HYD PUMP(s), OIL PUMPS, PMA)
Figure 1-25. Engine
1-26
Revision 1
FIRE PROTECTION SYSTEM

The fire protection system consists of a
fire/heat/smoke detection system, warning
system and fire extinguishers.
Extinguishing System
Detection System
The detection system (Figure 1-26) consists
of fire detectors, overheat sensors and a smoke
detector. The engines and APU have fire
detectors. Overheat sensors are located in the
forward service compartment, landing gear
wheel wells, and the nose cone avionics bay.
A smoke detector is located in the baggage
compartment.
Warning System
If a fire is detected in the aircraft, an audio
warning is activated, and visual warnings ap-
RH MAIN L/G COMPARTMENT

SMOKE
OVERHEAT SENSOR
DETECTOR
LH MAIN L/G COMPARTMENT

OVERHEAT SENSOR
pear on the fire control panel and/or warning

panel. The visual warnings indicate which
part of the aircraft is affected so appropriate
measures may be taken.
FSC OVERHEAT
PROBE
Aircraft fires can be extinguished by fire extinguishers in each engine and APU compartment and hand-held fire extinguishers
located in the cabin and cockpit. Landing gear
wheel well overheating may be eliminated by
extending the landing gear.
PNEUMATIC SYSTEM
The pneumatic system supplies pressurized
air required by some aircraft systems and
equipment. This is accomplished by bleed air
from both engines or APU.
ENGINE FIRE 1
DETECTOR
APU FIRE
DETECTOR
ENGINE FIRE 1
DETECTOR
Figure 1-26. Fire and Smoke Detection System
Revision 2
1-27
Each engine is fitted with a low-pressure

bleed-air port which supplies pneumatic pressure to the interconnection manifold. The APU
bleed-air port supplies pressure to the common
feeder. The ground air connector allows a
ground unit to supply needed air for the airconditioning system and for main engine start
if necessary.

SYSTEMS
The Falcon 2000 is equipped with anti-icing
systems and rain protection (Figure 1-27).
The two anti-icing systems include a pneumatic system which uses hot air and an electrical system using heating resistors. Hot bleed
WINDSHIELD ANTI-ICE
WING ANTI-ICE
air from the engines provides ice protection to

the wing leading edges, leading-edge slats,
engine air intake lips, and the air intake for the
air-conditioning heat exchanger. The electrical system, using heating resistors, protects the
cockpit windshield and windows and various
probes and sensors from icing.
Rain protection is provided to the pilots and
copilots windshields through electrically operated windshield wipers.
Windshield demisting is accomplished through
the cockpit air-conditioning supply and ventilation from the EFIS air-conditioning system.
Cabin window demisting is through dry air
circulation between outboard and inboard
window panes.
AIR-CONDITIONER HEAT
EXCHANGER INLET
ENGINE ANTI-ICE
Figure 1-27. Ice and Rain Protection Systems
1-28
Revision 1
AIR-CONDITIONING SYSTEM
The air-conditioning system (Figure 1-28)
maintains the cockpit, passenger cabin, baggage compartment, and nose cone at a suitable
pressure and temperature regardless of flying
conditions. The system consists of:
Distribution system supplying the cockpit and passenger cabin
Cabin, nose cone, and baggage compartment pressurization system
Environmental control unit supplying
conditioned air for temperature control
to the gaspers, EFIS, and various systems
according to the options available
Air-conditioning distribution contains four
systems, which route air to various using
points to obtain optimum air temperature
distribution:
Cockpit air-conditioning system
Passenger cabin air-conditioning and
floor-heating system
Cockpit and cabin recirculation system
COPILOT A/C
PASSENGER
DOOR
HEATING
Cold-air system (air conditioning, cabin

and cockpit gaspers, and EFIS cooling)
PRESSURIZATION
The pressurization system maintains a pressure inside the fuselage which is comfortable
for the passengers and crew regardless of the
flying conditions. Two areas of the aircraft
are pressurized.
The main pressurized area consists of the
cockpit, passenger cabin, lavatory, and baggage compartment. This area is supplied by the
air- conditioning system. The other pressurized area is the nose cone. It is slightly pressurized in flight by an automatic control
system.
Pressurization can be maintained automatically or manually. In automatic mode, a programmed pressurization law is followed to
ensure the nominal differential pressure is
9 psi.
A warning system alerts the crew if the cabin
altitude pressure exceeds 10,000 feet or if
there is a failure in the air recirculation
automatic closure system.
COCKPIT DUCT
TEMP SENSOR
PAX GASPERS
AIR-CONDITIONING
COMPUTER
COPILOT GASPER
PILOT
GASPER
PILOT A/C
COCKPIT
TEMPERATURE
SENSOR
PAX GASPERS
LAVATORY
HEATING
Figure 1-28. Air-Conditioning System

Revision 1
1-29
The No. 1 hydraulic system supplies pressurized fluid to components of the following:
HYDRAULIC POWER SYSTEMS

The hydraulic power system (Figure 1-29) is
comprised of a main hydraulic power supply
system and an auxiliary system.
Flight control servo actuators

Pitch Arthur variable bellcrank
Hydraulic power is used throughout the aircraft

to control various systems. The main hydraulic
power supply consists of two independent, simultaneously operating systems, designated
as the No. 1 and No. 2 hydraulic systems. Each
system draws hydraulic fluid from its respective reservoir, pressurizes the fluid, and routes
it to components of the user systems.
No.1 engine thrust reverser

Slats (normal)
No. 1 braking system with anti-skid
21 PSIA
1
#1 SYSTEM
RESERVOIR
LH ENGINE
PMP1
SYS1
#2 SYSTEM
RESERVOIR
FUEL
SHUT OFF
FUEL
SHUT OFF
TRANS
TRANS
ENGINE 1
ENGINE 2
130 PSI
RH ENGINE
LEGEND
SUPPLY
SYSTEM #1
PRESSURE
SYSTEM #2
PRESSURE
STANDBY PUMP
PRESSURE
PMP2
SYS1
2
8
GRND TEST
PMP
SYS2
STANDBY
PUMP
9
11
SELECTOR
ISOLATION
VALVE
IN FLIGHT
4
6
1.
PITCH
SERVO-ACTUATOR
RUDDER
SERVO-ACTUATOR
ROLL
SERVO-ACTUATOR
10
PUMP 1
2. HYDR # 1 PRESS SW
PUMP 2
AIRBRAKE
HOLD DOWN
ACCUMULATOR
ENGINE #1 T/R (OPT)
ENGINE #2 T/R (OPT)
PITCH ARTHUR
< S/N 63
AIRBRAKES
SLATS
EMER SLATS
BRAKING
BRAKING
L G & DOORS
NWS
HYDR # TK
PRESS PRESS SWS
4. #1 STBY PUMP PRESS SW

5. #2 STBY PUMP PRESS SW
6. #1 HYDR SYS
PRESS TRANSMITTER
7. PUMP 2 HYDR # 1
OVERPRESS RELIEF
8. PUMP 1 HYDR # 1
OVERPRESS RELIEF
PUMP
10. #2 HYDR SYS
PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
EMERGENCY/
PARKING BRAKE
FLAPS
Figure 1-29. Hydraulic Power System
1-30
Revision 2
Landing gear
The nose landing gear has nosewheel steering

capabilities for taxiing with a turning radius
of 60 left or right of center.
Nosewheel steering
The No. 2 hydraulic system supplies pressurized fluid to components of the following:
Flight-control servoactuators
No. 2 engine thrust reverser
Slats (emergency)
No. 2 braking system with anti-skid
Parking/emergency brake
Flaps
Airbrakes
The auxiliary hydraulic system operates as an
automatic emergency backup in case of failure of the No. 2 hydraulic systems. It also
provides hydraulic supply for the pitch and
rudder servoactuators.
Cockpit indicators exist to warn of hydraulic
system problems.

Landing Gear
The landing gear consists of two main landing gears and a nose landing gear. Each landing gear is a retractable tricycle-type fitted
with a dual-wheel arrangement (Figure 1-30).
The nose landing gear retracts forward, and
each main landing gear retracts inboard. Doors
are provided for closure of the landing gear
wheel wells. The landing gears are electrically
controlled, hydraulically actuated, and mechanically locked. The landing gear system is
illustrated in Figure 1-31.
Revision 1
Figure 1-30. Landing Gear and Wheel

Well Door
Brakes
The braking system consists of a control unit
assembly, a carbon (hot) section, and an antiskid
system. The braking system is electrically
controlled through the braking and steering
control unit (BSCU), which determines the
hydraulic pressure applied to the brakes. A
parking brake control allows emergency
nondifferential progressive braking.
The carbon wheel brakes consist of a double
hydraulic crown equipped with two separate
groups of brake pistons. These are located in
t h e m a i n l a n d i n g g e a r w h e e l s . T h ey a r e
supplied with hydraulic power by two separate
circuits which may be used separately or
simultaneously.
1-31
Figure 1-31. Landing Gear System
FLIGHT CONTROLS
Flight environment data group
The aircraft flight controls are hydraulically

boosted, nonreversible, and fully reversionary.
The controls are hydraulically operated but,
in case of total hydraulic failure, the aircraft
can be fully controlled.
Attitude and direction data group
In flight, the aircraft is controlled by the

following:
Ailerons for roll control
E l eva t o r s a n d a m o b i l e h o r i z o n t a l
stabilizer for pitch control
Rudder for yaw control
Leading edge slats and flaps for high lift
Airbrake panels
1-32
Inertial reference system
Ailerons
The two ailerons are controlled from the
pilots and copilots control columns and are
actuated through linkage rods (Figure 1-32).
They can also be controlled by the autopilot
servomotor.
Elevators
The two elevators control pitch from the pilots
and copilots control columns through control
linkage rods actuating the servoactuator. The
pitch control uses an independent trim system
to set the horizontal stabilizer deflection angle.
Revision 1
28 20 - UP
24 20 - DOWN
AILERON EMERGENCY
TRIM ACTUATOR
28 20 - UP
24 20 - DOWN
Figure 1-32. Aileron Control System
Revision 1
1-33
Rudder
Flaps
The rudder is controlled from the pilots and

copilots control pedals through control linkage rods actuating the rudder (Figure 1-33).
The pedal assemblies may be adjusted to fit the
height of the pilot.
Each wing has two flaps for high lift which are
controlled by the pilot. These are designed to
increase the aerodynamic lift during takeoff
and landing phases.
Airbrakes
Slats
The two leading-edge slats are on the outer
section of each wing. These provide proper
aerodynamic lift and flow.
Airbrakes provide the aircraft with aerodynamic braking. There are six airbrake panels
which are actuated by individual differential
actuators. There is no mechanical synchronization between the airbrakes.
RUDDER
PEDALS
RUDDER
SERVO
RUDDER
LINKAGE
Figure 1-33. Rudder Controls
1-34
Revision 1
AVIONICS
The avionics system of the aircraft includes the
navigation, automatic flight control, and communications systems. The avionics master
switchlights are located above the pilots seat,
on the left and right side of the overhead panel
(Figure 1-34).
Navigation
The Falcon 2000 navigation system incorporates solid-state, high-integration computer
circuitry which displays necessary operational
information on cathode-ray tube screens.
The navigation system is divided into four
groups to separate the various functions:
I n s t r u m e n t l a n d i n g / m a r ke r b e a c o n
system
These groups interface with each other and

with other avionics of the aircraft through the
integrated avionics processor system.
Automatic Flight Control

System
The autoflight system integrates information
from the attitude and heading reference/inertial
reference system (AHRS/IRS), air data computers (ADCs), and electronic flight instrument
system (EFIS) to provide the necessary stabilization and control for optimum performance.
This system consists of an autopilot, mach trim,
yaw damper, and flight director.
The system is a dual system with identical
systems for the pilot and copilot. The two
systems operate together to drive the flight
control servos. The flight director is available independently of the autopilot functions.
Independent position-determining group

Dependent position-determining group
Flight management system
LH AV
MASTER
RH AV
MASTER
Figure 1-34. Avionics Master Switchlights
Revision 1
1-35
Communications
T h e c o m m u n i c a t i o n s s y s t e m a l l ow s t h e
crewmembers to speak with each other, the
passengers, other aircraft, and ground radio
stations. Radio frequencies can be changed
manually or preloaded and controlled by inputs
from the flight management system.
The basic communication system includes a
very high frequency (VHF) system, a public
address (PA) system, an interphone system,
and an audio interface unit. Controls for each
system are located on the pilots and copilots
control panels. Antennas for these systems
are located at various points on the aircraft, as
illustrated in Figure 1-35.
The VHF system provides short-range

communication with ground and air radio
stations. The PA system allows the crew to
make announcements to the passengers and
flight attendants. The interphone system
permits communication with the ground
servicing personnel and cabin crews. The
audio interface unit selects and controls the
various aircraft audio signals.
VHF 1
VHF 1
VHF 2
VHF 3
Figure 1-35. Antenna Locations
1-36
Revision 1
OXYGEN SYSTEM
The aircraft has an oxygen system (Figure 1-36)
to supply oxygen to the crew and passengers in
case of depressurization or in case smoke in
the cabin. The system is supplied by a high-pressure gas cylinder.
The crew oxygen system includes masks with

integrated regulators. The passenger system
includes masks supplied with oxygen
controllers for high altitudes.
TO THERAPEUTIC SOCKETS
COPILOT OXYGEN MASK

COPILOT OXYGEN
MASK BOX
OXYGEN SUPPLY
TO PASSENGER
OXYGEN CONTROLLER
OXYGEN CYLINDER
PILOT OXYGEN MASK
PILOT OXYGEN
MASK BOX
HARNESS
MIKE
"EMERGENCY" TEST
AND CONTROL KNOB
COPILOT MASK BOX
WITH MASK INSTALLED
OXYGEN FLOWMETER INDICATOR
COPILOT CONSOLE
Figure 1-36. Cockpit Oxygen System
Revision 2
1-37
WATER SYSTEM
PARKING AND MOORING
The aircraft is equipped with a 10-galloncapacity fresh water supply for the right front
galley and the rear lavatory washbasin. This
system includes a water tank, pressure pump,
wa t e r q u a n t i t y i n d i c a t o r, a n d t wo wa t e r
heaters. Circuit breakers, controls, and indicators for the water system are located in the
galley (Figure 1-37). The associated waste
water system provides drainage from all fresh
water use areas and waste water areas, as
well as from areas of condensation or possible leakage.
When the aircraft is parked overnight or in

strong wind conditions, the parking brake
must be set and mooring equipment installed
for aircraft protection and personnel safety.
This equipment includes:
Main landing gear wheel chocks
Mooring lugs to be installed under the
wings and at the front jacking point
Engine air intake blanks
Exhaust duct blanks for the APU and
engines
FULL
3/4
1/2
1/4
LOW
FWD
DRAIN
AFT
TOIL
EMPTY
Heat exchanger air intake blank and rod
PUSH
TO
READ
MAST
HEATER
WATER
PUMP
WATER
HEATER
GALLEY
LIGHT
LIQUID
DISP
COFFEE
MAKER
OVEN
2.5
20
10
50
50
Static pressure normal probe cover

Static pressure standby probe cover
WATER
HEATER
LIQUID
DISP
WATER
PUMP
GALLEY
LIGHT
Temperature probe cover
COFFEE
MAKER
Pitot probe cover

AOA sensor cover
The parking and mooring equipment and
associated installation points are illustrated in
Figure 1-38. Strong wind conditions are defined
as greater than 65 knots, and under these conditions the plane must be parked with its nose into
the wind. The pitot pressure probes, exhaust covers, and protectors are installed after the points
of installation are cool enough to touch with the
hand. Do not install these while the airplane is
still hot. All ground support equipment must be
moved away from the aircraft and the cockpit
overhead BAT switch set to off. All mooring is
done with a slightly taut cable or rope. If snow
is expected, the aircraft must be moored at the
front mooring point.
Figure 1-37. Right Front Galley and

Electrical Panel
1-38
Revision 1
TIEDOWN RING
(AH21)
INSTALLATION OF
MOORING LUGS
UNDERNEATH WINGS
INSTALLATION OF
MOORING LUG
AT FRONT JACKING POINT
Figure 1-38. Parking and Mooring (Sheet 1 of 3)
Revision 1
1-39
STATIC PRESSURE
STANDBY PROBE COVER
1-40

AOA SENSOR COVER
TEMPERATURE
PROBE BLANK
NORMAL STATIC PROBE COVER
PITOT PROBE COVER
Revision 1
HEAT EXCHANGER AIR

INTAKE BLANK AND ROD
APU EXHAUST DUCT BLANK

(SEEN FROM REAR)
ENGINE AIR INTAKE

BLANKS
GALE WIND
STRAP
M
2
F
ENGINE EXHAUST
DUCT BLANKING COVER
GALE WIND STRAP
ATTACHMENT ON
VENTILATION LOUVERS
Revision 1
1-41
CHAPTER 2
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL............................................................................................................................... 2-1
DC POWER SYSTEM ............................................................................................................ 2-2
General ............................................................................................................................. 2-2
Distribution Buses............................................................................................................ 2-2
Protection ......................................................................................................................... 2-4
Control ............................................................................................................................. 2-4
Indication and Warning .................................................................................................... 2-6
BATTERY................................................................................................................................ 2-7
General ............................................................................................................................. 2-7
Ventilation ........................................................................................................................ 2-7
Indication and Monitoring ............................................................................................... 2-7
Digital Battery Temperature Indicator ............................................................................. 2-8
Control ............................................................................................................................. 2-8
Operation.......................................................................................................................... 2-9
Battery Bus Circuits ......................................................................................................... 2-9
APU GENERATOR................................................................................................................. 2-9
General ............................................................................................................................. 2-9
Indication ....................................................................................................................... 2-12
Control ........................................................................................................................... 2-12
Operation ....................................................................................................................... 2-12
2-i
GENERATORS ..................................................................................................................... 2-12

General........................................................................................................................... 2-12
Indication ....................................................................................................................... 2-14
Control ........................................................................................................................... 2-14
Operation ....................................................................................................................... 2-15
EXTERNAL DC POWER..................................................................................................... 2-15
General........................................................................................................................... 2-15
Control ........................................................................................................................... 2-15
Protection ....................................................................................................................... 2-15
Indication ....................................................................................................................... 2-15
Operation ....................................................................................................................... 2-18
DC POWER DISTRIBUTION.............................................................................................. 2-20
System Description ........................................................................................................ 2-20
Bus-Tie Relays............................................................................................................... 2-20
Circuit-Breaker Panels ................................................................................................... 2-20
Battery Bus .................................................................................................................... 2-20
Avionics Masters............................................................................................................ 2-20
Automatic Load Shedding and Switching ..................................................................... 2-21
Normal Operation .......................................................................................................... 2-24
Abnormal Operation ...................................................................................................... 2-24
Non-Essential System Load Shed.................................................................................. 2-24
2-ii
Revision 2
ILLUSTRATIONS
Figure
Title
Page
2-1
DC Power Generation System ................................................................................. 2-2
2-2
Electrical Power Schematic...................................................................................... 2-3
2-3
Main Electrical Boxes .............................................................................................. 2-4
2-4
DC Supply Control Panel ......................................................................................... 2-5
2-5
Master Warning Panel .............................................................................................. 2-6
2-6
Battery Temperature Indicator (Analog) .................................................................. 2-7
2-7
Digital Battery Temperature Indicator ..................................................................... 2-8
2-8
Battery Switch OnBus Ties Open ...................................................................... 2-10
2-9
Battery Switch OnBus Ties Closed .................................................................... 2-11
2-10
APU Generator OperationBus Ties Closed........................................................ 2-12
2-11
Generator 2 OperationBus Ties Closed.............................................................. 2-16
2-12
Flight Normal Operation ........................................................................................ 2-17
2-13
Ground Power ........................................................................................................ 2-18
2-14
External Power Operation ...................................................................................... 2-19
2-15
Battery Bus............................................................................................................. 2-21
2-16
Left/Essential Bus-Tie Logic ................................................................................. 2-22
2-17
Essential/Right Bus-Tie Logic ............................................................................... 2-23
2-18
Generator 1 Failure in Flight.................................................................................. 2-25
2-19
Generator 2 Failure in Flight.................................................................................. 2-26
Revision 1
2-iii
CHAPTER 2
G
EN PL
#1 IL
O
DC
#1 EN
G
O
RV M
T
SE TE
S
1
# SY
HO
TT
A
B
T
BA
FF
ACEN
G
INTRODUCTION
This chapter describes the electrical power systems of the Falcon 2000 aircraft. All values used for voltage, amperage, and tolerances are for illustrative purposes only. Actual
values must be obtained from the manuals and publications issued by or on behalf of the
airplane manufacturer, the certification agency of the country of origin, and the Federal
Aviation Administration.
GENERAL
The Falcon 2000 uses DC power for control,
operation, and indication of the various systems installed in the aircraft.
DC power is provided by two engine-driven
alternator-rectifiers and by a conventional 24VDC nicad battery. The alternator-rectifiers
will be referred to as generators for the
remainder of this training manual. Electrical
power is also provided by an auxiliary power
unit (APU) and, on the ground, by a ground
power unit (GPU).
Revision 2
For power distribution, the electrical system

incorporates a multiple-bus system interconnected by relays, circuit breakers, and contactors, which may be used to isolate a
malfunctioning bus or power source.
The Falcon 2000 is unique in that it does not
use conventional inverters to provide the 115and 26-volt AC requirements of the aircraft.
Equipment requiring alternating current contain integral inverters to provide the required
current. Solid-state inverters may be installed
to satisfy various customer options.
2-1
charging. As the CFE738 engines are airstarted, electrical power is not needed for
engine starting except to control the start
sequence.
DC POWER SYSTEM
GENERAL
The DC power system of the Falcon 2000 is a
conventional 24 to 28.5-volt system that has
four power sources: one battery, two enginedriven generators, and an APU-driven starter
generator that may be operated in flight up to
35,000 feet. The electrical system may also be
powered on the ground by a GPU.
The battery provides power primarily to start
the APU and acts as a surge damper for the generators. It may also be a source of emergency
in-flight power for a limited period of time if
all generated power is lost.
Either of the engine-driven generators or the
APU generator is capable of powering the
entire DC system and of providing battery
An approved GPU may be used for prolonged

periods to power the DC system to facilitate
maintenance and servicing. The GPU may
also be used to start the APU but it cannot be
used to charge the battery.
Figure 2-1 depicts the major electrical components of the DC power system and their
locations.
DISTRIBUTION BUSES
D C p ow e r d i s t r i bu t i o n i s a c h i eve d b y a
multiple-bus system consisting of four major
buses: battery bus, left main bus, essential
bus, and right main bus (Figure 2-2).
RECTIFIER ALTERNATOR
(GENERATOR)
MAIN
ELECTRICAL
BOXES
APU STARTERGENERATOR
GCU
EXTERNAL
POWER
RECEPTACLE
CIRCUIT-BREAKER
PANELS
OVERHEAD
PANELS
RECTIFIER
ALTERNATOR
(GENERATOR)
BATTERY
ELECTRICAL CABINETS
CONNECTIONS
PCB
RELAYS
Figure 2-1. DC Power Generation System
2-2
Revision 1
Revision 2
400
450
300
200
A-
100
30
25
V-
BAT
GEN
GEN 1
LH BUS
ESS BUS
APU
GPU RECEPTACLE
30
400
450
300
200
A-
100
V-
BAT
GEN
GEN 2
CONTACTOR
GPU
CONTACTOR
BATTERY
CONTACTOR
APU
CONTACTOR
GEN 1
CONTACTOR
FUEL 1
GEN 1
THRUST
REVERSER 1
ESS/RH BUS
TIE LOGIC
CIRCUIT
BATTERY BUS
LH BUS
ISOL
APU GEN
Figure 2-2. Electrical Power Schematic
100
20
(APU)
HOT BAT
BAT
APU
FAULT
ESSENTIAL BUS
GENERATOR 2
AHS2
25
LH/ESS BUS
TIE LOGIC
CIRCUIT
FIRE SOV
SLATS
PRESSURE REFUEL
LIGHTS 1 (AND MAIN CABIN
DOOR CLOSING > SN 138)
LIGHTS 2
APU GEN
4P CONTROL
FIRE EXTINGUISHERS
TO AMMETER
GEN 2
RH BUS
APU START
CONTACTOR
DC SUPPLY
BAT
GENERATOR 1
TO AMMETER
GEN1 APU BAT
HRZN AHS1
EXT PWR
LH MAIN BUS
TO AMMETER
TO AMMETER
BATTERY
100
20
FLIGHT
NORM
TO VOLTMETER
A4 CABIN
ACCOMMODATION
A3 WINDSHIELD
A2 BUS
A1 BUS
FUEL 2
GEN 2
THRUST
REVERSER 2
TO VOLTMETER
B4 GALLEY
B3 WINDSHIELD
B2 BUS
B1 BUS
ESS/RH
BUS-TIE RELAY
ST-BY PUMP
TO VOLTMETER
ESSENTIAL BUS
LH/ESS
BUS-TIE RELAY
RH BUS
TIED
APR
RH MAIN BUS
2-3
The DC distribution system is normally operated as independent left and right systems.
The left system consists of the left main bus
and the essential bus, which are connected by
the normally closed LH/ESS bus-tie relay.
The battery bus is connected to the essential
bus by the battery contactor. The right system
consists of the right main bus. The two systems
may be connected, if required, by the normally
open ESS/RH bus-tie relay.
The two bus-tie relays may be automatically
positioned by system logic during certain
operations that will be discussed in detail later
in this chapter. Further, there are various automatic and selective load-shedding features.
The buses and bus ties are contained in the LH
and RH main electrical boxes located in the
forward service compartment (Figure 2-3).
PROTECTION
Circuit protection is provided by conventional
trip-free circuit breakers located above the
overhead panel (see Panel Poster). Feeder cables to the sub-buses are protected by current
limiters. Hall-effect current sensors detect
excessive reverse current flow to the power
sources.
CONTROL
The electrical system is controlled by switches
located on the DC SUPPLY section of the
overhead panel (Figure 2-4). The engine generators, APU generator, battery, and external
power are controlled by switches that will be
covered in separate sections to follow. The
bus-tie relays are controlled by rotary
switches.
FWD
IN
LH MA AL
IC
R
T
C
ELE
BOX
IN
RH MA AL
RIC
ELECT
BOX
GCU 2
GCU 1
APU GCU
BATTERY
Figure 2-3. Main Electrical Boxes
2-4
25
20
BAT
GEN
30
V-
100
0
100
300
400
A-
450
RIGHT BUS-TIE
ROTARY SWITCH
HORIZON
PUSHBUTTON
AHS 1
PUSHBUTTON
LEFT ESSENTIAL
BUS-TIE
ROTARY SWITCH
FLIGHT
NORM
25
20
HRZN AHS1
BAT
GEN
LH BUS
AHS 2
PUSHBUTTON
EXTERNAL POWER
SWITCHLIGHT
VOLTMETER
EXT PWR
RH BUS
ESS BUS
25
AHS2
20
30
30
V-
100
0
100
V-
300
GEN1 APU BAT
GEN 1
APU
BAT
GEN 2
100
400
A-
BAT
GEN
450
100
300
400
A-
450
DC SUPPLY
AMMETER AND
VOLTMETER
SELECTOR SWITCH
GEN 1
SWITCH
APU
SWITCH
BAT
SWITCH
GEN 2
SWITCH
AMMETER
25
20
BAT
GEN
30
V-
100
0
100
300
400
A-
450
Figure 2-4. DC Supply Control Panel
2-5
The LH/ESS bus-tie relay is controlled by

the LH/ESS rotary bus-tie switch and is normally closed. The ESS/RH bus-tie relay is
controlled by the ESS/RH rotary bus-tie
switch and is open when the switch is in the
FLIGHT NORM position. Both relays have
automatic functions that will be discussed in
the DC Power Distribution section of this
chapter.
The left ammeter always indicates the amperage (load) of the selected power source.
The right voltmeter is always connected to
the right main bus. The right ammeter will
only read GEN 2 amperage. When a GPU is
used, it is connected to the right main bus.
GPU voltage is shown on the right voltmeter,
but GPU amperage is not displayed in the
cockpit.
INDICATION AND WARNING
Lights on the master warning panel (Figure

2-5) provide indications of system malfunctions and abnormalities.
Two voltmeters and two ammeters on the DC

SUPPLY portion of the overhead panel (Figure
2-4) provide indications of the DC power
system.
HRZN and AHS 1 and 2 Test

Pushbuttons
The left voltmeter and ammeter are controlled

by the GEN 1APU-BAT selector switch
located on the left side of the DC SUPPLY
panel. When selected to the GEN 1 position,
the voltmeter is connected to the left main
bus; when it is selected to the APU or BAT
position, it is connected to the essential bus.
The left voltmeter indicates the standby horizon battery voltage or the AHS 1 battery voltage when the respective button is pushed. The
right voltmeter indicates the AHS 2 battery
voltage when that button is pushed.
BRIGHT
DIM
TEST
RESET
FADEC 1
PITCH
FEEL
T/O
CONFIG
AIL
FEEL
FADEC 2
START 1
AUTO
SLATES
FLAP
ASYM
AIL
ZERO
START 2
OIL 1
LH
PROBES
ST BY
PITOT
RH
PROBES
OIL 2
AP
TRIM FAIL
AP
MISTRIM
APU GEN
APU
FAULT
APR
THRUST
REVERSER 1
GEN 1
THRUST
REVERSER 2
BAT
FUEL 1
LH BUS
ISOL
LO
FUEL 1
GEN 2
HOT BAT
RH BUS
TIED
FUEL 2
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
STD BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN
Figure 2-5. Master Warning Panel
2-6
Revision 2
BATTERY
GENERAL
A single 24-volt, 36-ampere-hour nickelcadmium battery is mounted on the DC power
rack in the forward service compartment (see
Figure 2-3). The battery is connected directly
to the battery bus, which is connected to the
essential bus through the battery contactor.
The battery connection is a standard quickdisconnect adapter.
VENTILATION
The battery is always ventilated. On the
ground, ventilation is provided by a battery fan.
The fan operates if the battery switch is on,
ground proximity sensors detect an on-ground
situation, and the EXT PWR switch is off. In
flight, continuous ventilation is provided by
a venturi airflow system that operates through
the battery drain tube.
INDICATION AND MONITORING

The position of the battery contactor is indicated on the master warning panel by the BAT
annunciator. When the contactor is closed,
the annunciator is extinguished and when it is
open, the annunciator is illuminated. Battery
voltage and amperage readings are controlled
by the GEN 1APUBAT selector switch.
When it is selected to the BAT position, the left

voltmeter reads essential bus voltage and the
left ammeter reads the rate of battery charge
or discharge. A standard battery temperature
indicator is located on the copilot instrument
panel (Figure 2-6). The indicator scale is colorcoded as follows:
Red
160 to 190F
Hot
Amber
120 to 160F
Warm
Green
100 to 120F
Normal
Amber WARM and red HOT lights on the indicator will illuminate as the temperature rises
through the appropriate sector of the gage.
When the gage rises into the hot sector, the red
HOT BAT annunciator on the master warning
panel will also illuminate and the gong, associated with red annunciators, will sound.
The indicator may be tested by a TEST button located next to the gage. When the button
is pressed, the indicator needle will rise
through the scales to the top of the gage. As
it passes through the amber and red sectors,
the appropriate lights will illuminate.
In the case of low battery temperature, the
temperature may be read by using the LESS
50F button. When pressed, 50 is added to the
actual battery temperature; battery temperature will then be 50 less than the indicated
value. If the battery sensors are disconnected,
OFF
180
WARM
160
HOT
140
LESS 50F
120
BAT TEMP
TEST
Figure 2-6. Battery Temperature Indicator (Analog)
Revision 1
2-7
the needle will go to the OFF position at the

top of the scale, the amber WARM and red
HOT lights on the indicator will illuminate,
and the HOT BAT annunciator on the master
warning panel will illuminate.
DIGITAL BATTERY
TEMPERATURE INDICATOR
(Standard > 59 optional on Aircraft < 59.)
If the digital battery indicator is installed
(Figure 2-7), temperatures between 32F and
160F are displayed and the following warning lights are provided:
Amber
BATTERYWARM
120F
Red
BATTERYHOT
160F
If the BATTERY-HOT light illuminates, the

red HOT BAT annunciator on the master warning panel will also illuminate and the gong,
associated with red annunciators, will sound.
The following additional information is
provided:
COLDBattery temperature below 32F
HOTBattery temperature greater than
160F
TEST GOOD or TEST ERR

When the digital indicator is tested, the
WARM and HOT lights illuminate, TEST
GOOD and TEST ERR messages are displayed, the red HOT BAT light on the master
warning panel illuminates and the gong
sounds.
CONTROL
The battery connection is controlled by a twoposition magnetic switch, labeled BAT, on
the DC SUPPLY panel.
NORMALIn the ON (up) position, the battery contactor is closed, connecting the battery bus to the essential bus.
OFFIn the OFF (down) position, the battery
contactor is opened, disconnecting the battery
bus from the essential bus.
If excessive reverse current is detected,
the BAT switch will trip to the OFF
position.
In order to close the battery contactor, the
battery must produce a minimum of 18 volts.
If the battery voltage falls below 11 to 12
volts, there is insufficient power to keep the
contactor closed; the contactor will open and
the BAT annunciator will illuminate.
The battery is protected from excessive charging by a Hall-effect sensor. If it detects reverse
current flow to the battery greater than 330
amps for three seconds or more, the BAT
switch trips to the OFF position and the battery contactor opens.
059F
BATTERY
HOT
ERRTemperature probe shorted
WARM
When the BAT switch is off, the battery will

power only the battery bus which is connected
to certain essential services, such as pressure
refueling and some lights. These will be described later under DC Power Distribution.
Figure 2-7. Digital Battery Temperature

Indicator
2-8
Revision 1
OPERATION
Figure 2-2 depicts the battery connected to the
battery bus with the BAT switch off. The battery supplies power to the battery bus through
the Hall-effect sensor. There are no indications
on the voltmeters or ammeters.
Figure 2-8 shows the BAT switch in the normal position and all other switches in the off
position. The battery contactor is closed to
connect the battery to the essential bus through
the battery bus. On the DC SUPPLY panel the
left voltmeter shows battery volts and the left
ammeter shows the battery load. The right
voltmeter and ammeter show 0 because there
is no power on the right main bus.
The lights powered from the battery bus are

covered in Chapter 3, Lighting, of this manual. If optional circuits are installed by the ope r a t o r, t h e y w i l l b e l i s t e d i n t h e A F M
supplements.
A BATTERY IN USE light on the forward main
entry door bulkhead (see Chapter 3, Lighting)
will illuminate if a generator switch is on and
any of the following lights are on:
Forward or rear service compartments
Baggage compartment
Stair lights
Flight deck dome lights
Nose cone utility light
In Figure 2-9, the LH-ESS and ESS-RH busties have been closed connecting battery power
to the left and right main buses and to the
entire DC distribution system. On the master
warning panel the LH BUS ISOL annunciator
is out (normal condition) and the RH BUS
TIED annunciator is illuminated (abnormal
condition). Both voltmeters indicate battery
voltage (because all the buses are tied) and the
left ammeter indicates the battery load.
APU GENERATOR
BATTERY BUS CIRCUITS
GENERAL
The battery bus is a hot bus and is continuously

powered whenever the battery is installed and
connected.
A combination starter-generator is mounted

on the APU accessory drive. It is used primarily as an alternate source of electrical
power on the ground or to replace a lost or
faulty generator in flight. The operating envelope and limitations of the APU and APU
generator can be found in the Limitations section of the Normal Procedures Checklist.
Battery power is available to the single-point

refueling panel, the fire extinguishers, the
fire fuel shutoff valves, and the slats regardless of the position of the BAT switch. If a GPU
is connected and operating and the GPU switch
on the DC SUPPLY panel (see Figure 2-4) is
on (in), the battery contactor is open. The
battery continues to power the battery bus and
the battery receives no charging power.
In addition, the battery, if connected, will

be discharged if the slat/flap handle is out of
the Clean position, the emergency slat switch
is ON or if either of the refueling doors are
open. The BATTERY IN USE light will not
illuminate.
The APU generator is rated at 28.5 volts with

a power output of 9 kw and is controlled by
its own generatorcontrol unit (GCU). The
APU is connected to the essential bus through
a Hall-effect sensor and the APU contactor.
For APU starting, control, and operation see
Chapter 6, Auxiliary Power Unit, of this
manual.
Revision 1
2-9
2-10
400
450
300
200
A-
100
30
25
V-
BAT
GEN
GEN 1
LH BUS
APU
ESS BUS
30
400
450
300
200
A-
100
V-
BAT
GEN
GEN 2
CONTACTOR
GPU
CONTACTOR
BATTERY
CONTACTOR
APU
CONTACTOR
GEN 1
CONTACTOR
FUEL 1
GEN 1
THRUST
REVERSER 1
ESS/RH BUS
TIE LOGIC
CIRCUIT
BATTERY BUS
LH BUS
ISOL
APU GEN
Figure 2-8. Battery Switch OnBus Ties Open
100
20
(APU)
HOT BAT
BAT
APU
FAULT
ESSENTIAL BUS
GENERATOR 2
TO AMMETER
GPU RECEPTACLE
AHS2
25
LH/ESS BUS
TIE LOGIC
CIRCUIT
FIRE SOV
SLATS
PRESSURE REFUEL
LIGHTS 2
APU GEN
4P CONTROL
FIRE EXTINGUISHERS
TO AMMETER
GEN 2
RH BUS
APU START
CONTACTOR
DC SUPPLY
BAT
GENERATOR 1
TO AMMETER
GEN1 APU BAT
HRZN AHS1
EXT PWR
LH MAIN BUS
TO AMMETER
BATTERY
100
20
FLIGHT
NORM
RH BUS
TIED
APR
TO VOLTMETER
B4 GALLEY
B3 WINDSHIELD
B2 BUS
B1 BUS
ESS/RH
BUS-TIE RELAY
ST-BY PUMP
TO VOLTMETER
ESSENTIAL BUS
LH/ESS
BUS-TIE RELAY
TO VOLTMETER
A4 CABIN
ACCOMMODATION
A3 WINDSHIELD
A2 BUS
A1 BUS
FUEL 2
GEN 2
THRUST
REVERSER 2
RH MAIN BUS
Revision 2
Revision 2
400
450
300
200
A-
100
V-
30
25
BAT
GEN
GEN 1
LH BUS
ESS BUS
APU
4P CONTROL
FIRE EXTINGUISHERS
APU GEN
TO AMMETER
GPU RECEPTACLE
400
450
300
200
A-
100
30
25
V-
BAT
GEN
GEN 2
CONTACTOR
GPU
CONTACTOR
BATTERY
CONTACTOR
APU
CONTACTOR
GEN 1
CONTACTOR
FUEL 1
GEN 1
THRUST
REVERSER 1
ESS/RH BUS
TIE LOGIC
CIRCUIT
BATTERY BUS
LH BUS
ISOL
APU GEN
Figure 2-9. Battery Switch OnBus Ties Closed
100
20
HOT BAT
BAT
APU
FAULT
ESSENTIAL BUS
GENERATOR 2
AHS2
(APU)
LH/ESS BUS
TIE LOGIC
CIRCUIT
TO AMMETER
TO AMMETER
GEN 2
RH BUS
APU START
CONTACTOR
DC SUPPLY
BAT
GENERATOR 1
TO AMMETER
GEN1 APU BAT
HRZN AHS1
EXT PWR
LH MAIN BUS
FIRE SOV
SLATS
PRESSURE REFUEL
BATTERY LIGHTS 1 (AND MAIN CABIN
LIGHTS 2
100
20
FLIGHT
NORM
TO VOLTMETER
A4 CABIN
ACCOMMODATION
A3 WINDSHIELD
A2 BUS
A1 BUS
FUEL 2
GEN 2
THRUST
REVERSER 2
TO VOLTMETER
B4 GALLEY
B3 WINDSHIELD
B2 BUS
B1 BUS
ESS/RH
BUS-TIE RELAY
ST-BY PUMP
TO VOLTMETER
ESSENTIAL BUS
LH/ESS
BUS-TIE RELAY
RH BUS
TIED
APR
RH MAIN BUS
2-11
2-12
400
450
300
200
A-
100
30
25
V-
BAT
GEN
GEN 1
LH BUS
APU
ESS BUS
GPU RECEPTACLE
FIRE SOV
SLATS
PRESSURE REFUEL
LIGHTS 2
400
450
300
200
A-
100
30
25
V-
BAT
GEN
GEN 2
CONTACTOR
GPU
CONTACTOR
BATTERY
CONTACTOR
APU
CONTACTOR
GEN 1
CONTACTOR
FUEL 1
GEN 1
THRUST
REVERSER 1
ESS/RH BUS
TIE LOGIC
CIRCUIT
BATTERY BUS
LH BUS
ISOL
APU GEN
HOT BAT
BAT
APU
FAULT
Figure 2-10. APU Generator OperationBus Ties Closed
100
20
ESSENTIAL BUS
GENERATOR 2
AHS2
LH/ESS BUS
TIE LOGIC
CIRCUIT
TO AMMETER
TO AMMETER
RH BUS
(APU)
LH MAIN BUS
APU GEN
4P CONTROL
FIRE EXTINGUISHERS
TO AMMETER
GEN 2
EXT PWR
APU START
CONTACTOR
DC SUPPLY
BAT
GENERATOR 1
TO AMMETER
GEN1 APU BAT
HRZN AHS1
BATTERY
100
20
FLIGHT
NORM
TO VOLTMETER
A4 CABIN
ACCOMMODATION
A3 WINDSHIELD
A2 BUS
A1 BUS
FUEL 2
GEN 2
THRUST
REVERSER 2
TO VOLTMETER
B4 GALLEY
B3 WINDSHIELD
B2 BUS
B1 BUS
ESS/RH
BUS-TIE RELAY
ST-BY PUMP
TO VOLTMETER
ESSENTIAL BUS
LH/ESS
BUS-TIE RELAY
RH BUS
TIED
APR
RH MAIN BUS
Revision 2
INDICATION
The position of the APU contactor is indicated on the master warning panel by the APU
GEN annunciator. When the contactor is
closed, the annunciator is out, and when it is
open the annunciator is illuminated. (If the
APU Master Switch is in the ON position.)
APU generator voltage and amperage readings are controlled by the GEN 1APUBAT
selector switch. When it is selected to the
A P U p o s i t i o n , t h e l e f t vo l t m e t e r r e a d s
essential bus voltage and the left ammeter
reads the APU load.
CONTROL
Once the APU is started, the APU generator
is controlled by a two-position magnetic
switch, labeled APU, on the DC SUPPLY
panel (see Figure 2-4) and by the APU generator control unit (GCU). The switch controls
the excitation of the generator field and must
be on for APU start.
A Hall-effect sensor protects the APU generator from excessive reverse current. If this
occurs, the APU contactor will open and the
APU GEN annunciator will illuminate.
APU excitation is controlled by the APU GEN
switch. If the switch is moved to the OFF
(down) position, the APU generator will drop
off the line and the APU GEN annunciator
will illuminate.
OPERATION
Figure 2-10 depicts the APU in operation. The
APU contactor is closed, connecting the APU
generator to the essential bus. The LH-ESS and
ESS-RH bus ties have been closed, connecting APU generator power to the left and right
main buses and to the entire DC distribution
system. With the BAT switch on, the APU
generator powers the battery bus through the
battery contactor and charges the battery.
NORMALIn the ON (up) position, the APU

contactor is closed, connecting the APU to
the essential bus. In the OFF (down) position,
the APU contactor is opened, disconnecting
the APU from the essential bus.
On the master warning panel the APU GEN annunciator is out, the LH BUS ISOL annunciator is out (normal condition) and the RH BUS
TIED annunciator is illuminated (abnormal
condition). Both voltmeters indicate APU generator voltage (because all the buses are tied)
and the left ammeter indicates the APU generator load.
When the GCU detects a fault, it causes the

APU switch to move to the OFF position and
the APU contactor to open.
GENERATORS
With the switch in the ON (up) position, and

after the APU has achieved 99% N1 +4 seconds,
the APU contactor will close, connecting the
APU generator to the essential bus.
The APU is regulated to 28.5 volts by the APU
GCU. The GCU allows the APU generator to
be paralleled with the engine-driven generators and provides overvoltage and overcurrent
protection. If either of these conditions are
detected, the GCU will cause the APU switch
to move to the OFF (down) position. The APU
GEN annunciator on the master warning panel
will illuminate.
Revision 1
GENERAL
Identical generators are mounted on each
engine accessory drive. The operating limitations of the generators can be found in the
Limitations section of the Normal Procedures
Checklist.
The generators are rated at 28.5 volts with a
power output of 12 kw and each is controlled
by its own generator control unit (GCU). The
generators are connected to the respective left
or right main bus through a Hall-effect sensor
and a generator contactor.
2-13
INDICATION
The position of the generator contactor is indicated on the master warning panel by the
GEN 1 or GEN 2 annunciator. When the contactor is closed, the light is out and when it is
open, the light is illuminated.
Number 1 generator voltage and amperage
readings are controlled by the GEN
1APUBAT selector switch. When the GEN
1 position is selected, the left voltmeter reads
left main bus voltage and the left ammeter
reads the load on generator 1.
The generators are regulated by their respective GCUs. The GCUs monitor signals from
the Hall-effect sensor, which detects reverse
current, and a printed circuit board to provide
the following functions:
Voltage regulation to 28.5 volts
Overvoltage protection
Undervoltage monitoring
Current output limiting
Load equalization
Diode failure detection
Number 2 generator voltage and amperage

are read on the right voltmeter and ammeter.
These indications are not selectable. The right
voltmeter always reads right main bus voltage
and the right ammeter always reads the load
on generator 2.
The GCU will cause the GEN switch to trip to

the OFF position for two conditions:
CONTROL
If these conditions occur, the GCU will open

the GEN contactor and the GEN switch will
move to the OFF position. The GEN 1 or GEN
2 annunciator on the master warning panel
will illuminate.
The generators are controlled by two-position

magnetic switches, labeled GEN 1 and GEN
2, on the DC SUPPLY panel and by their
respective generator control units (GCU).
Generator excitation is controlled by the
respective GEN switch. If the switch is moved
to the OFF (down) position, the generator will
drop off the line and the generator contactor
will open causing the GEN 1 or GEN 2 annunciator on the master warning panel to
illuminate. For some faults a generator may be
reset by moving the generator switch to OFF
and then back to ON.
NORMALIn the ON (up) position, the GEN
contactor is closed, connecting the GEN to its
respective main bus.
OFFIn the OFF (down) position, the GEN
contactor is opened, disconnecting the GEN
from its respective main bus and deenergizes
the excitation field.
When the GCU detects certain faults, it
causes the GEN switch to move to the
OFF position and the GEN contactor to
open.
2-14
Overvoltage greater than 32.5 volts

Overcurrent greater than 15 amps in the
field circuit
The GCUs also protect the system from less

serious conditions:
Reverse current greater than 10 to 30
amps
Diode failure
Generator failure
In these conditions the GEN switch will NOT
trip to the OFF position. However, the generator contactor will open and the GEN 1 or
GEN 2 annunciator on the master warning
panel will illuminate.
Undervoltage below 25.0 volts will cause the
GEN 1 or GEN 2 annunciator on the master
warning panel to illuminate. This is a warning only; the generator contactor will stay
closed and the generator remains on the line,
if it is the only source of electrical power to
that bus.
Revision 1
OPERATION
Figure 2-11 depicts the No. 2 engine started and
the No. 2 generator on the line. The ESS/RH
bus-tie is closed, connecting the right main bus
to the essential bus and the LH/ESS bus-tie is
closed connecting the essential bus to the left
main bus. The battery bus is connected to the
No. 2 generator is therefore powering the
entire electrical system and is providing charging to the battery. The closed ESS/RH bus tie
is an abnormal condition as indicated by the
illuminated RH BUS TIED annunciator on the
master warning panel.
Figure 2-12 depicts both engines operating
and both generators on the line. With the
ESS/RH bus-tie switch in the FLIGHT NORM
position, the ESS/RH bus-tie is open, isolating the right main bus from the essential bus.
The LH/ESS bus-tie switch is in the closed position, connecting the essential bus to the left
main bus. The battery bus is connected to the
In this setup the electrical system is ready for
flight as indicated by the absence of any warning lights on the master warning panel. The
electrical system is separated into two independent distribution systems. The No. 1 generator powers the left main bus, its associated
A1, A2, A3, and A4 buses, and the essential
bus; it also powers the battery bus and charges
the battery. The No. 2 generator powers the
right main bus and its associated B1, B2, B3,
and B4 buses.
EXTERNAL DC POWER
GENERAL
An approved external ground power unit
(GPU) may be connected to provide an alternate source of DC power for ground operation,
APU start, as well as to save the battery. The
GPU is connected to a standard three-pin ex-
Revision 1
ternal power receptacle in the ground service

access panel located on the aft right side of the
aircraft (Figure 2-13). A ground power unit
box, located in the access panel, contains the
G P U r e l a y a n d a t wo - p o s i t i o n m a g n e t i c
breaker switch.
The maximum output of the GPU should not
exceed 1200 amps with the voltage regulated
at 28.5 VDC.
CONTROL
Application of external power to the aircraft
distribution system is controlled by the EXT
PWR switchlight located on the DC SUPPLY
panel. The switchlight illuminates white when
depressed and GPU power is available to the
aircraft.
PROTECTION
The magnetic breaker switch located on the
ground power unit box powers a printed circuit board (PCB) that monitors GPU voltage
output. If output voltage is greater than 30
.5 or less than 16 volts, the PCB will trip the
magnetic breaker switch on ground power unit
box isolating the GPU output from the distribution system. The magnetic breaker switch
may be reset if the fault is transitory and no
longer exists. When the GPU access door is
closed, the magnetic breaker switch is opened
mechanically. The switch must be reclosed
before GPU power can be reapplied.
INDICATION
The EXT PWR switchlight on the DC SUPPLY
panel illuminates to indicate that GPU power
is connected to the distribution system. The
GEN 1, GEN 2, BAT, and RH BUS TIED annunciators will illuminate as a result of automatic functions associated with GPU power.
The APU GEN annunciator will illuminate
if the APU Master Switch is on (in) and the
APU GEN contactor is open.
2-15
2-16
400
450
300
200
A-
100
30
25
V-
BAT
GEN
GEN 1
LH BUS
APU
ESS BUS
APU GEN
4P CONTROL
FIRE EXTINGUISHERS
TO AMMETER
400
450
300
200
A-
100
30
25
V-
BAT
GEN
GEN 2
CONTACTOR
GPU
CONTACTOR
BATTERY
CONTACTOR
APU
CONTACTOR
GEN 1
CONTACTOR
FUEL 1
GEN 1
THRUST
REVERSER 1
ESS/RH BUS
TIE LOGIC
CIRCUIT
BATTERY BUS
LH BUS
ISOL
APU GEN
Figure 2-11. Generator 2 OperationBus Ties Closed
100
20
HOT BAT
BAT
APU
FAULT
ESSENTIAL BUS
GENERATOR 2
TO AMMETER
GPU RECEPTACLE
AHS2
(APU)
LH/ESS BUS
TIE LOGIC
CIRCUIT
TO AMMETER
GEN 2
RH BUS
APU START
CONTACTOR
DC SUPPLY
BAT
GENERATOR 1
TO AMMETER
GEN1 APU BAT
HRZN AHS1
EXT PWR
LH MAIN BUS
FIRE SOV
SLATS
PRESSURE REFUEL
BATTERY LIGHTS 1 (AND MAIN CABIN
LIGHTS 2
100
20
FLIGHT
NORM
TO VOLTMETER
A4 CABIN
ACCOMMODATION
A3 WINDSHIELD
A2 BUS
A1 BUS
FUEL 2
GEN 2
THRUST
REVERSER 2
TO VOLTMETER
B4 GALLEY
B3 WINDSHIELD
B2 BUS
B1 BUS
ESS/RH
BUS-TIE RELAY
ST-BY PUMP
TO VOLTMETER
ESSENTIAL BUS
LH/ESS
BUS-TIE RELAY
RH BUS
TIED
APR
RH MAIN BUS
Revision 2
Revision 2
APU
ESS BUS
APU GEN
4P CONTROL
FIRE EXTINGUISHERS
TO AMMETER
GPU RECEPTACLE
AHS2
400
450
300
200
A-
100
30
25
V-
BAT
GEN
GEN 2
CONTACTOR
GPU
CONTACTOR
BATTERY
CONTACTOR
APU
CONTACTOR
GEN 1
CONTACTOR
FUEL 1
GEN 1
THRUST
REVERSER 1
ESS/RH BUS
TIE LOGIC
CIRCUIT
BATTERY BUS
LH BUS
ISOL
APU GEN
Figure 2-12. Flight Normal Operation
100
20
HOT BAT
BAT
APU
FAULT
ESSENTIAL BUS
GENERATOR 2
TO AMMETER
GEN 2
RH BUS
APU START
CONTACTOR
DC SUPPLY
BAT
GENERATOR 1
TO AMMETER
GEN 1
LH BUS
(APU)
LH/ESS BUS
TIE LOGIC
CIRCUIT
FIRE SOV
SLATS
PRESSURE REFUEL
LIGHTS 2
GEN1 APU BAT
HRZN AHS1
BATTERY
400
450
300
200
A-
100
30
25
V-
BAT
GEN
EXT PWR
LH MAIN BUS
TO AMMETER
100
20
FLIGHT
NORM
TO VOLTMETER
A3 WINDSHIELD
A4 CABIN
ACCOMMODATION
A2 BUS
A1 BUS
FUEL 2
GEN 2
THRUST
REVERSER 2
TO VOLTMETER
B4 GALLEY
B3 WINDSHIELD
B2 BUS
B1 BUS
ESS/RH
BUS-TIE RELAY
ST-BY PUMP
TO VOLTMETER
ESSENTIAL BUS
LH/ESS
BUS-TIE RELAY
RH BUS
TIED
APR
RH MAIN BUS
2-17
OF
F
GP
U
OFF
GPU
ON
GROUND POWER UNIT BOX
EXTERNAL POWER RECEPTACLE
Figure 2-13. Ground Power
OPERATION
When external power is applied to the aircraft and the external power switch at the
receptacle is on, the GPU relay activates inhibiting circuits that cause the engine and
APU Generator contactors to open, isolating
these power sources from the distribution
system. The GEN 1 and GEN 2 annunciators
will illuminate. The APU GEN annunciator
will illuminate if the APU Master Switch is
on (in).
2-18
Figure 2-14 illustrates external power operation. When the EXT PWR switchlight is
depressed, the GPU contactor and the ESS/RH
bus-tie relay are both closed regardless of R/H
bus tie switch position. The battery contactor
opens, BAT annunciator illuminates, battery
charging is prevented and battery alone powers the battery bus. The GPU is then connected
to the right main bus and the rest of the distribution. The switchlight and the RH BUS
TIED annunciator are illuminated.
Revision 2
Revision 2
FIRE SOV
SLATS
PRESSURE REFUEL
LIGHTS 2
4P CONTROL
FIRE EXTINGUISHERS
NOTE: THE EXT PWR

SWITCHLIGHT IS IN (ON)
BATTERY BUS
Figure 2-14. External Power Operation
(APU)
APU
FAULT
A4 CABIN
ACCOMMODATION
2-19
DC POWER
DISTRIBUTION
GRAYEssential bus
SYSTEM DESCRIPTION
GREENB1 and B2 buses
D C p ow e r d i s t r i bu t i o n i s a c h i eve d b y a
multiple-bus system consisting of four major
buses: battery bus, left main bus, essential
bus, and right main bus. The distribution
system is normally operated as independent
left and right systems. The two systems may
be connected, if required, by the normally
open ESS/RH bus-tie relay.
REDDual supplied
WHITEA1 and A2 buses
The left system consists of the left main bus

and the essential bus, which are connected by
the normally closed LH/ESS bus-tie relay and
the battery bus. The battery bus is connected
to the essential bus by the battery contactor.
The left main bus powers the following buses:
A1, A2, A3, and A4 (see Figure 2-2).
ORANGEEquipment that may be load shed

to maintain minimum configuration
Buses A1, A2, A3, and A4 and B1, B2, B3, and
B4 are protected by current limiters located
in the main electrical boxes.
BATTERY BUS
The battery bus (Figure 2-15) is always powered if the battery is connected. It powers
certain essential items including the following:
Pressure refueling
The right system consists of the right main bus,

which powers the following buses; B1, B2, B3,
and B4 (see Figure 2-2).
Engine and APU fuel shutoff valves
The left, essential and battery buses and the

right main bus are contained in the LH and RH
main electrical boxes, respectively, in the forward service compartment (see Figure 2-3).
Normal slats (also powered from A2)
Engine (position 2) and APU (position

1) fire extinguishers
Emergency slats
Lights:
Forward service compartment
BUS-TIE RELAYS
Aft service compartment
Two bus-tie relays, the normally open ESS/RH

bus-tie relay and the normally closed LH/ESS
bus-tie relay, are controlled by rotary switches
on the DC SUPPLY panel and connect the
main buses to the essential bus. The two bustie relays may be automatically positioned by
system logic during certain operations (see
Automatic Load Shedding and Switching).
Baggage compartment
CIRCUIT-BREAKER PANELS
Three circuit-breaker panels (left, center, and
right) are located on the overhead panel. The
breakers are grouped by aircraft system and
are enclosed by colored lines for ease of
identification. The breakers are color-coded
according to bus:
2-20
Nose cone utility

Vestibule and stair
The battery bus also powers the battery contactor through the BAT switch and initiates
APU starting through the APU start relay.
AVIONICS MASTERS
The avionics systems are selectively powered
by two latching switchlights on the left and
right circuit-breaker panels (see Panel Poster).
These switches, labeled LH and RH AVIONICS MASTER are used primarily to remove
Revision 2
TO APU
10A
10A
PRESSURE REFUELING
FIRE SHUTOFF VALVES
5A
APU
START
RELAY
FIRE EXTINGUISHERS
BATTERY SWITCH CONTROL

(4P CONTROL)
5A
BATTERY
CONTRACTOR
BATTERY
SLATS
5A
*CIRCUIT LOGIC DISABLES
THESE LIGHTS IF THE
BATTERY, GEN 1, GEN 2, AND
APU GEN SWITCHES ARE ALL IN
THE OFF POSITION
10A
10A

DOOR CLOSING < SN 138)
LIGHTS 2
Figure 2-15. Battery Bus
power from the avionics on the ground when

they are not needed. When either of the
switches is pushed in, the respective avionics
are disconnected and the switchlight is illuminated. Similar switches installed as customer options control the flight management
systems (FMS). These switches, labeled LH
and RH FMS MASTER are adjacent to the
avionics master switches.
AUTOMATIC LOAD SHEDDING

AND SWITCHING
The electrical system is provided with several
automatic features to preserve electrical power
or to reduce electrical load. Logic circuits
control the following:
LH/ESS bus-tie relay
ESS/RH bus-tie relay
Additionally, certain flight essential items
normally powered from buses B1and B2 are
powered from buses A1 and A2 when the slats
are extended.
Revision 1
Load Shedding
Figure 2-16 depicts the logic circuit for the
LH/ESS bus-tie relay. The relay is powered
from both the left main and essential buses and
is normally controlled by the LH-ESS rotary
bus-tie switch. The relay is normally closed.
The LH BUS ISOL annunciator on the master
warning panel illuminates if the relay is open.
If generator 1 power is lost in flight, with all
switches in the normal position, the bus tie
will open, isolating the left main bus. This is
accomplished by the battery protection PCB for
the purpose of saving the battery. The left main
bus will be regained if the following occur:
The APU generator contactor is closed
(APU generator on line); or
The ESS/RH bus-tie relay is closed and
the generator 2 contactor is closed (generator 2 on line); or
2-21
LH/ESS
TIE CONTACTOR
LH BUS
ESS BUS
REPRESENTATION OF SIMPLIFIED AIRCRAFT

WIRING CONFIGURATION
LH/ESS
ROTARY TIE
CONTACTOR
SWITCH
TIED
APU GEN
CONTACTOR
GEN 2
CONTACTOR
ESS/RH
TIE
CONTACTOR
SLATS
RETRACTED
UNTIED
WOW
SLATS
EXTENDED
FLT
TIED
GEN 1
CONTACTOR
GPU
CONTACTOR
Figure 2-16. Left/Essential Bus-Tie Logic
The ESS/RH bus-tie relay is open, the

generator 2 contactor is closed (generator 2 on line), and the slats are
extended.
If the aircraft is on the ground and the LH/ESS
rotary bus-tie switch is closed, the LH/ESS
bus-tie relay is powered closed by a PCB
through the weight-on-wheels relays. The bus
will also be regained if the GPU contactor is
closed and GPU power is being used. In any
case, the relay will open if the LH-ESS rotary
bus-tie switch is opened.
Figure 2-17 depicts the logic circuit for the
ESS/RH bus-tie relay. The relay is powered
from both the essential and right main buses
and is normally controlled by the ESS/RH
rotary bus-tie switch. The relay is normally
open. The RH BUS TIED annunciator on the
master warning panel illuminates if the relay
is closed.
If generator 2 power is lost in flight, with all
switches in the normal position, the right main
bus is unpowered as generator 2 is its only
2-22
source of power. The right main bus will be regained if the ESS/RH bus-tie relay is closed and:
The LH/ESS bus-tie relay is closed and
the generator 1 contactor is closed (generator 1 on line); or
The APU generator contactor is closed
(APU generator on line).
The ESS/RH bus-tie relay is automatically
closed if the EXT PWR switch/light is energized closed even if the ESS-RH rotary bustie switch is in the open position. If the aircraft
is on the ground and the ESS-RH rotary bustie switch is closed, the ESS/RH bus-tie relay
is powered closed by a PCB through the
weight-on-wheels relays.
The RH BUS TIED annunciator on the master warning panel also indicates the condition
of the 225 amp current limiter between the
essential and right main buses. Even if all the
closed conditions above are met, the light will
not illuminate if the current limiter is open,
indicating that the two buses are not tied.
Revision 1
ESS/RH
TIE CONTACTOR
ESS BUS
RH BUS
REPRESENTATION OF SIMPLIFIED AIRCRAFT

WIRING CONFIGURATION
ESS/RH
ROTARY TIE
CONTACTOR
SWITCH
GEN 2
CONTACTOR
EXT PWR
SWITCH
APU GEN
CONTACTOR
TIED
NORM
GPU
GEN 1
CONTACTOR
WOW
FLT
LH/ESS BUS
CONTACTOR
Figure 2-17. Essential/Right Bus-Tie Logic
Load Switching
Certain copilot avionics that are normally
powered from buses B1 and B2 are powered
by buses A1 and A2 when the slats are extended. This allows the copilot to continue
receiving critical communication and navigation information should the No. 2 engine or
generator fail immediately after takeoff or in
the landing phase.
When the slat relay is closed, the following

avionics are powered from buses A1 and A2:
Copilots primary function display (PFD)
Copilots air reference panel (ARP)
VOR/LOC 2
AHS 2/AHRS 2
ADC 2
RH IAPS
On slat retraction, when the slat relay is
opened, the power reverts to the B1 and B2
buses if generator 2 is on line. If generator 2
is off line and the ESS-RH bus-tie relay is
open, the equipment is unpowered.
2-23
NORMAL OPERATION
LIMITATIONS
Figure 2-12 depicts normal, in-flight operations. The distribution system is operating as
independent left and right systems. The LHESS rotary bus-tie switch is horizontal, closing the LH-ESS bus-tie relay and the ESS-RH
rotary bus-tie switch is in the FLIGHT NORM
position, opening the ESS-RH bus-tie relay.
Generator 1 supplies the left distribution and
charges the battery and generator 2 supplies
the right distribution.
Maximum Voltage of
DC System ....................................29.5 VOLTS
ABNORMAL OPERATION
Figure 2-18 shows an in-flight situation with
the slats retracted and generator 1 off line. The
LH-ESS bus-tie logic PCB has opened the LHESS bus-tie relay, isolating the left main buses
even though the LH-ESS rotary bus tie switch
remains tied. The left main bus may be regained (depending on the nature of the generator problem) either by powering the APU
generator, or by closing the ESS-RH rotary
bus-tie switch provided generator 2 is on line.
Figure 2-19 shows an in-flight situation with
the slats retracted and generator 2 off line.
The ESS-RH rotary bus-tie switch is in the
FLIGHT NORM position so the right main
bus is unpowered. The right bus may be regained (depending on the nature of the generator problem) by closing the ESS-RH bus-tie
switch if generator 1 or the APU generator is
on line. If the slats are extended, the equipment
listed in the previous Load Switching section
will be powered from buses powered by the left
main bus.
2-24
Maximum Generator Output In Flight:

Stabilized ....................................400 AMPS
Maximum Generator Output
On Ground ..................................300 AMPS
NOTE
On the ground with only one engine
running and the left, essential, and
right buses tied, it is mandatory not
to exceed the 300 amps generator
load limit.
Battery Temperature:
Amber WARM Light
Illuminates At or Above .....120F (48.9C)
Red HOT Limit Illuminates
At or Above ........................160F (71.1C)
NON-ESSENTIAL SYSTEM
LOAD SHED
In flight if the aircraft is powered by less than
(any) two generators, bus A-4, B-4 and side
windshield heat are depowered. If no generators are powering the aircraft, drain mast heating is also depowered. There is no manual
override capability.
Revision 2
Revision 2
FIRE SOV
SLATS
PRESSURE REFUEL
LIGHTS 2
4P CONTROL
FIRE EXTINGUISHERS
APU
FAULT
A4 CABIN
ACCOMMODATION
THRUST
REVERSER 2
BATTERY BUS
* REFER TO PAGE 2-21,

AUTO LOAD-SHED
Figure 2-18. Generator 1 Failure in Flight
THRUST
REVERSER 1
(APU)
2-25
2-26
FIRE SOV
SLATS
PRESSURE REFUEL
LIGHTS 2
4P CONTROL
APU START
CONTACTOR
GENERATOR 1
TO AMMETER
BATTERY BUS
Figure 2-19. Generator 2 Failure in Flight
THRUST
REVERSER 1
(APU)
APU
FAULT
* REFER TO PAGE 2-21,

AUTO LOAD-SHED
A4 CABIN
ACCOMMODATION
THRUST
REVERSER 2
Revision 1
CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING........................................................................................................... 3-2
Cockpit Lighting .............................................................................................................. 3-2
Passenger Cabin Lighting ................................................................................................ 3-3
Baggage and Service Compartment Lighting .................................................................. 3-8
EXTERIOR LIGHTING ......................................................................................................... 3-8
Navigation Lights............................................................................................................. 3-8
Anticollision Lights ......................................................................................................... 3-8
Landing Lights ................................................................................................................. 3-9
Taxi Light......................................................................................................................... 3-9
Wing Ice Detection Lights ............................................................................................. 3-10
EMERGENCY LIGHTING ................................................................................................. 3-10
3-i
ILLUSTRATIONS
Figure
Title
Page
3-1
Interior Lighting Controls ........................................................................................... 3-3
3-2
Passenger and Crew Entrance Lights .......................................................................... 3-4
3-3
Passenger and Crew Door Airstair Lighting ............................................................... 3-5
3-4
Passenger Cabin Lighting Controls............................................................................. 3-6
3-5
Passenger Compartment Reading, Table, and Lavatory Lights................................... 3-7
3-6
Exterior Light Locations ............................................................................................. 3-9
3-7
Exterior Lighting Controls ........................................................................................ 3-10
3-8
Emergency Lighting Controls ................................................................................... 3-11
3-9
Exterior Emergency Lighting.................................................................................... 3-12
3-10
Interior Emergency Lighting..................................................................................... 3-13
3-iii
CHAPTER 3
LIGHTING SYSTEMS
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EXIT
INTRODUCTION
The Falcon 2000 lighting system is composed of the interior, exterior, and emergency
lighting subsystems. The interior lighting consists of the cockpit lighting, the passenger
cabin lighting, and the baggage and service compartment lighting. Exterior lighting
includes the navigation and logo lights, the anticollision lights, the landing and taxi
lights, and the wing-ice detection lights. The emergency lighting system provides
lighting to the emergency exits and their signal signs in the event of total electrical
power failure.
GENERAL
The Falcon 2000 lighting system has three (3)
subsystems: interior, exterior, and emergency.
Interior lighting consists of cockpit, passenger cabin, baggage, and service compartment
lighting. Cockpit lighting uses rheostats to
control instrument and overhead panels, pilot
and copilot map lights, and glareshield lights.
Pushbutton switches illuminate dome lights
and circuit-breaker panel lights. Passenger

compartment lights and signs use pushbuttons in the cockpit, airstair, passenger/crew entrance, lounges, and lavatory. A microswitch
in the door lock controls the lavatory light.
Passenger reading and table lights have individual switches. Baggage and service compartments have individual lights activated by
microswitches in the doors.
3-1
Airplane exterior lighting includes navigation, anticollision, landing, taxi, and wing ice
detection lights, plus an optional fin logo light.
All exterior lights are activated by toggle
switches on the cockpit overhead panel.
Emergency lighting is available to illuminate
emergency exit signs and lights when a total
power failure occurs. Three batteries supply
aircraft emergency lighting. If total power
failure occurs, electricity is available to illuminate two bulbs in the pilot and copilot dome
lights, passenger door and aisle spotlights,
emergency exit signal signs, emergency exits,
and the exterior escape path lighting.
bulb is for normal lighting purposes. The other

two bulbs in the dome light are for emergency
lighting, and are controlled by the emergency
lighting system. The dome lights are powered
directly from the 28-volt DC battery bus.
Should an abnormal aircraft situation occur,
the battery power supply may be isolated by
placing the GEN 1, GEN 2, APU GEN, and
BAT switches to the OFF position.
Glareshield Lights
The SHIELD rheostat on the overhead panel
above the pilot seat controls the brightness of
the left and right fluorescent tubes located
under the top edge of the glareshield.
INTERIOR LIGHTING
Illumination of the aircraft interior is accomplished through incandescent and fluorescent
lights for both direct and indirect lighting as
appropriate to the functional activities conducted in that part of the aircraft.
The following aircraft areas use interior
lighting:
Cockpit
Overhead Panel Lights

The OVERHEAD rheostat on the panel above
the copilot seat adjusts the brightness of the
overhead panel backlighting.
Instrument Lights
Rheostats labeled PILOT and COPILOT
on the overhead panels control brightness of
the respective instrument panels.
Passenger cabin
Baggage and service compartments
COCKPIT LIGHTING
Controls for cockpit lighting are located on the
two (2) overhead panels above the pilot and
copilot seats (Figure 3-1). Controls for passenger information signs, emergency lights,
cabin lighting, and cockpit dome lights are
found on the forward part of the overhead
panel. Switch functions are as described in
the following paragraphs.
Map Reading Lights

Rheostats labeled READING LIGHT adjust
the brightness of the map lights located on the
cockpit ceiling above the pilot and copilot seats.
Circuit-Breaker Panel Lighting

Two (2) spotlights on the partition behind the
pilot and copilot illuminate the circuit-breaker
panel. A CB PANEL pushbutton located on the
right lower section of the circuit-breaker panel
controls the spotlights.
Cockpit Dome Lights

Two (2) dome lights on each side of the overhead panel provide general cockpit lighting.
Each dome light has three (3) bulbs. The
DOME switch located on the right front part
of the overhead panel controls one bulb. This
3-2
No Smoking/Fasten Belts
Light Switches
Cabin Lighting Switch
Switchlights for each sign are located on the

right front part of the overhead panel. They activate the no smoking/fasten belts signs located throughout the aircraft. On aircraft serial
number 70 and beyond, the no smoking sign
illuminates upon activation of the passenger
oxygen system.
Emergency Light Switch

This switch will be discussed in the Emergency
Lighting Section of this chapter.
Passenger cabin lighting operation is dependent on the position of this switch. ALL or PAX
allows operation of the appropriate cabin
lights. OFF position deactivates the majority
of light switches on the left forward bulkhead
(Figure 3-2).
PASSENGER CABIN LIGHTING

Controls for the majority of passenger cabin
illumination are found on the left side of the
forward cabin bulkhead. Switches provide
electricity to the passenger and crew entrance
door area lights, airstair lights, passenger
INTERIOR LIGHTS SECTION OF

OVERHEAD PANEL
FASTEN
BELTS
DOME
EMERG
LIGHTS
ARM
ON
OFF
CABIN
ALL
PAX
OFF
INTERIOR LIGHTS
PILOT AND COPILOT
INTERIOR LIGHTS DOME
SWITCH
PILOT DOME LIGHT
PILOT MAP READING

LIGHT
CIRCUIT-BREAKER PANEL
SPOTLIGHTS PUSHBUTTON
COPILOT DOME LIGHT
COPILOT MAP READING

LIGHT
PILOT INSTRUMENT
RHEOSTAT
OVERHEAD PANEL
RHEOSTAT
RIGHT GLARESHIELD
TUBE
RIGHT GLARESHIELD
TUBE
COPILOT INSTRUMENTS
RHEOSTAT
GLARESHIELD LIGHT
RHEOSTAT
Figure 3-1. Interior Lighting Controls
3-3
BAGGAGE
LIGHT
AISLE
LIGHT
CABIN
FWD ON
CABIN
AFT ON
STAIR
LIGHT
ENTRY
LIGHT
CABIN
FWD BRT
CABIN
AFT BRT
BATT
IN
USE
(GENERIC LAYOUT, MAY

VARY IN YOUR AIRCRAFT)
IT
EX
IT
EX
Figure 3-2. Passenger and Crew Entrance Lights
3-4
Revision 1
compartment ceiling and aisle lights, passeng e r r e a d i n g l i g h t s , a n d l ava t o r y l i g h t s .

Operation of certain switches depends on the
position of the CABIN selector switch on the
cockpit overhead panel. Switch functions are
as described in the following paragraphs.
Passenger and Crew

Entrance Lights
Lighting is provided by four (4) white fluorescent tubes that are controlled by the
ENTRY LIGHT switchlight on the forward
cabin bulkhead (Figure 3-2). The switchlight

is powered only when the CABIN selector
switch in the cockpit is set to ALL.
Passenger and Crew Door

Airstair Lighting
Each of the five (5) doorsteps has an individual spotlight (Figure 3-3). Illumination of
these spotlights is controlled by either the
STAIR LIGHT switchlight on the forward
cabin bulkhead (Figure 3-2), or the pushbutton located on the left side of the stairs when
ENTRANCE STEP SPOTLIGHT
ENTRANCE STEPS LIGHTING

PUSHBUTTON
Figure 3-3. Passenger and Crew Door Airstair Lighting
3-5
they are extended (Figure 3-3). The spotlight

circuit is only energized when the aircraft
senses weight on wheels.
Passenger Compartment Lights

The CABIN FWD ON and CABIN AFT ON
switchlights (Figure 3-2) provide normal indirect lighting of the front and rear lounges.
Illumination is by four (4) rows of fluorescent
tubes distributed along the floor and ceiling
of the passenger compartment. The CABIN
FWD BRT and CABIN AFT BRT switchlights
(Figure 3-2) provide bright lighting of either
area. None of these four switches will work unless the CABIN selector switch in the cockpit is in the PAX or ALL position (Figure 3-4).
Aisle Lighting
Five (5) lamps controlled by the AISLE LIGHT
switchlight provide normal lighting of the aisle
(Figure 3-2).
Passenger Reading
and Table Lights
These lights have individual switch controls
at each seat and table (Figure 3-5). Lighting
of the entertainment cabinet is by spotlight
with a built-in control.
Lavatory Lighting
Six (6) lamps and three (3) fluorescent bulbs
provide lavatory compartment illumination.
The six (6) lamps and one fluorescent tube
are controlled by the VANITY switchlight. A
NO SMOKING
SWITCHLIGHT
FASTEN BELTS
SWITCHLIGHT
FASTEN
BELTS
DOME
EMERG
LIGHTS
ARM
ON
OFF
CABIN
ALL
PAX
OFF
INTERIOR LIGHTS
ENTRANCE AND
CABIN LIGHTING
SWITCH
Figure 3-4. Passenger Cabin Lighting Controls
3-6
Revision 1

02
02
02(T)
02(T)
XXXX
02(T)
02 02
EXIT
02 02
READING LIGHT
SWITCHLIGHT
02 02
PARTITION DOOR
MICROSWITCH
PASSENGER
READING LIGHTS
Figure 3-5. Passenger Compartment Reading, Table, and Lavatory Lights
TABLE LIGHT
SWITCHLIGHT
READING LIGHT PASSENGER

SWITCHLIGHT TABLE LIGHTS
PASSENGER
READING LIGHTS
READING LIGHT
SWITCHLIGHT
PASSENGER
READING LIGHT
PASSENGER
TABLE LIGHT
02
TABLE LIGHT
SWITCHLIGHT
PASSENGER
READING LIGHT
READING LIGHT
SWITCHLIGHT
THIRD CREWMEMBER
READING LIGHT
;
;
;;; ;;;;
;;;;
;
PASSENGER
READING LIGHT
READING LIGHT
VANITY
READING LIGHT
TABLE LIGHT
LIGHT
SWITCHLIGHT
SWITCHLIGHT
SWITCHLIGHT
PASSENGER
VANITY LIGHT
READING LIGHT
PASSENGER
PASSENGER
READING LIGHT
PUSHBUTTON
SWITCHLIGHT
READING LIGHT
TABLE LIGHT
PASSENGER
READING LIGHT
READING LIGHT
SWITCHLIGHT
THIRD
CREWMEMBER
READING LIGHT
SWITCHLIGHT
3-7
second fluorescent tube is powered directly

from the B1 bus. The third fluorescent bulb
illuminates through a door-locked microswitch
when the lavatory door is locked.
which could result in an untimely discharge

of the aircraft battery: nose cone, cockpit dome,
stairlights, baggage compartment, forward
service and aft service compartments.
BAGGAGE AND SERVICE

COMPARTMENT LIGHTING
EXTERIOR LIGHTING
Switch functions are as described in the following paragraphs.
All exterior lights are activated by toggle

switches on the cockpit overhead panel. The
light positions are shown in Figure 3-6.
Nose Cone Compartment

Lighting
NAVIGATION LIGHTS
A hand-held inspection light with a built-in

switch is provided for inspection of equipment within the compartment.
Baggage Compartment
Lighting
A ceiling light controlled by microswitches in
both the interior and external doors will illuminate when either door is opened. Exterior
lighting of the compartment door is accomplished by a floodlight powered through the
PYLON LIGHT pushbutton, or by a switch
light located on the inside forward frame of the
baggage compartment door.
A three-position NAV switch (Figure 3-7)

located on the exterior lights section of the
overhead panel controls the navigation light
system. In the OFF position, no navigation
lights are illuminated. When in NAV-LOGO,
the red left wingtip fairing light, green right
wingtip fairing light, white rear fairing light
just below the vertical stabilizer, and the vertical fin logo lights all illuminate. When NAV
is selected, only the vertical fin logo lights
extinguish.
ANTICOLLISION LIGHTS
There are two (2) types of anticollision lights
on the Falcon 2000:
Forward/Aft Servicing
Compartment Lighting
A red strobe light at the top of the fin and

a red belly strobe on aircraft number 52
and beyond
Both compartments have a ceiling light activated by the opening of the door.
Three (3) white strobe lights, one at the

rear fairing tip and one at each wingtip
fairing
Fueling Coupling and Fueling

Panel Lighting
Opening the access doors at these two locations
activates microswitches that illuminate the
respective areas.
Bat In Use Indicator Lighting

This indicator illuminates on the ground as
soon as a battery-supplied lighting circuit is energized. It provides a visual check should any
of the following lighting circuits be energized,
3-8
These lights are controlled through the ANTICOL selector switch located on the exterior
lights section of the overhead panel. The switch
has three positions:
REDIlluminates the red strobe light
only, normally turned on just prior
to engine start
ALLIlluminates all strobe lights, normally turned on just before departure and turned off after landing
OFFRemoves power to all the lights
Revision 1
LANDING LIGHTS
Landing lights are recessed in compartments
within the wing-to-fuselage fairings. A ventilation louver provides cooling for the lights.
Two (2) LANDING switches (LH and RH) located on the exterior lights section of the overhead panel control the lights (Figure 3-7).
Switch positions are ON or OFF. Above each
switch is an indicator light to verify the landing lights are illuminated if ON is selected. Do
not use landing lights for more than 15 minutes while on the ground or damage will result. Allow the lights to cool for 45 minutes
before using them again.
An optional pulse light system is available
that makes the aircraft more visible to other aircraft by flashing landing lights in an alternati n g s e q u e n c e . Tw o ( 2 ) L A N D I N G l i g h t
switches (LH and RH) located on the exterior
lights section of the overhead panel control the
landing lights. Each switch has an OFF,

PULSE, and ON position. Selecting one switch
to the PULSE position causes that landing
light to flash on and off. Selecting both
switches to the PULSE position allows both
lights to flash on and off in sequence. Selecting
either or both switches to the ON position
causes the respective light to illuminate steady.
TAXI LIGHT
A taxi light is installed on the nose gear landing strut to provide visibility while taxiing.
The TAXI light switch is located on the exterior lights section of the overhead panel. To
activate the taxi light, the switch must be in
the ON position with the nose gear down and
locked. The taxi light cannot be illuminated
with the nose gear retracted. If the light is on
prior to retraction, it will automatically turn
off upon retraction.
REAR ANTICOLLISION
RED LIGHT
LH NAVIGATION RED LIGHT
LH WING ANTICOLLISION LIGHT
LH/RH WING ICE

DETECTION LIGHTS
REAR NAVIGATION AND

ANTICOLLISION WHITE LIGH
LH/RH
EVACUATION
LIGHTS
TAXI LIGHT
BELLY
ANTICOLLISION
LIGHT (OPTIONAL)
LH/RH LANDING
LIGHTS
RH NAVIGATION
GREEN LIGHT
RH WING
ANTICOLLISION
WHITE LIGHT
Figure 3-6. Exterior Light Locations
Revision 1
3-9
WING ICE DETECTION LIGHTS
EMERGENCY LIGHTING
These lights illuminate the wing leading edges

for visual detection of icing. They are installed on the left and right fuselage fairing
skins. Control of the lights is through the
WING switch located on the exterior lights
section of the overhead panel.
The emergency lighting system is designed so

that if total power failure occurs, electricity
is available to illuminate the pilot and copilot dome lights, passenger door and aisle spotlights, emergency exit signal signs, emergency
exits, and the exterior escape path lighting
(Figures 3-8, 3-9, 3-10).
Arming and control of the emergency lighting
system is through the EMERG LIGHTS switch
located on the interior lights section of the
LH LANDING
LIGHT
SWITCH
NAV
LANDING LIGHTS
INDICATOR LIGHT
LDG
LANDING
ANTICOL
NAV
NAVLOGO
OFF
ALL
RED
OFF
TAXI
RH LANDING
LIGHT
SWITCH
WING
ON
PULSE
OFF
EXTERIOR LIGHTS
NAVIGATION LIGHTS
SELECTOR SWITCH
ANTICOLLISION
LIGHTS
SELECTOR SWITCH
TAXI LIGHT
SWITCH
ICING DETECTION
LIGHTS SWITCH
Figure 3-7. Exterior Lighting Controls
3-10
Revision 1
overhead panel. The switch has three positions:

ARM, ON, and OFF. Above the switch is an
EMERG LIGHTS indicator light that illuminates if the emergency lighting system is ON.
If set to ARM, the emergency lighting system
will activate if power is lost to Bus A1 and Bus
B1. The EMERG LIGHTS indicator is not illuminated.
When the switch is ON, the emergency lighting system is active and the indicator light is
illuminated. The ON position is also used for
test purposes.
If the switch is OFF, the emergency lighting

system is disarmed and will not come on during any loss of aircraft electrical power. The
EMERG LIGHTS indicator will be illuminated
if 28VDC is present.
The power source for emergency lighting is a
battery pack of three (3) batteries that has an
automatic energizing device designed to activate if the system is armed and a power loss
occurs. A standby battery is also available to
energize the standby horizon in case of electrical power failure.
EMERGENCY LIGHTING
INDICATOR LIGHT
FASTEN
BELTS
DOME
EMERG
LIGHTS
ARM
ON
OFF
CABIN
ALL
PAX
OFF
INTERIOR LIGHTS
EMERGENCY LIGHTING
ARMING/CONTROL SWITCH
Figure 3-8. Emergency Lighting Controls
Revision 2
3-11
OUTSIDE EMERGENCY
EXIT LIGHT
DETAIL A
EVACUATION
LIGHT
A
DETAIL B
EXTERIOR EVACUATION LIGHT
ESCAPE ROUTE ON WING
EXTERIOR EMERGENCY EXIT LIGHT
Figure 3-9. Exterior Emergency Lighting
3-12
PILOT
DOME
LIGHT
COPILOT
DOME
LIGHT
EXIT
EXIT
AISLE LIGHT
02
EMERGENCY
LIGHTING
BATTERY PACK
02
02(T)
XXXX
02(T)
AISLE LIGHT
02(T)
02 02
EXIT
EXIT
02 02
Figure 3-10. Interior Emergency Lighting
02
AISLE LIGHT
E
X
I
T
EXIT
E
X
I
T
;
;;;;;;;
;;;
AISLE LIGHT
PASSENGER
DOOR
EMERGENCY
SPOTLIGHTS
LIGHTING
BATTERY PACK
EXIT
EMERGENCY EXIT
HANDLE LIGHT
PULL HERE
TO OPEN
EXIT
02 02
AISLE LIGHT
EMERGENCY LIGHTING
BATTERY PACK
3-13
CHAPTER 4
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
MASTER WARNING PANEL (MWP)................................................................................... 4-2
System Operation............................................................................................................. 4-3
Master Warning Panel Lights........................................................................................... 4-3
SYSTEM-SPECIFIC PANEL LIGHTS ................................................................................ 4-10
Overhead Panel Lights................................................................................................... 4-10
Configuration Panel Lights ............................................................................................ 4-12
Battery Temperature Indicator Lights............................................................................ 4-12
Cabin Pressure Digital Controller Lights....................................................................... 4-12
Fire Control Panel Lights............................................................................................... 4-13
Automatic Power Reserve Lights .................................................................................. 4-13
Thrust Reverser Lights................................................................................................... 4-13
AUDIO WARNING UNIT (AWU) ....................................................................................... 4-14
4-i
ILLUSTRATIONS
Figure
Title
Page
4-1
4-2
Master Warning Panel (Later Aircraft)..................................................................... 4-3
4-3
Horn Silence Pushbutton........................................................................................ 4-14
TABLES
Table
Title
Page
4-1
Master Warning Panel Lights ................................................................................... 4-4
4-2
Overhead Panel Lights ........................................................................................... 4-10
4-3
Configuration Panel Lights .................................................................................... 4-12
4-4
Battery Temperature Indicator Lights .................................................................... 4-12
4-5
Cabin Pressure Digital Controller Lights............................................................... 4-12
4-6
Fire Control Panel Lights ....................................................................................... 4-13
4-7
Automatic Power Reserve Lights........................................................................... 4-13
4-8
Thrust Reverser Lights ........................................................................................... 4-13
4-9
Audio Warnings...................................................................................................... 4-14
4-iii
CHAPTER 4
TEST
INTRODUCTION
The master warning system on the Falcon 2000 provides a warning of airplane equipment malfunctions and unsafe operating conditions which require immediate attention
or an indication that a particular system is in operation. A system of aural tones is also
used to draw attention to certain system situations.
GENERAL
The master warning system on the Falcon 2000
uses a master warning panel (MWP), systemspecific panel warnings, and an audio warning unit to alert the flight crew of an abnormal
or serious condition that must be dealt with
using Abnormal or Emergency checklists. Any
red warning light on the MWP will activate the
audio warning unit. Some system-specific
lights will activate the MWP. Other lights may

also confirm that a selected system configuration has been achieved. In all cases, the presence of an annunciator light, panel warning
light, or the sound of an aural warning (voice
or gong) requires some action on the part of
the flight crew.
4-1
BRIGHT
DIM
TEST
RESET
FADEC 1
PITCH
FEEL
T/O
CONFIG
AIL
FEEL
FADEC 2
START 1
AUTO
SLATS
FLAP
ASYM
AIL
ZERO
START 2
OIL 1
LH
PROBES
ST BY
PITOT
RH
PROBES
OIL 2
AP
TRIM FAIL
AP
MISTRIM
APU GEN
APU
FAULT
APR
THRUST
REVERSER 2
FUEL 1
LH BUS
ISOL
HOT BAT
RH BUS
TIED
FUEL 2
LO
FUEL 1
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
BRAKE
BRAKE
PRESS
STD BY
PUMP
ANTI - ICE
RECIR
ISOL
CABIN
THRUST
REVERSER 1
GEN 1
BAT
FUELING
BRAKE
DOORS
BRAKE
ACCU
GEN 2
MASTER WARNING
PANEL (MWP)
The MWP consists of eight (8) red and fortythree (43) amber annunciator lights and is
located at the top left side of the center
instrument panel. Two versions of the MWP are
installed on the F2000. MWP lights illuminate in response to the presence of system
anomalies. Initial illumination of any light as
flashing or steady depends on the type of MWP
installed. A TEST button, when pushed and
held, tests the operation of all lights on the
M W P, b o t h M A S T E R WA R N I N G a n d
CAUTION panels (later aircraft), overhead
panels, instrument panels, pilot/copilot
consoles, and pedestal. A two-position
BRIGHT-DIM switch determines intensity of
light bulb/LED illumination. Upward movement of the switch gives maximum brightness.
Downward movement lowers the brightness.
Pressing RESET (button or switchlights)
rearms MWP system logic.
Early aircraft have MWP annunciator lights
(Figure 4-1) lit by two (2) incandescent bulbs.
T h e T E S T, B R I G H T- D I M , a n d R E S E T
controls are located on the panel directly above
4-2
the lights. On these aircraft, the RESET pushbutton changes a flashing red or flashing amber
MWP light to a steady BRIGHT or DIM light,
depending on the intensity selected.
Later aircraft incorporate a modified MWP
with red MASTER WARNING and amber
MASTER CAUTION switchlights located on
the glareshield in front of each pilot (Figure 42). These switchlights are lit by two (2)
incandescent light bulbs each. The newer MWP
annunciator lights are lit by light emitting
diodes (LEDs) that only illuminate in the steady
mode. The red MASTER WARNING flashes in
response to a steady red annunciator light. The
amber MASTER CAUTION flashes in response
to a steady amber annunciator light. TEST and
BRIGHT-DIM controls are on the panel directly above the annunciator lights. RESET is
accomplished by pressing the MASTER
WARNING or MASTER CAUTION switchlights. This resets the appropriate red or amber
light, and rearms system logic. MWP lights always remain steady. If the aircraft is on the
ground, MASTER light indications are inhibited
when engines are not running.
Circuit-breaker protection is on the Essential
and B1 busses.
Revision 2
Figure 4-2. Master Warning Panel (Later Aircraft)
SYSTEM OPERATION
On initial application of electrical power to the
aircraft, all annunciator lights illuminate in the
BRIGHT mode. DIM may be selected if
desired.
On all aircraft, position of the slats determines whether the initial MWP flashing light
will be BRIGHT or DIM. Flashing capability
is a function of either fuel engine switch placed
in the ON position.
On early aircraft, when a MWP flashing light
illuminates and the slats are retracted, the
light is automatically displayed in the BRIGHT
position. If slats are extended, the MWP light
will initially flash DIM. When the RESET
button is pressed, the flashing light will then
be a steady BRIGHT or DIM light, depending
on the position of the BRIGHT-DIM switch.
On later aircraft, when a steady red light
illuminates on the modified MWP and slats are
r e t r a c t e d , t h e r e d M A S T E R WA R N I N G
switchlights flash BRIGHT, accompanied by
a voice warning or Gong. Pressing either red
MASTER WARNING switchlight will extinguish both flashing red switchlights, reset system logic, and silence the audio or voice
Revision 2
warnings. If a steady amber light illuminates

on the MWP and slats are retracted, the amber
MASTER CAUTION switchlights are triggered to illuminate steady BRIGHT and a
Gong can be heard. Pressing either amber
MASTER CAUTION switchlight will extinguish both steady amber switchlights, and
reset the control logic of the MWP amber
lights and FADEC indicator lights. If slats are
extended, all lights operate as described above
except the position of the BRIGHT-DIM
switch determines the illumination intensity
of the MASTER WARNING and MASTER
CAUTION lights when first activated.
MASTER WARNING PANEL

LIGHTS
Table 4-1 lists each MWP annunciator light and
the causes for illumination. More information on the lights is available in each system
chapter.
4-3
Table 4-1. MASTER WARNING PANEL LIGHTS

DOORS
Annunciator
DOORS
Cause for Illumination

On ground: Passenger, baggage, forward
servicing or aft servicing
compartment doors, or emergency
exit not closed.
In flight: Passenger or baggage door, or
emergency exit not closed. An aural
Gong is heard.
ELECTRICAL
Annunciator
HOT BAT
Battery temperature greater than 71 C

(160 F). Accompanied by Gong sound.
GEN 1
No. 1 generator not connected to system, or

voltage less than 25 1 volts
GEN 2
No. 2 generator not connected to system, or

voltage less than 25 1 volts.
APU GEN
BAT
4-4
APU master switch "ON" and APU Generator not

connected to ESS bus or voltage less than 25 1 volts.
(During APU startup the light will remain illuminated
until APU GEN contactor closes.)
Battery contactor open. Battery not connected to
ESS bus.
RH BUS
TIED
ESS/RH bus-tie relay closed.

Essential and right main buses tied.
LH BUS
ISOL
LH/ESS bus-tie relay closed.

LH main and ESS Buses not tied.
Revision 2
Table 4-1. MASTER WARNING PANEL LIGHTS (Cont)

APU
Annunciator
APU
FAULT

APU failed (followed/not followed by APU shutdown), or
APU door not closed with one or both throttles set at
full power and weight on wheels, or
APU bleed valve not closed with APU BLEED switch
OFF, or
In some instances with APU BLEED switch in
AUTO, APU bleed valve should be closed.
APU FAULT light will illuminate.
FUEL
Annunciator
FUEL 1

Fuel system pressure less than approximately 5.0 psi.
FUEL 2
LO
FUEL 1
Left or right feeder tank quantity less than 250 pounds.
LO
FUEL 2
FUELING
Either fueling vent valve not closed, and/or

Either refueling door not closed, or
Fueling lever not set to OFF, or
Defueling valve not closed.
Loss of bus B2
ENGINE
Annunciator
FADEC 1

At least one engine FADEC is faulty or not energized.
FADEC 2
Revision 2
4-5

ENGINE (Cont)
Annunciator

Respective engine oil pressure is less than
25 psi. Accompanied by a Gong sound.
OIL 1
OIL 2
APR unable to automatically actuate.
APR
THRUST
REVERSER 1
Thrust reverser not actuated: Respective TR

system pressurized or respective TR door
unlatched.
or
THRUST
REVERSER 2
Thrust reverser actuated: TR not fully deployed

or fully stowed within 4.5 seconds of the command to
deploy or stow.
Respective engine start valve not closed after
engine start.
START 1
START 2
FIRE PROTECTION
Annunciator
AFT COMP
OVHT

Forward servicing compartment temperature
greater than 90 C (194 F).
AIR CONDITIONING/PRESSURIZATION
Annunciator
4-6
CABIN
Cabin altitude greater than 10,000 500 feet

(Aural Cabin voice warning sounds).
RECIR
ISOL
Recirculation valve not closed with aircraft altitude

greater than 15,000 feet. Recirculation valve not
opened with aircraft altitude lower than 15,000 feet.
Revision 2

AIR CONDITIONING/PRESSURIZATION (Cont)
Annunciator
ECU
OVHT
ECU compressor exhaust temperature greater than

220 C (428 F) for at least five seconds.
NOSE
CONE OVHT
Nose cone temperature greater than 70 C (158 F).
ANTI-ICING
Annunciator

Heating of associated static and/or total pressure
probes faulty.
LH
PROBES
or
RH
PROBES
respective AOA vane heat faulty.
ST BY
PITOT
Heating of standby total pressure probe faulty.
Malfunction of ENG 1, ENG 2, or WINGS

ANTI-ICE, or
TAT greater than 20 C with engine or wing
anti-ice system selected ON, or
Wing anti-ice system selected ON when aircraft
on ground.
ANTI-ICE
FLIGHT CONTROLS
Annunciator
T/O
CONFIG
NOTE
Aural "No Take Off" voice
warning sounds.
Revision 2
Whenever one or both throttles advanced above

MAX CLIMB, and:
Flaps position greater than 22, or
Both slats not extended fully, or
Either center or inboard airbrake not fully retracted, or
Stabilizer trim outside 2 to 6 envelope, or
BRAKE PRESS illuminated, or
Autopilot engaged
4-7

FLIGHT CONTROLS (Cont)
Annunciator
PITCH
FEEL
AIL
FEEL

IAS 210 + slats extended
Self test failure
Feel unit not in proper position based on horizontal
stabilizer position
Power supply failed
Roll Arthur actuator in wrong position (discrepancy

between IAS [ADC 2] and position of variable bellcrank).
AUTO
SLATS
Either stall system remained in Ground Test mode

after take off
or
5 difference between AOA vane angles
or
Either stall system still armed at IAS > 280 kts
or
Both ADC's inop
FLAP
ASYM
Asymmetrical flap extension has occurred.

(Accompanied by FLAP CTRL C/B popped.)
AIL
ZERO
Emergency trim actuator not in neutral position.
HYDRAULICS
Annunciator
PUMP 1
HYDR # 1
No. 1 hydraulic system No. 1 pump (located on

No. 1 engine) pressure output less than 1,500 psi.
PUMP 2
HYDR # 1
No. 1 hydraulic system No. 2 pump (located on

No. 2 engine) pressure output less than 1,500 psi.
PUMP
HYDR # 2
STD BY
PUMP
4-8
No. 2 hydraulic system pump (located on No. 2

engine) pressure output less than 1,500 psi.
Electric pump in non-stop operation for more than

one minute, or electric pump selector in aft service
compartment set to GROUND TEST position.
Revision 2

HYDRAULICS (Cont)
Annunciator
HYDR # TK
PRESS
HYDR # 2
ISOL

Pressurization of one or both hydraulic reservoirs is
less than 16 psi absolute.
No. 2 hydraulic system isolation valve not in correct

position. On ground valve should be open. In flight,
valve should be closed when slats retracted and open
when slats extended.
BRAKES
Annunciator
BRAKE
Both braking systems failed.

Aural Gong sounds.
BRAKE
One braking system failed.
BRAKE
PRESS
Park brake lever set, and/or residual pressure in one

or both wheel brakes with brake pedals neutral.
BRAKE
ACCU
Park brake accumulator pressure less than 2,100 psi.
AUTOPILOT
Annunciator
AP
MISTRIM
AP
TRIM FAIL
Revision 2

Autopilot failed or manually disengaged (Aural
Autopilot voice warning sounds).
Trim outside autopilot coupler envelope.
Pitch automatic compensation failed.
4-9
SYSTEM SPECIFIC
PANEL LIGHTS
OVERHEAD PANEL LIGHTS
Table 4-2 lists the faults or system configurations necessary to illuminate each annunciator light.
Table 4-2. OVERHEAD PANEL LIGHTS

(Cont)
DC SUPPLY PANEL
Annunciator
EXT PWR
External power switchlight

depressed.
Table 4-2. OVERHEAD PANEL LIGHTS

AIR-CONDITIONING PANEL
ICE AND RAIN PROTECTION PANEL

Annunciator
Annunciator
Normal operation if minimum N1

maintained
CABIN channel of PAX

temperature control computer
failed in automatic mode.
PAX
CREW
COCKPIT channel of CREW

temperature control computer
failed in automatic mode.
Engine: Insufficient pressure to

nacelle (Below 4 psi)
Wing:
ANTI-ICE
Left or right wing pressure

less than 4 psi or valve not
fully open when power set
below Max Climb
Bleed-air isolation valve closed.
ISOL
(FLASHING)
Engine: Excessive pressure to

nacelle (Above 70 psi)
INTERIOR LIGHTS PANEL

Annunciator
FASTEN
BELTS
Cockpit repeater that indicates

FASTEN BELTS illuminated on
passenger address panel.
EMERG
LIGHTS
EMERG LIGHT selector switch

set to ON or OFF when normal
power supply available.
Wing:
ANTI-ICE
Eng or
Wing:
Valve fully open when

power set at or above
Max Climb
or
Anti-ice ON and
TAT 20 C or greater
Indication fault
Avoid or leave icing conditions
ANTI-ICE
A cockpit repeater that indicates

NO SMOKING illuminated on
passenger address panel.
Wing anti-ice selected ON

while on ground
ANTI-ICE
or
Any amber light on overhead
anti-ice panel illuminates.
4-10
Revision 2
Table 4-2. OVERHEAD PANEL LIGHTS (Cont)

FUEL PANEL
Annunciator
XTK
Crosstank valve not closed.
X-BP
One of two cross-boost valves

not closed.
Associated centerwing tank level

less than 1,000 pounds.
LEVEL
WINDSHIELD PANEL
Annunciator

One of two temperature probes
either disconnected or shortcircuited.
XFR
EXTERIOR LIGHTS PANEL

Annunciator
LDG

LANDING switches set to the
ON or PULSE position.
APU PANEL
Annunciator
MASTER
START/STOP
Revision 2

During Start
Flashing Green: APU ECU powered, self-test initiated, APU door opens.
Steady Green: End of self-test, APU door open, EIED APU page displayed, ready for start.
During Shutdown
Flashing Green: APU door and fuel valve close. Light flashes until pushed OFF.
Light Extinguished: When pushed by pilot, ECU is unpowered.
When Switchlight Pushed

Steady Green: Automatic start sequence initiated, or APU running.
Light Extinguished: Overspeed signal shuts down APU, master caution light flashes,
APU FAULT light illuminates on master warning panel.
4-11
CONFIGURATION PANEL
LIGHTS
BATTERY TEMPERATURE
INDICATOR LIGHTS
Table 4-3 lists the causes of annunciator light

illumination.
Table 4-4 lists the causes to illuminate both annunciator lights.
Table 4-3. CONFIGURATION PANEL

LIGHTS
Table 4-4 . BATTERY TEMPERATURE

INDICATOR LIGHTS
FLIGHT CONTROLS
Annunciator

Disagreement exists between
position of slats and selected
configuration.
AIR
BRAKE
Both slats extended. If flashing, slats

have extended automatically or
disagreement between slat position
and selected position.
One airbrake not retracted or if
flashing, airbrakes have
automatically retracted with
control lever extended position.
LANDING GEAR
Annunciator

Respective main landing gear door
is not closed.
Nose gear in transit
Nose gear not locked down
Nose gear doors not fully opened
with nose gear fully extended
LH NOSE RH
Respective landing gear extended

and downlocked
LANDING GEAR CONTROL LEVER

Annunciator
WARM
Battery temperature is between
120 F (48.9 C) and 160 F (71 C).
HOT
Battery temperature is greater
than 160 F (71 C).
CABIN PRESSURE DIGITAL

CONTROLLER LIGHTS
Table 4-5 lists the causes to illuminate both annunciator lights.
Table 4-5. CABIN PRESSURE DIGITAL
CONTROLLER LIGHTS
Annunciator
DUMP
ON
When switchlight activated by pilot,

both outflow valves open and
depressurize cabin.

Flashes for 2 conditions:
1. After 20 second delay indicates
disagreement between handle
position and gear position. (Does
not look at gear doors.)
2. Both power lever angles (PLA)
< Max Cruise, and IAS < 160 kts,
and Radio Alt < 500 ft,
and
All 3 gear not down and locked.
OR
Both power lever angles (PLA)
and Radio Alt not available
and
(Items in #2 are accompanied by
nonsilenceable "Gear" voice)
4-12
Annunciator
MAN
ON
Manual pressurization activated

when switchlight pushed ON by
pilot.
Revision 2
FIRE CONTROL PANEL LIGHTS

Table 4-6 summarizes the causes of annunciator light illumination.
Table 4-6. FIRE CONTROL PANEL
LIGHTS
PANEL LIGHTS
Annunciator
FIRE 1
Fire condition exists in No. 1 engine

(sounds fire audio warning).
FIRE 2
Fire condition exists in No. 2 engine

Table 4-7. AUTOMATIC POWER

RESERVE LIGHTS
PANEL LIGHTS
Annunciator
APR
DISARM
When switchlight pressed in,

APR deactivated in each
FADEC.
APR
O'RIDE
When switchlight pressed in, APR

activated even upon failure of
automatic engagement system
(throttle levers set to TAKE OFF).
THRUST REVERSER LIGHTS

FIRE
APU
Fire condition exists in APU

Table 4-8 illustrates the lights and causes for

illumination.
Table 4-8. THRUST REVERSER LIGHTS
Associated fire detection system

unable to detect a fire.
PANEL LIGHTS
FAULT
TRANS
Discrepancy exists between

actual and requested position of
fuel shutoff valve and/or respective
hydraulic shutoff valve.
Annunciator
TRANS
Temperature greater than 160 C

(336 F) in left or right main gear well
DEPLOY
FIRE
BAG COMP
Smoke in baggage compartment

has been detected
AUTOMATIC POWER RESERVE

LIGHTS

Aircraft on Ground
Throttle lever between IDLE and
T/R IDLE.
Thrust reverser door in transit
between locked and fully deployed.
Aircraft in Flight
Thrust reverser not stowed
An abnormal situation
FADEC runs engine at idle thrust
Aircraft on Ground
Throttle lever between IDLE
and T/R IDLE.
Thrust reverser fully deployed
and hydraulically locked.
Aircraft in Flight
Thrust reverser fully deployed
and hydraulically locked.
An abnormal situation.
FADEC runs engine at idle thrust.
Table 4-7 lists the causes to illuminate both

annunciator lights.
Revision 2
4-13
AUDIO WARNING UNIT

(AWU)
The AWU consists of a gong or synthetic voice
sound that alerts the flight crew to a serious or
abnormal condition. Warnings are transmitted to the crew through the AWU loudspeaker,
or through the pilot and copilot intercom control system (headsets or cockpit loudspeakers). Any red or amber warning light on the
MWP will activate the audio warning unit.
The HORN SIL pushbutton (figure 4-3) on the
pedestal can silence some warnings.
Table 4-9 lists the audio warnings and their
causes.
Figure 4-3. Horn Silence Pushbutton
Table 4-9. AUDIO WARNINGS
WARNING
Takeoff
configuration
TYPE OF
SOUND
No takeoff
SIMULTANEOUS
WARNING OR
INDICATION
T/O CONFIG light
on Master
Warning Panel
CAUSE
Flap position
angle greater
than 22, or
HORN
SILENCE
NO
Slats not
extended, or
Airbrakes not
retracted, or
Horizontal
stabilizer
outside the 2
to 6 range, or
Warning panel
BRAKE PRESS
light illuminated,
or
Autopilot
engaged
Autopilot
configuration
Autopilot
AP light on
Master Warning
Panel
Autopilot failure.
Autopilot disconnection
YES
Red AP
annunciator on
primary FH display
4-14
Revision 2
Table 4-9. AUDIO WARNINGS (Cont)
WARNING
TYPE OF
SOUND
SIMULTANEOUS
WARNING OR
INDICATION
Landing gear
Gear
Gear
CAUSE
At least one
gear not down
and locked and
both throttle
levers set to less
than MAX
CRUISE
and
ADC-measured
IAS less than
160 knots
and
Radio altimeter
height less than
500 feet, if valid
or
Radio altimeter
not valid
When testing the
configuration
panel
Cabin pressure
Cabin
CABIN light on
Master Warning
Panel
HORN
SILENCE
NO. Indicator light
of landing gear
control lever
flashes after 20second delay when
disagreement
between landing
gear lever position
and gear position.
YES. The landing

gear control lever
indicator light
flashes immediately.
Cabin altitude
greater than 10,000
500 feet
YES
Horizontal
stabilizer
movement
Clacker noise
None
Movements of
horizontal stabilizer,
regardless of
operating mode
NO
VMO/MMO
Continuous onesecond tone
None
Overspeed
NO
Revision 2
4-15
WARNING
Fire
SIMULTANEOUS
WARNING OR
INDICATION
TYPE OF
SOUND
Alternating
continuous sound
FIRE light on fire

control panel
CAUSE
Detection of fire in any
of the following:
HORN
SILENCE
YES
No. 1 engine
No. 2 engine
APU
Wheel well overheat
Detection of smoke
in Baggage
compartment
Warning panel light
4-16
Gong"
Red Master
Warning Panel light
Illumination of any
red warning light
Revision 2

SLATS NOT EXTENDED
WARNING
TYPE OF
SOUND
SIMULTANEOUS
WARNING OR
INDICATION
Stall
Stall
None
CAUSE
Aircraft in CLEAN
configuration
with the airbrakes
extended and the
aircraft AOA
greater than 12,
or
HORN
SILENCE
NO
Airbrakes
retracted and the
aircraft AOA
greater than
13.2
SLATS EXTENDED
WARNING
TYPE OF
SOUND
SIMULTANEOUS
WARNING OR
INDICATION
Stall
Stall
None
CAUSE
Aircraft at takeoff:
With 10 or 20
flaps, airbrakes
retracted, and
aircraft AOA
greater than
12.8
HORN
SILENCE
NO
Aircraft at
landing:
Aircraft AOA
greater than
12.2
Revision 2
4-17
CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
FUEL STORAGE AND DISTRIBUTION SYSTEM............................................................. 5-3
Component Description ................................................................................................... 5-3
Controls and Indications .................................................................................................. 5-7
System Operation........................................................................................................... 5-12
FUEL INDICATING SYSTEM ............................................................................................ 5-23
Component Description ................................................................................................. 5-23
Controls and Indications ................................................................................................ 5-24
APU FUEL SYSTEM ........................................................................................................... 5-25
REFUEL/DEFUEL SYSTEM............................................................................................... 5-25
LIMITATIONS ...................................................................................................................... 5-30
Fuel Specifications......................................................................................................... 5-30
Operational Limitations ................................................................................................. 5-30
Revision 1
5-i
ILLUSTRATIONS
Figure
Title
Page
5-1
Falcon 2000 Fuel Tank System ................................................................................... 5-2
5-2
Fuel Storage and Distribution System Components ................................................... 5-4
5-3
FUEL Panel Location.................................................................................................. 5-5
5-4
Aft Servicing Compartment Pressure Gage ................................................................ 5-6
5-5
Fuel Tank Drain Valves ............................................................................................... 5-8
5-6
FUEL Control Panel.................................................................................................... 5-9
5-7
Fire Control Panel ..................................................................................................... 5-10
5-8
Master Warning Panel Indications ............................................................................ 5-11
5-9
Circuit Breakers and Location .................................................................................. 5-13
5-10
Fuel SystemNormal Operation.............................................................................. 5-14
5-11
Fuel SystemLeft Booster Pump Failed ................................................................. 5-15
5-12
Fuel SystemTank Balancing with Left Booster Pump Failed ............................... 5-16
5-13
Fuel SystemRight Booster Pump Failed ............................................................... 5-17
5-14
Fuel SystemTank Balancing with Right Booster Pump Failed............................. 5-18
5-15
Fuel SystemLeft Engine Failed............................................................................. 5-20
5-16
Fuel SystemTank Balancing with Left Engine Failed........................................... 5-21
5-17
Fuel SystemTank Balancing with Both Booster Pumps Operable........................ 5-22
5-18
Location of Fuel Quantity Probes ............................................................................. 5-23
5-19
EIED Fuel Indications............................................................................................... 5-25
5-20
Refuel/Defuel System Components and Location .................................................... 5-27
5-21
Overwing Filler Caps and Location .......................................................................... 5-27
5-22
Gravity Defueling ..................................................................................................... 5-28
Revision 1
5-iii
TABLES
Table
Title
Page
5-1
EIED Display ............................................................................................................ 5-24
5-2
Usable Fuel Distribution ........................................................................................... 5-30
5-v
CHAPTER 5
FUEL SYSTEM
;;;
;;;
6
MAIN
FUEL
2
LBS X 100
0
INTRODUCTION
;;;
;;;
;;;
;;;
;;;;
;;;
;;;
;;;
;;;
10
This chapter describes the components and operation of the fuel system including the
fuel storage and distribution system, fuel indicating system, APU fuel system, refuel/defuel system, and limitations.
GENERAL
Fuel is stored in two separate tank systems
(left and right), located in the wings and fuselage section between the wings (Figure 5-1).
Fuel is transferred inboard to the respective
system feeder sumps by transfer jet pumps and
gravity flow. Major controls for the fuel system are located on the FUEL control panel,
in the cockpit overhead.
Each engine is normally fed low pressure fuel
by an electric booster pump from its respective tank system. The left system normally
supplies fuel to the auxiliary power unit (APU).
C r o s s - f e e d i n g i s a l s o ava i l a b l e t o e a c h
engine and the APU. The left and right tank

systems may be connected through a crosstank interconnect valve in order to balance
fuel loads.
All fuel tanks are normally pressurized by
m e t e r e d l ow p r e s s u r e e n g i n e b l e e d a i r.
Negative pressure relief valves prevent booster
pump cavitation in the event of pressurization
failure.
Fuel quantity is monitored by a series of AC
capacitance probes, which give separate readings for each system.
5-1
5-2
RIGHT LATERAL
TANK FRONT
FEEDER
CENTER WING
RIGHT LATERAL
TANK
SEALED
PARTITIONS
LEFT WING
OUTBOARD
SECTION
HYDRAULIC DUCT
TUBE
WING TANKS
Figure 5-1. Falcon 2000 Fuel Tank System
RIGHT TANK SYSTEM
LEFT TANK SYSTEM
LEGEND
LEFT WING
INBOARD SECTION
CENTER WING
LEFT LATERAL
TANK
LEFT LATERAL
TANK REAR
FEEDER
RIGHT WING
INBOARD SECTION
RIGHT WING
OUTBOARD
SECTION
NEGATIVE PRESSURE
RELIEF VALVE
CENTER WING
TANK
The fuel quantity management computer

(FQMC) controls the fuel quantity indicator and displays faults associated with the
system on the center engine instrument
electronic display (EIED). Fuel quantity,
fuel flow, fuel temperature and total fuel
used are also displayed on the center EIED.
Low-fuel-level (250 pounds remaining) and
low-pump-pressure warning lights are located on the master warning panel. Low fuel
indicator lights (1000 pounds remaining)
are located on the FUEL control panel in the
cockpit overhead.
The single-point pressure-fueling system can
be used for complete or partial fueling and
defueling. Two overwing fueling ports are
provided for gravity refueling.
FUEL STORAGE AND

DISTRIBUTION SYSTEM
Fuel is stored in two separate tank systems (left
and right) (Figure 5-1). Each system contains
a feeder tank that is kept full by its respective
system transfer jet pumps. In the event of jet
pump failure, the sumps are kept full by gravity flow through a series of flapper valves.
An electric booster pump is located in the
feeder tank of each system. During normal
operation, each booster pump supplies fuel to
its respective engine. A cross-boost pump system allows either tank system to supply either
engine or the APU when necessary.
COMPONENT DESCRIPTION
APU fuel shutoff valve

Tank pressurization system
Drain valves
Fuel Storage Tanks

Two separate tank systems store fuel. The left
system consists of the left wing tank (inboard
and outboard) and half of the center wing tank.
The right system consists of the right wing tank
(inboard and outboard) and half of the center
wing tank (Figure 5-1).
The left and right wing tanks are divided into
inboard and outboard sections that are separated by baffles with one-way flapper valves.
These valves permit movement of fuel inboard
but restrict outboard fuel movement during
maneuvering flight.
The center wing tank is divided into left and
right sections. Each section is further divided
as follows: a left lateral and a lateral rear
feeder section; a right lateral and a lateral
front feeder section. The left and right lateral
sections are physically connected to their
respective inboard wing tanks by baffles and
flapper valves. The right lateral front feeder
and left lateral rear feeder sections are connected to their respective lateral tanks but are
separated from each other by a bulkhead that
forms the division between the left and right
tank system. The cross-tank interconnect valve
is located on this bulkhead and is used to transfer fuel between the left and right systems. The
electric booster pumps are located in the respective lateral front and rear feeder sections,
which are the low points of each system.
System components (Figure 5-2) include:

Fuel storage tanks
Electric booster pumps
Fuel transfer jet pumps
Cross-boost pump system
Cross-tank interconnect valve
Cross-tank solenoid valve
Engine fuel shutoff valves
Revision 1
5-3
All tanks are pressurized to permit engine operation at all altitudes and power settings up
to and including maximum rated power, should
a booster pump become inoperative.
Fuel Transfer Jet Pumps

Four transfer jet pumps are located in each tank
system. These jet pumps ensure an adequate
supply of fuel exists in the center wing tank
feeder sections at all times. Located in each
tank system, three jet pumps transfer fuel from
the inboard and outboard wing tanks to the center wing tank feeder sections. The fourth jet
pump ensures adequate flow to the booster
pump within each feeder section (Figure 5-2).
Electric Booster Pumps

An electric booster pump is installed in each
feeder section (left lateral rear and right lateral front) of the center wing fuel tank. Each
pump draws fuel through a filter screen and
ejects low pressure fuel to its respective engine feed line (Figure 5-2).
Jet pumps are used in the wings for fuel transfer because they are lightweight, have no
moving parts, and are extremely reliable.
Booster pumps are controlled by the left and

right BOOSTER pump switches located on
the FUEL control panel.
JET PUMP
RIGHT
BOOSTER
PUMP
CROSS-TANK
INTERCONNECT
VALVE
LEFT
BOOSTER
PUMP
CROSS-TANK
SOLENOID
VALVE
LEFT
CROSS-BOOST
PUMP
VALVE
CHECK
VALVE
RIGHT
CROSS-BOOST
PUMP
VALVE
LEGEND
NO. 1
ENGINE
FUEL
SOV
APU
FUEL SOV
NO. 2
ENGINE
FUEL
SOV
LEFT TANK SYSTEM

RIGHT TANK SYSTEM
LEFT BOOST PUMP PRESSURE
LEFT ENGINE
FEED
RIGHT ENGINE
FEED
RIGHT BOOST PUMP PRESSURE

SUCTION
Figure 5-2. Fuel Storage and Distribution System Components
5-4
Revision 1
Cross-Boost Pump System
Cross-Tank Interconnect Valve
The cross-boost pump system consists of two

cross-feed manifolds and two cross-boost
pump valves (Figure 5-2). It is utilized for
both cross-feed and cross-tank (fuel balancing) operations.
The cross-tank interconnect valve is

located in the center wing tank bulkhead which
divides the left and right tank systems. The
valve is spring-loaded closed.
The cross-boost pump system provides the

capability of cross-feeding fuel from either or
both tank systems to either or both engines.
In addition, the system provides the capability of cross-tanking (fuel balancing) between
the left and right tank systems. When the crosstank selector switch (XTK) is positioned to the
left or right detent (Figure 5-3) and the crossboost pump selector (X-BP) is in the open
position (horizontal).
This valve, in conjunction with the cross-boost

pump system, provides the capability of balancing fuel between the left and right tank
systems. Cross-tanking is activated only when
the cross-boost pump rotary switch (X-BP) is
in the horizontal position, and the XTK switch
is in either the left or right position.
Fuel Shutoff Valves

Fuel shutoff valves (SOV), located immediately
downstream of the cross-boost pump valves,
allow fuel to be isolated from either engine or
the APU (Figure 5-2). These valves are operated
by dual electric motors. Each is supplied by separate and independent power sources. With a
failure of one source, the other is fully capable
of operating the shutoff valve. The shutoff valves
are controlled by guarded FUEL SHUT OFF
switches on the fire control panel.
Tank Pressurization System
XTK
BOOSTER
BOOSTER
LEVEL
LEVEL
X-BP
The fuel tanks are automatically pressurized

by low-pressure bleed air from the engines.
This system is operational any time either
engine is running. The system provides positive pressure to the fuel tanks which reduces
fuel vaporization at high altitudes. In the event
of a failure of both electric booster pumps,
this system provides enough pressure to maintain a positive fuel flow to the engines at all
altitudes and power settings. A direct-reading
system air pressure gage (Figure 5-4) is located
in the aft servicing compartment.
The tank pressurization system is equipped
with negative pressure-relief valves which
vent the tanks to outside air any time outside
pressure is greater than tank pressure. This prevents booster pump cavitation in the event of
a tank pressurization failure.
ENG 1
APU
ENG 2
FUEL
Figure 5-3. FUEL Panel Location

Revision 1
5-5
LH/RH FUEL
TANK
PRESSURE GAGE
4
0
ASC COMPARTMENT
Figure 5-4. Aft Servicing Compartment Pressure Gage
5-6
Revision 2
Tank Drain Valves
LEVEL Warning Annunciators
The fuel tanks are equipped with external drain

valves (Figure 5-5) located at the lowest point
of each tank. These valves provide for testing
and draining of accumulated water. They can
also be used for complete tank draining.
The amber low fuel quantity annunciators,

labeled LEVEL, illuminate to indicate that
usable fuel level in the respective tank has
dropped below 1,000 pounds remaining.
During the external preflight inspection, fuselage fuel drains should be checked, using the
tank draining tool (Figure 5-5). Drained fuel
should be checked for the presence of water
and other contaminants.
CONTROLS AND INDICATIONS

FUEL Control Panel
The FUEL control panel (Figure 5-6) is located
in the center of the overhead panel. It contains
all major fuel system controls, except for the
fuel shutoff valves. The following controls
and indications are located on this panel.
Left and Right BOOSTER Pump

Switches
The BOOSTER switches control the electric
booster pumps located in each center wing
feeder section. Each switch has two positions:
BOOSTER (up)ON
Down (unlabeled)OFF
Revision 1
NOTE
Operational considerations are associated with the LEVEL warning
lights. Refer to the MEL for specific
information.
Cross-Tank Selector Switch (XTK)

When selected to the left or right, the crosstank selector switch (XTK) opens the crosstank solenoid valve, provided the X-BP rotary
switch is horizontal. This allows fuel booster
pressure to open the cross-tank interconnect
valve. Fuel then flows between the two fuel
systems. The XTK switch has three positions:
Center (unlabeled)All cross-tank
functions are disabled. The cross-tank
interconnect valve is closed.
Left or right With the X-BP rotary
switch horizontal, the cross-tank
solenoid valve opens, then the crosstank interconnect valve opens by fuel
booster pressure. The cross-boost pump
valves are configured to the appropriate
cross-tank configuration. The jet pumps
in the from system operate and the jet
pumps in the to system shut down.
This provides a relative high level in
the from lateral feeder to the to lateral feeder tank, causing fuel to flow
between these tanks through the crosstank interconnect valve.
5-7
5-8
A
DRAINING TOOL
FOUR FUEL PUMP COMPARTMENT

DRAINS
Figure 5-5. Fuel Tank Drain Valves
DRAIN OPERATION
OPENING :
INSERT TOOL IN SLOT, PUSH, AND THEN TURN ASSEMBLY
ONE QUARTER OF A TURN, CLOCKWISE OR
COUNTERCLOCKWISE.
CLOSING :
INSERT TOOL IN SLOT, TURN ONE QUARTER OF A TURN
CLOCKWISE OR COUNTERCLOCKWISE, AND ALLOW
ASSEMBLY TO SLIDE DOWN.
FUEL DRAIN WITH

REMOVABLE SEAL
DETAIL A
TURN
ESS AUTO
PR
XTK Indicator Annunciator

The amber XTK indicator annunciator illuminates
whenever fuel booster pressure is sensed in the
line between the solenoid and cross-tank
interconnect valves. This occurs whenever the
solenoid valve is not fully closed, unless neither
electric booster pump is operating.
The rotary switch has two positions: vertical

or horizontal. When used in conjunction with
the XTK switch it provides three functions:
Rotated to the vertical positionsystem
is not active.
Rotated to the horizontal position (crosstank selector switch centered)system
is in cross-feed mode.
Cross Boost Pump Rotary Switch

(X-BP)
The X-BP rotary switch controls the crossfeed function of the fuel system. This switch
also enables the function of the cross-tank
selector switch.
Rotated to the horizontal position (crosstank selector switch in the left or right
position)system is in cross-tank mode.
X-BP Indicator Annunciator

Illumination of the amber X-BP annunciator
indicates that one of the cross-boost pump
valves is not fully closed.
CROSS-TANK
INDICATOR
LEFT BOOSTER
PUMP SWITCH
XTK
BOOSTER
BOOSTER
LEVEL
CROSS-BOOST
PUMP
INDICATOR
LEVEL
LEVEL WARNING
LIGHT
X-BP
CROSS-TANK
SWITCH
CROSS-BOOST
PUMP ROTARY
SWITCH
ENG 1
APU
ENG 2
FUEL
Figure 5-6. FUEL Control Panel
5-9
Fire Control Panel
TRANS Annunciator
The fire control panel (Figure 5-7) contains the

indicators for both engines and APU fire
detection, as well as controls for operating and
monitoring the fuel shutoff valves. This
discussion is concerned with the fuel control
functions only. For a discussion of fire control
related functions refer to Chapter 8, Fire
Protection, of this training manual.
The amber TRANS annunciator indicates

position of the respective fuel SOV and/or hydraulic SOV(s) do not correspond with the
position of the fuel shutoff switch. Initially,
when the switch is selected to a new position,
the TRANS light is illuminated during the
short interval the valves are transitioning to
the newly commanded position. If a valve
freezes in an intermediate position or fails to
operate at all, the light remains illuminated.
Fuel Shutoff Switches

There are three fuel shutoff switches: one for
each engine and one for the APU. Each fuel
shutoff switch is a guarded toggle switch. By
opening the guard and placing the switch to the
up position, the respective shutoff valve (SOV)
is commanded to close, isolating the associated engine (or APU) from the fuel supply. The
engine fuel SOVs also control hydraulic SOVs
which are discussed in Chapter 13 Hydraulic
Systems.
DISCH
FUEL
SHUT
OFF
DISCH
FUEL
SHUT
OFF
2
1
0
Master Warning Panel

Annunciators
For a more complete list of causes and action
to be taken in the event of the illumination of
a warning panel annunciator, refer to Chapter
4, Master Warning, of this training manual.
DISCH
FUEL
SHUT
OFF
2
1
0
TRANS
TRANS
L
H
R
H
E
L
W V
H H
E T
E
L
O
W V
H H
E T
TRANS
FIRE
BAG COMP
FAULT
FIRE 1
FAULT
FIRE APU
FAULT
FIRE 2
TEST
Figure 5-7. Fire Control Panel
5-10
Revision 2
FUEL 1 and 2 Annunciators
FUELING Annunciators
Illumination of the amber FUEL 1 or FUEL 2

caution annunciators (Figure 5-8) indicates a
fuel supply pressure drop at the entrance to the
associated engine fuel control unit.
Illumination of the amber FUELING caution

annunciators indicates:
One or both fueling vent valves have
not closed, and/or
LO FUEL 1 and LO FUEL 2

Annunciators
One of the two refueling doors is not

closed, and/or
Illumination of the amber LO FUEL 1 or LO

FUEL 2 caution annunciators indicates a lowfuel-level (250 pounds remaining) in the associated tank system.
Vent valve lever is not set to off

Defueling valve not closed
Loss of B2 bus power
NOTE
Operational considerations are associated with the LO FUEL caution
annunciators. Refer to the MEL for
specific information.
BRIGHT
DIM
TEST
RESET
FADEC 1
PITCH
FEEL
T/O
CONFIG
AIL
FEEL
FADEC 2
START 1
AUTO
SLATS
FLAP
ASYM
AIL
ZERO
START 2
OIL 1
LH
PROBES
ST BY
PITOT
RH
PROBES
OIL 2
AP
TRIM FAIL
AP
MISTRIM
APU GEN
APU
FAULT
APR
THRUST
REVERSER 1
GEN 1
BAT
THRUST
REVERSER 2
GEN 2
FUEL 1
LH BUS
ISOL
HOT BAT
RH BUS
TIED
FUEL 2
LO
FUEL 1
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
STD BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN
Figure 5-8. Master Warning Panel Indications
Revision 2
5-11
Associated Circuit Breakers

Circuit breakers associated with the fuel storage and distribution system are located on the
rear portion of the central overhead panel
(Figure 5-9):
BOOST 1Controls ESS bus power to
the left booster pump
FUEL 2 SHUT OFFControls A1 bus
power to the right engine fuel shutoff
valve
BOOST 2Controls B1 bus power to
the right booster pump
X-BPControls B1 bus power to the
crossfeed valves
FUEL 1 SHUT OFFControls B2 bus
power to the left engine fuel shutoff
valve
FUEL APU SHUT OFFControls B2
bus power to the APU fuel shutoff valve
SYSTEM OPERATION
Normal Operation
During normal operation (Figure 5-10), the
XTK valve is closed (switch centered). Crossboost pump valves are set to their respective
fuel tank system jet pumps with the X-BP rotary switch vertical. A cross-boost pump valve
is considered by Dassault to be closed when
it provides feed to its respective system jet
pumps. It is considered to be open in the opposite position.
Transfer jet pumps move fuel inboard from the
wing tanks to the lowest point in the center
wing tank. If the jet pumps fail, fuel will flow
inboard by gravity. Flapper valves allow fuel
to flow inboard toward the center wing tank
feeder sections but not in the opposite direction. Engine fuel feed is by an electric booster
pump direct to the respective engine.
5-12
Operation with One Booster

Pump Failed
When one electric booster pump fails, the affected engine may be cross-fed using the crossboost pump system. The failed booster pump
should be turned off and the X-BP rotary
switch rotated to the horizontal position.
In this configuration, left and right cross-boost
pump valves are positioned by a logic circuit
that looks at the position of No. 2 BOOSTER
pump switch while monitoring fuel pressure
to No. 2 engine:
If No. 2 BOOSTER pump switch is on
with inlet fuel pressure normal, the left
cross-boost pump valve is positioned to
supply No. 1 engine from the right fuel
tank system (Figure 5-11).
Should either No. 2 BOOSTER pump
switch be off, or inlet fuel pressure to No.
2 engine be below normal, the right
cross-boost pump valve is positioned to
supply No. 2 engine from the left tank
system (Figure 5-13).
In either case, both engines will be fed from
the operating booster pump. Transfer jet pumps
are active only in the tank system with the operating booster pump.
Prolonged operation in this configuration will
result in fuel tank imbalance. This can be corrected by placing the XTK switch toward the
low tank system. Now both engines continue to
be fed from the operating booster pump, but
opening the cross-tank interconnect valve reconfigures the left and right cross-boost pump
valves to provide motive-flow to the high side
tank transfer jet pumps (Figures 5-12 and 5-14).
This increased flow of fuel into the high side
feeder sump causes fuel to flow by gravity
through the cross-tank interconnect valve and
into the low side feeder sump. This configuration should be maintained until the fuel is balanced between the left and right systems.
LEFT BOOSTER PUMP
CIRCUIT BREAKER
RIGHT FUEL SHUTOFF

VALVE CIRCUIT
BREAKER
RIGHT BOOSTER PUMP

CIRCUIT BREAKER
CROSSFEED VALVE
CIRCUIT BREAKER
LEFT FUEL SHUTOFF

VALVE CIRCUIT BREAKER
APU FUEL SHUTOFF

VALVE CIRCUIT BREAKER
Figure 5-9. Circuit Breakers and Location
5-13
XTK
BOOSTER
BOOSTER
LEVEL
LEVEL
LEGEND
CONFIGURATION
X-BP
BOTH BOOSTER PUMPS ON

CROSS-BOOST PUMP ROTARY
SWITCH VERTICAL
CROSS-TANK SELECTOR
SWITCH CENTERED
LEFT TANK SYSTEM

RIGHT TANK SYSTEM
SUCTION
ENG 1
JET PUMP
APU
ENG 2
FUEL
RIGHT
BOOSTER
PUMP
CROSS-TANK
INTERCONNECT
VALVE
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID
VALVE
LEFT
CROSS-BOOST
PUMP
VALVE
APU
FUEL SOV
NO. 1
ENGINE
FUEL
SOV
LEFT ENGINE
FEED
CHECK
VALVE
RIGHT
CROSS-BOOST
PUMP
VALVE
NO. 2
ENGINE
FUEL
SOV
RIGHT ENGINE
FEED
Figure 5-10. Fuel SystemNormal Operation
5-14
Revision 1
XTK
BOOSTER
BOOSTER
LEVEL
LEVEL
LEGEND
CONFIGURATION
X-BP
LEFT TANK SYSTEM
LEFT BOOSTER PUMP OFF,

RIGHT BOOSTER PUMP ON
(ONLY ONE OPERABLE)
SWITCH HORIZONTAL
CROSS-TANK SELECTOR
SWITCH CENTERED
RIGHT TANK SYSTEM

SUCTION
ENG 1
JET PUMP
APU
ENG 2
FUEL
RIGHT
BOOSTER
PUMP
CROSS-TANK
INTERCONNECT
VALVE
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID
VALVE
LEFT
CROSS-BOOST
PUMP
VALVE
NO. 1
ENGINE
FUEL
SOV
LEFT ENGINE
FEED
APU
FUEL SOV
CHECK
VALVE
RIGHT
CROSS-BOOST
PUMP
VALVE
NO. 2
ENGINE
FUEL
SOV
RIGHT ENGINE
FEED
Figure 5-11. Fuel SystemLeft Booster Pump Failed
Revision 1
5-15
XTK
BOOSTER
BOOSTER
LEVEL
LEVEL
CONFIGURATION
LEGEND
X-BP
LEFT TANK SYSTEM

(ONLY ONE OPERABLE)
SWITCH HORIZONTAL
CROSS-TANK SELECTOR
SWITCH RIGHT (TO LOWLEVEL SIDE)
RIGHT TANK SYSTEM

SUCTION
ENG 1
JET PUMP
APU
ENG 2
FUEL
CROSS-TANK
INTERCONNECT
VALVE
RIGHT
BOOSTER
PUMP
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID
VALVE
LEFT
CROSS-BOOST
PUMP
VALVE
NO. 1
ENGINE
FUEL
SOV
LEFT ENGINE
FEED
APU
FUEL SOV
CHECK
VALVE
RIGHT
CROSS-BOOST
PUMP
VALVE
NO. 2
ENGINE
FUEL
SOV
RIGHT ENGINE
FEED
Figure 5-12. Fuel SystemTank Balancing with Left Booster Pump Failed
5-16
Revision 1
XTK
BOOSTER
BOOSTER
LEVEL
LEVEL
CONFIGURATION
LEGEND
X-BP
LEFT TANK SYSTEM
LEFT BOOSTER PUMP ON

(ONLY ONE OPERABLE)
RIGHT BOOSTER PUMP OFF
SWITCH HORIZONTAL
CROSS-TANK SELECTOR
SWITCH CENTERED
RIGHT TANK SYSTEM

SUCTION
ENG 1
JET PUMP
APU
ENG 2
FUEL
RIGHT
BOOSTER
PUMP
CROSS-TANK
INTERCONNECT
VALVE
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID
VALVE
LEFT
CROSS-BOOST
PUMP
VALVE
NO. 1
ENGINE
FUEL
SOV
LEFT ENGINE
FEED
APU
FUEL SOV
CHECK
VALVE
RIGHT
CROSS-BOOST
PUMP
VALVE
NO. 2
ENGINE
FUEL
SOV
RIGHT ENGINE
FEED
Figure 5-13. Fuel SystemRight Booster Pump Failed
Revision 1
5-17
XTK
BOOSTER
BOOSTER
LEVEL
LEVEL
CONFIGURATION
LEGEND
X-BP
LEFT TANK SYSTEM
LEFT BOOSTER PUMP ON

(ONLY ONE OPERABLE), RIGHT
BOOSTER PUMP OFF
SWITCH HORIZONTAL
CROSS-TANK SELECTOR
SWITCH LEFT (TO LOW-LEVEL
SIDE).
RIGHT TANK SYSTEM

SUCTION
ENG 1
JET PUMP
APU
ENG 2
FUEL
CROSS-TANK
INTERCONNECT
VALVE
RIGHT
BOOSTER
PUMP
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID
VALVE
LEFT
CROSS-BOOST
PUMP
VALVE
NO. 1
ENGINE
FUEL
SOV
LEFT ENGINE
FEED
APU
FUEL SOV
CHECK
VALVE
RIGHT
CROSS-BOOST
PUMP
VALVE
NO. 2
ENGINE
FUEL
SOV
RIGHT ENGINE
FEED
Figure 5-14. Fuel SystemTank Balancing with Right Booster Pump Failed
5-18
Revision 1
Operation with One Engine

Failed
When either engine fails, the respective FUEL
E N G s w i t c h i s p l a c e d t o O F F, a n d t h e
respective tank electric boost pump switch is
turned off.
If extended flight is necessary, the X-BP switch
should be rotated to the horizontal position
(Figure 5-15), and the XTK switch should be
moved toward the low tank (Figure 5-16).
In this configuration, the solenoid valve opens
allowing fuel pressure to open the cross-tank
interconnect valve. Left and right cross-boost
pump valves are reconfigured to provide
motive-flow to the high side tank transfer jet
pumps. This increased flow of fuel into the
high side feeder sump causes fuel to flow
through the cross-tank interconnect valve
and into the low side feeder sump. This configuration should be maintained until fuel is
balanced between systems.
Fuel Tank Balancing

If a fuel imbalance occurs with both booster
pumps operating normally, rotate the X-BP
switch to the horizontal position. Then move
the XTK switch toward the low tank, and turn
off the low tank booster pump (Figure 5-17).
In this configuration, the cross-boost pump
valves are reconfigured to feed both engines
from the high side tank. Motive flow is provided
to the jet pumps in the high side tank, and the
cross-tank interconnect valve allows fuel to
flow from the high side tank to the low side tank
feeder sump. This configuration should be
maintained until the fuel is balanced.
5-19
XTK
BOOSTER
BOOSTER
LEVEL
LEVEL
LEGEND
CONFIGURATION
X-BP
LEFT TANK SYSTEM

SWITCH HORIZONTAL
CROSS-TANK SELECTOR
SWITCH CENTERED
RIGHT TANK SYSTEM

SUCTION
ENG 1
JET PUMP
APU
ENG 2
FUEL
RIGHT
BOOSTER
PUMP
CROSS-TANK
INTERCONNECT
VALVE
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID
VALVE
LEFT
CROSS-BOOST
PUMP
VALVE
APU
FUEL SOV
NO. 1
ENGINE
FUEL
SOV
LEFT ENGINE
FEED
CHECK
VALVE
RIGHT
CROSS-BOOST
PUMP
VALVE
NO. 2
ENGINE
FUEL
SOV
RIGHT ENGINE
FEED
Figure 5-15. Fuel SystemLeft Engine Failed
5-20
Revision 1
XTK
BOOSTER
BOOSTER
LEVEL
LEVEL
LEGEND
CONFIGURATION
X-BP
LEFT TANK SYSTEM

SWITCH HORIZONTAL
CROSS-TANK SELECTOR
RIGHT TANK SYSTEM

SUCTION
ENG 1
JET PUMP
APU
ENG 2
FUEL
CROSS-TANK
INTERCONNECT
VALVE
RIGHT
BOOSTER
PUMP
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID
VALVE
LEFT
CROSS-BOOST
PUMP
VALVE
NO. 1
ENGINE
FUEL
SOV
LEFT ENGINE
FEED
APU
FUEL SOV
CHECK
VALVE
RIGHT
CROSS-BOOST
PUMP
VALVE
NO. 2
ENGINE
FUEL
SOV
RIGHT ENGINE
FEED
Figure 5-16. Fuel SystemTank Balancing with Left Engine Failed
Revision 1
5-21
XTK
BOOSTER
BOOSTER
LEVEL
LEVEL
LEGEND
CONFIGURATION
X-BP
LEFT TANK SYSTEM
LEFT BOOSTER PUMP (HIGHLEVEL SIDE) ON, RIGHT

BOOSTER PUMP (LOWLEVEL SIDE) OFF
SWITCH HORIZONTAL
CROSS-TANK SELECTOR
RIGHT TANK SYSTEM

SUCTION
ENG 1
JET PUMP
APU
ENG 2
FUEL
CROSS-TANK
INTERCONNECT
VALVE
RIGHT
BOOSTER
PUMP
LEFT
BOOSTER
PUMP
CROSS TANK
SOLENOID
VALVE
LEFT
CROSS-BOOST
PUMP
VALVE
NO. 1
ENGINE
FUEL
SOV
LEFT ENGINE
FEED
APU
FUEL SOV
CHECK
VALVE
RIGHT
CROSS-BOOST
PUMP
VALVE
NO. 2
ENGINE
FUEL
SOV
RIGHT ENGINE
FEED
Figure 5-17. Fuel SystemTank Balancing with Both Booster Pumps Operable
5-22
Revision 1
FUEL INDICATING
SYSTEM
The fuel indicating system monitors and displays all appropriate fuel system data for each
engine and fuel tank system.
The aircraft is equipped with five fuel quantity probes (Figure 5-18) for each tank system,
located as follows:
Capacitance probes, impellers, thermistors,

and thermometers send signals to the fuel
quantity management computer (FQMC). The
FQMC then processes all signal data for cockpit display. Fuel quantity remaining, fuel flow,
quantity used, and fuel temperature data (optional) are displayed on the center EIED.
Fuel Quantity Probes
One probe for each center wing feeder

tank
One probe for each center wing lateral
tank
One probe for each inboard wing tank
Two probes for each outboard wing tank
Figure 5-18. Location of Fuel Quantity Probes
5-23
Each capacitance-type fuel probe sends a signal to the FQMC. Each signal is measured by
two independent channels to ensure reliability. Signals are used by the FQMC to compute
total fuel quantity. A microprocessor continuously computes the fuel quantity within each
tank system and compensates for aircraft attitude by using signals from the AHRS or the
IRS (if installed).
NOTE
Operational considerations are associated with the FQMC. Refer to
the MEL for specific information.
Low-Level Sensors
There are two sets of fuel low-level sensors
(thermistors):
One set located with the center wing
lateral tank fuel probes provides the
1,000-pound remaining notification
(LEVEL lights on the FUEL control
panel) when uncovered.
exist, these probes send a signal to the FQMC,

which controls the closing of the electric refueling valves.

Fuel quantity remaining, quantity used, flow,
and temperature indications are displayed on
the No. 2 EIED (Figure 5-19). Some display
colors vary in relation to existing conditions.
See Table 5-1 for further details.
During normal operations, Class 2 messages
are viewable by depressing the No. 2 EIED
SCAN key. MSG are displayed in red on the
ground and in yellow in flight. They indicate
the loss of FQMC channel (FQMC CHANN E L 1 FA I L E D o r F Q M C C H A N N E L 2
FAILED) or an erroneous fuel quantity value
(FUEL QTY LEFT DEGRADED or FUEL
QTY RIGHT DEGRADED).
NOTE
Operational considerations are associated with the FQMC channels.
Refer to the MEL for specific information.
A second set located with the center

wing feeder tank fuel probes provides the
250-pound remaining notification (LO
FUEL 1/LO FUEL 2 lights on the warning panel) when uncovered.
The amount of fuel left in the tanks

when the fuel quantity indicators
reach zero is not safely usable in all
flight conditions.
Overfill Sensors
Full tank conditions are sensed by the outboard wing fuel probes. If full tank conditions
Table 5-1. EIED DISPLAY

COLOR SCHEME
DISPLAY PRECISION
UNIT
DISPLAY
RANGE
GREEN ON
BLACK
BLACK ON
YELLOW
WHITE
ON RED
DIGITAL
DISPLAY
ANALOG
DISPLAY
Fuel Flow
pph
0 to 3,000
5 pph
10 pph
Fuel Used
lb
0 to 9,990
10 lb
Fuel Quantity
lb
0 to 6,500
200 to 6,500
0 to 190
10 lb
Fuel Temp.*
60 to +99
60 to +99
101
1C
PARAMETER
*OPTIONAL
5-24
Revision 1
The aircraft may be defueled using the booster

pumps and suction from the fuel carrier or
through drain valves located in the bottom of
each tank system.
APU FUEL SYSTEM

The APU fuel distribution system normally delivers fuel on demand from the left engine
feed line to the APU. The APU may also be
cross-fed from the right tank system with the
use of the cross-boost pump system. Fuel for
the APU is controlled by the APU FUEL
SHUTOFF switch. For more information on
the APU, see Chapter 6, Auxiliary Power
Unit, of this training manual.
Vent Valves
Vent valves are used by the refueling and defueling system to equalize tank pressure with
ambient air. The vent valve control lever is located in front of the refueling connector
(Figure 5-20). The shape and position of the
lever ensures it must be actuated to allow
opening of the filler connector. Setting the
lever to the up position opens the vent valves
electrically. The red STOP FUELING light
on the refueling panel remains illuminated
until both vent valves are fully open.
REFUEL/DEFUEL
SYSTEM
The Falcon 2000 is normally pressure-refueled.
It has the capability to pressure-refuel all tanks
fully or partially. Gravity refueling through
two wing filler ports is also available.
INSTANTANEOUS
FUEL FLOW DATA
FUEL
1400
FF
PPH
1400
FUEL QUANTITY
(REMAINING)
QTY
4000
FUEL QUANTITY
(USED)
190
LB
4600
TEMP
FU
LB
4600
23 C MSG
RCONF
SCAN
Figure 5-19. EIED Fuel Indications
Revision 1
5-25
5-26

0
5
15
10
TEST
OFF
FULL
PARTIAL
ON
OFF
ON
STOP
FUELING
FULL
PRESSURE FUELING PANEL
FULL
(140QS3)
DOOR
(140QS2)
Figure 5-20. Refuel/Defuel System Components and Location
DETAIL A
PRESSURE-FUELING PANEL (140QS)
DOOR
COUPLING/AIRCRAFT ELECTROSTATIC
BALANCING CONNECTOR
RIGHT TANK REFUELING

SWITCH
DETAIL B
REFUEL CONNECTOR (50QS)
PARTIAL REFUELING REFUELING AUTOMATIC

SWITCH
INTERRUPTION "TEST"
PUSHBUTTON
PARTIAL REFUELING
SELECTOR
(140QS1)
LEFT TANK REFUELING

SWITCH
USABLE FUEL QUANTITY 1813 US GAL.
FUELING
1. LEFT/RIGHT SWITCHES: ON
2. CHECK FUELING TRUCK PRESSURE (30-50 PSI)
3. DURING FUELING PUSH TEST BUTTON
FUELING SHOULD STOP WITHIN 5 SEC.
IF NOT: STOP FUELING AND ALERT CREW
4. IF STOP FUELING LIGHT ILLUMINATES
STOP FUELING
5. LEFT/RIGHT SWITCHES: OFF
6. REINSTALL COUPLING CAP
CAUTION
FUEL TYPES: JET A-A1-B-JP4-JP5
FOR ADDITIVES SEE AIRPLANE FLIGHT MANUAL
1. CHECK STOP FUELING LIGHT ILLUMINATION
2. PULL SAFETY LEVER AND REMOVE COUPLING CAP
3. CONNECT GROUND TERMINAL
4. CONNECT COUPLING
PLUG
VENT VALVE
CONTROL LEVER
Revision 1
sensor detects that the respective tank is full.

When partially refueling the tanks, they are
closed by the FQMC when fuel reaches the
appropriate level.
Refueling Connector
The refueling connector (Figure 5-20) incorporates a valve which normally closes the
filler neck. When a fuel coupling is connected,
the valve is opened. The lever controlling the
vent valves is located in front of the refueling
connector, and must be actuated to allow the
opening of the filler connector.
Suction Defuel Valve

This valve is controlled by the DEFUELING
switch on the maintenance panel. When the
valve is open, the fueling manifold is connected
to the left engine feed manifold. This allows
fuel to be removed from either tank system, depending on FUEL panel switch configuration.
NOTE
The refueling connector door cannot be closed if the control lever remains in the raised position.
Overwing Filler Caps

Filler caps (Figure 5-21) are located on top of
each wing. When refueling through these filler
caps, it is not necessary to open the wing vent
valves. However, it is recommended that the
fuel tanks be depressurized prior to opening
any filler caps.
SURIZED T
; PRES
ANK
IO N
UT
JET A1 JET B
JP
C A JE T A
4
L
E
JP
FU
5
LIFE
E
LIN
US
LLO
GA
S
EN
NS
CLO
SE
E O N IN
TO S P E D T O
U
CIAL
R W E D IN P R E S S
EF
PT
UE
LIN G C O M
The refuel shutoff valves are located at the

outboard section of each wing fuel tank and
controlled electrically by the FQMC. Each
valve is automatically closed when the full
Refuel Shutoff Valves
OP
TA
TO
REFUELING
CAP
AI
LO
R
L
AL
FO C R A
S G NUA
FT
R
3U
USA
FU
BLE CAPACITY 181
MA
E LI
G
NG
ER
P
O
IN S T R
UCTION SEE
REFUELING CAP
COUPLING JACK
OR COUPLING CLAMP
TANKER
CLAMP
CROSS SECTION
ELECTROSTATIC
CONNECTION
TOOLING
RIGHT LANDING GEAR

(VIEW FROM REAR)
Figure 5-21. Overwing Filler Caps and Grounding Location

Revision 2
5-27
GRAVITY DEFUELING VALVE
DRAIN PIPE CAP
Figure
Figure5-22.
5-22. Gravity
GravityDefueling
Defueling
5-28
Revision 1

Pressure-refueling controls are located inside
an access door on the lower right side of the
aircraft, near the refueling connector (Figure
5-20). The pilot needs to be familiar with these
controls to safely refuel the aircraft.
SYSTEM OPERATION
Normal Pressure Fueling
detects that a tank has reached half of the

quantity selected, the FQMC closes the
respective refueling valve, and the respective
FULL light illuminates. This ensures that the
tanks are refueled symetrically.
Pressure-Refueling Procedures
For detailed refueling procedures and considerations, refer to the FUEL section of the
Ground Servicing Manual.
Pressure refueling of all tanks is accomplished

with electrical power from the battery bus. The
system accepts pressure of 30 to 50 psi and is
designed to stop automatically when refueling
is complete. Pressure refueling may be completed entirely from the ground without entrance to the cockpit. An abbreviated checklist
is placarded on the refueling control panel door.
Suction Defueling
To commence pressure refueling, place the

vent valve control lever to the up position,
causing the two vent valves to open. Once the
valves are fully open, the red STOP FUELING
warning light extinguishes. Fuel may now be
pumped into the left and right tank systems.
With carrier suction and the DEFUELING

switch on, the left tank system is defueled by
turning the left booster pump on.
When full tank sensors detect a full tank,

the respective FULL light illuminates, and
the associated refuel shutoff valve is closed
by the FQMC.
WARNING
Refueling must be stopped immediately whenever the red STOP REFUELING indicator light illuminates.
Illumination of this light indicates
that one of the vent valves has closed
prior to the respective refueling valve
closing. Continued fueling could result in tank rupture.
With carrier suction and the DEFUELING

switch on, the right tank system is defueled by
turning the right booster pump on and selecting the X-BP switch to the horizontal position.
This utilizes the cross-boost pump system
plumbing.
Both tank systems may be defueled simultaneously by selecting the X-BP switch to the
horizontal position and turning both booster
pumps on.
Gravity Defueling
It is also possible to gravity-defuel the aircraft
using the drain valves located in the bottom
of the tanks (Figure 5-22). Using this method,
a receptacle must be positioned to receive
fuel.
The following types of draining can be selected:
Partial Refueling
It is possible to partially refuel the aircraft. The
partial refueling switch should be set to
PARTIAL. The partial refueling quantity knob
should be set to the desired quantity of total
aircraft fuel. When the fuel quantity system
Revision 1
A combination of booster pump pressure and

fuel carrier suction is required for suction defueling. It is controlled by the DEFUELING
switch on the maintenance panel. Selecting the
switch to the on position connects the fueling
manifold to the left engine supply line.
Aircraft total fuel draining.

Draining of the left fuel tank group,
comprising the left wing tank and the
left-center wing tank.
5-29
Draining of the right fuel tank group,

comprising the right wing tank and the
right-center wing tank.
NOTE
The amount of fuel remaining in the
tanks when the fuel quantity indicators reach zero is not safely usable in all flight conditions.
Total left or right tank draining is accomplished through the gravity-defueling valve.
Booster switches and the cross-boost pump rotary switch are used to pump and direct the fuel
flow according to the tank being drained.
Fuel Temperature
The procedures for gravity defueling are the

same as those previously discussed for Suction
Defueling.
In-flight tank fuel temperature must be maintained at least 3C above the freezing point of
fuel being used.
LIMITATIONS
Maximum Fuel Unbalanced

for Flight
FUEL SPECIFICATIONS
Maximum fuel asymmetry is 2,200 pounds.
Refer to the Airplane Flight Manual for all authorized fuels and fuel additives.
Pressure Fueling System
OPERATIONAL LIMITATIONS
Fuel Quantity Management

Computer (FQMC)
Total Usable Fuel

The total usable fuel quantity is distributed as
described in Table 5-2.
Maximum feed pressure is 50 psi/3.5 bars/350 kPa.
The fuel quantity management computer

(FQMC) must be operative for takeoff.
Table 5-2. USABLE FUEL DISTRIBUTION

FUEL QUANTITY
LITERS
KG
(D = 0.803)
U.S. GAL
LB
Left wing + half center wing box
3,429
2,753
906
6,070
Right wing + half center wing box
3,437
2,760
908
6,085
Airplane total capacity
6,866
5,513
1,814
12,155
5-30
Revision 2
CHAPTER 6
CONTENTS
Page
INTRODUCTION .................................................................................................................. 6-1
GENERAL .............................................................................................................................. 6-1
SYSTEM DESCRIPTION ...................................................................................................... 6-2
SYSTEM COMPONENTS .................................................................................................... 6-3
Air Intake ........................................................................................................................ 6-3
APU Starter-Generator .................................................................................................... 6-3
Oil System ....................................................................................................................... 6-3
Fuel System ..................................................................................................................... 6-4
Bleed-Air System ............................................................................................................ 6-4
Electronic Control Unit (ECU) ....................................................................................... 6-4
Operational Monitoring System ...................................................................................... 6-5
Master Switchlight .......................................................................................................... 6-5
APU Start/Stop Switchlight ............................................................................................ 6-5
APU Generator Switch .................................................................................................... 6-5
Master Warning Panel ..................................................................................................... 6-8
Engine Indication Electronic Displays ............................................................................ 6-8
Miscellaneous Messages ................................................................................................. 6-8
APU OPERATION ................................................................................................................. 6-9
APU Start ........................................................................................................................ 6-9
APU Shutdown ............................................................................................................. 6-10
LIMITATIONS ..................................................................................................................... 6-10
6-i
ILLUSTRATIONS
Figure
Title
Page
6-1
Auxiliary Power Unit Location ................................................................................ 6-2
6-2
APU Exhaust and Compartment Ventilation............................................................ 6-3
6-3
Air Intake.................................................................................................................. 6-3
6-4
APU Electronic Control Unit ................................................................................... 6-4
6-5
APU Controls and Indications.................................................................................. 6-6
6-iii
CHAPTER 6
INTRODUCTION
The Falcon 2000 aircraft is equipped with a Garrett GTCP 36-150 (F2M) auxiliary
power unit (APU), located in the tail cone under the vertical fin. Designed to operate on
the ground and during flight, the APU provides functions for the environmental control
system (ECS), engine starting, and electrical power generation.
GENERAL
The Falcon 2000 aircraft is equipped with a
Garrett GTCP 36-150 (F2M) auxiliary power
unit (APU). The APU provides bleed air for
engine starting and air conditioning. It is
equipped with a 28.5 volt DC, 9-kW, startergenerator to supply electrical power. The
electronic control unit (ECU), which performs automatic and continuous monitoring
of APU parameters during start, acceleration, idle, maximum bleed air/electrical load-
ing, and shutdown, controls operation of the

APU. It is designed to operate on the ground
and in flight. Fuel and electrical power from
the aircraft systems must be available for all
phases of APU operation.
NOTE
If the APU is inoperative, the aircraft may be flown DAY VMC only.
6-1
SYSTEM DESCRIPTION
The APU is a basic gas-turbine engine located
in the aircraft tailcone beneath the vertical
stabilizer (Figure 6-1). It has three operating
modes: main engine start (MES), environmental control system (ECS), and electrical
power generation. Start controls are located on
the cockpit overhead panel. Information for N 1
rpm and EGT is displayed on the bottom engine indication electronic display (EIED).
During engine start and air-conditioning ECS
operations, bleed-air shutoff valve modulation is monitored and controlled by the APU
ECU. An accessory gearbox, driven by the
APU drive shaft has a fuel pump, oil pump, and
a 28.5-VDC starter-generator. Fault indications are displayed on the cockpit master warning panel, and the APU may shut down if
certain limits are exceeded.
Air for APU operation enters the aircraft
through an air intake door on the right side of
the tailcone where it is drawn through the air
inlet into the combustion chamber, mixed with
atomized fuel, and ignited. Resulting gas pressure is routed through nozzle guide vanes to
drive the turbine, which in turn drives the
compressor and gearbox. When the APU is
running, compressed air is supplied to the
pneumatic manifold supply duct for air
conditioning and engine start. The accessory
gearbox drives the 28.5-VDC generator to
supply electrical requirements.
Variable diffuser vanes downstream from the
compressor respond to signals from the APU
ECU to satisfy air conditioning and electrical
load demands. The fuel control unit schedules
fuel to maintain rpm at 102%. As demand on
the APU increases, and rpm begins to decrease,
more fuel is scheduled to maintain rpm at 102%.
A subsequent rise in EGT results.
APU exhaust gases exit through a duct at the
end of the tailcone (Figure 6-2). Two airscoops
on the tail cone exterior provide compartment
ventilation for the APU. A compartment vent
ejector, located between the APU primary
nozzle and the exhaust duct, provides for air
circulation.
APU
ASSEMBLY
Figure 6-1. Auxiliary Power Unit Location
6-2
Revision 2
AIR INTAKE
EXHAUST
AIR INTAKE
Figure 6-2. APU Exhaust and

Compartment Ventilation
SYSTEM COMPONENTS
AIR INTAKE
Air for APU operation enters through an electrically operated door (Figure 6-3) on the right
side of the tail cone. The actuator that opens
and closes the door operates through the APU
MASTER switchlight on the cockpit overhead
control panel. The door can be opened or
closed manually. Air entering the door is
routed directly to the APU air inlet.
APU STARTER-GENERATOR
T h i s u n i t i s a c t iva t e d t h r o u g h t h e A P U
START/STOP switchlight. During the start
cycle, the starter disengages at a given rpm,
and the unit continues to operate as a 28.5-VDC
generator. This generator supplies the essential
bus in parallel with the battery and GEN 1. It
can supply 300 amps on the ground. A generator control unit controls generator output. An
internal fan cools the starter-generator, and discharges through a port in the tail cone.
Figure 6-3. Air Intake
OIL SYSTEM
The APU has an independent oil system. The
same type oil used by the engines lubricates
the APU. Oil quantity (expressed as LEVEL) is
read on the bottom EIED maintenance page
when the aircraft is on the ground. The maint e n a n c e p a g e i s n o t ava i l a b l e i n f l i g h t .
Components of the oil system are mounted on
the accessory gearbox. A gear-type pump supplies oil pressure to the system and powers the
APU fuel pump. Oil pressure and oil temperature switches transmit electrical signals to the
ECU to initiate automatic shutdown if limits are
exceeded.
6-3
FUEL SYSTEM
The APU fuel system is fully automatic and uses
the same fuel supply as the aircraft engines. A
flexible supply line feeds to the APU from the
No. 1 engine fuel system, upstream of the engine
fuel shutoff valve. This line then passes through
the APU fuel shutoff valve, and into the APU
fuel control unit. Fuel then flows through the
high-pressure fuel pump, the fuel flow servo
valve, and the fuel electric valve to injectors in
the combustion chamber. The APU MASTER
switchlight controls the OPEN/CLOSE position
of the fuel electric valve.
BLEED-AIR SYSTEM
The APU bleed-air system provides pneumatic air to the aircraft common supply duct
for engine starting, air conditioning, and pressurization. Air is routed through a duct from
the APU compressor to a bleed-air valve. The
APU bleed switch controls the APU bleed
valve by way of logic implanted in the bleed

switch circuit card. If the combined electrical
and pneumatic loads approach the APU limit
(as read on the EGT), electrical loads receive
priority over air conditioning, and pneumatic
requirements are adjusted to maintain EGT
within limits.
More information can be found on this subject
in Chapter 9, Pneumatics of this manual.
ELECTRONIC CONTROL UNIT

(ECU)
The APU ECU is mounted in the aft service
compartment just forward of the APU compartment (Figure 6-4). Powered by the essential bus, the ECU performs automatic
monitoring and control of performance and
system limits during APU start, operation,
and shutdown. Control functions of the ECU
include:
APU ECU
Figure 6-4. APU Electronic Control Unit
6-4
Starter control
Normal and abnormal APU indications are

grouped in the central portion of the main
instrument panel on the bottom EIED panel.
Additionally, an OIL TEST APU pushbutton
is located on the right side maintenance panel.
Fuel valve operation

Igniter operation
Fuel scheduling
Hourmeter operation
Bleed-air valve operation
Automatic shutdown when limits are
exceeded
OPERATIONAL MONITORING
SYSTEM
N1 System
The N 1 monitoring system has a magnetic
speed sensor installed on the accessory gearbox. Data signals from the speed sensor are
shown on the bottom EIED APU page. The
ECU uses the sensor signals to regulate start,
run, and normal/emergency shutdown.
T5 Temperature Monitoring
System
The system has a thermocouple mounted in the
APU exhaust stream to measure engine gas
temperature. Information from the thermocouple is routed through the ECU and displayed on the EIED APU page as exhaust gas
temperature (EGT).
Hourmeter/Start Counter
The counter is an eight-digit display unit located inside the ECU. There is also an external counter. It indicates APU operating time
and the number of APU starts.
MASTER SWITCHLIGHT
The MASTER switchlight controls the APU air
intake door and the APU self-test function.
Pushing the switchlight causes the green light
element to flash indicating that the self-test is
in progress, and the fuel valve and air intake door
are opening. When the light illuminates steady,
the APU is ready to start and the APU page appears on the bottom EIED. This switch also
serves as an auxiliary means of shutting down
the APU if the normal shutdown sequence fails.
APU START/STOP
SWITCHLIGHT
The APU START/STOP switchlight provides
the normal means of controlling APU operation. Pressing the switchlight once causes the
green light element to illuminate, indicating
the automatic start sequence has begun.
Pressing the switchlight a second time causes
the internal light to extinguish and APU operation to terminate by simulating an overspeed condition (117% N 1 ).
APU GENERATOR SWITCH

This two-position ON/OFF switch controls
excitation of the APU generator field. The
APU generator switch is a start dependency,
and it must be in the ON position for the APU
to crank.
Controls and Indicators

All controls for normal operation of the APU
are on the cockpit overhead panel (Figure
6-5). Associated APU circuit breakers are
found on the overhead ESS BUS circuitbreaker panel. The FIRE WARNING panel
contains the FIRE APU warning light and an
APU fuel shutoff control switch.
Revision 1
6-5
OVERHEAD PANEL
APU
APU SWITCH
CENTER CB PANEL
APU START/STOP
SWITCHLIGHT
APU MASTER
SWITCHLIGHT
WARNING PANEL
BRIGHT
DIM
TEST
RESET
FADEC 1
PITCH
FEEL
T/O
CONFIG
AIL
FEEL
FADEC 2
START 1
AUTO
SLATES
FLAP
ASYM
AIL
ZERO
START 2
OIL 1
LH
PROBES
ST BY
PITOT
RH
PROBES
OIL 2
AD
TRIM FAIL
AP
MISTRIM
APU GEN
APU
FAULT
APR
THRUST
REVERSER 2
HOT BAT
RH BUS
TIED
FUEL 2
THRUST
REVERSER 1
GEN 1
BAT
FUEL 1
LH BUS
ISOL
GEN 2
LO
FUEL 1
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
STD BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN
Figure 6-5. APU Controls and Indications (Sheet 1 of 2)
6-6
Revision 2
FIRE WARNING PANEL
APU
EXTINGUISHER
CONTROL
APU FUEL SHUTOFF

CONTROL
PSI
PSI
C TEMP C
APU
FIRE
APU LIGHT
APU PAGE
N1
EGT
46
275
DOOR
OIL
RCONF
SCAN
CHIP
DETECTOR
CHIP
FULL DETECTOR FULL
FULL
-1
APU
MAINTENANCE
PAGE
LEVEL
FULL
-1
LEVEL
-1
-2
-2
ADD QTS
ADD QTS
-1
-2
1400
-2
APU
1400
OIL LEVEL
APU
OIL LEVEL
SCAN
RCONF
OIL TEST
APU PUSHBUTTON
Figure 6-5. APU Controls and Indications (Sheet 2 of 2)
Revision 2
6-7
MASTER WARNING PANEL
N1 Display
APU Generator Light
The digital APU N 1 display ranges from 0 to

128%. Changing display colors indicate the
following APU operational speed ranges:
When the APU is running, the APU GEN amber

warning light (Figure 6-5) illuminates if:
The APU generator is not connected to
the ESS BUS.
APU generator output is less than 24
volts 1 for 40 seconds.
APU FAULT Light

The APU FAULT amber warning light
(Figure 6-5) illuminates on the ground and in
flight when:
The ECU has detected a fault.
After a 6 second time delay if the APU
bleed air valve is not closed while the
APU BLEED selector switch is set
to AUTO.
It illuminates on the ground when:
The APU air intake door is not shut with
one throttle lever pushed to full power
(for whichever position of the APU
MASTER switch/light.
It illuminates in flight when:
Green0 to 106% rpm

Yellow107 to 112% rpm
Red113 to 128% rpm
EGT Display
The digitally displayed APU exhaust gas temperature numbers are indicated in degrees
Celsius. Colors are displayed for two modes
of APU operation.
APU starting colors are as follows:
Green on black0 to 690C
Black on yellow691 to 974C
White on red975 to 999C
APU under ECS or engine start load colors are
as follows:
Green on black0 to 690C
Black on yellow691 to 746C
White on red747 to 999C
The APU air intake door is not shut after

a 45 second time delay whatever the position of the throttle levers and with the
APU MASTER switch/light disengaged (switch popped out, light extinguished).
NOTE
A/C > 35: the time delay is 50 sec.
MISCELLANEOUS MESSAGES
Two windows on the right side of the APU
page display in the bottom EIED display four
possible messages in black letters on a yellow
background.
The upper window displays the following:
ENGINE INDICATION
ELECTRONIC DISPLAYS
BLEEDIndicates a discrepancy between the bleed air valve position and the
APU bleed selector switch position
APU Page
DOORIndicates an APU air intake

door fault
The EIED APU page (Figure 6-5) is automatically displayed when the APU MASTER
switchlight is depressed, the APU self-test is
satisfied, and the inlet door is full open. During
APU operation, the following types of information are shown.
6-8
NOTE
If both faults occur simultaneously,
BLEED has priority over DOOR.
Revision 2
The lower window displays the following:

An OIL message indicates that oil temperature or pressure is beyond acceptable parameters.
An OVSP message indicates an APU
overspeed occurrence.
NOTE
If both faults occur simultaneously,
OVSP has priority over OIL.
Engine OilAPU Page

Pressing the OIL TEST APU button electronically checks the APU oil quantity. The test
button is located on the MAINTENANCE
TEST PANEL located adjacent to the copilot
seat on the right hand side of the cockpit (see
Figure 6-5). Test results are shown in color on
the EIED #3 MAINTENANCE page OIL
LEVEL window. A green window indicates
sufficient oil is present. A yellow window indicates oil servicing is required.
APU OPERATION
The APU is normally started soon after the
flight crew reports to the aircraft. Air conditioning and ground electrical requirements are
provided at a fuel cost of approximately 150
lbs/hr. Shortly before takeoff, the APU is shut
down so that the door is closed for departure.
CAUTION
Abnormal or emergency malfunctions of the

APU are handled in accordance with appropriate checklists.
During an APU start, the ECU automatically
controls the sequence of events leading either
to a successful start or an automatic shutdown.
Controls on the cockpit overhead panel and
indications on the main instrument panel allow
the crew to monitor APU operation. The ECU
automatically terminates APU operation and
illuminates the APU FAULT light if any of
the following malfunctions occur:
OverspeedOn ground only
Loss of N 1 signalOn ground only
Speed drop
Slow start
Overtemperature
APU fire
No flame
Loss of EGT signal
Fuel control torque motor failure
Fuel solenoid failure
Low oil pressure
High oil temperature
Inlet door position fault
Do not take off with the APU door

open unless all speeds, runway length
reductions, aircraft weight reductions, climb gradient reductions, and
obstacle clearance reductions have
been applied in accordance with
Annex Two of the Airplane Flight
Manual.
Should an engine fail during flight, the APU

should be started as soon as time and circumstances permit in order to provide a second
Revision 2
generator for electrical requirements and bleed

air for a starter-assist airstart. With the APU
door open during flight, various performance
penalties must be applied.
ECS overheat
APU START
Two adjacent switchlights on the overhead
panel labeled MASTER and STOP/START
control the start-up process (see Figure 6-5).
The APU GEN switch is a start dependency and
must be ON. Start-up is initiated by pressing
the MASTER switchlight. This action causes
the switchlight to begin flashing green, initiates a self-test, opens the fuel valve, and commands the air intake door to open. When the
6-9
self-test is complete and the door is open, the

MASTER switchlight illuminates steady
green, and the APU page is displayed on the
bottom EIED. The APU is ready to start.
If either engine generator is on line and a
start-up sequence is initiated, the ECU activates ignition, opens the APU fuel electric
valve, regulates fuel scheduling, and modulates the variable diffuser. The BAT light illuminates while the battery is powering the
starter-generator. Once the starter-generator
becomes a full-time 28.5-VDC generator, the
APU GEN and BAT lights extinguish. If starting the APU on battery only, the BAT light
does not illuminate. If during start or continuous operation the APU exceeds any of
the 14 limits previously listed, it will automatically shut down. Both switchlights remain
green while the APU is running.
The APU gives priority to electrical power
requirements over pneumatic air demands.
Once in continuous operation, the APU has no
further electrical switch dependency to continue running. However, if the switches for
GEN 1, APU GEN, BAT, and GEN 2 are
switched OFF, the APU will shut down because
of the loss of power to the APU ECU.
APU SHUTDOWN
Upon pressing the START/STOP switchlight
to stop the APU, the following events occur:
The START/STOP switchlight extinguishes.
The MASTER switchlight changes from
steady to flashing green.
The ECU generates an overspeed signal.
seconds, a maintenance message will appear

in the center EIED. In addition, if either throttle is advanced beyond MAX CLIMB while
on the ground, the APU FAULT light will illuminate, and a DOOR message will appear
on the upper window of the APU page on the
bottom EIED.
If power is removed from the essential bus by
turning OFF the GEN 1, APU GEN, BAT, and
GEN 2 switches while the APU door is closing, the door will continue to close through battery bus power.
LIMITATIONS
APU operation with passengers in the cabin
and no crewmember present is not authorized.
Maximum starting and operating altitude for
the APU is 35,000 feet.
Maximum N 1 speed is 110%.
EGT (T 5 ) limits for the APU are as follows:
Starting974C
Stabilized746C
Maximum transient (one-minute maximum)
generator output is 350 amps. Stabilized generator output is as follows:
SL to 10,000 feet300 amps
10,000 to 25,000 feet250 amps
25,000 to 35,000 feet200 amps
Main engine start (MES) via the APU is available up to 26,000 feet.
The ECU signals a fuel shutoff solenoid

to close and the APU shuts down.
When APU speed drops below 10%, the APU
door is normally signaled to close by pressing the flashing MASTER switchlight OFF.
The door normally closes in approximately 20
seconds. If the door does not close within 45
6-10
Revision 2
CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
GENERAL............................................................................................................................... 7-1
ENGINE SECTIONS .............................................................................................................. 7-2
Modules............................................................................................................................ 7-2
Major Assemblies ............................................................................................................ 7-2
ENGINE SYSTEMS ............................................................................................................... 7-3
Fuel System...................................................................................................................... 7-3
Ignition System ................................................................................................................ 7-7
Oil System........................................................................................................................ 7-8
Starting System .............................................................................................................. 7-10
Thrust Reverser .............................................................................................................. 7-12
ENGINE CONTROLS AND INDICATIONS ...................................................................... 7-15
Instrument Panel ............................................................................................................ 7-15
Engines Panel................................................................................................................. 7-17
Warning Panel ................................................................................................................ 7-17
Power Control Unit ........................................................................................................ 7-17
EIED Data Displays....................................................................................................... 7-19
Circuit Breakers ............................................................................................................. 7-21
Maintenance Panel ......................................................................................................... 7-21
ENGINE OPERATION ......................................................................................................... 7-22
Start................................................................................................................................ 7-22
Revision 1
7-i
Static Operation ............................................................................................................. 7-23

Shutdown ....................................................................................................................... 7-23
LIMITATIONS ...................................................................................................................... 7-23
Engine ............................................................................................................................ 7-23
Fuel System.................................................................................................................... 7-24
Lubrication System ........................................................................................................ 7-25
ADDITIONAL ILLUSTRATIONS....................................................................................... 7-25
7-ii
Revision 1
ILLUSTRATIONS
Figure
Title
Page
7-1
Engine Modules and Major Assemblies................................................................... 7-2
7-2
Fuel System .............................................................................................................. 7-4
7-3
HMU......................................................................................................................... 7-5
7-4
FADEC ..................................................................................................................... 7-6
7-5
Ignition System......................................................................................................... 7-7
7-6
Oil System ................................................................................................................ 7-8
7-7
Oil Pump................................................................................................................... 7-9
7-8
External Air Connector .......................................................................................... 7-10
7-9
Air Turbine Starter ................................................................................................. 7-10
7-10
Engine Start System ............................................................................................... 7-11
7-11
Thrust Reverser ...................................................................................................... 7-13
7-12
Thrust Reverser Controls and Indications .............................................................. 7-14
7-13
Engine Controls and Indications ............................................................................ 7-16
7-14
Engine Indication Electronic Displays (EIEDs) .................................................... 7-18
7-15
Engine Circuit Breakers and Maintenance Panel................................................... 7-20
7-16
No. 3 EIED Maintenance PageEngine Oil System ............................................ 7-21
7-17
EngineLeft Side View ........................................................................................ 7-26
7-18
EngineRight Side View ...................................................................................... 7-27
Revision 1
7-iii
CHAPTER 7
POWERPLANT
#1 DC
GEN
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INTRODUCTION
The Falcon 2000 is powered by two CFE738-1-1B jet engines, mounted on each side of
the aircraft along the aft fuselage. The engine is manufactured by a joint partnership of
AlliedSignal and the General Electric Company, and is a twin-spool, high-bypass fan
jet producing 5,888 pounds of thrust.
GENERAL
The CFE738 has a combination of axial- and
centrifugal-flow compressors and incorporates a direct-drive, single-stage fan with a
bypass ratio of 5.3:1.
Each engine has a self-contained oil, fuel
control, ignition, nacelle anti-ice, and thrust
reverser system. Engine control is provided by

two full-authority digital electronic controls
(FADECs).
Engine operating parameters, ranges, and self
detected faults are displayed on three engine
indication electronic displays (EIEDs).
7-1
ENGINE SECTIONS
remaining in the combustion gases exiting the

HP turbine into driving power for the fan.
MODULES
Airflow from the fan is divided in two by the

fan bypass stators. Approximately 84% of the
airflow is routed around the engine and out the
exhaust nozzle. This flow acts as an engine
coolant and enhances thrust. Approximately
16% is routed through the engine core to the
gas generator. Fan rpm is displayed as N 1 rpm
on the upper EIED.
The CFE738 turbofan engine is composed of

the following four modules (Figure 7-1):
Module 1Fan
Module 2Gas generator, consisting
of the high-pressure (HP) compressor
and the two-stage HP turbine
Module 3Low-pressure (LP) turbine
with exhaust nozzle, consisting of the
three-stage turbine and mixer nozzle
Module 4Accessory gearbox
MAJOR ASSEMBLIES
Low-Pressure Spool
The LP spool is composed of a single-stage fan
and a three-stage turbine connected by a common shaft. The turbine converts the energy
High-Pressure Spool
The HP spool is composed of a five-stage,
a x i a l - f l ow c o m p r e s s o r a n d a o n e - s t a g e ,
centrifugal-flow compressor driven by a twostage HP turbine. The axial-flow compressor
incorporates a variable-geometry stator vane
system which provides optimum performance
over the entire operating range of the engine.
Variable stator vanes facilitate rapid, stallfree acceleration and deceleration, and optimize fuel economy.
FAN
GAS GENERATOR
LP TURBINE AND EXHAUST
MODULE 1
MODULE 2
MODULE 3
THREE-STAGE
LP TURBINE
ACCESSORY GEARBOX
(MODULE 4)
HP COMPRESSOR
TWO-STAGE
HP TURBINE
Figure 7-1. Engine Modules and Major Assemblies
7-2
MIXER NOZZLE
At maximum power, the variable vanes are

positioned open to optimize compressor airflow. At compressor speeds less than 100%,
the pumping characteristics of the individual
compressor stages are higher in the forward
stages of the axial compressor than in the aft
stages. To compensate for this, the variablegeometry system closes the variable stators in
the forward part of the compressor as a function of compressor rpm.
The accessory gearbox includes an integral

engine oil reservoir and lube pump which
minimizes weight and reduces external plumbing. Gearbox-driven accessories include:
Generators
Engine oil pump
Permanent magnet alternator (PMA)
Fuel hydromechanical unit (HMU)
Air density, which also affects compressor behavior, is monitored and an appropriate compensation added to the variable-geometry
schedule.
Airstarter motor
During start, compressor rpm is insufficient

to allow correct compressor blade angle-ofattack maintenance, and the resultant poor
airflow cannot support proper combustion.
The start bleed valve corrects this problem by
opening and venting an appropriate amount of
compressor discharge air. As compressor rpm
builds and the variable vanes optimize the airflow, the start bleed valve progressively closes
(not the start valve for main engine start).
Exhaust Nozzle
Low-pressure bleed air is extracted from the

fifth stage of the axial-flow compressor. Lowpressure bleed air is used to supply air for the
pressurization, air-conditioning and wing antiice. High-pressure bleed air from the
centrifugal-flow compressor is used for engine
nacelle anti-ice.
T h e e x h a u s t n o z z l e i s a d iv e rg e n t d u c t
equipped with a 20-lobe mixer. The mixer
combines fan bypass air and LP turbine exhaust
gas in a manner that increases thrust and reduces noise.
Engine Mounts
Engine thrust loads are transmitted to the air
frame through two mounts. The forward mount
is attached at the interface between the compressor case and the front frame. The rear
mount is located on the aft turbine frame.
ENGINE SYSTEMS
FUEL SYSTEM
Combustion Plenum
The combustion plenum is annular in design
and contains 15 fuel injector nozzles.
Accessory Gearbox
The accessory gearbox is a lightweight, castaluminum housing located at the bottom
forward end of the engine. It is driven by the
HP spool.
Revision 1
Hydraulic pumps (1 pump for left engine, 2 pumps for right engine)
System Description
The engine fuel system (Figure 7-2) is designed to supply the required amount of fuel
at the proper pressures for operation of the engine throughout its operating range. Fuel is
drawn from the aircraft supply, pressurized, filtered, heated (if necessary), and metered to the
combustor for the selected engine operation
and power setting. These functions are performed by a main fuel pump (MFP) and main
fuel control (MFC), both housed within the
hydromechanical unit (HMU) mounted on the
aft face of the accessory gearbox.
7-3
The MFC and automatic power reserve (APR)

system are managed by a system consisting of
two interactive FADEC computers installed on
each engine.
Main Fuel Control

The main fuel control (MFC) provides
hydromechanical control of engine fuel flow,
VG actuator position, and fuel pressure for the
start bleed valve. The MFC receives fuel from
the fuel pump, electrical fuel flow shutoff
signals from the airframe, and various torque
motor signals from the FADEC for control of
fuel flow and VG position.
System Components
HMU Fuel Control Unit
The HMU (Figure 7-3) pressurizes and meters
the fuel, provides overspeed shutdown, fuel
shutoff, windmill bypass, and variable guidevane (VG) actuator commands.
The MFC also houses four electrohydraulic

servo valves (EHSV) that respond to the
FADEC and cockpit signals. The cockpit shut
HMU
FUEL CONTROL
UNIT
FLOWMETER
FUEL
TEMPERATURE
SENSOR
FUEL
PUMP
FILTER
HP
STAGE
BY-PASS
VALVE
LP
STAGE
FUEL/OIL
HEAT EXCHANGER
ENGINE
AIRCRAFT
FUEL
SHUTOFF VALVE
LEGEND
LOW PRESSURE
HIGH PRESSURE
REGULATED PRESSURE
Figure 7-2. Fuel System
7-4
FUEL PUMP
HMU
ferential across the filter reaches 17 to 20

psid. A yellow mechanical pop-up pin extends on the HMU to provide a visual indication of the impending bypass.
Fuel/Oil Heat Exchanger

To prevent fuel icing, the fuel is passed through
a fuel/oil heat exchanger prior to entering the
main fuel pump. The temperature of the fuel
exiting the heat exchanger is monitored by
the FADECs. If the temperature drops excessively, a class 2 message is displayed on the
No. 2 EIED.
Fuel Flowmeter and Manifold

FUEL FILTER
Figure 7-3. HMU
off and overspeed EHSVs are plumbed in

series. For the engine to operate, both must be
deenergized. The cockpit shutoff EHSV is
controlled by the FUEL ENG 1 or 2 switch in
the cockpit. The overspeed EHSV is controlled
by the engine overspeed sensor. Should either
or both of these EHSVs be energized, servo
fuel pressure is routed to the shutoff and windmill bypass valve, causing the valve to close
and terminating fuel flow to the engine. The
fuel flow monitor switch signals the FADEC
when fuel flow has been shut off. Fuel flow is
controlled by dual redundant electrical fuel
flow signals to a single-stage metering EHSV.
Two redundant electrical feedback signals are
required to operate the valve, one signal from
FADEC A and the other from FADEC B. The
metering valve schedules fuel flow as
commanded by the metering EHSV. Dual
metering valve position resolvers provide feedback signals to both FADECs.
HMU Fuel Pressurization and

Filtration
Fuel from the aircraft supply enters the twostage main fuel pump, where it is filtered and
the pressure increased to provide fuel atomization. In the event of fuel filter icing or contamination, an impending bypass condition
class 2 message is sent to the cockpit EIED.
This warning occurs when the pressure dif-
Revision 1
Metered fuel exiting the HMU passes through

an engine-mounted fuel flowmeter and on to
the fuel manifold, where 15 fuel injectors
distribute the atomized fuel into the engine
combustor.
FADEC
The CFE738 uses a computer-based electronic
engine control system to control engine response to cockpit thrust commands. This
system also provides information for cockpit
indications, maintenance reporting, and engine
condition monitoring. The control system is
composed of two engine-mounted FADECs
(Figure 7-4) with electrically redundant
architecture. The dual FADECs crosstalk
continuously during operation, receiving input
data from the engines, the aircraft air data
computers, and the fuel quantity management
computers.
Full control of fuel flow and VG position,
ignition, and start bleed air is accomplished
by using one FADEC in an active mode and one
FADEC in a standby mode. The active FADEC
relinquishes control to the standby FADEC
only when it becomes necessary to maintain
engine performance. The active FADEC
always controls the engine and is termed the
in-control FADEC. The standby FADEC is
normally powered and actively processes its
inputs. The in-control FADEC communicates
with the standby FADEC via a cross talk serial data link to allow data comparison and to
7-5
aid in fault detection and isolation. In singlechannel operation, fault strategies are implemented to minimize in-flight engine shutdown.
Backup signals are synthesized in lieu of depowering the failed FADEC. The engine is shut
down only when a fault would result in unsafe
engine operation. For specific faults a hardware reset is commanded by the FADEC, in an
attempt to clear the fault. If the fault clears following a hardware reset, an engine start may be
attempted (depending on the engine-starting
envelope).
Electrical power for the FADEC is provided
by the essential bus during engine start. At
approximately 45% N 2 , the FADEC electrical
power supply switches over to 28 VDC from
the corresponding PMA.
Automatic Power Reserve System

The FADEC power management logic implements an automatic power reserve (APR) and
an other-engine-out (OEO) function. APR and
OEO logic automatically resets (ITT) interturbine temperature limits on the operating
engine in the event of an engine failure.
APR is designed to be used during the takeoff and climb phases. When the FADEC senses
a difference in N 1 of 10% or greater between
the two engines, APR automatically engages.
Upon APR engagement, ITT limits increase
from normal takeoff limit of 864C to 890C.
APR activation will occur provided the ambient temperature is above ISA +15C and
both power lever angles (PLA) are at or above
the MAX CLIMB detent. If the power lever
setting is in the MAX CRUISE detent or above,
engine thrust can still be modulated with the
respective power lever.
While OEO logic is designed to modulate the
(ECS) environmental control system bleed
valves, the crew and passenger air-conditioning
valves close to minimize bleed-air extraction
during APR activation.
FADEC
GENERATOR
AIR TURBINE STARTER
Figure 7-4. FADEC
7-6
Revision 1
APR is available up to a maximum altitude of

15,000 feet. APR activation will be counted
as three additional cycles on the engines and
five hours operating time.
IGNITION SYSTEM
System Description
When the APR DISARM pushbutton is depressed, it will illuminate (white). Automatic
APR is inhibited.
The CFE738 engine ignition system (Figure

7-5) is a dual igniter system using a power
input from the permanent magnet alternator
(PMA). The ignition system is capable of
continuous operation when required and selected by a cockpit switch. There are no specific duty cycle limitations on continuous
operation. The system may be operated as
long as necessary when the flight environment dictates its use. Prolonged unnecessary
use of the system, however, reduces igniter
plug life.
APR O' RIDE Pushbutton
Component Description
The APR ORIDE pushbutton will illuminate

(green) when depressed. The APR is activated
if the ambient temperature is greater than ISA
+15C and the (PLAs) power lever angles are
at or above MAX climb setting. This will result in ITT limit increase from 864C to 890C
even upon failure of the automatic engagement.
The difference of 10% N 1 is not required,
therefore both engines will provide APR
power.
The ignition system consists of two key components:
APR is limited for emergency operations.
Controls and Indications

APR DISARM Pushbutton
The normal position is out with light extinguished. The guarded APR is armed.
Ignition exciter
Igniter plugs
Electrical power for the ignition system is
provided by the PMA.
FWD
IGNITER PLUG
IGNITION EXCITER
Figure 7-5. Ignition System
Revision 2
7-7
Ignition Exciter
The ignition exciter consists of two highvoltage coils, one per igniter plug, which are
supplied power from the PMA during the entire
startup sequence from 7% N 2 to starter cutout.
Igniter Plugs
Two igniter plugs are mounted at the 4- and
8-oclock positions in the combustor case.
Each igniter plug provides a spark rate of two
to five sparks per second and is air-cooled by
HP compressor output.
OIL SYSTEM
System Description
The engine oil system (Figure 7-6) is a selfcontained, independent system with an oil
tank integral with the accessory gearbox. The
system provides lubrication for the low- and
high-pressure rotor bearings, as well as fuel
heating at the inlet of the HMU.
The oil system (engine, oil reservoir, oil cooler,

fuel heater, and related lines) total quantity is
1.85 U.S. gallons.
During engine operation, oil is drawn from the
reservoir and pressurized by the integral pump.
Pressurized oil flows through a 3-micron filter
and a thermostatically controlled air/oil cooler.
Cold oil bypasses this cooler: hot oil is cooled
by convection using fan bypass air. The oil then
flows through a fuel heat exchanger, where the
temperature of the oil warms the fuel to prevent
ice formation in the fuel system.
The oil distribution manifold directs oil to the
turbine bearing sump, the forward sump, and
the accessory gearbox. Hot oil from the turbine bearing sump is scavenged back to the
tank by a scavenge pump element. Oil in the
forward sump gravity-flows around the tower
shaft into the accessory gearbox, where it is
scavenged by a three-element scavenge pump.
All return oil flows across a deaerator and a
breather. A pressurizing valve vents the air
overboard.
AIR/OIL
HEAT EXCH
HEAT
EXCHANGER
ACCESSORY GEARBOX
OIL TANK
LEGEND
DISTRIB
PUMP
PRESSURIZATION
SUPPLY
OIL
FILTER
PRESSURE
RETURN
Figure 7-6. Oil System
7-8
Revision 1
Oil Filter Assembly

and Pressure Regulator
System Components
Oil Tank
The engine oil reservoir is integral to the accessory gearbox. The service port incorporates a fill-to-spill principle, with a scupper
drain. Minimum oil capacity for the tank is five
U.S. quarts.
Provisions are made for an optional oil level
sensor assembly. Oil quantity can be displayed on the ground by pressing the SCAN
key on the lower EIED. The service port has
a screen to prevent foreign objects from
entering the oil tank.
These two items are located at the pump outlet. The pressure regulator maintains the oil
pressure between 30 and 100 psig. The oil
filter assembly takes the oil from the regulator feed and filters it.
In the event of filter clogging, oil is diverted
to the oil pressure system and the resulting bypass is indicated by the clogging indicator on
the No. 3 EIED OIL MAINTENANCE page.
(Which can be accessed weight-on-wheels
only.)
Oil Cooler
Oil Pump
The gear-type pump (Figure 7-7) is located on
the right rear side of the accessory gearbox and
is an integral part of the gearbox.
OIL PUMP
The oil cooler cools the oil using fan bypass

air. When the oil temperature is greater than
130C, a thermal bypass valve routes the oil
through the cooler. When the oil temperature
drops below 121C, the bypass opens, and the
oil is routed directly to the distribution system.
Fuel/Oil Heat Exchanger

The fuel/oil heat exchanger heats the fuel to
a temperature between 0C (32F) and 45C
(113F). A bypass valve is incorporated in the
system to allow the fuel to bypass the fuel/oil
heat exchanger if fuel heating is not required.
Pressurizing Valve
To maintain an adequate pump booster pressure,
the pressurizing valve regulates the pressurization within the accessory gearbox up to an
altitude of 51,000 feet.
Chip Detector
HYDRAULIC PUMP
Figure 7-7. Oil Pump
Revision 2
The chip detector is mounted in the oil scavenge system, upstream of the oil tank return.
It consists of two separate magnetic detectors, one to monitor the front sump return and
the other to monitor the rear sump return.
Detection of any contaminants is displayed
on the No. 3 EIED on the ground, only, no inflight indication will be available.
7-9
STARTING SYSTEM
System Description
Airstarter
C o n t r o l l e d f r o m t h e ove r h e a d p a n e l , a n
airstarter provides both in-flight and ground
operation engine starts. Compressed air is
supplied for the engines through a starting
valve by one of the following:
The airstarter (Figure 7-9) consists of a turbine,

a free wheel, and a reducer which drives the
accessory gearbox. The airstarter is equipped
with its own lubrication system. The oil level
can be visually checked when the engine lower
cowls are opened.
APU
External air connector (Figure 7-8)
Bleed air from the other engine
The starting sequence is automatically controlled by the FADECs, which also provide
starting protections. Both FADECs require
uninterrupted aircraft 28-VDC power during
engine starting.
Power interruptions during a start reset the
FADEC start protection logic and interrupt
starting fuel flow. The in-control FADEC
provides overtemperature protection for ground
starts. There is no start protection for airstarts.
Figure 7-9. Air Turbine Starter
Engine Starting Valve

T h e e n g i n e s t a r t i n g va l ve ( F i g u r e 7 - 1 0 )
controls the introduction of air to the airstarter
and is operated from the cockpit through the
ENGINES panel on the overhead panel.
Figure 7-8. External Air Connector
7-10
Revision 2
NO. 1 ENGINE
STARTING
VALVE
GROUND AIR
CONNECTOR
NO. 2 ENGINE
STARTING
VALVE
START
START
PRESSURIZATION
PRESSURIZATION
HP
HP
NO. 1 ENGINE
BLEED-AIR VALVE
PRESSURIZATION
NO. 2 ENGINE
BLEED-AIR VALVE
Figure 7-10. Engine Start System
NO. 1 ENGINE
STARTER
LP
LP
NO. 2 ENGINE STARTER
APU BLEED-AIR VALVE
ISOLATION VALVE
7-11
THRUST REVERSER
System Description
is designed to limit engine thrust based on

thrust reverser position inputs. FADEC thrust
reverser logic is designed to allow maximum
reverse thrust only if the thrust reverser is
fully deployed on the ground, and to set idle
thrust if the thrust reverser is not fully stowed.
The FADEC logic is designed such that during any reversal in flight, the engine will produce no more than flight idle thrust.
The engine exhaust system has a thrust reverser

(Figure 7- 11). The thrust reverser is used only
on the ground and slows the aircraft after landing by redirecting the engine exhaust. It is
controlled by the pilot through the power lever
on each throttle control unit. All three landing gear must have weight-on-wheels for thrust
reverser deployment.
The thrust reverser is electrohydraulically

actuated. It consists of two doors tilting in
the vertical plane driven by two double-acting
hydraulic actuators. The No. 1 hydraulic system powers the No. 1 engine thrust reverser,
and the No. 2 hydraulic system powers the
No. 2 engine thrust reverser. The thrust reverser
consists of three main elements:
The components of the thrust reverser system

include the fixed structure, mobile structure,
and hydraulic system. The fixed structure supports the moving components and provides
an attachment for the thrust reverser system
to the engine. The mobile structure consists of
two clamshell doors and four hydraulic actuator link rods, two per side.
Fixed structure
Mobile structure
Hydraulic system
In flight, if the thrust reverser system senses
an unlocked door, it initiates an automatic
restow sequence. The reverser system provides the following cockpit indications:
TRANSReverser unlocked
DEPLOYDeployed reverser
THRUST REVERSER (1 or 2)T.R.
Malfunction *Master Warning Panel
The FADEC uses PLA and main and nose
gear WOW inputs to determine if the thrust
reverser has been commanded to deploy or
remain stowed. If the aircraft is on the ground
and the power levers are in the reverse detent,
the FADEC assumes that the thrust reverser
is commanded to deploy.
The hydraulic system consists of a hydraulic

accumulator, hydraulic control valves, and
two hydraulic actuators. A thermal relief is
provided on the tank return line. The accumulator will provide approximately six (three
deploy/three stow) operations from the accumulator pressure.

TRANS Light
The white TRANS light (Figure 7-12) is located on the main instrument panel and indicates the following:
Normally the light is extinguished, indicating the thrust reversers are not in
transit and are either fully deployed or
stowed.
When illuminated, the TRANS light indicates the thrust reversers are in transit.
The N 1 speed demand from PLA is trimmed

to achieve N 1 synchronization. The FADEC
7-12
Revision 2
UPPER
LATCH
SWITCH
HOOK
CENTER
LATCH
SWITCH
DRY CYLINDER
LINK ROD
FULL DEPLOY SWITCH
STOW PORT
PRIMARY ACTUATOR
LATCH
ACTUATOR
LOWER
LATCH
SWITCH
DEPLOY
PORT
Figure 7-11. Thrust Reverser
7-13
WARNING PANEL
BRIGHT
DIM
TEST
FADEC 1
PITCH
FEEL
T.O.
CONFIG
AIL
FEEL
FADEC 2
START 1
AUTO
SLATS
FLAPS
ASYM
AIL
ZERO
START 2
OIL 1
LH
PROBES
STD BY
PITOT
RH
PROBES
OIL 2
AP
TRIM FAIL
A.P.
MISTRIM
APU
GEN
APU FAULT
APR
THRUST
REVERSER 2
THRUST
REVERSER 1
GEN 1
BAT 1
GEN 2
FUEL 1
LH BUS
ISOL
HOT BAT
RH BUS
TIED
FUEL 2
LO
FUEL 1
NOSE CONE
OVH'T
ECU
OVH'T
AFT COMP
OVH'T
LO
FUEL 2
PUMP 1
HYDR 1
HYDR TK
PRESS
HYDR 2
ISOL
PUMP 2
HYDR 1
PUMP
HYDR 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
ST BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN
TAKE
OFF
TAKE
OFF
MAX
CLIMB
MAX
CLIMB
MAX
CRUISE
MAX
CRUISE
IDLE
IDLE
T/R
IDLE
T/R
IDLE
MAX
T/R
MAX
T/R
CENTER CIRCUIT-BREAKER
PANEL
RESET
STOW
DEPLOY
REVERSE 1
THRUST REVERSERS
ENG 1
ENG 2
THROTTLE
CONTROL
LEVERS
STOW
DEPLOY
REVERSE 2
Figure 7-12. Thrust Reverser Controls and Indications
7-14
DEPLOY Light
The green DEPLOY light is located below the
TRANS light and indicates the following:
ENGINE CONTROLS
AND INDICATIONS
Normally the light is extinguished and

indicates that the thrust reverser doors
are not in the fully deployed position.
INSTRUMENT PANEL
An illuminated DEPLOY light indicates

that the thrust reverser doors are in the
fully deployed position.
An optional MACH HOLD system is available that allows the airccraft to maintain a
preselected MACH speed by varying N 1 power
settings. The following conditions should be
observed to engage MACH HOLD:
THRUST REVERSER 1 and 2 Lights

The THRUST REVERSER 1 and 2 lights are
located on the warning panel. Lights extinguished indicates that the thrust reverser system is operating correctly.
An illuminated THRUST REVERSER 1 or 2
amber light indicates:
Thrust reverser not actuated: Respective
TR system is pressurized or respective
TR door is unlatched.
Thrust reverser actuated: TR is not fully
deployed or fully stowed within 4.5 seconds of the command to deploy or stow.
MACH HOLD
Indicated MACH >.5 <.85

Altitude > 20,000 feet
Level Flight (Autopilot engagement is
recommended)
Both engines operating
Power levers below MAX CRUISE and
in same position
MACH number stabilizedthrottles
stationary
To activate the system press the MACH HOLD
pushbutton. MACH HOLD will disengage
under the following conditions:
Thrust Reverser Control Levers

The thrust reverser control levers are located
on the throttle control unit and are used in
conjunction with the throttle levers.
To operate the thrust reverser, simply raise
the thrust reverser control levers and move
the power levers into the T/R IDLE detent.
Modulate the power levers between T/R IDLE
and MAX T/R as necessary.
To stow the thrust reversers, move the power
levers out of the thrust reverser range to the
IDLE detent. The thrust reverser control levers
drop down, and forward thrust is now available.
Revision 2
Engine failure (automatic)

Throttles at idle or above MAX CRUISE
(automatic)
MACH HOLD pushbutton (if engaged)
depressed
N1 limits:
FADEC limits N 1 at:
N 1 MAX CRUISE
N 1 PLA
When N 1 is reaching N 1 PLA 5% or N 1 PLA
+5% the PLA bug will flash on the EIED. To
follow the desired MACH number and stop
the bug from flashing, the pilot has to bring
the PLA bug in front of the average N 1 pointer.
7-15
WARNING PANEL
BRIGHT
DIM
TEST
RESET
FADEC 1
PITCH
FEEL
T.O.
CONFIG
AIL
FEEL
FADEC 2
START 1
AUTO
SLATS
FLAPS
ASYM
AIL
ZERO
START 2
OIL 1
LH
PROBES
STD BY
PITOT
RH
PROBES
OIL 2
AP
TRIM FAIL
A.P.
MISTRIM
APU
GEN
APU FAULT
APR
THRUST
REVERSER 2
FUEL 1
LH BUS
ISOL
HOT BAT
RH BUS
TIED
FUEL 2
THRUST
REVERSER 1
GEN 1
BAT 1
GEN 2
LO
FUEL 1
NOSE CONE
OVH'T
ECU
OVH'T
AFT COMP
OVH'T
LO
FUEL 2
PUMP 1
HYDR 1
HYDR TK
PRESS
HYDR 2
ISOL
PUMP 2
HYDR 1
PUMP
HYDR 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
ST BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN
IGNITION PANEL
IGNITION
FUEL
ENG 1
ON
FUEL
ENG 2
NORMAL
MOTORING
OFF
START
TAKE
OFF
TAKE
OFF
MAX
CLIMB
MAX
CLIMB
MAX
CRUISE
MAX
CRUISE
IDLE
IDLE
T/R
IDLE
T/R
IDLE
MAX
T/R
MAX
T/R
SYNC
ON
OFF
ENGINES
ENGINE 1
ENGINE 2
RTU 1
RTU 2
ON
OFF
ATC 1
APR
DISARM
APR
O' RIDE
ATC 2
ST BY
THROTTLE
CONTROL UNIT
Figure 7-13. Engine Controls and Indications
7-16
Revision 2
ENGINES PANEL
START 1 or 2 Light
IGNITION Switch
Normally this light is extinguished, indicating

that the engine-starting valve is in the commanded position.
The ENGINES IGNITION selector switches

(Figure 7-13) are three-position toggle
switches. There is one switch for each engine,
each with the following functions:
NORMALIgnition system is automatically energized by the FADECs during the start sequence or whenever
commanded by the FADECs.
IGNITIONBoth igniter plugs are manually energized and remain so until another switch position is selected.
MOTORINGThis position allows the
engine to be motored without energizing the igniter plugs.
START Pushbuttons
Starting or dry-motoring of the corresponding
engine is initiated when either switch is
depressed.
When illuminated, this light indicates the

engine-starting valve is not closed after a starting sequence.
OIL 1 or 2 Light
Normally this light is extinguished, indicating that oil pressure in the associated engine
is within limits.
When illuminated, this red light indicates that
associated engine oil pressure is below 25 psig.
APR Light
This amber light illuminates when APR automatic engagement has failed.
POWER CONTROL UNIT

FUEL ENG 1 and 2 Switches
N1 SYNC Switch
The engines are synchronized through the N 1
synchronization switch. Engine #1 is the master and Engine #2 is the slave. There are no
specific indicators used to display N 1 synchronization status. The switch has the following functions:
The FUEL ENG 1 and 2 switches are identical and control fuel to their respective engines. They function as follows:
ONN 1 synchronization is engaged.

OFFN1 synchronization is disengaged.
OFFThe fuel engine shutoff servo

valve to the selected engine is commanded closed.
ONThe fuel engine shutoff servo valve

to the selected engine is commanded
open.
WARNING PANEL
Power Levers
FADEC 1 or 2 Light
The throttle control unit has a power lever for

each engine. These levers individually advance
or retard their respective engines. Each lever is
detented and labeled for the following positions:
Either FADEC fault light is illuminated when

the associated FADEC is not energized or if
a critical fault is detected. Illumination of a
FADEC light indicates that the associated
FADEC is incapable of controlling the engine.
IDLE
MAX CRUISE
MAX CLIMB
TAKE OFF
Revision 1
7-17
N1 PLA BUG
N1 MAX BUG
N1 MIN AVI
10
66.7
I
G
N
N2 DIGITAL DISPLAY
N1
N1 DIGITAL DISPLAY
10
12.8
5
IGN MESSAGE
10
10
0
I
G
N
622
ITT
93.8
N2 %
ITT DIGITAL DISPLAY
860
37.0
RCONF
SCAN
EIED 1
FUEL
FF
340
335
PPH
QTY
3000
3015
LB
FU
410
420
LB
CLASS 2 OR 3
MESSAGE
13C MSG
TEMP
RCONF
SCAN
EIED 2
N1 POINTER
N1 - N2 VIBRATION
INDICATION
N1
VIB
N2
N2 POINTER
OIL
PRESS
42
75
PSI
PRESS
41
TEMP
74
PSI
HYDR
PRESS
PRESS
2970
2970
PSI
PSI
QTY
RCONF
SCAN
EIED 3
Figure 7-14. Engine Indication Electronic Displays (EIEDs)
7-18
Revision 1
APR DISARM Switchlight
No. 2 EIED Display
Normally this guarded switchlight is not

depressed or illuminated. The APR is in the
automatic mode and armed.
The No. 2 EIED (middle) display normally

presents fuel system information. A MSG
(message) flag appears on the face of the
display when the EIED detects fault messages
requiring a maintenance action. The messages
are issued for the FADEC, FQMC, and APU
computers or for the EIED system itself.
When the switchlight is depressed and illuminated white, the APR is manually disarmed.
APR O'RIDE Switchlight

Normally this switchlight is not depressed or
illuminated. The APR is in the automatic mode.
When the switchlight is depressed and illuminated green, the APR is manually armed
and all automatic functions are overridden.
EIED DATA DISPLAYS

In the normal flight configuration, engine
information is displayed on the three engine
indication electronic display (EIED) indicators
(Figure 7-14).
No. 1 EIED Display

The following information is available on the
No. 1 EIED (upper) display:
ITT (T 4.5 ) and N 2
Demand N 1 bugAn N 1 bug indicating N 1 physical speed demand. This bug
represents the PLA-commanded N 1 .
Maximum N 1 bugOther bug display
capabilities are sometimes activated.
During takeoff or go-around when the
computed aircraft speed is below 200
knots, a maximum N 1 bug will be displayed, indicating FADEC-computed
maximum N 1 speed.
Yellow arcWhen wing anti-ice is selected, a yellow arc is provided to show
the minimum N 1 speed necessary to supply sufficient wing anti-icing.
IGN flagAn IGN flag is displayed (one
for each engine) when the in-control
FADEC is commanding ignition to that
engine.
Two kinds of messages are displayed: class 2

and class 3. Class 2 messages are indicated by
a yellow background and black letters in flight
and by red background with white letters on
the ground. Class 3 messages are displayed by
a white background and black letters.
No. 3 EIED Display

The following parameters are always displayed
in flight on the No. 3 EIED (lower) display:
N 1 and N 2 vibration
Engine oil temperature and pressure
Hydraulic quantity and pressure
APU information automatically after
APU computer power-up for APU start
monitoring
SCAN Button
Pressing the SCAN pushbutton displays
secondary data such as maintenance and failure messages. On the ground, when the APU
page is displayed, depressing the SCAN key
a second time displays a maintenance page.
The purpose of this page (Figure 7-15) is to
provide additional APU and engine information as follows:
Engine oil filter clogging
Engine chip detector
Engine oil quantity
APU oil quantity
The SCAN key permits display of the

FADEC in control (A or B) for each engine. Pressing the SCAN key again removes the in-control display.
Revision 2
7-19
CENTER CIRCUIT-BREAKER
PANEL
NOTE: MAY VARY BY SERIAL NUMBER
Figure 7-15. Engine Circuit Breakers and Maintenance Panel
7-20
Revision 1
A2 Bus
EIED 3 LH (5 amps)
ENG OIL
FADEC B LH (5 amps)
FILTER
CLOGGING
B1 Bus
CHIP
DETECTOR
FULL
EIED 1 RH (5 amps)
FULL
FADEC A RH (5 amps)
LEVEL
-1
-2
-1
ADD QTS
EIED 2 RH (5 amps)
-2
1400
APU
OIL LEVEL
FADEC B RH (5 amps)
ENG 2 VIBR (1 amp)
EIED 3 RH (5 amps)
RCONF
SCAN
Figure 7-16. No. 3 EIED Maintenance

PageEngine Oil System
FADEC B RH (5 amps)
Pressing the RCONF pushbutton switches off

a failed EIED screen. The failed screen data
are distributed among the valid screens.
Pressing the RCONF pushbutton a second time
switches on the screen if it is back on line. Data
distribution then returns to the initial state.
CIRCUIT BREAKERS
Circuit breakers for the engine controls and
indicators are mounted on the left-center area
of the center overhead circuit-breaker panel.
EIED 1 LH (5 amps)
FADEC A LH (5 amps)
EIED 2 LH (5 amps)
IGNITION 1 (2.5 amps)
IGNITION 2 (5 amps)
A1 Bus
LO FUEL (5 amps)
ENG 1 VIBR (1 amp)
OIL LH (1 amp)
Revision 2
B2 Bus
EIED 3 RH (5 amps)
RCONF Button
Essential Bus
OIL RH (1 amp)
MAINTENANCE PANEL
The maintenance panel is located on the right
cockpit bulkhead and contains two pushbuttons which allow the clearing of the FADEC
fault memories (Figure 7-16). Only on aircraft < SN 33, the maintenance panel also contains two guarded switches which control the
FADECs.
ENGINES FADEC Switches

ONS/N <32 the normal guarded position. The two FADECs for the respective engine are powered.
OFFThe guard must be raised to select
this position. Electrical power is removed from both engine FADECs. It is
impossible to start the engine with the
switch in this position.
MEMORY CLEAR Pushbuttons

When both start selector switches set to motoring, depressing the right or left pushbutton
momentarily, clears the respective engines
FADEC fault memory.
7-21
ENGINE OPERATION
In-Flight Start
START
The airstarter is supplied through either the

APU bleed-air valve or the other engines LP
compressor. Follow the same procedures outlined above under Ground Start with APU.
During engine start, the in-control FADEC

automatically initiates ignition and fuel to the
engine. As the engine accelerates to idle,
ignition and starter are terminated, and the
engine continues to accelerate to ground idle.
Ground Start with APU

The airstarters are supplied through the APU
bleed-air valve, an isolation valve, and the
corresponding engine-starting valve. The two
engines may be started one after the other.
Place the ENGINES IGNITION switch to
NORMAL. Place the corresponding power
lever to IDLE and the respective FUEL ENG
switch to ON, and press the respective ENGINES START pushbutton. After the first engine is started, ensure the corresponding
START warning light is not illuminated before
repeating the same procedure for the other
engine.
Ground Start with Ground

Support Compressor
The airstarters are supplied through the ground
air connector, an isolation valve, and the
corresponding engine-starting valve. Follow
the same procedures outlined above under
Ground Start with APU.
Ground Start with No. 1

or No. 2 Engine Bleed Air
The bleed air from the LP compressor of the
running engine supplies the airstart through the
bleed-air valve, an isolation valve, and the
other engine-starting valve.
Place the BLEED switch for the engine to be
started in the AUTO position. Then follow the
same procedures outlined above under Ground
Start with APU.
7-22
Hot-Start Protection
Hot-start protection logic terminates fuel and
ignition if ITT exceeds 815C limit or if the
initial ITT prior to a start attempt exceeds
150C temperature limit. Hot-restart logic is
disabled when motoring. Hot-start protection
logic terminates fuel by closing the fuel metering valve in the HMU. Hot-start protection
logic is active only for ground starts.
Hung-Start Protection
The hung-start protection logic terminates
fuel and ignition and cuts out the starter if a
hung-start condition exists. A hung start is
declared if N 2 speed is not accelerating according to a predetermined schedule between
light-off N 2 and idle speed. After N 2 speed
has rolled below 7% rpm, the hung-start logic
clears, allowing another start attempt. Lightoff speed is the speed at which turbine temperature (ITT) increases markedly above the
initial starting turbine temperature. Hung start
is not active during wet or dry motoring.
The FADEC transmits a class 3 HUNG START
fault message to the EIED in the event of an automatically aborted hung start attempt.
Engine Flameout Detection

The engine flameout detection takes place
when the N 2 unwind rate is abnormally high.
The FADECs automatically command energizing of the two igniter plugs, even if the
ENGINES IGNITION switch is in the NORMAL position.
In order to prevent the occurrence of an engine
flameout at high angle of attack, the stall warning circuit commands the energizing of the
two igniter plugs. This function is independent
of the flameout detection generated by the
FADECs.
Revision 1
STATIC OPERATION
Built-in-test (BIT) functions detect failures
both internal and external to the FADEC and
are divided into two categories: power-up and
continuous. BIT faults are latched into FADEC
memory for troubleshooting.
Each FADEC has a dedicated input from an
engine-driven permanent magnet alternator
(PMA). When the engine speed is 45% N 2 and
above, the dedicated permanent magnet alternator input has the capability of providing all
electrical power for the FADEC system.
Selection between the aircraft 28 VDC and
permanent magnet alternator power is performed automatically by the FADEC. In addition, during sub-idle operation (starting) on the
ground only, the control system prevents the
engine from exceeding starting ITT limits.
This flameout indication is used to turn on

ignition and schedule relight fuel flow. The ignition control logic holds ignition on for a period of five seconds after a flameout on the
ground. Relight attempts are terminated if the
engine rolls below the starter cutout threshold.
With no overspeed conditions sensed by the
FADEC and the aircraft fuel flow signal set on,
the shutoff valve is opened, allowing the metering valve to regulate fuel to the combustor.
Normal Shutdown
In accordance with the Flight Manual, after
engine cool-down at idle speed, place the FUEL
ENG and BOOST switches in the OFF position.
LIMITATIONS
SHUTDOWN
ENGINE
Automatic Shutdown
Thrust rating (uninstalled, sea level, ISA):
Fuel shutoff is controlled by the shutoff valve

and overspeed torque motors. The shutoff
torque motor receives an electrical input from
the aircraft to shut off or enable fuel flow.
The overspeed torque motor is controlled by
both FADECs based on speed sensor input.
The FADECs terminate fuel flow when N 2 exceeds established limits. In flight, once fuel
flow is terminated, it remains off until N 2 falls
below 25%. Below 25% the FADEC automatically turns on relight ignition and fuel
flow. On the ground, fuel is latched off until
FADEC power is cycled.
Automatic relight ignition control logic turns
on ignition when an engine flameout has
been detected by the FADEC. Flameout is declared when:
The engine is decelerating faster than the
deceleration schedule.
The engine decelerates below the selected minimum idle control schedule.
Revision 2
Takeoff (five minutes maximum)

5,888 pounds
Maximum continuous 5,613 pounds
Thrust Setting
Engine low-pressure rotor speed N 1 is used as
the thrust setting parameter. Takeoff and
maxi m u m continuous thrust are defined in
the AFM.
Rotor Speed Limits

Rotor speed limits are as follows:
Condition of use
N1
N2
Maximum/normal takeoff
96.7%
106%
7-23
Maximum continuous
Miscellaneous Engine Limits

Maximum N 2 starter reengagement limit
is 53.6% (starter cutout).
96.7%
104.9%
Interstage Turbine Limits

Interstage turbine temperature limits for
specific conditions and times are shown below:
Ground start (five minutes maximum)
815C
Restart maximum temperature 150C
Thrust reverser is approved for use only

on the ground
FUEL SYSTEM
Approved Fuel
Fuel used must conform to specifications given
in the Limitations section of the AFM. Base
fuel grades approved for use are as follows:
Normal takeoff 864C (2 minutes max)

Maximum takeoff (five minutes maximum) with APR 890C
Jet A
Maximum takeoff (five minutes maximum) 851C
JP-4/Jet B (see note)
Maximum continuous 861C
Jet A-1
JP-8
NOTE
Airstart 890C
Windmilling maximum temperature (ten
seconds maximum) 970C
Windmilling maximum temperature
(two seconds maximum) 1,000C
Starting Times
J-P4/JET B allowed for aircraft with

M1903 or SB F2000-202. Use of JP4/JET B fuel limits flight altitude
to 23,000 ft after low booster pump
failure.
Total Usable Fuel
Engine starting times for ground and air

operations are listed below.
Ground Start
From start to light-off after 22% N 2 10
seconds maximum
F r o m l i g h t - o ff t o i d l e 6 0 s e c o n d s
maximum
Airstart (From Light-Off to Idle)
Assisted 90 seconds
Windmilling 180 seconds
Total usable fuel quantity in U.S. gallons is

distributed as follows:
Left wing + half center wing box 906
Right wing + half center wing box 908
Aircraft total capacity 1,814
NOTE
The amount of fuel left in the tanks
when the fuel quantity indicator
reaches zero is not safely usable in
all flight conditions.
Engine Vibration Limits

N1
1.0 inch per second
N2
1.5 inches per second
7-24
Revision 2
Fuel Additives
The following types of additives, in accordance
with AFM requirements, are approved for use
in the fuel:
Anti-icing
SOHIO biocide
Antistatic
Miscellaneous Fuel System

Limitations
Maximum fuel dissymmetry is 2,200
pounds.
Pressure fueling system maximum feed
pressure is 50 psi.
Miscellaneous Oil System

Limitations
OIL 1 and OIL 2 warning lights illuminate if oil pressure is less than 25 psi.
In case of takeoff at very low temperatures, the TEMP OIL indication may
drop into the yellow range during the
takeoff run.
ADDITIONAL
ILLUSTRATIONS
Figures 7-17 through 7-18 illustrate various
components of the powerplant system.
LUBRICATION SYSTEM
The approved oil for use in the engine is
General Electric Specification D50TF1, or
AlliedSignal EMS 53110, Type II oil.
Approved Oils
Oil conforming to General Electric
Specifications D50TF1, or Allied Signal
oil specification EMS 53110.
Mobil Jet Oil II, Mobil 254 and
Aeroshell/Royco Turbine Oil 560 are
the only MIL-L-23699 approved lubricating oils authorized for the use in this
engine.
Oil Pressure Limits

Operating range 60 to 85 psi
Transient (three minutes maximum) 85
to 100 psi
Minimum (at idle) 30 psi
Cold start (oil temperature less than
0C) (2 1/2 minutes maximum) 135 psi
Oil Temperature Limits
Maximum138C
Transient (three minutes) 138 to 155C
Cold start 40C
Minimum 30C
Revision 2
7-25
7-26
FADEC
AIRCRAFT
INTERFACE
ACCESSORY
GEARBOX
FWD MOUNT

IGNITION EXCITER
FUEL MANIFOLD
Figure 7-17. EngineLeft Side View
FUEL FILTER
ENGINE
MAIN MOUNT
LP PRESSURE
BLEED
MIXER NOZZLE
ENGINE
AFT MOUNT
HP PRESSURE
BLEED
STAGE 3
BUFFER AIR

FUEL HEATER
Figure 7-18. EngineRight Side View
AIR/OIL COOLER
ITT HARNESS
HP TURBINE
COOLING AIR
OIL
RESERVOIR
OIL SERVICE
PORT
FADEC
7-27
CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL............................................................................................................................... 8-1
FIRE DETECTION ................................................................................................................. 8-2
System Description .......................................................................................................... 8-2
Controls and Indications .................................................................................................. 8-4
FIRE EXTINGUISHING ........................................................................................................ 8-6
System Description .......................................................................................................... 8-6
8-i
ILLUSTRATIONS
Figure
Title
Page
8-1
Fire Detection System .............................................................................................. 8-2
8-2
Engine Fire Detectors............................................................................................... 8-3
8-3
Horn Silence Button ................................................................................................. 8-4
8-4
Fire Control Panel .................................................................................................... 8-5
8-5
Engine and APU Fire Extinguisher Bottles.............................................................. 8-7
8-6
Engine and APU Fire-Extinguishing System........................................................... 8-8
8-7
Hand-Held Fire Extinguisher Locations................................................................. 8-11
8-iii
CHAPTER 8
FIRE PROTECTION
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INTRODUCTION
The Falcon 2000 fire protection system provides warning of fire, smoke, or equipment overheating. It allows for the extinguishing of fires by fixed and hand-held fire
extinguishers.
GENERAL
Fire detection systems consist of three fire
detectors, three overheat probes, and one
smoke detector. Fire detectors are located in
each of the two engine areas and the APU
area. The landing gear wheel wells, forward
service compartment, and nose cone are
equipped with overheat detection. A smoke detector is located in the baggage compartment.
Warning, control, and test devices for the fire
protection system are located on the master
warning and fire control panels. Both are

located on the center instrument panel and
consist of an audio warning, warning lights,
control switches, and test buttons.
Extinguishing of engine and APU fires is
accomplished by a built-in, three-bottle system.
Two hand-held fire extinguishers protect the
cabin and cockpit. Elimination of an overheat
condition in the landing gear wheel wells is accomplished by extension of the landing gear.
8-1
tubes vary in length depending on location. In

the sealed box, one switch activates the alarm
signal, and the other determines integrity of
the system.
FIRE DETECTION
SYSTEM DESCRIPTION
The engine and APU detection systems are composed of three capillary tube-type fire detectors
(Figure 8-1). They are located in the two engine
nacelles and the APU compartment. Thermal
switches are located in each landing gear wheel
well, and resistance overheat probes are located
in the forward service compartment, and in the
nose cone to detect overheat conditions. An optical smoke detector is located in the baggage
compartment.
Engine and APU Fire Detectors
Each fire detector consists of a stainless steel
capillary tube sealed on one end and equipped
with a sealed box containing two pressure
switches on the other end (Figure 8-2). The
Capillary tubes contain pressurized inert gas

and a metallic web. The web absorbs hydrogen at low temperatures and releases it as a gas
at high temperatures. This is a reversible process, therefore after cooling, the web will
again absorb hydrogen. Pressure switches on
the end of the tubes are each equipped with a
diaphragm. One switch is normally open.
When its diaphragm is deformed by increased
pressure, the switch closes and transmits an
alarm signal that activates both the audio warning and fire control panel warning light. The
other switch acts to determine system integrity
and is normally held closed by pressure of the
inert gas. However, when system gas pressure
decreases due to leakage, the subsequent loss
of pressure opens the switch and illuminates
the amber fault light on the panel.
ENGINE FIRE
EXTINGUISHERS
ENGINE FIRE DETECTOR
OVERHEAT
DETECTORS
SMOKE
DETECTOR
ENGINE 2
SHUTTLE
VALVE
LANDING
GEAR
WHEELWELL
APU
FIRE
DETECTOR
APU
COMPARTMENT
BAGGAGE
COMPARTMENT
SHUTTLE
VALVE
ENGINE 1
FSC OVERHEAT
PROBE APU FIRE
EXTINGUISHER
ENGINE
FIRE
ENGINE SENSORS
Figure 8-1. Fire Detection System
8-2
Revision 1
Two modes of operation are used by the capillary tube fire detectors. The first mode is by
generalized overheating of the detector. The
detector is sensitive to an average temperature
of 204 14C. As the temperature in the zone
surrounding the detector approaches this level
of sensitivity, a corresponding rise in pressure of the inert gas causes deformation of
the diaphragm. This action closes the respective warning pressure switch, which illuminates the FIRE warning light and activates the
audio warning.
The second mode of action occurs when there

is a very localized temperature rise. The
detector is sensitive to a local temperature of
482 14C such as can be expected from a
flame or jet of hot fluid on a small portion of
the capillary tube. When this occurs, the metallic web releases hydrogen gas, that in turn,
increases the overall amount of gas in the tube.
This increased gas pressure causes deformation of the diaphragm, closing of the warning
pressure switch, illumination of the appropriate red FIRE warning light, and activation
of the audio warning.
CAPILLARY
TUBE
INERT
GASES
PRESSURE
SWITCHES
METAL
CORE
SWITCH
DIAPHRAGMS
CAPILLARY TUBE
Figure 8-2. Engine Fire Detectors
8-3
Overheat Sensors
Smoke Detectors
When an overheat condition exists in the landing gear wheel well area, thermal switches
installed there send a signal to activate the
audio warning and illuminate the respective
wheel well overheat annunciator on the fire
control panel. Pressing the HORN SIL button
(Figure 8-3) silences the audio warning.
A smoke detector is located in the baggage

compartment, in a path of airflow created by
the ventilation system. It consists of an optical cell that is sensitive to photo-reflection
and diffusion of light through smoke.
The forward service compartment contains a

resistance overheat probe to detect an overheat
condition. If an overheat condition exists, this
probe sends a signal to illuminate the amber
AFT COMP OVHT annunciator on the master warning panel. There is also an overheat
sensor in the nose cone and an annunciator
light (NOSE CONE OVHT) on the master
warning panel.
NOTE
No audio warning is sounded.
The smoke detector operates by directing a

cylindrical light beam into a deflection chamber. A photosensitive cell is kept in darkness
at a right angle to the light beam. Smoke
entering the detection chamber intersects the
light beam and reflects (scatters) the light.
When a sufficient amount of light is reflected
onto the photosensitive cell, the red FIRE
BAG annunciator illuminates on the fire control panel and the audio warning sounds.
Pressing the HORN SIL button silences the
audio warning. The warning annunciator (and
the audio warning) will go out once the air is
clear and the photosensitive cell no longer
receives sufficient reflected light.

Fire Control Panel
The fire control panel has four sections (Figure
8-4). Two sections are for indication and control of fire in the engine compartments. A
third section is for indication and control of
fire in the APU compartment. A fourth section
is for indication of overheat in the wheel wells
and/or smoke in the baggage compartment.
Engine and APU Fire Indicators

and Controls
Engine Compartment and APU Fire
Warning Lights
PUSHBUTTON
HORN SIL
Figure 8-3. Horn Silence Button
8-4
The FIRE 1, FIRE 2, or FIRE APU red warning lights illuminate when the system detects
a fire in the corresponding engine or APU
area. If the FIRE APU warning light illuminates, the APU is automatically shut down by
the APU electronic control unit.
Revision 1
TEST
PUSHBUTTON
WARNING PANEL
BRIGHT
DIM
TEST
RESET
FADEC 1
PITCH
FEEL
T/O
CONFIG
AIL
FEEL
FADEC 2
START 1
AUTO
SLATES
FLAP
ASYM
AIL
ZERO
START 2
OIL 1
LH
PROBES
ST BY
PITOT
RH
PROBES
OIL 2
AP
TRIM FAIL
AP
MISTRIM
APU GEN
APU
FAULT
APR
THRUST
REVERSER 2
FUEL 1
LH BUS
ISOL
HOT BAT
RH BUS
TIED
FUEL 2
THRUST
REVERSER 1
GEN 1
BAT
GEN 2
LO
FUEL 1
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
STD BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN
APU FUEL
SHUT-OFF
TRANS LIGHT
NO. 1 ENGINE
FUEL SHUT-OFF
VALVE
TRANS LIGHT
FAULT FIRE
ENGINE 1
LIGHT
ENGINE 1
FIRE LIGHT
AFT
COMPARTMENT
OVERHEAT
LIGHT
LEFT WHEEL
OVERHEAT
WARNING LIGHT
FIRE CONTROL PANEL

DISCH
FUEL
SHUT
OFF
2
1
0
DISCH
FUEL
SHUT
OFF
1
0
TRANS
FAULT
TRANS
FAULT
FIRE 1
APU FIRE LIGHT
FUEL
SHUT
OFF
2
RR12830 02-05
1
09/13-01
0 Modified by RB
2-3-03
ModifiedTRANS
by LK
FAULT
FIRE APU
FAULT FIRE
APU LIGHT
DISCH
FIRE 2
FAULT FIRE ENGINE 2

LIGHT
L
H O
R
H O
W H
H T
E
E
L
W H
H T
E
E
L
FIRE
BAG COMP
TEST
ENGINE 2
FIRE LIGHT
RIGHT WHEEL
OVERHEAT
WARNING LIGHT
FIRE BAGGAGE
COMPARTMENT
LIGHT
NO. 2 ENGINE
FUEL SHUT-OFF
VALVE TRANS
LIGHT
TEST
PUSHBUTTON
Figure 8-4. Fire Control Panel
Revision 2
8-5
FUEL SHUT OFF Switches
NOTE
The APU and each engine have separate FUEL

SHUT OFF switches. Raising the guard and
placing the switch in the up position shuts off
fuel to the corresponding engine fuel system.
During this test, automatic closing of

the APU fuel shutoff valve is inhibited to prevent APU shutdown.
Raising the No. 1 engine FUEL SHUTOFF

switch also causes one valve under the left
hydraulic reservoir to close. Raising the No.
2 engine FUEL SHUTOFF switch will also
cause one valve under the left hydraulic reservoir and one valve under the right hydraulic
reservoir to close.
Actuation of the TEST button checks integrity

of the:
TRANS Light
The TRANS light illuminates if there is a discrepancy in the position of a fuel shutoff switch
and its respective FUEL SHUTOFF and/or
HYDRAULIC SHUTOFF valve(s).
Fault Warning Light

The FAULT warning light comes on when the
second switch opens in one of the fire detectors. This indicates loss of pressure in the capillary tube and a subsequent malfunction of the
fire detection equipment.
Wheel Well Overheat Indicators

Illumination of the LH WHEEL OVHT or RH
WHEEL OVHT red warning light indicates an
overheat condition in the respective landing
gear well. The warning light will go out when
the condition cools to a normal temperature.
Baggage Compartment Smoke

Indicator
The FIRE BAG light illuminates if smoke is
detected in the baggage compartment.
Engine and APU fire detection systems

Landing gear overheat detection system
and the fire control panel LH WHEEL
OVHT and RH WHEEL OVHT warning lights.
Baggage compartment smoke detector
system and the FIRE BAG COMP warning light

The AFT COMP OVHT light and its TEST
button are located on the master warning panel
(Figure 8-4). This light illuminates if an overheat condition exists in the forward servicing
compartment. To test the integrity of this light,
press the master warning panel TEST button.
FIRE EXTINGUISHING
SYSTEM DESCRIPTION
The fire-extinguishing system is composed
of one APU, two engine fire bottle extinguishers, and two hand-held fire extinguishers. The engine and APU fire extinguishers are
located in the aft service compartment. One
hand-held extinguisher is stored in the cockpit. The other is in the rear cabin area.
Testing the System

Warning lights and their corresponding logic
circuits can be tested by depressing the fire
control panel TEST pushbutton.
8-6
Revision 2
Engine and APU Extinguisher
Bottles
Each engine or APU fire extinguisher consists
of one bottle containing 3 pounds (1.36 kg) of
Halon 1301 (Figure 8-5). Selector switches on
the fire control panel control discharge of these
extinguishers. Bottles for the engines are discharged through either of two pressure heads
and a single electrically triggered pyrotechnical cartridge (squib) per head. Halon then travels through a length of tubing to the engine
compartment and is discharged onto the engine
by two nozzles at the end of the tubing. The

bottle for the APU compartment has one
pressure-head with an electrically triggered
pyrotechnical cartridge. Discharge is identical to that of the bottles for the engine compartment. Each bottle has a pressure gage to
verify content volume. All three of the bottles
are located in the aft service compartment.
The bottles are also fitted with a pressure
relief valve. In the event of overpressure, the
valve frangible disk will break, and Halon
will discharge through a drain leading to the
rear compartment drainage system.
NO. 2 ENGINE
FIRE BOTTLE
APU FIRE
EXTINGUISHER
APU FIRE
BOTTLE
NO. 1 ENGINE
FIRE BOTTLE
NO. 1 ENGINE FIRE

EXTINGUISHER FIRST
NO. 2 ENGINE FIRE

EXTINGUISHER
FIRST
NO. 1 ENGINE FIRE

EXTINGUISHER SECOND
NO. 2 ENGINE FIRE

EXTINGUISHER SECOND
Figure 8-5. Engine and APU Fire Extinguisher Bottles
Revision 1
8-7
NOTE
Extinguisher Shuttle Valves
In the event of engine fire, only two

engine bottles are available to extinguish the fire. Both bottles may be
discharged to the same engine, but a
bottle can be used only once. Once
a bottle is used in one engine, its entire contents are discharged and are
not available to the other engine.
There is no provision for the APU
bottle to be discharged into either
engine, nor can either engine bottle
be used for the APU.
NO. 2 ENGINE FIRE

EXTINGUISHER
SHUTTLE VALVE
HALON 1301 in the engine fire extinguisher

bottles (Figure 8-6) is sent through tubing that
runs from the extinguisher bottle to the engine
compartment. HALON is discharged through
two nozzles at the end of the tubing. The discharge nozzles can be supplied by either of the
two engine extinguisher bottles. However,
engine extinguisher shuttle valves isolate the
two engine compartment fire extinguishers.
These shuttle valves enable the discharge of
Halon into either engine compartment through
automatic shutoff of the unused extinguishing
circuit.
NO. 2 ENGINE FIRE

EXTINGUISHER
FIRST PYROTECHNICAL
CARTRIDGE
NO. 2 ENGINE FIRE

EXTINGUISHER
BOTTLE
NO. 1
ENGINE FIRE
EXTINGUISHER
SECOND
PYROTECHNICAL
CARTRIDGE
NO. 2
ENGINE FIRE
EXTINGUISHER
SECOND
PYROTECHNICAL
CARTRIDGE
NO. 1
ENGINE FIRE
EXTINGUISHER
BOTTLE
NO. 1
ENGINE FIRE
EXTINGUISHER
SHUTTLE VALVE
NO. 1 ENGINE FIRE

EXTINGUISHER FIRST
PYROTECHNICAL CARTRIDGE
APU FIRE EXTINGUISHER

FIRST PYROTECHNICAL
CARTRIDGE
APU FIRE
EXTINGUISHER BOTTLE
Figure 8-6. Engine and APU Fire-Extinguishing System (Sheet 1 of 2)
8-8
DISCH
TRANS
DISCH
TRANS
NORMAL
FIRE 2
FAULT
2
1
0
ENGINE 2 FIRE
NORMAL
FIRE 1
FAULT
2
1
0
ENGINE 1 FIRE

(11WB)
1st PYROTECHNICAL
ENGINE 2
1st PYROTECHNICAL
ENGINE 1
(L 20WB)
FIRE
CONTROL
PANEL
APU
FIRE
CONTROL
PANEL
2nd
PYROTECHNICAL
(R 20WB)
DISCH
TRANS
EMERGENCY
FIRE 1
FAULT
2
1
0
DISCH
FIRE APU
FAULT
DISCH
TRANS
EMERGENCY
APU FIRE
TRANS
FIRE 2
FAULT
2
1
0
ENGINE 2 FIRE
FIRE
CONTROL
PANEL
2nd PYROTECHNICAL
(R 10WB)
Figure 8-6. Engine and APU Fire-Extinguishing System (Sheet 2 of 2)
FIRE
CONTROL
PANEL
FIRE
CONTROL
PANEL
(L 10WB)
ENGINE 1 FIRE
8-9
Hand-Held Extinguishers
Two hand-held fire extinguishers each contain
2.5 pounds (1.13 kg) of Halon 1211. These fire
extinguisher bottles are equipped with a pressure gage to indicate pressure inside the bottle
and an ambient temperature correction table
to determine the amount of HALON available. The pressure gage has a green sector for
quick verification that content volume is within
operating capacity.
The fire extinguisher for the baggage compartment is stored in the passenger cabin
(Figure 8-7). The fire extinguisher located in
the cockpit is stored behind the pilot seat.
Both may be used to fight fires in all passenger, crew, and baggage areas.

Discharge of the engine and APU fire extinguishers is controlled by selector switches on
the fire control panel.
Engine Discharge Selector

Switches
The engine fire extinguishers are operated by
discharge safetied selector switches, labeled
DISCH, which are located on the fire control panel (see Figure 8-4). Each engine DISCH
switch has three positions:
0 positionThe off position. A snap
wire safety device keeps the switch in
this position.
1 positionWhen selected, B1 bus
power (No. 1 engine) or A2 bus power
(No. 2 engine) activates the first pyrotechnical cartridge and releases
HALON from the first engine bottle to
the associated engine compartment.
2 positionBattery bus power activates
the second pyrotechnical cartridge and
releases HALON from the other engine
8-10
fire bottle to the same engine compartment. This switch position is used when
both fire extinguishers are needed to
combat a fire in the same engine
compartment. To move the switch to this
position, pull out the switch to move it
past the No. 1 position.
APU Discharge Selector Switch

The safetied selector switch for the APU compartment is identical to those for the engines
except that it has only two positions:
0 positionThe off position. A snap
wire safety device keeps the switch in
this position.
1 positionThis position sends battery
bus power to the pyrotechnical cartridge
and releases the bottle contents to the
APU compartment.
There is no backup extinguisher for the APU
compartment.
WARNING
T h e s e fi r e ex t i n g u i s h e r s c a n b e
discharged when the battery switch
is set to off.
SYSTEM OPERATION
Engine Fire-Extinguishing
Operation
Fire in an engine compartment illuminates the
engine FIRE warning light and activates the
audio warning. To discharge the fire extinguisher, follow the engine fire checklist in the
emergency section of the Airplane Flight
Manual (AFM).
To silence the audio warning, press the HORN
SIL pushbutton on the pedestal once the
location of the fire is known for certain.
Revision 2
HAND-HELD FIRE
EXTINGUISHER
HAND-HELD FIRE
EXTINGUISHER
Figure 8-7. Hand-Held Fire Extinguisher Locations
8-11
APU Fire-Extinguishing
Operation
A fire in the APU compartment will illuminate
the APU FIRE warning light and activate the
audio warning. To discharge the APU fire
extinguisher, follow the APU fire checklist in
the emergency section of the AFM.
Pressing the HORN SIL pushbutton silences
the audio warning once the location of the fire
is known for certain.
Landing Gear Wheel

Well Overheat
If an overheat condition is detected in either
main wheel well, the LH WHEEL WELL or
RH WHEEL WELL will illuminate. Specific
procedures to follow in the event of a landing
gear wheel well overheat annunciator illumination are contained in both the Airplane
Flight Manual and Operating Manual
Procedures. Additional information may also
be found in the Pilot Training Manual, Volume
1, under Emergency Procedures.
FAULT Light Illumination

If an engine fire panel FAULT light illuminates, a leak in the detection loop, a power
failure or short circuit in the detector wiring
of the corresponding engine is indicated.
Specific procedures to follow are contained
in both the Airplane Flight Manual and
Operating ManualProcedures. Additional
information may also be found in the Pilot
Training Manual, Volume 1, under Abnormal
Procedures. A landing should be completed
as soon as possible.
If the APU fire panel FAULT light illuminates, a leak in the detection loop or a power
failure or short circuit in the detector wiring
of the APU is indicated. Specific procedures
to follow are contained in both the Airplane
F l i g h t M a n u a l a n d O p e ra t i n g M a n u a l
Procedures. Additional information may also
be found in the Pilot Training Manual, Volume
1, under Abnormal Procedures. The APU
should be shut down immediately.
Press the HORN SIL pushbutton to silence

the audio warning.
Baggage Compartment,
Passenger Cabin, and Cockpit
Fires
If a smoke condition is detected in the baggage
compartment, the FIRE BAG annunciator will
illuminate. Specific procedures to follow in the
event of a FIRE BAG annunciator illumination
are contained in both the Airplane Flight
Manual and Operating Manual Procedures.
Additional information may also be found in
the Pilot Training Manual, Volume 1, under
Emergency Procedures.
Press the HORN SIL pushbutton to silence
the audio warning.
8-12
Revision 2
CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION .................................................................................................................. 9-1
GENERAL .............................................................................................................................. 9-1
SYSTEM COMPONENTS .................................................................................................... 9-3
Common Supply Duct ..................................................................................................... 9-3
Duct Isolation Valve ........................................................................................................ 9-3
Engine Bleed Air Valve ................................................................................................... 9-3
Engine Bleed Air Check Valve ....................................................................................... 9-3
APU Bleed Air Valve ...................................................................................................... 9-3
APU Electronic Control Unit (ECU) .............................................................................. 9-3
APU Check Valve ........................................................................................................... 9-4
Ozone Catalyzer .............................................................................................................. 9-4
Ground Air Connector .................................................................................................... 9-4
SYSTEM CONTROLS/INDICATIONS ................................................................................ 9-5
BLEED 1 AND BLEED 2 Switches ............................................................................... 9-5
APU BLEED Switch ....................................................................................................... 9-6
Duct Isolation Selector Switch ........................................................................................ 9-7
Duct Isolation Light ........................................................................................................ 9-7
Warning Panel ................................................................................................................. 9-7
Pressurization/Air Conditioning Valves .......................................................................... 9-8
Air Conditioning Jet Pump ............................................................................................. 9-8
Wing Anti-Ice Valve ........................................................................................................ 9-8
9-i
Engine Start Valves ......................................................................................................... 9-8

SYSTEM OPERATION ......................................................................................................... 9-8
Normal Operation ......................................................................................................... 9-10
Abnormal Operation ..................................................................................................... 9-10
SYSTEM LIMITATIONS .................................................................................................... 9-10
9-ii
ILLUSTRATIONS
Figure
Title
Page
9-1
Pneumatic System .................................................................................................... 9-2
9-2
Engine Bleed Air and Bleed Air Check Valves........................................................ 9-4
9-3
Air Conditioning Panel............................................................................................. 9-5
9-4
Circuit-Breaker Panel ............................................................................................... 9-6
9-5
9-6
Air Conditioning Supply and Jet Pump Valve.......................................................... 9-8
9-7
Wing Anti-Ice Valve................................................................................................. 9-9
9-8
Engine Starting Valves ............................................................................................. 9-9
9-iii
CHAPTER 9
PNEUMATICS
BLEED AIR CO
R
AIR
15
20
LV
VA E
INTRODUCTION
The Falcon 2000 pneumatic system supplies bleed air to the pressurization system, airconditioning system, wing anti-ice system, dual heat exchanger air-conditioning jet
pump, and the engine start valves.
GENERAL
The pneumatic system (Figure 9-1) uses a
common supply duct to route low pressure
(LP) bleed air to the pressurization system, airconditioning system, wing anti-ice system,
dual heat exchanger air-conditioning jet pump,
and the engine start valves. A duct isolation
valve, when closed, divides the common supply duct into two parts. Auxiliary LP bleed air
is also used to pressurize both the fuel tanks
and hydraulic reservoirs.
Sources of LP air to the common supply duct

are the engines, APU, and a ground power
unit (GPU). Engine LP air is supplied from the
5th-stage engine compressor through a bleedair valve in the engine pylon. The APU supplies air for engine starting and air conditioning/pressurization, both on the ground and
in the air. APU air cannot be used to supply
wing anti-ice. A GPU may be connected for
engine starting and for air conditioning.
9-1
REAR CONE
FEEDER
ISOLATION
VALVE
APU BLEED-AIR VALVE
OZONE
CATALYZER
PRESSURIZATION
CHECK VALVE
COMMON
FEEDER
DUCT
OZONE CATALYZER
CHECK
VALVE
CHECK
VALVE
HP
BLEED-AIR
VALVE
START
CREW
AC
PAX
AC
START
LP
LP
HP
BLEEDAIR
VALVE
PRESSURIZATION
PRESSURIZATION
AFT SERVICING
COMPARTMENT
FORWARD SERVICING
COMPARTMENT
ENGINE
ANTI-ICE
GROUND
AIR
CONNECTION
WING
ANTI-ICE
AC JET-PUMP
VALVE
Figure 9-1. Pneumatic System
9-2
ENGINE
ANTI-ICE
Engine anti-ice uses high pressure (HP) bleed

air from the 6th-stage (centrifugal compressor)
engine compressor through its own duct system
to heat the forward lip of the engine nacelle.
When the engine anti-ice switch is on, electrical power is provided to heat the T2 probe.
An auxiliary LP bleed-air duct takes 5th-stage
engine compressor air to pressurize both the
fuel tanks and hydraulic reservoirs. This LP air
is provided as long as either engine is running.
An ozone catalyzer limits the ozone concentration in the engine bleed air supplied to the
air-conditioning system.
SYSTEM COMPONENTS
COMMON SUPPLY DUCT
The main ducting that connects the engines,
A P U , a n d g r o u n d a i r s o u r c e s t o t h e a i rconditioning, pressurization, and wing anti-ice
systems, and to the dual heat exchanger airconditioning jet pump, is called the common
supply duct. Air temperatures in this duct can
exceed 450F. The majority of this ducting is in
the forward service compartment (Figure 9-1).
DUCT ISOLATION VALVE

A n e l e c t r i c a l l y a c t iva t e d m o t o r - d r iv e n
butterfly valve divides the common supply
duct into two parts when it is closed (Figure
9-1). Once closed, the No. 1 engine, APU
bleed air, and passenger air conditioning
become one part. The No. 2 engine, crew air
conditioning, wing anti-ice, and the ground air
connector form the other part. If electrical
power to the valve is lost, it will remain in its
last position. The normal position is open.
ENGINE BLEED AIR VALVE

Two valves, in their respective engine pylons,
a r e e l e c t r i c a l l y a c t iva t e d m o t o r- d r iv e n
butterfly valves controlled by a two-position
BLEED 1 or BLEED 2 switch (Figure 9-2). If
electrical power is lost, the valve remains in
its last position.
Revision 2
ENGINE BLEED AIR

CHECK VALVE
The check valves, in the engine pylons (Figure
9-2), prevent reverse flow of LP bleed air into
the engine compressor. No electrical power is
required.
APU BLEED AIR VALVE

This electrically operated solenoid valve
enables APU bleed air to flow into the common supply duct (Figure 9-1). Electrical
power actuates the solenoid, thus permitting
the pneumatic force of APU bleed air to open
the valve and flow into the duct. If electrical
power is lost, the valve will close. The valve
has two limiting functions:
Limits the APU exhaust gas temperature
to 690C or below.
Limits the APU bleed airflow rate, especially during engine start in high ambient temperatures.
APU ELECTRONIC CONTROL

UNIT (ECU)
The temperature and volume of APU bleed air
is controlled by the ECU. When the APU bleed
switch is in AUTO, system demand for pneumatic air is sensed by the ECU, and the APU
bleed-air valve is modulated by the ECU to
maintain sufficient airflow below the limiting
temperature of 690C. If the APU bleed switch
is ON or OFF, then the ECU monitors the
position of the APU bleed-air valve and illum i n a t e s t h e A P U FAU LT l i g h t w h e n a
disagreement exists between switch and valve
position.
NOTE
The acronym ECU in this paragraph
can be easily confused with the ECU
acronym associated with the airconditioning systems environmental control unit that produces cold air
for the pressure vessel.
9-3
Figure 9-2. Engine Bleed Air and Bleed Air Check Valves
APU CHECK VALVE
GROUND AIR CONNECTOR
This valve (see Figure 9-1) prevents common

supply duct air from the engines or GPU from
entering the APU compressor. The valve keeps
air from being forced back to the APU from
the common supply duct.
The ground air connector, below the right engine nacelle, supplies pressurized air from a
GPU to the common supply duct through an integral check valve. GPU air should not exceed
a pressure of 60 psi, a temperature of 500F,
or a flow of 100 lbs/min at sea level and 59F.
OZONE CATALYZER
The ozone catalyzer limits ozone concentration
in the bleed air supplied to the passenger and
crew air-conditioning systems. Catalyzers, in
the forward servicing compartment, are installed in the ducting immediately downstream
of the common supply duct and prior to the
flow limiter (Figure 9-6).
9-4
Revision 2
SYSTEM CONTROLS/
INDICATIONS
The APU is operating, the APU bleedair switch is in AUTO, and the WINGS
ANTI-ICE switch is OFF.
BLEED 1 AND BLEED 2

SWITCHES
The APU bleed valve is not fully closed.

(The APU FAULT annunciator light will
come on if the APU bleed valve does not
close within four [4] seconds of a close
command).
The BLEED 1 and BLEED 2 switches, at the

top of the overhead AIR CONDITIONING
panel (Figure 9-3), have positions AUTO and
OFF. The switches control the flow of LP
bleed airflow to the common supply duct.
In the AUTO position, a switch logic circuit
monitors the position of the APU bleed-air
valve, wing anti-ice switch, APU fault light,
and the engine start circuit. If the engine is
running, LP bleed air will be allowed into the
common supply duct from that engine unless:
The APU bleed switch is in the OVERRIDE (ON) position.

The respective engines startup sequence
is initiated.
In the OFF position, the respective engine
bleed-air valve is closed.
Circuit-breaker protection is on the A2 and B2
busses (Figure 9-4).
Figure 9-3. Air Conditioning Panel
9-5
Figure 9-4. Circuit-Breaker Panel
and engine bleed-air valve position (open or

closed).
APU BLEED SWITCH

This switch controls the APU bleed-air valve
solenoid that allows or prevents APU bleed air
from entering the common supply duct. It is
a three-position switch (AUTOONOFF on
earlier aircraft), (AUTOOFFOVERRIDE
on later aircraft) on the upper half of the AIR
CONDITIONING overhead panel (Figure 93). If electrical power is lost, the APU bleedair valve closes.
With the APU not running, selecting

the OVERRIDE (ON) position on
the APU BLEED switch will close
the engine bleed-air valves. If pressurization is desired, it will not occur.
The WINGS ANTI-ICE switch is in the

ON position.
With the APU running, the engine

bleed-air valves should be closed
with the APU BLEED AIR switch
in the OVERRIDE (ON) position.
However, if the valves do not close,
then engine and APU bleed air will
simultaneously flow to the common
supply duct.
Either engine bleed valve has not closed

within two (2) seconds following a close
command.
In both of these cases, the APU

FAULT light will not illuminate.
In the AUTO position, the APU ECU is in

command of the bleed-air valve in the AUTO
position. If the APU is operating, its bleed-air
valve is open, except under the following
conditions:
In the OVERRIDE or ON position, the APU

bleed- air valve is commanded open. It ignores
APU configuration (running or not running)
9-6
NOTE
In the OFF position, the APU bleed-air valve

is commanded to close.
Revision 1
Circuit-breaker protection is on the essential bus.
WARNING PANEL
Reverse airflow from the common supply duct

into the APU could cause damage to the turbine section. The APU check valve prevents
this situation. It is backed up by APU BLEED
switch logic commands to the engine and APU
bleed valve through the APU ECU. Two
examples follow:
The APU FAULT light, in the center section

of the master warning panel (Figure 9-5),
illuminates in response to a pneumatic malfunction when the following occur:
1. If either engine bleed-air valve receives

a close command and does not close in
four seconds, the ECU will close the
APU bleed-air valve.
2. If the APU bleed valve receives a close
command, and does not close within
four seconds, the ECU closes the engine bleed-air valves and illuminates
the APU FAULT light.
DUCT ISOLATION SELECTOR

SWITCH
The duct isolation selector switch is a twoposition rotary switch on the overhead AIR
CONDITIONING panel that controls the duct
isolation valve (Figure 9-3). They are as
follows:
Open (Horizontal)All LP bleed
sources are available to all systems on
the common supply duct.
Closed (Vertical)Two separate supply
ducts are established. Not all LP bleed
sources are available to all systems.
The APU has failed.

The APU bleed-air valve is commanded
to close and is still open after four seconds.
Other causes for the APU FAULT annunciator light illuminating are discussed in the APU
chapter.
BRIGHT
DIM
TEST
RESET
FADEC 1
PITCH
FEEL
T/O
CONFIG
AIL
FEEL
FADEC 2
START 1
AUTO
SLATES
FLAP
ASYM
AIL
ZERO
START 2
OIL 1
LH
PROBES
ST BY
PITOT
RH
PROBES
OIL 2
AP
TRIM FAIL
AP
MISTRIM
APU GEN
APU
FAULT
APR
THRUST
REVERSER 2
FUEL 1
LH BUS
ISOL
HOT BAT
RH BUS
TIED
FUEL 2
LO
FUEL 1
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
BRAKE
BRAKE
PRESS
STD BY
PUMP
ANTI - ICE
RECIR
ISOL
CABIN
THRUST
REVERSER 1
GEN 1
BAT
FUELING
BRAKE
DOORS
BRAKE
ACCU
GEN 2
Circuit-breaker protection is on the essential bus,

CONDG MAN, center circuit-breaker panel.
DUCT ISOLATION LIGHT

A duct ISOL light on the overhead AIR CONDITIONING panel monitors valve operation
(see Figure 9-3). The light is extinguished
when the valve is fully open (normal position), and illuminated when the valve is not
fully opened. Illumination of this light is not
reflected on the master warning panel.
Revision 2
9-7
PRESSURIZATION/AIR
CONDITIONING VALVES
ENGINE START VALVES
The pressurization/air-conditioning BLEED

AIR valves are connected to the common supply duct to allow or prevent heating, cooling,
and pressurization (Figure 9-6).
AIR-CONDITIONING JET PUMP

The venturi-type air-conditioning jet pump
uses LP bleed air from the common supply
duct, through the jet pump valve, to increase
ram airflow through the air-conditioning heat
exchanger (Figure 9-6).
WING ANTI-ICE VALVE

The wing anti-ice valve opens to allow LP bleed
air from the common supply duct to heat the
leading edge of the wings and the air intake for
the air-conditioning heat exchanger at the base
of the vertical stabilizer (see Figure 9-7).
The engine start valves are connected to the

common supply duct and open to allow LP
bleed air to start the engines (Figure 9-8).
SYSTEM OPERATION
The pneumatic system is designed to provide
sufficient air to accomplish all required tasks
under normal circumstances.The engines or
APU provide air for the system while in
flight. On the ground, air may also be supplied by a GPU.
When operated in auto mode, system circuit
logic regulates the supply of air. This circuit
logic can be overridden anytime by selecting one of the bleed-air switches out of the
AUTO position.
ENGINE LP
BLEED AIR VALVE
JET PUMP VALVE
OZONE
CATALYZERS
ENGINE LP
BLEED AIR VALVE
OZONE CATALYZERS
Figure 9-6. Air Conditioning Supply and Jet Pump Valve
9-8
Revision 2
Figure 9-7. Wing Anti-Ice Valve
Figure 9-8. Engine Starting Valves
9-9
Normal priority sets APU bleed air as the primary source to the common supply duct anytime
the APU is running. However, if wing anti-ice
is required, then engine bleed air takes priority,
since APU bleed air has insufficient volume
for simultaneous operation of wing anti-ice and
the remaining bleed-air requirements.
During incidents involving loss of cabin pressure, wing anti-ice malfunctions, or an aft
compartment overheat, the crew close the duct
isolation valve in order to divide the common
supply duct in half. Once two separate ducts
are established, the cause of the malfunction
can be identified and isolated.
CAUTION
Normal Operation
During normal operation, the BLEED 1,
BLEED 2, and APU BLEED switches are set
to AUTO, and the isolation switch is open.
APU bleed air is commonly used for engine
start. During engine start, the bleed air-valve
of the engine being started closes automatically
(see Figure 9-3).
Once engines are running, the APU retains
priority as the primary source of bleed air until
it is either shut down or the APU BLEED
switch is turned off. Once the APU is shut
down or APU BLEED switch turned off, the engine bleed valves open automatically and LP
bleed air for the common supply duct is
provided only by the engines. The APU ECU
constantly monitors the position of all bleedair valves. If a valve is found to be in the wrong
position, the APU FAULT light illuminates.
If the engines and APU are running simultaneously, and the wing anti-ice switch is turned
ON, the APU bleed-air valve closes and the
engine bleed-air valves open. The system is
designed so that only engine bleed air may be
supplied to the wing anti-ice system.
ABNORMAL OPERATION
If either engine bleed-air valve receives a close
command, and does not close within four
seconds, the ECU closes the APU bleed-air
valve. If the APU bleed-air valve receives a
close command, and does not close within
four seconds, the ECU closes the engine bleedair valves and illuminates the APU FAULT
light. In both cases, this action was taken to
prevent engine bleed airflow into the APU,
even though the APU check valve provides
protection.
The APU bleed valve switch is normally carried in the AUTO position.
Flight crews must remember that
whether the APU is running or not
running, placing the APU bleed valve
switch to the OVERRIDE (ON) position will signal both engine bleed
valves to close. If the switch is placed
to ON while airborne, and the APU
is not running, the aircraft will
depressurize. Use caution to not
inadvertently actuate the switch
while exiting or entering the pilot
seats during flight.
If electrical power is lost to the APU bleedair valve, it fails to the closed position.
SYSTEM LIMITATIONS
If the common supply duct isolation valve is
closed, then:
No. 1 engine or the APU can only
supply the passenger air-conditioning
system and the dual heat exchanger
air-conditioning jet pump
No. 2 engine and the GPU can only
supply the crew air-conditioning system
and the wing anti-ice system
When a GPU is used, the following minimum
and maximum output from the air cart should
be available to start the CFE 738 engine:
Pressure60 psi maximum; 49 psi at
59F; 44 psi at 122F
Temperature500F maximum
Flow100 lbs/min maximum; 77
lbs/min at 59F; 67 lbs/min at 122F
9-10
Revision 1
CHAPTER 10
CONTENTS
Page
INTRODUCTION ................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
ENGINE ANTI-ICE SYSTEM ............................................................................................. 10-3
Components ................................................................................................................... 10-3
WING ANTI-ICE SYSTEM ................................................................................................. 10-5
Components ................................................................................................................... 10-5
PROBE ANTI-ICE SYSTEM ............................................................................................... 10-8
WINDSHIELD ANTI-ICE AND DEMISTING SYSTEMS .............................................. 10-11
Windshield Anti-ice System ........................................................................................ 10-11
Windshield Demisting System .................................................................................... 10-13
WINDSHIELD WIPERS .................................................................................................... 10-13
WATER LINE HEATING ................................................................................................... 10-14
10-i
GENERAL USAGE ............................................................................................................ 10-14

Engine Anti-ice Usage................................................................................................. 10-15
Wing Anti-ice Usage ................................................................................................... 10-15
10-ii
ILLUSTRATIONS
Figure
Title
Page
10-1
Ice and Rain Protection System ............................................................................. 10-2
10-2
Engine Anti-ice System.......................................................................................... 10-3
10-3
Engine Anti-ice Controls and Indications .............................................................. 10-4
10-4
Wing Anti-ice System ............................................................................................ 10-6
10-5
Wing Anti-ice Controls and Indications................................................................. 10-7
10-6
Probes..................................................................................................................... 10-9
10-7
Probe Anti-ice Controls and Indications.............................................................. 10-10
10-8
Windshields.......................................................................................................... 10-11
10-9
Windshield Anti-ice Controls .............................................................................. 10-12
10-10
Windshield Wiper Controls.................................................................................. 10-13
10-11
Water Drain Heat System..................................................................................... 10-14
10-iii
FALCON 2000
2000 PILOT
PILOT TRAINING
TRAINING MANUAL
MANUAL
FALCON
CHAPTER 10
INTRODUCTION
This chapter describes the components and operations of the ice and rain protection systems
including the engine anti-ice, wing anti-ice, and probe anti-ice systems, also described
in this chapter are the windshield anti-ice and demisting system and the windshield wiper
and water line heating systems.
GENERAL
Ice and rain protection systems utilize a combination of pneumatic and electric anti-ice components to prevent ice formation and ensure
unobstructed forward visibility (Figure 10-1).
The No. 1 and No. 2 engine anti-ice systems
are independent of each other. Engine antiicing is controlled through switches on the
ANTI-ICE panel. Each engine supplies high
pressure (HP) compressor bleed air to its respective engine inlet lip. T 2 probes for each
engine are electrically anti-iced, yet integrated with the operation of their respective
engine anti-ice system.
Wing anti-ice is also controlled through
switches on the ANTI-ICE panel. The engines
supply low-pressure (LP) compressor bleed air
to the wing anti-ice system, through the common feeder duct. The system provides antiicing to the wing leading edges, slats, and air
conditioning heat exchanger inlet.
10-1
Probe anti-ice is controlled through switches

on the PITOT panel. Electrical elements are
used to heat the pitot probes, static probes,
AOA sensors, and OAT probe. The standby
pitot probe is also heated electrically.
Windshield anti-ice control switches are located on WINDSHIELD panel. Each cockpit
window is equipped with an electric heating
element.
and the cabin windows is accomplished through

the cabin ventilation system.
Windshield wiper control switches are located
on the left and right WIPER panels. Windshield
wipers are provided on the pilot and copilot
windshields only.
The water drain mast heater utilizes automatic
electric elements to heat waste water prior to
entering the aft drain mast.
Demisting for the front and side cockpit windshields is provided by the air conditioning cockpit distribution system and the EFIS ventilation
system. Demisting of the rear cockpit windows
WINDSHIELD ANTI-ICE
AIR CONDITIONER HEAT
EXCHANGER INLET
WING ANTI-ICE
ENGINE ANTI-ICE
Figure 10-1. Ice and Rain Protection System
10-2
COMPONENTS
ENGINE ANTI-ICE
SYSTEM
Engine Anti-icing Valve

The No. 1 and No. 2 engine anti-icing solenoid
valves open on command, allowing HP bleed
air to enter the anti-ice ducts. A pressure regulator, integrated into the valve, maintains 53
psi regardless of compressor output. This
solenoid valve is spring loaded closed, either
on command or with loss of electrical power.
SYSTEM DESCRIPTION
Each engine uses high pressure (HP) compressor bleed air to heat the engine inlet lip
(Figure 10-2). Bleed air flow is regulated by
an engine anti-icing valve, controlled by the
respective ANTI-ICE ENG 1 and ENG 2
switches, and monitored by a printed circuit
board.
High-Pressure Switch
A high-pressure switch is located downstream
of the anti-icing valve. It monitors bleed air
pressure and triggers an overpressure indication when pressure is at or above 90 psi.
The T 2 probes for each engine are electrically

heated whenever their respective engine antiice control switch is on.
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LOW-PRESSURE SWITCH
T2 PROBE
HIGH-PRESSURE SWITCH
ENGINE ANTI-ICING VALVE
HP
LP
ANNULAR DIFFUSER
Figure 10-2. Engine Anti-ice System
10-3
Low-Pressure Switch
A low-pressure switch is located downstream

of the high-pressure switch. The low-pressure
switch monitors for positive pressure at or
above 4 psi when the system is on, and low
pressure below 4 psi when the system is off.
Anti-ice Panel
Annular Diffuser
Engine Anti-ice Switches
Anti-ice ducting connects directly to the annular diffuser located in the forward engine nacelle. The diffuser circulates bleed air within
the lip of the nacelle.
The ENG 1 and ENG 2 anti-ice switches are

located on the ANTI-ICE panel. Each switch
controls the operation of its engine anti-ice
valve. A printed circuit board monitors for
proper operation. The switches also control the
electric heating element for the T 2 probe in
each engine.
Engine and wing anti-ice controls are integrated on the ANTI-ICE panel located on the
overhead panel (Figure 10-3).
CENTER CB PANEL
ANTI-ICE PANEL
ANTI-ICE ENGINE LIGHTS
ANTI-ICE ENGINE SWITCHES
LO
FUEL 1
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
STD BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN
WARNING PANEL
Figure 10-3. Engine Anti-ice Controls and Indications
10-4
Revision 2
FALCON 2000
2000 PILOT
PILOT TRAINING
TRAINING MANUAL
MANUAL
FALCON
Engine Anti-ice Indicator Lights

There is a green and amber light adjacent to
each engine anti-ice switch that monitors system operation. Ground test functions of these
lights are accomplished through the TEST
push button on the master warning panel.
The amber ENG 1 and/or ENG 2 lights illuminate steady when the corresponding control switch is on and system pressure is less
than 4 psi.
The amber ENG 1 and/or ENG 2 lights
flash(es) when the corresponding control
switch is on and:
System supply line pressure is greater
than 70 psi. Probable cause: faulty regulation of the engine anti-ice valve.
Outside air temperature greater than
20C (68F).
With the respective control switch off,
system supply line pressure is greater
than 4 psi. Probable cause: engine antiice valve stuck open.
The green ENG 1 and/or ENG 2 lights illuminate steady when the corresponding control
switch is on and system pressure is normal.

Annunciators
Whenever illumination of the amber ENG 1
and/or ENG 2 lights occur (steady or flashing),
the amber ANTI-ICE light on the master warning panel illuminates after a four (4) second
delay.
Circuit Breakers
ENG 1 and ENG 2 anti-ice system circuit
breakers are located on the overhead panel in
the ANTI-ICE section.
SYSTEM OPERATION
Positioning an engine anti-ice switch to the on
position activates the controlling functions of
Revision 2
the printed circuit board. When the engine

anti-ice valve opens, the amber ANTI-ICE
ENG light illuminates momentarily until the
low pressure switch senses more than 4 psi.
The green ANTI-ICE ENG light illuminates
once the system is operating normally. The T 2
probe heater is also energized whenever the
switch is on. When the anti-ice switch is selected off, the corresponding green ANTIICE ENG light extinguishes, the amber light
illuminates until the valve fully closes, and the
T 2 probe heater is deenergized.
WING ANTI-ICE SYSTEM

SYSTEM DESCRIPTION
The engines supply low-pressure bleed air to
the wing anti-ice system, through the common
feeder duct (Figure 10-4). Bleed air flows from
the feeder duct through the wing anti-icing
valve controlled by the WINGS switch on the
ANTI-ICE panel. With wing anti-ice on, bleed
air also flows to the air conditioning heat exchanger inlet lip. Either engine is capable of
supplying bleed air to the anti-ice system provided the duct isolation valve is open.
Downstream of the wing anti-ice valve, the
ducting branches to supply each wing separately. Each wing duct further divides into
two lines to supply hot air to both the wing
leading edge and slat structures.
COMPONENTS
Wing Anti-icing Valve
The wing anti-icing valve controls the flow of
bleed air from the common feeder duct to the
wing anti-ice system and to the air conditioning heat exchanger inlet lip. The valve is
controlled by the ANTI-ICE WINGS switch
and power lever position. The valve is fully
closed when the switch is off. The valve is fully
open when the switch is on and the power
levers are below the MAX CLIMB detent
(maximum continuous power). The valve is
10-5
partially open when the switch is on and one

or both power levers are at or above the MAX
CLIMB detent.
In any event, the anti-ice valve will close when
either:
Telescoping Tubes
In each wing, a telescopic tube connects the
wing anti-ice duct to the slats distribution
manifold when they are retracted or extended.
The APU BLEED is ON, or
Anti-ice Panel
An engine start valve is open.
Anti-icing Pressure Switches

A wing anti-icing pressure switch is located
in each wing feeder line to provide pressure
information to the printed circuit board.
Detection threshold is set at 4 psi.
The wing and engine controls are integrated

on the ANTI-ICE panel, located on the overhead panel (Figure 10-5).
Anti-ice Wings Switch

The WINGS switch controls the wing antiicing valve through power lever position.
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WING ANTI-ICE
PRESSURE SWITCH
TELESCOPIC TUBE
WING
ANTI-ICE
VALVE
ENGINE
BLEED-AIR
VALVE
AIR-CONDITIONING HEAT
EXCHANGER INLET
BRAKE HEATING
LINE (OPTIONAL)
Figure 10-4. Wing Anti-ice System
10-6
GROUND AIR
CONNECTOR
ENGINE
BLEED-AIR
VALVE
Anti-ice Wings Lights

Annunciators
APU BLEED switch is ON.
On the ANTI-ICE panel, one green and one

amber light monitor wing anti-ice operation
through a printed circuit board. Ground test
functions of these annunciators are accomplished through the TEST pushbutton on the
master warning panel.
One of the engine bleed valves is closed

with the BLEED 1/BLEED 2 switch set
to AUTO.
An engine start valve is open.
The amber WINGS light illuminates steady if

the control switch is on and:
System pressure is less than 4 psi
The valve is not fully open when power
levers are below MAX CLIMB.
When the ANTI-ICE WINGS switch is set to

on, the amber light flashes under the following
conditions:
The anti-icing valve is fully open when
either power lever is at or above the
MAX CLIMB detent.
or
Outside air temperature is greater than
68F (20C).
CENTER CB PANEL
WINGS
ANTI-ICE PANEL
ANTI-ICE WING LIGHTS
ANTI-ICE WING SWITCH

LO
FUEL 1
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
STD BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN
WARNING PANEL
Figure 10-5. Wing Anti-ice Controls and Indications
Revision 2
10-7
When the ANTI-ICE WINGS switch is turned

off, the amber light flashes if:
Either the left or right anti-icing pressure switch detects more than 4 psi.
The anti-icing valve is not fully closed.
The green WINGS light illuminates when the
wing anti-ice is on and working normally.
Master Warning Panel Light

Whenever steady or flashing illumination of
the amber WINGS light occurs, the amber
ANTI-ICE light on the master warning panel
illuminates after an eight-second delay. The
light also illuminates immediately after the
system is activated when the aircraft is on the
ground.
PROBE ANTI-ICE
SYSTEM
SYSTEM DESCRIPTION
The probe anti-ice system provides protection for the pitot probes, static probes, AOA
sensors, and outside temperature probe (Figure
10-6). Each probe is heated by electric resistors. The probes are divided into three groups
and heat selection is controlled by three
corresponding cockpit switches. The heating
resistor current to each probe is monitored,
e x c e p t f o r t h e OAT t e m p e r a t u r e p r o b e .
Abnormal readings are indicated by three
lights on the master warning panel.

NOTE
If the ANTI-ICE warning light is
illuminated because either engine
bleed valve is closed, setting the
BLEED 1 and/or BLEED 2 switch
to OFF extinguishes the light.
Pitot Anti-ice Panel

The PITOT control panel is located on the
overhead panel (Figure 10-7). Three switches
are provided for control of the probe anti-ice
system:
PILOT switch controls power to:
Circuit Breaker
Left side pitot probe
The WINGS circuit breaker is located on the

overhead circuit-breaker panel.
Left side AOA sensor

Left and right side static probes
SYSTEM OPERATION
Outside temperature probe (OAT)
Selecting ANTI-ICE WINGS switch on opens

the wings anti-ice valve. For normal operation,
the BLEED 1 and BLEED 2 switches are set
to AUTO. When the wing anti-icing valve
opens, the amber ANTI-ICE WINGS light
illuminates momentarily until both pressure
switches read more than 4 psi. The green
ANTI-ICE ENG light illuminates when the
system is operating normally. When the antiice switch is selected off, the corresponding
green ANTI-ICE ENG light extinguishes. The
amber light remains illuminated until the antiicing valve fully closes.
Pitch AFU on electric Pitch Feel

Aircraft (serial 63+)
COPILOT switch controls power to:
Right side pitot probe
Right side AOA sensor
Right and left side static probes
ST BY switch controls power to the
standby pitot probe.
NOTE
The standby static ports are not
heated.
10-8
Revision 2
LEFT AOA SENSOR
TEMPERATURE PROBE
PILOT STATIC PORT
STANDBY STATIC PORT
STANDBY PITOT PROBE
PILOT PITOT PROBE
Figure 10-6. Probes
Revision 2
10-9
Warning Panel Annunciator
RH PROBES Annunciator
Abnormal system operation or configuration

is indicated on the master warning panel by
t h r e e a n n u n c i a t o r s : L H P RO B E S , R H
PROBES, ST BY PITOT.
The amber RH PROBES annunciator illuminates when the PITOT COPILOT switch is
off, or when low or no current flow is present
in at least one of the following probes:
Right side pitot probe
LH PROBES Annunciator
Right side static probe
The amber LH PROBES annunciator illuminates when the PITOT PILOT switch is off, or
when low or no current flow is present in at
least one of the following probes:
Right side AOA sensor
ST BY PITOT Annunciator
Left side pitot probe
The amber ST BY PITOT annunciator illuminates when the ST BY PITOT switch is off
or no current flow is present in the standby
pitot probe.
Left side static probe

Left side AOA sensor
LEFT CB PANEL
CENTER CB
PANEL
PILOT
ST BY
COPILOT
BRIGHT
PITOT
DIM
TEST
PROBE ANTI-ICE PANEL
RESET
FADEC 1
PITCH
FEEL
T/O
CONFIG
AIL
FEEL
FADEC 2
START 1
AUTO
SLATES
FLAP
ASYM
AIL
ZERO
START 2
OIL 1
LH
PROBES
ST BY
PITOT
RH
PROBES
OIL 2
AP
TRIM FAIL
AP
MISTRIM
APU GEN
APU
FAULT
APR
THRUST
REVERSER 1
THRUST
REVERSER 2
WARNING PANEL
Figure 10-7. Probe Anti-ice Controls and Indications
10-10
Revision 2
Circuit Breakers
Each probe is individually protected by a circuit breaker labeled as follows:
TEMP PROBE
LH PITOT HEAT
RH PITOT HEAT
The left half of the front windshield and the

pilot windshield are controlled by one circuit.
The right half of the front windshield and the
copilot windshield are controlled by a separate but identical circuit. Each circuit has its
own power supply, temperature-regulating
device, and control. Each circuit is capable of
controlling the opposite windshield circuit.
Lateral windshields are controlled by a separate circuit which cannot be interlinked to any
other circuit.
LH STATIC HEAT
RH STATIC HEAT
LH AOA HEAT
The rear windshields are controlled by a separate circuit that is identical to the lateral circuit.
RH AOA HEAT
WINDSHIELD ANTI-ICE
AND DEMISTING
SYSTEMS
WINDSHIELD ANTI-ICE
SYSTEM
The system is activated by three switches

located on the overhead panel. Each heating
element is controlled by a regulator to maintain windshield temperature between 77 and
86F. In case of an in-flight power supply failure, the heating relays automatically shut off
the heating of the cockpit lateral and rear windows in order to reduce power consumption.
The windshield anti-ice system consists of a

network of heating elements incorporated
into the outer panes of the cockpit windows
(Figure 10-8).
FRONT WINDSHIELD
COPILOTS WINDSHIELD
PILOTS WINDSHIELD
LEFT LATERAL/
OPENING WINDSHIELD
RIGHT LATERAL
WINDSHIELD
LEFT REAR WINDOW
RIGHT REAR WINDOW
Figure 10-8. Windshields
10-11

WINDSHIELD Panel
The windshield anti-ice controls are provided
on the WINDSHIELD panel, located on the
overhead panel. Three switches control the
activation of the windshield heating anti-ice
elements (Figure 10-9). The three-position
PILOT and COPILOT switches control power
to their respective window and half of the
front window. Each position operates as
follows:
OFFThe corresponding heating
circuits are not energized.
NORMThe regulator supplies power
to the heating element when the temperature of the outer pane drops below
77 2.7F (25 1.5C). Power is removed
from the element when the outer pane

temperature reaches 86 2.7F (30
1.5C).
MAXPower supplied to the pilot and
copilot windshields is increased while
power to the front windshield is
decreased.
The WINDSHIELD SIDE switch energizes the
circuits for the lateral and rear windows when
selected on.
XFR Light
With the failure of a front windshield regulator, the amber XFR light will illuminate to
indicate the automatic transfer of control from
the failed regulator to the good front windshield regulator.
WINDSHIELD ANTI-ICE PANEL
Figure 10-9. Windshield Anti-ice Controls
10-12
Revision 1
Circuit Breakers
Four circuit breakers protect the windshield
anti-ice system:
WSHLD FRONT LH
WSHLD FRONT RH
The rear cockpit windows are covered with a

pane of insulating plexiglass. Each piece of
plexiglass is drilled with two small holes to
allow recirculation of drier cockpit air between
the window and plexiglass.
The cabin windows have one hole in the inner
pane to allow recirculation of drier cabin air.
DV WINDOW
AFT SIDE WINDOW
WINDSHIELD DEMISTING
SYSTEM
The windshield demisting system uses conditioned air directed through the windshield/footwarmer manual distributors. EFIS
cooling air is also vented through two screened
ports at the base of the pilot, copilot, and front
windshields.
WINDSHIELD WIPERS
Two windshield wipers are stowed behind fairings under the pilot and copilot windshields.
Controls are provided on the WIPER panels
located on the overhead panel. Each switch has
three positions labeled OFF, SLOW, and FAST
(Figure 10-10).
The PILOT switch is protected by the WIPER
LH circuit breaker supplied by the essential bus.
CENTER CB PANEL
CENTER CB PANEL
PILOT WIPER CONTROL
COPILOT WIPER CONTROL
Figure 10-10. Windshield Wiper Controls
10-13
The COPILOT switch is protected by the WIPER

RH circuit breaker supplied by the B1 bus.
GENERAL USAGE
WATER LINE HEATING
The following operational considerations

apply to the ice and rain protection systems:
Water evacuated from the toilet, sink, water

drain flexible hoses, and air-conditioning lines
is routed to the aft drain mast (Figure 10-11).
The water drain mast heater surrounds the end
fittings of the hoses leading to the drain mast.
The heater operates when at least one generator, the APU, or a GPU is operating, to prevent
water in the drain mast from freezing before
it is vented overboard. The water drain mast
heater is protected by the DRAIN HEAT circuit breaker. In flight, if there are less than 2
generators on-line, the drain mast is not heated.
Icing conditions exist when OAT on the

ground or TAT in flight is 10C or below
and visible moisture in any form is
present. Visible moisture means clouds,
fog with visibility of one mile or less,
rain, sleet, snow, or ice crystals.
Icing conditions also exist when the
OAT on the ground is 10C or below,
and operations are conducted on ramps,
taxiways, or runways where surface
snow, ice, standing water, or slush may
be ingested by the engines or freeze on
the engines, nacelles, or engine probes.
FLEXIBLE DRAIN
HOSES
HEATED FLEX
HOSES
AFT DRAIN MAST
Figure 10-11. Water Drain Heat System
10-14
Revision 1
ENGINE ANTI-ICE USAGE

Engine anti-ice must be used on the
ground when icing conditions exist, and
in flight before entering icing conditions.
The engine anti-ice system should not be
used above 10C.
WING ANTI-ICE USAGE

The wing anti-ice system must not be
used on the ground except limited checks
conducted in accordance with Flight
Manual or Maintenance Manual instructions.
The wing anti-ice system should not be
used above 10C.
Revision 2
10-15
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
ENVIRONMENTAL CONTROL UNIT (ECU) ................................................................... 11-4
TEMPERATURE CONTROL SYSTEM .............................................................................. 11-8
System Operation......................................................................................................... 11-12
DISTRIBUTION SYSTEM ................................................................................................ 11-12
System Description ...................................................................................................... 11-12
Component Description ............................................................................................... 11-15
Controls and Indications .............................................................................................. 11-15
VENTILATION SYSTEM.................................................................................................. 11-15
Controls and Indications .............................................................................................. 11-16
11-i
ILLUSTRATIONS
Figure
Title
Page
11-1
Cabin and Cockpit Supply Manifolds .................................................................... 11-2
11-2
Environmental Control Unit (ECU) ....................................................................... 11-4
11-3
Heat Exchanger Inlet and Outlet ............................................................................ 11-5
11-4
Turbocooler ........................................................................................................... 11-6
11-5
Condenser and Water Separator ............................................................................. 11-6
11-6
ECU Cockpit Controls and Indicators.................................................................. 11-10
11-7
Distribution System.............................................................................................. 11-13
11-8
Ventilation Controls and Indicators...................................................................... 11-17
11-iii
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
This chapter describes the components and operation of the air conditioning system including the environmental control unit (ECU), temperature control system, distribution
system, and ventilation system.
GENERAL
The air conditioning system provides conditioned air to the passenger cabin and cockpit.
The system also provides ventilation for the
nose cone and EFIS. The system may be operated on the ground without the engines running by using air from the APU or Ground
Power Unit. Temperature is regulated automatically by air conditioning computer(s).
The system is automatic with manual controls
available for backup.
The air conditioning system has the following

major subsystems:
Environmental control unit (ECU)
Temperature control system
Distribution system
Ventilation system
11-1
The air conditioning system utilizes bleed air

from the engines, the APU or the GPU. Bleed
air is supplied to the air conditioning system
through separate lines on the common feeder
duct, (Figure 11-1) located on either side of
the bleed air isolation valve. Part of the bleed
air from each line is routed through the ECU
where it is cooled.
Part of the bleed air from the left line is bypassed
around the ECU and fed into the passenger
cabin distribution system. Part of the bleed air
from the right line is bypassed around the ECU
and fed into the cockpit distribution system.
Conditioned air is provided to the cockpit and
cabin distribution system by mixing the hot bypassed bleed air with the cooled air ECU air
downstream of the ECU. Mixing is accom-
plished through a series of valves controlled

by the air-conditioning computer. Cooled air
from the ECU is also supplied to the cold air
distribution system for the cabin and cockpit
gaspers, and EFIS cooling diffusers.
Automatic temperature control is accomplished by the air conditioning computer. The
computer has three independent sections including: the cockpit computer, the passenger
cabin computer, and the manual computer.
The first two computers control the mixing of
the air in their respective distribution systems. The manual computer is used for backup.
Temperature selection is accomplished by setting the desired cockpit and cabin temperature
on the air conditioning control panel temperature controllers.
PNEUMATIC SYSTEM
Figure 11-1. Cabin and Cockpit Supply Manifolds (Sheet 1 of 2)
11-2
Revision 1
COMMON FEEDER DUCT (CENTER)
COMMON FEEDER DUCT (LEFT SIDE)
COMMON FEEDER DUCT (RIGHT SIDE)
EXTERNAL (GPU) AIR DUCT MANIFOLD
Figure 11-1. Cabin and Cockpit Supply Manifolds (Sheet 2 of 2)
11-3
The ventilation system uses a series of ducts

and fans to ventilate the nose cone, EFIS,
cockpit, passenger cabin, baggage compartment, and lavatory.
This section provides a description of the following ECU components.
ENVIRONMENTAL
CONTROL UNIT (ECU)
Flow limiters
SYSTEM DESCRIPTION
Dual heat exchanger jet pump
The purpose of the ECU (Figure 11-2) is to

generate cold air for the air-conditioning system. This is accomplished by using bleed air
from the common feeder duct to drive a turbocooler (air cycle machine). The ECU and all
of its components are located in the forward
service compartment.
Jet pump valve
Air conditioning hot and cold valves

Dual heat exchanger
Compressor
Condenser
Water separator
Atomizer
WATER
SEPARATOR
CONDENSER
TURBINE OUTLET
TEMPERATURE
SENSORS
DUAL HEAT
EXCHANGER
COMPRESSOR
OVERHEAT
SENSOR
HOT
VALVE
ATOMIZER
COLD
VALVE
ENGINE NO. 2
BLEED AIR
BLEED
AIR
RECIRCULATION
VALVE
LIM
OZ
JET
PUMP
RECIRCULATION
CHECK VALVE
E2
COOL
AIR
RAM-AIR
OUTLET DUCT
RAM AIR
E1
ISOLATION
VALVE
JET PUMP
VALVE
TURBINE OUTLET
EJECTOR
LIM
BLEED
AIR
COMPRESSOR
HOT
VALVE
COLD
VALVE
OZ
APU
BLEED
AIR
ENGINE NO. 1
BLEED AIR
TURBINE
TURBOCOOLER
TURBINE OUTLET
TEMPERATURE
CONTROL VALVE
Figure 11-2. Environmental Control Unit (ECU)
11-4
Revision 1
Turbocooler
Turbine outlet temperature control valve
entering the compressor of the turbocooler. The

secondary heat exchanger cools warm bleed
air entering the turbine of the turbocooler.
Turbine outlet temperature control sensors

Compressor overheat sensor
Flow Limiters
Flow limiters (Figure 11-2) are located in each
supply line, downstream of the common feeder
duct. They restrict the amount of bleed air entering the air conditioning system.
Air Conditioning Hot

and Cold Valves
There are four air conditioning electric valves
(Figure 11-2) that control bleed air supply
from the flow limiters. The two hot-air bypass
valves control bleed air flow around the ECU,
to the cockpit and passenger cabin distribution
systems. The two cold-air valves control bleed
air flow to the ECU.
Dual Heat Exchanger

The dual heat exchanger (Figure 11-2) is a
single unit containing two independent heat
exchangers. The unit acts as a radiator to cool
bleed air into and through the ECU. The primary heat exchanger cools hot bleed air
The entire unit is located in a ram air duct

through which ambient ram air flows. This
ram air cools the bleed air on both sides of the
dual heat exchanger. The duct inlet is located
at the base of the vertical stabilizer. The outlet is located on the right side of the fuselage
(Figure 11-3).
Dual Heat Exchanger Jet Pump

The jet pump (Figure 11-2) is an injector
placed in the ram-air ducting. The jet pump
i n c r e a s e s r a m - a i r f l ow t h r o u g h t h e h e a t
exchanger while on the ground and during low
speed flight.
Jet Pump Valve

The jet pump valve (Figure 11-2) regulates the
bleed air supply to the jet pump. The valve is
normally closed, but cycles open or closed as
follows:
On the ground, the valve opens when
either of the air conditioning systems is
in service.
In flight, the valve opens when airspeed
drops below 300 KTAS.
Figure 11-3. Heat Exchanger Inlet and Outlet
11-5
When the valve is open and maximum engine

performance is required, the valve cycles
closed as follows:
On the ground, the valve closes when an
engine start is in progress.
On the ground, the valve closes when the
temperature control valves are closed
and either power lever is set to 12.5 or
greater.
In flight, the valve closes when airspeed
is greater than 300 KTAS.
In flight, the valve closes when engine

restart is initiated.
The valve closes any time the ANTIICE WINGS switch is set to on.
Turbocooler
The turbocooler (Figures 11-2 and 11-4), is a
turbine coupled to a compressor. It is an energy
converter. The pressure and temperature of the
air passing through the compressor is increased
while the temperature and pressure are decreasing in the air passing through the turbine.
Regulated hot bleed air is circulated through
the turbine casing to prevent turbine icing and
to control outlet air temperature.
Condenser
Figure 11-4. Turbocooler
The condenser (Figures 11-2, 11-5) removes

moisture from the bleed air prior to entering
the turbine inlet. To accomplish this, cooling
air is supplied by a portion of the air re-routed
from the turbine outlet. As the bleed air entering the condenser is cooled, water vapor
condenses into droplets. The water droplets
then flow downstream to the water separator.
CONDENSER
WATER
SEPARATOR
Figure 11-5. Condenser and Water Separator
11-6
Water Separator
The water separator (Figures 11-2, 11-5) removes water droplets formed in the condenser,
and most of the remaining air moisture
(through force of impact against the separator walls) from the bleed air. The water is then
routed to the atomizer. The bleed air is routed
to the turbine inlet.
Atomizer
The atomizer (Figure 11-2) receives water
from the separator and discharges it as a fine
mist into the secondary heat exchanger. The
ev a p o r a t i n g m i s t l o w e r s t h e r a m - a i r
temperature. This improves the efficiency of
the heat exchanger, while dissipating water
from the ECU system.
Turbine Outlet Temperature

Control Valve
The turbine outlet temperature control valve
(Figure 11-2) automatically regulates air temperature at the turbine outlet to maintain 3C
(37.4F). The valve accomplishes this by regulating hot bleed-air flow through the casing of
the turbocooler. Valve operation is controlled
by the cockpit air conditioning computer.
Turbine Outlet Temperature

Control Sensors
Two turbine outlet temperature control sensors
(Figure 11-2) monitor the temperature of
cooled air flowing from the turbine outlet
duct. One sensor transmits temperature readings to the cockpit air conditioning computer.
The other sensor transmits its readings to the
manual air conditioning computer.
(428F)] a signal is sent to the passenger cabin

air-conditioning computer and the amber ECU
OVHT light illuminates on the master warning
panel.
SYSTEM OPERATION
Normal Operation
All air conditioning control switches are set
to AUTO. This allows automatic system operation under control of the cockpit and passenger air conditioning computers.
In this configuration, bleed air from the common feeder duct enters the ECU through the
two air conditioning electric cold valves. Bleed
a i r t h e n f l ow s t h r o u g h t h e p r i m a r y h e a t
exchanger where it is cooled before entering
the compressor. Compressor action increases
both bleed air pressure and temperature, however air is still cooler than when it entered the
ECU because of the temperature drop across
the primary heat exchanger.
Air next flows through the secondary heat
exchanger, where it is cooled again before
entering the condenser. The condenser is a
heat exchanger that further cools the air, while
removing water vapor from it, through the
use of a mix of turbine outlet air and (when
the recirculation valve is open) cabin air.
Just prior to the turbine, air flows to the separator, where the condensed water drains into
the atomizer and is discharged into the ram air
stream of the heat exchanger.
Compressor Overheat Sensor
Dry warm air from the separator now flows into

the turbine, that drives the compressor through
a connecting shaft. The driving action of the
turbine lowers the temperature and pressure
of the air.
The compressor overheat sensor (Figure 11-2)

monitors the temperature of air flowing from
the compressor outlet and detects possible
overheating in the turbocooler compressor. If
a n ove r h e a t c o n d i t i o n i s s e n s e d [ 2 2 0 C
The air then flows through the turbine outlet

ejector. This provides a pressure drop for further cooling and venturi effect for motive flow
of the recirculation system.
11-7
A portion of cold air from the ejector is routed

to the condenser to cool the air entering the turbine inlet. The rest of the cold air is routed to
the distribution systems.
Major components of the temperature control
system are:
Cockpit computer
Abnormal Operation
When an engine is shutdown in flight and the
bleed air isolation valve is closed, bleed air
from the operating engine is sufficient for
continued ECU operation.
Further operation will be discussed in the temperature control system section.
Passenger cabin computer

Manual air conditioning computer
Air conditioning electric valves
Ambient temperature sensors
Duct temperature sensors
Cockpit Computer
TEMPERATURE
CONTROL SYSTEM
SYSTEM DESCRIPTION
General
Passenger cabin and cockpit temperatures may
be controlled separately and are managed automatically by the air conditioning computer.
This is accomplished by metering the hot and
cold valves in the proper ratio to achieve the
desired temperature in each area. The computer
also provides failure warning for any of the
temperature control components. The air conditioning computer consists of three independent computers:
Cockpit computerControls the cockpit temperature and monitors turbine
outlet temperature to prevent turbine
icing.
Passenger cabin computerControls
passenger cabin temperature and monitors compressor outlet temperature to
prevent compressor overheat.
Manual computerProvides backup for
both automatic computers.
11-8
The cockpit computer controls cockpit temperature and turbine outlet temperature. The
computer also monitors the compressor outlet temperature. These functions are performed
automatically when the AIR CONDITIONING panel CREW mode switch is set to AUTO.
The cockpit computer receives data from the
following components:
CREW temperature controller (located
on AIR CONDITIONING control panel)
Cockpit ambient sensor
Cockpit duct temperature sensor
Turbine outlet temperature sensor
No. 2 engine throttle lever
Based on switch settings and sensor data, the
cockpit computer sends commands to the right
side hot and cold valves. Valve movement meters the proper mix of hot bleed air (bypass air)
and cold air (ECU air) flowing into the cockpit distribution system. Mixing occurs downstream of the ECU and will be discussed in the
distribution system section.
The computer also maintains the correct turbine outlet temperature by controlling the turbine outlet temperature control valve.
Passenger Cabin Computer

The passenger cabin computer automatically
controls passenger cabin temperature and monitors ECU compressor outlet temperature. These
functions are performed automatically when
the AIR CONDITIONING panel PAX mode
switch is set to AUTO. The cabin computer receives data from following components:
PAX temperature controller (located on
AIR CONDITIONING control panel)
Cabin ambient sensor
Cabin duct temperature sensor
No. 1 engine throttle lever
Based on switch settings and sensor data, the
passenger cabin computer sends commands
to the left side hot and cold valves to meter the
proper mix of hot bleed air (bypass air) and
cold air (ECU air) flowing into the passenger
cabin distribution system. Mixing occurs
downstream of the ECU and will be discussed
in the distribution system section.
The computer also monitors the compressor
outlet temperature and illuminates the amber
ECU OVHT light on the master warning panel
if an overheat condition is sensed.
Manual Computer
The manual computer provides manual temperature control of the passenger cabin and
cockpit. The major operational difference between the automatic and manual computers is
control of the hot and cold valves. During
manual operation, the hot and cold valves are
directly controlled by the PAX and CREW
temperature controllers without regard to other
system parameters. (Selection of the manual
computer will be discussed in the controls and
indications section.)
Air Conditioning Hot

and Cold Valves
There are four air conditioning electric valves.
Two hot air valves control bleed air flow bypassed around the ECU to the cockpit and passenger cabin distribution systems. Two cold air
valves control bleed air flow through the ECU
to the distribution systems. The valves operate
in pairs consisting of one hot valve and one
cold valve. One pair (left side) controls bleed
air flow to the passenger cabin distribution system. The other pair (right side) controls bleed
air flow to the cockpit distribution system.
In AUTO, both pairs are controlled by their respective air conditioning computer, and
positioned based on temperature settings for
their respective areas. In MANUAL, both pairs
are controlled by the manual computer.
Ambient Temperature Sensors

There are two ambient temperature sensors,
one in the passenger cabin and one in the cockpit. They measure ambient air temperature
and send this information to their respective
air conditioning computer.
Duct Temperature Sensors

There are two duct temperature sensors, one
in the passenger cabin distribution duct and one
in the the cockpit distribution duct. They measure incoming duct temperature air and send
this information to their respective air conditioning computer.

The amber ECU OVHT light on the master
warning panel (Figure 11-6) illuminates when
air temperature at the compressor outlet
exceeds 220C (428F) for five seconds.
11-9
CONDITIONING
MANUAL
OVERHEAD PANEL
WARNING PANEL
LO
FUEL 1
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
STD BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN
CREW
AC
PAX
AC
DIGITAL
DISPLAY
ECU
OVERHEAT
CREW
MODE
PAX
MODE
PAX
TEMPERATURE
CONTROLLER
CREW
TEMPERATURE
CONTROLLER
Figure 11-6. ECU Cockpit Controls and Indicators
11-10
Revision 2
AIR CONDITIONING Overhead

Panel
The AIR CONDITIONING overhead panel
(Figure 11-6) contains the controls and indicators necessary to control and monitor the air
conditioning system.
CREW Mode Switch

The CREW mode toggle switch is used to select one of the following operational modes:
AUTOActivates the cockpit computer
MANUALActivates the cockpit processor of the manual computer.
PASSENGER and CREW Air

Conditioning Switches
CREW Annunciator
PASSENGER and CREW air conditioning toggle switches perform the following functions:
The amber CREW annunciator illuminates to

indicate a failure of:
AUTOEnables computer control of

the respective hot and cold valves
OFFCloses the respective hot and cold
valves
The cockpit processor of the manual

computer
A right side electric valve or cockpit
system sensor
PAX Mode Switch

The PAX mode toggle switch is used to select
one of the following passenger system operational modes:
AUTOActivates the passenger cabin
computer.
REMOTE (optional)Transfers passenger temperature selection control
from the cockpit overhead panel to a
temperature control knob in the passenger cabin.
MANUALActivates the passenger
cabin processor of the manual computer.
PAX Annunciator
The amber PAX annunciator illuminates to
indicate a failure of:
The passenger cabin computer
The passenger cabin processor of the
manual computer
A left side electric valve or passenger
cabin system sensor
If the failure is in the automatic computer,
setting the mode switch to MANUAL extinguishes the light.
Revision 1
The cockpit computer
If the failure is in the automatic computer, selecting the mode switch to MANUAL extinguishes the light.
PAX and CREW Temperature

Controllers
The PAX and CREW temperature controllers
(Figure 11-6) are graduated rotary switches.
When either mode switch is set to AUTO, the
respective air conditioning computer automatically regulates the temperature according
to the controller setting. Temperatures in the
range of 53.6 to 89.0F may be selected.
When a system is operating in manual, the
temperature controller directly controls the
respective hot and cold valves.
Digital Temperature Indicator

The digital temperature indicator displays
passenger cabin ambient air temperature in
degrees Celsius.
CABIN DUCT Switchlight

This is an optional feature. If installed, the
switchlight is located next to the digital temperature indicator. This feature enables the
11-11
crew to display either cabin temperature or

cabin duct temperature.
When the CABIN DUCT switchlight is extinguished, cabin temperature is displayed in
the digital temperature indicator. When illuminated, cabin duct temperature is displayed
in the digital temperature indicator.
Instrument Panel
CONDG EMERG Switch
The air conditioning emergency switch is a
guarded, two-position toggle switch, located
on the copilot instrument panel below the
navigational display. The switch may be set
as follows:
Normal (guard lowered)Allows electrical power to activate all computers.
Emergency (guard raised)Disables
the automatic computers and sends
emergency power to the manual computer. The two cold valves close and the
hot valves open to maximum. The hot
valves are regulated manually with their
respective temperature controllers.
Maintenance Panel
CONDG MAN Indicator Minelco
The air conditioning manual indicator minelco
is located on the maintenance panel next to the
copilot seat. The indicator minelco turns red
if one of the processors in the manual air conditioning computer fails. If there is weight-onwheels, the PAX and CREW lights will also
illuminate simultaneously.
Circuit-Breaker Panel
C O N D G C R E W c i r c u i t b r e a ke r
Protects the cockpit section of the ECU
(bus B1) and is rated at 5 amps.
SYSTEM OPERATION
Normal Operation
Normal mode for the temperature control
system is automatic. This mode is established
by setting the PASSENGER and CREW air
c o n d i t i o n i n g s w i t c h e s a n d t h e PA X a n d
CREW mode switches to AUTO. In this configuration, each system is regulated automatically by its respective air conditioning
computer. The desired temperatures of the
passenger and crew spaces are set on their respective temperature controllers.
Manual Operation
Either system can be operated manually by
setting the PAX and/or CREW mode switch to
MANUAL which activates the manual air conditioning computer for the appropriate system.
In manual, the hot and cold valves for that
system are directly controlled by the respective temperature controller.
Non-Normal Operation
If the PAX or CREW annunciator illuminates,
automatic computer failure is a possibility.
Set the respective mode switch to MANUAL.
If manual mode does not resolve the problem,
set the CONDG EMERG switch to emergency. In this configuration, both cold valves
close and the hot valves are directly controlled
by their temperature controller.
DISTRIBUTION SYSTEM
SYSTEM DESCRIPTION
The distribution system (Figure 11-7) consists of ducts, valves, and vents which deliver
conditioned air to the passenger and crew
areas. It consists of the following five major
subsystems:
CONDG CABIN circuit breaker

Protects the passenger cabin section of
the ECU (bus A1) and is rated at 5 amps.
Cold air distribution
CONDG MAN circuit breakerProtects

the manual computer and the triple indicator (bus E) and is rated at 5 amps.
Cockpit distribution
11-12
Hot air distribution
Revision 1
Revision 1
PILOT GASPER
MAINTENANCE
PORTS
COPILOT GASPER
FLAPPER
VALVE
CHECK
VALVE
PAX GASPERS
PAX DUCT
TEMP SENSOR
MIXING
VENTURI
MIXING
VENTURI
AIR-CONDITIONING
COMPUTER
LAVATORY
HEATING
COCKPIT DUCT
TEMP SENSOR
Figure 11-7. Distribution System
FLAPPER
VALVE
PAX GASPERS
PAX TEMP
SENSOR
CONNECTIONS
ACCORDING TO
FURNISHINGS
LAYOUT
COCKPIT
TEMPERATURE
SENSOR
COCKPIT
DISTRIBUTORS
PILOT AC
CONSOLE
CONSOLE
COPILOT AC
PASSENGER
DOOR
HEATING
AC MANUAL
INTERCONNECT VALVE
HOT
HOT
CHECK
VALVES
PRESSURE
CONTROL
VALVE
COLD
RECIRCULATION
VALVE
HOT AIR
CHECK
VALVE
11-13
Passenger cabin and lavatory distribution

Passenger cabin and cockpit air
recirculation
Cold Air Distribution

Cold air from the ECU is delivered directly to
the passenger cabin and cockpit gaspers, and
to the EFIS diffusers.
Initially, the supply duct is divided into two
sections, each supplying five passenger cabin
gaspers in the upper service strips.
Further downstream the sections rejoin to supply the pilot and copilot gaspers, EFIS cooling diffusers, and outlets (depending on layout
of the cabin).
A pressure control valve in the feeder line
leading to the other distribution ducts maintains a positive pressure differential in the
gasper supply duct. This ensures proper airflow
regardless of cabin pressure.
Hot Air Distribution

A mixing venturi is located in each of the
cockpit and passenger cabin distribution ducts
t o r eg u l a t e c o n d i t i o n e d a i r t e m p e r a t u r e
entering their respective areas.
Each venturi is supplied a measured amount
of hot bleed air from its hot valve as determined
by the air conditioning computer. The hot air
in each duct is mixed with cold air directly
from the ECU to provide conditioned air.
Passenger Cabin and Lavatory

Distribution
Conditioned air is distributed to the passenger cabin by two ducts. The ducts are located
in the lower right and left side consoles.
The cabin floor is heated by two ducts running
lengthwise under the floor.
The lavatory receives conditioned air from
the left passenger cabin duct. The nozzle is located in the lower part of the compartment.
Passenger Cabin and Cockpit

Air Recirculation
The purpose of the recirculation system is to
minimize engine bleed air use. Passenger cabin
and cockpit air recirculates through two bidirectional manifolds (two-way ducts) located
in the upper right and left service strips.
A flapper valve at the end of each recirculation two-way duct controls the volume of air
exhaust for increased cooling or air intake for
renewal.
Both flapper valves are forced open when the
manifolds are distributing cold air.
The recirculation two-way ducts:
Route warmed air from the upper part of
the cabin to mix with conditioned air
when a temperature increase is required.
Deliver cold air to the upper part of the
cabin when a temperature decrease is
required.
Cockpit Distribution
Conditioned air is distributed to the cockpit via
two distributor systems. One system delivers
air to the left side, the other delivers air to the
right. The pilot and copilot each have a
selection lever to channel flow to their feet or
the glareshield.
11-14
Revision 1
Air Conditioning Interconnect
Valve
An air conditioning interconnect valve (Figure
11-7) is located in a line connecting the cockpit and passenger cabin ducts, and accessible
in the lower right console. The valve is normally
closed. If the supply of either system fails, the
valve can be manually opened from within the
passenger cabin to supply the faulty system.
Recirculation Valve
The recirculation valve (Figure 11-7), located
in the baggage compartment, allows cabin air
to recirculate back to the ECU. The valve
closes automatically at altitudes above 15,000
feet. The amber recirculation isolation (RECIR
ISOL) annunciator illuminates on the master
warning panel if the valve fails to open or
close correctly.
If the valve fails to close automatically, it may
be closed by setting the RECIRC switch to
ISOL. It can be closed manually by a mechanical control located in the lavatory. The
valve is located in the baggage compartment.
ISOLRecirculation valve closes.
RECIR ISOL Annunciator

When illuminated, the amber RECIR ISOL
annunciator located on the master warning
panel, indicates that the recirculation valve is
open when it should be closed, or closed when
it should be open.
SYSTEM OPERATION
Normal Operation
The distribution system is normally operated
with the air conditioning interconnect valve
closed and the RECIRC switch set to AUTO.
Non-Normal Operation
If passenger or crew air conditioning becomes
inoperative, the air conditioning interconnect
valve can be opened so that air from the working system is shared.
If the recirculation valve is stuck open, the
amber RECIR ISOL annunciator illuminates.
It may be closed by setting the RECIRC
switch to ISOL, or manually closing the recirculation valve through an access panel located in the lavatory.
Pressure Control Valve

The pressurization control valve (Figure 117) automatically maintains pressure in the
gaspers above pressure in the cabin. Gasper
pressure is maintained at .2 to .36 psi above
cabin pressure.
VENTILATION SYSTEM
SYSTEM DESCRIPTION
The ventilation system provides positive air
circulation in those spaces where it is required.
Nose Cone Ventilation
RECIRC Switch
The recirculation toggle switch, located on
the copilot instrument panel below the navigational display, controls the emergency
closing of the recirculation valve. The switch
has two positions that function as follows:
AUTORecirculation valve opens when
aircraft altitude is less than 15,000 feet
and closes when altitude is greater than
15,000 feet.
The nose cone is ventilated by a fan drawing

air from the nose wheel well into the compartment base. Air vents through a pressurecontrolled valve at the compartment top. Nose
cone ventilation components are:
Electric fanDraws air in from the nose
wheel well.
11-15
Control valveAllows air to vent into

the nose wheel well through a ventilation port.
The nose cone is protected from overtemperature by a thermal switch. It illuminates the
amber NOSE CONE OVHT annunciator on
the master warning panel if the temperature
reaches 70C (158F).
Cockpit Ventilation
Air from the cockpit flows through ports on
the sides of the pedestal. Air circulates under
the floor and passes over the fuel tanks, so that
airflow prevents odors from spreading to the
cabin. Finally, air rises behind the paneling of
the baggage compartment, where it is vented
through both pressurization valves.
Passenger Cabin Ventilation

Air from the passenger cabin vents through two
ports at the base of the aft toilet compartment.
Air entering the right port flows through the
toilet compartment, exits through the rear
bulkhead into the baggage compartment, and
vents through both pressurization valves. Air
entering the left port circulates under the washbasin cabinet, flows into the baggage compartment, and vents overboard through both
pressurization valves.
EFIS Cooling and Ventilation

The EFIS cooling and ventilation system has:
Four electric fans, two on the pilot side,
two on the copilot side
Three cold-air diffusers
The electric fans draw cockpit air into a
distribution duct. The air is directed over the
EFIS display units for cooling and ventilation. Air then vents above the glareshield
through two grille-covered ports.
Three diffusers feed cold air to the EFIS fans.
This allows the cold air to be circulated over
11-16
the EFIS units. The diffusers are located behind

and below the instrument panel.

The amber NOSE CONE OVHT light illuminates when the temperature in the nose cone
exceeds 70C (Figure 11-8).
The amber AFT COMP OVHT light illuminates when the temperature in the forward
service compartment exceeds 90C.
The amber ECU OVHT light illuminates when
the turbocooler compressor outlet temperature exceeds 220C.
Left Circuit-Breaker Panel

PFD LH circuit breakerProtects the
l e f t p r i m a r y f l i g h t d i s p l a y a n d fa n
circuits (bus E) and is rated at 10 amps.
MFD LH circuit breakerProtects the
left multifunction display and fan
circuits (bus A1) and is rated at 10 amps.
Right Circuit-Breaker Panel

NOSE CONE FAN circuit breaker
Protects the nose cone fan circuit (bus
B2) and is rated at 10 amps.
PFD RH circuit breakerProtects the
right primary flight display and fan
circuits (bus B1) and is rated at 10 amps.
MFD RH circuit breakerProtects the
right multifunction display and fan
circuits (bus B1) and is rated at 10 amps.
SYSTEM OPERATION
Normal Operation
Operation of the ventilation system is automatic and does not require crew intervention.
CONDITIONING
MANUAL
OVERHEAD PANEL
WARNING PANEL
LO
FUEL 1
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
STD BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN
CREW
AC
PAX
AC
DIGITAL
DISPLAY
ECU
OVERHEAT
CREW
MODE
PAX
MODE
PAX
TEMPERATURE
CONTROLLER
CREW
TEMPERATURE
CONTROLLER
Figure 11-8. Ventilation Controls and Indicators
Revision 2
11-17
CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
CABIN PRESSURIZATION SYSTEM................................................................................ 12-2
NOSE CONE PRESSURIZATION SYSTEM.................................................................... 12-11
Component Description............................................................................................... 12-13
12-i
ILLUSTRATIONS
Figure
Title
Page
12-1
Pressurized Areas ................................................................................................... 12-2
12-2
Pressurization System ............................................................................................ 12-3
12-3
Pressurization Outflow Valves ............................................................................... 12-5
12-4
Pressurization Controls .......................................................................................... 12-7
12-5
Nose Cone Pressurization .................................................................................... 12-12
TABLE
Table
12-1
Title
Page
Pressurization System Fault Codes ........................................................................ 12-8
12-iii
FALCON 2000
2000 PILOT
PILOT TRAINING
TRAINING MANUAL
MANUAL
FALCON
CHAPTER 12
PRESSURIZATION
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INTRODUCTION
This chapter describes the components and operation of the pressurization system including the cabin pressurization system and nose cone pressurization system.
GENERAL
The pressurization system is designed to maintain a safe and comfortable cabin altitude
inside the fuselage throughout all flight
conditions. The pressurized space includes
the nose cone, cockpit, passenger cabin, lavatory, and baggage compartment (Figure 12-1).
The system is normally operated in automatic
but may be operated manually as required.
Major controls associated with the pressurization system are located on the center
instrument panel.
Cabin altitude is achieved by venting measured amounts of conditioned air through two
outflow valves, mounted in the aft pressure
bulkhead (in the baggage compartment).
The nose cone is pressurized by allowing cabin
air to flow into the nose cone compartment
through a small orifice in the cockpit bulkhead.
Measured amounts of air are vented through
an automatically controlled valve. Nose cone
pressurization is fully automatic and does not
require crew intervention.
Cabin pressurization occurs as the result of

conditioned air flowing into the fuselage area.
12-1
PASSENGER CABIN
COCKPIT
;;;
;;;
;
LAVATORY
NOSE CONE
NOSEWHEEL
WELL
FUEL TANK
BAGGAGE
COMPARTMENT
Figure 12-1. Pressurized Areas
CABIN
PRESSURIZATION
SYSTEM
In the automatic mode, two outflow valves

(electropneumatic and pneumatic) acting as
lead and slave valves operate together
and adjust the cabin air venting rate to maintain the pressurization schedule.
SYSTEM DESCRIPTION
The lead electropneumatic outflow valve

utilizes a combination of electrical and pneum a t i c a c t u a t o r s . T h e va l v e r e s p o n d s t o
commands from the digital controller and moves
to the appropriate position.
The cabin pressurization system has the

following major components (Figure 12-2):
Digital cabin pressure controller
Manual cabin pressure controller
Electropneumatic outflow valve
Pneumatic outflow valve
Main control for the pressurization system
is provided by the digital cabin pressure
controller. Two modes of operation are available: automatic and manual. The system
powers up in the automatic mode. The only
required crew action remaining is to set landing field elevation into the digital controller
before takeoff. Once set, the system follows
a programmed pressurization schedule that
ensures a maximum cabin altitude of 8,000
feet at a flying altitude of 47,000 feet, with
a maximum pressure differential of 9 psi.
12-2
The slave pneumatic valve is designed to

mimic the position of the electropneumatic
valve. A pneumatic connection line between
the two valves provides for control of the
pneumatic valve.
Va c u u m r e q u i r e d f o r va l ve a c t u a t i o n i s
continuously provided to the outflow valves
and manual controller by the vacuum jet pump
any time either engine or the APU is running.
Manual mode is selected by depressing the
manual (MAN) switchlight. In manual, the
electropneumatic valve is closed, and the
pneumatic valve is operated independently by
the manual controller. The rotary control knob
allows the crew to manually select the desired
cabin altitude.
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MANUAL
FALCON
TRIPLE
INDICATOR
MANUAL
CONTROLLER
DIGITAL
CONTROLLER
ELECTROPNEUMATIC
VALVE
PNEUMATIC
VALVE
VACUUM JET
PUMP
ENG NO. 1
BLEED AIR
ENG NO. 2
BLEED AIR
Figure 12-2. Pressurization System
12-3
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2000 PILOT
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FALCON
The digital controller also provides a cabin

dump function. Depressing the DUMP switchlight moves the outflow valves to the full open
position. This results in rapid cabin depressurization.
Vacuum Jet Pump
The vacuum jet pump (Figure 12-2) provides
the vacuum required to actuate the outflow
valves.Vacuum is continuously provided to
the outflow valves and manual controller any
time either engine or the APU is running.
The jet pump consists of bleed air flowing
through a nozzle to create a vacuum. The jet
pump is supplied with engine and/or APU
low pressure bleed air. The jet pump cannot
be supplied by a GPU. Without engine or
APU bleed air the jet pump is inoperative,
thus allowing the outflow valves to springload close.
Digital Cabin Pressure

Controller
The digital cabin pressure controller (Figure
12-2) has automatic and manual modes.
Electropneumatic Outflow
Valve
The electropneumatic outflow valve (Figure
12-3) is mounted at the top of the aft pressure
bulkhead in the baggage compartment. The
valve is spring-loaded closed. It utilizes a combination of electrical and pneumatic actuators
to vent measured amounts of conditioned air
from the cabin. Valve operation is automatically
controlled by the digital cabin pressure
controller according to the programmed pressurization schedule.
The digital controller commands the valve
motor to position a cam (blanking plate). Cam
position determines whether the valve chamber is exposed to cabin air pressure or vacuum
from the jet pump line. In this manner, the
digital controller regulates the chamber
pressure of the valve.
When pressure inside the valve chamber is
higher than ambient pressure, the valve closes.
Conversely, when pressure inside the valve
chamber is lower than ambient pressure, the
valve opens enabling cabin venting. The actual
position of the valve determines the cabin
venting rate.
The valve has three built-in protection devices:
In automatic, the digital controller regulates

cabin pressurization on the ground and in
flight. Cabin altitude is calculated from a
permanently programmed pressurization
schedule. The ADC sends aircraft altitude,
vertical speed, and barometric correction
information to the digital controller. The
controller analyzes this information, landing
gear status, and throttle lever position. It then
calculates the proper cabin altitude.
Overpressure If cabin pressure exceeds

ambient pressure by 9.3 psi (639), this
overpressure commands the outflow valve
to open, causing the cabin pressure to
drop and cabin altitude to rise.
The controller enables selection of the manual

mode, but serves no function once manual is
selected.
Cabin altitude limiter If cabin altitude

exceeds 14,000 feet the cabin altitude
limiter commands the outflow valve to
f u l l y c l o s e , a l l ow i n g t h e c a b i n t o
pressurize if possible.
12-4
Underpressure If cabin pressure falls

to .3 psi below ambient pressure, this
underpressure commands the outflow
valve to open, causing outside air to
enter the cabin and equalize the pressure.
Revision 1
PC
EXTERIOR
MAIN
OUTFLOW
VALVE
CHECK
VALVE
PA
PC
CABIN
ALTITUDE
LIMITATION
CAPSULE
PC
OVERPRESSURE
SAFETY
CAPSULE
PS
DP
PS
PC
PC ELECTRIC
VALVE
EMERGENCY OUTFLOW
VALVE
PNEUMATIC
RELAY
DIGITAL CABIN
PRESSURE
CONTROLLER
Figure 12-3. Pressurization Outflow Valves
No. 1 AND No. 2 ENGINE

OR APU HP AIR
PC
PC
PC
01000
CABIN
ALTITUDE
LIMITATION
CAPSULE
CABIN
INTERIOR
TORQUE
MOTOR
BLANKING
PLATE
A1
CABIN
PRESS
LEGEND
DP NEGATIVE PRESSURE
PA
CONTROL PRESSURE
PC CABIN PRESSURE
PR REFERENCE PRESSURE
PS STATIC PRESSURE
PA
PC
EXTERIOR
PS
CABIN
INTERIOR
PC
PC
PR
MANUAL REGULATOR
WARNING
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12-5
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Pneumatic Outflow Valve

The pneumatic outflow valve (Figure 12-3) is
mounted at the top of the aft pressure bulkhead
in the baggage compartment. The valve is
primarily pneumatically controlled.
In automatic mode, it provides backup for the
electropneumatic outflow valve by operating
as its slave. Valve chambers are pneumatically connected with a hose. Since the digital
controller regulates chamber pressure in the
electropneumatic valve, it simultaneously
regulates the chamber of the pneumatic valves.
Therefore, the pneumatic valve mimics the
position of the electropneumatic outflow valve.
The pneumatic valve incorporates an electric
valve component that is only functional with
power levers advanced and weight on wheels.
Under these conditions, the electric signal
closes the pneumatic valve. This is done to
compensate for lag caused by a flow restrictor in the pneumatic line connecting the valve
chambers.
In manual mode, the valve operates independently from the electropneumatic valve, which
remains closed in the manual mode. It is pneumatically controlled by the crew with the manual pressure controller and pneumatic relay.
This valve also incorporates the same three
protective devices as the electropneumatic valve.

Digital Cabin Pressure
Controller
The digital cabin pressure controller panel
(CABIN PRESS) is located on the center of the
instrument panel (Figure 12-4). It contains
the following controls and indicators:
LAND ELEVDisplays preset landing
field elevations or fault codes. Elevations
between 1,500 and 14,000 feet may be
set with the toggle switch.
12-6
DUMP guarded amber switchlight

Opens both outflow valves causing rapid
cabin depressurization. It remains illuminated once depressed.
MAN amber switchlightActivates
manual mode and remains illuminated
once depressed.
Toggle switch Sets landing field
elevation.
The digital controller performs an automatic
self test at power-on and continuous surveillance thereafter. Failure codes are displayed
in the LAND ELEV display window. The codes
are described in Table 12-1.
Manual Cabin Pressure

Controller
The manual cabin pressure controller is located
on the center of the instrument panel (Figure
12-4). It provides manual control of the pressurization system. It is activated by selecting
the MAN switchlight on the digital cabin pressure control panel.
The rotary knob controls a needle valve that
regulates the amount of vacuum suction from
the jet pump to the pneumatic outflow valve
chamber. Pressure in the chamber controls the
opening and closing of the outflow valve
which, in turn, controls venting of cabin air to
regulate cabin pressurization.
In the DN position, the needle valve is closed.
This closes the pneumatic valve and pressurizes the cabin. In the maximum down (DN)
position, the cabin will pressurize around
1,500 feet/minute.
In the UP position, the needle valve is open.
This opens the pneumatic valve and depressurizes the cabin. In the maximum up (UP)
position, the cabin will depressurize at 2,500
feet/minute.
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WARNING PANEL
GEN 1
BAT
FUEL 1
LH BUS
ISOL
LO
FUEL 1
NOSE
CONE OVHT
PUMP 1
HYDR # 1
OVERHEAD PANEL
GEN 2
HOT BAT
RH BUS
TIED
FUEL 2
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
STD BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN
RECIRCULATION
ISOLATION
CABIN
MANUAL
CONTROLLER
RECIRCULATION
ISOLATION
TRIPLE INDICATOR
DIGITAL CABIN PRESSURE
CONTROLLER
Figure 12-4. Pressurization Controls
Revision 2
12-7
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FALCON
Table 12-1. PRESSURIZATION SYSTEM FAULT CODES

FAULTS DETECTED AT POWER-ON
FAULT
CODE
CONDITIONS
MEMORY
STORAGE
(EEPROM)
A001
ITEM IN
QUESTION
RAM memory
Open on ground,
closed in flight
Pneumatic valve and

electric valve
control
Signal
Zc > 10,000 ft
EEPROM
(non-volatile
memory)
Actuated
Torque motor
safety transistor
control
Open on ground,
closed in flight
YES
A004
A005
On ground
only
On ground
only
YES
YES
A006
NO
A007
On ground
only
YES
OUTFLOW VALVE
POSITIONS
CONSEQUENCES
Altitude
selection
impossible
Altitude
selection
impossible
Actuated
Open on ground,
closed in flight
Altitude
selection
impossible
Altitude
selection
impossible
FAULTS DETECTED DURING CONTINUOUS SURVEILLANCE

FAULT
CODE
CONDITIONS
MEMORY
STORAGE
(EEPROM)
A010
YES
A011
A012
A013
A020
12-8
ZA1 + VZA1
+ BAR01 not
valid
ZA2 + VZA2
+ BAR02 not
valid
ZA1 + ZA2
not valid
On ground
VZA1 + VZA2
not valid
ITEM IN
QUESTION
OUTFLOW VALVE
POSITIONS
Torque motor
control
Closed
ARINC 1
Closed
ARINC 2
Closed
ARINC 1 and 2
Control on last
ZA validation
ARINC 1 and 2
Control with
VZLIMC
= + 650 ft/min.
VZLIMD
= 400 ft/min.
CONSEQUENCES
Altitude
selection
impossible
NO
NO
YES
YES
"MAN" mode
requested
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FALCON
Triple Indicator
CABIN PRESS Circuit Breaker
The triple indicator is located at the center of

the instrument panel, above the digital cabin
pressure controller (Figure 12-4).
The CABIN PRESS circuit breaker, located on

the center circuit breaker panel, protects the
power supply of the cabin pressurization
circuit (bus A1) and is rated at 5 amps.
The triple indicator displays cabin altitude,

cabin pressure differential, and vertical speed
of cabin altitude. Cabin altitude is indicated
on the inner right semi-circular scale ranging
from 1,000 to 47,000 feet. The cabin pressure
differential is indicated on the outer right
semi-circular scale ranging from 1 to 10 psi.
The left scale indicates the cabin vertical speed
ranging from 2,000 feet/minute.
RECIRC Switch
The recirculation isolation (RECIRC) switch
is located at the center of the instrument panel.
It has two positions:
AUTOAllows automatic operation of
the cabin air recirculation system that returns cabin air to the ECU.
ISOLCloses the recirculation valve.
CAUTION
In the event of recirculation duct failure, it may be necessary to close the
valve to maintain a safe cabin altitude.
SYSTEM OPERATION
Automatic Mode (Normal)
In automatic, cabin pressurization is controlled
and monitored by the digital cabin pressure
controller. It provides automatic control of cabin
altitude and pressure differential according to
a programmed schedule. Crew interaction is
limited to selection of the landing field elevation prior to takeoff. This is accomplished by
adjusting the toggle switch until the desired
field elevation is displayed in the window. The
digital controller receives aircraft altitude, vertical speed, and barometric correction information. Control information such as
weight-on-wheels and power lever position is
also received. The digital controller analyzes the
data and calculates the best cabin altitude based
on the current conditions and the pressurization
schedule. With this data, the digital controller
also performs several programmed sequences:
Power-on self-test
Ground prepressurization sequence
Takeoff sequence (with return to field)
Climbout and enroute sequence
CABIN Annunciator
Descent
Illumination of the red CABIN annunciator

light (Figure 12-4) indicates that the cabin
altitude has exceeded 10,000 feet 500 feet. A
CABIN voice warning also sounds and may
be silenced.
Landing fields at altitudes greater than

8,000 feet
Landing sequence
It also provides continuous monitoring of the
system in AUTO mode.
RECIRC ISOL Annunciator

Whenever the aircraft is above 15,000 feet,
illumination of the amber RECIR ISOL
annunciator (Figure 12-4) indicates that the
recirculation valve is not closed. Whenever the
aircraft is below 15,000 feet, illumination of
the RECIR ISOL annunciator indicates that the
recirculation valve is not open.
Revision 2
NOTE
For proper operation of the automatic
pressurization controller, the manual
controller must be positioned at the
green (DN) indicator.
12-9
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2000 PILOT
PILOT TRAINING
TRAINING MANUAL
MANUAL
FALCON
Power-On Self-Test
Descent
Power-on self-test is automatically initiated

when the system is powered on in AUTO mode.
If the test is error free, the digital controller
displays five zeros and is ready for landing field
elevation entry. If a fault is detected, a flashing
code is displayed that identifies the failure. If
altitude selection is impossible, the system must
be operated in the manual mode.
When power levers are reduced and a rate of

descent of more than 200 feet/min is established,
cabin altitude will decrease to the preset landing
field elevation minus 300 feet, at a rate of
approximately 450 feet./min.
Ground Pressurization Sequence

The ground prepressurization sequence prevents
a sudden change in the cabin pressure at
rotation. The sequence is initiated by the weighton-wheels switch sensing ground and power
levers set to takeoff power. During takeoff roll,
the controller-produced cabin reference altitude
is reset to 100 feet below takeoff field elevation.
This causes the outflow valves to close,
pressurizing the cabin. Once off the ground, the
cabin reference altitude is replaced by the one
originally calculated by the controller (takeoff
field elevation).
Takeoff Sequence
The takeoff sequence (with return to field) does
not require reselection of the preset landing field
elevation if an emergency return to the takeoff
field is necessary. The digital pressure controller
remembers the takeoff field elevation for five
minutes. If an emergency return to the takeoff
field is initiated within five minutes, pressure
calculations are based upon this elevation. After
five minutes, the calculated cabin altitude is
based upon the original preset landing field
elevation.
Landing above 8,000 Feet

Landing at altitudes of 8,000 feet or higher
require a special automatic sequence to prevent
the cabin altitude from exceeding 8,000 feet
enroute. However, this is automatic and does not
require action on the part of the crew other than
setting the landing field elevation before takeoff.
Landing Sequence
During landing, when weight-on-wheels is
detected and the power levers are retarded to
idle, the depressurization sequence begins. To
prevent sudden pressure changes in the cabin at
landing, the aircraft must be subjected to a slight
pressure differential. This is accomplished by
the digital controller ordering a cabin altitude
equal to the selected altitude minus 300 feet.
Continuous Monitoring
After the power-on self-test in AUTO mode,
the system is continuously monitored for
errors. Failures are indicated by a fault code
displayed in the digital controller window.
Climbout and Enroute Sequence

During the climbout and enroute sequence, the
digital controller calculates cabin altitude based
on the pressurization schedule, which is
designed to reach the maximum pressure
differential at the lowest possible cabin altitude
with a minimum cabin rate of climb.
12-10
Revision 2
FALCON 2000
2000 PILOT
PILOT TRAINING
TRAINING MANUAL
MANUAL
FALCON
Manual Mode (Non-Normal)

If the automatic pressurization system fails,
the manual (backup) system must be activated
by depressing the MAN switchlight on the
CABIN PRESS panel. The amber annunciator
(MAN) illuminates, indicating that the
following occurred:
protection remains active during this function, to prevent cabin altitude from rising
above 14,000 feet.
Automatic mode is deselected
NOSE CONE
PRESSURIZATION
SYSTEM
The electro-pneumatic outflow valve is

closed
SYSTEM DESCRIPTION
The manual controller is activated

The pneumatic outflow valve is placed
under control of the manual controller
Cabin altitude can be set by observing the triple
indicator and rotating the manual control knob
until the desired conditions are indicated. To
establish a level cabin altitude, the manual
control knob is positioned to achieve a zero
vertical speed on the left scale of the triple
indicator. A cabin climb is established when the
control knob is moved within the UP range. The
rate of climb can be increased or decreased by
adjusting the position of the control knob on the
scale. To select a cabin descent, the control
knob is moved within the DN range until the
required descent rate is achieved.
Since the electropneumatic outflow valve is
signaled to close in MAN, the control knob only
works the pneumatic outflow valve. Valve range
is from fully open to fully closed, and it can
command a cabin altitude rate of change from
1,500 feet/minute to +2,500 feet/minute.
The nose cone pressurization system is completely automatic and does not require crew
intervention (Figure 12-5). It consists of the
following components:
Control valve
Pneumatic actuator
Diaphragm
Flapper valve
Overpressure check valve
Nose cone pressurization works in a simular
manner to cabin pressurization. Conditioned
air enters the nose cone from the cabin through
a diaphragm in the nose cone bulkhead.
Pressure is regulated by venting measured
amounts of air through a ventilation duct and
into the nose wheel well. Flow rate through the
duct is managed by the pneumatic actuator,
which operates the control valve. The valve and
the actuator are calibrated to automatically
maintain the correct pressure.
Rapid Depressurization (DUMP)

If a situation develops that requires immediate depressurization of the cabin, the DUMP
function may be activated. This is accomplished by depressing the DUMP switchlight
on the CABIN PRESS panel. The amber light
illuminates, indicating that the dump function is active. Both outflow valves are pneumatically opened, causing them to vent cabin
air at the maximum rate and depressurize the
cabin. DUMP is available in either automatic
or manual mode. Maximum cabin altitude
12-11
DIAPHRAGM
THERMAL SWITCH
PNEUMATIC
ACTUATOR
VENTILATION
DUCT
PRESSURIZATION
PORT
NOSE WHEEL WELL
CONTROL
VALVE
FLAPPER VALVE
FAN
OVERPRESSURE
CHECK VALVE
Figure 12-5. Nose Cone Pressurization
12-12
PRESSURE
PORT
Flapper Valve
Control Valve
A flapper valve is a simple free-floating,

hinged flap at the end of the fan duct. It is
opened by airflow entering the compartment
when the fan is in operation. When the fan is
stopped, it closes by its own weight and acts
like a check valve.
The control valve is a butterfly valve located

in the nose cone ventilation duct. It is controlled by the pneumatic actuator and regulates
air flow rate through the duct. Since there is
a metered flow of air entering the nose cone,
the amount of air vented through the duct
determines cabin altitude of the nose cone.
When closed, the valve allows air to leak only
through two small orifices. One orifice has a
fixed diameter while the other is adjustable.
This leakage is designed to maintain a cabin
altitude in the nose cone slightly higher than
cabin altitude, ensuring a constant flow of
conditioned air from the cabin.
Overpressure Check Valve

In the event of overpressure in the nose cone,
the overpressure check valve opens and vents
the excess air into the nose wheel well. The
va l ve o p e n s w h e n t h e a m b i e n t p r e s s u r e
differential reaches 1.59 psi.
Pneumatic Actuator
The purpose of the pneumatic actuator is to
control flow rate of air through the nose cone
vent. The actuator opens or closes the control
va l ve b a s e d o n t h e p r e s s u r e d i ff e r e n t i a l
between the nose cone and the cabin. The
actuator controls the valve by sensing cabin
pressure through a hose connected to the cabin.
Cabin pressure is applied to one side of the
piston while the other side is subjected to the
force of a spring and nose cone air pressure.
When cabin pressure is zero, the valve is wide
open. It begins to close when cabin pressure
differential reaches between 1.74 and 2.46
psi. The valve is totally closed when cabin
pressure differential is between 3.04 and 3.77
psi. When closed, the valve is not airtight. It
has two calibrated orifices: one fixed and the
other adjustable. These orifices actually
control target pressure and ensure proper
ventilation of the nose cone compartment.
Diaphragm
An 8mm diameter diaphragm is located in the
cabin air inlet to the nose cone to limit air
flow rate.
12-13
CHAPTER 13
HYDRAULIC POWER
CONTENTS
Page
INTRODUCTION ................................................................................................................ 13-1
GENERAL ........................................................................................................................... 13-1
MAIN HYDRAULIC SYSTEM .......................................................................................... 13-2
System Description ....................................................................................................... 13-2
System Components ..................................................................................................... 13-4
AUXILIARY HYDRAULIC SYSTEM ............................................................................... 13-7
System Description ....................................................................................................... 13-7
CONTROLS AND INDICATIONS ..................................................................................... 13-9
Cockpit Overhead Control Panel .................................................................................. 13-9
Warning Panel Indications ............................................................................................ 13-9
Engine Indication Electronic Display (EIED) ............................................................ 13-11
SYSTEM OPERATION ..................................................................................................... 13-11
Normal Operation ....................................................................................................... 13-11
No. 1 System Ground Test Operation ......................................................................... 13-11
Loss of No. 2 System In Flight or No. 2 System Ground Test Operation .................. 13-11
System Protection ............................................................................................................... 13-13
LIMITATIONS ................................................................................................................... 13-13
13-i
ILLUSTRATIONS
Figure
Title
Page
13-1
Ground Service Connections.................................................................................. 13-2
13-2
Hydraulic System ................................................................................................... 13-3
13-3
No. 2 System Manifold .......................................................................................... 13-4
13-4
No. 1 System Manifold .......................................................................................... 13-4
13-5
Hydraulic System Components.............................................................................. 13-5
13-6
Hydraulic Manifolds and Clogging Indicators....................................................... 13-6
13-7
Engine-Driven Hydraulic Pump............................................................................. 13-7
13-8
Hydraulic Accumulator.......................................................................................... 13-7
13-9
Auxiliary Hydraulic System................................................................................... 13-8
13-10
Hydraulic Controls and Indicators ....................................................................... 13-10
13-11
Hydraulic System EIED....................................................................................... 13-12
13-12
No. 1 Hydraulic SystemNormal Distribution .................................................. 13-14
13-13
No. 2 Hydraulic SystemNormal Distribution .................................................. 13-15
13-14
Hydraulic SystemLoss of No. 1 System Pump 1 Pressure .............................. 13-16
13-15
Hydraulic SystemLoss of No. 1 System Pump 2 Pressure .............................. 13-17
13-16
Hydraulic SystemLoss of No. 2 System Pump Pressure in Cruise.................. 13-18
13-17
Hydraulic SystemLoss of No. 2 System Pump Pressure

on Takeoff or Approach ....................................................................................... 13-19
13-18
Auxiliary Hydraulic SystemMaintenance Test Operation of System No. 1 .... 13-20
13-19
Auxiliary Hydraulic SystemMaintenance Test Operation of System No. 2 .... 13-21
Revision 2
13-iii
CHAPTER 13
HYDRAULIC POWER
INTRODUCTION
The main and auxiliary hydraulic systems provide power for the Falcon 2000. The main
hydraulic system consists of two independent systems, designated as the No. 1 and No.
2 hydraulic systems. The auxiliary system automatically supplies limited power for certain main hydraulic system failures. Cockpit indication and warning systems provide necessary information to monitor the hydraulic system during flight and ground operations.
GENERAL
The No. 1 hydraulic system has two engine
driven pumps, one each on the left and right
engines. The No. 2 system has a single engine
driven pump on the right engine for hydraulic
pressure. During normal operation, each system draws fluid from its respective reservoir,
pressures the fluid, and routes it to system
components.
The auxiliary hydraulic system has a single

electric standby pump, which pressurizes the
No. 2 hydraulic system in case of a loss of
pressure or pump failure in the No. 2 system
when in flight. The auxiliary system facilitates testing of either hydraulic system during
ground operations.
13-1
Each system operates independently, supplying

pressured fluid to components of the flight
controls, thrust reversers, landing gear and
brakes.
Cockpit controls for the hydraulic systems
are on the overhead HYDRAULIC control
panel. Associated circuit breakers are on the
center section of the overhead circuit breaker
panel (ESS BUS, A1 BUS and B2 BUS). The
warning panel lights on the main instrument
panel provide hydraulic system cockpit indications. An engine indication electronic EIED
on the main instrument panel lists system fluid
pressure and quantity information.
MAIN HYDRAULIC
SYSTEM
The No. 1 hydraulic system provides pressure

for:
Flight controls
Pitch Arthur variable bellcrank (A/C
below serial number 63)
Slats (normal and automatic extension)
Braking (No. 1 system)
Landing gear normal/emergency operation
Nosewheel steering
The No. 2 hydraulic system provides pressure
for:
Flight controls
SYSTEM DESCRIPTION
The main hydraulic system (Figure 13-2) consists of two separate systems, designated as the
No. 1 and No. 2 systems. The No. 1 system is
supplied hydraulic fluid under pressure,
assisted by an accumulator, from a mechanical pump on each engine. The No. 2 system is
supplied hydraulic fluid under pressure, assisted by an accumulator, from a mechanical
pump on the right engine or from an electric
standby (auxiliary) pump. During normal
operation, the No. 1 and No. 2 systems both
supply pressurized fluid at 2,900 to 3,000 psi
(200 to 206 bars).
Slats (emergency and automatic extension)

Braking (No. 2 system)
Parking/emergency brake
Flaps
Airbrakes
Hydraulic reservoirs, accumulators, and manifolds accommodate system requirements for

monitoring and controlling fluid under pressure before delivery to the aircraft systems. A
standby electric pump provides fluid pressure
in case of system No. 2 engine-driven pump
failure and for ground test operations of either
system.
The ground service connections for the
hydraulic systems are in the aft service compartment (Figure 13-1).
13-2
Figure 13-1. Ground Service Connections
Revision 2
21 PSIA
1
1
#1 SYSTEM
RESERVOIR
FUEL
SHUT OFF
LH ENGINE
PMP1
SYS1
#2 SYSTEM
RESERVOIR
FUEL
SHUT OFF
TRANS
TRANS
ENGINE 1
ENGINE 2
RH ENGINE
130 PSI
PMP2
SYS1
2
8
GRND TEST
PMP
SYS2
STANDBY
PUMP
9
11
SELECTOR
ISOLATION
VALVE
IN FLIGHT
PITCH
SERVO-ACTUATOR
RUDDER
SERVO-ACTUATOR
10
ROLL
SERVO-ACTUATOR
1.
HYDR # TK
PRESS
2.
PUMP 1
HYDR # 1
PRESS SW
3.
PUMP 2
HYDR # 1
PRESS SW
ENGINE #1 T/R (OPT)
ENGINE #2 T/R (OPT)
PITCH ARTHUR
< S/N 63
AIRBRAKES
SLATS
EMER SLATS
BRAKING
BRAKING
AIRBRAKE
HOLD DOWN
ACCUMULATOR
PRESS SWS
L G & DOORS
4. #1 STD BY PUMP PRESS SW

6. #1 HYDR SYS
PRESS TRANSMITTER
7. PUMP 2 HYDR # 1
OVERPRESS RELIEF
8. PUMP 1 HYDR # 1
OVERPRESS RELIEF
9.
PUMP
HYDR # 2
PRESS SW
NWS
EMERGENCY/
PARKING BRAKE
FLAPS
LEGEND
SUPPLY
SYSTEM #1 PRESSURE
SYSTEM #2 PRESSURE
STANDBY PUMP PRESSURE
10. #2 HYDR SYS

PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
Figure 13-2. Hydraulic System
Revision 2
13-3
SYSTEM COMPONENTS
Hydraulic Manifolds
Reservoirs
The No. 1 and No. 2 hydraulic manifolds

(Figures 13-3, 13-4 and 13-6) route fluid from
the pumps to the various user systems. The
manifolds contain components that monitor
and control fluid flow prior to delivery to the
applicable systems. Each manifold contains
standard hydraulic system components such as
filters, clogging indicators, check valves,
priority valves, pressure relief valves, pressure
switches, and pressure transmitters. The
standby pump selector valve is mounted above
the No. 2 system manifold.
The main hydraulic system reservoirs (Figure

13-5) are on the left and right sides of the aft
servicing compartment. Both reservoirs are
identical in design but have different fluid
capacities. With the landing gear down and
locked, fluid capacity for the No. 1 system
reservoir is 2 U.S. gallons (7.4 liters). The
No. 2 system contains 1.6 U.S. gallons (6
liters) with a partition to provide a fluid reserve
of 2.1 U.S. quarts (2 liters) for the auxiliary
hydraulic system.
Engine bleed air pressurizes both reservoirs
through a common connection with the fuel
tank pressurization system. There is an air
filter at the reservoir pressurization inlet connection of each reservoir with a pressure
reducer that limits internal pressure to 21 psi
(1.5 bars).
Components common to both reservoirs are
listed below. These components are in each
systems respective hydraulic reservoir and
manifold.
Pressure relief valveOpens to relieve
pneumatic pressure at 26 psi (1.8 bars)
Figure 13-3. No. 2 System Manifold
Fluid transmitterTransmits fluid quantity in the reservoir to the EIED

Fluid quantity windowVisual quantity indicator with minimum/maximum
marks calibrated at 1.59 to 1.95 U.S.
gallons (6 to 7.4 liters)
Pressure switchIlluminates the HYDR
TK PRESS light if pneumatic pressure
is less than 16 psi (1.1 bars)
Depressurization valveManual valve
to relieve excess pneumatic pressure in
the reservoir
Figure 13-4. No. 1 System Manifold
13-4
Revision 2
RESERVOIRS
STANDBY PUMP
SELECTOR VALVE
HYDRAULIC MANIFOLDS
STANDBY ELECTRIC
HYDRAULIC PUMP
ACCUMULATOR
NO. 1 SYSTEM
NO. 2 SYSTEM
Figure 13-5. Hydraulic System Components
Revision 1
13-5
R PUMP OUTLET
FILTER CLOGGING
INDICATOR
L PUMP
RETURN
REGULATION
FILTER
CLOGGING
INDICATOR
R PUMP
RETURN
REGULATION
FILTER
CLOGGING
INDICATOR
L PUMP OUTLET
FILTER CLOGGING
INDICATOR
NO. 1 SYSTEM
FILTER
CLOGGING
INDICATOR
NO. 1 HYDRAULIC SYSTEM

(L SIDE)
PUMP RETURN
REGULATION
FILTER
CLOGGING
INDICATOR
UNCLOGGED
CLOGGED
CLOGGING INDICATOR
NO. 2 SYSTEM
RETURN
FILTER
CLOGGING
INDICATOR
PUMP OUTPUT
FILTER
CLOGGING
INDICATOR
NO. 2 HYDRAULIC SYSTEM

(R SIDE)
Figure 13-6. Hydraulic Manifolds and Clogging Indicators
13-6
STANDBY ELECTRIC
PUMP OUTPUT
FILTER CLOGGING
INDICATOR
Hydraulic Pumps
All three of the engine-driven, constant-pressures, variable-flow main hydraulic pumps
are identical (Figure 13-7). The No. 1 hydraulic
system has a pump mounted on each engine,
while the No. 2 system has a single pump
mounted on the right engine.
Each pump is self-regulated, according to flow
demands from the aircraft systems. An internal impeller at the input side of each pump
assists positive fluid flow to the pistons to
prevent hydraulic fluid cavitation.
Figure 13-8. Hydraulic Accumulator
AUXILIARY HYDRAULIC
SYSTEM
SYSTEM DESCRIPTION
Figure 13-7. Engine-Driven Hydraulic

Pump
Accumulators
The No. 1 and No. 2 systems each have an
accumulator (Figure 13-8) mounted in the
aft servicing compartment that provides a
constant positive pressure source. One side
of an internal piston in each accumulator has
a pneumatic charge to provide the pressure
source and absorb shocks within the system.
A pressure gage mounted on each accumulator
reflects the value of the internal pneumatic
charge. Newer aircraft have hydraulic accumulators without the pressure gage.
The auxiliary hydraulic system automatically

supplies hydraulic pressure for the pitch and
rudder servoactuators in case of No. 2 system
failure and can supplement the No. 2 system
in case of a pressure decrease. Controls for the
auxiliary system are on the cockpit overhead
HYDRAULIC control panel. Component
circuit breakers are on the ESS BUS section
of the overhead circuit breaker panel. Part of
the reservoir for the No. 2 main hydraulic system contains the auxiliary system fluid supply.
The auxiliary system also provides pressure for
ground test operations of either main hydraulic
system. Supply to ground test the No. 1 and No.
2 system is discussed later in this chapter.
SYSTEM COMPONENTS
Standby Electric Pump
During flight, the standby electric pump
(Figure 13-9) in the aft servicing compartment, automatically comes on if the pressure
in the No. 2 system drops to less than 1,680
psi (103.5 bars).
The standby pump is normally isolated during
flight operations if main hydraulic system
13-7
21 PSIA
1
1
#1 SYSTEM
RESERVOIR
FUEL
SHUT OFF
LH ENGINE
PMP1
SYS1
#2 SYSTEM
RESERVOIR
FUEL
SHUT OFF
TRANS
TRANS
ENGINE 1
ENGINE 2
RH ENGINE
130 PSI
PMP2
SYS1
2
8
GRND TEST
PMP
SYS2
STANDBY
PUMP
9
11
SELECTOR
ISOLATION
VALVE
IN FLIGHT
PITCH
SERVO-ACTUATOR
RUDDER
SERVO-ACTUATOR
10
ROLL
SERVO-ACTUATOR
1.
HYDR # TK
PRESS SWS
PRESS
2.
PUMP 1
HYDR # 1 PRESS SW
ENGINE #1 T/R (OPT)
ENGINE #2 T/R (OPT)
PITCH ARTHUR
< S/N 63
AIRBRAKES
SLATS
EMER SLATS
BRAKING
BRAKING
AIRBRAKE
HOLD DOWN
ACCUMULATOR
L G & DOORS
3.
PUMP 2
HYDR # 1 PRESS SW

6. #1 HYDR SYS
PRESS TRANSMITTER
7. PUMP 2 HYDR # 1
OVERPRESS RELIEF
8. PUMP 1 HYDR # 1
OVERPRESS RELIEF
9.
PUMP
HYDR # 2
PRESS SW
NWS
EMERGENCY/
PARKING BRAKE
FLAPS
LEGEND
SUPPLY
SYSTEM #1 PRESSURE
SYSTEM #2 PRESSURE
10. #2 HYDR SYS

PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
Figure 13-9. Auxiliary Hydraulic System
13-8
Revision 2
pressure is equal to or greater than 2,450 psi.

Power from the essential bus powers the pump
through the ST BY PUMP switch on the overhead HYDRAULIC panel.
Hydraulic Isolation Valve

The hydraulic isolation valve (Figure 13-9)
is in the aft servicing compartment. The HYDR
2 I S O L s w i t c h o n t h e c o c k p i t ove r h e a d
HYDRAULIC panel determines automatic or
manual operation of the valve.
The HYDR 2 ISOL switch has three positions:

AUTOWOW the isolation valve is open.
In flight with slats extended, the isolation valve is open. With slats ret r a c t e d , t h e va l ve i s c l o s e d ( s e e
Figure 13-16 and 13-17).
OPENElectronically opens the isolation valve
CLOSEDElectrically closes the
isolation valve
Standby Pump Selector Valve
ST BY Pump Switch
The standby pump selector valve (Figure 139) is a manually controlled, two-position
valve in the aft servicing compartment. The
FLIGHT and GROUND TEST positions route
system 1 or system 2 pressure to user system
components, according to the functions being
performed.
The ST BY PUMP switch (Figure 13-10)

provides automatic or manual control of the
standby electric hydraulic pump. The standby
pump delivers hydraulic fluid under pressure,
depending on the position of the standby pump
selector valve and main hydraulic system
operating pressure. In either case, the standby
pump deactivates when the associated main
hydraulic system pressure reaches 2,450 psi.
CONTROLS AND
INDICATIONS
With the ST BY PUMP switch in AUTO, the

standby pump activates if:
Cockpit controls and indications for the

hydraulic system consist of switches and
circuit breakers on the overhead panel, main
instrument panel caution and warning lights,
and EIED display information.
COCKPIT OVERHEAD
CONTROL PANEL
The HYDRAULIC OVERHEAD CONTROL
panel (Figure 13-10) contains the HYDR 2
ISOL and ST BY PUMP switches. These
switches are primarily associated with abnormal
and/or auxiliary hydraulic system operation.
HYDR 2 ISOL Switch

The HYDR 2 ISOL switch (Figure 13-10)
provides control over automatic and manual
opening and closing of the hydraulic isolation valve.
Revision 2
The standby pump selector valve is in the

FLIGHT position, and No. 2 main
hydraulic system pressure is less than
1,680 psi (103 bars).
The standby pump selector valve is in the
GROUND TEST position, and No. 1
main hydraulic system pressure is less
than 1,680 psi (103 bars).
Placing the ST BY PUMP switch in the OFF position inhibits operation of the electrical pump.
WARNING PANEL INDICATIONS

The following amber caution lights (Figure 1310) are associated with the hydraulic system:
PUMP 1 HYDR 1Illuminates if left
engine pump pressure for the No. 1
system is less than 1,500 psi (103 bars)
PUMP 2 HYDR 1Illuminates if right
13-9
5
ST BY
PUMP
21/2
HYDR
ISOL
ESS BUS
5
21/2
20
EIED 1
LH
FACEC A
LH
LH FUEL
CMPTR
BOOST
1
L/G
EMERG
STD BY
PUMP
CONDG
MAN
5
EIED 2
LH
21/2
10
APU
IGNITION
21/2
21/2
15
BRAKE
CMPTR 1
HYDR
ISOL
ST BY
PITOT
OVERHEAD PANEL
HYDR2
ISOL
STD BY
PUMP
AUTO
AUTO
OPEN
CLOSED
OFF
HYDRAULIC
SELECTOR SWITCH
SWITCH
HYDR 2 ISOL
STD BY PUMP
WARNING PANEL
RH BUS
FUEL 1
LH BUS
ISOL
HOT BAT
LO
FUEL 1
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
STD BY
PUMP
CABIN
TIED
FUELING
BRAKE
BRAKE
BRAKE
PRESS
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
FUEL 2
Figure 13-10. Hydraulic Controls and Indicators
13-10
Revision 2
HYDR TK PRESSIlluminates if air

pressure in either reservoir is less than
16 psi (1.1 bars)
PUMP HYDR 2Illuminates if right
HYDR 2 ISOLIlluminates when the
valve position does not agree with the
slat position or with the aircrafts ground
or flight operational status
ST BY PUMPIlluminates when the
standby pump operates continuously for
more than one minute, or when the
standby pump selector is set to Ground
Test.
ENGINE INDICATION
ELECTRONIC DISPLAY (EIED)
An EIED (Figure 13-11), mounted on the main
instrument panel, provides No. 1 and No. 2
hydraulic system pressure and quantity
information on its lower half, as follows:
PRESS display numbers shown under
the PRESS label indicate the current
fluid pressure in the No. 1 or No. 2 main
hydraulic system. Green numbers
displayed on a black background indicate that system pressure is equal to or
greater than 2,900 psi and less than 3,100
psi. Black numbers displayed on a
yellow background indicate that system
pressure is less than 2,900 psi or greater
than 3,100 psi.
Fluid quantity indication in %
The analog display is as follows:
a pointer for hydraulic system 1 on
the left
a pointer for hydraulic system 2 on
the right
Between the two pointers, a sector comprising two to three colors displays the hydraulic reservoir capacity from 0 to 100%.
EIED
COLOR
SECTORS
A/C
WITHOUT
M 769
A/C
WITH
M 769
A/C
WITH
M 1859
Green
50100
70100
50100
Yellow
3050
5070
Red
030
050
050
SYSTEM OPERATION
NORMAL OPERATION
Normal operation of the main hydraulic system
includes:
Running the aircraft engine to operate
the engine-driven hydraulic pumps
Using the auxiliary hydraulic pump for
ground test operations
During normal operation, the engine-driven
hydraulic pumps automatically supply
hydraulic pressure to the aircraft systems. The
HYDR 2 ISOL and ST BY PUMP switches are
p l a c e d i n t h e AU T O p o s i t i o n . C u r r e n t
hydraulic pressure and fluid quantity are shown
on the EIED.
Illustrations of normal and abnormal system
operating conditions are shown in (Figures
13-12 through 13-19).
NO. 1 SYSTEM GROUND TEST

OPERATION
During maintenance ground testing operations, placing the standby pump selector valve
to the GROUND TEST position causes the
electrically driven auxiliary hydraulic pump
output to supply the No. 1 main hydraulic
system from the No. 1 reservoir.
LOSS OF NO. 2 SYSTEM IN

FLIGHT OR NO. 2 SYSTEM
GROUND TEST OPERATION
In-flight operationWith the HYDR 2
ISOL and ST BY PUMP switches in
AU TO , t h e s t a n d b y e l e c t r i c p u m p
pressurizes the No. 2 hydraulic system.
Revision 1
13-11
N1
VIB
N2
OIL
PRESS
24
PSI
PRESS
24
PSI
C TEMP C
HYDR
PRESS
PRESS
20
2910
PSI
PSI
QTY
RCONF
SCAN
HYDR
PRESS
PRESS
20
2910
PSI
PSI
QTY
RCONF
SCAN
Figure 13-11. Hydraulic System EIED
13-12
Ground test operationPlace the standby

pump selector valve to flight position
and the STD BY PUMP switch to AUTO
to pressurize the No. 2 system.
SYSTEM PROTECTION
Circuit breakers on the cockpit overhead control panel (Figure 13-10) provide protection
for hydraulic system controls and indicators.
Circuit breakers associated with the main
hydraulic system are HYDR 1 INDC and
HYDR 2 INDC. Both provide electrical circuit
protection for the pressure transmitters that
provide information for the EIED hydraulic
pressure display. Each circuit breaker has a 1.0
amp rating.
Circuit breakers associated with the auxiliary
hydraulic system are ST BY PUMP and HYDR
ISOL. The ST BY PUMP circuit breaker has
a rating of 5 amps, and the HYDR ISOL circuit
breaker has a rating of 2.5 amps.
LIMITATIONS
The hydraulic fluid authorized for use must
comply with AIR 3520 or MIL-L-5606 (NATO
code H515 or H520) specifications.
Revision 2
13-13
21 PSIA
1
1
#1 SYSTEM
RESERVOIR
FUEL
SHUT OFF
LH ENGINE
PMP1
SYS1
#2 SYSTEM
RESERVOIR
FUEL
SHUT OFF
TRANS
TRANS
ENGINE 1
ENGINE 2
RH ENGINE
130 PSI
PMP2
SYS1
2
GRND TEST
PMP
SYS2
STANDBY
PUMP
9
11
SELECTOR
ISOLATION
VALVE
IN FLIGHT
PITCH
SERVO-ACTUATOR
RUDDER
SERVO-ACTUATOR
10
ROLL
SERVO-ACTUATOR
ENGINE #1 T/R (OPT)
ENGINE #2 T/R (OPT)
PITCH ARTHUR
< S/N 63
AIRBRAKES
SLATS
EMER SLATS
BRAKING
BRAKING
1.
HYDR # TK
PRESS PRESS SWS
2.
PUMP 1
HYDR # 1 PRESS SW
3.
PUMP 2
HYDR # 1 PRESS SW
NWS

6. #1 HYDR SYS
PRESS TRANSMITTER
7. PUMP 2 HYDR # 1
OVERPRESS RELIEF
8. PUMP 1 HYDR # 1
OVERPRESS RELIEF
LEGEND
9.
PUMP
PRESS SW
HYDR # 2
10. #2 HYDR SYS

PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
L G & DOORS
EMERGENCY/
PARKING BRAKE
FLAPS
SUPPLY
SYSTEM #1 PRESSURE
SYSTEM #2 PRESSURE
Figure 13-12. No. 1 Hydraulic SystemNormal Distribution
13-14
AIRBRAKE
HOLD DOWN
ACCUMULATOR
RR1269A
Revision 2
21 PSIA
1
1
#1 SYSTEM
RESERVOIR
FUEL
SHUT OFF
LH ENGINE
PMP1
SYS1
#2 SYSTEM
RESERVOIR
FUEL
SHUT OFF
TRANS
TRANS
ENGINE 1
ENGINE 2
RH ENGINE
130 PSI
PMP2
SYS1
2
GRND TEST
PMP
SYS2
STANDBY
PUMP
9
11
SELECTOR
ISOLATION
VALVE
IN FLIGHT
PITCH
SERVO-ACTUATOR
RUDDER
SERVO-ACTUATOR
10
ROLL
SERVO-ACTUATOR
ENGINE #1 T/R (OPT)
ENGINE #2 T/R (OPT)
PITCH ARTHUR
< S/N 63
AIRBRAKES
SLATS
EMER SLATS
BRAKING
BRAKING
1.
HYDR # TK
PRESS SWS
PRESS
2.
PUMP 1
HYDR # 1 PRESS SW
3.
PUMP 2
HYDR # 1 PRESS SW
NWS

6. #1 HYDR SYS
PRESS TRANSMITTER
7. PUMP 2 HYDR # 1
OVERPRESS RELIEF
8. PUMP 1 HYDR # 1
OVERPRESS RELIEF
LEGEND
AIRBRAKE
HOLD DOWN
ACCUMULATOR
L G & DOORS
9.
PUMP
HYDR # 2 PRESS SW
10. #2 HYDR SYS

PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
EMERGENCY/
PARKING BRAKE
FLAPS
SUPPLY
SYSTEM #1 PRESSURE
SYSTEM #2 PRESSURE
Figure 13-13. No. 2 Hydraulic SystemNormal Distribution
Revision 2
13-15
21 PSIA
1
FAILURE OF
PUMP 1 OF
SYSTEM #1
1
#1 SYSTEM
RESERVOIR
FUEL
SHUT OFF
LH ENGINE
PMP1
SYS1
#2 SYSTEM
RESERVOIR
FUEL
SHUT OFF
TRANS
TRANS
ENGINE 1
ENGINE 2
RH ENGINE
130 PSI
PMP2
SYS1
2
8
GRND TEST
PMP
SYS2
STANDBY
PUMP
9
11
SELECTOR
ISOLATION
VALVE
IN FLIGHT
4
6
PITCH
SERVO-ACTUATOR
RUDDER
SERVO-ACTUATOR
10
ROLL
SERVO-ACTUATOR
ENGINE #1 T/R (OPT)
ENGINE #2 T/R (OPT)
PITCH ARTHUR
< S/N 63
AIRBRAKES
SLATS
EMER SLATS
BRAKING
BRAKING
1.
HYDR # TK
PRESS SWS
PRESS
2.
PUMP 1
HYDR # 1 PRESS SW
3.
PUMP 2
HYDR # 1 PRESS SW
NWS

6. #1 HYDR SYS
PRESS TRANSMITTER
7. PUMP 2 HYDR # 1
OVERPRESS RELIEF
8. PUMP 1 HYDR # 1
OVERPRESS RELIEF
LEGEND
AIRBRAKE
HOLD DOWN
ACCUMULATOR
L G & DOORS
9.
PUMP
PRESS SW
HYDR # 2
10. #2 HYDR SYS

PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
EMERGENCY/
PARKING BRAKE
FLAPS
SUPPLY
SYSTEM #1 PRESSURE
SYSTEM #2 PRESSURE
Figure 13-14. Hydraulic SystemLoss of No. 1 System Pump 1 Pressure
13-16
Revision 2
21 PSIA
1
1
#1 SYSTEM
RESERVOIR
FUEL
SHUT OFF
LH ENGINE
PMP1
SYS1
#2 SYSTEM
RESERVOIR
FUEL
SHUT OFF
TRANS
TRANS
ENGINE 1
ENGINE 2
RH ENGINE
130 PSI
PMP2
SYS1
FAILURE OF
PUMP 2 OF
SYSTEM #1
2
8
GRND TEST
PMP
SYS2
STANDBY
PUMP
9
11
SELECTOR
ISOLATION
VALVE
IN FLIGHT
4
6
PITCH
SERVO-ACTUATOR
RUDDER
SERVO-ACTUATOR
10
ROLL
SERVO-ACTUATOR
ENGINE #1 T/R (OPT)
ENGINE #2 T/R (OPT)
PITCH ARTHUR
< S/N 63
AIRBRAKES
SLATS
EMER SLATS
BRAKING
BRAKING
1.
HYDR # TK
PRESS SWS
PRESS
2.
PUMP 1
HYDR # 1 PRESS SW
3.
PUMP 2
HYDR # 1 PRESS SW
NWS

6. #1 HYDR SYS
PRESS TRANSMITTER
7. PUMP 2 HYDR # 1
OVERPRESS RELIEF
8. PUMP 1 HYDR # 1
OVERPRESS RELIEF
LEGEND
AIRBRAKE
HOLD DOWN
ACCUMULATOR
L G & DOORS
9.
PUMP
HYDR # 2 PRESS SW
10. #2 HYDR SYS

PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
EMERGENCY/
PARKING BRAKE
FLAPS
SUPPLY
SYSTEM #1 PRESSURE
SYSTEM #2 PRESSURE
Figure 13-15. Hydraulic SystemLoss of No. 1 System Pump 2 Pressure
Revision 2
13-17
21 PSIA
1
1
#1 SYSTEM
RESERVOIR
FUEL
SHUT OFF
LH ENGINE
PMP1
SYS1
#2 SYSTEM
RESERVOIR
FUEL
SHUT OFF
TRANS
TRANS
ENGINE 1
ENGINE 2
RH ENGINE
130 PSI
PMP2
SYS1
2
8
GRND TEST
FAILURE OF
#2 SYSTEM
PUMP
PMP
SYS2
STANDBY
PUMP
9
11
SELECTOR
ISOLATION
VALVE
IN FLIGHT
4
6
PITCH
SERVO-ACTUATOR
RUDDER
SERVO-ACTUATOR
10
ROLL
SERVO-ACTUATOR
ENGINE #1 T/R (OPT)
ENGINE #2 T/R (OPT)
PITCH ARTHUR
< S/N 63
AIRBRAKES
SLATS
EMER SLATS
BRAKING
BRAKING
1.
HYDR # TK
PRESS SWS
PRESS
2.
PUMP 1
HYDR # 1 PRESS SW
3.
PUMP 2
HYDR # 1 PRESS SW
NWS

6. #1 HYDR SYS
PRESS TRANSMITTER
7. PUMP 2 HYDR # 1
OVERPRESS RELIEF
8. PUMP 1 HYDR # 1
OVERPRESS RELIEF
LEGEND
AIRBRAKE
HOLD DOWN
ACCUMULATOR
L G & DOORS
9.
PUMP
HYDR # 2 PRESS SW
10. #2 HYDR SYS

PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
EMERGENCY/
PARKING BRAKE
FLAPS
SUPPLY
SYSTEM #1 PRESSURE
SYSTEM #2 PRESSURE
Figure 13-16. Hydraulic SystemLoss of No. 2 System Pump Pressure in Cruise
13-18
Revision 2
21 PSIA
1
1
#1 SYSTEM
RESERVOIR
LH ENGINE
PMP1
SYS1
#2 SYSTEM
RESERVOIR
FUEL
SHUT OFF
FUEL
SHUT OFF
TRANS
TRANS
ENGINE 1
ENGINE 2
RH ENGINE
130 PSI
PMP2
SYS1
2
8
GRND TEST
FAILURE OF
#2 SYSTEM
PUMP
PMP
SYS2
STANDBY
PUMP
9
11
SELECTOR
ISOLATION
VALVE
IN FLIGHT
4
6
PITCH
SERVO-ACTUATOR
RUDDER
SERVO-ACTUATOR
10
ROLL
SERVO-ACTUATOR
ENGINE #1 T/R (OPT)
ENGINE #2 T/R (OPT)
PITCH ARTHUR
< S/N 63
AIRBRAKES
SLATS
EMER SLATS
BRAKING
BRAKING
1.
HYDR # TK
PRESS SWS
PRESS
2.
PUMP 1
HYDR # 1 PRESS SW
3.
PUMP 2
HYDR # 1 PRESS SW
NWS

6. #1 HYDR SYS
PRESS TRANSMITTER
7. PUMP 2 HYDR # 1
OVERPRESS RELIEF
8. PUMP 1 HYDR # 1
OVERPRESS RELIEF
LEGEND
AIRBRAKE
HOLD DOWN
ACCUMULATOR
L G & DOORS
9.
PUMP
HYDR # 2 PRESS SW
10. #2 HYDR SYS

PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
EMERGENCY/
PARKING BRAKE
FLAPS
SUPPLY
SYSTEM #1 PRESSURE
SYSTEM #2 PRESSURE
Figure 13-17. Hydraulic SystemLoss of No. 2 System Pump Pressure

on Takeoff or Approach
Revision 2
13-19
21 PSIA
1
1
#1 SYSTEM
RESERVOIR
FUEL
SHUT OFF
LH ENGINE
PMP1
SYS1
#2 SYSTEM
RESERVOIR
FUEL
SHUT OFF
TRANS
TRANS
ENGINE 1
ENGINE 2
RH ENGINE
130 PSI
PMP2
SYS1
2
8
GRND TEST
PMP
SYS2
SELECTOR
STANDBY
PUMP
9
11
SELECTOR VALVE IN
GROUND TEST POSITION
ISOLATION
VALVE
IN FLIGHT
4
6
PITCH
SERVO-ACTUATOR
RUDDER
SERVO-ACTUATOR
10
ROLL
SERVO-ACTUATOR
ENGINE #1 T/R (OPT)
ENGINE #2 T/R (OPT)
PITCH ARTHUR
< S/N 63
AIRBRAKES
SLATS
EMER SLATS
BRAKING
BRAKING
1.
HYDR # TK
PRESS SWS
PRESS
2.
PUMP 1
HYDR # 1 PRESS SW
3.
PUMP 2
HYDR # 1 PRESS SW
NWS

6. #1 HYDR SYS
PRESS TRANSMITTER
7. PUMP 2 HYDR # 1
OVERPRESS RELIEF
8. PUMP 1 HYDR # 1
OVERPRESS RELIEF
LEGEND
AIRBRAKE
HOLD DOWN
ACCUMULATOR
L G & DOORS
9.
PUMP
HYDR # 2 PRESS SW
10. #2 HYDR SYS

PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
EMERGENCY/
PARKING BRAKE
FLAPS
SUPPLY
SYSTEM #1 PRESSURE
SYSTEM #2 PRESSURE
Figure 13-18. Auxiliary Hydraulic SystemMaintenance Test Operation of System No. 1
13-20
Revision 2
21 PSIA
1
1
#1 SYSTEM
RESERVOIR
FUEL
SHUT OFF
LH ENGINE
PMP1
SYS1
#2 SYSTEM
RESERVOIR
FUEL
SHUT OFF
TRANS
TRANS
ENGINE 1
ENGINE 2
RH ENGINE
130 PSI
PMP2
SYS1
2
8
GRND TEST
PMP
SYS2
STANDBY
PUMP
9
11
SELECTOR
SELECTOR VALVE IN
FLIGHT POSITION
4
6
ISOLATION
VALVE
IN FLIGHT
PITCH
SERVO-ACTUATOR
RUDDER
SERVO-ACTUATOR
10
ROLL
SERVO-ACTUATOR
ENGINE #1 T/R (OPT)
ENGINE #2 T/R (OPT)
PITCH ARTHUR
< S/N 63
AIRBRAKES
SLATS
EMER SLATS
BRAKING
BRAKING
1.
HYDR # TK PRESS SWS

PRESS
2.
PUMP 1
HYDR # 1 PRESS SW
3.
PUMP 2
HYDR # 1 PRESS SW
NWS

6. #1 HYDR SYS
PRESS TRANSMITTER
7. PUMP 2 HYDR # 1
OVERPRESS RELIEF
8. PUMP 1 HYDR # 1
OVERPRESS RELIEF
LEGEND
AIRBRAKE
HOLD DOWN
ACCUMULATOR
L G & DOORS
9.
PUMP
HYDR # 2 PRESS SW
10. #2 HYDR SYS

PRESS TRANSMITTER
11. SYS 2 PUMP
OVERPRESS RELIEF
EMERGENCY/
PARKING BRAKE
FLAPS
SUPPLY
SYSTEM #1 PRESSURE
SYSTEM #2 PRESSURE
Figure 13-19. Auxiliary Hydraulic SystemMaintenance Test Operation of System No. 2
Revision 2
13-21
CHAPTER 14
CONTENTS
Page
INTRODUCTION ................................................................................................................ 14-1
GENERAL ........................................................................................................................... 14-1
Landing Gear ................................................................................................................ 14-1
Brakes ........................................................................................................................... 14-3
Nosewheel Steering ...................................................................................................... 14-3
MAIN LANDING GEAR .................................................................................................... 14-3
Main Landing Gear and Doors ..................................................................................... 14-3
NOSE LANDING GEAR ..................................................................................................... 14-6
Nose Landing Gear and Doors ...................................................................................... 14-6
PROXIMITY SENSORS ...................................................................................................... 14-9
General .......................................................................................................................... 14-9
Landing Gear Controls and Indications ...................................................................... 14-10
LANDING GEAR OPERATION ....................................................................................... 14-14
Normal Extension and Retraction ............................................................................... 14-14
Emergency Landing Gear Extension .......................................................................... 14-17
Free-Fall Emergency Landing Gear Extension .......................................................... 14-17
Wheels and Tires ........................................................................................................ 14-19
BRAKES ............................................................................................................................ 14-20
General ........................................................................................................................ 14-20
Revision 1
14-i
System Components ................................................................................................... 14-20

Brake System Controls and Indications ...................................................................... 14-21
Braking System Operation .......................................................................................... 14-24
NOSEWHEEL STEERING ............................................................................................... 14-25
General ....................................................................................................................... 14-25
System Components ................................................................................................... 14-25
NWS Controls and Indications ................................................................................... 14-27
Nosewheel Steering Operation ................................................................................... 14-29
Aircraft Towing ........................................................................................................... 14-29
LIMITATIONS ................................................................................................................... 14-29
Maximum Landing Gear Operating Speed ................................................................. 14-29
Maximum Landing Gear Extended Speed .................................................................. 14-29
Tires and Brakes ......................................................................................................... 14-29
14-ii
ILLUSTRATIONS
Figure
Title
Page
14-1
Landing Gear System............................................................................................. 14-2
14-2
Main Landing Gear and Door Assemblies............................................................. 14-4
14-3
Bush and Claw Downlock Mechanism .................................................................. 14-5
14-4
Nose Landing Gear ................................................................................................ 14-7
14-5
Nose Landing Gear Doors...................................................................................... 14-9
14-6
Landing Gear Controls and Indications ............................................................... 14-11
14-7
Landing Gear Indications..................................................................................... 14-12
14-8
Landing Gear Extension Sequence ...................................................................... 14-15
14-9
Landing Gear Retraction Sequence ..................................................................... 14-16
14-10
Landing Gear Emergency Free-Fall..................................................................... 14-18
14-11
Main Landing Gear Wheel................................................................................... 14-19
14-12
Nose Landing Gear Wheel................................................................................... 14-19
14-13
Brake System Controls and Indications ............................................................... 14-22
14-14
Parking Brake Accumulator Gage ....................................................................... 14-23
14-15
Maintenance Panel ............................................................................................... 14-24
14-16
Nosewheel Steering.............................................................................................. 14-26
14-17
Nosewheel Steering Actuator............................................................................... 14-27
14-18
Nosewheel Steering Controls and Indications ..................................................... 14-28
14-19
Aircraft Towing.................................................................................................... 14-30
Revision 1
14-iii
CHAPTER 14
INTRODUCTION
The hydraulically operated, electrically controlled landing gear system for the Falcon
2000 consists of two main landing gears and a single nose gear. Each landing gear
(Figure 14-1) is fitted with a dual-wheel arrangement. The nose gear has a steering system for taxiing. Doors for the main gear operate hydraulically, while the nose gear doors
are mechanically opened and closed. An emergency landing gear extension and a freefall mode provide for gear extension in case of normal landing gear extension failure.
GENERAL
LANDING GEAR
During normal operations, landing gear and
gear door operation are electrically controlled,
hydraulically actuated and mechanically
locked. Proximity sensors, located on all three
landing gear assemblies, are used for control,
Revision 1
sequencing, and indication of gear and gear

door operations. Weight-on-wheels information is provided by separate ground/flight
proximity sensors located on each gear strut.
14-1
STRUT DOOR
NOSE L/G COMPARTMENT
MAIN L/G COMPARTMENTS
STRUT DOOR
LH MAIN
L/G LEG
NOSE L/G
DOORS
MAIN DOORS
RH MAIN
L/G LEG
NOSE L/G
Figure 14-1. Landing Gear System
Landing gear and gear doors are mechanically

uplocked in the retracted position. During
normal operations, gear uplocks and gear
door latches are hydraulically released. An
emergency GEAR PULL handle and three
mechanical unlocking control handles are
provided for the opening of gear doors and
emergency extension of the gear. Normal
landing gear extension and retraction is
selected using the landing gear control hand l e . P r o x i m i t y s e n s o r s p r ov i d e p o s i t i o n
information needed to sequence landing gear
operations. Normal sequencing of gear
operations includes opening of the main gear
doors, extension or retraction of the landing
gear, and closing of the main gear doors.
Each main landing gear assembly incorporates a hydraulic brace strut actuator that
extends and retracts the gear. These actuators
also act as side braces when the gear is down
and locked. Gear pins are not required. Integral
14-2
shock absorbers in the main and nose landing

gear legs absorb loads imposed during aircraft
landing operations. Dual-wheel assemblies
on each main landing gear incorporate
hydraulic disc brakes.
Nose gear extension and retraction is initiated
by the nose gear actuator. Nose gear locking
and release mechanisms are identical to those
found on the main gear. Opening and closing
of the nose gear doors are accomplished using
mechanical attachments to the nose gear assembly.
Nosewheel steering reacts to inputs from a
handwheel on the pilot side console. Movement
of the nosewheel is controlled by a computermanaged electrohydraulic control system.
BRAKES
Either pilot can apply normal and/or emergency braking. Normal braking with antiskid
is powered by the No. 1 and No. 2 hydraulic
systems and is differential and progressive. At
retraction, automatic braking occurs to stop
main wheel rotation.
Emergency braking is powered by the No. 2
hydraulic system or pressure from a parking
brake accumulator. Emergency braking is activated by a parking brake handle (not with the
toe pedals) and is progressive but not differential. Antiskid protection is not provided in
this mode of braking.
NOSEWHEEL STEERING
Nosewheel steering is provided by a rack-andpinion actuator on the nose gear. Pressure
from the No. 1 hydraulic system powers the
actuator. Depressing and rotating the handwheel on the pilot side console provide electrical signals to operate a control valve on the
steering actuator. Feedback signals from a potentiometer cancel out steering signals as the
selected nosewheel position is obtained.
The nosewheel assembly is self-centering. A
hydraulic shutoff valve closes when
ground/flight proximity sensors detect a
weight-off-wheels condition to prevent inadvertent nosewheel steering operation in flight.
MAIN LANDING GEAR

MAIN LANDING GEAR AND
DOORS
Primary elements of the two main landing
gear assemblies (Figure 14-2) are the strut,
brace strut actuator, and main wheel assembly.
Strut assemblies are the primary structural element of the main landing gear and attach to
spars within the aircraft wings. Hydraulic
brace strut actuators on each main landing
gear assembly extend and retract the gear.
When the gear is down and locked, these
Revision 1
actuators also act as side braces. The main

landing gear uplocks are mechanically engaged
and hydraulically released during normal
operations. When extended, the main gear is
downlocked using a bush-and-claw locking
mechanism inside the brace strut actuator and
hydraulic pressure that is constantly applied
when the gear is down and locked.
Each main gear also features two ground/flight
proximity sensors and two tachometer generators for the brake antiskid system. Each
main wheel drives its respective tachometer
generator.
Hydraulically operated main gear door actuators allow door opening and closing during
gear extension and retraction. Identical door
latches on each main landing gear provide for
door-closed position security. Mechanical
door locks hydraulically release during door
operation. A strut door on each main gear
mechanically operates through a link rod
attachment between the door and the brace
strut actuator.
Each main landing gear has a dual-wheel
assembly fitted with a hydraulically operated
disc brake unit.
SYSTEM COMPONENTS
Struts
The main landing gear struts are oleopneumatic
shock absorbers. Shock absorbers on the
Falcon 2000 use nitrogen-charged hydraulic
fluid and a flow-limiting valve to accomplish
shock dampening. The sliding rod part of the
strut serves as the mobile portion of the shock
absorber. The following are attached to the
sliding rods of the main gear shock absorbers:
Wheel axles
Brake units
Torque links
Antiskid system tachometers
Ground/flight proximity sensors detect a compressed or extended shock absorber status and
provide that information to aircraft systems.
14-3
14-4
JACK PAD
BRAKE UNIT
ATTACHMENT
FLANGE
SLIDING
ROD
UPLOCK
ROLLER
STRUT
MAIN DOOR
MAIN L/G DOOR

ACTUATOR
MAIN L/G BRACE

STRUT ACTUATOR
WHEEL
TACHOMETERS
SLIDING ROD
MAIN L/G STRUT
MAIN L/G DOOR

LATCH
Figure 14-2. Main Landing Gear and Door Assemblies
SWIVEL COUPLINGS
HOSES
TORQUE LINK ARMS
SWIVEL COUPLINGS
PROXIMITY SENSORS
ELECTRIC HARNESS
PIPING
WHEEL
BRAKES
LINK ROD
STRUT
DOOR
WHEELS
MAIN L/G UPLOCK
Brace Strut Actuators

Hydraulically operated brace strut actuators
provide main gear extension, retraction, and
downlocking. Two proximity sensors installed
on each assembly detect and transmit gear position signals to the landing gear control circuit.
One sensor controls the gear operating sequence; the other provides gear position indications and warnings.
Each double-acting actuator is equipped with
a mechanical bush-and-claw downlock system that is hydraulically unlocked during gear
retraction (Figure 14-3).
CUT AWAY DRAWING APPLIES TO

MLG BRACE STRUT ACTUATORS AND THE
NOSE GEAR DRAG BRACE
SPRING
SPRING
PROXIMITY
SENSOR NO. 1
PROXIMITY
SENSOR NO. 2
BUSH
AND
CLAWS
BUSH
AND
CLAWS
SLIDING ROD
NOTE: SENSOR NUMBERS 1 AND 2

ARE FOR CLASSROOM
DISCUSSION ONLY.
Figure 14-3. Bush and Claw Downlock Mechanism
Revision 1
14-5
Main Landing Gear Uplocks

Main landing gear uplocks are mechanically
locked and hydraulically or mechanically released. Each uplock consists of the following:
A mechanical pivoting hook
A locking lever
A hydraulic release actuator
The uplock mechanically engages the gear
strut during gear retraction. During normal
gear extension, the uplock actuator hydraulically releases.
NOSE LANDING GEAR

NOSE LANDING GEAR AND
DOORS
Primary components of the nose landing gear
(Figure 14-4) are the following:
Strut
Sliding rod
Actuator
Drag brace
For mechanical release, an internal manual

uplock release mechanism attaches through a
cable to the landing gear emergency free-fall
release handle in the cockpit.
Ball-joint assemblies hinge the strut to two

longitudinal beams at the sidewalls of the
nosewheel compartment. An oleopneumatic
shock absorber serves as the interface between
the strut and the sliding rod.
Main Landing Gear Door

Actuators
A double-acting hydraulic actuator extends

and retracts the nose gear during normal
operations. The drag brace assembly maintains a downlock position whenever the nose
gear extends using a mechanical bush-andclaw downlock system similar to that found on
the main landing gear brace strut actuator.
Double-acting hydraulic main gear door

actuators open and close the doors during landing gear operations. Each doors actuator includes a proximity sensor that sends position
signals to the landing gear control system for
proper landing gear and gear door sequencing.
Main Landing Gear Door Latch

The main landing gear door latch is identical
to the main landing gear uplock. A mechanically pivoting hook engages the door during
closing and hydraulically releases it during
landing gear extension.
Nosewheel steering is electrohydraulically

controlled using a computer-managed rackand-pinion steering system. Pilot inputs for
directional control of the steering system are
made from a cockpit handwheel.
Each door lock has two proximity sensors that

send position signals to a hydraulic door
solenoid valve. The solenoid valve works in
conjunction with a hydraulic actuator that
releases the door latch.
14-6
SWIVEL
COUPLINGS
ACTUATOR
ELECTRIC HARNESS
NWS POSITION
SENSOR
DRAG BRACE
UPLOCK ROLLER
NWS ACTUATOR
STRUT
PROXIMITY
SENSORS
TORQUE LINK
MIDDLE HINGE
SLIDING ROD
DOOR ACTUATING
ROLLERS
Figure 14-4. Nose Landing Gear
14-7
SYSTEM COMPONENTS
Nose Landing Gear Drag Brace
Strut and Sliding Rod
The sole function of the nose gear drag brace

is to downlock the nose gear assembly. The
drag brace is connected through ball-joint fittings to the strut and aircraft fuselage. An int e r n a l bu s h - a n d - c l a w d ow n l o c k s y s t e m
engages when the gear is extended to provide
the downlock feature.
The combined components of the strut and

sliding rod form an oleopneumatic shock absorber for the nose gear. Nitrogen-charged
hydraulic fluid flows through an internal flow
limiter to produce the shock-dampening effect.
The strut and sliding rod employ internal cams
to center the dual-wheel assembly when the
sliding rod is fully extended. The centering action aligns the wheel assembly with the aircraft
centerline.
Landing gear system components mounted on
the nose gear strut include the following:
Uplock roller
Nose Gear Doors

Doors for the nose gear (Figure 14-5) include
the following:
Main doors
Door actuating rollers
Main shield door
Torque links
Auxiliary shield door
Ground/flight proximity sensors

Nosewheel steering actuator.
Attached to the lower end of the sliding rod is
the nose gear wheel.
Actuator
During normal operation, a double-acting hydraulic actuator cycles the nose gear assembly for extension or retraction. The actuator
is attached to hinges on the strut and drag
brace assemblies. Normal operation of the actuator is initiated by repositioning the cockpit landing gear control handle.
14-8
During gear retraction, the nose gear drag

brace hydraulically releases before the nose
gear actuator begins to retract the gear.
All nose gear doors are mechanically opened

and closed by movement of the nose gear assembly during extension and retraction. The
nose gear main doors are not hydraulically
sequenced as are the main landing gear doors.
Both main doors of the nose gear hinge at the
fuselage and operate through symmetrical
mechanisms attached to the gear compartment
sidewalls. Door actuating rollers on the torque
link arms engage the symmetrical door mechanisms to provide nose gear door movement
during gear extension or retraction.
The main shield door attaches to a hinge point
on the fuselage and to the gear strut through
two connecting rods. The auxiliary shield door
attaches to the torque link assembly through
two adjustable links. As the nose gear extends
or retracts, the shield doors operate through
mechanical connections.
Revision 1
PROXIMITY SENSORS
NG MAIN DOORS
CONTROL LINKAGE
DRAG BRACE
PROXIMITY SENSORS
NOSE GEAR
"DOWN AND LOCKED"
NOSE L/G
UPLOCK
PROXIMITY SENSORS
NG
"UP AND LOCKED"
MAIN
SHIELD
DOOR
MAIN DOORS
PROXIMITY SENSORS
GROUND/FLIGHT
NOSE GEAR
DOOR CLOSING
ROLLER
AUXILIARY
SHIELD
DOOR
CROSS SECTION
Figure 14-5. Nose Landing Gear Doors
PROXIMITY SENSORS
Proximity Sensors
GENERAL
The ground/flight detection system provides

data concerning whether the aircraft is on the
ground or in flight through proximity sensors
on the landing gear shock absorbers.
Proximity sensors transmit signals that are

used for the following:
Ground/flight detection
Control of landing gear and gear door sequencing
Cockpit indications of gear and gear
door position
Revision 1
Two proximity sensors are installed on each

of the three landing gear shock absorber assemblies. These sensors detect a compressed
or extended shock absorber and provide that
information to systems throughout the
aircraft.
14-9
Proximity sensors transmit signals to the landing gear logic circuit for control and sequencing of the landing gear system during
extension and retraction cycles. Sensors are on
the following:
Uplocks
Actuators
Door latches
Drag braces
Information from the ground/flight proximity
sensors combines with data from the control
and indication proximity sensors to determine
if gear retraction will be allowed. All three
ground/flight proximity sensors must indicate a no weight-on-wheels status before gear
retraction will commence.
Proximity sensors used for control of gear
and gear door sequencing also provides cockpit indications of gear and gear door position
by illuminating appropriate indicator lights
on the landing gear configuration panel.
Specific indications will be discussed later
in this chapter.
Proximity sensor No. 1 on both main landing
gear brace strut actuators and the nose gear
drag brace commands the main landing gear
doors to close. It also cancels the 20-second
time delayed flashing gear control handle.
NOTE
These actions only occur if all three
landing gear No. 1 proximity sensors (Figure 14-3) are satisfied.
Proximity sensor No. 2 (Figure 14-3) turns

on the associated green arrow light on the
landing gear configuration panel indicating
the gear is down and locked. It also cancels the
20-second time delayed flashing gear control
handle. It also cancels the Gear voice alert
that would occur if all of the following conditions are met:
NOTE
Proximity sensor 1 and 2 numbers
are for classroom discussion only.
14-10
LANDING GEAR CONTROL LEVER

Annunciator

Flashes for 2 conditions:
1. After a 20 second delay it indicates
a disagreement between handle
position and gear position. (Does
not look at gear doors.)
2. If, Both power lever angle (PLA)
and Radio Alt < 500 ft,
and
OR
If, Both power lever angle (PLA)
and Radio Alt not available
and
(Items in #2 are accompanied by
nonsilenceable "Gear voice")
NOTE
The flashing gear control handle and
Gear voice alerts are only canceled
if all three landing gear No. 2 proximity sensors are satisfied.
LANDING GEAR CONTROLS

AND INDICATIONS
Circuit Breakers
Landing gear system circuit breakers are located on the overhead CB panel (Figure 14-6).
Specific circuit breakers are the following:
L/G EMERG (5 amps, ESS bus)
L/G CONTROL (5 amps, A1 bus)
L/G INDC (5 amps, B1 bus)
Landing Gear Control Lever

The landing gear control lever is located on the
main instrument panel (Figure 14-6). Selecting
either the uplocked or the downlocked position
initiates the operating sequence for the gear and
doors to position accordingly. Each of the two
positions has a detent for operational feel.
An electromagnet, controlled by the
ground/flight relays, prevents the lever from
being moved to the uplocked position when a
weight-on-wheels signal is present.
Revision 1
CONFIGURATION
PANEL
CENTER
CIRCUIT-BREAKER
PANEL
L/G EMERGENCY
FREE-FALL
RELEASE- HANDLE
G
E
A
R
U
N
L
O
C
K
P
U
S
H
P
U
L
L
L/G EMERGENCY
HYDRAULIC EXTENSION
HANDLE
CONTROL LEVER
Figure 14-6. Landing Gear Controls and Indications
Revision 1
14-11
NOSE GEAR IN TRANSIT

NG DOORS
NOT OPEN OR
NOT CLOSED
LMG DOOR
UPLOCKS ARE OPEN
RMG DOOR
UPLOCKS ARE OPEN
LM GEAR
DOWN AND LOCKED
RM GEAR
DOWN AND LOCKED
NOSE GEAR DOWN AND LOCKED.*

*THE SAME SWITCH THAT TURNS ON THE NOSE GEAR "GREEN" LIGHT TURNS OFF THE "RED" LIGHT,
UNLESS EITHER NOSE GEAR DOOR FAILS TO REMAIN FULL OPEN AFTER NOSE GEAR EXTENSION.
NOSE GEAR
DOOR SENSORS
RED
GREEN
NG DOWN
SENSOR
NOTES:
1. WITH THE GEAR HANDLE DOWN, POWER TO BUS A-1, AND HYDRAULIC PRESSURE IN #1 SYSTEM,
PRESSURE IS CONTINUOUSLY APPLIED TO THE EXTENSION SIDE OF ALL 3 GEAR ACTUATORS WHEN
GEAR IS EXTENDED. (DOES NOT APPLY TO GEAR DOORS).
2. BOTH MAIN GEAR DOORS MUST BE FULLY OPEN BEFORE ANY GEAR WILL MOVE TO THE EXTEND OR
RETRACT POSITION.
3. BOTH MAIN GEAR DOORS WILL REMAIN FULLY OPEN UNLESS SENSORS CONFIRM ALL 3 GEAR ARE UP
AND LOCKED WHEN RETRACTED, OR DOWN AND LOCKED WHEN EXTENDED.
4. ONCE GEAR IS UP AND LOCKED WITH DOORS CLOSED, HYDRAULIC PRESSURE IS REMOVED FROM
THE SYSTEM. GEAR HANGS ON UPLOCKS.
5. RED AND GREEN INDICATOR LIGHTS RECEIVE POWER FROM B1 OR ESS BUS. IF B1 POWER FAILS,
INDICATION POWER COMES FROM ESS BUS.
Figure 14-7. Landing Gear Indications
14-12
Revision 1
The landing gear control lever handle flashes

red after a 20-second time delay if there is a lack
of compliance between the selected gear handle position and the position of at least one
gear. There is only one bulb in the handle.
Replacement of the bulb is a maintenance item.
Landing Gear
Configuration Panel
The landing gear configuration panel has the following indications and controls (Figure 14-7):
Red MOVING lightsThe red left and
right MOVING lights illuminate when
the respective main landing gear door is
not closed and locked. The center light
illuminates if the nose gear is not up
and locked or down and locked. The
center red light will also illuminate if the
nose gear is down, locked and either
nose gear door did not remain full open
after nose gear extension.
Green LANDING GEAR lightsThe
green LH, NOSE, and RH LANDING
GEAR arrow-shaped lights illuminate if
the respective landing gear is down and
locked.
TEST buttonThe TEST button checks
the landing gear configuration panel
lights and voice warning system for
proper operation. All panel lights illuminate, the landing gear handle flashes
immediately, and the aural warning
Gear alert is transmitted through the
audio system. There is no 20-second time
delay for the flashing handle when testing the system. The horn silence button
is only effective in silencing the Gear
voice warning when performing this test.
Voice Warning
A repeating Gear voice warning sounds
when all of the following conditions are met:
At least one gear is not down and locked
and
Both throttle levers are set below MAX
CRUISE
and
Revision 1
Either radio altimeter indicates 500 feet

or less; or radio altimeter data is not
valid (RA inoperative or altitude in excess of 2,500 AGL)
and
Indicated airspeed is equal to or less
than 160 knots as measured by the air
data computer
NOTE
The red light in the landing gear control lever flashes each time the voice
warning repeats.
Emergency Gear Extension

Controls
GEAR PULL Hydraulic Extension
Handle
It is possible to manually direct hydraulic
pressure to lower the gear and gear doors, if the
gear fails to extend as a result of an electrical
control problem. The GEAR PULL handle has
an UNLOCK PUSH button that must be
depressed in order to pull the handle (Figure
14-6). Pulling the handle operates an emergency
selector valve through a flexible cable that
removes electrical control from the normal
landing gear sequence. This action also allows
hydraulic pressure, if available, to simultaneously
open the landing gear doors and extend all three
landing gear.
Landing Gear Emergency Free-Fall

Release Handles
Each landing gear has an individual release
handle should the gear fail to extend as a result
of an electrical and/or hydraulic failure. When
pulled, these handles mechanically open their
corresponding gear doors and release the associated landing gear uplocks.
In order to operate this free-fall capability,
the GEAR PULL handle must be actuated first.
Pulling the GEAR PULL handle properly positions the emergency selector valve for freefall operation.
14-13
14-14
L/G NORMAL
MODE
EXTENSION
NOSE GEAR
BEFORE L/G
EXTENSION
MAIN GEAR

TEST
TEST
FLASHING
HANDLE
TEST
FLASHING
HANDLE
TEST
MOVING
NOSE
MOVING
NOSE
MOVING
NOSE
MOVING
NOSE
LH
NOSE
LANDING GEAR
LH
LANDING GEAR
LH
LANDING GEAR
LH
LANDING GEAR
LH
RH
RH
RH
RH
RH
Figure 14-8. Landing Gear Extension Sequence
"GEAR"
"GEAR"
FLASHING
HANDLE
TEST
MOVING
LANDING GEAR
LANDING GEAR DOWNLOCKED

MAIN DOORS CLOSED AND LOCKED
MAIN DOORS CLOSING
LANDING GEAR UP UNLOCKING AND

EXTENSION
MAIN DOORS UNLOCKING

AND OPENING
CONTROL SET TO DOWN POSITION
LANDING GEAR UPLOCKED

IAS 160 KT AND RADIOALTITUDE =INVALID

AND/OR
ALTITUDE< 500 FT AND RADIOALTITUDE=VALID
VOICE CONTROL CONFIGURATION

PANEL
WARNING LEVER
"GEAR"
"HORN SIL"
"IDLE"
Revision 1
NOTE
The normal landing gear control handle should be in the down position before attempting to use the emergency
controls.
LANDING GEAR
OPERATION
Pressure is continuously applied to the

extension side of all three landing gear actuators when the following conditions are met:
gear is extended with gear handle down, electrical power supplied to bus A-1, and hydraulic
pressure to the No. 1 system. Hydraulic pressure is not continuously applied to the gear
doors when the gear is down and locked.
Sequencing of the gear extension and retraction
process adheres to the following conditions:
NORMAL EXTENSION AND

RETRACTION
Normal landing gear extension and retraction
is electrically controlled, electro-hydraulically
operated and mechanically locked. Normal
system operation is initiated by repositioning the landing gear control lever to the gear
down or gear up position. Repositioning the
lever provides electrical input to the landing
gear control system to initiate the landing
gear extension or retraction sequence.
During normal extension/retraction, landing
gear and gear door selector valves electrically
determine the operating sequence of the gear
and gear doors. The selector valves direct
hydraulic pressure based on the position of the
control lever and on the basis of proximity
sensor data. Gear and gear door indicator
lights on the configuration panel reflect landing gear movement (red) and confirmation of
the gear being down-and-locked (green) as
determined by proximity sensor data.
During the extension sequence (Figure 14-8)
moving the control lever to the down position
initiates the following actions:
Main gear doors unlatch
All three ground/flight proximity sensors must indicate no weight-on-wheels

before the gear retraction sequence will
commence.
Both main gear doors must be fully open
before any gear will move to the extend
or retract position.
Both main gear doors will remain fully
open unless proximity sensors confirm
all three landing gear are up and locked
when retracted, or down and locked
when extended.
Once the gear is up and locked with doors
closed, hydraulic pressure is removed from the
system.
The landing gear retraction sequence (Figure
14-9) is essentially a reverse process of the extension cycle. When the cockpit control lever
is moved to the up position, the following actions occur:
The main gear doors open
Gear braces/actuators unlock
Gear actuators cycle the gear up
Uplocks engage
The main gear doors close
Main gear door actuators cycle open

Landing gear uplocks unlock
Landing gear actuators cycle down
Landing gear strut actuators and/or drag
braces lock
Door actuators cycle closed
Door locks engage
Revision 1
14-15
NOSE GEAR
MAIN GEAR
14-16

"TAKE OFF"
"MAX CLIMB"
"MAX CRUISE"
TEST
TEST
TEST
TEST
TEST
MOVING
MOVING
NOSE
MOVING
NOSE
MOVING
NOSE
MOVING
NOSE
LH
NOSE
LANDING GEAR
LH
LANDING GEAR
LH
LANDING GEAR
LH
LANDING GEAR
LH
LANDING GEAR
RH
RH
RH
RH
RH
Figure 14-9. Landing Gear Retraction Sequence
BEFORE L/G
RETRACTION
"HORN SIL"
CONTROL CONFIGURATION
VOICE
LEVER
PANEL
WARNING (100GM)
(30CZ)
NOTE: START HERE

AND WORK UP

CONTROLS SET TO UP POSITION
MAIN DOORS UNLOCKING AND

OPENING
MAIN DOORS OPEN
LANDING GEAR DOWN UNLOCKING

AND RETRACTION
MAIN DOORS CLOSING

Revsiion 1
EMERGENCY LANDING GEAR

EXTENSION
FREE-FALL EMERGENCY
LANDING GEAR EXTENSION
The emergency landing gear extension system

is to be used when extension in normal mode
is unsuccessful. Before proceeding with any
emergency gear extension procedure, ensure
the normal landing gear control handle is in
the down position.
The emergency free-fall extension system is

to be used if all other extension methods fail.
Before proceeding with any emergency gear
extension procedure, ensure the normal landing gear control handle is in the down position.
Emergency landing gear extension is initiated

by first actuating the GEAR PULL handle.
This causes a cable connection to operate a
l ev e r o n t h e e m e rg e n c y s e l e c t o r va l v e .
Movement of the emergency selector valve
initiates the following simultaneous events:
Emergency selector valve microswitches
deactivate the normal landing gear sequencing.
Shuttle valves in the hydraulic supply
unit direct pressure to open door latches
and uplocks and also pressurize the landing gear actuators.
Check valves in the hydraulic supply
unit open to allow fluid return to the
No. 1 hydraulic system, avoiding
restrictors in the normal system return
flow.
Operation of the free-fall option (Figure 1410) is associated with the complete loss of
hydraulic power and the need to extend the
landing gear in flight. To actuate the free-fall
system, the landing gear emergency selector
valve must be repositioned by pulling the
GEAR PULL handle. This allows unrestricted
fluid return to the No. 1 hydraulic system,
thereby relieving any possible fluid lock in the
system.
When the landing gear emergency free-fall
release handles are pulled, mechanical linkages release the door latches and landing gear
uplocks. Gravity extends the gear. When the
free-fall extension procedure is complete, the
three green and two red left and right configuration panel lights will be illuminated.
NOTE
Door opening and landing gear
extension occur without sequencing.
The main landing gear doors will
remain open.
At the end of the emergency extension cycle,

all three green lights and the red left and right
configuration panel lights are illuminated.
Revision 1
14-17
14-18
DETAIL A
NOSE GEAR EMERGENCY
FREE-FALL RELEASE HANDLE
SLIDING
SEAL
FRAME 11
PRESSURE
SEAL
OBLONG HOLE
FRAME 11
PRESSURE SEAL
Figure 14-10. Landing Gear Emergency Free-Fall
DETAIL B
MAIN L/G AND DOOR EMERGENCY
FREE-FALL RELEASE HANDLES
NOSE L/G
UPLOCK
MAIN L/G AND DOOR

FLEXIBLE UNLOCKING
CONTROLS
MAIN L/G
DOOR LATCH
MAIN L/G
UPLOCK
WHEELS AND TIRES
Nose Landing Gear Wheels
The main and nose landing gear wheels are fitted with split-rim aluminum alloy wheels. A
seal between the wheel halves prevents nitrogen pressure leakage. Each wheel is
equipped with an inflation valve. Driving
tenons in the main gear wheels drive the rotating discs of the brake unit. Tubeless radial
tires are used on each wheel.
Each nose gear wheel (Figure 14-12) has an

aluminum split rim. Tapered roller bearings
support the wheel on the axle. The outer rim
half has a tire inflation valve.
Main Landing Gear Wheels

Each main gear wheel (Figure 14-11) has an
aluminum split rim. The key components of an
assembled wheel are the following:
An inflation valve
Three thermal relief plugs
A heat shield
The heat shield protects the wheel and tire
from heat generated by the wheel brakes.
Figure 14-12. Nose Landing Gear Wheel
Tires
Installation of radial tires on one main gear and
conventional tires on the other main gear is forbidden. Any of the following conditions warrant tire replacement:
Depth of tread grooves is less than
0.5mm (0.02 inch).
Flat spots that reach the metal reinforcing ply or obliterate the tread groove.
Nylon rings visible through cracks at
the bottom of the thread groove.
Figure 14-11. Main Landing Gear Wheel
14-19
BRAKES
GENERAL
The brake system has two independent input
and control systems feeding into the main
landing gear wheel brakes. Mechanically connected pilot and copilot brake pedals provide
normal braking input to two brake and steering control units (BSCUs). The BSCUs are
dual-channel controls that determine pressure
applied to the wheel brakes by varying current
to left and right brake servo valves. Each channel is hydraulically and electrically independent. The BSCUs, with inputs from pedal
position and antiskid control, route corresponding signals to the servo valves.
Parking brake application is through the PARK
BRAKE handle on the pilot side of the instrument panel. Application of the parking brake
causes non differential and non anti-skid braking to all wheel brakes powered by the No. 2
hydraulic system.
SYSTEM COMPONENTS
Wheel Brakes
Each main gear brake assembly has six brake
pistons. Three of these pistons are connected
to the No. 1 hydraulic system. The remaining
three pistons are connected to the No. 2 hydraulic system.
The hot section of the brake assembly contains
two rotating and three stationary discs. Applying
the brakes causes hydraulic pressure through the
pistons to force the discs together. The resulting disc compression causes brake application
according to pedal input. A brake wear indicator is on each main gear wheel assembly.
antiskid functions according to aircraft

deceleration data as determined by IRS attitude-groundspeed information and wheel
speed. For proper operation of nosewheel
steering and antiskid braking, the landing gear
control lever must be in the down position.
Each BSCU performs the following functions:
Runs self-test at turn-on
Acquires inputs and generates corresponding outputs
Differentiates between braking channels
Determines in-flight or ground phase
Applies braking control and regulation
(antiskid)
Applies automatic braking upon landing
gear retraction
Monitors system components
Performs functional test upon landing
gear extension
Transmits maintenance data
Each BSCU also acquires aircraft system information concerning:
Aircraft attitude and deceleration (IRS
inputs)
Landing gear control lever position
Main landing gear wheel rotational speed
Presence of wheel brake hydraulic pressure
Brake Pedal Position

Transmitters
A brake pedal position transmitter sends
position signals to the BSCUs that correspond
to the position of each brake pedal. Each transmitter is capable of producing signals corresponding to pedal at rest, full braking, and all
pedal positions between the two extremes.
Brake and Steering Control

Units (BSCUs)
Each BSCU controls the brake isolating electric valves and servo valves associated with the
respective channel. The BSCU also performs
14-20
Revision 1
Brake Isolating Electrovalves
Emergency Park Brake Valve
The No. 1 and No. 2 hydraulic systems supply respectively an isolating electrovalve
mounted in the left and right main landing
gear compartments. Each isolating electrovalve operates through BSCU control, supplying hydraulic system pressure to the servo
valves when pedal compression thresholds
reach a certain value.
The emergency park brake valve is a progressively opened valve that routes pressure
from the No. 2 hydraulic system to the wheel
brakes during emergency braking. The valve
mechanically opens as the cockpit PARK
BRAKE handle is pulled. A proximity sensor
associated with the PARK BRAKE handle
supplies an at-rest or activated signal to
extinguish or illuminate the BRAKE PRESS
amber light. The T.O. CONFIG warning light
will illuminate if a power lever is moved to the
TAKE OFF position.
Brake Servo Valves

Each of the four brake servo valves is associated with a specific hydraulic system responsible for supplying wheel brake pressure to
each valves respective main landing gear.
The servo valve output is dependent on brake
pedal position transmitter signals regulated
by the BSCU.
BRAKE SYSTEM CONTROLS

AND INDICATIONS
Circuit Breakers
Brake system circuit breakers are located on
the overhead CB panel (Figure 14-13).
Tachometers
Inboard and outboard tachometers in the axle
of each main gear wheel send a signal to the
BSCU proportional to wheel speed. The signal
is applied to the antiskid function of the BSCU.
Brake Pressure Switches

Brake pressure switches are installed downstream of each brake servo valve. With brake
pedals at rest and pressure detected by the
pressure switches, the BRAKE PRESS light
will illuminate on the master warning and
caution panel. If at least one throttle lever is
set to the TAKE OFF position, the red T. O.
CONFIG light will illuminate and the No
Take-Off oral warning is triggered.
Pedal-at-Rest Sensor
Each brake pedal has a pedal-at-rest sensor that
sends at-rest or not-at-rest signals to the
BSCUs. Signals from the pedal-at-rest sensors
are also routed to the brake warning circuit.
Specific circuit breakers are the following:

BRAKE CMPTR 1 (2.5 amps, bus E)
BRAKE CMPTR 2 (2.5 amps, bus B1)
BRAKE 2 ST BY (2.5 amps, bus A2)
Pilot and Copilot Pedals

Mechanically connected pilot and copilot pedals provide normal control of the main gear
brakes. Brake pedal position transducers convert the mechanical pedal input to electrical
signals that are transmitted to the two BSCUs.
The BSCUs, in turn, operate the gear brakes
through the electrically operated hydraulic
servo valves.
PARK BRAKE Handle

Pulling the PARK BRAKE handle causes No.
2 hydraulic system pressure to be applied to
the landing gear brakes. The handle has two
locking detented positions:
The first detent meters up to 1,450 PSI
The second detent meters 3,000 PSI
14-21
BRIGHT
DIM
TEST
RESET
FADEC 1
PITCH
FEEL
T/O
CONFIG
AIL
FEEL
FADEC 2
START 1
AUTO
SLATES
FLAP
ASYM
AIL
ZERO
START 2
OIL 1
LH
PROBES
ST BY
PITOT
RH
PROBES
OIL 2
AP
TRIM FAIL
AP
MISTRIM
APU GEN
APU
FAULT
APR
THRUST
REVERSER 2
FUEL 1
LH BUS
ISOL
HOT BAT
RH BUS
TIED
FUEL 2
THRUST
REVERSER 1
GEN 1
BAT
GEN 2
LO
FUEL 1
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
STD BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN
WARNING PANEL
NOTE
PANEL LAYOUT MAY VARY
PILOT
PEDALS
PARK BRAKE
HANDLE
COPILOT
PEDALS
CENTER
CIRCUIT-BREAKER
PANEL
SERVO
CHECK
COND'G MAN
STEERING
LH
RH
BRAKE
OVER
HEAT
MINELCO/LIGHT
TEST
PITCH AFU
HEAT HEAT/TEST
TEST
LH
FUEL
STAB
RH
ON
OFF
MAINT. DIAG
FLIGHT CONTROL
HYDR#1
MAINTENANCE
INTERFACE
DEFOGGING
PITCH RUD LH AIL RH AIL
HYDR#2
LH
MEMORY
RH
CLEAR
OIL TEST
APU
MINELCO'S
RESET
1 OR 3
2
AHRS
ENGINES FADEC
MAINTENANCE PANEL
NOTE
Figure 14-13. Brake System Controls and Indications
14-22
Revision 2
To return the handle to the pushed-in (stowed)

position from either detent, depress the
UNLOCK PUSH button and move the handle
forward to release the brakes.
Warning Panel Lights

The amber BRAKE light illuminates when one
BSCU braking channel is faulty. Illumination
is caused by either a loss of electrical power
of one computer or a system failure signal
from one computer. This light means pedal
braking with antiskid protection is available,
however, landing distances will be moderately
increased and more pedal stroke may be needed
to obtain the required deceleration.
The red BRAKE light illuminates to indicate
both BSCU braking channels are faulty.
Illumination is caused by a dual failure signal
from both electrical braking channels. This
light means pedal braking is inoperative or
unsafe and that landing distances are significantly increased. Use of the emergency/parking brake system may be used to stop the
aircraft, however, antiskid will not be available. An audio warning accompanies illumination of this light.
may also indicate the park brake valve is not

closed or the PARK BRAKE handle is not in
the retracted position. Additional considerations for this lights illumination include the
following:
The light illuminates normally when the
park brake handle is pulled.
When the light is illuminated, and at
least one throttle lever is set to TAKEOFF, the No Takeoff voice warning is
initiated and the red T.O. CONFIG light
illuminates.
The light is inhibited from illumination
when the landing gear lever is set to the
up position and during the 6.5-second
time delay at the beginning of the antiskid function test.
Illumination of the amber BRAKE ACCU light
shows the parking brake system pressure is less
than 2,100 PSI (145 bars). Accumulator pressure is shown on a gage visible in the right wing
wheel well (Figure 14-14). When the light
illuminates, pulling the park brake six times
causes the pressure to drop to zero.
NOTE
If the IRS units are not turned on for
taxi, amber and red BRAKE lights
will illuminate. In flight, if a dual
AHRS or IRS failure is identified
before landing, pedal braking will
be available, however, effectiveness
of that braking will be in a downgraded mode. In flight or on the
ground, without IRS input to the
BSCUs, antiskid braking will only be
available in a downgraded mode:
approximately 50% that of normal.
Figure 14-14. Parking Brake

Accumulator Gage
The amber BRAKE PRESS light will illuminate after a one-second delay to indicate residual pressure exists in at least one wheel brake
with the pedals at the rest position. The light
14-23
actuation induces electrical signals, through

pedal position transmitters, to each channel of
the BSCU system. The BSCUs respond to this
input by sending signals to the electrically
controlled hydraulic servo valves, which then
a p p l y f l u i d p r e s s u r e t o t h e w h e e l b r a ke
assemblies.
Maintenance Panel
The maintenance panel (Figure 14-15) is part
of the aircraft centralized maintenance system.
It includes BRAKE indicators.
The magnetic indicators are normally white.
An indicator turns red when it senses an
abnormality in the associated system. A
tripped indicator remains red until the maintenance panel RESET pushbutton is pressed.
Antiskid System
The antiskid system prevents locking of the
main gear wheels during heavy braking by
modulating pressure at the brake units. When
the brake pedals are depressed, the BSCU
causes servo valves to modulate braking
pressure according to wheel speed information received from the tachometer generators
on the main gear wheels. In the event of a
main wheel tire blowout or dual tachometer
generator failure, a burst tire discriminator
BRAKING SYSTEM
OPERATION
Braking During Taxi
Operation of the normal braking system during taxi is initiated through the mechanically
connected pilot and copilot pedals. Pedal
SERVO
CHECK
COND'G MAN
STEERING
LH
RH
BRAKE
OVER
HEAT
MINELCO/LIGHT
TEST
PITCH AFU
HEAT HEAT/TEST
TEST
RH
LH
FUEL
STAB
ON
OFF
MAINT. DIAG
FLIGHT CONTROL
HYDR#1
MAINTENANCE
INTERFACE
DEFOGGING
HYDR#2
LH
MEMORY
RH
CLEAR
OIL TEST
APU
MINELCO'S
RESET
1 OR 3
2
AHRS
ENGINES FADEC
MAINTENANCE PANEL
NOTE
Figure 14-15. Maintenance Panel
14-24
Revision 1
system will completely release braking pressure on both wheels of the gear leg. After a
0.4 second time delay, the BSCU cancels the
brake release order. From then on, antiskid
will function using rotation speeds from the
undamaged wheel.
Parking Brake/
Emergency Brake
Parking brake application is initiated through
the three-position PARK BRAKE handle on
the left side of the main instrument panel.
Pressing the UNLOCK PUSH bar releases
the handle for movement to one of the two
brake application detents. The handle is
spring-loaded to the retracted (off) position.
Pulling the handle mechanically actuates the
emergency park brake valve, which allows
No. 2 hydraulic system pressure to be applied
to the wheel brakes. A proximity sensor on the
emergency park brake valve senses the new
valve position and illuminates the warning
panel BRAKE PRESS light.
Moving the PARK BRAKE handle between the
off position and the first detent causes pressure applied to the wheel brakes to range from
0 to 1,450 PSI (0 to 100 bars). This phase of
brake application is for parking and emergency braking. Limiting the braking pressure
to this range prevents skidding during emergency braking. Pulling the park brake handle
to the second detent delivers 3,000 PSI (206
bars) of fluid pressure to the wheel brakes. This
application is for holding the aircraft during
cross-engine starts and various engine groundrun operations.
NOSEWHEEL STEERING
GENERAL
The computer-managed, electro-hydraulically
controlled nosewheel steering system (NWS)
operates through manual input from a cockpit
handwheel (Figure 14-16). The No. 1 hydraulic
system provides fluid pressure to the NWS actuator assembly through the landing gear control unit. The BSCUs send commands to the
NWS actuator assembly to direct movement of
the nosewheel. Steering commands are based
on inputs the BSCU receives from the pilot
handwheel position and nosewheel position
data obtained from the position sensor installed
on the NWS actuator. An electrical slaving
unit translates signals from the BSCUs to the
hydraulic unit of the NWS actuator assembly.
SYSTEM COMPONENTS
NWS Handwheel
and Solenoid Valve
Manually operating the handwheel allows the
nosewheel to turn 60 to either side from the
centered position. The handwheel is a potentiometer powered by the BSCU. A push-in
f u n c t i o n a l l ow s h a n d w h e e l r o t a t i o n b y
electrically opening a solenoid valve. The
solenoid valve initiates flow of No. 1 hydraulic
system pressure to the NWS unit.
14-25
NOSEWHEEL
STEERING WHEEL
SOLENOID VALVE
NO. 1 SYSTEM PRESSURE

NO. 1 SYSTEM RETURN
+ 28-VDC STEER NO. 1
+ 28-VDC STEER NO. 2
NO. 1 BSCU
NO. 2 BSCU
SLAVING
UNIT
RACK-AND-PINION
ASSEMBLY
HYDRAULIC
UNIT
CONTROL
ACTUATOR
POSITION
SENSOR
Figure 14-16. Nosewheel Steering
14-26
Revision 1
NWS Actuator Assembly

The NWS actuator assembly (Figure 14-17) is
mounted on the nosewheel landing gear and
consists of the following:
A slaving unit
Monitors data consistency between

ground and flight data, as well as between landing gear control lever position
and the down-and-locked data
Initiates maintenance panel indications
as required
Hydraulic unit
Rack-and-pinion assembly
Position sensor
Commands from the BSCU, acted upon by the
slaving and hydraulic units to drive the rack
and pinion, mechanically turn the nosewheel.
An antishimmy restrictor valve inside the slaving unit dampens wheel oscillation.
NWS CONTROLS AND

INDICATIONS
Circuit Breakers
NWS circuit breakers (Figure 14-18) are on the
overhead CB panel. Specific circuit breakers
are the following:
NOSE WHL 1 (2.5 amps, bus A1)
NOSE WHL 2 (2.5 amps, bus B2)
Handwheel
Figure 14-17. Nosewheel Steering

Actuator
No. 1 and No. 2 Brake Steering

and Control Units
The steering channel of each BSCU:
Controls functions within the slaving
unit
When the handwheel is pushed in, a springloaded handwheel lock is overridden. The
handwheel can be turned 120 in either
direction from center, corresponding to nosewheel deflection of 60 from center. When
released, the handwheel is spring-loaded back
to the zero position (wheels centered).
Movement of the handwheel and nosewheel
are not directly proportional. In other words,
moving the handwheel half way does not
move the nosewheel half way. Rotation of
the handwheel 60 to either side of center
results in the nosewheel moving only 8 to
either side of center. Continued rotation of the
hand wheel past the 60 position to the 120
position moves the nosewheel from 8 to 60.
Care must be taken to avoid over controlling
the aircraft when turning the handwheel past
the 60 position.
Acknowledges the position of the handwheel and nosewheels

Monitors electrical power for the hand
wheel, position sensor, and switch
control to the opposite BSCU in case
of an electrical failure or faulty position indication
14-27
ROTATION OF HANDWHEEL
FOR NOSEWHEEL STEERING
HANDWHEEL
PRESS TO RELEASE FOR

HANDWHEEL UNLOCKING
CENTER
CIRCUIT-BREAKER
PANEL
NOSEWHEEL
STEERING HANDWHEEL
MAINTENANCE PANEL
SERVO
CHECK
COND'G MAN
STEERING
LH
RH
BRAKE
OVER
HEAT
MINELCO/LIGHT
TEST
PITCH AFU
HEAT HEAT/TEST
TEST
RH
LH
FUEL
STAB
ON
OFF
MAINT. DIAG
FLIGHT CONTROL
HYDR#1
MAINTENANCE
INTERFACE
DEFOGGING
HYDR#2
LH
MEMORY
RH
CLEAR
OIL TEST
APU
MINELCO'S
RESET
1 OR 3
2
AHRS
ENGINES FADEC
NOTE
PANEL LAYOUT MAY VARY.
Figure 14-18. Nosewheel Steering Controls and Indications
14-28
Revision 1
Maintenance Panel
LIMITATIONS
The maintenance panel (see Figure 14-15)

includes left and right STEERING indicators. The magnetic indicators are normally
white. An indicator turns red when it senses
an abnormality in the associated system. A
tripped indicator remains red until the maintenance panel RESET pushbutton is pressed.
M LO ........................... 0.75 M
NOSEWHEEL STEERING
OPERATION
MAXIMUM LANDING GEAR

EXTENDED SPEED
Operating the handwheel opens a solenoid

valve to route No. 1 hydraulic system pressure
to the slaving/hydraulic unit on the nose landing gear. It also transmits electrical signals to
the BSCU, which controls operation of the
slaving/hydraulic unit and the NWS control actuator. The NWS control actuator operates a
rack-and-pinion gear that turns the nosewheel
assembly according to handwheel displacement. A position sensor mounted on the rackand-pinion assembly provides a feedback
signal to the BSCU to verify and update its output signal. During flight, the handwheel output signals are electrically disabled.
V LE ............................. 245 KIAS
MAXIMUM LANDING GEAR

OPERATING SPEED
V LO ............................. 190 KIAS
M LE ........................... 0.75 M
TIRES AND BRAKES

Maximum tire operating speed is 195
knots.
Brake kinetic energy limit is 15,000 kJ
per brake.
N o s ew h e e l m u s t b e e q u i p p e d w i t h
chined tires.
AIRCRAFT TOWING
Before towing the aircraft (Figure 14-19)
disconnect the NWS by accomplishing the
following:
Uncouple the torque link arm from the
swivel tube
Lift the ratchet and unscrew the knurled
nut
Remove the pin and lower the torque
link arm over the swivel tube
Hold the torque link in the raised position and insert the pin through the upper
fitting
Attach the tow bar by positioning it on the
tow fitting and lowering the bar over the fitting.
C h e c k t h e p a r k i n g / e m e rg e n cy b r a ke f o r
serviceability before towing. During towing,
an operator is required in the cockpit to apply
the parking/emergency brake as necessary.
Revision 1
14-29
14-30
TOW
FITTINGS
PIN
POSITION WHEN
BAR IS HOOKED
TOW BAR
TORQUE LINK
QUICK REMOVAL
PIN
FRONT
DETAIL F
Figure 14-19. Aircraft Towing
COUPLING/UNCOUPLING
POSITION
(UNSTABLE)
CROSS-SECTION A
TORQUE LINK HINGE DETAIL
LOCKING
TAB
NUT
TORQUE LINK
ARM
SHOCK
ABSORBER
SLIDING
TUBE
SWIVEL
UNCOUPLED TORQUE
LINK LOWER ARM
POSITION
WHEN
UNCOUPLED
POSITION
WHEN
COUPLED
FITTINGS TO PIN TORQUE

LINK UPPER ARM IN UP
POSITION WITH THREADED
PIN AND NUT
CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-2
PRIMARY FLIGHT CONTROLS ........................................................................................ 15-2
Common Components ................................................................................................... 15-2
Ailerons (Roll) ............................................................................................................... 15-5
Rudder (Yaw)................................................................................................................. 15-7
Elevators (Pitch)............................................................................................................. 15-9
Trim Systems ............................................................................................................... 15-11
SECONDARY FLIGHT CONTROLS................................................................................ 15-17
Trailing-Edge Flaps ..................................................................................................... 15-17
Leading-Edge Slats...................................................................................................... 15-20
Airbrakes ..................................................................................................................... 15-23
ELECTRICAL POWER REQUIREMENTS...................................................................... 15-25
Revision 1
15-i
ILLUSTRATIONS
Figure
Title
Page
15-1
Flight Control Surfaces .......................................................................................... 15-3
15-2
Servoactuator.......................................................................................................... 15-4
15-3
Maintenance Panel ................................................................................................. 15-5
15-4
Roll Control Component Locations ....................................................................... 15-6
15-5
Rudder Pedal Adjustment ...................................................................................... 15-7
15-6
Yaw Control Component Locations ....................................................................... 15-8
15-7
Pitch Control Component Locations.................................................................... 15-10
15-8
Control Wheels..................................................................................................... 15-11
15-9
Aileron Trim Controls and Indications ................................................................ 15-12
15-10
Rudder System Controls and Indications............................................................. 15-14
15-11
Elevator System Controls and Indications ........................................................... 15-15
15-12
Flap System.......................................................................................................... 15-16
15-13
Flap, Slat, and Airbrake Controls and Indications ............................................... 15-18
15-14
Slat System........................................................................................................... 15-20
15-15
Angle-of-Attack Vanes......................................................................................... 15-22
15-16
STALL 1 and STALL 2 Test ................................................................................ 15-23
15-17
Airbrake System................................................................................................... 15-24
TABLE
Table
15-1
Revision 1
Title
Page
Electrical Power Requirements and Circuit Protection ........................................ 15-26
15-iii
CHAPTER 15
FLIGHT CONTROLS
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INTRODUCTION
The flight controls of the Falcon 2000 are predominantly electrically controlled and hydraulically actuated from one or both hydraulic systems. The primary flight controls
(ailerons, elevator, and rudder) are powered from both hydraulic systems but can be controlled manually if a complete hydraulic failure occurs. The horizontal stabilizer is operated electrically. Secondary controls (trailing edge flaps, leading edge slats and
airbrakes) are controlled by one of the two hydraulic systems.
15-1
GENERAL
The control columns, yokes, and rudder pedals are mechanically linked to dual powered
barrel type servoactuators. The primary control surfaces (Figure 15-1) are non-reversible;
they do not transmit gust loads back to the
cockpit controls. Each hydraulic system powers one side of the servoactuator and is capable of operating the controls in the event of a
failure of the other system. In the event of a
total failure of the hydraulic systems, conventional control linkages can position the
servoactuators to operate the control surfaces.
The ailerons and rudder are trimmed electrically by moving the control linkage, which
repositions the neutral point of the controls.
The horizontal stabilizer is electrically
trimmed via a dual powered jackscrew in the
vertical stabilizer.
The secondary flight controls surfaces are operated by electrical controls that activate single-channel hydraulic actuators. The No. 1
hydraulic system normally operates the slats
while the No. 2 system operates the flaps and
airbrakes. The slats may be extended by the No.
2 system via an Emergency Slat switch if the
No. 1 system should fail. In addition, either system can extend the slats in the automatic mode
should an impending stall be sensed.
A single autopilot and yaw damper operate
the control surfaces via servo-motors attached
to the control linkages. A Mach trim system
will automatically operate the horizontal
stabilizer under certain circumstances.
PRIMARY FLIGHT
CONTROLS
COMMON COMPONENTS
The ailerons, rudder, and elevator controls
have several design features in common:
15-2
Dual servoactuators that are supplied

simultaneously by both hydraulic
systems
Antiflutter/antigust accumulators that
prevent control flutter in the event of
loss of hydraulic power and maintain
the control surfaces in the neutral posit i o n o n s h u t d ow n w h e n h y d r a u l i c
powered is removed
Main artificial feel units (AFUs)
Auxiliary AFUs
Additionally, the elevator and aileron systems
feature variable bellcranks (Arthur units) that
vary the forces on the control column. These
increase or decrease the resistance of the controls based on inputs from the air data computer (aileron and elevator) or horizontal
stabilizer and leading edge slats (elevator).
The servoactuators, AFUs, and antiflutter
accumulators are common to all the primary
control surfaces. They perform the same function, however, their location and operation
are different.
Servoactuators
The servoactuators (Figure 15-2) consist of
dual independent barrel and piston assemblies
operating in unison. The two barrel and piston
assemblies are completely separate but are
operated simultaneously by the No. 1 and
No. 2 hydraulic systems. One end of the assembly is attached to the airframe and the
other to the flight control. The flow of hydraulic fluid extends or retracts the barrel
against the fixed position piston, thus changing the position of the flight control.
Since the servoactuators are powered by both
hydraulic systems, failure of either system
does not affect the operation of the controls.
If both hydraulic systems should fail, the
servoactuators are mechanically linked to the
cockpit controls via conventional rigid linkage. The primary flight controls will still be
operational through this fixed linkage although
the control forces will be considerably higher.
Revision 1
RUDDER
ELEVATOR
HORIZONTAL
STABILIZER
AILERON
AIRBRAKES
FL
/C R
FLAPS
SLAT
Figure 15-1. Flight Control Surfaces
15-3
Antiflutter Accumulator
Assemblies
Main Artificial Feel Unit (AFU)
The function of the antiflutter accumulators

is to retain fluid within the assembly to prevent surface flutter in the event of a complete
hydraulic failure. They also maintain the
primary flight control surfaces in the neutral
position when hydraulic pressure is removed
on engine shutdown. Because of the antiflutter accumulaors, the aircraft does not have a
need for control gust locks.
The main artificial feel units simulate aerodynamic loads on the flight controls. Due to the
non-reversible nature of the servoactuators
there are no actual loads transmitted to the
cockpit controls. The AFUs provide resistance
by spring tension. The greater the control
deflection, the greater the tension in proportion to the amount of the deflection from the
neutral position. The AFU always tries to return
the control toward the neutral position.
AUXILIARY
AFU
ATTACHMENT
AIRFRAME
ATTACHMENTS
AILERON
ATTACHMENT
CONTROL
LINKAGE
ATTACHMENT
Figure 15-2. Servoactuator
15-4
Revision 1
The function of the auxiliary AFUs is to return the control surface to the neutral position
in the event of a failure of the control linkage.
They are connected to the servoactuators
opposite from the control linkage attachment.
Abnormal operation is indicated by a red

Minelco, which may be cleared by the RESET
switch on the maintenance panel. All red indications must be cleared before flight. Should
a Minelco remain red after reset, maintenance
must be performed on the aircraft before it
can be flown.
Maintenance Panel
AILERONS (ROLL)
The maintenance panel above the copilot side

panel (Figure 15-3) contains magnetic indicators (Minelcos) to check normal operation
of the following:
Aileron movement is initiated by movement

of either control wheel. The control wheels
are interconnected and allow movement up
to 60 left or right. The control movement is
transmitted by conventional rigid linkage to
the servoactuators (Figure 15-4). The linkage consists of push-pull rods, pulleys, and
bellcranks. It is through this linkage that
roll control is maintained in the event of a
complete hydraulic failure.
Auxiliary AFU
The four aileron antiflutter accumulators

The two rudder servoactuator accumulators
The two elevator servoactuator accumulators
SERVO
CHECK
COND'G MAN
STEERING
LH
RH
BRAKE
OVER
HEAT
MINELCO/LIGHT
TEST
PITCH AFU
HEAT HEAT/TEST
TEST
LH
FUEL
STAB
RH
ON
OFF
MAINT. DIAG
FLIGHT CONTROL
HYDR#1
MAINTENANCE
INTERFACE
DEFOGGING
HYDR#2
LH
MEMORY
RH
CLEAR
OIL TEST
APU
MINELCO'S
RESET
1 OR 3
2
AHRS
ENGINES FADEC
NOTE
PANEL LAYOUT MAY VARY.
MINELCO RESET BUTTON
MINELCO FAILURE INDICATORS
Figure 15-3. Maintenance Panel
Revision 1
15-5
15-6
ARTHUR VARIABLE
BELLCRANK
MAIN AFU
LINKROD

LINKROD
LINKROD
LINKROD
LINKROD
LINKROD
LINKROD
LINKROD
24 20
28 20
LINKROD
LINKROD
LINKROD
LINKROD
LINKROD
LINKROD
RH AFU LINKROD
RH AUXILIARY AFU
LINKROD
LINKROD
LINKROD
LINKROD
LH
SERVO-ACTUATOR
24 20
28 20
LINKROD
QUADRANT 1
AUTOPILOT
SERVOMOTEUR
LINKROD
LINKROD
AILERON EMERGENCY
TRIM ACTUATOR
LINKROD
Figure 15-4. Roll Control Component Locations
LINKROD
LINKROD
LINKROD
LINKROD
LINKROD
LINKROD
PILOT
CONTROL WHEEL
NORMAL
AILERON
TRIM MOTOR
LINKROD
COPILOT
CONTROL WHEEL
LINKROD
RH SERVO-ACTUATOR
LINKROD
Revision 1
Autopilot Servo
AIL FEEL Light
The autopilot servo is connected to the rigid

control linkage. When the autopilot is engaged it provides roll control by directly moving the control linkage. The autopilot servo is
electrically operated.
The AIL FEEL light on the master warning

panel will illuminate for the following reasons:
Arthur Variable Bellcrank

The aileron control linkage includes an electrically variable bellcrank (Arthur unit). The
Arthur unit adjusts the travel of the main AFU
in relation to the indicated airspeed. As the airspeed increases the Arthur unit varies its pivot
point to increase the spring tension of the
AFU. This requires that more force be applied
to the controls for greater control movement.
Airspeed information to the aileron Arthur
unit is supplied by the No. 1 air data computer (ADC). A printed circuit board monitors
the aileron Arthur and provides fault detection.
The circuit board receives variable bellcrank
position information and compares it to speed
information from the No. 2 ADC.
The Arthur variable bellcrank is in the

wrong position as sensed by the Arthur
control box (as indicated above)
AND/OR
ADC failure
RUDDER (YAW)
Rudder movement is controlled by the pilot and
co-pilot rudder pedals. The pedals are interconnected under the cockpit floor and, like the
ailerons, are connected to the servoactuators
by rigid linkage (Figure 15-4). Maximum rudder deflection is 29 left or right. As with the
ailerons, the linkage provides the crew with
rudder control even with a complete hydraulic
failure. The pilot and copilot rudder pedals are
individually adjustable for pilot height by
handles, attached to the pedals (Figure 15-5).
At speeds below 140 KIAS and above 378

KIAS, the load factor is constant: minimum at
low speeds and maximum at high speeds.
Between 140 knots and 378 knots, the force
varies according to the airspeed input from the
ADC. If the position of the bellcrank, as sensed
by the printed circuit board and compared to
the speed information from the No. 2 ADC, disagrees with its programmed position, the bellcrank defaults to the low speed position. In this
case, the control feel would be normal at approach (low) speeds but would be light at
cruise (high) speeds.
The AIL FEEL warning light will illuminate on
the master warning panel after a three-second
delay to alert the crew to this condition.
Revision 1
Figure 15-5. Rudder Pedal Adjustment
15-7
15-8
COPILOT CONTROL
PEDAL ASSEMBLY

LINKROD
LINKROD
LINKROD
LINKROD
AUXILIARY AFU
LINKROD
RUDDER
SERVO-ACTUATOR
LINKROD
LINKROD
LINKROD
LINKROD
29
LINKROD
LINKROD
LINKROD
LINKROD
LINKROD
LINKROD
29
LINKROD
LINKROD
Figure 15-6. Yaw Control Component Locations
LINKROD
LINKROD
LINKROD
CONNECTION
ROD
PILOT CONTROL
PEDAL ASSEMBLY
LINKROD
LINKROD
LINKROD
YAW DAMPER
LINKROD
MAIN AFU
RUDDER TRIM
ACTUATOR
Revision 1
Yaw Damper
The yaw damper is controlled by the autopilot. It is attached to the rigid linkage adjacent
to the servoactuator. A functional yaw damper
is not required for flight, however failure of the
system results in a reduced air speed operating range.
ELEVATORS (PITCH)
Aircraft elevators are actuated by either control
column through the conventional linkage to a
single dual-barrel servoactuator. As with the
other control surfaces, the elevator servoactuator is powered by both hydraulic systems. The
single servoactuator moves both elevators simultaneously through rigid linkage (Figure
15-7). Travel of the elevator is mechanically limited to 16 nose down and 20 nose up.
Arthur Variable Bellcrank

Like the aileron control linkage, the elevator
linkage includes a variable bellcrank (Arthur
unit). The Arthur unit adjusts the travel of the
main AFU in relation to inputs from the Arthur
control box. In aircraft before SN 62, the
elevator Arthur is powered from the No. 1
hydraulic system. In aircraft SN 63 and
subsequent, it is electrically powered.
An Arthur control box sends signals to the
Arthur variable bellcrank to control its position.
It receives input from the following sources:
varies its pivot point to increase or decrease the

spring tension on the AFU. This varies the
amount of force required to deflect the controls.
The elevator Arthur is positioned to the low
speed range whenever the leading edge slats
are extended or whenever the horizontal stabilizer is trimmed to a low speed position (less
than 4 pitch). It is positioned to the high
speed range when the stabilizer is in a high
speed position (greater than +1 pitch). Within
the high speed range and the low speed range,
the Arthur variable bell crank position is a
function of the aircraft speed as determined by
output from the ADCs.
In the event of a failure of the No. 1 hydraulic
system, the elevator Arthur is automatically
repositioned by internal springs to the low
speed position. (SN < 63).
The position of the variable bellcrank is continuously monitored by the Arthur control
box. If the position of the bellcrank disagrees
with the proper position as programmed within
the Arthur control box, the control box will
cause the PITCH FEEL light on the master
warning panel to illuminate.
Weight-off-wheels data is used by the Arthur
control box to prevent the actuation of pitch
feel until the aircraft is airborne. Until weightoff-wheels is sensed, the bellcrank will remain in the low speed position.
Horizontal stabilizer position
PITCH FEEL Light
Leading-edge slat position
The PITCH FEEL light on the master warning panel will illuminate for any one of several abnormal situations:
Arthur variable bellcrank position

Ground / flight information from weightoff-wheels sensors
Speed data from the No. 1 and No. 2
ADC
The Arthur control box sends signals to the
Arthur unit in relation to speed input from the
No. 1 and No. 2 ADC, the position of the slats,
and the position of the horizontal stabilizer. It
Revision 1
The Arthur variable bellcrank is in the

wrong position as sensed by the Arthur
control box (as indicated above)
No power to the Arthur control box
Arthur self test failure
The slats are extended at a speed greater
than 210 KIAS
15-9
15-10
CONNECTING ROD
LINKROD
LINKROD
PILOT CONTROL
COLUMN
CONNECTING
ROD
COPILOT CONTROL
COLUMN
LINKROD
PITCH
SERVO-ACTUATOR
LINKROD
LINKROD
LINKROD
LINKROD
LINKROD
LINKROD
LINKROD
16
20
LINKROD
LINKROD
LINKROD
LINKROD
MAIN APU
ARTHUR VARIABLE
BELLCRANK
AP SERVOMOTOR
LINKROD
LINKROD
LINKROD
LINKROD
Figure 15-7. Pitch Control Component Locations
LINKROD
LINKROD
LINKROD
LINKROD
LINKROD
LINKROD LINKROD
AUXILIARY AFU
LINKROD
LINKROD
TRIM SYSTEMS
The trim systems of the Falcon 2000 consist
of trim switches in the cockpit, trim actuators
connected to the control linkage, a trim indicator on the instrument panel, circuit breakers, and warning lights. The elevator and
aileron have emergency trim switches but the
rudder has a normal trim system only.
The normal pitch trim switches are on the
outboard handles of the pilot and copilot
control wheels (Figure 15-8). The remainder
of the trim switches are found on the
airbrake/tailplane/trim unit (ATT) on the
center pedestal. Normal trim switches are
a l l d u a l r o c ke r t y p e s . I n a l l t h r e e a xe s ,
actuation of both rocker switches is required
to move the control surface. If the trim moves
with actuation of only one of the rocker

switches, it indicates that a short circuit
exists within the system.
If a runaway trim should occur, actuation of
the trim switches in the opposite direction to
the runaway should stop the runaway.
Aileron Trim
Aileron trim is electrically controlled and hydraulically actuated. The trim actuator (Figure
15-9) is electrically driven and is controlled
by the AILERON dual-rocker switch on the
pedestal. Both halves of the switch must be depressed simultaneously to complete circuitry
for trim actuation. If trim occurs with one
switch depressed, a malfunction exists.
PILOT
CONTROL COLUMN/WHEEL
3
NOSEDOWN
1
NOSEDOWN
4
NOSEUP
2
NOSEUP
COPILOT
CONTROL COLUMN/WHEEL
5
NOSEDOWN
7
NOSEDOWN
6
NOSEUP
PILOT HS DUAL ROCKER
8
NOSEUP
COPILOT HS DUAL ROCKER
Figure 15-8. Control Wheels

Revision 1
15-11
NOTE
Runaway aileron trim can be stopped
by applying opposite trim and then
disengaging the control circuit
breaker. Trim will remain inoperative.
Movement of the AILERON trim switch applies 28 VDC to the trim actuator. Linear motion from the actuator displaces the input arm
on the servoactuator, thus hydraulically repositioning the ailerons. Maximum trim deflection of the aileron is 12, 30'. Maximum aileron
trim is indicated by a reading of 50 on the
trim indicator.
5
WSHLD
FRONT LH
15
LH AOA
HEAT
TRIM
AILERON
20
BLEED
DV
1
WINDOW
-CONDG
DIM
5
TRIM
INDIC
5
TRIM
AILERON
SLAT
INDIC
LH AUTO
SLAT
FLT CONTROL
15
20
15
WIPER
RH
AFT SIDE
WINDOW
STAB
NORMAL
AIL
FEEL
RESET
TRIM
INDIC
FLAP A/B
INDIC
15
RH AOA
HEAT
RH AUTO
SLAT
T/O
CONFIG
AIL
FEEL
FADEC 2
FLAP
ASYM
AIL
ZERO
START 2
10
ST BY
PITOT
RH
PROBES
OIL 2
DRAIN
HEAT
ROLL
EMERG
AP
MISTRIM
APU FAULT
APR
CENTER CB PANEL
THRUST
REVERSERS 1
WARNING PANEL
AIL
NOSE DN
L
TAILPLANE
DOWN
AILERON
AIR
BRAKES
2
0
E
M
E
R
G
R
0
50
S
T
A
B
50
RUDDER
AFT
4
RUDDER
UP
NORMAL
AIRBRAKE/TAILPLANE/TRIMS
CONTROL UNIT
40
R
0
40
8
FWD
10
NOSE UP
AIL
TRIM INDICATOR
AILERON
50
50
Figure 15-9. Aileron Trim Controls and Indications
15-12
Revision 2
Aileron position is shown on theAIL position

indicator on the instrument panel. Do not attempt aileron trim when hydraulic pressure is
not available.
Emergency aileron trim control is provided in
case the aileron control linkage seizes. The
emergency aileron trim is operated by an emergency trim motor attached to the left aileron
servoactuator. The motor is controlled by two
red pushbuttons on the ATT trim unit. Pushing
either button moves the left aileron only and
provides for emergency roll control. If the left
aileron binds, the servo and the connecting
linkage will cause the right aileron to move to
provide the emergency control.
Actuation of the emergency trim system is
monitored by illumination of an AIL ZERO
light on the master warning panel. The light
illuminates whenever the left aileron is out of
the neutral position.
Rudder Trim
Rudder trim is electrically controlled and
hydraulically actuated. The trim actuator
(Figure 15-10) is electrically driven and is
c o n t r o l l e d b y t h e RU D D E R d u a l - r o c ke r
switch. Both halves of the switch must be
moved simultaneously to complete circuitry
for trim actuation. If trim occurs with one
switch half depressed, a malfunction exits.
NOTE
Runaway rudder trim can be stopped
by applying opposite trim and then
disengaging the control circuit breaker.
Movement of the RUDDER trim switch applies

28 VDC to the linear rudder trim actuator. As
the actuator drives, the main AFU is moved to
displace linkage to the servoactuator, hydraulically repositioning the rudder. Maximum
rudder deflection with the trim system is 12
30'. Trim deflection is shown on the RUDDER
trim position indicator. A reading of 40 on the
indicator relates to 12 30' of rudder trim.
Revision 1
The yaw damper consists of an electrically

driven actuator attached to the rudder linkage.
It is controlled by the autopilot.
Pitch Trim
Pitch trim is accomplished by repositioning of
the horizontal stabilizer. The pitch angle of
the stabilizer is adjusted by a jackscrew in the
vertical stabilizer. The jackscrew is driven by
one of two identical electric motors: one motor
is actuated by the normal trim system, the other
by the emergency trim system.
Normal trim is accomplished by a pair of
dual rocker switches on the control columns.
Emergency pitch trim is controlled by the
EMERG tailplane switch on the ATT unit. A
NORMAL circuit breaker, also on the ATT
unit, prevents simultaneous actuation of both
systems.
The EMERG tailplane switch is a three position
switch spring-loaded to the center neutral
position. When the EMERG tailplane switch is
activated to the UP or DOWN position, it
mechanically pops the NORMAL circuit
breaker, preventing actuation of the normal
pitch trim system.
The position of the horizontal stabilizer is
indicated on the trim position indicator (Figure
15-11). The indicator is graduated in onedegree increments from 2 nosedown to 10
noseup. A green band between 2 and 6
noseup shows the acceptable takeoff range.
Autopilot Servo
The autopilot servo is connected directly to the
horizontal stabilizer. When the autopilot is
engaged, it provides pitch control by directly
moving the stabilizer.
Mach Trim and Overspeed Mode

The horizontal stabilizer, through the autopilot,
has a Mach trim feature. This function is operational between 0.77 and 0.87 Mach indicated
speed and requires only that the autopilot be
functional. Mach trim provides a minimum
15-13
L/G
EMERG
ST BY
PUMP
COND'G
MAN
BRAKE
CMPTR 1
HYDR
ISOL
ST BY
PITOT
WINGS
STAB
EMERG
WIPER
LH
PITCH
FEEL
FLAP
CONTROL
TRIM
RUDDER
A/B
CONTROL
RUDDER TRIM CB
TRIM
RUDDER
TAILPLANE
DOWN
AIL
AIR
BRAKES
0
AILERON
NOSE DN
R
0
E
M
E
R
G
2
0
1
50
S
T
A
B
50
RUDDER
RUDDER
UP
AFT
4
NORMAL
L
40
R
0
40
8
FWD
10
NOSE UP
RUDDER TRIM SWITCHES

RUDDER TRIM INDICATOR
RUDDER
RUDDER
L
40
R
0
40
Figure 15-10. Rudder System Controls and Indications
15-14
Revision 2
5
DG
N
WINGS
10
10
STAB
EMERG
15
BY
OT
WIPER
LH
PITCH
FEEL
STAB
EMERG
FLAP
CONTROL
TRIM
A/B
RUDDER CONTROL
PITCH
FEEL
5
D'G
IN
CABIN
WSHLD
PRESS FRONT LH
5
ATIC
AT
TRIM
INDIC
15
LH AOA
HEAT
TRIM
AILERON
5
FLAP A/B
INDIC
15
5
NE
20
BLEED
DV
1
WINDOW
CE-CONDG
5
NE
SLAT
INDIC
LH AUTO
SLAT
FLT CONTROL
15
20
15
WIPER
RH
AFT SIDE
WINDOW
STAB
NORMAL
AIL
FEEL
5
DG
W
STAB
NORMAL
15
RH AOA
HEAT
RH AUTO
SLAT
10
BRIGHT
5
DIM
TEST
RESET
BLEED
2
FADEC 1
PITCH
FEEL
T/O
CONFIG
AIL
FEEL
FADEC 2
START 1
AUTO
SLATES
FLAP
ASYM
AIL
ZERO
START 2
OIL 1
LH
PROBES
ST BY
PITOT
RH
PROBES
OIL 2
AP
TRIM FAIL
AP
MISTRIM
APU GEN
APU
FAULT
APR
THRUST
REVERSER 1
5
ATIC
AT
DRAIN
HEAT
AP
TRIM
ROLL
EMERG
WSHLD
FRONT RH
AP
TRIM
CENTER CB
PANEL
THRUST
REVERSERS 1
BAT
NOSE DN
WARNING PANEL
AIL
NOSE DN
TAILPLANE
DOWN
TAILPLANE
DOWN
AIR
BRAKES
50
S
T
A
B
50
0
AILERON
E
M
E
R
G
E
M
E
R
G
RUDDER
1
L
RUDDER
40
UP
AFT
40
8
FWD
10
AFT
4
6
8
FWD
10
TRIM PANEL
N
S
T
A
B
NOSE UP
NORMAL
UP
NOSE UP
ATT CONTROL BOX
Figure 15-11. Elevator System Controls and Indications
Revision 2
15-15
JACKSCREWS
TRANSMISSION
SHAFTS
FLAPS
OUTER FLAP CROSS SECTION
40
LINK ROD
INNER FLAP CROSS SECTION
40
Figure 15-12. Flap System
15-16
Revision 1
amount of control force when the aircraft is

hand-flown. This minimum force is provided by
the AFUs and Arthur units except at high altitudes and high airspeeds. When necessary, Mach
trim trims the aircraft in the direction opposite
to the movement of the pilots control inputs,
thus requiring the pilot to move the controls
more. The Mach trim feature is overriden by operation of the normal pitch trim system or by
autopilot trimming of the horizontal stabilizer.
When the normal trim switch is released, Mach
trim resumes its automatic function, if necessary. If Mach trim is not functional, a yellow MT
is displayed on the pilot and copilot PFDs.
The overspeed mode is similar to the Mach
trim. When the aircraft IAS or Mach exceeds
V MO or M MO , a command is generated to the
flight director to maintain a reference speed
below the limiting V MO or M MO . Automatic
operation of the overspeed mode requires that
the autopilot be operational and selected on.
SECONDARY FLIGHT
CONTROLS
The secondary flight controls consist of four
flap panels, two leading-edge slats, and six airbrake panels. All the surfaces are electrically
controlled and hydraulically actuated.
TRAILING-EDGE FLAPS
The flap system consists of inboard and outboard double-slotted Fowler flaps on each
wing (Figure 15-12). They travel on rails and
rollers and are actuated by six jackscrews
powered by a single hydraulic motor. One
jackscrew actuates the outboard flap and two
j a c k s c r ew s a c t u a t e t h e i n b o a r d f l a p s .
Transmission shafts connect each jackscrew in
series to the hydraulic motor. The inboard and
outboard panels on each wing are interconnected by a link rod. Maximum deflection of
the flaps is 40.
Takeoff Configuration Warning

The T/O CONFIG annunciator on the master
warning panel will illuminate to show improper positioning of the horizontal stabilizer
for takeoff. If the stabilizer is not between 2
and 6 noseup when either power lever is advanced past the maximum climb detent, the annunciator will illuminate. At the same time,
the No Takeoff audio warning will sound.
Flap Power Drive Unit

Hydraulic pressure from the No. 2 system
powers the single flap motor. The flap motor
is connected to transmission shafts that actua t e e a c h j a c k s c r ew s i m u l t a n e o u s l y. T h e
jackscrews position the flaps aft and down the
rails to the selected position.
The takeoff configuration warning does not

monitor the position of the aileron or rudder trim.
Audio Warning
Movement of the stabilizer, either by the normal or emergency trim system, is announced
by an audio warning. Whenever the trim systems are actuated, the audio warning, described
as a 12.5-Hz rattle, is activated.
Revision 1
15-17
CENTER CB PANEL
10
STAB
EMERG
5
PITCH
FEEL
FLAP
CONTROL
FLAP
CONTROL
TRIM
A/B
RUDDER CONTROL
A/B
CONTROL
BRIGHT
TEST
PITCH
FEEL
WSHLD
FRONT LH
DIM
T/O
CONFIG
AIL
FEEL
AUTO
SLATS
FLAP
ASYM
AIL
ZERO
LH
PROBES
ST BY
PITOT
RH
PROBE
AP
TRIM FAIL
AP
MISTR
APU GEN
APU
FAULT
TRIM
INDIC
15
LH AOA
HEAT
TRIM
AILERON
FLAP A/B
INDIC
5
FLAP A/B
INDIC
20
DV
WINDOW
SLAT
INDIC
LH AUTO
SLAT
APR
FLT CONTROL
WARNING PANEL
20
15
AFT SIDE
WINDOW
STAB
NORMAL
AIL
FEEL
15
RH AOA
HEAT
RH AUTO
SLAT
SLAT
INDIC
LH AUTO
SLAT
5
TAILPLANE
DOWN
AILERON
RH AUTO
SLAT
AIR
BRAKES
E
M
E
R
G
AIR
BRAKE
FLAPS
RUDDER
UP
0
UP
10
NORMAL
DN
20
40
SLATS
MOVING
LANDING GEAR
ATT CONTROL BOX

TEST
LH
AIR
BRAKES
NOSE
RH
CONFIGURATION PANEL
CLEAN
0
1
10 FLAPS + SLATS
AIR
BRAKE
20 FLAPS + SLATS
FLAPS
40 FLAPS + SLATS
UP
0
EMERG
SLATS
10
DN
NORMAL
SLATS/FLAPS CONTROL BOX
SLATS
20
40
Figure 15-13. Flap, Slat, and Airbrake Controls and Indications
15-18
Revision 2

The position of the flaps is controlled by the
slat/flap handle on the aft center pedestal
(Figure 15-13). Moving the handle to one of
the four detented positions actuates one of a
set of contactors which sends a signal to the
slat/flap control box. The control box in turn
sends a signal to the flap motor to drive the
flaps to the selected position. The slat/flap
handle also controls the movement of the leading-edge slats which move in concert with the
flaps. In order for the flaps to move from the
retracted position, the slats must first fully
extend. Conversely, the flaps must fully retract
before the slats will retract. The four detented
positions for the slat/flap handle are:
CLEANSlats and flaps are retracted
10 FLAPS + SLATSSlats extended
and flaps to 10
and flaps to 20
and flaps to 40
To move the slat/flap handle from one detent
to the next, the handle must be moved upward
out of the detent in order to be unlocked. A stop
at the 20 FLAPS + SLATS position prevents
inadvertent movement to the 40 FLAPS +
SLATS position. In flight, the handle should
be moved to the next detent only when flap
movement has stopped at the selected position.
Revision 2
Flap position is sensed by a potentiometer on

the left outboard flap panel. Position is monitored on the Slat/Flap indicator on the center instrument panel. The flap gage reads in
increments of 0, 10, 20 and 40 but will also
show movement of the flaps as they travel between the selected positions.
Flap Asymmetry
A printed circuit board and two potentiometers, one on each outboard flap are designed
to monitor the simultaneous movement of the
flaps. Should asymmetric movement of the
flaps be detected, the circuit board will cause
the FLAP CONTROL circuit breaker on the
overhead CB panel to pop. This will cause
flap movement to stop. At this time the FLAP
ASYM warning light on the master warning
panel will also illuminate (Figure 15-13). The
asymmetry threshhold is a 5 difference between the flaps at takeoff settings and 8 for
landing settings. An asymmetry can only be
reset once the aircraft is on the ground.

warning panel will illuminate to show improper positioning of the flaps for takeoff. If
the flaps are extended to a position greater
than 22 when either power lever is advanced
past the maximum climb detent, the annunciator will illuminate. At the same time, the No
Takeoff audio warning will sound.
15-19
LEADING-EDGE SLATS
The leading-edge slats consist of single slotted slats on the outboard portion of each wing
(Figure 15-14). They travel on six tracks per
wing and are controlled by three hydraulic
actuators per slat. The system operates in three
modes: normal, emergency, and automatic.
An actuator on the inner and outer portion of
each slat operates in the normal and automatic

modes. The center actuators function in the
emergency mode. Depending on the mode of
operation, the system may be operated by either the No. 1 or No. 2 hydraulic system.
Maximum slat extension is 30.
The slats can be protected from icing by bleed
air from the engine compressor sections.
ACTUATORS
6 TRACKS BEARING
ON ROLLERS
SLAT RETRACTED
30
SLAT EXTENDED
Figure 15-14. Slat System
15-20
Revision 1
Actuators
Automatic Mode
Each of the three actuators consists of a single barrel with a sliding piston attached to an
actuating arm. Hydraulic pressure moves the
piston causing the slat to move down or up the
tracks. When the slats are operated in the normal or automatic mode, pressure from the No.
1 hydraulic system supplies the inboard and
outboard actuators. If the emergency system
is used, pressure from the No. 2 hydraulic system supplies the center actuator. The 2 hydraulic system can only be used to extend the
slats; No. 1 system pressure must be available for slat retraction.
Automatic operation of the slats is controlled

by signals from the angle-of-attack (AOA)
vanes on the left and right side of the forward
fuselage (Figure 15-15) through printed circuit boards. If an angle of attack approaching
stall is sensed by either AOA vane, the printed
circuit board sends a signal to extend the slats.
The AOA vanes operate separately and are set
to operate at slightly different angles of attack.
Normal Operation
In the normal mode of operation, the position
of the slats is controlled by the slat/flap handle on the aft center pedestal. Whenever the
handle is moved from the CLEAN position to
one of the extend detents, a contact is made and
the slats are commanded to the move to the extend position. The slats are retracted when
the handle is moved back to the CLEAN position. A slats/flaps control box sequences the
extension of the flaps and slats. On extension,
the slats are fully deployed before travel of the
flaps begins. During retraction, the flaps must
retract fully before slat retraction commences.
Emergency Operation
When the angle-of-attack threshhold is

reached, the printed circuit board will also
command retraction of the airbrakes, if they
are extended, initiation of automatic engine ignition, and a Stall audio warning. When the
angle of attack is reduced below the threshhold,
the AOA vanes and printed circuit boards will
command retraction of the slats. The automatic ignition and audio warning will be terminated. Ignition will remain on until 10
seconds after the stall condition is no longer
sensed. The airbrakes remain retracted.
The automatic mode of slat extension is cancelled by a signal from the ADC at indicated
airspeeds greater than 265 knots. If the system remains armed at a speed above 280 KIAS,
an AUTO SLAT light on the master warning
panel will illuminate (Figure 15-13). The system is also disarmed on the ground by left and
right landing gear weight-on-wheels proximity sensors.
If No. 1 hydraulic power for normal extension

is lost or during certain malfunctions, an emergency mode, controlled by a red guarded emergency slat switch on the aft center pedestal, is
provided. Use of the emergency slat switch operates the emergency actuators to extend the
slats.
CAUTION
When the Emergency Slats switch
has been used, it must not be returned
to the OFF positon.
Revision 2
15-21
Figure 15-15. Angle-of-Attack Vanes
The automatic operation of the slats can be

tested on the ground with a pair of pushbuttons on the pedestal (Figure 15-16). The buttons are labeled STALL 1 and STALL 2.
Actuation of the STALL 1 button tests the circuits from the left AOA vane and the No. 1 hydraulic system. The STALL 2 button tests the
circuits on the right side and the No. 2 hydraulic system. Either button also tests the
voice warning, automatic engine ignition, and
automatic retraction of the airbrakes.
Slat/Transit Lights
An amber TRANSIT light illuminates when the

slats are not in the selected position.

warning panel will illuminate to show improper positioning of the slats for takeoff. If
the flaps are not extended or if the slat/flap handle is in the CLEAN position when either
power lever is advanced past the maximum
climb detent, the annunciator will illuminate.
At the same time, the No Takeoff audio
warning will sound.
Slat operation is indicated by two lights on the

configuration panel. A green SLAT light in the
shape of the slats illuminates when the slats
are fully extended. The light is steady if extension is commanded by the normal or emergency modes of operation. It will flash if the
extension is a result of actuation from the automatic mode.
15-22
Figure 15-16. STALL 1 and STALL 2 Test
AUTO SLATS Light

The AUTO SLATS light on the master warning panel will illuminate for any one of several abnormal situations:
Either stall system is not disarmed by
280 KIAS (as indicated above)
Malfunction of the slats monitoring system
Failure of one weight-on-wheels proximity sensor to the ground mode
ADC failure
Disagreement of more than 5 between
the two AOA sensors
2 hydraulic system. The airbrakes are electrically controlled by a three-position control

lever on the ATT unit on the aft center pedestal.
Airbrake Pressure-Holding
Valve
When hydraulic pressure is removed from the
system, whether it is caused by normal shutdown
or by failure of the No. 2 hydraulic system, the
airbrake pressure-holding valve maintains residual pressure in the servoactuators. This serves
to keep the airbrakes flush to the upper surface
of the wing.
AIRBRAKES
The airbrake system consists of three externally hinged panels on the upper surface of
each wing (Figure 15-17). Each panel is actuated by a servoactuator supplied by the No.
Revision 1
15-23
HYDRAULIC ACTUATORS
AIRBRAKE PANEL
37
INNER CROSS SECTION
50
CENTER CROSS SECTION

68
OUTER CROSS SECTION
Figure 15-17. Airbrake System

N o r m a l ex t e n s i o n a n d r e t r a c t i o n o f t h e
airbrakes is accomplished with the airbrake
control lever. It is set to one of the following
positions:
Position 0Airbrakes are retracted
Position 1Center airbrake panel only
is extended
During a stall situation, the airbrakes will be

commanded to the stowed position by signals
from the AOA vanes. The handle will remain
in the selected position. Normal operation of
the airbrakes is inhibited until the airbrake
control lever is repositioned to Position 0 and
the stall AOA is no longer exceeded. At high
airspeeds, the outboard airbrake panel may
not fully extend due to high aerodynamic loads.
Position 2All three panels are

extended
15-24
AIRBRAKE Light
Operation of the airbrake is indicated by an
AIRBRAKE light on the configuration panel.
The light illuminates whenever any one of the
six airbrake panels is not in the retracted
position.
ELECTRICAL POWER
REQUIREMENTS
The electrical power requirements of the flight
controls systems are listed in Table 15-1.

warning panel will illuminate if either the
center or inboard airbrake panel is extended
and either power lever is advanced past the
maximum climb detent. At the same time, the
No Takeoff audio warning will sound.
Revision 1
15-25
Table 15-1. ELECTRICAL POWER REQUIREMENTS AND CIRCUIT PROTECTION
FLIGHT CONTROL COMPONENT
CIRCUIT BREAKER
BUS
AILERON ARTHUR VARIABLE BELLCRANK
AIL FEEL
B1 BUS
AILERON ADC 1
ADC 1
A2 BUS
AILERON ADC 2
ADC 2
B2 BUS
YAW DAMPER
AP TRIM
B2 BUS
ELEVATOR ARTHUR VARIABLE BELLCRANK
PITCH FEEL
ESS BUS
NORMAL AILERON TRIM
TRIM AILERON
A1 BUS
EMERGENCY AILERON TRIM
ROLL EMERG
B2 BUS
RUDDER TRIM
TRIM RUDDER
ESS BUS
NORMAL PITCH TRIM
STAB NORM
B1 BUS
EMERGENCY PITCH TRIM
STAB EMERG
ESS BUS
MACH TRIM
AP TRIM
B2 BUS
TRIM INDICATION
TRIM INDIC
A1 BUS
FLAP CONTROL
FLAP CONTROL
ESS BUS
FLAP INDICATION
FLAP A/B
A1 BUS
NORMAL SLAT CONTROL
SLATS*
BATTERY BUS
NORMAL SLAT CONTROL
LH AUTO SLATS
A2 BUS
EMERGENCY SLAT CONTROL
SLATS*
BATTERY BUS
SLAT INDICATION
SLAT INDIC
A2 BUS
LH AUTO SLATS
LH AUTO SLATS
A2 BUS
RH AUTO SLATS
RH AUTO SLATS
B1 BUS
AIRBRAKE CONTROL
A/B CONTROL
ESS BUS
AIRBRAKE INDICATION
FLAP A/B
A1 BUS
*THE SLATS CIRCUIT BREAKER IS IN THE LH MAIN ELECTRICAL BOX IN THE FORWARD SERVICE COMPARTMENT.
15-26
CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
FLIGHT ENVIRONMENT DATA SYSTEM....................................................................... 16-3
Air Data System............................................................................................................. 16-3
Pitot-Static System......................................................................................................... 16-3
Pneumatic Instruments................................................................................................... 16-3
Speed, Mach, and Altitude Warnings ............................................................................ 16-5
Revision 1
16-i
ILLUSTRATIONS
Figure
16-1
Revision 1
Title
Page
Altitude Warning Conditions ................................................................................. 16-4
16-iii
CHAPTER 16
AVIONICS
INTRODUCTION
The Falcon 2000 Avionics operation relies on an integrated avionics processor system
(IAPS), four integrated electronic flight displays, and associated sensors. Architecture
and component packaging result in enhanced dependability. Interwiring is reduced and
reliability enhanced through reduced number of line-replaceable units and an extensive
use of built-in diagnostics. Advanced electronic flight displays provide for more efficient crew operation. Several system options are available according to customer preference. The specific operation of avionics groups not discussed in this chapter will be
covered using vendor supplied material.
GENERAL
Avionics systems are divided into six groups
to more readily separate the various functions.
The groups include the flight environment
data system, the attitude and heading reference
system (AHRS), the inertial reference system
(IRS), the electronic flight instrument system
(EFIS), the autonomous position determining

systems, and the radio-navigation systems.
These groups interface with each other and
other avionics systems through the IAPS.
16-1
The flight environment data system includes

the following equipment:
Display control panel (DCP)Allows

selection of desired navigation displays
Air data systemSupplies data to the

primary flight displays and the navigation and flight control systems
Reversion selection panel (RSP)

Controls brightness of the EFIS CRTs
and allows transfer to crosside systems
when instrument failure occurs
Pitot-static systemSupplies total and

static pressure and temperature data to
the air data computer (ADC) and the
standby pneumatic instruments
Pneumatic instrumentsThe standby
altimeter and airspeed indicator are supplied by the standby pitot-static system;
they serve as backups in case of failure
of the primary instruments
Speed, Mach, and altitude warnings
Inform the crew when the upper limit of
the aircraft flight envelope has been exceeded; the altitude warning is shown in
(Figure 16-1).
The attitude and heading system includes the
following equipment:
Attitude heading computer (AHC)
Provides attitude and heading parameters to the EFIS displays, TCAS
processor, and flight control computer
Internal compensation unit (ICU)
Cancels flux detector alignment errors
and magnetic effects caused by the airframe
Control compensation unit (CCU)
Used to compensate for local magnetic
disturbances
Flux detector unit (FDU)Measures
magnetic flux and provides this data to
the AHC
Standby instrumentsThe standby compass and horizon indicators are backup
sources of information in case of failure
of the primary instruments.
The inertial reference system (IRS) supplies
attitude, heading, and present position data to
the EFIS displays and the autopilot.
The electronic flight instrument system (EFIS)
includes the following equipment:
16-2
Primary flight displays (PFDs)

Combines aircraft attitude, altitude, airspeed, and navigation progress on a
single CRT display
Multifunction displays (MFDs)
Provide navigation, mapping, TCAS,
and weather radar displays. MFDs can
be reconfigured as PFDs, if necessary.
The following systems use EFIS for display
purposes:
Radio altimeterMeasures distance
between aircraft and ground when this
distance is less than 2,500 feet
Weather radarDetects and locates rain
and/or turbulence within a 60 sector
with respect to the fuselage longitudinal axis
Traffic alert and collision avoidance
system (TCAS)Interrogates transponders of other aircraft in the area to
determine if a collision threat exists
The following is used for radio navigation:
Automatic direction finder (ADF)
Indicates direction of the point of origin of a wave with respect to the aircraft
centerline
Distance measuring equipment
(DME)Computes the start range distance between the aircraft and a ground
beacon
Air traffic control (ATC) transponder
Enables ground radar to positively identify an aircraft based on the code
transmitted
VOR/ILS/markerProvides information concerning bearing, approach path,
and runway location
Radio tuning unit CDI or HSI main display pageServes as a backup navigation display
Mach speed
Flight management system (FMS)

Provides lateral and vertical navigation,
automatic and remote radio tuning; a
navigation data base
Air temperatures
Enhanced ground proximity warning

system (EGPWS)Provides aural and
visual warning when an aircraft position/altitude could result in collision
with the ground
Vertical speed
PITOT-STATIC SYSTEM
There is a left and right primary pitot-static
system and a standby system. Each system
has a static pressure and a total temperature
line. The primary systems provide the following information to their respective ADCs:
Total or pitot pressure
FLIGHT ENVIRONMENT
DATA SYSTEM
Static pressure
Total temperature
Angle-of-attack
The flight environment data system includes

the following subsystems:
Air data system
Pitot-static system
Pneumatic instruments
Speed, Mach, and altitude warnings
AIR DATA SYSTEM

The air data system senses, processes, and
displays atmospheric data. Both the pilot and
copilot systems contain an air data reference
panel (ARP) and an air data computer (ADC).
The flight control panel (FCP) is used to preselect altitude.
Air Data Computer

Both air data computers are identical. Each
ADC receives inputs from the outside temperature probe and the pitot-static air input
ports. ADCs process this air data and provide
the following outputs:
Pitot-Static Tubes
Each pitot-static tube is able to monitor and
report the ram and static pressure throughout
the operational speed range of the aircraft.
All three tube systems operate independently.
The pilot (left) pitot-static line supplies the No.
1 ADC; the copilot (right) line supplies the No.
2 ADC and the standby system supplies the
standby pneumatic instruments. All three pitotstatic tubes are heated to prevent ice buildup.
For more information on the pitot-static
system, see Chapter 17, Miscellaneous
Systems.
PNEUMATIC INSTRUMENTS
The standby altimeter, Mach/airspeed indicator, and triple indicator (Figure 16-1) are
pressure-operated and do not require electrical power to display information. They do use
a standby battery for illumination. The triple
indicator is discussed in Chapter 12,
Pressurization.
Barometric altitude correction

Preselected altitude advisories
Indicated airspeed
True airspeed
16-3
STANDBY MACH/AIRSPEED INDICATOR
60
9
80
100
400
120
350
KNOTS
7
300
140
160
250
200
180
ALTITU
DE
1 2000
ALT
N BAR
6 1013 4
5
RATE
X1000
CABIN
1
2
STANDBY ALTIMETER
X1000
BIN
CA
0 12
3
40
5
6
7
8
9
10
20
TRIPLE INDICATOR
Figure 16-1. Standby Pneumatic Instruments
16-4
Revision 1
Standby Altimeter
The standby altimeter is a combination digital and analog gage that can continuously display altitude from 1,000 to 51,000 feet. The
analog needle indicates altitude from 0 to
1,000 feet in 200-foot increments. Thousands
and hundreds of feet are displayed on the digital counter. Negative altitudes are indicated
by the red-and-white-striped sector of the
10,000-foot drum.
The barometric setting is entered by turning
the knob at the lower left corner of the gage.
The setting, in millibars, is displayed in the
center of the lower portion of the gage.
SPEED, MACH, AND ALTITUDE

WARNINGS
The speed and Mach limit warning informs the
crew that the upper speed limit of the aircraft
flight envelope has been exceeded. The signal
is issued from the ADC airspeed and altitude
detection unit. This signal triggers an audio
warning when the aircraft speed or Mach
number exceeds V MO /M MO . The alarm is a
modulated signal of increasing pitch.
The altitude warning system provides the
pilot with visual and audio indications of deviation from the altitude selected on the PFD
through the flight control panel ALT SEL
control.
Standby Mach/Airspeed
Indicator
The standby Mach/airspeed indicator features
a fixed IAS scale, graduated from 60 to 400
knots, and its associated pointer. It also
includes a rotating Mach scale from 0.3 to 1.
Above 200 knots IAS, the Mach number is
indicated by the position of the rotating scale
underneath the pointer.
Revision 1
16-5
CHAPTER 17
CONTENTS
Page
INTRODUCTION ................................................................................................................. 17-1
GENERAL ............................................................................................................................ 17-1
OXYGEN SYSTEM.............................................................................................................. 17-2
System Components ...................................................................................................... 17-2
PITOT-STATIC SYSTEM ..................................................................................................... 17-8
System Components ...................................................................................................... 17-8
COCKPIT VOICE RECORDER SYSTEM........................................................................ 17-10
System Description...................................................................................................... 17-10
System Components .................................................................................................... 17-10
Controls and Indications.............................................................................................. 17-10
FLIGHT DATA RECORDER SYSTEM ............................................................................ 17-13
Component Description............................................................................................... 17-13
EMERGENCY LOCATOR TRANSMITTER.................................................................... 17-14
Revision 1
17-i
System Operation ........................................................................................................ 17-15

WATER/WASTE SYSTEM ................................................................................................ 17-15
CLOCKS ............................................................................................................................. 17-23
17-ii
Revision 1
ILLUSTRATIONS
Figure
Title
Page
17-1
Oxygen Cylinder and Gage.................................................................................... 17-2
17-2
Crew Oxygen System............................................................................................. 17-4
17-3
Passenger Oxygen System ..................................................................................... 17-5
17-4
Passenger Oxygen System Controls and Equipment ............................................. 17-7
17-5
Pitot-Static System ................................................................................................. 17-8
17-6
Pitot-Static System Sensors.................................................................................... 17-9
17-7
Cockpit Voice Recorder Controls and Indications............................................... 17-10
17-8
FDR System Controls and Indications................................................................. 17-12
17-9
Emergency Locator Transmitter .......................................................................... 17-14
17-10
ELT Switch .......................................................................................................... 17-15
17-11
Water/Waste System Components ....................................................................... 17-16
17-12
Fresh Water System Controls and Indications ..................................................... 17-20
17-13
Cockpit Clock System.......................................................................................... 17-24
Revision 2
17-iii
CHAPTER 17
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ANTI-ICE
ON
12
16
8
4
0
RESET
TEST
OIL
NO 1 FUEL
TRANS
BLOWER
OFF
ENG 1
CHIP
XMSN
OIL
NO 1 FUEL
LOW
NO 1 FUEL
FILTER
90 BOX
OIL
BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
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INTRODUCTION
Miscellaneous systems discussed in this chapter are the oxygen, pitot-static, flight data
recorder, cockpit voice recorder, emergency locator transmitter, water/waste, and clock
systems. System and component descriptions, controls and indicators, and operational
details for the various systems are included.
GENERAL
The oxygen system provides the crew and
passengers with emergency oxygen when
necessitated by aircraft conditions.
cockpit audio data. The emergency locator

transmitter sends a signal of aircraft location
in an emergency.
The normal pitot-static system supplies ambient

air pressure sources to the air data computer
(ADC). The standby pitot-static system provides
ambient air pressure sources to flight instruments
requiring air pressure inputs.
The water/waste system provides an optional

fresh water supply and a wastewater disposal
system. The fresh water system supplies the
galley and toilet water requirements. The
wastewater system provides for refuse-water
holding and evacuation.
The flight data recorder stores aircraft flight

and systems data as required by applicable
regulations. The cockpit voice recorder stores
17-1
Identical clocks are installed on the left and

right sides of the cockpit main instrument
panel. Each clock displays present-time, flightduration, and time-elapsed data. An elapsed
time clock is also available within the electronic flight instrument system (EFIS).
OXYGEN SYSTEM
SYSTEM DESCRIPTION
The oxygen system supplies oxygen to the
crew and passengers in the event of decompression or smoke in the aircraft. Oxygen is
stored in a single high-pressure cylinder fitted
with a pressure-reducer valve.
The crew oxygen system is equipped with two
inflatable harness masks containing individual regulation and control functions. As an
option, two therapeutic outlets may also be
connected to the crew oxygen system.
Green 700 to 1,850 psi

Amber 1,850 to 2,200 psi
During preflight inspection, the oxygen shutoff valve should be open (turned clockwise),
and minimum pressure on the gage should be
not less than 1,500 psi.
The standard cylinder capacity is 2,200 liters.
An optional 3,300-liter bottle is available.
CAUTION
The HP pressure gages (near the
cylinder and the right side console)
permanently indicate the pressure in
the cylinder whether the valve is open
or closed.
The passenger oxygen system consists of an

oxygen controller and individual passenger
masks. This system deploys the mask and supplies oxygen if cabin altitude exceeds a set
value. The controller, mounted on the forward
section of the copilot console, contains an
oxygen cylinder pressure gage along with the
necessary passenger oxygen system controls.
SYSTEM COMPONENTS
Oxygen Cylinder
The single supply cylinder (Figure 17-1) for
the oxygen system is located behind an access
door just aft of the main cabin access door. The
bottle attachment fixtures include a pressurereducing valve, shutoff control valve, refill
line, and cylinder pressure gage line. The pressure gage shows psi and bar pressure markings:
PRESSUREREDUCING VALVE
100
50
CONTROL VALVE
1000 1500
500
0
2200
150
BAR PSI
OXYGENE
Red 0 to 200 psi

Amber 200 to 700 psi
17-2
Figure 17-1. Oxygen Cylinder and Gage
Crew Oxygen System

Masks
The pilot and copilot oxygen masks are stowed
in mask boxes in the rear section of each side
control console (Figure 17-2). For ease of access, the masks protrude through the opening
in the box doors. Each box includes oxygen and
radio jacks for connecting the mask to the corresponding circuit.
The two identical crew masks have inflatable
harnesses for quick donning. As an option, a
third crew member mask may be available for
the jumpseat. They are inflated by pressing the
red harness inflation control lever on either
side of the mask regulator assembly. The
N100% switch on the mask regulator modifies the amount of oxygen delivered by the
mask regulator. At the N position, ambient
air mixes with oxygen as it is delivered. At the
100% position, the mask regulator delivers
pure oxygen.
The regulator normally operates in a demand
mode until the automatic pressure function
initiates at 35,000 to 45,000 feet altitude. The
automatic pressure mode augments the volume of oxygen normally delivered in the demand mode.
The mask regulator also incorporates a manual EMERGENCY mode initiated by pressing
and rotating the EMERGENCY knob and moving the N100% switch to 100%. The EMERGENCY mode provides pressure oxygen
delivery regardless of the operating altitude.
In this mode the smoke goggles may be used
and pressurized by air from the mask.
Revision 2
An additional feature of the mask regulator is

ground test. Pressing the EMERGENCY
control knob should cause a hissing noise
inside the mask that indicates the mask is
functioning properly. A flowmeter in the line
to the mask indicates oxygen flow.
The crew oxygen system (Figure 17-2) consists
of two inflatable harness masks with selfcontained controls and regulators. The crew
system is active whenever the oxygen bottle
control valve is open. An optional therapeutic
system is connected to the crew system.
Therapeutic Oxygen Circuit

(If Installed)
The therapeutic oxygen circuit (Figure 17-3)
is connected, in line with the crew oxygen
system, directly to the oxygen cylinder. The
system consists of the supply line, a manually
controlled valve, and two therapeutic mask
sockets. The valve and socket doors in the
cabin overhead are marked O 2 VALVE and
O 2 , r e s p e c t ive l y. O x y g e n f l ow t o t h e
theropeutic circuit is controlled by a 4th position on the Oxygen Control Panel marked
FIRST AID.
Passenger Oxygen System

The passenger oxygen system (Figure 17-3)
consists of an oxygen controller, pneumatic
mask deployment locks, and passenger masks.
17-3
COPILOTS MASK
COPILOTS MASK BOX
OXYGEN
CYLINDER PRESSUREREDUCING VALVE
PILOTS MASK
PILOTS MASK BOX
MASK BOX WITH

MASK IN PLACE
HARNESS
N
REGULATOR
100%
PUSH
RADIO
JACK
EMERGENCY
PRESS
TO
TEST
OXYGEN
CONNECTION
N-100%
CONTROL
PUSHBUTTON
EMERGENCY CONTROL
AND TEST KNOB
FLOWMETER
INDICATOR
Figure 17-2. Crew Oxygen System
17-4
HARNESS
INFLATION
CONTROL LEVER
PASSENGER
OXYGEN
CONTROLLER
MANUAL VALVE
THERAPEUTIC
SOCKET
RIGHT
PASSENGER
MASKS
LEFT
PASSENGER
MASKS
THERAPEUTIC
SOCKET
RIGHT
PASSENGER
MASK
Figure 17-3. Passenger Oxygen System
17-5
PASSENGER OXYGEN Controller
Passenger Oxygen Mask
A mode selector switch on the PASSENGER

OXYGEN controller (Figure 17-4) controls
the passenger oxygen system. Selector switch
positions and functions are as follows:
The passenger masks are stowed in mask boxes

labeled O 2 along the cabin and toilet overhead panels. The external door of each box is
held closed and opened by a pneumatic lock.
This lock is opened through the NORMAL or
OVERRIDE mode setting on the PASSENGER OXYGEN controller. When the masks are
deployed and the attaching cord is pulled to
release the oxygen valve safety pin, the mask
delivers 70 psi at a constant flow rate. An elastic band holds the mask in place when it is
donned.
CLOSEDThe supply of oxygen to the

passenger system only is removed.
NORMALA pneumatic lock in the
passenger mask boxes opens automatically and provides oxygen to the passenger system if cabin pressure altitude
exceeds 11,500 750 feet. The PASS
ON indicator on the PASSENGER OXYGEN controller turns white when this
mode is activated.
OVERRIDEThe pneumatic lock in
the passenger mask boxes opens manually and provides oxygen to the passenger masks regardless of cabin
altitude; the OVERRIDE mode also
turns the PASS ON indicator white.
FIRST AID (optional)This position
open the manually operated valve in the
Therapeutic line making O 2 available
to the first aid mask sockets.
The CYLINDER PRESSURE gage indicates
oxygen cylinder pressure even when the cylinder shutoff valve is closed. The gage markings
indicate the following:
Red range (0 to 200 psi)Oxygen supply is low. If oxygen is required, immediately descend to an altitude where
oxygen is no longer necessary.
First amber range (200 to 700 psi)
Oxygen supply corresponds to approximately two hours supply for the crew
only.
Second amber range (1,850 to 2,200
psi)The oxygen cylinder is charged
above its normal capacity.
17-6
Revision 2
PRESSURE-OPERATED LATCH
OXYGEN VALVE
SAFETY PIN
MASK BOX
RIGHT SERVICE UNIT
INTERNAL DOOR
EXTERNAL DOOR
WINDOW
MASK SUPPLY DUCT
CORD
PASSENGER MASK
ECONOMIZER BAG
PRESSURE GAGE
CYLINDER
PASSENGER OXYGEN NORMAL

CLOSED
OVERRIDE
20
15
PSI
SELECTOR SWITCH
10
X1000
PASS ON
PRESSURE
PNEUMATIC INDICATOR
THERAPEUTIC SYSTEM
TO PASSENGER
OXYGEN SYSTEM
Figure 17-4. Passenger Oxygen System Controls and Equipment
17-7
PITOT-STATIC SYSTEM
SYSTEM DESCRIPTION
The pitot-static system (Figure 17-5) consists
of separate pilot and copilot systems in addition to the standby system.
Each of the two static pressure sources are

dual ports. One of the dual ports is for ADC1
and the other is for ADC2. The two sources are
cross-coupled to reduce side-slip effect. The
static pressure ports include an anti-ice circuit.
A standby static pressure source and two separate ports are cross-coupled to reduce sideslip effect.
SYSTEM COMPONENTS
The three total pressure probes (Figure 17-6)
are identical and include an anti-ice circuit.
STANDBY SYSTEM
NORMAL SYSTEM
TRIPLE
INDICATOR
Z/VZ/P
STANDBY
STATIC
COPILOT
TOTAL
NO. 2
ADC
COPILOT
STATIC
STANDBY
ALTIMETER
STANDBY
STATIC
WATER
DRAIN
PILOT
STATIC
STANDBY
TOTAL
STANDBY
MACH/
AIRSPEED
INDICATOR
NO. 1
ADC
TOTAL
PITOT
LEGEND
STANDBY STATIC SYSTEM
STANDBY TOTAL SYSTEM
PILOT NORMAL STATIC SYSTEM
COPILOT NORMAL STATIC SYSTEM
NORMAL TOTAL SYSTEM
Figure 17-5. Pitot-Static System
17-8
sure sources are interconnected and are routed

to the following:
SYSTEM OPERATION
Pilot pitot-static sources supply air pressure
data through air lines to the No. 1 ADC system.
Copilot pitot-static sources supply air pressure
data through air lines to the No. 2 ADC system.
Pilot and copilot static pressure sources are interconnected to create a redundant static pressure source for both ADC systems.
The standby total pressure source is routed
through an air line to the standby Mach/airspeed indicator. The two standby static pres-
Triple indicator Z/VZ/P

Standby altimeter
Standby Mach/airspeed indicator
The standby static pressure air line incorporates a water drain between the ports and the
instruments.
NOTE:
LEFT SIDE IS SHOWN;
RIGHT SIDE IS SIMILAR.
PILOT'S NORMAL STATIC PORT
COPILOT'S NORMAL
STATIC PORT
PILOT'S NORMAL
TOTAL PROBE
STANDBY STATIC PORT
STANDBY TOTAL PROBE

(LEFT SIDE ONLY)
Figure 17-6. Pitot-Static System Sensors
17-9
MICROPHONE
Figure 17-7. Cockpit Voice Recorder Controls and Indications
17-10
Revision 1
COCKPIT VOICE
RECORDER SYSTEM
SYSTEM DESCRIPTION
The cockpit voice recorder (CVR) provides a
means of automatically recording a 30-minute
period of cockpit conversation, radio transmissions, and intercom activity.
SYSTEM COMPONENTS

The CVR system is powered by the essential
bus through the VOICE RECORDER circuit
breaker. It has its own control head on the
copilot side pane.
TEST Pushbutton
Depressing the TEST pushbutton causes a
600-Hz tone to be applied to the amplifier
input of each recorder.
Voice Recorder
Analog Test Level Indicator
The voice recorder enables recording and storage of cockpit area generated audio data.
Operation commences automatically when
electrical power is applied. An acceleration
contact removes electrical power from the unit
if longitudinal acceleration exceeds 3gs. A
battery operated underwater locator beacon is
attached to the recorder unit. The recorder
unit is installed in the aft service compartment on a vibration mount inside an international orange case.
The indicator needle responds to activation of

the TEST pushbutton to indicate proper operation of the equipment. A green sector reading indicates proper operation of the
equipment. A red sector reading indicates an
equipment malfunction.
ERASE Pushbutton
Actuating the ERASE pushbutton erases the
recorded data if the following conditions are met:
Aircraft is on the ground.
Control Unit
Main entry door is open.
The CVR control unit (Figure 17-7) is mounted

on the copilot console and provides access to
system record and erase modes. Features of the
control unit include a microphone preamplifier,
test switch, bulk erase switch, and test indicator.
ERASE pushbutton is depressed and

held for at least two seconds.
The erase cycle is automatically completed

within two seconds.
Cockpit Microphones
Audio input to the voice CVR system include
the area microphones located forward of the
overhead control panel, headset microphones,
and oxygen mask microphones. Audio recording automatically takes place regardless of
the microphone key switch settings.
Revision 1
ERASE pushbutton is released.
HEADSET Jack
The 600-ohm headset may be connected to
the jack to monitor the data being recorded and
the test tone.
17-11
US
10
10
MFD
RH
PFD
RH
DCP
RH
GPWS
OMEGA
FLIGHT
RECORDER
AHS
2
AHS 2
BAT
NAVIGATION
US
FDEP
ALARMS
GMT FLT NR
15:34
SYSTEM
FDAU
EVENT
RUN HLD
SETTING
Figure 17-8. FDR System Controls and Indications
17-12
Revision 1
FLIGHT DATA
RECORDER SYSTEM
SYSTEM DESCRIPTION
Controls and indications for the flight data

system are centrally located on the flight data
entry panel (FDEP) (Figure 7-8).
The flight data recorder (FDR) system stores

aircraft flight and systems data as required by
applicable regulations. The system (Figure 178) operates continuously whenever the aircraft
power is applied and is configured for automatic shutoff in the event of an impact. The system retains the last 25 hours of recorded data.
Digital Flight Data Recorder
The digital flight data recorder (DFDR) stores
flight data on magnetic tape. The unit is housed
in a protective envelop designed to preserve
the magnetic tape from damage. An acoustic
beacon is included in the FDR, enabling underwater detection of a ditched aircraft.
The FDR is electrically powered with 28 VDC
from the B1 bus. Circuit protection is provided by a FLIGHT RECORDER 5-amp circuit breaker on the right circuit- breaker panel.
Flight Data Acquisition Unit

The flight data acquisition unit (FDAU) converts aircraft flight and systems data into digital format for the FDR.
Flight Data Entry Panel

The flight data entry panel (FDEP) provides
flight crew control and interface with the system.
GMTFLT NR Selector Switch

The two-position selector switch enables selection of either GMT time or flight number for
display on the FDEP entry panel DISPLAY.
RUNHLD Selector Switch

The two-position selector switch operates as
follows:
RUNNormal operating mode enabling
GMT increment and transmission of time,
flight number, and event data to the FDAU.
HLD (hold)GMT or flight number
modification mode. The data are no
longer transmitted to the FDAU, and the
values shown on the DISPLAY readout
are frozen.
EVENT Pushbutton
Pressing the EVENT pushbutton marks an
event which can be used for ground analysis
of the magnetic tape.
DISPLAY Window
The four readouts are used to display the time
or the flight number, according to the position
of GNTFLT NR selector switch.
SETTING Pushbuttons
Converter
A 28-VDC/115-VAC 400-Hz converter supplies electrical power for the DFDR.
Accelerometer
The accelerometer is designed to remove electrical power if longitudinal acceleration should
exceed 3 g.
Revision 1
Flight Data Entry Panel
The left pushbutton steps through settings of

the two left-side display digits. The right pushbutton performs the same function with the
right-side display digits.
FDAU ALARM Light

The illuminated amber light indicates a FDAU
failure.
17-13
SYSTEM ALERT Light
Type of aircraft
The illuminated amber light indicates a flight

data recorder failure.
Address of owner
Telephone number of owner
Aircraft registration number
EMERGENCY LOCATOR
TRANSMITTER
Alternate emergency contact
SYSTEM COMPONENTS
SYSTEM DESCRIPTION
ELT Unit
The ARTEX ELT110-406 emergency locator

transmitter (ELT) transmits a signal to identify aircraft location in an emergency. The
ELT transmits on the international distress
frequencies of 121.5 and 243.0 MHz and optionally on a 406.025-MHz transmitter.
The ELT (Figure 17-9) is housed in a high-impact-resistant Lexan case with a mounting
tray to facilitate quick removal. The unit has
aural and visual monitors to alert the pilot
when the ELT is activated. A force activation
sensor, or G-switch, activates with a change
of velocity of 3.5 0.5 fps under normal conditions and while being subjected to 30 gs of
cross-axial forces. The battery pack for the
ELT consists of four D-size lithium manganese
dioxide cells connected in series.
The ELT automatically activates during a crash

and transmits the standard swept zone on 121.5
and 243.0 MHz. Every 50 seconds for 520
milliseconds the optional 406.025-MHz transmitter turns on and transmits an encoded digital message to the satellite containing:
Serial number of the transmitter
Country code
ELT manufacturer
Antennas
A blade or rod antenna is available for the
ELT. The rod antenna is restricted to aircraft
applications that do not exceed 350 knots.
Position coordinates (optional 406.025

transmitter)
The 406.025 MHz transmitter will operate for
24 hours and shut down automatically. The
121.5 and 243.0 MHz transmitters will continue to operate until battery power is exhausted. Typically, the battery will last 72
hours, while the minimum specification for
121.5 and 243.0 MHz operation is 50 hours.
The 406.025-MHz transmitter produces a
more accurate position signal, typically
within 1 to 2 kilometers as compared to the
15 to 20 kilometers for the 121.5 and 243.0
MHz transmitter. The 406.025 MHz transmitter also transmits a digital message
allowing search-and-rescue authorities to
contact the owner/operator of the aircraft
through a database. Information contained in
the database includes the following:
17-14
Figure 17-9. Emergency Locator

Transmitter
Revision 1

The ELT unit switch has three positions labeled
MANUAL ON, ARMED, and OFF
(Figure 17-10). A cockpit-mounted remotecontrol assembly also has the MANUAL ON,
ARMED, and OFF switch positions.
E
L
T
MANUAL ON
SYSTEM DESCRIPTION
The water/waste system provides an optional
fresh water supply and a wastewater disposal
system. The fresh water system supplies the
galley and toilet water requirements and includes a water tank and a pump to provide
system pressure. Additionally, water heaters
provide hot water for distribution to the galley and toilet facilities. The wastewater system includes a refuse-water drainage system,
holding facility, and evacuation provisions.
SYSTEM COMPONENTS
OFF
Fresh Water Components
ARMED
ELT SWITCH
(MAY VARY IN STYLE)
Figure 17-10. ELT Switch
SYSTEM OPERATION
The ELT is turned on after installation by moving the switch to the ARMED position. The
panel light and emergency tone indicate proper
operation of the ELT. The MANUAL ON switch
position may be selected to activate the ELT for
test or an actual emergency. To reset, move the
switch from MANUAL ON to OFF. When the
remote switch is positioned to ARMED a self
test is performed. In addition, the remote control panel light comes on, accompanied by three
sweeps of the emergency tone.
As long as the ELT is locked in the mounting
tray, it will activate in a crash. Neither the remote control nor the ELT unit switch can be
set to prevent automatic activation when the
unit is mounted properly with serviceable batteries installed. The ELT cannot be inadvertently activated by rough handling when not
installed in the mounting tray.
Revision 1
WATER/WASTE SYSTEM
A folding fresh water servicing (FILLING)

door on the right-aft side of the fuselage
(Figure 17-11) contains a gravity-servicing
port, filter, amber tank FULL light, and water
tank drain breather/drain valve. An optional
pressurized fill system is also available for the
fresh water system. The gravity-servicing
port is connected to a 10-gallon (38-liter)
tank located under the aft cabin floor. A quantity gage on the tank provides a signal to the
water quantity indicator on the galley electrical panel. The tank is pressurized by an expansion accumulator with a breather valve
connected to the water pump outlet pipe.
A self-regulating electric pump provides distribution pressure for galley and toilet requirements. Combined accumulator/pump
water pressure is 20 psi above cabin pressure.
Operation of the pump is controlled by the
WATER PUMP switch on the galley electrical panel.
Water heaters in the galley and toilet washbasin cabinet provide hot water at 52C.
Electrical power for the water heaters and thermostat control are provided through the WATER
HEATER switch on the galley electrical panel.
17-15
GALLEY
TOILET COMPARTMENT
TOILET
SERVICE
PANEL
GALLEY
DISTRIBUTION
LINE
POTABLE WATER
SERVICE PANEL
FULL LIGHT
FILLING CAP
FILTER
FILLING DOOR
GALLEY WATER LINE
FILLER CAP
ACCUMULATOR
PUMP
DUAL VALVE
FRESH WATER SYSTEM

PRESSURE ACCUMULATOR
Figure 17-11. Water/Waste System Components (Sheet 1 of 3)
17-16
Revision 1
FRONT GALLEY
WASHBASIN CABINET
MIXER
SINK BOWL
MIXER
WATER
HEATER
WATER
HEATER
DRAIN VALVE
CONTROL
DRAIN
VALVE
WATER
SUPPLY
Revision 1
17-17
TOILET SERVICE PANEL
DRAIN VALVE
CONTROL HANDLE
DRAINING PORT
FLUSHING PORT
TOILET DRAIN PAN
CABIN FLOOR PANEL
VALVE
SEALED DUCT
PAN DRAIN
VALVE HANDLE
DRAINING PORT
FLUSHING
PORT
17-18
Revision 1
Wastewater Components
Galley and toilet sink wastewater is routed to
drain masts under the aircraft fuselage. Drain
lines are anti-iced to prevent icing during
flight (see Chapter 10, Ice and Rain
Protection). A dual toilet drain valve empties
the water tank and the rear toilet fresh water
through the drain/vent on the fresh water servicing panel. The dual-valve control button is
located in the baggage compartment. A label
near the control button indicates that the valve
must be closed before flight.
The drain pan control valve handle is located
on the toilet servicing panel. The handle operates the drain pan valve for evacuation of toilet wastewater through the servicing panel
drain port. The flushing port on the toilet service panel allows the pressure water source to
flush the drain pan through the flushing port.
MASTER HEATER, WATER PUMP,

and WATER HEATER circuit breakersWater/waste circuit breakers on
the galley control panel
Toilet Controls
The toilet flush function is controlled by the
FLUSH switchlight. The circuit is protected by
the FLUSH circuit breaker on the left A4 bus.
SYSTEM OPERATION
Pressing the WATER PUMP switchlight electrically energizes the fresh water tank pump.
A pump safety device deactivates the pump if
system pressure exceeds 27.6 psi (1.9 bars).
The toilet washbasin has a level detector that
prevents the basin from being overfilled.
Gravity Refilling/Replenishing
Cockpit Controls
Two circuit breakers on the cockpit overhead
panel (Figure 17-12) provide protection for the
water/waste electrical components:
The equipment required to perform gravity

refilling/replenishing is the following:
Container with a pour spout
Funnel
Drain pan
GALLEY MASTER (5 amps, B2 bus)

CAB/LAV MASTER (5 amps, B1 bus)
Galley Controls and Indicator

Water quantity indicatorReceives
level information from the water-tankmounted gage; the PUSH TO READ
pushbutton actuates the appropriate
water level light when pressed
WATER PUMP switchlightPrimes and
controls the water pump
DRAIN switchlightOpens the galley
drain valve to drain the water circuit
through the mast drain
Prior to performing the operation refilling,

accomplish the following:
Open the filling door in the cabin and remove the filler cap at frame 21 (right
side) on the partition.
Check that frame 23 floor panel dual
gravity tank drain valve/rear toilet drain
valve is closed, as well as the right front
galley drain valve.
Check that the GALLEY MASTER circuit breaker on the center circuit-breaker
panel is engaged.
WATER HEATERCOFFEE MAKER

switchlightSelects either the water
heater or coffee maker heater
Revision 1
17-19
FULL
3/4
1/2
1/4
LOW
EMPTY
PUSH
TO
READ
DRAIN
FWD
MAST WATER WATER GALLEY LIQUID

HEATER PUMP HEATER LIGHT
DISP
5
2.5
WATER
HEATER
20
AFT
TOIL
COFFEE
MAKER OVEN
50
10
LIQUID
DISP
WATER
PUMP
50
GALLEY
LIGHT
COFFEE
MAKER
FRONT GALLEY PANEL
CABIN POWER SUPPLY

UNIT (REAR TOILET)
10
FWD
CABIN
FLUSH
10
AFT
LIGHT
7.5
LH
READING
RH
LIGHT
LAM
2.5
20
RAZOR
WATER
HEATER
VANITY
LIGHT
20
WATER
HEATER
CENTRAL CIRCUIT-BREAKER PANEL
Figure 17-12. Fresh Water System Controls and Indications
17-20
Revision 1
Perform the following steps to accomplish

gravity refilling/replenishing:
Perform the following steps to accomplish the

procedure:
1. Check that the following circuit breakers are engaged (Figure 17-12):
1. Open the service door, remove the cap

from the drain port, and connect the
drain adapter (P/N 2653-1) of the servicing vehicle to the aircraft drain port.
CAB/LAV MASTER on the center

circuit-breaker panel
WATER PUMP on the galley circuitbreaker panel
2. Energize the aircraft systems using the
electric ground power unit.
3. The water pump must not start and the
galley front panel gage must read
EMPTY when the PUSH TO READ
pushbutton is actuated.
4. If necessary, place a drain pan under the
overflow pipe.
5. Perform gravity filling by pouring water
through the filler port (Figure 17-11)
with a funnel.
6. Stop filling as soon as the filling door
FULL light illuminates.
2. Remove the cap from the flushing port;

connect the flushing adapter (P/N
1041J16A) to the aircraft flushing port.
3. Pull the draining control handle; allow
the tank to drain and release the handle.
4. Pump the necessary amount of water
into the toilet drain pan (2.91 U.S. gallons or 11 liters maximum and 2.25 U.S.
gallons or 8.5 liters preload) through
the flushing port. Beyond this value,
the toilet bowl would be full.
5. Place two or three disinfecting bags in
the toilet drain pan, proceeding from
the inside of the toilet compartment.
7. Check that the galley gage reads FULL.
NOTE
8. Install the gravity filler cap and close the

filler door.
It is possible to flush the toilet drain

pan while simultaneously supplying
water through the flushing port.
9. Deenergize the aircraft systems.
Wastewater Draining and

Refilling the Potable Water Tank
The equipment required to perform this procedure is the following:
Toilet flushing adapter (P/N 1041J16A
or P/N TMY20-38-002)
Toilet drain adapter (P/N 2653-1 or P/N
TMY20-38-001)
6. Disconnect the toilet flushing adapter

and draining adapter, install the flushing drain port caps, and close the service door.
Potable Water System Draining

Two drain pans are needed to drain the potable
water system. Perform the following steps to
accomplish the procedure:
Disinfectant (P/N 5854-2A)

Prior to performing the operation accomplish
the following:
Open the toilet service door.
NOTE
In cold weather (temperature near
0C [32F]), it is mandatory to drain
the water system to avoid its deterioration due to freezing.
Prepare disinfecting mixture of two to

three bags of P/N 5854-2A per 2.64 U.S.
gallons (10 liters).
Revision 1
17-21
1. Energize the aircraft electrical system

using the ground power unit.
14. Press the DRAIN and WATER PUMP

switchlights.
2. Open the toilet service door and place

a pan under the door.
15. Close the cold and hot water faucets of

the front galley and the toilet basins.
3. Place another pan under the front galley drain duct at frames 23 and 24 (right
side).
16. Close the front galley drain valve and the

dual tank drain valve/rear toilet drain
valve.
4. Open the gravity drain door on the cabin

partition at frame 21 (right side).
17. Install the gravity-filling cap, and close

the filling door.
5. On the center circuit-breaker panel

(Figure 17-11), check that the GALLEY MASTER and CAB/LAV MASTER circuit breakers are engaged.
18. Deenergize the aircraft systems.
6. Remove the cap from the gravity filler

port at frames C23 and 24.
7. Open the dual tank drain valve/rear toilet drain valve at frames C23 and 24
(floor panel).
8. Open the front galley drain valve located at the right-lower section of galley frame 8.
9. Start the water pump by pressing the
right front galley WATER PUMP switchlight.
10. Check that the pump operates and that
the tank is drained through the front and
rear drains; the pump must stop when the
galley gage reads EMPTY.
11. Complete the tank draining by pressing
the DRAIN switchlight until water stops
running from the drains.
12. Set the WATER HEATERCOFFEE
M A K E R s w i t c h l i g h t t o WAT E R
HEATER.
13. Open the cold and hot water faucets in
the front galley and toilet washbasins to
thoroughly drain the system.
17-22
Water Leak Check

Perform the following steps to check for a
water leak:
1. Energize the aircraft system from the
ground power unit.
2. Open the fresh water filling door at
frame 21.
3. Press the right front galley WATER
PUMP switchlight to prime the pump.
4. Open the hot and cold faucets of the
galley and toilet sinks to bleed air from
the system.
5. Check that water flows from the galley
and toilet sink faucets, then close the
faucets.
6. Check the entire water distribution system for external leaks.
7. Check for leaks at the galley quick-disconnect coupling located at frame 8.
8. Close the fresh water tank filling door
at frame 21.
9. Depress the right front galley WATER
PUMP switchlight.
10. Deenergize the airplane systems.
Revision 1
CLOCKS
SYSTEM DESCRIPTION
The clock system for the Falcon 2000 provides present-time, flight-duration, and
elapsed-time displays and functions.
SYSTEM COMPONENTS
The system clocks, on the left and right sides
of the main instrument panel, provide sixdigit displays of present time, elapsed time,
and stopwatch functions (Figure 17-13).
Z E RO S T O P RU N s w i t c h T h i s
switch controls the stopwatch function
of the clock: ZERO resets the stopwatch,
RUN begins the stopwatch function, and
STOP ceases the stopwatch function.
TIMEFTET switchThe TIME function of the switch displays local or GMT
time; FT displays flight time since takeoff; ET displays the elapsed time since
the ZEROSTOPRUN switch was set
to RUN.
SYSTEM OPERATION
The pilot clock is powered by 28 volts from
the essential bus through the OVERHEAD
circuit breaker. The copilot clock is powered
by 28 volts from B2 bus through the INSTR
RH circuit breaker. A resistor for each clock
drops the applied voltage to 14 volts. An
internal relay removes power from the clocks
when the aircraft is on the ground. The identical clocks each have the following switches:
UPSETD switchMoving the switch
to the UP or D position, respectively,
increases or decreases the seconds
display.
BDIMUP switchThe B and DIM
portions of the switch provide for bright
and dim light selection for the display.
Moving the switch to the UP position increases the hour display by one hour.
Revision 2
17-23
10
12:59
12:59
PILOT'S DIGITAL CLOCK
COPILOT'S DIGITAL CLOCK
Figure 17-13. Cockpit Clock System
17-24
Revision 2
BRIGHT
DIM
TEST
RESET
FADEC 1
PITCH
FEEL
T/O
CONFIG
AIL
FEEL
FADEC 2
START 1
AUTO
SLATS
FLAP
ASYM
AIL
ZERO
START 2
OIL 1
LH
PROBES
ST BY
PITOT
RH
PROBES
OIL 2
AP
TRIM FAIL
AP
MISTRIM
APU GEN
APU
FAULT
APR
THRUST
REVERSER 1
GEN 1
BAT
THRUST
REVERSER 2
GEN 2
FUEL 1
LH BUS
ISOL
HOT BAT
RH BUS
TIED
FUEL 2
LO
FUEL 1
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
STD BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN

Revision 2
ANN-1
MASTER
CAUTION
MASTER
CAUTION
BRIGHT
DIM
TEST
FADEC 1
PITCH
FEEL
T/O
CONFIG
AIL
FEEL
FADEC 2
START 1
AUTO
SLATS
FLAPS
ASYM
AIL
ZERO
START 2
OIL 1
LH
PROBES
ST BY
PITOT
RH
PROBES
OIL 2
AP
TRIM FAIL
A.P.
MISTRIM
APU GEN
APU
FAULT
APR
THRUST
REVERSER 1
GEN 1
BAT
THRUST
REVERSER 2
GEN 2
FUEL 1
LH BUS
ISOL
HOT BAT
RH BUS
TIED
FUEL 2
LO
FUEL 1
NOSE
CONE OVHT
ECU
OVHT
AFT COMP
OVHT
LO
FUEL 2
PUMP 1
HYDR # 1
HYDR # TK
PRESS
HYDR # 2
ISOL
PUMP 2
HYDR # 1
PUMP
HYDR # 2
FUELING
BRAKE
BRAKE
BRAKE
PRESS
STD BY
PUMP
DOORS
BRAKE
ACCU
ANTI - ICE
RECIR
ISOL
CABIN
Master Warning Panel (Later Aircraft)
ANN-2
Revision 2

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FlightSafety

INSTRUCTIONAL SYSTEMS DIVISION

8900 Trinity Blvd. Hurst, Texas 76053

FAX 817) 276-7501

FALCON 2000 PILOT TRAINING MANUAL

The best safety device in any aircraft is a well-trained pilot

FlightSafety International, Inc.

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

ELECTRICAL POWER SYSTEMS

MASTER WARNING SYSTEM

AUXILIARY POWER UNIT

ICE AND RAIN PROTECTION

HYDRAULIC POWER SYSTEMS

LANDING GEAR AND BRAKES

FALCON 2000 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

FALCON 2000 PILOT TRAINING MANUAL

Hydraulic Power Systems .............................................................................................. 1-30

FOR TRAINING PURPOSES ONLY

FALCON 2000 PILOT TRAINING MANUAL

Exterior Dimensions.................................................................................................... 1-2

Minimum Turning Radii ............................................................................................. 1-3

Release of Steering Control (Towing)......................................................................... 1-4

Cockpit ........................................................................................................................ 1-5

Pilots and Copilots Seats........................................................................................... 1-6

Passenger Cabin (Typical)........................................................................................... 1-7

Tail Cone ..................................................................................................................... 1-8

Overall Layout and Structure ...................................................................................... 1-9

Passenger/Crew Door Assembly............................................................................... 1-10

Passenger Door Latching and Unlatching Mechanism ............................................. 1-11

Electrical Lifting Mod for Passenger Door............................................................... 1-12

Baggage Compartment Door .................................................................................... 1-14

Baggage Compartment Door Handle Control Mechanism ....................................... 1-15

Forward Servicing Compartment Door..................................................................... 1-16

Aft Servicing Compartment Door............................................................................. 1-17

Emergency Exit Door Location, Controls, and Indicators........................................ 1-18

Main Landing Gear Doors ........................................................................................ 1-19

Wings and Empennage.............................................................................................. 1-20

DC Power Generation System .................................................................................. 1-21

Warning Panel ........................................................................................................... 1-22

Engine Indication Electronic Displays...................................................................... 1-22

Exterior Lighting System .......................................................................................... 1-23

Emergency Lighting System ..................................................................................... 1-24

Wing Fuel Tanks ....................................................................................................... 1-25

FOR TRAINING PURPOSES ONLY

FALCON 2000 PILOT TRAINING MANUAL

Engine ....................................................................................................................... 1-26

Fire and Smoke Detection System ............................................................................ 1-27

Ice and Rain Protection Systems............................................................................... 1-28

Air-Conditioning System .......................................................................................... 1-29

Hydraulic Power System........................................................................................... 1-30

Landing Gear and Wheel Well Door......................................................................... 1-31

Landing Gear System................................................................................................ 1-32

Aileron Control System ............................................................................................ 1-33

Rudder Controls ........................................................................................................ 1-34

Avionics Master Switchlights ................................................................................... 1-35

Antenna Locations .................................................................................................... 1-36

Cockpit Oxygen System............................................................................................ 1-37

Right Front Galley and Electrical Panel.................................................................... 1-38

Parking and Mooring ............................................................................................... 1-39

FOR TRAINING PURPOSES ONLY

FALCON 2000 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY